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Maintenance Manual
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(Title 50, U.S.C., App. 2401, Et Seq.). Violations
to these export laws are subject to severe criminal
penalties.
Liability disclaimer
This information is given in good faith, based on
the latest information available. No warranty or
other representation is given concerning such
information, which must not be taken as
establishing any contractual or other commitment
by the company or any of its subsidiaries or
associated companies
Printed in USA
NOTICE These data are furnished with the understanding that they will be used for operational,
service, maintenance, and overhaul purposes only, and not to manufacture or procure
the manufacture of the part shown and/or described.
NOTICE RollsRoyce intends that the procedures and guidelines set forth in this publication be
used for the operation, maintenance, repair or overhaul of authorized RollsRoyce parts.
RollsRoyce has determined that these procedures and guidelines may not be accept-
able for use on parts manufactured by entities other than RollsRoyce or RollsRoyce
approved vendors and suppliers.
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250B17F SERIES OPERATION AND MAINTENANCE
Commercial service information incorporated in whole, in part, or by reference in this operation and
maintenance manual included:
SERVICE LETTERS
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250B17F SERIES OPERATION AND MAINTENANCE
TECHNICAL ASPECTS ARE FAA APPROVED TEMPORARY REVISION E1R9721
WARNING: THE MAXIMUM OIL CONSUMPTION IS 1 QUART IN FIVE HOURS. OPERATION IN
EXCESS OF THIS LIMITS IS NOT PERMITTED. EXCESSIVE OIL CONSUMPTION
CAN BE INDICATIVE OF A SERIOUS INTERNAL OIL LEAK. AN INTERNAL OIL LEAK
CAN RESULT IN AN UNDETECTED INTERNAL OIL FIRE, WHICH WILL RESULT IN A
DISASTROUS TURBINE FAILURE.
CAUTION: NORMAL ENGINES USE A MINIMAL AMOUNT OF OIL. HOWEVER, ANY SUDDEN
INCREASE IN OIL CONSUMPTION IS INDICATIVE OF OIL SYSTEM PROBLEMS AND
MUST BE CORRECTED. REFER TO ITEMS 20 AND 21 IN TABLE 101, 720000
TROUBLESHOOTING.
WARNING: IT IS VERY IMPORTANT THAT THE ENTIRE AIRCRAFT AND ENGINE FUEL SYSTEM
BE MAINTAINED TO THE HIGHEST STANDARDS OF CLEANLINESS.
ROLLSROYCE HAS CONDUCTED TESTING OF APPLE JELLY TYPE CONTAMINA-
TION WHICH SHOWS IT BEHAVES DIFFERENTLY THAN A SOLID CONTAMINANT.
IT CAN PASS THROUGH VARIOUS AIRFRAME AND ENGINE FUEL FILTERS UNDE-
TECTED WITHOUT ACTUATING THE IMPENDING BYPASS INDICATOR, AND IT
CAN CAUSE PARTIAL OR COMPLETE BLOCKAGE OF THE FUEL NOZZLE SCREEN
RESULTING IN REDUCED ENGINE PERFORMANCE OR FLAMEOUT.
720000
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WARNING: SNOW OR ICE SLUGS CAN CAUSE THE ENGINE TO FLAME OUT. BE SURE AVAILABLE
PREVENTIVE EQUIPMENT IS INSTALLED AND IN PROPER WORKING ORDER WHEN
FLYING IN CONDITIONS WHERE SNOW OR ICE BUILDUP MIGHT OCCUR. CONSULT
THE AIRCRAFT FLIGHT MANUAL FOR REQUIRED EQUIPMENT AND PROCEDURES
FOR FLIGHT IN FALLING/BLOWING SNOW.
WARNING: SAND AND DUST WILL ERODE COMPRESSOR VANES AND CAUSE THEM TO FAIL.
WARNING: SALT LADEN HUMIDITY AND CHEMICALS WILL CORRODE COMPRESSOR BLADES AND
VANES AND CAUSE THEM TO FAIL.
5. Operating Precautions
Observe the following precautions to reduce the danger of personnel injury or damage to the engine.
A. Before operating the engine, check the air inlet for foreign objects. Refer to Compressor Inlet Air
Blockage, PARA 1.C.(5), 720000, EngineInspection/Check if operation with inlet blockage is
suspected.
B. If the engine does not operate within Operating Limits, PARA 6., this section, take the designated
action.
C. If the aircraft is frequently operated in dusty or sandy areas, periodic erosion inspection is
recommended. Refer to Erosion Inspection, PARA 1.C.(9), 720000, EngineInspection/Check.
D. If a flameout has been experienced as the possible result of snow, ice, or water ingestion, refer to
Snow Ingestion Inspection, PARA 1.C(10), 720000, EngineInspection/Check.
E. If the aircraft is being operated following an extended period of inactivity, refer to Special
Inspections, Table 603, 720000, EngineInspection/Check, for recommended action.
F. If the engine is operated in a salt water environment it must be subjected to a water wash. Refer to
Salt Water Contamination Removal, PARA 5.A.(1), 723000.
G. If the installed engine will be shut down for more than five calendar days the compressor must
receive an application of preservative. Refer to Compressor Preservation, PARA 11.E., 720000,
EngineServicing.
720000
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Table 6 (cont)
(2) Refer to Special Inspections, item 12 or 14, Table 603, 720000, EngineInspection/Check. Also,
record temperature and duration in the Engine Log Book (pink pages, Turbine Assembly, Part IV,
Inspection Record).
(3) Momentary peak temperature of 1700F (927C) is permitted for no more than one second.
NOTE: The timeattemperature limits are not additive. The repeated, intentional use of
transient temperature limits can result in reduced turbine life and is not recommended.
Table 7
Power T/M
at 100% N2 Torque Press.
hp (kW) lbft (N.m) psi (kPa) Time Limit
*This limit is FAA approved for continuous operation; but is authorized by the engine manufacturer
only during oneengineinoperative (O.E.I.) operation of multiengine aircraft, and emergency en-
gine operation.
E. Oil Temperature
Oil temperature shall be within the following range. If the maximum limit is exceeded, refer to Oil
Temperature Limit Exceeded, PARA 10.B., 720000, EngineServicing, for corrective action.
(1) Starting:
MILL7808J or later . . . . . . . . . . . . . . . . . . . . . . . 65F (54C) min.
MILL23699C or later . . . . . . . . . . . . . . . . . . . . . . 40F (40C) min.
CAUTION: IF THE THROTTLE IS ADVANCED FROM THE GROUND IDLE POSITION
BEFORE THE NORMAL OPERATING TEMPERATURE LIMITS ARE REACHED,
THE MAXIMUM OIL PRESSURE LIMITS SPECIFIED IN PARA 6.D., THIS
SECTION, MUST NOT BE EXCEEDED.
(2) Normal Operation
Above 40 psi (276 kPa) . . . . . . . . . . . . . . . . . . . . . 32F (0C) minimum
T/M pressure, 165 hp 32180F (082C) continuous
(123 kw) 180225F (82107C) 5
minutes 225F (107C) maximum
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(f) Using Figure 27, determine the corrected TOT. Find the indicated OAT on the left vertical
scale and indicated TOT on the top horizontal scale. Moving right and down, you will
intersect at the corrected TOT value of 703C. For indicated TOT values under 650C,
consult the first page of Table 28. Graph this data as indicated in Figure 28.
(g) It should be noted that the data graphed in Figure 28 cannot always be directly compared
to the background data depicted in Figures 19 through 23. The background data is for
illustration purpose only to show long term degradation of a typical engine. Actual
graphed N1 and TOT data can vary from the example. The important thing to remember
is that the overall trend should be gradual. Step changes in the trend are significant and
their causes should be determined.
(h) If a baseline pressure altitude for performing the daily trend check procedure cannot be
established, the check can still be completed by correcting the torque input value to sea
level conditions prior to performing the check. (See Figure 29) For example, if flight
clearance is to climb and maintain 3000 feet, enter the chart at the baseline torque value
of 80% torque, move right to intersect the 3000 foot pressure altitude value and read 72%
torque as depicted. Accordingly, for this flight set the 72% on the aircraft torque gage,
record the readings, correct the data and plot the values as described earlier. The use of
a different baseline altitude for each check will require the torque correction chart depicted
in Figure 29 to be carried in the aircraft for reference.
(i) Reduced torque values may be required at high altitudes to remain within engine or
aircraft limitations. This can result in N1 readings below 95% speed that will allow the
engine bleed valve to open. If this data is plotted, it will erroneously appear as a step
change increase in the TOT trend. Step change increases in the TOT trend must be
compared to the trended N1 to assure the bleed valve is closed. Data taken while the
bleed valve is fully open or modulating will not be accurate.
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2 Engine fails to light off. (cont) Water or other contaminant in Check a sample of fuel from
fuel. the bottom of the tank, if con-
taminated, disconnect the
fuel line at the fuel nozzle,
drain all fuel then flush the
system with clean fuel.
Fuel nozzle orifice clogged. Check fuel pump filter, re-
place nozzle. (Refer to Power
Control System, para 1.A.,
731003.)
Fuel check valve fails to Replace fuel check valve.
open. (Refer to Cutoff Valve Opera-
tional Check, para 2.D.,
732002.)
3 Early lightoff. Fuel control cutoff valve not Make a fuel control cutoff
closed. valve operational check. (Re-
fer to Cutoff Valve Operation-
al Check, para 2.D.,
732002.)
4 Engine lights off but will not Loose pneumatic fitting, Pressurize the system to
accelerate to idle within the cracked accumulator, or check for leaks. (Refer to
normal time period. cracked pneumatic line caus- Fuel Control System Pneu-
ing air leak in control system. matic Leak Check, para 2.C.,
730000.)
Check for crack in air tubes
or outer combustion case.
Check for air seal leaks.
Dirty Pc filter. Clean Pc filter. (Refer to
Cleaning and Inspection,
para 3., 732003.)
Inadequate torque at starter Check condition of battery
pad. and starter to determine if
sufficient N1 cranking speed
is attainable.
Dirty compressor. Clean compressor and bleed
valve. (Refer to Compressor
Cleaning, para 5., 723000.)
Insufficient fuel supply to gas Check fuel system to make
producer fuel control. sure all valves are open and
pumps are operative.
Insufficient fuel pressure to Turn on aircraft boost pump.
fuel pump.
Gas producer fuel control or Disconnect the fuel line at the
power turbine governor by- fuel nozzle. Flush the system
pass valve or relief valve with clean fuel, then replace
stuck open. the control.
720000
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4 Engine lights off but will not Fuel nozzle partially clogged Clean fuel nozzle. (Refer to
accelerate to idle within the with carbon. Fuel Nozzle, para 2.,
normal time period. (cont) 731003.)
Fuel nozzle check valve Replace fuel nozzle.
stuck partially open.
Start derichment adjustment Make start derichment adjust-
too low. ment. (Refer to Engine Start-
ing Characteristic Adjust-
ments, para 3.C., 732002.)
Gas producer fuel control in- Replace control.
correctly adjusted or calibra-
tion has shifted.
Antiicing air valve open and Turn off engine antiice and
cabin heat on. cabin heat.
Foreign Object Damage Replace the case or com-
(FOD), eroded blades, vanes pressor assembly if damage
or abradable tip seal coating. or erosion exceeds accept-
able limits. (Refer to Inspec-
tion/Check, para 4.,
723000.)
Faulty power turbine gover- Replace governor.
nor.
Faulty N2 overspeed solenoid Replace solenoid valve.
valve. (250B17F/1 only)
5 Slow starts or low turbine Control schedule has shifted Turn the start/acceleration
temperature in the 3550% lean. adjuster cw to increase tur-
N1 speed range. bine temperature and de-
crease start time. Make a one
detent adjustment; then ob-
serve starting temperature.
One detent changes temper-
ature 3040_C (86104_F).
Make an additional one det-
ent adjustment if necessary.
(refer to Start/Acceleration
Fuel Flow Adjustment, para
3.C.(2), 732002.)
6 Engine lights off but flames Fuel nozzle partially clogged. Inspect fuel nozzle for carbon
out during ground starts at buildup. Clean or replace as
high altitude, especially necessary.
above 5,000 feet (1,524 me-
ters) during cold ambient
conditions.
Start derichment adjustment Make start derichment adjust-
too low. ment. (Refer to Start Derich-
ment Adjustment, para
3.C.(1), 732002.)
720000
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7 Low power and high TOT. Contaminated bleed valve jet. Clean bleed valve (Refer to
Bleed Valve Cleaning, para
5.C., 723000.)
8 Hot starts or high turbine Control schedule has shifted Turn the start/acceleration
temperature. rich. adjuster ccw to decrease tur-
bine temperature and to pre-
vent hot starts. Make a one
detent adjustment; then ob-
serve starting temperature.
One detent changes temper-
ature 3040_C (86104_F).
Make an additional one det-
ent adjustment if necessary.
(Refer to Start Acceleration
Fuel Flow Adjustment, para
3.C.(2), 732002.)
9 Acceleration temperature too Insufficient time allowed for Purge the engine by motoring
high during start. draining after an unsuccess- with the gas producer lever
ful starting attempt. and ignition switch OFF for
approximately 10 seconds
before attempting a second
start.
Reduced battery capacity Recharge or replace battery.
(This can produce low crank-
ing speed.)
High residual TOT in excess Motor engine with starter.
of 150_C (302_F). Leave the condition lever in
the FUEL OFFFEATHER
position and ignition OFF.
Depreciated starter which is Replace starter.
not capable of dry motoring
gas producer (N1) above
15%.
Condition lever in the RUN Review starting procedure.
position prior to and during
starter engagement.
Power lever positioned above Review starting procedure.
ground idle during start.
Dirty compressor. Clean compressor and bleed
valve. (Refer to Compressor
Cleaning, para 5., 723000.)
Fuel nozzle valve stuck full Replace fuel nozzle.
open.
Excessive compressor air Check for leaks. Be sure that
leaking. engine antiice switch is off.
Bleed control valve stuck Replace bleed control valve.
closed.
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14 Idle speed too low. (cont) Dirty compressor. Clean compressor and bleed
valve. (Refer to Compressor
Cleaning, para 5., 723000.)
Gas producer fuel control idle Correct the setting. (Refer to
adjustment incorrectly set. Idle Speed Setting, para 3.A.,
732002.)
Loose pneumatic fitting or Pressurize the system to
cracked pneumatic line caus- check for leaks. (Refer to
ing air leak in control system. Fuel Control System Pneu-
matic Leak Check, para 2.C.,
730000.)
15 Idle speed too high. Incorrect gas producer lever Check lever position and rig-
setting. ging. (Refer to Rigging
Check, para 1.A., 760000.)
Malfunctioning tachometer. Replace tachometer.
Fuel control Py orifice con- Clean orifices, (Refer to para
taminated. 4.B., 732002.)
Gas producer fuel control idle Correct the setting. (Refer to
adjustment incorrectly set. Idle Speed Setting, para 3.A.,
732002.)
16 Oil pressure drops off Oil supply low. Check oil supply and refill as
severely. necessary.
Oil pressure transmitter or in- Check transmitter or indicator
dicator giving false indication. and repair or replace if nec-
essary.
Regulator valve sticking or Clean or replace spring.
broken spring.
Defective oil pump. Replace pump or send power
and accessory gearbox to an
overhaul facility. (Refer to
applicable part of Gearbox
Disassembly and Assembly,
para 2., 726000.)
17 Engine operated more than Low oil quantity. Remove engine and send to
30 seconds without oil pres- an Authorized Maintenance
sure. Center (AMC). (Refer to
EngineServicing, Engine
Operated With No Oil
Pressure, para 10.C1.,
720000.)
Improper servicing after oil Remove engine and send to
change. an Authorized Maintenance
Center (AMC). (Refer to
Engine Servicing, Engine
Operated With No Oil
Pressure, para 10.C1.,
720000.)
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17 Engine operated more than Oil pump failure. Remove engine and send to
30 seconds without oil pres- an Authorized Maintenance
sure. (cont) Center (AMC). (Refer to
EngineServicing, Engine
Operated With No Oil
Pressure, para 10.C1.,
720000.)
18 Excessive oil pressure fluc- Air in sensing line. Bleed line.
tuation.
Gage records inaccurately. Check gage and transmitter.
Faulty pressure regulating Replace the valve.
valve.
Oil contamination. Drain and replace filter.
Inspect magnetic chip detec-
tors for metallic particles.
Thoroughly flush with engine
oil while motoring engine.
Drain and refill with engine
oil.
Low oil quantity. Check for excessive
consumption
Wear of filter housing due to Replace packings on the inlet
vibration of filter inlet and and bypass tubes and/or
filter bypass tubes. replace the filter housing
(as required)
Oil filter inlet tube assembly Dimensionally inspect tube
too short. length per para 2.D1.,
726000.
19 Low oil pressure. Lack of oil in reservoir. Fill reservoir with correct oil.
Gage records inaccurately. Check gage and transmitter.
Oil leaks. Check all piping connections
and the gearbox splitline.
(Refer to Gearbox Coverto
housing Assembly, para 2.1.,
726000, for assembly tech-
nique to prevent splitline leak-
age.
Clogged oil filter. Clean or replace oil filter. (Re-
fer to para 1.C., 726000.)
NOTE: If oil filter is clogged with carbon, inspect and clean the power turbine support pressure oil
nozzle, the power turbine support scavenge oil strut and the external scavenge oil sump.
(Refer to para 6.E. and 6.F., 725000.)
CAUTION: DO NOT MAKE A PRESSURE REGULATING VALVE ADJUSTMENT TO CORRECT
FOR A RAPID CHANGE IN OIL PRESSURE. THESE CONDITIONS ARE CAUSE TO
SUSPECT OTHER OIL SYSTEM PROBLEMS HAVE DEVELOPED.
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19 Low oil pressure. (cont) Oil pressure not adjusted. Adjust oil pressure regulating
valve. (Refer to Oil Pressure
Regulating Valve, para 3.A.,
(726000.)
NOTE: Before attempting oil pressure regulator adjustment, make sure that minimum N1 RPM of
94% is attained during periods of reported low oil pressure readings.
Increase in oil pump internal Replace pump or send power
clearances or sheared drive. and accessory gearbox to an
overhaul facility. (Refer to ap-
plicable part of Gearbox Dis-
assembly and Assembly,
para 2., 726000.)
Oil contamination. Drain and replace filter. In-
spect magnetic chip detec-
tors for metallic particles.
Thoroughly flush with engine
oil while motoring engine.
If carbon and sludge deposits
are found, inspect the oil tank
for similar deposits. If
deposits are found, remove
and clean the airframe oil
tank and flush the airframe
engine oil system in
accordance with the
applicable airframe
manufacturers manuals.
Drain and refill with engine
oil.
Wear of filter housing due to Replace packings on the inlet
vibration of filter inlet and fil- and bypass tubes or replace
ter bypass tubes. the housing (as required).
Oil filter inlet tube assembly Dimensionally inspect tube
too short. length per para 2.D1.,
726000.
20 High oil pressure. Oil pressure gage and trans- Check gage and transmitter.
mitter records inaccurately.
CAUTION: EXCEPT FOR INITIAL ADJUSTMENT ON NEWLY INSTALLED ENGINES, DO NOT
ADJUST THE PRESSURE REGULATING VALVE TO CORRECT FOR HIGH OIL
PRESSURE. DO NOT MAKE A PRESSURE REGULATION VALVE ADJUSTMENT TO
CORRECT FOR A SUDDEN INCREASE OR RAPID CHANGE IN OIL PRESSURE.
THESE CONDITIONS ARE CAUSE TO SUSPECT OTHER OIL SYSTEM PROBLEMS
HAVE DEVELOPED (SUCH AS CLOGGED BEARING OIL JETS) AND CAN RESULT IN
BEARING FAILURE.
Pressure regulating valve im- Readjust oil pressure regulat-
properly adjusted. ing valve. (Refer to Oil Pres-
sure Regulating Valve, para
3.A., 726000.)
Clogged oil passage(s). Remove engine.
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21 Oil consumption exceeds Loose fittings, connections, Check all fittings, connec-
0.05 gal (0.19 liter) per hour, or splitlines. tions, and splitlines for seal-
1.0 quart (0.9 liter) per 5 ant and proper torque. Wash
hours. entire engine and coat with
whitener in suspected area.
operate engine to locate
source of leakage. Refer to
Gearbox CovertoHousing
Assembly, para 2.I.,
726000, for assembly tech-
nique to prevent gearbox
splitline leakage.
Oil leakage from power tur- Replace seal. (Refer to Re-
bine carbon face seal. moval of the Oil Bellows
Seal, para 5.A., 725000.)
Leaking accessory oil seals Replace defective seals.
as evidenced by oil draining (Refer to Oil Seals
from weep hole (on gas pro- Replacement, para 1.B.,
ducer fuel control and power 726000.)
turbine governor) or from
drain on fuel pump.
22 Oil consumption in excess of Coking and carbon buildup in Clean power turbine support
1 quart (0.9 liter) per hour. power turbine support. scavenge oil strut, power tur-
bine support pressure oil
nozzle and the external scav-
enge oil sump. (Refer to para
6.E. and 6.F., 725000.)
Improper fit between the Send engine to an overhaul
power turbine inner and outer facility for repair.
shafts.
23 Oil blowing from gearbox vent Leaking accessory pad seal. Replace seal.
or oil venting in to exhaust
(on aircraft installations in
which gearbox vent is con-
nected to the exhaust collec-
tor.)
24 Oil spewing from diffuser vent Orifice improperly sized, Refer to Diffuser Vent Orifice
orifice. smaller orifice needed. Selection, para 1.B.,
720000,
EngineAdjustment/Test.
25 Oil spewing at compressor No. 1 bearing seal failure. Replace seal. (Refer to Re-
bleed control valve. placing the Compressor Front
Bearing and/or Oil Seal Re-
placement, para 3.,
723000.)
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26 Oil temperature exceeds lim- Oil cooler air flow restricted. Check cooler; repair or re-
its of para 6.E., 720000, place. Inspect engine. (Refer
EngineDescription and Op- to Oil Temperature Limit Ex-
eration. ceeded, para 10.B.,
720000, EngineServic-
ing.)
Oil cooler bypass valve inop- Check valve, repair or re-
erative. place. Inspect engine. (Refer
to Oil Temperature Limit Ex-
ceeded, para 10.B.,
720000, EngineServic-
ing.)
27 Oil temperature exceeds Contamination or carbon Inspect and clean oil system
107_C (225_F) but remains buildup in the turbine. and passages. (Refer to Oil
less than 120_C (248_F) for System Maintenance, para
a period not exceeding 10 6.F., 725000.)
minutes.
28 Low power with high TOT. Dirty compressor. Clean compressor and bleed
valve. (Refer to compressor
Cleaning, para 5., 723000.)
Foreign object damage Replace the case or com-
(FOD), eroded blades, and pressor assembly if damaged
vanes. or erosion exceeds the ac-
ceptable limits. (Refer to In-
spection/Check, para 4.,
723000.)
New compressor case misa- If noise monitoring indicates
ligned at installation. rub, remove and reinstall the
case. (Refer to Compressor
Case Replacement, para 2.,
723000.)
Bleed control valve failed to Check compressor discharge
close. pressure sensing line for
leaks and for security.
Clean valve nozzle, filter and
jet. (Refer to bleed Valve
Cleaning, para 5.C.,
723000.)
Replace bleed control valve.
(Refer to para 2., 751002.)
Excessive compressor air Repair leaks.
leaks.
Faulty TOT indicator. Check calibration of TOT sys-
tem. Replace indicator as
necessary.
Antiicing air valve leaking. Check solenoid and tube fit-
tings for leaks, replace valve
as necessary.
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29 Lower power with TOT below Gas producer control lever Adjust linkage to the gas pro-
max limit. not reaching maximum speed ducer fuel control. (Refer to
adjustment stop. Rigging Check, para 1.A.,
760000 and Coordinator
Rigging, Gas Produce Lever,
para 2.D., 761001.)
Gas producer control lever Correct the maximum speed
maximum speed adjustment adjustment setting. Adjust cw
stop not properly set. to increase N1 speed, one
turn equals approx one per-
cent. (Refer to Maximum
Speed Stop, para 3.B.,
732002.)
CAUTION: THIS IS AN OVERSPEED PROTECTION SETTING; MOVE IN ONE TURN
INCREMENTS.
Loose pneumatic fitting, Pressurize the system to
cracked accumulator, or check for leaks. (Refer to
cracked pneumatic line caus- Fuel Control System
ing an air leak in the control Pneumatic Leak Check, para
system. 2.C., 730000.)
Contaminated fuel control air Clean air circuit. (Refer to
(Pneumatic) circuits. Cleaning Gas Producer Fuel
Control Air Circuit, para 4.B.,
732002.)
L.P. Fuel Filter Blocked. Check bypass indicator. Re-
place filter element.
Aircraft fuel system restric- Refer to aircraft manual for
tion, contamination or leak- corrective action.
age.
Blocked fuel nozzle. Clean or replace fuel nozzle
(Refer to Inspection/Cleaning,
para 2., 731003.)
Faulty gas producer fuel con- Replace gas producer fuel
trol assembly. control assembly.
30 Low measured TOT at nor- Faulty TOT indicator. Check TOT system calibra-
mal or high power. tion. Replace indicator as
necessary.
Faulty TOT thermocouple as- Check TOT system calibra-
sembly. tion. Replace thermocouple
assembly. (Refer to Thermo-
couple Replacement, para 1.,
772001.)
31 Unable to obtain specified Foreign object damage Replace the case or com-
power. (FOD) eroded blades, vanes pressor assembly, if dam-
and/or abradable tip seal aged or erosion exceeds the
coating. acceptable limits. (Refer to
Inspection/Check, para 4.,
723000.)
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31 Unable to obtain specified New compressor case misa- If noise monitoring indicates
power. (cont) ligned at installation. rub, remove and reinstall the
case. (Refer to Compressor
Case Replacement para 2.,
723000.)
32 Engine N1 or N2 overspeeds. Gas producer fuel control Check linkage for proper op-
linkage not properly set. eration and adjustment.
Defective gas producer fuel Replace defective control or
control or power turbine fuel governor.
governor.
Faulty N1 or N2 tachometer. Replace tachgenerator or
indicator.
Faulty propeller overspeed Replace propeller overspeed
governor. governor assembly.
NOTE: During ground run after overspeed incident, note the idle speed with the twist grip at the
30_ position. If idle speed is normal, suspect the governor if idle speed is high, suspect
the gas producer fuel control as the faulty component.
33 Fast decelerations. Dirty gas producer fuel con- Clean circuit. (Refer to
trol air circuit. Cleaning the Gas Producer
Fuel Control Air Circuit, para
4.B., 732002.)
34 Auto decelerations. Dirty gas producer fuel con- Clean circuit. (Refer to Clean-
trol air circuit. ing the Gas Producer Fuel
Control Air Circuit, para 4.B.,
732002.)
35 Excessive exhaust torching Fuel nozzle malfunction. Replace fuel nozzle. (Refer to
during transients. para 1.A., 731003.)
Excessively rich gas producer Replace control.
fuel control.
Leaking accessory bleed Repair or replace lines.
lines.
36 Slow to accelerate from idle Dirty compressor. clean compressor and bleed
to power. valve. (Refer to Compressor
Cleaning, para 5., 723000.)
Foreign object damage Replace the case or com-
(FOD), eroded blades, vanes pressor assembly if damage
and/or abradable tip seal or erosion exceeds accept-
coating. able limits. (Refer to Inspec-
tion/Check, para 4.,
723000.)
New compressor case misa- If noise monitoring indicates
ligned at installation. rub, remove and reinstall the
case. (Refer to Compressor
Case Replacement, para 2.,
723000.)
Bleed control valve malfunc- Replace bleed control valve.
tioning. (Refer to para 2., 751002.)
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36 Slow to accelerate from idle Loose pneumatic fitting, or Pressurize the system to
to power. (cont) cracked pneumatic line caus- check for leaks. (Refer to
ing air leak in control system. Fuel Control System Pneu-
matic Leak Check, para 2.C.,
730000.)
Excessive generator load. Reduce electrical load.
Excessive compressor air Check for leaks and repair.
leakage.
Gas producer fuel control ac- Replace gas producer fuel
celeration schedule too lean. control.
Dirty gas producer fuel con- Clean circuit. (Refer to Clean-
trol air circuit. ing the Gas Producer Fuel
Control Air Circuit, para 4.B.,
732002.)
37 Slow to accelerate to power Same as in preceding Correct as in preceding
while in flight. trouble. trouble.
Governor linkage incorrectly Check rigging. Correct link-
rigged. age as required.
38 TOT approx 30_C (54_F) Bleed control valve stuck Replace bleed control valve.
lower than normal at idle. closed. (Refer to para 2., 751002.)
39 Compressor surge during Dirty compressor. Clean compressor and bleed
starting or near the idle valve. (Refer to Compressor
speed. Cleaning, para 5., 723000.)
Foreign object damage Replace the case or com-
(FOD), eroded blades, vanes pressor assembly if damaged
and/or abradable tip seal or erosion exceeds the ac-
coating. ceptable limits. (Refer to In-
spection/Check, para 4.,
723000.)
New compressor case misa- If noise monitoring indicates
ligned at installation. rub, remove and reinstall the
case. (Refer to Compressor
Case Replacement, para 2.,
723000.)
Excessively rich gas producer Replace gas producer fuel
fuel control. control. (Refer to para 2.,
731002.)
Bleed control valve stuck Replace bleed control valve.
closed. (Refer to para 2., 751002.)
40 Compressor surge during Bleed control valve stuck Replace bleed control valve.
starting. closed. (Refer to para 2., 751002.)
Foreign object damage Replace the case or com-
(FOD), eroded blades, vanes pressor assembly if damage
and/or abradable tip seal or erosion exceeds accept-
coating. able limits. (Refer to Inspec-
tion/Check, para 4.,
723000.)
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40 Compressor surge during New compressor case misa- If noise monitoring indicates
starting. (cont) ligned at installation. rub, remove and reinstall the
case. (Refer to Compressor
Case Replacement, para 2.,
723000.)
41 Compressor surge during ac- Bleed control valve failed to Replace bleed control valve.
celeration. open or closing early. (Refer to para 2., 751002.)
Excessively rich gas producer Replace fuel control.
fuel control.
42 Compressor surge during low Bleed control valve failed to Clean bleed valve filter, jet
power operation. open. and strainer. If condition still
exists, replace bleed control
valve. (Refer to Bleed Valve
Cleaning, para 5.C.,
723000.)
Foreign object damage Replace the case or com-
(FOD), eroded blades, vanes pressor assembly if damage
and/or abradable tip seal or erosion exceeds the ac-
coating. ceptable limits. (Refer to In-
spection/Check, para 4.,
723000.)
New compressor case misa- If noise monitoring indicates
ligned at installation. rub, remove and reinstall the
case. (Refer to Compressor
Case Replacement, para 2.,
723000.)
43 More than 20 drops per min- Fuel pump drive shaft seal Replace fuel pump.
ute fuel leaking from fuel leaking.
pump overboard drain ports.
Gearbox seal leaking. If leakage is fuel, replace
pump; if leakage is oil, re-
place seal.
44 More than 5 drops per minute Gas producer fuel control fail- Replace fuel control. (Refer
fuel leakage from the fuel ure. to para 2., 732002.)
control.
45 Faulty torquemeter indication. Faulty airframe installed Replace transmitter.
transmitter.
Clogged torquemeter pres- Disassemble power and ac-
sure sensing oil line. cessory gearbox and clean or
send gearbox to an overhaul
facility. (Refer to applicable
part of Gearbox Disassembly
and Assembly, para 2.,
726000.)
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50 Exhaust duct emitting sparks. Combustion liner damage. Inspect combustion liner and
repair or replace. (Refer to
Combustion Liner Inspection,
para 1.C., 724000.)
Turbine or compressor blade, Replace faulty component.
vane or seal damaged.
51 Excessive vibration. Loose engine mounts. Inspect for security and
condition of mounts.
Turbine wheel blade failure. Inspect the turbine wheel
blades. (Refer to Blade and
Vane Inspection, para 6.A.,
725000.)
Foreign object damage Replace the case or
(FOD), eroded blades, vanes compressor assembly if
and/or abradable tip seal damage or erosion exceeds
coating. the acceptable limits. (Refer
to Inspection/Check, para 4.,
723000.)
Bearing failure or accessories Check the magnetic inspec-
section internal failure. tion plugs for particles. If ac-
cumulated particles are
found, send engine to over-
haul.
Cause uncertain. Install engine in another air-
craft or in test stand for com-
parison. Send engine to over-
haul if excessive vibration
persists.
Propeller out of balance. Make a running balance of
the propeller. (Refer to Rotat-
ing Balance of Engine and
Propeller Assembly, para
1.C.(12), 720000 Engine
Inspection/Check.
NOTE: In addition to preventing smooth engine operation, unbalanced propeller vibration can be
detrimental to engine reliability and overhaul life. Accomplishment of a balance procedure on an
installed operational engine can reduce vibration to acceptable limits.
52 Unable to stop engine. Gas producer fuel control fuel Close the aircraft fuel shutoff
cutoff valve not closed. valve to stop the engine.
Then check control linkage
rigging or replace gas pro-
ducer fuel control if faulty.
53 Afterfire. Oil leak. See trouble condition, static
oil leakage, item 56.
Burner drain valve line ob- Check the drain lines. Clean
struction. or replace as necessary.
Sticking burner drain valve. Replace valve. (Refer to para
3.A., 724000.)
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53 Afterfire. (cont) Fuel nozzle valve stuck open. Replace fuel nozzle. (Refer to
para 1.A., 731003.)
Fuel control not in cutoff. Make a fuel control cutoff
valve operational check.
(Refer to Cutoff Valve
Operational Check, para
2.D., 732002.)
Inline check valve stuck Replace inline check valve.
open.
54 Heavy smoking out exhaust Oil seepage past No. 5 bear- If suspected, visually inspect
following engine shutdown. ing oil bellows seal into hot for evidence of puddling in
(Light wisps of smoke are exhaust and collector. bottom of exhaust collector
normal and not cause for en- after engine has been inop-
gine rejection unless oil con- erative. If leakage is present,
sumption limits are exceed- replace No. 5 bearing oil bel-
ed.) lows seal (Refer to Oil Bel-
lows Seal, para 5.A.,
725000.)
Oil seepage past turbine oil Remove and inspect turbine
check valve onto hot turbine. check valve. (Refer to Tur-
bine Pressure Oil System
Check Valve, para 2.J.,
726000.)
Residual oil in No. 6 and 7 Remove external sump; in-
bearing area, depositing on spect and clean strut. (Refer
hot turbine parts. to Inspection and Cleaning of
Power Turbine Support Scav-
enge Oil Strut, para 6.E.,
725000.)
Excessive clearance of rotat- This is usually accompanied
ing knife seals located in No. by low power. If suspected,
6 and 7 bearing area. replace turbine.
Oil leakage in aircraft scav- Replace check valve.
enge oil check valve. Oil can
be found leaking from the
outer combustion case after
the engine has been inopera-
tive for an extended period.
55 Heavy smoking out exhaust. Contamination or carbon Inspect and clean oil system
buildup in the turbine. and passages. (Refer to In-
spection and Cleaning of
Power Turbine Support Scav-
enge Oil Strut, para 6.E.,
725000.)
56 Continuous exhaust smoking. Oil leakage from forward If oil consumption exceeds
compressor bearing oil seal limits, replace faulty compo-
or power turbine carbon face nent(s) as necessary.
seal.
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57 Static oil leakage from power Internal check valve stuck Clean or replace the internal
and accessory gearbox open. check valve. (Refer to the
breather. Lube Oil Filter Housing
Replacement, para 1.D.,
726000.)
Remove filter housing and
inspect housing and transfer
tubes (2) mating surfaces.
Check packings on housing
end of transfer tubes.
Replace defective items.
58 Oil or fuel leaking from the Oil seal leaking at gearbox. Identify if the leakage is fuel
fuel control weep holes. or oil. Oil leaks require
Leakage may be blue in col- replacement of the gearbox
or. seal. Fuel leaks require
replacement of the fuel
control. If the fuel or oil
leakage is blue in color this is
an indication of fuel control
drive bearing grease
washout, therefore replace
the fuel control.
59 Starter unable to rotate en- Turbine blade tip clearance. If engine will rotate after
gine immediately after shut- cooldown, no corrective
down. action required. If unable to
rotate engine after
cooldown, remove turbine
for further examination.
Binding at the diffuser rear Replace compressor.
seal.
60 Starter unable to rotate en- Binding of compressor, tur- Determine which major com-
gine. bine or gearbox. ponent is binding; replace
component or engine.
61 Propeller (N2) does not rotate Turbine wheel should knife Shut down. Repeat start pro-
by 25% N1 speed during (N2) rub. cedure. If not rotating after
start. second attempt, turn the pro-
peller by hand (either direc-
tion) before again repeating
the start procedure. (Refer to
Item 60 NOTE.) Replace tur-
bine if condition persists.
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61 Propeller (N2) does not rotate Carbon formation around ro- Ensure that the oil being used
by 25% N1 speed during tating labyrinth seals. is MILL7808F(G), or
start. (cont) MILL23699. Shut down.
Repeat start procedure. If not
rotating after second attempt,
turn the propeller by hand (ei-
ther direction) before repeat-
ing the start procedure. (Re-
fer to Item 60 NOTE.) If the
propeller cannot be turned by
hand, clean carbon from ro-
tating labyrinth seals. (Refer
to Cleaning Power Turbine
Labyrinth seals, para 7.A.,
725000.)
NOTE: To help alleviate turbine rub or carbon conditions which prevent the propeller (N2) from
turning by 25% N1 speed, turn the propeller (either direction) by hand after a start attempt and/or while
the engine is cooling down. If chatter is encountered, stop turning the propeller. Repeat the procedure
at the next convenient shutdown.
62 Engine tubing cracked or bro- Excessive vibration. Check the engine for possible
ken at the flare. vibration causes. (Refer to
Vibration Inspection, para
1.C.(2), 720000 Engine In-
spection/Check.)
63 Bearing noise at compressor Bearing failure. Inspect and/or replace com-
which may be accompanied pressor No. 1 and No. 2
by looseness of the impeller. bearings as required.
64 Magnetic plug warning light Engine metal generation. Refer to Magnetic Plug In-
illuminated. spection, para 10.H.,
720000 EngineServicing.
NOTE: Inspect magnetic drain plugs to determine extent of contamination due to bearing failure.
(Refer to Magnetic Plug Inspection, para 10.H., 720000, EngineServicing.
65 Propeller fails to feather. Control system rigging. Refer to Coordinator Rigging,
para 2., 761001.
Propellerpower turbine gov- Refer to PropPower Turbine
ernor. Governor Functional
Feathering Check, para 7.M.,
720000
EngineDescription and
Operation.
66 Excessive throttle or lever Aircraft control system. Refer to the appropriate air-
forces. craft manual.
Engine control system. Refer to rigging check, para
1.A., 760000.
67 Loss of power sharing during Incorrect aircraft rigging. Check rigging and adjust in
acceleration or torque split on accordance with aircraft
multiengine applications. manufacturers instructions.
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Table 306
Torque
Dash Turbine OD Wrench
No. Inches Size lb in. N.m
2 0.125 3/8 3540 3.94.5
3 0.187 7/16 65100 7.311.3
4 0.250 9/16 80120 9.013.6
5 0.312 5/8 150200 1722
6 0.375 11/16 200250 2228
8 0.500 7/8 325400 3745
10 0.625 1 475575 5465
12 0.750 1 1/4 660780 7588
16 1.000 1 1/2 720960 81108
20 1.250 2 12001500 136170
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CAUTION: OPERATORS ARE TO MONITOR THE OIL FILTER EACH 25 HOURS OF OPERATION
FOLLOWING A CHANGE FROM MILL7808 OIL TO MILL23699, OR FROM
MILL23699 TO MILL7808. THIS IS TO BE DONE TO DETERMINE IF COKE,
WHICH WAS FORMED DURING PREVIOUS OPERATION WITH EITHER MILL7808
OIL OR MILL23699, IS BECOMING DISLODGED DURING PRESENT OPERATION
FOLLOWING THE OIL CHANGE. IF HEAVY OIL DEPOSITS ARE OBSERVED ON
THE ENGINE FILTER, IT IS SUGGESTED THAT THE ENGINE OIL BE CHANGED
AGAIN. THE OIL IS TO BE DRAINED WHEN THE OIL IS HOT TO OBTAIN THE
MAXIMUM BENEFIT. THE 25HOUR OIL MONITORING IS TO CONTINUE UNTIL THE
NEXT OIL CHANGE PERIOD.
CAUTION: USE OF OILS WHICH ARE NOT INCLUDED IN THE APPROVED OIL LISTING (PARA
4.C., 720000 ENGINEDESCRIPTION AND OPERATION) OR FAILURE TO DRAIN
OIL WITHIN THE PRESCRIBED INTERVAL GIVEN IN TABLE 602 WILL BE
CONSIDERED AS MISUSE UNDER ITEM (4) OF THE WARRANTY POLICY.
CAUTION: REMOVE AND INSPECT THE OIL FILTER EACH 25 HOURS OF ENGINE
OPERATION IF THE TYPE OF OIL (MILL7808, MILL23699 OR DOD85734)
IS CHANGED.
CAUTION: USE OF OILS WHICH ARE NOT INCLUDED IN THE APPROVED OILS LISTING
(PARA 4.C.(2)., 720000, ENGINEDESCRIPTION AND OPERATION) OR
FAILURE TO DRAIN OIL WITHIN THE PRESCRIBED INTERVAL GIVEN IN TABLE
602, 720000, ENGINEINSPECTION/CHECK WILL BE CONSIDERED AS
MISUSE UNDER ITEM (4) OF THE WARRANTY POLICY.
The emergency use of mixed oils (oils not in the same series; refer to para 4.C., 720000,
EngineDescription and Operation) is limited to five hours running time. Following an emergency
use of mixed oils, drain the system and clean the filter. (Refer to Oil Filter Replacement, para 1.C.,
726000.) Thoroughly flush the system with engine oil while motoring the engine. Drain and refill
with approved oil in accordance with Oil Change, para 10.E., this section.
H. Cleaning
(1) Clean the oil filter element and filter cavity in accordance with Oil Filter, para 1.C., 726000.
(2) Remove and clean the magnetic drain plug on the forward side of the power and accessory
gearbox. (Refer to para 11.I., this section.) While the magnetic plug is removed, motor the
engine with the starter and without ignition long enough to allow one to two ounces (3059
milliliters) of oil to flow from the opening. Observe flow for restriction and/or for extent of oil
contamination. Motoring flushes residual carbon particles from the power and accessory
gearbox. Reinstall magnetic drain plug; tighten to 6080 lb in. (6.89.0 N.m) and secure with
lockwire.
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(3) Detach clamp, then disconnect the power turbine pressure oil tube at the connector (tee).
Loosen the coupling nut at the fireshield end of the pressure oil tube; loosen only enough to
permit movement of the tube from the connector. Remove the screen at the connector end of
the tube. While the tube is disconnected, motor the engine with the starter and without ignition
long enough to allow one to two ounces (3059 milliliters) of oil to flow from the tube. Flush
the screen in mineral spirits and shake dry. Reinstall the screen in the pressure oil tube.
Attach the tube to the connector. Tighten the coupling nut at the connector end of the tube to
200250 lb in. (2328 N.m); tighten coupling nut at the fireshield elbow end of the tube to
80120 lb in. (9.013.6 N.m). Secure tube clamp; tighten clamp nut to 3540 lb in.
(3.94.5 N.m).
I. Magnetic Plug Inspection
WARNING: IF A MAGNETIC PLUG WARNING LIGHT COMES ON DURING FLIGHT, LAND
AND INSPECT THE MAGNETIC PLUGS AS SOON AS POSSIBLE. THIS LIGHT
IS AN INDICATION OF CONDITIONS WHICH COULD CAUSE ENGINE FAILURE.
WHEN FLYING A MULTIENGINE AIRCRAFT, REDUCE THE AFFECTED ENGINE
OUTPUT POWER TO THE MINIMUM REQUIRED FOR FLIGHT AND LAND AS
SOON AS PRACTICABLE. IF THE LIGHT IS ACCOMPANIED BY ABNORMAL
NOISES, OIL PRESSURE OR TEMPERATURE, AND SINGLEENGINE FLIGHT
CAN BE MAINTAINED, SHUT DOWN AFFECTED ENGINE AND LAND AS SOON
AS PRACTICABLE. IF SINGLEENGINE FLIGHT IS NOT POSSIBLE, REDUCE
POWER OF AFFECTED ENGINE TO THE MINIMUM AND LAND AS SOON AS
POSSIBLE. AFTER LANDING, INSPECT THE MAGNETIC PLUGS ON THE
AFFECTED ENGINE FOR METAL CONTAMINATION PRIOR TO FURTHER
ENGINE OPERATION.
Two indicating type magnetic drain plugs are installed in the power and accessory gearbox and one
is installed in the propeller reduction gearbox. If a warning light is received in the cockpit, remove
and visually inspect the magnetic drain plugs. The contamination conditions which may be
encountered on the magnetic plugs are defined as follows:
(1) Paste
(a) Paste is the result of fine soft particles which come from normal wear due to gear mesh,
bearing rotation and/or spline engagement. These particles mix with oil or soft carbon to
form paste.
(b) This condition is normal and is the reason for the 100 hour cleaning interval. Paste
generally does not cause a warning light. If a light is encountered, make the magnetic
plug check in para 10.H. (3), this section.
(c) Clean magnetic plugs with solvent and brush. Wipe dry with clean cloth or blow dry with
filtered shop air. Reinstall, tighten to 6080 lb in. (6.89.0 N.m).
NOTE: Heavy accumulations of paste require inspection and cleaning of the magnetic
plugs at intervals of 25 to 100 hours. Cleaning paste from the plugs is
necessary to ensure that small chips, flakes, and slivers can be detected.
(2) Magnetic Particles
(a) Magnetic particles and debris, chips, flakes, and slivers are possible indications of bearing
or gear failure and/or abnormal wear within the engine.
(b) Chips or flakes exceeding 1/32 in. (0.79 mm) diameter or more than 4 slivers per event
are not acceptable.
1 Remove engine and send to an RollsRoyce Authorized Maintenance Center (AMC).
2 Prior to operation of the replacement engine, do the following:
a If a scavenge oil filter is installed and the filter bypass button has not extended,
clean the airframe provided engine oil lines and replace the scavenge oil filter.
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b Confirm proper operation of the scavenge oil filter impending bypass indicator
by performing the functional check per Facet Service Bulletin No. 090589 (ref.
RollsRoyce TP CSL 2017) for aircraft equipped with this type of external
scavenge filter system.
c If the scavenge oil filter has bypassed, if the impending bypass fails the
functional test, or if no scavenge filter is installed, clean or replace the scavenge
oil filter, oil cooler, oil tank, and lubrication system oil lines per the airframe
manufacturers instructions. Drain and replace the engine oil. (Refer to
EngineServicing, Oil Change, para 10.E., 720000.)
(c) Chips or flakes less than 1/32 in. (0.79 mm) diameter or fewer than 4 slivers per event are
acceptable.
1 If a warning light is encountered, refer to para 10.H.(3), this section.
2 Reinstall the magnetic plug and tighten to 6080 lb in. (6.89.0 N.m).
(3) Magnetic Light Indication
Perform the following maintenance actions following each encounter of magnetic light
indications:
(a) Clean the magnetic drain plugs. Perform a 30minute ground run at power. Observe
engine operation limits and chip warning lights.
1 If operation is normal, remove, inspect, clean, and reinstall the three chip detectors.
Return engine to service.
2 If chips or flakes less than 1/32 in. (0.79 mm) diameter or fewer than four slivers are
encountered during the 30minute run, proceed to the next step.
(b) If a chip light is encountered during the first 30 minute ground run, the following steps
must be taken before the second 30minute ground run.
1 Drain oil.
2 Clean engine oil filter.
3 Flush the aircraft oil system to remove any circulating debris.
4 Clean engine chip detectors.
5 Service engine oil system with fresh, clean oil.
6 Perform a 30minute ground run at power. Observe engine operating limits and chip
warning lights. If operation is normal then remove, inspect, clean, and reinstall both
chip detectors. Return engine to service.
7 If a chip light is encountered during the second 30minute ground run, remove the
engine from service and send to an RollsRoyce Authorized Maintenance Center
(AMC). Clean the aircraft engine oil system per para 10.H.(2), this section.
NOTE: If a warning light illuminates within the next eight operating hours following
a 30 minute ground run, and the cause is determined to be an
accumulation of magnetic particles and debris (chips, flakes or slivers),
remove the engine and send to an RollsRoyce Authorized Maintenance
Center (AMC). Tag engine noting cause for rejection. This note is
applicable only after para 10.H. (3) (b), this section has been completed
(reference Oil Drain and Flush); otherwise, this is another event.
(c) A maximum of four occurrences of magnetic chip warning light encountered within any 50
hours of engine operation requires removal of the engine for shipment to an RollsRoyce
Authorized Maintenance Center (AMC).
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e. Any time the aircraft has been operated in an atmosphere known (or suspected) to be
corrosive, perform a water rinse of the compressor. (Refer to Compressor Cleaning,
PARA 5.A., 723000.)
f. Inspect for obvious foreign object damage.
g. If a warning light is received, inspect and clean the magnetic drain plugs. (Refer to
PARA 11.I., 720000, EngineServicing.)
h. Check oil supply level. Check the impending oil filter bypass indicator.
NOTE: It is possible for the impending oil bypass indicator to extend during a start,
before the oil has warmed, and give an erroneous indication of a dirty oil filter.
If the impending bypass filter indicator is extended, run the engine until the oil
is at operative temperature and push the indicator button in. If the button
remains in throughout the normal speed range of the engine, the filter does
not require cleaning/ changing.
i. Check oil quantity immediately after shutdown (before oil has had time to drain into the
gearbox.)
j. Check the accessible fuel system components, lines, and connections for evidence of
insecurity or leakage. Accomplish with the boost pump on if available.
Item 8. Electrical
k. Inspect electrical harness (250B17F/1 only) for loose, chafed, frayed or broken wires
and loose connectors.
l. Inspect ignition lead for burning, chafing, or cracking of conduit and for loose connec-
tors. Inspect for broken lockwire.
m. Inspect start counter for proper operation (increase in count) and for loose, chafed,
frayed or broken wires and loose connectors.
B. Scheduled Inspections
Scheduled inspections are made at periodic intervals in an effort to prevent engine malfunction and
serve in the role of preventive maintenance for the engine. The component to be inspected, the
nature of the inspection, and the elapsed time after which the inspection is to be performed are
given in the Inspection Checksheet, Table 602. The inspection times are hours of engine operation.
720000
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7 Inspect the compressor scroll for cracks or breaks at the anti Para 1.C.(2), this
ice air valve and customer bleed port. If cracks or breaks are section
detected, check engine for possible vibration causes.
9 Using a 10x power glass, inspect the condition of the Pc filter N/A
end fitting for distress/cracks, and the elbow in the scroll for
distress/cracks/proper alignment. No cracks are permissible in
either the Pc Filter or the Compressor Scroll.
10 Remove the ScrolltoPc Filter Tube Assembly and inspect for N/A
cracks using a 10x power glass. Pay particular attention to the
flared ends of the tube for cracks, and to the areas beneath the
floating ferrules for fretting damage. Tubes found to contain
cracks and/or excessive fretting damage are to be replaced by
new parts of the same part number as removed.
12 Inspect the antiicing valve (all models) and overspeed sole- Para 5., 732100
noid valve (250B17F/1 only) for loose, chafed, frayed or bro- Para 2., 751001
ken wires, loose connectors and security of attachment.
13 Check antiicing valve for security, worn parts and proper op-
eration. Valve need not be removed or disassembled unless a
problem is detected.
14 Inspect compressor mount inserts for looseness or oil leakage. Para 4.E. and F.,
Replace if loose and check engine for possible vibration 726000
causes.
15 Inspect the turbine support assemblies and engine exhaust Para 8.A.,
ducts for condition of welded joints, for cracks and buckling. 725000
Check exhaust duct clamps for proper installation, condition
and torque.
16 Inspect and clean the turbine pressure oil system check valve. Para 2,J., 726000
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TECHNICAL ASPECTS ARE FAA APPROVED TEMPORARY REVISION E1R9721
18 Measure oil flow from the scavenge passage or external sump Para 6.D.,
of the power turbine support and from gas producer turbine 725000,
support.
Record actual flow here:
GP__________PT__________
19.A Inspect and clean the fuel nozzle. If no airframe mounted fuel PARA 2.A.,
filter is installed, inspect the fuel nozzle filter. PARA 3.A.,
731003
22 Check the condition of the bleed valve gasket (without remov- N/A
ing bleed valve). Replace gasket if air leaks (blowouts) can be
detected.
23 Inspect the outer combustion case for condition. Inspect the Para 2.B.,
weld joints of cases that do not have the brazed screen rein- 724000
forcement in the armpit area.
25 Inspect the ignition lead for burning, chafing, or cracking of Para 2., 742002
conduit and loose connectors and broken lockwire.
26 Review engine records for compliance with all mandatory bulle- N/A
tins, inspections and airworthiness directives.
27 Review engine records for time or cycle limited parts, compo- N/A
nents, accessories or modules.
720000
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(b) Remove, inspect and clean the oil filter. PARA 1.C.,
Note any accumulation of metal chips, debris or carbon 726000
particles. Conduct further inspection of the lube system
and/or gear train/bearings if metal chips or debris are
found. See Items 36 and 37 (300 Hour Inspection) if
carbon particles are found.
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TECHNICAL ASPECTS ARE FAA APPROVED TEMPORARY REVISION E1R9721
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Table 701
Follow on or
Extinguisher Immediate Final Cleaning
Material Action Requirement
2. Detergent Foam Water rinse to remove residue. Steam Same as immediate action.
clean if required on external surfaces.
If ingested perform water rinse, para
5.A., 723000.
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Follow on or
Extinguisher Immediate Final Cleaning
Material Action Requirement
Halon 1301
Chemical Composition:
Bromotrifluoromethane
CF3Br
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Follow on or
Extinguisher Immediate Final Cleaning
Material Action Requirement
8. Light Water * Water rinse to remove residue. Steam Same as immediate action.
Foam clean if required on external surfaces.
If ingested, perform water rinse, para
5.A., 723000.
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ENGINESTORAGE INSTRUCTIONS
1. General
Engines shall be prepared for storage and/or shipment in accordance with the following paragraphs.
Engines placed in storage must be inspected every 30 days. Refer to para 7., this section.
2. Preservation
A. Engine Preservation
(1) Drain the oil from the power and accessory gearbox by removing the bottom drain plug. Clean
and replace the plug after the oil has been drained.
(2) Preserve the compressor in accordance with Compressor Preservation, para 11.E., 720000,
EngineServicing.
(3) If the engine is to be stored for less than 45 days no further preservation is required.
(4) If the storage period will exceed 45 days, or the engine is being prepared for shipment,
continue with the preservation as follows:
(a) Preserve oil system in accordance with Oil System Preservation, para 2.B., this section.
(b) Preserve fuel system in accordance with Fuel System Preservation, para 2.C., this
section.
(c) Preserve engine in accordance with, Inactive Engine Preservation, para 11.E., 720000,
EngineServicing.
(d) Install compressor inlet cover. Attach No. 88 Absorbent Protective Dehydrating Agent, or
equivalent (MILD3464) to exhaust collector stack covers and install. Ensure that
desiccant does not contact metal surfaces. Inspect desiccant periodically (based on local
humidity conditions) and rejuvenate as necessary.
(e) During storage use a flagged wedge to hold the compressor bleed valve closed. Also,
cover the diffuser vent orifice hole and gearbox overboard vent.
(f) Store engines indoors if not installed in an aircraft or engine shipping container.
RollsRoyce recommends that installed engines and engines in shipping containers be
stored indoors if possible.
B. Oil System Preservation
If the engine will be inactive for over 45 days, the oil system shall be preserved as follows:
(1) For engines not installed in airframe or shipping container:
(a) Remove oil filter cap and magnetic plugs. Service as necessary.
(b) Install new filter cap and magnetic plug packings. Install cap and plugs. (Refer to Oil
Filter Replacement, para 1.C., 726000 and to para 10.H., 720000,
EngineServicing.)
(c) Using 6799790 adapter and speed handle, turn engine while supplying clean, approved
engine oil to the oil inlet fitting. Continue until fresh oil drains from gearbox.
(2) For operable engines installed in airframe:
(a) Service engine oil system. (Refer to para 10.E., 720000, EngineServicing.)
CAUTION: DO NOT EXCEED AIRFRAME MANUFACTURER STARTER ENGAGEMENT
LIMITS.
(b) Motor engine approximately one minute to ensure oil flow to all engine bearings.
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(3) Install and tighten bolt and nut (7) in the rear flange of the bottom half. Use the bolt hole which
is diametrically opposite the top case half bolt.
(4) Loosen the four corner bolts in the horizontal flanges. Allow the horizontal flange to reposition;
then retighten the four bolts (8) to the minimum torque necessary to close the horizontal
splitlines.
(5) Install and tighten one bolt and nut (9) in the front flange at the center hole position (90
degrees from the horizontal flanges).
(6) Loosen and tighten each of the four corner bolts in the horizontal flange using sequence (10)
thru (17).
(7) Install and tighten the remaining 10 horizontal flange bolts and nuts. Tighten all bolts, (18) thru
(27), starting from the rear and alternating from side to side.
(8) Install and tighten the remaining 12 bolts and nuts (28) in the rear flange and the two bolts and
nuts (29), plus nameplate, in the front flange.
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN AND TIGHTEN FUEL, OIL, AND AIR
FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.
(9) Attach the antiicing air tube to the antiicing air valve and to the front support. Tighten
coupling nuts to 200250 lb in. (2329 N.m).
(10) Install the propeller reduction gearbox. (Refer to Propeller Reduction Gearbox Replacement,
para 1.B., 721000.)
(11) Attach the compressor pressure and scavenge oil tubes:
(a) Install the packing in the front support scavenge fitting. Tighten 3 fitting bolts to l720 lb
in. and safety wire (2.02.3 N.m). Install the gearbox elbowtofront support scavenge oil
tube. Tighten coupling nuts to 150200 lb in. (1723 N.m).
(b) Install the gearbox teetopressure reducer pressure oil tube. Tighten coupling nuts to
65100 lb in. (7.311.3 N.m).
(12) Apply engine oil or petrolatum to the bleed manifold flange and RTV 732 to bleed adapter
mating flange.
(13) Install bleed adapter to bleed manifold; tighten bolts and nuts within l5 minutes of applying
RTV sealant.
(14) Apply antiseize compound to the bolt threads; then install the bleed control valve and gasket
on the compressor bleed adapter flange.
(15) Retain with three nuts, bolts and washers. Tighten the 1/428 nut to 7085 lb in. (7.99.6
N.m); tighten the remaining two nuts to 3540 lb in. (3.94.5 N.m).
(16) Install the bleed control valve pressure sensing line between the elbows at the valve and the
fitting at the scroll. Tighten coupling nuts to 80120 lb in. (9.013.6 N.m).
(17) Position engine in turnover stand with the compressor inlet at the top.
(18) Turn the compressor rotor using 6799790 engine turning adapter through the startergenerator
pad. Use a wrench to rotate the turning adapter. Minor blade tip rub (evidenced by feel or
noise) is acceptable. The rotor should not lock up.
(19) As an alternate method, motor the engine with the starter and without ignition to 1015% N1
speed. Listen for noise indicating a rub condition caused by case misalignment.
(20) Check run the engine after compressor case replacement. (Refer to Check Run, para 1.,
720000, EngineAdjustment/Test.)
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(9) Remove the No. l bearing outer race internal retaining ring then remove the No. l bearing outer
race and damper segments using 23033034 puller.
CAUTION: DO NOT HOLD OR TURN THE N1 GEAR TRAIN THROUGH THE SPARE DRIVE
PAD. THIS COULD RESULT IN DAMAGE TO THE GEARBOX.
CAUTION: THE COMPRESSOR FRONT BEARING CAN BE DAMAGED EASILY. REPLACE
BEARING IF AT ANY TIME DURING REMOVAL OR INSTALLATION THE
BEARING IS DROPPED, OR LOADED THROUGH THE ROLLERS TO THE INNER
RACE.
(10) Remove the bearing retaining nut using a socket wrench with a broach depth no more than
7/16 in. (11 mm) (SnapOn SW 181 or equivalent). Hold the rotor from turning using 6799790
adapter in the startergenerator pad on the gearbox cover.
(11) Remove the No. l bearing inner race and roller assembly using 23033027 puller, then remove
the No. l seal mating ring using the same puller (See Figure 207).
B. Installation
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN AND TIGHTEN FUEL, OIL, AND AIR
FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.
(1) Install the No. 1 bearing housing in 2303303l holding fixture.
(2) Coat the No. 1 bearing damper groove with VVP236 Petrolatum.
(3) Install the damper segments and replacement No. l bearing outer race using 23033032 drift.
(4) Install washer and secure by installing the internal retaining ring into the forward groove of the
bearing housing.
(5) Install the replacement No. 1 carbon seal using 23033033 drift. Secure the seal by installing
the internal retaining ring into the aft groove of the bearing housing.
(6) Heat the seal mating ring and bearing to 300 50F (149 29C) to aid assembly. Install the
seal mating ring (pulling lip forward) and the bearing (pulling lip forward) using 23033030 drift.
(7) Install washer on the compressor rotor. Secure with a nut. Tighten nut to l20l30 lb in. (l4l5
N.m) above the torque due to locknut drag. Hold the rotor from turning using 6799790 adapter
in the startergenerator pad on the gearbox cover.
(8) Install lubricated packing on the bearing housing. The bearing housing requires packings in
three locations:
(a) Aft groove
(b) Forward groove
(c) 1.35l1.355 in. dia.
(9) Visually align the pin of the bearing housing with the hole in the compressor front support; then
install the bearing housing in the front support.
(10) Lubricate the threads of the bearing housing with antiseize compound.
(11) Secure the housing to the front support with a nut. Tighten nut to 3540 lb in. (3.94.5 N.m).
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(19) Check run the engine after seal or bearing replacement. (Refer to Check Run, para 1.,
720000, EngineAdjustment/Test.)
4. Compressor Front Bearing and/or Oil Seal Replacement (Engine Installed)
This is an alternate procedure for replacing the compressor front bearing and/or oil seal. It is
accomplished while the engine is installed and in a horizontal position.
CAUTION: THIS ALTERNATE PROCEDURE INVOLVES GREATER RISK OF PART DAMAGE AND
ASSEMBLY ERROR THAN THE PREFERRED PROCEDURE (PARAGRAPH 3., THIS
SECTION). THE ALTERNATE PROCEDURE IS RECOMMENDED FOR SKILLED
MECHANICS HAVING APPROVAL OF THEIR DISTRIBUTOR.
A. Removal and Installation
(1) Support the compressor rotor in the compressor case by carefully installing shim stock
between the firststage wheel blade tips and the compressor case. Install the shim stock
through the open end of the compressor front support at three equally spaced locations. One
location shall be at the six oclock position.
CAUTION: IN ORDER TO ENSURE REMOVAL OF THE SHIM STOCK AFTER COMPLETION
OF THE BEARING AND/OR SEAL REPLACEMENT, ATTACH A STRING OR
STREAMER TO THE PROTRUDING END OF THE SHIM STOCK BEFORE IT IS
INSERTED INTO THE COMPRESSOR.
(2) Replace the compressor front bearing and/or oil seal in the same manner as used in the
Engine Removed procedure (para 3.A. and 3.B., this section).
(3) Once the compressor front support is properly installed, remove the shims from between the
firststage wheel blade tips and the case halves.
(4) Check run the engine. (Refer to Check Run, para 1., 720000, EngineAdjustment/Test.)
5. Inspection/Check
The cleaning and preservation practices which are necessary for the proper maintenance of the
compressor are described in para 5., this section.
WARNING: CORROSION OR EROSION WILL CAUSE DAMAGE TO COMPRESSOR BLADES AND
VANES WHICH CAN RESULT IN ENGINE FAILURE.
A. Diffuser Vent Orifice Inspection
Inspect the diffuser vent orifice for evidence of spewing or for looseness. If spewing has been
encountered, resize the orifice. (Refer to Diffuser Vent Orifice Selection, para 1.B., 720000,
EngineAdjustment/Test.)
B. Blade and Vane Inspection
NOTE: Do not remove both case halves at the same time.
NOTE: Before reworking any blades or vanes, refer to Blade Damage and Vane Damage, paras
C and D, which follow.
The design of the compressor case permits inspection of blades and vanes by removing the
compressor bleed control valve, bleed adapter and one compressor half case. (Refer to Case
Replacement, para 2., this section.) Remove the compressor and send it to an authorized overhaul
or repair facility if vane rub marks are found on the hub area of the compressor rotor wheels during
the blade and vane inspection. Rework all nicks, dents and corrosion pits by blending.
723000
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(26) Install the coordinator. (Refer to Coordinator Assembly, para 2.A., 732005).
(27) Install the check valvetofire shield pressure oil tube with screen. Tighten coupling nuts to
150200 lb in. (1723 N.m).
(28) Install the spark igniter lead. Tighten coupling nut to 5070 lb in. (5.67.9 N.m).
(29) Install all drain hoses at the exhaust collector support, fire shield and burner drain valve.
(30) Connect the thermocouple lead to the aircraft terminal block. Tighten chromel (small) nut to
1015 lb in. (1.11.7 N.m) and alumel (large) nut to 3040 lb in. (3.44.5 N.m).
(31) On the 250B17F/1 engine, install the electrical harness and attach N2 overspeed pickup
leads. Tighten nuts to 1317 lb in. (1.51.9 N.m).
(32) Make a check run of the engine. (Refer to Check Run, para 1.B., 732005.)
2. Firststage Turbine Nozzle and Firststage Turbine Nozzle Shield
Replace firststage turbine nozzle components using the applicable part of the following procedure.
A. Removal
(1) Remove the turbine and install it in the 6798089 supporting adapter. Attach the turbine
assembly to the supporting adapter at the three exhaust collector support bolt holes, with the
gas producer support up. (Refer to Turbine AssemblyRemoval, para 1.A., this section.)
NOTE: It may be necessary to reverse the three turbine attaching studs on the supporting
adapter plate from an under side mounting position to a top side mounting position.
(2) Clamp 6798045 holding wrench on the supporting adapter. The wrench fits through the power
turbine drive and on the gas producer turbine rotor drive spline. The wrench is secured by two
handknobs.
(3) Remove the four bolts securing the gas producer and power turbine pressure oil manifold.
Remove the manifold and discard the two packings (See Figure 202).
(4) Remove the two positioning plugs and separate the firststage turbine nozzle shield from the
turbine (See Figure 202).
(5) Remove Gtype retaining ring.
(6) Remove the gas producer turbine sump and nut assembly using 6798047 sump wrench.
(7) Remove and discard metallic Ering gasket.
(8) Remove the gas producer turbine bearing oil nozzle using 6796920 puller.
(9) Remove the bearing retaining plate.
(10) Remove the spanner nut using 6798046 bearing locknut wrench. (This nut has a lefthand
thread.)
(11) Remove the No. 8 bearing and then the rotating labyrinth seal using 6795590 puller.
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b Extract and clean the drill bit frequently. The No. 22 drill bit can be used to a
depth of 2.625 in. (66.68 mm). This is the oval section.
c Clean the restricted inner end of the passage using the No. 27, 0.144 in. (3.66
mm) drill (10). The drill should enter to a depth of 3.125 in. (79.38 mm). Do
not use a power drill.
d Flush the passage frequently during cleaning using shop air or a handsquirt oil
can forcing oil through the pressure oil nozzle. As an option, motor the engine
as necessary to flush out carbon.
(b) Force shop air or engine oil (in a hand pumptype oil can) through the power turbine
support pressure oil strut to dislodge any loosened carbon.
(c) Clean carbon accumulation from inside the external sump. Rinse the sump with
petroleum solvent and dry.
(5) Assemble the oil passage components as follows:
(a) Lubricate and install new packing with the power turbine support pressure oil nozzle.
(b) Lubricate two packings and install with the gas producer support pressure oil manifold.
Apply antiseize compound to the four retaining bolts. Tighten bolts to 3540 lb in.
(3.94.5 N.m) and secure with lockwire.
(c) Blow through the installed manifold with clean compressed air to ensure that it is clear.
(d) Install the fire shield access panel. Secure with eight bolts and nuts. Tighten bolts to
2226 lb in. (2.52.9 N.m).
(e) Apply Permatex 1372 sealer lightly to the packing. Install packing at the power turbine
support drain port. Install the external sump; retain with two bolts. Tighten bolts to 40 lb
in. (4.5 N.m) and secure with lockwire. Apply torque in small equal increments.
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN AND TIGHTEN FUEL, OIL, AND
AIR FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.
(f) Install the scavenge oil tube between the external sump and the elbow at the fire shield.
Tighten coupling nuts to 150200 lb in. (1723 N.m).
(g) Install the coordinator. (Refer to Coordinator Assembly Installation, para 1.B., 732005.)
F. Oil System Maintenance
To minimize oil system problems, the maintenance action given in 100 hours Inspections, Table
602, 720000, EngineInspection/Check, should be observed. Each operator must be aware of
the symptoms of oil system difficulties in order that corrective action may be taken as quickly as
possible.
WARNING: MAINTAIN THE COMPLETE OIL SYSTEM IN ACCORDANCE WITH ENGINE AND
AIRCRAFT INSTRUCTIONS. FAILURE TO MAINTAIN THE OIL SYSTEM CAN
RESULT IN SUDDEN ENGINE STOPPAGE.
(1) Symptoms:
If any of the following symptoms have occurred or are in existence, return the engine to a
maintenance facility immediately for turbine cleaning and inspection.
(a) Oil consumption in excess of one quart (0.9 liter) per flight hour.
(b) Heavy smoking out the exhaust.
(c) Heavy carbon deposits or blockage of the power turbine support scavenge oil strut and
external sump.
(d) Oil temperature exceeds 107C (225F) for a period of less than ten minutes, but remains
less than 120C (248F).
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NOTE: If a ferry flight to the maintenance facility is necessary, make the following check
before flight.
1 Disconnect the scavenge oil tube from the turbine external sump. Place a container
under the sump scavenge fitting.
2 Motor the engine for 15 seconds without ignition.
a If a solid stream of oil flows from the sump fitting, reconnect the scavenge oil
tube to the sump. Torque the coupling nut. Proceed to the maintenance facility
(a ferry flight of less than four hours may be made).
b If no flow or if oil trickles from the sump fitting, replace the turbine and change
the engine oil before further flight. (Refer to Turbine Assembly, Removal, para
1.A., this section and Oil Change, para 10.E., 720000, EngineServicing.)
(2) Corrective Action:
Clean, inspect and repair the turbine having any of the symptoms given in para 6.F.(1) as
follows:
(a) At the maintenance facility, remove the turbine from the engine. (Refer to applicable part
of Turbine Assembly, Removal, para 1.A., this section.) Mount the turbine on 6799955
fixture. Retain the fixture at the rear flange of the gas producer support using the two
bolts. Position vertically with the turbine and exhaust collector on top.
(b) Remove the firewall shield (Refer to applicable part of Turbine AssemblyRemoval, para
1.A., this section.)
(c) Remove the 24 nuts and bolts from the exhaust collectortopower turbine splitline and
carefully lift the turbine and exhaust collector support, with the power turbine rotor
assembly, from the power turbine support.
(d) Carefully remove loose carbon from the No. 67 bearings sump area.
CAUTION: DO NOT USE CARBON REMOVER ON THE STATIONARY MEMBER OF
THE LABYRINTH SEAL ON THE SUMP COVER. CARBON REMOVER WILL
DAMAGE THE NICKELGRAPHITE SURFACE.
(e) Carefully remove carbon and coke deposits from the rotating labyrinth seal knives.
(f) Soak the turbinetocompressor coupling in methylethylketone or Pentatone ECS for 60
minutes. Repeat the process until all carbon is dissolved. Following the soak, clean any
remaining carbon from the part using methylethylketone or Pentatone ECS and a soft
bristle brush.
(g) Install a suitable plug in the power turbine inner shaft at the No. 6 bearing end.
(h) Fill the shaft with methylethylketone or Pentatone ECS. Allow the shaft to soak for 60
minutes; repeat the soak until all carbon is dissolved.
(i) Following the soak, clean any remaining carbon from the part using methylethylketone or
Pentatone ECS and a soft bristle brush. Dry with shop air.
(j) Inspect the turbinetocompressor coupling for circumferential rub. Replace the coupling
if any evidence of rub exists.
(k) Inspect the power turbine inner shaft ID for corrosion pitting. If pitting is found, send the
turbine to an Overhaul Facility for inner shaft replacement.
(l) Flush the gas producer turbine oil passage. (Refer to applicable part of Gas Producer
Turbine Support Pressure Oil Manifold Replacement, para 5., this section.)
(m) Inspect and clean the power turbine support scavenge oil strut and external sump. (Refer
to applicable part of Inspection and Cleaning of Power Turbine Support Scavenge Oil
Strut, para 6.E., this section.)
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(n) Clean the ID of the power turbine support pressure oil nozzle to make sure it is free of
carbon deposits. (Refer to applicable part of Cleaning the Power Turbine Support
Pressure Oil Nozzle, para 6.F.(3), this section.)
(o) Reassemble turbine. (Refer to applicable part of Installation, Firststage Turbine Nozzle
or Firststage Turbine Nozzle Shield Replacement, para 2.B., this section.)
(p) Install the turbine on the engine assembly. (Refer to applicable part of replacing the
Turbine Assembly, Installation, para 1.B., this section.)
(q) Change the engine oil. (Refer to Oil Change, para 10.E., 720000, EngineServicing.)
(r) After the system has been filled, remove the magnetic drain plug on the bottom of the
power and accessory gearbox.
(s) Motor the engine with the starter and without ignition long enough to allow one to two
ounces (30 to 59 milliliters) of oil to flow from the opening.
(t) Observe flow for restriction and/or for extent of contamination. Motoring flushes carbon
particles from the gearbox sump.
(u) Reinstall the magnetic drain plug; tighten to 6080 lb in. (6.89.0 N.m) and secure with
lockwire.
(v) Perform an oil flow measurement check. (Refer to Oil Flow Measurement, para 6.D., this
section.)
(w) Replenish the oil supply tank with approved engine oil.
(x) Motor the engine with the starter and without ignition until an indication of oil pressure is
attained. When pressure is evidenced start the engine and operate at idle for five
minutes.
(y) Monitor oil pressure continuously during the five minute run.
(3) Cleaning the Power Turbine Support Pressure Oil Nozzle
Clean the pressure oil nozzle as follows:
(a) Inspect and clean as required the power turbine support scavenge oil strut. (Refer to
Inspection and Cleaning of the Power Turbine Support Scavenge Oil Strut, para 6.E., this
section.)
(b) Remove the pressure oil lines between the gearbox and gas producer and power turbine
pressure oil manifold.
(c) Remove the four bolts and remove the gas producer and power turbine pressure oil
manifold. (Refer to applicable part of Gas Producer and Power Turbine Pressure Oil
Manifold, para 5, this section.)
(d) Remove the power turbine pressure oil nozzle if it is possible to do so without damaging
the nozzle or the flange. If the nozzle cannot be removed without causing damage, clean
the nozzle while it is installed.
(e) Flush the nozzle often during the cleaning using oil from a handsquirt oil can or shop air.
(f) Clean and inspect the power turbine pressure oil nozzle as follows:
NOTE: Dash number details (1), (2), etc., refer to detail parts of 23003267 power
turbine support cleaning kit.
1 Using a No. 52 (0.063 in. (1.61 mm) drill (3), clean the upper 1.25 in. (32 mm) of the
power turbine pressure oil nozzle. (See Figure 210.) Flush the nozzle and orifice
several times during the cleaning process.
2 Using the 0.050 in. (1.27 mm) spiral (round) saw blade (6), clean accumulated
carbon from the remainder of the nozzle. Use a twisting motion (See Figure 210).
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3 Clean the nozzle jet orifice using a No. 56 (0.047 in. (1.18 mm) twist drill (4) (See
Figure 211).
4 Establish the alignment holes on a horizontal plane (See Figure 212).
5 Visually inspect for perpendicularity of the jet hole wire. Any visible deviation from
perpendicular is cause to scrap and replace the jet nozzle (See Figure 212).
6 Ensure that the oil nozzle jet orifice is clean by inserting MS 20995 C41 stainless
steel safety wire, 0.041 in. (1.04 mm) diameter (7) through from the top of the
nozzle (See Figure 211). The safety wire contacts the end of the nozzle at 3.125 in.
(79.4 mm) depth.
a Using flat nose pliers, continue turning and pushing the wire into the nozzle until
it is felt to exit out the jet orifice.
b This penetration must be positively felt. Repeat as necessary.
7. Cleaning
A. Cleaning Power Turbine Labyrinth Seals
CAUTION: DO NOT USE CARBON REMOVER ON THE STATIONARY MEMBERS OF THE
LABYRINTH SEALS. CARBON REMOVER WILL DAMAGE THE
NICKELGRAPHITE SURFACE.
Clean carbon buildup from the power turbine labyrinth seals as outlined in Oil System Maintenance,
para 7.F.(2), this section.
8. Approved Repairs
A. Turbine and Exhaust Collector Support Crack Repair
CAUTION: TO PREVENT ELECTRICAL ARC BEARING DAMAGE, SEPARATE THE
EXHAUST COLLECTOR FROM THE ENGINE/TURBINE AND REMOVE THE NO.
5 BEARING BEFORE THE WELD REPAIR IS MADE.
Weld repair any cracks found in the exhaust ducts or outboard structure of the turbine and exhaust
collector support.
(1) Weld cracks in the exhaust ducts (areas 9 and 10 of Figure 213) using gas tungstenarc
process with 299 W Mo (AMS 5784 weld rod.
(2) Weld cracks in the outboard structure (area 3 of Figure 213) using gas tungstenarc process
with hastelloy W (AMS 5786) weld rod.
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CAUTION: BE SURE THE CHECK VALVE IS INSTALLED WITH THE ARROW POINTING
TOWARD THE REAR OF THE ENGINE.
(g) Inspect check valve for external leakage at first engine operation after valve installation on
the engine. No leakage permitted.
3. Adjustment/Test
A. Oil Pressure Regulating Valve (See Figure 215)
CAUTION: EXCEPT FOR INITIAL ADJUSTMENTS ON NEWLY INSTALLED ENGINES, DO
NOT ADJUST THE PRESSURE REGULATING VALVE TO CORRECT FOR HIGH
OIL PRESSURE. DO NOT MAKE A PRESSURE REGULATING VALVE
ADJUSTMENT TO CORRECT FOR A SUDDEN INCREASE OR RAPID CHANGE
IN OIL PRESSURE. THESE CONDITIONS ARE CAUSE TO SUSPECT OTHER
OIL SYSTEM PROBLEMS HAVE DEVELOPED.
(1) Make necessary changes in the engine oil pressure by adjusting the pressure regulating valve.
(Refer to Gearbox Housing Lubrication System Components Disassembly, para 2.D., this
section.)
NOTE: During the initial check run of a newly installed engine the pressure regulating valve
may be adjusted to increase or decrease oil pressure as per specified limits. A direct
reading gage is to be utilized anytime an adjustment to the pressure regulating valve
is required.
(a) Remove the lockwire.
(b) Using a wrench, turn the regulating valve clockwise to increase and counterclockwise to
decrease the oil pressure. An approximate adjustment may be made by bottoming the
valve and then backing it out 51/2 turns. One turn of the adjustment will change the oil
pressure approximately 13 psig (90 kPag). Oil pressure is 120130 psig (827896 kPag)
at 82C (180F) oil temperature.
4. Inspection/Check/Repair
A. Oil Leakage Inspection
Inspect the power and accessory gearbox for oil leaks. Replace the seal assembly if excessive oil
leakage is detected at the accessory pad locations (See Figure 231).
B. Magnetic Plug Inspection (Refer to para 10.H., 720000, EngineServicing for inspection
procedure.)
(1) Operational Check.
(a) If magnetic plugs are removed for scheduled maintenance, perform an operational check
prior to reinstallation. Connect harness lead and bridge plug with a suitable conductor.
Check each plug separately for proper cockpit indication.
(b) Reinstall magnetic plug, tighten to 6080 lb in. (689.0 N.m).
C. Startergenerator Gearshaft Female Spline Inspection
(1) Remove the startergenerator.
(2) Clean the female splines of the startergenerator gearshaft and the male splines of the
startergenerator driveshaft with mineral spirits and a soft brush.
(3) Using a bright light, inspect the splines in accordance with the criteria depicted in Figure 232.
NOTE: A sharp pointed scribe, 0.020 in. (0.51 mm) radius, should be used to detect a wear
step. A 0.010 in. (0.25 mm) feeler gage can be helpful in visually comparing the
depth of the wear step.
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WARNING: AIR LEAKS IN THE FUEL SYSTEM OR THE PNEUMATIC SENSING SYSTEM CAN
CAUSE FLAMEOUTS, POWER LOSS OR OVERSPEED.
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN AND TIGHTEN FUEL, OIL, AND AIR
FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.
Fuel system maintenance consists of checks, adjustment, cleaning, servicing, and replacement of
the various system components. These functions can be performed with common hand tools and
the recommended special service tools. Figure 201 illustrates the components which make up the
fuel system.
The two principal reasons for fuel system air leaks are loose lines and damaged or impaired fittings.
NOTE: Loose lines can develop from improperly tightened Bnuts. Damaged fittings are the
result of incorrect handling or improper installation procedures. Insufficient tightening of
the Bnut allows wear of the fitting through normal operating vibrations applied to a loose
flare.
(a) Remove the line and check the flares for wear, bends, dents, feathered edges or other
deformities.
(b) Inspect nipple portion of fitting for damage, grooves or wear. Detect grooves in the
mating surface by placing a small metal straight edge on the beveled surface and viewing
for gaps.
(c) Determine the cause of irregularities and take steps to correct the situation.
1 Tube clamping should be in accordance with the 250B17F Series Parts Catalog
(Publ. No. GTP 52434).
2 If a tube requires replacement, the fitting to which it mates should also be replaced.
(d) For detailed installation instructions, refer to Rigid Tube Inspection and Installation,
PARA 8., 720000, EngineServicing.
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(b) The fuel lines have been opened (anywhere between the fuel tank and the fuel nozzle).
(c) The engine has flamed out because of fuel exhaustion.
(d) The engine has been motored without fuel in the tank.
(e) The fuel pump fuel filter bowl has been drained without start or boost pumps on.
(f) The engine has been shut down using the emergency fuel shutoff valve.
(g) The fuel control is replaced.
(h) Any symptom indicative of air being entrapped in the system is observed.
(2) Purge the fuel system as follows:
(a) Disconnect the input to the ignition exciter.
WARNING: BE AWARE OF THE POTENTIAL FIRE HAZARD OF FUEL IN AN OPEN
CONTAINER.
(b) Disconnect the fuel supply hose from the fuel nozzle and place the hose in a clean
container.
(c) Open the condition lever to the maximum (100% propeller speed) position.
(d) Motor the engine for approximately 15 seconds or until there is no evidence of air coming
from the fuel supply hose.
(e) Move the condition lever to the FUEL OFFFEATHER position and reconnect the fuel
supply hose to the fuel nozzle. Tighten coupling nut to 80120 lb in. (9.014.7 N.m).
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN AND TIGHTEN FUEL, OIL, AND
AIR FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.
(f) Reactivate the ignition system.
NOTE: If any fuel system component (including piping) is removed/installed or any line
is opened during maintenance, check the pneumatic portion of the control
system for leaks. (Refer to Fuel Control System Pneumatic Leak Check, PARA
2.B., this Section.)
F. Purging Air from Single Element Pump Filter Bowl
WARNING: THE FUEL/AIR DISCHARGE DURING PURGING IS IRRITATING TO THE EYES
AND HIGHLY FLAMMABLE. MAKE SURE TO PROTECT EYES AND PREVENT
FIRE.
WARNING: MAKE SURE THAT THE AIRCRAFT IS ADEQUATELY GROUNDED (SEE
AIRCRAFT MANUFACTURERS INSTRUCTIONS FOR PROPER GROUNDING
PROCEDURES.)
(1) Remove lockwire from the upper drain plug in the filter bowl cover.
(2) Deactivate the ignition system.
(3) Turn on the aircraft boost pump.
(4) Loosen the upper drain plug (approx 1/2 turn) until a solid stream of fuel is emitted. Use a
shop towel to catch the spray. Retighten the plug to 4065 lb in. (4.57.3 N.m).
(5) Turn off the aircraft boost pump.
(6) Remove any fuel that may have spilled in the engine compartment.
(7) Secure the drain plug with lockwire.
(8) Purge the fuel system. (Refer to Purging the Fuel System, PARA 2.E., this Section.)
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(6) Thoroughly clean inside the removed Py line using mineral spirits. Shake then air dry. Attach
the line to the governor and to the fuel control. Tighten the coupling nut to 80120 lb in.
(9.013.6 N.m). Tighten the elbow jam nut to 5580 lb in. (6.29.0 N.m).
(7) Attach linkages to the power turbine lever and propeller governor lever. (Refer to Coordinator
Rigging, para 2.A. and 2.B., 761001.)
(8) Make appropriate entry relative to governor assembly replacement in the Engine Log.
(9) Check run the engine after propellerpower turbine governor replacement. (Refer to Check
Run, para 1., 720000, Engine Adjustment/Test.)
(10) Perform the propellerpower turbine governor functional feathering check. (Refer to
PropellerPower Turbine Governor Functional Feathering Check, para 7.N., 720000, Engine
Description and Operation.)
3. Adjustments
The adjustment that can be made on the propellerpower turbine governor is the propeller governor
maximum speed stop.
A. Maximum Speed Stop Adjustment
NOTE: Do not make the max speed stop adjustment if 105% N2 speed can be reached. Also, do
not use this adjustment to correct normal maintenance items such as oil leaks caused by
damaged packings in the propeller and beta valve system, misrigging or faulty aircraft
gages, tachometers etc.
(1) Remove the lockwire securing the max speed stop screw and locknut (See Figure 201).
(2) Adjust the screw counterclockwise to increase or clockwise to decrease power turbine (N2)
speed. One turn changes N2 speed 2530 rpm.
(3) After the adjustment has been made, tighten the screw locknut to 1822 lb in. (2.02.5 N.m)
and secure with lockwire.
(4) Following an adjustment of the maximum speed stop, adjust the propeller governor control
cable rod end to ensure that the propeller governor lever contacts the maximum speed stop.
(5) Make a rigging check. (Refer to Rigging Check, para 1.A., 760000.)
CAUTION: N2 SPEED MUST NOT EXCEED 105% DURING CONTINUOUS OPERATION.
(6) Check run the engine to ensure that N2 speed is within acceptable operating range after the
maximum speed stop adjustment has been made. (Refer to Check Run, para 1., 720000,
Engine Adjustment/Test.)
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751001
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