Rolls-Royce M250-C20R SERIES OPERATION AND MAINTENANCE 720000_1

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M250--C20R SERIES OPERATION AND MAINTENANCE

ENGINEENGINE -- DESCRIPTION AND OPERATION 1.

General Engine description includes a discussion of each major component and each major system of the engine. Numerical values in this manual are given in terms standard to existing practices in the United States.

2.

NOTE:

The M250--C20R/1 series series engines engines contain either either a large compressor compressor scroll scroll or a reduced scroll. A M250--C20R/1 M250--C20R/1 engine assembly containing containing a large compressor compressor scroll (single port customer bleed) is identified as P/N 23034148. A M250--C20R/1 M250--C20R/1 engine assembly containing a reduced scroll (dual port customer customer bleed) is identified identified as P/N 230382 23038200. 00. For illustration illustration purposes, purposes, the reduced reduced scroll engine configuration configuration P/N 23038200 will be referred to as M250--C20R/1(RS) throughout this manual.

NOTE:

The M250--C20R/2 Series Series engine (P/N 23035212) 23035212) has a Sundstrand/Pe Sundstrand/Pesco, sco, Argotech/TR Argotech/TRW W or CECO fuel pump assembly. A M250--C20R/2 M250--C20R/2 engine assembly (P/N 23053265) has a CECO suction fuel pump. For identification purposes, the M250--C20R/2 M250--C20R/2 engine with a CECO fuel pump will be identified as M250--C20R/2(SP) throughout this manual.

NOTE:

The M250--C20R engine (P/N23033 (P/N23033373) 373) is the same as the M250--C20R/1 M250--C20R/1(RS) (RS) except except that the C20R gearbox has a kidney pad housing, impending by--pass oil filter indicator, and the ignition ignition exciter is airframe airframe mounted. A M250--C20R M250--C20R engine assembly with a rear mount mount,, two 6 cubic inch accumulator accumulators s and a double check valve valve is identified identified as P/N 23059597. 23059597. For identification purposes, this second M250--C20R engine assembly will be identified as M250--C20R(ST).

NOTE:

This manual addresses M250--C20R, M250--C20R/1, M250--C20R/1, M250--C20R/2 M250--C20R/2 and M250--C20R/4 M250--C20R/4 engines. For additional information concerning M250--C20R M250--C20R series engine designations or airframe applications, refer to M250--C20R CSL 4002.

Components The major engine components are a compressor, combustion section, turbine, and power and accessory gearbox. gearbox. (See Figure (See Figure 1.) 1.) A.

Compressor The compressor assembly consists of a compressor front support assembly, compressor rotor assembly, compressor compressor case assembly, and compressor diffuser assembly. assembly. Air enters the engine through through the compressor compressor inlet and is compressed by four axial compressor compressor stages and one centrifcentrifugal stage. The compressed compressed air is discharged discharged through the scroll type diffuser diffuser into two ducts which convey the air to the combustion combustion section.

B.

Comb Combus usti tion on Sect Section ion The combustion combustion section consists of the outer combustion case and the combustion combustion liner. liner. A spark igniter and a fuel nozzle nozzle are mounted in the aft end of the outer combustion combustion case. Air enters the single combustion combustion liner at the aft end, end, through holes in the liner dome and skin. The air is mixed with fuel sprayed sprayed from the fuel nozzle and combustion takes place. place. Combustion Combustion gases move forward out of the combustion liner to the first--stage gas producer turbine nozzle.

C.

Turbi urbine ne The turbine consists of a gas producer turbine support, a power turbine support, a turbine and exhaust exhaust collector support, support, a gas producer turbine turbine rotor and a power turbine rotor. rotor. The turbine is mounted mount ed be tween the combustion combustion section and the power and accessory accessory gearbox. The two-two-stage gas producer turbine drives the compressor and accessory gear train. The two--stage two--stage power turbine furnishes furnishes the output power of the engine. The expanded gas discharges discharges in an upward direction through the twin ducts of the turbine and exhaust collector support.

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Engine Left Side View Figure Figure 1 (Sheet (Sheet 1 of 2)

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Engine Left Side View Figure 1 (Sheet 2 of 2)

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M250--C20R SERIES OPERATION AND MAINTENANCE PARA 2. (cont) D.

Power Power and Access Accessory ory Gearbo Gearbox x The main power and accessory accessory drive gear trains trains are enclosed in a single gear case. The gear case serves as the structural structural support of the engine. All engine components components including the engine mounted mount ed accessory are attached attached to the case. A two--stage two--stage helical and spur gear set is used to reduce rotational speed from 33,290 rpm at the power turbine to 6016 rpm at the output drive spline. Accessories Accessories driven by the power turbine turbine gear train are the airframe furnished furnished power turbine tachometer--generator tachometer--generator and the power turbine governor. The gas producer gear train drives the compressor, fuel pump, an airframe furnished gas producer tachometer--generator, and gas producer producer fuel control. control. The starter starter drive is in this gear train.

3.

Systems The major systems of the engine are fuel, lubrication, electrical, anti--icing air, and compressor bleed air. A.

Fuel System Fuel Control Control System. The principal principal components of the fuel system are a fuel pump, a gas producer fuel control, control, a power turbine governor, governor, and a fuel nozzle. The fuel control is located schematically matically in the system between between the fuel pump and the fuel nozzle. nozzle. (See Figures (See Figures 2 and 2 and 3. 3.)) A functional description of the fuel system follows. (1) (1)

Fuel Fuel Cont Contro roll Syst System em (See (See Figures Figures 4 and 4 and 5. 5.)) The systemcontro systemcontrols ls eng engine ine power power out output put by contro controllin lling g the gas produc producer er speed. speed. Gas Gas producproducer speed speed levels levels areestablish areestablished ed by the action action of thepower turbin turbine e govern governor or which which senses senses powpower turbine speed. The power turbine turbine (load) speed is selected by the operator and the power requir required ed to mainta maintain in this this speed speed is aut automa omatic tically ally mainta maintaine ined d by the power power turbin turbine e govern governor or resetting the fuel control. The power turbine governor lever schedules the power turbine governor requirements. The power power turbin turbine e governo governorr, in turn, turn, schedu schedules les the gas produc producer er speed speed to a changed changed power power out output put to maintain output shaft speed. Fuel flow for engine control is established as a function of compressor discharge pressure (Pc), engine speed (gas producer--N producer--N1 and/or power turbine--N2), and gas producer lever angle. Fuel flow is a function function of Pc as sensed in the fuel control. Variations ariations of the fuel flow schedules are obtained by modulating the Pc to Px and Py pressures in the control through the action of a bleeddown circuit actuated actuated by the governors. (See Figures (See Figures 4 and 4 and 5 5.) .)

(2) (2)

Gas Gas Prod Produc ucer er Fuel Fuel Cont Contro rol. l. This gas produc producer er fue fuell contro controll has a bypass bypass valve, valve, met meteri ering ng valve, valve, accele accelerat ration ion bellows bellows,, govgoverning and enrichment enrichment bellows, bellows, manuallymanually--operate -operated d cutoff cutoff valve, maximum pressure pressure relief valve, valve, a start start accele accelerat ration ion flow flow schedu schedule le adjust adjuster er and a start start derichm derichment ent valve. valve. The The maximu maximum m pressure relief valve is incorporated to protect the system from excessive fuel pressure. Fuel enters the control from the engine fuel pump and filter assembly and is conveyed to the meteri met ering ng valve. valve. Thebypassvalve mainta maintains ins a consta constant nt pressu pressure re differ different ential ial acrossthe acrossthe met meterering valve valve and bypass bypasses es excessfuel excessfuel back back to thefuel pum pump p andfilterassembly andfilterassembly throug through h an exterexternal line connecting the pump bypass inlet to the bypass outlet port of the gas producer fuel control. The me mete terin ring g valve valve is oper operat ated ed by lever lever acti action on thro through ugh mo move veme ment nt of the the gove govern rnor or and acce accelleration bellows. Metering valve area is a function of valve travel. travel. Before light--off light--off and acceleratio eration n the met meteri ering ng valve valve is establ establishe ished d at a predet predeterm ermined ined ope open n positio position n by the accele accelerat ration ion bellows (aneroid) (aneroid) under influence of ambient ambient pressure pressure (Pc at zero rpm).

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M250--C20R SERIES OPERATION AND MAINTENANCE PARA 3.A. (2) (cont) The start start derichm derichment ent valve valve is ope open n during during lightlight--off -off and acceler accelerati ation on to a set Pc. The open open derderichment valve vents Py pressure pressure to atmosphere. atmosphere. Venting Venting Py allows the governor bellows to move move the met meteri ering ng valve valve toward toward the min flow flow stop. stop. Derichm Derichment ent provide provides s the requir required ed leanfuel schedule after light--off. light--off. As compressor rpm increases, the derichment valve is closed by Pc acti acting ng on the the deri derich chme ment nt bello bellows ws.. Wh When en the the deri derich chme ment nt valve valve is close closed, d, cont contro roll of the the me mete terring valve is returned returned to the normal normal operating schedule. schedule. The start derichment derichment schedule can be varied varied by a man manual ual adjustm adjustment ent on the fue fuell contro control. l. Thestart acceler accelerati ation on schedu schedule le adjuste adjusterr allows field adjustment of the start and acceleration fuel flow schedule. and Py pressu pressures res are equ equal al to the mod modifie ified d compre compresso ssorr dischar discharge ge During During acceler accelerati ation on the Px and pressure pressure (Pc) up to the the pointwhe pointwhere re the the speed speed enrich enrichme ment nt orif orific ice e is open opened ed by flywe flyweigh ightt acti action. on. Opening the speed enrichment orifice bleeds Px pressure while Py remains at a value equal to Pc. Unde Underr the the infl influe uenc nce e of the the Py minu minus s Px pressu pressure re drop drop across across the governo governorr bellows bellows,, the metering valve moves toward the max flow stop where it provides increased fuel flow. Gasproducer Gasproducer speed speed is contro controlledby lledby thegas produc producer er fue fuell contro controll governo governorr. A setof flywei flyweight ghts s operate the governor lever which controls the governor bellows Py pressure bleed off at the governing governing orifice. Flyweight Flyweight operation operation of the governor lever is opposed by a variable variable spring load. The spring force is established by the throttle lever acting on a spring scheduling cam. Opening Opening the govern governing ing orifice orifice bleeds bleeds off off Py pressu pressure. re. In respons response e to this this reduct reduction ion in Py pressure sure,, the the bello bellows ws mo moves ves the the me mete terin ring g valv valve e towa toward rd min flow flow and at a posit positio ion n wher where e me mete tere red d flow is at steady state requirements. Thegovernor Thegovernor reset reset sectio section n of thegas produc producer er fue fuell contro controll permit permits s the power power turbin turbine e govern governor or to override the speed governing elements of the fuel control to alter the fuel schedule in respon sponse se to chan changin ging g load load condi conditi tion ons s appl appliedto iedto the the powe powerr turb turbine ine.. A Pr -- Pg valve incorporated incorporated in the fuel control prevents N1 engine speed undershoot during gas producer decelerations when the N1 throttle throttle is moved to the Ground Ground Idle position. This is accomplished accomplished by opening the throttle actuated Pr - -- Pg valve which equalizes Pr - -- Pg pressures, eliminating the reset action supplied from the power turbine governor. (3)

Power Power Turbi Turbine ne Govern Governor or (See (See Figures 4 and 4 and 5 5.) .) The The powe powerr turb turbine ine spee speed d is sched schedul uled ed by the the powe powerr turb turbine ine gover governo norr lever lever and and the the powe powerr turturbine speed scheduling cam. The cam sets a governor spring load which opposes a speed-speed-weigh weightt outp output ut.. As the the desir desired ed speed speed is appr approa oach ched ed the the spee speed d weig weight hts, s, oper operat ating ing again against st the the governor spring, move a link to open the power turbine turbine governor orifice. The speed weights also also open open the the over oversp speed eed bleed bleed (Py) orif orific ice, e, but, but, at a high higher er spee speed d than than wher where e the the regul regular ar govgovernor orifice (Pg) is opened. The The gove govern rnor or orif orificeis iceis down downst stre ream am of a bleed bleed supp supplie lied d by a regul regulat ated ed air air pres pressu sure re,, Pr. Opening ing the the orif orifice ice resu result lts s in a reduc reduced ed pres pressu sure re downs downstr tream eam of the the blee bleed d (Pg) as an inve invers rse e func func-tion of increasing increasing speed. Regulated Regulated pressure pressure (Pr) and governing pressure (Pg) are applied to oppo opposit site e sides sides of a diaph diaphra ragm gm in the the gove govern rnor or rese resett sect sectio ion n of the the gas gas prod produc ucer er fuel fuel cont contro rol. l. The The forc force e gene genera rate ted d by Pr - -- P g acro across ss the the diaph diaphra ragm gm acts acts on the the gas gas prod produc ucer er powe powerr gove goverrnorlever throug through h the govern governor or reset reset rodand supplem supplement ents s the weight weight force force in the gas produce producerr fuel fuel gove govern rnor or to rese resett (redu (reduce ce)) the the gas gas produ produce cerr spee speed. d. Gas Gas produ produce cerr speed speed cann cannot ot exce exceed ed the gas producer fuel governor setting. ThePr -- Pg diaphra diaphragm gm is preload preloaded ed for establ establishi ishing ng the active active Pr minu minus s Pg range. Pr pressure is supplied from engine Pc pressure by an air regulator valve. The oversp overspeed eed orific orifice e bleeds bleeds Py press pressur ure e from from the the gove govern rning ing syst system em of the the gas produ produce cerr fuel fuel control. control. Bleeding Bleeding Py pressure at the power turbine governor gives the fuel control system a rapid response to overspeed conditions.

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Fuel System Schematic (All Except M250--C20R/2(SP)) Figure 2

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Fuel System Schematic (M250--C20R/2(SP)) Figure 3

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Fuel System Control Schematic (M250--C20R,(M250--C20R,--C20R/1,-C20R/1,--C20R/1(RS)) -C20R/1(RS)) Figure 4 (Sheet 1 of 2)

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Fuel System Control Schematic (M250--C20R,(M250--C20R,--C20R/1,-C20R/1,--C20R/1(RS)) -C20R/1(RS)) Figure 4 (Sheet 2 of 2)

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Fuel System Control Schematic (M250--C20R/2,(M250--C20R/2,--C20R/2(SP),-C20R/2(SP),--C20R/4,-C20R/4,--C20R(ST)) -C20R(ST)) Figure 5 (Sheet 1 of 2)

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Fuel System Control Schematic (M250--C20R/2,(M250--C20R/2,--C20R/2(SP),-C20R/2(SP),--C20R/4,-C20R/4,--C20R(ST)) -C20R(ST)) Figure 5 (Sheet 2 of 2)

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M250--C20R SERIES OPERATION AND MAINTENANCE PARA 3.A. (cont) (4)

Electronic Electronic Power Power Turbine Turbine Overspeed Overspeed Control Control System (M250--C20R, C20R/1, C20R/1, C20R/1(R C20R/1(RS) S) only). This This syst system em is in addit addition ion to the the over oversp spee eed d prot protec ecti tion on syst system em in the the powe powerr turb turbine ine fuel fuel gover gover-nor. nor. It provides overspeed overspeed protection protection for the power turbine in the event of a malfunction malfunction of either the governor or the gear train train that provides the governor speed sense. The electronic system consists consists of a turbine mounted magnetic pickup that senses turbine speed, a control control vent valv valve. e. The The vent vent valv valve e redu reduce ces s Py pressu pressure re to cause cause the box, box, and a solen solenoi oid d oper operat ated ed Py vent gas producer fuel flow to go to minimum in the event of power turbine overspeed.

(5)

Single Element Element Fuel Fuel Pump Pump and and Filter Filter AssemblyAssembly-----Non-Non--Boosted -Boosted.. (See Figures Figures 6 and NO TAG.) The fuel pump and filter assembly incorporates a single gear--type pumping element, a low pres pressu sure re barr barrier ier filt filter er,, a filt filter er bypa bypass ss valve valve,, and and a bypas bypass s pres pressu sure re regu regulat latin ing g valve valve.. Fuel Fuel enenters ters the the eng engin ine e fuel fuel syst system em at the the inlet inlet port port of the the pump pump and and passe passes s thro through ugh the the low low press pressur ure e filter before entering the gear element. element. The filter bypass valve allows fuel to bypass the the filter element if it becomes becomes clogged. The bypass return flow from the fuel control is passed back to the inlet of the gear element through a pressure regulating valve which maintains the bypass flow pressure above inlet pres pressu sure re.. By me mean ans s of passa passage ges s leadi leading ng to auxi auxilia liary ry filli filling ng port ports s on the the peri periph pher ery y of the the gea gearr eleme element nt,, a port portionof ionof the the bypa bypass ss flow flow is used used to fill fill the the gear gear teet teeth h when when vapo vaporr--liqui -liquid d condi conditi tion ons s exist at the inlet to the gear element. The 5 micron micron nom nominal inal/15 /15 micron micron absolut absolute e replace replaceabl able e filter filter is locate located d inside inside the fue fuell pum pump p assembly sembly upstre upstream am of the gea gearr element element.. It is retain retained ed by a castcoverattached castcoverattached to thepump hou houssing ing by two two sock socket et head head cap cap scre screws ws.. The The cove coverr is loca locate ted d on the the aft aft side side of the the pump pump.. To mini mini-mize fuel spillage during filter replacement, fuel may be drained through the lower of the two drain ports located located on the aft face of the filter cover. cover. Pressure Pressure taps are provided before and after (labeled BF and AF) the filter element to permit measurement of filter pressure drop if desired.

(6)

Single Element Fuel Pump and Filter AssemblyAssembly-----Integr -Integrally ally Boosted. Boosted. (See Figure (See Figure NO TAG.) The fuel pump and filter assembly assembly incorporate incorporates s a single gear--type gear--type pumping element, a jet eductor/inducer boost pump, a self--relieving inlet screen, and a high pressure barrier filter with a bypass valve, impending bypass indicator indicator and vapor vent. Fuel enters the engine fuel system system at the inlet port of the pump. Bypass flow from from the fuel control control is accelerated through through a nozzle located near the inlet. inlet. This creates creates a suction at the pump pum p inlet. inlet. The bypass bypass flow flow is the then n combine combined d with with inlet inlet flow flow and decele decelerat rated ed throug through h a mixing mixing tube (divergent nozzle) resulting in a pressure recovery and positive pressure (boost) at the gearpump inlet. inlet. Prior Prior to ent enterin ering g thegear pum pump, p, thefuel passes passes througha througha course,selfcourse,self--reliev-relieving, strainer that removes very large size particle contamination. The filter bypass valve, located cated bet betwee ween n the filter filter inlet inlet and out outlet let,, allows allows fue fuell to bypass bypass the highhigh--pre -pressu ssure re filter filter element element if it becomes becomes clogged. NOTE: NOTE:

The suction suction fuel pump is usable usable only only on aircraft aircraft certif certified ied for installa installation tion of the M250--C20R/2(SP) M250--C20R/2(SP) Engine, P/N 23053265. These aircraft incorporate a vapor vent return line to the fuel tank which is required for proper function of the fuel system.

A three micron nominal, seven micron absolute paper filter is used. The filter assembly is a self--contained unit consisting of a filter housing, element, bypass valve and impending bypass indicator indicator.. The filter assembly assembly is attached to the side of the fuel pump with three bolts. The filter filter element element is access accessible ible by unscrew unscrewing ing theelement theelement cover cover from from the hou housing sing.. A fue fuell filter filter impending impending bypass indicator indicator is located located on the filter housing. housing. The indicator indicator extends a red colored button when the element pressure drop reaches a predetermined value and prior to opening of the filter bypass valve. Before and after filter pressure taps are provided to measure filter pressure drop.

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Single Element Fuel Pump and Filter Assembly----Non--Boosted (Sundstrand/Pesco) Figure 6

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Single Element Fuel Pump and Filter Assembly----Nonboosted (Argo Tech/TRW) Figure 7

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Single Element Fuel Pump and Filter Assembly--Integrally Boosted (CECO) Figure 8

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M250--C20R SERIES OPERATION AND MAINTENANCE PARA 3.A (cont) (7)

Fuel Fuel Nozz Nozzle le.. The fue fuell nozzle nozzle is a singlesingle--entry -entry dual--orific -orifice e type type unit which which contai contains ns an integr integral al valve valve for dividing primary and secondary flow.

B.

Lubr Lubric icat atio ion n Syst System em (See (See Figures 6 and 6 and NO NO TAG.) TAG.) CAUTIO CAUTION: N:

OIL SCREEN SCREENS S SHOWN SHOWN ON FIGURE ON FIGURE 9 ARE 9 ARE NOT INTERCHANG INTERCHANGEABLE. EABLE. THE OD OF THE POWER TURBINE SUPPORT OIL SCREEN IS 0.325 INCH (8.26 MM) WHERE THE POWER AND ACCESSORY GEARBOX HOUSING SCREEN IS 0.360 INCH (9.14 MM).

The lubrication system is a dry sump type with an aircraft furnished external reservoir, heat exchanger, and external oil filter. filter. A gear--type gear--type pressure and scavenge pump assembly is mounted within the gearbox. gearbox. An assembly containing containing an oil filter element, element, a filter bypass bypass valve, and a pressure regulating valve is located in the upper right hand side of the gearbox housing and is accessible from the top of the engine. A check valve, located between between the filter package and the accessories cessories gearbox, prevents oil from draining draining into the engine from the aircraft aircraft tank when the engine is not in operation. operation. Indicating Indicating type magnetic magnetic chip detectors detectors (drain plugs) plugs) are installed at the bottom of the gearbox and at the engine oil outlet connection. connection. All engine oil system lines and connections connections are internal except the pressure pressure and scavenge scavenge lines to the compressor compressor front bearing and the bearings in the gas producer and power turbine supports. C.

Ignit Ignition ion Syst System em (See (See Figures Figures 11, 11, 12 12,, 13 13 or or 14 14.) .) The engine ignition system consists of a low tension capacitor discharge discharge ignition exciter, exciter, a spark igniter igniter lead, and a shunted shunted surface gap spark igniter. igniter. The system derives derives its input power from a 14 to 29 volt, d--c d--c external external power source. (The starter counter counter and ignition ignition exciter are airframe mounted on the M250--C20R,--C20R(ST) engine.) A start counter is mounted on the gearbox cover just behind the ignition exciter. The counter records the total starts starts on the engine. It is electrically electrically connected to the power input terminal terminal of the exciter exciter and counts counts one each time the ignition system is energized. A lead seal provides tampertamper--proof security.

D.

Temperature emperature Measurement Measurement System (See Figures (See Figures 11, 11, 12 12,, 13 13 or or 14 14..) The temperature measurement system consists of four chromel--alumel single junction thermocouples couples in the gas producer turbine turbine outlet and an associated integral integral terminal. terminal. The voltages of the four thermocouples thermocouples are electrically electrically averaged averaged in the assembly assembly.. The airframe temperature temperature indicating system attaches to the integral terminal of the thermocouple assembly.

E.

AntiAnt i--Icin -Icing g System System The compressor compressor inlet guide vanes and front bearing support hub are the engine components with anti--icing anti--icing provisions. Anti--icing Anti--icing is provided by the use of compressor discharge air which is taken from a fitting at the ten o’clock o’clock position on the side face of the compressor compressor scroll. An electrically operated air shut--off shut--off valve is used to control antianti --icing air. An ice detector is not furnished with this engine. Performance average changes due to operation of anti--icing provisions are shown in in Table Table 1.

F.

Compre Compresso ssorr Bleed Bleed Air System System.. (See (See Figures 15 and 15 and 16 16..) The compressor compressor bleed air system permits permits rapid engine response. The system consists consists of a compressor discharge pressure sensing port on the scroll, tubing from the sensing port to the bleed valve, a compressor bleed control valve, and a bleed air manifold and adapte adapter. r. An annular slot at the inlet to the impeller blades bleeds compressor air into a manifold. The compressor compressor bleed control valve mounts on the adapter which mounts on the manifold. Compressor Compressor discharge discharge air pressure pressure sensing, for bleed control valve operation, is obtained at a sensing sensing port on the compressor compressor scroll. The bleed control valve is normally open; it is closed by compressor discharge pressure.

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M250--C20R SERIES OPERATION AND MAINTENANCE A X 4 3 0 S E A

c i t a m e h c S m e t s y S n o i t a c i r b u L

9 e r u g i F

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Oil Pump Schematic Figure 10

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Table 1 Performance Changes Due to Operation Of Anti--icing Provision

Required Shaft Horsepower (SHP)

Average Maximum Maxi mum Increase In TOT To Maintain SHP, Degrees C (Degrees F)

Average Maximum Maxi mum Increase In Fuel Flow To Maintain SHP, Percent

45 0

29.4

(85)

4. 8

37 5

24.4

(76)

4. 6

30 0

19.4

(67)

4. 2

22 5

16.7

(62)

4. 0

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Electrical Wiring Schematic (M250--C20R) Figure 11

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Electrical Wiring Schematic (M250--C20R(ST)) Figure 12

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Electrical Wiring Schematic (M250--C20R/1,(M250--C20R/1,--C20R/1(RS)) -C20R/1(RS)) Figure 13

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Electrical Wiring Schematic (M250--C20R/2,(M250--C20R/2,--C20R/2(SP),-C20R/2(SP),--C20R/4)) -C20R/4)) Figure 14

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Typical Compressor Bleed Control Valve Figure 15

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NOTE: THE LINES ON THE FIGURE REPRESENT NOMINAL SETTINGS AND ARE NOT INTENDED AS SPECIFIC LIMITS. THE EXACT OPERATING RANGE MAY VARY DUE TO VARIATIONS IN ENGINE AND AIRCRAFT INSTALLATIONS.

Compressor Bleed Control Valve Operation Figure 16

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M250--C20R SERIES OPERATION AND MAINTENANCE 4.

Specifications A.

Engine Ratings The specifications, limits, and performance ratings are as follows: Design power output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450 shp (335 kW) Design speeds: Gas producer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% (50,970 rpm) Power turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% (33,290 rpm) Power output shaft . . . . . . . . . . . . . . . . . . . . . . . . . 100% (6,016 rpm) Maximum measured gas temperature--temperature----Stabilized (TOT) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1490F (810C) Dimensions: Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40.9 in. (1038 mm) Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.1 in. (586 mm) Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.8 in. (528 mm) Engine weight: dry (M250(M250--C20R, -C20R, C20R/1 C20R/1)) 173 lb. (79 kg) dry (M250(M250--C20R/2, -C20R/2, C20R/4) C20R/4) 169 lb. lb. (77 kg) kg) WARNING WARNING:: OIL CONSUMPTI CONSUMPTION ON IN EXCESS OF 1 QUART IN 5 HOURS HOURS (0.05 GAL/HR, GAL/HR, 0.19 LITER/HR) IS INDICATIVE OF SERIOUS INTERNAL LEAKAGE AND MUST NOT BE PERMITTED. INTERNAL OIL LEAKAGE CAN RESULT RESULT IN UNDETECTED INTERNAL OIL FIRES AND CAUSE DISASTROUS TURBINE FAILURES. CAUTION: CAUTION:

NORMAL NORMAL ENGINES ENGINES USE A MINIMAL MINIMAL AMOUNT AMOUNT OF OIL. OIL. HOWEVER, HOWEVER, ANY SUDSUDDEN INCREASE IN OIL CONSUMPTION IS INDIC ATI INDIC ATIVE VE OF OIL OF OIL SYSTEM SYSTEM PROBPROBLEMS AND MUST BE CORRECTE CORRECTED. D. (REFER TO TO ITEMS 21 AND 21 AND 22 22 IN TABLE 101, TROUBLESHOOTING. TROUBLESHOOTING.)

Max. oil consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 qt in 5 hrs (0.9 ltr in 5 hrs) Performance ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Tables 2 and 2 and 3. 3.

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M250--C20R SERIES OPERATION AND MAINTENANCE Table 2 Performance Ratings for Normal Operation Maximum Allowable Operating Limits

Rating

Shaft Power

Jet Thrust (est)

Gas Producer

Output Shaft

Specific Fuel Cons. (max.)

hp

lb

rpm (est)

rpm

lb/shp -- hr

Measured Rated Gas Temp. (est) Temp. (est) F

(C)

Output Shaft Torque

Measured Gas Temp.

ft lb

_F

(_C)

Performance Ratings -- Standard Sea Level Static Conditions Takeoff (5 min.)

450

42

50537

6016

0.608

1423 (773)

400

1490 (810)

Normal Cruise

380

37

48814

6016

0.631

1325 (718)

332

1385 (752)

Cruise A (90%)

380

37

48814

6016

0.631

1325 (718)

332

Cruise B (75%)

317

31

47231

6016

0.666

1252 (678)

332

Ground Idle

35

13

33000

4500 -6300

70 lb/hr

5900 -6480

70 lb/hr

Flight Auto-rotation

0

13

33000

950

(510 56)

100 

925

(496 56)

100 

Performance Rating at 4000 Feet Altitude, 80.7F (27C) Ambient Static Conditions Takeoff

381

35

51080

6016

0.626

1490 (810)

40 400

1490 (810)

Specific Fuel Consumption = Fuel Flow/shp Normal Normal Cruise Cruise Power is the highest power ordinarily used in regular cruise operation. operation. Cruise A and Cruise B ratings are at power levels that are 90% and 75%, respectively, of rated Normal Cruise power at standard sea level static conditions. conditions. The maximum permissible output shaft speed for continuous operation varies from 108% at Flight Autorotation to 103% at Takeoff. Table 3 Performance Ratings for One--engine Inoperative and/or Emergency Operation Maximum Allowable Operating Limits

Rating

Shaft Power

Jet Thrust (est)

Gas Producer

Output Shaft

Specific Fuel Cons. (max.)

hp

lb

rp r pm (est)

rpm

lb/shp -- hr hr

Measured Rated Gas Temp. (est) Temp. (est) F

Output Shaft Torque

(C)

ft lb

Measured Gas Temp. F

(C)

Performance Ratings -- Standard Sea Level Static Conditions 30 -- Minute Power

450

42

50537

6016

Max. Continuous*

450

42

50537

6016

0.608

1423 (773)

400

1490 (810)

0.608

1423 (773)

400

1490 (810)

Specific Fuel Consumption = Fuel Flow/shp

*Max. Continuous rating is FAA approved for continuous operation; but is authorized by the engine manufacturer only during one--engine--inoperative (O.E.I.) operation of multi--engine aircraft and/or emergency operation.

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M250--C20R SERIES OPERATION AND MAINTENANCE WARNING: WARNING: IT IS VERY IMPORT IMPORTANT ANT THAT THAT THE ENTIRE AIRCRAFT AIRCRAFT AND ENGINE FUEL SYSTEM BE MAINTAINED TO THE HIGHEST STANDARDS OF CLEANLINESS. ROLLS--ROYCE HAS CONDUCTED TESTING OF APPLE JELLY TYPE CONTAMINATION WHICH SHOWS IT BEHAVES DIFFERENTLY THAN A SOLID CONTAMINANT CONTAMINANT.. IT CAN PASS THROUGH VARIOUS VARIOUS AIRFRAME AND ENGINE FUEL FILTERS UNDETECTED WITHOUT ACTUATING THE IMPENDING BYPASS INDICATOR, INDICATOR, AND IT CAN CAUSE PARTIAL OR COMPLETE BLOCKAGE OF THE FUEL NOZZLE SCREEN RESULTING IN REDUCED ENGINE PERFORMANCE OR FLAMEOUT. IF THIS GEL--LIKE MATERIAL IS DETECTED AT ANY POINT IN THE AIRCRAFT OR ENGINE FUEL SYSTEM, THE ENTIRE AIRFRAME AND ENGINE FUEL SYSTEM MUST BE INSPECTED. ENGINE FUEL SYSTEM CONTAMINA CONTAMINATION, TION, WHICH COULD CAUSE WARNING: WARNING: TO PREVENT ENGINE ENGINE FLAMEOUT, AN AIRFRAME MOUNTED LOW PRESSURE FUEL FILTER, SOMETIMES REFERRED TO AS AN ICE FILTER, MUST BE USED ON ANY AIRCRAFT REFUELING FROM REMOTE FUELING SITES (DRUMS, ETC). CAUTION: CAUTION:

B.

TO DETERMIN DETERMINE E IF A GIVEN FUEL MEETS MEETS THESE SPECIFICA SPECIFICATIONS TIONS,, THE BURDEN BURDEN OF PROOF RESTS WITH THE OPERATOR AND HIS SUPPLIER.

Fuel Fuel Spec Specif ific icat atio ion. n. (1)

Primary Fuels that agree with the military and commercial specifications that follow are approved for unrestricte unrestricted d use in M250 Series engines. engines. (a)

MIL--DTL--5624, -DTL--5624, Grades JP--4, JP--4, JP--5 JP--5

(b)

ASTM ASTM D--1655 D--1655,, Grades Grades Jet A, Jet A--1 A--1

(c)

ASTM D--1655 D--1655,, Grade Grade F--24 F--24

(d) (d)

ASTM ASTM D--6615 -6615,, Grad Grade e Jet Jet B

(e)

MIL--DTL--83133, -DTL--83133, Grade JP--8 JP--8

(f)

UK Defense Defense Standard Standard 91--91, 91--91, Semi--Synthetic -Synthetic and Fully Synthetic Synthetic

(g)

GOST GOST 1022 10227 7 (Russia (Russia), ), Grades Grades TS--1 and and RT

(h)

STAS STAS 563 56399--88 -88 (Roman (Romania) ia),, Grade Grade TH

(i)

GB 653 6537 7 (People (Peoples s Republi Republic c of China) China),, Grade Grade No. 3

(j)

GSTU GSTU 320. 320.0014 0014994 9943.0 3.00707--97 (Ukrai (Ukraine) ne),, Grade Grade RT (PT) (PT) GSTU 320.00149943.011--99 (Ukraine), Grade TS--1 TS--1 (TC--1) (TC--1)

CAUTION:

(2)

MIL--GMIL--G--5572 -5572 FUEL THAT THAT CONTAIN CONTAINS S TRICRESYLPHOSPHA TRICRESYLPHOSPHATE TE (TCP) ADDITIVE MUST NOT BE USED.

Emer Em erge genc ncy y Operation on ASTM D--910 AVGAS, all grades, is permitted for a maximum of six hours for each turbine overhaul period if the aircraft boost pumps are available and turned on. NOTE:

The M250--C20R/2(SP) -C20R/2(SP) engine engine which is equipped equipped with with CECO suction suction fuel fuel pump and filter assembly does not require fuel anti--ice additives or a means of airframe fuel ice elimination above an ambient temperature of --30F (--34C).

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M250--C20R SERIES OPERATION AND MAINTENANCE NOTE:

(3) (3)

Grade JP--4, Grade JP--5, and Grade JP--8 type fuels contain contain a Fuel System Icing Inhibitor (FSII) that agrees with MIL--DTLMIL--DTL--85470. -85470. These fuels do not require more FSII unless specified by the airframe manufacturer.

Cold Cold Weath eather er To assure consistent starts below 4C (40F) the following fuels can be necessary: (a)

MIL--DTL-DTL--5624, -5624, JP--4

(b) (b)

ASTM ASTM D--6615 -6615,, Jet Jet B

(c)

Alternate Alternate Cold Cold Weather Weather Fuel: ASTM D--910 AVGAS AVGAS and Jet Jet A, A--1, A--1, JP--5, or JP--8 JP--8 mixture. mixture. Refer to para to para 9, Cold Weather Fuels, for Fuels, for instructions on correct mixture and use of cold weather fuels.

CAUTION: CAUTION:

(4)

AT AMBIENT AMBIENT TEMPERA TEMPERATURES BELOW 4C (40F), SOME TYPE OF ANTI--ICE ANTI--ICE PROTECTION IS REQUIRED, SUCH AS AN ANTI--ICE ANTI--ICE ADDITIVE OR A MEANS OF AIRFRAME FUEL ICE ELIMINATION. ELIMINATION. ENGINE FLAMEOUT COULD RESULT FROM FAILURE TO USE ANTI-- ICE PROTECTION. (REFER TO THE AIRCRAFT AIRCRAFT MANUAL FOR THEIR THEIR RECOMMENDATIONS AND THIS PARA THIS PARA 4.B.(4) FOR 4.B.(4) FOR APPROVED ANTI--ICE ADDITIVE.)

NOTE: NOTE:

Jet A, A1, JP--5, or JP--8 JP--8 fuels are not restricted restricted from from use at ambient ambient temperatures below --18C (0F); however, special provisions for starting must be made. made. (Refer (Refer to Aircraft Aircraft Flight Manual.) Manual.) Once started, started, engine engine operation on Jet A, Jet A1, JP--5, or JP--8 will be satisfactory in outside air temperatures down to --32C (--25F).

NOTE: NOTE:

Prolonged Prolonged and uninterr uninterrupted upted operati operation on with only only AVGAS AVGAS mixture mixture will will induce lead buildup buildup on turbine parts. parts. This lead buildup can cause a gradual power reduction; consequently, this AVGAS mixture must be used only for cold weather operation. operation. During operation operation with normal normal Jet A type fuel, the lead will slowly dissipate.

Fuel System System Icing Icing Inh Inhibit ibitor or (FSII) (FSII):: (a)

FSII additives additives that that ag agree ree with with MILMIL--DTL-DTL--85470 -85470 are are approved approved for use in the M250 M250 series engine if used in accordance with the additive manufacturer instructions and if approved by the airframe manufacturer. NOTE:

Grade JP--4, Grade JP--5, and Grade JP--8 type fuels contain contain FSII that agrees with MIL--DTL--85470. These fuels do not require more FSII unless specified by the airframe manufacturer.

(b)

Fuel additives additives (Russia (Russia)) Fluid Fluid I (Ethylene (Ethylene glycol glycol monoet monoethyl hyl -- GOST 8313) and Fluid Fluid IM (a mix of 50% Liquid I and 50% methyl alcohol--TU--6--10--1458) with a concentration of 0.1--0.3% by volume are approved for anti--icing with GOST 10227, Grades TS--1 TS--1 and RT (Russia). No other fuel additives are RollsRolls --Royce approved.

(c)

STAS STAS 56395639--88, -88, Romanian Romanian TH fuel fuel is comparable comparable to to ASTM D--1655 D--1655 except except the TH TH fuel could have lower lubricity which can lead to increased wear in pumping elements of the fuel pump and fuel control. Rolls--Royce recommends recommends the first fuel pump elements and fuel controls that reach TBO be sent to an AMC for analysis of possible gear wear.

(d)

Approval Approval to to use GB6537--2006 includes includes the use of all all additives additives designated designated in the the specification specification,, including those designated designated as T1602, T1502 and T1601. This approval has been granted based on a technical assessment of these additives and satisfactory in--service experience.

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M250--C20R SERIES OPERATION AND MAINTENANCE (5)

Fuel Fuel System System Microb Microbiol iologic ogical al Contro Control: l: (a)

Biobar JF can can be used on an an intermit intermittent tent or nonnon--continuo -continuous us basis basis at a concentration level not to exceed 270 ppm (total Boron content not to exceed 20 ppm). It is permitted to burn off the treated fuel, provided the concentration does not exceed 270 ppm and the fuel is not contaminated with microbiological debris. It is permitted for Operators to apply a preventative treatment by continuous usage of Biobar JF, JF, provided the concentration concentration does not exceed 135 ppm and that this is achieved achieved by pre--mixing Biobar JF with jet fuel in storage and not by direct addition addition to aircraft tanks. NOTE:

(a)

Katho Kathon n FP 1.5 can can be used on a continuous, continuous, intermittent intermittent,, or non--continuo non--continuous us basis basis as prescribed by the aircraft aircraft manufacturer manufacturer.. Whenever the additive additive is used it is permissible to burn off the treated fuel in the engine provided that the concentration does not exceed 50 ppm for continuous usage and 100 ppm for intermittent, non--continuous usage. Such fuels must not be visibly contaminated with microbiological debris. NOTE:

C.

There are are a number number of Biobar Biobar products, products, but only Biobar Biobar JF is approved approved for use.

Low fuel pressure pressure and/or and/or fuel fuel filter diffe differentia rentiall pressure pressure warnings warnings must be carefully monitored during flight operations following the use of Kathon FP 1.5. Dependent Dependent on filter performance, performance, filter life could need re--establishing by operator experience. Such precautions are particularly important when Kathon FP 1.5 additive is used on an intermittent basis to cure confirmed cases of microbiological contamination.

Oil Oil Spec Specif ifica icati tion on.. The M250 series engines are certified and approved for use with only certain lubricating oils that agree with MIL--PRFMIL--PRF--7808, -7808, MIL--PRFMIL--PRF--23699, -23699, DOD--PRFDOD--PRF--85734, -85734, or SAE AS5780 specifications. Vendor Vendor brands of lubricating lubricating oils that have been engine tested and approved for M250 engine use are listed in para in para 4.C.(2), Approved Oils. Refer to para to para 4.C.(1), Cold Weather Lubrication, for Lubrication, for the type of oil recommended for specific ambient temperatures. CAUTION: CAUTION:

ONLY ONLY DISCRETIO DISCRETIONAR NARY Y MIXING MIXING OF OILS OILS WITHIN WITHIN AN OIL SERIES SERIES IS PERPERMITTED 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: CAUTION:

IF HEAVY HEAVY CARBON CARBON OR OR COKE COKE DEPOSITS DEPOSITS ARE ARE FOUND FOUND ON THE ENGINE ENGINE FILTER DURING REGULAR INSPECTIONS, IT IS RECOMMENDED THE FILTERS BE REPLACED; CONTINUE TO MONITOR BYPASS INDICATORS.

CAUTION: CAUTION:

TO DECREASE DECREASE THE LIKELIHO LIKELIHOOD OD FOR CARBON CARBON OR COKE COKE DEPOSITS DEPOSITS BEING BEING DISLODGED DURING THE CHANGEOVER TO ‘‘3RD GENERATION’’ OILS (E.G. MOBIL JET 254), THESE CHANGEOVERS CAN ONLY BE MADE WHEN THE ENGINE IS NEW OR REPAIRED, TO THE EXTENT THE LUBRICATION PASSAGES AND SUMPS HAVE BEEN CLEANED AND FLUSHED.

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M250--C20R SERIES OPERATION AND MAINTENANCE CAUTION:

WHILE CONSIDERABLE LABORATORY LABORATORY DATA DATA IS AVAI AVAILABLE LABLE TO DEMONSTRATE THE COMPATIBILITY OF ONE SYNTHETIC TURBINE OIL WITH OTHER TURBINE OILS MEETING THE SAME SPECIFICATION (AIRLINE EXPERIENCE DOES DEMONSTRATE THIS PROPERTY), THE INDISCRIMINATE MIXING OF APPROVED OILS DURING THE OPERATIONAL USE OF THE OIL IS NOT RECOMMENDED. HOWEVER, THERE CAN BE CIRCUMSTANC CIRCUMSTANCES ES WHERE EMERGENCY TOP--OFF, INADVERTENT MIXING, OR CHANGEOVER BY ‘‘TOP--OFF’’ ‘‘TOP--OFF’’ TO ANOTHER BRAND CAN OCCUR. OCCUR. THESE ARE ACCEPTED PRACTICES.

CAUTION: CAUTION:

FAILURE FAILURE TO TO COMPL COMPLY WITH OIL OIL MIXING MIXING RESTRICTI RESTRICTIONS ONS CAN RESUL RESULT T IN ENGINE FAILURE.

CAUTION: CAUTION:

REMOVE REMOVE AND INSPECT INSPECT THE OIL OIL FILTER FILTER AFTER AFTER THE FIRST FIRST 25 HOURS HOURS OF OF ENGINE OPERATION IF THE TYPE OF OIL (MIL-PRF-7808, MIL-PRF-23699, OR DOD-L-85734) IS CHANGED. REPEAT THE FILTER FILTER INSPECTION EACH 25 HOURS (AS REQUIRED), UNTIL EXCESSIVE CARBON PARTICLE ACCUMULATION ACCUMULATION SUBSIDES.

CAUTION: CAUTION:

THE FILTER FILTER INSPECTI INSPECTION ON IS TO DETERM DETERMINE INE IF COKE, COKE, WHICH WHICH WAS WAS FORMED FORMED DURING PREVIOUS OPERATION, IS BEING DISLODGED DURING THE FIRST OPERATION FOLLOWING THE OIL CHANGE.

CAUTION: CAUTION:

IF HEAVY HEAVY CARBON CARBON DEPOSITS DEPOSITS ARE OBSERVE OBSERVED D ON THE ENGINE ENGINE FILTER, FILTER, IT IS IS SUGGESTED SUGGESTED THAT THAT THE ENGINE OIL BE CHANGED AGAIN. AGAIN. THE OIL IS TO BE DRAINED WHEN THE OIL IS HOT TO OBTAIN THE MAXIMUM BENEFIT. BENEFIT. THE 25 HOUR OIL MONITORING IS TO CONTINUE UNTIL THE NEXT OIL CHANGE PERIOD.

CAUTION: CAUTION:

USE OF OILS OILS WHICH WHICH ARE ARE NOT INCLU INCLUDED DED IN THE APPROVED APPROVED OILS OILS LISTING LISTING,, OR FAILURE TO DRAIN OIL WITHIN THE PRESCRIBED INTERVAL GIVEN IN TABLE 602, 72--00--00, ENGINE--INSPECTION/CHECK WILL WILL BE CONSIDERED AS MISUSE UNDER ITEM (4) OF THE WARRANTY POLICY. POLICY.

(1) (1)

Cold Cold We Weat athe herr Lub Lubri rica cati tion on The types of oil recommended recommended at specific specific ambient temperatures temperatures are as follows: --40C (--40F) and and abov above e . . . . . . . . . . . . MILIL-PRFPRF-23 2369 699, 9, SAE SAE AS57 AS5780 80,, MILMIL--PR -PRF--780 -7808, 8, or DOD--PRF--85734 --40C (--40F) and below . . . . . . . . . . . . MIL-PRF-7808 NOTE:

Because of availability availability,, decreased decreased coking coking and better better lubrica lubrication tion qualities qualities at higher temperatures, MIL--PRF--23699 HTS or SAE AS5780 HPC oils are preferred preferred for use in M250 engines.

NOTE: NOTE:

Check the the engine engine oil quantity quantity within within 15 minutes minutes of of engine shutdown shutdown to avoid avoid a false indication indication of excessive oil consumption. consumption. If the 15 minutes has been exceeded, motor the engine for 30 seconds with the starter before checking tank quantity quantity. Motoring Motoring normally scavenges scavenges oil from the gearbox back to the aircraft aircraft oil tank. Check the airframe airframe flight manual; some installations installations can require engine to be operated for at least a minute at ground idle to assure proper scavenging of the engine gearbox.

NOTE:

Always refer refer to the the airframe airframe flight flight manual for for proper proper oil servicing servicing instruction instructions; s; specific requirements can vary for different models.

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M250--C20R SERIES OPERATION AND MAINTENANCE (2) (2)

Appr Approv oved ed Oils Oils

Manufa Man ufactu cturer’ rer’s s Designa Designatio tion n & Address Address

Manufa Man ufactu cturer’ rer’s s Designat Designation ion & Add Addres ress s

MIL-PRF-7808

MIL-PRF-7808

American PQ Lubricant 689 American Oil & Supply Co. 238 Wilson Avenue Avenue Newark, New Jersey 07105

Mobil Avrex S Turbo 256 Mobil OIl Corporation 3225 Gallows Road Fairfax, Virginia 22037

Brayco 880 Air BP Lubricants Maple Plaza II--1N Six Campus Drive Parsippany, New Jersey 07054

Mobil Rm--201A Mobil Oil Corporation 3225 Gallows Road Fairfax, Fairfax, Virgini Virginia a 22037

Eastman Chemical Company ETO 2389 EMN TO 2389 PO Box 431 Kingsport, Tennessee 37662

Mobil RM--184A RM--184A Mobil Oil Corporation 3225 Gallows Road Fairfax, Virginia 22037

EXXON Turbo Oil 2389 Air BP Lubricants Maple Plaza II--1N Six Campus Drive Parsippany, New Jersey 07054

Stauffer Jet 1 Stauffer Chemical Co. 380 Madison Avenue New York, New York 10017

MIL-PRF-23699 STD

MIL-PRF-23699 STD

Mobil Jet Oil II Mobil Oil Corporation 3225 Gallows Road Fairfax, Virginia 22037

SAE AS5780 SPC

Turbonycoil 600 (TN600) NYCO S.A. S.A. 66, Champs--Elysees -- 51 Rue De Ponthieu 75008 Paries

BPTO 2380 Air BP Lubricants Six Campus Drive Parsippany Parsippany,, NJ 07054

Royco Turbine Turbine Oil 500 Chemtura Corporation Anderol Division 215 Merry Lane East Hanover, NJ 07936--3900


American PQ Lubricant 6700 American Oil and Supply Co. 238 Wilson Avenue Avenue Newark, New Jersey 07105

MJO II ExxonMobil Swedesboro, NJ

Castrol 5050 Specialty Products Division 1001 West 31st Street Downers Grove, Grove, IL 60515

Hatcol 3611 Chemtura Corporation Hatcol Division 1020 King Georges Post Road Fords, NJ 08863--2329


EXXON BPTO 2380 Air BP Lubricants Maple Plaza II--1N, Six Campus Drive Parsippany, New Jersey 07054

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M250--C20R SERIES OPERATION AND MAINTENANCE Manufa Man ufactu cturer’ rer’s s Designa Designatio tion n & Add Addres ress s

Manufa Man ufactu cturer’ rer’s s Designat Designation ion & Add Addres ress s

MIL--PRF--23699 STD (cont)

MIL --PRF-- 23699 STD (Cont)

Castrol Castrol Aero J5 Specialty Products Division 1001 West 31st Street Downers Grove, IL 60515

Stauffer Jet II (Castrol 205) Stauffer Chemical Company 380 Madison Avenue New York, New York 10017

MIL --PRF -- 23699 HTS

MIL --PRF --23699 HTS

Mobil Jet Oil 254 or 291 Mobil Oil Corporation 3225 Gallows Road Fairfax, Virginia 22037


Royco Turbine Oil 560 Chemtura Corporation Anderol Division 215 Merry Lane East Hanover, NJ 07936--3900

SAE AS5780 HPC BPTO 2197 Air BP Lubricants Six Campus Drive Parsippany, NJ

Caltex RPM Jet Engine Oil 5 Caltex Petroleum Corporation 380 Madison Avenue New York, New York 10017


Chevron Jet Engine Oil 5 Chevron International Oil Company 555 Market Street San Francisco, California 94105

MJO 254 ExxonMobil Swedesboro, NJ

Aeroshell Turbine Oil 560 Shell International Petroleum Co., Ltd. International Aviation Sales Division Shell Centre London, SEI 7NA, England BPTO 2197 Air BP Lubricants Six Campus Drive Parsippany, NJ DOD --PRF-- 85734

DOD -- PRF --85734

Royco Turbine Oil 555 Chemtura Corporation Anderol Division 215 Merry Lane East Hanover, NJ 07936--3900

Aeroshell Turbine Oil 555 Shell International Petroleum Co., Ltd International Aviation Sales Division Shell Centre London, SEI 7NA, England

use of Aeroshell/Royco Aeroshell/Royco NOTE: NOTE: Long term use 555 oil can increase the probability probability of silicone rubber seal leakage in the accessory gearbox.

NOTE: Long term use use of Aeroshell Aeroshell 555 oil can increase the probability probability of silicon rubber seal leakage in the accessory gearbox. gearbox.

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M250--C20R SERIES OPERATION AND MAINTENANCE 5.

Oper Operat atin ing g Prec Precau auti tion ons s CAUTION: CAUTION: THE PRIMARY PRIMARY APPLICA APPLICATION TION OF THIS THIS TURBOSHAFT TURBOSHAFT ENGINE ENGINE IS TO POWER POWER A HELICOPTER OR ROTORCRAFT. ROTORCRAFT. A HEIGHT--VELOCITY HEIGHT--VELOCITY DIAGRAM AS REQUIRED BY REGULATION REGULATION AND PREPARED PREPARED BY THE AIRFRAME MANUFACTURER MANUFACTURER IS PUBLISHED IN THE AIRCRAFT FLIGHT MANUAL PERFORMANCE SECTION SECTION FOR NORMAL CATEGORY ROTORCRAFT. ROTORCRAFT. THE OPERATOR MUST BECOME FAMILIAR 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 ALTITUDE--AIRSPEED COMBINATIONS WHERE A SAFE AUTOROTATIONAL LANDING CAN NOT BE POSSIBLE ARE REPRESENTED BY THE SHADED OR CROSS--HATCHED AREA OF THE DIAGRAM. CAUTION: CAUTION: SNOW OR OR ICE SLUGS SLUGS CAN CAUSE THE THE ENGINE ENGINE TO FLAME FLAME OUT. OUT. BE SURE AV AVAIL ABLE PREVENTIVE EQUIPMENT IS INSTALLED INSTALLED AND IN PROPER WORK-WORK-- ING ORDER WHEN FLYING IN CONDITIONS WHERE SNOW OR ICE BUILDUP MIGHT OCCUR. CAUTION: CAUTION: CONSULT CONSULT THE AIRCRAFT AIRCRAFT FLIGHT FLIGHT MANUAL MANUAL FOR REQUIRED REQUIRED EQUIPM EQUIPMENT ENT AND PROCEDURES FOR FLIGHT IN FALLING/BLOWING SNOW. CAUTION: CAUTION: SAND AND DUST DUST WILL ERODE ERODE COMPRESSO COMPRESSOR R VANES VANES AND CAUSE CAUSE THEM TO FAIL. FAIL. CAUTION: CAUTION: SALT SALT LADEN HUMIDITY HUMIDITY AND AND CHEMICALS CHEMICALS WILL WILL CORRODE CORRODE COMPRESSOR COMPRESSOR BLADES BLADES AND VANES AND CAUSE THEM TO FAIL. Observe Observe the following following precautions to reduce the danger of personnel injury or damage to the engine. engine.

6.

A.

Before operatin operating g the engine, check check the air inlet for for foreign foreign objects. objects. (Refer (Refer to to Compressor Inlet Air Blockage, PARA 1.D.(11), 7272--00 -00---00, EngineEngine--Inspection/Check. -Inspection/Check.))

B.

If the eng engine ine doe does s not not operate operate within within Operating Operating Limits, PARA 6., 6., this Section, take the designated action.

C.

If the aircraf aircraftt is frequently frequently operated operated in dusty dusty or sandy sandy areas, periodic periodic erosion erosion inspectio inspection n is recommended. mended. (Refer to Erosion to Erosion Inspection, PARA 1.D.(8), 72--00--00, Engine--Inspection/Check.)

D.

If a flameout flameout has been been experienced experienced as the the possible possible result of snow, snow, ice, or water water ingestion, ingestion, refer refer to Snow Ingestion Inspection, PARA 1.D.(9), 72--00--00, Engine--Inspection/Check.

E.

If the aircraft aircraft is is being operated operated following following an extended extended period period of in activity activity,, refer to to Special InspecInspections, Table 604, 72--00--00, Engine Inspection/Check, for recommended action.

F.

If the the engine engine is operated operated in a salt salt water water environment environment it must must be subject subjected ed to a water wash. (Refer to Salt to Salt Water Contamination Removal, PARA 6.A.(1), 72--30--00.) 72--30--00.)

G.

If the installed installed engine engine will be shut shut down for for more than five five calendar calendar days the the compressor compressor must receive receive an application application of preservative. preservative. (Refer to Compressor to Compressor Preservation, PARA 11.D., 72--00 72-00---00, Engine Servicing Servicing.) .)

Operating Limits CAUTION: CAUTION:

TO PREVENT PREVENT SERIOUS SERIOUS ENGINE ENGINE MALFUNCTIO MALFUNCTION N OR CRUCIAL CRUCIAL LOSS OF OF POWER, POWER, DO NOT OPERATE THE ENGINE IN EXCESS OF ANY SPECIFIED LIMIT.

NOTE:

Operators Operators can be faced faced with an engine engine that meets meets all specifica specification tion power power requirements requirements in a certified certified test cell but apparently apparently fails to meet the minimum installed installed power required required by the aircraft flight manual.

NOTE:

Please refer refer to the Aircraf Aircraftt Manual for for other system system trouble trouble shooting shooting..

NOTE: NOTE:

Operators Operators must be aware aware that the FAA FAA requires requires the Rolls--Royce Authorized Authorized Maintenance Maintenance Centers to deliver engines of at least “specification horsepower” only after complete engine overhaul.

A.

Engine Speed If any of the following following limits are exceeded exceeded send the designated designated engine components components to repair/over repair/over-haul. Record extent extent of overspeed overspeed in the engine log book.

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RollsRolls -- Royce

M250--C20R SERIES OPERATION AND MAINTENANCE Limit

Component

N1 (Gas Producer) 105%-- --max. continuous

None

105--106%-- --15 sec max.

None

105%--106%-- - over 15 sec

Turbine and compressor

Over 106% -- - not allowed

Turbine and compressor

N2 (Power Turbine) 103% max. contin ntinu uous at Takeoff MGT

Turbine

108% max. continuous at Flight Autorotation 105% 15 sec max. at Takeoff MGT 113% 15 sec max. at Flight Autorotation (Reference (Reference Figure 17 or 17 or 17A) 17A) Limit

Component

N2 (Power Turbine) (cont) Complete loss of output shaft load

Turbine and gearbox

120% (40,000 rpm) or maximum indication shown on N2 tachometer, whichever is first.

Turbine and gearbox

Slippage/sudden engagement of free wheel clutch unit

B.

a. Engine Engine at Ground Ground Idle; Idle; coupling shaft not broken.

Gearbox

b. Engine Engine at Ground Ground Idle; Idle; coupling shaft broken.

N2 Turbine and Gearbox

c.

N2 Turbine and Gearbox

Engine at any speed Engine speed abov above e Ground Idle.

Tem empe pera ratu ture re WARNING: WARNING: HOT STARTS STARTS OR AFTERFIRE AFTERFIRES S AFTER SHUTDOWN SHUTDOWN WILL WILL CAUSE TURBINE TURBINE BLADE AND WHEEL DAMAGE, WHICH CAN RESULT IN ENGINE FAILURE. Refer to Table to Table 4 for 4 for the measured gas temperature limits and the action to be taken when they are exceeded.

C.

Torqu orque e If maximum torque limit of Table Table 5 is 5 is exceeded, the engine must be removed and sent to an authorized authorized facility facility to be overhaul overhaul inspected. inspected. Refer to Figure to Figure 18 for 18 for torquesensor oil pressure--topressure--to--shaft -shaft power relationship. If slippage and/or sudden free wheel clutch engagement engagement occur with the engine at stabilized ground idle rpm and the output shaft and coupling shaft are not broken, a torque spike of unknown value is assumed and the engine must be sent to an authorized overhaul facility for an over--torque over--torque inspection.

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Rolls-Royce M250-C20R SERIES OPERATION AND MAINTENANCE 720000_1

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