250-C40B Operation & Maintenance Manual

Operation and
Maintenance Manual
First Edition 1 June 1996 250–C40B

Revision 4 15 November 2002
Publication ref. CSP21000
Export controlled
This document may contain information whose
export is restricted by the Arms Export Control
Act (Title 22, U.S.C., Sec 2751, Et Seq.) or the
Export Administration Act of 1979, as amended,
(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
Proprietary rights legend

Rolls–Royce Corporation
This technical data and the information embodied
herein is the property of and proprietary to
Rolls–Royce Corporation, and shall not, without
prior written permission of Rolls–Royce
Corporation be disclosed in whole or in part to
third parties. This legend shall be included on
any reproduction of this data in whole or in part.
E2002 Rolls–Royce Corporation
Printed in USA
Federal Aviation Administration Approved

EXPORT CONTROLLED Rolls–Royce
250–C40B OPERATION AND MAINTENANCE
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 – Rolls–Royce intends that the procedures and guidelines set forth in this publication be
used for the operation, maintenance, repair or overhaul of authorized Rolls–Royce parts.
Rolls–Royce has determined that these procedures and guidelines may not be accept-
able for use on parts manufactured by entities other than Rolls–Royce or Rolls–Royce
approved vendors and suppliers.
Revision Number Date
First Edition 1 June, 1996
First Revision 1 May, 1999
Second Revision 1 June, 2000
Third Revision 1 September, 2001
Fourth Revision 15 November, 2002
Page A
LIST OF EFFECTIVE PAGES

CHAP/SECT/SUB PAGE DATE CHAP/SECT/SUB PAGE DATE
List of Effective Pages 1 Nov 15/02 72–Contents (cont) 2 Nov 15/02
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Alphabetical Index 1 Nov 15/02 10 Nov 15/02
2 May 1/99 72–00–00 1 Sep 1/01
3 May 1/99 2 Sep 1/01
4 May 1/99 3 Sep 1/01
Numerical Index 1 Nov 15/02 4 Sep 1/01
2 May 1/99 4A Sep 1/01
Introduction 1 Nov 15/02 4B Nov 15/02
2 Nov 15/02 5 Jun 1/96
3 Nov 15/02 6 Jun 1/96
4 May 1/99 7 Jun 1/96
Warnings 1 Jun 1/00 8 Jun 1/96
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73–10–03 (cont) 203 Sep 1/01 74–20–01 (cont) 203 Sep 1/01
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73–20–01 201 Jun 1/96 75–Contents 1 Jun 1/96
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73–21–00 201 Jun 1/96 75–10–00 201 Jun 1/00
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205 May 1/99 75–10–01 201 Jun 1/96
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73–21–01 201 Jun 1/96 77–Contents 1 Jun 1/96
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207 Sep 1/01 77–20–01 201 Jun 1/96
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73–25–01 201 Nov 15/02 203 Jun 1/96
202 Nov 15/02 204 Sep 1/01
73–25–04 REFER TO LIST OF 205 Jun 1/96
EFFECTIVE PAGES
SECTION 73–25–04 206 Nov 15/02
74–Contents 1 Jun 1/96 77–50–00 1 Nov 15/02
2 Nov 15/02 2 Nov 15/02
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202 Nov 15/02 4 Nov 15/02
74–10–01 201 Sep 1/01 91–Contents 1 Sep 1/01
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91–00–00 (cont) 3 Sep 1/01 91–00–00 (cont) 11 Sep 1/01

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Page 8
Nov 15/02
EXPORT CONTROLLED Rolls-Royce
ALPHABETICAL INDEX
A
Adjustment/Test 72–00–00
Anti–icing System 72–00–00
Anti–icing Air Valve 75–10–01
B
Bleed Air System 75–10–02
Burner Drain Valve 72–40–00
C
Check Run 72–00–00
Clamping 91–00–00
Cleaning/Painting 72–00–00
Cold Weather Fuels 72–00–00
Cold Weather Oils 72–00–00
Combustion Section 72–40–00
Combined Engine Filter Assembly (CEFA) 73–10–02
Compressor Rotor–Life Limits 05–10–01
Compressor Section 72–30–00
Compressor Air Systems 75–10–00
Consumable Materials 72–00–00
Corrosion Treatment–Engine 72–00–00
D
Description and Operation 72–00–00
Diffuser Vent Orifice Selection 72–00–00
E
Electrical System 73–21–00
F
FADEC 73–25–01
FADEC Fault Codes 77–50–00
FADEC Fault Isolation 73–25–04
Fuel and Control System 73–00–00
Fuel Nozzle 73–10–03
Fuel Specification 72–00–00
G
Galvanic Corrosion Protection 72–00–00
Gas Generator Turbine Rotor–Life Limits 05–10–03
Gearbox––Power and Accessory 72–60–00
ALPHABETICAL INDEX
Page 1
Nov 15/02
ALPHABETICAL INDEX (cont)

H
Hardware 72–00–00
Hydromechanical Unit 73–21–01
I
Igniter–Spark 74–20–01
Igniter Exciter 74–10–01
Ignition System 74–00–00
Impeller Inspection 72–30–00
Inspections/Check 72–00–00
L
Lead–Spark Igniter 74–20–02
Life Limited Parts 72–00–00
Limitations–Airworthiness 05–10–00
Limits–Operating 72–00–00
Log Book Entries 72–00–00
Lube Oil Filter 72–60–00
Lubricants 72–00–00
Lubricating System Servicing 72–00–00
M
Magnetic Plug Inspection 72–60–00
N
N2 Overspeed Control System Check 72–00–00
O
Oil Change 72–00–00
Oil Filter 72–60–00
Oil Filter Housing–Lube 72–60–00
Oil Leak––Power and Accessory Gearbox 72–60–00
Oil Pressure Regulating Valve Adjustment 72–60–00
Oil Seal or Compressor Front Bearing Replacement 72–30–00
Oil Seal Replacement (Gearbox) 72–60–00
Operating Limits 72–00–00
Operating Precautions 72–00–00
Operating Preocedures 72–00–00
P
Permanent Magnet Alternator (PMA) 73–20–00
Power Turbine Rotor (N2) –Life Limits 05–10–05
Preservation and Depreservation 72–00–00
ALPHABETICAL INDEX
Page 2
May 1/99
ALPHABETICAL INDEX (cont)

R
Rigid Tube Installation 72–00–00
S
Servicing 72–00–00
Specifications 72–00–00
Storage 72–00–00
T
Temperature Measurement System 77–20–00
Thermocouples 77–20–01
Time Between Overhaul 72–00–00
Torque Measurement System 77–15–01
Trend Check Procedure 72–00–00
Troubleshooting 72–00–00
Tubes Inspection––Fuel, Air and Oil 72–00–00
Turbine Pressure Oil System Check Valve 72–00–00
Turbine Section 72–50–00
U
Universal Fittings 72–00–00
V
Vibration Test Procedure 72–00–00
W
Wiring Harness––Engine 73–21–00
ALPHABETICAL INDEX
Page 3
May 1/99
THIS PAGE INTENTIONALLY LEFT BLANK
ALPHABETICAL INDEX
Page 4
May 1/99
NUMERICAL INDEX
CHAPTER 05 AIRWORTHINESS LIMITATIONS

05 Contents
05–10–00 Airworthiness Limitations Description
05–10–01 Life Limits of the Compressor Rotor Assy
05–10–03 Life Limits of the Gas Generator Turbine Rotor (N1)
05–10–05 Life Limits of the Power Turbine Rotor (N2)
CHAPTER 72 ENGINE
72 Contents
72–00–00 Engine––General
72–30–00 Compressor Section
72–40–00 Combustion Section
72–50–00 Turbine Section
72–60–00 Power and Accessory Gearbox
CHAPTER 73 ENGINE FUEL AND CONTROL

73 Contents
73–00–00 Fuel and Control System
73–10–02 Combined Engine Filter Assy (CEFA)
73–10–03 Fuel Nozzle
73–20–01 Permanent Magnet Alternator (PMA)
73–21–00 Engine Electrical System
73–21–01 Hydromechanial Unit (HMU)
73–25–01 FADEC––Maintenance Practices
73–25–04 FADEC––Fault Isolation Manual (Chandler Evans)
CHAPTER 74 IGNITION
74 Contents
74–00–00 Ignition System
74–10–01 Ignition Exciter
74–20–01 Spark Igniter
74–20–02 Spark Igniter Lead
NUMERICAL INDEX
Page 1
Nov 15/02
NUMERICAL INDEX (cont)
CHAPTER 75 AIR
75 Contents
75–10–00 Compressor Air Systems
75–10–01 Anti–icing Air Valves
75–10–02 Bleed Air Control System
CHAPTER 77 ENGINE INDICATING

77 Contents
77–15–01 Torque Measurement System
77–20–00 Temperature Measurement System
77–20–01 Thermocouples
77–50–00 FADEC Fault Codes
CHAPTER 91 CHARTS
91 Contents
91–00–00 Clamping
NUMERICAL INDEX
Page 2
May 1/99
INTRODUCTION
1. General
A. This publication provides descriptive information, operating instructions and maintenance

information for the Rolls–Royce Model 250–C40B turboshaft engine.
NOTE: Rolls–Royce technical publications, in whole or in part, cannot be utilized as a
means to establish serviceability of material not manufactured or approved by
Rolls–Royce. Rolls–Royce technical publications and documents are developed
solely for use in support of applicable Rolls–Royce parts. Parts, material, or
processes not approved by Rolls–Royce were not considered in the development
of Rolls–Royce technical publications due to Rolls–Royce not having knowledge of
any specifications or design criteria for parts, overhaul or repair processes of parts
or material not authorized by Rolls–Royce. Therefore, Rolls–Royce technical
publications should not be used to support or maintain engines, modules, or parts
using details, parts, materials, or processes that are not Rolls–Royce approved.
Rolls–Royce disclaims any liability for the performance or the failure to perform of
engines, modules or parts that have been maintained or supported using parts,
material, or processes not authorized by Rolls–Royce.
B. The procedure and limits in this manual constitute the manufacturer’s official
recommendations for engine operation.
C. All information has been correlated with our Customer Support and Engineering Groups for
technical accuracy as of the published date on the title page.
D. Every task outlined in the Operation and Maintenance Manual has been successfully
accomplished by organizations and individuals at the field maintenance level.
E. It is not expected that every organization or individual will possess the required special
tooling, training, or experience to perform all tasks outlined. However, any task outlined
herein may be performed if in the opinion of the organization or individual, the following
conditions are met.
(1) Necessary knowledge of the task either through:
(a) Formal instruction in a Rolls–Royce authorized training facility.
(b) “On–the–job” instruction by a Rolls–Royce or Authorized Maintenance Center
(AMC) representative.
(c) Experience in performing the task.
(2) Suitable work environment to prevent contamination or damage to engine parts or
modules.
(3) Suitable tools and fixtures as outlined in the Operation and Maintenance Manual.
(4) Reasonable and prudent maintenance practices are utilized.
(5) Requirements of the applicable regulatory authority regarding maintenance procedures
are met.
F. Maintenance organizations and individuals are encouraged to contact Rolls–Royce through

its world wide AMC network for information and guidance on any of the tasks outlined herein.
AMC directories are available from the Rolls–Royce Corporation customer support
organization.
INTRODUCTION
Page 1
Nov 15/02
2. How to use the manual
A. The 250–C40B Series Maintenance Manual format conforms to the Air Transport Association
of America Specification for Manufacturer’s Technical Data (ATA Specification No. 100).
B. The manual is divided into chapters, sections, and subjects. Each chapter is identified by a
tab divider. The divider is followed by a chapter table of contents listing the sections and
subjects in the chapter.
(1) The CHAPTER number block is composed of three elements of two digits each. For
example:
73–21–01
Fuel and Control System Metering Device Hydromechanical Unit

(Chapter) (Section) (Subject)
(2) A page numbering code identifies the type of information on any page by a page block
system. These are the page blocks and the type of information they cover.
Pages 1 to 100 Description, Operation and General Information

Pages 101 to 200 Troubleshooting
Pages 201 to 300 Maintenance Practices (Includes general maintenance infor
mation, servicing, removal/installation, adjustment/test,
inspection/check, cleaning/painting, and approved repairs)
When topics become lengthy within Maintenance Practices the following page blocks are used.
Pages 201 to 300 General Maintenance Information
Pages 301 to 400 Servicing (Includes Preservation and Depreservation)
Pages 401 to 500 Removal/Installation
Pages 501 to 600 Adjustment/Test
Pages 601 to 700 Inspection/Check
Pages 701 to 800 Cleaning/Painting
Pages 801 to 900 Approved Repairs
1
INTRODUCTION
Page 2
Nov 15/02
(3) Each topic always begins with the first page number on the block: Description and
Operation for any topic begins with page 1, Maintenance Practices always begins with
page 201, and so on.
(4) A complete list of effective pages is located behind the manual title page. This list is
provided so that the recipient may check and make sure that no pages are missing. A
new list of pages accompanies each revision.
(5) Both an alphabetical and numerical index of manual contents follow the list of pages.
C. Two types of revisions will be published for the manual: temporary revisions and normal
revisions.
(1) Temporary revisions will be published to cover interim additions or changes rapidly.
They will be printed on yellow paper and will supplement the basic text. Temporary
revisions will be issued when required.
(2) Normal revisions will be published on a periodic basis and will be printed on white
paper. Normal revision pages will replace pages in the basic text and will supersede
any previously published temporary revisions.
D. Definitions of terms used in the inspection tables are as follows:
(1) Condition––This describes the type of wear or damage which may be found by
inspection of the part involved.
(2) Serviceable Limits––This is the maximum degree of a specified condition which can be
accepted, allowing the part to be placed back into service without repair.
(3) Repairable Limits––This is the maximum degree of a specified condition which can be
repaired. Any condition exceeding the limit cannot be corrected by the specified repair
procedure; therefore, the part must be condemned.
(4) Disposition––This gives the recommended corrective action for a given condition; i.e.,
condition limits for scrapping a part or the preferred repair procedure for bringing a
repairable condition within serviceable limits.
1
INTRODUCTION
Page 3
Nov 15/02
INTRODUCTION
Page 4
May 1/99
WARNINGS
IMPORTANT SAFETY NOTICE
IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and cautions de-
scribed in this manual. These warnings and cautions advise of specific operating and servicing
methods that, if not observed, can cause a serious engine malfunction or cause the engine to
lose power in flight which can result in loss of life, injury, or damage to equipment.
It is, however, important to understand that these warnings and cautions are not exhaustive.
Rolls–Royce could not possibly know, evaluate and advise the user of all conceivable ways in
which service might be done or of the possible hazardous consequences of each way. Conse-
quently, Rolls–Royce has not undertaken any such broad evaluation.
Proper methods of operation, service, and repair are important to the safe, reliable operation
of all equipment. The procedures recommended by Rolls–Royce and described in this manual
are effective methods for performing these operations. Some of these service operations re-
quire the use of tools specially designed for the purpose. The special tools should be used
when and as recommended. ROLLS–ROYCE STRONGLY RECOMMENDS THE PROCE-
DURES HEREIN SHOULD BE USED TO THE EXCLUSION OF OTHERS.
ANYONE WHO USES A SERVICE PROCEDURE OR TOOL WHICH IS NOT REC-

OMMENDED BY ROLLS–ROYCE MUST first be thoroughly satisfied that neither personal
safety, the safety of the eventual engine user, nor the equipment will be jeopardized by the
method selected. ANYONE USING PROCEDURES NOT RECOMMENDED BY ROLLS–
ROYCE ASSUMES THE RISK OF ANY CONSEQUENCE THAT MIGHT OCCUR.
WARNINGS, CAUTIONS, AND NOTES

The following definitions apply in this manual.
WARNING: A PROCEDURE, PRACTICE, CONDITION, STATEMENT, ETC., WHICH IF NOT

STRICTLY OBSERVED, COULD RESULT IN INJURY TO OR DEATH OF
PERSONNEL.
CAUTION: A PROCEDURE, PRACTICE, CONDITION, STATEMENT, ETC., WHICH IF NOT

STRICTLY OBSERVED, COULD RESULT IN DAMAGE TO, OR DESTRUCTION
OF, EQUIPMENT. THIS COULD THEN POSSIBLE RESULT IN INJURY TO OR
DEATH OF PERSONNEL.
NOTE: An essential procedure, condition, or statement, which must be highlighted.
WARNINGS
Page 1
Jun 1/00
LIST OF WARNINGS
1. This manual contains the following warnings. It is your responsibility to be familiar with all of them.
IT IS NOT ACCEPTABLE TO INSTALL A TURBINE WHEEL WITH ACCEPTABLE WHEEL RIM

CRACKS IN ANY ENGINE/TURBINE DURING OVERHAUL. ACCEPTABLY CRACKED TURBINE
WHEELS MAY BE REINSTALLED ONLY DURING A TIME CONTINUED ENGINE/TURBINE REPAIR.
THE MAXIMUM OIL CONSUMPTION LIMIT IS ONE (1) QUART IN FIVE HOURS. OPERATION IN EX-
CESS OF THIS LIMIT 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.
TO PREVENT ENGINE FUEL SYSTEM CONTAMINATION WHICH COULD CAUSE ENGINE FLAME-
OUT, AN EXTERNAL LOW PRESSURE FUEL FILTER SYSTEM SHOULD BE USED ON ANY AIR-
CRAFT REFUELING EQUIPMENT USED AT REMOTE SITES (DRUMS ETC.).
OPERATION ON AVGAS (MIL–G–5572) IN AIRCRAFT THAT DO NOT HAVE AN AIRCRAFT BOOST

PUMP(S) CAN RESULT IN UNEXPECTED FLAMEOUT.
ONLY DISCRETIONARY MIXING OF OILS WITHIN AN OIL SERIES IS PERMITTED WITHOUT A

TIME PENTALTY. USE OF MIXED OILS FROM DIFFERENT SERIES IN AN ENGINE IS LIMITED TO
FIVE HOURS TOTAL RUNNING TIME DURING ONE OVERHAUL PERIOD. ADEQUATE MAINTE-
NANCE RECORDS MUST BE MAINTAINED TO ENSURE THAT THE FIVE HOUR LIMIT IS NOT EX-
CEEDED. FAILURE TO COMPLY WITH OIL MIXING RESTRICTIONS CAN RESULT IN ENGINE FAIL-
URE.
THE PRIMARY APPLICATION OF THIS TURBOSHAFT ENGINE IS TO POWER A HELICOPTER OR

ROTORCRAFT. A HEIGHT–VELOCITY DIAGRAM REQUIRED BY REGULATION AND PREPARED
BY THE AIRFRAME MANUFACTURER IS PUBLISHED IN THE AIRCRAFT FLIGHT MANUAL PER-
FORMANCE SECTION FOR NORMAL CATEGORY ROTORCRAFT. THE OPERATOR MUST BE-
COME FAMILIAR WITH THIS DIAGRAM TO DETERMINE WHAT ALTITUDES AND AIRSPEEDS ARE
REQUIRED TO SAFELY MAKE AN AUTOROTATIONAL LANDING IN CASE OF POWER LOSS OR
ENGINE FAILURE. THE ALTITUDE–AIRSPEED COMBINATIONS WHERE A SAFE AUTOROTATION-
AL LANDING MAY NOT BE POSSIBLE ARE REPRESENTED BY THE SHADED OR CROSS–
HATCHED AREA OF THE DIAGRAM.
SNOW OR ICE SLUGS CAN CAUSE THE ENGINE TO FLAME OUT. BE SURE AVAILABLE PREVEN-
TIVE EQUIPMENT IS INSTALLED AND IN PROPER WORKING ORDER WHEN FLYING IN CONDI-
TIONS WHERE SNOW OR ICE BUILDUP MIGHT OCCUR.
SAND AND DUST WILL ERODE THE COMPRESSOR CAUSING IT TO FAIL.
SALT LADEN HUMIDITY AND CHEMICALS WILL CORRODE THE COMPRESSOR CAUSING IT TO
FAIL.
TO PREVENT SERIOUS ENGINE MALFUNCTION OR CRUCIAL LOSS OF POWER, DO NOT OPER-

ATE THE ENGINE IN EXCESS OF ANY SPECIFIED OPERATING LIMIT.
HOT STARTS OR AFTERFIRES AFTER SHUTDOWN WILL CAUSE TURBINE BLADE AND WHEEL
DAMAGE, WHICH CAN RESULT IN ENGINE FAILURE.
1
WARNINGS
Page 2
Jun 1/00
LIST OF WARNINGS (CONT)

TO ENSURE ADEQUATE WARNING OF POSSIBLE EMERGENCY ENGINE OPERATING CONDI-
TIONS, VERIFY THAT THE ENGINE WARNING SYSTEMS (ENGINE–OUT HORN, FILTER BYPASS
INDICATION, ECU FAIL INDICATION, ECU MAINTENANCE ADVISORY INDICATION, OVERSPEED
INDICATION, 30 SECOND OEI POWER IN USE INDICATION, 30 SECOND OEI TIME EXCEEDED IN-
DICATION, 2 MINUTES OEI POWER IN USE INDICATION, 2 MINUTE OEI TIME EXCEEDED INDICA-
TION, ENGINE OUT INDICATION, MANUAL MODE INDICATION, AND CHIP DETECTOR INDICA-
TION) ARE OPERABLE BEFORE EACH FLIGHT. ALL ECU WARNING INDICATIONS WILL BE ON
FOR THREE SECONDS AFTER ECU POWER–UP SO THAT THE PILOT CAN VERIFY PROPER IN-
DICATION OPERATION.
OVERTEMPERATURE STARTS OR AFTERFIRES AFTER SHUTDOWN WILL CAUSE CRACKS IN

THE FIRST–STAGE WHEEL RIM. THESE CRACKS CAN EVENTUALLY CAUSE A SECTION OF THE
WHEEL TO BREAK OFF, CAUSING TURBINE IMBALANCE AND ENGINE FAILURE. SHOULD AN
ENGINE OVERTEMPERATURE OCCUR DURING A START, THE ECU WILL ABORT THE START BY
SHUTTING OFF FUEL FLOW TO THE ENGINE. THE ECU WILL RECORD THE PEAK TEMPERA-
TURE ACHIEVED AND THE OVERTEMPERATURE DURATION. MAINTENANCE ACTION MAY BE
REQUIRED.
TO PREVENT ENGINE FUEL STARVATION AND SUBSEQUENT FLAME–OUT, ANY AIRCRAFT RE-
QUIRING FUEL BOOST PUMP(S) SHOULD USE THESE PUMPS AS DIRECTED IN THE AIRCRAFT
FLIGHT MANUAL.
THE PILOT IS TO VERIFY PROPER OPERATION OF THE ECU CONTROLLABLE COCKPIT INDICA-
TIONS. IMMEDIATELY AFTER THE ECU POWER IS TURNED ON, A LAMP TEST IS PERFORMED
BY THE ECU TO ILLUMINATE THE ECU FAIL, ECU FAULT LIGHT, ECU DEGRADE LIGHT, OVER-
SPEED, ENGINE OUT, AND MANUAL MODE LIGHTS FOR THREE (3) SECONDS. THE LIGHTS
SHALL THEN BE EXTINGUISHED FOR THREE (3) SECONDS BEFORE THE TEST IS COMPLETE
AND NORMAL INDICATION OPERATION BEGINS.
IF ECU FAIL IS INDICATED AFTER COMPLETION OF THE LAMP TEST, DO NOT START THE EN-
GINE. MAINTENANCE ACTION IS REQUIRED.
AT AMBIENT TEMPERATURES BELOW –12°C (10°F), SOME TYPE OF ANTI–ICE PROTECTION IS

REQUIRED, SUCH AS AN ANTI–ICE ADDITIVE OR A MEANS OF AIRFRAME FUEL ICE ELIMINA-
TION. ENGINE FLAMEOUT COULD RESULT FROM FAILURE TO USE ANTI–ICE PROTECTION.
(REFER TO THE AIRCRAFT MANUAL FOR AIRCRAFT MANUFACTURER’S RECOMMENDATIONS.)
IF ENGINE MECHANICAL FAILURE IS SUSPECTED, AN AIR RESTART SHOULD NOT BE AT-

TEMPTED.
CERTAIN ECU FAILURES CAN CAUSE A DIRECT REVERSION TO MANUAL MODE CONTROL WITH
OR WITHOUT A MANUAL MODE INDICATION. ANY TIME THE ECU FAILURE INDICATION TURNS
ON, THE PILOT SHOULD BE PREPARED FOR A CHANGE IN ENGINE POWER.
ENGAGING THE MANUAL MODE AT ANY POWER SETTING ABOVE GROUND IDLE WILL RESULT
IN A CHANGE IN ENGINE POWER. WHEN THE FUEL CONTROL REVERTS TO MANUAL MODE,
THE ENGINE POWER OUTPUT WILL CHANGE AS THE HYDRAULIC PISTONS ADJUST THE FUEL
FLOW TO THE RATE COMMANDED BY THE THROTTLE.
OVERTEMPERATURE STARTS OR AFTERFIRES AFTER SHUTDOWN WILL CAUSE CRACKS IN

THE FIRST–STAGE WHEEL RIM. THESE CRACKS CAN EVENTUALLY CAUSE A SECTION OF THE
WHEEL TO BREAK OFF, CAUSING TURBINE IMBALANCE AND ENGINE FAILURE.
IDLE DWELL TIME PRIOR TO SHUTDOWN IS IMPORTANT TO PREVENT HARMFUL ACCUMULA-

TION OF CARBON IN THE ENGINE, WHICH CAN RESULT IN ENGINE FAILURE.
1
WARNINGS
Page 3
Jun 1/00

OPERATION OF THE ENGINE IN MANUAL MODE IS RESTRICTED. DO NOT DISPATCH WITH EN-
GINE IN MANUAL MODE. IN CASE OF A REVERSION TO MANUAL MODE OPERATION IN FLIGHT,
CONTINUE FLIGHT AND LAND AS SOON AS PRACTICAL.
MANUAL MODE STARTING ON THE GROUND IS NOT AUTHORIZED EXCEPT FOR USE UNDER
EMERGENCY CONDITIONS OR UNDER SPECIAL PERMIT FROM THE FAA. AUTOMATIC HOT
START ABORT FEATURES AVAILABLE IN THE AUTOMATIC MODE ARE NOT AVAILABLE IN MANU-
AL MODE, AND HOT STARTING THE ENGINE WITH ATTENDANT PUBLISHED MAINTENANCE AC-
TIONS IS POSSIBLE. MANUAL MODE STARTING ON THE GROUND IS NOT RECOMMENDED
FOR ANY REASON.
MANUAL STARTS ARE NOT PERMITTED UNDER ANY CIRCUMSTANCES AFTER AN AUTO START
ABORT BY THE ECU OR WITH A LOW BATTERY.
MANUAL MODE AIR STARTS ARE NOT AUTHORIZED. EXCEPT FOR USE UNDER EMERGENCY
CONDITIONS.
ENGINE FLAMEOUT COULD RESULT FROM FAILURE TO USE ANTI–ICE PROTECTION SUCH AS
ANTI–ICE FUEL ADDITIVE (PRIST) OR A MEANS OF AIRFRAME FUEL ICE ELIMINATION. FOR EN-
GINES EQUIPPED WITH A COMBINED ENGINE FILTER ASSEMBLY (CEFA), ANTI–ICE PROTEC-
TION IS REQUIRED BELOW–12°C (10°F). REFER TO THE AIRCRAFT MANUAL FOR AIRCRAFT
MANUFACTURER’S RECOMMENDATIONS.
BE AWARE OF THE POTENTIAL FIRE HAZARD OF FUEL IN AN OPEN CONTAINER.
DO NOT EXCEED SPECIFIED AIRCRAFT OR ENGINE LIMITATIONS DURING PERFORMANCE OF

THIS CHECK.
DO NOT TURN OFF SYSTEMS OR COMPONENTS REQUIRED FOR SAFE FLIGHT. IF ANTI–ICE IS
FREQUENTLY REQUIRED FOR SAFE FLIGHT, IT SHOULD BE OPERATED DURING EACH TREND
CHECK.
PROPER TIGHTENING OF ENGINE TUBING CONNECTIONS IS CRITICAL TO FLIGHT SAFETY.

CORRECT TORQUE VALUES MUST BE USED AT ALL TIMES. EXCESSIVE TORQUE ON PNEU-
MATIC SENSING SYSTEM CONNECTIONS RESULTS IN CRACKING OF THE FLARE OR ADJACENT
TUBE AREA IN CONTACT WITH THE FERRULE. THIS PRODUCES AN AIR LEAK WHICH CAN
CAUSE FLAMEOUT, OR AN OVERSPEED CONDITION.
USE A TORQUE REACTION WRENCH ON ALL FITTINGS WHEN TIGHTENING B–NUTS TO PRE-
VENT CRACKING OF CASTING BOSSES OR TUBE FLARES.
TUBING B–NUTS USED IN INSTALLATIONS EXPOSED TO A HIGH DEGREE OF VIBRATION AND

PRESSURE SURGES ARE SUBJECT TO TORQUE RELAXATION WHEN IMPROPERLY TIGHTENED.
USE ACCEPTABLE TECHNIQUES AND PRACTICES TO PREVENT TORQUE PAINT OR TORQUE

PAINT REMOVER FROM CONTACTING RUBBER OR PLASTIC MATERIALS OR ENTERING EX-
POSED AREAS.
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
WARNINGS
Page 4
Jun 1/00

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 MULTI–ENGINE 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 SINGLE–ENGINE FLIGHT CAN BE MAINTAINED, SHUT
DOWN AFFECTED ENGINE AND LAND AS SOON AS PRACTICABLE. IF SINGLE–ENGINE 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.
OPERATORS MUST MAINTAIN THE ENGINE MAGNETIC DRAIN PLUGS AND INDICATING SYSTEM
IN OPERATING ORDER AND COMPLY WITH AIRCRAFT FLIGHT MANUAL AND ENGINE OPERA-
TION AND MAINTENANCE MANUAL INSTRUCTIONS WHEN AN INDICATION IS RECEIVED. NEV-
ER ALLOW AN ACCEPTABLE SPECTROGRAPHIC OIL ANALYSIS PROGRAM (SOAP) READING TO
OVERRIDE MAGNETIC DRAIN PLUG INDICATIONS.
FAILURE TO PROPERLY INSTALL, ALIGN, AND TORQUE FUEL, OIL, AND AIR FITTINGS AND
TUBES COULD RESULT IN AN ENGINE FAILURE.
DO NOT ATTEMPT TO MOTOR ENGINE (SIMULATED START) IN EITHER MANUAL MODE OR

WITH THE ECU FAIL LIGHT ILLUMINATED. DOING SO COULD RESULT IN AN OVERTEMP OR AN
OVERSPEED CONDITION ON THE NEXT START.
MINERAL SPIRITS ARE TOXIC. PROVIDE ADEQUATE VENTILATION FOR PERSONNEL USING
THEM.
ENGINES SUBJECTED TO SALT WATER CONTAMINATION OR OTHER CHEMICALLY LADEN AT-

MOSPHERE (INCLUDING PESTICIDES AND HERBICIDES) SHALL UNDERGO WATER RINSING AF-
TER SHUTDOWN FOLLOWING THE LAST FLIGHT OF THE DAY. PERFORM THE RINSE OPERA-
TION AS SOON AS PRACTICAL AFTER FLIGHT, BUT NOT BEFORE THE ENGINE HAS COOLED TO
NEAR AMBIENT TEMPERATURE.
MAKE SURE THAT THE IGNITION SWITCH IS OFF BEFORE REMOVING THE SPARK IGNITER OR
SPARK IGNITER LEAD ASSEMBLY AS DANGEROUSLY HIGH VOLTAGES MAY BE PRESENT. AL-
LOW FIVE MINUTES AFTER OPERATION FOR ELECTRICAL DISSIPATION BEFORE DISASSEMB-
LY.
AN ENGINE WHICH HAS BEEN OPERATED ON LEADED FUEL HAS A PALE YELLOW POWDER
RESIDUE ON THE EXHAUST PASSAGES. HANDLING LEAD RESIDUE COATED PARTS BY PER-
SONS WITH OPEN CUTS OR SCRATCHES ON THEIR HANDS CAN BE EXTREMELY DANGEROUS.
ALWAYS WEAR GLOVES WHEN HANDLING RESIDUE COATED PARTS.
AIR LEAKAGE ACROSS THE U–RING IS AN INDICATION THAT PRESSURIZATION OF THE NUM-
BER 8 BEARING SUMP WILL OCCUR WHEN THE ENGINE IS RUNNING. THIS PRESSURIZATION
WILL CAUSE A FLOW REVERSAL ACROSS THE NUMBER 8 LABYRINTH SEAL. THIS LEAKAGE
CAN RESULT IN AN ENGINE OIL FIRE AND THE SUBSEQUENT FAILURE OF A TURBINE WHEEL.
A SECTION OF THE FAILED WHEEL CAN EXIT THE ENGINE WITH POTENTIALLY SERIOUS RE-
SULTS.
WATER OR CONTAMINATION IN THE FUEL CAN CAUSE FLAMEOUT OR POWER LOSS.
PROPER TIGHTENING OF ENGINE TUBING CONNECTIONS IS CRITICAL TO FLIGHT SAFETY.

CORRECT TORQUE VALUES MUST BE USED AT ALL TIMES.
ANTI–ICING AIR IS HOT ENOUGH TO CAUSE SEVERE BURNS. DO NOT CHECK AIR FLOW BY
FEEL.
1
WARNINGS
Page 5
Jun 1/00
USE OF OEI POWER WILL REQUIRE MAINTENANCE ACTION UPON LANDING. THE ECU WILL
RECORD THE DURATION AND MAXIMUM MGT, TORQUE, N1 AND N2 DURING OEI OPERATION.
MANUAL MODE AIR STARTS ARE NOT AUTHORIZED UNDER NORMAL ENGINE OPERATION.
THE MANUAL MODE START PROCEDURE IS FOR USE UNDER EMERGENCY CONDITIONS ONLY,
OR UNDER SPECIAL PERMIT FROM THE FAA.
HANDLING LEAD RESIDUE COATED PARTS BY PERSONS WITH OPEN CUTS OR SCRATCHES ON
THEIR HANDS CAN BE EXTREMELY DANGEROUS. ALWAYS WEAR GLOVES WHEN CHECKING
RESIDUE COATED TURBINE OR EXHAUST PARTS.
FAILURE TO PROPERLY SHIM THE COMPRESSOR AT INSTALLATION CAN CAUSE THE SPUR
ADAPTER GEARSHAFT TO FAIL RESULTING IN SUDDEN ENGINE STOPPAGE.
REDUCTION OF ENGINE LOAD (COLLECTIVE, CYCLIC, TAIL ROTOR, ETC.) DURING THE FAILED
(FIXED FUEL FLOW) CONDITION WILL RESULT IN INCREASED NP WITH POTENTIAL OVERSPEED
SHUTDOWN (FLAMEOUT) OF THE ENGINE.
FAILURE TO PROPERLY ASSEMBLE COMPONENTS/PARTS OF THE ENGINE COULD RESULT IN

AN ENGINE FAILURE.
FAILURE TO PROPERLY INSPECT AND/OR REPAIR INDIVIDUAL COMPONENTS/PARTS COULD

RESULT IN AN ENGINE FAILURE.
WARNINGS
Page 6
Jun 1/00
CHAPTER 05–10–00 AIRWORTHINESS LIMITATIONS

TABLE OF CONTENTS
CHAPTER
SECTION
SUBJECT SUBJECT PAGE
AIRWORTHINESS LIMITATIONS DESCRIPTION . . . . . . . . . . . . 05–10–00 . . . . . . . . . . . . . . . . . . . . . . . . 1
30 SECOND OEI AND 2 MINUTE OEI POWER USAGE . . . . . . 05–10–00 . . . . . . . . . . . . . . . . . . . . . . . . 1
LIFE LIMITS OF THE COMPRESSOR ROTOR . . . . . . . . . . . . . . 05–10–01 . . . . . . . . . . . . . . . . . . . . . . . . 1
LIFE LIMITS OF THE GAS GENERATOR TURBINE

ROTOR (N1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05–10–03 . . . . . . . . . . . . . . . . . . . . . . . . 1
LIFE LIMITS OF THE POWER TURBINE ROTOR (N2) . . . . . . . 05–10–05 . . . . . . . . . . . . . . . . . . . . . . . . 1
05–CONTENTS
Page 1
Jun 1/96
05–CONTENTS
Page 2
Nov 15/02
AIRWORTHINESS LIMITATIONS
DESCRIPTION
1. Airworthiness Limitations
CAUTION: OPERATORS ARE REQUIRED BY FAA TO COMPLY WITH THE PARTS LIFE
LIMITATIONS INDICATED HEREIN. THE OPERATOR ALONE MUST MAINTAIN
RECORDS OF BOTH HOURS AND CYCLES. BOTH TOTAL TIME AND
ACCUMULATED CYCLES OF APPLICABLE COMPONENTS MUST BE
RECORDED IN PART I SERVICE RECORD AND PART VI CYCLE RECORD
PAGES RESPECTIVELY FOR THE COMPRESSOR ASSEMBLY AND TURBINE
ASSEMBLY. FAILURE TO RECORD HOUR AND CYCLIC DATA OF APPLICABLE
PARTS IN THE LOG BOOK WILL RESULT IN THOSE PARTS BEING REPLACED
AT THE OPERATOR’S EXPENSE WHEN ENGINES OR COMPONENTS ARE
RETURNED FOR REPAIR OR OVERHAUL. REFER TO PARAGRAPH 14 LOG
BOOK ENTRIES, FOR AN EXPLANATION OF LOG BOOK ENTRIES PERTAINING
TO CYCLE AND HOUR RECORDS ON LIFE LIMITED PARTS.
NOTE: All Life Limited Parts removed from a type certificated product must be tagged to identify
the part. The tag or record must include the part number, serial number and current life
status of the part, hours, and cycles. Each time the part is removed, either a new tag or
record must be created, or the existing tag or record must be updated with the current life
status of the part. The tag or record must remain with the part at all times when not
installed.
When a life limited part is removed from service due to meeting the published life limits,
vibropeen or etch the words “life expired” next to or under the part number. A life limited
part, other than new (however, proper paper work to provide traceability is still required),
must have a tag or record attached.
Chapter 05–10–00 contains FAA approved operating limitations for those engine parts that are life
limited. Parts life limits are based on either total operating hours or total cycles, whichever occurs
first. Operating hours, with respect to maintenance records, is defined as the time from the
moment the aircraft leaves the surface of the earth, until it touches down at the next point of
landing. A cycle is defined as a start or start attempt. Total cycles are recorded in the electronic
control unit as part of the maintenance history data. Assistance is available for determining total
engine cycles at any given time by connecting the ground maintenance terminal to the aircraft
interface terminal.
NOTE: Refer to Table 7, Chapter 72–00–00, for Time Between Overhaul (TBO) limits on the
250–C40B Series Engine.
2. 30 Second OEI and 2 Minute OEI Power Usage
Certification of the Model 250–C40B 30 Second OEI and 2 Minute OEI ratings was per Special
Condition SC–95–04–NE. This Special Condition provides for the definition and limitations of 30
Second OEI and 2 Minute OEI power.
Operation at these increased power ratings is limited to one–flight operation after the failure of one
engine in a multi–engine aircraft. Mandatory maintenance and inspection requirements are
defined in the appropriate sections of this manual.
05–10–00
Page 1
Nov 15/02
Definitions:
Rated 30 Second One–Engine–Inoperative (OEI) Power:
The approved brake horsepower developed under static conditions at specified altitudes and
temperatures within the operating limitations established for the engine under part 33 and the
special conditions, for continued one–flight operation after the failure of one engine in multi–engine
rotorcraft, limited to three periods of use no longer than 30 seconds each in any one flight, and
followed by mandatory inspection and prescribed maintenance action.
Rated 2 Minute One–Engine–Inoperative (OEI) Power:
The approved brake horsepower developed under static conditions at specified altitudes and
temperatures within the operating limitations established for the engine under part 33 and the
special conditions, for continued one–flight operation after the failure of one engine in multi–engine
rotorcraft, limited to three periods of use no longer than 2 minutes each in any one flight, and
followed by mandatory inspection and prescribed maintenance action.
Refer to the following for engine limitations and inspection/maintenance requirements following the
use of these powers:
Chapter 72–00–00, Paragraph 6 Operating Limits
6.B. Temperature
Table 1 Measured Gas Temperature Limits (MGT)
6.C. Torque
Table 5 Output Shaft Torque Limits
6.F. 2 Minute OEI Power Usage
6.G. 30 Second OEI Power Usage
05–10–00
Page 2
Nov 15/02
LIFE LIMITS OF THE COMPRESSOR ROTOR
Maximum Maximum
Nomenclature Part No. Description Operating Hours Cycles
Impeller Assy 23051116 Original 7,500 15,000
23064613 No Frequency 7,500 15,000
Scan
23065591 Slanted Knife 7,500 15,000
Seals
05–10–01
Page 1
May 1/99
05–10–01
Page 2
May 1/99
LIFE LIMITS OF THE GAS GENERATOR TURBINE ROTOR (N1)
Maximum Maximum
First–Stage Wheel 23053299 Original 1775 3,000
Second–Stage Wheel 23032280 Original 1775 3,000
WARNING: IT IS NOT ACCEPTABLE TO INSTALL A TURBINE WHEEL WITH ACCEPTABLE

WHEEL RIM CRACKS IN ANY ENGINE/TURBINE DURING OVERHAUL.
ACCEPTABLY CRACKED TURBINE WHEELS MAY BE REINSTALLED ONLY
DURING A TIME CONTINUED ENGINE/TURBINE REPAIR.
NOTE: First–stage turbine wheels with acceptable wheel rim cracks which have been inspected
and approved for time continued use in accordance with the 250–C40B Series Overhaul
Manual, Pub. No. CSP22000, (for a repaired engine or turbine) may be continued in
service for an additional 500 hours or 500 cycles, whichever occurs first, provided the
listed part hour/cycle life limit is not exceeded.
05–10–03
Page 1
Jun 1/96
05–10–03
Page 2
Nov 15/02
LIFE LIMITS OF THE POWER TURBINE ROTOR (N2)
Maximum Maximum
Third–stage Wheel 6898663 Original 4550 6,000
Fourth–stage Wheel 6892764 Original 4550 6,000
23066744 Reduced Tolerance 4550 6,000
Ultimate Tensile
Strength
WARNING: IT IS NOT ACCEPTABLE TO INSTALL A TURBINE WHEEL WITH ACCEPTABLE

WHEEL RIM CRACKS IN ANY ENGINE/TURBINE DURING OVERHAUL.
ACCEPTABLY CRACKED TURBINE WHEELS MAY BE REINSTALLED ONLY
DURING A TIME CONTINUED ENGINE/TURBINE REPAIR.
05–10–05
Page 1
May 1/99
05–10–05
Page 2
May 1/99
CHAPTER 72
TABLE OF CONTENTS
CHAPTER
SECTION
ENGINE DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . 72–00–00 . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Combustion Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Power and Accessory Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Temperature Measurement System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Anti–icing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Compressor Bleed Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Engine Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Fuel Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Oil Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Operating Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Engine Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Oil Pressure and Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Pressure Altitude and Ambient Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
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CHAPTER
SECTION
Operating Procedures – AUTO MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Engine Starting Procedures – AUTO MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Power Range – AUTO MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Load Sharing – AUTO MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Auto Relight – AUTO MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Practice Autorotation Descent and Landing – AUTO MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Air Restart – AUTO MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Emergency Procedures – AUTO MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Nr Speed Beeper – AUTO MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Anti–icing Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
MANUAL MODE Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Shutdown with Electronic Overspeed Solenoid Test – AUTO MODE . . . . . . . . . . . . . . . . . . . . . . . 52
Normal Shutdown – AUTO MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Alternate Shutdown – AUTO MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Postflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
OEI Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Initiation of OEI Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
OEI Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Operating Procedures – MANUAL MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Preflight Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Engine Starting Procedures – MANUAL MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Start – MANUAL MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Power Range – MANUAL MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Air Restart – MANUAL MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
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Anti–icing Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Shutdown – MANUAL MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Postflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Cold Weather Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Mixing Alternate Cold Weather Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Cold Weather Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Time Between Overhaul (TBO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Life Limited Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Log Book Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Engine Trend Check Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Trend Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Aircraft Manufacturer Trend Check –– Alternate Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
ENGINE – TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . 72–00–00 . . . . . . . . . . . . . . . . . . . . . . 101
ENGINE SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72–00–00 . . . . . . . . . . . . . . . . . . . . . . 301
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
Consumable Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
Universal Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
Airframe/Engine Interface Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
Rigid Tube Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329
Flared Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329
Flanged Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331
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Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332
Lubrication System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333
Oil Temperature Limit Exceeded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334
Engine Operated With No Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
Oil Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
Preservation and Depreservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337
Fuel System Preservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337
Fuel System Depreservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339
HMU Piston Parking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339
Inactive Engine Preservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
Oil System Preservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
ENGINE–ADJUSTMENT/TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72–00–00 . . . . . . . . . . . . . . . . . . . . . . 501
Check Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
Diffuser Vent Orifice Selection (No. 5 Bearing Labyrinth Seal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 502
Check Run Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 504
Vibration Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 504
Description of Vibration Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 504
Glossary of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 505
Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 507
Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 507
Interpretation of Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 512
Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 520
Maintenance Action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 520
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Manufacturer Assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 522
ENGINE–INSPECTION/CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . 72–00–00 . . . . . . . . . . . . . . . . . . . . . . 601
Checks and Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601
Preflight Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 603
Postflight Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 604
150 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 607
300 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 611
1750 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 612
Erosion Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 613
Rear Engine Mount Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 613
Snow Ingestion Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 613
Hard Landing Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 613
Special Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 614
Sudden Stoppage/Engagement Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 618
Compressor Inlet Blockage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 619
Engine Submerged in Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 620
Lightning Strike Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 620
High Engine Compartment Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 621
On Condition Inspection – Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 621
On Condition Inspection – Power and Accessory Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 621
On Condition Inspection – Power and Accessory Gearbox Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . 622
Oil System Contamination Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 622
Engine Operated with No Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 622
Phase Inspection Recommendation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 623
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 623
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Description of Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 623
ENGINE – CLEANING/PAINTING . . . . . . . . . . . . . . . . . . . . . . . . . . 72–00–00 . . . . . . . . . . . . . . . . . . . . . . 701
Cleaning – General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 701
Corrosion Treatment and Surface Finish Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 701
Galvanic Corrosion Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 702
Fire Extinguisher Material (Cleaning) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 703
ENGINE – STORAGE INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . 72–00–00 . . . . . . . . . . . . . . . . . . . . . . 901
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 901
Engine Preservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 901
Oil System Preservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 901
Fuel System Preservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 902
Engine Depreservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 902
Installation of Engine in Container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 903
Container Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 903
Engine Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 906
Removal of Engine from Container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 911
Container Reuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 911
Preservation Surveillance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 912
COMPRESSOR SECTION MAINTENANCE PRACTICES . . . . . 72–30–00 . . . . . . . . . . . . . . . . . . . . . . 201
Compressor Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Compressor Mount Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Compressor Front Bearing and/or Oil Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
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CHAPTER 72
CHAPTER
SECTION
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Inspection/Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Compressor Front Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Impeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Compressor Rotor Splined Adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Scroll–to–Air Tube Flange Adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Spur Adapter Gearshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Compressor Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
Water Rinse Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
Wash Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
COMBUSTION SECTION–MAINTENANCE PRACTICES . . . . . 72–40–00 . . . . . . . . . . . . . . . . . . . . . . 201
Combustion Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Outer Combustion Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Inspection and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Burner Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Compressor Discharge Air Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
1
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CHAPTER 72
CHAPTER
SECTION
Turbine Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
First–Stage Turbine Nozzle and First–Stage Nozzle Shield Replacement . . . . . . . . . . . . . . . . . . . . . 215
No. 5 Bearing and Labyrinth Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Gas Producer Turbine Support Pressure Oil Tube Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Turbine–to–Compressor Coupling, Turbine–to–Piston

Coupling, and Power Turbine Inner Shaft Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
Spline Inspection of Turbine–to–Compressor Coupling

and Gas Producer Turbine Splined Adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
First–stage Turbine–Wheel Blade Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
First–stage Turbine Nozzle and Nozzle Shield Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Power Turbine Pressure Oil Nozzle Flow Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Cleaning of Power Turbine Support Scavenge

and Pressure Oil System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
Turbine Scavenge Oil Flow Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
Gearbox Vacuum Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Power Turbine Outer Shaft Spline Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
Horizontal and Vertical Firewall Shields Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
Turbine and Exhaust Collector Crack Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Turbine Splined Adapter Locknut Torque Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
Gas Producer Turbine Support Pressure Oil Fitting Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
No. 8 Bearing Sump Pressure Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
Cleaning Power Turbine Labyrinth Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
1
72–CONTENTS
Page 8
Nov 15/02
CHAPTER 72
CHAPTER
SECTION
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
TURBINE SECTION – MAINTENANCE PRACTICES . . . . . . . . . 72–50–00 . . . . . . . . . . . . . . . . . . . . . . 201
Approved Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
First–stage Turbine Nozzle and Nozzle Shield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
Turbine and Exhaust Collector Support Crack Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
POWER AND ACCESSORY GEARBOX –

MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72–60–00 . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Power and Accessory Gearbox Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Lip Type Oil Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Oil Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Lube Oil Filter Housing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Scavenge Oil Filter Replacement (CEFA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Front and Rear PTO Carbon Seals Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Open Gearbox Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Gearbox Disassembly and Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Gearbox Housing–to–Cover Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Gearbox Cover Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
Gearbox Housing Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Gearbox Housing Lubrication System Components Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . 223
Lube Oil Pump Disassembly, Inspection and Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
Gearbox Housing Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
Gearbox Cover Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
Gearbox Cover–to–Housing Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
1
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Page 9
Nov 15/02
CHAPTER 72
CHAPTER
SECTION
Turbine Pressure Oil System Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
Adjustment/Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
Oil Pressure Regulating Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
Oil Pump Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
Oil Leakage Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
Magnetic Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
Manual Zapper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
Power Train Pinion Helical Gear Spline Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
1
72–CONTENTS
Page 10
Nov 15/02
ENGINE DESCRIPTION AND OPERATION

1. General
The Rolls–Royce 250–C40B engine is an internal combustion turboshaft engine featuring a free
power turbine. The gas generator is composed of a single–stage, single entry centrifugal flow
compressor directly coupled to a two–stage gas generator turbine. The power turbine is a two–
stage free turbine which is gas coupled to the gas generator turbine. The integral reduction
gearbox has front and rear drive flanges to mate with aircraft drives. The engine has a single
combustion chamber with single ignition. The output shaft center line is located below the center
line of the engine rotor and the single exhaust outlet is directed upward. The engine incorporates a
Full Authority Digital Electronic Control (FADEC) system.
Numerical units of measurement in this manual are given in terms standard to the United States
System of Weights and Measures (English System). Where applicable, an equivalent SI metric
unit (International System of Units) is given in parentheses adjacent to the listed value. An
exception to the English (Metric) rule is made in the operating procedures of this manual. Degrees
Celsius followed by degrees Fahrenheit in parentheses are used when discussing temperatures
read in °C on aircraft instrumentation.
2. Components
The major engine components are a compressor, combustion section, turbine, and power and
accessory gearbox. (See Figure 1.)
A. Compressor
The compressor assembly consists of a compressor front support, shroud housing, diffuser,
rear support assembly, centrifugal impeller, scroll assembly, mount assembly and bearings.
The front support encloses the front bearing and supports it through five hollow inlet struts.
The struts are hollow to permit anti–icing using compressor discharge air; also, to permit
introduction of oil to and from the compressor front bearing. The compressor rear bearing is
mounted in the rear support assembly and is lubricated from the gearbox.
B. Combustion Section
The combustion section consists of an outer combustion case and a combustion liner. The
combustion liner is located in the outer case. The liner is supported and oriented at the
forward end by the gas producer nozzle vane assembly and at the rear by the fuel nozzle.
The fuel nozzle is mounted in the aft end of the outer combustion case. The igniter plug is
mounted near the aft end of the case. Air enters the single combustion liner at the aft end
through holes in the liner dome and skin. The air is mixed with fuel sprayed from the fuel
injector and combustion takes place. Combustion gases move forward out of the combustion
liner to the first–stage gas producer turbine nozzle.
C. Turbine
The turbine consists of a gas producer turbine support, a power turbine support, a gas
producer turbine rotor, a power turbine rotor, and a turbine and exhaust collector support.
The turbine is mounted between the combustion section and the power and accessory
gearbox. The two–stage gas producer turbine drives the compressor and accessory gear
train. The two–stage power turbine drives the spare pad, the permanent magnet alternator
(PMA) pad and furnishes the output power of the engine. The expanded gases discharge
through the turbine and in an upward direction through the exhaust collector support. The
rear engine mount is located on the bottom rear of the turbine.
72–00–00
Page 1
Sep 1/01
Engine Left Side View

Figure 1 (Sheet 1 of 4)
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Page 2
Sep 1/01
Engine Right Side View

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Page 3
Sep 1/01
Engine Front View

72–00–00
Page 4
Sep 1/01
Engine Bottom View

Figure 1 (Sheet 4 of 4 )
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Page 4A
Sep 1/01
72–00–00
Page 4B
Nov 15/02
Engine Air Flow

Figure 2
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Page 5
Jun 1/96
D. Power and Accessory Gearbox
The main power and accessory drive gear trains are enclosed in a single gear case. The
gear case serves as the structural support of the engine. All engine components including
the engine–mounted accessories are attached to the case. A two–stage helical and spur
gear set is used to reduce rotational speed from 30908 rpm at the power turbine to 9598 rpm
at the output drive flange. The rear and front sides of the output drive shaft incorporate
flanged output drive couplings. The two couplings are held together by a tiebolt, two
washers, and a nut. Magnetic carbon type seals have been incorporated into the front and
rear power takeoff seal positions.
The gas producer gear train drives the compressor, hydromechanical unit (HMU) the
pressure and scavenge oil pump (inside the gearbox), and a pad for an optional airframe
furnished gas producer tachometer–generator. In addition to providing output power of the
engine, the power turbine gear train drives the permanent magnet alternator (PMA), and a
pad for an optional airframe furnished power turbine tachometer–generator. The gearbox
also contains two engine furnished dual winding monopole pickups. One of the pickups is
used to measure gas producer speed. The other pickup produces an electrical signal that is
used to measure power turbine speed and for overspeed protection. On each pick–up, both
coils provide an input signal to the ECU, and one of the signals is shared with the airframe.
3. Systems
The major systems of the engine are fuel, lubrication, electrical, and anti–icing air.
A. Fuel System
The HMU (Hydromechanical Unit), CEFA (Combined Engine Filter Assembly), and Fuel
Nozzle are the major fuel system components. The HMU and CEFA are located
schematically between the fuel inlet and nozzle. (See Figure 3)
(1) Control System.
A Full Authority Digital Electronic Fuel Control (FADEC) system is installed on the
250–C40B engine. The FADEC is a single channel control, with a hydromechanical
back–up (manual mode). It has engine torque, temperature and speed limiting
capability. The FADEC system has two main components. The Electronic Control Unit
(ECU) is airframe mounted. The ECU monitors, controls and limits engine speed, fuel
flow, acceleration rate, temperature, torque and other engine parameters. An
engine–mounted Permanent Magnet Alternator (PMA) provides electrical power to the
ECU at power turbine speeds of 85% and above. The second FADEC component is
the Hydromechanical Unit (HMU). The HMU is engine mounted and driven by the N1
gear train. The HMU includes the fuel metering unit and both a boost stage (high
performance liquid ring) fuel pump and main fuel pump (gear stage). (The fuel filter is
located schematically between the boost and main pump stages.) In manual mode,
the HMU provides altitude biased and slew rate limited fuel flow as a function of power
lever angle.
The overspeed protection system electronics are located in the ECU and activate an
overspeed valve in the HMU. The overspeed protection system is active in both the
automatic and manual modes for the power turbine, and in automatic mode only for the
gas generator turbine.
72–00–00
Page 6
Jun 1/96
PARA. 3 (cont)
B. Lubrication System (See Figures 4 and 5.)
CAUTION: THE OIL SCREENS SHOWN IN FIGURE 4 ARE NOT INTERCHANGEABLE.

THE DIAMETER OF THE POWER TURBINE SUPPORT SCREEN IS 0.325 IN.
(8.26 MM). THE DIAMETER OF THE POWER AND ACCESSORY GEARBOX
HOUSING SCREEN DIAMETER IS 0.360 IN. (9.14 MM).
The lubrication system is a circulating dry sump type with an external reservoir and heat
exchanger mounted and furnished by the airframe manufacturer.
A gear–type pressure and scavenge pump assembly is mounted within the gearbox.
A package containing an oil filter element, an impending bypass visual indicator, a filter
bypass valve, and a pressure regulating valve is located in the upper left hand side of the
gearbox housing and is accessible from the top of the engine. A check valve, located
between the filter package and the accessory gearbox, prevents oil from draining into the
engine from the aircraft tank when the engine is not in operation.
An indicating type, quick disconnect, fuzz burning, self sealing magnetic chip detector (drain
plug) is installed at the bottom of the gearbox. A second indicating type, quick disconnect,
fuzz burning magnetic chip detector (drain plug) is installed at the engine oil outlet
connection. (This plug is not self sealing due to space constraints.) A replaceable element, 3
micron, (absolute) scavenge oil filter with bypass valve, and an impending bypass indicator,
are housed within the lube side of the CEFA.
All engine oil system lines and connections are internal, except the pressure and scavenge
lines to the front compressor bearing and the bearings in the gas producer and power turbine
supports.
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Fuel System Schematic
Figure 3
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Jun 1/96
Lubrication System Schematic
Figure 4
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Jun 1/96
1. Pump Assembly (Not Illustrated) 17. Oil Pump Gear Shaft

2. Pressure Oil Pump Body 18. Cover
3. Screw (2) 19. Pin
4. Pin 20. Bushing
5. Sleeve Bushing 21. Packing (2)
6. Pin 22. Packing
7. Bearing Cage 23. Scavenge Oil Pump Body
8. Oil Pump Idler Spur Gear 24. Bushing
9. Packing 25. Pin (2)
10. Oil Pump and Gas Producer 26. Pin (2)
Tachometer Spur Gearshaft 27. Oil Pump Drive Spur Gear
11. Oil Seal Plug 28. Oil Pump Idler Spur Gear (3)
12. Separator Body 29. Oil Pump Drive Spur Gear
13. Scavenge Oil Pump Cover 30. Oil Pump Idler Spur Gear (2)
14. Pin (3) 31. Packing (2)
15. Oil Pump Gear Shaft 32. Packing
16. Oil Pump Gear Shaft
Oil Pump Schematic

Figure 5
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Jun 1/96
C. Ignition System
The ignition system consists of a harness, a solid–state, low tension, capacitor discharge
ignition exciter, a spark igniter lead, and a shunted surface–gap spark igniter. The system
derives its input power from an airframe furnished 14 to 29 volt, d–c power source.
The ignition system transfers energy to the combustible fuel mixture. Energy is provided in
the form of high temperature–high voltage arcs at the spark igniter gaps. These arcs ignite
the fuel mixture.
D. Temperature Measurement System (See Figure 6.)
The temperature measurement system consists of four chromel–alumel single junction

thermocouples in the gas producer turbine outlet and an associated integral harness. The
voltages of the four thermocouples are electrically averaged in the assembly. The harness
terminates at a junction block on the aft side of the horizontal fireshield. The engine electrical
harness and the aircraft indicator harness connects to this junction block.
E. Anti–icing System
The compressor inlet guide vanes and front bearing support hub are the only engine
components with anti–icing provisions. Anti–icing is provided by the use of compressor
discharge air which is taken through a valve on the compressor scroll. The air shut–off valve
is solenoid controlled.
The effect of anti–icing air flow on engine performance is as follows:
Approximate Effect on Performance

Type of Operation Available to Pilot at Power Levels
Above 40,000 RPM N1 Speed*
Constant hp and
A 10°C (18°F) increase in MGT.
constant collective pitch
*These values are for standard day, sea level conditions and will vary with changes in ambient
temperature and altitude. The effects at lower powers and speeds will be only slightly different
but still immediate and definite.
F. Compressor Bleed Air System
The compressor bleed air system permits rapid engine response. The system consists of a
bleed control valve located on the front face of the scroll and an inducer bleed manifold which
encases the slotted compressor shroud housing.
The bleed control valve is open during starting and ground idle operation, and remains open
until a predetermined pressure ratio is obtained. At the predetermined pressure ratio, the
valve begins to modulate from open to the closed position. (Refer to Figure 7 for compressor
bleed valve operating characteristics.)
The inducer bleed discharges air to atmosphere at engine idle speed. At higher power
settings, flow changes from bleed to intake air.
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Electrical Installation Connection Diagram (Sheet 1 of 7)

Figure 6
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Jun 1/96
(1) CONTROLS AND WIRING SHOWN HERE ARE THE ENGINE MANUFACTURES
RECOMMENDATIONS. COMPONENTS NEED NOT BE IDENTICAL, AS LONG AS
EQUIVALENT FUNCTION IS PROVIDED.
(2) EXCEPT AS NOTED, COMPONENTS ON SHEET ONE TWO AND THREE ARE
SUPPLIED BY THE ENGINE MANUFACTURER. ALL OTHER COMPONENTS ARE
SUPPLIED BY THE AIRFRAME.
(3) CONNECTOR PART NUMBER REFERENCE LIST.
CONNECTOR CONNECTOR
REF CONFIGURATION REF CONFIGURATION
P1 D38999/26SG35SN J1 D38999/23YG35PN
P2 D38999/26SG35SA J2 D38999/23YG35PA
P3 D38999/26KH53SN J3 D38999/24KH53PN
P4 D38999/26WE26SN J4 D38999/21YE26PN
P5 D38999/26WG35P J5 D38999/20WG35S
P6 D38999/26WB98SN J6 D38999/24WB98PN
P7 D38999/26SB98SN J7 D38999/25YB98PN
P8 D38999/26WA98SN J8 D38999/24WA98PN
P9 D38999/26SB98SN J9 D38999/25YB98PN
P10 D38999/26SB98SC J10 D38999/25YB98PC
P11 D38999/26WA98PB J11 D38999/20WA98SB
P12 M83723/75RO803N J12 M83723/8040803N
P13 M83723/75RO8036
P14 A/C RESPONSIBILITY J14 MS3459KTBS–1S
P15 A/C RESPONSIBILITY J15 MS3459KTBS–1S
P16 A/C RESPONSIBILITY J16 A/C RESPONSIBILITY
P18 D38999/26SA98SN J18 D38999/25YA98PN

P19 A/C RESPONSIBILITY J19 A/C RESPONSIBILITY
(4) HARNESS SHALL BE CONSTRUCTED WITH FILTER LINE SHIELDED AND

TWISTED, SINGLES, PAIRS AND TRIPLES AS REQUIRED. HARNESS SHALL
HAVE AN OVERBRAID SHIELD AND SHALL BE A MINIMUM OF 3 FEET LONG.

Figure 6
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Jun 1/96

Figure 6
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Jun 1/96

Figure 6
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Nov 15/02

Figure 6
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Jun 1/96

Figure 6
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Jun 1/96

Figure 6
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Jun 1/96
Observed Gas Producer Speed limits for Complete Bleed Valve Closure for various Compressor Inlet
Temperatures (Sea Level)
Figure 7
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May 1/99
4. Specifications
A. 250–C40B Engine Ratings
The specifications, limits, and performance ratings for the engine are as follows:
Design power output (Takeoff) . . . . . . . . . . . . . . . 715 shp (534 kW)
Design speeds:
Gas producer (N1) . . . . . . . . . . . . . . . . . . . . . . . . . . 100% (51,000 rpm)
Power turbine (N2) . . . . . . . . . . . . . . . . . . . . . . . . . . 100% (30,908 rpm)
Power output shaft . . . . . . . . . . . . . . . . . . . . . . . . . 9,598 rpm

Maximum measured gas temperature
Stabilized (MGT) . . . . . . . . . . . . . . . . . . . . Refer to Table 1 this section.
Dimensions:
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43.198 in. (1,097 mm)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.130 in. (653 mm)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.996 in. (559 mm)
Maximum Engine weight (dry) . . . . . . . . . . . . . . . . 280 lb (127kg)
WARNING: THE MAXIMUM OIL CONSUMPTION LIMIT IS ONE (1) QUART IN FIVE
HOURS. OPERATION IN EXCESS OF THIS LIMIT 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 17
AND 18 IN TABLE 101, TROUBLESHOOTING.)
Maximum oil consumption . . . . . . . . . . . . . . . . . . . approx 1 qt/5 hr (0.9 ltr/5hrs)

Performance ratings: See Table 2.
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May 1/99
Table 1
Measured Gas Temperature Limits (MGT)

Steady State
Temp. Range Rating Maintenance Action
827 – 871°C (1521 – 1600°F) 30 Second OEI Power Inspection (4)
798 – 827°C (1468 – 1521°F) 2 Minute OEI Power Inspection (5)
If steady State time or condition
limits are exceeded, Inspect Tur-
bine (3)
779 – 798°C (1435 – 1468°F) 30 Minute OEI Power If steady state time or condition
727 – 779°C (1340 – 1435°F) Takeoff (5 minutes) limits are exceeded:
727 – 779°C (1340 – 1435°F) Continuous OEI Inspect turbine(3).

to 727°C (1340°F) Max. Continuous None.
During Starting and Shutdown
Temp. Range Time Maintenance Action
Up to 843°C (1550°F) No Limit None.
843° – 927°C (1550°F – 1700°F) 10 sec or less None.
843° – 927°C (1550°F – 1700°F) Over 10 sec(2) Inspect turbine(1).
927 – 999°C (1700 – 1830°F) Any(2) Inspect turbine(1).
Over 999°C (1830°F) Any Remove turbine for heavy mainte-
nance or overhaul.
During Power Transients
Temp. Range Time Maintenance Action
Up to 798°C (1468°F) No Limit None.
798 – 827°C (1468 – 1521°F) No Limit Inspection (5)
827 – 905°C (1521 – 1662°F) 12 sec or less Inspection (4)
827 – 905°C (1521 – 1662°F) Over 12 sec Inspection (4)
905 – 927°C (1662 – 1700°F) Any(2) Inspect turbine.
Over 927°C (1700°F) Any(2) Remove turbine for heavy mainte-
nance or overhaul.
(1) Refer to item 7, Special Inspections, Table 606, Engine Inspection/Check. Also, record temperature and
duration in the Engine Log Book (pink pages), Turbine Assembly, Part IV, Inspection Record.
(2) Momentary peak temperatures of 927°C (1700°F) are permitted for no more than one second.
(3) Refer to item 6, Special Inspections, Table 606, Engine Inspection/Check. Also, record temperature and
duration in the Engine Log Book (pink pages), Turbine Assembly, Part IV, Inspection Record.
(4) Refer to Section 6, OPERATING LIMITS, Paragraph G, 30 Second OEI Power Usage.
(5) Refer to Section 6, OPERATING LIMITS, Paragraph F, 2 Minute OEI Power Usage.
NOTE: Except for 30 Second OEI and 2 Minute OEI, the time–at–temperature limits are not additive and
may be repeated without restriction. The repeated intentional use of transient temperature limits
can result in reduced turbine life and is not recommended.
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Jun 1/96
Table 2
Normal Operation
Performance Ratings – Standard Sea Level Static Conditions
250–C40B
Maximum Allowable
Operating Limits
Jet Gas Measured Measured
Shaft Thrust Genera- Output Specific Fuel Rated Output Shaft Gas
Power (est) tor rpm Shaft Cons.* Gas Temp. Torque Temp.
Rating hp (kw) lb (N) est rpm lb/ (mg/ °F (°C) ft lb (N⋅m) °F (°C)
SHP– W–h)
hr
Takeoff (5 715 (534) 67 (298) 49,791 9598 .574 (349) 1356 (736) 409 (554) 1435 (779)
min)
Max. 613 (458) 59 (262) 48,488 9598 .591 (357) 1263 (684) 338 (458) 1340 (727)
Continuous(2)
Cruise A(1),(2) 552 (412) 53 (236) 47,637 9598 .605 (365) –– 338 (458) 1340 (727)
Cruise B(1),(2) 460 (343) 45 (200) 46,260 9598 .638 (380) –– 338 (458) 1340 (727)
Cruise C 368 (275) 37 (164) 44,739 9598 .691 (405) –– 338 (458) 1340 (727)
Ground Idle 40 (30) –– 33,000 Zero 100 pph (45.36 975 ± 100 107 –– ––
(max) and kg/hr) (524 ± 38)
107 lb–ft
(230 N⋅m) 33,000 4746 to
(max 9967
torque)
Flight 0 –– –– –– 9360 to 100 pph (45.36 950 ± 100 –– ––
Auto–rotation 10,886 kg/hr) (511 ± 38)
Specific Fuel Consumption = Fuel Flow/SHP (LHV based on 18,400 BTU/lb)
(1) Cruise A, Cruise B, and Cruise C ratings are at power levels that are 90%, 75%, and 60%, respectively, of Maximum Con-
tinuous Power at Standard sea level static conditions.
(2) The maximum permissible output shaft speed for continuous operation varies from 113 percent at Flight Auto–rotation to
105 percent at 30 Second OEI power.
Table 3
Normal Operation
Performance Ratings – 4,000 Feet Altitude,
95°F (35°C) Ambient Conditions
Maximum Allowable
Operating Limits
Jet Gas Out- Measured Output Measured
Shaft Thrust Generator put Rated Shaft Gas
Power (est) rpm Shaft Specific Fuel Cons. Gas Temp. Torque Temp.
Rating hp (kw) lb (N) est rpm lb/SHP–hr (mg/ °F (°C) ft lb (N⋅m) °F (°C)
W–h)
Takeoff 583 (435) 54 (240) 50,891 9,598 .595 (361) 1435 (779) 409 (554) 1435 (779)
(5 min)
Max. 500 (371) 47 (209) 49,655 9,598 .614 (370) 1340 (727) 338 (458) 1340 (727)
Continuous
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Nov 15/02
Table 4
Performance Ratings for One–Engine–Inoperative Operation and/or Emergency Two–Engine Operation

250–C40B
Maximum Allowable
Operating Limits
Jet Gas Measured Output Measured

Pressure Ambient Shaft Thrust Generator Output Rated Shaft Gas
Altitude Temp. Power (est) rpm Shaft Specific Fuel Cons. Gas Temp. Torque Temp.
Rating ft (M) °F (°C) hp (kw) lb (N) est rpm lb/SHP–hr (mg/W–h) °F (°C) ft lb (N m) °F (°C)
30 Sec OEI SL 59 (15) 820 (611) 77 (343) 51,323 9,598 0.565 (344) 1,447 (786) 462 (626) 1,600 (871)
30 Sec OEI 4,000 (1,220) 95 (35) 712 (955) 64 (285) 53,082 9,598 0.579 (353) 1,600 (871) 462 (626) 1,600 (871)
2 Min OEI SL 59 (15) 770 (1,033) 72 (321) 50,553 9,598 0.568 (346) 1,400 (760) 444 (602) 1,521 (827)
2 Min OEI 4,000 (1,220) 95 (35) 656 (880) 59 (263) 52,056 9,598 0.584 (355) 1,521 (827) 444 (602) 1,521 (827)
30 Min OEI SL 59 (15) 715 (959) 67 (299) 49,791 9,598 0.574 (349) 1,356 (736) 432 (586) 1,468 (798)
30 Min OEI 4,000 (1,220) 95 (35) 612 (820) 56 (250) 51,340 9,598 0.590 (360) 1,468 (798) 432 (586) 1,468 (798)
Continuous OEI SL 59 (15) 715 (959) 66 (294) 49,791 9,598 0.574 (349) 1,356 (736) 409 (554) 1,435 (779)
Continuous OEI 4,000 (1,220) 95 (35) 583 (782) 54 (241) 50,891 9,598 0.595 (362) 1,435 (779) 409 (554) 1,435 (779)
PARA 4. (cont)
B. Fuel Specification
WARNING: TO PREVENT ELLNGINE FUEL SYSTEM CONTAMINATION WHICH COULD
CAUSE ENGINE FLAMEOUT, AN EXTERNAL LOW PRESSURE FUEL
FILTER SYSTEM SHOULD BE USED ON ANY AIRCRAFT REFUELING
EQUIPMENT USED AT REMOTE SITES (DRUMS ETC.).
CAUTION: NOT ALL JP–1 OR DIESEL NO. 1 FUELS CONFORM TO ASTM: D–1655 JET
A OR JET A–1. IN DETERMINING WHETHER OR NOT A GIVEN FUEL
CONFORMS TO ONE OF THESE SPECIFICATIONS, THE BURDEN OF
PROOF RESTS WITH THE OPERATOR AND HIS SUPPLIER.
(1) Primary
Fuels conforming to the following military and commercial specifications are approved for
unrestricted use in 250 Series engines:
(a) MIL–T–5624 JP–4
(b) MIL–T–5624 JP–5
(c) ASTM D–1655 Jet A
(d) ASTM D–1655 Jet A–1
(e) ASTM D–1655 Jet B
(f) JP–1 conforming to ASTM D–1655, Jet A or Jet A–1
(g) Arctic Diesel Fuel DF–A (VV–F–800B) conforming to ASTM D–1655,
Jet A or Jet A–1
(h) Diesel No. 1 conforming to ASTM D–1655, Jet A or Jet A–1
(i) MIL–T–83133A, grade JP–8
1
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Nov 15/02
(2) Emergency
WARNING: HANDLING OF LEAD RESIDUE COATED PARTS BY PERSONS WITH
OPEN CUTS AND SCRATCHES ON THEIR HANDS CAN BE
EXTREMELY DANGEROUS. ALWAYS WEAR GLOVES WHEN
CHECKING RESIDUE COATED TURBINE OR EXHAUST PARTS.
WARNING: OPERATION ON AVGAS (MIL–G–5572) IN AIRCRAFT THAT DO NOT
HAVE AN AIRCRAFT BOOST PUMP(S) CAN RESULT IN
UNEXPECTED FLAMEOUT.
CAUTION: MIL–G–5572 FUEL CONTAINING TRICRESYLPHOSPHATE (TCP)
ADDITIVE SHALL NOT BE USED.
Operation on AVGAS (MIL–G–5572, all grades) is permitted for a maximum of 6 hours per
turbine overhaul period, provided that aircraft boost pumps are available and turned on.
(3) Cold Weather
To assure consistent starts at temperatures below 4°C (40°F), one of the following fuels
may be necessary:
(a) MIL–T–5624L JP–4
(b) ASTM D–1655 Jet B
(c) AVGAS/Jet A, Jet A–1 or JP–5 mixture (Refer to PARA 10, Cold Weather Fuels
for mixing/use of cold weather fuels.)
(4) PRIST (MIL–I–27686E) anti–ice additive is approved for use in the model 250–C40B
series engine if used in accordance with the additive manufacturer’s instructions and if
approved by the airframe manufacturer.
NOTE: Grade JP–4 (MIL–T–5624), grade JP–5, and grade JP–8 (MIL–T–83133A,
or later) type fuels contain anti–ice additive which conforms to MIL–I–27686
(or later). These fuels do not require additional anti–ice additive unless
specified by the airframe manufacturer.
C. Oil Specification
The 250 series engines are qualified and certified for use with only certain MIL–PRF–7808G
and subsequent, MIL–PRF–23699, and DOD–85734 series lubricating oils. Vendor brands of
MIL–PRF–7808 series, MIL–PRF–23699, and DOD–85734 series lubricating oils which have
been engine tested and approved for use in the Model 250 engine are listed PARA C.(2),
Approved Oils. Refer to PARA C.(1), Cold Weather Lubrication, for the type of oil
recommended at specific temperatures.
WARNING: ONLY DISCRETIONARY MIXING OF OILS WITHIN AN OIL SERIES IS
PERMITTED WITHOUT A TIME PENALTY. USE OF MIXED OILS FROM
DIFFERENT SERIES IN AN ENGINE IS LIMITED TO FIVE HOURS TOTAL
RUNNING TIME DURING ONE OVERHAUL PERIOD. ADEQUATE
MAINTENANCE RECORDS MUST BE MAINTAINED TO ENSURE THAT THE
FIVE HOUR LIMIT IS NOT EXCEEDED. FAILURE TO COMPLY WITH OIL
MIXING RESTRICTIONS CAN RESULT IN ENGINE FAILURE.
CAUTION: REMOVE AND INSPECT THE OIL FILTER AFTER 25 HOURS OF ENGINE
OPERATION IF THE TYPE OF OIL (MIL–PRF–7808, MIL–PRF–23699, OR
DOD–85734) IS CHANGED. THIS INSPECTION IS ALSO REQUIRED IF
OILS NOT OF THE SAME SERIES WERE MIXED IN AN EMERGENCY.
(THERE IS A 5–HOUR LIMIT FOR THE USE OF MIXED OILS.)
1
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Nov 15/02
CAUTION: THE FILTER INSPECTION IS TO DETERMINE IF COKE, WHICH WAS

FORMED DURING PREVIOUS OPERATION, IS BEING DISLODGED
DURING THE INITIAL OPERATION FOLLOWING THE OIL CHANGE.
CAUTION: IF HEAVY CARBON 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 25–HOUR OIL MONITORING IS TO CONTINUE UNTIL THE
NEXT OIL CHANGE PERIOD.
CAUTION: USE OF OILS WHICH ARE NOT INCLUDED IN THE APPROVED OILS
LISTING, OR FAILURE TO DRAIN OIL WITHIN THE PRESCRIBED INTERVAL
GIVEN IN TABLE 604 WILL BE CONSIDERED AS MISUSE UNDER ITEM (4)
OF THE WARRANTY POLICY.
NOTE: Because of availability, reduced coking, and better lubricating qualities at higher
temperatures, qualified MIL–PRF–23699 oils are preferred for use in Model 250
engines.
NOTE: Check the aircraft oil quantity within 15 minutes of engine shutdown to avoid a false
indication of excessive oil consumption. If the 15 minutes has been exceeded,
motor the engine for 30 seconds with the starter before checking tank quantity.
Motoring normally scavenges oil from the gearbox back to the aircraft oil tank.
Check the airframe flight manual; some installations may require engine to be
operated for at least a minute at ground idle to assure proper scavenging of the
engine gearbox.
NOTE: Always refer to the airframe flight manual for proper oil servicing instructions;
specific requirements may vary for different models.
(1) Cold Weather Lubrication
The types of oil recommended at specific ambient temperatures are as follows:
Ambient Temperature Oil Type
0_C (32_F) and above MIL–PRF–23699C or subsequent preferred
0_C (32_F) to –40_C (–40_F) MIL–PRF–23699C or subsequent preferred or
MIL–PRF–7808G or subsequent
–40_C (–40_F) and below MIL–PRF–7808G or subsequent only
–40_C (–40_F) to 135_C (275_F) DOD–85734
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Nov 15/02
(2) Approved Oils

Refer to the following for a listing of oils approved for use in the 250–C40B series engine.
Manufacturer’s Designation & Address Manufacturer’s Designation & Address
MIL–PRF–7808 Series MIL–PRF–23699 Series
(Formerly MIL–L–7808 Series) (Formerly MIL–L–23699 Series)
American PQ Lubricant 6899 Aeroshell/Royco Turbine Oil 500
American Oil & Supply Co. Royal Lubricants Company, Inc.
238 Wilson Avenue River Road, P.O. Box 518
Newark, New Jersey 07105 East Hanover, NJ 07936
Brayco 880 American PQ Lubricant 6700
Castrol Inc. American Oil and Supply Co.
Specialty Products Division 238 Wilson Avenue
16715 Von Karman Ave, Suite 230 Newark, New Jersey 07105
Irving, California 92714
EXXON Turbo Oil 2389 Brayco 899
EXXON Company, U.S.A. Castrol Inc.
P.O. Box 2180 Specialty Products Division
Houston, Texas 77252–2180 16715 Von Karman Ave., Suite 230
Los Angeles, CA 90032
Mobil Avrex S Turbo 256 Caltex RPM Jet Engine Oil 5
Mobil Oil Corporation Caltex Petroleum Corporation
3225 Gallows Road 380 Madison Avenue
Fairfax, VA 22037 New York, New York 10017
Mobil RM–201A Chevron Jet Engine Oil 5
Mobil Oil Corporation Chevron International Oil Company
3225 Gallows Road 555 Market Street
Fairfax, VA 22037 San Francisco, California 94105
Mobil RM–184A EXXON Turbo Oil 2380
Mobil Oil Corporation EXXON Company, USA
3225 Gallows Road P.O. Box 2180
Fairfax, VA 22037 Houston, TX 77252–2180
Stauffer Jet 1 Hatcol 3211
Stauffer Chemical Co. Hatcol Corporation
380 Madison Avenue King George Post Road
New York, New York 10017 Fords, New Jersey 08863
Mobil Jet Oil II
Mobil Oil Corporation
MIL–PRF–23699 Series 3225 Gallows Road
(Formerly MIL–L–23699 Series) Fairfax, VA 22037
Castrol Aero Jet5 Stauffer Jet II (Castrol 205)
Specialty Products Division Stauffer Chemical Company
1001 West 31st Street 380 Madison Avenue
Downers Grove, IL 60515 New York, New York 10017
Turbonycoil 600 (TN600)
NYCO S.A.
66, Champs–Elysees–51
Rue De Ponthieu
75008 Paris
1
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Nov 15/02
Manufacturer’s Designation & Address Manufacturer’s Designation & Address

MIL–PRF–23699F Series DOD–85734 Series
High Thermal Stability (HTS)
(Formerly MIL–L–23699 Series)
Aeroshell/Royco Turbine Oil 560 Aeroshell/Royco Turbine Oil 555
Royal Lubricants Company, Inc. Royal Lubricants Company, Inc.
River Road, P.O. Box 518 River Road, P.O. Box 518
East Hanover, NJ 07936 East Hanover, NJ 07936
Aeroshell Turbine Oil 560 NOTE: Long term use of Aeroshell/Royco
Shell International Petroleum Co., Ltd. 555 oil may increase the
International Aviation Sales Division probability of silicone rubber seal
Shell Centre leakage in the accessory gearbox.
London, SEI 7NA, England
Mobil Jet Oil 254 and Aeroshell Turbine Oil 555
Mobil Jet Oil 291 Shell International Petroleum Co., Ltd
Mobil Oil Corporation International Aviation Sales Division
3225 Gallows Road Shell Centre
Fairfax, VA 22037 London, SEI 7NA, England
Exxon ETO 2197 (BPTO 2197) NOTE: Long term use of Aeroshell 555 oil
Air BP may increase the probability
BP Exploration & Oil, Inc. of silicone rubber seal leakage in
Maple Plaza II–1N the accessory gearbox.
Six Campus Drive
Parsippany, NJ 07054
1
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5. Operating Precautions
WARNING: THE PRIMARY APPLICATION OF THIS TURBOSHAFT ENGINE IS TO POWER A
HELICOPTER OR ROTORCRAFT. A HEIGHT–VELOCITY DIAGRAM REQUIRED
BY REGULATION AND PREPARED BY THE AIRFRAME MANUFACTURER IS
PUBLISHED IN THE AIRCRAFT FLIGHT MANUAL PERFORMANCE SECTION
FOR NORMAL CATEGORY ROTORCRAFT. THE OPERATOR MUST BECOME
FAMILIAR WITH THIS DIAGRAM TO DETERMINE WHAT ALTITUDES AND
AIRSPEEDS ARE REQUIRED TO SAFELY MAKE AN AUTOROTATIONAL
LANDING IN CASE OF POWER LOSS OR ENGINE FAILURE. THE
ALTITUDE–AIRSPEED COMBINATIONS WHERE A SAFE AUTOROTATIONAL
LANDING MAY NOT BE POSSIBLE ARE REPRESENTED BY THE SHADED OR
CROSS–HATCHED AREA OF THE DIAGRAM.
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.
WARNING: SAND AND DUST WILL ERODE THE COMPRESSOR CAUSING IT TO FAIL.
WARNING: SALT LADEN HUMIDITY AND CHEMICALS WILL CORRODE THE COMPRESSOR
CAUSING IT TO FAIL.
WARNING: NOT ALL ENGINE CONTROL SYSTEM FAILURE MODES ARE ANNUNCIATED TO
THE PILOT VIA THE COCKPIT CAUTION WARNING PANEL. WHEN ABNORMAL
ROTOR AND ENGINE CONTROL OCCURS WITHOUT COCKPIT ANNUNCIATION,
THE PILOT SHOULD TAKE THE NECESSARY ACTION TO AVOID EXCEEDING
LIMITS. NECESSARY ACTIONS INCLUDE SWITCHING TO MANUAL MODE FOR
FAIL FIXED OR RETARDING THE THROTTLE TO INHIBIT ENGINE OVERSPEED
FOR DIRECT REVERSION TO MANUAL.
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.
B. If the engine does not perform within the guidelines of 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.A.(1), Engine–Inspection/Check.)
D. If flameout has been experienced as the possible result of snow, ice, or water ingestion refer
to Snow Ingestion Inspection, PARA 1.A.(2), Engine–Inspection check.
E. If the aircraft is being operated following an extended period of inactivity, refer to Special
Inspections, Table 606, Engine–Inspection /Check, for recommended action.
F. Check the aircraft/engine oil system for proper servicing.
G. Monitor increased oil pressure and torque pressure until engine stabilizes at ground idle.
72–00–00
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6. Operating Limits
WARNING: TO PREVENT SERIOUS ENGINE MALFUNCTION OR CRUCIAL LOSS OF
POWER, DO NOT OPERATE THE ENGINE IN EXCESS OF ANY SPECIFIED
OPERATING LIMIT.
NOTE: Operators may be faced with an engine that meets all specification power requirements in
a certified test cell, but apparently fails to meet minimum installed power required by
aircraft flight manual. Operators should be aware that the FAA requires the Rolls–Royce
AMC’s to deliver only engines of at least “specification horsepower” after complete
engine overhaul.
NOTE: For normal, twin engine operation, N1, N2, MGT, and Engine Torque exceedance of the
limits noted below are to be monitored and recorded by either the aircraft cockpit displays
or the pilot, for engine maintenance purposes. If a discrepency between the aircraft
cockpit displays or the pilot is noted, the indication of an exceedance by the aircraft
cockpit displays is to be used for maintenance purposes. For one engine inoperative
(OEI) events, the ECU is responsible for monitoring and annunciation (PARA 8.B.).
NOTE: With the exception of 2–Minute and 30–Second OEI usage, exceedances of limits noted
below are to be monitored and recorded by the cockpit instrument panel system, for
engine maintenance purposes.
NOTE: Please refer to the Aircraft Manual for other system troubleshooting.
NOTE: Refer to Table 606, Special Inspections, when limits are exceeded.
A. Engine Speed
If any of the following limits are exceeded send the designated engine components to
repair/overhaul. Record extent of overspeed in the engine log book.
Limit Component
N1 (Gas Producer)
Design Speed 51,000 RPM @ 100%
105% – max. continuous . . . . . . . . . . . . . . . . . . . None
106% – max. transient (10 sec max.) . . . . . . . . . None
105–106% –over 10 sec . . . . . . . . . . . . . . . . . . . . Turbine and compressor
Over 106% –– not allowed . . . . . . . . . . . . . . . . . . Turbine and compressor
N2 (Power Turbine)
Design Speed 30,908 RPM @ 100%
Minimum continuous – 90% (27,817 RPM)
Max. continuous –106.3% (32,857 RPM) . . . . . . Turbine (See Figure 8.)
Max. transient – 118% (36,474 RPM) . . . . . . . . . Turbine (See Figure 8.)
Complete loss of output shaft load . . . . . . . . . . . . Turbine and gearbox
118% (36,474 RPM) or maximum . . . . . . . . . . . . Turbine and gearbox
indication shown on N2 tachometer,
whichever is first
N2 Overspeed Trip Point – 115.0 (35,544 RPM)
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B. Temperature
WARNING: HOT STARTS OR AFTERFIRES AFTER SHUTDOWN WILL CAUSE TURBINE
BLADE AND WHEEL DAMAGE, WHICH CAN RESULT IN ENGINE FAILURE.
Refer to Table 1 for measured gas temperature limits.
Power Turbine Speed Limits

Figure 8
C. Torque
If the torque limits given in Table 5 are exceeded, remove the gearbox and send it to an
Authorized Maintenance Center (AMC) to be overhaul inspected. Based on the results of the
gearbox inspection, a turbine inspection may also be required. Refer to Figure 9 for torque
sensor oil pressure and shaft horsepower relationship.
D. Oil Pressure and Temperature
If the oil pressure is not within the following limits, refer to Table 101, Troubleshooting.
94% N1 speed and above . . . . . . . . . . . . . . . . . . . . . . . . . . 115–130 psig (793–896 kPag)
79% to 94% N1 speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90–130 psig (621–896 kPag)
Below 79% N1 speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50–130 psig (345–896 kPag)
During start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a positive indication must be
obtained when 59% (idle) is
reached.
NOTE: During cold weather operation, 150 psig (1034 kPag) main oil pressure is allowable
following an engine start. When the 130 psig (896 kPag) limit is exceeded, operate
engine at minimum power until normal oil pressure limits are attained.
1
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Nov 15/02
NOTE: Pilot monitoring of oil pressure is limited to operating in the green band of the
pressure gage and checking pressure vs N1 speed.
Oil temperature shall be within the following range. (If the maximum limit is exceeded, refer
to Oil Temperature Limit Exceeded, Engine–Servicing (72–00–00), for corrective action.)
(1) Minimum starting
MIL–PRF–7808G or subsequent . . . . . . . . . . . . . –54_C (–65_F)
MIL–PRF–23699C or subsequent . . . . . . . . . . . . –40_C (–40_F)
DOD–85734 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . –40_C (–40_F)
(2) Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107_C (225_F)
(3) Minimum flight operation . . . . . . . . . . . . . . . . . . . . 0_C (32_F)
(providing engine oil pressure is
within the specified limits)
NOTE: The engine may be operated within the oil temperature range of –54 to 107_C (–65
to 225_F) when engine oil pressure is within the specified limits.
E. Pressure Altitude and Ambient Temperature
The engine will start and operate satisfactorily at conditions of ambient pressure and
temperature as shown in Figures 10, 11, 12, 13 and 14.
Table 5
Output Shaft Torque Limits
Torque Pressure Power at 100% N2
lb ft (N.m) psi (kPa) hp (kW) Time Limit
521 706 104.6 721 952 711 16 seconds
462 626 92.8 640 844 630 30 seconds (O.E.I.) (1)
444 602 89.2 615 811 605 2 minutes (O.E.I.) (2)
432 585 86.8 599 789 589 30 Min. (O.E.I.)
409 554 82.1 566 747 558 5 minutes (Takeoff) and
continuous O.E.I.
338 458 67.9 468 618 461 Maximum Continuous
(1) Refer to Section 6, OPERATING LIMITS, Paragraph G, 30 Second OEI Power Usage.
(2) Refer to Section 6, OPERATING LIMITS, Paragraph F, 2 Minute OEI Power Usage.
72–00–00
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Nov 15/02
Torque Sensor Oil Pressure and Shaft Power Relationship

Figure 9
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Operating Limits
Figure 10
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Auto Mode Starting for Software Version 4.207

Figure 11
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Auto Mode Starting for Software Version 4.303

Figure 12
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Nov 15/02
Manual Mode Starting for Software Version 4.207

Figure 13
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Nov 15/02
Manual Mode Starting for Software Version 4.303

Figure 14
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Nov 15/02
PARA 6. (cont)
F. 2 Minute OEI
(1) After any use of 2 Minute OEI power:
(a) Authorized Maintenance Personnel must interrogate the ECU non–volatile
memory to determine the cumulative 2 Minute OEI time.
(b) If a single OEI event has a duration of greater than 2 (two) minutes, the excess
may be chargeable as a 30 Second OEI event. Perform the following checks:
1 If the excess time (above 2 minutes) is 12 seconds or less, the excess time
is considered a transient 30 Second OEI excursion. No 30 Second OEI
action is required.
2 If the excess time (above 2 minutes) is greater than 12 seconds:
a Add 1 (one) event to the 30 Second OEI event counter.
b Add the time to the 30 Second OEI Cumulative Timer.
c Determine any effect on 30 Second OEI Maintenance requirements
based on the 30 Second OEI Maintenance section.
(c) Perform the following:
1 The 2 Minute OEI Event (Maint. Advisory) flag is cleared.
2 The 2 Minute OEI Cumulative Event Counter is cleared.
3 The 2 Minute OEI Cumulative Timer is reset to ‘‘0”.
4 The 2 Minute OEI Peak MGT is cleared.
5 The 2 Minute OEI Peak Torque is cleared.
G. 30 Second OEI
(1) After any use of 30 Second OEI power:
(a) Interrogate the ECU non–volatile memory to determine the cumulative 30
Second OEI time.
(b) If the cumulative 30 Second OEI time is 12 seconds or less, the exceedance is
considered a transient event and the following actions should be taken:
1 The 30 Second OEI Event (Maint. Advisory) flag is cleared.
2 The 30 Second OEI Cumulative Event Counter is cleared.
3 The 30 Second OEI Cumulative Timer is reset to ‘‘0”.
4 The 30 Second OEI Peak MGT is cleared.
5 The 30 Second OEI Peak Torque is cleared.
No Log Book entries for the exceedances are required.
(c) If the cumulative 30 Second OEI time is greater than 12 seconds and 90
seconds or less, the following maintenance actions are required:
1 Determine the ‘‘Peak MGT” and ‘‘Peak Torque” recorded values by
reviewing ECU data. Record these values and the cumulative 30 Second
OEI time in the engine log book.
1
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Nov 15/02
2 If the Peak MGT value is above 1521°F (the lower 30 Second OEI MGT
threshold):
a Remove Outer Combustion Case.
b Perform a visual inspection of the Gas Producer Turbine.
c Repair/Replace hardware as required.
d Clear the 30 Second OEI Event (Maint. Advisory) flag. (This prevents
repeat OEI Event indications to the pilot at engine start–up &
shutdown.)
e Clear the Peak MGT and Peak Torque Values
NOTE: This is an Interim Inspection. Cumulative OEI time must be maintained.
CAUTION: DO NOT CLEAR 30 SECOND OEI CUMULATIVE TIMER OR

CUMULATIVE EVENT COUNTER.
3 If the Peak MGT is 1521°F or below (the lower 30 Second OEI MGT
threshold).
a No turbine inspection is required.
b Clear the 30 Second OEI Event (Maint. Advisory) flag. (This prevents
repeat OEI Event indications to the pilot at engine start–up &
shutdown.)
c Clear the Peak MGT and Peak Torque Values
CAUTION: DO NOT CLEAR 30 SECOND OEI CUMULATIVE TIMER OR
CUMULATIVE EVENT COUNTER.
H. If the cumulative 30 Second OEI time is greater than 90 seconds the following is required:
(1) Determine the ‘‘Peak MGT” and ‘‘Peak Torque” recorded values by reviewing ECU
data. Record these values and the cumulative 30 Second OEI time in the engine log
book.
(2) If the Peak MGT value is above 1521°F (the lower 30 Second OEI threshold), based
on either the current ECU data or log book entries of the peak values since the last
Tear Down Inspection (TDI):
(a) Perform a Turbine Inspection and check per the C40B Overhaul Manual, Pub
No. CSP 22000, Section 72–50–00, Turbine–Inspection/Check.
(3) If the Peak Torque value is above 444 ft–lbs (the lower 30 Second OEI threshold),
based on either the current ECU data or log book entries of the peak values since the
last TDI:
(a) Perform a Gearbox Inspection and Check per C40B Overhaul Manual, Pub No.
CSP 22000, Section 72–60–00, Gearbox–Inspection/Check.
(b) Perform a Compressor Inspection and Check per C40B Overhaul Manual, Pub
No. CSP 22000, Section 72–30–00, Compressor–Inspection/Check.
(c) Perform a Turbine Inspection and Check per the C40B Overhaul Manual, Pub
No. CSP 22000, Section 72–50–00, Turbine–Inspection/Check.
1
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Nov 15/02
(4) Following these inspections and maintenance actions, the following are required:
(a) The 30 Second OEI Event (Maint. Advisory) flag is cleared.
(b) The 30 Second OEI Cumulative Event Counter is cleared.
(c) The 30 Second OEI Cumulative Timer is reset to ‘‘0”.
(d) The 30 Second OEI Peak MGT is cleared.
(e) The 30 Second OEI Peak Torque is cleared.
7. Operating Procedures – AUTO MODE
The 250–C40B Series engines have one qualified control system: EMC–35 Full Authority Digital
Electronic Control System, manufactured by the Pump and Engine Control System of the Goodrich
Corporation. The procedures are applicable for both software versions 4.207 and 4.303, unless
otherwise indicated.
The procedures which follow pertain to operation of the engine at: start and ground idle; power
range; practice autorotation; MANUAL MODE training; descent and landing; shutdown; and during
an emergency.
WARNING: NOT ALL ENGINE CONTROL SYSTEM FAILURE MODES ARE ANNUNCIATED TO
THE PILOT VIA THE COCKPIT CAUTION WARNING PANEL. WHEN ABNORMAL
ROTOR AND ENGINE CONTROL OCCURS WITHOUT COCKPIT ANNUNCIATION,
THE PILOT SHOULD TAKE THE NECESSARY ACTION TO AVOID EXCEEDING
LIMITS. NECESSARY ACTIONS INCLUDE SWITCHING TO MANUAL MODE FOR
FAIL FIXED OR RETARDING THE THROTTLE TO INHIBIT ENGINE OVERSPEED
FOR DIRECT REVERSION TO MANUAL.
NOTE: Except as noted in the ECU Fault Code Listing, all ECU Fault Indications require
maintenance action in accordance with the procedures listed in this manual.
A. Preflight Inspections
Before starting the engine, make a preflight inspection. (Refer to Preflight and Postflight
Inspections, Tables 601 and 602, 72–00–00, Engine–Inspection/Check.)
CAUTION: BEFORE THE ENGINE IS OPERATED, MAKE SURE THE COMPRESSOR
INLET IS FREE OF DEBRIS. ALSO, MAKE SURE THE COMPRESSOR
ROTOR IS NOT FROZEN IF THE AIRCRAFT IS IN A FREEZING
ATMOSPHERE.
B. Engine Starting Procedures – AUTO MODE
WARNING: TO ENSURE ADEQUATE WARNING OF POSSIBLE EMERGENCY ENGINE
OPERATING CONDITIONS, VERIFY THAT THE ENGINE WARNING
SYSTEMS (ENGINE–OUT HORN, FILTER BYPASS INDICATION, ECU FAIL
INDICATION, ECU MAINTENANCE ADVISORY INDICATION, OVERSPEED
INDICATION, 30 SECOND OEI POWER IN USE INDICATION , 30 SECOND
OEI TIME EXCEEDED INDICATION, 2 MINUTE OEI POWER IN USE
INDICATION, 2 MINUTE OEI TIME EXCEEDED INDICATION, ENGINE OUT
INDICATION, MANUAL MODE INDICATION, AND CHIP DETECTOR
INDICATION) ARE OPERABLE BEFORE EACH FLIGHT. ALL ECU WARNING
INDICATIONS WILL BE ON FOR THREE SECONDS AFTER ECU
POWER–UP SO THAT THE PILOT CAN VERIFY PROPER INDICATION
OPERATION.
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WARNING: OVERTEMPERATURE STARTS OR AFTERFIRES AFTER SHUTDOWN WILL

CAUSE CRACKS IN THE FIRST–STAGE WHEEL RIM. THESE CRACKS
CAN EVENTUALLY CAUSE A SECTION OF THE WHEEL TO BREAK OFF,
CAUSING TURBINE IMBALANCE AND ENGINE FAILURE. SHOULD AN
ENGINE OVERTEMPERATURE OCCUR DURING A START, THE ECU WILL
ABORT THE START BY SHUTTING OFF FUEL FLOW TO THE ENGINE.
THE ECU WILL RECORD THE PEAK TEMPERATURE ACHIEVED AND THE
OVERTEMPERATURE DURATION. MAINTENANCE ACTION MAY BE
REQUIRED.
WARNING: TO PREVENT ENGINE FUEL STARVATION AND SUBSEQUENT
FLAME–OUT, ANY AIRCRAFT REQUIRING FUEL BOOST PUMP(S) SHOULD
USE THESE PUMPS AS DIRECTED IN THE AIRCRAFT FLIGHT MANUAL.
CAUTION: FOR THE ULTIMATE SAFETY OF ALL PERSONNEL WHO COME IN CLOSE
PROXIMITY WITH THE ENGINE, IT IS THE RESPONSIBILITY OF THE PILOT
AND MAINTENANCE PERSONNEL TO RECORD AND TAKE
RECOMMENDED CORRECTIVE ACTION WHEN OVERTEMPERATURE
OCCURS.
NOTE: During the start the pilot should be prepared to abort the start by returning the
throttle to cutoff and engaging the starter motor to reduce MGT.
NOTE: For Software Version 4.207 only, starts may be inconsistent for normal starts or air
restarts above 10,000 feet pressure altitude. In–flight relights are not affected.
NOTE: In an acceptable start, light off can occur at speeds up to 15% N1.
(1) Normal Start – AUTO MODE
To initiate a start, the pilot is to cycle the throttle from CUTOFF to IDLE and press the starter
engage button. This will energize and latch the starter motor and the ignition exciter. Once
N1 has reached 12% speed for ambient temperatures greater than 80°F (26.7°C) or 10%
for ambient temperatures of 80°F (26.7°C) or less the control system will introduce fuel,
detect the lightoff and smoothly accelerate the engine to ground idle operation while
limiting MGT if necessary.
(a) Position the throttle in the CUTOFF position and turn all switches off.
(b) Make certain the AUTO/MANUAL switch is in the AUTO position and turn the
ECU power ON.
WARNING: TO ENSURE ADEQUATE WARNING OF POSSIBLE EMERGENCY
ENGINE OPERATING CONDITIONS, VERIFY THAT THE ENGINE
WARNING SYSTEMS (ENGINE–OUT HORN, FILTER BYPASS
INDICATION, ECU FAIL INDICATION, ECU MAINTENANCE
ADVISORY INDICATION, OVERSPEED INDICATION, 30 SECOND OEI
POWER IN USE INDICATION , 30 SECOND OEI TIME EXCEEDED
INDICATION, 2 MINUTE OEI POWER IN USE INDICATION, 2 MINUTE
OEI TIME EXCEEDED INDICATION, ENGINE OUT INDICATION,
MANUAL MODE INDICATION, AND CHIP DETECTOR INDICATION)
ARE OPERABLE BEFORE EACH FLIGHT. ALL ECU WARNING
INDICATIONS WILL BE ON FOR THREE SECONDS AFTER ECU
POWER–UP SO THAT THE PILOT CAN VERIFY PROPER
INDICATION OPERATION.
WARNING: IF ECU FAIL IS INDICATED AFTER COMPLETION OF THE LAMP
TEST, DO NOT START THE ENGINE. MAINTENANCE ACTION IS
REQUIRED.
72–00–00
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Nov 15/02
CAUTION: IF ECU DEGRADE IS INDICATED, MAINTENANCE ACTION MAY BE

NECESSARY.
NOTE: The lamp test will be aborted if the throttle is not in the cutoff position, N1
speed is greater than 10%, or the ECU has failed.
(c) If ECU DEGRADE is indicated, perform the following to determine if
maintenance is required.
1 Advance the throttle to the IDLE position and observe the state of the ECU
DEGRADE indication.
a If the ECU DEGRADE indication light stays on, an ECU fault exists and
maintenance action is required. If the engine is started, ECU operation
in degraded AUTO MODE may result and fault accommodation logic
may be necessary. Do not start the engine under this circumstance,
except for one time ferry flight as indicated in section 77–50–00.
b If the ECU DEGRADE indication light goes out, no ECU faults currently
exist. However, an ECU fault has been detected and recorded in
PERMANENT MEMORY since the last engine maintenance was
performed. If the engine is started, normal ECU operation in AUTO
MODE will result unless another fault occurs.
2 Return the throttle to the CUTOFF position.
(d) If you are trying to start the engine at an altitude that is less than10,000 ft, do
the steps that follow:
1 Make sure that the MGT is less than 302_F (150_C).
2 Motor the engine with the throttle in the cutoff position to decrease the
MGT.
NOTE: This procedure will decrease the risk of a hot start abort.
(e) If you are trying to start the engine at an altitude more than10,000 ft, do the
steps that follow:
1 Let the MGT decrease to less than 150_F (65_C).
2 Motor the engine with the throttle in the cutoff position to decrease the
MGT.
NOTE: This procedure will decrease the risk of a hot start abort.
(f) Place the aircraft collective pitch (load) control in the minimum position.
(g) Turn on the aircraft switches required to provide fuel to the engine.
(h) Advance the throttle to the IDLE position.
(i) Press the starter engage button to latch the starter motor and ignition exciter.
CAUTION: IGNITION EXCITERS ARE QUALIFIED FOR CONTINUOUS DUTY
OPERATION. HOWEVER, USE OF THE IGNITION SYSTEM ON A
CONTINUOUS BASIS IS NOT RECOMMENDED BECAUSE OF
DEGRADATION OF THE SPARK IGNITER.
(j) Once N1 reaches 12% speed, for ambient temperatures greater than
80°F(26.7°C), or 10%, for ambient temperatures of 80°F(26.7°C) or less, the
control system will introduce fuel, detect the lightoff and smoothly accelerate
the engine to ground idle operation while limiting MGT if necessary. An aircraft
system will de–energize the starter and ignition when N1 exceeds 56% speed.
72–00–00
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Nov 15/02
The start is considered complete when ground idle is reached. This normally
occurs 25 to 60 seconds after starter engagement. Monitor the MGT; do not
exceed the limits of Table 1. A positive indication of oil pressure must be
obtained by this point in the start. If sufficient oil pressure is not obtained, shut
down the engine and confirm that oil is available at the power and accessory
gearbox inlet.
If a stagnated start is experienced, shut down, then repeat start procedure.
(k) The control system incorporates “Hot Start Abort” logic which will cut off fuel
flow to the fuel nozzle if any of the following conditions occur:
1 Start MGT exceeds 1550°F(843° C) (most operations).
2 Start MGT exceeds 1675°F(913°C) (Altitudes greater than 10,000 ft, or
residual MGT exceeds 180°F (82.2°C) at initiation (5% N1 ) of start
3 Voltage to ECU drops below 10.3 VDC.
4 If a start abort occurs, the pilot should immediately move the throttle to
cutoff and engage the starter motor for 10 seconds to reduce MGT.
(l) ECU FAIL during start is addressed in the following cautions:
CAUTION: IN THE EVENT OF AN ECU FAILURE DURING A START, THE
PILOT SHOULD IMMEDIATELY MOVE THE THROTTLE TO
CUTOFF AND ENGAGE THE STARTER MOTOR FOR 10
SECONDS TO REDUCE MGT.
CAUTION: AN ENGINE FIRE (WITH THE RESULTANT FLAME
EMANATING FROM THE TAILPIPE) CAN OCCUR DURING
START IF THE COMBUSTION CHAMBER BECOMES
OVERLOADED WITH FUEL BEFORE IGNITION TAKES PLACE.
TO EXTINGUISH THE FIRE, CONTINUE TO MOTOR THE
ENGINE USING THE STARTER, WITH THE THROTTLE FULLY
CLOSED AND THE MAIN FUEL SWITCH OFF. (REFER TO
THE ENGINE STOPPING PROCEDURE FOR THE
RECOMMENDED ACTION IF AN ENGINE FIRE IS
ENCOUNTERED DURING SHUTDOWN.)
CAUTION: MONITOR OIL PRESSURE DURING START. DAMAGE TO
ROTOR BEARINGS CAN RESULT IF A POSITIVE INDICATION
OF OIL PRESSURE IS NOT OBTAINED BY THE TIME IDLE
SPEED IS REACHED.
CAUTION: IF THE N2 TURBINE IS NOT ROTATING BY 25% N1 SPEED,
ABORT THE START BY MOVING THE THROTTLE TO CUTOFF.
A SECOND OR THIRD START ATTEMPT MAY BE MADE; IF
THE CONDITION STILL EXISTS, REFER TO ITEM 4 OF
TROUBLESHOOTING, TABLE 101.
NOTE: If the engine has been shut down for more than 15 minutes, stabilize
at idle speed for one minute before increasing power.
72–00–00
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NOTE: If electrical power drops below 10.3 VDC, the ECU may go off line
and the fuel control system will revert to MANUAL MODE. The ECU
FAIL light and MANUAL MODE light will turn on, the start fuel
solenoid will be de–energized and fuel to the engine will be cutoff.
The pilot should move the throttle to cutoff position and keep the
starter engaged for 10 seconds to reduce MGT. Do not attempt to
start the engine until the electrical power condition has been
corrected.
NOTE: Delayed lightoffs are common after fuel system maintenance. This
delay should be less than five (5) seconds. If the lightoff delay
exceeds five seconds, return the throttle to cutoff, engage the starter
motor and continue to motor the engine with the starter for thirty
seconds to remove excess fuel from the combustion section. Repeat
the start.
(2) Cold Weather Start Procedure
NOTE: For Software Version 4.207 only, starts may be inconsistent for normal starts
or air restarts above 10,000 feet pressure altitude. In–flight relights are not
affected.
Some general practices recommended for improved cold weather operation of the engine
are as follows:
(a) When the aircraft is parked, use appropriate covers over the inlet ducts,
exhaust stacks, etc.
(b) At temperatures below 40°F (4°C), use JP–4 or commercial Jet B fuel if
available. As an alternate, use the AVGAS–jet fuel mixture described in Cold
Weather Fuels, PARA 10.
WARNING: AT AMBIENT TEMPERATURES BELOW 10°F (–12°C), SOME TYPE
OF ANTI–ICE PROTECTION IS REQUIRED, SUCH AS AN ANTI–ICE
ADDITIVE OR A MEANS OF AIRFRAME FUEL ICE ELIMINATION.
ENGINE FLAMEOUT COULD RESULT FROM FAILURE TO USE
ANTI–ICE PROTECTION. (REFER TO THE AIRCRAFT MANUAL FOR
AIRCRAFT MANUFACTURER’S RECOMMENDATIONS.)
(c) When the aircraft has been cold soaked at temperatures below 40°F (4°C), use
an auxiliary power source for faster, more satisfactory starts (applicable only
when equipment is available and conditions allow).
CAUTION: DO NOT USE AN OPEN FLAME HEATER TO PREHEAT THE ENGINE
OR BATTERY.
(d) If the aircraft has been cold soaked at temperatures below 0°F (–18°C) and a
battery start must be made, preheat the battery, if equipment is available and
conditions allow.
(e) If the aircraft has been cold soaked and a battery start must be made without
preheating the battery, remove and store the battery until it is required, if
conditions allow. Store the battery in an area where it can be maintained or
warmed to a temperature above ambient outside conditions, or to
approximately 70°F (21°C).
72–00–00
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Nov 15/02
NOTE: Due to the variation in jet fuels available for commercial operation, in
cold weather the engine may experience a short delay before lightoff
after 12% N1 speed for ambient temperatures greater than 80°F
(26.7°C), or 10% for ambient temperatures of 80_F (26.7_C) or less,
has been achieved. This delay should be less than five seconds,
regardless of the type of fuel used. If the lightoff delay exceeds five
seconds, return the throttle to cutoff and continue to motor the engine
with the starter for thirty seconds to remove excess fuel from the
combustion section.
C. Power Range – AUTO MODE
WARNING: NOT ALL ENGINE CONTROL SYSTEM FAILURE MODES ARE
ANNUNCIATED TO THE PILOT VIA THE COCKPIT CAUTION WARNING
PANEL. WHEN ABNORMAL ROTOR AND ENGINE CONTROL OCCURS
WITHOUT COCKPIT ANNUNCIATION, THE PILOT SHOULD TAKE THE
NECESSARY ACTION TO AVOID EXCEEDING LIMITS. NECESSARY
ACTIONS INCLUDE SWITCHING TO MANUAL MODE FOR FAIL FIXED OR
RETARDING THE THROTTLE TO INHIBIT ENGINE OVERSPEED FOR
DIRECT REVERSION TO MANUAL.
WARNING: ENGAGING THE MANUAL MODE AT ANY POWER SETTING ABOVE
GROUND IDLE WILL RESULT IN A CHANGE IN ENGINE POWER. WHEN
THE FUEL CONTROL REVERTS TO MANUAL MODE, THE ENGINE POWER
OUTPUT WILL CHANGE AS THE HYDRAULIC PISTONS ADJUST THE FUEL
CAUTION: IF THE THROTTLE IS NOT PROPERLY POSITIONED IN THE REQUIRED
FLY POSITION DURING NORMAL FLIGHT OPERATIONS, AVAILABLE
ENGINE POWER MAY BE LIMITED.
NOTE: Cycling the Auto/Manual Switch from Auto to Manual to Auto (Power ON Reset) in
an attempt to clear a fault while the engine is running is not recommended for the
ECU DEGRADE indication. At the operator’s option, cycling the Auto to Manual to
Auto (Power ON Reset) for an ECU FAIL indication is allowed, in an attempt to
allow AUTO Mode operation. If the Power ON Reset is successful, land as soon as
practical.
(1) Manual Mode Check:
With the throttle in IDLE, select MANUAL mode. Engine idle speed may change slightly
depending on ambient conditions. Slowly advance throttle to verify engine acceleration
and control in manual mode. Return the throttle to idle and select AUTO mode.
CAUTION: THE ECU WILL PREVENT EXCEEDANCES OF THE 30 SECOND
LIMITS GIVEN IN TABLENO TAG. RAISING THE COLLECTIVE PITCH
TO DEMAND POWER ABOVE THE 30 SECOND LIMIT WILL RESULT
IN A N2/NR DROOP.
(2) Auto Mode:
During operation in the power range, place the throttle in the FLY position and utilize
engine power with the collective pitch. Vary the collective pitch as required for the flight
condition. The ECU will govern at the Nr value selected while minimizing N2/Nr droops
and overshoots as power demand changes. The ECU will monitor and prevent
exceedances of the 30 second OEI limits for MGT and N1 rpm. The ECU will prevent
exceedances of the single engine 30 Second OEI torque limit for all AUTO mode
operation. If EMERGENCY POWER is not enabled, the ECU will also prevent
exceedances of the twin engine aircraft torque limit.
72–00–00
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D. Load Sharing – AUTO MODE

The ECU provides pilot selectable load sharing between engines while the engines are power
turbine governing. Either MGT or torque load sharing can be selected. N1 load sharing is a
back–up mode. The control system will up–trim the cooler/weaker/slower engine to match
the performance of the hotter/stronger/faster engine based on its mode of operation
(MGT/torque/N1 matching respectively).
(1) Torque Load Sharing – Select torque load sharing to allow the engines to be matched
on torque.
NOTE: In the event of a failure in the torque measurement system, the ECU
DEGRADE indication will turn on and the control will automatically switch to
load sharing on N1 speed. If desired, the MGT load sharing mode can then
be selected.
(2) MGT Load Sharing – Select MGT load sharing to allow the engines to be matched on
MGT.
NOTE: In the event of a failure in the MGT measurement system, the ECU
DEGRADE indication will turn on and the control will automatically switch to
load sharing on N1 speed. If desired, torque load sharing can then be
selected.
E. Auto Relight – AUTO MODE
Should an engine flame out, the ECU will automatically perform the following to attempt to
relight the engine:
(1) Detect the engine flameout and send an ENGINE OUT indication to the aircraft.
(2) Turn the ignition exciter on.
(3) Schedule the appropriate fuel flow to attempt relight of the engine.
(4) If N1 decays below 50% speed before the engine relights, the ECU will turn the ignition
exciter off and no auto relight will occur.
NOTE: In the event of an unsuccessful relight (i.e. no relight within 60 seconds), the
engine throttle should be returned to cutoff and the engine shut down. If it is
desirable to continue the restart attempt, follow the restart procedure of
paragraph 7.G.2.
NOTE: Auto relights may be unreliable at –65_F ambient conditions.
(5) When the relight is detected, the ENGINE OUT indication will turn OFF and the engine
will smoothly accelerate back to the commanded operating condition.
F. Practice Autorotation Descent and Landing – AUTO MODE
To make a practice autorotation landing, maintain flight operation with the throttle in the FLY
position, and initiate an autorotation by adjusting the collective pitch position while the engine
control system governs power turbine speed.
(1) To initiate a practice autorotation, decrease the collective pitch so that the rotor
decouples from the engine.
(2) To recover from the autorotation increase the collective pitch so that the rotor couples
up to the engine.
NOTE: To minimize rotor droop, the N2 speed will increase above 100% in
anticipation of the coupled rotor load.
72–00–00
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Nov 15/02
G. Air Restart – AUTO MODE

The following air start procedures apply to either AUTO MODE starts, made during an
emergency, or to AUTO MODE starts, made during normal air restart conditions:
NOTE: For Software Version 4.207 only, starts may be inconsistent for normal starts or air
restarts above 10,000 feet pressure altitude. In–flight relights are not affected.
WARNING: IF ENGINE MECHANICAL FAILURE IS SUSPECTED, AN AIR RESTART
SHOULD NOT BE ATTEMPTED.
(1) Emergency Air Restart – AUTO MODE
When immediate power restoration is required, make an emergency air restart by
pressing the starter engage button within 10 seconds after power loss occurs.
NOTE: N1 will not decrease below minimum starting speed within the 10 seconds
because of rotational inertia, plus possible ram effect.
NOTE: The Auto Relight Function will attempt to relight the engine until N1 speed
falls below 50%.
CAUTION: DUE TO THERMAL CHANGES WITHIN THE TURBINE, THE GAS
PRODUCER SECTION OF THE ENGINE MAY LOCK UP AFTER AN
INFLIGHT SHUTDOWN. THIS IS A TEMPORARY CONDITION WHICH
EXISTS AFTER THE ENGINE HAS BEEN SHUT DOWN FOR
APPROXIMATELY ONE MINUTE, AND WHICH MAY CONTINUE FOR UP TO
TEN MINUTES FOLLOWING THE SHUTDOWN. THEREFORE, EXCEPT
DURING AN EMERGENCY, AIR STARTS SHOULD NOT BE ATTEMPTED
DURING THE TIME PERIOD BETWEEN ONE MINUTE AFTER SHUTDOWN
AND TEN MINUTES AFTER SHUTDOWN.
(2) Normal Air Restart – AUTO MODE
Make a normal restart as follows:
(a) Cycle the throttle from CUTOFF to IDLE to enable the start sequence.
(b) Press the starter engage button to latch the starter motor and ignition exciter.
(c) If a direct reversion to MANUAL MODE has not occurred, engine power will
remain fixed at the current level. When control of engine power is required
perform the following steps:
NOTE: The starter engage button must be pressed within 60 seconds of the throttle
being advanced to the IDLE position to enable the starting sequence.
(d) Once N1 reaches 12% speed, for ambient temperatures greater than –6.7°
(20°F), or 10%, for ambient temperatures of –6.7°C (20°F) or less, the control
system will introduce fuel, detect the lightoff, and smoothly accelerate the
engine to ground idle operation, while limiting MGT if necessary.
(e) Advance the throttle to the Fly position.
(f) Apply collective pitch as required.
H. Emergency Procedures – AUTO MODE
Use the following procedures for indications of ECU FAIL, ECU DEGRADE, ENGINE OUT
and OVERSPEED.
72–00–00
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Nov 15/02
WARNING: NOT ALL ENGINE CONTROL SYSTEM FAILURE MODES ARE

ANNUNCIATED TO THE PILOT VIA THE COCKPIT CAUTION WARNING
PANEL. WHEN ABNORMAL ROTOR AND ENGINE CONTROL OCCURS
WITHOUT COCKPIT ANNUNCIATION, THE PILOT SHOULD TAKE THE
NECESSARY ACTION TO AVOID EXCEEDING LIMITS. NECESSARY
ACTIONS INCLUDE SWITCHING TO MANUAL MODE FOR FAIL FIXED OR
RETARDING THE THROTTLE TO INHIBIT ENGINE OVERSPEED FOR
DIRECT REVERSION TO MANUAL.
WARNING: CERTAIN ECU FAILURES CAN CAUSE A DIRECT REVERSION TO MANUAL
MODE CONTROL WITH OR WITHOUT A MANUAL MODE INDICATION. ANY
TIME THE ECU FAILURE INDICATION TURNS ON, THE PILOT SHOULD BE
PREPARED FOR A CHANGE IN ENGINE POWER.
CAUTION: AN ECU DEGRADE INDICATION DOES NOT REQUIRE IMMEDIATE PILOT
ACTION, BUT INDICATES THAT SOME FUNCTION OF THE ENGINE
CONTROL SYSTEM IS NOT PERFORMING AS REQUIRED. CHANGES IN
ENGINE POWER SHOULD BE MADE CAREFULLY WHILE MONITORING N2
AND NR.
(1) ECU FAIL Indication – This indication will turn ON when a failure occurs that prevents
continued functioning of the FADEC’s AUTO MODE control. Unless the Auto/Manual
Solenoid, Switch or Driver fails, engine fuel flow will remain fixed at its current value
until MANUAL MODE control is selected. If the Auto/Manual Solenoid, Switch or
Driver fails, the control system may revert directly to MANUAL MODE control. Thus,
the pilot must be prepared for a change in engine power whenever the ECU FAIL
indication turns on.
(a) When the ECU FAIL indication turns on, monitor engine power for changes
indicative of a direct reversion to MANUAL MODE. Be prepared to control
throttle and collective to maintain safe flight while respecting engine operating
limits
(b) If direct reversion to MANUAL MODE has not occurred, engine power will
remain fixed at the current level. When control of engine power is required,
position the AUTO/MANUAL switch to MANUAL.
WARNING: REDUCTION OF ENGINE LOAD (COLLECTIVE, CYCLIC, TAIL
ROTOR, ETC.) DURING THE FAILED FIXED ( FIXED FUEL
FLOW) CONDITION WILL RESULT IN INCREASED NP WITH
POTENTIAL OVERSPEED SHUTDOWN ( FLAMEOUT) OF THE
ENGINE.
WARNING: ENGAGING THE MANUAL MODE AT ANY POWER SETTING
ABOVE GROUND IDLE WILL RESULT IN A CHANGE IN
ENGINE POWER. WHEN THE FUEL CONTROL REVERTS TO
MANUAL MODE, THE ENGINE POWER OUTPUT WILL
CHANGE AS THE HYDRAULIC PISTONS ADJUST THE FUEL
CAUTION: ONCE MANUAL MODE IS ENGAGED, ALTHOUGH ENGINE
THAT REMAINS IN AUTO MODE WILL ADJUST POWER TO
MAINTAIN ROTOR SPEED, THE PILOT SHOULD MODULATE
THROTTLE ON THE ENGINE IN MANUAL MODE TO MAINTAIN
ROTOR SPEED AND THE ENGINE OPERATION WITHIN
SPECIFIED LIMITS.
72–00–00
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Nov 15/02
(c) When the AUTO/MANUAL select switch is first placed in MANUAL MODE,
there will be a time delay while the MANUAL system engages, before the
engine will respond to throttle inputs. The length of the delay depends upon
current engine power and the new throttle position. The delay is summarized
below:
Maximum Time to Start Power Maximum Time to Start Power

Change (Seconds) – Sea Level Change (Seconds) – 20k ft.
Initial Power Final Power
Condition Condition P/N 23069555 P/N 23072207 P/N 23069555 P/N 23072207
or prior or subsequent or prior or subsequent
Low Higher 2.9 1.6 3.2 1.7
Low Lower 2.3 2.3* 2.4 2.4*
High Higher 5.8 4.5 8.0 6.4
High Lower 0.6 0.6 0.8 0.8
* A slight increase in power may be expected before power is reduced.

DLower power conditions correspond to 100 lb/hr at sea level and 70 lb/hr at 20k ft.
DHigh power condition corresponds to 400 lb/hr at sea level and 240 lb/hr at 20k ft.
(d) After the manual system is engaged, the engine will respond to throttle inputs
with no time delay. See paragraph 9 for a full description of MANUAL MODE
operation.
NOTE: In MANUAL MODE, the rate at which the engine power will increase
or decrease in response to rapid throttle movements is mechanically
limited by the slew rate of the manual piston. This damping is
required to prevent engine surge or flameout while in the MANUAL
MODE.
(2) ECU DEGRADE Indication – This indication will turn ON to indicate either that the
AUTO MODE is degraded due to a failure, or to indicate that maintenance action is
required. The meaning of the light is dependent upon the position of the throttle.
(a) An ECU DEGRADE indication with the throttle in the CUTOFF position
indicates that one or more faults has been logged by the ECU. Depending on
the type of fault logged, maintenance action may be required prior to starting
the engine. Refer to chapter 77–50–00 ‘‘FADEC FAULT CODES”, to determine
the meaning of the fault.
(b) An ECU DEGRADE indication with the throttle out of the CUTOFF position
indicates that the AUTO control mode is degraded. Refer to chapter 77–50–00,
‘‘FADEC FAULT CODES” to ascertain which AUTO MODE function is not
available. Changes in engine power should be carefully monitored to prevent
possible exceedances. Engine start or aircraft dispatch in this mode is not
allowed.
72–00–00
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Nov 15/02
(3) ENGINE OUT indication – This indication will be sent to the aircraft when the ECU
detects an engine condition that prevents sufficient power output.
The ENGINE OUT signal is sent to the aircraft when at least one of the following is true:
– The N1 turbine speed has gone sub–idle (i.e. N1 < 55%) after a successful start
– The N2 turbine is overspeeding (i.e. N2 > 116%) and the ECU has cut off fuel flow to
the engine in response to the overspeed
– A shaft failure has been detected, putting the engine at risk of overspeeding
– A flameout has been detected and a relight has not occurred
Upon sensing a flameout, the ECU will automatically attempt to relight the engine, as
described in paragraph 7.E. When the relight is detected, the ENGINE OUT signal will
no longer be sent to the aircraft, and the engine will smoothly accelerate back to the
command operating condition.
If the ECU has not successfully relight the engine within 60 seconds, the engine throttle
should be returned to CUTOFF and the engine shut down. If it is desirable to continue the
restart attempt, follow the restart procedure of paragraph 7.G.2.
(4) OVERSPEED indication – This indication will turn ON when N1 or N2 has exceeded
the normal operating limits and the ECU has cut off fuel flow to the engine in response
to the overspeed.
(a) When the ECU detects that N1 or N2 has exceeded its normal operating limit,
the OVERSPEED indication turns on and the ECU activates the overspeed
solenoid to cut off fuel flow to the engine.
(b) When N1 or N2 returns to its normal operating range, the ECU will turn off the
OVERSPEED indication and attempt to relight the engine and accelerate it
back to its commanded operating condition.
(c) If a mechanical failure is suspected, move the throttle position to CUTOFF to
shut the engine down.
NOTE: N2 Overspeed Protection is operational in Auto and Manual Modes.
N1 Overspeed Protection is operational in Auto Mode, and in Manual
Mode if the ECU is operational.
I. Nr Speed Beeper – AUTO MODE
The ECU is equipped with a beeper function that allows Nr speed to be increased or
decreased by the pilot.
(1) Move and hold the beeper up/down switch to the desired position. Rotor speed will
change at a nominal rate of +/– 1%/sec. Release the beeper when desired Nr speed is
reached. Beeper limits are set to 97 – 105% Nr.
NOTE: The Nr reference speed is reset to 100% when the engine is shut down or
the ECU power is turned off.
J. Anti–icing Air
Use anti–icing air when any of the following conditions are encountered:
(1) Consult the aircraft operating manual for the outside air temperature (OAT) at which
anti–icing air should be used. If the aircraft manual does not provide this temperature,
use anti–icing air when flying into visible moisture at an OAT below 5°C (40°F).
(2) During the drying run following compressor rinse or wash operations. (Refer to
Compressor Cleaning, paragraph 4., 72–30–00.)
1
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(3) Every 25 flight hours during warm weather aircraft operation. Activation of anti–ice air
for 1–2 minutes every 25 hours purges dirt and debris from the anti–ice air passages of
the compressor front support.
K. MANUAL MODE Training
The following procedures apply to the use of MANUAL MODE for the purpose of pilot training
during ground idle, power range, descent and landing:
(1) AUTO MODE to MANUAL MODE transition
(a) With the throttle in the ground IDLE position, and with engine power demand
stable, place the AUTO/MANUAL select switch in the MANUAL position. The
MANUAL MODE light will turn ON.
NOTE: There will be a minimal power change if MANUAL MODE is engaged
while the throttle is in the ground idle position.
or
(b) With the throttle in the FLY position, and with engine power demand stable, roll
off the throttle until a slight N2 decay occurs (this sets the PLA at the desired
power condition). Place the AUTO/MANUAL switch in the MANUAL position.
The MANUAL MODE light will turn on.
WARNING: ENGAGING THE MANUAL MODE AT ANY POWER SETTING
ABOVE GROUND IDLE WILL RESULT IN A CHANGE IN
ENGINE POWER. WHEN THE FUEL CONTROL REVERTS TO
MANUAL MODE, THE ENGINE POWER OUTPUT WILL
CHANGE AS THE HYDRAULIC PISTONS ADJUST THE FUEL
CAUTION: ONCE MANUAL MODE IS ENGAGED, ALTHOUGH ENGINE
THAT REMAINS IN AUTO MODE WILL ADJUST POWER TO
MAINTAIN ROTOR SPEED, THE PILOT SHOULD MODULATE
THROTTLE ON THE ENGINE IN MANUAL MODE TO MAINTAIN
ROTOR SPEED AND THE ENGINE OPERATION WITHIN
SPECIFIED LIMITS.
(c) When the AUTO/MANUAL select switch is first placed in MANUAL MODE,
there will be a time delay while the manual system engages before the engine
will respond to throttle inputs. The length of this delay depends on current
engine power and the new throttle position. The delay is summarized below.
Maximum Time to Start Power Maximum Time to Start Power

Change (Seconds) – Sea Level Change (Seconds) – 20k ft.
Initial Power Final Power
Condition Condition P/N 23069555 P/N 23072207 P/N 23069555 P/N 23072207
or prior or subsequent or prior or subsequent
Low Higher 2.9 1.6 3.2 1.7
Low Lower 2.3 2.3* 2.4 2.4*
High Higher 5.8 4.5 8.0 6.4
High Lower 0.6 0.6 0.8 0.8
* A slight increase in power may be expected before power is reduced.

DLower power conditions correspond to 100 lb/hr at sea level and 70 lb/hr at 20k ft.
DHigh power condition corresponds to 400 lb/hr at sea level and 240 lb/hr at 20k ft.
72–00–00
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Nov 15/02
(2) MANUAL MODE operation

After the manual system is engaged, the engine will respond to throttle inputs with no time
delay. See paragraph 9 for a full description of MANUAL MODE operation.
NOTE: During operation in MANUAL MODE training, the ECU will remain
functional. Exceedances of the 30 minute OEI limits given in Table 5 will be
recorded by the ECU.
NOTE: During Manual Mode Operation, surge detection and avoidance logic is not
operational. If an engine surge is encountered, decrease the throttle until
the surge condition clears, then slowly increase the throttle to the desired
power level. Rapid power changes should be avoided.
(3) MANUAL MODE to AUTO MODE transition
After completion of MANUAL MODE training, return to AUTO MODE as follows:
(a) Stabilize engine power demand.
(b) Select AUTO MODE control. The MANUAL MODE light will turn OFF.
NOTE: Upon selecting AUTO MODE control an engine power transient may
be experienced as the ECU matches engine power to rotor load.
NOTE: During the transition from MANUAL MODE to AUTO MODE,
decreased fuel flow may be sluggish for up to eight (8) seconds while
the manual system is disengaging. Increased fuel flow is available
immediately.
L. Intentionally left blank
M. Shutdown with Electronic Overspeed Solenoid Test – AUTO MODE
CAUSING TURBINE IMBALANCE AND ENGINE FAILURE.
OCCURS.
NOTE: Passing this test will shut down the engine.
NOTE: Engine shutdown with the Overspeed System Test should be completed on at least
the first engine shutdown of the day.
The ECU contains an internal analog overspeed system. The system is activated to prevent
potentially catastrophic failure of the N2 rotor disks. Additionally, the ECU uses the system to
prevent overspeed of the N1 system.
Use the following procedure to check the function of the overspeed control system.
The electronic overspeed control system may be checked as follows unless otherwise
directed by the aircraft flight manual.
(1) Position the throttle to the IDLE position.
WARNING: IDLE DWELL TIME PRIOR TO SHUTDOWN IS IMPORTANT TO PREVENT
HARMFUL ACCUMULATION OF CARBON IN THE ENGINE, WHICH CAN
RESULT IN ENGINE FAILURE.
1
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(2) Maintain the engine at ground idle for a minimum of two (2) minutes prior to shutdown.
NOTE: MGT at ground idle may be higher than those experienced at higher throttle
settings.
(3) Ensure that the collective pitch is below 10%, PLA is 40° or less, N1 is 60 –66% and
N2 is less than 75%.
(4) Press and hold the overspeed test button for a duration of a least 0.5 seconds, but less
than 5.0 seconds. The test occurs when the switch is released. This will test the
overspeed system by energizing the overspeed solenoid.
(5) If the test is successful, the engine will flame out. Move the throttle to the CUT OFF
position. If the test is unsuccessful, the engine will continue to operate at idle power,
the FADEC DEGRADE indication will appear, and the pilot must perform a normal
shutdown, as described in the following section of this procedure.
(6) Turn off all engine switches.
CAUTION: AN ENGINE FIRE (RECOGNIZED BY A RAPID INCREASE IN MGT) CAN
OCCUR DURING SHUTDOWN IF FUEL CUTOFF IS NOT COMPLETE. IF A
SHUTDOWN FIRE OCCURS, IMMEDIATELY ENGAGE THE STARTER, AND
MOTOR THE ENGINE TO MINIMIZE THE TEMPERATURE ENCOUNTERED.
TO EXTINGUISH THE FIRE, CONTINUE TO MOTOR THE ENGINE, USING
THE STARTER, WITH THE THROTTLE FULLY CLOSED AND THE MAIN
FUEL SWITCH OFF. THE TEMPERATURE LIMITATIONS AND
MAINTENANCE ACTION IN TABLE 1 MUST BE OBSERVED.
(7) Monitor instrumentation to ensure that shutdown has occurred. To assure fuel cutoff,
keep the throttle in CUTOFF until N1 speed is zero and MGT has stabilized.
N. Normal Shutdown – AUTO MODE
OCCURS.
NOTE: Engine Shutdown with the twist grip (‘‘Normal Shutdown”) should be completed at
least once per 50 flight hours.
Shut down the engine as follows:
(2) Maintain the engine at ground idle for a minimum of two (2) minutes prior to shutdown.
settings.
(3) Position throttle to CUTOFF.
1
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SHUTDOWN FIRE OCCURS, IMMEDIATELY ENGAGE THE STARTER AND
O. Alternate Shutdown – AUTO MODE
Use the following alternate shutdown procedure when operational conditions, such as high
winds, require 100% Nr (rotor speed) during the dwell period following flight.
(1) Position the collective and cyclic controls at the minimum power settings consistent
with operational safety requirements.
(2) Stabilize the engine for a minimum of 2 minutes at minimum power, consistent with
operational limitations.
(3) Intentionally left blank
(4) Position throttle to CUTOFF.
SHUTDOWN FIRE OCCURS, IMMEDIATELY ENGAGE THE STARTER, AND
P. Postflight Inspection
Following the last flight of the day, conduct a Postflight inspection. (Refer to Preflight and
Postflight Inspections, Tables 601 and 602, 72–00–00, Engine–Inspection/Check.)
8. OEI Procedures
WARNING: USE OF OEI POWER WILL REQUIRE MAINTENANCE ACTION UPON LANDING.
THE ECU WILL RECORD THE DURATION AND MAXIMUM MGT, TORQUE, N1
AND N2 DURING OEI OPERATION.
A. Initiation of OEI Operation
Use of OEI ratings is approved for emergency, one engine⋅inoperative (OEI) use only.
Each ECU continuously monitors for the following conditions: sub idle N1 speed, N2
overspeed, N2 shaft failure and engine flameout. Should any of these conditions occur, the
ECU will declare an engine failure and transmit an engine out signal to the other engine.
1
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B. OEI Operation
(1) 2 Minute OEI Operation
When collective pitch is increased and the engine power exceeds the 30 Minute OEI limit,
the ECU will start a timer. If the engine power remains above the 30 Minute OEI limit longer
than 2.5 Minutes, a cockpit indicator will illuminate to identify that 2 Minute OEI time has
been exceeded and that engine power should be reduced. If the engine power remains
above the 30 Minute OEI limit longer than 3.0 Minutes, a 2.0 Minute event time excessive
flag will be set in memory. This timer will be stopped and reset when engine power is
reduced below the 30 Minute OEI limit.
NOTE: The control system limits only to 30 Second OEI MGT, 30 Second OEI
Torque for all AUTO MODE operation. If EMERGENCY POWER is not
enabled, the ECU will also prevent exceedances of the twin engine aircraft
torque limit. Pilot monitoring to prevent exceedances into the OEI range
during normal operation is required.
CAUTION: THE ECU WILL PREVENT EXCEEDANCES OF THE 30 SECOND LIMITS
GIVEN IN TABLE 1. RAISING THE COLLECTIVE PITCH TO DEMAND
POWER ABOVE THE 30 SECOND LIMIT WILL RESULT IN A N2/NR DROOP.
(2) 30 Second OEI Operation
When collective pitch is increased and the engine power exceeds 2 Minute limits, the ECU
will start a second timer. If the engine power remains above the 2 Minute limits longer than
30 Seconds, a cockpit indicator will illuminate to identify that 30 Second OEI time has been
exceeded and engine power should be reduced. If the engine power remains above 2.0
Minute OEI limits longer than 45 Seconds, a 30 Second OEI event time excessive flag will
be set in memory. This timer will be stopped and reset when engine power is reduced
below 2.0 Minute limits.
(3) The engine power should be stabilized below the 30 Minute OEI limits as soon as
possible.
(4) Continue flight and land as soon as practical.
(5) After the engine has been shut down and the throttle positioned in CUTOFF, the 2
Minute OEI and 30 Second OEI lights will turn ON to indicate that the respective OEI
power was used during the flight.
(6) Upon completion of flight, maintenance action may be required in accordance with
published instructions. (See 72–00–00, Section 6, ‘‘Operating Limits”, PARA F and G.)
9. Operating Procedures – MANUAL MODE
The procedures which follow pertain to operation of the engine in MANUAL MODE during training
or during an emergency with an ECU failure indication or on FAA approved ferry flights. Operation
with the MANUAL MODE control is indicated by the MANUAL MODE cockpit indication being ON.
A. Preflight Inspections
Before starting the engine, make a preflight inspection. (Refer to Preflight and Postflight
Inspections, Tables 601 and 602, 72–00–00, Engine–Inspection/Check.)
WARNING: OPERATION OF THE ENGINE IN MANUAL MODE IS RESTRICTED. DO
NOT DISPATCH WITH ENGINE IN MANUAL MODE. IN CASE OF A
REVERSION TO MANUAL MODE OPERATION IN FLIGHT, CONTINUE
FLIGHT AND LAND AS SOON AS PRACTICAL.
72–00–00
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CAUTION: BEFORE THE ENGINE IS OPERATED, MAKE SURE THE COMPRESSOR

INLET IS FREE OF DEBRIS. ALSO MAKE SURE THE COMPRESSOR
ATMOSPHERE.
The procedures which follow pertain to operation of the engine in MANUAL MODE at: start
and ground idle, power range, and shutdown.
B. Engine Starting Procedures – MANUAL MODE
WARNING: MANUAL MODE STARTING ON THE GROUND IS NOT AUTHORIZED
EXCEPT FOR USE UNDER EMERGENCY CONDITIONS OR UNDER
SPECIAL PERMIT FROM THE FAA. AUTOMATIC HOT START ABORT
FEATURES AVAILABLE IN THE AUTOMATIC MODE ARE NOT AVAILABLE IN
MANUAL MODE, AND HOT STARTING THE ENGINE WITH ATTENDANT
PUBLISHED MAINTENANCE ACTIONS IS POSSIBLE. MANUAL MODE
STARTING ON THE GROUND IS NOT RECOMMENDED FOR ANY REASON.
CAUSING TURBINE IMBALANCE AND ENGINE FAILURE. SHOULD AN
ENGINE OVERTEMPERATURE OCCUR DURING A START, THE ECU WILL
ABORT THE START BY SHUTTING OFF FUEL FLOW TO THE ENGINE. THE
ECU WILL RECORD THE PEAK TEMPERATURE ACHIEVED AND THE
OVERTEMPERATURE DURATION. MAINTENANCE ACTION MAY BE
REQUIRED.
WARNING: MANUAL STARTS ARE NOT PERMITTED UNDER ANY CIRCUMSTANCES
AFTER AN AUTO START ABORT BY THE ECU OR WITH A LOW BATTERY.
WARNING: MANUAL MODE AIR STARTS ARE NOT AUTHORIZED UNDER NORMAL
ENGINE OPERATION. THE MANUAL MODE START PROCEDURE IS FOR
USE UNDER EMERGENCY CONDITIONS ONLY, OR UNDER SPECIAL
PERMIT FROM THE FAA.
WARNING: TO PREVENT ENGINE FUEL STARVATION AND SUBSEQUENT
FLAME–OUT, ANY AIRCRAFT REQUIRING FUEL BOOST PUMP(S) SHOULD
USE THESE PUMPS AS DIRECTED IN THE AIRCRAFT FLIGHT MANUAL.
OCCURS.
CAUTION: BEFORE THE ENGINE IS OPERATED, MAKE CERTAIN THE COMPRESSOR
INLET IS FREE OF DEBRIS. ALSO, MAKE CERTAIN THE COMPRESSOR
ATMOSPHERE.
CAUTION: TO ASSURE PROPER MANUAL MODE OPERATION AT N2 SPEEDS BELOW
85%, AIRFRAME POWER MUST BE MAINTAINED TO THE FADEC ECU.
NOTE: Starts may be inconsistent for normal starts or air restarts above 10,000 feet
pressure altitude. In–flight relights are not affected.
(1) Start – MANUAL MODE
When desired N1 cranking speed is reached, the throttle is cracked open and slowly
advanced to the IDLE position.
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(a) Position the throttle at CUTOFF and turn on FADEC ECU power..
(b) Make certain the AUTO/MANUAL switch is in the MANUAL position. The ECU
FAIL light should be ON, indicating that AUTO starts are not available.
(c) Place the aircraft collective pitch (load) control in the minimum position.
(d) Turn on the aircraft switches required to provide fuel to the engine.
(e) Residual MGT should be no more than 150°C (302°F) when lightoff is
attempted. Residual MGT can be reduced to or below 150°C (302°F) by
motoring engine with the starter.
(f) Motor the engine in cutoff for 10 seconds to engage the manual mode pistons.
(g) Press the starter engage button to latch the starter motor, and turn on the
ignition.
CAUTION: DURING A MANUAL MODE START, THE THROTTLE MUST NEVER
BE ADVANCED OUT OF THE CUTOFF POSITION UNTIL AFTER THE
STARTER AND IGNITION EXCITER HAVE BEEN ENERGIZED AND
THE DESIRED CRANKING SPEED HAS BEEN ATTAINED. DOING SO
MIGHT RESULT IN AN EXPLOSIVE LIGHTOFF OR AN
OVERTEMPERATURE START.
CAUTION: THE MINIMUM N1 FUEL INTRODUCTION SPEED IS AS FOLLOWS:
N1 RPM Ambient Temp °C (°F)
15% Above 15° (59°)
14% –6.7 to 15° (20° to 59°)
13% –28.9° to –6.7° (–20° to 20°)
12% Below –28.9° (–20°)
CAUTION: FUEL SHOULD NOT BE INTRODUCED AT N1 SPEEDS BELOW 12%.

STARTING AT N1 SPEEDS LESS THAN 12% INCREASES THE
POSSIBILITY OF EXCEEDING ENGINE TEMPERATURE LIMITS.
CAUTION: IF THE N2 TURBINE IS NOT ROTATING BY 25% N1 SPEED, ABORT
THE START. REFER TO ITEM 3 OF TROUBLESHOOTING, TABLE
101.
CAUTION: IF THE ENGINE HAS BEEN SHUT DOWN FOR MORE THAN 15
MINUTES, STABILIZE AT IDLE SPEED FOR ONE MINUTE BEFORE
INCREASING POWER.
(h) When the desired N1 cranking speed of 12–15% is reached, slowly advance the
throttle towards idle until the engine lights off. Light off is evidenced by
combustion noise and/or by an increase in MGT. Once MGT peaks, begin
advancing the throttle toward the IDLE position and modulating fuel flow with
the throttle to accelerate N1 while maintaining an MGT of 282–371°C
(540–700°F).
If it appears that an overtemperature will occur during the start, position the
throttle to CUTOFF and motor the engine without ignition for ten seconds, then
repeat the start.
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If the start is aborted, turn the throttle to CUTOFF and motor the engine for 10
seconds without ignition.
NOTE: If a stagnated start is experienced, shut down, then repeat start
procedure.
(i) An aircraft system will de–energize the starter and ignition when N1 exceeds
56% speed. The start is completed when a stabilized N1 speed of 65–70% is
reached. A positive indication of oil pressure must be obtained by this point in
the start. Completion for the start normally occurs 25 to 60 seconds after
starter engagement. Monitor the MGT; do not exceed the limits of Table 1. If
sufficient oil pressure is not obtained, shut down the engine and confirm that oil
is available at the power and accessory gearbox inlet
ENGINE, USING THE STARTER, WITH THE THROTTLE FULLY
SPEED IS REACHED.
throttle to CUTOFF and motor the engine without ignition for ten seconds.
Then repeat the start.
procedure.
C. Power Range – MANUAL MODE
CAUTION: IN MANUAL MODE IT IS THE PILOT’S RESPONSIBILITY TO MONITOR
ENGINE POWER OUTPUT AND VARY THE THROTTLE POSITION TO
AVOID EXCEEDING THE MGT LIMITS GIVEN IN TABLE 1, THE TORQUE
LIMITS GIVEN IN TABLE 5, OR THE N2 SPEED LIMIT GIVEN IN FIGURE 7.
(1) In MANUAL MODE, the engine power output is controlled by the throttle position.
Movement of the throttle towards the MAX position will increase engine power while
reducing the throttle towards IDLE will reduce engine power. Maintaining constant
N2/Nr speed is achieved by coordinated movement of the engine throttle and collective
pitch.
NOTE: If the other engine is operating in AUTO MODE, it will attempt to maintain Nr
speed; therefore, changes to the power setting of the engine operating in
MANUAL MODE may be required only for changes in flight condition
necessitating large changes in engine power.
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(2) The rate at which the engine power will increase or decrease in response to rapid
throttle movements is mechanically limited by the slew rate of the manual piston. This
control is required to prevent engine surge or flameout while in MANUAL MODE.
When operating in MANUAL MODE, throttle movements should be made in a smooth
manner to ensure proper response to throttle position changes.
(3) Rolls–Royce recommends that the ignition exciter be operating continuously when in
MANUAL MODE, since the auto relight feature does not function in MANUAL MODE.
D. Intentionally left blank
E. Intentionally left blank
F. Intentionally left blank
G. Air Restart – MANUAL MODE
The following air start procedure applies to a MANUAL MODE start made during an inflight
emergency.
CAUTION: IF ENGINE MECHANICAL FAILURE IS SUSPECTED, AN AIR RESTART
SHOULD NOT BE ATTEMPTED.
(1) Emergency Air Restart – MANUAL MODE
(a) Position the throttle at CUTOFF
(b) Press and hold the starter engage button to latch the starter motor
(c) When the desired N1 cranking speed of 12––15% is reached, slowly advanced
the throttle towards idle until the engine lights off. Light off is evidenced by
the throttle to accelerate N1 while maintaining an MGT of 282––371°C
(540––700°F).
CAUTION: DUE TO THERMAL CHANGES WITHIN THE TURBINE, THE GAS
PRODUCER SECTION OF THE ENGINE MAY LOCK UP AFTER AN
INFLIGHT SHUTDOWN. THIS IS A TEMPORARY CONDITION,
WHICH EXISTS AFTER THE ENGINE HAS BEEN SHUT DOWN FOR
APPROXIMATELY ONE MINUTE, AND WHICH MAY CONTINUE FOR
UP TO TEN MINUTES FOLLOWING THE SHUTDOWN. THEREFORE,
EXCEPT DURING AN EMERGENCY, AIR STARTS SHOULD NOT BE
ATTEMPTED DURING THE TIME PERIOD BETWEEN ONE MINUTE
AFTER SHUTDOWN AND TEN MINUTES AFTER SHUTDOWN.
(2) Air Restart – MANUAL MODE
NOTE: For Software Version 4.207 only, starts may be inconsistent for normal starts
or air restarts above 10,000 feet pressure altitude. In–flight relights are not
affected.
Make an air restart as follows:

(a) Position the throttle at CUTOFF and turn all switches off.
(b) Make certain the AUTO/MANUAL switch is in the MANUAL position. The ECU
FAIL light should be ON, indicating that AUTO starts are not available.
(c) Intentionally left blank
(d) Turn on the aircraft switches required to provide fuel to the engine.
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(e) Residual MGT should be no more than 150°C (302°F) when lightoff is
attempted. Residual MGT can be reduced to or below 150°C (302°F) by
motoring engine with the starter.
(f) If available, select continuous ignition.
(g) Press the starter engage button to latch the starter motor.
CAUTION: DURING A MANUAL START, THE THROTTLE MUST NEVER BE
ADVANCED OUT OF THE CUTOFF POSITION UNTIL AFTER THE
STARTER AND IGNITION EXCITER HAVE BEEN ENERGIZED AND
THE DESIRED CRANKING SPEED HAS BEEN ATTAINED. DOING SO
MIGHT RESULT IN AN EXPLOSIVE LIGHTOFF OR AN
OVERTEMPERATURE START.
CAUTION: THE MINIMUM N1 FUEL INTRODUCTION IS AS FOLLOWS:
N1 RPM Ambient Temp °C (°F)
15% Above 15° (59°)
14% –6.7 to 15° (20° to 59°)
13% –28.9° to –6.7° (–20° to 20°)
12% Below –28.9° (–20°)
CAUTION: FUEL INTRODUCTION SHOULD NOT BE ATTEMPTED AT N1

SPEEDS BELOW 12%. STARTING AT N1 SPEEDS LESS THAN 12%
INCREASES THE POSSIBILITY OF EXCEEDING ENGINE
TEMPERATURE LIMITS.
CAUTION: IF THE N2 TURBINE IS NOT ROTATING BY 25% N1 SPEED, ABORT
THE START. REFER TO ITEM 36 OF TROUBLESHOOTING, TABLE
101.
CAUTION: IF THE ENGINE HAS BEEN SHUT DOWN FOR MORE THAN 15
MINUTES, STABILIZE AT IDLE SPEED FOR ONE MINUTE BEFORE
INCREASING POWER.
(h) When the desired N1 cranking speed of 12–15% is reached, slowly advance the
throttle towards idle until the engine lights off. Light off is evidenced by
the throttle to accelerate N1 while maintaining an MGT of 282–371°C
(540–700°F).
repeat the start.
procedure.
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(i) An aircraft system will de–energize the starter and ignition when N1 exceeds
56% speed. The start is completed when a stabilized N1 speed of 65–70% is
reached. A positive indication of oil pressure must be obtained by this point in
the start. If sufficient oil pressure is not obtained, shut down the engine and
confirm that oil is available at the power and accessory gearbox inlet.
Completion for the start normally occurs 25 to 60 seconds after starter
engagement. Monitor the MGT; do not exceed the limits of Table 5.
ENGINE, USING THE STARTER, WITH THE THROTTLE FULLY
SPEED IS REACHED.
repeat the start.
procedure.
(j) Increase throttle and apply collective pitch as required.
H. Intentionally left blank
I. Intentionally left blank
J. Anti–icing Air
Consult the aircraft operating manual for the outside air temperature (OAT) at which
anti–icing air should be used. If the aircraft manual does not provide this temperature, use
anti– icing air when flying into visible moisture at OAT below 5° C (41°F).
K. Intentionally left blank
L. Intentionally left blank
M. Intentionally left blank
N. Shutdown – MANUAL MODE
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OCCURS.
Shut down the engine as follows:
(2) Maintain the engine at 59–65% N1 speed for a minimum of two minutes prior to
shutdown.
settings.
(3) Position throttle in CUTOFF.
SHUTDOWN FIRE OCCURS, IMMEDIATELY ENGAGE THE STARTER AND
O. Intentionally left blank
P. Postflight Inspection
Following the last flight of the day, conduct a Postflight inspection. (Refer to Preflight and
Postflight Inspections, Tables 601 and 602, 72–00–00, Engine–Inspection/Check.)
10. Cold Weather Fuels
WARNING: ENGINE FLAMEOUT COULD RESULT FROM FAILURE TO USE ANTI–ICE
PROTECTION SUCH AS ANTI–ICE FUEL ADDITIVE (PRIST) OR A MEANS OF
AIRFRAME FUEL ICE ELIMINATION. FOR ENGINES EQUIPPED WITH A
COMBINED ENGINE FILTER ASSEMBLY (CEFA), ANTI–ICE PROTECTION IS
REQUIRED BELOW–12°C (10°F). REFER TO THE AIRCRAFT MANUAL FOR
AIRCRAFT MANUFACTURER’S RECOMMENDATIONS.
The fuels recommended for consistent cold weather starting, 4°C (+40°F) and below, are as
follows:
JP–4 (MIL–T–5624)
Jet B (ASTM D–1655)
CAUTION: JP–4 OR COMMERCIAL JET B FUEL MUST NOT BE MIXED WITH AVGAS.
AVGAS/Jet A, Jet A1, or JP–5 or JP–8 (MIL–T–83133A). This mixture is an alternate fuel.
Commercial jet fuels meeting ASTM: D–1655 Jet A, Jet A1 standards are generally referred
to as Aviation Kerosene, JP–5, and Commercial Jet A fuel.
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NOTE: Jet A, Jet A1, JP–5, or JP–8 may start the engine at temperatures below 4°C
(40°F); however, when cold soaked, marginal starts may result due to viscosity
changes.
NOTE: The engine will operate satisfactorily on JP–5, JP–8, Jet A, and Jet A1 at fuel at
outside air temperatures down to –32°C (–25°F).
NOTE: Grade JP–4 (MIL–T–5624), Grade JP–5, and Grade JP–8 (MIL–T–83133A, or
later) type fuels contain anti–ice additive which conforms to MIL–1–27686 (or later).
These fuels do not require additional anti–ice additive unless specified by the
airframe manufacturer.
A. Mixing Alternate Cold Weather Fuel
CAUTION: THE ALTERNATE COLD WEATHER FUEL MIXTURE SHALL CONSIST OF
ONE PART BY VOLUME AVGAS AND TWO PARTS BY VOLUME
COMMERCIAL JET FUEL. THE AVGAS SHALL CONFORM TO
MIL–G–5572C, GRADE 80/87, OR GRADE 100/130 WITH 2.0 ML/U.S. GAL
MAX LEAD CONTENT. DO NOT USE GRADE 100/130 WITH 4.6 ML/U.S.
GAL LEAD CONTENT. (THE 2.0 ML/U.S. GAL LEAD, GRADE 100/130,
AVGAS IS KNOWN AS 100L AVGAS IN EUROPEAN AREAS.) THE
COMMERCIAL JET FUEL MAY BE KEROSENE, JP–5, OR COMMERCIAL
JET A CONFORMING TO MIL–T–5624, GRADE JP–5 OR ASTM D1655, JP–8
CONFORMING TO MIL–T–83133A, JET A OR A1.
CAUTION: THERE IS NO TIME LIMIT FOR ENGINE OPERATION USING THE
AVGAS–JET FUEL MIXTURE AS LONG AS 80/87 GRADE AVGAS IS USED
AND THE 1–2 VOLUME RATIO IS OBSERVED. USE OF 100/130 (100L)
GRADE AVGAS–JET FUEL MIXTURE SHALL BE RESTRICTED TO 300
HOURS IN ONE OVERHAUL PERIOD, DUE TO THE HIGH LEAD CONTENT
OF THE FUEL.
CAUTION: WHEN MIXING THE FUELS, AVOID HIGH FLOW RATES. DO NOT EXCEED
A FLOW RATE OF 50 GALLONS (189 LITERS) PER MINUTE. ALSO, MAKE
SURE THE FUEL NOZZLE AND FUEL TANK ARE GROUNDED TO THE
AIRCRAFT.
(1) Make the fuel mix in the aircraft tank. The AVGAS can be added before or after the jet
fuel; the only restriction is that the final mix (including fuel in the tank before starting
the mix) be two parts by volume jet fuel to one part by volume AVGAS.
NOTE: Anti–ice additive is needed for the jet fuel–AVGAS fuel mixture unless
qualified as in para 10., Cold Weather Fuels. (Refer to Specifications, para
4, this section.)
(2) The alternate fuel mixture is not recommended for warm weather operation. It is
recommended only when the ambient temperature is below 4°C (40°F).
NOTE: Prolonged and uninterrupted operation with only AVGAS mixture will induce
lead buildup on turbine parts. This lead buildup can cause a gradual power
reduction; consequently, this AVGAS mixture should be used only for cold
weather operation. During operation with normal Jet A type turbine fuel, the
lead buildup will slowly dissipate.
WARNING: HANDLING LEAD RESIDUE COATED PARTS BY PERSONS WITH OPEN
CUTS OR SCRATCHES ON THEIR HANDS CAN BE EXTREMELY
DANGEROUS. ALWAYS WEAR GLOVES WHEN CHECKING RESIDUE
COATED TURBINE OR EXHAUST PARTS.
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(3) When the AVGAS–jet fuel mixture is used in the engine, the lead from the gasoline
accumulates on the turbine and exhaust collector outlet ducts. The normal
appearance after operation on leaded fuel is a pale yellow powder deposit on the
exhaust surfaces.
B. In order to obtain a lightoff when the alternate fuel mixture is made in the fuel tank, it may be
necessary to preheat the engine or bleed the unmixed fuel.
CAUTION: DO NOT USE AN OPEN FLAME HEATER TO PREHEAT THE ENGINE.
(1) Preheat the engine in the area of the HMU.
CAUTION: POST FIRE PROTECTION BEFORE OPENING THE FUEL LINE.
(2) Bleed the unmixed fuel from the system as follows:
(a) Deactivate the igniter circuit breaker.
WARNING: BE AWARE OF THE POTENTIAL FIRE HAZARD OF FUEL IN AN
OPEN CONTAINER.
(b) Disconnect the fuel line at the fuel injector.
(c) Place the fuel line in a container. Observe caution to keep contaminants from
entering the exposed fuel passage.
(d) Add an external aircraft boost pump to the system. Open the throttle. Continue
the flow from the fuel line until the unmixed fuel has drained and the AVGAS
mixture appears. The AVGAS mixture can be visually detected because it is
light pink in color.
(e) Close the throttle. Remove the external boost pump. Reconnect the fuel line to
the fuel injector. Tighten the coupling nut to 80–120 lb in. (9.0–13.6 N.m).
(f) Reactivate the igniter circuit.
11. Cold Weather Oils
If ambient temperatures are below –40°C (–40°F), and MIL–PRF–23699 oils are not available, use
MIL–PRF–7808 oils.
12. Time Between Overhaul (TBO) (See Table 6)
The Model 250 engine originally was designed to permit modular overhaul. The major components
of the engine are the compressor, gearbox, and turbine. A premature removal of any of these
modules should not cause removal of the other modules unless secondary damage has occurred.
A. For operators who do not wish to utilize the modular overhaul concept, Rolls–Royce
recommends a time between overhaul of 1750 hours for 250–C40B Series engines.
However, it is possible that the allowable cycle life limit of certain rotating parts specified in
Chapter 05–10–01 through 05–10–05 may be exceeded before the 1750 hour TBO. It is,
therefore, the operator’s responsibility to ensure that neither the total time limit nor cycle life
limit of these parts is exceeded.
B. For operators who wish to utilize modular overhaul, Rolls–Royce recommends time between
overhauls as listed in Table 6. However, it is possible that the allowable cycle life limit of
certain parts specified in Chapter 05–10–01 through 05–10–05 may be exceeded before the
recommended TBO. Therefore, the operator must ensure that neither the total time limit nor
cycle life limit of these parts is exceeded.
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TABLE 6
Modular Overhaul Components Recommended Time Between Overhauls
Recommended
Component TBO (Hours)
Compressor Assembly On Condition (1)

Gearbox Assembly On Condition
Turbine Assembly 1750 (1)
(1) Refer to chapter 05–10–00 for hour and cycle life limits on certain rotating parts. The operator must ensure
that no hour or cycle life limit is ever exceeded.
TABLE 7
Accessories Recommended Time Between Overhauls
Component Recommended TBO (Hours) Remarks

Fuel Nozzle 2000
Compressor Bleed Valve 1500
Hydromechanical Unit (HMU) 2500
Anti–Ice Solenoid Valve On Condition **
Anti–Ice Valve On Condition **
Burner Drain Valves On Condition **
Exciter On Condition **
Igniter On Condition **
Igniter Lead On Condition **
Outer Combustion Case On Condition **
Combustion Liner On Condition **
Compressor Discharge Tube On Condition **
ECU On Condition **
N1 Speed Pickup On Condition **
N2 Speed Pickup On Condition **
Electrical Harness On Condition **
Rear Mount Plate On Condition **
Combined Engine Filter Assembly On Condition **
Scavenge Oil Filter On Condition **
PMA On Condition **
**May remain in service provided operation and condition are satisfactory.
NOTE: Refer to CSL 5063, which defines a TBO Extension Program which may be available for certain se-
lected accessories.
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13. Life Limited Parts

Chapter 05–10–00 lists FAA approved operating life limitations for those engine parts that are life
limited.
NOTE: Refer to paragraph 12, this section, for Time Between Overhaul (TBO) limits on the
250–C40B Series Engine.
14. Log Book Entries
A. Maintenance of the Total Time and Cycle Records is the operator’s responsibility. Whenever
a compressor or turbine is installed, the current number of cycles and operating hours on the
life limited parts should be reviewed and compared with the maximum limits specified in the
Part V Assembly Record of the Turbine and Compressor Log Book pages. In order to
determine the number of cycles remaining before removal of a life–limited part is required, the
remaining cycle limit must be calculated. The part having the lowest cycle count remaining is
the limiting factor relative to cycle count limitations. The number of cycles remaining is
determined by subtracting the Current Cycles from the Maximum Cycles specified for the
part. The lowest number of cycles remaining for any part in the turbine or compressor is then
added to the present turbine or compressor cycle count. This figure represents the projected
cycle count at which the turbine or compressor must be torn down to remove the part from
service. An entry (Maximum Cycles – Current Cycles + Turbine or Compressor Cycles) is
made in the ‘‘Cycle Limit” block under the heading ‘‘Cycle Count”. The exception to this is if
time (maximum operating hours) is the limiting parameter instead of cycles. The current
cycle count of the turbine or compressor is entered in the ‘‘Current Cycles” block. The
Aircraft Serial Number, Engine Serial Number, Date, Turbine Total Time, and Engine CYCLES
at Installation are also entered on the Part VI page.
B. When the compressor or turbine is removed, the number of engine cycles must be updated in
the “Engine Cycles at Removal” block. The number of cycles acquired on the turbine or
compressor since installation must be recorded in the “Current Cycles” block (subtract turbine
or compressor cycle count at installation from cycle count at removal). The cycle limit is
carried forward to the “Cycle Limit” block in the ‘‘Removed Section”.
C. Appropriate entries regarding removal must be recorded on the applicable Part I Service
Record page. All turbine or compressor pages must be returned with the components at the
time of overhaul or repair.
D. The following example illustrates the method for documenting a turbine installation and
removal in Part VI of the Log Book, as governed by cycle or time limited parts. Refer to
Figure 15 for sample Log Book page with entries.
(1) TURBINE–INSTALLATION
Given: Turbine cycle count 2000 cycles.
(a) Record the aircraft serial number, engine serial number, date, and turbine total
time at installation in the appropriate blocks in the ‘‘Installed” section.
(b) Record the turbine cycle count (2000 cycles) in the ‘‘Current Cycles” block
under ‘‘Cycle Count” in the Installed section of the Part VI Log Book page.
(c) Refer to Log Book Part V Assembly Record – Turbine Assembly (pink pages) to
review current number of cycles on life limited parts. In this example, the
review reveals the following:
First–Stage Wheel P/N 23053299 0 cycles
Second–Stage Wheel P/N 23032280 0 cycles
Third–Stage Wheel P/N 6898663 2000 cycles
Fourth–Stage Wheel P/N 6892764 2900 cycles
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(d) Determine maximum cycles allowed on life limited parts. (Refer to chapter
05–10–00)
First–Stage Wheel P/N 23053299 3000 cycles
Second–Stage Wheel P/N 23032280 3000 cycles
Third–Stage Wheel P/N 6898663 6000 cycles
Fourth–Stage Wheel P/N 6892764 6000 cycles
(e) Since the first and second stage wheels have the lowest cycle count remaining
of the cycle limited parts listed in paragraph (c), these are the cycles that must
be added to the present turbine cycle count. Add the cycles remaining on the
first – or second stage wheel (3000 cycles) to the turbine cycle count (2000
cycles) and enter 5000 in the ‘‘Cycle Limit” block (3000 + 2000 = 5000).
(2) TURBINE REMOVAL
Given: Turbine cycle count: 4650 cycles.
(a) Record the date, turbine total time, and the total engine ‘‘Cycles at Removal” in
the appropriate blocks in the ‘‘Removed” section of the Part VI Log Book page.
(b) Record the turbine cycle count (4650 cycles) in the ‘‘Current Cycles” block
under ‘‘Cycle Count” in the ‘‘Removed” section.
(c) Carry the cycle limit of the turbine forward to the ‘‘Cycle Limit” block in the
‘‘Removed” section.
In this example, the turbine has accumulated 2650 cycles during this installation (4650 –
2000 = 2650). There are 350 cycles (5000 – 4650 = 350) remaining on the turbine before
it must be disassembled for replacement of the first and second stage wheels.
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Log Book Page (Part VI) – Turbine Assembly

Figure 15
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E. The following example illustrates the method for documenting a compressor installation and
removal in Part VI of the Log Book, as governed by cycle or time limited parts. Refer to
Figure 16 for sample Log Book page with entries.
(1) COMPRESSOR INSTALLATION
Given: Compressor cycle count: 7525 cycles.
(a) Record the aircraft serial number, engine serial number, date, compressor total
time, and engine cycles at installation in the appropriate blocks in the ‘‘Installed”
section.
(b) Record the compressor cycle count (7525 cycles) in the ‘‘Current Cycles” block
under ‘‘Cycle Count” in the ‘‘Installed” section of the Part VI Log Book page.
(c) Refer to Log Book Part V Assembly Record – Compressor Assembly (blue
pages) to review current number of cycles on life limited parts. In this example,
review reveals the following:
Impeller P/N 23064613 4475 cycles
(d) Determine maximum cycles allowed on life limited parts. (Refer to chapter
05–10–00)
Impeller P/N 23064613 15,000 cycles
(e) Subtract current cycles on the impeller (paragraph (c), 4475 cycles) from
maximum cycles allowed (paragraph (d)) and determine the number of cycles
remaining on the impeller (15,000 – 4475 = 10,525 cycles).
(f) Add the cycles remaining on the impeller (10,525 cycles) to the given cycle
count of the compressor (7525 cycles). The total equals 18,050 cycles.
Record this figure in the ‘‘Cycle Limit” block. When the compressor cycle count
reaches 18,050 cycles, it must be torn down for replacement of the impeller.
(2) COMPRESSOR REMOVAL
Given: compressor cycle count: 14,050 cycles.
(a) Record the date, compressor total time, and the total engine ‘‘Cycles at
Removal” in the appropriate blocks in the ‘‘Removed” section of the part VI Log
Book page.
(b) Record the compressor cycle count (14,050 cycles) in the ‘‘Current Cycles”
block under ‘‘Cycle Count” in the ‘‘Removed” section.
(c) Carry the cycle limit of the compressor (18,050) forward to the ‘‘Cycle Limit”
block in the ‘‘Removed” section.
In this example, the compressor has accumulated 6,525 cycles (14,050 – 7525 = 6,525)
during this installation. There are 4000 cycles (18,050 – 14,050 = 4000) remaining on
the compressor before it must be disassembled for replacement of the impeller.
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Log Book Page (Part VI) – Compressor Assembly

Figure 16
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15. Engine Trend Check Analysis

A. The trend check analysis provides a method for the operator to monitor engine health. The
trend check will also allow the operator to more effectively predict when preventative
maintenance is required and schedule some maintenance actions that were formerly
unscheduled.
B. Rolls–Royce strongly encourages all operators, on a voluntary basis, to utilize performance
trending to supplement their regular maintenance program. It should be noted that the use of
performance trending does not change the requirement to operate the engine within
established limits and according to applicable publications. Aircraft manufacturer engine
trending procedures which are published in the applicable FAA approved flight manuals can
be used in lieu of this manual’s procedure if they are Rolls–Royce approved. Refer to Aircraft
Manufacturer Trend Check–Alternate Procedure, para 17., this section.
C. The analysis given in the Trend Check Procedure, para 16., this section, provides the
necessary guidance, procedures, check lists, correction tables, and graphic examples
required to set up an engine trend check program. A trend check program can be initiated at
any point in an engine’s life. The effectiveness of the trending program is dependent on a
number of factors which can be reduced to the quality of the uncorrected data. Anything that
causes the inflight data to be in error will reflect adversely on the effectiveness of the
program.
D. Consideration should also be made for tolerances on the accuracy of aircraft installed
instruments. Instrument error could affect measured performance by approximately:
(1) 4% below actual power available for every + 5°C error in outside air temperature
(OAT). (Use a precision mercury type thermometer in the immediate vicinity of the
OAT probe. Shade both thermometers for a minimum of 15 minutes before taking a
reading. Compare accuracy of installed OAT gauge).
(2) 1% below actual power available for every 300 foot error in pressure altitude.
(Determine pressure altitude by averaging the readings of the altimeters of known
accuracy on the flight deck).
(3) 2% below actual power available for every + 6°C error in MGT. (Check calibration of
the MGT system and gauge).
(4) 2% below actual power available for every + 2% error in torque meter. (Check
accuracy of torquemeter.)
16. Trend Check Procedure
A. Description
(1) Trend checks can be used to monitor the health of the engine on a day to day basis.
However, trending is best used to determine engine health over longer periods of
sustained operation. The key to interpreting the data is a basic understanding of the
engine characteristics. Turbine engines normally degrade or lose power through
engine operation. If normal degradation is plotted against accumulated engine hours,
the trend line of increased turbine outlet temperature (MGT) could appear as in
Figure 17.
NOTE: Figures 17 through 21 and Figure 29 are for a typical engine. The
degradation trend plotted for a specific engine should follow the general
pattern of these curves, but need not duplicate the illustrated values.
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(2) Degradation is also affected by operation in erosive environments, excessive operation

at high temperature or overtemperature conditions, and other abnormal conditions.
The more erosive the environment, the longer the high temperature was maintained or
the higher the overtemperature, the faster the performance will degrade. Degradation
due to this type of abnormal operation could appear as the trend line depicted in Figure
17.
(3) When engine performance degrades beyond the limits allowed in applicable aircraft
publications, maintenance should be performed. Each time that engine maintenance
is performed, some measure of performance may be recovered. Normally, following
this maintenance, the engine will not recover to the power level experienced when the
engine was new or overhauled, without the replacement or rework of components to
like new condition. Figure 18 shows a typical performance recovery resulting from
regular engine washes. Note that engine performance does not return to the original
baseline power available when the engine was new or overhauled.
(4) Short term degradation can be caused by operating the engine in contaminated
atmospheric conditions. Dust, smoke and other industrial contaminants can cause this
type of power loss. Aircraft oil leaks, when they mix with the air entering the engine,
can also result in a loss of power. This type of degradation can take place in minutes
or hours and is generally corrected by rinsing or washing the engine. Following the
engine rinse or wash, it is normal to report that power would return to the previous
baseline. If power is not recovered following a rinse or wash of a dirty engine, another
problem is indicated.
Normal Engine Degradation

Figure 17
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Abnormal Operation Engine Degradation

Figure 18
Performance Recovery Due to Engine Wash

Figure 19
Engine Degradation with Component Failure/Repair

Figure 20
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Engine Degradation Baseline Change

Figure 21
(5) Engine components which are in the process of failing can also appear as short term
degradation. When engine performance degrades over a short period of time, and
rinsing or washing the engine doesn’t recover the performance loss, a component
failure or misadjustment should be investigated and corrected. Following maintenance
it would be normal to expect that trend line power would be recovered. This type of
component failure or loss of adjustment could appear as in Figure 20.
(6) Figures 17 through 20 represent some of the typical data plots that can result when
attempting to analyze trend data. There are numerous combinations of these graphs
that when properly analyzed can provide the operator useful information to determine
that maintenance is, or will soon be, required. However, interpreting the data is not
always a straightforward process. There are a number of factors that occur to confuse
or mask both normal and abnormal readings.
WARNING: DO NOT EXCEED SPECIFIED AIRCRAFT OR ENGINE LIMITATIONS
DURING PERFORMANCE OF THIS CHECK.
(7) Data scatter and pilot procedure can be a common source of inaccuracy in the trend
procedure. This inaccuracy can result from the normal instrumentation error caused
by allowable inaccuracy/ readability or omission/change of a trend check procedure
step. Following the daily flight trend check, the recorded data should be corrected and
plotted. When the corrected MGT readings are more than plus or minus 20°C from the
existing trend line, maintenance personnel should make sure no obvious failures have
occurred before repeating the trend check to determine whether the variation was due
to data scatter or pilot procedure. If, upon repeating the trend check, the newly plotted
data returns to within plus or minus 20°C from the existing trend line without further
action by the pilot or maintenance personnel, the problem was probably due to data
scatter. Neither the aircraft nor engine should have to be operated beyond established
limitations to perform the trend check procedure. If aircraft or engine limitations are
encountered during performance of the trend check procedure, it is an indication that
the check has either been improperly performed or that there is an aircraft or engine
problem.
NOTE: Prior to initiating a trend check program, operators should assure that the
aircraft instrumentation is properly calibrated.
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(8) If repeated checks continue to give corrected plotted readings in excess of plus or
minus 20°C corrected MGT change from the existing trend line, the cause can also be
due to pilot procedure. Each step of the procedure should be reviewed to assure that
all switches were properly positioned and instruments were read correctly. One of the
most common causes for inaccuracy is leaving the anti–ice, bleed air heater,
environmental control unit, air particle separator or other engine air–operated
component turned on during the check. Also be sure to allow the engine at least 1
minute to stabilize prior to taking any readings. If the procedure was performed
correctly, and the plus or minus 20°C corrected MGT change continues to result, then
an aircraft or engine problem should be investigated.
(9) To assure accurate trend checks, the aircraft configuration must remain the same
during the first and each subsequent check. For example, some aircraft have bleed air
operated components, such as pumps or air particle separators, that cannot be turned
off. Since each trend check would be made with these systems operational, it will
have no visible effect on the trended data. Additionally, if an engine operated
subsystem was usually required for safe flight during the period the trend check was
normally performed, the first and each subsequent check should be performed with
that system operational. For example, in some areas of the world, engine anti–ice is
frequently required for normal operation and should therefore be operated during each
trend check. Furthermore, when a new or overhauled engine, or an aircraft or engine
component that may affect performance is installed, a new baseline trend must be
established. For example, the installation or removal of a barrier filter or reverse inlets
for flight in snow affects engine performance and will cause a new trend line to be
established. A change in the trend line could appear as in Figure 21.
B. Example
(1) This example is provided to illustrate data tabulation, correction and graphing.
(a) Aircraft flight condition: 2000 feet pressure altitude, 20°C outside air
temperature, 100 knots airspeed with the following engine instrument
indications: N1 = 92%, N2 = 100%, Torque = 80%, MGT = 640°C, Oil Pressure
= 110 psig, Oil Temperature = 95°C.
(b) The maintenance or operations section shall record aircraft S/N, engine S/N,
date and engine time on the 250 Trend Check Record. (See Figure 22.)
(c) After departure, the pilot notes the correct altimeter reading, sets the altimeter
to 29.92 in. Hg, and continues to climb the aircraft to 2000 ft pressure altitude.
NOTE: Any 1,000 foot increment in pressure altitude up to 10,000 feet can be
selected for the check. However, data reduction is simplified when
the same pressure altitude is used for each subsequent check.
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Example – Data Filled in by Maintenance/Operations

Figure 22
NOTE: Any baseline torque that provided an indicated N1 speed greater than
90% can be utilized. The indicated torque setting required will be
obtained from the torque correction chart by entering the chosen
baseline torque and pressure altitude to be flown.
If the pilot cannot utilize the same baseline pressure altitude for each
trend check, the trend procedure must be modified. The use of a
nonstandard altitude described in step (h) will allow the pilot to
perform the trend check at various altitudes.
(d) The pilot now adjusts the engine power for cruise flight at 80% torque, checks
that the N1 is above 90% and waits for one minute to allow the engine to
stabilize. The pilot now records PA = 2000 ft., TOR = 80%, OAT + 20°C, N1 =
92% and MGT = 640°C on the 250 Trend Check Record. (See Figure 24.)
Since light to moderate turbulence was experienced throughout the procedure,
the pilot has noted “turbulence” in the remarks block to indicate that the data
might be affected. The pilot then resets the altimeter to the correct reading.
(e) Following flight, the recorded data can be corrected and trended. The baseline
parameters for the graphed data are 2,000 feet pressure altitude and 80%
indicated torque. After determining that these baseline parameters have been
used, the resulting data can be corrected and graphed. Using Figure 24,
determine the corrected N1 speed value. Find the indicated OAT on the left
vertical scale and the indicated N1 speed on the top horizontal scale. Moving
right and down, you will intersect at the corrected N1 speed of 91%. Graph this
speed as indicated in Figure 25.
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Example – Data Added by the Pilot

Figure 23
N1 Correction Chart
Figure 24
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Trend Check Graph

Figure 25
(f) Using Figure 26, determine the corrected MGT. Find the indicated OAT on the
left vertical scale and indicated MGT on the top horizontal scale. Moving right
and down, you will intersect at the corrected MGT value of 624°C. For
indicated MGT values over 650°C, consult the second page of Table 10. Graph
these data as indicated in Figure 25.
(g) It should be noted that the data graphed in Figure 25 cannot always be directly
compared to the background data depicted in Figures 17 through 21. The
background data are for illustration purpose only, to show long term
degradation of a typical engine. Actual graphed N1 and MGT 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.
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(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
27.) 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 27 to be carried in the aircraft for reference.
(i) Reduced torque values may be required at high altitudes to re main within
engine or aircraft limitations. This can result in N1 readings below 90% speed
that will allow the engine bleed valve to open. If these data are plotted, they will
erroneously appear as a step change increase in the MGT trend. Step change
increases in the MGT 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.
(j) Step change variations in MGT or other graphed parameters should be
investigated to determine their cause. Step changes that result from aircraft
configuration changes, engine maintenance, or other known causes are
permissible and result in a new trend line, as illustrated in Figure 20 or 21. Step
changes resulting from unknown causes should be investigated systematically,
using the recommendations provided in the troubleshooting section of this
manual. (See Table 101, 72–00–00, Engine–Troubleshooting.)
(k) The maximum amount of deterioration allowed is determined by the limits
stated in the aircraft flight manual, and in accordance with the aircraft
manufacturer’s FAA approved power assurance check procedure.
MGT Correction Chart

Figure 26
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Torque Correction Chart

Figure 27
C. Procedure
(1) Set the aircraft altimeter to 29.92 in. Hg and fly the aircraft at a pressure altitude
convenient to normal flight and in increments of 1000 feet from sea level. The
maximum altitude for the check is 10,000 ft. Assure the following conditions exists:
WARNING: DO NOT TURN OFF SYSTEMS OR COMPONENTS REQUIRED FOR
SAFE FLIGHT. IF ANTI–ICE IS FREQUENTLY REQUIRED FOR SAFE
FLIGHT, IT SHOULD BE OPERATED DURING EACH TREND CHECK.
(a) Anti–ice air–off
(b) Air particle separator – off
(c) Environmental control unit – off
(d) Bleed air heater–off
(e) Generator load is less than 20%
(2) Set engine N2 speed at 100%. This speed should remain constant on all subsequent
checks.
NOTE: If N2 rpm is changed for subsequent checks, a new baseline trend will be
established.
(3) Keep the aircraft in a level cruise flight when this trend check is performed. Do not
perform the check while in a slow or hover flight mode.
(4) Set the engine power to a baseline torque value that provides at least 90% N1 speed
to be sure the engine bleed valve is closed and to ensure a valid trend check. If a
nonstandard baseline altitude is used, determine the indicated torque requirement from
the torque correction chart. (See Table 8.) If N1 is not 90% or more, step (3) should
be repeated at a higher torque value, which will also establish a new trend line. Hold
cruise power for one minute, to allow the engine to stabilize prior to recording the data
listed in step (5).
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(5) Record the following values on the trend check record provided as Figure 28.
(a) Pressure altitude
(b) OAT (°C)
(c) N1 – Gas Producer rpm
(d) Torque
(e) Measured Gas Temperature – MGT
(6) Following flight, correct N1, MGT, and torque values, using the charts provided in
Tables 8 through10. Record corrected values on the trend check graph provided in
Figure 29.
NOTE: Refer to Figure 28 for a reference outline of the trend check procedure
which can be conveniently carried in the aircraft.
17. Aircraft Manufacturer Trend Check –– Alternate Procedure
Most aircraft manufacturer power checks generate percent torque as part of the aircraft In–flight
Power Assurance – Daily Trend Check. This procedure trends power or torque with appropriate
corrections for ambient flight conditions and aircraft installation characteristics. The result of this
procedure is a difference in percentage from specification torque. This difference in percentage of
specification torque can be used for trend monitoring by plotting the observed torque margin on a
daily basis. This plot would appear similar to Figure 31.
TABLE 8
Torque Correction Chart
PRESSURE ALTITUDE (FT)
BASELINE SEA 1000 2000 3000 40000 5000 6000 7000 8000 9000 10000
TORQUE (%) LEVEL
INDICATED TORQUE (%)
60 60 58 56 54 52 50 48 46 45 43 41
65 65 63 60 58 56 54 52 50 48 46 45
70 70 68 65 63 60 58 56 54 52 50 48
75 75 72 70 67 65 62 60 58 56 54 52
80 80 77 74 72 69 67 64 62 59 57 55
85 85 82 79 76 73 71 68 66 63 61 58
90 90 87 84 81 78 75 72 69 67 64 62
95 95 92 88 85 82 79 76 73 71 68 65
100 100 96 93 89 86 83 80 77 74 71 69
NOTE: Depending on aircraft gross weight and ambient conditions, performance of the trend check may not be possible using
some of the above indicated torques. If the trended torque figure selected produces an indicated torque value that
is so low that an accurate trend check is not possible, an increased baseline torque value may be required.
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Table 9
N1 Correction Chart
OAT 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104
50 76 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 93 94 95 96 97 98
48 76 77 78 79 80 81 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99
46 76 77 78 79 80 81 82 83 84 85 86 86 87 88 89 90 91 92 93 94 95 96 97 98 99
44 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 92 93 94 95 96 97 98 99
42 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 98 99
40 77 78 79 80 81 82 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100
38 77 78 79 80 81 82 83 84 85 86 87 88 89 89 90 91 92 93 94 95 96 97 98 99 100
36 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 98 99 100
34 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101
32 78 79 80 81 82 83 84 85 86 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101
30 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 97 98 99 100 101
28 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102
26 79 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102
24 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 97 98 99 100 101 102
22 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103
20 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103

18 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 96 97 98 99 100 101 102 103
16 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104
14 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104
12 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 97 98 99 100 101 102 103 104 105
10 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105

8 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105
6 81 82 83 84 85 86 87 88 89 90 91 92 93 94 96 97 98 99 100 101 102 103 104 105 106
4 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106
2 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106
0 82 83 84 85 86 87 88 89 90 91 92 93 94 96 97 98 99 100 101 102 103 104 105 106 107

–2 82 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107
–4 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 105 106 107 108
–6 83 84 85 86 87 88 89 90 91 92 93 95 96 97 98 99 100 101 102 103 104 105 106 107 108
–8 83 84 85 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108
–10 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 102 103 104 105 106 107 108 109
–12 84 85 86 87 88 89 90 91 92 93 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109
–14 84 85 86 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 107 108 109 110
–16 85 86 87 88 89 90 91 92 93 94 95 96 97 98 100 101 102 103 104 105 106 107 108 109 110
–18 85 86 87 88 89 90 91 92 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109 111
–20 85 86 87 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 105 106 107 108 109 110 111
–22 86 87 88 89 90 91 92 93 94 95 96 97 99 100 101 102 103 104 105 106 107 108 109 110 111
–24 86 87 88 89 90 91 92 94 95 96 97 98 99 100 101 102 103 104 105 106 108 109 110 111 112
–26 86 87 89 90 91 92 93 94 95 96 97 98 99 100 102 103 104 105 106 107 108 109 110 111 112
–28 87 88 89 90 91 92 93 94 95 96 98 99 100 101 102 103 104 105 106 107 108 110 111 112 113
–30 87 88 89 90 91 93 94 95 96 97 98 99 100 101 102 103 105 106 107 108 109 110 111 112 113
–32 87 89 90 91 92 93 94 95 96 97 98 99 101 102 103 104 105 106 107 108 109 110 112 113 114
–34 88 89 90 91 92 93 94 96 97 98 99 100 101 102 103 104 105 106 108 109 110 111 112 113 114
–36 88 89 90 91 93 94 95 96 97 98 99 100 101 103 104 105 106 107 108 109 110 111 112 114 115
–38 89 90 91 92 93 94 95 96 97 99 100 101 102 103 104 105 106 107 108 110 111 112 113 114 115
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Table 10
MGT CORRECTION CHART
OAT 530 535 540 565 550 555 560 565 558 575 580 585 590 595 600 605 610 615 620 625 630 635 640 645 650
50 443 447 452 456 461 465 470 474 479 483 488 492 496 501 505 510 514 519 523 528 532 537 541 546 550
48 447 452 456 461 465 470 474 479 483 488 483 497 801 506 510 515 519 524 528 533 537 542 546 551 555
46 452 456 461 466 470 475 479 484 488 493 497 502 506 511 515 520 524 529 533 568 572 577 551 556 560
44 457 461 466 470 475 479 484 488 493 497 502 507 511 516 520 525 529 534 538 543 547 552 556 561 566
42 461 466 470 475 479 484 489 493 498 502 507 511 516 521 858 560 537 569 543 548 553 557 562 566 571
40 466 470 475 480 484 489 493 498 503 507 512 516 521 526 530 535 539 544 549 553 558 562 578 572 576
38 471 475 480 485 489 595 598 806 508 512 517 522 526 531 535 540 545 459 554 559 563 568 572 577 582
36 475 480 485 489 494 499 503 508 513 517 522 527 531 536 541 545 550 555 559 564 569 573 578 583 587
34 480 485 490 494 499 504 508 513 518 523 527 532 537 541 546 551 555 560 565 569 674 579 583 588 593
32 485 490 495 499 504 509 514 518 523 528 532 537 542 547 551 556 561 566 570 575 580 584 589 594 599
30 490 495 500 505 509 514 519 524 528 533 538 543 547 552 557 562 566 571 576 581 585 590 595 600 604
28 495 500 505 510 514 519 524 529 534 538 543 548 553 558 562 567 572 577 581 586 591 596 601 605 610
26 500 505 510 515 520 525 529 534 539 544 549 553 558 563 568 573 578 582 587 592 597 602 606 611 616
24 506 511 515 520 525 530 535 540 544 549 554 559 564 569 574 578 583 588 593 598 603 607 612 617 622
22 511 516 521 526 530 535 540 545 550 555 560 565 570 574 579 584 589 594 599 604 609 613 618 623 628
20 516 521 526 531 536 541 546 551 556 561 565 570 575 580 585 590 595 600 605 610 615 620 624 629 634
18 522 527 532 537 542 546 551 556 561 566 571 576 581 586 591 596 601 606 611 616 621 626 631 636 640
16 527 532 537 542 547 552 557 562 567 572 577 582 587 592 597 602 607 612 617 622 627 632 637 642 647
14 533 538 543 548 553 558 563 568 573 578 583 588 593 598 603 608 613 618 623 628 633 638 643 648 653
12 538 544 549 554 559 564 569 574 579 584 589 594 599 604 609 614 619 624 629 634 640 645 650 655 660
10 544 579 554 559 565 670 575 480 585 490 595 600 605 610 615 621 626 631 636 641 646 651 656 661 666
8 550 555 560 565 571 576 581 586 591 596 601 606 611 617 622 627 632 637 642 647 652 658 663 668 673
6 556 561 566 571 577 582 587 592 597 602 608 613 618 623 628 633 638 644 649 654 659 664 669 675 680
4 562 578 572 577 583 588 593 598 603 609 614 619 624 629 635 640 645 650 655 661 666 671 676 681 687
2 568 573 578 584 589 594 599 605 610 615 620 626 631 636 641 647 652 657 662 667 673 689 683 688 694
0 574 579 585 590 595 600 606 611 616 622 627 632 637 643 648 453 659 664 669 674 680 685 690 695 701
–2 580 586 591 596 602 607 612 618 623 628 634 639 644 649 655 660 665 671 676 681 687 692 697 703 708
–4 587 592 597 603 608 613 619 624 630 635 640 646 651 656 662 667 672 678 683 688 694 699 704 710 715
–6 593 599 604 609 615 620 626 631 636 642 647 652 658 663 669 674 679 685 690 696 701 706 712 717 723
–8 600 605 611 616 621 627 632 638 643 649 654 659 665 670 676 681 687 692 698 703 708 714 719 725 730
–10 606 612 617 623 628 634 639 645 650 656 661 667 672 678 683 688 694 699 705 710 716 721 727 732 738
–12 613 619 624 630 635 641 646 652 657 663 668 674 679 685 690 696 701 707 712 718 723 729 734 740 745
–14 620 625 631 637 642 648 653 659 664 670 676 681 687 692 698 703 709 714 720 726 731 737 742 748 753
–16 627 632 638 644 649 655 660 666 672 677 683 688 694 700 705 711 717 722 728 733 739 745 750 756 761
–18 634 640 645 651 657 662 668 673 679 685 690 696 702 707 713 719 724 730 736 741 747 753 758 764 769
–20 641 647 652 658 664 670 675 681 687 692 698 704 709 715 721 726 732 738 744 749 755 761 766 772 778
–22 648 654 660 666 671 677 683 689 694 700 706 711 717 723 729 734 740 746 752 757 763 769 775 780 786
–24 656 662 667 673 679 685 690 696 702 708 714 715 725 731 737 743 748 754 760 766 771 777 783 789 795
–26 663 669 675 681 687 692 698 704 710 716 722 727 733 739 745 751 757 762 768 774 780 786 792 797 803
–28 671 677 683 689 694 700 706 712 718 724 730 736 741 747 753 759 765 771 777 783 788 794 800 806 812
–30 679 685 691 696 702 708 714 720 726 732 738 744 750 756 762 768 774 779 785 791 797 803 809 815 821
–32 687 693 699 705 711 716 722 728 734 740 746 752 758 764 770 776 782 788 794 800 806 812 818 824 830
–34 695 701 707 713 719 725 731 737 743 749 755 761 767 773 779 785 791 797 803 809 715 821 827 833 839
–36 703 709 715 721 727 733 739 745 751 757 764 770 776 782 788 794 800 806 812 818 824 830 836 843 849
–38 711 717 723 729 736 742 748 754 760 766 772 779 785 791 797 803 809 815 821 828 834 840 846 852 858
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–
Table 10 (cont)
MGT CORRECTION CHART
OAT 650 655 660 665 670 675 680 685 690 695 700 705 710 715 720 725 730 735 740 745 750 755 760 765 770
50 550 554 559 563 568 572 577 571 586 590 595 599 603 608 612 617 621 626 630 635 639 644 648 653 657
48 555 560 564 569 573 578 582 587 591 595 600 304 609 613 618 622 627 631 636 640 645 649 654 658 663
46 560 565 569 574 578 583 587 592 596 604 605 610 614 619 624 628 633 637 642 646 651 655 660 664 669
44 566 570 575 579 584 588 593 597 602 606 611 616 620 625 629 634 638 643 647 652 656 661 665 670 675
42 571 575 580 585 589 594 598 603 607 612 617 621 626 630 635 639 644 649 653 658 662 667 671 676 681
40 576 581 585 590 595 599 604 608 613 618 622 627 631 636 641 645 650 654 659 664 668 673 677 682 687
38 582 586 591 596 600 605 610 614 619 623 628 633 637 642 647 651 656 660 665 670 674 679 684 688 693
36 587 592 597 601 606 611 615 620 625 629 634 639 643 648 653 657 662 666 671 676 680 685 690 694 699
34 593 598 602 607 612 616 621 626 630 635 640 644 649 654 689 663 668 673 677 682 687 691 696 701 705
32 599 603 608 613 617 622 627 632 636 641 646 650 655 660 665 669 674 679 684 688 693 698 702 707 712
30 604 609 614 619 623 628 633 638 642 647 652 657 661 666 671 676 680 685 690 695 699 704 709 714 718
28 610 615 620 624 629 634 639 644 648 653 658 663 668 672 677 682 687 691 696 701 706 711 715 720 725
26 616 621 626 630 635 640 645 650 655 659 664 669 674 679 683 688 693 698 703 718 712 717 722 727 732
24 622 627 632 637 641 646 651 656 661 666 671 675 680 685 690 695 700 704 709 714 719 724 729 734 738
22 628 633 638 643 648 653 657 662 667 672 677 682 687 692 696 701 706 711 716 714 726 731 735 740 745
20 634 639 644 649 654 659 664 669 674 678 683 688 693 698 703 708 713 718 723 728 733 737 742 747 752
18 640 645 650 655 660 665 670 675 680 685 690 695 700 705 710 715 720 725 730 735 739 744 749 754 759
16 647 652 657 662 667 672 677 682 687 692 697 702 707 712 717 822 727 732 736 741 746 751 756 761 766
14 653 658 663 668 673 678 683 688 693 698 703 708 713 718 723 728 733 739 744 749 754 759 764 769 774
12 660 665 670 675 680 685 690 695 700 705 710 715 720 725 730 736 741 746 751 756 761 766 771 776 781
10 666 671 676 682 687 692 697 702 707 712 717 722 727 732 738 743 748 753 757 763 768 773 778 783 788
8 673 678 683 688 693 699 704 709 714 719 724 729 734 740 745 750 755 760 765 770 775 781 786 791 796
6 680 685 690 695 700 706 711 716 721 726 731 737 742 747 752 757 762 768 773 778 783 788 793 798 804
4 687 692 697 702 707 713 718 723 728 733 739 744 749 754 759 765 770 775 780 785 791 796 801 806 811
2 694 699 704 709 715 720 725 730 736 741 746 751 756 762 767 772 777 783 788 793 798 804 809 814 819
0 701 706 711 717 722 727 732 738 743 748 753 759 764 769 775 780 785 790 796 801 806 811 817 822 827
–2 708 713 719 724 729 734 740 745 750 756 761 766 772 777 782 788 793 798 804 809 814 819 825 830 835
–4 715 721 726 731 737 742 747 753 758 763 769 774 779 785 790 795 801 806 812 817 822 828 833 838 844
–6 723 728 733 739 744 750 755 760 766 771 777 782 787 793 798 803 809 814 820 825 830 836 841 847 852
–8 730 736 741 746 752 757 763 768 774 779 784 790 795 801 806 812 817 822 828 833 839 844 850 855 861
–10 738 743 749 754 760 765 771 776 782 787 792 798 803 809 814 820 825 831 836 842 847 853 858 864 869
–12 745 751 757 762 768 773 779 784 790 785 801 806 812 817 823 828 834 839 845 850 856 861 867 872 878
–14 753 759 764 770 776 781 787 792 798 803 809 815 820 826 831 837 842 848 853 859 865 870 876 881 887
–16 761 767 773 778 784 789 795 801 806 812 817 823 829 834 840 845 851 857 862 868 873 879 885 890 896
–18 769 775 781 786 792 798 803 809 815 820 826 839 837 843 849 854 860 865 871 877 882 888 894 899 905
–20 778 783 789 795 800 806 812 818 823 829 835 840 746 852 857 863 869 874 880 886 892 897 903 909 914
–22 786 792 798 803 809 815 820 826 832 838 843 849 855 861 866 872 878 884 889 895 901 907 912 918 924
–24 795 800 806 812 818 823 829 835 841 847 852 858 864 870 876 881 887 893 899 904 910 916 922 958 933
–26 803 809 815 821 827 832 838 844 850 856 862 867 873 879 885 891 896 902 908 914 920 926 931 937 943
–28 812 819 824 830 836 841 847 853 859 865 871 877 883 888 894 900 906 912 918 924 930 935 941 947 853
–30 821 827 833 839 845 851 856 862 868 874 880 886 892 898 904 910 916 922 928 934 939 945 951 957 963
–32 830 836 842 848 854 860 866 872 878 884 890 896 902 908 914 920 926 932 938 944 950 955 961 967 973
–34 839 845 851 857 863 869 875 881 887 593 899 906 912 918 924 930 936 942 948 954 960 966 972 978 984
–36 849 855 861 867 873 879 885 891 897 903 909 915 922 928 934 940 946 952 958 964 970 976 982 988 994
–38 858 864 870 877 883 889 895 901 907 913 919 926 932 938 944 950 956 962 968 975 981 987 993 9991005
1
72–00–00
Page 84
Nov 15/02
Trend Check Data Recording Form

Figure 28
250 Trend Check Graph

Figure 29
1
72–00–00
Page 85
Nov 15/02
ENGINE TREND CHECK PROCEDURE
WARNING: DO NOT EXCEED ENGINE/AIRCRAFT LIMITS.

1. Note altimeter pressure; set to 29.92 in. Hg and fly baseline torque and altitude for one minute.
NOTE: Correct the torque setting if a non–standard baseline altitude is used.
WARNING: ACCESSORIES REQUIRED FOR SAFE FLIGHT SHOULD

BE OPERATED DURING EACH CHECK.
2. Turn off bleed air operated accessories (see WARNING), stabilize generator load below 20%,
and set full N2 operating speed.
NOTE: Be sure engine settings/configuration are identical for each check.
3. Record pressure altitude, OAT, N1, torque and MGT.
4. Reset altimeter.
In–Flight Check List

Figure 30
In–Flight Power Assurance Daily Trend Check

Figure 31
1
72–00–00
Page 86
Nov 15/02
ENGINE – TROUBLESHOOTING
To assist in correction of malfunctions which could occur, refer to table 101.
TABLE 101
Troubleshooting
Item Trouble Probable Cause Remedy
1 Engine fails to reach 15% Inadequate torque at starter Check output of starter and bat-
cranking speed. pad. tery.
Binding N1. Check inlet for foreign object dam-
age. Rotate N1 by hand and listen
for abnormal noise.
2 Engine fails to light off. Preservation–oil fouled spark Try a second start.
igniter.
Faulty circuit to ignition unit. Listen for ignition operation. Ob-
serve for fuel vapor coming out of
the exhaust. Check input power to
ignition unit. Isolate and replace
defective part.
Faulty ignition exciter. Listen for igniter operation. Ob-
exhaust. Replace with known sat-
isfactory unit. (Refer to Ignition Ex-
citer – Maintenance Practices,
74–10–01.)
Faulty spark igniter. Listen for igniter operation. Ob-
exhaust. Replace with known sat-
isfactory unit. (Refer to Spark Ig-
niter – Maintenance Practices,
74–20–01.)
Insufficient fuel in tanks. Fill tanks with correct fuel.
HMU remains in cutoff. Check linkage for proper rigging.
Insufficient fuel pressure to Turn on aircraft boost pump.
HMU.
Spark igniter firing intemit- Check input voltage to exciter.
tently. Check ignition exciter by replacing
temporarily with a known satisfac-
tory unit.
Fuel nozzle shimmed incor- Remove fuel nozzle, measure
rectly spacer thickness required to
achieve correct fuel nozzle depth,
install fuel nozzle with correct num-
ber of spacers. (Refer to
73–10–03)
Fuel nozzle valve stuck. Replace fuel nozzle.
72–00–00
Page 101
Jun 1/96
TABLE 101 (cont)
Troubleshooting
2 (cont) Engine fails to light off. (cont) HMU inoperative. (Fuel vapor Check HMU for sheared drive or
will not be observed leaving internal damage; check for air
the exhaust.) leaks at inlet or fluid leaks at outlet.
Water or other contaminant in Check a sample of fuel from the
fuel. bottom of the tank. If contami-
nated, disconnect the fuel line at
the fuel nozzle drain all fuel and
then flush the system with clean
fuel.
Fuel nozzle orifice clogged. Check fuel filter, replace nozzle.
(Refer to Fuel Nozzle – Mainte-
nance Practices, 73–10–03.)
3 Engine lights off but will not Inadequate torque at starter Check condition of battery and
accelerate to idle speed at a pad. starter to determine if sufficient N1
normal rate. cranking speed is attainable.
Insufficient fuel supply to Check fuel system to ensure all

HMU. valves are open and pumps are
operative.
Insufficient fuel pressure to Turn on aircraft boost pump.
HMU.
Fuel nozzle partially clogged Clean fuel nozzle. (Refer to Clean-

with carbon. ing, para 3., 73–10–03.)
Fuel nozzle valve stuck par- Replace fuel nozzle.
tially open.
Anti–icing valve open and Close anti–icing valve and turn off
cabin heat on. cabin heat.
Foreign object damage or Inspect compressor
erosion to compressor.
4 Engine lights off but flames Fuel nozzle partially clogged. Inspect fuel nozzle for carbon
out during ground starts at buildup. Clean or replace as nec-
high altitude, especially essary.
above 5000 feet (1524 me-
ters), during cold ambient
conditions.
72–00–00
Page 102
Jun 1/96
TABLE 101 (cont)
Troubleshooting
5 Acceleration temperature Insufficient time allowed for Purge the engine by motoring with
too high during start. draining after an unsuccess- the gas producer lever and ignition
ful starting attempt. switch in OFF for approximately 10
sec before attempting a second
start.
Reduced battery capacity. Recharge or replace battery.
This can produce low crank-
ing speed.
High residual MGT in excess Motor engine with starter leaving
of 150°C (302°F). gas producer lever and ignition
OFF.
Depreciated starter which is Replace starter.
not capable of dry motoring
gas producer (N1) above 15
percent.
Fuel nozzle valve stuck full Replace fuel nozzle.
open.
Excessive compressor air Check for leaks. Be sure that anti–
leaking. ice valve is fully closed.
6 Idle speed too low or too Incorrect gas producer lever Check lever position and rigging.
high. setting.
7 Oil pressure drops off se- Oil supply low. Check oil supply and refill as nec-
verely. essary.
Oil pressure transmitter or in- Check transmitter or indicator and
dicator giving false indication. repair or replace if necessary.
Regulating valve sticking or Clean valve or replace spring.
broken spring.
Defective oil pump. Repair or replace oil pump.
8 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 engine and aircraft oil sys-
tems. Replace filter. Inspect mag-
netic chip detectors for metallic
particles. Thoroughly flush with
engine oil while motoring engine.
Drain and refill with engine oil.
9 Low oil pressure. Low oil quantity. Check for excessive consumption.
Lack of oil in reservoir. Fill reservoir with correct oil.
Gage records inaccurately. Check gage and transmitter.
72–00–00
Page 103
Jun 1/96
TABLE 101 (cont)
Troubleshooting
9 (cont) Low oil pressure. (cont) Oil leaks. Check all piping and connections.
Clogged oil filter. Clean or replace the oil filter. If the
oil filter is clogged with carbon, in-
spect 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 5.E. and
5.G. of 72–50–00.)
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 SYS-
TEM PROBLEMS HAVE DEVELOPED.
Oil pressure not adjusted. Adjust oil pressure regulating
valve. (Refer to Adjustment/Test,
para 2.J., 72–60–00.)
Increase in oil pump internal Replace power and accessory
clearances or sheared drive. gearbox.
Oil contamination. Drain and replace filter. Inspect
magnetic chip detectors for metal-
lic particles. Thoroughly flush with
engine oil while motoring engine.
If carbon and sludge deposits are
found, remove and clean the air-
frame oil tank and flush the air-
frame engine oil system in accor-
dance with the applicable airframe
manufacturer‘s manuals. Drain
and refill with engine oil.
10 High oil pressure. Oil pressure gage and trans- Check gage and transmitter.
mitter record inaccurately.
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
Pressure regulating valve im- Readjust oil pressure regulating
properly adjusted. valve per para 2.J., 72–60–00.
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.
72–00–00
Page 104
Jun 1/96
TABLE 101 (cont)
Troubleshooting
11 Oil consumption exceeds Loose fittings, connections, or Check all fittings, connections, and
0.05 gal (0.19 liters) per splitlines. splitlines for sealant and proper
hour. (1) quart (1 liter) per 5 torque. Wash entire engine and
hours) coat with whitener in suspected
area. Operate engine to locate
source of leakage.
Oil leakage from #5 Labyrinth Replace seal. Refer to Labyrinth
Seal Seal Replacement, para 3.,
72–50–00.)
Leaking accessory oil seals. Replace defective seals. (Refer to
Oil Seal Replacement, para 1.B.,
72–60–00.)
12 Oil consumption in excess of Coking and carbon buildup in Clean power turbine support scav-
one quart (0.9 liter) per hour. power turbine support. enge oil strut, power turbine sup-
port pressure oil nozzle and the ex-
ternal scavenge oil sump. (Refer
to para 5.E. and 5.G. of
72–50–00.)
Improper fit between the pow- Send engine to an overhaul facility
er turbine inner and outer for repair.
shafts.
13 Oil emanating from diffuser Orifice improperly sized. Refer to Diffuser Vent Orifice
vent orifice. Selection, para 1.B., 72–00–00,
Engine Adjustment/Test.
14 Oil temperature exceeds Oil cooler fan inoperative or Check fan, repair or replace. In-
107°C (225°F). restricted air flow to the cool- spect engine. (Refer to Oil Tem-
er. perature Limit Exceeded, para
8.B., 72–00–00, Engine–Servic-
ing.)
Oil cooler bypass valve inop- Inspect valve operation. Repair or
erative. replace. Inspect engine (Refer to
Oil, Temperature Limit Exceeded,
para 8.B., 72–00–00, Engine –
Servicing.)
72–00–00
Page 105
Jun 1/96
TABLE 101 (cont)
Troubleshooting
15 Lower power or high MGT. Compressor foreign object Replace compressor if damage
damage. exceeds limits.
Excessive compressor air Repair leaks.
leaks.
Faulty MGT indicator. Calibrate or replace indicator.
Anti–icing valve leaking. Check linkage or replace valve.
Observe temperature change
when anti–ice is activated.
Bleed valve fails to close. Replace valve.
Faulty torquemeter indicating Calibrate or replace gage or trans-
system. mitter.
Compressor air discharge Reposition the compressor air dis-
tubes leaking air at the piston charge tubes or replace the piston
ring split seals. ring split seals.
Compressor rotor–to–shroud Repair or replace the compressor.
clearance excessive.
Outer combustion case Repair crack or replace outer com-
cracked. bustion case.
First–stage gas turbine Replace first–stage nozzle.
nozzle cracked.
Turbine wheel or nozzle Replace turbine.
eroded excessively.
Warped or cracked combus- Repair or replace combustion liner.
tion liner.
Engine air inlet blockage. Remove objects causing
blockage.
Burned or missing turbine ro- Replace turbine assembly.
tor blades.
Turbine wheel blade tip ex- Replace turbine.
cessive clearance.
Nos. 6 & 7 area labyrinth Replace turbine.
seals excessive clearance.
Blocked or restricted exhaust Remove blockage or replace tur-
outlet. bine (e.g., flowsplitter damage).
Leaking heating/environmen- Cap or blank off customer bleed
tal control bleed air system. pad on scroll to isolate cause.
Dirty compressor. Clean compressor. (Refer to Com-
pressor Cleaning, para 4.,
72–30–00.)
72–00–00
Page 106
Jun 1/96
TABLE 101 (cont)
Troubleshooting
15 (cont) Lower power or high MGT. Compressor scroll internal Repair or replace compressor.
(cont) erosion, distorted elbow
vanes or air leaks at joints.
Compressor impeller rub Clean or replace compressor.
caused by dirt or No.1 Bear-
ing failure.
16 Low power with MGT below L.P. Fuel Filter blocked. Check by–pass indicator. Replace
max. limit. filter element.
Aircraft fuel system restric- Refer to aircraft manual for correc-
tion, contamination or leak- tive action.
age.
Improperly shimmed or Shim correctly, clean or replace
blocked fuel nozzle. fuel nozzle. (Refer to Chapter
73–10–03.)
17 Low measured MGT at nor- Faulty MGT indicator. Calibrate or replace indicator.
mal or high power. Thermo-
couple harness meets in-
spection criteria.
Faulty MGT thermocouple as- Replace thermocouple assembly.
sembly. (Refer to Replacement, para 1.,
77–20–01.)
18 Engine N1 or N2 over- Faulty N1 or N2 tachometer. Replace generator or indicator.
speeds.
19 Excessive exhaust torching Fuel nozzle malfunction. Replace fuel nozzle.
during transients.
Leaking accessory bleed Repair or replace lines.
lines.
20 Slow to accelerate from idle Excessive generator load. Reduce electrical load.
to power.
Excessive compressor air Check for leaks and repair.
leakage.
21 Slow to accelerate to power Same as in preceding trouble. Correct as in preceding Trouble.
while in flight.
22 Compressor surge during Foreign object damage. Inspect compressor. Correct as
starting. required.
Compressor erosion. Inspect compressor. Correct as
required.
72–00–00
Page 107
Jun 1/96
TABLE 101 (cont)
Troubleshooting
23 More than 10 drops per min- HMU drive shaft seal leaking. Replace HMU.
ute fuel leaking from the
HMU overboard drain ports.
Gearbox seal leaking.
If leakage is fuel, replace HMU; if
leakage is oil, replace seal.
24 Faulty torquemeter indica- Clogged torquemeter bleed Clean torquemeter bleed orifice or
tion. orifice. replace power and accessory
gearbox.
Clogged torquemeter pres- Clean torquemeter pressure inter-
sure sensing oil line. nal passages or replace power and
accessory gearbox.
Aircraft gage faulty. Calibrate or replace gage.
Torque transducer faulty. Replace torque transducer.
Torquemeter supporting Replace power and accessory
bearing failure. gearbox.
25 Loss of power sharing accel- Incorrect aircraft rigging. Check rigging and adjust in accor-
eration. dance with aircraft
26 Lack of anti–icing air. Cracked anti–ice air tubes. Check tubes.
Defective switch. Replace switch.
Plug installed in solenoid Remove plug.
valve.
Anti–icing air valve stuck Replace valve.
closed.
Solenoid valve not operating. Check cause, replace defective
part.
Dirt collected in vane trailing Remove anti–icing air line at the
slots. compressor front support, cap the
bullet nose outlet holes and blow
through struts and out slots at 40
psig (276 kPag) maximum.
27 Continuous exhaust smok- Blocked 6–7 power turbine Clean strut and nozzle.
ing sump strut.
Inadequate or restricted scav- Perform Turbine Scavenge Oil
enge oil flow. Flow Check. (Refer to para 5.G.,
72–50–00)
Failed No. 1 bearing. Replace compressor.
Defective turbine seals. Replace turbine.
Oil leakage from compressor If oil consumption exceeds limits,
forward bearing oil seal. replace faulty component(s) as
necessary.
72–00–00
Page 108
Jun 1/96
TABLE 101 (cont)
Troubleshooting
27 Continuous exhaust smok- Oil leakage from power tur- This is usually accompanied by an
ing (cont) bine No. 5 Labyrinth Seal oil puddle in the exhaust collector
support. If oil consumption ex-
ceeds limits, replace faulty compo-
nents as necessary.
28 Compressor rear bearing Orifice improperly sized Resize vent orifice. (Refer to Dif-
labyrinth seal vent spewing. (smaller orifice needed). fuser Vent Orifice Selection, para
1.B., 72–00–00, Engine Adjust-
ment/Test.)
29 Exhaust duct emitting Combustion liner damaged. Inspect combustion liner and re-
sparks. pair or replace. (Refer to Inspec-
tion, para 1.C., 72–40–00.)
Turbine or compressor dam- Replace faulty component.
aged.
30 Excessive vibration. Loose engine mounts. Inspect for security and condition
of mounts.
Turbine wheel blade failure. Inspect the turbine wheel blades.
(Refer to First–stage Turbine
Wheel Blade Inspection, para 5.C.,
72–50–00.)
Compressor damage. Check visible sections of the com-
pressor.
Compressor or turbine out of Remove component for check bal-
balance. ance.
Starter–generator out of bal- Replace starter–generator.
ance.
Bearing failure or accessories Check the magnetic inspection
section internal failure. plugs for particles. If accumulated
particles are found, send engine to
overhaul.
Cause uncertain. Install engine in another aircraft or
in test stand for comparison. Send
engine to overhaul if excessive
vibration persists.
31 Unable to stop HMU fuel cutoff valve not Close the aircraft fuel shutoff valve
closed. to stop the engine. Then check
control linkage rigging or replace
HMU if faulty.
32 After fire. Oil leak. Refer to Item 33.
Sticking burner drain valve. Replace valve.
Burner drain valve line ob- Check the drain lines. Clean or re-
struction. place as necessary.
72–00–00
Page 109
Jun 1/96
TABLE 101 (cont)
Troubleshooting
33 Heavy smoking out of ex- Oil leakage from compressor If oil consumption exceeds limits,
haust following engine shut- forward bearing oil seal. replace faulty component(s) as
down. (A puff of smoke dur- necessary.
ing deceleration or shut- Oil leakage from power tur- This is usually accompanied by an
down and/or light wisps of bine No. 5 bearing oil seal. oil puddle in the exhaust collector
smoke after shutdown are support. If oil consumption ex-
considered normal) ceeds limits, replace faulty compo-
nents as necessary.
Number five lab seal vent ori- Resize number five labseal (Ref. to
fice improperly sized. para 1.B., 72–00–00 (Eng. Adjust-
ment)
Inadequate or restricted scav- Perform Turbine Scavenge Oil
enge oil flow. Flow Check. (Refer to para
5.G.,72–50–00).
Residual oil in No. 6 and 7 Remove external sump; inspect
bearing area, depositing on and clean strut. (Refer to Inspec-
hot turbine parts. tion and Cleaning of Power Tur-
bine Support Scavenge Oil Strut,
para 5.F., 72–50–00.)
Excessive clearance of rotat- This is usually accompanied by
ing knife seals located in No. low power. If suspected, replace
6 and 7 bearing area. turbine.
34 Static oil leakage from pow- Internal check valve stuck Clean or replace the internal check
er and accessory gearbox open. valve. (Refer to Lube Oil Filter
breather. Housing Replacement, para 1.D.,
72–60–00.)
Remove filter housing and inspect
housing and transfer tubes (2)
mating surfaces. Check packings
on housing end of transfer tubes.
Replace defective items.
35 Starter unable to rotate en- Turbine blade tip clearance. If engine will rotate after cooldown,
gine immediately after shut- no corrective action required. If
down. unable to rotate engine after cool
down, remove turbine for further
examination.
NOTE: To help alleviate turbine rub or carbon conditions which prevent the main rotor N2 from turning by 25% N1
speed, walk the main rotor backwards after start attempt and/or while the engine is cooling down. If chatter
is encountered, stop the walk–through. Repeat the procedure at the next convenient shutdown.
36 Starter unable to rotate en- Binding of compressor, tur- Determine which major compo-
gine. bine, or gearbox. nent is binding. Replace compo-
nent or engine.
72–00–00
Page 110
Jun 1/96
TABLE 101 (cont)
Troubleshooting
36 Main rotor N2 does not rotate Turbine wheel shroud N2 rub. Shut down. Repeat start proce-
by 25% N1 speed during dure. If not rotating after second
start. attempt, walk the main rotor back-
wards before again repeating the
start procedure. (Refer to Item 34
NOTE.) Replace turbine if condi-
tion persists.
Carbon formation around ro- Ensure that the oil being used is
tating labyrinth seals. MIL–PRF–7808F or G, or MIL–
PRF–23699. Shutdown. Repeat
start procedure. If not rotating after
second attempt, walk the main ro-
tor backwards before again re-
peating the start procedure. (Refer
to Item 34 NOTE.) If repeated
walk–through does not free N2,
clean carbon from rotating laby-
rinth seals and power turbine shaft.
Aircraft power train seizure. Refer to aircraft maintenance
manual.
37 Bearing noise at compres- Bearing failure. Inspect and/or replace compres-
sor which may be accompa- sor No. 1 and No. 2 bearings as re-
nied by looseness of the im- quired.
peller.
NOTE: Inspect magnetic drain
plugs to determine extent
of contamination due to
bearing failure. (Refer to
Magnetic Plugs, para
3.B., 72–60–00.)
38 Magnetic plug warning light Engine metal generation. Refer to Magnetic Plugs, para 3.B.,
illuminated. 72–60–00.
39 Oil blowing from gearbox Leaking accessory pad seal. Replace seal. (Refer to Oil Seal
vent, or oil venting into ex- Replacement para 1.B.,
haust (on aircraft installa- 72–60–00.)
tions in which gearbox vent
is connected to the exhaust
collector).
72–00–00
Page 111
Nov 15/02
72–00–00
Page 112
Nov 15/02
ENGINE SERVICING
WARNING: FAILURE TO PROPERLY ASSEMBLE COMPONENTS/PARTS OF THE ENGINE
COULD RESULT IN AN ENGINE FAILURE.
CAUTION: DURING OIL SERVICING OR ANY OTHER MAINTENANCE, USE CARE TO

ENSURE THAT NO METAL CHIPS, PARTICLES, OR DEBRIS OF ANY KIND IS
ALLOWED TO ENTER THE ENGINE OIL SYSTEM.
CAUTION: USE PLASTIC OR RAWHIDE HAMMER HEADS––NEVER METAL––WHEN

DRIVING ON ANY PART OF THE ENGINE. NEVER USE PLIERS ON NUTS.
CAUTION: WHEN MARKING OR IDENTIFYING ANY PART SUBJECTED TO HIGH

TEMPERATURES, DO NOT USE ANY MARKING MATERIAL CONTAINING
GRAPHITE. (REFER TO TABLE 302, ACCEPTABLE MARKING PENS AND
PENCILS.)
CAUTION: THE COMPRESSOR–TO–TURBINE COUPLING SHAFT IS A NITRATED PART,

AND IS SUSCEPTIBLE TO HANDLING DAMAGE. ANY HANDLING DAMAGE CAN
RESULT IN CRACK PROPAGATION. IF THE COUPLING IS DROPPED, IT MUST
BE PROCESSED BY AN AUTHORIZED OVERHAUL SHOP PRIOR TO FURTHER
SERVICE.
CAUTION: ALL ENGINE PARTS SHOULD BE CAREFULLY REEXAMINED FOR MISSING

COMPONENTS OR DAMAGE PRIOR TO FINAL ASSEMBLY OF THE PART.
CAUTION: REMOVAL AND INSTALLATION OF THE STARTER GENERATOR SHOULD BE

ACCOMPLISHED IN A CAREFUL MANNER TO PREVENT COMPONENT
DAMAGE. CONSULT AIRFRAME AND/OR STARTER GENERATOR
MAINTENANCE MANUALS FOR SPECIFIC GUIDELINES.
1. Special Tools
The special service tools required for engine maintenance are as follows:
Figure 301
Tool No. Description Reference
6795590 Puller–Bearing, Gas Used to remove the No. 8 bearing. –
Producer Turbine, Power
Turbine and Compressor
6795614 Puller and Pusher–Idler Used to install and remove the idler gear support –
Gear Support Shaft, Power shafts.
and Accessory Gearbox
6796941– Puller–Seal, Tachometer Used to remove lip–type oil seals from the power A
200 and accessory gearbox.
6796941– Puller–Seal, HMU, PMA, Used to remove lip–type oil seals from the power A
201 and Starter and accessory gearbox.
72–00–00
Page 301
Jun 1/00
Figure 301
6796941– Puller–Seal, Power Used to remove lip–type oil seals from the power A
202 Takeoff and accessory gearbox.
6796941– Handle Assembly Use to replace lip–type oil seals in the power and A
203 accessory gearbox.
6796941– Guide–Tachometer Used to replace lip–type oil seals in the power A

13 and accessory gearbox.
6796941– Guide–HMU, PMA, and Used to replace lip–type oil seals in the power A
14 Starter and accessory gearbox.
6796941– Guide–Helical Power Train Used to replace lip–type oil seals in the power A
15 Drive and accessory gearbox.
6798046 Wrench–Bearing Locknut, Used to remove or install the gas producer tur- B
Gas Producer bine ball bearing locknut. Use with 6891351
wrench.
6798796 Drift–Damper Vibration, Used to press vibration damper into front bearing –
Compressor Front Bearing housing.
6799700 Puller–Vibration Damper, Used to remove vibration damper from compres- –

Front Compressor Bearing sor front bearing housing.
6799790 Adapter–Turning, Engine Used to turn the gear train when installing the tur- D
bine or compressor.
6799955 Fixture–Assembly, Turbine Holds turbine for disassembly/assembly. –
6851348 Adapter–Gearbox Cover– Used to hold the cover during assembly and dis- –
to–Turnover Stand assembly of the gearbox. Use with 6891188.
6889888 Lift–Engine Assembly Used to lift the engine assembly. G
6889889 Puller–Power Turbine Front Used to remove No. 5 bearing inner race. H
Bearing Inner Race
6889891 Holder–Compressor Rotor Used to hold compressor rotor while installing –

bearing or splined adapter retaining nut.
6889893 Wrench–Power Turbine Used to install and remove No. 5 bearing nut. I
Shaft Ball Bearing Retaining Use with 6889894 holder.
Nut
6889894 Holder–Power Turbine Used to hold Power Turbine Shaft during instal- J
Shaft lation and removal of No. 5 bearing nut. Use with
6889893.
72–00–00
Page 302
Jun 1/00
Figure 301
6891188 Stand–Turnover, Engine Used to hold, support and rotate engine assem- K
bly for installation and removal of components.
Use 6891189 stand as an alternate.
6891189 Stand–Collapsible, Engine Used to hold and support engine assembly dur- L
ing installation and removal of components. Use
6891188 stand as an alternate.
6891350 Adapter –Supporting, Tur- Used to support turbine when installing or re- M
bine Unit Assembly moving No. 5 bearing.
6891351 Wrench–Holding, Gas Pro- Used to hold gas producer rotor while installing N
ducer Turbine Splined or removing No. 8 bearing and seal. Use with
6798046.
6891358 Lift–Turbine Unit Assembly Used to remove turbine from gearbox or gas pro- –
ducer and power turbine supports from turbine
and exhaust collector support.
6891850 Drift–Installation, Turbine Used to install carbon seal at No. 5 bearing loca- –
and Exhaust Collector Sup- tion.
port, Seal Assembly
6893360 Fixture–Assembly, Com- Used to support compressor during assembly/ –

pressor disassembly
6893366 Crimper–Lockwasher, Pow- Used to crimp the No. 5 bearing lockwasher into –
er Turbine Shaft the nut.
6893367 Gage–Internal Clearance, Used to check internal clearance of ball bearings –

Helical Drive Gear after assembly to helical drive gear.
6893379 Drift–Power Train Drive Used to remove bearings from power train drive –
Bearings gear. Use with 6893381 puller, 6893392 plate
and 6893525 plate.
6893381 Puller–Power Train Drive Used to remove bearings from forward and aft –
Gear Bearing ends of power train drive gear. Use with
6893379 and 6893392.
6893383 Fixture–Compressor Axis Used to determine correct quantity of shims re- –

Alignment quired at the six mounting pads of the compres-
sor rear diffuser.
6893387 Wrench–Spanner, Torque- Used for installation and removal of the spanner –
meter Support Shaft Nut nut on the torquemeter support shaft.
6893389 Plate–Bearing Puller, Tor- Used to remove the torquemeter roller bearing –
quemeter Roller from the torquemeter support shaft. Use with
6893390 and 6893392.
72–00–00
Page 303
Jun 1/00
Figure 301
6893390 Drift–Torquemeter Support Used to press the torquemeter support shaft –
Shaft Roller Bearing from the roller bearing inner race. Use with
6893389 and 6893392.
6893391 Plug, Bearing Puller–Tor- Used to remove the ball bearing from the torque- –
quemeter Piston Assembly meter piston. Use with 6893392, 6893724.
Used to install the roller bearing. Use with

6893525 plate.
6893392 Plate–Bearing Puller Used to hold the puller plate during removal of
the bearings from the various shafts of the gear-
box. Use with 6893379, 6893389, 6893390,
6893391, 6893396, 6893398, 6893399,
6893501, 6893512, 6893514, 6893515,
6893517, 6893518, 6893520, 6893521,
6893522, 6893523, 6893536, and 6893724.
6893397 Drift–HMU Splined Adapter Used to install ball bearing. Use with 6893525
Bearing Installation plate.
6893399 Plate–Helical Power Tur- Used to remove the rear ball bearing from the he- –
bine Shaft Bearing lical power takeoff shaft. Use with 6893392 plate
and 6893532 drift.
6893504 Pusher–Seal Support Seal Used for gearbox seal replacement. A
6893505 Pusher–PTO Seal Used for gearbox seal replacement. A
6893506 Pusher–Tachometer Seal Used for gearbox seal replacement. A
6893507 Pusher–PMA Seal Used for gearbox seal replacement. A
6893508 Pusher–HMU Seal Used for gearbox seal replacement. A
6893509 Pusher–Starter–Generator Used gearbox seal replacement. A

Seal
6893511 Plate–Bearing Puller Used to remove bearings from tach–PMA, HMU, –

starter–generator, spare centrifugal breather
and spur adapter gearshafts. Use with 6893501,
6893512, 6893536, and 6893514 drifts and
6893392 plate.
6893512 Drift–Bearing Removal Used to remove bearings from centrifugal –

breather shaft. Use with 6893511 plate and
6893392 plate. Installs bearing on centrifugal
breather shaft. Use with 6893525.
72–00–00
Page 304
Jun 1/00
Figure 301
6893514 Drift Bearing Removal Used to remove or install bearings from or on the –
HMU, starter–generator, tachometer–PMA and
spare drive shafts. Use with 6893511, 6893523,
6893525 and 6893392 plates.
6893515 Plate Bearing Puller Used to remove bearings from idler gearshafts. –
Use with 6893516 drift and 6893392 plate.
6893516 Puller–Torquemeter Shaft Used to remove torquemeter shaft and journal –

and Journal Support support from the gearbox cover.
6893517 Plate–Bearing Puller Used to remove bearings from the 77–tooth idler, –
generator idler, compound idler, spare idler and
tach–PMA shafts. Use with 6893518 and
6893520 drifts and 6893392.
6893518 Drift–Bearing Removal Used to remove bearings from the 77–tooth idler, –
centrifugal breather spur gearshaft, generator
idler, compound idler and spare driveshaft. Use
with 6893517 plate and 6893392 plate.
Used to remove or install bearings on centrifugal

breather and spare drive idler gearshafts. Use
with 6893392, 6893515, 6893517 and 6893525.
Used to install bearing on spline end of spare
drive gearshaft. Use with 6893525 plate.
6893520 Drift–Bearing Removal Used to remove the bearing from the tach PMA –
gearshaft. Use with 6893517 plate and 6893392
plate. Installs bearing on spline end of tach–
PMA gearshaft. Use with 6893525 plate.
6893521 Plate–Bearing Puller Used to remove bearings from the 22–tooth and –
77–tooth idler gearshafts. Use with 6893522
drift and 6893392 plate.
6893522 Drift–Bearing Removal Used to remove bearings from the 26–tooth and –
77–tooth idler gearshafts. Use with 6893521
plate and 6893392 plate.
6893523 Plate–Bearing Puller Used to remove the ball bearing from the oil –
pump drive shaft. Use with 6893392 and
6893514.
72–00–00
Page 305
Jun 1/00
Figure 301
6893525 Plate–Installation, Power Used to install the following bearings on their re- –
and Accessory Gearbox spective shafts: PMA and tachometer, gas tur-
Bearings bine idler, oil pump idler, torquemeter journal,
torquemeter shaft support, torquemeter piston,
power turbine takeoff, HMU, starter drive, and
spare drive. Use with 6893501, 6893389,
6893391, 6893397, 6893512, 6893514,
6893518, 6893522, 6893536, 6893537 and
6893379.
6893526 Pliers–Retaining Ring, Used to collapse the snap ring retaining the HMU –
HMU Drive Bearing control drive gear and bearing assembly during
installation or removal.
6893532 Drift–Front and Rear Bear- Used to remove and install the helical power –
ing–Helical Power Take–off takeoff shaft roller bearing inner race and ball
Shaft bearing. Use with 6893398 plate, 6893399
plate, and 6893392 plate.
6893536 Drift–Starter–Generator Used to install ball bearing on gear end of start- –

Gearshaft Gear End Bear- er–generator gearshaft. Use with 6893532 plate
ing Installation and 6893392 plate.
(and)
Removes bearing from the shaft end, use with
6893392 plate and 6893511 plate.
6893537 Drift–Torquemeter Support Used to install the front roller bearing inner race –
Shaft Front Bearing Installa- on the torquemeter support shaft. Use with
tion 6893525 plate, 6893392 plate.
6893549 Wrench–Spanner, GP Sup- Used for removing/installing GP support thrust –

port Thrust Bearing Nut bearing nut.
6893700 Press–No. 8 Bearing Used for installing No. 8 bearing. E
6893701 Puller–No. 8 Bearing Oil Jet Used for removing No. 8 bearing oil jet. –
6893707 Puller–Centrifugal Breather Used for gearbox seal replacement. A

Seal
6893724 Plate–Bearing Puller, Tor- Used to remove ball bearing from torquemeter –
quemeter Piston piston assembly.
6893725 Puller–Rear Torquemeter- Used to pull rear torquemeter bearing journal –

Bearing Journal from bearing and support.
6893728 Pusher–Front Spare Seal Used for gearbox seal replacement. A
6893738 Plier–Retaining Ring, Com- Used to remove or install the retaining ring for the –
pressor Front Seal compressor front seal.
6899957 Gage–Fuel Nozzle Setting Used to establish fuel nozzle installation depth. –
72–00–00
Page 306
Jun 1/00
Figure 301
6899966 Fixture–Combustion Liner Used to establish fuel nozzle installation depth. –
Positioning
6899985 Extension–Seal Pusher Used to install oil seals in the power and acces- –
sory gearbox.
23001846 Tube–Pr Jumper Installs between the Pr banjo fitting and Pr 45° –
elbow to test the double plumbed bleed valve.
23002211 Wrench–Removal and Used to remove or install compressor bleed –

Installation Compressor valve attaching bolts.
Bleed Valve
23002215 Wrench–Fuel Nozzle Used to remove or install the fuel nozzle. –
23002223 Adapter–Test, Bleed Valve Used to functionally test the bleed valve in the –
field.
23003262 Crimper–First–stage Tur- Crimps lock position of spanner nut into slot of –
bine turbine second–stage splined adapter.
23005023 Puller–Bearing, Front Com- Used to remove the front compressor bearing –
pressor and seal mating ring.
23005425 Puller–No. 2 1/2 Bearing In- Used to remove No. 2 1/2 bearing inner race
ner Race from the spur adapter gearshaft.
23005426 Guide–Spur Adapter Gear- Used to guide the spur adapter gearshaft –
shaft through the No. 2 1/2 bearing.
23006764 Gage–Retaining Ring, Spur Used to verify that the spur adapter gearshaft re- –
Adapter Gearshaft taining ring is seated in its groove in the com-
pressor splined adapter.
23006782 Adapter–Torque, Turbine Used to loosen or tighten the lower five turbine –
Attach Nut, Lower attachment nuts.
23006783 Adapter–Torque, Turbine Used to loosen or tighten the upper turbine at- –
Attach Nut, Upper tachment nut.
23006784 Guide–Installation, Cou- Used to install the turbine–to–compressor cou- –

pling Turbine–to–Compres- pling in the turbine assembly.
sor
23006785 Installation Tool, O–ring Used to install the packing on the spur adapter –
Spur Adapter Gear gear.
23007615 Kit–Cleaning, Power Tur- Used to clean carbon from power turbine support –
bine Support Oil Nozzle and oil nozzle and oil sump.
Sump
23008710 Fixture–Holding Gas Pro- Used to hold the gas producer turbine rotor dur- –
ducer Rotor ing turbine assembly.
72–00–00
Page 307
Jun 1/00
Figure 301
23008725 Pusher–No. 5 Bearing Used to install the No. 5 bearing on the power –
turbine outer shaft. Supersedes 6796992 and
6891196.
23008744 Plate–Bearing Puller, Pow- Removes the front bearing inner race from PTO –
er Takeoff Shaft, Front shaft. Use with 6893392, 6893532. Supersedes
6893398.
23030169 Guide––Seal Installation, Used to install seal in “wet starter” pad. –

Starter Pad
23032403 Wrench and holder–Se- Used to torque and the second–stage turbine –
cond–stage turbine splined splined adapter locknut.
adapter
23032992 Bracket–Accelerometer Used to mount the accelerometer on the turbine –

for engine test and troubleshooting.
23032993 Bracket–Accelerometer Used to mount the accelerometer on the power –

Mounting, Power and Ac- and accessory gearbox for engine test and trou-
cessory Gearbox bleshooting.
23034204 Bracket–Accelerometer Used to mount accelerometer on compressor. –

Mounting, Compressor
23051161 Plug–Pilot, No. 5 Bearing Used with pusher P/N 23008725 when installing –
Pusher No. 5 bearing.
23055731 Puller–Bearing, PTO Shaft Used to remove the double row ball bearing from –
the PTO gear shaft.
23058409 Puller–Seal and Spacer, Used to remove the seal and spacer from the –
PTO Rear rear end of the PTO gear shaft.
2550678 Screwdriver–Restrictor, Used to remove/install sharp edge restrictors. –

HMU and PMA
72–00–00
Page 308
Jun 1/00
Maintenance Tools
72–00–00
Page 309
Sep 1/01
Maintenance Tools
72–00–00
Page 310
Jun 1/96
Maintenance Tools
72–00–00
Page 311
Jun 1/96
2. Consumable Materials
Refer to Tables 301 and 302 for a summary of consumable materials used to maintain the engine.
The Acceptable Source column of the table lists a supplier for each item; any equivalent product is
acceptable. In determining whether or not an item is equivalent, the burden of proof rests with the
operator and his supplier, not with the engine manufacturer.
TABLE 301
Summary of Consumable Materials
Item Material Use Acceptable Source
1 Engine oil Lubricate bearings, packings, HMU ex- Refer to Oil Specification, para 4.C.,
ternal drive splines and starter–genera- 72–00–00, Engine–Description and Opera-
tor and front spare accessory drive tion.
splines which require engine oil
2 Lubricant Lubricate accessory splines (except Lubricate 130A.

starter–generator and front spare ac- Fiske Brothers Refining Co.
cessory drive splines and HMU external 129 Lockwood
drive splines which require engine oil) Newark, New Jersey 07105
3 Grease Seal and bearing installation and as- ROYCO HF–825

sembly aid Royal Lubricants Co., Inc.
280 Complex,
101 Eisenhower Parkway
Roseland, New Jersey 07068
PMA external splines Lubriplate Aero

Fiske Brothers Refining Company
Lubriplate Division
1500 Oakdale Ave.
Toledo, Ohio 43605
4 Petrolatum Assembly aid Commercial
5 Sealer Gearbox splitline Scot Clad 776

Scotch Clad Coatings
Minnesota Mining and Mfg. Co.
3M Center
St. Paul, Minnesota
DC 994
Dow Corning Corp.
South Saginaw Road
Midland, Michigan 48641
72–00–00
Page 312
Jun 1/96
TABLE 301 (cont)
5 Sealer (cont) Compressor case splitline RTV 732 or RTV 736

Dow Corning Corp.
South Saginaw Road
RTV 106
General Electric Corp.
Waterford, New York 12188
Compressor mounting insert installation Devcon F (aluminum).

Devcon Corp.
59 Endicott St.
Danvers, Massachusetts 01923
Resiweld FE186
H.B. Fuller Company
2400 Kasota Ave.
St. Paul, Minnesota 55102
Metal Set A–4.

Smooth–on Inc.
1000 Valley Road
Gillette, New Jersey 07933
Epon 934
Hysol Div. Dexter Corp.
2850 Willow Pass Road
Pittsburgh, California 94565
Installation of labyrinth stationary seal Loctite 620 or 602

bearing area Loctite Corp.
705 North Mountain Road
Newington, CT 06111
6 Sealant Assembly No. 1372 W.

Permatex Co. Inc., Box 1350
Flagler Court Bldg.
West Palm Beach, FL 33402
72–00–00
Page 313
Jun 1/96
TABLE 301 (cont)
7 Silicone resin–– Compressor mount repair METCOSEAL AP

clear (AMS 3135) METCO Inc.
1105 Prospect Ave.
Westbury, Long Island,
New York 11590
(or)
1–2531
Dow Corning Corp.
South Saginaw Road
8 Assembly fluid Assembly aid Ultra Chem No. 1

Ultra Chem Inc.
1400 N. Walnut Street
Wilmington, Delaware 19899
9 Antiseize com- Hot section external threads (not to be Never–Seez Nickel

pound used where exposed to the engine oil Special (NS–165)
system.) Bostik, Emhart Chemical Group
or Boston Street
Assembly–Compressor adapter nut. Middleton, MA 01949
External threads–protects up to 450°F DC 550 FLUID

(232°C) Dow Corning Corp.
South Saginaw Road
External threads–not exposed to oil sys- CP–63

tem. Protects to 1400°F (760°C). E/M Lubricants Inc.
P.O. Box 2200
Highway 52, N.W.
West Lafayette, Indiana 47906
(MIL–L–25681B)
10 Carbon removal Clean aluminum–coated steel parts Gunk Hydroseal Decarbonizer

compound (MIL–C–25107)
Gunk Laboratories Inc.
630 North Harlem Ave.
Oak Park, Illinois 60302
11 Cresol base clean- Clean steel parts Formula No. 3097 (MIL–C–546)
ing compound Turco Products Inc.
2400 South Main Street
Wilmington, California 90746
72–00–00
Page 314
Jun 1/00
TABLE 301 (cont)
12 Cleaner Clean compressor air flow path; clean Turbine Cleaner No. 1191 or 512M
fuel nozzle tip and burner drain valve Saftey–Solv #715N (MIL–C–43616)
The Brulin Corporation
2920 Dr. Andrew J. Brown Ave.
P.O. Box 270
Indianapolis, Indiana 46206
Brulin 815
Brulin & Co.
2920 Dr. Andrew J. Brown Ave.
P.O. Box 270
Indianapolis, IN 46206
Turco 4181
Turco Products, Inc.
Subsiderary of Elf Atochem
7320 Bolsa Ave.
Westminster, CA 92684–3600
20–20 Plus (MIL–C–43616)

B & B Chemicals Co. Inc.
P.O. Box 796
Miami, Florida 33166
Turbo Clean or Turbo Clean 2

Kent Chemical Co., Ltd.
George House, Bridwell Lane
Tenterton, Kent TN306HS
England
R–MC
ECT, Inc.
771 First Ave.
King of Prussia, PA 19422
NOTE: Rolls–Royce strongly recommends strict adherence to the mixture ratios outlined by each aircraft skin
cleaner manufacturer. The mixture ratios do vary from manufacturer to manufacturer, and can be found on
each container label. Strict adherence must be followed to the application procedures described in this
manual. This will prevent compressor or engine and control system damage.
Compressor wash Penair M5704

Penetone Corporation
74 Hudson Avenue
Tenafly, NJ 07670
72–00–00
Page 315
Jun 1/00
TABLE 301 (cont)
12 Cleaner (cont) Compressor wash (cont) B & B 3100

B & B Chemical Co. Inc.
P.O. Box 796
Miami, Florida 33166
No. 5884
Turco Products
Division of Purex Corp.
24600 South Main Street
Carson, California 90746
Racasan 512–M
Odex Racasan, Ltd.
Cromwell Road
Elesmere Port
South Wirral
L654DP England
ARDROX 624
Brent Chemicals International
Ardrox Division
Ridgeway, Iver, Buckinghamshire
SLO955
England
ARDROX 6345
Sure Chem Industries Pty., Ltd.
23 Amax Ave. Girraween,
New South Wales, 2145
Rochem GTE (Krankwash)
Rochem, Inc.
5619 S. Wayside Drive
Houston, TX 77087
ZOK 27
Airworthy Ltd.
Wedglen Industrial Estate
Midhurst Sussex
G299RE, England
Turco 6783–10 & –50
Turco Products, Inc.
7320 Bolsa Ave.
Westminster, CA 92684–3600
B & B TC–100N–1
B & B Tritech, Inc.
Miami, FL 33266–0776
Ardrox 6367 – Turbo Clean 2

921 Sherwood Drive
Lake Bluff, IL 60044–0215
72–00–00
Page 316
Jun 1/00
TABLE 301 (cont)
13 Perchloroethylene Cleaning agent Commercial

or methylene chlo-
ride
14 Mineral spirits General cleaning Commercial
15 Calibration fluid Cleaning fuel nozzle tips Stoddard solvent, refined kerosene
(MIL–F–7024, type II)
300–400°F boiling range
16 Carbon solvent Cleaning fuel nozzle Penetone ECS

Penetone Corp
74 Hudson Avenue
Tenafly, New Jersey 07670
17 Rust preventative Coat steel parts after cleaning Anti–Corrode 204

compound (MIL–C–6529, type 1)
Cities Service Oil Co.
P.O. Box 300
Tulsa, Oklahoma 74102
Shipping container bolts Valvoline TECTYL 890

Ashland Petroleum Company
Division of Ashland Oil Inc.
P.O. Box 391
Ashland, Kentucky 41101
Royco 103
Royal Lubricants Company, Inc.
River Road
E. Hanover, N.J. 07936
18 Preservation oil Fuel system preservation No. 31100 (MIL–L–6081, grade 1010)
Atlantic Richfield Co.
260 South Broad St.
Philadelphia, Pennsylvania 19101
Gulflite 6 (MIL–L–7870A)
Gulf Oil Corp.
429 7th Ave.
Pittsburgh, Pennsylvania15230
72–00–00
Page 317
Jun 1/00
TABLE 301 (cont)
18 Preservation oil Fuel System Preservation (cont) MIL–6081, Grade 1010 or 1005
(cont) NATO Symbol Code O–132 and 0–133
Bray K–80, K–877, K–460
Bray Oil Company
1925 North Marina Avenue
Los Angeles, California 94804
McMillan Jet Engine Oil 1005 or 1010

McMillan Ring Free Oil
Company, Inc.
200 Petroleum Building
El Dorado, Arkansas 71730
Royco 460, 481

Royal Lubricants Company, Inc.
River Road
East Hanover, New Jersey
07936
Aeroshell Turbine Oil 2

Shell International Petroleum
Company Ltd.
Shell Centre
London SE1 7NA
United Kingdom
19 Chemical film Treat cleaned anodized aluminum alloy Chem–Rite A22 (MIL–C–5541)
parts M and T Chemicals Inc.
Church St.
Matawan, New Jersey 07747
20 Moisture absorb- External engine surfaces only No. 606

ing rust preventa- Rust–Lick Incorporated
tive 755 Boylston Street
Boston, Massachusetts 02116
Rocket WD 40 (MIL–C–23411)
WD–40 Co.
San Diego, California
WD–40
Dr. Oskar Trost
Industrie u. Auto Chemie
2350 Neumünster
Germany
72–00–00
Page 318
Jun 1/00
TABLE 301 (cont)
20 Moisture absorb- External engine surfaces only (cont) WD–40

ing rust preventa- Betriebs u. Werkstatt–Zubehör GmbH
tive (cont) Riedstrasse 25
7302 Ostfildern 1–Ruit
Germany
WD–40
Hawker Pacific Pty., Ltd.
4–8 Harley Crescent
Condell Park
New South Wales 2200
Australia
Ardrox 3961
Ardrox Limited
Commerce Road
Brentford, Middlesex, England
(or)
Ardrox Australia Pty. Ltd.
Birnie Avenue
Lidscombe N.S.W.,
2141, Australia
CRC 3–36
CRC Chemicals Division
C.J. Webb Inc.
Limekiln Pike
Dresher, Pennsylvania 19025
21 Heat resistant Gearbox paint repair or galvanic corro- Actithane WC100

paint sion protection Saran Protective Coatings Co.
17332 Shields
Detroit, Michigan 48212
22 Engine gray Gearbox touch–up Actithane WC100 Paint and Lacquer Re-
enamel ducer H251
Saran Protective Coatings, Co.
17332 Shields
Detroit, Michigan 48212
23 Corrosion resis- Gas producer and power turbine sup- Sermetel 196
tant aluminum ports Teleflex, Inc.
paint P.O. Box 218
North Wales, Pennsylvania
19454
24 Weld rod First–stage turbine nozzle X–40 (EMS 70175) or alternate

Haynes 188 (AMS 5801)
72–00–00
Page 319
Jun 1/00
TABLE 301 (cont)
25 Weld rod Combustion liner and exhaust collector AISI 349 (29–9 W Mo)
support (MIL–R–5031, class 6)
(AMS 5784)
26 Weld rod Turbine and exhaust collector, struts Hastelloy W (AMS 5786)
(MIL–R–5031, Class 12)
27 Marking pencils Marking hot section parts See Table 303
28 Moisture proof Engine packaging Flexkin 100P (MIL–B–131)

barrier material Acme Backing Corp.
P.O. Box 360
Stamford, Connecticut 06904
29 Dehydrating agent Storage and Shipment CS–16 (MIL–D–3464)

16–unit bags Filtrol Corp.
3250 East Washington
Los Angeles, California 90023
30 Pressure sensitive Storage and shipment No. 260 Scotch Brand

masking tape–1– Minnesota Mining and Mfg. Co.
or 2–in. (25 or 51 3M Center
mm) width St. Paul, Minnesota 55101
31 Black stencil Storage and shipment K–1 (TT–I–559).

March Stencil Machine Co.
707 East B Street
Belleville, Illinois 62222
32 Methyl alcohol Compressor water rinse Commercial Solvents Corp.

(Fed Spec O–M 245 Park Ave.
232d, grade A; Al- New York, N.Y. 10017
lison EMS–125)
Methyl alcohol Union Carbide Corp.

(Fed Spec O–M Chemicals and Plastics,
232d, grade A; Al- 270 Park Avenue
lison EMS–125) New York, NY 10017
(British Standard
BS 506 Amend. 1)
33 Desiccant Shipping package humidity control No. 88 Absorbent Protective

Dehydrating Agent (MIL–D–3464)
Delta Packaging Products
4108 North Nashville Avenue
Chicago, Illinois 60634
72–00–00
Page 320
Jun 1/00
TABLE 301 (cont)
34 Liquid leak detec- Checking for pneumatic leaks SNOOP (meets MIL Spec MIL–L–25567C
tor type 1 oxygen systems)
Indiana Valve & Fitting Inc.
P.O. Box 24267
Indianapolis, Indiana 46224
Leak–Tec Formula 372E

American Gas and Chemical Co.
5 Tefnakil Park
Cresskil, New Jersey 07626
35 Corrosion Com- Inhibiting fingerprint corrosion Non–Rust X–210

pound Daubert Chemical Co., Inc.
4700 S. Central Avenue
Chicago, IL 60038
36 Sealant removal Removal of Loctite 620 or 602 Loctite “chisel” solvent

Loctite Corp.
Newington, CT 06111
37 Adhesive Oil pump gearshaft retention Loctite 290

Loctite Corporation
Newington, Connecticut 06111
38 Fuel anti–ice addi- Fuel anti–ice Prist (MIL–I–27686E)

tive PPG Industries Inc.
5629 FM 1960 West
Houston, Texas 77069
39 Torque Paint Application of slippage marks to pneu- Torque Seal F–900

matic and lubrication system ‘‘B’’ nuts Organic Products Company
P.O. Box 428
Irving, Texas 75060–0428
40 Torque paint re- Removal of torque paint (slippage F–100 Remover

mover marks) Organic Products Company
P.O. Box 428
Irving, Texas 75060–0428
41 High temperature Where antiseize is specified in this Never–Seez Nickel Special

lubricant manual. Never–Seez Compound Corp.
2910 South 18th Street
Broadview, Illinois 60153
72–00–00
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Jun 1/00
TABLE 301 (cont)
41 High temperature Where antiseize is specified in this Bearing Supply and Service
lubricant (cont) manual. (cont) 448–472 Notre Dame Ave.
Winnipeg 2, Canada
R.A. Rodriguez (U.K.) Ltd.

Station House–Darkes Lane
Potters Bar
Herts, England
Consolidated Bearing, Co. Pty., Ltd.

238 Victoria Road
Drummoyne, N.S.W.
Australia
Kyokuto Boeki Kaisha Ltd.

7th Floor, New Otemachi Bldg.
2–1, 2–Chrome, Otemachi
Chiyoda–Ku, Tokyo, 100–91
Japan
S.A. Brasileira De Rolamentos

E. Mancais BRM
Av. Senador Queiroa, 605
Conj. 1609
Sao Paulo, Brazil
Tekind
Via F. Malzi D‘Eril, 3
20154 Milano, Italy
DSL Super HI–Temp

Davis–Howland Oil Corporation
200 Anderson Avenue
Rochester, New York 14607
NOTE: Even though Rolls–Royce has approved these ma-

terials for use with Rolls–Royce engines, Rolls–
Royce assumes no liability for injury to personnel or
the environment by their use.
72–00–00
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Jun 1/00
TABLE 302
Acceptable Marking Pens and Pencils
NOTE: The following pencils, fine tip and wide markers, ball point markers, and paint sticks are approved for
marking iron, nickel and cobalt base alloys which are exposed to temperatures above 800°F (427°C), either
by heat treatment or engine operation. Markings on these alloys do not have to be removed from the parts
prior to heating above 800°F (427°C).
These pencils, markers and paint sticks are also approved for marking titanium alloys providing the
markings are removed prior to exposure of the parts to temperatures above 500°F (260°C) by heat
treatment or engine operation.
Manufacturer Trade Name Number Color
Pencils
Venus (1) Unique 1237 Carmine Red
Berol Corp. (2) Eagle Verithin 745 Carmine Red
A.W. Faber (3) The Winner 2383 Dark Green
Berol Corp. (2) Eagle Verithin 751 True Green
Venus (1) Unique 1215 White
A.W. Faber The Winner 2388 White
Venus (1) Unique 1215 White
Berol Corp. (2) Eagle Verithin 734 White
Venus (1) Unique 1206 Blue
Koh–1–Noor (4) Flexicolor X1800X25 Blue
Berol Corp (2) Eagle Verithin 758 True Blue
Berol Corp (2) Eagle Verithin 737 Orange
A.W. Faber (3) The Winner 2462 Silver
Berol Corp. (2) Eagle Verithin 753 Silver
Eberhard Faber (5) Colorbrite 2101 Silver
Fine Tip Markers
Carters (6) Marks–A–Lot – Yellow

Berol Corp. (2) Flash 30 – Red
– Lindy – Green
Berol Corp. (2) Flash 30 – Blue
– Lindy – Blue
Berol Corp. (2) Flash 32 – Blue
Sanford Corp. (12) T.E.C. Marker 3201 Black
72–00–00
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Jun 1/96
TABLE 302 (cont)

Wide Tip Markers
Berol Corp. (2) Liquid Tip 1100 Black
Berol Corp. (2) Eagle Marker 8835 Black
Berol Corp. (2) Liquid Tip 1100 Red
Berol Corp. (2) Eagle Marker 8824 Red
Berol Corp. (2) Eagle Marker 8802 Blue
Berol Corp. (2) Eagle Marker 8816 Yellow
Sanford Corp. (12) T.E.C. Marker 1501 Black
Ball Point Marker
Markall (7) – – Blue

Markall (7) – – Yellow
Paint Sticks
Markal Company (7) Paintstik Type B Yellow

Markal Company (7) Paintstik Type B White
Markal Company (7) Paintstik Type B Green
Markal Company (7) Paintstik Type B Brown
Markal Company (7) Paintstik Type B Orange
Markal Company (7) Paintstik Type B Purple
American Artclay Co. (8) Glass Cellophane 2346 Blue
NOTE: Dri–Marquette Black Ink, a product of the Irwin–Hodson Co. (9), is approved for marking on iron, nickel and
cobalt alloy parts. The markings do not have to be removed prior to exposure to temperature above 427°C
(800°F).
NOTE: Dri–Marquette Black Ink may be used on titanium alloys but must be removed prior to exposure to
temperatures above 260°C (500°F).
NOTE: LNC–3 Nuclear Grade Electrolyte, a product of the Lectroetch Company (10), is approved for electrolytic
etching on iron, nickel, cobalt, titanium, aluminum and magnesium alloys. This process for permanent
marking of identification on parts.
NOTE: Pyromarker, a product of Ball Point Metal Marker, Tempil Division, Big Three Industries, Inc. (11), is
approved for marking on iron, nickel and cobalt base alloys and on titanium alloys. Markings on these alloys
do not have to be removed prior to exposure to temperatures above 260°C (500°F).
72–00–00
Page 324
Jun 1/96
TABLE 302 (cont)

Manufacturer Addresses
(1) Venus–Esterbrook Corp.; Lewisburg, Tenn. 37091
(2) Berol Corp.; P.O. Box 1000, Danbury, Conn. 06810
(3) Faber–Castell Corp.; P.O. Box 1708, 41 Dickerson St., Newark, New Jersey 07103
(4) Koh–1–Noor Rapidograph Inc,; 100 North Street, Bloomsbury, New Jersey 08804
(5) Eberhard Faber Inc.; Crestwood Industrial Park, Wilkes–Barre, Pennsylvania 18703
(6) Carters Ink Co.; 275–T Wyman St., Waltham, Mass. 02154
(7) Markall Co.; 270 North Washtenaw Ave., Chicago, Ill. 60612
(8) American Art Clay Co. Inc; 4717 West 16th St., Indianapolis, In. 46224
(9) Irwin–Hodson Co.; Ninth and S.E. Woodward, Portland, Oregon 97202
(10) The Lectroetch Co.; 14925 Elderwood Ave.; Cleveland, Ohio 44112
(11) Tempil Division Big Three Industries Inc.; 2901 Hamilton Blvd., South Plainfield, N.J. 07080
(12) Sanford Corp.; Bellwood, IL 60104
3. Hardware
Use 0.020 in. (0.51 mm) diameter stainless steel lockwire, MS20995–C20 where lockwire size is
not specified. Double strand lockwire all drilled bolts, plugs, and screws, except those locked with
self–locking nuts or lock washers. Lockwire bolts in pairs where possible. When reassembling, be
sure to safety wherever lockwire was removed. Do not use zinc lockwire. Do not reuse lockwire,
cotter pins, ring seals, lip seals, composition gaskets, and split or tab washers. Self locking nuts
can be reused if they have a minimum prevailing torque within the limits given in Table 303.
NOTE: It is not necessary to lockwire engine electrical and magnetic connectors that are of the
self–locking, quick–disconnect type.
72–00–00
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Jun 1/96
TABLE 303
Minimum Prevailing Torque for Used Locknuts
Fine Thread Series Coarse Thread Series

Min Torque Min Torque
Nut Size lb–in. (N.m) Nut Size lb–in. (N.m)
8–35 0.7 (0.08) 8–32 0.7 (0.08)

10–32 1 (0.11) 10–24 1 (0.11)
1/4–28 2 (0.23) 1/4–20 2 (0.23)
5/16–24 3 (0.34) 5/16–18 3 (0.34)
3/8–24 5 (0.56) 3/8–16 5 (0.56)
7/16–20 8 (0.90) 7/16–14 8 (0.90)
1/2–20 10 (1.13) 1/2–13 10 (1.13)
9/16–18 13 (1.47) 9/16–12 14 (1.58)
5/8–18 18 (2.03) 5/8–11 20 (2.26)
3/4–16 27 (3.05) 3/4–10 27 (3.05)
7/8–14 40 (4.52) 7/8–9 40 (4.52)
1–12 55 (6.21) 1–8 51 (5.76)
1–1/8–12 73 (8.25) 1–1/8–8 68 (7.68)
1–1/4–12 94 (10.62) 1–1/4–8 88 (9.94)
4. Universal Fittings (See figure 302.)
A. Use this procedure to install universal fittings with backup rings.
(1) Install the nut on the fitting and run it back until the counterbore of the nut aligns with
the upper inner corner of the gasket groove.
(2) Work the backup ring into the counterbore of the nut.
(3) Lubricate the seal and install it on the fitting. Use care not to damage the seal.
(4) Turn the nut down until the seal is pushed firmly against the lower threaded section of
the fitting.
(5) Install the fitting into the boss, making certain the nuts turn with the fitting, until the seal
touches the boss. Then tighten the fitting one and one–half turns more.
(6) Put a wrench on the nut to prevent its turning, and position the fitting by turning it not
more than one turn. To prevent tube/tube flare damage, consult the Rigid Tube
Installation procedure. (Refer to para 6., this section.)
72–00–00
Page 326
Jun 1/96
Universal Fittings
Figure 302
72–00–00
Page 327
Jun 1/96
PARA 4.A. (cont)
(7) Hold the fitting in its position and tighten the nut against the boss.
B. Use this procedure to install universal fittings without backup rings.
(1) Run the nut on the fitting end back until the washer face is aligned with the upper inner
corner of the gasket groove.
(2) Lubricate the seal and place it in the groove. Use care not to damage the seal.
(3) Screw the fitting into the boss until the seal barely touches the boss.
(4) Turn the fitting and nut together until the nut touches the boss.
(5) Put a wrench on the nut to prevent its turning, and position the fitting by turning it in up
to 270° or unscrewing it up to 90°.
(6) Hold the fitting in its proper position and tighten the nut against the boss. To prevent
tube/tube flare damage, consult the Rigid Tube Installation Procedure. (Refer to para
6., this section.)
5. Airframe/Engine Interface Connections
When airframe provided fittings are installed into the engine, refer to Table 304 for the
recommended torque values.
TABLE 304
Recommended Torque for Airframe/Engine

Interface Connections
Torque
Thread Size lb in. (N.m)
0.375–24 25–40 2.8–4.5

0.4375–20 40–65 4.5–7.3
0.500–20 60–80 6.8–9.0
0.750–16 150–200 17–23
0.875–14 200–350 23–40
1.0625–12 300–500 34–56
72–00–00
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Jun 1/96
6. Rigid Tube Installation
When a component to which rigid tube assemblies are attached is replaced, remove all interfering
tube assemblies to permit easy removal and reinstallation of the component. This precaution will
prevent subsequent damage to the tube assemblies. Tube–to–fitting alignment should be checked
for proper fit, as described in the Flared Tubes and Flanged Tubes paragraphs, any time such a
component is installed.
WARNING: PROPER TIGHTENING OF ENGINE TUBING CONNECTIONS IS CRITICAL TO

FLIGHT SAFETY. CORRECT TORQUE VALUES MUST BE USED AT ALL TIMES.
EXCESSIVE TORQUE ON PNEUMATIC SENSING SYSTEM CONNECTIONS
RESULTS IN CRACKING OF THE FLARE OR ADJACENT TUBE AREA IN
CONTACT WITH THE FERRULE. THIS PRODUCES AN AIR LEAK WHICH CAN
CAUSE FLAMEOUT, POWER LOSS OR OVERSPEED.
WARNING: USE A TORQUE REACTION WRENCH ON ALL FITTINGS WHEN TIGHTENING

B–NUTS TO PREVENT CRACKING OF CASTING BOSSES OR TUBE FLARES.
A. Flared Tubes
Tube assemblies must fit and be aligned with the mating flare tube fittings to the degree that
at both ends of the assembly the flares shall uniformly seat in a free state on the cones of the
mating fittings. The fit shall be without distortion or stretching of the tube assembly and to the
degree that the nuts can be fully engaged up to the final one half turn with light finger
pressure.
CAUTION: THE PRACTICE OF TIGHTENING FITTING LOCK NUTS WITH TUBE

ASSEMBLIES INSTALLED CAN RESULT IN DAMAGE TO THE TUBE WITH
POSSIBLE FAILURE OF THE TUBE ASSEMBLY.
In the event a tube does not align with the mating fittings, reposition the mating fittings to the
degree that proper alignment is attained. Final tightening of these fittings must be
accomplished before the tube assembly is connected.
CAUTION: EXTREME CAUTION MUST BE OBSERVED WHILE MANUALLY BENDING

PREVIOUSLY FORMED TUBES TO PREVENT EXCESSIVE FLATTENING OF
TUBES AT THE BEND RADIUS.
If proper alignment cannot be attained by repositioning mating flare tube fittings, bend the
tube sufficiently to provide alignment in the free state as specified. Accomplish all bending
with the tube removed from the engine. Adjustment of the fit may be accomplished by
bending by hand at principal bends.
In the event the tube cannot be bent by hand, the tube must be clamped in a fixture or device
which will not scratch, indent, crimp, or mark the surface of the tube during the bending
operation. The flattening effect of the cross section section of the tube as a result of the
reforming operation must not exceed 15 percent of the tube OD.
72–00–00
Page 329
Jun 1/96
PARA 6.A. (cont)
WARNING: TUBING B–NUTS USED IN INSTALLATIONS EXPOSED TO A HIGH DEGREE

OF VIBRATION AND PRESSURE SURGES ARE SUBJECT TO TORQUE
RELAXATION WHEN IMPROPERLY TIGHTENED.
WARNING: USE ACCEPTABLE TECHNIQUES AND PRACTICES TO PREVENT TORQUE

PAINT OR TORQUE PAINT REMOVER FROM CONTACTING RUBBER OR
PLASTIC MATERIALS OR ENTERING EXPOSED AREAS.
When proper free–state alignment is attained, complete the tubing installation by

simultaneously securing the coupling nuts. (Refer to Table 305.) After all B–nuts are properly
tightened to the correct torque values, apply a slippage mark (torque paint) of contrasting
color approximately 0.063 in. (1.60 mm) wide minimum. The mark shall extend down the side
of the B–nut and onto the mating fitting. Install necessary clamping. Make sure the correct
clamps are installed in the correct positions on all tubing.
B–nuts shall be inspected for indications of slippage at 100 hour maintenance intervals.
Old slippage marks (torque paint) shall be completely removed, using torque paint remover,
and reapplied each time the B–nut is tightened.
TABLE 305
Torque Limits for Steel Couplings on Steel Fittings
Dash Tubing OD Wrench Torque

No. Inches Size lb in. N.m
–2 0.125 3/8 35–40 3.95–5.42

–3 0.187 7/16 65–100 7.34–11.30
–4 0.250 9/16 80–120 9.04–13.56
–5 0.312 5/8 150–200 16.95–22.60
–6 0.375 11/16 200–250 22.60–28.25
–8 0.500 7/8 325–400 36.72–45.19
–10 0.625 1 475–575 53.66–64.96
–12 0.750 1 1/4 660–780 74.57–88.12
–16 1.000 1 1/2 720–960 81.35–108.46
–20 1.250 2 1200–1500 135.58–169.47
72–00–00
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Jun 1/96
PARA 6.B. (cont)
B. Flanged Tubes
WARNING: PROPER TIGHTENING OF ENGINE TUBING CONNECTIONS IS CRITICAL

TO FLIGHT SAFETY. CORRECT TORQUE VALUES MUST BE USED AT ALL
TIMES. EXCESSIVE TORQUE ON PNEUMATIC SENSING SYSTEM
CONNECTIONS RESULTS IN CRACKING OF THE FLARE OR ADJACENT
TUBE AREA IN CONTACT WITH THE FERRULE. THIS PRODUCES AN AIR
LEAK WHICH CAN CAUSE FLAMEOUT, POWER LOSS OR OVERSPEED.
The alignment of tube fittings with mating sealing surfaces and the securing of tube clips must
conform to the following:
(1) Nut and Nipple Joints. With one end hand tightened, it must be possible to locate the
nipple at the free end in its conical seating, by flexing the tube by hand, without
effecting a permanent set to the assembly. The alignment of the joint must be such
that the nut readily engages with its mating thread.
(2) Setscrew Retained Flanged Adapters. The clearance and parallelism between flange
and mating surface, with the opposite end secured, must be such that the total flange
area contact can be achieved by flexing the tube by hand, without effecting a
permanent set to the assembly. Flange clearance holes must line up with the tapped
holes such that bolts can be fitted without subjecting the tube to a torsional load.
(3) Clipping Points. Locate clips to securing points such that the setscrews can be fitted
by flexing the tube by hand, without effecting a permanent set to the assembly. Tubes
which fail to meet this requirement may be removed from the engine and reformed as
follows:
(a) Tubes must be clamped in a fixture which will not scratch, indent, crimp or mark
the surface of the tube during the bending operation.
(b) Retention of the tube during bending should be made in a manner which does
not permit bending or torsional loads across welded or brazed areas.
(c) Tubes which can be corrected for fit only by submitting welded areas to bending
or torsional loads, must be reinspected by X–ray or Zyglo for any evidence of
weld or braze fracture prior to reinstallation on the engine.
(d) Reformed tubes must meet the requirements of steps (1) and (2).
72–00–00
Page 331
Jun 1/96
PARA 6.B. (cont)
(4) When removal of the tube from the engine would result in excessive lost time due to
the need for teardown and rebuild, the tube may be reformed attached to the engine if
the following precautions are followed;
(a) Bending and torsional loads must not be applied across welded or brazed
areas.
(b) The tube attachment points are to be loosened after bending (attachment points
which are inaccessible due to the state of assembly are excluded).
(c) Reformed tubes must meet the requirements of steps (1) and (2).
7. Lubricants
CAUTION: DO NOT USE SILICONE LUBRICANTS EXCEPT WHERE SPECIFIED. USE ONLY
THE LUBRICANTS RECOMMENDED IN THE ENGINE PUBLICATIONS.
The following lubricants shall be used for assembly of the engine and at regular periodic lubrication
of components.
Location Lubricant
General use such as installation of bearings, oil Engine oil
seals and packings
Accessory gear splines and splines of engine com- Lubricate 130A (or equivalent) (except starter gen-
ponents erator, HMU, and forward accessory drive)
Gearbox seal lips and packing roller bearings for Grease (Shell 6249 or equivalent)
ease of assembly
Spanner nuts, external splitline nuts and bolts, and Anti–seize compounds: Never Seez Compound
high temperature bolts Nickel Special, NS–165–high temperature protec-
tion
DC 550R – protects up to 232°C (450°F)
Fuel system preservation MIL–L–6081 grade 1010 oil
(Atlantic Refining Co. 31100 or
equivalent)
or
MIL–L–7870A oil (Gulf Oil Corp.

Gulflite 6 or equivalent)
Starter generator gearshaft, and HMU splines. Aeroshell No. 22
(MIL–G–81322) or Mobil
No. 28 (MIL–G–81322)
NOTE: Apply a light coat of lubricant by hand; wipe off any excess. Lubricate only the male threads of
fuel and oil lines; wipe the lubricant from the lead threads to prevent it from entering the system.
Do not mix synthetic lubricating oil with petroleum based product.
72–00–00
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Jun 1/96
8. Lubrication System Servicing
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.
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 MULTI–ENGINE 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 SINGLE–ENGINE FLIGHT
CAN BE MAINTAINED, SHUT DOWN AFFECTED ENGINE AND LAND AS SOON
AS PRACTICABLE. IF SINGLE–ENGINE 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.
WARNING: OPERATORS MUST MAINTAIN THE ENGINE MAGNETIC DRAIN PLUGS AND
INDICATING SYSTEM IN OPERATING ORDER AND COMPLY WITH AIRCRAFT
FLIGHT MANUAL AND ENGINE OPERATION AND MAINTENANCE MANUAL
INSTRUCTIONS WHEN AN INDICATION IS RECEIVED. NEVER ALLOW AN
ACCEPTABLE SPECTROGRAPHIC OIL ANALYSIS PROGRAM (SOAP) READING
TO OVERRIDE MAGNETIC DRAIN PLUG INDICATIONS.
CAUTION: NORMAL ENGINE 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 11 AND 12 IN TABLE 101,
TROUBLESHOOTING.)
A. General
CAUTION: DO NOT USE SILICONE LUBRICANTS EXCEPT WHERE SPECIFIED. USE

ONLY THE LUBRICANTS RECOMMENDED IN THE ENGINE
PUBLICATIONS.
CAUTION: DO NOT REMOVE THE GAS PRODUCER TURBINE SUPPORT PRESSURE

OIL FITTING ASSEMBLY. IF THIS FITTING ASSEMBLY MUST BE
REMOVED, SUPPLY SHOP AIR TO THE SCAVENGE OIL FITTING DURING
REMOVAL AND INSTALLATION. (REFER TO GAS PRODUCER TURBINE
SUPPORT PRESSURE OIL FITTING ASSEMBLY REPLACEMENT, PARA
6.A., 72–50–00.)
72–00–00
Page 333
Jun 1/96
PARA 8.A. (cont)

Lubrication system maintenance includes: cleaning and inspecting the magnetic drain plugs;
changing the system oil; cleaning the oil filter; replacing the scavenge oil filter element;
replacing the lube oil filter housing assembly; adjusting the pressure regulating valve; flushing
the gas producer support oil supply passages; and cleaning the power turbine support
pressure oil nozzle, scavenge oil strut and external sump. To minimize oil system problems,
the maintenance actions given in Table 603, Engine Inspection/Check should be observed to
prevent accidental insertion of foreign debris into any part of the oil system. Any removed,
repaired or newly manufactured engine or airframe oil system components such as oil tanks,
coolers, pumps, or lines should be thoroughly cleaned and flushed prior to installation. The
entire airframe engine oil system should be cleaned and flushed prior to installation of
repaired, overhauled, or new engine.
NOTE: Check the aircraft oil quantity within 15 minutes of engine shutdown to avoid a false
indication of excessive oil consumption. If the 15 minutes has been exceeded,
motor the engine for 30 seconds with the starter before checking tank quantity.
Motoring scavenges oil from the gearbox back to the aircraft oil tank.
B. Oil Temperature Limit Exceeded
The maintenance actions required when oil temperature limits have been exceeded are
governed by the overtemperature conditions encountered. Specific conditions and their
respective maintenance action requirements are as follows;
(1) Engine oil temperature exceeds 107°C (225°F) but remains less than 120°C (248°F)
for a period not exceeding ten minutes. Oil pressure remains normal.
(a) Check for carbon deposits (coking). (Refer to Power Turbine Pressure Oil
Nozzle Flow Check, para 5.E. or 5.F., 72–50–00.)
(b) Inspect and clean or replace the oil filter (Use 6798860 puller to remove the
filter cap) and change scavenge oil filter.
(c) Inspect and clean the magnetic drain plugs.
(d) Reservice the oil system with new oil. Ground run the engine for 10 minutes,
obtain as high a power setting as possible without lift–off (without exceeding
Max Continuous rating).
(e) Reinspect the oil filter and the magnetic drain plugs. If no carbon particles can
be found, return the engine to service. If carbon particles are found, repeat the
maintenance procedure.
(f) Reinspect the oil filter and the magnetic drain plugs after five hours of engine
operation. If carbon particles are found, repeat the maintenance procedure.
72–00–00
Page 334
Jun 1/96
PARA 8.B. (cont)
(2) Engine oil temperature exceeds 107°C (225°F) but remains less than 120°C (248°F)
for a period not exceeding 10 minutes. Oil pressure abnormal.
(a) Overtemperature may adversely affect oil pressure regulation. Replace the oil
filter housing assembly. (Refer to Lube Oil Filter Housing Replacement, PARA
1.D., 72–60–00.) If normal oil pressure and oil pressure regulation is restored
by replacement of the housing assembly, send the removed housing assembly
to an authorized facility for repair, noting the reason for removal.
(b) Check for carbon deposits (coking). (Refer to Power Turbine Pressure Oil
Nozzle flow Check PARA 5.E. or 5.F., 72–50–00).
(c) Inspect and clean or replace the oil filter (Use 6798860 puller to remove the
filter cap) and change scavenge oil filter.
(d) Inspect and clean the magnetic drain plugs.
(e) Reservice the oil system with new oil. Ground run the engine for 10 minutes,
obtain as high a power setting as possible without lift–off (without exceeding
Max Continuous rating). Adjust engine oil pressure as required.
(f) Reinspect the oil filter and the magnetic drain plugs. If no carbon particles can
be found, return the engine to service. If carbon particles are found, repeat the
maintenance procedure.
(g) Reinspect the oil filter and the magnetic drain plugs after five hours of engine
operation. If carbon particles are found, repeat the maintenance procedure.
(3) Oil temperature exceeds 120°C (248°F) momentarily or 107°C (225°F) for a period
exceeding 10 minutes.
(a) Remove the engine and send it to an overhaul facility for inspection or repair as
required.
(b) Tag the engine indicating that max allowable operating oil temperatures were
exceeded. Give maximum temperature and elapsed time.
C. Engine Operated With No Oil Pressure
Any engine operated for more than 30 seconds without oil pressure must be removed and
sent to a Rolls–Royce authorized facility for disassembly and inspection as defined by the
250–C40B series Engine Overhaul Manual, Publication No. CSP22000.
72–00–00
Page 335
Nov 15/02
PARA 8. (cont)
D. Oil Change
WARNING: ONLY DISCRETIONARY MIXING OF OILS WITHIN AN OIL SERIES IS

PERMITTED WITHOUT A TIME PENTALTY. USE OF MIXED OILS FROM
DIFFERENT SERIES IN AN ENGINE IS LIMITED TO FIVE HOURS TOTAL
RUNNING TIME DURING ONE OVERHAUL PERIOD. ADEQUATE
MAINTENANCE RECORDS MUST BE MAINTAINED TO ENSURE THAT THE
FIVE HOUR LIMIT IS NOT EXCEEDED.
WARNING: FAILURE TO COMPLY WITH OIL MIXING RESTRICTIONS CAN RESULT IN

ENGINE FAILURE.
CAUTION: REMOVE AND INSPECT THE OIL FILTER AFTER 25 HOURS OF ENGINE
OPERATION IF THE TYPE OF OIL (MIL–PRF–7808, MIL–PRF–23699, OR
DOD–85734) IS CHANGED. THIS INSPECTION IS ALSO REQUIRED IF
OILS NOT OF THE SAME SERIES WERE MIXED IN AN EMERGENCY.
(THERE IS A 5–HOUR LIMIT FOR THE USE OF MIXED OILS.)
CAUTION: THE FILTER INSPECTION IS TO DETERMINE IF CARBON, WHICH WAS

FORMED DURING PREVIOUS OPERATION, IS BEING DISLODGED
DURING THE INITIAL OPERATION FOLLOWING THE OIL CHANGE.
CAUTION: IF HEAVY CARBON 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 25–HOUR OIL MONITORING IS TO CONTINUE UNTIL THE
NEXT OIL CHANGE PERIOD.
CAUTION: USE OF OILS WHICH ARE NOT INCLUDED IN PARA 4.C., OIL
SPECIFICATION, ENGINE–DESCRIPTION AND OPERATION, OR FAILURE
TO DRAIN OIL WITHIN THE PRESCRIBED INTERVAL GIVEN IN TABLE 604,
ENGINE–INSPECTION/CHECK, WILL BE CONSIDERED AS MISUSE UNDER
ITEM (4) OF THE WARRANTY POLICY.
CAUTION: IT IS RECOMMENDED THAT OPERATORS READ 250–C40B SERIES

CSL–5038 “RECOMMENDED SEQUENCE, ENGINE OIL CHANGE”, BEFORE
PROCEEDING WITH THE OIL CHANGE INSTRUCTIONS.
Change the engine oil at the time interval specified or when oil contamination is encountered.
(Refer to Magnetic Plugs, PARA 3.B., 72–60–00.)
(1) Drain the engine oil supply tank. Where the installation permits, inspect the oil tank for
carbon and sludge deposits. If deposits are found and a scavenge oil filter is installed
and has not bypassed replace/clean the engine and scavenge oil filters. If the
scavenge oil filter has bypassed, replace/clean the engine and scavenge oil filters, oil
cooler, oil tank and lubrication lines per the airframe manual instructions. Drain and
replace the engine oil.
72–00–00
Page 336
May 1/99
Gearbox Drain Tool

Figure 303
PARA 8.D.(1) (cont)
NOTE: The gearbox drain tool in Figure 303 may be manufactured locally and used
to drain the oil out of the gearbox through the self sealing magnetic plug
adapter. The same part number packing used on the magnetic plug may be
used on the gearbox drain tool.
(2) Remove the magnetic drain plugs from the power and accessory gearbox. Allow
residual oil to drain from the magnetic plug openings in the gearbox. Inspect the plugs
in accordance with Inspection/Check, Magnetic Plugs, PARA 3.B., 72–60–00. Clean
the plugs with solvent and dry with a clean cloth.
(3) If an accumulation of magnetic particles, debris, chips, flakes or slivers is the cause for
oil change, remove, disassemble, clean and inspect the oil pressure reducer at the
compressor front support oil inlet to the number one bearing. (Refer to Compressor
Front Bearing and/or Oil Seal Replacement, PARA 2.A.(1), 72–30–00, for inspection
and cleaning details.)
(4) Remove the oil filter and packings from the filter housing. Thoroughly clean the oil
filter cavity of all residual oil and sludge. Take the necessary precautions to prevent
residual oil from entering the engine cavity or standpipe. Clean the oil filter. (Refer to
Oil Filter Replacement, PARA 1.C., 72–60–00.)
NOTE: Some engine bearings feature silver–plated separators. If minute silver

particles are found in the engine oil filter, clean and reinstall the filter. These
minute particles are due to normal bearing wear and are not cause for
further corrective action.
72–00–00
Page 337
Nov 15/02
PARA 8.D. (cont)

(5) Install new or cleaned oil filter with new packing. Fill the filter cavity with appropriate
engine oil. Install the filter cap with a new packing which has been lubricated with
engine oil. Retain cap with two nuts and washers. Tighten nuts to 30–40 lb in.
(3.4–4.5 N.m).
(6) Install new scavenge oil filter element in CEFA.
(7) Fill the oil supply tank with approved oil. (Refer to the Airframe Manual for proper
quantity of oil.)
(8) 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. Monitor oil pressure continuously during the five minute run.
NOTE: If there is no indication of torque pressure during engine operation, shut the
engine down and investigate.
9. Preservation and Depreservation

A. Fuel System Preservation
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN, AND TORQUE FUEL, OIL, AND
AIR FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.
If the engine will be stored for over 45 days, the fuel system shall be preserved as follows:
(1) For engines not installed in airframe:
(a) Remove the hose from the fuel nozzle; place the open hose end in a suitable
container.
(b) Supply filtered (10 micron) MIL–L–6081 GRADE 1010 oil (Atlantic Refining Co.
No. 31100 or equivalent) or alternate MIL–L–7870A oil (Gulf Oil Corp. Gulflite 6
or equivalent) to the HMU inlet.
WARNING: DO NOT ATTEMPT TO MOTOR ENGINE (SIMULATED START) IN EITHER
MANUAL MODE OR WITH THE ECU FAIL LIGHT ILLUMINATED. FAILURE
TO DO SO COULD RESULT IN AN OVERTEMP OR AN OVERSPEED
CONDITION ON THE NEXT START.
(c) Place the PLA in ground idle position.

(d) Motor the engine until oil is observed flowing into the container.
(e) Stop motoring.
(f) Remove the oil supply to the HMU inlet.
(g) Permit the excess oil to drain from the fuel system before reassembling the fuel
system components. Tighten hose coupling to 80–120 lb in. (9.0–13.6 N.m)
and secure with lockwire if hose B–nut is of a configuration with safety wire
hole.
(2) For operable engines installed in airframe:
(a) Pull ignition exciter circuit breaker.
72–00–00
Page 338
May 1/99
PARA 9.A.(2) (cont)
(b) Remove the hose from the fuel nozzle; place the open hose end in a suitable
container.
(c) Supply MIL–L–6081 grade 1010 oil (Atlantic Refining Co. No. 31100 or
equivalent) or alternate MIL–L–7870A oil (Gulf Oil Corp. Gulflite 6 or equivalent)
to the HMU inlet.
WARNING: DO NOT ATTEMPT TO MOTOR ENGINE (SIMULATED START) IN

EITHER MANUAL MODE OR WITH THE ECU FAIL LIGHT
ILLUMINATED. DOING SO COULD RESULT IN AN OVERTEMP OR
AN OVERSPEED CONDITION ON THE NEXT START.
CAUTION: DO NOT EXCEED STARTER LIMITATIONS WHILE MOTORING THE

ENGINE.
(d) Place PLA in ground idle position and motor the engine with the starter (without
ignition). When oil is observed flowing into the suitable container, move the
twist grip to the CUTOFF position. Remove the oil supply to the HMU inlet.
(e) Permit excess oil to drain from the HMU then reinstall the fuel line. Tighten
hose coupling to 80–120 lb in. (9.0–13.6 N.m). Safety wire if fuel hose B–nut is
of the configuration with safety wire holes. Represerve at least each 90 days if
stored outdoors or 180 days if stored indoors.
B. Fuel System Depreservation
Depreserve the engine fuel system as follows:
CAUTION: THE CONTAINER SHOULD BE SUITABLY GROUNDED. DO NOT USE A

PLASTIC BUCKET.
(1) Pull ignition exciter circuit breaker.
(2) Disconnect the fuel nozzle lines at the nozzle and direct the end of the line into a
bucket.
(3) Turn on FADEC ECU power and wait for the completion of the lamp test sequence.
(4) Select FADEC system ‘‘Manual Mode”.
(5) Turn on aircraft boost pump, open aircraft fuel shutoff valve, and crack open the HMU
”GEAR IN” fitting. When all air is bled from the ”GEAR IN” fitting, retighten the fitting
coupling nut.
(6) Open the throttle to the ground idle position.
72–00–00
Page 339
May 1/99
PARA 9.B. (cont)
(7) Crank the engine for approximately 15 seconds. Repeat cranking, in 15 second
segments, until fuel nozzle line is essentially free from air. DO NOT EXCEED DUTY
CYCLE OF THE STARTER.
(8) While continuing to motor the engine move the throttle to the cut off position and
observe the cessation of fuel flow.
(9) Re–attach the fuel nozzle line to the fuel nozzle. Tighten the fuel hose coupling to
80–120 lb–in (9.0–13.6 N.m) and secure with lockwire.
(10) Switch the FADEC System to the ‘‘AUTOMATIC MODE”.
(11) Crank the engine for approximately 15 seconds – to ensure that the HMU manual
mode pistons are fully retracted and to remove any excess fuel from the combustion
burner.
C. HMU PISTON PARKING PROCEDURE

The engine can be shut down from the Automatic Mode or Manual Mode without concern for
the position of the HMU manual mode pistons. However, certain fuel system maintenance
operations can potentially leave the HMU manual mode pistons in the wrong position. When
the pilot is not certain of the position of the piston, and would like to assure that the pistons
are fully retracted, the following procedure can be used. (NOTE: This procedure will not
purge air from the fuel system.)
(1) Turn on FADEC power and wait for the completion of the lamp sequence check.
(2) Select ‘‘AUTOMATIC MODE”.
(3) Motor the engine – with the throttle in cutoff position for 20 seconds.
D. Inactive Engine Preservation
Preserve stored engines (not in shipping container), or any engine installed in stored aircraft
as follows:
NOTE: See Engine Storage Instructions, this section, for container storage information.
(1) Preserve the oil system in accordance with Oil System Preservation, PARA 9.E. this
section, if shutdown period will exceed 45 days. Represerve at least each 90 days if
stored outdoors (installed engines only) and each 180 days if stored indoors.
(2) Preserve the fuel system in accordance with Fuel System Preservation PARA 9.A., this
section, if shutdown period will exceed 45 days. Represerve at least each 90 days if
stored outdoors (installed engines only) or 180 days if stored indoors.
(3) Install compressor inlet cover. Attach No. 88 Absorbent Protective Dehydrating Agent,
or equivalent (MIL–D–3464) to exhaust collector stack cover and install. Ensure that
desiccant does not contact metal surfaces. Inspect desiccant periodically (based on
local humidity conditions) and rejuvenate as necessary.
72–00–00
Page 340
May 1/99
PARA 9.D. (cont)
(4) Store engines indoors if not installed in an aircraft or engine shipping container.
Rolls–Royce recommends that installed engines also be stored indoors if possible.
E. 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 aircraft or shipping container:
(a) Remove oil filter cap and magnetic plugs. Service as necessary.
(b) Using 6799790 adapter and speed handle, turn engine while supplying clean,
approved engine oil to the filter housing. Continue until fresh oil drains from
gearbox.
(c) Install new filter cap and magnetic plug packings. Install cap and plugs. (See
PARA 2.F., 72–60–00.)
(2) For operable engines installed in aircraft:
(a) Service engine oil system. (See PARA 8.D. this section.)
CAUTION: DO NOT EXCEED AIRFRAME MANUFACTURER STARTER

ENGAGEMENT LIMITS.
(b) Motor engine approximately one minute to ensure oil flow to all bearings.
72–00–00
Page 341
May 1/99
72–00–00
Page 342
May 1/99
ENGINE–ADJUSTMENT/TEST
1. Check Run
A. Operating Instructions
Check run the engine in the airframe when the compressor assembly, turbine assembly,
combustion section, gearbox, HMU, fuel nozzle, or thermocouple has been removed or
replaced. Operate the engine in accordance with Operating Procedures, para 7.,
Engine–Description and Operation. Make note of all incidents of the run such as leaks,
abnormal vibration or noise, and/or any irregular functioning of engine equipment. Also note
that the following items are within limits:
(1) Measured gas temperature. (See Table 1 Engine–Description and Operation.)
(2) Output shaft torque. (See Table 5 Engine–Description and Operation.)
(3) Oil pressure. (Refer to Oil Pressure and Temperature, para 6.D., Engine–Description
and Operation.)
(4) Gas producer N1 speed. (Refer to Engine Speed, para 6.A., Engine Description and
Operation.)
(5) Power turbine N2 speed. (Refer to Engine Speed, para 6.A., Engine Description and
Operation.)
B. Diffuser Vent Orifice Selection (No. 5 Bearing Labyrinth Seal Configuration)
Select and install the diffuser vent orifice as follows:
(1) Install the orifice in the exhaust collector. (See Figure 501.)
CAUTION: ENSURE THAT THE ORIFICE IS FULLY SEATED AGAINST THE

SHOULDER IN THE EXHAUST COLLECTOR. IF THE ORIFICE IS
NOT FULLY SEATED, IT CAN CAUSE ENGINE SMOKING DUE TO
BLOCKAGE OF THE VENT TUBE.
(2) Attach a 0–30 in. Hg pressure gage to the fitting provided on the
compressor–to–turbine vent tube to measure back pressure.
(3) Run the engine and check back pressure. The back pressure must be 0.8 in. Hg
minimum at idle and 10.0 in. Hg maximum at takeoff power. Select and install a
different size orifice until the back pressure is within limits.
72–00–00
Page 501
Jun 1/96
(4) Compressor vent orifice P/N 23008495–1 (0.250 in., 6.35 mm diameter) may be drilled
out to the following dash numbers:
Dash No. Orifice Size

–2 0.313 in. (7.95 mm)
–3 0.375 in. (9.53 mm)
–4 0.437 in. (11.10 mm)
–5 0.500 in. (12.70 mm)
–6 0.562 in. (14.27 mm)
(5) Remove the pressure gage and install the cap on the vent tube fitting.
72–00–00
Page 502
Jun 1/96
1. Compressor–to–Turbine 4. Nut (2) 8 Orifice

Vent Tube 5. Cap 9 Bolt (2)
2. Gasket 6. Vent Tube Adapter 10 Nut (2)
3. Bolt (2) 7. Gasket
Installing Diffuser Vent Orifice
Figure 501
72–00–00
Page 503
Jun 1/96
C. Check Run Schedule
Check run the engine in the airframe in accordance with the following schedule.
Setting No. Condition
1 Start engine and accelerate to Ground Idle. N1 = 61%

Observe oil pressure.
Observe engine for abnormal conditions such as vibration, noise
or leakage. Duration of run need not exceed five minutes.
2 Accelerate to a power setting just short of lift off. Stabilize for five
minutes.
3 Reduce speed to Ground Idle.
Check operation of anti–ice valve. Stabilize for two minutes.
4 Shut down.
NOTE: Give the engine a thorough visual inspection after shut-
down. Repeat the check run if any repairs are necessary
as a result of the run or the inspection.
2. Vibration Test Procedure
A. Description of Vibration Test Procedure.
The procedures in this paragraph will aid in evaluating vibration, identifying vibration sources
and analyzing vibration levels so that corrective action may be taken. Continued engine
operation with high vibration levels will cause excessive engine and component wear, and
can contribute to engine failure and premature engine removal.
Engine vibration may be influenced by factors including aircraft installation, accessories,
normal wear, maintenance practices, or unusual operating conditions. By measuring the
frequency and magnitude of a vibration, then comparing the measurements with known
vibration factors, such data may be used to obtain an indication of the engine area requiring
corrective action.
Vibration is a mechanical oscillation or motion about a reference point. Engine–induced
vibration is generally observed at frequencies equal to N1 or N2 rotor speeds, gear rotational
speed, gear mesh frequency, or bearing passage rate. In some instances, the vibration also
appears as a harmonic or multiple of the basic frequency.
Vibration pickups (transducers) are used to convert vibration motion to an electrical signal.
These pickups may be calibrated in terms of vibration displacement (“mils”), acceleration
(“G’s”), or velocity (“IPS”). Velocity is the most meaningful measure of vibration on Model 250
engines.
A vibration signature should be performed on each engine or aircraft using a spectrum
analyzer. The signature should be repeated at scheduled intervals, such as 100 hours, and a
file should be maintained for each engine–aircraft combination. When a major change in the
frequency response is noted, such as the level changing from 0.2 IPS to 0.6 IPS, closer
monitoring should be maintained on such engine.
72–00–00
Page 504
Jun 1/96
PARA 2.A. (cont)

Signatures should be taken with pickups installed in the vertical axis on the compressor,
gearbox and turbine. The signatures should be taken at several specified N1 speeds while
the aircraft is on the ground; these N1 speed points are to be used for each signature. An
overall vibration reading can be obtained by using the broad band control on a
Chadwick–Helmuth Model 192 analyzer, which is the equipment used in the following
procedures.
The test chart (see Vibration Recording Sheet, Figure 502) contains a number of test points.
A vibration trend monitoring program can be initiated on an aircraft by using this chart to set
the baseline. The monitoring program should be maintained by using points 3, 5 and 6 on
Figure 502 at the specified intervals (100, 150, 200 hours, etc.). Any time there is a major
variance in charted readings, or whenever high vibrations are indicated, a complete vibration
survey should be made prior to initiating troubleshooting.
B. Glossary of Terms.
The following terms are included in the vibration test procedure:
ACCELERATION Rate of change of velocity with time along a specified

axis. Usually expressed as “G’s”, or gravitational units.
AVERAGE Peak value multiplied by 0.637.
CYCLE An interval of time during which sequence of a recurring

succession of events is completed. In the case of vibra-
tion, one complete performance of a vibration.
DISCRETE FREQUENCY A measure of vibration response at one frequency only.
DISPLACEMENT Specifies change of position in mils. Usually measured

from mean position (or position of rest) and applies to
linear motion, although it can apply to angular motion.
FREQUENCY A measure of vibration response expressed in Hertz

(Hz).
HERTZ (Hz) A measurement of the frequency of a vibration. Also,

cycles per second (CPS) is sometimes used in
association with frequency.
OVERALL A vibration measurement of all frequencies as read on

an average detecting meter.
PEAK The extreme value of a varying quantity. Measured

from zero, or mean value. Peak to peak is 2 times a
peak level.
VELOCITY Refers to rate of change of displacement with time

along a specified axis; quickness of motion. Usually
measured in Inches Per Second (IPS).
72–00–00
Page 505
Jun 1/96
VIBRATION RECORDING SHEET
AIRCRAFT TYPE: DATE:

AIRCRAFT SERIAL: TIME SINCE NEW:
ENGINE SERIAL NUMBER: ENGINE TSN/TSO:
GEARBOX SERIAL NUMBER: GEARBOX TSN/TSO:
COMPRESSOR SERIAL NUMBER: COMPRESSOR TSN/TSO:
TURBINE SERIAL NUMBER: TURBINE TSN/TSO:
IPS
BROAD
ALTITUDE OAT N2 NI TORQUE BAND NOTES
A B
1 C D GROUND IDLE
A B
*2 100% C D FLAT PITCH
A B
3 100% 87% C D
A B
*4 100% 95% C D
A B
*5 100% 95% C D USE GREEN CARD
A B
6 100% C D **SEE NOTE 1
A B
7 100% C D ***SEE NOTE 2
* Used for engine monitoring program
**NOTE 1. DO NOT EXCEED ANY ENGINE/TRANSMISSION OR AIRCRAFT FLIGHT LIMITS. UTI-

LIZE MAXIMUM ALLOWABLE POWER AND MAINTAIN LEVEL FLIGHT.
***NOTE 2. CLIMB 3000 FEET ABOVE THE ALTITUDE RECORDED IN CHECK #6 AND PERFORM
MAXIMUM ALLOWABLE POWER CHECK (MAINTAIN LEVER FLIGHT).
–– USE BLUE CARDS ON ALL CHECKS UNLESS OTHERWISE NOTED.

–– DEPRESS BOARD BAND SWITCH AT MAXIMUM RPM AND RECORD READING.
–– USE 10 IPS SIDE OF RECORDING CHART.
–– USE THREE PICKUPS ON THE NORMAL ENGINE VIBRATION PICKUP POINTS.
–– ALL THREE PICKUP POINTS CAN BE ON ONE CARD PROVIDING DIFFERENT
COLORED PINS ARE USED AND THEY ARE APPROXIMATELY MARKED.
Vibration Recording Sheet

Figure 502
72–00–00
Page 506
Nov 15/02
PARA 2. (cont)
C. Equipment Requirements.
Equipment consists of transducers (pickups), brackets, attachment hard ware, cables and a
spectrum (frequency) analyzer with plotter. The equipment must function as an integrated
system capable of vibration measurement over a minimum range of 15 to 1500 Hz (900 to
90,000 rpm); higher ranges are desirable. The system must be capable of measuring
vibration levels from at least 0.050 to 5 IPS average velocity.
Currently acceptable equipment is listed below.
(1) Acceptable Equipment:
(a) Chadwick–Helmuth Model 192, 192A and 8500 Analyzer/Plotter with Model
7570 High Temperature Accelerometer Kits
(b) Rotor tuner by MCT Helitune
(c) Scientific Atlanta Model 2538
(d) Helitune Quan–Tech 9500 Spectrum Analyzer
(2) Other equivalent units may also be used.
D. Test Procedure.
CAUTION: PERFORMANCE OF THIS PROCEDURE REQUIRES KNOWLEDGE OF

BOTH ENGINE AND AIRCRAFT MAINTENANCE PROCEDURES. REFER
TO THE RESPECTIVE OPERATION AND MAINTENANCE MANUALS.
CAUTION: SECURE PICKUP LEAD WIRES TO PREVENT ENTANGLEMENT WITH

AIRCRAFT CONTROL LINKAGES. ROUTE LEAD WIRES TO PREVENT
SURFACE CONTACT WITH ENGINE.
NOTE: The following procedures apply to use of the Chadwick Model 192 analyzer.
Operational procedures for other analyzers will be similar.
(1) Install vibration pickups vertically on each engine module as shown in Figure 503 and
in the following instructions.
(a) Compressor. Install one vertical vibration pickup on the front side of the
compressor–to–inlet housing splitline at the 12 o’clock position. Use a balance
“T”–type bracket, such as Rolls–Royce part number 23034204 (see
Figure 504).
(b) Gearbox. Install one vertical vibration pickup on the power and accessory
gearbox top mounting pad. Refer to Figure 505 for fabrication of this mount, if
required.
CAUTION: THE TURBINE PICKUP MUST BE A HIGH TEMPERATURE

PICKUP IN ORDER TO WITHSTAND THE EXTREME HEAT OF
THE TURBINE CASE.
72–00–00
Page 507
Nov 15/02
PARA 2.D. (cont)

(c) Turbine. Install one vertical vibration pickup on the forward side of the gas
producer–to–power turbine support splitline at the 12 o’clock position. Use a
balance “T”–type bracket such as Rolls–Royce part number 23032992 (see
Figure 503).
CAUTION: BE SURE THAT THE SPECTRUM ANALYZER AND VIBRATION

PICKUPS ARE PROPERLY CALIBRATED. REFER TO
MANUFACTURER CALIBRATION EQUIPMENT AND
PROCEDURES. IT IS RECOMMENDED THAT PICKUPS BE
CALIBRATED BEFORE EACH USE OR WHENEVER
OUT–OF–NORMAL VIBRATION LEVELS ARE DETECTED,
WITH MINIMUM CALIBRATION TIME EVERY SIX MONTHS.
Installing Vibration Pickup

Figure 503
72–00–00
Page 508
Jun 1/96
Accelerometer Mounting Bracket P/N 23034204

Figure 504
72–00–00
Page 509
Sep 1/01
Accessory Gearbox Mounting Pad P/N 23032993

Figure 505
72–00–00
Page 510
Sep 1/01
Accelerometer Mounting Bracket P/N 23032992

Figure 506
72–00–00
Page 511
Sep 1/01
PARA 2.D. (cont)
(2) Using the blue card (10 IPS side) in the spectrum analyzer, measure the frequency
range desired at any test point except test point 6 (see Figure 507).
(3) Using the green–border card (10 IPS side) in the spectrum analyzer, measure the
frequency range desired at test point 6 (see Figure 508).
(4) Secure cowlings as required by aircraft flight manual for safe ground and flight
operation.
CAUTION: ENSURE THAT ENGINE AND TRANSMISSION LIMITS ARE NOT

EXCEEDED ON THE GROUND OR IN FLIGHT DURING THE TEST
SEQUENCE. REFER TO APPLICABLE ENGINE/AIRFRAME
MANUALS.
(5) Start engine to idle. Operate engine as necessary to bring oil system to normal
operating temperature range.
(6) Record data indicated below:
(a) Ground Operation:
Record applicable vibration data (see Figure 502). Record as many test points as
possible before flying.
CAUTION: PRIOR TO OPERATION IN FLIGHT, BE SURE THAT ALL

EQUIPMENT AND CABLES ARE SECURED AND DO NOT
INTERFERE WITH THE OPERATION OF THE ENGINE OR
AIRCRAFT FLIGHT CONTROL SYSTEM.
(b) Flight Operation:
Fly the aircraft and record the remaining test points.
NOTE: Current average limits for discrete frequencies are 1.0 IPS, with an
overall average of 1.5 IPS.
(7) Determine if maintenance action is indicated by comparing the newly acquired data
with previously recorded data and with maximum allow able limits (see Figure 509).
E. Interpretation of Data.
The first step is to determine if the vibration is airframe or engine related. Any rotational
speed below engine output shaft speed is usually airframe related, because the slowest
rotational speed of the engine is the power output shaft (except for some accessory drives).
The power output shaft speed:
250–C40B 9598 (160 Hz)
72–00–00
Page 512
Jun 1/96
Typical Chadwick Vibration Analysis Card 5,000 to 60,000 rpm

Figure 507
72–00–00
Page 513
Jun 1/96
Typical Chadwick Vibration Analysis Card 10,000 to 900,000 rpm

Figure 508
72–00–00
Page 514
Jun 1/96
Normal Operating Range and Limits
Installed Engine Vibration Limits
Figure 509
72–00–00
Page 515
Jun 1/96
PARA 2.E. (cont)

Typical engine vibration signature cards are shown in Figures 507 and 508. These curves
represent the peak vibration velocity for frequencies between 5,000 and 900,000 rpm.
Analysis of this signature is accomplished as follows:
(1) Determine the vibration frequencies (rpm) and vibration velocity amplitude (IPS peak)
of the major vibration peaks on the plot cards. Then convert these values to inches per
second (IPS) average velocity. Use the following conversion factors:
(a) IPS Peak multiplied by 0.637 = PS Average Velocity
(b) RPM divided by 60 = Hertz (cycles per second)
(c) Gear rpm multiplied by the number of gear teeth = gear mesh frequency
NOTE: The vibration card used in the following example is for the frequency
range 5,000 to 60,000 rpm only. The vibration level of the engine
should be checked over the entire required range of frequencies
(5,000 to 900,000 rpm).
(2) Example: Normal Vibration Range. The upper end of the normal vibration range for
one discrete vibration frequency is 1.0 IPS (Avg.). Therefore, the engine in the
following example is well within the Rolls–Royce normal vibration range (normal
vibration range is specified in Figure 509).
Frequency Frequency Velocity Velocity

_RPM___ __ _Hz____ IPS (Peak) IPS (Avg.)
11,300 188 0.15 0.121
33,000 550 0.10 0.50
48,000 800 0.19 0.319
(3) Normal Operating Range. Compare IPS average velocities shown below to the normal
operating range shown in Figure 509. In this case, the vibration is within normal
operating range.
Measured Measured Maximum Allowable

Frequency Velocity Vibration Limits
188 Hz 0.10 IPS (Avg.) 1.0 IPS (Avg.)
550 Hz 0.121 IPS (Avg.) 1.0 IPS (Avg.)
800 Hz 0.319 IPS (Avg.) 1.0 IPS (Avg.)
(4) Sources of Engine Vibration. If vibration is not within normal operating limits, the
source of vibration should be identified. Many possible sources of vibration exist, but
the highest engine–related vibration levels normally occur at rotational speeds of the
major engine components which are as follows:
(a) N1 Gas producer rotational speed
(b) N2 Power turbine rotational speed
(c) Starter generator rotational speed
72–00–00
Page 516
Jun 1/96
PARA 2.E. (cont)
(d) Output shaft rotational speed
(e) Rotational speeds of special engine–powered accessories
(5) Sources of Airframe Vibration. The most frequent sources of airframe vibration are as
follows:
(a) Main rotor rotational speed
(b) Main rotor blade passage speed (and multiples of this speed)
(c) Tail rotor drive shaft speed
(d) Tail rotor rotational speed
(e) Tail rotor blade passage speed (and multiples of this speed)
(6) Identifying Engine–Related Vibrations.
(a) To identify engine–related vibrations, N1 and N2 rotational speeds should be

determined first. Referring to Figure 507, N1 was recorded as 94%, and N2
was recorded as 100%. These speeds may be determined by analyzing the
vibration signature.
(b) For example, to find N1, look for a major peak in the measured frequency range
between 510–850 Hz; this corresponds to 30,600– 51,000 rpm, or 60%–100%
N1. Refer to the major peak occurring at 800 Hz (48,000 rpm) in Figure 507.
By interpolating from the known 100% factor 850 Hz = 51,000 rpm, it can be
determined that 800 Hz = 48,000 rpm, or 94.1% N1, which confirms the
recorded N1 speed of 94%.
(c) Similarly, N2 can be found as a major peak between 330–550 Hz; this
corresponds to 19,800–33,000 rpm, or 60–100% N2. Refer to the major peak
occurring at 550 Hz in Figure 507. The peak at 550 Hz = 33,000 rpm (which is
the 100% factor), confirming the recorded N2 speed of 100%.
(d) The remaining major peaks can be identified by using speed charts to help
determine potential vibration sources. These charts list gear ratios and rotating
shaft speeds for engine–driven components. Matching the vibration peak
frequency (rpm) with a speed on the chart will indicate the most likely source for
that vibration.
(7) Speed Chart Calculations.
(a) Shaft speeds on the speed charts were computed using 100% N1 and N2. If
measured N1 and N2 are not at 100%, the vibration peak frequency (speed) at
which the vibration would occur if N1 and N2 were 100% must be determined.
The resulting speed is matched to a shaft speed in the chart.
72–00–00
Page 517
Jun 1/96
PARA 2.E. (cont)
(b) For example, the remaining major peak in Figure 507 occurs at 11,300 rpm.
The notation on Figure 507 chart indicates N1 = 94% and N2 = 100%. Since N1
is not 100%, the equivalent rpm for 100% N1 must be found:
11, 300 rpm

+ 12, 021 rpm
0.94 N 1
(c) Therefore, the 100% N1 equivalent of 94% N1 at 11,300 rpm is 12,021 rpm. It
is not necessary to convert N2, since N2 is at 100%. However, both speeds (N1
and N2) are needed for charts since it is not known if the vibration is from the
N1 or N2 gear trains.
(d) Examination of the speed chart (Figure 510) shows a spare drive gear shaft
speed of 12,032 rpm in the N1 gas producer and power turbine gear trains,
which is close to the 12,021 calculated vibration frequency. This result
indicates a vibration problem in the area of the N1 spare drive gear.
(e) Rule out the possibility that the vibration is from N2 by comparing the 11,300
rpm 100% N2 vibration with the speed chart (Figure 510). No shaft speeds are
close to the 11,300 rpm peak on Figure 507.
72–00–00
Page 518
Jun 1/96
Schematic – Gas Producer and Power Turbine Gear Trains

Figure 510
72–00–00
Page 519
May 1/99
PARA 2.E. (cont)

(f) The actual spare drive gear shaft speed at 94% N1 (0.94 x 12,032) is 11,310
rpm, and this gear shaft has caused the 11,300 rpm vibration frequency peak in
Figure 507.
F. Limits.
(1) Discrete Frequency Vibration Limit. The discrete frequency guide lines apply to
measurement of a particular frequency, such as 48,000 rpm (800 Hz). If tests reveal
vibrations above the normal operating range (Figure 509), or above 1.0 IPS average
velocity, action should be taken to determine the source of the vibration and perform
corrective action.
(2) Overall Vibration Limits. The overall vibration guidelines apply when test equipment
reads all vibration contributions over a broad band, such as 15 to 2,000 Hz. If the
overall vibration level is above 1.5 IPS average velocity, a spectrum analysis to
determine vibration levels at individual discrete frequencies should be performed.
G. Maintenance Action.
There are many potential causes of vibration. Suggested areas for possible corrective action
are:
(1) General Checks:
(a) Check cables, spectrum analyzer and pickups to ensure that all test
components are in proper working order and are calibrated properly.
(b) Inspect for foreign object damage.
(c) (c) Check compressor and turbine attaching hardware. Retighten compressor
hardware per PARA 1.B., 72–30–00. Retighten turbine hardware per PARA
1.B., 72–50–00.
(d) Inspect for mainshaft bearing failure or impending failure. Such failure should
generate metal particles and enable the chip indicator light. Check oil filter and
magnetic chip detectors for evidence of metal contamination.
NOTE: Some of the following suggested corrective actions and checks for
source of vibration require disassembly of the engine and engine
modules. If the operator is not qualified or experienced in this level of
engine maintenance, it is recommended that the operator remove the
module or complete engine from the aircraft and send the
module/engine to a Rolls–Royce AMC for repair.
(2) N1 Frequency Vibration.
(a) Check for sources of N1 internal engine vibration such as:
1 No. 1 bearing
2 Compressor or impeller imbalance
3 No. 2 bearing
4 N1 system rubs including:
Impeller to shroud
Labyrinth seal knives
72–00–00
Page 520
May 1/99
PARA 2.G. (cont)

5 Foreign Object Damage (FOD) to compressor (usually vibration with noise)
6 No. 1 seal
7 Alignment:
Front support
Compressor to gearbox
8 Spur adapter gearshaft
9 Loose turbine assembly tie bolt
10 No. 8 bearing
11 No. 7 bearing
12 N1 turbine–to–compressor coupling shaft indexing
13 Gas turbine rotor
(3) N2 Frequency Vibration. Check for sources of N2 vibration frequency such as:
(a) Turbine balance
(b) Loose power turbine inner or outer nuts
(c) Improper gearbox–to–turbine shims
(d) No. 3, 4, 5, or 6 bearings
(4) Output Shaft Frequency Vibration. Check output shaft frequency vibration:
(a) Check output shaft flex couplings and shaft balance
(b) Check alignment of engine to aircraft
(c) Check power takeoff gear
(d) Check freewheeling unit (if installed)
(5) Power and Accessory Gearbox. Check high gearbox vibrations:
(a) Loose compressor studs
(b) No. 2–1/2 bearing
(c) No. 3 and 4 bearings
72–00–00
Page 521
Jun 1/96
PARA 2.G. (cont)
(d) Alignment:
1 Pinion gear
2 Case or cover
(6) Main Rotor Vibration. Check main rotor blade passage vibration:
(a) Vibration may be in main rotor rpm times number of blades, main rotor rpm, or
multiples of these. Align, balance and track main rotor. Refer to appropriate
airframe manual for procedures.
(b) Check engine to airframe mounts. Inspect and retighten per aircraft manual
instructions
(c) Check main rotor transmission mounts for condition and security per airframe
manual instructions.
(7) Starter–Generator Vibration. Check starter generator frequency vibration:
(a) Replace unit
H. Manufacturer Assistance.
If suspected airframe and engine components have been inspected, repaired, or replaced per
the appropriate manufacturer’s instructions as indicated by this vibration test data, and
vibration symptoms still persist, contact your AMC or Rolls–Royce for further assistance.
72–00–00
Page 522
Jun 1/96
ENGINE–INSPECTION/CHECK
WARNING: FAILURE TO PROPERLY INSPECT AND/OR REPAIR INDIVIDUAL COMPONENTS/
PARTS OF THE ENGINE COULD RESULT IN AN ENGINE FAILURE.
1. Checks and Inspections
The check and inspection requirements for the engine are categorized into Preflight and Postflight
Checks, Scheduled Inspections and Special Inspections.
Preflight checks are given in Table 601. Preflight checks will be completed before the first flight of
the day or before the next flight after extended maintenance.
Postflight checks are given in Table 602. Postflight checks will be completed after the last flight of
the day.
Scheduled Inspections are given in Tables 603, 604, and 605.
Special Inspections are given in Table 606.
Detailed instructions and information on each item in check and inspection tables is in the
referenced Operation and Maintenance Manual paragraphs.
NOTE: Inspections may require using a bright light (flashlight or equivalent) and a mirror.
NOTE: When applicable, review engine records for compliance with all mandatory Bulletins,
Inspections and Airworthiness Directives.
NOTE: Review Engine Records for Time and/or Cycle Limited Parts. Review Components,
Accessories and Modules time between overhaul.
NOTE: When local conditions dictate, it is the responsibility of the operator to increase the scope
and/or frequency of checks and/or inspections to assure an adequate level of
serviceability and safety.
Operating and maintenance personnel should be alert to recognize signs of engine abnormal
operation that may be indicative of an impending engine difficulty. Any or all of the following engine
abnormalities may be indicative of an impending engine difficulty and should be investigated to
determine the cause and the required corrective action.
NOTE: Cracks in the horizontal and/or vertical fireside can be indicative of abnormally high
engine vibration.
NOTE: Broken, cracked, or fretted fuel, lube, or air tubes can be indicative of abnormally high
engine vibration.
NOTE: Polishing of tube assemblies in the tube clamping areas can be indicative of abnormally
high engine vibration.
72–00–00
Page 601
Jun 1/00
Certificate of Compliance
Owner/Operator Date
Aircraft Make/Model
S/N Reg. No. TSN
Engine S/N TSN TSO Cycles
Type of Inspection
Signature
NOTE: Use this certificate or an equivalent means, to certify that all checks and inspections referenced
in this certificate have been done. Attach completed check and inspection sheets. Keep this
certificate and attached completed check and inspection sheets as a permanent part of the air-
craft engine records.
72–00–00
Page 602
Jun 1/96
PARA 1. (cont)
NOTE: N1 rotor coastdown that is more rapid than what is normally experienced can be
indicative of an impending engine difficulty. (Example: coastdown from idle in 4–5
seconds can be indicative of binding in the N1 rotor system.)
NOTE: The following information will help when referencing chapter 72–00–00 in the following
Tables (601–607).
Description and Operation starts on page 1.

Troubleshooting starts on page 101.
Servicing starts on page 301.
Adjustment/Test starts on page 501.
Inspection/Check starts on page 601.
Cleaning/Painting starts on page 701.
Storage Instructions starts on page 901.
TABLE 601
REFERENCE
INITIAL PREFLIGHT CHECKS SECTION REMARKS
1. Check the general condition of the engine.

Check all accessible areas for obvious loose
bolts, broken or loose connections, security
of attachment of all accessories, broken or
missing safeties and evidence of fuel and oil
leakage.
2. Check for and remove any foreign material

which may be drawn into the compressor in-
let.
3. Check oil supply level. 72–00–00 Table 101, Any sudden increase
Troubleshooting, in oil consumption, re-
Items 11 and 12. fer to 72–00–00,
Table 101, Trouble-
shooting. If the en-
gine has been idle for
more than 15 minutes,
motor the engine for
30 seconds to scav-
enge any oil that may
have drained into the
gearbox from the oil
tank. Failure to com-
pletely scavenge the
oil from the gearbox
will cause a false in-
dication of high oil
consumption.
72–00–00
Page 603
Jun 1/00
TABLE 602
REFERENCE
INITIAL POSTFLIGHT CHECKS SECTION REMARKS
1. Check the general condition of the engine. If the presence of en-

Check all accessible areas for obvious loose gine oil is observed
bolts, broken or loose connections, security coming from the HMU
of attachment of all accessories, broken or drain port, replace the
missing safeties and evidence of fuel and oil HMU drive shaft pack-
leakage. ing and check the en-
cased seal in the
gearbox housing cov-
er assembly for integ-
rity. Change seal if
necessary.
2. Visually check the compressor inlet and im- 72–30–00 PARA 3.

peller for foreign object damage and dirt ac- and PARA 4.B.
cumulation.
NOTE: Anytime the aircraft has been operated in 72–30–00, PARA 4.A.
an atmosphere known (or suspected) to
be corrosive, perform a water rinse of the
compressor.
NOTE: Engines installed in airframes equipped 72–00–00, PARA After engine operation
with particle separators designed such 1.A.(1), Engine–In- in an erosive environ-
that the compressor inlet is not readily vis- spection/Check. ment (sand or dust)
ible, inspect the particle separator for check the compressor
missing elements. If elements are mis- 72–00–00, PARA inlet for damage.
sing, inspect compressor inlet for 1.A.(2), Engine–In-
damage spection/Check.
After engine operation
in snow or icing condi-
tions, check the com-
pressor inlet for dam-
age.
72–00–00
Page 604
Jun 1/96
TABLE 602 (cont)
REFERENCE
3. Check oil supply level. 72–00–00, Table 101, If the engine has been
Troubleshooting. idle for more than 15
CAUTION: NORMAL ENGINES USE A MINI- minutes, motor the
MAL AMOUNT OF OIL. HOW- engine for 30 seconds
EVER, ANY SUDDEN INCREASE to scavenge any oil
IN OIL CONSUMPTION IS INDICA- that may have drained
TIVE OF OIL SYSTEM PROBLEMS into the gearbox from
AND MUST BE CORRECTED. the oil tank. Failure to
completely scavenge
the oil from the gear-
box will cause a false
indication if high oil
consumption. Some
aircraft may have to
be run to properly
scavenge oil from the
gearbox. Consult Air-
craft Manual.
NOTE; Check oil supply level within 15 minutes

of engine shutdown.
4. Perform a general visual inspection of the

outer combustion case (sheet metal and
weld seams) for cracks. No cracks are al-
lowed. Pay particular attention to the weld
seams in the area of the igniter plugs, dummy
plug, drain valves, fuel nozzle bosses, and
adjacent areas for cracks.
72–00–00
Page 605
Jun 1/96
TABLE 602 (cont)
REFERENCE
5. Check for extension of impending oil filter by- 72–60–00, para 1.C. It is possible for the
pass indicator on the lube oil filter. If indica- impending oil filter by-
tor is extended, clean oil filter. pass indicator to ex-
tend during a start of a
cold soaked engine,
giving an erroneous
indication of a dirty oil
filter. If the impending
filter bypass indicator
is extended, run the
engine until the oil is at
operating tempera-
ture and push the indi-
cator button in. If the
button remains in
throughout the normal
speed range of the en-
gine, the filter does
not require cleaning.
6. Check for extension of scavenge oil filter by- 72–60–00 para 1.E. Replace oil filter ele-
pass indicator. ment. Manually reset
the differential pres-
sure indicator button
after the dirty filter ele-
ment is replaced.
7. Check for extension of impending fuel filter 73–10–02, para 2.B If indicator is ex-
bypass indicator. tended, replace fuel
filter.
72–00–00
Page 606
Jun 1/96
TABLE 603
REFERENCE
INITIAL 150 HOUR INSPECTION SECTION REMARKS
1. Inspect the engine for obvious loose bolts,

broken or loose connections, security of
mounting accessories, and broken or mis-
sing safeties. Check accessible areas for ob-
vious damage and evidence of fuel and oil
leakage. Inspect the slippage marks on all
fuel, oil and air tube B–nuts to make sure that
the nuts have not loosened.
2. Inspect the compressor impeller leading 72–30–00, para 3.B.
edges for damage.
3. Clean the compressor, as required, with a 72–30–00, para 4.B.

chemical wash solution if dirt buildup is evi-
dent.
4. Without disassembly, inspect turbine, ex- 72–50–00, para 5.K.

haust collector supports and the air tubes for
cracks, buckling and general condition.
72–40–00, para
2.B.(1)
5. Inspect the engine fuel system for evidence 72–40–00, Table 203
of leakage. Check condition and security of
fittings and tubing.
6. Inspect the engine mounts for condition and

security.
7. Inspect electrical harness for loose, chafed,

frayed, or broken wires and loose connec-
tors.
72–00–00
Page 607
Jun 1/96
TABLE 603 (cont)
REFERENCE
8. Check oil supply level. 72–00–00, Table 101 If the engine has been
Troubleshooting, idle for more than 15
items 11 and 12. minutes, motor the
engine for 30 seconds
to scavenge any oil
that may have drained
into the gearbox from
the oil tank. Failure to
completely scavenge
the oil from the gear-
box will cause a false
indication of high oil
consumption. See
Post Flight Check No.
3
CAUTION: NORMAL ENGINES USE A MINI-

MAL AMOUNT OF OIL. HOW-
EVER, ANY SUDDEN INCREASE
IN OIL CONSUMPTION IS INDICA-
TIVE OF OIL SYSTEM PROBLEMS
AND MUST BE CORRECTED.
NOTE: Check oil supply level within 15 minutes

of engine shutdown.
9. Inspect for extension of impending oil filter 72–60–00, para 1.C. It is possible for the
bypass indicator. If indicator is extended, impending oil filter by-
clean oil filter. pass indicator to ex-
tend during a start of a
cold soaked engine,
giving an erroneous
indication of a dirty oil
filter. If the impending
filter bypass indicator
is extended, run the
engine until the oil is at
operating tempera-
ture and push the indi-
cator button in. If the
button remains in
throughout the normal
speed range of the en-
gine, the filter does
not require cleaning.
72–00–00
Page 608
Jun 1/96
TABLE 603 (cont)
REFERENCE
10. Inspect for extension of scavenge oil filter by- 72–60–00 Para 1.E. Replace oil filter ele-
pass indicator. ment. Manually reset
the differential pres-
sure indicator button
after the dirty filter ele-
ment is replaced.
11. Inspect for extension of impending fuel filter 73–10–02, para 2.B. If indicator is ex-
bypass indicator. tended, replace fuel
filter. Ground run en-
gine to assure proper
operation of control
system.
12. Record component changes, inspections,

and compliance with technical instructions
as required. Report engine difficulties to Alli-
son and/or AMC on Model 250 Report, Form
8117–1 (Rev. 1–82) as required.
13. Inspect compressor scroll for cracks. Pay

particular attention to welded areas.
14. Clean the burner drain valve. 72–40–00, para 3. Ensure that the air-
frame overboard is
clear. Refer to aircraft
manual for mainte-
nance procedures.
15. Inspect the anti–icing and bleed air compo-

nents for loose, chafed, frayed or broken
wires, loose connections and security of at-
tachment.
16. Inspect the horizontal and vertical firewall 72–50–00, para 5.J. NOTE: Continued
shields for cracks. sheet metal or tube
cracking may be an in-
dication of excessive
engine, engine acces-
sory, or airframe
vibration.
17. Check HMU for freedom of operation and full 73–21–01, Para 1.B.
travel. Check for condition and security of all
linkages.
72–00–00
Page 609
Jun 1/96
TABLE 603 (cont)
REFERENCE
18. Remove, clean, operationally test, and rein- 72–60–00, para 3.B. Torque 60–80 lb in.
stall the magnetic drain plugs: (6.8–9.0 N.m).
a. Standard type – check the chip detector No cracks are accept-
end of the plugs for cracks. able.
Check each chip de-
b. Quick disconnect – inspect the locking tector separately.
device and inserts for wear.
19. Inspect ignition lead for burning, chafing or 74–20–02 para 2.

cracking of conduit. Also, check for loose
connectors and/or broken lockwire.
Perform operational check of ignitors. 74–20–01, para 2.B.
20. Remove, inspect, clean and reinstall the oil 72–60–00.para 1.C. If excessive carbon is
filter. found in the filter, in-
spect the scavenge
and pressure oil sys-
tem. Refer to
72–50–00 para 5.E.,
5.F., 5.G., 5.H., 6.A.,
and 6.B.
21. Measure and record power turbine support 72–50–00, para 5.E. While motoring N1 to
pressure oil nozzle flow from scavenge oil 16–18% the minimum
strut. Record and retain flow record. flow is 90cc in 15 se-
conds.
Flow______________________________
Compare with previous flow. Any large devi- NOTE: Refer to

ation could indicate carbon buildup. 250–C40B series
CSL–5038, Recom-
mended Sequence,
Engine Oil Change for
additional instruc-
tions.
22. HMU Manual Mode Piston Function 72–00–00 para 7.O, Record must indicate
Alternate Shutdown – that shutdown per
AUTO MODE or para referenced section
9.N, Shutdown, has been performed
MANUAL MODE at least once each
150 hours.
72–00–00
Page 610
Sep 1/01
TABLE 603 (cont)
REFERENCE
23. MGT indicating system check 72–00–00 para 7.C. During ground run
72–00–00 para 3.D. with engine at 100%
73–25–01 para 2 N2, Monitor MGT us-
ing (MT) Maintenance
Terminal Software,
analog parameter
page. Compare MT
value with aircraft
MGT gage. Must
agree within 5° C. If
not within limits, use
thermocouple simula-
tor to identify problem.
24. Torque indicating system check 72–00–00 para 7.C. During ground run
73–25–01 para 2 with engine at 100%
N2, monitor torque (Q)
using MT software
analog parameter
page. Compare MT
value with aircraft
torque gage. Must
agree within 2 psi. If
not within limits, use
pressure tester to
identify problem.
72–00–00
Page 611
Nov 15/02
TABLE 604
REFERENCE
In addition to the 150 hour inspection items, per-

form the following:
1. Clean power turbine support scavenge oil 72–50–00, para 5.G.

strut.
2. Clean external sump. 72–50–00, para 5.F.
3. Clean No. 1 bearing oil pressure reducer. 72–30–00, para 2.A.

(1)
4. Clean pressure oil fitting screen assembly. 72–50–00, para 5.F.
5. CAUTION: EXTREME CARE SHOULD

BE EXERCISED TO PRE-
VENT TWISTING OF OIL
NOZZLE DURING REMOVAL.
DO NOT ATTEMPT TO
STRAIGHTEN OR REUSE IF
TWISTED.
Clean power turbine pressure oil nozzle. 72–50–00, para 5.F.
6. Clean and inspect the fuel nozzle. 73–10–03 Install fuel nozzle with
proper number of
spacers.
7. Remove, inspect, and reinstall the turbine 72–60–00, para 2.I.

pressure oil check valve.
8. Inspect the rear engine mount for security 72–00–00, para 1.A.,
and excessive bearing wear. (3) Engine–Inspec-
tion/Check.
9. Drain the oil system and refill. 72–00–00, para 8.D., 6 months max. time
Engine Servicing. limit. 600 hour oil
Oil changed at: change intreval al-
300 hours: __________ lowed with use of Mo-
600 hours: __________ bil jet oil 254 or Aero-
shell turbine oil 560.
10. On power and accessory gearbox cover, 72–50–00, para 1.B. Torque must be
check the applied torque on all turbine and 120–150 lb in. (14–17
exhaust collector support–to–gearbox re- N⋅m)
taining nuts.
72–00–00
Page 612
Nov 15/02
PARA 1. (cont)
A. The following items are details of checks in Table 602, Postflight Checks, and Tables 603,
604, and 605, Scheduled Inspections. These items are referenced in the Section column of
the applicable inspection.
(1) Erosion Inspection
If the aircraft is subjected to sand or dust ingestion, inspect compressor for erosion and
monitor performance.
NOTE: If the aircraft is subjected to sand or dust ingestion, periodic compressor

erosion inspection is recommended. The frequency of the inspection should
be based on the degree of ingestion and condition of the compressor at the
last inspection. The need for more frequent compressor wash may also be
indicated.
(2) Snow Ingestion Inspection
Inspect the engine for snow, ice, or water damage as follows:
(a) Obtain access to the compressor inlet but do not disassemble any engine parts.
NOTE: Replace the compressor assembly if any mechanical damage, distortion, or

bending is detected on the compressor front support struts or on the
impeller.
(3) Rear Engine Mount Inspection (300 hr intervals)
Inspect the bearing in the rear engine mount for looseness every 300 hours. Send the rear
mount to an overhaul facility for bearing replacement if any of the following wear limits are
exceeded.
(a) Axial movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.03 in. (0.76 mm)
(b) Diametrical movement . . . . . . . . . . . . . . . . . . . . . 0.012 in. (0.30 mm) (any plane)
(c) Bearing outer ring–to–bore . . . . . . . . . . . . . . . . . . . . . . . . . . No looseness allowed
B. The following items are details of checks in Table 606, Special Inspection, and are referenced
in the Section column of the applicable inspection.
(1) Hard Landing Limits

(a) The Model 250 engine is capable of sustaining load forces during abnormal
landings up to 10g without any detrimental effect. When forces of 10g or less
are experienced, the engine need not be removed from the aircraft for any
special inspection as long as it is free of any external damage. Engines and
FADEC systems that have sustained landing load forces exceeding 10g must
be removed and sent to an overhaul facility.
(b) There are various airframe structural components that can be used to
determine the landing impact force experienced. The following criteria is
furnished.
1
72–00–00
Page 613
Sep 1/01
TABLE 605
REFERENCE
The following inspections are required every 1750

hours time since last inspection
1. Remove and replace the fuel filter element. 73–10–02, PARA 2.
2. Inspect the combustion liner. 72–40–00, PARA

1.C.
3. Inspect the outer combustion case for cracks 72–40–00, PARA

using Leak–Tek and/or dye penetrant. 2.B.(2) (3), and (4)
4. Inspect the compressor discharge air tubes. 72–40–00, PARA

4.C.
5. Inspect the spur adapter gearshaft, com- 72–30–00, PARA

pressor rotor splined adapter and associated 3.B.(2), 3.C. and 3.E.
impeller bore.
6. Inspect the turbine to compressor coupling, 72–50–00, PARA Turbine to compres-

turbine splined adapter, power turbine inner 5.A. and 5.B. sor coupling is part of
shaft and turbine shaft–to–pinion gear cou- the turbine assembly.
pling
NOTES: The following inspections are recom-

mended whenever the turbine or com-
pressor is removed in–between the re-
quired 1750 hour inspection.
Anytime the compressor is removed from the

engine, visually inspect the aft end of the
spur adapter gearshaft for worn or damaged
splines.
Anytime the turbine is removed from the en-

gine visually inspect the splines on the fol-
lowing items, turbine–to–compressor cou-
pling, turbine splined adapter, power turbine
outer shaft and turbine shaft–to–pinion gear
coupling for worn or damaged splines.
If spline wear or damage is observed the ap-

propriate maintenance action is required.
(Refer to Items 5 and 6 above).
Inspection intervals shall not exceed 1750

hours.
72–00–00
Page 614
Sep 1/01
TABLE 606
REFERENCE
INITIAL SPECIAL INSPECTIONS SECTION REMARKS
1. Hard landing. 72–00–00, para 1.B.

(1), Engine–Inspec-
tion Check.
2. Sudden stoppage of rotor. 72–00–00, para Refer also to aircraft

1.B.(2), Engine–In- manufacturer’s main-
spection/Check. tenance instructions.
3. Foreign object damage. 72–30–00, para 3.

a. Inspect the compressor. 72–50–00, para 5.C.
and 5.D.
b. Inspect the first–stage turbine wheel
blades, first–stage turbine nozzle, and
nozzle shield.
4. Operation with inlet restricted. 72–00–00, para

1.B.(3), Engine–In-
spection/Check.
5. Engine Submerged 72–00–00, para

1.B.(4), Engine–In-
spection/Check
6. Overtemperature operation. After engine 72–00–00, Table 1,

operation at temperatures exceeding the op- 2, 3, or para 3.D, En-
erating limits inspect the following: gine–Description and
a. Verify accuracy of MGT indicating sys- Operation
tem (MGT).
b. Inspect thermocouples.
77–20–01, para 2.
c. Inspect first–stage turbine wheel
blades, first–stage turbine nozzle, and 72–50–00, para 5.C.
nozzle shield. and 5.D.
NOTE: If either the turbine first–stage wheel or

first stage nozzle is rejected because of over-
temperature, the complete turbine (gas pro-
ducer and power turbine) must be removed
and sent to an AMC for inspection.
d. Inspect outer combustion case. 72–40–00, para 2.B

e. Inspect combustion liner. 72–40–00, para 1.C.
1
72–00–00
Page 615
Sep 1/01
TABLE 606 (cont)
REFERENCE
7. Hot start encountered.

a. Verify accuracy of MGT indicating sys 72–00–00, Table 1, Check engine/air-
tem (MGT) 2, 3, or para 3.D, En- frame interface of the
gine–Description and MGT indicating sys-
Operation tem per airframe
manual using a Bar-
field (or equivalent)
system. Compare
these results together
with the reported tem-
perature to more ac-
curately determine
the true temperature
experienced. For ex-
ample, if the aircraft
gauge is indicating
30° low, when added
to the reported tem-
perature, an addition-
al inspection may be
required.
b. Inspect thermocouples. 77–20–01, para 2.
c. Inspect first–stage turbine wheel 72–50–00, para 5.C.

blades, first–stage turbine nozzle, and and 5.D.
nozzle shield.
d. Inspect outer combustion case. 72–40–00, para 2.B.
e. Inspect combustion liner. 72–40–00, para 1.C.
NOTE: If either the turbine first–stage wheel or

first stage nozzle is rejected because of
overtemperature, the complete turbine
(gas producer and power turbine) must
be removed and sent to an authorized
AMC for inspection.
8. Oil temperature limit exceeded. 72–00–00, para 8.B.,

Engine–Servicing.
9. Engine operated for more than 30 seconds 72–00–00, para 8.C., Any time the engine is
without oil pressure Engine Servicing operated for more
than 30 seconds with-
out oil pressure, main-
tenance is required.
72–00–00
Page 616
Jun 1/96
TABLE 606 (cont)
REFERENCE
10. Oil contamination.

a. Metal contamination. 72–60–00,PARA 3.B.
b. Carbon contamination. 72–50–00, PARA 5.F.
11. Installed engine inactive more than 45 days, 72–00–00, PARA

preserve fuel and oil systems. 9.A., 9.C., and 9.D.,
Engine–Servicing.
12. Lighting strike inspection. 72–00–00, PARA

1.B. (5), Engine–
Inspection/Check.
13. High engine compartment temperature. 72–00–00, PARA

1.B. (6), Engine–
Inspection/Check.
14. Compressor On Condition Inspection. 72–00–00, PARA

1.B. (7), Engine–
Inspection/Check.
15. Power and Accessory Gearbox On Condi- 72–00–00, PARA

tion Inspection. 1.B. (8), Engine–
Inspection/Check.
16. Power and Accessory Gearbox Cover on 72–00–00, PARA

Condition Inspection. 1.B. (9), Engine–
Inspection/Check.
17. Oil system contamination inspection after 72–00–00, PARA

first 50 hours of operation on new, repaired 1.B. (10), Engine–
or overhauled engine. Inspection/Check.
18. Engine Overspeed 72–00–00, PARA Any Exceedance

1.B. (12), Engine– of an Overspeed
Inspection/Check. Limit Requires a
Maintenance Action.
19. Engine Overtorque 72–00–00, PARA Any Exceedance

1.B. (13), Engine– of an Overtorque
Inspection/Check. Limit Requires a
Maintenance Action.
72–00–00
Page 617
May 1/99
PARA 1. B. (cont)
(2) Sudden Stoppage/Engagement Inspection
NOTE: The following specific items and/or functions are the minimum required
actions when performing a sudden stoppage engagement inspection. Each
incident should be judged on an “as required” basis possibly requiring more
than these minimum requirements. Engines involved in sudden
stoppage/engagement do not require overhaul automatically. This
judgement is the responsibility of the service facility performing the
inspection.
If the engine has to be removed from the airframe as a result of the main
rotor sudden stoppage/engagement (Specified in paragraphs following),
then the operator should take care to provide the Rolls–Royce Authorized
Maintenance Center (AMC) with all the details about the incident. This
information should include a description of damage to the airframe power
train and mounts, as well as any other pertinent information.
(a) If the drive system component malfunctions or if an aircraft main rotor blade(s)
strike an object and sustain damage which is repairable in accordance with
aircraft manufacturer’s recommendations, perform the following:
1 Inspect magnetic plugs for metal accumulation. (Refer to Magnetic Plug

Inspection, 72–60–00, PARA 3.B.)
2 Inspect the engine inlet for foreign objects.
3 Inspect the compressor for foreign object damage.
4 Motor the engine and check for unusual noise.
5 Operate the engine for 30 minutes on the ground then check the magnetic
plugs for metal accumulation. (Refer to Magnetic Plug Inspection,
72–60–00, PARA 3.B.)
a On twin engine aircraft, single engine should be operated at 100% Nr

and flat pitch.
b On single engine aircraft, engine should be operated at power required

to make aircraft light on its skids.
(b) If a drive system component malfunctions or if the aircraft main rotor blade(s)
strike an object during operation and sustain damage that requires the main
rotor blade(s) or any aircraft main rotor blade(s) or any aircraft main rotor drive
system component to be removed from service, remove the engine and perform
the following:
72–00–00
Page 618
May 1/99
1 Inspect the turbine shaft to pinion gear coupling and the power turbine
outer shaft and pinion gear splines for evidence of damage, wear, and
acceptability for further service. (Refer to Power Turbine Outer Shaft Spline
Inspection, 72–50–00, PARA 5.I., and Power Train Pinion Helical Gear
Inspection, 72–60–00, PARA 3.D.) Magnetic particle inspect the turbine
shaft–to–pinion gear coupling.
2 Send the accessory gearbox to an overhaul facility for inspection per the
250–C40B Series Overhaul Manual, Pub. No. CSP22000
3 Inspect the compressor for foreign object damage.
4 After engine reassembly, operate the engine for 30 minutes on the ground;
then, check the magnetic plugs for metal accumulation. (Refer to Magnetic
Plug Inspection, 72–60–00, PARA 4.B.)
a On twin engine aircraft, each engine should be operated individually at

100% Nr and flat pitch.
b On single engine aircraft, engine should be operated at power required

to make aircraft light on its skids.
NOTE: Test cell run may be substituted for the above 30 minute
ground run.
(c) If a drive system component malfunctions or the aircraft main rotor blade(s)
strike an object during operation and the engine or transmission mounts are
fractured or misaligned, return engine to a Rolls–Royce AMC for complete
overhaul with the following exceptions. The accessories listed below must be
bench tested in accordance with the 250–C40B Series Overhaul Manual, Pub.
No. CSP22000, and meet all overhaul limits or hard landing inspection limits if
specified separately.
1 Bleed Valve
2 Hydromechanical Unit
3 Fuel Nozzle
4 Anti–Ice Valve
5 Full Authority Digital Electronic Control (FADEC)
72–00–00
Page 619
Jun 1/00
(3) Compressor Inlet Air Blockage
Replace the compressor assembly if the engine has been operated with inlet air restricted
due to foreign objects or materials which have become lodged in the compressor inlet.
Tag the replaced compressor to show that the cause of removal was inlet air blockage and
send to a Rolls–Royce approved repair facility for complete overhaul.
Conditions which constitute blockage are power loss encountered following a restriction
at the compressor inlet area while the engine is in operation. Blockage in flight can usually
be verified by inspection after landing (blockage still exists). However, some blockage
may be followed by ingestion before inspection can take place. Objects or materials which
were large enough to have stopped at the inlet guide vanes before ingestion, or which
causes a noticeable rise in MGT, can be considered to have caused compressor inlet
blockage.
(4) Engine Submerged in Water
If the engine has been submerged in water, proceed as follows:
(a) Contact a Rolls–Royce AMC for recommended disposition.
(b) Tag the engine indicating that it encountered submersion in water.
(5) Lightning Strike Inspection
Aircraft lightning strikes occur when the airframe can serve as a least–resistance bridge
for the electrical bolt as it travels through the air. Consequently, aircraft extremities (tail
pylon, blades, nose, landing gear, etc.) typically act as points of entry or exit.
However since the exact electrical path through the aircraft may not be readily traceable
following a strike, the following guidelines are recommended:
(a) In the event of a lightning strike in the immediate vicinity of the engine(s) (as
evidenced by charring, burn marks or pitting associated with electrical arcing on
the engine cowl, compartment or inlet) remove the engine(s) prior to further
flight and send them to an Rolls–Royce approved repair facility for detailed
teardown and inspection.
(b) Where the aircraft is known or suspected of having been involved in a lightning
strike and entry/exit points either cannot be determined or appear remote to the
engine(s), perform the following:
1 Inspect the engine compartment for evidence of lightning strike damage.

2 Manually rotate N1 and N2 systems and check for binding and abnormal
noise.
3 Remove, clean, and inspect engine oil filter and chip detectors. (Refer
72–60–00, para 1.C. and 3.B.)
4 Operate the engine for 30 minutes on the ground and recheck the magnetic
plugs for metal accumulation. (Refer to 72–60–00, para 4.B.)
a Each engine should be operated individually at 100% Nr and flat pitch.
5 Listen for abnormal noise on coastdown and abnormally short coastdown
time.
72–00–00
Page 620
Jun 1/00
6 No action is required for the HMU if it is involved in a lightning strike unless

one of the following occurs:
a Evidence of a fault having occured as a result of the strike (such as
illumination of a fault light).
b Physical damage, caused by the strike, occurs to the HMU or the
harness connected to it.
c In the event of a or b above the HMU shall be returned to CECO for

complete functional test and relacement of damaged components as
necessary.
7 No action is required for the ECU if it is involved in a lightning strike unless

one of the following occurs:
a Evidence of a fault having occured as a result of the strike (such as
illumination of a fault light).
b Physical damage, caused by the strike, occurs to one of the harness
connected to the ECU.
c In the event of a or b above the ECU shall be returned to CECO for

complete functional unit and board level test and repair before being
returned to service.
(6) High Engine Compartment Temperature
If evidence such as charred or burned paint, burned or melted electrical equipment,

broken, leaking, or damaged customer bleed air plumbing, etc., exists (indicating that the
engine may have been subjected to high temperature), conduct the following special
inspection:
(a) Conduct a visual inspection of the engine exterior and engine compartment
components for signs of heat damage. Replace damaged components or send
them to a Rolls–Royce approved repair facility for further inspection.
(b) Visually inspect the engine electrical harness for heat damage. Replace
harness if damaged.
(c) Remove magnetic chip detector plug electrical connector. Short the center pin
to ensure cockpit indication is provided.
(d) Prior to returning aircraft to service, determine cause of high compartment

temperature and repair as required. Check airframe manufacturer‘s exhaust
system for proper adjustment and any discrepancies.
(e) Check run engine(s) prior to the next flight in accordance with 72–00–00,
Engine–Description and Operation, PARA 7., conduct the following checks and
repair as necessary:
1 Anti–icing system operation.
2 Note any erratic or abnormal N1 and/or N2 speed or MGT indications.
72–00–00
Page 621
Jun 1/00
(7) On Condition Inspection –– Compressor
Anytime the impeller is removed, it shall be fluorescent penetrant inspected if the log book
indicates more than 3500 hours since it was last fluorescent penetrant inspected. (Refer
to the 250–C40B Series Engine Overhaul Manual, Pub. No. CSP22000 for inspection
criteria.)
NOTE: Record compliance with this inspection in the appropriate section of the log
book. Include date and hours.
(8) On Condition Inspection –– Power and Accessory Gearbox
Anytime the gearbox housing is separated from the cover, all gears shall be magnetic
particle inspected if the log book indicates that more than 3500 hours have elapsed since
the gears were new or last magnafluxed. (Refer to the engine Overhaul Manual, Pub. No.
CSP22000, for inspection criteria.)
NOTE: Record compliance with this inspection in the appropriate section of the log
book. Include date and hours.
(9) On Condition Inspection––Power and Accessory Gearbox Cover
(10) Oil System Contamination Inspection
After first 50 hours of operation on new, repaired or overhauled engine, check oil filters for
contamination. Also, if decreased oil pressure is noticed during operation, check engine
oil filters for contamination at that time. If debris is found, proceed as follows:
(a) Drain oil system. Pay particular attention to any metallic debris in the oil. Swab
the oil tank and note any foreign material.
(b) Flush engine oil system and clean oil filter.
(c) Reinstall filter and fill filter cavity with fresh oil. Fill oil tank with fresh oil.
(d) Perform 30–minute ground run at power as described in Magnetic Plug
Inspection, PARA 3.B., 72–60–00.
(e) After ground run, remove and inspect filter. If filter shows not accumulated
debris, release aircraft for flight. During the next 30 hours of operation, check
engine oil filter at approximately 10–hour intervals to determine if additional
debris has accumulated in the filter.
(11) Engine Operated With No Oil Pressure
Any engine operated for more than 30 seconds without oil pressure must be removed and
sent to a Rolls–Royce authorized facility for disassembly and inspection as defined by the
250–C40B Series Engine Overhaul Manual, Publication CSP 22000.
72–00–00
Page 622
Jun 1/00
(12) Engine Overspeed

For a N2 exceedance between 106.3% and 118.0% for greater than 15 seconds, remove
turbine for inspection at an Overhaul facility.
For a N2 exceedance of Maximum Transient limit 118.0%, remove turbine for inspection
at an Overhaul facility. If power turbine speed exceeds 118.0%, replacement of 3rd and
4th stage turbine wheels is required and inspection of accessory gearbox is required.
For a complete loss of output shaft load, remove turbine and accessory gearbox for
inspection at an Overhaul facility.
For a N1 exceedance greater than 10 seconds between 105% and 106% N1, remove the
turbine and compressor for inspection at an Overhaul facility.
For a N1 exceedance greater than 106% N1, remove the turbine and compressor for
inspection at an Overhaul facility.
(13) Engine Overtorque
If torque exceeds 30 minutes above 409 ft–lbs but less than 432 ft–lbs, remove accessory
gearbox for inspection at an Overhaul facility.
If torque exceeds 2 minutes above 432 ft–lbs but less than 444 ft–lbs, remove accessory
If torque exceeds 30 seconds above 444 ft–lbs but less than 462 ft–lbs, remove accessory
If torque exceeds 16 seconds above 462 ft–lbs but less than 521 ft–lbs, remove accessory
If torque exceeds 521 ft–lbs, remove accessory gearbox for inspection at an
Overhaul facility.
72–00–00
Page 623
Jun 1/00
C. 250–C40B Phase Inspection Recommendation.
(1) Introduction
The following provides the Rolls–Royce recommended engine inspection schedule for
those operators that desire to maintain their aircraft on a progressive type inspection
program. Other portions of this manual must also be consulted regarding the hour and
cycle requirements on life limited parts and the recommended overhaul periods for the
engine, modules, accessories, and components. (Refer to Table 607.)
The inspection intervals specified in this program are intended to be the maximum
allowable. If an operator finds more frequent compliance with certain portions is required
due to local or operational conditions, it is the responsibility of that operator to adjust the
compliance times accordingly.
The inspection program as described is separated into Daily Inspections (preflight to be
performed by flight or maintenance personnel), eight inspection events, and special
inspections. At least one complete cycle (eight inspection events) must be completed
every 12 calendar months to satisfy the FAA annual inspection requirement.
The inspection program may be started from new or after completion of a 300 hr
inspection. Termination of the program is accomplished by the completion of a 300 hr
inspection prior to reverting to the conventional 150/300 hr inspection program specified
in this manual.
NOTE: Progressive inspection programs are organized to maintain the

airworthiness of an aircraft. Engines, alone, cannot be inspected on a
progressive inspection schedule. Consult the appropriate airframe
manufacturer or their maintenance manuals for assistance in establishing an
aircraft progressive inspection schedule.
(2) Description of Inspections
(a) This is a visual preflight inspection of the engine which is normally conducted
by a pilot and is intended to be a visual inspection of the engine for general
conditions, obvious fuel or oil leaks, general engine integrity, and inlet foreign
object damage. This inspection does not require engine or airframe
disassembly. Engine access is to be gained through the normal cooling access
doors. The compressor inlet is not accessible on some installations due to
particle separator installation. In this case, the pilot should assure himself of
the integrity of the particle separator by looking for missing elements.
72–00–00
Page 624
Jun 1/00
(b) This inspection is to be accomplished by a mechanic. The engine or airframe

should be disassembled as required to gain adequate access to the engine to
assure complete inspection.
Requirement Reference
1 Inspect the engine for obvious loose bolts, bro-
ken or loose connections, security of mounting
accessories, and broken or missing safeties.
Check accessible areas for obvious damage and
evidence of fuel and oil leakage.
2 Inspect the compressor impeller leading edges 72–30–00,
for damage. para 3.B.
3 Clean the compressor, as required, with a chem- 72–30–00,
ical wash solution if dirt buildup is evident. para 4.B.
4 Inspect electrical harness for loose, chafed,
frayed, or broken wires and loose connectors.
5 Inspect the engine fuel system for evidence of 73–21–01
leakage. Check condition and security of fittings
and tubing. Check HMU lever for freedom of op-
eration and full travel. Check condition and se-
curity of all linkages.
6 Inspect the engine mounts for condition and se-
curity.
7 Inspect compressor scroll for cracks. Pay partic-
ular attention to welded areas.
8 Inspect the anti–icing valve and solenoid valve
for loose, chafed, frayed or broken wires, loose
connections and security of attachment.
9 Inspect the horizontal and vertical firewall 72–50–00,
shields for cracks. para 5.J.
NOTE: Continued sheet metal or tube cracking may be
an indication of excessive engine, engine acces-
sory, or airframe vibration.
10 Inspect ignition lead for burning, chafing or 74–20–02,
cracking of conduit. Also, check for loose con- para 2.
nectors and/or broken lockwire.
11 Perform operational check of igniters. 74–20–01,
para 2.B.
12 Record component changes, inspections, and
compliance with technical instructions as re-
quired. Report engine difficulties to Rolls–Royce
and/or AMC on Model 250 Report, Form 8117–1
(Rev.1–82) as required.
13 Without disassembly, visually inspect turbine 72–00–00
and exhaust collector supports and the air tubes Table 603
for cracks, buckling and general condition. Item 4
72–00–00
Page 625
Jun 1/00
Table 607
Engine Phase Inspection Recommendation
DAILY 50 100 150 200 250 300 6 mo. 12 mo. SPL
Visual inspection of engine for general condition, leaks,
cracks, security of hardware and equipment; compressor
for FOD. (a) (b) (b) (b) (b) (b) (b)
Check oil level within 15 minutes of shutdown. (c)
Inspect compressor inlet ducting for foreign material that
could be drawn into the compressor. (d)
Compressor rinse is required if operated in a corrosive
environment (after last flight of the day). (e)
Inspect impending fuel and oil bypass indicators. (f)
Compressor wash as indicated by condition and perfor-
mance. (g)
Clean combustion drain valve. (h) (h)
Chip detectors–remove, clean, and test. Inspect locking
pins of the quick disconnect type. (i) (i)
Remove, inspect and clean the engine oil filter screen. (j) (j)
Measure and record oil flow from No. 6/7 bearing scav-
enge pump. (k) (k)
Change oil (whichever occurs first) (l) (l)
Clean No. 6/7 bearing scavenge oil strut (m)
Clean No. 6/7 bearing pressure oil nozzle & screen. (n)
Clean No. 6/7 bearing external sump (o)
Inspect and clean fuel nozzle (p) (p)
Replace L.P. fuel filter element 1750
N1 Shaft joint inspections 1750
Hard landing inspection X
Sudden stoppage of the rotor system X
Foreign object damage X
Operation with inlet restricted X
Engine submerged X
Turbine overtemperature indication X
Oil temperature exceedance X
Rear engine mount visual inspection (q)
Inspect No. 1 bearing pressure reducer (r)
Review records for compliance (s) (s) (s)
NOTE: 1. All inspections noted as “Daily” may be performed by pilots who have received training and
instruction on how to perform the “Daily” inspections properly. The “Daily” inspections could
then be incorporated into the preflight or post flight inspections.
2. At least one 300 hr. cycle must be completed every 12 months.
3. Consult appropriate paragraphs for specific inspection requirements.
72–00–00
Page 626
Jun 1/00
(c) Flight or maintenance personnel must check the engine oil level within 15
minutes following engine shut down.
1 Check oil supply level within 15 72–00–00, Table 101.
minutes of engine shutdown.
NOTE: If the engine has been idle for more than 15 minutes,
motor the engine for 30 seconds to scavenge any oil that
may have drained into the gearbox from the oil tank.
Failure to completely scavenge the oil from the gearbox
will cause a false indication of high oil consumption. In
some aircraft installation the engine must be started and
run at idle for approximately one minute to assure prop-
er gearbox scavenging before checking oil level if the
aircraft has sat for more than 15 minutes.
CAUTION: NORMAL ENGINE USE A MINIMAL AMOUNT OF OIL.
HOWEVER, ANY SUDDEN INCREASE IN OIL CON-
SUMPTION IS INDICATIVE OF OIL SYSTEM PROB-
LEMS AND MUST BE CORRECTED.
(d) Flight or maintenance personnel should inspect the engine inlets prior to start up
to assure the inlet plugs have been removed and there is no foreign material in the
inlet that could be drawn into the compressor.
(e) Flight and/or maintenance personnel must conduct a compressor rinse after the
last flight of the day.
1 Anytime the aircraft has been oper- 72–30–00, para 4.A.
ated in an atmosphere known (or
suspected) to be corrosive, per-
form a water rinse of the compres-
sor.
NOTE: Operators should be aware that salt laden air may be

encountered for 75–150 miles inland under certain
weather conditions. If there is any doubt about the
conditions in which your engines are operated, the com-
pressors should be given a daily water rinse. Water will
not damage the engine but salt and chemicals will.
72–00–00
Page 627
Jun 1/00
(f) Flight or maintenance personnel are to inspect fuel impending bypass indicators.
1 Inspect for extension of impending 72–60–00, para 1.C.
oil filter bypass indicator. If indica-
tor is extended, clean oil filter.
NOTE: It is possible for the impending oil filter bypass indicator

to extend during a start of a cold soaked engine, giving
an erroneous indication of a dirty oil filter. If the impend-
ing filter bypass indicator is extended, run the engine un-
til the oil is at operating temperature and push the indica-
tor button in. If the button remains in throughout the nor-
mal speed range of the engine, the filter does not require
cleaning.
2 Inspect for extension of impending 73–10–02, para 2.

fuel filter bypass indicator.
NOTE: If indicator is extended, replace fuel filter.
(g) Maintenance personnel must wash the engine compressor at least every 300
hours unless conditions dictate earlier compliance.
1 Wash compressor 72–30–00, para 4.B.
(h) Maintenance personnel are to clean and inspect the combustion drain valves.
Inspect and clean the combustion 72–40–00, para 3.
drain valves.
NOTE: Assure the airframe overboard drain lines are clear. Re-
fer to airframe manual for procedures.
(i) Maintenance personnel are to remove, inspect, clean, and test the engine chip
detectors.
1 Remove, clean, operationally test, 72–60–00, para 4.B.
and reinstall the magnetic drain
plugs:
a Quick disconnect – inspect

the locking pins and flanged inserts
for wear.
72–00–00
Page 628
Jun 1/00
(j) Maintenance personnel are to remove, inspect for metal and carbon accumulation,
clean, and reinstall the main engine pressure oil screen.
1 Remove, inspect, clean and rein- 72–60–00, para 1.C.
stall the oil filter. 72–00–00, para 8.C.,
Engine–Servicing.
NOTE: If excessive carbon is found in the filter, inspect the scav-

enge and pressure oil system.
Refer to 72–50–00 para 5.E., 5.F., 5.G., 5.H., 6.A., and
6.B.
(k) Maintenance personnel are to measure and record the oil flow from the No. 6/7
bearing scavenge strut, maintain N1 speed at 16–18%.
1 Measure and record power turbine 72–50–00, para 5.E.
support pressure oil nozzle flow
from scavenge oil strut. Record
and retain flow record.
Flow_______________________
Compare with previous flow. Any

large deviation could indicate car-
bon buildup.
(l) Maintenance personnel or flight personnel, provided complex aircraft disassembly

is not required, may change the engine oil.
1 Drain the oil system and refill. 72–00–00, para 8.D.
Engine–Servicing
NOTE: Do not exceed 6 months between oil changes.
(m) Maintenance personnel are to clean the No. 6/7 bearing power turbine scavenge
strut.
1 Clean power turbine support scav- 72–50–00, para 5.G.
enge oil strut
NOTE: The flow check specified in item (k.) must be accom-

plished after compliance with (m), (n), and (0) at 300 hr.
72–00–00
Page 629
Jun 1/00
(n) Maintenance personnel are to clean the No. 6/7 bearing external sump can.
1 Clean power turbine external sump 72–50–00, para 5.G.
can.
(o) Maintenance personnel are to clean the power turbine pressure oil nozzle, screen,
and fitting.
1 Clean pressure oil fitting & screen 72–50–00, para 5.F.
assembly.
2 Clean power turbine pressure oil 72–50–00, para 5.F.
nozzle.
CAUTION; EXTREME CARE SHOULD BE EXERCISED TO PRE-

VENT TWISTING OF OIL NOZZLE DURING RE-
MOVAL. DO NOT ATTEMPT TO STRAIGHTEN OR
REUSE IF TWISTED.
(p) Maintenance personnel are to remove, inspect and clean the fuel nozzle.
1 Clean and inspect the fuel nozzle. 73–10–03
NOTE: Install fuel nozzle with proper number of spacers.
(q) Maintenance personnel are to inspect the rear engine mount for security and
excessive bearing wear.
1 Inspect rear engine mount for se- 72–00–00, para 1.A. (3), Engine–
curity and excessive bearing wear. Inspection/Check
(r) Maintenance personnel are to clean No. 1 bearing oil pressure reducer.
1 Clean No. 1 bearing oil pressure re- 72–30–00, para 2.A. (1)
ducer.
72–00–00
Page 630
Jun 1/00
(s) Maintenance personnel are to review engine records at least every 12 months
(annual inspection) or 100 hours, whichever occurs first to assure compliance with
the following:
1 All outstanding FAA Airworthiness Directives (AD Notes) have been complied
with, including those which institute reoccurring inspections.
2 All outstanding Alert Commercial Engine Bulletins in accordance with their

individual compliance requirements.
3 All component and module changes are correctly noted in the engine logbook.
4 Accumulated hours and cycles must be reviewed against all part life limits to
assure that neither the hour or cycle limit has not nor will not be exceeded prior
to the next regularly scheduled inspection.
5 Review records for recommended TBO conformance on those components

or modules with established overhaul periods.
1750 Hour
To be performed by maintenance personnel.
1. Remove and replace the low pressure fuel filter 73–10–02, PARA 2.
element.
2. Inspect N1 shafting. 72–30–00, PARA 3.B.(2)
72–30–00, PARA 3.C.
72–30–00, PARA 3.E.
72–50–00, PARA 5.B.
To ensure proper HMU start fuel scheduling subsequent to a maintenance operation which involves draining
fuel from the engine fuel system – such as replacing the fuel filter or HMU, it is recommended that the air purge
procedure described in Chapter 73–00–00 be used.
1. Turn on aircraft prime pump, open aircraft fuel shutoff valve, and crank open the HMU “GEAR IN” fitting
coupling nut. When all air is bled from “GEAR IN” fitting, retighten the fitting coupling nut.
72–00–00
Page 631
Jun 1/00
72–00–00
Page 632
Jun 1/00
ENGINE – CLEANING/PAINTING
1. Cleaning – General
A. Use care in separating metals for cleaning. Cleaners for steel will damage nonferrous parts.
WARNING: MINERAL SPIRITS ARE TOXIC. PROVIDE ADEQUATE VENTILATION FOR

PERSONNEL USING THEM.
B. The cleaning solvent recommended for nonferrous parts is mineral spirits. Do not use rust
preventatives on magnesium and aluminum parts.
C. Clean aluminum–coated steel parts with carbon removal compound (Gunk Chicago Co.,
Gunk Hydrofoil Decarbonizer, or equivalent). Rinse the parts with water and dry with an air
blast.
CAUTION: ENGINE THERMOCOUPLES SHOULD NEVER BE IMMERSED OR SPRAYED

WITH CLEANING SOLVENTS. LIQUID CLEANING SOLVENTS WILL
PENETRATE THE POROUS MAGNESIUM OXIDE INSULATION. ENGINE
HEAT WILL VAPORIZE THE SOLVENTS LEAVING A RESIDUE CONTAINING
CARBON WHICH CAUSES A LOW RESISTANCE TO GROUND.
D. Clean steel parts with cresol base cleaning compound (Turco Products Inc., Formula 3097, or
equivalent). Rinse the parts thoroughly with hot water. Coat parts with a compound made of
one part of rust preventative (Cities Service Anti–Corrode 204, or equivalent) and three parts
oil (Atlantic Richfield Co. 31100, or equivalent).
NOTE: Do not allow bearings to spin during drying after the cleaning operation. Lubricate the
cleaned bearings lightly with engine oil and wrap to keep clean while waiting for engine
assembly.
2. Corrosion Treatment and Surface Finish Repair
Make repair of corrosion and surface finish damage as follows:
A. Touch up damaged paint on magnesium alloy parts with engine gray enamel (Actithane WC
100 or equivalent).
B. On aluminum–alloy parts which were originally painted without anodizing, touch up reworked
areas with zinc–chromate primer (AMS 3110), then repaint.
C. On aluminum–alloy parts which were originally anodized, clean damaged areas with mineral
spirits and rinse the part with water. Treat the damaged area with chemical film. (Chem–Rite
A22 or equivalent, manufactured by M and T Chemicals Inc., Matawan, N.J.) As an alternate,
use chromic acid. If the coating is soft and powdery, the solution is too strong or the reaction
time is too long; dilute the solution with water. If little or no visible coating forms, increase
either the solution concentration or the reaction time.
72–00–00
Page 701
Jun 1/96
3. Galvanic Corrosion Protection
A. Specific engine areas shall be protected against galvanic corrosion by a protective paint seal
covering joints between dissimilar materials. The protective paint must be applied to the
specified area after the units are assembled when the area is accessible and not affected by
subsequent disassembly or loosening of affected parts. If it becomes necessary to disturb an
original paint seal, that area shall be resealed with paint.
B. Specific areas requiring protective paint (areas joining dissimilar metals) are as follows:
CAUTION: KEEP PAINT OFF THE COMPRESSOR MOUNTING SURFACES.
(1) Compressor mount–to–gearbox mounting pads.
(2) All fittings and steel bushings except plastic shipping plugs.
(3) At steel accessory cover plates shipped on pads. Paint attachment fasteners and
interface splitline after cover plate installation (splitlines for plates with gaskets
excluded).
(4) Splitline washers and/or studs and mounting bolts attaching engine mounting brackets.
(5) Around magnetic drain plugs and their inserts after plug installation.
(6) Torquemeter support shaft nuts at interface splitlines after nut installation.
(7) Turbine assembly mounting pads on gearbox cover.
(8) Gearbox cover mounting face provided for the turbine. Paint the depressed (fireshield)
area bounded by the adjacent turbine mounting bosses.
C. Use the following paint and thinner, or equivalent, for galvanic corrosion protection:
(1) Paint. Actithane WC100 (Saran Protective Coatings Co., 830 Drayton, Ferndale,
Michigan 48220).
(2) Thinner. Actithane H251 (Saran Protective Coatings Co., 830 Drayton, Ferndale,
Michigan 48220).
D. Clean, paint, and cure the area requiring protection as follows:
(1) Immediately before application of paint, thoroughly clean the area using acetone,
methylethylketone, or toluene. Do not handle the area with bare hands or soiled
gloves during or after cleaning.
(2) Apply paint by spray or brush. Air dry for 20 minutes. Flow a continuous film of paint
at the interface area of all dissimilar metals so that the area is completely sealed
against moisture. This applies to all areas not previously protected and/or to areas on
which a previously applied film should need repair.
72–00–00
Page 702
Jun 1/96
4. Fire Extinguisher Material (Cleaning)
In the event that fire extinguisher materials is used on engines, Table 701 provides cleaning
instructions after use of different extinguisher materials.
Table 701
Cleaning Engine After Using Extinguisher Material
Follow on or
Extinguisher Immediate Final Cleaning
Material Action Requirement
1. MIL–spec: O–F–555C Water rinse to remove residue. Steam Same as immediate action.
clean if required on external surfaces.
Animal Protein If ingested perform compressor clean-
ing, para 4., 72–30–00.
2. Detergent Foam Water rinse to remove residue. Steam Same as immediate action.
If ingested perform water rinse, para
4.A., 72–30–00.
3. MIL–spec: MIL–F–22287A WARNING: USE WITH ADEQUATE External surfaces can be

Dry chemical “PKP” VENTILATION. cleaned of glaze by using
Chemical Composition: mixture of 60% isopropyl
Potassium Bicarbonate cov- Remove as much loose powder as pos- and 40% isobutyl alcohol
ered with silicone. ‘‘Methyl sible using either vacuum tools or com- then steam clean.
Polysilidoxane to prevent pressed air at 30 psig. If PKP has been
absorption of moisture. ingested use mixture of 60% isopropyl
and 40% isobutyl alcohol injected or
sprayed into compressor inlet while mo-
toring on starter (cold engine) followed
by water rinse, para 4.A., 72–30–00.
72–00–00
Page 703
Jun 1/96
Table 701 (cont)
Follow on or
4. MIL–Spec: MIL–B–49394D WARNING: USE WITH ADEQUATE Accomplish liquid cleaning upon
VENTILATION return to home station.
Halon 1011 Clean externally and internally as much NOTE: Engine internal surfaces.
Chemical Composition: as possible with a mixture of 60% iso- If the airplane was flying
Bromochloromethane propyl and 40% isobutyl alcohol. when the agent was ap-
CH2BrC1 PD–680 Type II is acceptable as an al- plied by the fixed fire
ternate agent for external cleaning. extinguisher system, no
further action is required.
Steam clean and exterior. Start engine If the airplane was on the
and run at ground idle for five minutes. ground when the agent
was applied, as soon as
NOTE: When steam cleaning is not the engine can be oper-
available the following proce- ated and the inlet has
dure is recommended. Clean been inspected, the en-
and neutralize all exterior sur- gine should be motored
faces. Wash all wetted sur- for one minute then
faces with a rag saturated with started and operated at
solvent Spec PD–608 Type II. ground idle for five min-
Wash this with 10% solution of utes. No further action is
Sodium Bicarbonate, Spec required as a result of
O–S– 576. Allow solution to re- usage of fire extinguisher
main on surfaces until bubbling agents.
stops. Wipe solution, rinse with Halon 1011 is not soluble.
water and dry.
Residue material can be removed
with alcohol mixture.
NOTE: Inlet duct and oil cooler on static

engine should be cleaned
same as exterior surfaces.
72–00–00
Page 704
Jun 1/96
Table 701 (cont)
Follow on or
5. MIL–Spec: MIL–B–38741 WARNING: DO NOT BREATHE EX- There is no residue from the Ha-
Halon 1211 HAUST FUMES. lon 1211.
Chemical Composition:
Bromochlorodifluorome- At ambient temperature below 25°F
thane CF2C1Br (–4°C), start engine and run idle for 5 to
10 minutes to evaporate all liquid.
Above 25°F (–4°C), no action is re-

quired except that to accelerate evapo-
ration, i.e., running engine at idle.
If starting of the engine is not possible,

provide heat from an external source to
evaporate the Halon 1211.
6. MIL–Spec: MIL–B–12218B No action required. No action required. Halon 1301

will not leave a residue.
Halon 1301
Chemical Composition:
Bromotrifluoromethane
CF3Br
7. MIL–Spec: BB–C–101B No action required. No clean up required.
Carbon Dioxide CO2 (gas)
8. ‘‘Light Water’’* Foam Water rinse to remove residue. Steam Same as immediate action.
*Registered Trademark If ingested, perform water rinse, para
of 3M Company 4.A., 72–30–00.
72–00–00
Page 705
Jun 1/96
72–00–00
Page 706
Nov 15/02
ENGINE – STORAGE INSTRUCTIONS

1. General
Engines shall be prepared for storage or shipment in accordance with the following paragraphs.
Engines placed in storage must be inspected every 30 days. Refer to para 6., this section.
2. Engine Preservation
A. Preserve the engine as follows:
(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) If the engine is to be stored for less than 45 days, no further preservation is required.
For storage periods exceeding 45 days, or if the engine is being prepared for
shipment:
(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) Install compressor inlet cover. Attach No. 88 Absorbent Protective Dehydratlng
Agent, or equivalent (MIL–D–3464) to exhaust collector stack cover and install.
Ensure that desiccant does not contact metal surfaces. Inspect desiccant
periodically (based on local humidity conditions) and rejuvenate as necessary.
(d) Store engines indoors if not installed in an aircraft or engine shipping container.
Rolls–Royce recommends that installed engines also be stored indoors if
possible.
NOTE: The basic engine does not normally require preservation if it is

properly packaged and maintained. However, at the customer’s
request, a preservative may be applied to engines or compressors if
they are scheduled for storage.
B. Oil System Preservation
If the engine will be stored for over 45 days, the oil system shall be preserved as follows:
(1) Remove oil filter cap and magnetic plugs. Service as necessary.
(2) Using 6799790 adapter and speed handle, turn engine while supplying clean,
approved engine oil to the filter housing. Continue until fresh oil drains from gearbox.
72–00–00
Page 901
Nov 15/02
PARA 2.B. (cont)
(3) Install new filter cap and magnetic plug packings. Install cap and plugs. (Refer to para
2.F., 72–60–00.)
C. Fuel System Preservation
If the engine will be stored for over 45 days, the fuel system shall be preserved as follows.
(1) Pull ignition exciter circuit breacker.
(2) Remove the fuel hose from the fuel nozzle; place the open end of hose in suitable
container.
(3) Supply filtered (10 micron) MIL–L–6081 grade 1010 oil (Atlantic Refining Co. No.
31100 or equivalent) or alternate MIL–L–787OA oil (Gulf Oil Corp. Gulflite 6 or
equivalent) at 50 psig (345 kPag) to the HMU inlet.
(4) Move the gas producer lever out of the FUEL OFF position.
(5) When oil is observed flowing into the container, remove the oil supply to the HMU and
move the gas producer lever to the FUEL OFF position.
(6) Permit the excess oil to drain from the fuel system before reassembling the fuel
system components. Tighten fuel hose coupling to 80–120 lb in. (9.0–13.6 N.m);
tighten clamp nut to 35–40 lb in. (3.9–4.5 N.m).
D. Engine Depreservation.
To depreserve the engine, Disconnect the fuel hose from the nozzle. Place the fuel hose in a
suitable container and motor the engine with the HMU lever at wide open until all oil is purged
from the fuel system. To ensure proper HMU start fuel scheduling, it is recommended that
the following air purge procedure be used.
(2) Disconnect the fuel nozzle line at the nozzle and direct the end of the line into a
bucket.
CAUTION: THE CONTAINER SHOULD BE SUITABLY GROUNDED. DO NOT USE A

PLASTIC BUCKET.
(3) Turn on FADEC ECU power and wait for the completion of the lamp test sequence.
(4) Select FADEC system “Manual Mode”.
(5) Turn on aircraft prime pump, open aircraft fuel shutoff valve, and crack open the HMU
“GEAR IN” fitting. When all air is bled from “GEAR IN” fitting, retighten the fitting
coupling nut.
72–00–00
Page 902
Jun 1/96
PARA 2.D. (cont)
(7) Crank the engine for approximately 15 seconds. Repeat cranking, in 15 seconds
segments, until fuel from the nozzle line is essentially free of air. DO NOT EXCEED
DUTY CYCLE OF THE STARTER.
(8) While continuing to motor the engine move the throttle to the cutoff position and
observe the cessation of fuel flow.
(9) Re–attach the fuel nozzle line to the fuel nozzle. Tighten the fuel hose coupling to
80–120 lb–in (9.0–13.6 N⋅m) and secure with lock wire.
(10) Switch the FADEC System to the “AUTOMATIC MODE”.
(11) Crank the engine for approximately 15 seconds – to ensure that the HMU manual
mode pistons are fully retracted and to remove any excess fuel from the combustion
burner.
HMU PISTON PARKING PROCEDURE

The engine can be shut down in either the AUTOMATIC MODE or the MANUAL MODE
without concern for the position of the HMU manual mode pistons. However, certain fuel
system maintenance operations can potentially leave the HMU manual mode pistons in the
wrong position. When the pilot is not certain of the position of the pistons, and would like to
assure that the pistons are fully retracted, the following procedure can be used. (NOTE: This
procedure will not purge air from the fuel system.)
(4) Turn on FADEC power and wait for the completion of the lamp sequence check.
(5) Select “AUTOMATIC MODE”.
(6) Motor the engine with the throttle in cutoff position for 20 seconds.
3. Installation of Engine in Container
A. Container Preparation (See Figure 901.)
(1) Prepare the container for installation.
(a) Depress and hold the relief valve manual release button until air pressure inside
the container is zero.
(b) Remove the eight nuts and screws securing the cover to the base. Attach a
hoist at the lifting hooks and remove the container cover from the base.
72–00–00
Page 903
Jun 1/96
Legend for Figure 901
1. Shipping Container 28. Aft Tie Bar

2. Top 29. Forward Tie Bar
3. Nut (8) 30. Nut (8)
4. Screw (8) 31. Washer (8)
5. Gasket 32. Screw (8)
6. Relief Valve 33. LH Mounting Bar
7. Nameplate 34. RH Mounting Bar
8. Humidity Indicator 35. Screw (4)
9. Record Receptacle Cover 36. Washer (4)
10. Screw (4) 37. Shear Mount (4)
11. Rubber Washer (4) 38. Screw (4)
12. Washer (4) 39. Washer (4)
13. Mounting 40. Lockwasher (4)
14. Screw (4) 41. Cloth Sack
15. Washer (4) 42. Bolt 6)
16. Mounting Bracket Adapter 43. Washer (6)
17. Cotter Pin (2) 44. Mounting Frame
18. Pin (2) 45. Identification Plate
19. Retaining Tube (2) 46. O–Ring (4)
20. Cotter Pin (2) 47. LH Wood Skid
21. Pin (2) 48. RH Wood Skid
22. Cotter Pin 49. Nut (8)
23. Pin 50. Washer (8)
24. Engine Mounting Bracket 51. Screw (8)
25. Nut (2) 52. Bottom
26. Washer (2) 53. Clinch Nut
27. Screw (2)
72–00–00
Page 904
Jun 1/96
Engine Shipping Container

Figure 901
72–00–00
Page 905
Jun 1/96
PARA 3.A. (cont)
(c) Separate the mounting bracket adapters from the retaining tubes by removing a
hairpin–type cotter pin and a flat head pin from each of the adapters.
(d) Remove the hairpin–type cotter pin and the flat head pin from the rear mounting
bracket.
B. Engine Preparation
Prepare the preserved engine for shipment as follows: (See Figure 901.)
(1) Coat accessory drives which do not have accessories installed on them with engine oil.
Brush internal splines with antiseize compound (Lubriplate 130A, or equivalent) and
assemble shipping covers, gaskets, washers and nuts.
(2) Touch up paint film where damaged. Do not expose touch up areas to engine fluids or
cleaning solvents for a minimum period of 72 hours after application.
(3) All shipping parts, except accessory drive pad covers and related parts attached to the
engine, shall be identified by a light yellow color. The color may be paint or any other
acceptable process which is noncorrosive, permanent and not subject to deterioration
by engine fluids and solvents.
(4) Letters and numbers of stenciled markings shall be block letters 3/4–in. (19 mm) high
minimum.
(5) Tighten aluminum and plastic shipping caps and plugs finger tight.
(6) Tighten threaded parts to standard torques.
(7) Assemble a mounting bracket adapter to each side mounting pad of the engine.
Secure each adapter with three bolts and washers. Tighten bolts to 125–135 lb in.
(14–15 N.m) and lockwire in threes.
CAUTION: REMOVE ALL SHIPPING CLOSURES PRIOR TO ENGINE

OPERATION EXCEPT COVERS ON THOSE ACCESSORY DRIVE
PADS WHICH ARE NOT USED FOR ATTACHMENT OF AIRCRAFT
ACCESSORIES.
72–00–00
Page 906
Jun 1/96
Legend for Figure 902, Sheets 1 and 2
1. Engine Shipping Parts Assy 15. Oil Pressure Connector Anti–ice

(Not Illustrated) Valve Vent Port, CEFA High & Low
2. Engine Shipping Container Assy Fuel Pressure Taps Protective Plug
3. Compressor Scroll Bleed Pad Cover (4)
4. Bolt (3) 16. Electrical Harness J6 Connector
5. Compressor Scroll Bleed Pad Gasket Protective Cap
6. Compressor Shroud Plastic Bleed 17. Anti–ice Valve Electrical Connector
Duct Cover Protective Cap
7. Compressor Inlet Plastic Cover 18. Engine Exhaust Duct Plactic Cover
8. Gas Producer Turbine & Power 19. Washer (4)
Turbine Type X or XV Gaskets (2) 20. Starter & Generator Pad Cover
9. Gas Producer Turbine & Power 21. Engine Accessory Drive Type XI
Turbine Tach Pad Covers (2) Gasket
10. Washer (8) 22. Self–locking Hex Nut (4)
11. Self–locking Nut (8) 23. ECU Electrical Connection
12. Oil Tank Vent & CEFA Oil Outlet Port Protective Cap (3)
Protective Plug (2) 24. HMU Fuel Inlet Protective Plug
13. TMOP Tube Conector, Fireshield 25. HMU Fuel Drain Protective Plug
Drains & Combustion Fuel Drain 26. Electrical CIT Sensor Connector
Protective Cap (4) Dust Proof Plug
14. Oil Inlet Protective Plug 27. HMU Shaft Self–locking Hex Nut
28. HMU Shaft Plain Washer
29. Electrical Connection Protective Cap
72–00–00
Page 907
Sep 1/01
Engine Shipping Parts

72–00–00
Page 908
Sep 1/01
Engine Shipping Parts

72–00–00
Page 909
Sep 1/01
PARA 3. (cont)
C. Install the engine in the container as follows:
(1) Slide the two retaining tubes outboard after removing the hairpin–type cotter pins and
a flat head pin from each retaining tube.
(2) Lower the engine into the mounting. Make sure that the engine rear mount plate aligns
with and does not touch the rear mount bracket. Clearance between the engine rear
mount plate and the engine rear mounting bracket may be obtained by loosening the
two cap screws and repositioning the engine rear mounting bracket through the
elongated holes in the aft tie bar. (See Figure 901.)
NOTE: Engine rear mount plate cannot take fore and aft loads.
CAUTION: CLOSE CLEARANCES EXIST BETWEEN THE CONTAINER AFT TIE

BAR AND LOCAL FUEL TUBES. EXERCISE CARE WHEN LOWERING
THE ENGINE.
(3) Push the two retaining tubes inboard over the stems of the mounting bracket adapters
on the engine side mounts and install flat head pins in each of the retaining tubes and
mounting bracket adapters. Secure the flat head pins with hairpin–type cotter pins.
(See Figure 901.)
(4) Install a flat head pin through the rear mount and engine rear mount bearing. Secure
flat head pin with hairpin–type cotter pin.
(5) Release complete engine weight into the container and remove lifting hoist and/or
sling.
(6) Tie empty cloth sack to RH mounting bar for future use.
D. After the engine has been installed, prepare and close the container as follows:
(1) Place three 16–unit bags of MIL–D–3464 desiccant into desiccant receptacle.
(2) Position the closure gasket; then lower the cover over the engine loaded base. Engage
both ends of the cover with the locating pins in the closure flange of the base. Ensure
that the closure gasket is seated properly.
(3) Remove the hoist from the cover. Attach the cover to the base with eight cap screws
and self–locking nuts (nut ends down). Tighten screws to 150–165 lb in. (17–19 N.m).
(4) Thread two wires, with lead seal attached, through two sets of ‘‘tamper–proof security’’
holes in the closure flanges of the cover and base. At each set of holes, thread the
wire down through one hole, cover to base, and up through the other hole, base to
cover. Secure the lead seal on each wire to provide tamper–proof security.
72–00–00
Page 910
Jun 1/96
PARA 3.D. (cont)
(5) Remove the records receptacle cover by removing four cap screws, flat washers and
rubber washers. Place a copy of Engine Shipping Container Instructions (EDS 1639)
and the applicable engine records in a plastic envelope. Store the envelope in the
records receptacle. Reassemble the cover and secure with four rubber washers, flat
washers and cap screws. Tighten screws to 30–40 lb in. (3.4–4.5 N.m). Lockwire in
pairs and secure lead seals as necessary to provide tamper–proof security.
(6) Coat the nut ends of the container closure cap screws with corrosion preventative
compound (Valvoline TECTYL 690, or equivalent) after all the container procedures
are completed.
4. Removal of Engine from Container
A. Remove engine from container as follows:
(1) Depress and hold the manual release button on the pressure relief valve until the air
pressure inside the container is zero.
(2) Remove the eight cap screws and nuts securing the cover to the base. Attach hoist at
the lifting hooks and remove the container cover from the base.
(3) Attach a lift bracket and hoist to the engine top mounting pad. Adjust the hoist to take
the engine weight off of the container suspension system.
(4) Remove the hairpin–type cotter pin from the flat head pin which secures the pin to the
rear mounting bracket. Remove the flat head pin. (See Figure 901.)
(5) Remove the hairpin–type cotter pins from the flat head pins which secure two retaining
tubes to the container side mounts. Remove the hairpin–type cotter pins from the flat
head pins which secure the engine mounting bracket adapters to the retaining tubes.
Remove the flat head pins. Slide the retaining tubes outboard away from the stems of
the mounting adapters. (See Figure 901.)
(6) Hoist the engine out of the container.
(7) Remove the mounting bracket adapters from engine side mounting pads by removing
three bolts and washers.
(8) Reinstall container parts into their respective locations and place loose hardware in the
cloth sack. Tie the cloth sack to the mounting frame upper tube for future use.
(9) If the container will be exposed to corrosive conditions, coat the nut end of the eight
closure screws with corrosion preventive compound.
5. Container Reuse
The containers are designed to be reusable. Reuse as many of the shipping parts stored within the
container as possible.
72–00–00
Page 911
Jun 1/96
6. Preservation Surveillance
The shipping package must undergo humidity indicator element inspection at the end of each 30
days storage.
A. If the humidity indicator is light blue (white to blue is also acceptable), the moisture level in
the container has been satisfactory. Make note of the humidity inspection in the Engine Log.
B. If the humidity indicator is light lavender or pink, the moisture level in the container has been
unsatisfactory. Return the engine to storage condition as follows:
(1) Remove the engine from the container and inspect for evidence of moisture. Normally
the first condition encountered will be galvanic corrosion in areas having dissimilar
metals in contact with each other such as steel bolts and fittings contacting the
magnesium gearbox.
(2) If corrosion is not found, replace the humidity indicator element and return the engine
to storage.
(3) If corrosion is found, clean or replace the corroded parts as necessary. Remove
shipping parts and install the engine on a test stand or in an airframe. Start the engine
and accelerate to Ground Idle. Operate at this engine power setting or above for a
sufficient length of time (approximately five minutes) to accomplish the following:
depreserve the fuel system, recoat all lubricated interior components, and thoroughly
remove moisture from the engine. Upon completion of the engine run, preserve the
engine and return it to storage in the normal manner described in this section. Make
note of the inspection and ensuing actions in the Engine Log.
72–00–00
Page 912
Nov 15/02
COMPRESSOR SECTION MAINTENANCE PRACTICES

1. Compressor Assembly Replacement (See Figure 201.)
A. Removal
(1) Remove the compressor oil supply and scavenge tubes from the compressor front
support and from the power and accessory gearbox.
(2) Remove the anti–icing line between the compressor front support and the anti–icing
valve. Remove the tube between the anti–icing valve and the solenoid valve.
(3) Remove the lockwire and two bolts; then separate the anti–icing valve and metallic
packing from the diffuser scroll.
(4) Remove the bleed–valve jumper tube.
(5) Remove the bleed valve–to–turbine vent tube and adapter by loosening the clamp at
the bleed valve and removing the two retaining bolts and nuts at the
adapter–to–exhaust collector support flange.
(6) Remove lockwire; then using 23002211 wrench, remove the three bolts and separate
the bleed valve with gasket from the scroll.
(7) Remove the compressor seal cavity–to–turbine vent tube and adapter by removing two
retaining bolts and nuts at the diffuser vent tube and removing the two retaining bolts
and nuts at the adapter–to–exhaust collector support flange.
(8) Remove the band clamps securing the compressor discharge air tubes to the gearbox.
CAUTION: GUARD AGAINST THE SPUR ADAPTER GEARSHAFT AND

TURBINE–TO–COMPRESSOR COUPLING FALLING OUT OF THE
GEARBOX IF THE ENGINE ASSEMBLY IS TURNED TO THE
TURBINE UP POSITION WHILE THE COMPRESSOR IS REMOVED.
(9) Prior to removing compressor assy remove a thermocouple probe, using care not to
damage harness. Retain bolts for reinstallation and discard old gasket. Carefully
install P/N 23008710 gas producer turbine holding fixture or equivalent (see Figure 202
for tool construction sketch), into hole vacated by thermocouple and position to enter
between two blades of the second–stage rotor. Install with the plastic covered probe
towards the rear. Attach using one thermocouple attaching bolt.
72–30–00
Page 201
Jun 1/00
Legend for Figure 201, Sheets 1 through 3
1. Compressor Pressure Oil Tube 20. Nut (2)

2. Compressor Scavenge Oil Tube 21. Bolt (2)
3. Valve–to–Solenoid Anti–icing Air Tube 22. Gasket (2)
4. Anti–icing Air Valve 23. Nut (2)
5. Anti–icing Valve Solenoid 24. Bolt (2)
6. Not Used 25. Cap
7. Anti–icing Air Tube 26. Compressor Vent Orifice
8. Bleed Valve 27. Packing
9. Bolt 28. Nut (2), Bolt (2), Bolt (2), Outer
10. Bleed Valve Jumper Tube Bracket (2), Inner Bracket (2)
11. Compressor–to–Turbine Vent Tube 29. Nut (6)
12. Bleed Valve–to–Exhaust Collector Tube 30. Washer (6)
13. Nut 31. Compressor Assy
14. Bolt 32. Shim
15. Clamp 33. Spur Adapter Gearshaft Assy
16. Bleed Valve Adapter Tube 34. Retaining Ring
17. Nut (2) 35. Piston Ring
18. Bolt (2) 36. Packing (2)
19. Vent Tube Adapter
72–30–00
Page 202
Jun 1/96
Compressor Removal (Sheet 1 of 3)

Figure 201
1
72–30–00
Page 203
Sep 1/01

Figure 201
72–30–00
Page 204
Jun 1/96

Figure 201
72–30–00
Page 205
Jun 1/96
PARA 1.A. (cont)
(10) Remove the six nuts and six washers from the splitline. Note the number and location
of the compressor shims. Separate the compressor assembly from the power
accessory gearbox and from the discharge air tubes. Save the shims found at the
compressor mounting pads for possible reuse.
(11) Additional disassembly instructions.
(a) Remove compressor without letting impeller turn. Match mark spur adapter
gearshaft to compressor splined adapter at 12:00 o’clock prior to
disengagement.
(b) Assure turbine to compressor coupling remains engaged in turbine.
(c) Remove turbine assembly from engine. (Refer to Turbine Assembly

Replacement, para 1., 72–50–00.)
(d) Mark turbine to compressor coupling at 12:00 o’clock position.
CAUTION: OBSERVE COMPRESSOR TITANIUM IMPELLER HANDLING

AND CLEANING RECOMMENDATIONS. (REFER TO PARA
3.B., IMPELLER, THIS SECTION.)
PREVENT DEBRIS FROM ENTERING THE NO. 2 BEARING

WHEN CLEANING THE COMPRESSOR IN PREPARATION TO
ACCOMPLISH THIS INSPECTION.
(12) Anytime the compressor module is removed from the engine, inspect the N1 shafting.
This is also a 1750 hour repetitive inspection requirement. (Refer to para 3.B., C., and
E., 72–30–00 and para 5.A. and 5.B., 72–50–00.)
(13) Prior to removal of the splined adapter from the compressor impeller, match mark the
adapter to the impeller to ensure reinstallation in the same position. (See Figure 203.)
Remove the retaining nut using 6889891 adapter.
(14) Remove the splined adapter from the impeller using the 6891195 puller (less –12
detail). Do not push against thin lip of No. 2 bearing retaining nut with puller. Use an
appropriate spacer (fabricate locally) (See Figure 204.).
72–30–00
Page 206
Jun 1/96
P/N 23008710 Fixture–Holding Gas Producer Turbine Rotor

Figure 202
72–30–00
Page 207
Jun 1/96
Compressor Rotor Inspection

Figure 203
72–30–00
Page 208
Jun 1/96
Spacer Fabrication Details

Figure 204
PARA 1.A. (cont)

(a) Do not remove the retaining stud. If the stud is loose, the compressor must be
returned to a qualified repair facility for repair or overhaul.
(15) Replace the spur adapter gearshaft piston ring.
NOTE: The spur adapter gearshaft in engines equipped with a roller bearing at the
No. 2 1/2 bearing location Is removed from the engine assembly with the
compressor. Detach internal retaining ring to release the spur adapter
gearshaft from the compressor if desired. Match mark spur adapter
gearshaft to the splined adapter before separation.
B. Installation
NOTE: Check to ensure that the compressor and gearbox mounting flanges are clean and
free of foreign material which could cause misalignment.
(1) Before reinstallation of the splined adapter, straighten the deformed locking feature of
the No. 2 bearing nut using needle nose pliers to remove the dimple.
CAUTION: PREVENT MEK, MOLYKOTE, OR DEBRIS FROM ENTERING THE
NO. 2 BEARING.
(2) Clean surfaces of splined adapter and impeller bore using Methyl Ethyl Ketone (MEK).
Use care not to remove match marks. Spray the cleaned external surface of the
splined adapter and the cleaned internal surface of the impeller bore with Molykote 321
or equivalent.
72–30–00
Page 209
Jun 1/96
PARA 1.B. (cont)
(3) Allow to air dry for five minutes and wipe with a clean soft cloth to remove excess
lubricant.
(4) Using a 500 watt heat lamp heat the impeller stub shaft to approximately 300–500°F
(149–260°C); then install the splined adapter in the impeller bore with match marks
aligned. Do not chill the adapter. Do not hammer or force the adapter into the impeller
as spline damage can result.
(5) Secure the adapter with retaining lock nut. Using 6889891 holder, tighten lock nut to
50–55 lb in. (5.65–6.21 N.m) above lock nut drag.
CAUTION: HAMMERING ON NO. 2 BEARING NUT CAN DAMAGE THE NO. 2

BEARING CAUSING IT TO FAIL.
(6) Using 6798927 crimper, crimp an unused portion of the No. 2 bearing nut locking
feature into a dimple in the splined adapter.
(7) Preoil No. 2 bearing, prior to compressor installation, using an approved oil.
(8) Lubricate and install new packings on the compressor rear support and the spur
adapter gearshaft.
CAUTION: BE SURE THE SPUR ADAPTER GEARSHAFT RETAINING RING IS

SECURELY POSITIONED AND EXPANDED IN THE GROOVE IN THE
SPLINED ADAPTER.
(9) Install the spur adapter gearshaft into the compressor splined adapter. Be sure match
marks are aligned. Secure with an internal retaining ring. Check that the retaining ring
is secured and expanded in the retaining ring groove using 23006764 inspection tool.
Lubricate (engine oil) 23005426 bearing guide and install it on the spur adapter
gearshaft to aid installation of the compressor into the gearbox. Also, sparingly
lubricate the rollers of the No. 2 1/2 bearing with petrolatum to hold the rollers out
against the bearing outer race.
WARNING: FAILURE TO PROPERLY SHIM THE COMPRESSOR AT

INSTALLATION CAN CAUSE THE SPUR ADAPTER GEARSHAFT TO
FAIL RESULTING IN SUDDEN ENGINE STOPPAGE.
(10) When reinstalling a compressor, position the required shim stack, recorded during
compressor removal or determined during compressor mount replacement (para
1.C.(3), this section) at each respective mounting pad. When replacing a compressor,
the amount of shimming required at each attaching point has been determined during
compressor buildup (overhaul) and marked at the appropriate bolt hole on the
compressor mount.
NOTE: If the shim marking has been obliterated, or a new mount has been
installed, refer to Compressor Mount Replacement, para 1.C., this section,
for the marking procedure.
72–30–00
Page 210
Jun 1/96
PARA 1.B. (cont)
(11) Install compressor, using titanium handling precautions. Position impeller by rotating
slightly clockwise and counterclockwise to insure spline engagement. Attach the
compressor with six nuts and six washers. Tighten nuts to 70–85 lb in. (7.9–9.6 N.m)
above locknut drag.
NOTE: Make sure match marks are aligned during assembly of engine. Do not use
engine turning adapter tool No. 6799790 to align splines.
(12) Remove bearing guide 23005426 from the spur adapter gearshaft. Visually check that
the two spur adapter gearshaft packings are in place and free from damage. Then,
reinstall the turbine assembly. (Refer to Turbine Assembly Replacement, para 1.B.,
72–50–00.)
(13) Remove P/N 23008710 gas producer turbine rotor holding fixture.
(14) Install the turbine temperature probe using a new gasket.
(15) Install the band clamps securing the compressor discharge air tubes to the gearbox.
First, tighten top clamp screw to 35–40 lb in. (3.9–4.5 N.m). Next, tighten bottom
screw to 10–15 lb in. (1.1–1.7 N.m) above locknut drag. The clamp ends do not need
to make contact.
(16) Install the anti–icing valve with metallic packing on diffuser scroll. Retain with two bolts
which have been lightly coated with antiseize compound. Tighten bolts to 35–40 lb in.
(3.9–4.5 N.m) and secure with lockwire.
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN, AND TORQUE FUEL, OIL,

AND AIR FITTINGS AND TUBES COULD RESULT IN AN ENGINE
FAILURE.
(17) Install the tube between the anti–icing valve and the front support. Tighten coupling
nuts to 150–200 lb. in. (17–23 N.m). Install the tube between the anti–icing valve and
the anti–icing solenoid valve.
(18) Install the bleed valve with a new gasket onto the scroll. Tighten the three bolts which
have been lightly coated with antiseize compound using 23002211 wrench if required.
Tighten bolts to 35–40 lb in. (3.9–4.5 N.m) and secure with lockwire.
(19) Install the bleed valve jumper tube. Tighten coupling nuts to 65–100 lb in. (7.3–11.3
N.m).
(20) Install the oil supply and scavenge tubes to the front support and the gearbox. Tighten
pressure tube coupling nuts to 65–100 lb in. (7.3–11.3 N.m) and scavenge tube
coupling nuts to 150–200 lb in. (17–23 N.m).
(21) Install the compressor seal cavity–to–turbine vent tube and adapter. Secure at the
diffuser vent tube and at the adapter–to–exhaust collector support flange with four
bolts and nuts. Tighten to 35–40 lb in. (3.9–4.5 N.m).
72–30–00
Page 211
Jun 1/96
PARA 1.B. (cont)
(22) Install the bleed valve–to–turbine vent tube and adapter. Secure at the bleed valve
with a clamp. Secure at the adapter–to–exhaust collector support flange with two bolts
and nuts. Tighten to 35–40 lb in. (3.9–4.5 N.m).
(23) Make appropriate entry relative to compressor replacement in the Engine Log.
(24) Check run the engine and select the proper size diffuser vent orifice after compressor
replacement. (Refer to Check Run, para 1., 72–00–00, Engine–Adjustment/Test).
C. Compressor Mount Replacement
Installation of a new or replacement compressor mount assembly requires alignment of the

compressor axis to prevent spur adapter gearshaft or No. 2 1/2 bearing failure.
CAUTION: OPERATORS WHO DO NOT HAVE ADEQUATE TOOLING, FACILITIES, OR
EXPERTISE ARE ADVISED TO SEND THEIR COMPRESSOR ASSEMBLIES
TO A ROLLS–ROYCE DISTRIBUTOR OR AUTHORIZED SERVICE CENTER
FOR THE WORK TO BE ACCOMPLISHED.
CAUTION: COMPRESSOR MOUNT ASSEMBLIES THAT ARE INSTALLED AND PUT

INTO SERVICE WITHOUT PROPER SHIMMING WILL HAVE SIGNIFICANTLY
REDUCED SERVICE LIFE.
(1) After installation of the compressor mount, check that the six mounting pads are
perpendicular to the compressor rotor axis. Also, determine the shimming
requirements for compressor installation.
(a) Position the compressor with the inlet down. Install 6893383–201 base
assembly. (See Figure 205.)
(b) Install the handknob screws in the inner three threaded holes. (See
Figure 205.)
(c) Install the 6893383–204 gage bar assembly. (See Figure 205.) Tighten
clamping nut.
(d) Square the 6893383–201 base assembly to the compressor rotor axis within ±
0.0005 in. (0.013 mm) using the three handknob screws.
72–30–00
Page 212
Nov 15/02
1. Base Plate 9. Socket Head Cap Screw (3)

2. Dial Indicator 10. Plate
3. Swivel Clamp 11. Hex Nut (2)
4. Support 12. Pin
5. Handknob Screw (3) 13. Clamp
6. Bracket 14. Base Assembly (6893383–201)
7. Hex Head Screw 15. Gage Block Assembly (6893383–202)
8. Dial Indicator 16. Gage Bar Assembly (6893383–203)
Compressor Axis Alignment Fixture
Figure 205
72–30–00
Page 213
Jun 1/96
PARA 1.C. (cont)
1 Set the dial indicator pointer of the gage bar against the base assembly and
in line with one of the handknob screws. Set the dial to zero.
2 Rotate the compressor rotor to position the gage bar assembly in line with
the next handknob screw. Adjust handknob until the dial indicator reads
zero.
3 Repeat step 2 for the third handknob position. Repeat step 2 at all three
handknob positions until the dial indicator reads zero at each position.
(2) After the 6893383–201 base assembly has been adjusted to a plane which is
perpendicular to the rotor axis, check the flatness of each compressor mount pad.
(a) Check the face of each of the six pads for flatness using 6893383–202 gage
block.
1 Make two pad measurements on a diameter in line with the compressor

rotor radius. (See In and Out measurements on Figure 206.)
2 Make two additional pad measurements on a diameter at 900 (in a

circumferential direction) on each pad. (See Right and Left measurements
on Figure 206.)
3 The four readings on each pad must be within 0.004 in. (0.10 mm) FIR (full
indicator reading).
(b) Carefully grind each pad surface by hand to bring the four readings to within
0.004 in. (0.10 mm) FIR. Remove the minimum amount of material needed to
flatten the pads to within the 0.004 in. (0.10 mm) limit. (See Figure 207.)
(c) Clean the ground pad surfaces with methylethylketone. Using a brush, coat the
exposed areas with silicon resin (AMS 3135). Air dry.
(3) Determine the total shim thickness needed at each of the six mount pads to square the
installed compressor with the gearbox.
(a) Recheck the squareness of the 6893383–201 base assembly to the

compressor rotor axis. (Refer to para 1.C.(1)(d), this section.)
(b) Check the height of each mounting pad in relation to the other 5 pads.
1 Select the pad that is highest relative to the –201 base assembly. Mark “0”
on the mount adjacent to this pad. (Use electro–chemical etch per
Aerospace Standard AS478–7A1.)
72–30–00
Page 214
Jun 1/96
Checking Compressor Mount Pads for Flatness

Figure 206
72–30–00
Page 215
Jun 1/96
Repair of Mount Pad Surface to Restore Flatness

Figure 207
PARA 1.C. (cont)
2 Mark each of the remaining five pads with the number of 0.002 in. (0.05
mm) shim increments required to bring the height of that pad up to the
height of the ‘‘0’’ pad.
NOTE: Shims are available in multiples of 0.002 in. (0.05 mm)

increments in the following sizes: 0.002 in. (0.05 mm), 0.004 in.
(0.10 mm) and 0.008 in. (0.20mm). Select the least number of
shims required to bring the height of each pad up to the height of
the ‘‘0’’ pad.
NOTE: If there is any variation in surface flatness of a given pad, use the
average of four readings on that pad to determine the height.
(Refer to para 1.C.(2)(a), this section.)
EXAMPLE: Average difference between the height of a given

pad and the pad marked ‘‘0’’ is 0.010 in. (0.25 mm). Mark the
number “5’’ (five increments of 0.002 in. – 0.010 in.) on the pad.
The least combination of available shims for 0.010 in. (0.25 mm)
is 0.002 in. (0.05 mm) and 0.008 in. (0.20 mm).
Mark the number 0.010 in. (0.25 mm) on the mounting adjacent
to the pad.
72–30–00
Page 216
Jun 1/96
PARA 1.C.(3)(b) (cont)
3 Clean the areas where the shim numbers have been etched using
methylethylketone. Using a brush, coat over the numbers with silicon resin
(AMS 3135). Air dry.
(4) Record the replacement of the compressor mount in the Engine Log.
NOTE: Replacement of the compressor mount by P/N 6898611 (or later) requires
reidentification of the compressor assembly at next overhaul.
2. Compressor Front Bearing and/or Oil Seal Replacement (Engine Removed)
To replace the compressor front bearing or oil seal, remove the compressor from the engine and
install it in 6893360 fixture. Turn the compressor to a vertical position with the compressor inlet at
the top. (Refer to the Compressor Removal PARA, 1.A., this section.) Replace the seal as follows:
A. Removal
(1) Remove the oil pressure reducer. (See Figure 208.) Discard packing.
NOTE: Any time the compressor front bearing and/or front bearing oil seal is
replaced, or the oil system has been contaminated, disassemble and
inspect the oil pressure reducer.
(a) Remove the internal retaining ring; then separate the restrictor from the oil
pressure reducer body.
(b) Clean all debris from the restrictor and the body using mineral spirits and a soft
bristle brush.
(c) Inspect the restrictor for burrs and/or damage to the lands. Replace restrictor if
either condition exists.
(d) Reassemble the oil pressure reducer by installing the restrictor threaded end
first into the body. Secure with an internal retaining ring. Be sure the retaining
ring is properly seated in the groove on the body.
(2) Lubricate a new packing and install it with the oil pressure reducer in the compressor
front support. Tighten reducer to 50–75 lb in. (5.6–8.5 N.m).
CAUTION: TO PREVENT ASSEMBLY DIFFICULTIES AND TO MINIMIZE

POSSIBLE PART DAMAGE, DO NOT REMOVE THE COMPRESSOR
FRONT SUPPORT UNLESS THE COMPRESSOR IS IN A VERTICAL
ATTITUDE WITH THE FRONT SUPPORT ON TOP.
(3) Remove the compressor front support hub nut and six bolts and nuts at the support
splitline. The 90° pressure oil tube retention bracket is removed with the bolt at the 8
o’clock position (looking forward). Lift the front support from the compressor. Discard
two packings.
72–30–00
Page 217
May 1/99
1. Oil Pressure Reducer 6. Nut 11. Nut

2. Packing 7. Bolt 12. Roller Bearing
3. Retaining Ring 8. Front Support 13. Header Pin
4. Restrictor 9. Packing 14. Mating Ring Seal
5. Body 10. Retaining Ring 15. Oil Seal
11. Front Bearing Housing 16. Packing
Compressor Front Bearing and Oil Seal Replacement
Figure 208
PARA 2.A. (cont)
(4) Remove the compressor front roller bearing as follows:
(a) The roller bearing outer race will remain in the front bearing housing when the
housing is removed. Remove the race and headed anti–rotation pin from the
bearing housing.
(b) Remove the bearing retaining nut using a socket wrench with a broach depth of
no more than 7/16 in. (11 mm) (Snap–On SW 181 or equivalent). Hold the rotor
from turning using 6889891 wrench.
(c) Remove the compressor front bearing by pulling at the puller groove using
23005023 puller. Pull the seal mating ring using 23005023.
(5) Remove the oil seal from the rotor. Discard packing.
(6) Inspect the impeller for nicks, cracks or breakouts. (Refer to impeller, PARA 3.B., this
section.)
B. Installation
(1) Lubricate inside the replacement oil seal with engine oil (by soaking). Install the oil
seal, with a lubricated packing, in the front OD groove and retaining ring in the rear OD
groove on the rotor.
72–30–00
Page 218
May 1/99
PARA 2.B. (cont)
(2) Install the mating ring seal (puller groove forward) on the rotor.
(3) Install the compressor front roller bearing as follows:
(a) Install the bearing inner race and rollers on the rotor (puller groove forward).
CAUTION: TO PREVENT SUBSEQUENT BEARING FAILURE, EXERCISE CARE

WHEN INSTALLING THE NUT. DO NOT ALLOW THE WRENCH TO
CONTACT THE BEARING ROLLERS.
CAUTION: USE A RETAINING NUT HAVING A BLACK NYLON CAP TO RETAIN

THE FRONT BEARING INNER RACE AND ROLLERS ON THE
ROTOR. DO NOT USE NUTS WITH RED OR YELLOW NYLON CAPS.
(b) Install the bearing retaining nut. Tighten nut to 130–140 lb in. (14.7–16 N.m)
above torque due to locknut drag. Loosen and retighten to 80–90 lb in.
(9.0–10.2 N.m) above torque due to locknut drag. Use a socket wrench with a
broach depth of no more than 7/16 in. (11 mm) (Snap–On SW 181 or
equivalent). Hold the rotor from turning using 6889891 wrench.
(c) Install the headed anti–rotation pin in the outer race. Lubricate the race and
insert it into the front bearing housing.
(d) Apply a small amount of petrolatum to the rollers of the bearing to hold the
rollers in place while the bearing housing is being installed.
NOTE: Since the spring has been eliminated in the roller bearing installation it is
necessary to use a locally fabricated tool to hold the front bearing housing
up while installing the front support, so the snap ring tangs engage the slot.
Make sure the tool is removed after installation of the front support.
(4) Install the front bearing housing over the bearing and seal. Secure the housing at the
seal with the Internal retaining ring using 6893738 retaining ring pliers. During
Installation of the bearing housing, exercise care to avoid damage to the carbon face
of the seal assembly. Lubricate and install two packings on the bearing housing.
Index the housing so that the retaining ring tangs are at top center.
(5) Install the compressor front support over the bearing housing. Index to have the oil
inlet fitting approximately 12° to the left of top center. Engage tangs of retaining ring in
slots of front support by aligning the slot in the end of the bearing housing integral stud
with the top center hole of the support front flange. Use a screwdriver in the stud slot
to rotate the housing back and forth while applying light hand force on the front support
to feel the retaining ring tangs engage. When engaged, the housing will no longer
rotate. Use a mirror to determine that the tangs are properly engaged. Retain the
front support at the shroud housing forward flange using six bolts. The 90° bracket
and long bolt go at the 8 o’clock position (viewed from the front). Also, retain at the
compressor bearing housing and at the hub with one nut. Tighten flange bolts to
12–15 lb in. (1.4–1.7 N.m) above torque due to locknut drag. Tighten hub nut to 35–40
lb in. (4.0–4.5 N.m) above torque due to locknut drag.
72–30–00
Page 219
May 1/99
PARA 2.B. (cont)
(6) Remove the compressor from 6893360 fixture and install the compressor on the
engine. (Refer to Compressor installation PARA 1.B., this Section.)
(7) Check run the engine after seal or bearing replacement. (Refer to Check Run, PARA
1., 72–00–00, Engine—Adjustment/Test.)
C. 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 FOR PART

DAMAGE AND ASSEMBLY ERROR THAN THE PREFERRED PROCEDURE
(PARA 2.A. AND 2.B., THIS SECTION). THE ALTERNATE PROCEDURE IS
RECOMMENDED FOR SKILLED MECHANICS HAVING APPROVAL OF
THEIR ROLLS–ROYCE AUTHORIZED MAINTENANCE CENTER (AMC).
(1) Replacement Procedure
(a) Support the compressor impeller by carefully installing shim stock between the
impeller and shroud. 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 o’clock 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.
(b) Replace the compressor front bearing and/or oil seal in the same manner as
used in the Engine Removed procedure (PARA 2.A. and 2.B., this Section).
(c) Once the compressor front support is properly installed, remove the shims from
between the impeller and shroud.
(d) Check run the engine. (Refer to Check Run, PARA 1., 72–00–00,
Engine––Adjustment/Test.)
3. Inspection/Check
Inspect the compressor inlet for foreign object damage and the drive splines, piston rings, flange
adapter and sleeve for wear. Send the compressor to repair/overhaul if any of the following
conditions are exceeded. Disassemble the compressor as necessary for the purpose of the
following Inspections.
NOTE: If foreign object damage is found on the compressor impeller, inspect the first–stage
turbine wheel blades for damage (dents or cracks). No dents or cracks in the blades are
allowed.
72–30–00
Page 220
May 1/99
PARA 3. (cont)
A. Compressor Front Support
Visually inspect the struts and dome for cracks, punctures or dents. No cracks or punctures
are acceptable. Dents shall not exceed 0.020 in. (0.51 mm) depth.
B. Impeller
CAUTION: OBSERVE THE FOLLOWING PRECAUTIONS WHEN HANDLING TITANIUM

PARTS:
PARTS SHALL BE KEPT FREE FROM SOURCES OF CONTAMINATION AT

ALL TIMES DURING PROCESSING, HANDLING, STORAGE AND
ASSEMBLY.
DURING ASSEMBLY OPERATIONS, HANDLING OF PARTS WITH BARE

HANDS SHALL BE KEPT TO A MINIMUM.
MANUAL CONTACT WITH WET, CLEANED PARTS SHALL BE

ACCOMPLISHED ONLY WHILE WEARING CLEAN RUBBER GLOVES.
MANUAL CONTACT WITH DRY PARTS SHALL BE ACCOMPLISHED ONLY
WHILE WEARING CLEAN LINT–FREE GLOVES. AVOID EXCESSIVE
HANDLING OF CLEANED PARTS.
NO SUBSTANCE CONTAINING MORE THAN 50 PPM OF FLUORINE,

CHLORINE, BROMINE, IODINE, OR ASTATINE (HALOGENS) SHALL BE
USED ON PARTS WHICH GENERATE TEMPERATURES IN EXCESS OF
260°C (500°F). CHLORIDE OR CHLORIDE BEARING COMPOUNDS
(CONTAINING CHLORIDE IN EXCESS OF 5O PPM, INCLUDING POTABLE
WATER) SHALL NOT COME IN CONTACT WITH PARTS.
TRICHLOROETHYLENE (TCE) SHALL NOT BE USED ON TITANIUM PARTS.
ADHESIVE TAPES OR PAPERS SHALL NOT COME IN DIRECT CONTACT

WITH THE PARTS.
NO CADMIUM PLATED TOOLING SHALL BE USED TO ASSEMBLE OR

FIXTURE PARTS; NICKEL–PLATE IS RECOMMENDED.
FURTHER REMOVAL OF COMPRESSOR COMPONENTS (SHROUD,

MANIFOLD, SCROLL) SHALL NOT BE UNDERTAKEN, AS THIS MAY
JEOPARDIZE THE ROTOR–TO–STATIC STRUCTURE CLEARANCES
ESTABLISHED AT INITIAL BUILD.
(1) Visually inspect the impeller blade edges for nicks, cracks, or breakouts. Inspect
through the front support or during compressor front bearing or seal replacement. No
cracks or breakouts are acceptable. If minor blade damage is observed, remove the
compressor front support assembly and inspect/blend the primary blades (Area A only)
in accordance with Figure 209. Use the applicable part of PARA 2., Compressor Front
Bearing and/or Oil Seal Replacement, for removal and installation procedures.
72–30–00
Page 221
May 1/99
PARA 3.B. (cont)
NOTE: The primary concern of the inspection is to make sure that foreign objects
have not damaged the impeller to the degree that bits or pieces of metal
could break off and go through the compressor where they might inflict
further damage. Based on the judgement of the operator/inspector, reject
the compressor if a hazardous condition is suspected.
(2) Inspect compressor impeller bore as follows:
NOTE: The compressor impeller bore has a 1750 hour inspection requirement.
NOTE: Refer to 72–30–00, PARA 1.A., Items 10 through 15 for removal of the
splined adapter from the impeller.
NOTE: If the compressor impeller bore fails to pass the following inspection criteria,
the compressor assembly (including the spur adapter gearshaft) must be
(a) Visually inspect the impeller internal splines for cracked or broken teeth. No
cracked or broken teeth are allowed.
(b) Using a sharp pointed scribe, 0.020 in. (0.51 mm) radius inspect the internal
spline teeth for a wear step. This wear step, if present, will occur approximately
0.060 in. (1.52 mm) forward of the aft end of the spline teeth. Any discernible
wear step that can be felt with the scribe is unacceptable. (See Figure 210.)
(c) Measure and record the compressor impeller adapter bore ID at two places, 90
degrees apart.
C. Compressor Rotor Splined Adapter
NOTE: Compressor rotor splined adapter has 1750 hour inspection requirement.
NOTE: Refer to 72–30–00, PARA 1.A., Item 10 through 15 for removal of the splined
adapter from the impeller.
(1) Inspect compressor rotor splined adapter as follows:
NOTE: If the splined adapter fails to pass the following inspection criteria, the
compressor assembly (including the spur adapter gearshaft) must be
(a) Visually inspect the internal splines for cracked or broken teeth. No cracked or
broken teeth are allowed.
(b) Visually inspect the external splines for cracked or broken teeth. No cracked or
(c) Using a sharp pointed scribe, 0.020 in. (0.51 mm) radius, inspect the internal
and external adapter spline teeth for a wear step. Any discernible wear step
that can be felt with the scribe is unacceptable.
(d) Visually inspect the adapter pilot OD for fretting wear per CSL–A–5010, Item
6.C. if unacceptable wear is found, reject the compressor assembly.
72–30–00
Page 222
May 1/99
Compressor Impeller Blending Limit

Figure 209
72–30–00
Page 223
Jun 1/96
Compressor Impeller Wear Step

Figure 210
72–30–00
Page 224
Jun 1/96
PARA 3.C.(1) (cont)
(e) If the wear is visually acceptable, measure and record the adapter pilot OD at
two places, 90 degrees apart. The resultant impeller to adapter fit must be
0.0000–0.0010 in. (0.000–0.025 mm) tight. If this fit cannot be obtained, return
the compressor assembly to a qualified repair facility for repair or overhaul.
NOTE: Refer to 72–30–00, PARA 1B., items 1 through 6 for installation of the
splined adapter into the impeller.
D. Scroll–to–Air Tube Flange Adapter
Inspect the piston ring sealing surface for wear. (See Figure 211.) The sealing diameter shall
not exceed 2.804 in. (71.22 mm).
Scroll–to–Air Tube Flange Adapter

Figure 211
E. Spur Adapter Gearshaft.
NOTE: Spur adapter gearshaft has 1750 hour inspection requirement.
(1) Inspect the spur adapter gearshaft forward splines as follows:
NOTE: If the forward splines fail to pass the following inspection criteria, the
compressor assembly (including the spur adapter gearshaft) must be
(a) Visually inspect the forward splines for cracked or broken teeth. No cracked or
(b) Using a sharp pointed scribe, 0.020 in. (0.51 mm) radius, inspect the forward
spline teeth for a wear step. Any discernable wear step that can be felt with the
scribe is unacceptable.
72–30–00
Page 225
May 1/99
PARA 3.E. (cont)
(2) Inspect the spur adapter gearshaft aft splines as follows:
(a) Visually inspect the aft splines for cracked or broken teeth. No cracked or
(b) Using a sharp pointed scribe, 0.020 in. (0.51 mm) radius, inspect the aft spline
teeth for a wear step. Any discernable wear step that can be felt with the scribe
is unacceptable.
(c) If the spur adapter aft splines are determined unsuitable, inspect the mating
splines of the turbine–to–compressor coupling per PARA 6.B., 72–50–00. This
inspection is in addition to the other inspection requirements.
4. Compressor Cleaning
The compressor cleaning practices necessary for proper maintenance are a water rinse to remove
contamination and wash to restore performance.
A. Water Rinse Procedure
WARNING: SALT LADEN HUMIDITY AND CHEMICALS WILL CORRODE THE

COMPRESSOR CAUSING IT TO FAIL.
WARNING: ENGINES SUBJECTED TO SALT WATER CONTAMINATION OR OTHER

CHEMICALLY LADEN ATMOSPHERE (INCLUDING PESTICIDES AND
HERBICIDES) SHALL UNDERGO WATER RINSING AFTER SHUTDOWN
FOLLOWING THE LAST FLIGHT OF THE DAY. PERFORM THE RINSE
OPERATION AS SOON AS PRACTICAL AFTER FLIGHT, BUT NOT BEFORE
THE ENGINE HAS COOLED TO NEAR AMBIENT TEMPERATURE.
NOTE: Operators should be aware that salt laden air may be encountered for 75–150 miles
inland under certain weather conditions. If there is any doubt about the conditions
in which your engines are operated, the compressors should be given a daily water
rinse. Water will not damage the engine, but salt and chemicals will.
(1) Precautions
CAUTION: BE SURE THE IGNITION CIRCUIT BREAKER IS PULLED TO

PREVENT IGNITION DURING THE WASH CYCLE.
(a) Never perform the rinse procedure while the engine is operating, doing so will
damage the impeller. A motored rinse procedure utilizing the starter with N1
speed below 10% is the only authorized procedure for the model 250 series
engine.
(b) N1 speed must not exceed 10% rpm during water spray injection.
(c) Use the highest quality water available. (Refer to PARA 4.A.(2), this section.)
72–30–00
Page 226
May 1/99
PARA 4.A. (cont)
(d) Do not spray water into a hot engine. The engine temperature should be
satisfactory for water rinse when the bare hand can be placed on the outer
combustion case without discomfort.
(e) Avoid conditions which would allow the rinse water to freeze.
NOTE: Methyl alcohol may be added to the water to prevent freezing during
water rinse in below freezing weather. Mix one part methyl alcohol to
one part water. This mixture prevents freezing down to –40°C
(–40°F). The methyl alcohol shall contain methanol in concentrations
not less than 99.85% by volume (See Table 1, 72–00–00).
(f) Do not inject a solid stream of water into the engine. The nozzle must provide a
diffused spray pattern.
(g) A conventional nozzle meeting the flow requirements of PARA 4.A.(2), this
section, may be used. Center the spray around the bullet nose of the inlet to
ensure that all of the spray is injected into the engine. Spray a minimum of one
quart into the compressor.
(2) Materials and equipment
(a) The highest quality,water available must be used.
1 The most rapid and economical means to assess water quality is by

measuring electrical conductivity. Control of electrical conductivity to a
specific low level will automatically yield a low level of chlorides, sulfates,
sodium, and other elements. Distilled, demineralized, or deionized water
with a maximum electrical conductivity of 3 micro–ohms per cubic
centimeter would be theoretically ideal. However, a more practical level of
20 micromhos per cubic centimeter maximum would control the above
impurities to a level of less than 10 ppm.
NOTE: Most water deionizing equipment has the capability to determine

electrical conductivity. Commercially purchase
deionized/demineralized water, conductivity information should
be requested from the vendor.
2 Should the electrical conductivity of the water not be known, the use of
distilled, demineralized, or deionized water is preferred.
(b) Portable equipment such as a garden sprayer or fire extinguisher which can be
pressurized to obtain the required flow rate is recommended for water rinse. To
provide capability for rinse with either portable equipment or a water supply
system, a nozzle capable of flowing the recommended rate at about 55 psig
(379 kPag) is desired.
72–30–00
Page 227
Jun 1/96
PARA 4.A. (cont)
(c) The spray nozzle shall provide a diffused spray of water at a flow rate of one
quart (1 liter) in nine to eleven seconds at the pressure conditions used during
compressor rinse. The nozzle should be sized to provide the proper flow rate at
the average pressure maintained during each rinse cycle.
NOTE: Test for proper water flow at the pressure to be used by placing the
nozzle in a large container so that no water can splash out. Time the
flow for 10 seconds and measure the quantity collected. Proper
nozzle size for the pressure used should accumulate 1 to 1–1/8
quarts (1 to 1–1/8 liter). Adjust nozzle size as necessary to meet the
specified flow limits.
(d) A quick opening valve shall be installed in the supply tube as close to the
nozzle as practical.
(3) Spray application.
(a) Make sure the anti–ice valve switch is in the “OFF” position.
(b) Make sure the engine ignition circuit breaker is pulled.
(c) The bleed valve may be open or closed during the water rinse procedure. If it is
to be closed, use the following procedure.
1 Remove the bleed valve jumper tube.
2 Install an AN 929 cap on the lower bleed valve banjo fitting to prevent
contaminants from entering the valve.
3 Close the bleed valve by applying shop air at no more than 100 psi
(689 kPa) to elbow in the outboard side of the valve.
72–30–00
Page 228
May 1/99
PARA 4.A. (cont)
CAUTION: TO PREVENT POSSIBLE BLADE DAMAGE AND TO ASSURE

ADEQUATE RINSE AT THE BASE OF THE BLADES, N1 MUST NOT
EXCEED 10% RPM. IF N1 RPM REACHES 10%, RELEASE THE
STARTER AND CONTINUE THE WATER SPRAY. PERMIT N1 RPM TO
REDUCE TO APPROXIMATELY 5% AND THEN RE–ENERGIZE THE
STARTER TO OBTAIN A FULL TEN SECONDS OF ENGINE
ROTATION WHILE WATER IS SPRAYED INTO THE COMPRESSOR.
CAUTION: NEVER PERFORM THE WATER RINSE PROCEDURE WHILE THE

ENGINE IS OPERATING; THE COMPRESSOR IMPELLER WILL BE
DAMAGED. A MOTORIZED RINSE PROCEDURE UTILIZING THE
STARTER WITH N1 SPEED BELOW 10% IS THE ONLY AUTHORIZED
PROCEDURE FOR THE MODEL 250 SERIES ENGINE.
(d) Spray water into the compressor inlet for 10 seconds while the engine is being
motored with the starter. Start the water injection three seconds prior to starter
engagement. The three second delay will reduce the tendency of the engine to
accelerate above 10% rpm. The spray must flow the water as close to the
bullet nose of the compressor inlet as possible to ensure that all of the spray in
injected into the engine. Do not flood the engine prior to starter engagement.
NOTE: Observe engine speed during the 10 second rinsing operation. The
engine rpm will generally stagnate at or just below 10%; but when
using a fully charged battery or an A.P.U., the rpm may tend to
exceed 10%.
(e) Continue injection of water spray during coast down until N1 stops, this
improves the rinse of the base of the blades. Do not continue spray after
engine stops.
(f) Allow engine to drain. Combustion drain valves may be removed to improve
rapid draining of the turbine.
(g) Within 15 minutes of the water rinse, operate the engine at idle for five minutes
to purge and evaporate all residual water (actuate anti–icing system for one
minute).
NOTE: If exposure to excessive salt or other corrosive media has occurred, a

repeat of the rinse procedure may be necessary.
B. Wash Procedure
Wash the compressor to regain lost performance due to buildup of contamination.

Accomplish the wash using an approved cleaner (Refer to Consumable Materials, Table 1,
72–00–00). Washing is normally required after 200–300 hours of operation in smoggy areas
or earlier if engine performance dictates.
(1) Precautions
Once the compressor wash procedure has been started, it must be carried through to
completion, including the drying run, without delay.
72–30–00
Page 229
May 1/99
PARA 4.B. (cont)
(2) Materials and Equipment
(a) The solution for cleaning the compressor blading consists of an approved
cleaner and water, distilled if available, (Refer to Table 1, 72–00–00,
Engine–Servicing). Follow the cleaner manufacturer’s recommendations for
mixing the solution.
(b) Use of a steam powered aspirator and hot water is desirable, if available.
(3) Preparation
(a) Make sure the anti–ice valve switch is in the “OFF” position.
(b) Make sure the engine ignition circuit breaker is pulled.
(c) Retain the bleed valve in the closed position to protect the valve internal
passages from damage caused by the wash solution. Close the valve as
follows:
1 Remove the bleed valve jumper tube.
2 Install an AN 929 cap on the lower bleed valve banjo fitting to prevent
contaminants from entering the valve.
3 Close the bleed valve by applying shop air at no more than 100 psi (689
kPa) to elbow in the outboard side of the valve.
4 Deactivate the engine ignition system by pulling the ignition circuit breaker,
removing the power supply lead from the exciter, or by whatever alternate
means the airframe manufacturer provides.
5 The burner drain valves may be removed to facilitate turbine drainage.
NOTE: If shop air is not available for bleed valve pressurization, the
bleed valve must be removed and blanking plate fabricated and
installed in its place prior to washing the compressor.
(4) Washing Solution Application
NOTE: If the compressor is extremely dirty, perform the alternate wash procedure
given in PARA 4.B.(5), this section.
72–30–00
Page 230
May 1/99
PARA 4.B. (cont)
CAUTION: DO NOT EXCEED 10% N1 RPM MOTORING SPEED DURING

WASHING OR RINSING CYCLES. DO NOT INJECT A SOLID
STREAM OF FLUID INTO THE COMPRESSOR.
CAUTION: NEVER PERFORM THE WASH PROCEDURE WHILE THE ENGINE IS

OPERATING. DOING SO WILL DAMAGE THE COMPRESSOR
IMPELLER. A MOTORIZED RINSE PROCEDURE UTILIZING THE
STARTER WITH N1 SPEED BELOW 10% IS THE ONLY AUTHORIZED
PROCEDURE FOR THE MODEL 250 SERIES ENGINE.
(a) Spray at least one quart (1 liter) of the washing solution into the compressor
inlet while motoring the engine with the starter without ignition. Inject solution
with an aspirator or sprayer equipped with a quick opening valve. Start
injection three seconds prior to starter engagement and disengage starter at
10% N1 rpm. Inject one quart (1 liter) in 9 to 11 seconds to maintain speed
below 10% for duration of injection. Repeat injection cycle as necessary to
clean compressor.
(b) After injection of washing solution, spray steam or clean water (distilled
preferred) into the compressor inlet. Start injection three seconds prior to
starter engagement, injecting one pint to one quart (0.5 to 1.0 liter) in
approximately 5 to 10 seconds, and again disengaging starter before speed
accelerates above 10% N1 rpm.
(5) Alternate Procedure
An alternative wash procedure may be used when the compressor is extremely dirty and
lost performance cannot be regained by the wash procedure. Accomplish the alternate
procedure as follows:
(a) Scrub the leading edges of the impeller blades to remove dirt–contamination
buildup using a toothbrush and the hot water–Brulin mixture described in PARA
4.B.(2).
NOTE: Scrub the impeller blades as deep as possible; pay particular

attention to the outer 1–1/2 in. (38 mm).
(b) Perform the complete wash as described in PARA 4.B., Wash Procedure.
(6) Return the engine to operating configuration prior to the drying run.
(a) When the wash cycle is completed and before the drying run is made, restore
the bleed air system by removing the shop air and the AN 929 cap from the
valve. Reinstall the jumper tube on the bleed valve. Tighten tube coupling nuts
to 65–100 lb in. (7.3–11.3 N.m).
72–30–00
Page 231
May 1/99
PARA 4.B. (cont)
(7) Drying Run
Immediately following reassembly of the engine after the compressor wash, start and
operate the engine for a minimum of five minutes to ensure all moisture has been
removed. Operate the anti–ice “hot” for at least one minute during the drying run.
NOTE: If performance is not regained after the wash procedure, perform the
alternate wash procedure given in PARA 4.B.(5), if not previously
accomplished. If performance is not regained after the alternate procedure,
refer to Troubleshooting, Table 101, 72–00–00 to aid in determination of the
cause and for a suggested remedy.
72–30–00
Page 232
May 1/99
COMBUSTION SECTION–MAINTENANCE PRACTICES

1. Combustion Liner (See Figure 201.)
A. Removal
(1) Remove the following from the outer combustion case.
WARNING: MAKE SURE THAT THE IGNITION SWITCH IS OFF BEFORE
REMOVING THE SPARK IGNITER OR SPARK IGNITER LEAD
ASSEMBLY AS DANGEROUSLY HIGH VOLTAGES MAY BE
PRESENT. ALLOW FIVE MINUTES AFTER OPERATION FOR
ELECTRICAL DISSIPATION BEFORE DISASSEMBLY.
(a) Ignition lead from spark igniter. Remove lead from bracket at bottom burner
drain valve.
(b) Spark igniter.
(c) Remove the fuel hose from fuel nozzle.
NOTE: If the outer combustion case is also being replaced, remove the fuel
inject and burner drain valves.
(2) Remove the compressor discharge air tubes and doubler plates. (Refer to Removal,
PARA 4.A., this section.)
(3) Remove the 24 screws and nuts at the splitline and separate the outer combustion
case and the rear engine mount from the turbine.
(4) Remove the combustion liner.
B. Installation
Install the replacement combustion liner as follows:
(1) Slide the combustion liner onto the first–stage nozzle shield, aligning the key in the
liner with the slot in the nozzle shield.
(2) Slide the outer combustion case into place. Be careful not to disturb the liner.
(3) Position the outer case by installing one of the 24 splitline bolts and nuts at the 12
o’clock position. Install the two spark igniters to hold the liner in place. Tighten the
igniters finger tight.
(4) Secure the outer case to the turbine with the remaining 23 bolts and nuts. The rear
engine mount goes on the aft side of the splitline at the bottom and is indexed by two
dowels. The six long splitline bolts go at the mount location. Coat bolt threads lightly
with anti–seize compound before installation. Tighten nuts to 23–30 lb in. (2.3–3.4
N.m). If tee–head bolts are used, tighten nuts to 35–40 lb in. (3.9–4.5 N.m).
(5) Lightly lubricate the threads of the spark igniter with antiseize compound (NS–165).
Install spark igniter; tighten to 150–200 lb in. (17–23 N.m). Secure with lockwire.
(6) Ensure burner drain valves operate properly. Replace packings. Apply antiseize
compound to the threads: then install burner drain valves if they were removed.
Tighten valves to 120–140 lb in. (14–16 N.m). Secure with lockwire.
(7) Install the fuel nozzle. (Refer to installation PARA 1.B., Section 73–10–03.) Secure
with lockwire.
72–40–00
Page 201
Jun 1/00
1. Ignition Lead 19. Alignment Washer

2. Burner Drain Valve 20. Seal Ring
3. Packing (2) 21. Discharge Air Tube (2)
4. Bracket 22. Bolt (24)
5. Nut 23. Nut (24)
6. Clamp (2) 24. Flange Adapter (2)
7. Nut and Washer 25. Piston Ring (4)
8. Bolt 25A. Rope Packing
9. Spark Igniter 26. Screws (24)
10. Fuel Hose 27. Nuts (24)
11. Fuel Injector 28. Outer Combustion Case
12. Spacer 29. Rear Engine Mount
13. Dummy Plug 30. Combustion Liner
14. Bracket (2) 31. Doubler Plates (2)
15. Bracket (2) 32. Bolt
16. Bolt (2) 33. Bracket
17. Nut 34. Plug
18. Bolt (2)
Combustion Section
Figure 201
72–40–00
Page 202
Sep 1/01
PARA 1.B. (cont)

(8) Install the compressor discharge air tubes and doubler plates. (Refer to installation,
PARA 4.B., this Section.)
(9) Install the following on the outer combustion case.

FAILURE.
(a) Ignition lead to spark igniters and to bracket on bottom drain valve of outer
combustion case. Secure with lock wlre. Tighten coupling nut to 70–90 lb in.
(7.9–10.2 N.m). Tighten clamp nut to 35–40 lb in. (3.9–4.5 N.m).
(b) Fuel hose to the fuel nozzle. Tighten coupling nut to 80–120 lb in. (9.0–13.6
N.m).
(c) Check run the engine after combustion liner replacement. (Refer to Check
Run, PARA. 1., 72–00–00, Engine–Adjustment/Test.)
C. Inspection
Inspect the combustion liner for distortion, cracks, burn spots and carbon accumulation.
(Refer to Figure 202 and Table 201.)
Combustion Liner Inspection and Repair

Figure 202 (1 of 2)
72–40–00
Page 203
May 1/99

Figure 202 Sheet (2 of 2)
72–40–00
Page 204
May 1/99
TABLE 201
Serviceable Repairable
Item Condition Limit Limit Disposition
1 Pulled or broken Six or no more than Four adjacent spot Plug–weld repair. Drill 3/16 in.
spot welds at liner three adjacent welds or up to 40% (5 mm) dia hole through outer
step. welds. of total per step. section; then press sections to-
gether and plug weld, using
29–9 weld rod (AMS 5784).
Grind weld material only if it
blocks or restricts airflow.
2 Handling damage– None. Unable to straighten Straighten and reform.
mashed out of to concentricity lim-
round. its.
3 Handling damage– None. Unable to straighten Straighten and reform dents in
dented. to concentricity lim- allowable areas indicated on
its or dent causes Fig. 202.
thin–out of metal.
4 Localized high tem- Areas A and B: Replace liner or send to an
perature distortion (Fig. 202) overhaul facility for repair.
indicated by warping Localized areas a
of liner surface (nor- max. of one in. (25
mally accompanied mm) dia with a max.
by discoloration). depth of 3/16 in. (5
mm).
Area C: (Fig. 202) Replace liner or send to an
General warpage overhaul facility for repair.
not exceeding 0.100
in. (2.54 mm) depth
with localized areas
a max. of one in. (25
mm) dia with max.
depth of 0.100 in.
(2.54 mm).
5 Burning in area of re- Max. of 1/16 in. (2 Replace liner or send to an
lief slots. mm) on rear edge or overhaul facility for repair.
both corners burned
max. of 1/4 in. (6
mm) along relief slot.
6 Distortion in dome or None. Replace liner or send to an
exit end of liner. overhaul facility for repair.
7 Cracks on outside of None. Gas tungsten–arc weld using
liner (dye check). 29–9 weld rod (AMS 5784).
Crack must be completely
welded. Weld material must not
obstruct cooling air passage.
8 Blockage of louvers No louver may be Replace liner or send to an
due to warpage. completely blocked. overhaul facility for repair.
9 Carbon formation. None. Check and clean as required.
72–40–00
Page 205
Jun 1/96
TABLE 201 (cont)
10 Crack in tab end in- Max. of 1/4 in. (6 Three or more Replace liner or send to an
side liner (dye mm) length and lim- cracks, or one or overhaul facility for repair.
check). ited to 2 cracks per more cracks in ex-
tab. cess of 1/4–in. (6
mm) in length.
11 Cracks at two adja- Continuous cracks Replace liner or send to an
cent relief slots (dye between adjacent overhaul facility for repair.
check). relief slots: Max. of 3
pairs, provided liner
material is not dis-
torted into gas glow
path and weld/braze
joint of cracked or
deteriorated.
12 Crack in relief slot at Max. of 12 relief Cracks over 3/16 in. Replace liner to send to an
combustion liner slots with cracks (5 mm), with other overhaul facility for repair. Gas
steps (dye check). greater than 1/4 in. cracks extending tungsten–arc weld using 29–9
(6 mm). Max. of 3/16 more than 3/8 in. (10 weld rod (AMS 5784). Grind
in. (5 mm) in length mm) toward air weld material only if it blocks or
(any number). holes. restricts airflow.
13 Crack in double lip None. Gas tungsten–arc weld using
area (dye check). 29–9 weld rod (AMS 5784).
Surfaces between lips must be
free of weld material.
14 Cracks in expansion Max. of 5/8 in. (15.88 Cracks through out- Weld repair or replace. Repair
slots. mm) length. er band width are ac- as per instructions in Item 12.
ceptable.
15 Cracks in deflector One crack per slot, Weld repair or replace. Repair
plate relief slots 0.1875 in.(4.76 mm) as per instructions in Item 12.
(FPI). max.
16 Crack in igniter or None. Gas tungsten–arc weld using
fuel nozzle ferrule Hastelloy X weld rod (AMS
attaching weld (dye 5798). Max. width of weld
check). 0.080 in. (2.03 mm).
17 Roughened igniter Max. of 0.560 in. Send liner to an overhaul facility
ferrule ID. (14.22 mm) ID after for repair if not within Service-
polishing. able Limit after polishing.
18 Worn or distorted Min of 0.020 in. Replace liner or send to an
(out–of–round) ignit- (0.51 mm) wall thick- overhaul facility for repair.
er ferrule. ness and max. of
0.560 in. (14.22 mm)
ID.
19 Worn or distorted Max. of 0.965 in. Replace liner or send to an
(out–of–round) fuel (24.5 mm) ID. overhaul facility for repair.
nozzle ferrule.
72–40–00
Page 206
Sep 1/01
2. Outer Combustion Case (See Figure 201)
A. Removal/Installation
Refer to Removal and installation para 1.A. and 1.B., this section, for removal and installation
procedures.
B. Inspection and Repair
Inspect, repair or replace the outer combustion case in accordance with Table 202. In addition
perform the following inspections:
(1) Using a bright light (flashlight or equivalent) and mirror, inspect all the welds on the
outer combustion case. (See Figure 203.) Welded areas are:
(a) Horizontal butt welds on outer surface and between the air discharge tube
attachment flanges and gas producer attachment flange on forward side.
(b) Both forward and aft circumferential seam welds between outer case and inner
liner.
(c) Welds for attaching bosses for fuel nozzle, both combustion case drain valves,
both igniter plugs.
NOTE: Pay particular attention to welds in areas defined in sub–paragraphs

(a) and where these horizontal butt welds meet the circumferential
seam welds defined in sub–paragraph (b).
(d) No cracks are allowed. An outer combustion case that is cracked must be
removed from service and repaired.
(2) Inspect, utilizing the Leak–teck or dye penetrant method, the areas of horizontal butt
weld between the air discharge tube attachment flanges and gas producer attachment
flange on the forward side of the outer combustion case as follows:
(a) Apply Leak–teck to the above designated areas [(1)(a) through (1)(c)] and
utilizing a suitable power source, motor the engine to at least 20% N1 and look
for bubbles. No bubbles (crack indication) are allowed.
(b) Apply dye penetrant, dye check, etc. to the above designated areas [(1)(a)]
through [(1)(c)] and utilizing an appropriate light source, inspect for crack
indications. No dye check crack indications are allowed.
(c) No cracks are allowed. An outer combustion case that is cracked must be
removed from service and repaired or replaced.
(3) Inspect welds of brazed reinforcement wire patches for cracks. No cracks are allowed.
An outer combustion case that is cracked must be removed from service and repaired
or replaced.
(4) After any repair, make a careful, visual, leakage inspection of the outer combustion
case during the check run. No leakage is acceptable.
72–40–00
Page 207
Jun 1/96
TABLE 202
Outer Combustion Case Inspection and Repair
1 Cracks in outer shell None. Weld using 29–9 weld rod

(dye check). (AMS 5784) or send case to an
overhaul facility for repair. (See
Figure 204.)
2 Cracks in liner inner None Weld using 29–9 weld rod
basket (dye check). (AMS 5784) or send case to an
overhaul facility for repair.
3 Entrapped material None. Dislodge entrapped material
under liner basket using locally fabricated wire
(visual–dental mir- hooks. Remove all foreign ma-
ror and/or bore- terial.
scope).
4 Dents. Area A indicated on All dents that are re- Straighten and reform. (FPI af-
Fig. 205. Max. of pairable and meet ter repair.)
one dent up to 1/8 in. the 145–155 psig.
(3 mm) depth by 3 in. (998–1068 kPag)
(76 mm) length by 1 pressure test.
in. (25 mm) width.
Any other location,

max. of 3 dents up to
1/4 in. (6 mm) depth
and 1 in. (25 mm)
dia.
5 Stripped or crossed None. Max. of one dam- Chase threads.
threads in fuel aged thread per
nozzle or drain valve boss.
bosses.
6 Crack in drain plug None. Weld using 29–9 weld rod
boss (dye check). (AMS 5784) or send case to an
7 Crack in fuel nozzle None. Weld using 29–9 weld rod
or igniter plug boss (AMS 5784) or send case to an
(dye check). overhaul facility for repair.
8 Out of round at air Max. of 0.004 in. Send case to overhaul facility
tube flange. (0.10 mm) out of for repair.
round.
72–40–00
Page 208
Jun 1/96
Visual Inspection Areas of the Combustion Case

Figure 203
72–40–00
Page 209
Sep 1/01
Weld Repairable Areas of Outer Combustion Case

Figure 204
72–40–00
Page 210
Sep 1/01
Dent Limits – Top of Outer Combustion Case

Figure 205
3. Burner Drain Valve (See Figure 201.)
A. Removal
Remove the burner drain valve using a wrench on the drain valve boss to offset torque when
removing the valve.
B. Installation
Apply antiseize compound to the threads of the burner drain valve. Lubricate packing and
place it on the burner drain valve. Install the valve in the outer combustion case. Tighten to
120–140 lb in. (14–16 N.m). Use a wrench on the boss to offset torque. Secure with
lockwire.
72–40–00
Page 211
Sep 1/01
C. Cleaning
Clean the valve in carbon solvent (Cities Service No. 26 or equivalent). Flush the valve with
Stoddard solvent or kerosene. Pass fluid through the valve to verify that it is open. Blow dry
with clean shop air.
NOTE: Failure to clean the burner drain valve can result in engine damage following an
aborted start.
D. Check
Start the engine and check that the valve is closed to the passage of air. Replace valve if it
does not close when the engine is operating. Attach drain line to valve.
4. Compressor Discharge Air Tubes (See Figure 201)
A. Removal
Remove the band clamps securing the compressor discharge air tubes to the gearbox.
Remove the six flange bolts at each end of both discharge air tubes. Remove air tubes,
scroll–to–air tube flange adapter, alignment washer and seal ring from the engine. Keep
piston ring and expander with the air tube.
B. Installation
Install each compressor discharge air tube as follows:
(1) Install the expander and piston rings in the front two (2) grooves of the discharge air
tube. The piston ring end gaps are to be 180° apart at the horizontal centerline of the
engine. Install the rope packing between the two piston rings, with the end gap 90°
from the two piston ring gaps.
(2) Use Never–Seez Nickel Special to coat the I.D. of the adapter flange bore that seals
with the piston ring and install the adapter flange on the front end of the discharge air
tube. Fully seat the adapter against the tube.
(3) With the alignment washer and vee ring positioned at the aft end of the discharge air
tube, insert the discharge air tube from the side, between the scroll and the outer
combustion case. Move the tube rearward to engage the outer case flange. Install the
six bolts and spacers at the discharge air tube–to–outer combustion case flange. Slide
the adapter flange forward at the front end of the discharge air tube until the scroll
flange is engaged. Gradually tighten bolts at rear flange of discharge air tubes to
10–12 lb in. (1.1–1.4 N.m) above locknut drag while adjusting the radial position of the
tapered alignment washer to center the adapter in the scroll. At proper alignment the
adapter is centered in the scroll and the adapter can readily slide in and out of the pilot.
(4) Slide the adapter flange forward at the front end of the discharge air tube until the
scroll flange is engaged. Install the six bolts at the scroll–to–flange adapter splitline.
Tighten bolts to 10–12 lb in. (1.1–1.4 N.m) above locknut drag.
(5) Install the band clamp securing the discharge air tube to the gearbox. Tighten upper
clamp bolt to 35–40 lb in. (3.9–4.5 N.m) and lockwire. Tighten the lower clamp bolt
and nut to 10–15 lb in. (1.1–1.7 N.m) above locknut drag.
C. Inspection
Inspect the compressor discharge air tubes in accordance with Figure 206 and Table 203.
After any repair, make a careful, visual leakage inspection of the tube during the first engine
operation following installation of the repaired part. No leakage is acceptable.
72–40–00
Page 212
Sep 1/01
Compressor Discharge Tube Inspection and Repair

Figure 206
72–40–00
Page 213
Jun 1/96
TABLE 203
Compressor Discharge Air Tube Inspection
1 Cracks (dye None. Max. of 3 in. (76 mm) Weld using 29–9 weld rod
check). (any number). (AMS 5784) or send tube to an
2 Dents. Max. of 3 dents per Straighten and reform. Dye
tube up to 1/8 in. (3 check after repair.
mm) depth by 1/2 in.
(13 mm) dia.
3 Wear in seal ring Max. of 0.195 in. Send tube to an authorized
groove. (4.95 mm) groove overhaul facility for repair.
width.
4 Wear on land sur- Dia E, 2.750 in. Weld using 29–9 weld rod
face. (69.85 mm) min. (AMS 5784) or send tube to an
(See Fig. 206.) overhaul facility for repair.
5 Wear of sheet metal No appreciable loss Replace tube.
surface. of metal thickness.
72–40–00
Page 214
Jun 1/96
TURBINE SECTION – MAINTENANCE PRACTICES

WARNING: AN ENGINE WHICH HAS BEEN OPERATED ON LEADED FUEL HAS A PALE
YELLOW POWDER RESIDUE ON THE EXHAUST PASSAGES. HANDLING LEAD
RESIDUE COATED PARTS BY PERSONS WITH OPEN CUTS OR SCRATCHES
ON THEIR HANDS CAN BE EXTREMELY DANGEROUS. ALWAYS WEAR
GLOVES WHEN HANDLING RESIDUE COATED PARTS.
1. Turbine Assembly Replacement (Engine installed in airframe.) (See Figure 201.)
A. Remove the turbine assembly as follows:
NOTE: The horizontal firewall shield and attached turbine module data plate is part of the
turbine module assembly. Ensure the fireshield, data plate and Log Book section
are retained with the proper turbine module during maintenance, component
replacement, etc. The correct horizontal fireshield, data plate and Log Book
section should be returned whenever a turbine module is sent to an overhaul
facility for repair or overhaul.
(1) Remove the turbine and exhaust collector support drain line.
(2) Remove the firewall shield drain tube assembly.
(3) Remove the ignition lead from the spark igniter and the firewall shield. Remove lead
from bracket at bottom burner drain valve. Separate lead from fuel hose.
(4) Remove the fuel lines from the HMU, fuel nozzle, and firewall shield.
(5) Remove the turbine pressure and scavenge oil lines from the firewall shield and/or
external sump.
(6) Disconnect the electrical connectors from the anti–ice solenoid.
(7) Remove the anti–icing valve–to–solenoid tube assembly.
(8) Remove the six nuts and bolts that secure the rear engine mount to the outer
combustion case/gas producer support
(9) Remove the rear engine mount–to–airframe mount bolt and separate the rear engine
mount from the turbine.
(10) Remove the band clamps for both discharge air tubes at the gearbox. Remove the six
bolts at each end of both discharge air tubes; then separate the compressor discharge
air tubes from the engine. Keep flange adapters, piston rings, alignment washers, and
seal rings with the discharge air tubes.
72–50–00
Page 201
Jun 1/00
Legend for Figure 201, Sheet 1 of 2
1. Ignition Lead 23. Solenoid Valve

2. Clamp (2) 24. Harness Lead (2)
3. Bolt 25. Anti–icing Valve–to–Solenoid Tube
4. Bracket 26. Bolt (2)
5. Nut and Washer 27. Nut (4)
6. Fuel Hose 28. Nut
7. Bolt (4) 29. Washer
8. Spacer (2) 30. Horizontal Firewall Shield
9. Nut (4) 31. Cover (used with 6899235
10. Thermocouple Leads or later fireshield)
11. Nut (2) 32. Nut
12. Union 33. Washer
13. Packing (2) 34. Bolt (2)
14. Nut 35. Washer
15. HMU–to–Firewall 36. Blanket
Shield Tube 37. Bolt (2)
16. Turbine Pressure Oil Tube 38. Washer (2)
17. Gas Producer Scavenge Oil Tube 49. Pressure Oil Tube Elbow
18. Power Turbine Scavenge Oil Tube 40. Washer
19. Bolt (3) 41. Scavenge Oil Fitting
20. External Sump 42. Side Access Cover (2)
21. Packing (2) 43. Bottom Access Cover
22. Bolt (3) 44. Nut (3)
72–50–00
Page 202
Jun 1/96
Turbine Removal (Sheet 1 of 2)

Figure 201
72–50–00
Page 203
Jun 1/96
Turbine Removal (Sheet 2 of 2)

Figure 201
72–50–00
Page 204
Jun 1/96
Legend for Figure 201, Sheet 2 of 2
1. Air Tube (2) 18. Bolt (18, 6)

2. Bolt (24) 19. Nut (24)
3. Doubler Plate (4) 20. Engine Rear Mount
4. Nut (24) 21. Turbine Assembly
5. Clamp (2) 22. Nut (6)
6. Nut (2) 23. Vertical Firewall Shield
7. Bolt (2) 24. Slip Joint
8. Bolt (2) 25. Turbine Shaft–to–Pinion Gear
9. Seal Ring (2) Coupling
10. Alignment Washer (2) 26. Piston Ring (2)
11. Rope Packing 27. Turbine to Compressor Coupling
12. Piston Ring (4) 28. Packing
13. Flange Adapter (2) 29. Burner Drain Valve (2)
14. Vent Tube Flange Adapter 30. Packing (2)
15. Bolt (6) 31. Shim
16. Nut (6) 32. Gearbox Overboard Vent Adapter
17. Outer Combustion 33. Gasket
Case/Liner Assembly 34. Bleed Valve Adapter
PARA 1.A. (cont)
NOTE: Inspect the discharge air tube. (Refer to para 4.C., 72–40–00.)
(a) Remove the piston rings from the small end of the discharge air tubes.
(b) Replace the piston rings if the outside diameter shows wear which could be
detrimental to the sealing effect or if the expander ring is broken. The minimum
radial thickness shall be 0.072 in. (1.83 mm).
(11) Remove the two nuts and bolts and separate the compressor seal vent tube flange
adapter from the turbine and exhaust collector support.
(12) Remove the gearbox–to–exhaust collector vent tube as follows:
(a) Remove the two nuts and bolts at the exhaust collector adapter.
(b) Remove the universal fitting bolt from the 90 degree elbow; then separate the
elbow from the tube.
(c) Remove metallic gasket and discard packing.
(13) Remove the fuel nozzle, spacer and washer.
(14) Remove the igniter plug.
(15) Remove the 24 bolts and nuts at the splitline and separate the outer combustion case
and combustion liner from the turbine.
72–50–00
Page 205
Jun 1/96
PARA 1.A. (cont)
NOTE: Inspect the outer combustion case and combustion liner in accordance with
para 2.B. and 1.C., 72–40–00, respectively.
(16) Remove a thermocouple probe, using care not to damage harness. Retain bolts for
reinstallation. Discard gasket
(17) Carefully install P/N 23008710 gas producer turbine rotor holding fixture, or equivalent,
into hole vacated by thermocouple and position to enter between two blades of
second–stage turbine wheel. Turn gas producer gear train as necessary using P/N
6799790 engine turning adapter. Do not use force. Install with the curved plastic
covered probe towards the rear. Attach using one thermocouple attaching bolt.
Holding fixture is illustrated in Figure 202.
NOTE: Equivalent tool must be of equivalent material and suitably covered to

prevent damage to turbine blades. Do not use cadmium plated tools.
CAUTION: DO NOT ALLOW THE TURBINE TO REST ON THE TURBINE–TO–

COMPRESSOR COUPLING DURING REMOVAL: DAMAGE TO THE
COUPLING OR SPUR ADAPTER GEARSHAFT CAN RESULT.
(18) Remove three nuts and remove the three firewall access covers from the horizontal
firewall shield.
(19) Remove the six turbine attaching nuts and remove turbine assembly with gas producer
rotor locked. Make sure the turbine–to–compressor coupling is not rotated from its
position when the turbine assembly is removed. Discard the used exhaust collector
turbine pilot packing.
(20) Mark the aft end of the turbine–to–compressor coupling at the 12 o clock (top of
engine) position by removing a small area of black oxide with emery cloth. This
procedure will provide reassembly indexing reference in case factory match marks are
no longer visible.
NOTE: If the turbine–to–compressor coupling remains installed in the turbine

assembly when the turbine assembly is removed, mark the forward end of
the turbine–to–compressor coupling at the 12 o’clock position, remove the
coupling and transfer the mark to the aft end.
(21) Retain turbine mounting alignment shims for reinstallation. Note the number and
location. The required quantity of 0.002 in. (0.05 mm) is vibropeened adjacent to each
turbine support leg on the forward face of the circumferential web. Shims can be in
various combinations of 0.002, 0.004 or 0.008 in. (0.05, 0.10, or 0.20 mm) thickness.
(22) Remove and discard the used spur adapter gearshaft packings.
72–50–00
Page 206
Jun 1/96
P/N 23008710 Fixture–Holding Gas Producer Turbine Rotor

Figure 202
PARA 1.A. (cont)
NOTE: Anytime the turbine is removed, perform a visual inspection of the exposed
N1 shafting joints. Refer to para 5.A. and 5.B., this section.
If the turbine module is to be returned to service, check the turbine splined

adapter locknut torque. (Refer to para 5.L., this section.)
(23) Remove turbine–to–compressor coupling and turbine–to–pinion coupling. Remove

TeflonR ring seals.
72–50–00
Page 207
Jun 1/96
PARA 1. (cont)
B. Install the turbine assembly as follows:
CAUTION: ALWAYS REPLACE THE P/N AS3085–018 SPUR ADAPTER GEARSHAFT

PACKINGS WITH NEW P/N AS3085–018 PACKINGS WHENEVER
MAINTENANCE IS DONE IN THIS AREA AND THE PACKINGS ARE
EXPOSED. USE PROPER INSTALLATION PROCEDURES.
(1) Install new P/N AS3085–018 packings on spur adapter gearshaft using tool illustrated
in Figure 203. Lubricate liberally with clean engine oil prior to installation. Inspect
each packing to ensure that it is symmetrically seated in its groove and that it is not cut
or mutilated.
(2) Heat new TeflonR piston seal rings to 250°F (121°C) in oil and install on
turbine–to–pinion coupling. Allow to cool prior to installing coupling. Ensure rings are
properly seated in grooves. If necessary heat coupling with rings installed in oil,
remove from oil and allow to cool to seat rings. Lubricate liberally with clean engine
oil.
(3) The spur adapter gearshaft is marked at the aft end with any one of three methods:
(a) An arrow or a dot vibropeened on the inner diameter, or
(b) A vibropeened ‘‘O’’ or dot on the chamfer, or
(c) A scribed mark about 1/16 in. (1.59 mm) wide on the aft face.
CAUTION: VIBROPEENED “O” MARKS ON THE

TURBINE–TO–COMPRESSOR COUPLINGS ARE PROCESS
MARKS AND SHOULD NOT BE CONFUSED WITH THE ‘‘00’’
BALANCE MARK. THE ‘‘00’’ MARKS AT EACH END ARE NOT
NECESSARILY AXIALLY IN LINE WITH EACH OTHER.
(4) The turbine–to–compressor coupling is marked on the outer surface at both ends by a
vibropeened “00”.
(5) Lubricate 23006784 guide liberally using clean engine oil and insert into ID of spur
adapter gearshaft noting position of alignment mark. (See Figure 204.)
(6) Lubricate turbine–to–compressor coupling splines liberally with clean engine oil and
slide over guide. Align the “00” alignment mark on coupling forward end with mark on
spur adapter gearshaft, engage splines and push forward until packing is contacted.
Push coupling steadily by hand to overcome packing resistance, until fully in. Do not
hammer or use force by impact. Hold coupling in place and carefully extract guide.
72–50–00
Page 208
Jun 1/96
PARA 1.B. (cont)
(7) Using a bright light and looking inside the bore of the power turbine inner shaft,
establish the position of the alignment mark on the forward face of the gas producer
turbine rotor splined adapter locknut. The mark is blue–gray paint, vlbropeened or an
electro–chemically etched line.
NOTE: If necessary clean the gas producer splined adapter locknut to expose the
alignment mark which will appear as a blue gray paint dot or an etched line
on the chamfered face.
(8) If the mark on the gas producer turbine rotor spline adapter locknut is not visible,
reinstall the turbine assembly and turbine–to–compressor coupling in the same
position as they were before disassembly. Do this by rotating the gearbox drive to
position the turbine–to–compressor coupling so that the mark made per paragraph
1.A.(20) is aligned with the 12 o’clock (top) turbine mounting foot. Leave the turbine
assembly with the gas producer rotor locked as per para 1.A.(19).
(9) If the mark on the gas producer turbine rotor splined adapter locknut is visible, remove
P/N 23008710, gas producer turbine rotor holding fixture, as installed per paragraph
1.A.(17). Rotate the gas producer turbine rotor as necessary to align the alignment
mark on the gas producer rotor splined adapter locknut with the 12 o’clock (top) turbine
mounting foot. Reinstall the gas producer turbine rotor holding fixture.
(10) Rotate the turbine–to–compressor coupling installed in paragraph 1.B.(6) as necessary

so that “00” alignment mark on the aft (exposed) end is aligned with the 12 o’clock
(top) turbine attachment stud on the aft side of the accessory gearbox cover.
(11) Liberally lubricate turbine–to–pinion coupling with clean engine oil and install in
gearbox.
(12) Install new P/N AS3085–158 packing on turbine support and exhaust collector pilot.
Lubricate with petrolatum or equivalent.
(13) Install the vertical fireshield.
(14) Ensure that the proper number of P/N 23004214 (0.002 in. (0.05 mm)), 23008001
(0.004 in. (0.10 mm)) or 23008002 (0.008 in.(0.20 mm)) shims are installed on each
turbine assembly support stud on the gearbox. The required amount of shimming is
vibropeened adjacent to each turbine support leg on the forward face of the
circumferential web. Assemble various shim thicknesses to get the required total
thickness with the least number of shims.
NOTE: At time of turbine assembly installation, use P/N 6799790 engine turning
adapter to ensure that the appropriate mark on the turbine–to–compressor
coupling per paragraph 1.B.(8) or 1.B.(9) and 1.B.(10), as applicable, is
maintained at the 12 o’clock (top) position, prior to engagement with the gas
producer turbine rotor splined adapter.
72–50–00
Page 209
Jun 1/96
Spur Adapter Gearshaft Packing Installation Tool

Figure 203
Turbine to Compressor Coupling Installation Guide

Figure 204
72–50–00
Page 210
Jun 1/96
PARA 1.B. (cont)
CAUTION: DO NOT TURN GAS PRODUCER GEAR TRAIN MORE THAN

NECESSARY TO ENGAGE SPLINES. DO NOT FORCE ROTATION
WHILE ROTOR IS LOCKED BY GAS PRODUCER TURBINE HOLDING
FIXTURE. ALIGNMENT OF ALIGNMENT MARKS SHOULD BE
MAINTAINED AS CLOSELY AS POSSIBLE.
(15) Support turbine assembly and guide carefully over the turbine–to–compressor
coupling. Do not load or damage the coupling. To engage turbine–to–compressor
coupling, turn the gas producer gear train using P/N 6799790 engine turning adapter.
Turn counter–clockwise (viewed from the rear looking forward) only. To engage
turbine–to–pinion coupling, gently rotate power turbine fourth stage wheel by hand
through the exhaust. Make sure the horizontal firewall shield engages the slip joint in
the slip joint retainer.
(16) Coat turbine support stud threads lightly with antiseize compound. Install six new P/N
MS21043–5 nuts. Tighten to 120–150 lb in. (14–17 N.m). Use 23006783 torque
adapter to tighten the upper nut and 23006782 adapter to tighten the other five nuts.
NOTE: When using an extension wrench that would change the effective length of
the torque wrench, it is necessary to calculate the applied torque from the
required torque. See Figure 205.
(17) Remove P/N 23008710, gas producer turbine rotor holding fixture, from the
thermocouple boss.
(18) Reinstall gasket and thermocouple probe. Tighten bolts to 30–40 lb in. (3.4–4.5 N.m)
and secure with lockwire.
(19) Install the combustion liner on the turbine. Align the key in the liner with the slot in the
first–stage nozzle shield.
(20) Place the outer combustion case on the turbine. Secure with 24 screws and nuts.
Coat the screw threads lightly with antiseize compound before installation. Tighten
nuts to 20–30 lb in. (2.3–4.5 N.m) above nut drag. If T–head bolts are utilized, tighten
nuts to 35–40 lb in. (3.9–4.5 N.m). The six long splitline bolts are used to attach the
rear engine mount. Do not install these six bolts at this time.
(21) Lightly lubricate the threads with antiseize compound (NS–165). Install the igniter
plug(s). Tighten igniter plug to 150–200 lb in. (17–23 N.m).
72–50–00
Page 211
Jun 1/96
Calculating Torque when Adapter is used with Torque Wrench

Figure 205
72–50–00
Page 212
Jun 1/96
PARA 1.B. (cont)
(22) Lightly lubricate the threads with antiseize compound (NS–165); then install the fuel
nozzle in accordance with para 1.B., 73–10–03.
(23) Attach the compressor seal vent tube and flange adapter to the turbine exhaust
collector support. Secure at the exhaust collector with two bolts and nuts. Tighten
bolts to 35–40 lb in. (3.9–4.5 N.m). Secure at the diffuser vent orifice with a clamp.
Tighten clamp nut to 35–40 lb in. (3.9–4.5 N.m).
(24) Install the bleed valve–to–exhaust collector vent tube. Secure at the bleed valve with a
clamp. Tighten clamp nut to 35–40 lb in. (3.9–4.5 N.m). Secure at the exhaust
collector adapter with two nuts and bolts. Tighten nuts to 35–40 lb in. (3.9–4.5 N.m).
(25) Install the gearbox–to–exhaust collector vent tube as follows:
(a) Assemble the tube with new packing in the 90 degree elbow.
(b) Mount the tube–elbow assembly with metallic gasket on the gearbox. Retain
with a gasket and universal fitting bolt.
(c) Attach the tube to the exhaust collector adapter; secure with two nuts and bolts.
Tighten nuts to 35–40 lb in. (3.9–4.5 N.m).
(26) Apply antiseize compound to the components of the discharge air tube piston rings.
Install the rings on the discharge air tubes. Position split seal ring gaps 180 degrees
apart.
(27) Install the compressor discharge air tubes on the engine in accordance with para 4.B.,
72–40–00.
(28) Slide the firewall shield and blanket assembly forward, fitting it over the turbine and
exhaust collector support drain fitting and into the slip joint. Retain with two bolts and
washers. Tighten bolts to 35–40 lb in. (3.9–4.5 N.m).
(29) Install nut and closure plate (washer) on the turbine and exhaust collector support
drain fitting. Tighten nut to 65–70 lb in. (7.3–8.5 N.m).
(30) Lubricate threads with antiseize; then install the two burner drain valves in the outer
combustion case. Tighten to 120–140 lb in. (14–16 N.m).
72–50–00
Page 213
Jun 1/96
PARA 1.B. (cont)
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN, AND TORQUE FUEL, AIR

AND OIL FITTINGS COULD RESULT IN AN ENGINE FAILURE.
(31) Install the gas producer scavenge fitting (No. 8 bearing) as follows:
CAUTION: KEEP SEALER OUT OF THE SCAVENGE OIL PASSAGE.
(a) Apply a coat of sealer (Permatex 1372 or equivalent) in the seal recess of the
gas producer scavenge fitting.
(b) Install a new packing seal into the coated seal recess. Lightly overcoat the
installed packing with sealer.
(c) Install the scavenge oil fitting; retain with three bolts. Tighten bolts alternately
to 70–85 lb in. (7.9–9.6 N.m). Use care while tightening to prevent cocking the
fitting. Secure bolts with lockwire.
(32) Install the engine rear mount on the aft side of the gas producer support–to–outer
combustion case splitline. The mount is indexed by two dowels and secured by six
splitline bolts and nuts. Lightly coat the bolt threads with antiseize compound before
installation. Tighten nuts to 20–30 lb in. (2.3–3.4 N.m).
(33) Install the external oil sump (No. 6 and 7 bearings) as follows:
(a) Apply a coat of sealer (Permatex 1372, or equivalent) in the seal recess of the
external sump.
(b) Install a new packing seal into the coated seal recess. Lightly overcoat the
(c) Install the scavenge oil fitting. Retain with three bolts. Tighten bolts alternately
to 70–85 lb in (7.9–9.6 N.m). Use care while tightening to prevent cocking the
fitting. Secure bolts with lockwire.
(34) Install drain lines on the turbine and exhaust collector support and the firewall shield.
(35) Install anti–ice electrical connector.

FAILURE.
(36) Install anti–ice valve–to–solenoid tube assembly.
72–50–00
Page 214
Jun 1/96
PARA 1.B. (cont)
(37) Attach the turbine pressure and scavenge oil lines.
(38) Install the ignition lead on the spark igniter and on the firewall shield. Secure lead to
the bracket at the bottom burner drain valve
(39) Attach the thermocouple leads to junction block on the vertical flange at the right rear
of the horizontal firewall shield.
(40) Install the fuel lines from the HMU, fuel nozzle, and fireshield.
(41) Make appropriate entry relative to turbine replacement in the Engine Log.
(42) Check run the engine after turbine replacement. (Refer to Check Run, PARA 1.,
72–00–00, Engine–Adjustment/Test.)
2. First–Stage Turbine Nozzle and First–Stage Nozzle Shield Replacement
NOTE: Replace the first–stage turbine nozzle shield using the applicable part of the following
first–stage turbine nozzle replacement procedure.
A. Remove the first–stage turbine nozzle as follows: (See Figure 206.)
(1) Remove the turbine assembly from the engine. (Refer to Turbine Assembly
Replacement, removal PARA 1.A., this Section.)
(2) Attach the turbine assembly to the supporting adapter (M, Figure 301, 72–00–00) at
the three exhaust collector support bolt holes, with the gas producer support up.
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.
(3) Clamp holding wrench (N, Figure 301, 72–00–00) 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.
(4) Remove the horizontal firewall shield and blanket assembly as follows: (See Figure
201.)
(a) Remove the thermocouple leads from the junction block on the vertical flange at
the right rear of the horizontal firewall shield.
(b) Remove the gas producer three–bolt flange scavenge oil fitting. Carefully
remove and discard the used packing. Use care to prevent damage to the
sealing surface when removing the packing.
72–50–00
Page 215
Jun 1/96
1 First–stage Turbine Nozzle Shield 11 Seal

2 Positioning Plug (2) 12 Rotating Labyrinth Seal
3 Sump Assembly 13 Gas Producer Turbine Support
4 Bolt (10) 14 Screw (21, 3)
5 Gas Producer Bearing Oil Nozzle 15 Nut (24)
6 Bolt (2) 16 Omega–Ring
7 Locking Ring 17 Internal Energy Absorbing Ring
8 Not Used 18 First–stage Turbine Nozzle
9 Bearing Inner Race Spanner Nut 19 Thrust Plate
10 Bearing 20 Internal Retaining Ring
First–stage Nozzle Replacement

Figure 206
72–50–00
Page 216
May 1/99
PARA 2.A. (cont)
(c) Remove safety wire and three bolts; then separate the external sump from the
firewall shield. Carefully remove and discard the used packing. Use care to
prevent damage to the sealing surface when removing the packing.
(d) Remove the nut and closure plate (or washer) from the exhaust collector drain
fitting.
(e) Remove two firewall shield attaching bolts and washers and remove the firewall
shield and blanket assembly from the turbine.
(5) Remove the two positioning plugs and separate the first–stage turbine nozzle shield
from the turbine. (See Figure 206.)
(6) Remove the lockwire and 10 bolts; then separate the gas producer turbine sump
assembly from the turbine.
(7) Remove and discard metallic U–ring gasket.
(8) Remove lockwire and two bolts; then separate the gas producer turbine bearing oil
nozzle from the turbine using 6893701 puller.
(9) Remove the internal retaining ring and thrust plate.
(10) Remove the bearing inner race spanner nut using 6798046 bearing locknut wrench (B,
Figure 301, 72–00–00) with 6891351 holding wrench. (This nut has a left–hand
thread.)
(11) Remove the No. 8 bearing and then the rotating labyrinth seal using 6795590 puller.
(12) Remove 24 nuts and bolts from the splitline and lift the gas producer turbine support
from the turbine.
NOTE: The second–stage nozzle tang is match marked opposite the small hole on
the power turbine and gas producer support flanges. If this marking is not
visible, mark it again, immediately after the gas producer turbine support is
removed, before the gas producer turbine rotor has been moved in any
manner. Match mark energy absorbing ring to gas producer support using
non–permanent marker.
(13) Remove the first–stage turbine nozzle.
B. Install the first–stage turbine nozzle as follows: (See Figure 206.)
(1) Install the first–stage turbine nozzle in the gas producer turbine support. Retain the
first–stage nozzle in the assembled position by lockwiring the vanes to the gas
producer struts at two places. As an option, retain with two 10–32 x 7/8 in. long bolts.
Tighten bolts finger tight.
72–50–00
Page 217
Jun 1/96
PARA 2.B. (cont)
(2) With the turbine installed in supporting adapter (M, Figure 301, 72–00–00) and with the
rotor retained by the holding wrench (N, Figure 301, 72–00–00), position the index
mark on the tang of the second–stage nozzle in alignment with the small hole in the
power turbine support flange. Position the internal energy absorbing ring per
previously made match marks. Install the gas producer turbine support on the turbine.
The power turbine and gas producer turbine supports are properly indexed when the
scavenge oil opening is at the bottom. When the gas producer turbine support is
properly seated in the tang slots, retain it with 24 bolts and nuts. Coat bolt threads
lightly with antiseize compound before installation. The half–inch (13 mm) bolts go at
positions 2, 3, and 5 counting clockwise with 1 at top center when looking forward.
Tighten nuts to 20–30 lb in. (2.3–3.4 N.m). If tee head bolts are used, tighten nuts to
35–40 lb in. (3.9–4.5 N.m).
(3) Apply a light coat of Never–Seez Nickel Special; then install the No. 8 bearing rotating
labyrinth seal on the first–stage turbine wheel stub shaft.
(4) Lubricate (engine oil) and install the gas producer turbine ball bearing using a press (E,
Figure 301, 72–00–00).
(5) Lubricate (engine oil) and install the spanner nut using the bearing locknut wrench (B,
Figure 301, 72–00–00). Tighten nut (left–hand thread) to 150–175 lb in. (17–20 N.m)
and stake nut edge into lock detent using 23003262 crimper.
(6) Install the bearing thrust plate and secure with internal retaining ring. Make sure the
retaining ring is fully seated in its groove.
(7) Install the gas producer bearing oil nozzle. Retain with two bolts. Tighten bolts to
17–20 lb in. (1.9–2.3 N.m) and secure with lockwire.
(8) Flow and target test the installed nozzle using oil pressure supplied by a
hand–pressure type oil can. Orifice discharge should center between the OD of the
bearing inner race and the ID of the separator. If targeting does not meet this
requirement or flow is restricted (not in a solid stream), correct if possible. If unable to
obtain satisfactory flow or target, replace the nozzle.
(9) If the two bolt option was used for retaining of first–stage nozzle in the assembled
position, remove the two 10–32 x 7/8 in. long bolts at this time. If the lockwire option
was used, remove the lockwire. Position the metallic U–ring and the sump cover.
Apply a light coat of antiseize compound to the ten (10) bolts and secure the sump
cover. Before final tightening of the bolts, install the first–stage nozzle shield and use it
to final position the nozzle. When the nozzle is positioned, remove the shield. Tighten
bolts to 35–40 lb in. (3.9–4.5 N.m) and secure with lockwire.
(10) Perform the No. 8 bearing sump cover leak check. (Refer to para 7.B., this section.)
(11) Install the first–stage turbine nozzle shield on the turbine. Retain with two positioning
plugs. Coat threads of plugs lightly with antiseize compound before installation.
Tighten positioning plugs to 100–120 lb in. (11–13 N.m) and secure with lockwire.
72–50–00
Page 218
Jun 1/96
PARA 2.B. (cont)
(12) Install the horizontal firewall shield and blanket assembly on the turbine as follows:
(See Figure 201.)
(a) Place the horizontal firewall shield and blanket assembly on the turbine
assembly. Retain it with two bolts and washer. Tighten bolts to 35–40 lb in.
(3.9–4.5 N.m).
(b) Install nut and closure plate (washer) on the turbine and exhaust collector
support drain fitting. Tighten nut to 65–70 lb in. (7.3–8.5 N.m).
(c) Install the gas producer scavenge fitting (No. 8 bearing) as follows:
1 Apply a coat of sealer (Permatex 1372 or equivalent) in the seal recess of

the gas producer scavenge fitting.
2 Install a new packing seal into the coated seal recess. Lightly overcoat the
3 Install the scavenge oil fitting; retain with three bolts. Tighten bolts
alternately to 70–85 lb in. (7.9–9.6 N.m). Use care while tightening to
prevent cocking the fitting. Secure bolts with lockwire.
(d) Install the external sump (No. 6 and 7 bearings) as follows:
CAUTION: KEEP SEALER OUT OF SCAVENGE OIL PASSAGE.
1 Apply a coat of sealer (permatex 1372 or equivalent) in the seal recess of

the external sump.
2 Install a new packing seal into the coated seal recess. Lightly overcoat the
3 Install the external sump. Retain with three bolts. Tighten bolts alternately
to 70–85 lb in. (7.9–9.6 N.m). Use care while tightening to prevent cocking
the sump. Secure bolts with lockwire.
(e) Attached the thermocouple leads to the junction block on the vertical flange at
the right rear of the horizontal firewall shield.
(13) Remove the turbine from the supporting adapter.
(14) Install the turbine assembly on the engine. (Refer to Turbine Assembly Replacement,
para 1.B., this section.)
(15) Check run the engine. (Refer to Check Run, para 1., 72–00–00,
Engine–Adjustment/Test.)
72–50–00
Page 219
Jun 1/96
1 Spanner Nut 5 Bearing

2 Cup Washer 6 Thrust Plate
3 Retaining Ring 7 Rotating Labyrinth Seal
4 Spacer (Washwer) 8 Stationary Labyrinth Seal
No. 5 Bearing and Seal Replacement

Figure 207
3. No. 5 Bearing and Labyrinth Seal Replacement (See Figure 207.)
A. Remove the No. 5 bearing and labyrinth seal as follows:
(1) Remove the assembled turbine and combustion section from the engine. (Refer to
applicable part of Turbine Assembly Replacement, para 1.A., this section.)
(2) Attach the turbine assembly on the 6891350 supporting adapter at the three exhaust
collector support bolt holes, with the combustion section down.
72–50–00
Page 220
Jun 1/96
PARA 3.A. (cont)
NOTE: It may be necessary to reverse the three turbine attaching studs on the
supporting adapter plate from a top side mounting position to an under side
mounting position.
(3) Remove the power turbine shaft ball bearing spanner nut using 6889894 holder and
6889893 wrench.
(4) Remove the internal retaining ring, cup washer and spacers (washer) from the turbine
and exhaust collector support.
(5) Pull the ball bearing from the power turbine shaft with 6889889 puller.
(6) Remove the thrust plate.
(7) Remove the No. 5 bearing rotating labyrinth seal from the power turbine shaft with
6889889 puller.
(8) Remove the No. 5 bearing stationary labyrinth seal from the turbine and exhaust
collector support with 6799973 puller. (See Figure 208.)
NOTE: To maintain the rotor total travel as in the preceding engine buildup,
measure and record the new and old stationary labyrinth seal thickness.
Change the spacer (washer) thickness to account for any difference in seal
thickness. The new seal and thrust plate plus the new spacers must be the
same thickness as the old seal and thrust plate plus the old spacers. (See
Figure 209.)
B. Install the No. 5 bearing and labyrinth seal as follows:
(1) Thoroughly clean the No. 5 labyrinth seal bore in the exhaust collector. Remove oil
traces with Methyl Ethyl Ketone. Apply a light coating of sealant (Permatex 1372, or
equivalent) to the seal bore below the oil drain slots in the exhaust collector.
(2) Apply a thin continuous film of Never–Seez Nickel Special to the surface of the
replacement No. 5 stationary labyrinth seal. Install using 6891850 drift. Chill the seal
with dry ice to aid in assembly.
(3) Install the No. 5 rotating labyrinth seal.
(4) Install the thrust plate; than install the ball bearing on the power turbine shaft using
6891196 press.
(5) Insert spacers (washers), internal retaining ring and cup washer. Retain bearing stack
with spanner nut lightly lubricated with engine oil. Tighten the nut to 250–300 lb in.
(28–34 N.m), using 6889893 wrench and 6889894 holder. Stake washer edge into
lock nut detent using 6893366 crimping tool. Do not use a previous locking position.
(6) Remove the turbine–combustion section assembly from the 6891350 supporting
adapter.
72–50–00
Page 221
Jun 1/96
Pulling No. 5 Bearing Stationary Labyrinth Seal from the Turbine and Exhaust Collector Support
Figure 208
Determining Spacer Thickness–Labyrinth Seal Configuration

Figure 209
72–50–00
Page 222
Jun 1/96
4. Gas Producer Turbine Support Pressure Oil Tube Replacement
NOTE: While removal of this nozzle is not recommended as a standard maintenance practice,
removal of this tube may be required from time to time to facilitate replacement of leaking
seals or replacement of broken or damaged tube assemblies.
A. Remove and/or replace the gas producer pressure oil tube assembly as follows:
(1) Disconnect and remove the No. 8 bearing scavenge oil tube assembly from the
gearbox and turbine.
(2) Remove safety wire from the gas producer pressure oil tube attaching hardware.
(3) Disconnect the gas producer pressure oil tube from the power turbine support pressure
oil tee fitting.
(4) Supply 30 psi (207 kPa) clean, dry shop air to the No. 8 bearing scavenge fitting on the
bottom of the gas producer support.
(5) Remove three bolts retaining the tube to the gas producer support. Carefully remove
tube from gas producer support. Discard packing.
B. Install the gas producer pressure oil tube assembly as follows:
NOTE: Air pressure to the gas producer support No. 8 scavenge fitting should be
maintained at 30 psi during reassembly. Always reinstall the pressure oil tube
assembly with a new crush seal.
(1) Supply 30 psi (207 kPa) clean, dry shop air to the No. 8 bearing scavenge fitting on the
bottom of the gas producer support.
(2) Install pressure oil tube with new packing in the gas producer support. Apply antiseize
compound to the three retaining bolts; tighten to 35–40 lb in. (3.9–4.5 N.m) and secure
with lockwire.
(3) Disconnect the shop air.
(4) Connect tube to power turbine support pressure oil tee fitting. Tighten coupling nut to
80–120 lb in. (9.0–13.6 N.m).
(5) Connect the No. 8 bearing scavenge oil tube assembly to the gearbox and the turbine.
Tighten coupling nuts to 150–200 lb in. (27–23 N.m).
(6) Check run the engine. (Refer to Check Run, para 1, 72–00–00,
Engine–Adjustment/Test.) Check for oil leaks in the area of disassembly.
(7) Monitor engine chip indications for the next two flight hours.
72–50–00
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Jun 1/96
5. Inspection/Check
A. Turbine–to–Compressor Coupling, Turbine–to–Pinion Coupling, and Power Turbine Inner

Shaft Inspection.
(1) Visually inspect the turbine–to–compressor coupling OD, turbine–to–pinion coupling

and power turbine inner shaft ID for carbon accumulation and signs of circumferential
rubbing.
(2) If there is indication of circumferential rub, the turbine–to–compressor coupling,

turbine–to–pinion coupling, and power turbine inner shaft are to be removed from
service before further operation. Send turbine assembly along with affected shafting
parts to an Rolls–Royce approved repair facility.
CAUTION: CARBON BUILD–UP AND RUBBING BETWEEN THE TURBINE–TO–

COMPRESSOR COUPLING, THE POWER TURBINE INNER SHAFT,
OR THE TURBINE–TO–PINION COUPLING MAY PRODUCE LITTLE
OR NO VISIBLE DAMAGE TO THE SHAFTING AFTER THE CARBON
IS REMOVED. NEVERTHELESS, HEAT TEMPERING OF THE
MATERIAL MAY HAVE OCCURRED, WHICH COULD RESULT IN A
SHAFT FAILURE.
(3) If only carbon accumulation is found, perform the following cleaning procedures:
(a) Clean the power turbine labyrinth seal per para 6.C., this section.
(b) Mask the No. 5 bearing area to prevent cleaning chemicals or contamination
from entering the bearing and seal areas.
CAUTION: DO NOT USE CARBON REMOVING CHEMICALS ON THE

STATIONARY MEMBER OF THE LABYRINTH SEAL. CARBON
REMOVER WILL DAMAGE THE NICKEL GRAPHITE COATING.
(c) Mask the No. 6 bearing inner race area of the inner shaft to prevent damage
during cleanup.
(d) Install a suitable plug in the power turbine inner shaft at the aft (No. 6 bearing)
end.
CAUTION: DO NOT ALLOW CLEANING CHEMICALS OR

CONTAMINATION TO ENTER BEARINGS OR CARBON SEAL
AREA.
(e) Fill the power turbine inner shaft with MEK (Methyl Ethyl Ketone) or Cities
Service Solvent No. 26 and allow to soak for 60 minutes. Repeat soaking
process as necessary until all carbon is removed. Use soft bristle brush as
necessary. Dry with shop air.
(4) Inspect power turbine inner shaft ID for corrosion pitting. If pitting is found reassemble
turbine assembly and send together with turbine–to–compressor and turbine–to–pinion
couplings for repair to an Rolls–Royce approved repair facility.
72–50–00
Page 224
Jun 1/96
PARA 5.A. (cont)
(5) Soak turbine–to–compressor and turbine–to–pinion couplings in MEK, Cities Service

Solvent No. 26, or equivalent, to remove carbon. Use soft bristle brush. Dry with shop
air.
(6) Clean power turbine support scavenge oil strut per PARA 5.F.(7)., this section.
(7) Clean power turbine support pressure oil nozzle per PARA 5.F.(8), this section.
CAUTION: DO NOT ALLOW CONTAMINANTS, LOOSE CARBON OR CLEANING

AGENTS TO ENTER INTERIOR OF GEARBOX.
(8) If necessary, clean out spur adapter gearshaft ID using a soft swab or bristle brush and
wipe with clean engine oil after cleaning. Pull carbon or sludge outwards. Do not push
contamination into gearshaft. Ensure that bore and the three radial holes are clear.
CAUTION: DO NOT REMOVE MORE MATERIAL THAN ABSOLUTELY NECESSARY TO

SMOOTH IRREGULARITIES OR SHARP EDGES ON THE CHAMFER.
(9) Visually inspect the turbine–to–compressor coupling with chamfered edges for damage
(e.g. nicks, scratches, or gouges) which could cut the packing(s) during installation.
Use crocus cloth or emery paper (No. 400) to burnish out nicks, scratches, etc on the
chamfer.
B. Spline Inspection of Turbine–to–Compressor Coupling and Gas Producer Turbine Splined

Adapter.
(1) Turbine–to–compressor coupling.
NOTE: Turbine–to–compressor coupling has a 1750 hour inspection requirement.
NOTE: The turbine–to–compressor coupling is inspected with the turbine removed.

(Refer to PARA 1.A., this section.)
(a) Visually inspect the forward and aft splines for cracked or broken teeth. No
cracked or broken teeth are allowed.
(b) Using a sharp pointed scribe, 0.020 in. (0.51 mm) radius, inspect the forward
and aft splines for a wear step. Any discernable wear step that can be felt with
the scribe is unacceptable.
(c) If the forward splines are determined unsuitable, inspect the mating splines of
the spur adapter gearshaft per PARA 3.E., 72–30–00. This inspection is in
addition to the other inspection requirements.
(d) If the aft splines are determined unsuitable, inspect the mating splines of the
gas producer turbine spline adapter per PARA 5.B.(2), this section. This
inspection is in addition to the other inspection requirements.
72–50–00
Page 225
Jun 1/96
PARA 5.B. (cont)
(2) Gas Producer Turbine Spline Adapter.
NOTE: Gas producer turbine spline adapter has 1750 hour inspection requirement.
NOTE: If the turbine spline adapter fails to pass the following inspection criteria, the
turbine assembly must be returned to a qualified repair facility for repair or
overhaul.
(a) If the turbine–to–compressor coupling is determined unsuitable per PARA
5.B.(1), this section, inspect as follows:
1 Disassemble the turbine at the power turbine to exhaust collector support

splitline. (Refer to PARA 1.A. and 6.C., this section.)
2 Visually inspect the external splines of the turbine spline adapter for
cracked or broken teeth. No cracked or broken teeth are allowed.
3 Using a sharp pointed scribe, 0.020 in. (0.51 mm) radius, inspect the
external spline teeth for a wear step. Any discernable wear step that can
be felt with the scribe is unacceptable.
(b) If the turbine–to–compressor coupling is determined suitable per PARA 5.B.(1),

this section, inspect as follows:
NOTE: The gas producer turbine splined adapter to turbine–to–compressor

coupling shaft spline joint is checked for backlash. Maximum
circumferential backlash allowed is 0.006 in. (0.15 mm).
1 Using a suitable means and care not to damage the gas producer turbine
wheels, lock the gas producer turbine rotor so that it will not turn.
2 Insert an unworn turbine–to–compressor coupling shaft into the turbine.

Make sure the splines are engaged.
3 Using a suitable means, measure the backlash between the gas producer
turbine splined adapter and the turbine–to–compressor coupling. If more
than 0.006 in. (0.15 mm) backlash is measured, the turbine spline adapter
is not acceptable.
C. First–stage Turbine–Wheel Blade Inspection
(1) Inspect the first–stage turbine wheel blades with the combustion section removed.
(Refer to Removal, PARA. 1.A., 72–40–00.) Inspect the fourth–stage turbine blades
through the exhaust duct.
(2) Replace the turbine assembly if any of the following conditions exist:
(a) Damage to inner 2/3 of blade.

(b) Blade broken off.
(c) Cracked blade.
(d) Melted blade.
72–50–00
Page 226
Jun 1/96
PARA 5. (cont)
D. First–stage Turbine Nozzle and Nozzle Shield Inspection
The inspection limits and disposition regarding specific conditions which may be encountered
are given in Table 201.
E. Power Turbine Pressure Oil Nozzle Flow Check.
(1) To ensure that the Nos. 6 and 7 bearings are receiving adequate lubrication cooling oil,
measure the oil flow from the nozzle every 150 hours or as a result of an impending oil
bypass indication, or earlier if carbon is found in the oil system. (See Figure 212.)
NOTE: Operable engine: Sufficient electrical power to maintain 16–18% N1 is

required. Perform this oil flow check with a warm engine. (Just cool enough
to place a bare hand on the combustion section.) Engine oil temperature
should be at least 40°C (104°F).
Inoperable engine: Sufficient electrical power to maintain 16–18% N1 is

required. If the minimum oil flow is not met (90 cc (3 oz.)) with the engine
cold:
1 Perform cleaning per para 5.F., this section, and verify proper oil flow with
warm engine prior to flight.
2 Verify proper oil flow with warm engine prior to flight.
(a) Disconnect the scavenge oil tube from the external sump.
(b) Use two paper cups or similar container to catch the oil.
(c) With the ignition disarmed, engage the starter and catch the oil using the first
cup to minimize oil mess. When engine N1 speed reaches 16%, insert the
empty second cup and begin oil sample collection. (Limit N1 speed to 16–18%
by interrupting the starter current.) Motor the engine at 16–18% N1 for 15
seconds and collect oil. Stop motoring engine, but continue to collect oil during
coast down until engine rotation stops. It is not necessary to collect minor
drips.
(d) Carefully remove the cup, avoiding any loss of the oil sample. Pour the oil
sample into a baby bottle or any other container that provides measurement in
cubic centimeters (cc) or in fluid ounces (U.S.). (A baby bottle provides both
measurements.) The minimum allowable flow is 90 cc (3 oz.).
(e) Record the amount of oil collected in the engine records. By recording the
amount collected, any decrease in the oil flow can be detected when compared
to previous flow checks.
72–50–00
Page 227
Jun 1/96
TABLE 201
First–stage Turbine Nozzle and Nozzle Shield Inspection
First Stage Nozzle
1 Axial cracks in vane airfoil. Leading edge 1/4 in. (6 Leading and trailing Gas tungsten–arc weld
mm) max.; trailing edges 1/2 in. (13 mm) repair using X–40
edge 1/2 in. (13 mm) max. (EMS70175) or alter-
max. nate Haynes 188
a. No two cracks in (AMS5801). Anneal at
same place. 1900 ± 25°F (1038 ±
14°C) for one hour.
b. Adjacent cracks 1/4 Rapid air cool. Restore
in. (6 mm) apart. to original contour by
c. Adjacent cracks not grinding with fine grit
progressing toward stone.
each other.
d. Any vane with a 1/2
in. (13 mm) crack
must be connected
to at least two other
vanes with no
cracks longer than
1/4 in. (6 mm)
through a section of
outer band having
no crack longer
than 1/4 in. (6 mm).
2 Nicked or dented leading Leading edge 1/16 in. Leading edge 3/32 in. Repair by blending
and trailing edge. Warped (2 mm) max.; trailing (2 mm) max.; trailing with fine grit stone.
or burned trailing edge edge 1/8 in. (3 mm) edge 5/32 in. (4 mm)
only. max. max. Max. of three ad-
jacent vanes and total
of eight vanes.
Leading edge 1/8 in. (3 Weld repair and re-
mm) max.; trailing store to original con-
edge 1/4 in. (6 mm) tour by grinding with
max. fine grit stone.
3 Fillet cracks–inner and out- Leading edge 1/4 in. (6 Leading edge 3/8 in. Weld repair as in Item
er band. mm) max.; trailing (10 mm) max.; trailing 1.
edge 1/8 in. (3 mm) edge 3/16 in. (5 mm)
max. max.
4. Inner band. Leading edge 3/16 in. Leading edge 3/8 in. Weld repair as in Item
(5 mm) max. axially (10 mm) max. axially. 1.
into the band and not in Trailing edge extend-
line with trailing edge ing through inner band
cracks. Trailing edge to sheet metal detail.
extending through in-
ner band to sheet met-
al detail.
72–50–00
Page 228
Jun 1/96
TABLE 201 (cont)
First–stage Turbine Nozzle and Nozzle Shield Inspection
5. Outer band cracks. Max. 3/16 in. (5 mm) Max. 1/2 in. (13 mm) Weld repair as in Item
extending axially into extend axially into 1.
leading or trailing edge leading or trailing edge
of band and not in line of band and not in line
with a crack on oppo- with a crack on oppo-
site edge. site edge.
NOTE: Nozzles with cracks through braze on rings must have the ring and braze material removed before weld
repair.
No more than two
cracks extending axial-
ly through outer band.
a. Cracks at least 90°
apart.
b. Each outer band
segment is at-
tached to inner
band by at least two
vanes having no
cracks longer than
1/4 in. (6 mm).
c. Cracks in the
‘‘saddle’’ area shall
not extend more
than 1/4 in. (6 mm)
radially into saddle
vane.
6. Sheet metal. Extending 1/2 in. (13 None. Replace nozzle.
mm) circumferentially,
max. of two cracks at
least 2 in. (51 mm)
apart.
First–stage Nozzle Shield
7. Cracks around center Cracks are acceptable, Up to 100% cracking Remove old cap and
braze on heat shield. provided the length of around braze circum- braze on new.
the crack is not greater ference.
than 25% of the dis-
tance around the
braze.
72–50–00
Page 229
Nov 15/02
PARA 5.E. (cont)
(f) If the oil flow is below the required 90 cc and the oil check valve is installed in
the No. 6/7 oil pressure line, it can influence the oil flow by opening late.
Disassemble the valve and remove the poppet and spring. Recheck the flow. If
flow is still low, proceed with step h. If the flow comes up to the previously
recorded levels, or is above 90 cc, replace the check valve and recheck the
flow.
(g) If the flow is less than 90 cc (3 oz.), or carbon is found in the oil flow sample,
check the oil pressure lines, including the small screen in the top of the power
turbine support pressure oil nozzle. If the lines and screen are not clogged,
clean the pressure oil nozzle and scavenge oil strut, using the procedure
described in para 5.G., this section.
(h) Install the scavenge oil tube to the external sump. Tighten coupling nuts to
150–200 lb in. (17–23 N.m).
(i) Check run the engine to determine presence of oil leakage at the power turbine
support pressure and scavenge oil system components.
F. Cleaning of Power Turbine Support Scavenge and Pressure Oil System Components.
Every 300 hours, or earlier if carbon particles are found in the filter, or if less than 90 cc
(3 oz.) oil flow is obtained during the measurement in para 5.E., this section, disassemble,
inspect, clean, and reassemble the following: the power turbine support scavenge oil strut,
external sump, power turbine pressure oil fitting screen, and the pressure oil nozzle.
NOTE: To facilitate the cleaning operation, use 23007615 kit.
CAUTION: MAKE CERTAIN THAT NO FOREIGN MATERIAL ENTERS THE EXPOSED

TUBES OR OPENINGS.
(1) Disconnect the scavenge oil tube from the external sump.
(2) Remove lockwire and three bolts. Separate the external sump from the horizontal
firewall shield at the power turbine support. Discard packing.
(3) Remove the pressure oil tube extending between the 90° firewall fitting at the firewall
shield and the tee–connector at the power turbine support pressure oil nozzle.
(4) Remove the pressure oil tube between the power turbine pressure oil tee and the gas
producer support pressure oil fitting.
72–50–00
Page 230
Nov 15/02
Inspecting Power Turbine Pressure Oil Nozzle

Figure 210
72–50–00
Page 231
Jun 1/96
PARA 5.F. (cont)
(5) Remove the lockwire and three bolts securing the power turbine pressure oil
tee–connector. Remove the tee–connector and screen. Remove the power turbine
pressure oil nozzle if possible (do not bend the nozzle). If the nozzle cannot be
removed, temporarily reinstall the three bolts with several washers under the bolt
heads omitting the tee–connector. (The washers fill the thickness void resulting from
removal of the tee.) Discard packing seals removed during this disassembly. Do not
remove the oil tube by rotating the flange. This practice is certain to twist the tube,
which causes misalignment of the oil jet hole. If the pressure oil supply nozzle is
removed, inspect for alignment of the jet hole as follows:
(a) Clean jet hole, using a No. 56 twist drill.
(b) Reverse the twist drill and insert the shank end in the jet hole.
(c) Establish the alignment holes on a horizontal plane. (See Figure 210.)
(d) Visually inspect for perpendicularity of the jet hole wire. Any visible deviation
from the perpendicular is cause to scrap and replace the jet nozzle.
(6) Inspect the power turbine support scavenge oil strut using a light and mirror. If carbon
deposits (coke) are found, clean the strut.
(7) Clean carbon deposits from the walls of the scavenge oil strut as follows:
(a) Force shop air or engine oil (in a hand pump–type oil can) through the power
turbine support pressure oil strut or nozzle (if still installed) to flush any
loosened carbon from the strut.
(b) Use one–half of a spiral hacksaw blade, a series of drill bits, or a knife blade
with a hook ground on the tip to pull carbon downward away from the bearing
area.
NOTE: The strut is approximately 3 1/2 in. (89 mm) deep. To ensure that the
entire length of the passage has been cleaned, locally fabricate a
checking gage to use as a work aid. (See Figure 211 for required
gage dimensions.)
(c) Flush the strut again with shop air or engine oil in a hand pump–type can from
the top down. Do not flush debris back into the engine.
(d) Clean carbon accumulation from inside the external sump with a decarbonizing
cleaner. Rinse the sump in petroleum solvent. Air dry. If carbon is found in the
sump can, inspect and clean as required, carbon accumulation from the
external sump–to–gearbox scavenge oil tube assembly.
(8) Clean the pressure oil nozzle as follows:
(a) Carefully remove the screen in the tee–connector. Clean both the screen and
the tee–connector using a suitable solvent. Remove the carbon from tee–fitting
using a No. 12, 0.189 in. (4.8 mm), diameter drill.
72–50–00
Page 232
Jun 1/96
250–C40B Strut Checking Gage

Figure 211
72–50–00
Page 233
Jun 1/96
PARA 5.F. (cont)
(b) Hold the pressure oil nozzle in position or clean in place by inserting a No. 52
extra length drill (must be at least 5 in. (127 mm) long), 0.063 in. (1.6 mm)
diameter, in the top of the pressure oil nozzle; turn the drill by hand and remove
all of the carbon. It may be necessary to clean the drill several times if heavy
coking is present inside the stem of the oil nozzle.
(c) Use a hand oil can filled with engine oil to ensure that oil will flow through the
nozzle and drain out the strut.
(d) The final cleaning must allow a 0.041 in. (1.04 mm) stainless steel safety wire
to be inserted the full length of the tube to ensure that the nozzle orifice is open.
The configuration of the nozzle determines the length of wire required to ensure
cleaning of the complete nozzle.
1 Stand pipe configuration . . . . . . . . . . . . . . . . . . . . 4.75 in. (121 mm)
2 No stand pipe configuration . . . . . . . . . . . . . . . . . 4.00 in. (102 mm)
(9) Assemble the scavenge and pressure oil system components.

FAILURE.
(a) If removed, install the power turbine support pressure oil nozzle with a new
seal. Use petrolatum or Permatex on the seal to prevent leakage.
(b) If the nozzle was cleaned without removal from the power turbine support,
remove the bolts and washers temporarily installed in para 5.F.(5).
(c) Install the power turbine tee–connector and screen with a new seal on the
power turbine support. Lightly coat the seal with petrolatum or Permatex.
Apply antiseize to the threads of the three bolts; then insert and tighten bolts to
(d) Force clean compressed air or engine oil through the assembled oil nozzle/tee
to assure the nozzle is clear. Look for oil flow or air flow from the power turbine
scavenge strut.
(e) Install the pressure oil tube between the power turbine pressure oil tee and the
gas producer support pressure oil fitting. Tighten coupling nuts to 80–120 lb in.
(9.04–13.56 N.m).
(f) Install the pressure oil tube between the tee and the 90 degree elbow at the
firewall shield. Tighten coupling nuts to 80–120 lb in. (9.04–13.56 N.m).
(g) After final cleaning of the pressure oil nozzle, conduct the flow check as
instructed in para 5.E., this section, to assure that the oil flow provided is a
minimum of 90 cc (3 oz.).
72–50–00
Page 234
Sep 1/01
PARA 5.F. (cont)

CAUTION: TO PREVENT DAMAGE TO THE SUMP AND/OR SEAL, USE A
TORQUE REACTION WRENCH ON THE SUMP HEX WHEN
TIGHTENING THE TUBE COUPLING NUT.
(h) Install the external sump with a new seal on the horizontal firewall shield at the
power turbine support. A light coating of petrolatum or high temperature
Permatex will aid in seating the seal. Retain the sump with three bolts. Apply
anti–seize to the threads of the three bolts; then insert and tighten bolts to
(i) Install the scavenge oil tube on the external sump. Tighten coupling nuts to
150–200 lb in. (17–23 N.m).
(j) Check run the engine to determine the presence of oil leakage at the power
turbine support pressure and scavenge oil system components.
G. Turbine Scavenge Oil Flow Check
Engine exhaust smoking can occur as a result of engine internal oil leakage. This leakage
can be caused by inadequate or restricted scavenge oil flow. Perform a Turbine Scavenge
Oil Flow Check to determine if the cause of the exhaust smoking is turbine or gearbox
related.
(1) Required Materials
(a) Four (4) hose fittings which will attach to AN837–5 tube fittings.
(b) Four (4) transparent lines (1/4 inch ID x 3 feet long).
NOTE: Transparent lines are preferred. If not available, hoses or opaque

lines may be used provided the material is compatible with synthetic
oils.
(c) Two (2) transparent containers (approximately one (1) quart capacity).
(d) One (1) quart turbine oil of the brand used in the engine.
CAUTION: DO NOT MIX OILS FROM DIFFERENT GROUPS. REFER TO

ENGINE DESCRIPTION AND OPERATION, OIL
SPECIFICATION, PARA 4.C, 72–00–00.
(2) Procedure
(a) Install a hose fitting on one end of each of the four transparent lines (or tubes).
(b) Remove scavenge lines from No. 6 – 7 and No. 8 bearings scavenge fittings at
both the gearbox and turbine end. (See Figure 212.)
(c) Attach one line to the No. 8 bearing scavenge fitting on the turbine and one line
to the No. 8 bearing scavenge fitting in the gearbox. (See Figure 213). Route
both lines to one container. (See Figure 214.)
72–50–00
Page 235
Jun 1/96
Gearbox Scavenge Oil Fitting Locations

Figure 212
72–50–00
Page 236
Jun 1/96
Typical Scavenge Oil Flow Check Line Connections

Figure 213
72–50–00
Page 237
Jun 1/96
Typical Container Configuration

Figure 214
Scavenge Level of Gearbox Line

Figure 215
72–50–00
Page 238
Jun 1/96
PARA 5.G. (cont)
(d) Attach one line to the No. 6 and 7 bearings external scavenge sump and one
line to the No. 6 and 7 bearings scavenge fitting in the gearbox. (See
Figure 213.) Route both lines to second container. (See Figure 214.)
(e) Put one pint of oil in each container.
(f) Motor the engine to 15 to 20% N1, immediately disengage starter, and allow to
coast down. Observe flow of oil into and out of containers. If the containers are
not scavenged to the level of the gearbox tube as shown in Figure 215 after
coastdown, check the power and accessory gearbox and airframe oil systems
for the following causes:
1 Gearbox Oil System:
– Cut or worn transfer tube O–rings

– Loose oil pump mounting screws
– Worn transfer tube bores
– Clogged scavenge oil filter
NOTE: A Gearbox Vacuum Check may be performed to verify that the

problem is in the gearbox oil system.
2 Airframe Oil System:
– Loose oil lines and fittings

– Restrictions in oil tank, cooler and lines
(g) Drain excess oil (1 quart) from the system.
(h) Remove the transparent lines and install the No. 6, 7, and No. 8 bearings
scavenge oil lines.
H. Gearbox Vacuum Check
As a troubleshooting guide, engine exhaust oil smoking that occurs during power changes or
after engine shutdown may be caused by an inefficient scavenge oil pump. Scavenge oil
pump efficiency may be checked as follows:
NOTE: The minimum acceptable scavenge oil vacuum at the No. 1, 6–7, and 8 bearing
scavenge oil fittings during this check is 10 in. Hg. The pump should hold this 10
in. Hg (min) vacuum for 30 sec after N1 rotation stops.
(1) Cap all gearbox external oil ports except the oil IN, oil OUT and No. 8 bearing
scavenge fitting.
(2) Connect an oil line to the oil IN fitting and to an oil reservoir. Fill the reservoir with one
quart of oil.
72–50–00
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Jun 1/96
PARA 5.H. (cont)
(3) Connect an oil line to the oil OUT fitting and to the oil reservoir.
(4) Connect a vacuum gage to the No. 8 bearing scavenge fitting. Using an oil squirt can,
prime the oil line between the gage and fitting.
(5) Hand crank the N1 gear train counterclockwise to prime the oil pump. Continue
cranking until the maximum vacuum reading is obtained on the vacuum gage. Record
the reading.
(6) Repeat the vacuum check on the No. 6–7 and No. 1 scavenge fittings.
NOTE: If vacuum readings are less than 10 in. Hg, or the pump fails to hold its
vacuum for 30 sec. after N1 rotation stops, verify the accuracy of the gage
calibration before disassembly of the gearbox to make repairs.
(7) If vacuum readings are less than 10 in. Hg, or the pump fails to hold its vacuum for 30
sec. after N1 rotation stops, disassemble the gearbox for repair of the scavenge oil
pump, cut oil transfer tube O–rings or worn oil transfer tube bores.
(8) Remove test lines and vacuum gage and install the No. 1, 6–7, and 8 scavenge oil
lines.
I. Power Turbine Outer Shaft Spline Inspection
Inspect the power turbine outer shaft splines whenever the engine has been subjected to a
sudden stoppage as defined in para 1.B.(2), 72–00–00, Engine–Inspection/Check. If any of
the following conditions exist, return the turbine to an authorized overhaul or repair facility for
replacement of damaged parts: (See Figure 216).
(1) Chipped, damaged, pitted or worn spline teeth; 0.001 in. (0.03 mm) max. wear
allowed.
NOTE: A sharp pointed scribe, 0.020 in. (0.51 mm) radius, is helpful in detecting a
wear step.
(2) Evidence of spline deformation or twisting.
J. Horizontal and Vertical Firewall Shields Inspection
(1) Inspect the horizontal and vertical firewall shields for cracks. Repair as follows:
(a) Repair cracks of less than 2 in. (51 mm) length by stop drilling using 0.125 in.
(3.18 mm) diameter drill bit. Reinspect stop drilled cracks at subsequent 100
hour inspections to ensure there is no additional crack progression.
(b) Replace the firewall shield if cracks are longer than 2 in. (51 mm) in length or
weld repair using 29–9 weld rod (AMS 5794).
72–50–00
Page 240
Jun 1/96
Power Turbine Shaft Spline Inspection

Figure 216
PARA 5. (cont)
K. Turbine and Exhaust Collector Support Crack Limits.
Crack limits are established for sheet metal details only. (Refer to Table 202 and Figures 217
and 218.) Cracks are not allowed in any of the case details, i.e. struts, bearing hub, rear
flange, or forward mounting feet.
NOTE: All cracks may be stop drilled to limit their propagation.
72–50–00
Page 241
Jun 1/96
TABLE 202
Turbine and Exhaust Collector Support Crack Limits
Area Condition Serviceable Limits

Circumferential Cracks
A Circumferential weld between forward casting Max. of 3 circumferential cracks adjacent to
and sheet metal and circumferential weld be- weld.
tween aft casting and sheet metal. 1.5 in. (38 mm) max. length any one crack.
Total length of cracks not to exceed 3.5 in. (89
mm).
Cracks must be spaced min. of 3.0 in. (76 mm)
apart.
Radial Cracks
Max. of 3 radial cracks intersecting with circum-
ferential cracks. Max. length of 1.0 in. (25 mm).
B Any sheet metal areas not associated with a Max. of 3 cracks.
weld or otherwise defined. Max. length 1.0 in. (25 mm).
Cracks must be spaced minimum of 3.0 in. (75
mm).
C Vent tubes weld cracks. 25% of weld circumference max.
Drain tube weld cracks.
D Exhaust Outlet Flange Max. of 3 cracks.
Weld Zone. 2.0 in. (51 mm) max. length of any one crack.
Total length of cracks not to exceed 5.0 in. (127
mm).
mm) apart.
E Circumferential weld between exhaust deflector Max. of 2 cracks.
and aft casting. 1.0 in. (25 mm) max. length one crack
mm) apart.
Cracks from free edge of exhaust deflector. Max of 2 cracks.
1.0 in. (25 mm) max. axial length and 0.5 in. (13
mm) max. circumferential length.
Cracks must be spaced min of 3 in. (76 mm)
apart.
Cracks in strut to rear casting weld. None allowed.
F Sheet metal cracks in flow divider inside support. Crack length not to exceed limits of Figure 218.
Cracks in flow divider continuous welds. 2.0 in. (51 mm) max. length.
72–50–00
Page 242
Jun 1/96
Turbine and Exhaust Collector Crack Limits (Sheet 1 of 2)

Figure 217
72–50–00
Page 243
Jun 1/96
Turbine and Exhaust Collector Crack Limits (Sheet 2 of 2)

Figure 217
72–50–00
Page 244
Jun 1/96
Turbine and Exhaust Collector Flow Divider Crack Limits

Figure 218
PARA 5. (cont)
L. Turbine Splined Adapter Locknut Torque Inspection.
To assure that an engine is not returned to service with a loose locknut, the following torquing
procedures are to be followed. Torquing procedure to be accomplished every time the turbine
section is removed for inspection and/or repair without turbine section disassembly.
NOTE: To accomplish this torquing procedure without the exhaust collector removed will
require the use of special tool No. 23032403.
(1) Remove turbine assembly from engine.
(2) Place the turbine section with or without the combustion section onto a suitable
workbench or stand with the exhaust collector end exposed.
(3) Remove the turbine–to–compressor coupling shaft and inspect per paragraphs 5.A.
and 5.B., this section.
72–50–00
Page 245
Jun 1/96
PARA 5.L. (cont)
(4) Place outer member of tool 23032403 thru the exhaust collector center to engage the
splines of the splined adapter. This part of the tool functions as a holding tool to react
to the locknut torque.
(a) Insert the tool inner member inside the outer member and engage the locknut.
Check locknut torque (in the tightening direction) and record.
NOTE: Do not attempt to use tool No. 23032403 if carbon deposits impede
tool insertion.
(b) If locknut torque (in the tightening direction) is below 60 lb in. (6.8 N.m), the
turbine must be disassembled to inspect the external splines of the second
stage turbine wheel stub shaft and the splined adapter internal splines (this
must be accomplished at an AMC).
(c) If locknut torque (in the tightening direction) is greater than 60 lb in. (6.8 N.m),
return turbine to service.
NOTE: When the splines are aligned, the tool outer member can be removed.
Tool No. 23032403 should have marks to facilitate alignment of
splines.
(5) Install the turbine–to–compressor coupling.
(6) Record final torque of the splined adapter locknut in the Engine Log.
6. Cleaning
A. Gas Producer Turbine Support Pressure Oil Fitting Assembly Replacement.
NOTE: While removal of this nozzle is not recommended as a standard maintenance

practice, removal may be required from time to time to facilitate replacement of
leaking seals or replacement of a broken or damaged fitting assembly.
(1) Remove and/or replace the gas producer pressure oil fitting assembly as follows:
(a) Disconnect and remove the No. 8 bearing scavenge oil tube assembly from the
gearbox and turbine.
(b) Remove safety wire from the gas producer pressure oil tube attaching
hardware.
(c) Remove the pressure oil tube between the power turbine support pressure oil
tee fitting and the gas producer support pressure oil fitting assembly.
(d) Supply 30 psi (207 kPa) clean, dry shop air to the No. 8 bearing scavenge
fitting on the bottom of the gas producer support.
72–50–00
Page 246
Jun 1/96
PARA 6.A. (cont)
(e) Remove three bolts retaining the pressure oil fitting assembly to the gas
producer support. Carefully remove fitting assembly from gas producer
support. Discard packing.
(2) Install the gas producer pressure oil fitting assembly as follows:
NOTE: Air pressure to the gas producer support No. 8 scavenge fitting should be
maintained at 30 psi during reassembly. Always reinstall the pressure oil
fitting assembly with a new crush seal.
(a) Supply 30 psi (207 kPa) clean, dry shop air to the No. 8 bearing scavenge
fitting on the bottom of the gas producer support.
(b) Apply light coat of permatex to the seal. Install pressure oil fitting assembly
with new seal in the gas producer support. Apply antiseize compound to the
three retaining bolts; tighten to 35–40 lb in. (3.9–4.5 N.m) and secure with
lockwire.
(c) Disconnect the shop air.
(d) Install the pressure oil tube between the power turbine support pressure oil tee
fitting and gas producer support pressure oil fitting assembly. Tighten coupling
nuts to 80–120 lb in. (9.0–13.6 N.m).
(e) Connect the No. 8 bearing scavenge oil tube assembly to the gearbox and the
turbine. Tighten coupling nuts to 150–200 lb in. (27–23 N.m).
(f) Check run the engine. (Refer to Check Run, para 1, 72–00–00,
Engine–Adjustment/Test.) Check for oil leaks in the area of disassembly.
(g) Monitor engine chip indications for the next two flight hours.
72–50–00
Page 247
Jun 1/96
PARA 6. (cont)
B. No. 8 Bearing Sump Pressure Check Procedure.
Anytime the No. 8 bearing sump is removed, perform the following pressure check.
CAUTION: LEAK CHECK THE NO. 8 BEARING SUMP AREA TO ENSURE THE
PROPER SEATING AND CRUSH OF THE U–RING METALLIC GASKET.
OMISSION OF THIS CHECK COULD RESULT IN A TURBINE WHEEL
BURST.
(1) The following equipment and procedures are required for the No. 8 bearing sump
pressure check.
(a) Shop air supply with pressure regulator, appropriate filtration fittings and lines
as required to introduce clean, dry air into the No. 8 bearing scavenge fitting.
(b) Pressure gage with approximate range of 0–60 psig (0–414 kPa) and
appropriate fittings and lines to connect to No. 8 bearing pressure oil tube.
(c) Connect an air pressure regulator supplied with clean, dry shop air to the No. 8
bearing scavenge oil fitting and connect a pressure gauge (0–60 psig (0–414
kPag)) to the No. 8 bearing pressure oil tube.
CAUTION: CARE MUST BE TAKEN TO AVOID BENDING OR OTHERWISE

DAMAGING THE NO. 8 BEARING PRESSURE OIL TUBE
DURING THE INSTALLATION AND REMOVAL OF THE
PRESSURE GAGE.
(d) With the turbine inclined to position the No. 8 bearing sump low, adjust the
pressure regulator to maintain sump pressure at 50 ± 2 psig (345 ± 14 kPag),
as measured on the gauge connected to the pressure oil tube.
NOTE: Air will leak across the No. 8 bearing labyrinth seal during this check
and should not be of concern.
(e) Keep the position and the pressure established in the previous step. Slowly
apply Leak–tek or equivalent to the 12 o’clock position of each of the sump
cover securing bolts and the sump cover–to–support splitline.
72–50–00
Page 248
Jun 1/96
PARA 6.B. (cont)
WARNING: AIR LEAKAGE ACROSS THE U–RING IS AN INDICATION THAT

PRESSURIZATION OF THE NUMBER 8 BEARING SUMP WILL
OCCUR WHEN THE ENGINE IS RUNNING. THIS
PRESSURIZATION WILL CAUSE A FLOW REVERSAL
ACROSS THE NUMBER 8 LABYRINTH SEAL. THIS LEAKAGE
CAN RESULT IN AN ENGINE OIL FIRE AND THE
SUBSEQUENT FAILURE OF A TURBINE WHEEL. A SECTION
OF THE FAILED WHEEL CAN EXIT THE ENGINE WITH
POTENTIALLY SERIOUS RESULTS.
(f) Hold pressure for one minute minimum. No leakage is acceptable. If leakage
occurs, corrective action must be taken.
(g) Disconnect the pressure test apparatus. Install pressure oil and sump drain
lines. (Refer to para 6.A.(2), this section, for reassembly procedure.)
C. Cleaning Power Turbine Labyrinth Seals
Clean carbon buildup from the power turbine labyrinth seals as follows: (See Figure 219.)
(1) Remove the turbine from the engine. (Refer to applicable part of Turbine Assembly
Replacement, para 1., this section.)
(2) Mount the turbine on 6799955 fixture. Retain the fixture at the rear gas producer
support flange with two bolts. Position vertically with the turbine and exhaust collector
support at the top.
(3) Remove the firewall shield and blanket. (Refer to removal procedure in paragraph
2.A.(4), this section.)
(4) Remove the 24 nuts and bolts from the exhaust collector–to–power turbine support
splitline and carefully lift the turbine and exhaust collector support, with power turbine
rotor assembly, from the power turbine support.
NOTE: The two firewall shield retaining brackets are removed when the exhaust
collector is separated from the power turbine support.
CAUTION: DO NOT USE CARBON REMOVING CHEMICALS ON THE

STATIONARY MEMBER OF THE LABYRINTH SEAL. CARBON
REMOVER WILL DAMAGE THE NICKEL–GRAPHITE SURFACE.
(5) Carefully remove carbon and coke deposits from the rotating labyrinth seal knives
using a wooden tongue depressor (or equivalent).
72–50–00
Page 249
Jun 1/96
Carbon Buildup in Power Turbine Labyrinth Seals

Figure 219
PARA 6.C. (cont)
(6) Before reassembly of the exhaust collector–power turbine rotor assembly to the
turbine, press the No. 6 bearing rollers outboard to create the maximum opening for
passage of the bearing inner race. It may be necessary to use petrolatum to retain the
rollers in this position.
(7) Reposition the turbine and exhaust collector support, with power turbine rotor
assembly onto the power turbine support. Use care to prevent damage to the knife
edges of the labyrinth seals and/or to the No. 6 bearing inner race or rollers.
(8) Index the exhaust collector and power turbine supports as required. Apply antiseize
compound; then install the four slab head bolts at the line reamed holes if marked at
overhaul during the alignment build. Rotate the power turbine rotor by hand to ensure
that there is no binding.
72–50–00
Page 250
Jun 1/96
PARA 6.C. (cont)
(9) Install the remaining 20 bolts and nuts, each lightly coated with antiseize compound.
The four long bolts go at positions 8, 9, 17 and 18 (looking forward with one at top
center). The two fireshield brackets go at the front of the splitline at these positions.
Alternately tighten nuts 180 degrees apart to 10–15 lb in. (1.1–1.7 N.m); then repeat
the process tightening nuts of socket head bolts to 20–30 lb in. (2.3–3.4 N.m). If
Tee–head bolts are used, tighten to 35–40 lb in. (3.9–4.5 N.m) plus prevailing torque.
(10) Install the firewall shield and blanket.
(11) Remove the turbine from 6799955 fixture. Install the turbine on the gearbox in
accordance with the installation procedure in para 1.B., this section.
(12) Check run the engine after turbine installation. (Refer to Check Run, para 1,
7. Approved Repairs
A. First–stage Turbine Nozzle and Nozzle Shield. Refer to Disposition column in Table 201 for
approved repairs.
B. Turbine and Exhaust Collector Support Crack Repair
CAUTION: TO PREVENT ELECTRICAL ARC BEARING DAMAGE, SEPARATE THE

EXHAUST COLLECTOR FROM THE TURBINE ASSEMBLY AND REMOVE
THE NO. 5 BEARING BEFORE THE WELD REPAIR IS MADE.
(1) Weld repair any cracks found in the turbine and exhaust collector support. Refer to
para 5.K., this section, for crack limits.
(2) The flow divider inside the turbine and exhaust collector support may be removed if
crack limits are exceeded. Refer to para 5.K., this section, for crack limits.
NOTE: The engine is totally operational without the flow divider in the exhaust
collector support. Engine operation without the flow divider will experience a
slight performance loss; therefore, replacement is recommended at next
overhaul or repair.
72–50–00
Page 251
Jun 1/96
72–50–00
Page 252
Nov 15/02
POWER AND ACCESSORY GEARBOX – MAINTENANCE PRACTICES

1. Replacement
A. Power and Accessory Gearbox Replacement
(1) Remove the following from the rejected power and accessory gearbox.
WARNING: MAKE SURE THAT THE IGNITION SWITCH IS OFF BEFORE

REMOVING THE SPARK IGNITER OR SPARK IGNITER LEAD
ASSEMBLY AS DANGEROUSLY HIGH VOLTAGES MAY BE
PRESENT. ALLOW FIVE MINUTES AFTER OPERATION FOR
ELECTRICAL DISSIPATION BEFORE ASSEMBLY.
(a) Igniter Lead at Exciter. Remove lead from clamp on gearbox.
(b) Ignition Exciter
(c) Combined Engine Filter Assembly (CEFA) and Associated Tubing
(d) Hydromechanical Unit (HMU) and Associated Tubing
(e) Lubrication System Tubing and Fittings
(f) Engine Identification Plate
(g) Electrical Harness
(h) Gearbox–to–Turbine and Exhaust Collector Support Vent
1 Remove the two nuts and bolts at the exhaust collector adapter.
2 Remove the universal fitting bolt from the 90 degree elbow; then separate
the elbow from the tube.
3 Remove the metallic gasket and discard packing.
(2) Remove the compressor. (Refer to Removal, para 1.A., 72–30–00.)
(3) Remove the turbine–combustion section assembly. (Refer to Turbine Removal, para
1.A., 72–50–00.) It is not necessary to separate the combustion section from the
turbine.
(4) Inspect all fuel and engine oil tubes prior to reuse.
72–60–00
Page 201
Jun 1/00
PARA 1.A. (cont)
(5) Remove the rejected gearbox and install the replacement unit.
NOTE: Transfer the accessory pad covers as required from the rejected to the
replacement gearbox.
(6) Install the compressor. (Refer to Installation, para 1.B., 72–30–00.)
(7) Install the turbine–combustion section assembly. (Refer to the Turbine Installation,
para 1.B., 72–50–00.)
(8) Install the following on the engine:

FAILURE.
(a) Ignition Exciter
(b) CEFA and Associated Tubing
(c) HMU and Associated Tubing
(d) Engine Identification Plate
(e) Electrical Harness
(f) Igniter Lead to Exciter. Clamp lead to gearbox.
(g) Install the gearbox–to–exhaust collector vent tube as follows:
1 Assemble the tube with new packing in the 90 degree elbow.
2 Mount the tube–elbow assembly with metallic gasket on the gearbox.

Retain with a gasket and universal fitting bolt.
3 Attach the tube to the exhaust collector adapter; secure with two nuts and
bolts. Tighten nuts to 35–40 lb in. (3.9–4.5 N.m).
(h) Install Lubrication System Tubing and Fittings. (See Figure 201.) Apply a light
coating of engine oil to lubrication system, fitting threads and to packings to aid
installation.
(9) Make appropriate entry relative to gearbox replacement in the Engine Log.
72–60–00
Page 202
Jun 1/96
Legend for Figure 201 (Sheet 1 and 2)
1. Compressor Scavenge 7. Bolt, Nut, Clamp 13. Union to Fireshield

Oil Tube 8. GP Turbine Scavenge Pressure Oil Tube
2. Compressor Pressure Oil Tube 14. Elbow
Oil Tube 9. Sump–to–G/B Scavenge 15. Nut (2)
3. Compressor Scavenge Oil Tube 16. Packing (2)
Oil Nipple 10. G/B–to–Union Pressure 17. Elbow
4. Packing Oil Tube 18. Nut
5. Compressor Pressure 11. Union 19. Packing
Oil Nipple 12. Nut, Bolt, Bushing 20. Not Used
6. Packing 21. Check Valve
Lubrication System Tube and Fitting Torques

72–60–00
Page 203
Sep 1/01
Lubrication System Tube and Fitting Torques

72–60–00
Page 204
Sep 1/01
PARA 1.A. (cont)
(10) Check run the engine after gearbox replacement. (Refer to Check Run, para 1.,
NOTE: When the power and accessory gearbox has been replaced, check the
system oil level before and after the check run.
B. Lip–Type Oil Seals Replacement (See Figure 202.)
Replace leaking power and accessory gearbox seals as follows:
(1) Remove the accessory or drive from the gearbox pad.
CAUTION: DO NOT PRY BETWEEN THE SEAL CAVITY IN THE HOUSING AND
THE SEAL.
(2) Use the seal replacement tools to remove the seal (A, Figure 301, 72–00–00). Be
careful not to contaminate the shaft bearing or damage the gear shaft. The seal will be
damaged during removal, consequently it will not be salvageable.
CAUTION: DO NOT USE SILICONE LUBRICANTS EXCEPT WHERE SPECIFIED.

USE ONLY THE LUBRICANTS RECOMMENDED IN THE ENGINE
PUBLICATIONS.
(3) Apply grease (Shell 6249 or equivalent) to the seal lip and shaft to aid the installation
and prevent burning the seal lip during first run after installation. Carefully drive (or
press) the replacement seal in place using the guide and installation tool designated in
A, Figure 301, 72–00–00.
(4) Reinstall the accessory or drive on the gearbox pad.
72–60–00
Page 205
Jun 1/96
1. Gas Producer Tachometer–Generator Pad 7. Starter – Generator Pad

2. Centrifugal Breather Pad 8. Spare Pad
3. Power Turbine Tachometer – Generator Pad 9. Power Takeoff Pad
4. Power Takeoff Pad 10. Magnetic Plug (2)
5. Permanent Magnet Alternator Pad 11. Packing
6. HMU Pad 12. Spare Pad
Power and Accessory Gearbox

Figure 202
72–60–00
Page 206
Jun 1/96
Gearbox Housing Lubrication System Components

72–60–00
Page 207
Sep 1/01
Gearbox Housing Lubrication System Components

72–60–00
Page 208
Sep 1/01
Legend for Figure 203 (Sheet 1 of 2)
1. Differential Pressure 19. Packing

Indicator Assy 20. Spring
2. Packing 21. Poppet
3. Washer 22. Filter Housing Assy
4. Oil Filter Cap 23. Stud (2)
5. Nut (2) 24. Standpipe
6. Washer 25. Valve Seat
7. Packing 26. Gasket
8. Lube Oil Filter 27. Oil Transfer Tube
9. Packing (2) 28. Oil Transfer Tube
10. Lube Oil Filter Housing 29. Packing
11. Nut (8) 30. Not Used
12. Washer (8) 31. Packing
13. Poppet Guide Assy 32. Oil Delivery Tube
14. Packing 33. Oil Transfer Tube
15. Spring 34. Packing (4)
16. Poppet 35. Oil Transfer Tube &
17. Ring Screen Assy
18. Poppet Guide 36. Packing (2)
Legend for Figure 203 (Sheet 2 of 2)

1. Check Valve 16. Packing
2. Retaining Ring 17. Oil Transfer Tube
3. Guide (2) 18. Packing (2)
4. Spring 19. Oil Transfer Tube
5. Poppet Assembly 20. Packing (2)
6. Poppet Stem 21. Oil Transfer Tube (3)
7. Poppet Seat 22. Packing (6)
8. Body 23. Oil Transfer Tube
9. Packing 24. Packing
10. Packing 25. Gearbox Housing
11. Flexible Shaft Coupling
12. Lube Oil Pump
13. Bolt (8)
14. Washer (8)
15. Gasket
72–60–00
Page 209
Jun 1/96
PARA 1. (cont)
C. Oil Filter Replacement (See Figure 203.)
Remove, inspect, clean, and install the oil filter as follows:
(1) Place a cloth between the gearbox and the turbine to catch oil which will overflow the
element housing when the cap is removed.
(2) Remove the oil filter cap by removing two nuts and washers. Use a suction gun or
other suitable device to remove the puddled oil from the filter housing before the
element is removed.
(3) Remove the filter element and packings from the housing. Discard packings.
(4) Inspect filter element and filter cavity for metal particles. A small amount of metallic
debris may be expected after a recent overhaul or repair. If excessive metal
contamination is found, clean filter and perform ground run for 30 minutes at power
with rotors turning. Check filter after ground run for new accumulation of particles. If
filter is clean, release aircraft for flight. If accumulation persists, repeat cleaning and
ground run. If accumulation is present after second ground run, tag the engine noting
cause for rejection.
(5) Clean the filter ultrasonically. If equipment is not available, clean by agitating in
mineral spirits. If excessive contamination is present, the filter must be ultrasonically
cleaned. If excessive carbon deposits are found, conduct the inspection and cleaning
of the power turbine support pressure oil nozzle in accordance with paragraph 6.A.,
72–50–00.
(6) Dry the filter by shaking (air dry) and inspect for any metal particles. If particles are
present, reclean filter or replace filter element.
(7) Thoroughly clean the filter cavity of all residual oil and sludge.
(8) Fill the cavity to the top of the stand pipe with approved oil.
(9) Install the cleaned filter with two new packings. Install filter cap with new packing,
tighten nuts to 30–40 lb in. (3.4–4.5 N.m).
D. Lube Oil Filter Housing Replacement (See Figure 203.)
Replace the lube oil filter housing as follows:

(1) Remove the eight nuts and washers. Remove the housing and the gasket.
(2) Replace the packing seals on the filter housing mating ends of the two transfer tubes.
(3) Replace the packing seals on both ends of the check valve assembly.
(4) Replace the filter housing gasket.
(5) Install the replacement lube oil filter housing. Mate the housing to the two transfer
tubes and to the check valve during the assembly.
(6) Retain the lube oil filter housing with eight nuts and washers. Tighten nuts to 35–40 lb
in. (3.9–4.5 N.m).
72–60–00
Page 210
Jun 1/96
PARA 1. (cont)
E. Scavenge Oil Filter Replacement (CEFA)
Replace the scavenge oil filter element as follows:
(1) Remove lockwire from the lube drain port plug.
(2) Place suitable container under the drain port, remove plug, and allow oil to drain from
the filter element housing.
(3) Remove the lockwire from the scavenge oil filter bowl and remove the bowl from the
CEFA using a 1” box wrench on the hex nut at the bottom of the bowl.
(4) Remove the contaminated filter element from the bowl and wipe bowl clean. Dispose
of element and packings from the bowl and filter element.
(5) Install a new filter element and new packing on the filter element and on the bowl and
torque the bowl to 150–180 lb–in (16.9–20.4 N·m)
(6) Lockwire the bowl to the filter housing.
(7) Reinstall the drain plug in the filter drain port, torque to 60–80 lb–in (6.8–9.0 N·m) and
lockwire the plug to the housing.
(8) Manually reset the bypass indicator button.
(9) Check engine oil quantity using approved procedure and replenish oil as necessary.
F. Front and Rear PTO Carbon Seals Replacement
NOTE: Replacement O–rings are available for the carbon seals. Only replace the carbon
seal if the carbon band is damaged.
NOTE: Never slide the carbon seal apart, this can damage the carbon band. The carbon
seal should only be pulled apart.
NOTE: Before changing the carbon seal, make sure the oil leak is not coming from any
other source near the carbon seal such as, turbine, starter generator, governor,
gearbox vent tube, etc.
NOTE: If at anytime during this operation the PTO gear moves forward or rearward,
remove the N2 tach pad and check for engagement of the PTO gear and governor
gearshaft.
NOTE: It is possible to change only one seal, if the other seal is not leaking.
NOTE: It is very important that the magnetic seals and PTO area be clean and free of
debris.
72–60–00
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Jun 1/96
PARA 1.F. (cont)

(1) Remove the magnetic carbon seals from the gearbox housing as follows:
(a) Remove the tie bolt nut at the aft PTO flange and remove the tiebolt. (See
Figures 204, 207, and 208.)
(b) Remove the front and rear PTO drive flanges. Remove and discard the two
preformed packings.
NOTE: If only the rear seal is leaking, do not remove the front drive flange. If only the front
seal is leaking it is permissible to remove the rear drive flange without disturbing
the rear magnetic seal.
(c) Remove six nuts and washers and remove the rear seal retainer and the spring
compression washer.
(d) Using P/N 23058409 seal puller, remove the seal spacer and magnetic carbon
seal from the rear PTO pad. Tag the carbon seal to identify it as the rear seal.
(e) Remove six nuts and washers at the front PTO pad and remove the front seal
and bearing retainer, front seal spacer and shims. Discard preformed packing.
Remove the magnetic carbon seal spacer and the spring compression washer
from the bearing retainer. Tag the carbon seal to identify it as the front seal.
Tag the shims to make sure that the same shim pack is reinstalled during
reassembly.
CAUTION: FAILURE TO FOLLOW THE NEXT STEP COULD RESULT IN

DISENGAGEMENT OF THE PTO GEAR AND GOVERNOR
IDLER GEAR. ANYTIME THE FRONT SEAL RETAINER IS
REMOVED, DO NOT ALLOW THE PTO GEAR TO MOVE
FORWARD.
(f) Install the shims, spring compression washer, spacer, front seal and bearing
retainer (without the carbon seal) on the front PTO pad and secure with two
nuts and washers. This is to retain the PTO gearshaft in place during further
assembly.
(2) Install new magnetic carbon seals in the gearbox housing as follows:
(a) Heat the rear seal spacer to 350°F (177°C) and install on the rear of the PTO
gearshaft.
NOTE: The next step will ensure that the rear seal spacer is fully seated.
(b) Install the front and rear PTO drive flanges without the magnetic carbon seals
installed.
(c) Install the tiebolt and washer (from front to rear) through the drive flanges.
Install the tiebolt nut and washer and tighten to 70 lb ft. (94 N.m) to make sure
the rear seal spacer is fully seated.
(d) Remove tiebolt and front and rear PTO flanges.
NOTE: If assembly lube is spilled on carbon seal face or mating surface,

clean with engine oil.
1
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Sep 1/01
PARA 1.F. (cont)

(e) Lubricate the two rear magnetic seal preformed packings with Ultrachem as-
sembly lubricant (supplied with new seals) and install on the seal. With the seal
magnet (external packing) toward the outside of the housing, start the seal into
the rear PTO pad. Using the rear seal retainer, push the seal into the bore. Do
not allow the seal to cock. Using shim material or washers, leave a gap be-
tween the rear seal retainer and gearbox housing. This is only recommended
when changing both front and rear seals. Secure with two nuts and washers.
(f) Remove the front PTO seal and bearing retainer.
(g) Lubricate the two front magnetic preformed packings with Ultrachem assembly
lubricant supplied with the seal and install on the seal. With the magnet (exter-
nal packing) toward the seal and bearing retainer, install the seal in the retainer.
(h) Install the seal and bearing retainer with seal on the front PTO drive flange. Be
sure to push the seal and retainer assembly all the way back against the flange.
(i) Lubricate and install new preformed packing on the PTO drive flange. Lubri-
cate the drive flange splines with Never–Seez Nickel Special. Lightly lubri–
cate a new preformed packing with petrolatum and install in the front bearing
support.
(j) Install a spring compression washer in the drive flange over the seal.
(k) Install the front PTO drive flange with seal and retainer into the PTO gearshaft.
Do not seat the seal and bearing retainer on the PTO pad at this time.
(l) Lubricate and install a preformed packing on the rear PTO drive flange. Lubri–
cate the drive flange splines with Never–Seez Nickel Special. Install the drive
flange into the PTO gearshaft.
CAUTION: BE CAREFUL THAT THE PTO GEARSHAFT DOES NOT MOVE

FORWARD. IF IT DOES MOVE FORWARD AT ANYTIME,
CAREFULLY PUSH IT BACK AND MAKE SURE IT REEN–
GAGES THE IDLER GEAR.
(m) Apply Never–Seez Nickel Special to the threads and the throat area of the tie–
bolt. Install the tiebolt and washer (from front to rear) through the drive flanges.
Install the tiebolt nut and washer and tighten to 70 lb. ft. (94 N.m) to ensure that
the front and rear drive flanges are fully seated. Loosen the nut.
(n) Retighten the tiebolt and nut to 47–54 lb. ft. (64–73 N.m).
(o) Install six washers and nuts on the front PTO studs and seat the front PTO seal
and retainer assembly on the PTO pad by progressively tightening each nut
one turn at a time until secure to the gearbox housing. Do not allow the seals
to cock. Tighten the nuts to 70–85 lb in. (7.9–9.6 N.m).
(p) Remove the two nuts from the rear seal retainer. Remove the shims or wash–
ers. Push the rear seal retainer tight against the gearbox housing by tightening
the six nuts and washers one turn at a time. Tighten the nuts to 70–85 lb in.
(7.9–9.6 N.m).
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Jun 1/96
Front and Rear PTO Carbon Seal Replacement

Figure 204
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Page 214
Jun 1/96
PARA 1.F. (cont)
(q) Remove the front N2 tach pad and turn the front PTO flange to make sure that
the PTO gear is still engaged with the PMA idler gear and gearshaft.
NOTE: Make sure that the magnetic oil seals are properly seated against the
outer flange of the seal and bearing retainers.
G. Open Gearbox Inspection
Whenever the accessory gearbox is opened for any reason, make a general inspection of the
assembly paying particular attention to the following:
(1) Check condition of accessory gearshaft drive splines. A visual check for wear should
be performed. If any doubt about whether there is excessive wear or not exists, the
wear should be checked using a 0.020 in. (0.5 mm) radius scribe. Chipping, or
localized pitting, spalling, or step wear on the splines which may be felt with the scribe
is reason for rejecting and replacing the gearshaft.
(2) Check condition of the gears. A visual check for wear on the gear teeth should be
performed. If visual wear other than polishing of the teeth at their contact surface is
present, it should be checked using a 0.020 in. (0.5 mm) radius scribe. Chipping of the
gear teeth, or localized pitting, spalling, or step wear which can be felt with the scribe is
reason for rejecting and replacing the gear.
(3) Check integrity of oil pump attaching screws and oil tube packings.
(4) Check mounting and attachment security of all internal parts including tab lock
washers and safety wire. Secure as required.
2. Gearbox Disassembly and Assembly
A. Gearbox Housing–to–Cover Disassembly (See Figures 204 and 205.)
(1) Install the gearbox in 6891188 turnover stand using 6851348 adapter.
(2) Remove the magnetic drain plug from the bottom of the gearbox and allow oil to drain.
(3) Remove lockwire, then loosen the torquemeter support shaft nut using 6893387
wrench.
(4) Remove the tiebolt nut at the rear PTO drive flange and remove the tiebolt from the
front PTO drive flange.
(5) Remove the front and rear PTO drive flanges. Remove and discard the two preformed
packings.
(6) Remove six nuts and washers at the front PTO pad and remove the front seal and
bearing retainer, spring compression washer, spacer, carbon seal and shims. Discard
the preformed packing. Tag the carbon seal to identify it as the front seal. Tag the
shims to ensure that the same shim pack is reinstalled during reassembly.
1
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Sep 1/01
PARA 2.A. (cont)
(7) Reinstall the front seal, (without the carbon seal) spring compression washer, and
spacer on the front PTO pad and secure with two nuts and washer. This is to retain
the PTO gearshaft in place during further disassembly.
(8) Remove six nuts and washers at the rear PTO pad and remove the rear seal retainer
and the spring compression washer.
(9) Using P/N 23058409 puller, remove the rear seal spacer and carbon seal. Tag the
carbon seal to identify it as the rear seal.
(10) Remove lockwire; then loosen the torquemeter support shaft nut using 6893397
wrench.
(11) The 90 degree brackets, are separated from the gearbox when the splitline nuts are
removed. Mark the location of the brackets; then remove the 51 nuts, 49 washers and
two spacers. Separate the housing from the cover.
B. Gearbox Cover Disassembly (See Figures 205 and 206)
Disassemble the gearbox cover assembly as follows:

(1) Remove the centrifugal breather spur gearshaft. Remove the ball bearing at the large
gear end using 6893512 drift with 6893511 and 6893392 plates. Remove the ball
bearing at the small gear end using 6893518 drift with 6893515 and 6893392 plates.
(2) Remove the idler spur gearshaft (77 teeth). Remove the ball bearing from the gear
end using 6893522 drift, 6893521 plate and 6893392 plate. Remove the ball bearing
from the shaft end using 6893518 drift, 6893517 and 6893392 plates.
(3) Remove the idler spur gearshaft (26 teeth). Remove the two ball bearings using
6893522 drift with 6893521 and 6893392 plates.
(4) Remove the generator idler gearshaft. Remove the ball bearing from the shaft end of
the gearshaft using 6893518 drift with 6893517 and 6893392 plates. Remove the ball
bearing from the gear end of the gearshaft using 6893518 drift with 6893515 and
6893392 plates.
(5) Remove the starter–generator gearshaft. Remove the ball bearing from the spline end
using 6893514 drift with 6893511 and 6893392 plates. Remove the ball bearing from
the front end using 6893536 drift with 6893511 and 6893392 plates.
(6) Remove the tachometer and PMA power train spur gearshaft. Remove the ball
bearing from the gear end using 6893520 drift with 6893517 and 6893392 plates.
Remove the ball bearing from the spline end using 6893514 drift with 6893511 and
6893392 plates. Do not remove the spring pin unless replacement is necessary.
(7) Remove the HMU–oil pump gearshaft by removing the retaining ring with 6893526
retaining ring pliers. Remove retaining ring and bearing retainer; then remove the
small bearing using 6893514 drift with 6893511 and 6893392 plates. Remove the
gearshaft bearing sleeve spacer. Remove the large ball bearing using 6893514 drift
and 6893523 plate. Discard packing. Remove pin and separate splined adapter from
the gearshaft.
72–60–00
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Jun 1/96
PARA 2.B. (cont)

(8) Remove the three bolts and washers that retain the torquemeter bearing and shaft
support. Remove the torquemeter bearing and shaft support. Pull the torquemeter
rear bearing journal from the rear bearing and the torquemeter shaft and journal
support using 6893725 puller. Remove the helical torquemeter gearshaft and bearing.
Remove the bearing from the gearshaft. Remove the retaining ring (damper) from the
gearshaft. Remove four nuts; then pull the torquemeter shaft and journal support
using 6893516 puller.
(9) Remove the retaining ring and remove the PTO gearshaft rear bearing outer race and
rollers from the PTO pad.
(10) Remove the six nuts and separate the bearing support flanged cage from the gearbox
cover. Remove the helical power train pinion gear. Remove the ball bearings using
6893379 drift with 6893381 and 6893392 plates. Remove the retaining ring from the
gearbox cover.
(11) Remove the retaining ring and remove the bearing spacer and No. 2 1/2 roller bearing
from the flanged cage.
(12) Remove the two drain plugs and the magnetic drain plug from the gearbox cover.
Discard packings.
(13) Remove the two nuts and two washers and separate the power turbine speed sensor
pickup pigtail from the gearbox cover. Discard packings.
(14) Remove two nuts and two washers. Separate the pinion bearing oil nozzle from the
gearbox cover. Discard packing.
(15) Use 6796941 seal replacement kit to remove defective seals in the gearbox cover.
72–60–00
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Jun 1/96
Legend for Figure 205 (Sheets 1 and 2)
1. Gearbox Assy (Not Illustrated) 25. Washer

2. Identification Plate 26. Centrifugal Breather Spur Gearshaft
3. Screw (2) 27. Ball Bearing
4. Washer (2) 28. Ball Bearing
5. Pinion Bearing Oil Nozzle 29. Spur Gearshaft, 77 Tooth Idler
6. Nut (2) 30. Ball Bearing
8. Packing 32. Spur Gearshaft, 26 Teeth Idler
9. Speed Pickup Assembly, N2 33. Ball Bearing (2)
10. Nut (2) 34. Generator Idler Gearshaft
12. Connector 36. Ball Bearing
13. Packing (2) 37. Starter Generator Gearshaft
14. Plug 38. Ball Bearing (2)
15. Packing 39. Bracket
16. Adapter, Quick Disconnect 40. Bracket
17. Packing 41. Bracket
18. Packing 42. Cover
19. Plug 43. Gasket
20. Power and Accessory Gearbox 44. Nut
Cover Assy 45. Washer
21. Power and Accessory Gearbox 46. Bracket
Housing Assy 47. Spacer
22. Nut 48. N1 Pickup Assy
23. Washer 49. Not Used
24. Nut 50. Packing
51. Washer
52. Nut
53. Bracket
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Page 218
Jun 1/96
Power and Accessory Gearbox Housing & Cover

1
72–60–00
Page 219
Nov 15/02
Power and Accessory Gearbox Housing & Cover

1
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Page 220
Nov 15/02
1. Power Train Spur Gearshaft 25. Helical Power Takeoff Gearshaft

2. Pin 26. Retaining Ring (2)
3. Ball Bearing 27. Ball Bearing
4 Ball Bearing 28. Seal Spacer (rear)
5. HMU–Oil Pump Gearshaft 29. Carbon–Magnetic Seal
6. Retaining Ring 30. Packing
7. Pin 31. Preformed Packing
8. Splined Adapter 32. Spring Compression Washer
9. Ball Bearing 33. Rear Seal Retainer
10. Retaining Ring 34. Washer (6)
11. Bearing Retainer 35. Nut (6)
12. Ball Bearing 36. Rear PTO Drive
13. Spacer 37. Not Used
14. Packing 38. Not Used
15. Helical Torquemeter Gearshaft 39. Packing
16. Retaining Ring 40. Nut
17. Retaining Ring 41. Washer
18. Torquemeter Support Shaft 42. Flanged Cage
19. Bolt (3) 43 Nut (6)
20. Washer (3) 44. Roller Bearing
21. Torquemeter Rear Bearing Journal 45 Retaining Ring
22. Roller Bearing 46. Spacer
23. Flanged Torquemeter Journal Support 47. Power Train Pinion Helical Gear
24. Nut (4) 48. Retaining Ring
49. Roller Bearing (2)
50. Seal (3)
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Page 221
Jun 1/96
Power and Accessory Gearbox Cover

Figure 206
72–60–00
Page 222
Jun 1/96
PARA 2. (cont)
C. Gearbox Housing Disassembly (See Figure 207.)
(1) Remove the two nuts and washers and remove the bearing and seal retainers from the
front PTO pad. Using P/N 23055731 puller, remove the double row ball bearing; then
remove the helical power takeoff gearshaft from the housing. Remove the roller
bearing inner race using 6893532 guide with 6893399 and 6893392 plates. Remove
the two internal retaining rings (dampers) from the gearshaft.
(2) Remove the external nut and washer and remove the through bolt and washer from
the power train idler spur gear. Discard packing. Remove the gear and bearing from
the idler gear support shaft. Pull the support shaft from the housing using 6795614
puller and pusher. Discard packing. Remove the bearing from the idler gear by
removing the internal retaining ring.
(3) Remove the torquemeter support shaft nut. Remove packing and washer. Discard the
packing. Remove the shaft. Remove the flat washer from the gearbox housing.
Remove and discard two packings from the shaft. Remove the retaining ring from the
shaft. Remove piston and bearing from the shaft. Remove the expander and piston
rings. Remove spring pin and filter screen. Remove the ball bearing from the piston
using 6893391 plug with 6893724 and 6893392 plates. Remove the bearing outer
race and rollers and end plate from the support shaft. Remove the bearing inner race
from the support shaft using 6893390 plug with 6893389 and 6893392 plates.
(4) Remove three nuts and separate the centrifugal breather seal support from the
gearbox housing. Discard two packings.
(5) Remove two nuts and washers and separate the N1 speed pickup assembly from the
housing.
(6) Remove the magnetic drain plug. Discard packing. (See Figures 202 and 205.)
(7) Use 6893707 puller and part of 6796941 seal replacement kit to remove defective
seals in the gearbox housing.
D. Gearbox Housing Lubrication System Components Disassembly
Disassemble the gearbox housing lubrication system components as follows: (See Figure
203.)
(1) Remove the two nuts, washers, oil filter cap, pop up indicator, two packings from the
indicator shaft, oil filter and two packings from the filter housing. Discard packings.
(2) Remove the eight nuts and washers and lift the lube oil filter housing from the gearbox
housing. Discard the gasket.
(3) Remove the lockwire and remove the pressure regulator components from the filter
housing. These components are (1) poppet guide, (2) packing, (3) spring, and (4)
poppet.
(4) Remove the internal retaining ring and the filter bypass components from the filter
housing. These components are (1) poppet guide, (2) packing, (3) spring, and (4)
poppet.
72–60–00
Page 223
Jun 1/96
PARA 2. D.(cont)
NOTE: Do not remove the studs, standpipe or two valve seats.
(5) Remove the nut and washer and separate the oil pressure jet tube from the gearbox
housing. Discard the packing.
(6) Remove the screw and separate the oil delivery tube from the gearbox housing.
Remove the screen and discard the three packings.
(7) Remove the six oil transfer tubes. Discard two packings from each tube.
(8) Remove the check valve. Remove and discard the two packings. Do not disassemble
the check valve.
(9) Remove the HMU and oil pump flex shaft coupling.
(10) Remove the eight pump attaching bolts and eight washers. Remove the pump.
Discard the gasket and packing beneath the pump.
(11) Remove the five oil transfer tubes beneath the oil pump. Discard two packings from
each.
(12) Remove the nut and remove the scavenge oil pickup tube.
72–60–00
Page 224
Jun 1/96
Legend for Figure 207 (Sheets 1 and 2)
1. Ball Bearing 24. Ball Bearing

2. Retaining Ring 25. Idler Gear Support Shaft
3. Torquemeter Piston Assembly 26. Seal Support
4. Pin 27. Nut (3)
5. Piston Ring 28. Packing (2)
6. Expander 29. Seal (2)
7. Torquemeter Support Shaft 30. Tiebolt
8. Nut 31. Washer
9. Washer 32. Front PTO Drive
10. Pin 33. Packing
11. Etched Filter Screen 34. Front Bearing & Seal Retainer
12. Packing 35. Nut (6)
13. Packing (2) 36. Washer (6)
14. Washer 37. Packing
15. Roller Bearing 38. Preformed Packing
16. Power Train Idler Spur Gear 39. Spring Compression Washer
17. Bolt 40. Carbon Seal
18. Nut 41. Preformed Packing
19. Washer 42. Shim
20. Keyway Washer 43. Double–Row Ball Bearing
21. Packing 44. Seal (2)
22. Packing 45. Seal (2)
23. Retaining Ring 46. Front Seal Spacer
72–60–00
Page 225
Jun 1/96
Power and Accessory Gearbox Housing

72–60–00
Page 226
Jun 1/96
Power and Accessory Gearbox Housing

72–60–00
Page 227
Jun 1/96
PARA 2. (cont)
E. Lube Oil Pump Disassembly, Inspection and Assembly
(1) Disassemble the lube oil pump as follows: (See Figure 207.)
CAUTION: BE CAREFUL NOT TO PRY ON, OR DAMAGE ANY LAPPED

SURFACES.
(a) Remove two screws and use a prying tool to separate the pressure oil pump
body from the balance of the pump.
(b) Remove the oil pump idler spur gear. Remove and discard the packing in the
pump body. Do not remove the pinned bushing or cage unless replacement is
required.
(c) Remove the oil pump and gas producer tachometer spur gearshaft. Do not
remove the oil seal plug unless it is loose. If replacement is necessary, press
out the plug using 1/4–in. (6 mm) OD drift.
(d) Remove the pressure and scavenge oil pump separator body and scavenge oil
pump cover from the scavenge oil pump body using a prying tool. Do not pry
on lapped surfaces. Do not remove the three pinned oil pump gear shafts or
the pinned bushing from the scavenge oil pump cover unless replacement is
necessary. Remove and discard two (or three) packings from separator body.
(e) Remove the oil pump drive spur gear, three idler spur gears, the pump drive
spur gear, and (one or two) idler spur gear(s) from the scavenge oil pump body.
Remove and discard two (or three) packings from the pump body. Do not
remove the four dowel pins from the pump body unless replacement is
necessary.
(2) Inspect the components of the oil pump in accordance with Table 201.
(3) Assemble the lube oil pump as follows. (See Figure 208.)
(a) Install the dowel pins in the scavenge oil pump body if they have been
removed.
(b) Lubricate and install two (or three) packings in the scavenge body assembly.
Install the oil pump drive gear and three oil pump idler gears.
NOTE: Measure the gear end clearance in the pressure and scavenge
elements between the splitline and gear end with a dial indicator. The
gear end clearance must be 0.0005 to 0.0015 in. (0.013–0.038 mm).
If the end clearance limit is exceeded, reselect the oil pump drive
gear and three idler gears; recheck end clearance.
72–60–00
Page 228
Jun 1/96
PARA 2.E. (cont)
(c) Install the pinned idler gear shafts (secure with Locktite) and the bushing in the
scavenge pump cover if they have been removed.
NOTE: Assure all three shafts are fully seated in their bores. No portion of
the anti–rotation slots should be exposed.
(d) Place cover assembly on the scavenge body assembly. Install oil pump drive
gear and oil pump idler gear(s). Lubricate and install two (or three) packings in
the separator body. Place separator body on the scavenge body assembly.
(e) Install oil seal plug in oil pump and gas producer tachometer spur gearshaft if it
has been removed. Install oil pump idler spur gear and oil pump and gas
producer tachometer spur gearshaft on the separator body.
(f) Install pinned bushing or cage in pressure oil pump body if they have been
removed.
(g) Lubricate and install packing in pressure oil pump body. Place pressure oil
pump body on scavenge body assembly. Install two screws; tighten to 18–22 lb
in. (2.0–2.5 N.m).
72–60–00
Page 229
Jun 1/96
1. Pump Assembly (Not Illustrated) 17. Oil Pump Gear Shaft

2. Pressure Oil Pump Body 18. Cover
3. Screw (2) 19. Pin
4. Pin 20. Bushing
5. Sleeve Bushing 21. Packing (2)
6. Pin 22. Packing
7. Bearing Cage 23. Scavenge Oil Pump Body
8. Oil Pump Idler Spur Gear 24. Bushing
9. Packing 25. Pin (2)
10. Oil Pump and Gas Producer 26. Pin (2)
Tachometer Spur Gearshaft 27. Oil Pump Drive Spur Gear
11. Oil Seal Plug 28. Oil Pump Idler Spur Gear (3)
12. Separator Body 29. Oil Pump Drive Spur Gear
13. Scavenge Oil Pump Cover 30. Oil Pump Idler Spur Gear (2)
14. Pin (3) 31. Packing (2)
15. Oil Pump Gear Shaft 32. Packing
16. Oil Pump Gear Shaft
Lube Oil Pump Assembly

Figure 208
72–60–00
Page 230
Jun 1/96
TABLE 201
Oil Pump Inspection Limits
Oil Pump Body, Separator, and Cover
1 Cracks (FPI). None. Replace pump.
2 Fretting of housing Max. of 0.010 in. (0.25 Replace pump.
bores. mm)
Oil Pump Gears
3 Cracks in radii root cor- None. Replace pump.
ners of spline teeth or
in line or parallel in
close proximity on in-
volute of a gear tooth
side (visual with mag-
nification).
4 Nonmetallic inclusion Light scattered inclu- Replace pump.
on small gears and sions parallel to materi-
gearshaft. al flow lines.
Open inclusion on Replace pump.
shaft 3/8 in. (10 mm)
max. length and not ex-
tending into a radius
hole or spline root.
5 Nicks and dents. Max. of 0.010 in. (0.25 Max. of 0.060 in. (1.52 Remove sharp edges
mm) length, width, or mm) length, width or by stoning.
dia and without sharp dia after sharp corners
corners. are removed.
6 Tooth damage which None. Replace pump.
involves metal dis-
placement to a degree
where subsurface
damage is detected by
magnetic inspection.
7 Scuffing. Scuffing when accom- Scuffing evidenced by Remove sharp edges
panied by wear–off pickup. by stoning.
metal pickup if gear as-
sembly is still matched
with mating gears.
Oil Pump and Gas Producer Tachometer Spur Gearshaft
8 Seal Journal wear. Max. of 0.0015 in. Replace pump.
(0.038 mm) radial wear
on dia.
9 Spline wear. Max. of 0.002 in. (0.05 Replace pump.
mm) wear measured
from adjacent unworn
area.
72–60–00
Page 231
Jun 1/96
TABLE 201
Oil Pump Inspection Limits
10 Scoring, grooves, Evenly polished sur- Replace pump.
nicks, gouges, scuffing face in seal contact
or minute flats on shaft without lead or axial
seal journal surfaces. marking.
Pump Bushings, Gear Shafts, and Dowel Pins
11 Loose or bent dowel None. Replace pump.
pins.
12 Wear on ID of pump None. Replace pump.
bushings.
Associated Parts
13 Cracks in filter housing None Replace cracked hous-
or cap (FPI). ing or cap.
14 Fretting in filter hous- Max. of 0.005 in. (0.13 If serviceable limits are
ing bores. mm) wear depth. exceeded, return to
Rolls–Royce AMC for
repair.
15 Damaged filter assem- None. Replace filter assem-
bly bly.
16 Check valve seats for None. Return gearbox hous-
fretting in shoulder (vi- ing to Rolls–Royce
sual). AMC for repair of
check valve seating
shoulder.
17 Cracks in transfer None. Replace transfer
tubes (FPI). tubes.
18 Improper function of After one complete Replace check valve.
check valve. (See Fig- flow cycle, the valve
ure 203.) shall have no leakage
in normal direction of
flow from 0 to 2 psig
(0–14 kPag) using en-
gine oil at 180°F (82°C)
or MIL–F–7024 Type II
fluid at 80°F (27°C).
Also valve opening
pressure shall not ex-
ceed 5.0 psig (34.5
kPag). Fully closed at
3.0 psig (20.7 kPag)
zero leakage.
72–60–00
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Jun 1/96
PARA 2. (cont)
F. Gearbox Housing Assembly
CAUTION: USE ONLY SPECIFIED LUBRICANTS DURING ASSEMBLY; DO NOT USE

SILICONE LUBRICANTS.
NOTE: All roller bearings with shouldered Inner races shall be Installed with the large
dia–meter portion against the shaft or support thrust shoulder.
Assemble the gearbox housing as follows: (See Figure 207.)
(1) Install gearbox housing seals as necessary at the following locations. (See
Figure 202.) Apply grease to the seal lip to aid in installation.
(a) Tachometer generator pads (use 6893506 pusher).
(b) Centrifugal breather (installs in the seal support – use 6893504 pusher).
(2) Lubricate and Install the two packings on each of the five oil transfer tubes located
between the housing and the oil pump. (See Figure 203.) Install the transfer tubes in
the gearbox housing.
(3) Lubricate and install the packing on the underside of the lube pump. Position the
pump mounting gasket and install the pump in the gearbox housing using 6796941–13
seal guide. (See Figure 209.) Insert eight pump attaching screws and eight washers.
Tighten to 35–40 lb in. (3.9–4.5 N.m). Loosen, then final tighten to 22–26 lb in.
(2.5–2.9 N.m). Apply lubricant lightly to the splines on the oil pump drive shaft.
(4) Lubricate and install the two packings on the check valve and each of the two oil
transfer tubes located between the gearbox housing and the filter housing. (See
Figure 203.) Install the valve and tubes in the gearbox housing.
(5) Position the gasket and install the filter housing assembly in the gearbox housing.
Mate the two transfer tubes, with lubricated packings, and the check valve to the filter
housing during assembly. Retain the housing with eight nuts and eight washers.
Tighten nuts to 35–40 lb in. (3.9–4.5 N.m).
(6) Lubricate and install two packings on each of the three oil transfer tubes (two
scavenge and one pressure); install the tubes in the gearbox housing and oil pump.
(7) Lubricate and install two packings on the oil delivery tube and one packing on the
screen. Install the tube and screen and secure with a screw. Tighten screw to 22–26
lb in. (2.5–2.9 N.m) and secure with lock wlre. (See Figure 203.)
(8) Install packing on the oil pressure jet. Install jet and secure with two nuts and washers.
Tighten screw to 22–26 lb in. (2.5–2.9 N.m) and secure with lockwire.
(9) Install two packings on the oil transfer tube. Install tube at the splitline at the bottom of
the housing.
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Jun 1/96
Lube Oil Pump and Seal Guide

Figure 209
PARA 2. (cont)
(10) Make a static leak check of the oil filter housing and lube oil pump assembly.
(a) Equipment. A six foot length of one inch (25.4 mm) ID copper tubing having a
length of hose with a shutoff valve near the outlet end; a four foot head of oil in
the stand pipe; and a fitting for connecting the hose to the oil–in port of the
gearbox.
(b) Attach the fitting to the gearbox and the standpipe hose to the fitting. Keep the
hose coupling loose until the system can be bled. Open the shutoff valve and
bleed the air from the system; then tighten the hose coupling nut.
(c) Place the gearbox housing in a vertical position with the oil pump at the top.
(d) Visually check the partial assembly for oil leakage over a period of ten minutes.
NOTE: Leakage will be evident if a problem exists. Slight moistness or

seepage should not be interpreted as leakage.
(e) Correct the condition causing leakage before proceeding with the assembly of
the gearbox.
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Jun 1/00
PARA 2. (cont)
(11) Install the helical power takeoff bearing outer race and rollers in the gearbox housing.
DO NOT apply petrolatum or grease to the rollers. Lubricate using engine oil only
(See Figure 206).
(12) Install a new packing on the idler gear support shaft. Install the shaft in the gearbox
housing using 6795614 pusher and puller. (See Figure 208.)
(13) Lubricate and install the bearing in the power train idler spur gear; retain with an
internal retaining ring. Install the gear and bearing on the shaft. Retain the gear
assembly on the shaft with a bolt, keyway bearing retaining washer, packing, washer,
and nut. Tighten nut to 35–40 lb in. (3.9–4.5 N.m).
(14) Install the bearing inner race on the torquemeter support shaft. Install with the thrust
flange toward the torquemeter piston using 6893525 plate, and 6893537 drift. (See
Figure 210.) Apply a thin coat of petrolatum to the bearing and assemble the bearing
outer race and rollers on the shaft. Install the bearing end plate and washer on the
shaft. Lubricate and install the expander ring and piston ring in the torquemeter
support shaft piston ring groove. The gap of the ring shall be 180° removed from the
gap of the expander ring.
(15) Lubricate and install the ball bearing on the torquemeter piston using 6893525 plate
and 6893391 drift. Install with the wide portion of the outer race away from the
torquemeter piston. Install the piston on the torquemeter support shaft. Place the
external retaining ring on the torquemeter support shaft. Lubricate two packings and
place them on the shaft.
(16) Uniformly heat the PTO gearshaft rear bearing inner race to 350–400°F (177–204°C)
and install on the bearing journal using 6893532 drift and 3893525 plate. (See
Figure 211.) Make sure that the race is firmly seated on the gearshaft and allow to
cool. Chill the PTO gearshaft with liquid nitrogen. Install the gearshaft by locating it on
the inside of the gearbox housing; then install the front double row ball bearing (puller
groove out) on the shaft from the outside of the housing.
NOTE: The housing will be trapped between the bearing and the gearshaft.
(17) Install the torquemeter support shaft in the gearbox housing finger tight. (See
Figure 207.) Install the internal flared washer and lubricated packing on the shaft.
Tighten the nut finger tight.
(18) Lubricate packing and install with magnetic plug In the gearbox housing. (See
Figure 205.) Tighten plug to 60–80 lb in. (6.8–9.0 N.m) and secure with lockwire.
(19) Install the N1 speed pickup assembly with lubricated packing in gearbox housing.
Secure with two nuts and two washers. Tighten nuts to 35–40 lb in. (3.9–4.5 N.m).
72–60–00
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Jun 1/96
Torquemeter Support Shaft Bearing Installation

Figure 210
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Page 236
Jun 1/96
PARA 2. (cont)
G. Gearbox Cover Assembly (See Figures 205 and 206.)
Assemble the gearbox cover assembly as follows:

(1) Install gearbox cover seals as necessary at the following locations. (See Figure 202.)
Apply grease to the seal lip to aid in installation.
(a) Power turbine governor pad (use 6893507 pusher).
(b) Power takeoff pad (use 6893505 pusher)
(c) HMU pad (use 6893508 pusher).
(d) Starter generator pad (use 6893509 pusher).
CAUTION: MAKE SURE THE HELICAL POWER TRAIN DRIVE GEAR RETAINING RING
IS SECURELY POSITIONED IN THE GROOVE AND IS FULLY EXPANDED.
(2) Install the two roller bearings on the helical power train drive gear. The bearing MUST
be installed on the pinion gear with part numbers and serial numbers engraved on the
sides of the races facing outward as shown in Figure 211. The bearings shall be
selected to obtain an internal clearance of not less than 0.0008 in. (0.020 mm) after
assembly on the gear. Check the internal clearance with 6893367 gage. Apply Loctite
290 to the bearing journals. Heat the bearings, 121°C (250°F) max., and chill the gear,
–60°C (–76°F) max., to aid installation. Use 6893379 drift and 6893525 plate. When
cooled, lubricate the bearings and install the gear assembly in the gearbox cover.
Secure the gear in the gearbox cover with a retaining ring. Install the bearing support
flanged cage in the helical power train drive gear. Secure with six nuts; tighten nuts to
35–40 lb in. (3.9–4.5 N.m). Install 2 1/2 roller bearing, spacer, and retaining ring in
installed bearing cage.
(3) Lubricate and install the ball bearing on the helical power takeoff gearshaft using
6893532 drift and 6893525 plate. Install the roller bearing inner race on the gearshaft
using 6893532 drift and 6893525 plate. Uniformly heat the inner race to 177–204°C
(350–400°F) to aid the installation. Hold the heated bearing race in position against
the gear shoulder until heat distribution has normalized. Apply lubricant to the splines
of the gearshaft and using 6796941–15 seal guide, install the gearshaft assembly in
the gearbox cover.
(4) Install the flanged torquemeter shaft and journal support in the gearbox cover. Chill
the support and/or heat the gearbox cover to 93°C (200°F) max. to aid the installation.
Secure with four nuts. Tighten nuts to 35–40 lb in. (3.9–4.5 N.m). Lubricate the roller
bearing and install it with the torquemeter rear bearing journal and the torquemeter
bearing and shaft support in the helical torquemeter gearshaft. Install the gearshaft
assembly over the torquemeter shaft and journal support. Chill the bearing and
torquemeter shaft and journal support to aid installation. Retain with three bolts and
three key washers. Tighten bolts to 70–85 lb in. (7.9–9.6 N.m) and bend washer tab to
secure bolt head.
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Jun 1/96
Installation of No. 3 and 4 Roller Bearing

Figure 211
PARA 2.F. (cont)

(5) If the splined adapter and pin in the HMU–oil pump gearshaft has been removed,
replace it. Lubricate splines of the splined adapter. Install the large ball bearing,
packing, sleeve spacer, small ball bearing and bearing retainer on the gearshaft.
Install bearings using 6893525 plate and 6893397 drift. Secure with a retaining ring.
Install the gearshaft assembly In the gearbox cover, using 6796941–14 guide; secure
with an internal retaining ring using 6893526 pliers. Install the HMU and oil pump flex
shaft coupling.
(6) Replace the spring pin in the tachometer and PMA power train spur gearshaft if it has
been removed. Lubricate and install the ball bearing on the gear end of the gearshaft
using 6893514 drift and 6893525 plate. Install the ball bearing on the spline end using
6893520 drift and 6893525 plate. Install the gearshaft assembly in the gearbox cover
using 6796941 seal guide with detail–13.
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Jun 1/96
(7) Install the ball bearing on the front end of the starter generator gearshaft using
6893514 drift and 6893525 plate. Install the ball bearing on the spline end using
6893536 drift and 6893525 plate. Apply lubricant to the splines and using 6796941–14
seal guide, install the gearshaft assembly in the gearbox cover.
(8) Install the ball bearings on the generator Idler gearshaft using 6893518 drift and
6893525 plate. Install the gearshaft assembly in the gearbox cover.
(9) Install the two ball bearings on the 26 teeth idler spur gearshaft using 6893522 drift
and 6893525 plate. Install the gearshaft assembly in the gearbox cover.
(10) Tighten the torquemeter support shaft nut using 6893387 wrench. Tighten to 90–100 lb
ft (122–136 N⋅m), loosen and final tighten to 50–55 lb ft (68–75) N⋅m). Secure with
lockwire.
(11) Install the ball bearing on the gear end of the 77 tooth idler spur gearshaft using
6893518 drift and 6893525 plate. Install the ball bearing on the shaft end using
6893522 drift and 6893525 plate. Install the gearshaft assembly In the gearbox cover.
(12) Install the ball bearing on the small gear end of the centrifugal breather spur gearshaft
using 6893512 drift and 6893525 plate. Install the ball bearing on the large gear end
using 6893518 drift and 6893525 plate. Install the gearshaft assembly In the gearbox
cover.
(13) Install the magnetic drain plug with lubricated packing in the gearbox cover. Tighten
plug to 60–80 lb in. (6.8–9.0 N.m) and secure with lockwire.
(14) Install the two accessory pad drain plugs with lubricated packings in the gearbox cover.
(15) Install packing on the pinion bearing oil nozzle. Install nozzle in the gearbox cover.
Secure with two nuts and two washers. Tighten nuts to 35–40 lb in. (3.9–4.5 N.m).
(16) Install the N2 overspeed pickup pigtail in the gearbox cover. Install with two lubricated
packings. Retain pickup with two nuts and two washers. Tighten nuts to 35–40 lb–in.
(3.9–4.5 N.m).
72–60–00
Page 239
Jun 1/96
PARA 2.(cont)
H. Gearbox Cover–to–Housing Assembly
Assemble the Power and Accessory gearbox housing to cover as follows:

(1) Apply a thin film of sealing compound (Scot Clad 776 or equivalent) to the gearbox
housing splitline.
(2) Install P/N 6893385 PTO gearshaft roller bearing guide to the helical PTO gearshaft.
Install 6796941 seal guide, detail–14, in the tachometer and power train spur
gearshaft.
(3) With the gearbox cover installed in 6851348 adapter in 6891188 turnover stand,
carefully assemble the gearbox cover to the gearbox housing, aligning the oil transfer
tubes and the HMU and oil pump flex shaft coupling. Insert adapter 6799790 in the
tachometer and PMA power train spur gearshaft. This may be used to turn the gear
train to assist in assembly. Rotate the HMU and oil pump spur idler gearshaft by hand
to assure proper engagement with the fuel control spur gearshaft.
(4) Apply antiseize compound lightly to the threads of the studs in the gearbox
housing–to–cover splitline. The cover is secured to the housing with 51 nuts, 49
washers and two spacers. (See Figure 205.)
(a) The splitline nuts and washers also secure 90° angle brackets to the gearbox.
(b) Tighten the thirty–four No. 10–32 nuts to 35–40 lb in. (3.9–4.5 N.m).
(5) Install the centrifugal breather seal support with two lubricated packings on the
gearbox housing. Secure with three nuts. Tighten nuts to 35–40 lb in. (3.9–4.5 N.m).
(6) Tighten the torquemeter support shaft nut using 6893387 wrench. Tighten to 90–100
lb ft. (122–136 N.m), loosen and final tighten to 50–55 lb ft. (68–75 N.m). Secure with
lockwire.
(7) Remove P/N 6893385 PTO gearshaft roller bearing guide from the PTO gearshaft.
Heat the rear seal spacer to 350°F (177°C) and install on the gearshaft.
Install the front P.T.O. drive and seal as follows:

(8) Position the gearbox assembly horizontally with the housing up.
CAUTION: USE EXTREME CARE IN HANDLING MAGSEAL COMPONENTS. DO

NOT APPLY ULTRACHEM ON SEAL FACES; CLEAN WITH ENGINE
OIL (MIL–PRF–23699) IF THIS OCCURS. FOR BEST RESULTS, DO
NOT SEPARATE SEAL FACES.
(9) Remove the front seal and bearing retainer.
(10) Assemble the front seal spacer into the front seal and bearing retainer. Measure for
the appropriate P.T.O. bearing shim by measuring the height from the seal and bearing
retainer flange face to the aft bump face on the seal spacer. Measure the
drop–dimension from the bearing support face to the bearing outer race. Subtract the
height measurement from the drop–dimension. Select the appropriate shim(s) to
obtain a 0.001–0.005” tight fit. Remove the seal spacer from the retainer.
72–60–00
Page 240
Nov 15/02
PARA 2.H. (cont)
(11) Lubricate the seal bore in the front retainer with a light film of the special lubricant
(Ultrachem Assembly Fluid #1) provided with the seal. Remove and lubricate both
seal O–rings with the special lubricant. Re–install the O–rings.
(12) Assemble the P.T.O. oil seal into the front seal and bearing retainer bore. Assemble
the front seal wave spring and front seal spacer into the retainer.
(13) Lubricate the seal journal diameter on the front P.T.O. drive flange with the special
lubricant provided with the seal. Assemble the front seal and bearing retainer, seal,
wave washer, and front seal spacer onto the front P.T.O. drive flange.
(14) Lightly grease a new drive flange O–ring with Petrolatum (VV–P–236) and install in the
groove on the drive flange shaft.
(15) Lightly grease a new O–ring with Petrolatum (VV–P–236) by hand. Install the O–ring
in the front bearing support.
(16) Assemble the front bearing shim(s) into the gearbox housing in front of the double–row
P.T.O. ball bearings.
(17) Install the above drive assembly into the P.T.O. gearshaft. (Lubricate the P.T.O. drive
spline prior to assembly per the assembly drawing.) Move the seal retainer aft and
assemble onto the studs just far enough to assemble the washers and start the nuts.
DO NOT SEAT THE RETAINER AT THIS TIME!!

Install the front and rear P.T.O. drives, and associated parts as follows:
(18) Position the gearbox assembly vertically.
(19) Install rear seal spacer onto the P.T.O. gearshaft (heat the seal spacer to 250°F prior to
assembly).
CAUTION: BE CAREFUL TO PREVENT THE P.T.O. GEAR ASSEMBLY FROM

MOVING FORWARD DURING THIS, AND THE FOLLOWING
PROCEDURES.
(20) Lubricate the seal bore in the gearbox cover assembly with a light film of the special
lubricant provided (Ultrachem Assembly Fluid #1). Remove and lubricate both seal
O–rings with the special lubricant. Re–install O–rings.
(21) Lubricate the rear P.T.O. seal spacer seal journal with alight film of the special
lubricant.
72–60–00
Page 241
Jun 1/96
PARA 2.H. (cont)
(22) Assemble the P.T.O. oil seal into the gearbox cover and onto the rear seal spacer.
Assemble the wave spring behind the seal and install the rear seal retainer just far
enough to assemble the washers and start the nuts.
(23) Install the rear P.T.O. drive and O–ring. Lubricate the P.T.O. drive spline prior to
assembly and lubricate the O–ring with Petrolatum (VV–P–236) prior to assembly.
(24) Seat the front and rear P.T.O. drives by using a slave bolt (1/2”–dia x 12”–long) with
appropriate washers and nut. Apply never–seize (EMS 27627) to the nut and torque to
70 ft–lbs; confirm that the front and rear P.T.O. drive flanges are fully seated. Remove
the bolt, washers, and nut.
(25) Apply Never–Seez Nickel Special to the threads and install the tiebolt and washer
(from front to rear) through the drive flanges. Install the tiebolt nut and washer and
tighten to 70 lb ft (94 N.m) to make sure that the front and rear drive flanges are fully
seated. Loosen the nut. Retighten the tiebolt and nut to 47–54 lb ft (64–73 N.m).
(26) Assemble the front P.T.O. seal and bearing retainer to the gearbox housing by
tightening each nut one turn at a time, progressively around the pattern. Tighten the
nuts to 70–85 lb–in (7.9–9.6 N.m).
NOTE: The P.T.O. assembly will not be free to move axially.
(27) Assemble the rear P.T.O. seal retainer to the gearbox cover by tightening each nut,
one turn at a time, progressively around the pattern.
Assemble the remainder of the gearbox housing and cover as follows:
(28) Install the pinion bearing oil nozzle, O–ring, washers, and locknuts, or the appropriate
coverplates, gaskets, and locknuts.
(29) Install the N1 and N2 speed pickups, O–rings, washers, and locknuts, or the
appropriate coverplates, gaskets, and locknuts.
(30) Install the adapter for the upper magnetic drain plug in the housing; torque to 80–120
lb–in. (9.0–14.0 N.m) and lockwire. Install the upper magnetic plug.
(31) Install the self–closing adapter valve assembly for the lower magnetic plug in the boss
in the cover. Torque to 80–120 lb–in (9.0–14.0 N.m) and lockwire. Install the lower
magnetic plug.
(32) Install drain plugs and O–rings at the starter–generator and spare pads.
(33) Install oil filter assembly, filter O–ring, cover, cover O–ring, washer, and locknuts.
72–60–00
Page 242
Jun 1/96
PARA 2.H. (cont)
(34) Check for freedom of rotation of both gear trains to make sure no binding is present
between the meshing teeth.
(a) Turn the power train counterclockwise through the PMA pad. Use 6799790
adapter with a speed wrench. No binding is acceptable.
(b) Turn the control gear train counterclockwise through the HMU pad. Use
6799790 adapter with a speed wrench. No binding is acceptable.
I. Turbine Pressure Oil System Check Valve
(1) Disassemble, inspect, and assemble the check valve as follows: (See Figure 212.)
(a) Remove the fitting from the check valve housing.
(b) Separate the packing, spring and poppet from the housing. Discard packing.
(c) Wash parts in mineral spirits.
(d) Inspect valve parts in accordance with Table 202.
(e) Insert poppet and spring into valve housing.
(f) Install fitting with new packing on housing. Tighten to 55–80 lb in. (6.2–9.0
N.m).
72–60–00
Page 243
Jun 1/96
1. Fitting 3. Spring 5. Housing

2. Packing 4. Poppet
Turbine Pressure Oil System Check Valve

Figure 212
TABLE 202
Turbine Pressure Oil System Check Valve Inspection
1 Stripped or crossed None. Max. of one damaged Chase threads.
threads on fitting or thread.
housing.
2 Nicks or scratches on None. Repair or replace part.

flared tube sealing sur-
face of fitting or hous-
ing.
3 Nicks or scratches on None. Repair or replace part.

poppet seating surface
or housing valve seat.
72–60–00
Page 244
Jun 1/96
PARA 2.H. (cont)
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 203.)
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.
Make necessary changes in the engine oil pressure by adjusting the pressure regulating
valve as follows:
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.
(1) Remove the lockwire.
(2) 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 5–1/2 turns. One turn of the adjustment will change
the oil pressure approximately 13 psig (90 kPag). Oil pressure is 120 + 10, –5 psig
(827 + 69, – 34.5 kPag) at 107°C (225°F) oil temperature.
B. Oil Pump Priming
Oil pumps of new or newly installed engines may require priming before initial lightoff. Prime
the pump as follows:
(1) Remove two nuts and washers and take off the oil filter cap. Discard the packing.
(2) Pour engine oil into the filter cavity to the top of the standpipe.
(3) Install the oil filter cap with new packing. Secure with two nuts and washers. Tighten
nuts to 30–40 lb in. (3.4–4.5 N.m).
(4) Motor the engine with the starter to ensure the engine has oil pressure before lightoff.
72–60–00
Page 245
Jun 1/96
4. Inspection/Check
A. Oil Leakage Inspection
Inspect the power and accessory gearbox for oil leaks. Replace the seal assembly if
excessive oil leakage is detected at an accessory pad location. (See Figure 202.)
B. Magnetic Plugs (See Figure 202.)
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 MULTI–ENGINE 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 SINGLE–ENGINE FLIGHT CAN BE MAINTAINED,
SHUT DOWN AFFECTED ENGINE AND LAND AS SOON AS PRACTICABLE.
IF SINGLE–ENGINE 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. If
a warning light is received in the cockpit, or at scheduled maintenance intervals, 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 150 hour cleaning interval.
Paste generally does not cause a warning light. If a light is encountered, make
the magnetic plug check in para 4.B.(3).
(c) Clean magnetic plugs with solvent and brush. Wipe dry with clean cloth or blow
dry with filtered shop air. Reinstall magnetic plugs.
NOTE: Heavy accumulations of paste require inspection and cleaning of the

magnetic plugs at intervals of 25 to 150 hours. Cleaning paste from
the plugs is necessary to ensure that small chips, flakes and/or 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 a Rolls-Royce authorized maintenance center.
72–60–00
Page 246
Jun 1/00
PARA 4.B.(2) (cont)

(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 4.B.(3).
2 Reinstall the magnetic plug.
(3) Perform the following maintenance action as a result of a magnetic chip light
indication.
(a) Clean the magnetic drain plugs. Perform a 30–minute ground run at power with
the rotor turning. Observe engine operation limits and chip warning lights. If
operation is normal, remove, inspect, clean, and reinstall both chip detectors.
Return engine to service.
NOTE: If another chip light is encountered after the engine has been returned to
service, it shall be considered another occurrence. (Refer to step (d) for
limits on number of occurrences.)
(b) If chips or flakes less than 1/32 in. (0.79 mm) diameter or fewer than four slivers
are encountered during the 30 minute run, proceed to the next step.
(c) If a chip light is encountered during the first 30 minute ground run, the following
steps must be taken before the second 30 minute ground run.
1 Drain oil.
2 Clean engine oil filter.
3 Change Scavenge Oil Filter.
4 Flush the aircraft oil system to remove any circulating debris.
5 Clean engine chip detectors.
6 Service engine oil system with fresh, clean oil.
7 Perform a second 30 minute ground run at power with rotor turning.

Observe engine operating limits and chip warning lights. If operation is
normal, remove, inspect, clean, and reinstall both chip detectors. Return
engine to service.
72–60–00
Page 247
Jun 1/00
PARA 4.B. (cont)
8 If a chip light is encountered during the second 30 minute ground run,

remove the engine from service and send to a Rolls–Royce authorized
repair facility. Clean the aircraft engine oil system per 3.B.(2)(b).
NOTE: If a chip light illuminates within the next eight operating hours
following the second 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 a
Rolls–Royce authorized repair facility. Tag engine noting cause
for rejection.
(d) A maximum of four (4) occurrences of magnetic chip warning light encountered
within any 50 hours of engine operation requires removal of the engine for
shipment to an Rolls–Royce authorized repair facility.
(4) To remove the quick disconnect magnetic plug, push in and turn CCW. (See
Figure 213.)
(5) 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.
72–60–00
Page 248
Jun 1/00
Quick Disconnect Magnetic Plug

Figure 213
72–60–00
Page 249
Jun 1/96
PARA 4. (cont)
C. Manual Zapper
When operating an aircraft utilizing a Manual Zapper, the following applies:
(1) FIRST TIME CHIP LIGHT COMES ON
The “Chip Pulse” switch should be activated to “on”.
(a) If the chip light goes out after activation of the “Chip Pulse” switch, then
continue the flight, make a log book entry accordingly and observe engine
operation and warning lights.
(b) If the chip light remains on after activation of the “Chip Pulse” switch, 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 multi–engine
aircraft, reduce the affected engine output power to the minimum required for
flight and land as soon as practical. If the light is accompanied by abnormal
noises, oil pressure or temperature, and single–engine flight can be maintained,
shutdown affected engine and land as soon as practical. If single–engine 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. Refer to para
4.B., this section, and make a log book entry accordingly.
(c) If during the 30 minutes following the first activation of the “Chip Pulse” switch,
the chip light comes on, land as soon as possible. This light is an indication of
conditions which could cause engine failure. When flying a multi–engine
aircraft, reduce the affected engine output power to the minimum required for
flight and land as soon as practical. If the light is accompanied by abnormal
noises, oil pressure or temperature, and single–engine flight can be maintained,
shutdown affected engine and land as soon as practical. If single–engine 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. Refer to para
3.B., this section, and make a log book entry accordingly.
(2) SECOND TIME CHIP LIGHT COMES ON
If the chip light comes on a second time within 50 hours of the first time, follow the
procedure in paragraph (1), above.
(3) THIRD TIME CHIP LIGHT COMES ON
If the chip light comes on a third time within 50 hours of the first time, do not actuate “Chip
Pulse’’. 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 multi–engine
aircraft, reduce the affected engine output power to the minimum required for flight and
land as soon as practical. If the light is accompanied by abnormal noises, oil pressure or
temperature, and single–engine flight can be maintained, shutdown affected engine and
land as soon as practical. If single–engine 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.
Refer to para 3.B., this section, and make a log book entry accordingly.
72–60–00
Page 250
Jun 1/96
PARA 4.C. (cont)
NOTE: If a magnetic drain plug warning light received in the cockpit is confirmed to
be caused by an indicating system malfunction and no metal is found on the
magnetic drain plugs, this chip light incident does not count toward the total
four chip lights in 50 hours.
(4) FOURTH TIME CHIP LIGHT COMES ON
If the chip light Illuminates a fourth time within 50 hours, do not activate “Chip Pulse.” Land
as soon as possible. This light is and indication of conditions which would cause engine
failure. When flying a multi–engine aircraft, reduce the affected engine output power to
the minimum required for flight and land as soon as practical. If the light is accompanied
by abnormal noises, oil pressure or temperature, and single–engine flight can be
maintained, shutdown affected engine and land as soon as practical. If the single–engine
flight is not possible, reduce power of affected engine to the minimum and land as soon
as possible. Remove the affected engine and send it to a repair facility. Tag engine noting
the reason for rejection.
(5) If the 50 hour time period is obtained with two or fewer chip light indications, a new 50
hour sequence begins and appropriate adjustments to log entries should be made for
previous 50 hour sequence.
(6) SUGGESTED LOGGING PROCEDURE FOR CHIP INDICATIONS
All chip indications, whether physically inspected or zapped, must appear in the Engine
Maintenance Log. The maintenance records which are available to the pilot should reflect
the total number of chip indications for the previous 50 hours so that the pilot can initiate
the appropriate procedure if a chip light indication is received in the cockpit during that
day’s operational period.
D. Power Train Pinion Helical Gear Spline Inspection
Inspect the power train pinion helical gear spline whenever the engine has been subjected to
a sudden stoppage as defined in para 1.B.(2), 72–00–00, Engine–Inspection/Check. Replace
the gear if any of the following conditions exist: (See Figure 206.)
(1) Chipped, damaged, pitted or worn spline teeth.
NOTE: A sharp pointed scribe, 0.020 in. (0.51 mm) radius, can be helpful in
detecting a wear step.
(2) Evidence of spline deformation or twisting.
72–60–00
Page 251
Jun 1/96
72–60–00
Page 252
Nov 15/02
CHAPTER 73
TABLE OF CONTENTS
CHAPTER
SECTION
FUEL AND CONTROL SYSTEM –

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
COMBINED ENGINE FILTER ASSEMBLY

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Scavenge Lube Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Fuel Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
FUEL NOZZLE– MAINTENANCE PRACTICES . . . . . . . . . . . . . . 73–10–03 . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
PERMANENT MAGNET ALTERNATOR

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
ENGINE ELECTRICAL SYSTEM

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Replacing Engine Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
73–CONTENTS
Page 1
Sep 1/01
CHAPTER 73
CHAPTER
SECTION
Replace Engine Accessory Harness: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Replacing the Magnetic N2 Speed Pickup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Replacing the N1 Speed Pickup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Engine Electrical Harness Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
N1 Speed Pickup Inspection/Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
N2 Speed Pickup Inspection/Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Cleaning Engine Electrical Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
HYDROMECHANICAL UNIT MAINTENANCE PRACTICES . . . 73–21–01 . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation Instructions, HMU Insulation Blanket Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
FADEC MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . 73–25–01 . . . . . . . . . . . . . . . . . . . . . . 201
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
73–CONTENTS
Page 2
Jun 1/96
FUEL AND CONTROL SYSTEM – MAINTENANCE PRACTICES

WARNING: WATER OR CONTAMINATION IN THE FUEL CAN CAUSE FLAMEOUT OR POWER
LOSS.

WARNING: FAILURE TO PROPERLY INSTALL, ALIGN, AND TORQUE FUEL , OIL, AND AIR
FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.
WARNING: PROPER TIGHTENING OF ENGINE TUBING CONNECTIONS IS CRITICAL TO

FLIGHT SAFETY. CORRECT TORQUE VALUES MUST BE USED AT ALL TIMES.
1. General
A. Fuel system maintenance includes: Inspecting and replacing the fuel filter, inspecting and
cleaning the fuel nozzle, and replacing the HMU when the FADEC detects an HMU fault and
indicates a fault word. See Chapter 77–50–00, Table 1 for fault codes.
B. To ensure proper HMU start fuel scheduling subsequent to a maintenance operation which
involves draining fuel from the engine fuel system such as replacing the fuel filter or HMU, it
is recommended that the following air purge procedure be used.

(2) Disconnect the fuel nozzle line at the nozzle, and place line end in a bucket.
(3) Turn on FADEC ECU power and wait for completion of lamp test sequence.
(4) Select FADEC system ‘‘Manual Mode’’.
(5) Turn on aircraft prime pump, open aircraft fuel shutoff valve, and crack open the HMU
‘‘GEAR INLET’’ fitting from the CEFA. When all air is bled from ‘‘GEAR INLET’’ fitting,
retighten the fitting coupling nut. Reference Figure 201.
(7) Crank the engine for approximately 15 seconds. Repeat the cranking in 15 second
increments until the fuel from the nozzle line is essentially free of air.
CAUTION: DO NOT EXCEED DUTY CYCLE OF THE STARTER.
(8) While continuing to motor the engine, move the throttle to the cutoff position and
observe cessation of fuel flow.
(9) Reattach the fuel nozzle line to the fuel nozzle. Tighten the fuel hose coupling to
80–120 lb–in (9.0–13.6 N.m), and secure with lock wire.
(10) Switch the FADEC system to the ‘‘AUTOMATIC MODE”.
(11) Crank the engine for approximately 15 seconds to ensure that the HMU manual mode
pistons are fully retracted, and to remove excess fuel from the combustion chamber.
73–00–00
Page 201
Jun 1/00
HMU Fuel Pump Gear Inlet Fitting

Figure 201
73–00–00
Page 202
Jun 1/96
1. HMU 3. Tube Assy., HMU to CEFA

2. CEFA 4. Tube Assy., CEFA to HMU
5. Fuel Nozzle Assy
Fuel System Components

Figure 202
73–00–00
Page 203
Jun 1/96
73–00–00
Page 204
Nov 15/02
COMBINED ENGINE FILTER ASSEMBLY

– MAINTENANCE PRACTICES
1. General
The combined engine filter assembly (CEFA) provides both fuel and scavenge lube filtration within
a single filter assembly which consists of a fuel filter bowl, fuel bypass valve, fuel differential
pressure indicator, a resistance temperature detector (RTD), manifold assembly, a disposable fuel
filter element, a lube filter bowl, lube bypass valve, lube differential pressure indicator and a
disposable lube filter element. The CEFA is located on the lower left hand portion of the power and
accessory gearbox assembly.
The bypass valves for both the fuel and scavenge lube filters allow flow to go into a bypass
condition if excessive differential pressure occurs across the filter elements. The differential
pressure indicators provide a visual signal when differential pressure across either element
exceeds a predetermined value indicating that the element is dirty and requires replacement. Both
indicators are reset manually following replacement.
The fuel bypass valve works in conjunction with an impending bypass indicator. When differential
pressure across the fuel filter rises to a pressure slightly less than the pressure at which the
bypass valve actually cracks, a red button extends signalling that a bypass is about to occur. The
indicator actuates at 2.1 to 2.9 psid and the bypass valve cracks at 3.4 psid minimum. The bypass
valve reseats when the differential pressure drops to 3.0 psid. The fuel filter impending bypass
indicator is located on the lower outboard side of the manifold assembly.
The lube system bypass indicator also signals an impending bypass condition by extending a red
button when the differential pressure across the filter is between 8.8 to 10.8 psid at 52°C
(126°F). The lube impending bypass indicator assembly is equipped with a thermal lockout for
temperatures below 43 ± 8°C (110 ± 15°F). The bypass valve opens when the pressure differential
across the filter exceeds 13.2 psid. The lube indicator assembly is mounted at the bottom (aft end)
of the lube bowl.
2. Scavenge Lube Filter Element Replacement
A. Removal
(1) Remove lockwire from the lube port drain plug.
(2) Place suitable container under the drain port, remove plug, and allow oil to drain from
(3) Remove the lockwire from the scavenge oil filter bowl and remove the bowl from the
CEFA using a 1” box wrench on the hex nut at the end of the bowl taking care not to
damage the pop–out button.
of the element and packings from the bowl and the filter element.
(5) Install a new filter element and a new packing on the filter element and in the bowl and
torque the bowl to 150–180 lb–in. (16.9 – 20.4 N·m).
73–10–02
Page 201
Nov 15/02
(6) Lockwire the bowl to the manifold assembly.
(7) Reinstall the drain plug in the filter drain port, torque to 40–65 lb–in. (4.5–7.3 N⋅m) and
lockwire the plug to the manifold assembly.
(9) Check engine oil quantity using Rolls–Royce approved procedure and replenish oil as
necessary.
B. Fuel Filter Element Replacement
(1) Remove lockwire from the fuel port drain plug.
(2) Place suitable container under the drain port, remove plug, and allow fuel to drain from
(3) Remove the lockwire from the fuel filter bowl and remove the bowl from the CEFA,
using a 3/4” box wrench on the hex nut at the end of the bowl.
of element and packings from the bowl and the filter element.
(5) Install a new filter element and new packing on the filter element and on the bowl and
torque the bowl to 150–180 lb–in. (16.9 – 20.4 N·m).
(6) Lockwire the bowl to the manifold assembly.
(7) Reinstall the drain plug in the filter drain port, torque to 40–65 lb–in. (4.5–7.3 N⋅m) and
lockwire the plug to the manifold assembly.
73–10–02
Page 202
Jun 1/96
Combined Engine Filter Assembly Flow Diagram

Figure 201
73–10–02
Page 203
Jun 1/96
73–10–02
Page 204
Nov 15/02
FUEL NOZZLE– MAINTENANCE PRACTICES

1. Replacement (See Figure 201.)
A. Removal
CAUTION: PARTICULAR CARE MUST BE TAKEN DURING REMOVAL NOT TO

DAMAGE THE FUEL NOZZLE SPRAY TIP.
Remove the fuel nozzle as follows: (See Figure 201, 73–00–00.)
(1) Disconnect the fuel nozzle hose.
(2) Remove lockwire; then using 23002215 wrench, carefully unscrew the fuel nozzle.
Remove the spacer(s).
NOTE: Redetermine fuel nozzle shim requirements at nozzle installation.
B. Installation
Install the fuel nozzle as follows:
(1) Establish the fuel nozzle installation depth as follows:
CAUTION: TO OBTAIN PROPER MEASUREMENT, THE COMBUSTION

LINER MUST BE FULLY SEATED AGAINST THE
FIRST–STAGE NOZZLE SHIELD.
(a) With the combustion liner and outer case installed, install 6899966 fixture in the
outer case to support the liner. Using a screwdriver through the slot in the
fixture, push the liner all the way forward. Using 6899957 gage through the
opening in 6899966 fixture, measure the distance between the outer case fuel
nozzle boss and the inner surface of the combustion liner fuel nozzle ferrule
(dimension A, Figure 201).
(b) Using 6899957 gage, measure from the tip to the underside of the hex on the
fuel nozzle (dimension B, Figure 201).
(c) Determine spacer thickness (dimension C) required to establish dimension D

at 0.080–0.188 in. (2.03–4.78 mm). Spacer thickness: C = B – (A – D). The
shims are 0.062 in. (1.57 mm) in thickness. A half shim measuring 0.031 in.
(0.79 mm) is also available. (See Figure 201.)
(d) Remove 6899966 fixture.
73–10–03
Page 201
Sep 1/01
Fuel Nozzle Installation

Figure 201
73–10–03
Page 202
Sep 1/01
(e) Install the previously determined spacer thickness on the fuel nozzle and
ascertain that a minimum of three full threads are available for engagement.
Failure to obtain three full threads will require selection of a different fuel nozzle
or a different combustion liner, followed by remeasurement.
NOTE: A minimum of three full threads must be available for engagement.
NOTE: The boss is fully engaged even with maximum shimming.
(2) Lightly lubricate the threads of the fuel nozzle with antiseize compound; then using
23002215 wrench, screw the fuel nozzle with required spacers into the combustion
chamber.
NOTE: Spacers must be kept centered during fuel nozzle tightening.

FAILURE.
(3) Tighten fuel nozzle to 200–300 lb in. (23–34 N.m) and lockwire to boss.
(4) Connect the fuel nozzle hose. Tighten hose coupling to 80–120 lb in. (9.0–13.6 N.m).
Secure with lockwlre.
NOTE: Early production fuel nozzle hoses do not incorporate means to

accommodate installation of lockwire. These early hoses do not require
lockwire.
(5) Check run the engine after fuel nozzle replacement. (Refer to Check Run, PARA 1.,
2. Inspection
A. Inspect the fuel nozzle as follows:
(1) Check for damage or carbon deposits on spray tip.
(2) Any damage to the fuel nozzle spray tip is cause for replacement of the fuel nozzle
assembly.
(3) Reject fuel nozzle exceeding 0.005 in. (0.13 mm) max. wear on OD of the outer air
shroud.
73–10–03
Page 203
Sep 1/01
B. Inspect the fuel nozzle flow pattern as follows:
CAUTION: USE EXTREME CARE NOT TO DAMAGE THE MIRROR FINISH AND
EDGES OF THE SPRAY TIP.
(1) Remove nozzle.
(2) Connect coupling nut to fuel nozzle and tighten hand tight.
WARNING: WEAR GOGGLES TO PROTECT EYES FROM ACCIDENTAL FUEL

SPLASH.
(3) Hold supply hose with attached nozzle and direct spary tip towards the container.
(4) Verify that all ignition system circuit breakers are open.
NOTE: Fuel boost pump must be on and the twist grip at idle detent.
(5) Motor engine for fifteen seconds.
(6) Inspect entire circumference of sprayed cone of fuel. Spray patterns must be
symmetrical and free of streaks and voids. Acceptable and Unacceptable spray
pattens can be seen in Figure 202.
Fuel Nozzle Patterns

Figure 202
73–10–03
Page 204
Sep 1/01
3. Cleaning
A. Clean the fuel nozzle as follows:
CAUTION: USE EXTREME CARE NOT TO DAMAGE THE MIRROR FINISH AND
EDGES OF THE SPRAY TIP.
(1) Suspend the fuel nozzle vertically with the tip immersed approximately 1/8 inch (3 mm)
in cleaning solvent (Brulin Safety Solvent No. 512 M or equivalent). Soak the tip for
one hour or longer if deemed necessary to remove all carbon.
(2) Use a soft bristle nylon brush, such as a toothbrush, to remove any carbon buildup
from the nozzle tip. Be carefull that loosened carbon does not enter the spray tip.
After carbon removal, flush the nozzle internally and externally using Stoddard solvent
or kerosene. Dry with a soft cloth.
CAUTION: DO NOT USE COMPRESSED AIR TO DRY NOZZLE. THIS CAN

DAMAGE THE NOZZLE.
(3) Clean the face of the outer air shroud with a clean dry cloth; the air holes must be
open. Be careful that loosened carbon does not enter the spray tip.
B. Clean the fuel nozzle as follows: (Alternate Procedure)
(1) Suspend the nozzle vertically with the tip emmersed approximately 1/8 in. (3 mm) in
Brulin 815 QR (or equivalent). Heating the solvent to 140_F (60_C) is optional.
Approximately 8 hours is a desired soak time. All carbon should be removed or
loosened after this process.
(2) Use a soft bristle nylon brush, such as a toothbrush, to remove any remaining carbon
buildup from the nozzle tip. Be careful that loosened carbon does not enter the spray
tip. After carbon removal, flush the nozzle internally and externally using Stoddard
solvent or kerosene. Dry with a soft cloth.
(3) If carbon is still visible, soak nozzle tip in Turco 4181 (or equivalent) at 140_F (60_C)
for two hours. Flush nozzle thoroughly with hot water then with Stoddard solvent or
kerosene. Dry with a soft cloth.
(4) If the nozzle is still streaking, carbon is probably not the issue. Send the nozzle to an
authorized facility for further inspection.
(5) Any damage to the nozzle spray tips is cause for replacement of the fuel nozzle.
CAUTION: DO NOT USE COMPRESSED AIR TO DRY NOZZLE. THIS CAN

DAMAGE THE NOZZLE.
(6) Clean the face of the outer air shroud with a clean dry cloth; the air holes must be
open. Be careful that loosened carbon does not enter the spray tips.
73–10–03
Page 205
Sep 1/01
Carbon Buildup on Fuel Nozzle

Figure 203
73–10–03
Page 206
Sep 1/01
PERMANENT MAGNET ALTERNATOR
MAINTENANCE PRACTICES
1. General
The Permanent Magnet Alternator (PMA) is replaced as dictated when the FADEC detects a fault
and indicates a fault word.
2. Replacement
Replace the PMA if a malfunction is indicated.
A. Removal
Remove the PMA from the engine as follows:
(1) Disconnect engine harness from PMA.
(2) Remove the three nuts and washers that secure the PMA to the Power Accessory
Gearbox Housing.
(3) Disconnect the ground strap and harness from the PMA.
(4) Remove the PMA Assembly.
B. Installation
Install the PMA on the engine as follows.
(1) Apply a thin continuous film of Lubriplate to the external drive splines and anti–seize
compound to the studs.
CAUTION: BE SURE THE PMA DRIVE PILOT IS PROPERLY INSERTED IN THE

GEARBOX.
(2) Install the PMA. Attach the free end of the ground strap on the top stud under the
washer. Secure the PMA to the Power and Accessory Gearbox Housing with three
nuts and washers. Tighten mount pad nuts to 74–89 lb in. (8.4–10.1 N⋅m).
(3) Connect the engine harness to the PMA.
73–20–01
Page 201
Jun 1/96
73–20–01
Page 202
Nov 15/02
ENGINE ELECTRICAL SYSTEM

1. General
Maintenance of the engine electrical system consists of an inspection/check of the system and
component replacement procedures.
2. Replacing engine harness
A. REMOVAL
(1) Disconnect engine electrical harness clamps from attaching brackets.
WARNING: MAKE SURE THAT THE IGNITION IS OFF BEFORE REMOVING THE SPARK
IGNITER LEAD ASSEMBLY AS DANGEROUSLY HIGH VOLTAGES MAY BE
PRESENT. ALLOW FIVE MINUTES AFTER OPERATION FOR ELECTRICAL
DISSIPATION BEFORE ASSEMBLY.
(2) Disconnect harness leads from the following locations:
(a) Main engine disconnect at aircraft firewall
(b) N1 speed pickup
(c) N2 speed pickup
(d) Combined engine filter unit (CEFA)
(e) Permanent magnet alternator (PMA)
(f) Hydromechanical unit (HMU)
(g) Torquemeter oil pressure transducer
(h) Measured Gas Temperature (MGT) terminal block
B. INSTALLATION
(1) Install the harness on the engine. Make the following connections: (Straps on harness
leads identify connecting point.)
(b) N1 speed pickup
(c) N2 speed pickup
(d) Combined engine filter unit (CEFA)
(e) Permanent magnet alternator (PMA)
73–21–00
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Jun 1/96
PARA 2.B. (cont)

(f) Hydromechanical unit (HMU)
(g) Torquemeter oil pressure transducer
(h) Measured Gas Temperature (MGT) terminal block.
3. Replace engine accessory harness:
A. REMOVAL
(1) Disconnect accessory harness clamps from attaching brackets.
WARNING: MAKE SURE THAT THE IGNITION SWITCH IS OFF BEFORE REMOVING
THE SPARK IGNITER OR SPARK IGNITOR LEAD ASSEMBLY AS
DANGEROUSLY HIGH VOLTAGES MAY BE PRESENT. ALLOW FIVE
MINUTES AFTER OPERATION FOR ELECTRICAL DISSIPATION BEFORE
ASSEMBLY
(2) Disconnect engine accessory harness leads from the following locations:
(a) Main disconnect at aircraft firewall
(b) Measured Gas Temperature (MGT) terminal block
(c) Ignition exciter
(d) Magnetic drain plug at bottom of gearbox
(e) Magnetic drain plug at front of gearbox
(f) Anti–ice solenoid
B. INSTALLATION
(1) Install the accessory harness on the engine. Make the following connections: (Straps
on harness leads identify connecting point.)
(a) Main disconnect at aircraft firewall
(b) Measured Gas Temperature (MGT) terminal block
(c) Ignition exciter
(d) Magnetic drain plug at bottom of gearbox
(e) Magnetic drain plug at front of gearbox
(f) Anti–ice solenoid
(2) Secure harness clamps to attaching brackets.
73–21–00
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Jun 1/96
4. Replacing the Magnetic N2 Speed Pickup
A. Removal
(1) Disconnect the pickup lead from the engine electrical harness at the bracket on the
gearbox. Detach the lead clamp.
(2) Remove two nuts and separate the N2 pickup shield plate from the vertical firewall
shield.
(3) Remove two nuts and washers and separate the magnetic N2 speed pickup from the
gearbox. Discard two packings.
B. Installation
(1) Lubricate two new packings and install them on the magnetic N2 speed pickup. Install
the pickup in the gearbox. Retain pickup with two nuts and washers. Tighten nuts to
22–26 lb in. (2.5–2.9 N@m).
(2) Install the N2 pickup shield plate on the vertical firewall shield. Retain plate with two
nuts. Tighten nuts to 22–26 lb in. (2.5–2.9 N@m).
(3) Connect the pickup lead to the engine electrical harness at the bracket on the gearbox.
Clamp pickup lead to the gearbox.
5. Replacing the N1 Speed Pickup
A. Removal
(1) Disconnect the engine electrical harness.
(2) Remove two nuts and separate the bracket and the N1 speed pickup from the
gearbox.
B. Installation
(1) Position the N1 speed pickup in the gearbox.
(2) Position the bracket over the N1 speed pickup. Secure bracket and pickup to the
gearbox with two nuts.
6. Replacing the Torque Meter Oil Pressure Transducer
A. Removal
(1) Disconnect the engine electrical harness from the torque meter oil pressure (TMOP)
transducer.
(2) Disconnect the oil pressure line from the TMOP transducer.
(3) Remove the TMOP transducer and clamp (See Figure 201) from the mounting plate.
73–21–00
Page 203
May 1/99
Note: Do not cover the vent holes with the clamp.
Torque Meter Oil Pressure Transducer

Figure 201
73–21–00
Page 204
May 1/99
B. Installation
(1) Install the TMOP transducer and clamp to the mounting plate.
(2) Make sure the vent holes on the TMOP transducer are not covered by the clamp (See
Figure 201).
(3) Connect the oil pressure line from the gearbox to the TMOP transducer.
NOTE: It may be necessary to loosen the fitting at the gearbox to properly align the
oil pressure tube at both ends.
(4) Tighten the oil pressure line fittings.
(5) Connect the engine electrical harness to the TMOP transducer.
7. Inspection/Check
A. Engine Electrical Harness Check
WARNING: FAILURE TO DISCONNECT THE HARNESS MAY DAMAGE COMPONENTS

AND CONTRIBUTE TO AN ECU FAILURE.
(1) Disconnect engine electrical harness leads from the following locations.
(b) N1 speed pickup
(c) N2 speed pickup
(d) Combined engine filter unit
(e) Permanent magnet alternator
(f) Hydromechanical unit
(g) Torque meter oil pressure transducer
(h) Measured gas temperature terminal block
(2) Do a continuity and insulation test of each circuit in the harness. The insulation test
must be made from each circuit to all other circuits, including shielding, and to the shell
of each connector. The test must be made using 1000 volts ac. The test leakage shall
not exceed one milliampere. An alternate test may be done using 500 volts dc.
Resistance must not be less than 1.25 megohms.
B. N1 Speed Pickup Inspection/Check
Measure the electrical resistance and examine the physical condition of the N1 pickup as follows:
73–21–00
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May 1/99
NOTE: Recommended room temperature for the resistance test is a 77° F (25° C).
(1) Examine the pickup, lead and connector for physical damage. Examine the pickup
body for cracks or deformation.
(2) Resistance of pin A or B to the case or pin C or D to the case must be a minimum of
10 megohms at 100 volts dc.
C. N2 Speed Pickup Inspection/Check
Measure the electrical resistance and examine the physical condition of the N1 pickup as follows:
NOTE: Recommended room temperature for the resistance test is a 77° F (25° C).
(1) Examine the pickup, lead and connector for physical damage. Examine the pickup
body for cracks or deformation.
(2) Resistance of pin A or B to the case or pin C or D to the case must be a minimum of
10 megohms at 100 volts dc.
8. Cleaning Engine Electrical Harness
WARNING: ISOPROPYL ALCOHOL IS FLAMMABLE AND DANGEROUS TO EYES, SKIN, AND

RESPIRATORY TRACT. KEEP AWAY FROM IGNITION SOURCES. USE
ISOPROPYL ALCOHOL IN AN AREA WITH GOOD AIR. WEAR PROTECTIVE
CLOTHING.
WARNING: DO NOT USE COMPRESSED AIR AT MORE THAN 30 PSIG (207 KPA). USE EYE
PROTECTION DURING USE OF COMPRESSED AIR. DO NOT BLOW
COMPRESSED AIR AT YOURSELF OR OTHER PERSONS.
CAUTION: DO NOT BEND ANY BRANCH OF THE WIRING HARNESS TO A RADIUS

LESS THAN 5.0 TIMES IT’S BRANCH DIAMETER. THE METAL SHIELD ON
THE HARNESS CAN BREAK AND THE INNER WIRE CONDUCTORS CAN
PULL OUT FROM THE CONNECTOR CONTACTS.
A. Cleaning the harness outer braid
(1) Apply isopropyl alcohol, with a clean cloth, to the outer braid.
(2) Clean the outer braid with a soft bristle nonmetal brush.
(3) Dry the area with clean compressed air.
B. Cleaning the Connectors
(1) Clean the connectors, with a rigid nonmetal brush or a disposable applicator and
isopropyl alcohol.
73–21–00
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May 1/99
C. Cleaning the connector pins, sockets, and insulation
(1) Clean the connectors, sockets, and insulation, with a rigid nonmetal brush or a
disposable applicator and isopropyl alcohol.
9. Installing Engine Electrical Harness
A. Connect engine electrical harness leads to the following locations.
(1) Main engine disconnect at aircraft firewall
(2) N1 speed pickup
(3) N2 speed pickup
(4) Combined engine filter unit
(5) Permanent magnet alternator
(6) Hydromechanical unit
(7) Torque meter oil pressure transducer
(8) Measured gas temperature terminal block
WARNING: FAILURE TO PROPERLY INSTALL ALL GROUNDING STRAPS MAY RESULT IN A

MALFUNCTION OF THE FADEC AND/OR DEGRADED RESISTANCE TO THE
EFFECTS OF LIGHTNING / EMI.
B. Install all engine grounding straps.
73–21–00
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May 1/99
73–21–00
Page 208
May 1/99
HMU MAINTENANCE PRACTICES

1. Replacement
A. REMOVAL
Remove the HMU from the engine as follows: (see 73–00–00, Figure 202.)
CAUTION: BREAK ALL FUEL LINES AT THEIR CONNECTION TO THE HMU, AND CAP
BOTH THE DISCONNECTED LINE AND THE ASSOCIATED PORT ON THE
HMU. ALSO PLACE A CAP ON THE ELECTRICAL CONNECTOR WHEN
THE CABLE IS REMOVED. FAILURE TO COVER EXPOSED FUEL AND/OR
ELECTRICAL CONNECTIONS MAY RESULT IN THE INTRODUCTION OF
CONTAMINANT TO THE FUEL SYSTEM OR DAMAGE TO THE ELECTRICAL
PINS.
(1) Remove the following from the HMU (characters in parentheses are visible as raised
letters on the HMU housing):
(a) Fuel supply line to the pump inlet (IN)
(b) Fuel line from boost stage discharge to filter (Bf)
(c) Fuel line from filter to gear stage inlet (GEAR IN)
(d) Fuel discharge line (OUTLET)
(e) Overboard drain line (DRAIN)
(f) Electrical cable from HMU connector (J4)
(g) Ground strap
(h) Mechanical rigging from PLA throttle shaft
(2) Remove three nuts and washers which secure the HMU to the gearbox cover assy.
(3) Carefully remove the HMU. Remove and discard the gasket from the HMU pad.
(4) Remove the fitting from the HMU and place caps over the exposed fuel ports. Also
place a suitable cap over the electrical connector to prevent damage to the pins.
Remove and discard the packings from all the fittings. Save the fuel fittings for
installation in the replacement HMU.
CAUTION: WHEN REMOVING OR INSTALLING FITTINGS, BE CAREFUL NOT TO

CAUSE A LOAD ON THE HMU DRIVESHAFT. USE THE WOODEN
PROTECTIVE SHIPPING BLOCK TO PROTECT THE SHAFT FROM THE
WORKBENCH.
(5) Remove all fittings necessary for installation of the replacement unit for reuse.
73–21–01
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Jun 1/96
B. INSTALLATION
CAUTION: WHEN INSTALLING THE HMU, USE EXTREME CARE TO PREVENT

FOREIGN MATERIAL FROM ENTERING THE FUEL PORTS. USE THE
WOODEN PROTECTIVE SHIPPING BLOCK TO PROTECT THE SHAFT
FROM THE WORKBENCH WHEN INSTALLING THE FITTINGS.
Install the replacement HMU on the engine as follows:
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN, AND TORQUE FUEL FITTINGS

AND TUBES COULD RESULT IN AN ENGINE FAILURE.
(1) Install new packings on all HMU fuel fittings. Lubricate the packings with white
petrolatum.
(2) Install the union and packing in the port of the HMU for the fuel tube assy. (HMU to
firewall). Torque the union to 55–80 lb–in. (6.2–9.0 N·m).
(3) Install the elbow, nut, and packing in the ‘‘fuel out” port of the HMU for the fuel tube
assy (to the CEFA). Torque to 200–300 lb–in. (22.6–33.9 N·m).
(4) Using an air hose, make certain the aircraft overboard drain line is clear and
unobstructed by blowing air in the line where it is disconnected from the HMU.
(5) Apply a light coating of engine oil to the HMU external splines and install the packing in
the groove around the external spline.
CAUTION: DO NOT USE EXCESSIVE FORCE IN ATTEMPTING TO MATE HMU

SPLINES WITH THE HMU PAD DRIVE SPLINES.
(6) Coat the HMU mounting studs with antiseize compound, then install new gasket, nuts,
washers and the HMU on the gearbox HMU pad. Tighten nuts to 74–89 lb–in.
(8.4–10.1 N·m).
NOTE: It is advisable to keep the HMU loose until all fuel lines are connected.
(7) Install the mechanical rigging from the cockpit to the PLA throttle shaft. (Refer to the
airframe maintenance manual).
(8) Remove the protective cap from the HMU electrical connector (J4) and connect the
HMU electrical cable. Fully tighten the cable connector. Ensure that the red band on
the HMU connector is completely concealed by the mating cable connector.,
(9) Tighten the HMU outlet to CEFA fuel line coupling nuts to 325–400 lb in. (36.7–45.2
N·m). Tighten the HMU to fireshield fuel line coupling nuts to 80–120 lb–in. (9.0–13.6
N·m).
NOTE: Be sure the procedures and precautions of paragraph 6., Rigid Tube Installation,
Engine Servicing, Chapter 72–00–00, are observed when installing fuel system
tubes.
73–21–01
Page 202
Jun 1/96
(10) Purge air from the system as described in chapter 73–00–00.
(a) Turn on aircraft prime pump, open aircraft fuel shutoff valve, and crack open the
HMU “GEAR IN” fitting. When all air is bled from “GEAR IN” fitting, retighten
the fitting coupling nut.
(11) HMU Piston Parking Procedure:
The engine can be shut down in either the AUTOMATIC MODE or the MANUAL MODE
without concern for the position of the HMU manual mode pistons. However, certain fuel
system maintenance operations can potentially leave the HMU manual mode pistons in
the wrong position. When the pilot is not certain of the position of the pistons, and would
like to assure that the pistons are fully retracted, the following procedure can be used.
NOTE: This procedure will not purge air from the fuel system.
(a) With the throttle in cutoff, turn on FADEC power and wait for completion of the
lamp check.
(b) Pull Igniter Circuit Breaker.
(c) Select ‘‘MANUAL MODE’’.

(d) Motor the engine (with the throttle in cutoff) for 10 seconds.
(e) Select ‘‘AUTO MODE’’.
(f) Motor the engine (with the throttle in cutoff) for an additional 10 seconds.
(g) Reset Igniter Circuit Breaker.
(12) Make appropriate entry relative to HMU replacement in the engine logbook.
C. Installation Instructions, HMU Insulation Blanket Kit
NOTE: Insulation Blanket must be installed prior to installing throttle lever linkage or throttle
lever gearbox.
NOTE: Insulation Blanket must be installed prior to attaching inlet line to fuel pump of
HMU.
(1) Remove and discard screw (1, Figure 201) and washer (2, Figure 201) from position
shown on HMU (3, Figure 201).
(2) Reposition the HMU and locate the 2 bosses A and B as shown in Figure 202.
(3) Position the insulation blanket (4, Figure 203 and 204) over the power lever side of the
HMU (3, Figure 203 and 204), making certain to align the through holes with HMU
bosses A and B and tabs with screw holes.
73–21–01
Page 203
Nov 15/02
(4) Assemble washer (5, Figure 204) onto screw (8, Figure 204), 2 places. Insert screws
through insulation blanket (4, Figure 204) holes and install screws into bosses A and B
on HMU housing. Torque screws 22 to 26 in–lbs. (2.49 to 2.94 N.m) above free
running torque.
(5) Assemble washer (1, Figure 203) onto screw (2, Figure 203). Insert screw through tab
in insulation blanket (4) and install screw into HMU housing (3). Torque screw 22 to 26
in–lbs. (2.49 to 2.94 N.m) above free running torque.
(6) Assemble washer (6, Figure 204) onto screw (7, Figure 204). Insert screw through tab
in insulation blanket (4) and install screw into HMU housing (3). Torque screw 6 to 10
in–lbs. (0.68 to 1.13 N.m) above free running torque.
For installations with a throttle lever gearbox, the washers and screws installed in step (4)
must be removed and discarded when gearbox is installed.
D. Rigging Check
Check the rigging of the HMU following replacement. Make the rigging check with the engine
shut down using the following procedure:
CAUTION: THE HMU THROTTLE STOPS ARE NOT FIELD ADJUSTABLE. HMU
THROTTLE ADJUSTMENTS ARE FACTORY SET AND MUST NOT BE
CHANGED. ANY CHANGES IN THROTTLE STOP SETTINGS COULD
ADVERSELY AFFECT ENGINE PERFORMANCE AND WILL REQUIRE
RETURN OF THE HMU TO THE MANUFACTURER FOR CALIBRATION.
(1) Set the twist grip against the ground idle stop as approached from the top (power
side).
(2) Insert rigging pin (0.157 " .0003 inch diameter pin or 5/32 or #22 drill size rig pin)
through throttle pointer arm into the HMU rigging pin hole.
(3) Attach aircraft linkage and adjust as necessary to HMU throttle spindle adapter.
(4) Remove rigging pin and move twist grip through full range of travel to determine
proximity to HMU stops at both extremes of travel.
(5) If unable to reach Min. and Max. stops, adjust aircraft linkage as required.
(6) Recheck to ensure ground idle rigging is still accurate.
73–21–01
Page 204
Nov 15/02
1. Machine Screw 3. HMU Assy

2. Flat Washer
Insulation Blanket Installation
Figure 201
73–21–01
Page 205
Sep 1/01
Insulation Blanket Installation

Figure 202
73–21–01
Page 206
Sep 1/01
Insulation Bracket Insulation

Figure 203
73–21–01
Page 207
Sep 1/01
Insulation Bracket Insulation

Figure 204
73–21–01
Page 208
Sep 1/01
FADEC MAINTENANCE PRACTICES

1. General
The FADEC system is comprised of two primary units: 1) Electronic Control Unit (ECU) and 2)
Hydromechanical Unit (HMU). The maintenance concept for the system is removal and
replacement of the individual units when a failure is indicated through fault codes listed in Table 1,
Chapter 77–50–00.
Instructions for removal and replacement of the HMU are given in chapter 73–21–01.
The ECU is airframe mounted, and instructions for its removal and replacement are given in the
airframe maintenance manual. Prior to ECU replacement, download Engine History onto a
computer using Maintenance Terminal software. After installing the replacement ECU, upload the
old ECU Engine History from the computer to the replacement ECU. After engine history is
transferred, perform the following operational check:
A. Perform engine start per the Flight Manual.
B. Check all engine instruments to verify proper operation.
C. In AUTO MODE, increase throttle position to 100% Np.
D. Return throttle position to IDLE.
E. Switch from AUTO MODE to MANUAL MODE. Verify that MANUAL light is ON.
F. Increase throttle to 70% NG to verify engine response and return throttle position to IDLE.
G. Switch from MANUAL MODE to AUTO MODE. Verify that MANUAL light is OFF.
H. Shut down engine using overspeed shutdown test.
2. Maintenance Terminal
CAUTION: THE MAINTENANCE TERMINAL IS FOR GROUND USE ONLY.
A. CONCEPT
The fault codes displayed using Maintenance Mode provide a general description of a fault
condition in the FADEC system. The Maintenance Terminal provides a more detailed
description of fault conditions. The Maintenance Terminal also allows the user to retrieve and
transfer engine history, and exceedance information, as well as clear faults from the ECU’s
EEPROM.
B. COMPONENTS
The Maintenance Terminal consists of two floppy disks, an interface cable, and the user’s
Personal Computer. The following table lists the applicable part numbers.
73–25–01
Page 201
Nov 15/02
Model Windows 95 Software Data File Disk Cable

C40B C–557–0200 C–558–0400 Aircraft Supplied
23075398 (Kit) 23075398 (Disk 1 of 2) 23075398 (Disk 2 of 2)
C. INSTRUCTIONS FOR USE
The instructions for use are contained in the Chandler Evans user’s guide provided with the
software. (CECO P/N C–559)
73–25–01
Page 202
Nov 15/02
CHAPTER 74
TABLE OF CONTENTS
CHAPTER
SECTION
IGNITION SYSTEM – MAINTENANCE PRACTICES . . . . . . . . . . 74–00–00 . . . . . . . . . . . . . . . . . . . . . . 201
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
IGNITION EXCITER – MAINTENANCE PRACTICES . . . . . . . . . 74–10–01 . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
SPARK IGNITER – MAINTENANCE PRACTICES . . . . . . . . . . . . 74–20–01 . . . . . . . . . . . . . . . . . . . . . . 201
Replacement (See figure 201.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
SPARK IGNITER LEAD MAINTENANCE PRACTICES . . . . . . . . 74–20–02 . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
74–CONTENTS
Page 1
Jun 1/96
74–CONTENTS
Page 2
Nov 15/02
IGNITION SYSTEM – MAINTENANCE PRACTICES

1. General
Maintenance of the ignition system includes inspection of the ignition exciter and the spark igniter
lead, and cleaning and inspecting the spark igniter.
74–00–00
Page 201
Jun 1/96
74–00–00
Page 202
Nov 15/02
IGNITION EXCITER – MAINTENANCE PRACTICES

1. Replacement
WARNING: MAKE SURE THAT THE IGNITION SWITCH IS OFF BEFORE REMOVING THE
SPARK IGNITER OR SPARK IGNITER LEAD ASSEMBLY, AS DANGEROUSLY
HIGH VOLTAGES MAY BE PRESENT. ALLOW FIVE MINUTES AFTER
OPERATION FOR ELECTRICAL DISSIPATION BEFORE DISASSEMBLY.
A. Removal
(2) Disconnect electrical harness and igniter leads, and remove ignition exciter from the
engine by removing three nuts and washers. (See Figure 201.)
B. Installation
(2) Install serviceable exciter on the gearbox. Retain with three bolts and washers: tighten
to 30–40 lb in. (3.9–4.5 N·m).
(3) Connect the igniter lead to the ignition exciter. Tighten the coupling nut to 50–70 lb–in.
(5.6–7.9 N·m).
(4) Replace ignition exciter circuit breaker.
74–10–01
Page 201
Sep 1/01
1. Exciter 3. Washer
2. Nut
Ignition Exciter
Figure 201
74–10–01
Page 202
Sep 1/01
SPARK IGNITER – MAINTENANCE PRACTICES

1. Replacement (See Figure 201.)
A. Removal
WARNING: MAKE SURE THAT THE IGNITION SWITCH IS OFF BEFORE REMOVING
THE SPARK IGNITER OR SPARK IGNITER LEAD ASSEMBLY AS
DANGEROUSLY HIGH VOLTAGES MAY BE PRESENT. ALLOW FIVE
MINUTES AFTER OPERATION FOR ELECTRICAL DISSIPATION BEFORE
DISASSEMBLY.
CAUTION: THE EXCITER AND THE IGNITER CONNECTOR WELLS SHOULD BE KEPT
DRY AND FREE FROM FOREIGN MATERIAL. CLEAN BY WIPING WITH A
CLEAN DRY CLOTH, IF REQUIRED. DO NOT WASH WITH SOLVENT.
(2) Disconnect the ignition lead at the igniter. Hold the lead to prevent its twisting while
removing the nut. Separate the lead from the igniter by pulling straight out with no
rotational motion.
(3) Unscrew the igniter.
B. Installation
(2) Lightly lubricate the threads of the spark igniter with antiseize compound. Install the
spark igniter assembly in the combustion outer case; tighten to 150–200 lb in. (17–23
N.m).
(3) Connect ignition lead to the spark igniter; tighten coupling nut to 70–90 lb in. (7.9–10.2
N.m).
74–20–01
Page 201
Jun 1/96
Spark Igniter and Lead

Figure 201
74–20–01
Page 202
Sep 1/01

1. Spark Igniter Lead Assy. 13. Connector Assy (2)
2. Bolt 14. Washer (2)
3. Flat Bracket 15. Socket (2)
4. Clamp 16. Connector (2)
5. Clamp 17. Grommet (2)
6. Nut 18. Grommet (2)
7. Nut (6) 19. Spring Assy (2)
8. Bolt (6) 20. Dummy Ignitor Plug
9. Clamp (6) 21. Ground Strap Assy.
10. Flat Bracket 22. Ground Strap Assy.
11. Angle Bracket
12. Spark Ignitor
2. Inspection/Check
CAUTION: UNDER NO CIRCUMSTANCES SHOULD THE SPARK IGNITER BE CLEANED BY

WIRE BRUSHING, SAND BLASTING, VAPOR BLASTING, OR SCRAPING ON THE
IGNITER TIP. ANY OF THESE PRACTICES CAN DAMAGE THE
SEMICONDUCTOR MATERIAL BETWEEN THE TWO ELECTRODES AND
RESULT IN SHORTENED SPARK IGNITER LIFE OR IMMEDIATE SPARK IGNITER
FAILURE.
A. Inspection
NOTE: Igniters installed in aircraft which utilize a continuous ignition system will experience
a much higher than normal rate of wear. More frequent inspection of such igniters
will be required to prevent subsequent damage to the ignition exciters.
(1) Check the spark igniter for erosion. Replace igniter if erosion is excessive.
(2) Inspect the center electrode; replace igniter if the electrode is loose. (See Figure 202.)
(3) Inspect the ceramic for cracks. If any cracks are visible through the carbon coating,
replace the igniter.
(4) Inspect spark igniter for fretting wear. Wear of 0.032 in. (0.813 mm) max is serviceable
without corrective action. Wear of 0.032 in. (0.813 mm) or more is acceptable if it does
not affect the function of the spark igniter and if the following corrective action is taken:
(a) Fabricate a shim from corrosion resistant steel shim stock to the dimensions
given in Figure 203.
(b) At installation of the spark igniter, place the fabricated shim between the outer
combustion case and the igniter.
74–20–01
Page 203
Sep 1/01
NOTE: A shim sized per Figure 203 will reduce the spark igniter installed
thread length by 1/2 turn. Localized fretting is thereby moved 180
degrees from the wear area of the previous installation. Be sure to
remove the shim when a new spark igniter is installed.
B. Check
(1) Check the operation of the installed spark igniter. Apply 28 volts dc to the exciter and
listen for the rate of firing. Normal operation is six sparks per second minimum.
Replace the spark igniter if it fails to fire or fires intermittently.
NOTE: Do not replace the spark igniter as defective until the ignition exciter is
known to be acceptable. (Refer to Ignition Exciter – Maintenance Practices,
74–10–01.)
3. Cleaning
Normal soot or carbon formation of the tip is not detrimental to the operation of the spark igniter
and need not be removed. If cleaning is desired, for some special reason, wipe the metal tip with a
soft cloth only. Remove any sizeable lump of carbon with a blunt instrument. Be careful not to
damage the semiconductor material.
API017BD
Spark Igniter Spark Igniter Shim
Figure 202 Figure 203
74–20–01
Page 204
Sep 1/01
SPARK IGNITER LEAD MAINTENANCE PRACTICES

1. Replacement (See Figures 201, 202, or 203, 74–20–01.)
WARNING: MAKE SURE THAT THE IGNITION SWITCH IS OFF BEFORE REMOVING THE
SPARK IGNITER OR SPARK IGNITER LEAD ASSEMBLY AS DANGEROUSLY
HIGH VOLTAGES MAY BE PRESENT. ALLOW FIVE MINUTES AFTER
OPERATION FOR ELECTRICAL DISSIPATION BEFORE DISASSEMBLY.
A. Removal
(2) Remove the lead from the ignition exciter and the spark igniter.
(3) Detach from retention clamps and from the aft flange of the firewall shield.
B. Installation
(2) Attach the lead to the aft flange of the firewall shield and attach to retention clamps.
(3) Connect the lead to the spark igniter and the ignition exciter.
(4) Tighten igniter coupling to 70–90 lb in. (7.9–10.2 N.m); tighten exciter coupling to
50–70 lb in. (5.6–7.9 N.m).
(5) Replace ignition exciter circuit breaker.
2. Inspection/Check
Inspect the spark igniter lead as follows:
A. Inspect the outer part of the lead for braid damage; replace lead if damage is excessive.
B. Inspect ends of the lead to be sure all parts are intact.
74–20–02
Page 201
Jun 1/96
74–20–02
Page 202
Nov 15/02
CHAPTER 75
TABLE OF CONTENTS
CHAPTER
SECTION
COMPRESSOR AIR SYSTEMS –

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
ANTI–ICING AIR VALVES – MAINTENANCE PRACTICES . . . . 75–10–01 . . . . . . . . . . . . . . . . . . . . . . 201
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Anti–icing Valve Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Anti–icing Valve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Anti–icing Solenoid Valve Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Anti–icing Solenoid Valve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
BLEED AIR CONTROL SYSTEM –

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Bleed Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Bleed Valve Inspection/Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
75–CONTENTS
Page 1
Jun 1/96
75–CONTENTS
Page 2
Nov 15/02
COMPRESSOR AIR SYSTEMS – MAINTENANCE PRACTICES

WARNING: FAILURE TO PROPERLY ASSEMBLE COMPONENTS/PARTS OF THE ENGINES
1. General
The compressor air systems include an anti–icing air system and a bleed air system. (See
Figure 201.)
Maintenance of the compressor air systems involves removal, inspection, check and installation of
the system components.
75–10–00
Page 201
Jun 1/00
Engine Anti–icing and Bleed Air Systems

75–10–00
Page 202
Jun 1/00
Engine Anti–icing and Bleed Air Systems

75–10–00
Page 203
Jun 1/96
1. Anti–icing Valve–to–Front Support Tube 13. Seal

2. Anti–icing Valve–to Solenoid Tube 14. Anti–icing Solenoid Valve
3. Reducer 15. Nut (2)
4. Packing 16. Bolt (2)
5. Air Valve 17. Bleed Valve Jumper Tube
6. Bolt 18. Fitting
7. Reducer 19. Nut
8. Seal 20. Packing
9. Spring Retainer 21. Compressor Bleed Valve
10. Spring 22. Bolt (3)
11. Piston 23. Gasket
12. Body
75–10–00
Page 204
Jun 1/96
ANTI–ICING AIR VALVES – MAINTENANCE PRACTICES

1. General
Major components of the anti–icing air system include a scroll–mounted, solenoid–operated

anti–icing valve plus the firewall shield mounted solenoid. (See Figure 201, 75–10–00.)
2. Replacement
A. Anti–icing Valve Removal
(1) Disconnect the anti–icing air line between the valve and the front support.
(2) Disconnect the line between the anti–icing valve and the anti–icing solenoid valve.
(3) Remove lockwire and two bolts and separate the valve assembly from the scroll.
Discard metallic packing.
(4) Disassemble the anti–icing air valve as follows:
(a) Remove the reducer from the valve. Discard metallic packing.
(b) Using a 1/4–in. (6 mm) Allen wrench, remove the spring retainer from the valve
body.
(c) Remove the spring and piston from the valve body.
B. Anti–icing Valve Installation
(1) Assemble the anti–icing air valve as follows:
(a) Insert the spring in the piston. Install spring and piston in the valve body.
(b) Install the spring retainer. Tighten retainer to 35–40 lb in. (3.9–4.5 N.m) using
1/4 in. (6 mm) Allen wrench.
(c) Place a new metallic packing on the reducer, install the reducer in the valve
body. Retain the valve body by the mounting flange and tighten the reducer to
100–130 lb in. (11–15 N.m).

FAILURE.
(2) Install the valve with a new metallic ring gasket on the scroll. The reducer end of the
valve goes toward the rear of the engine. Retain with two bolts which have been lightly
coated with antiseize compound. Tighten bolts to 17–20 lb in. (1.9–2.3 N.m) and
secure with lockwire.
(3) Reconnect the air tube between the anti–icing valve and the front support. Tighten
coupling nuts to 150–200 lb in. (17–23 N.m).
(4) Reconnect the air tube between the anti–icing valve and the solenoid valve. Tighten
coupling nuts to 65–100 lb in. (7.3–11.3 N.m).
75–10–01
Page 201
Jun 1/96
Para 2.B. (cont)
C. Anti–icing Solenoid Valve Removal
(1) Disconnect the electrical harness from the solenoid.
(2) Disconnect the anti–icing valve–to–anti–icing solenoid valve air tube.
(3) Remove the two bolts and nuts and separate the valve from the bracket on the
horizontal firewall shield.
D. Anti–icing Solenoid Valve Installation

FAILURE.
(1) Install the valve in the bracket at the horizontal firewall shield. Retain with two bolts
and nuts. Tighten nuts to 35–40 lb in. (3.9–4.5 N.m) and secure with lockwire.
(2) Connect the air tube between the anti–icing valve and the anti–icing solenoid valve.
Tighten coupling nuts to 65–100 lb in. (7.3–11.3 N.m).
(3) Connect the electrical harness to the solenoid.
3. Inspection/Check
A. Check operation of the anti–icing valve as follows:
(1) Activate the anti–icing valve as follows:
(2) Proper operation is accomplished if the effect of anti–icing air flow on engine
performance is within the limits specified in Anti–icing System, para 3.E.,
Engine–Description and Operation, 72–00–00.
B. Check the operation of anti–icing solenoid valve as follows:
(1) Activate the anti–icing system. A slight increase in MGT indicates flow of anti–icing air.
WARNING: ANTI–ICING AIR IS HOT ENOUGH TO CAUSE SEVERE BURNS. DO

NOT CHECK AIR FLOW BY FEEL.
(2) Check for air flow from the rear of the anti–icing solenoid valve. Air flowing from the
valve when the system is activated indicates the solenoid valve is operating correctly.
4. Cleaning
Clean anti–icing air valve components in mineral spirits.
75–10–01
Page 202
Jun 1/96
BLEED AIR CONTROL SYSTEM – MAINTENANCE PRACTICES

1. General
Major components of the bleed air control system include an airframe–mounted engine–furnished
thermal switch, a scroll–mounted solenoid–operated bleed control valve plus the gearbox mounted
solenoid.
2. Bleed Valve Replacement (See Figure 201, section 75–10–00).
A. Removal
(1) Remove the bleed valve–to–exhaust collector tube.
(2) Remove the lockwire. Using 23002211 wrench, remove the three bolts; then separate
the bleed valve and gasket from the compressor scroll.
NOTE: If the bleed valve is being replaced with a new valve, transfer the jumper
tube and elbow from the old valve to the replacement valve. Install elbow
with new packing. Tighten jam nut to 50–75 lb in. (5.6–8.5 N.m). Tighten
tube coupling nuts to 65–100 lb in. (7.3–11.3 N.m).
B. Installation
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN, AND TORQUE FUEL, AIR AND
OIL FITTINGS COULD RESULT IN AN ENGINE FAILURE.
(1) Install the bleed valve with a new gasket on the pad at the left from side of the
compressor scroll. Attach valve with three bolts which have been coated with antiseize
compound. Using 23002211 wrench, tighten bolts evenly to 35–40 lb in. (3.9–4.5
N.m). Secure bolts with lockwire. It is permissible to safety the three bleed valve bolts
with a single strand of 0.032 in. (0.081 mm) stainless steel lockwire.
(2) Install the bleed valve–to–exhaust collector tube. Tighten coupling nut to 65–100 lb in.
(7.3–11.3 N.m).
(3) Install tube clamps. Tighten clamp nuts to 35–40 lb in. (3.9–4.5 N.m).
3. Bleed Valve Inspection/Check
A. Inspection
(1) Inspect the installed bleed valve for obvious discrepancies such as loose fittings,
incorrect installation, etc.
(2) Inspect the bleed valve mounting to ensure the diffuser scroll mating surface and the
bleed valve mating surface are flush.
75–10–02
Page 201
Jun 1/96
PARA. 3. Cont.
B. Check
(1) Remove the bleed valve from the compressor.
(2) Attach 23002223 pressure test tool to the bleed valve. Carefully align the hole in the
tool with the Pc sensing port in the bottom of the bleed valve. Tighten the retaining
nut.
(3) Attach filtered (if available) shop air to the inlet fitting on the pressure test tool.
(4) Slowly apply shop air. The bleed valve should reach a fully closed position when 65
psi (448 kPa) is applied at sea level, or when 55 psi (379 kPa) is applied at 5000 ft
(1524 m).
NOTE: These closing pressures are nominal values; pressure variations of ± 5 psi
(34 kPa) should not be considered abnormal.
(5) Replace the bleed valve if sticking or erratic movement of the poppet valve is
encountered. Movement of the poppet valve can be viewed through the overboard
bleed air outlet port.
NOTE: A slight pulsating of the poppet valve during this test can be experienced.
Do not confuse these pulsations with sticking or erratic operation. The
pulsations are normally attributable to the compression strokes of the air
compressor.
75–10–02
Page 202
Jun 1/96
CHAPTER 77
TABLE OF CONTENTS
CHAPTER
SECTION
TORQUE MEASUREMENT SYSTEM –

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
TMOP Transducer Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
TEMPERATURE MEASUREMENT SYSTEM –

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
THERMOCOUPLES – MAINTENANCE PRACTICES . . . . . . . . . 77–20–01 . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Thermocouple Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
FADEC FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77–50–00 . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
77–CONTENTS
Page 1
Jun 1/96
77–CONTENTS
Page 2
Nov 15/02
TORQUE MEASUREMENT SYSTEM –

1. General
Torque measurement system maintenance includes replacing the Torquemeter Oil Pressure
(TMOP) transducer when the FADEC detects a TMOP fault and indicates a fault word. See
Chapter 77–50–00, Table 1 for fault codes.
2. TMOP Transducer Replacement
A. Removal
(1) Disconnect the pressure oil tube and engine electrical harness connector from the
transducer.
(2) Disconnect the cushioned clamp from the exciter bracket and remove transducer from
the engine.
(3) Install the new transducer in the cushioned clamp and fasten clamp to the exciter
bracket. Torque the bolt holding the clamp to the bracket to 35–40 lb in. (4.0–4.6 N.m).
(4) Install the pressure oil tube on the transducer and torque to 80–120 lb in. (9.0–13.6
N.m).
(5) Connect the engine electrical harness to the receptacle on the transducer.
77–15–01
Page 201
Jun 1/96
77–15–01
Page 202
Nov 15/02
TEMPERATURE MEASUREMENT SYSTEM –

1. General
Temperature measurement system maintenance includes: cleaning and inspecting the

thermocouple harness and removing the turbine horizontal firewall shield (which is necessary for
thermocouple removal.)
77–20–00
Page 201
Jun 1/96
77–20–00
Page 202
Nov 15/02
THERMOCOUPLES – MAINTENANCE PRACTICES

1. Replacement (See Figures 201 and 202.)
A. Removal
(1) Remove the horizontal firewall shield and blanket assembly. (Refer to Turbine
Assembly Replacement, para 1.A., 72–50–00.)
(2) Remove the two thermocouple bracket mounting bolts at the gas producer
support–to–power turbine support splitline.
(3) Remove the thermocouple lead clamp/brackets at outer case–to–gas producer support
splitline position 5 (looking forward).
(4) Remove lockwire and the eight thermocouple mounting bolts.
(5) Remove the thermocouple assembly starting from either end. Discard gaskets.
B. Installation
(1) Install the thermocouple assembly with new gaskets, starting in the middle of the
harness and working toward either end.
(2) Install the eight thermocouple mounting bolts. Tighten bolts to 30–40 lb in. (3.4–4.5
N.m). Secure with lockwire.
(3) Install the two thermocouple bracket mounting bolts at the gas producer
support–to–power turbine support splitline at bolt hole positions 2 and 3. Tighten bolts
to 20–30 lb in. (2.3–3.4 N.m).
(4) Clamp the thermocouple lead at the outer case–to–gas producer support splitline at
bracket position 5.
(5) Install the horizontal firewall shield and blanket assembly. (Refer to Turbine Assembly
Replacement, para 1.B., 72–50–00.)
(6) Calibrate the engine/airframe MGT indicating system using Barfield 2312G or
equivalent.
(7) Check run the engine after thermocouple replacement. (Refer to Check Run, para 1.,
72–00–00, Engine/Adjustment/Test.)
77–20–01
Page 201
Jun 1/96
1. Thermocouple Assy 7. Gasket (4)

2. Bolt (8) 8. Thermocouple Terminal Assy
3. Terminal (Alumel) 9. Nut (2)
4. Terminal (Chromel) 10. Bolt (2)
5. Sleeving 11. Nut (Chromel)
6. Sleeving 12. Nut (Alumel)
Thermocouple Replacement
Figure 201
77–20–01
Page 202
Jun 1/96
Thermocouple Assembly
Figure 202
2. Thermocouple Inspection
A. Visual
Visually inspect the thermocouple harness assembly for wear, broken leads or other damage.
Using a strong light and 10x magnification, inspect the thermocouple tips for cracks, erosion,
and scale. Replace thermocouple assembly for any of the following reasons:
(1) Excessive wear or damage to the leads.
(2) Tip breaks or cracks detected by magnification.
(3) Probes or tips which indicate melting or show other evidence of overtemperature.
NOTE: The turbine must be inspected for overtemperature damage anytime

thermocouples are rejected for melting or if they show other evidence of
overtemperature.
(4) Tips which evidence erosion to the point that either wire has been reduced in area an
estimated 25% or more.
77–20–01
Page 203
Jun 1/96
PARA 2.A. (cont)
CAUTION: DIRECT THE GRIT BLAST ON THE TIPS PERPENDICULAR TO THE

PROBE AXIS–NOT ON THE END OF THE PROBE WHERE THE
INSULATION COULD BE ERODED. AFTER THE SCALE IS
REMOVED, REINSPECT THE TIP FOR CRACKS USING A STRONG
LIGHT AND 10X MAGNIFICATION.
(5) Tips having scale on either wire affecting 25% of the cross sectional area. If the
thermocouple is otherwise satisfactory, remove the scale by soft grit blast.
B. Electrical
NOTE: When performing any electrical check on an installed thermocouple harness

assembly, at least one harness lead must be disconnected from the fireshield
junction block. Disconnecting one lead isolates the thermocouple assembly from
the airframe temperature measurement system.
(1) Continuity check
CAUTION: A HOT ENGINE WILL CAUSE THE THERMOCOUPLES TO

GENERATE A SMALL POTENTIAL WHICH WILL PRODUCE ERRORS
IN MEASURED INTERNAL RESISTANCE VALUES. AN
APPROXIMATE VALUE MAY BE OBTAINED BY REVERSING THE
LEADS AND AVERAGING THE READINGS.
The internal resistance of an acceptable thermocouple harness assembly measured
across the alumel and chromel leads, is 0.27 to 0.37 ohms at room temperature for
harness assemblies prior to p/n 23034927. For harness p/n 23034927, the acceptable
internal resistance is, 0.28 to 0.35 ohms at room temperature. An open circuit in the
harness assembly will cause this resistance to be high; a short circuit will cause it to be
low.
NOTE: A check of these limits can be performed only by using test instruments that
offer useable sensitivity in this range (null–type resistance bridge or an
especially designed test instrument such as the Barfield Model 2312G). If
such instrumentation is not available, an ohmmeter (Simpson Meter or
equivalent) can be used to detect an open circuit.
(2) Insulation check
CAUTION: ENGINE THERMOCOUPLES SHOULD NEVER BE IMMERSED OR

SPRAYED WITH CLEANING SOLVENTS. LIQUID CLEANING
SOLVENTS WILL PENETRANT THE POROUS MAGNESIUM OXIDE
INSULATION. ENGINE HEAT WILL VAPORIZE THE SOLVENTS
LEAVING A RESIDUE CONTAINING CARBON WHICH CAUSES A
LOW RESISTANCE TO GROUND.
The minimum acceptable resistance to ground is 2,000 ohms. Carbon buildup on the
probe tip will cause a short to ground. If resistance measures less than 2,000 ohms, clean
carbon deposits from the probe using a clean soft cloth or by salt/grit blast. Repeat the
check after cleaning the tip.
(a) On installed thermocouple assemblies, connect a portable multimeter between

either harness lead and any probe flange.
77–20–01
Page 204
Sep 1/01
(b) On uninstalled thermocouple assemblies, connect a portable multimeter

between either harness lead and each of the four probe flanges.
(c) On uninstalled thermocouple assemblies, resistance to ground may also be

checked by applying 650 ± 28°C (1200 ± 50°F) temperature to each
thermocouple in succession (JetCal and kit BH8001, or equivalent). The
harness should indicate an upscale reading on the millivolt meter and a gradual
increase in resistance. If the resistance of each probe increases above 2000
ohms during this hot check, the harness is acceptable. Low resistance can be
caused by carbon formation on the probe tip and/or magnesium oxide insulation
shorting the probe to ground. If the resistance of any probe decreases or
indicates a dead short, replace the thermocouple harness.
77–20–01
Page 205
Jun 1/96
77–20–01
Page 206
Nov 15/02
FADEC FAULT CODES

1. General
This chapter contains Model 250–C40B FADEC Fault Codes which are displayed on the Integrated
Instrument Display System (IIDS) when a fault occurs. Listed in the columns of the table are the
Fault–Code, Fault Descriptions, Cause, Type of Fault (Hard, Soft, or Degrade), the effect of the
fault on engine operation, dispatch status, and the most likely Line Replaceable Unit (LRU).
NOTE: The fault code listing is all inclusive for software versions 4.207 and 4.303, although not
all fault codes apply to either software version.
NOTE: All ECU Fault Indications: ECU Fail, Degrade, or Maintenance Advisory, require
maintenance actions in accordance with the procedures listed in the manual prior to
dispatch, with the exception of those cases where dispatch is allowed per the fault code
listing.
Although the most likely LRU’s are listed for each fault code, other potential sources of the fault
(i.e. harness, connector, etc.) should be thoroughly investigated before changing any LRU.
77–50–00
Page 1
Nov 15/02
Table 1
FADEC Fault Codes
Fault Fault/Flag Cause of Fault/Flag Effect on Engine One Time Line Replaceable
Word Description Operation Ferry Flight Unit
AF28Flt 28 Volt Airframe Power Fault Range Fault on Airframe Power ECU is operating on Permanent Magnet Alternator No Airframe power
(PMA) power only. No Operational effect if PMA is
functional. Cannot initiate Auto Mode start.
Al28Flt 28 Volt Alternator Fault Range Fault on PMA Power ECU is operating on airframe power only. No Op- Yes PMA
erational effect if airframe power is functional.
Loss of airframe power will result in direct rever-
sion to manual mode.
AMSolFlt Auto/Manual Solenoid Fault Auto/manual solenoid BIT Current Fail Fixed fuel flow, Pilot Select Manual Mode Op- No HMU
Faults eration or Fail Directly to Manual Mode.
AMSwFlt Auto/Manual Switch Fault Auto/Manual switch failure Fail Fixed fuel flow, Pilot Select Manual Mode Op- No A/M Switch
eration or Fail Directly to Manual Mode.
ARINCFltAn ARINC Data Link Fault Annu- Loss of data flow synchronization Load Share on N1 speed, total torque limiting dis- Yes ECU
nication abled
BeepFlt Nr Beep Switch Fault Incompatible beep commands detected Nr beep function disabled, Nr speed reset to 100% Yes Nr Beeper Switch
by ECU Nr
CJCFlt CJC Fault Cold Junction Compensation failure MGT Load Share Disabled, MGT Limiting Dis- No ECU
abled, No MGT Control During Starts.
CPDFlt Collective Pitch Difference CP–CPO>12 Degrees None Yes Collective Pitch
Fault Potentiometer
CPFlt CP Fault Range or Rate Fault of CP Potentiome- None Yes Collective Pitch
ter Potentiometer
ECUOTFlt ECU overtemperature fault ECU internal temperature limit excee- Fail fixed fuel flow, Pilot Select Manual Mode Op- No ECU
dance eration or Fail Directly to Manual Mode
FTempFlt Fuel Temperature Sensor Fail- Range fault of fuel temperature sensor ECU cannot detect hot or cold fuel condition Yes Fuel Temp Sensor
ure
HardFlt Hard fault fail fixed A hard fault has occurred Fail fixed fuel flow, Pilot Select Manual Mode Op- No Varies
eration or Fail Directly to Manual Mode
IgnFlt Ignition Relay Fault Ignition relay failure Auto relight system may not be functional Yes Ignition
IgnlFlt Ignition BIT Current Fault Ignition relay current failure – out of Auto relight system may not be functional Yes Ignition
range
MGTFlt Range or Rate Fault of MGT MGT sensor failure MGT Load Share Disabled, MGT Limiting Dis- No MGT Sensor
signal abled, No MGT Control During Starts
Ng1Flt Ng1 Fault Primary Ng speed sensor failure None Yes Ng Sensor
Ng2Flt Ng2 Fault Secondary Ng speed sensor failure Ng signal to cockpit may be unreliable. Must Con- Yes Ng Sensor
firm proper Ng indication in cockpit prior to Ferry
Flight.
NgOFlt Other engine N1 Fault Range or Rate fault of other engine’s N1 Speed matching function unavailable No Other Engine’s N1
Signal Sensor
Np1Flt Np1 Fault Primary Np speed sensor failure None Yes Np Sensor
Np2Flt Np2 Fault Secondary Np speed sensor failure Np signal to cockpit may be unreliable. Must Con- Yes Np Sensor
firm proper Np indication in cockpit prior to Ferry
Flight.
NrDFlt Nr difference fault Difference between this ECU and other None Yes Nr Sensor
ECU’s Nr speeds exceeded a defined
boundary
NrFlt Nr Fault Range, Rate or Continuity Fault of Nr Increased Droop during autoration recovery Yes Nr Sensor
speed sensor
OpenMvFlg Metering Valve out of position Metering Valve out of start position Hot start may occur. Perform Piston Parking Pro- No None
cedure to clear fault word
OSFlt Overspeed Fault Failure of power–up overspeed test Overspeed system may not be functional No ECU
fault, or failure of the continuous over-
speed current tests, or failure of the
overspeed shut–down test
OSTstSwFlt Overspeed Test Switch Fault Sustained overspeed test switch activa- Shutdown Overspeed Test will not be functional Yes Overspeed Test
tion
P1DFlt P1 Difference Fault Difference between this ECU and other None Yes ECU
ECU’s P1 pressure has exceeded a de-
fined boundry
77–50–00
Page 2
Nov 15/02
Table 1 (cont)
FADEC Fault Codes
Fault Fault/Flag Cause of Fault/Flag Effect on Engine One Time Line Replaceable
Word Description Operation Ferry Flight Unit
P1Flt P1 Fault Range or Rate Fault of the P1 sensor None Yes ECU
PLA1Flt Primary PLA sensor fault Range or Rate of the Primary PLA sen- None No HMU
sor
PLA2Flt Secondary PLA sensor fault Range or Rate of the Secondary PLA None No HMU
sensor
QFlt Torque Signal Range or Rate fault of Torque Signal Torque Load Share Disabled Yes TMOP Sensor
SgFlag Surge Event Flag ECU detection of an engine surge Possible reduction of Ng acceleration rate No Compressor
SmFlt Stepper Motor Fault Failure of one of the 4 stepper motor Fail Fixed fuel flow, Pilot Select Manual Mode Op- No HMU
phase drivers eration.
StrFlt Starter Relay Fault Failure to drive the starter relay None Yes Starter Relay
StSIFlt Start Solenoid Current Fault ECU unable to energize start solenoid N1 may droop and engine flame out. Engine pow- No HMU
er may be limited.
T1AFlt Primary CIT (T1) Fault Range or Rate of the Primary CIT sen- None Yes CIT Sensor
sor
T1BFlt Secondary CIT (T1) Fault Range or Rate of the Secondary CIT None Yes CIT Sensor
sensor
T1DFlt (T1ARaw–T1BRAw) Differ- In–range failure of CIT sensor Fail Fixed fuel flow, Pilot Select Manual Mode Op- No CIT Sensor
ence Fault eration.
TestCelFlt Test Cell Fault Nr Signal greater than 50% while the None Yes ECU or Airframe
ECU test cell discrete pin is grounded Harness
WfLimFlg Max Fuel Flow Limiting Flag Sustained engine operation on the max The engine may not start, engine power may be No HMU or Fuel Sys-
fuel limit. limited tem
WfmvFlt Fuel Metering Valve Fault Metering valve feedback failure FADEC reverts to open loop stepper motor control, No HMU
the engine may not start in auto mode
77–50–00
Page 3
Nov 15/02
1
77–50–00
Page 4
Nov 15/02
CHAPTER 91
TABLE OF CONTENTS
CHAPTER
SECTION
CLAMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91–00–00 . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Bracket Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
External Tubing and Clamping Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
91–CONTENTS
Page 1
Sep 1/01
91–CONTENTS
Page 2
Nov 15/02
EXTERNAL CLAMPING AND BRACKET INSTALLATION

1. General
This section contains detailed illustrations for installation of brackets on the vertical splitlines
(flanges) and for installation of external tubing, hoses, electrical harness and clamping hardware
on the 250–C40B engine. There is no procedural text provided to install specific parts; all
requirements are provided in the detail illustrations.
2. Bracket Installation
A. Installation figure descriptions (Figures 1 through 6). The necessary information and
requirements for installation of brackets are provided in the applicable figure of each splitline.
The following data is included:
(1) Illustration portion of a figure provides:
(a) Splitline identification (letter).
(b) Viewing direction.
(c) Bracket location by item number and bolt hole numbers.
(d) Bolt head location.
(2) Legend portion of a figure provides:
(a) First column–Bracket item number corresponding to item number in illustration

portion.
(b) Second column–Part number of the item.
(c) Third column–Angle direction of bracket.
(d) Fourth column–Bolt/nut part numbers, applicable bolt hole numbers, and
related requirements.
(e) Notes–Provides the related installation requirements not covered in the fourth
column remarks.
91–00–00
Page 1
Sep 1/01
Engine Assembly Splitline Locations and Identification

Figure 1
91–00–00
Page 2
Sep 1/01
Bracket Item Part Number Angle Direction Remarks
1 23039030–03 Rearward Clamp mounts on rear side of

splitline.
2 6892824 Forward Engine rear mount locates

on rear side of splitline.
NOTES: 1. Use P/N MS9432–6 bolt in holes 3, 4, 5, 6, 7, 8, 12, 13, 14, 18, 19, 21, 22, and 23.
2. Use P/N MS9432–07 bolt at all other locations.
3. Use P/N MS 21043–3 nut at all locations.
Splitline A
Figure 2
91–00–00
Page 3
Sep 1/01
1 MS9592–133 Forward P/N MS9432–06 bolt in holes 2, 3, 5.

Bracket mounts on forward side of
splitline.
2 Rearward Bracket mounts on rear side of split-
line. Bracket Is part of P/N 6893077
Thermocouple Assembly.
NOTES: 1. Use P/N 6876097 or 23033399 bolt in holes 4, 10, and 17.
2. Use P/N MS9432–06 bolt in holes 2, 3, and 5.
4. Use P/N MS21043–3 nut at all locations.
Splitline B
Figure 3
91–00–00
Page 4
Sep 1/01
1 6853366 AFT Brackets mount on aft side of

splitline with angle facing aft.
NOTES: 1. Use P/N MS9432–06 bolt in holes 8, 9, and 18.

2. Use P/N 6876097 or 23033399 bolt in holes 3, 10, and 17.
4. Use P/N MS21043–3 nut at all locations.
Splitline C
Figure 4
91–00–00
Page 5
Sep 1/01
Splitline D
Figure 5
91–00–00
Page 6
Sep 1/01
Legend for Figure 5

A 6844316 Short Leg Forward P/N MS9320–09 washer,

MS21043–3 nut at hole 5.
Bracket mounts on aft side
of splitline.
B MS9593–70 Leg AFT P/N MS9320–10 washer,
Bracket mounts on aft side
of splitline.
C 6844316 Short Leg AFT P/N 6893634 spacer,
Bracket mounts on aft
side of splitline.
D 6844317 Leg Forward P/N MS9320–09 washer,
Bracket mount on forward
side of splitline.
E 6844317 Leg AFT P/N MS9320–09 washer,
Bracket mounts on forward
side of splitline.
F 6844317 Leg Forward P/N 6893634 Spacer,
side of splitline.
G 6844317 Leg Aft P/N MS9320–10 washer,
side of splitline.
H MS9593–074 Long Leg AFT P/N MS9320–10 washer,
side of splitline.
NOTES: 1. Use P/N MS9320–10 washer and MS21043–4 nut at holes 9, 10, 11, 14, 15, 16, 17, 24, 25,
26, 27, 35, 36, 37, 38, 39, and 40.
2. Use P/N 6893634 spacer and MS21043–3 nut at holes 22 and 23.
3. Use P/N MS9320–09 washer and MS21043–3 nut at all other locations.
4. Refer to chapter 72–60–00, paragraph 2.H., for detail installation instructions.
91–00–00
Page 7
Sep 1/01
1 6898613 Forward P/N 6849468–0809 bolt in hole 5.

Bracket mounts on forward side
of splitline.
2 23051147 Forward P/N 6849468–0809 bolt in hole 6.
Bracket mounts on forward side
of splitline.
Notes: 1. P/N 6849468–0805 bolt in holes 1, 2, 3, and 4.
2. P/N 6849468–0809 bolt in holes 5 and 6.
3. P/N MS21043–3 nut in all locations.
Splitline E
Figure 6
91–00–00
Page 8
Sep 1/01
3. External Tubing and Clamping Installation
Installation figure description (Figures 7 through 9). The following figures show the clamping
details for the fuel, lube, and air systems and the electrical system. Refer to the 250–C40B,
–C47B, –C47M Series Illustrated Parts Catalog, Pub. No. CSP23001, and the maintenance
procedures in this manual for details to install specific parts.
91–00–00
Page 9
Sep 1/01
Fuel, Lube & Air System Clamping Arrangements

91–00–00
Page 10
Sep 1/01
Fuel, Lube & Air System Clamping Arrangements

91–00–00
Page 11
Sep 1/01
Legend for Figure 7 (Sheets 1 and 2 of 2)
1. Not illustrated 27. Packing

2. Tube assembly, scavenge oil 28. Elbow, flared tube
3. Tube assembly, pressure oil 29. Nut
4. Nut (2) 30. Packing
5. Bolt (2) 31. Elbow, flared tube, 90°
6. Bushing, split (2) 32. Nut
7. Clip, inner (2) 33. Packing
8. Clip, outer (2) 34. Check valve, libe oil
9. Tube assembly, scavenge oil 35. Fitting
10. Tube assembly, scavenge oil 36. Packing
11. Nut 37. Spring, check valve
12. Bolt 38. Poppet, check valve
13. Bushing, split 39. Packing
14. Bushing, split 40. Housing
15. Clip, inner 41. Hose assembly
16. Clip, inner 42. Elbow, flared tube, 90°
17. Clip, outer 43. Nut
18. Clip, outer 44. Packing
19. Tube assembly, pressure oil 45. Elbow
20. Tube assembly, pressure oil 46. Nut
21. Nipple, tube 47. Packing
22. Packing 48. Tube assembly
23. Nipple, tube 49. Cap assembly
24. Packing 50. Restrictor assembly
25. Elbow, 45° 51. Packing
26. Nut
91–00–00
Page 12
Nov 15/02
Electrical System Clamping Arrangement (Spark Igniter Leads)

91–00–00
Page 13
Nov 15/02
Electrical System Clamping Arrangement (Spark Igniter Leads)

91–00–00
Page 14
Nov 15/02
Legend for Figure 8 (Sheets 1 and 2 of 2)
1. Lead assembly, spark igniter 12. Connector assembly (2)

2. Bolt (2) 13. Washer (2)
3. Bracket 14. Socket (2)
4. Clamp, cushioned 15. Connector (2)
5. Clamp, cushioned 16. Grommet (2)
6. Nut 17. Grommet (2)
7. Nut (8) 18. Spring assembly (2)
8. Bolt (7) 19. Igniter assembly, spark
9. Clamp, cushioned (6) 20. Plug, dummy igniter
10. Plate, mending 21. Strap assembly, ground, EMI
11. Bracket, 90° 22. Strap assembly, ground, EMI
Legend for Figure 9 (Sheets 1, 2 and 3 of 3)
1. Not illustrated 16. Bolt (2)

2. Harness Assembly, electrical 17. Bolt (3)
3. Harness Assembly, chip detect adapter (2) 18. Bolt
4. Bracket, 90° 19. Bolt (2)
5. Clamp, cushioned 20. Washer
6. Clamp, cushioned (4) 21. Washer, flat
7. Clamp, cushioned (3) 22. Spacer (2)
8. Clamp, cushioned (2) 23. Bushing, sleeve
9. Clamp, cushioned (7) 24. Bushing, split
10. Clamp, cushioned 25. Bushing, split
11. Clamp, cushioned 26. Clip, inner
12. Strap assembly, ground, EMI 27. Clip, inner
13. Nut 28. Clip, outer
14. Nut (14) 29. Clip, outer
15. Bolt (9) 30. Hose assembly, straight to 90°
91–00–00
Page 15
Nov 15/02
Electrical System Clamping Arrangement (Engine Electrical Harness)

91–00–00
Page 16
Nov 15/02

91–00–00
Page 17
Nov 15/02

91–00–00
Page 18
Nov 15/02

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Operation and

First Edition 1 June 1996 250–C40B

Publication ref. CSP21000

Proprietary rights legend

E2002 Rolls–Royce Corporation

Federal Aviation Administration Approved

Revision Number Date

First Edition 1 June, 1996

First Revision 1 May, 1999

Second Revision 1 June, 2000

Third Revision 1 September, 2001

Fourth Revision 15 November, 2002

LIST OF EFFECTIVE PAGES

LIST OF EFFECTIVE PAGES

LIST OF EFFECTIVE PAGES (CONT)

72-00-00 (cont) 25 Nov 15/02 72-00-00 (cont) 60 Nov 15/02

LIST OF EFFECTIVE PAGES

LIST OF EFFECTIVE PAGES (CONT)

LIST OF EFFECTIVE PAGES

LIST OF EFFECTIVE PAGES (CONT)

LIST OF EFFECTIVE PAGES

LIST OF EFFECTIVE PAGES (CONT)

LIST OF EFFECTIVE PAGES

LIST OF EFFECTIVE PAGES (CONT)

LIST OF EFFECTIVE PAGES

LIST OF EFFECTIVE PAGES (CONT)

74–Contents 1 Jun 1/96 77–50–00 1 Nov 15/02

2 Nov 15/02 2 Nov 15/02

74–00–00 201 Jun 1/96 3 Nov 15/02

202 Nov 15/02 4 Nov 15/02

74–10–01 201 Sep 1/01 91–Contents 1 Sep 1/01

202 Sep 1/01 2 Nov 15/02

74–20–01 201 Jun 1/96 91–00–00 1 Sep 1/01

202 Sep 1/01 2 Sep 1/01

LIST OF EFFECTIVE PAGES

LIST OF EFFECTIVE PAGES (CONT)

91–00–00 (cont) 3 Sep 1/01 91–00–00 (cont) 11 Sep 1/01

LIST OF EFFECTIVE PAGES

ALPHABETICAL INDEX (cont)

ALPHABETICAL INDEX (cont)

THIS PAGE INTENTIONALLY LEFT BLANK

CHAPTER 05 AIRWORTHINESS LIMITATIONS

CHAPTER 73 ENGINE FUEL AND CONTROL

NUMERICAL INDEX (cont)

CHAPTER 77 ENGINE INDICATING

A. This publication provides descriptive information, operating instructions and maintenance

F. Maintenance organizations and individuals are encouraged to contact Rolls–Royce through

2. How to use the manual

Fuel and Control System Metering Device Hydromechanical Unit

Pages 1 to 100 Description, Operation and General Information

D. Definitions of terms used in the inspection tables are as follows:

THIS PAGE INTENTIONALLY LEFT BLANK

IMPORTANT SAFETY NOTICE

ANYONE WHO USES A SERVICE PROCEDURE OR TOOL WHICH IS NOT REC-

WARNINGS, CAUTIONS, AND NOTES

WARNING: A PROCEDURE, PRACTICE, CONDITION, STATEMENT, ETC., WHICH IF NOT

CAUTION: A PROCEDURE, PRACTICE, CONDITION, STATEMENT, ETC., WHICH IF NOT

NOTE: An essential procedure, condition, or statement, which must be highlighted.

IT IS NOT ACCEPTABLE TO INSTALL A TURBINE WHEEL WITH ACCEPTABLE WHEEL RIM

OPERATION ON AVGAS (MIL–G–5572) IN AIRCRAFT THAT DO NOT HAVE AN AIRCRAFT BOOST

ONLY DISCRETIONARY MIXING OF OILS WITHIN AN OIL SERIES IS PERMITTED WITHOUT A

THE PRIMARY APPLICATION OF THIS TURBOSHAFT ENGINE IS TO POWER A HELICOPTER OR

SAND AND DUST WILL ERODE THE COMPRESSOR CAUSING IT TO FAIL.

TO PREVENT SERIOUS ENGINE MALFUNCTION OR CRUCIAL LOSS OF POWER, DO NOT OPER-

250-C40B Operation & Maintenance Manual

250-C40B Operation & Maintenance Manual