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250–C47B OPERATION AND MAINTENANCE

COMPRESSOR SECTION MAINTENANCE PRACTICES

WARNING: FAILURE TO PROPERLY ASSEMBLE COMPONENTS/PARTS OF THE ENGINE
COULD RESULT IN AN ENGINE FAILURE.

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–ex-
haust 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
by removing the lower attaching bolt and nut first to prevent stripping of the upper bolt
threads.

CAUTION: GUARD AGAINST THE SPUR ADAPTER GEARSHAFT AND TUR-

BINE–TO–COMPRESSOR COUPLING FALLING OUT OF THE GEAR-
BOX 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 in-
stall 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.

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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

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Compressor Removal (Typical Engine)

Figure 201 (Sheet 1 of 3)

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250–C47B OPERATION AND MAINTENANCE

Compressor Removal (Typical Engine)

Figure 201 (Sheet 2 of 3)

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250--C47B OPERATION AND MAINTENANCE

Compressor Removal (Typical Engine)

Figure 201 (Sheet 3 of 3)

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(10) Remove the six nuts from the splitline. Note the number and location of the compres-
sor 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 disengage-
ment.

(b) Assure turbine to compressor coupling remains engaged in turbine.

(c) Remove turbine assembly from engine. (Refer to Turbine Assembly Replace-
ment, 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
4.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, visually inspect the N1
shafting. There is also a 2000 hour repetitive inspection requirement. (Refer to Table
605, 72--00--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 de-
tail). Do not push against thin lip of No. 2 bearing retaining nut with puller. Use an ap-
propriate spacer (fabricate locally) (See Figure 204.).

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P/N 23008710 Fixture–Holding Gas Producer Turbine Rotor

Figure 202

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Compressor Rotor Inspection

Figure 203

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Spacer Fabrication Details

Figure 204

(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 gear-
shaft from the compressor if desired. Match mark spur adapter gearshaft to
the splined adapter before separation.
B. Installation
CAUTION: CHECK TO MAKE SURE THAT THE COMPRESSOR AND GEARBOX
MOUNTING FLANGES ARE CLEAN AND FREE OF FOREIGN MATERIAL
WHICH COULD CAUSE MISALIGNMENT.
(1) It is optional to apply a thin coat of DC6571--805 or equivalent high temperature alumi-
num paint on the following splitlines during final assembly: Scroll/Shroud/, Scroll/Duf-
fuser, Shroud/Diffuser, Diffuser/Rear Support. (See Figure 204A)
(2) 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.

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CAUTION: PREVENT MEK, MOLYKOTE, OR DEBRIS FROM ENTERING THE

NO. 2 BEARING.
(3) 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.
(4) Allow to air dry for five minutes and wipe with a clean soft cloth to remove excess lubri-
cant.
(5) 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.
(6) 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.
(7) Using 6798927 crimper, crimp an unused portion of the No. 2 bearing nut locking fea-
ture into a dimple in the splined adapter.
(8) Preoil No. 2 bearing, prior to compressor installation, using an approved oil.
(9) Lubricate and install new packings on the compressor rear support and the spur adapt-
er gearshaft.
CAUTION: BE SURE THE SPUR ADAPTER GEARSHAFT RETAINING RING IS
SECURELY POSITIONED AND EXPANDED IN THE GROOVE IN THE
SPLINED ADAPTER.
(10) 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.
(See Figure 204B) 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.
CAUTION: BE SURE THAT THE SPUR ADAPTER GEARSHAFT IS IN MESH
WITH THE GEARBOX MATING GEAR BEFORE TIGHTENING THE
COMPRESSOR RETAINING BOLTS. IF YOU TIGHTEN THE
COMPRESSOR RETAINING BOLTS WITH AN INCORRECT MESH OF
THE SPUR ADAPTER GEARSHAFT AND THE GEARBOX MATING
GEAR, THEN YOU MUST REPLACE BOTH THE MATING GEAR AND
THE GEARSHAFT.

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Application Areas for Aluminum Paint

Figure 204A

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Gage Retaining Ring, SAG -- Tool

Figure 204B

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(11) 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 com-
pressor 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.
(12) Install compressor, using titanium handling precautions. Position impeller by rotating
slightly clockwise and counterclockwise to insure spline engagement. Attach the
compressor with six nuts. Tighten nuts to 70--85 lb in. (7.9--9.6 N.m) above locknut
drag.
(13) If the compressor is not carefully installed, it is possible to strike the oil delivery tube
end (Piccolo Tube) with the Spur Adapter Gearshaft (SAG) gear teeth. Use a 10X
mirror or borescope (remove oil filter housing assembly for access) to inspect the oil
delivery tube (piccolo tube) end and Spur Adapter Gearshaft (SAG) gear teeth, for
damage sustained to either part during installation. Any damage that interferes with an
oil delivery hole, oil flow path, or any visible damage to gear teeth is cause for rejection
(See Figure 204B)
NOTE: Make sure match marks are aligned during assembly of engine. Do not use
engine turning adapter tool No. 6799790 to align splines.
CAUTION: FAILURE TO REPLACE THE MISSING OR DAMAGED FORWARD
AND AFT SPUR ADAPTER GEARSHAFT SEAL RING AND PACKING
CAN CAUSE TOO MUCH CARBON BUILD--UP AND CAUSE SUDDEN
ENGINE STOPPAGE.
(14) 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 (See
Figure 204C). Reinstall the turbine assembly (Refer to Turbine Assembly
Replacement, para 1.B., 72--50--00).
(15) Remove P/N 23008710 gas producer turbine rotor holding fixture.
(16) Install the turbine temperature probe using a new gasket.
(17) 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.
(18) 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.
(19) 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.
(20) 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.

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(21) Install the bleed valve jumper tube. Tighten coupling nuts to 65--100 lb in. (7.3--11.3
N.m).

(22) 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 cou-
pling nuts to 150--200 lb in. (17--23 N.m).

(23) Install the compressor seal cavity--to--turbine vent tube and adapter. Secure at the dif-
fuser 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).

(24) 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).

(25) Make appropriate entry relative to compressor replacement in the Engine Log.

(26) 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 AN ROLLS--ROYCE DISTRIBUTOR OR AUTHORIZED SERVICE CEN-
TER FOR THE WORK TO BE ACCOMPLISHED.
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 per-
pendicular 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 assem-
bly. (See Figure 204.)

(b) Install the handknob screws in the inner three threaded holes. (See Fig-
ure 204.)

(c) Install the 6893383--204 gage bar assembly. (See Figure 204.) Tighten clamp-
ing 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.

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Spur Adapter Gearshaft (SAG) Gear Teeth Inspection

Figure 204B

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Replace Missing or Damaged Forward and Aft Spur Adapter Gearshaft Seal Ring and Packing
Figure 204C

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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
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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 perpen-
dicular 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 circum-

ferential direction) on each pad. (See Right and Left measurements on Fig-
ure 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 compres-
sor 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 Aero-
space Standard AS478–7A1.)

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Checking Compressor Mount Pads for Flatness

Figure 206

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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) incre-
ments 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.

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PARA 1.C. (cont)

3 Clean the areas where the shim numbers have been etched using methyle-
thylketone. 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 paragraph, 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 re-
placed, 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 pres-
sure 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 POSSI-

BLE PART DAMAGE, DO NOT REMOVE THE COMPRESSOR FRONT
SUPPORT UNLESS THE COMPRESSOR IS IN A VERTICAL ATTI-
TUDE 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.

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1. Oil Pressure Reducer 6. Nut 11. Front Bearing Housing 17. Roller Bearing
2. Packing 7. Bolt 12. Not used 18. Header Pin
3. Retaining Ring 8. Front Support 13. Not used 19. Mating Ring Seal
4. Restrictor 9. Packing 14. Not used 20. Oil Seal
5. Body 10. Retaining Ring 15. Nut 21. Packing
16. Not used

Compressor Front Bearing and

Oil Seal Replacement
Figure 208

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(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 puller.
(5) Remove the oil seal from the rotor. Discard packing.
(6) Inspect the impeller for nicks, cracks or breakouts. (Refer to impeller, para 4.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.
(2) Before installing the mating ring, bearing or nut, measure dimensions A, B, and C as
indicated in Figure 208A. Install the seal mating ring with the puller groove forward.
(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 a slave nut and torque to 130--140 lb in. (14.7--15.8 Nm) above drag
torque. Loosen and remove slave nut.
(c) Hold the rotor from turning using 688981 wrench.
(d) With the slave nut removed, measure dimension D as indicated in Figure 208A.
Make sure that dimension D=A--(B+C).
(e) If dimension D is less than A--(B+C), reinstall slave nut and retorque nut to seat
bearing and seal mating ring.
1 Remove slave nut and recheck dimension D.
2 If dimension D is 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 can cause this condition.
3 Once dimension D is determined to be acceptable go to step (f).
(f) 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).
(g) Install the headed anti--rotation pin in the outer race. Lubricate the race and insert it
into the front bearing housing.
(h) 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.

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1st Stage Wheel Stub Shaft Dimension Check

Figure 208A

(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.

(6) Remove the compressor from 6893360 fixture and install the compressor on the engine.
(Refer to Compressor installation paragraph 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.)

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3. 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).
A. Replacement Procedure

(1) Attach a string or streamer to the end of the shim stock before you install it in the
compressor.

(2) Carefully install shim stock between the impeller and the shroud to support the com-
pressor impeller. Install the shim stock through the open end of the compressor front
support at three equally spaced locations. One location must 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, DO NOT
INSTALL THE SHIM WITHOUT A STRING OR STREAMER ATTACHED. IF
YOU INSTALL THE SHIM WITHOUT A STRING OR STREAMER, YOU WILL
NOT BE ABLE TO REMOVE IT. DAMAGE TO THE ENGINE CAN OCCUR.

(3) 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).

NOTE: When removing the compressor front bearing retaining nut, hold the rotor
from turning using 6799790 adapter in the starter generator drive pad on the
gearbox.

(4) When the compressor front support is correctly installed, remove the shims from be-
tween the impeller and the shroud.

(5) Check run the engine (Ref. Check Run, Para 1, 72--00--00, Engine--Adjustment/Test).

4. 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 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.
A. Compressor Front Support
Visually inspect the struts and dome for cracks, punctures or dents. No cracks or punctures
are acceptable. Dents must not exceed 0.020 in. (0.51 mm) depth.

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PARA 4. (cont)

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 ASSEM-
BLY.

DURING ASSEMBLY OPERATIONS, HANDLING OF PARTS WITH BARE

HANDS SHALL BE KEPT TO A MINIMUM.

MANUAL CONTACT WITH WET, CLEANED PARTS SHALL BE ACCOM-

PLISHED 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, CHLO-

RINE, 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 CHLO-
RIDE 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 FIX-

TURE PARTS; NICKEL–PLATE IS RECOMMENDED.

FURTHER REMOVAL OF COMPRESSOR COMPONENTS (SHROUD, MAN-

IFOLD, SCROLL) SHALL NOT BE UNDERTAKEN, AS THIS MAY JEOPAR-
DIZE 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.

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 fur-
ther damage. Based on the judgement of the operator/inspector, reject the
compressor if a hazardous condition is suspected.

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PARA 4.B. (cont)

(2) Inspect compressor impeller bore as follows:

NOTE: The compressor impeller bore has a 2000 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
returned to a qualified repair facility for repair or overhaul.

(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 a 2000 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 com-
pressor assembly (including the spur adapter gearshaft) must be returned to
a qualified repair facility for repair or overhaul.

(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
broken teeth are allowed.

(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–6010, item
6.C. if unacceptable wear is found, reject the compressor assembly.

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APC020XA

Compressor Impeller Blending Limit

Figure 209

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Compressor Impeller Wear Step

Figure 210

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PARA 4.C. (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 2000 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 com-
pressor assembly (including the spur adapter gearshaft) must be returned to
a qualified repair facility for repair or overhaul.

(a) Visually inspect the forward 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
spline teeth for a wear step. Any discernable wear step that can be felt with the
scribe is unacceptable.

(2) Inspect the spur adapter gearshaft aft splines as follows:

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(a) Visually inspect the 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 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.

5. 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) MUST 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 must be aware that salt laden air can be encountered for 75--150 miles
(75--241 km) inland under certain weather conditions. If there is any doubt about
the conditions in which your engines are operated, the compressors must 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.

CAUTION: BE SURE PLA IS IN CUTOFF TO PREVENT THE STARTER FROM

LATCHING AND START CYCLE FROM INITIATING.

(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 M250 series engine.

(b) N1 speed must not exceed 10% rpm during water spray injection.

(c) Use the highest quality water available. (Refer to para 5.A.(2), this section.)

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(d) Do not spray water into a hot engine. The engine temperature must 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 can 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 must contain methanol in concentrations
not less than 99.85% by volume. (See Table 301, 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 5.A.(2), this
section, can 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 micromhos per centimeter or
microsiemens per centimeter would be theoretically ideal. However, a
more practical level of 20 micromhos per 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 must be
requested from the vendor.

2 If 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.

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PARA 5.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 con-
taminants 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.

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PARA 5.A. (cont)

CAUTION: TO PREVENT POSSIBLE BLADE DAMAGE AND TO ASSURE ADE-

QUATE RINSE AT THE BASE OF THE BLADES, N1 MUST NOT EX-
CEED 10% RPM. IF N1 RPM REACHES 10%, RELEASE THE START-
ER 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 ROTA-
TION 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 3 second delay will reduce the tendency of the engine to ac-
celerate 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 in-
jected 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 ex-
ceed 10%.

(e) Continue injection of water spray during coast down until N1 stops, this im-
proves 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. Accom-
plish the wash using an approved cleaner (Refer to Consumable Materials, Table 301,
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.

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PARA 5.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 301, 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 pas-
sages 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 con-
taminants 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 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 5.B.(5), this section.

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PARA 5.B. (cont)

CAUTION: DO NOT EXCEED 10% N1 RPM MOTORING SPEED DURING WASH-

ING OR RINSING CYCLES. DO NOT INJECT A SOLID STREAM OF
FLUID 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.

(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 injec-
tion 3 seconds prior to starter engagement and disengage starter at 10% N1
rpm. Inject 1 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 pre-
ferred) 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
5.B.(2).

NOTE: Scrub the impeller blades as deep as possible; pay particular atten-
tion to the outer 1–1/2 in. (38 mm).

(b) Perform the complete wash as described in para 5.B., Wash Procedure.

WARNING: FAILURE TO PROPERLY INSTALL, ALIGN, AND TORQUE FUEL, OIL, AND
AIR FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.

(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).

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 EXPORT CONTROLLED Rolls–Royce
250–C47B OPERATION AND MAINTENANCE

PARA 5.B. (cont)

(7) Drying Run

Immediately following reassembly of the engine after the compressor wash, start and op-
erate the engine for a minimum of 5 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 alter-
nate wash procedure given in para 5.B.(5), if not previously accomplished.
If performance is not regained after the alternate procedure, refer to Trou-
bleshooting, Table 101, 72–00–00 to aid in determination of the cause and
for a suggested remedy.

72–30–00
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250–C47B OPERATION AND MAINTENANCE

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72–30–00
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