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Operation and

Maintenance Manual

First Edition 1 November 1989 250--B17F


Revision 13 1 May 2007 250--B17F/1
250--B17F/2

Publication ref. CSP21008

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

.2007 Rolls--Royce Corporation

Printed in USA

Federal Aviation Administration Approved


Rolls-Royce Proprietary Data Uncontrolled Printed Copy
Rolls--Royce
250--B17F SERIES 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.

Preliminary Edition 1 February 1988

Preliminary Edition 1 July 1988

First Edition 1 November 1989

First Revision 1 February 1993

Second Revision 15 December 1995

Third Revision 15 December 1996

Fourth Revision 15 December 1997

Fifth Revision 15 July 1999

Sixth Revision 15 September 2000

Seventh Revision 1 May 2001

Eighth Revision 1 May 2002

Nineth Revision 1 May 2003

Tenth Revision* 1 May 2004

* Publication reference number changed from GTP5243--2 to CSP21008 this revision.

Eleventh Revision 1 May 2005

Twelfth Revision 1 May 2006

Thirteenth Revision 1 May 2007

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TECHNICAL ASPECTS ARE FAA APPROVED TEMPORARY REVISION E1R13--05--1

LIFE LIMITS OF THE GAS GENERATOR


TURBINE ROTOR (N1) ASSEMBLY

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.

Maximum Maximum
Nomenclature Part No. Description Operating Hours Cycles
First--Stage Wheel 6886407 Thick Rim 1775 3000
First--Stage Wheel 23073853 Thick Rim 1775 3000
First--Stage Wheel 23073813 Thick Rim 1775 3000
Second--Stage Turbine 23084419 -------- 1775 3000
Nozzle Diaphragm
Second--Stage Wheel 6898782 Original 1775 3000
Second--Stage Wheel 23073854 Pilot diameter 1775 3000
Second--Stage Wheel 23073814 Pilot diameter 1775 3000
Gas Producer Turbine 23068265 Thick Design -------- 9000
Tie--Bolt

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--C47B Series Overhaul Manual,
Pub. No. CSP 22001, (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.

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--B17F Series Overhaul Manual,
Pub. No. GTP5243--3, (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).
NOTE: Second--stage turbine wheels with acceptable wheel rim cracks which have been inspected
and approved for time continued use in accordance with the 250--B17F Series Overhaul
Manual, Pub. No. GTP5243--3, (for a repaired engine or turbine) may be continued in service
to overhaul or completion of the wheels maximum hour life or cycle limit, whichever of these
occurs first.

05--10--03
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Table 9
Modular Overhaul----Components Recommended Time Between Overhauls
Recommended Heavy
Maintenance Inspection (HMI) by
Component Recommended TBO (Hours) Authorized Overhaul Facilities
Compressor 3500 (1) None
Gearbox On Condition None
Turbine 3500 (1) 1750 hr (1)
Propeller Reduction
Gearbox, P/N 23050802
(250--B17F/1, --B17F/2) On Condition None
Propeller Reduction
Gearbox, P/N 23033880
(250--B17F) 2000 (2) None

(1) Refer to Chapter 05 for life limits on certain rotating parts. It is the responsibility of the operator to assure
that the life limits are never exceeded.

(2) Refer to Chapter 05 for certain life limits on certain rotating parts of the aerobatic propeller reduction gearbox
(250--B17F).

Table 10
Accessories Recommended Time Between Overhauls (Hours)

Component Recommended TBO (Hours)


Fuel Pump
Sundstrand 2250
Argo--Tech (TRW) -- P/N 386500--5 4000
P/N 386500--1,--2,--3,--4 3500

CECO -- P/N 23070459 (Rolls--Royce P/N) 3500


P/N 113300--03A1 (CECO P/N)
Fuel Control 2500
Woodward Combined Governor 2000
Woodward Propeller Overspeed Governor 1750
Fuel Nozzle 2500
Bleed Valve 1500

NOTE: Refer to CSL 1119, offers TBO extensions on selected accessories.

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3. Consumable Materials
WARNING: EVEN THOUGH ROLLSROYCE HAS APPROVED THE CONSUMABLE MATERIALS
IN TABLE 301 FOR USE WITH ROLLSROYCE ENGINES, ROLLSROYCE ASSUMES
NO LIABILITY FOR INJURY TO PERSONNEL OR DAMAGE TO THE ENVIRONMENT
BY THEIR USE.
Refer to Table 301 for a summary of consumable materials used to maintain the engine. The
Acceptable Source column of the table lists suppliers 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. Refer to Table 302 for a listing of pens and
pencils that are approved for marking on hot section parts.

Table 301

Summary of Consumable Materials

Item Material Use Acceptable Source

1 Engine oil Lubricate bearings, pack- Refer to Oil Specification, para 4.C.,
ings, etc. 720000, EngineDescription and
Operation.
2 Carbon removal com- Clean aluminumcoated Gunk Hydroseal Decarbonizer
pound steel parts (MILC25107).
Gunk Laboratories Inc.
630 North Harlem Ave.
Oak Park, Illinois 60302
3 Carbon solvent Cleaning fuel nozzle Penetone ECS
Penetone Corp.
74 Hudson Avenue
Tenafly, NJ 07670
4 Cresol base cleaning Clean steel parts Formula No. 3097 (MILC5546).
compound Turco Products Inc.
2400 South Main St.
Wilmington, California 90746
5 Rust preventive com- Coat steel parts after AntiCorrode 204 (MILC6529,
pound cleaning 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
Shipping container bolts Royco 103
Royal Lubricants Company Inc.
River Road
E. Hanover, N.J. 07936

720000
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Location Lubricant

General use such as installation of bear Engine oil


ings, oil seals and packings

Accessory gear splines and splines of Lubriplate 130A, 930AA, or equiv-


engine components alent

Gearbox seal lips and packing roller bear Grease (Shell 6249 or equivalent)
ings for ease of assembly

External spanner nut, nut, bolt and stud threads except male Silicon base molybdenum disul
threads and attachments and plugs installed in the outer com- fide antiseize compound:
bustion case, turbine supports and and exhaust collector. Also DC550Rprotects up to 232C
used on No. 2 bear retaining spanner nut. (450F). CP63protects up to
760C (1400F).

Male threads of plugs and attachments installed in the outer Nickel base antiseize compound,
case, turbine supports or exhaust. Also used on threads of bolts NS165, Never Seez Nickel Spe-
at splitlines between the outer case, turbine supports and ex- cialhigh temperature, high pres-
haust collector. sure protection; DSL Super Hi
Temp.

Fuel system preservation See Table 301.

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 products and do not
lubricate air system component threads.

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Table 602 (cont)

Item Inspection/Maintenance Action Reference Initial

300 Hour Inspection (cont)

CAUTION: INSPECTION FREQUENCY SHALL BE BASED ON THE NATURE OF THE EROSIVE


AND/OR CORROSIVE ENVIRONMENT. THE OPERATING ENVIRONMENT MAY DICTATE A
MORE FREQUENT INSPECTION INTERVAL. FOR NONCOATED COMPRESSOR
WHEELS, THE INSPECTION SHALL NOT EXCEED 300 HOURS OR 6 MONTHS. FOR
COATED COMPRESSOR WHEELS, INSPECTION SHALL NOT EXCEED 300 HOURS OR 12
MONTHS. IF ANY PARENT METAL IS EXPOSED DUE TO CORROSION AND/OR
EROSION, THE INSPECTION REQUIREMENT SHALL REVERT BACK TO 300 HOURS OR 6
MONTHS.
30 Inspect the compressor case when operating in an erosive PARA 1.C.(9),
and/or corrosive environment. this Section
CAUTION: WHEN THERE IS EVIDENCE THAT THE FUEL PUMP FILTER HAS BEEN BYPASSED, THE
GAS PRODUCER FUEL CONTROL INLET FILTER, THE FUEL NOZZLE FILTER, THE
GOVERNOR FILTER AND THE HIGH PRESSURE FUEL FILTER, IF APPLICABLE, MUST BE
CLEANED. (REFER TO SPECIAL INSTRUCTIONS, TABLE 603) IF ANY CONTAMINATION
IS FOUND IN THE FUEL NOZZLE FILTER, THIS WILL REQUIRE THAT THE FUEL
CONTROL BE SENT TO AN AUTHORIZED REPAIR FACILITY FOR INTERNAL CLEANING.
REFERENCE MUST ALSO BE MADE TO THE AIRFRAME MAINTENANCE MANUAL FOR
FUEL SYSTEM MAINTENANCE FOLLOWING FUEL CONTAMINATION.
31 If the aircraft is equipped with an engine fuel filter differential PARA 1.F.,
pressure warning system, replace the throwaway filter only 731001
when an indication of contamination is obtained or every 300
hours, whichever comes first. If the aircraft is not equipped
with a differential pressure warning system, replace the fuel
filter every 300 hours unless operating experience demon-
strates that smaller time increments are advisable. Before dis-
carding filter, inspect for signs of contaminants. If any are
found, inspect the entire fuel system and clean if necessary.
32 Perform a fuel pump bypass valve operational check whenever PARA 1.D.,
a fuel filter is replaced. 731001
33 Purge air from the filter bowl area of the single element pump. PARA 2.F.,
730000
34 Deleted
35 Inspect and clean the No. 1 bearing oil pressure reducer. PARA 3.A.(2),
723000
36 Visually inspect turbine external sump. Clean internal carbo- PARA 6.E.(4),
nous deposits from sump. 725000
37 Inspect the power turbine support scavenge strut. Clean inter- Para 6.E.,
nal carbonous deposits from strut. 725000
38 Remove, clean and inspect Pc filter every 300 hours or earlier PARA 2.A.,
as engine performance dictates. 732003

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TECHNICAL ASPECTS ARE FAA APPROVED TEMPORARY REVISION E1R13--72--1
(9) Remove the No. 1 bearing outer race internal retaining ring then remove the No. 1 bearing
outer race and damper segments using 23033034 puller.
CAUTION: DO NOT HOLD OR TURN THE N1 GEAR TRAIN THROUGH THE SPARE DRIVE
PAD. THIS COULD RESULT IN DAMAGE TO THE GEARBOX.
CAUTION: THE COMPRESSOR FRONT BEARING CAN BE DAMAGED EASILY. REPLACE
BEARING IF AT ANY TIME DURING REMOVAL OR INSTALLATION THE BEARING
IS DROPPED, OR LOADED THROUGH THE ROLLERS TO THE INNER RACE.
(10) Remove the bearing retaining nut using a socket wrench with a broach depth no more than
7/16 in. (11 mm) (Snap--On SW 181 or equivalent). Hold the rotor from turning using 6799790
adapter in the starter--generator pad on the gearbox cover.
(11) Remove the No. 1 bearing inner race and roller assembly using 23033027 puller, then remove
the No. 1 seal mating ring using the same puller (See Figure 207).
B. Installation
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN AND TIGHTEN FUEL, OIL, AND AIR
FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.
(1) Install the No. 1 bearing housing in 23033031 holding fixture.
CAUTION: THE COMPRESSOR FRONT BEARING CAN BE DAMAGED EASILY. THE
OUT--OF--ROUND FEATURE OF THE RACEWAY WILL CREATE A TIGHTER FIT.
DAMAGE TO THE RACEWAY CAN OCCUR IF IT IS NOT INSTALLED CORRECTLY.
(2) Coat the No. 1 bearing damper groove with VV--P--236 Petrolatum.
(3) Install the damper segments and replacement No. 1 bearing outer race using 23033032 drift.
(4) Install washer and secure by installing the internal retaining ring into the forward groove of the
bearing housing.
(5) Install the replacement No. 1 carbon seal using 23033033 drift. Secure the seal by installing
the internal retaining ring into the aft groove of the bearing housing.
(6) Before installing the mating ring, bearing or nut, measure dimensions A, B, and C as indicated
in Figure 207A.
(7) To aid in installation, heat the seal mating ring to a maximum of 300F (149C) (do not chill the
stage 1 compressor wheel). Allow the No. 1 seal mating ring to normalize to ambient
temperature before installing the No. 1 bearing. Do not heat the No. 1 bearing.
(7.1)Install the seal mating ring with puller groove forward.
(7.2)Install the No. 1 bearing with the puller groove forward using 23033030 drift. Install washer on
the compressor rotor.
(7.3)Install a slave nut and torque nut to 120--130 lb in. (13.6--14.7 N.m) above drag torque.
(7.4)Loosen and remove slave nut.
(7.5)Hold the rotor from turning using 6799790 adapter in the starter generator pad on the gearbox
cover.
(7.6)With the slave nut removed, measure dimension D as indicated in Figure 207A. Make sure
that dimension D=A--(B+C).
(7.7)If dimension D is greater or less than A--(B+C), reinstall slave nut, retorque nut to seat bearing
and seal mating ring.
(a) Remove slave nut and recheck dimension D.
(b) If dimension D is still greater or less than A--(B+C), remove bearing and mating ring to
inspect the 1st stage wheel stub shaft, the bearing and the mating ring for wear that may
cause this condition.
(c) Once dimension D is determined to be acceptable, install locknut and torque to 80--90 lb in.
(9.0--10.2 N.m) above drag torque using a socket wrench with broach depth of no more than
7/16 in. (11 mm) (Snap--On SW 181 or equivalent).
(8) Install lubricated packing on the bearing housing. The bearing housing requires packings in
three locations:
(a) Aft groove
(b) Forward groove
(c) 1.351--1.355 in. dia.

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(9) Remove the No. 1 bearing outer race internal retaining ring then remove the No. 1 bearing
outer race and damper segments using 23033034 puller.
CAUTION: DO NOT HOLD OR TURN THE N1 GEAR TRAIN THROUGH THE SPARE DRIVE
PAD. THIS COULD RESULT IN DAMAGE TO THE GEARBOX.
CAUTION: THE COMPRESSOR FRONT BEARING CAN BE DAMAGED EASILY. REPLACE
BEARING IF AT ANY TIME DURING REMOVAL OR INSTALLATION THE
BEARING IS DROPPED, OR LOADED THROUGH THE ROLLERS TO THE INNER
RACE.
(10) Remove the bearing retaining nut using a socket wrench with a broach depth no more than
7/16 in. (11 mm) (Snap--On SW 181 or equivalent). Hold the rotor from turning using 6799790
adapter in the starter--generator pad on the gearbox cover.
(11) Remove the No. 1 bearing inner race and roller assembly using 23033027 puller, then remove
the No. 1 seal mating ring using the same puller (See Figure 207).
B. Installation
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN AND TIGHTEN FUEL, OIL, AND AIR
FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.
(1) Install the No. 1 bearing housing in 23033031 holding fixture.
CAUTION: THE COMPRESSOR FRONT BEARING CAN BE DAMAGED EASILY. THE
OUT--OF--ROUND FEATURE OF THE RACEWAY WILL CREATE A TIGHTER FIT.
DAMAGE TO THE RACEWAY CAN OCCUR IF IT IS NOT INSTALLED
CORRECTLY
(2) Coat the No. 1 bearing damper groove with VV--P--236 Petrolatum.
(3) Install the damper segments and replacement No. 1 bearing outer race using 23033032 drift.
(4) Install washer and secure by installing the internal retaining ring into the forward groove of the
bearing housing.
(5) Install the replacement No. 1 carbon seal using 23033033 drift. Secure the seal by installing
the internal retaining ring into the aft groove of the bearing housing.
(6) Heat the seal mating ring and bearing to 300 50F (149 29C) to aid assembly. Install the
seal mating ring (pulling lip forward) and the bearing (pulling lip forward) using 23033030 drift.
(7) Install washer on the compressor rotor. Secure with a nut. Tighten nut to 120--130 lb in.
(14--15 N.m) above the torque due to locknut drag. Hold the rotor from turning using 6799790
adapter in the starter--generator pad on the gearbox cover.
(8) Install lubricated packing on the bearing housing. The bearing housing requires packings in
three locations:
(a) Aft groove
(b) Forward groove
(c) 1.351--1.355 in. dia.
(9) Visually align the pin of the bearing housing with the hole in the compressor front support; then
install the bearing housing in the front support.
(10) Lubricate the threads of the bearing housing with antiseize compound.
(11) Secure the housing to the front support with a nut. Tighten nut to 35--40 lb in. (3.9--4.5 N.m).

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TECHNICAL ASPECTS ARE FAA APPROVED TEMPORARY REVISION E1R13--72--1

1st Stage Wheel Stub Shaft Dimension Check


Figure 207A

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Removing the Compressor Front Bearing and Seal Mating Ring


Figure 207
CAUTION: DO NOT FORCE THE SUPPORT FLANGE INTO THE COMPRESSOR CASE
PILOTLOOSEN THE COMPRESSOR CASE HORIZONTAL SPLITLINE BOLTS
AS NECESSARY FOR EASE OF ASSEMBLY; REMOVE ONE CASE HALF, IF
NECESSARY.
(12) Install the front support on the compressor assembly. Use care when slipping the carbon seal
over the No. 1 bearing rollers. This part is indexed correctly when the scavenge fitting is
located at the six oclock position on the compressor.
(13) Install the identification plate and six supporttocompressor case bolts and nuts. Tighten
bolts to minimum torque necessary to seat the front support.
(14) Tighten compressor case splitline bolts and nuts. (For torque and tightening sequence, refer
to para 2.D., this section.)
(15) Tighten front supporttocompressor case bolts and nuts to 1015 lb in. (1.11.7 N.m) plus
locknut drag.
(16) Attach the antiicing air tube to the antiicing air valve and to the front support. Tighten
coupling nuts to 200250 lb in. (2328 N.m).
(17) Attach the compressor pressure and scavenge oil tubes:
(a) Install the packing in the front support scavenge fitting. Tighten three fitting bolts to
1720 lb in. (2.02.3 N.m) and safety wire. Install the gearboxtofront support scavenge
oil tube. Tighten coupling nut to 150200 lb in. (1723 N.m).
(b) Install the gearbox teetopressure reducer pressure oil tube. Tighten coupling nuts to
65100 lb in. (7.311.3 N.m).
(18) After complete assembly of the compressor, check the compressor rotor for freedom of
operation. If compressor drag or rubbing is detected either by feel or by sound, investigate to
determine the cause by removing one or both halves of the case assembly. Minor blade tip
rub is acceptable.

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(19) Check run the engine after seal or bearing replacement. (Refer to Check Run, para 1.,
720000, EngineAdjustment/Test.)
4. Compressor Front Bearing and/or Oil Seal Replacement (Engine Installed)
This is an alternate procedure for replacing the compressor front bearing and/or oil seal. It is
accomplished while the engine is installed and in a horizontal position.
CAUTION: THIS ALTERNATE PROCEDURE INVOLVES GREATER RISK OF PART DAMAGE AND
ASSEMBLY ERROR THAN THE PREFERRED PROCEDURE (PARAGRAPH 3., THIS
SECTION). THE ALTERNATE PROCEDURE IS RECOMMENDED FOR SKILLED
MECHANICS HAVING APPROVAL OF THEIR DISTRIBUTOR.
A. Removal and Installation
(1) Support the compressor rotor in the compressor case by carefully installing shim stock
between the firststage wheel blade tips and the compressor case. Install the shim stock
through the open end of the compressor front support at three equally spaced locations. One
location shall be at the six oclock position.
CAUTION: IN ORDER TO ENSURE REMOVAL OF THE SHIM STOCK AFTER COMPLETION
OF THE BEARING AND/OR SEAL REPLACEMENT, ATTACH A STRING OR
STREAMER TO THE PROTRUDING END OF THE SHIM STOCK BEFORE IT IS
INSERTED INTO THE COMPRESSOR.
(2) Replace the compressor front bearing and/or oil seal in the same manner as used in the
Engine Removed procedure (para 3.A. and 3.B., this section).
(3) Once the compressor front support is properly installed, remove the shims from between the
firststage wheel blade tips and the case halves.
(4) Check run the engine. (Refer to Check Run, para 1., 720000, EngineAdjustment/Test.)
5. Inspection/Check
The cleaning and preservation practices which are necessary for the proper maintenance of the
compressor are described in para 6., this section.
WARNING: CORROSION OR EROSION WILL CAUSE DAMAGE TO COMPRESSOR BLADES AND
VANES WHICH CAN RESULT IN ENGINE FAILURE.
A. Diffuser Vent Orifice Inspection
Inspect the diffuser vent orifice for evidence of spewing or for looseness. If spewing has been
encountered, resize the orifice. (Refer to Diffuser Vent Orifice Selection, para 1.B., 720000,
EngineAdjustment/Test.)
B. Blade and Vane Inspection
NOTE: Do not remove both case halves at the same time.
NOTE: Before reworking any blades or vanes, refer to Blade Damage and Vane Damage, paras
C and D, which follow.
The design of the compressor case permits inspection of blades and vanes by removing the
compressor bleed control valve, bleed adapter and one compressor half case. (Refer to Case
Replacement, para 2., this section.) Remove the compressor and send it to an authorized overhaul
or repair facility if vane rub marks are found on the hub area of the compressor rotor wheels during
the blade and vane inspection. Rework all nicks, dents and corrosion pits by blending.

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Compressor Rotor Blade Leading and Trailing Edge Blend Limits


Figure 208

Compressor Rotor Blade Tip Blend Limits


Figure 209

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C. Blade Damage
Replace the compressor if any blade is cracked or broken off. Recommended corrective actions for
compressor blades are as follows:
NOTE: It is not possible to fully describe all of the damage conditions that could be incurred;
therefore, if damage is within the rework limits of Figures 208 and 209, but there is
reasonable doubt about the strength of the reworked blade as compared to a new blade,
replace the compressor assembly.
NOTE: Nicks, dents, etc. in the lower 25% of the airfoil cannot be polished/blended without glass
bead peening and reapplication of the corrosion resistant coating. For these reasons the
compressor rotor must be removed and sent to an authorized Overhaul or Repair Facility.
(1) General Practices.
(a) Blend and polish blades or vanes in a longitudinal direction only with the rework forming a
smooth blend with the basic airfoil. The number of blades or vanes which may be
reworked is not limited.
(b) The limiting factor of blade or vane rework is engine performance. Any reduction of blade
or vane area will decrease the efficiency of the compressor and the performance of the
engine. Remove as little material as possible.
(c) No sharp edges (with exception of blade tips), burrs, cracks or tears are acceptable.
(2) Leading and Trailing Edge Damage. (See Figure 208)
(a) Blend and polish to remove damage.
(b) Replace compressor when the limits of Figure 208 are exceeded.
(3) Tip Damage. (See Figure 209)
(a) Blend and polish to remove tip damage.
(b) Replace compressor when the limits of Figure 209 are exceeded.
(4) Surface Damage. (See Figure 210)
(a) Blend and polish to remove surface damage.
(b) Replace the compressor when any of the limits of Figure 210 are exceeded.
(5) Corrosion.
(a) Two similar aluminide coatings are approved for use on 250B17F compressor blades,
HI51S (Alloy Surfaces Corp.) and A12 (Chromalloy). Both HI51S and A12 consist of
an intermetallic diffused aluminide coating and a conversion top coating. These coatings
offer sacrificial protection against corrosion.
(b) Due to the sacrificial properties of the diffused coating, reddish brown colored products
may become visible on the airfoil surfaces if exposed to a corrosive environment. These
products are actually corrosion of the coating surface not the base blade material. This
superficial rust may be removed by lightly brushing with a soft nylon brush using hot
(150F, 65C) soapy water solution (nonalkaline neutral) followed by water rinse. This
procedure applies only to superficial rust indications; it should not be confused with
corrosion pitting.

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(19) Check run the engine after gearbox replacement. (See Check Run, para 1., 720000, Engine
Adjustment/Test.)
NOTE: When the power and accessory gearbox has been replaced, check the system oil
level before and after the check run.
B. Oil Seals Replacement
Replace leaking power and accessory gearbox seals as follows:
NOTE: Long term use of Aeroshell 555 oil may increase the probability of seal leakage in the
accessory gearbox.
(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 6796941 seal replacement kit to remove the seal. 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 TABLE 301, 720000,
ENGINESERVICING.
(3) Apply grease (Shell 6249 or equivalent) to the seal lip to aid the installation, then carefully
drive (or press) the replacement seal in place.
(4) Reinstall the accessory or drive on the gearbox pad.
C. Oil Filter Replacement (See Figure 215)
Remove, inspect, clean and install the oil filter as follows: (Refer to Gearbox Housing Lubrication
System Components Disassembly, para 2.D., this section.)
(1) Place a container beneath the gearbox to catch oil which will drain when the cap is removed.
(2) Remove two nuts and washers; then using 6798860 puller, remove the oil filter cap. Remove
the filter element and packing from the housing. Discard the packing.
(3) Inspect filter element and filter cavity for metal particles.
(a) A small amount of metallic debris is acceptable after recent overhaul or repair. If
excessive metal contamination is present, clean filter and perform ground run for 30
minutes at power.
(b) Check filter after ground run for new accumulation of particles. If filter is clean, release
aircraft for flight. If accumulation is present after second ground run, tag engine, noting
cause for rejection.
(4) Reinstall the cap while the oil filter element is being cleaned.
(5) Clean the filter ultrasonically in perchlorethylene. If equipment is not available, clean by
agitating in mineral spirits.
(6) If excessive contamination is present the filter must be ultrasonically cleaned. If excessive
carbon deposits are found, con duct the inspection and cleaning of the power turbine support
pressure oil nozzle in accordance with Cleaning the Power Turbine Support Pressure Oil
Nozzle, para 6.F.(3), 725000.
(7) Dry the filter by shaking (air dry), and inspect for any metal particles. If particles are present,
reclean filter or replace filter element.
(8) Remove the cap and replace packing.
(9) Thoroughly clean the filter cavity of all residual oil and sludge.
(10) Install the cleaned filter element with new packing. Install filter cap with new packing. Tighten
nuts to 3040 lb in. (3.44.5 N.m).

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