501-KC7 Operation & Maintenace Manual PDF

Engine Operation
and Maintenance
Rolls–Royce
501–KC7 Gas Generator
Publication no. CSP11012
Rolls–Royce distributes updates for manuals,

service bulletins, turbo bulletins, and service
information letters to the nominated address of
the manual holder. These documents can contain
information regarding the safe operation of the
equipment and it is in the interests of both the
operator/owner and Rolls–Royce to ensure that
these documents are received and acted on as
necessary. Rolls–Royce may not be aware of
changes in the operator’s/owner’s organization or
changes in ownership of equipment. It is the
responsibility of the equipment operator/owner to
ensure that any changes in manual holder and/or
address, or any changes in equipment ownership
are reported to Rolls–Royce. Rolls–Royce will not
be held responsible for any consequences resulting
from the lack of receipt of this documentation where
such changes have not been advised to
Rolls–Royce in writing.
Proprietary rights legend

Rolls–Royce Corporation
This technical data and the information embodied
herein is the property of and proprietary to
Rolls–Royce Corporation, and shall not, without
prior written permission of Rolls–Royce be
disclosed in whole or in part to third parties. This
legend shall be included on any reproduction of
Second Edition this data in whole or in part.
1 May 2000
E 2000 Rolls–Royce Corporation

Printed in USA
Rolls–Royce
501–KB7 OPERATION AND MAINTENANCE
REVISIONS– Revision service for this manual is available from Rolls–Royce Corporation,
P.O. Box 420, Indianapolis, IN 46206 USA, ATTN: Publication Coordinator N14B.
NOTICE – This manual is furnished with the understanding that it will be used for service,
maintenance, and overhaul purposes only.
NOTICE – It is Rolls–Royce Corporation’s intention that the procedures and guidelines set forth in
this publication pertain to the maintenance of parts that are authorized by Rolls–Royce.
Rolls–Royce has determined that these procedures and guidelines may not be
acceptable for use on parts that are manufactured by entitities other than Rolls–Royce or
the Rolls–Royce approved vendors and suppliers.
First Edition 15 Jan 1999 2 copies (236 pages)

Second Edition 01 May 2000 20 copies (262 pages)
Page No. Date

Title – Page A May 01/00
WP1 – WP 4 May 01/00
i – vi May 01/00
1–6 May 01/00
1–1 – 1–10 May 01/00
2–1 – 2–22 May 01/00
3–1 – 3–32 May 01/00
4–1 – 4–18 May 01/00
5–1 – 5–10 May 01/00
6–1 – 6–2 May 01/00
7–1 – 7–22 May 01/00
8–1 – 8–2 May 01/00
9–1 – 9–8 May 01/00
10–1 – 10–22 May 01/00
11–1 – 11–26 May 01/00
12–1 – 12–12 May 01/00
13–1 – 13–24 May 01/00
14–1 – 14–2 May 01/00
15–1 – 15–32 May 01/00
Page A
May 01/00
Rolls–Royce
501–KC7 OPERATION AND MAINTENANCE
IMPORTANT SAFETY NOTICE
IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and cautions

described in this manual. These warnings and cautions advise of specific operating and
servicing methods that, if not observed, can result in personal injury, damage to the equipment,
or cause the equipment to be unsafe.
It is, however, important to understand that these warnings and cautions are not exhaustive.
Allison Gas Turbine could not possibly know, evaluate and advise the user of all conceivable
ways in which service might be done or of the possible hazardous consequences of each way.
Consequently, Allison Gas Turbine has not undertaken any such broad evaluation.
Proper methods of operation, service, and repair are important to the safe, reliable operation of
all equipment. The procedures recommended by Allison Gas Turbine and described in this
manual are effective methods for performing these operations. Some of these service
operations require the use of tools specially designed for the purpose. The special tools should
be used when and as recommended. ALLISON GAS TURBINE STRONGLY RECOMMENDS
THE PROCEDURES HEREIN SHOULD BE USED TO THE EXCLUSION OF OTHERS.
ANYONE WHO USES A PROCEDURE WHICH IS NOT RECOMMENDED BY ALLISON GAS

TURBINE ASSUMES THE RISK OF ANY CONSEQUENCE THAT MIGHT OCCUR.
WARNINGS, CAUTIONS, AND NOTES

The following definitions apply in this manual.
WARNING: A PROCEDURE, PRACTICE, CONDITION, STATEMENT, ETC., WHICH IF NOT
STRICTLY OBSERVED, COULD RESULT IN INJURY TO OR DEATH OF PERSONNEL.
CAUTION: A PROCEDURE, PRACTICE, CONDITION, STATEMENT, ETC., WHICH IF NOT
STRICTLY OBSERVED, COULD RESULT IN DAMAGE TO OR DESTRUCTION OF THE
EQUIPMENT.
NOTE: An essential operating or maintenance procedure, condition, or statement, which must be
highlighted.
WARNINGS WP–1
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Rolls–Royce
LIST OF WARNINGS
This manual contains the following warnings. IT IS YOUR RESPONSIBILITY to be familiar with all
of them.
WARNING: ALWAYS BEND THE LOCKWIRE ENDS IN TOWARDS THE FASTENED ITEM TO
GUARD AGAINST PERSONAL INJURY AND/OR PREVENT DAMAGE TO ADJACENT
PARTS.
WARNING: SEVERE BURNS MAY RESULT FROM CONTACT WITH THE ENGINE HOT SECTION.
ENSURE THAT THE ENGINE HAS HAD SUFFICIENT TIME TO COOL BEFORE
ATTEMPTING TO PERFORM MAINTENANCE ON THE HOT SECTION.
WARNING: TRI–CRESYL PHOSPHATE (TCP) AND SOME OF THE OTHER ADDITIVES IN THE
SYNTHETIC OILS ARE READILY ABSORBED BY THE SKIN AND ARE HIGHLY TOXIC.
ANY PART OF THE BODY THAT COMES IN CONTACT WITH THESE OILS SHOULD
BE CLEANSED AS SOON AS POSSIBLE.
WARNING: A SOLUTION OF ALODINE, NITRIC ACID, AND WATER IS INJURIOUS TO THE SKIN
AND CLOTHING. OPERATORS MUST BE ADEQUATELY PROTECTED BY GOGGLES,
RUBBER GLOVES, APRONS, ETC.
WARNING: FED. SPEC P–D–680–2 DRY CLEANING SOLVENT IS TOXIC. PROVIDE ADEQUATE
VENTILATION.
WARNING: NEVER HANDLE AN ENERGIZED IGNITER. MAKE SURE THAT IGNITION HAS BEEN
OFF FOR AT LEAST FIVE MINUTES BEFORE REMOVING AN IGNITER. THIS TIME
WILL ALLOW THE EXCITER BLEED RESISTORS TO DISSIPATE ALL ENERGY
STORED IN THE CONDENSERS. SEVERE INJURY OR DEATH MAY OCCUR.
WARNING: THE EXCITER TEST SHOULD NOT BE PERFORMED IN AN AREA WHERE THERE IS
THE POSSIBILITY OF A FUEL LEAK OR ANY OTHER EXPLOSIVE MATERIAL WHICH
COULD BE IGNITED. INJURY OR DAMAGE MAY OCCUR.
WARNING: THE IGNITER TEST SHOULD NOT BE PERFORMED IN AN AREA WHERE THERE IS
THE POSSIBILITY OF A FUEL LEAK OR ANY OTHER EXPLOSIVE MATERIAL WHICH
COULD BE IGNITED. INJURY OR DAMAGE MAY OCCUR.
WARNING: NEVER HANDLE AN ENERGIZED IGNITER. SERIOUS PERSONAL INJURY MAY
OCCUR FROM CONTACT WITH AN ENERGIZED SPARK IGNITER.
WARNING: USE CARE IN REMOVAL OF AIR VALVE STEM TO PREVENT IT FROM BLOWING
OUT AND CAUSING INJURY TO PERSONNEL.
WARNING: MAKE SURE ALL PRESSURE IS RELEASED BEFORE REMOVING PIPE PLUG OR
CONTAINER COVER. INJURY OR DAMAGE MAY OCCUR.
WARNING: MINERAL SPIRITS ARE TOXIC. ANY PART OF THE BODY THAT COMES IN
CONTACT WITH MINERAL SPIRITS SHOULD BE CLEANED AS SOON AS POSSIBLE.
WARNING: KEEP HANDS OUT OF THE ENGINE. DO NOT TURN ENGINE ROTOR BY THE
BLADES. DISABLE STARTER CIRCUITS DURING INSPECTION. SEVER INJURY MAY
OCCUR.
WARNING: THE TEMPERATURE RISE THROUGH THE COMPRESSOR CAN BE MORE THAN
500°F (260°C) SEVERE BURNS MAY OCCUR.
WP–2 WARNINGS
May 01/00
Rolls–Royce
LIST OF WARNINGS
WARNING: THE IGNITION SYSTEM MUST BE OFF FOR AT LEAST 5 MINUTES BEFORE
HANDLING THE EXCITER. THIS PERIOD OF TIME PERMITS BLEED RESISTORS
WITHIN THE EXCITER TO DISSIPATE ENERGY STORED IN THE CONDENSERS.
SEVERE INJURY OR DEATH MAY OCCUR.
WARNING: AS AN ADDED PRECAUTION TO RID OF ANY DANGEROUS ENERGY WHICH COULD
PERSIST IF BLEED RESISTORS WERE OPEN, SHORT THE CENTER ELECTRODE
OF THE HIGH TENSION CONNECTOR TO THE CASE OF THE EXCITER. SEVERE
INJURY OR DEATH MAY OCCUR.
WARNING: SERIOUS PERSONAL INJURY MAY OCCUR IF IGNITION SYSTEM IS ENERGIZED.
WARNING: THE IGNITION SYSTEM SHOULD BE OFF FOR AT LEAST 5 MINUTES BEFORE
HANDLING THE IGNITION SYSTEM COMPONENTS. SEVERE INJURY MAY OCCUR.
WARNING: BE CAREFUL NOT TO CATCH FINGERS BETWEEN BLADES AND VANES. INJURY
MAY OCCUR TO FINGERS.
WARNINGS WP–3
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Rolls–Royce
THIS PAGE INTENTIONALLY LEFT BLANK
WP–4 WARNINGS
May 01/00
Rolls–Royce
INTRODUCTION
This manual gives information and procedures for the operation and maintenance of the 501–KC7
Gas Generator.
The 501–KC7 designation includes:

501 denotes the Rolls–Royce model number
–K denotes an industrial application
C denotes an industrial adaption for compressor gas generator
The gas generator operates on gaseous fuel and has an axial air inlet.
NOTE: The term gas generator, gas producer, and gasifier are synonymous and all refer to the
same section of engine, therefore they are all used interchangeably. This manual uses the
term gas generator (GG).
Except for special tools, part numbers are rarely used in a maintenance manual. Specific
assemblies, parts, and part descriptions are identified in CSP13011, Illustrated Parts Catalog.
If repairs are beyond the scope of this operation and maintenance manual, contact your Authorized
Distributor and/or Authorized Maintenance Center (AMC) for assistance.
Additional assistance can be obtained if you contact the activity listed below:
Rolls–Royce Corporation Access Center
Indianapolis, Indiana 46206–0420
P.O. Box 420, Mail Stop U16
Phone: 888–255–4766 or 317–230–6400
Fax: 317–230–4243
Where applicable, metric equivalents are added in parentheses after the U.S. Standard values.
In the event of differences with this manual or other publications, the applicable Installation
Assembly Drawing is the final authority to define the GG interface requirements.
INTRODUCTION Page i
May 01/00
Rolls–Royce
OWNER ASSISTANCE
The satisfaction and goodwill of the owners of Rolls–Royce products are of primary concern to
Rolls–Royce Corporation and its distributors.
Normally, any problem which arises in connection with the sale or operation of your engine will be
handled by the Distributor or Authorized Maintenance Center in your area. It is recognized, however, that
despite the best intentions of everyone concerned, misunderstandings may still occur. If you have a
problem which has not been handled to your satisfaction, we suggest that you take the following steps:
1. First, discuss your problem with a member of management of the Distributorship or Authorized
Maintenance Center. Frequently, complaints are the result of a breakdown in communication and can
be quickly be resolved by a member of management. If you have already discussed the problem with
the sales or service manager, contact the general manager.
2. When it appears that your problem cannot readily be resolved at this level without additional
assistance, contact Rolls–Royce Corporation at the address listed below. If outside the USA, contact
the applicable international office. Prior to this call, please have the following information available:
– name and location of Distributor or Authorized Maintenance Center
– all information requested and what information was not received
– nature of a parts problem
Attention: Director, Customer Support
P.O. Box 420, Speed Code U04A
Indianapolis, Indiana 46206–0420 USA
Phone: 317–230–5155
Fax: 317–230–4010 or 2900
INTERNATIONAL REGIONAL OFFICES

P.O. Box 1100
3360 BC Sliedrecht, Netherlands
Phone: 317–842–2280
Fax: 317–815–3620
When contacting the home office or the international regional office, please bear in mind that ultimately
your problem will likely be resolved at the Distributorship or the Authorized Maintenance Center at their
facility and with their equipment and personnel. Therefore, it is suggested that you follow the preceding
steps in sequence when you pursue a problem.
Your purchase of a Rolls–Royce Corporation product is greatly appreciated. It is Rolls–Royce
Corporation’s sincere desire to assist in assuring your complete satisfaction.
Page ii INTRODUCTION
May 01/00
Rolls–Royce
DISTRIBUTORS
CENTRAX LIMITED GAS TURBINE DIVISION DLF INDUSTRIES LIMITED

Shaldon Road, Newton Abbot Energy Systems Division
Devon, England TQ124SQ Model Town, Sector 11
Phone: 44–1–626–52251 Faridabad – 121006 Haryana, India
Fax: 44–1–626–52250 Phone: 91–129–284861
Fax: 91–129–284853
ISHIKAWAJIMA–HARIMA KOBE STEEL, LTD

Heavy Industries Rotating Machinery
Land & Marine Gas Turbine Division Kobelco Building
Tokyo Chuo Building 3–2 Toyo, 2–Chome
6–2 Marunouchi, 1–Chome Koto–Ku, Toyko 135 Japan
Chiyoda–Ku, Tokyo 100 Japan Phone: 81–3–5634 5275
Phone: 81– 3–3286–2229 Fax: 81–3–5634 5524
Fax: 81 3–3–3286–2386
ROLLS–ROYCE ENERGY SYSTEMS TOMINAGA & COMPANY, LIMITED

7685 South State Route 48 Asakusabashi, Nishiguchi Bldg, 4–2–2,
Maineville, OH 45039 U.S.A. Asakusabashi, Taito–Ku
Phone: 513–683–6100 Tokyo 111 Japan
Fax: 513–683–6939 Phone: 81–3–5687–0040
Fax: 81–3–5687–0147
Authorized Packager:
Hitachi Zosen Corporation
INTRODUCTION Page iii

May 01/00
Rolls–Royce
AUTHORIZED MAINTENANCE CENTERS

HELLENIC AEROSPACE INDUSTRY LTD HINDUSTAN AERONAUTICS LTD (HAL)
P. O. Box 23 GR 32009 Corporate Offices, Engine Division
Tanagra, Schimatari Viotias, Greece P.B. No. 9310 C.V. Raman Nagar
Phone: 30–18836711 Bangalore 560 093
Fax: 30–18838714 Phone: 91–80–582631
Telex: 299306 HAI–GR Fax: 91–80–581397
HUNTING AVIATION KAWASAKI HEAVY INDUSTRIES, LTD

12 Imperial Way, Croydon Airport (501KF Only)
Croydon, Surrey, England Cr9 4LE 1–1 Higashikawasaiki–CHO
Phone: 44–81–688–777 3–Chome, Chuo–Ku
Telex: 917392 FASCROG Kobe, 650–91, Japan
Fax: 44–81–688–6603 Phone: 81–78–682–5111
Fax: 81–78–682–5510
MITSUBISHI HEAVY INDUSTRIES, LTD NATIONAL AIRMOTIVE CORPORATION

Nagoya Guidance & Propulsion Systems Works 7200 Lockheed Street
1200 Higashi Tanaka Komaki–Shi, Oakland, CA 94621
Aichi–Ken 485 Japan Phone: 510–613–1000
Phone: 81–6–448–1121 Fax: 510–635–3221
Fax: 81–3–3212–9867
OGMA – INDUSTRIA AERONAUTICA de POR- SINGAPORE AEROSPACE ENGINES

TUGAL, S.A. 501 Airport Road, Paya Lebar
2615 Alverca, Portugal Singapore, 1953
Phone: 351–1–959–1000 Phone: 65–285–1111
Telex: 14479 OGMAP Telex: RS33268 SAEOL
Fax: 351–1–958–1288 Fax: 65–282–3010
SOCHATA STANDARD AERO LIMITED

A.I Nord RUE Maryse–Bastle 33 Allen Dyne Road
BP 129–86101 Winnipeg International Airport
Chatellerault Cedex France Winnipeg, Manitoba, Canada R3H1A1
Phone: 33–49.21.27.51 Phone: 204–788–2639
Fax: 33–49.93.00.59 Fax: 204–783–1421
Telex: 790118F
TURBOPOWER INC. UMC – Universeal Maintenance Center

14820 N.W. 60th Avenue (Indonesia only)
Miami Lakes, FL 33014 Industri Pesawat Terbang Nusantara
Phone: 305–820–3225 Jln. Parajaran 154 Bandung 40174 Indonesia
800–344–3387 Phone: 022–631985
Fax: 305–820–0404 Fax: 022–63185
Page iv INTRODUCTION
May 01/00
Rolls–Royce
ABBREVIATIONS
ASP Allison serial part HSDE Hawker Siddeley Dynamics Engineering LTD
AL alumel I/O input/output
amp ampere or amperage ID inside diameter
Assy Assembly Ident. identification
ASTM American Society for Testing and in. inch
Materials INC. Incorporated
Attn Attention Info. information
AWG American Wire Cage ISOL
C Celsius (centigrade) –K Industrial Engine
CATIT calculated turbine inlet temperature –KC Industrial Engine, Compressor (Gas Pumper)
CDP compressor discharge pressure kg kilograms
cg center of gravity kPa kilopascals
CIP compressor inlet pressure kPaa kilopascals absolute
CIT compressor inlet temperature kPad kilopascals differential
CJC cold junction compensation kPag kilopascals gage
C/L centerline L length or liter
Co. Company lb pound
cont. continued lb ft pound–force foot
Corp. Corporation lb in pound–force inch
CPU central processing unit LED lamps/lights
CR chromel LH left hand
CT Control Temperature LHV Lower Heating Valve
ccw counterclockwise LO low
cw clockwise LP low pressure
dc direct current Lpm liters per minute
DCA Digital Control Assembly Lube lubrication
DCOMMS Digital Communication LVDT linear variable differential transformer
DEC Digital Electrical Control ma milliampere
dia diameter max maximum
DOS digital operation system MDA Monochrome Display Adapter
EEPROM Electrically Erasable Programmable Mgr manager
ESC escape key MGT measured gas temperature
ESD electro–static discharge MIL military
F Fahrenheit or Fuel min minimum or minute
FMV fuel metering valve Misc miscellaneous
FOD foreign object damage mL milliliter
ft. foot (feet) mm millimeter
fwd forward MS military standard
gal gallon MSEC millisecond
gpm gallons per minute N newton
GG gas generator N⋅m newton meter
GP gas producer N1 gas generator
HI high N2 power turbine
HP high pressure No. number
Hg mercury NPT National Pipe Thread
INTRODUCTION Page v
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Rolls–Royce
ABBREVIATIONS (cont)
O oil sec second
OD outside diameter S/N serial number
OEM Original Equipment Manufacturer SOAP sample oil analysis program
O.T. overtemperature TDR Technical Data Report
oz ounce TEL telephone
P/N part number TIT turbine inlet temperature
PC personal computer Tt2 compressor inlet temperature
P.O. Post Office T/C thermocouple
pot potentiometer TCP tricresylphosphate
pph pounds per hour temp temperature
ppm parts per million thd thread
press pressure UNC United Coarse Thread
PROM Programmable Read Only Memory UNF United Fine Thread
psi pounds per square inch USA United States of America
psia pounds per square inch absolute UV- Ultra Violet Programmable Read Only
PROM Memory
psid pounds per square inch differential v volt or voltage
psig pounds per square inch gage vdc volt, direct current
PT power turbine WP Warning Page
Pt2 compressor inlet pressure > more than
P4 compressor discharge pressure < less than
R ratius CL centerline
Rc compressor ratio # number
Ref. reference DP pressure differential
RH right hand ° degree
rpm revolutions per minute % percent
– minus
REFERENCE DESIGNATORS
0–1 Oil Pressure Inlet
0–2 Pressure Pump Inlet
0–3 Scavenge Pump Outlet
0–19 Hydraulic Oil Pump Supply
0–20 Hydraulic Oil Pump Drain
0–22 Hydraulic Oil Pump Pressure
0–23 Filter Outlet Pressure
Page vi INTRODUCTION
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Rolls–Royce
TABLE OF CONTENTS
Section Page
1 GAS GENERATOR DESCRIPTION 1–1
TABLE OF CONTENTS 1–1
1–1 General Definitions 1–3
1–2 Weights and Dimensions 1–3
1–3 Gas Generator Components 1–4
1–4 Boost Compressor 1–4
1–5 Main Compressor Unit 1–4
1–6 Starter Drive Gearbox Unit 1–4
1–7 Accessory Drive Unit 1–4
1–8 Combustion Section 1–7
1–9 Turbine Unit 1–7
1–10 Ignition System 1–7
1–11 Indicating System 1–7
1–12 Oil System 1–7
1–13 Fuel and Control System 1–7
1–14 Power Turbine 1–7
1–15 Gas Generator Mounting System 1–8
1–16 Gas Generator Cooling 1–8
1–17 Gas Generator Configuration Options 1–8
1–18 Operation and Maintenance Precautions 1–10
2 GAS GENERATOR OPERATION AND TROUBLESHOOTING 2–1

2–1 General Operation and Checks 2–3
2–2 Operating Parameters and Limits 2–3
2–3 Operation 2–4
2–4 Normal Starting 2–5
2–5 Continuous Normal Operation 2–7
2–6 Normal Shutdown 2–7
2–7 Emergency Shutdown 2–7
2–8 Stalled or Stagnated Starts 2–8
2–9 Start–Run Monitoring Equipment 2–8
2–10 Troubleshooting 2–9
2–11 Special Inspections 2–11
CONTENTS Page 1
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Rolls–Royce
Section Page
2 GAS GENERATOR OPERATION AND TROUBLESHOOTING (cont)

2–12 Performance Evaluation 2–12
2–13 Records 2–13
3 GAS GENERATOR INSPECTION AND MAINTENANCE 3–1

3–1 Inspection Conditions 3–3
3–2 Routine Inspections 3–4
3–4 Borescope Information 3–6
3–5 Borescope Inspection Locations 3–6
3–6 Borescope of Combustion Liners 3–7
3–7 Detailed Inspection of Combustion Liners 3–9
3–8 Borescope Inspection of Turbine 1st Stage 3–13
3–9 Borescope Inspection of Turbine 2nd Stage 3–20
3–10 General Engine Preservation 3–20
3–11 Preservation of Installed Engine – Inactive for 28 Days or More 3–21
3–12 Preservation of Gas Generator Oil System 3–21
3–13 Lifting and Handling Information 3–22
3–14 Gas Generator Shipping Container 3–22
3–15 Power Turbine Shipping Container 3–27
3–16 Gas Generator Removal 3–30
3–17 Placement in Engine Stand 3–30
3–18 Removal from Engine Stand 3–31
3–19 Component Removal and Installation 3–31
4 GAS GENERATOR FUEL SYSTEM 4–1

4–1 Description of Gaseous Fuel Systems 4–3
4–2 Troubleshooting of Fuel Nozzles 4–5
4–3 Disassembly of Gaseous Fuel Systems 4–5
4–4 Cleaning of Gaseous Fuel Systems 4–6
4–5 Inspection of Gaseous Fuel Systems 4–9
4–6 Repair of Gaseous Fuel Systems 4–10
4–7 Assembly of Gaseous Fuel Systems 4–10
Page 2 CONTENTS
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Rolls–Royce
Section Page
5 GAS GENERATOR INDICATING SYSTEMS 5–1

5–1 Systems Description 5–3
5–2 Turbine Temperature Measurement 5–3
5–3 MGT Inspections and Checks 5–6
5–4 Thermocouples 5–7
5–5 Thermocouple Harness 5–8
5–6 Engine Vibration Measurement 5–9
5–7 Engine Speed Measurement 5–10
6 GAS GENERATOR CONTROL SYSTEM 6–1
7 GAS GENERATOR OIL SYSTEM 7–1

7–1 Description and Operation 7–3
7–2 Lubricating Oils 7–6
7–3 Oil Leaks and Troubleshooting 7–8
7–4 Cleaning of Oil System 7–11
7–5 Servicing of Oil System 7–12
7–6 Main Pressure and Scavenge Oil Pump 7–14
7–7 Pressure Regulating Valve Assembly 7–16
7–8 Magnetic Chip Detector 7–16
7–9 Magnetic Drain Plug 7–18
7–10 Oil Filter 7–18
7–11 External Scavenge Oil Pump 7–20
8 POWER TURBINE OIL SYSTEM 8–1
9 STARTER AND ACCESSORY DRIVE UNITS 9–1

9–3 Magnetic Speed Pickup (No. 1) 9–7
10 COMPRESSOR SECTION 10–1

10–1 General 10–3
CONTENTS Page 3
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Rolls–Royce
Section Page
10 COMPRESSOR SECTION (cont) 10–1

10–4 Compressor Internal Inspection 10–8
10–5 Cleaning of Compressor 10–13
10–6 Water Rinse 10–13
10–7 Chemical Wash 10–14
10–8 Abrasive (Ground Shell) Cleaning 10–16
10–9 Special Cleaning Processes 10–21
11 COMPRESSOR BLEED CONTROL SYSTEM 11–1

11–1 Compressor Section Air Bleed System 11–3
11–2 Main Compressor Air Bleed Troubleshooting 11–3
11–3 Main Compressor Air Bleed Valves 11–8
11–4 Main Compressor Bleed Valve Ducts 11–11
11–5 Hydraulic Oil Pump 11–19
11–6 Hydraulic Oil Filter 11–21
11–7 Air Hoses, Tubes, and Fittings 11–22
11–8 Boost Compressor Bleed Valve 11–23
11–9 Coalescing Filter 11–23
11–10 Fin Tube Cooler 11–25
11–11 Three–Way Solenoid Valve 11–25
12 COMBUSTION SECTION AND IGNITION SYSTEM 12–1

12–2 Outer Combustion Case 12–3
12–3 Combustion Liners 12–4
12–4 Combustion Chamber Inner Casing and Liner 12–6
12–6 Ignition Exciter 12–7
12–7 Spark Igniter Lead Assemblies 12–9
12–8 Spark Igniters and Liner Supports 12–10
Page 4 CONTENTS
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Rolls–Royce
Section Page
13 TURBINE UNIT 13–1

13–2 Life–Limited Parts 13–3
13–3 Inspection and Maintenance 13–3
13–4 Removal of Turbine Unit 13–4
13–5 Removal of Combustion Liners 13–10
13–6 Disassembly of Turbine Unit 13–10
13–7 Cleaning of Turbine Unit 13–17
13–8 Inspection of Turbine Unit 13–17
13–9 Assembly of Turbine Unit 13–19
13–10 Installation of Combustion Liners 13–21
13–11 Installation of Turbine Unit 13–21
13–12 Turbine Rotor Clearance Adjustment 13–22
13–13 Testing of Turbine Unit 13–23
14 POWER TURBINE 14–1
15 GENERAL MAINTENANCE 15–1

15–2 Reuse of Parts and Components 15–3
15–3 Installation of Cotter Pins 15–4
15–4 Installation of Lockwire 15–4
15–5 Installation of O–Rings, Gaskets, and Packings 15–7
15–6 Installation of Universal Fittings 15–7
15–7 Installation of Rigid Tubes 15–12
15–8 Standard Torque Procedures 15–13
15–9 Corrosion Treatment and Painting 15–30
15–10 Dye Penetrant Inspection 15–31
15–11 Foreign Object Damage 15–31
15–12 Recommended Markers 15–31
CONTENTS Page 5
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Rolls–Royce
Page 6 CONTENTS
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Rolls–Royce
SECTION 1
DESCRIPTION
TABLE OF CONTENTS
Paragraph Subject Page

1–1 General Definitions 1–3
1–2 Weights and Dimensions 1–3
1–3 Gas Generator Components 1–4
1–9 Turbine Unit 1–7
1–11 Indicating System 1–7
1–12 Oil System 1–7
1–13 Fuel and Control System 1–7
1–14 Power Turbine 1–7
1–15 Gas Generator Mounting System 1–8
1–16 Gas Generator Cooling 1–8
1–17 Gas Generator Configuration Options 1–8
1–18 Operation and Maintenance Precautions 1–10
DESCRIPTION Page 1–1

May 01/00
Rolls–Royce
INDEX TO FIGURES
Figure No. Title Page

1–1 Gas Generator – Typical 1–5
1–2 Gas Generator Cross–Section 1–6
1–3 Gas Generator Mounting 1–9
INDEX TO TABLES
Table No. Title Page

1–1 Weight and Dimensions 1–3
Page 1–2 DESCRIPTION

May 01/00
Rolls–Royce
SECTION 1
DESCRIPTION
1–1. GENERAL DEFINITIONS

The following orientation definitions apply to the nomenclature used in this manual. The orientation
as defined is related to the engine.
A. The FRONT of the engine is determined by the boost compressor air inlet bell, the accessory
drive unit, and the starter drive unit.
B. The REAR of the engine is determined by the turbine unit.
C. The LEFT and RIGHT sides of the engine are determined by looking at the engine from the
rear, facing forward.
D. The TOP of the engine is determined by the cyclonic breather located on top of the starter drive
gearbox unit.
E. The BOTTOM of the engine is determined by the accessory drive unit.
F. All radial position locations begin at the top of the engine and progress clockwise around the
engine as the engine is viewed from the rear.
G. The compressor wheels, turbine wheels and vane assemblies are referred to by number from
front to rear.
H. The direction of rotation of each accessory drive is determined when facing the mounting pad
for that accessory.
I. The direction of rotation of the engine is counterclockwise when viewed from the rear of the
engine facing forward.
J. The fuel nozzles, liner supports, combustion liners, spark igniters, and thermocouples are
numbered clockwise (CW), starting from the top, when the engine is viewed from the rear.
K. The engine furnishes power to drive the necessary equipment through a power turbine.
1–2. WEIGHT AND DIMENSIONS
A. The gas turbine engine is divided into two main sections, the gas generator (GG) and the power
turbine (PT). For an illustration of the GG, refer to Figure 1–1. For information on the PT, refer
to the original equipment manufacturer (OEM) manual.
B. The weights and dimensions of the GG are given in Table 1–1.
Table 1–1
Weight and Dimensions
Item Dimension
Weight, without Boost Bleed Valve 1340 lb (608 kg)
Length, without PT 93.95 in. (2386.3 mm)
Width 47.1 in. (1196 mm)
Height 46.9 in. (1192 mm)
Normal Operating Speed 14,200 to 14,600 rpm

May 01/00
Rolls–Royce
1–3. GAS GENERATOR COMPONENTS

A. The GG is an internal combustion gas turbine unit. A cross section is shown in Figure 1–2.
B. The major components of the GG include:
– boost compressor
– starter drive gearbox unit
– accessory drive unit
– combustion section
– turbine unit
1–4. BOOST COMPRESSOR
A. The boost compressor assembly is a single entry, single stage, axial–flow air compressor. The
boost compressor increases the flow and pressure of the air that is sent to the main
compressor unit. This increase in flow and pressure gives an increase in the engine
horsepower.
B. For details of the boost compressor assembly, refer to Section 10.
1–5. MAIN COMPRESSOR UNIT
A. The compressor unit is a single entry, 14 stage, axial–flow air compressor. Boost compressor
air flows into the main compressor rotor. Each stage of the compressor rotor increases the air
pressure. The compressor diffuser, attached to the rear of the compressor casing, slows and
directs the compressed air into the combustion section. The compressed air has primary and
secondary functions. Primary air is used for combustion. Secondary air is used for cooling.
Six fuel nozzles, installed around the compressor diffuser, supply fuel to the primary air.
B. For details of the compressor unit, refer to Section 10.
1–6. STARTER DRIVE GEARBOX UNIT
A. The starter drive gearbox unit is mounted to the top of the boost compressor assembly and
transmits the torque from the starter motor to the compressor rotor. It also provides a means
for measuring GG speed and for separating oil from the air and oil mixture vented form the GG.
B. For details of the starter drive gearbox unit, refer to Section 9.
1–7. ACCESSORY DRIVE UNIT
A. The accessory drive unit is mounted to the bottom of the boost compressor assembly and
receives its drive from the main compressor rotor via the side gear meshed to the quill shaft.
The main pressure and scavenge oil pump assembly is mounted on the front and the external
scavenge oil pump assembly on the rear. Driven accessories are mounted on the front and
rear sides as required.
B. For details of the accessory drive unit, refer to Section 9.

May 01/00
Rolls–Royce
Gas Generator – Typical

Figure 1–1

May 01/00
Rolls–Royce
Gas Generator Cross–Section
Figure 1–2
May 01/00
Rolls–Royce
1–8. COMBUSTION SECTION

A. The combustion section, which is attached to the compressor diffuser, contains six
cylindrical–shaped combustion liner assemblies. The combustion liner assemblies mix the fuel
and air, control combustion, and guide the hot gases into the turbine unit.
B. For details of the combustion section, refer to Section 12.
1–9. TURBINE UNIT
A. The turbine unit, mounted to the rear of the outer combustion casing, consists of a two–stage
rotor and vane assembly (turbine stages 1 and 2), a turbine inlet casing, and a 2nd–stage
turbine vane casing. The 1st–stage turbine blades and vanes are air cooled. The turbine rotor
absorbs the necessary energy from the expanding gases to drive the compressor rotor and the
engine–driven accessories. The remaining energy in the expanding gases is used to drive the
power turbine.
B. The turbine inlet casing supports the turbine bearing and encloses the 1st–stage turbine vane
and rotor assembly. The 2nd–stage turbine vane casing encloses the 2nd–stage turbine vane
and rotor assembly and provides the mounting flange for attaching the measured gas
temperature (MGT) thermocouple support ring and the power turbine.
C. For details of the turbine unit, refer to Section 13.
1–10. IGNITION SYSTEM
A. The engine has a capacitor discharge, high voltage, high energy ignition system. The ignition
system is operated by the engine control system.
B. The ignition system includes an ignition exciter assembly and two spark igniters. The ignition
exciter assembly is remote–mounted. The spark igniters are mounted through two of the
combustion liners (positions 2 and 5). Crossovers between the individual combustion liners
provide uniform lightoff during starts.
C. For details of the ignition system, refer to Section 12.
1–11. INDICATING SYSTEM
A. Factors of engine operation are monitored by the indicating system. Functions of the indicating
system include measured gas temperature (MGT), engine vibration measurement, and engine
speed measurement.
B. For details of the indicating system, refer to Section 5.
1–12. OIL SYSTEM
A. The oil system provides pressure oil to the engine shafts, gears, and bearings for both
lubrication and cooling. The oil system is a dry–sump type system which includes one
combination pressure and scavenge oil pump and an external scavenge pump.
B. For details of the oil system, refer to Section 7.
C. For lubrication systems of driven equipment, refer to the OEM manuals.
1–13. FUEL AND CONTROL SYSTEM
A. The fuel and control systems include pumps, filters, metering valves, shutoff valves, manifolds,
and inlet fuel fittings.
B. For details of the fuel system, refer to Section 4.
1–14. POWER TURBINE
A. The power turbine (PT) is attached to the rear flange of the GG turbine. The PT consists of two
stages of blades and vanes (turbine stages 3 and 4). The PT converts the high energy
produced by the GG to the PT shaft for mechanical torque.
B. For GG–related details of the PT, refer to Section 14.

May 01/00
Rolls–Royce
1–15. GAS GENERATOR MOUNTING SYSTEM

A. The location of GG mounting system components are shown in Figure 1–3.
B. The GG mounting system:
– maintains GG position and alignment;
– supports weight, inertial, and shock loads and torque loads of the GG;
– allows for thermal expansion;
– supports external air inlet and exhaust connection loads;
– dampens induced GG vibration.
NOTE: External loading caused by the inlet, exhaust, or other engine connections is additive
to the weight and inertial loads.
C. The mounting system is designed to distribute the load between two locations; the flange
connection to the PT and the high shock mount that is located below the compressor diffuser
and transferred by two diffuser flanges. The high shock mount supports vertical loads, limited
side loads and no front–and–rear loads. Loads are transferred to the skid structure. Supplied
linkage supporting the lower mount accommodates the axial and radial growth of the GG while
maintaining the location of the engine axial center line.
D. The bottom mounting bracket and plate are designed to accommodate the following loads:
(1) Vertical direction – 20,000 lb force (88,960 N)
(2) Lateral direction – 3000 lb force (13,344 N)
(3) Axial direction – 5050 lb force (24,462 N)
E. The PT mounting system provides an anchor point to determine thermal growth. Mounting of
the PT is covered in the OEM manual.
F. Engine reaction torque is carried primarily by the PT mounts with a very small portion carried by
the GG rear mount assembly.
G. For details on variable mounting systems, refer to the applicable Installation Design Manual.
1–16. GAS GENERATOR COOLING
A. The combustion section and parts of the turbine are air–cooled by internal secondary air (air not
required for combustion). It is important that the cooling air have a uniform flow over the engine
hot section to avoid any case warpage. The engine usually requires no external cooling.
B. Cooling of the GG room or enclosure and the control system components are necessary and
must be maintained. Refer to the applicable OEM manuals.
1–17. GAS GENERATOR CONFIGURATION OPTIONS
A. The purpose of this option subsection is to call attention to those options which have been or
are available and therefore could be a part of a particular engine to be operated or to have
maintenance performed especially those engines partially modified to the incorporate
improvements.
NOTE: As a result of engine improvements or the incorporation of various options which
owners/operators may select or choose to make system modifications which affect
the engine, this manual may not reflect these specific engines in service.
B. Anti–icing Option: If the engine is expected to operate under conditions which could result in
ice formation, the OEM may have installed an anti–icing system that uses hot air bled from the
main compressor.
C. Inlet Bellmouth: An inlet air bellmouth is required to adapt the engine air inlet to the air supply
plenum and to direct the air smoothly into the engine.

May 01/00
Rolls–Royce
Gas Generator Mounting

Figure 1–3

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Rolls–Royce
1–18. OPERATION AND MAINTENANCE PRECAUTIONS

NOTE: Refer to OEM manual for a complete operating and maintenance precautions. The
following are the operating and maintenance precautions required by Allison.
A. Establish a daily thorough installation and walk–around visual inspection.
B. Maintain clean gaseous fuel filters both on the skid and the final fuel filter installed on the GG.
Check the pressure drops of the fuel filters regularly. A dirty fuel filter system with resulting
high–pressure losses can limit the power of the engine.
NOTE: Allison highly recommends the engine oil system be placed in the sample oil analysis
program (SOAP).
C. Take oil sample every month for high utilization engine (more than 120 hours of operation per
month) or every 2 months for lower utilization engine (less than 120 hours of operation per
month) and inspect oil sample for contamination.
D. Before the engine is started, accomplish prestart check. The use of check lists, such as those
included in the Maintenance Practices is strongly encouraged by Allison.
E. Prior to starting the engine, clear the engine room of all unnecessary personnel.
F. Monitor starting and running operations with correctly calibrated instrumentation and with
well–trained personnel.
G. Do not rely wholly on automatic devices to handle an emergency. Both automation and human
manual control should be available to accomplish an operational task.
H. Do not stabilize at speeds below gas generator idle, 10,000 rpm. The control system is
designed to prevent such operation.
I. When engine running is simulated, regardless of method and kind, check for any ancillary
control circuitry which may be activated (fuel, lube, air, high–voltage systems) but should not be
operated during the test. Conversely, check that those devices and systems, which are
required for a proper test, installation well being and human safety, are activated.
J. Power should be increased in a steady, conservative manner to the required level. Increasing
engine turbine temperature more rapidly and to a higher level than necessary will shorten the
turbine life.

May 01/00
Rolls–Royce
SECTION 2
OPERATION AND TROUBLESHOOTING
TABLE OF CONTENTS
2–1 General Operation and Checks 2–3
2–2 Operating Parameters and Limits 2–3
2–3 Operation 2–4
2–4 Normal Starting 2–5
2–5 Continuous Normal Operation 2–7
2–6 Normal Shutdown 2–7
2–7 Emergency Shutdown 2–7
2–8 Stalled or Stagnated Starts 2–8
2–9 Start–Run Monitoring Equipment 2–8
2–12 Performance Evaluation 2–12
2–13 Records 2–13
OPERATION AND Page 2–1

TROUBLESHOOTING May 01/00
Rolls–Royce
INDEX TO FIGURES

2–1 Gas Turbine Operating Theory 2–6
INDEX TO TABLES

2–1 Operating Parameters 2–3
2–2 Operating Limits 2–4
2–4 Start, Run, and Stop Report 2–15
2–5 Engine Trouble Report 2–17
2–6 Installation Inspection Report 2–19
2–7 Control System Static Test and Instrument Calibration 2–20
2–8 Start–up and Adjustment Runs 2–21
2–9 Performance Estimate Data Record 2–22
Page 2–2 OPERATION AND

May 01/00 TROUBLESHOOTING
Rolls–Royce
SECTION 2
OPERATION AND TROUBLESHOOTING
2–1. GENERAL OPERATION AND CHECKS

A. This section gives general engine operation information and the precautionary checks to be
done before you start the engine and after operation (if problems are suspected).
NOTE: All items are important, but a recheck of the information that follows is strongly
recommended for a successful start and run.
B. Do the precautionary and prestart checks (Ref. Digital Electronic Control manual).
C. Make sure the electrical power supply is 20 to 29 vdc.
D. Make sure the gaseous fuel pressure is nominal 250 psig (1725 kPag) at the GG fuel metering
valve inlet for nominal pipeline quality gas (Ref. Section 4).
E. Make sure the proper liquid fuel pressure is produced by engine driven or an off engine motor
pump (Ref. Section 4).
NOTE: Some engines have a 200 psig (1378 kPag) gaseous fuel pressure.
CAUTION: ADEQUATE STARTER PRESSURE MUST BE MAINTAINED THROUGHOUT THE
STARTER SUPPORT CYCLE. A FAULTY OR DETERIORATED STARTER OR
LOW PRESSURE OR ENERGY STARTER POWER SUPPLY MAY NOT ALLOW
PROPER START AND ACCELERATION. ENGINE DAMAGE CAN OCCUR
THROUGH CONTINUED UNSATISFACTORY STARTING ATTEMPTS.
F. The starter assembly should have adequate torque. This can be determined by motoring the
engine (with no ignition and fuel) to the maximum starter capability. This motoring speed should
be 4000 – 4500 rpm. Do this check periodically if satisfactory engine starts cannot be obtained
or when a starter deficiency is suspected.
G. Make sure the starter motor supply pressure is as specified (Ref. OEM manual).
H. Inspect ignition system and fuel delivery system.
NOTE: The condition of the ignition and fuel systems are very important, especially for cold
ambient temperature starts. The systems should always be properly maintained.
2–2. OPERATING PARAMETERS AND LIMITS
The operating parameters are given in Table 2–1. The operating limits are given in Table 2–2.
Table 2–1
Operating Parameters
*Control Limit Setting
Parameter (Continuous Operation) Warning Setting *Shutdown Setting
GG speed (N1) 14,800 rpm At 14,870 rpm and above 15,000 rpm
Control Temperature (CT) 1935°F (1057°C) 1965°F (1074°C) 1985°F (1085°C) for 10
sec or 2035°F (1113°C)
for 100 milliseconds**
Power turbine speed (N2) 14,600 rpm At 14,700 rpm and above 15,000 rpm
Fuel flow (Wf) Fuel valve mistrack more
than 0.5 v for 1.0 sec
*These are maximum settings established by Rolls–Royce Allison. The OEM may have established
lower settings, but cannot exceed the Rolls–Royce Allison maximum settings for particular units.
**Maximum time period is 10 seconds (Ref. Table 2–2)

Rolls–Royce
Table 2–2
Operating Limits
Control N1 Oil Vibration

Temperature Engine Speed Oil Pressure Temperature in./sec
°F (°C) (rpm) psig (kPag) °F (°C) (mm/sec)
Starting – <1570 (854) –40 to 160

Normal (–40 to 71)
Starting – >1570 (854)

Warning
>1600 (871) <7200 within 30

<600 (316) sec.
within 3 sec and N1 does not
Starting – N1 >7200 rpm. accelerate
Shutdown >40 rpm/sec for
See Note 1. 3 sec when CT
>600 (316) and
N1 <13,000.
Operating – <1935 (1057) 14,200 – 14,800 50 – 60 <160 (71)

Normal (345 – 414)
Operating – >1965 (1074) >14,870 <40 (276)

Warning
Operating – >1985 (1085) >15,800 <20 (138) >180 (82) >3 mils (0.07)
Shutdown for 10 sec or for 3 sec.
or <13,000
>2035 (1113) for after speed has
100 msec been >13,000
for 3 sec.
See Note 2.
Notes:
1. Turbine outlet temperature (TOT) over–temperature backup is >1400°F (760°C) and N1 is <13,000 rpm.
2. TOT run–over temperature backup when N1 is >13,000 rpm.
3. The symbol > means more than and the symbol < means less than.
2–3. OPERATION
A. During starting, fuel and ignition are programmed by the engine control system. Refer to the
OEM manual for a description of how this is done. Overspeed, underspeed, and temperature
protection signals are provided to initiate an automatic shutdown. Other safety circuits,
connected to safety devices, such as low oil pressure or high vibration sensors, can also initiate
an automatic shutdown to protect the GG (Ref. Tables 2–1 and 2–2).
B. Many safety circuits remain active during normal operation.

Rolls–Royce
C. The gas turbine engine is essentially a heat engine that uses air as a working fluid. Air that
passes through the engine is accelerated. This means the kinetic energy of the air is
increased. To obtain this, the pressure energy is first increased and heat energy is then added.
A final conversion back to kinetic energy, in the form of a high velocity high energy gas stream,
is impinged on the power turbine (PT). Refer to the working–cycle pressure–volume diagram in
Figure 2–1 with the following explanation:
(1) Point X represents air at atmospheric pressure which is compressed along line XY, which
adds some heat.
(2) From Y to Z more heat is added to the air by the introduction of burning fuel at a constant
pressure. This increases the temperature and volume of air. Some pressure losses occur
in the combustion chamber as indicated by the drop between Y and Z.
(3) From Z to X the hot gases expand through the turbine and exhaust system to the
atmosphere. The kinetic (gas) energy is converted to mechanical work in the PT and is
available as torque.
2–4. NORMAL STARTING
A. The starter begins to rotate the GG.
B. GG rpm and oil pressure begin to increase.
C. The governor control begins to set the fuel valve in the correct position for starting and tracks
the fuel valve to verify the correct setting.
D. At 2200 rpm, the control system turns on the ignition and opens the fuel shutoff valve. The
manifold drain valves are closed (de–energized). Ignition (lightoff) occurs and the GG should
accelerate to idle (10,000 rpm) within 30 – 40 seconds after passing through 2200 rpm.
NOTE: If turbine temperature does not reach 600°F (316°C) CT in 5 seconds, an automatic
shutdown will occur.
E. At 2300 – 2400 rpm, measured gas temperature (MGT) should increase rapidly (after ignition)
to 1200 – 1400°F (649 – 760°C) CT before stabilizing at 1100 – 1200°F (538 – 649°C) at idle
speed.
F. At about 4200 rpm, the MGT should not increase as rapidly as it did earlier in the start.
CAUTION: ALTHOUGH STARTS ARE PERMITTED AT ANY RESIDUAL TURBINE
TEMPERATURE, IF POSSIBLE, ALLOW THE ENGINE TO COOL TO 200°F
(93°C) PRIOR TO THE NEXT START. DAMAGE MAY OCCUR.
G. At 8400 rpm, the control system turns off the ignition (if not turned off earlier by a timer) and
starter systems.
H. The GG should normally accelerate to idle speed in 30 – 40 seconds from 2200 rpm. The GG
should be shut down either manually or by the control system if the start cycle time takes more
than 45 seconds to reach 10,000 rpm (from 2200 rpm). The control system will initiate a
shutdown if acceleration stops (speed increases less than 48 rpm per second for a 5 second
time period and the speed is less than 9200 rpm).
I. Up to 11,500 rpm, the compressor bleed valves are fully open to unload the compressor. At
this speed they begin to move to the closed position. At approximately 13,425 rpm, they are
fully closed. These speeds are for 59°F (15°C) compressor inlet temperature (CIT). Activation
speeds vary with CIT. Refer to section 11, Compressor Bleed System, Figure 11–2. The
reverse occurs during deceleration to idle or shutdown. If the preceding limits are not met, go
to Section 11, Compressor Bleed System, Paragraph 11–2 for corrective procedures and refer
to troubleshooting (Ref. Table 2–3).
NOTE: If the bleed valves are not open below 11,500 rpm with 59°F (15°C) CIT, compressor
surge and stall will occur. This can damage the engine.
J. Note and evaluate any deviation from the operation described above in order to initiate proper
corrective action.

Rolls–Royce
Gas Turbine Engine Operating Theory

Figure 2–1

Rolls–Royce
2–5. CONTINUOUS NORMAL OPERATION
A. The GG will operate between 10,000 and 14,500 rpm to maintain the commanded PT speed
(except in the idle mode when GG speed is 10,000 rpm and when the PT speed depends upon
the characteristics of the driven equipment). The maximum continuous PT speed allowed is
14,600 rpm (normal range is 6000 and 13,820 rpm).
B. Maximum continuous CT is 1935°F (1057°C).
C. Less than 1.0 mil (0.023 mm) engine turbine vibration is normal. Vibration above 1.0 mil (0.023
mm) a warning condition is given and corrective action is required.
D. GG oil pressure is 50 – 60 psig (345 – 414 kPag) and oil temperature at the inlet to the GG
should be less than 160°F (71°C) during normal operation.
2–6. NORMAL SHUTDOWN
CAUTION: STABILIZED RUNNING IS PROHIBITED AT SPEEDS BELOW THE IDLE SPEED.
THE CONTROL SYSTEM IS DESIGNED TO PREVENT GG OPERATION BELOW
10,000 RPM. DAMAGE MAY OCCUR.
NOTE: Safeguards built into the engine control system to prevent engine damage are listed and
explained in the applicable control system section.
NOTE: Compare starting difficulty symptoms with descriptions tabulated in the control system
manual. Refer to the OEM manual for details of how to determine the malfunctioned item.
NOTE: Normal shutdown should include a minimum of 5 minutes operation at idle speed after
operation at more than 1450°F (788°C) CT.
A. A signal is initiated which closes the fuel shutoff valve.
B. As fuel is completely shutoff, the flame extinguishes, and the GG coasts down to zero rpm in a
smooth manner.
C. The GG oil pressure declines to 0 psig (0 kPag) as the GG comes to a stop.
D. Since there is no direct mechanical connection between the GG and the PT and the driven
equipment, there is no need for mechanical decoupling of the load from the GG upon shutdown.
2–7. EMERGENCY SHUTDOWN
During an emergency shutdown, all functions associated with a normal shutdown occur except for
the time at idle and that they occur in rapid sequence. An emergency shutdown will be initiated by
the control system or should be manually initiated if any of the following limits conditions occur:
A. CT is more than 1985°F (1085°C) for more than 10 seconds or 1995°F (1091°C) for 100 msec.
Automatic shutdown setting is above this limiting temperature.
B. CT is less than 600°F (316°C). (This could occur due to a thermocouple signal loss or a
flameout.)
C. GG speed is more than 15,000 rpm or less than 9200 rpm.
D. PT speed is more than 15,000 rpm or less than 5000 rpm.
E. GG oil pressure is less than 20 psig (138 kPag).
F. GG vibrations is more than 3.0 mils (0.07 mm) for a 3 second time period.
G. PT vibration is more than established by the PT OEM manual. Normally a value of 1.6 mils
(0.04 mm).
H. PT bearing temperatures (Ref. OEM manual for limits).
I. PT oil supply pressure (Ref. OEM manual for limits).
J. The oil temperature at the GG inlet exceeds 180°F (82°C).
K. Fuel metering valve mistracks the fuel demand by more than 0.5 volt for 1.0 second.

Rolls–Royce
2–8. STALLED OR STAGNATED STARTS
The following items can contribute to a stalled start:
A. Not enough fuel supply to keep the GG accelerating.
B. Low fuel supply pressure.
C. Fuel shutoff valves not completely open.
D. In–line fuel filters blocked, collapsed, or dirty.
E. Fuel metering valve (FMV) stuck closed or partially open (the FMV tracking will abort the start
due to mistrack).
F. Loose fitting or broken fuel lines (leakage).
G. Blocked fuel delivery system.
H. Improper signal from the CIT sensor to the engine control system.
I. GG speed (N1) pickup is faulty.
J. Excess fuel which chokes the GG that causes partial compressor stall and prevents
acceleration:
(1) Turbine airfoils are damaged and general hot section damage.
(2) Compressor blades damaged or badly contaminated (dirty).
(3) Control system starting fuel flow schedule too high due to a malfunction of a component.
K. Air inlet or exhaust system blocked.
(1) Inlet louvers not opening.
(2) Inlet duct collapsed.
(3) Foreign material that covers the inlet air filter opening.
(4) Foreign material blocks the air inlet.
(5) Exhaust duct blocked by foreign material.
L. Exhaust gas blowing directly into the air inlet.
M. Insufficient assist (driving force) from the starter:
(1) Air or hydraulic supply pressure too low.
(2) Starter worn or damaged.
(3) Horsepower rating of starter is too low.
(4) Starter drive is slipping (stripped side gear or mating gear).
CAUTION: IF BLEED VALVES ARE CLOSED ON START NOT ONLY CAN THERE BE A STALL
BUT ALSO AN OVERTEMPERATURE CONDITION AND ENGINE DAMAGE CAN
OCCUR.
N. Compressor bleed valves are closed on start.
2–9. START–RUN MONITORING EQUIPMENT
A. Refer to the instrumentation installed in the control panel for the engine. The following is the
minimum instrumentation required for each engine:
(1) CT meter
(2) GG speed meter
(3) PT speed meter
(4) Control system operating lights (Ref. OEM manual)

Rolls–Royce
(5) Operating condition indicators (normally lights or flags) to indicate a warning or emergency
shutdown condition. Other condition status which may be displayed are:
(a) Power applied to starter relay
(b) Fuel ON
(c) 5th–stage bleeds OPEN
(d) 5th–stage bleeds CLOSED
(e) 10th–stage bleeds OPEN
(f) 10th–stage bleeds CLOSED
(g) Magnetic chip detectors
(6) GG and PT oil pressures
(7) Fuel supply pressure at the fuel metering valve inlet
(8) Vibration meters
(9) CIT meter
B. For additional information regarding speed pickups, vibration pickups and other sensors, refer
to those specific sections which deal with these in detail.
C. Refer to Section 3 for correct turbine operation.
2–10. TROUBLESHOOTING
A. General
(1) When a malfunction is suspected, try to locate the fault when the equipment is in the static
state. (Engine not running, electrical power OFF, etc.)
(2) Do not set up the prevailing conditions under which a malfunction occurred, in order to see
if it will appear again, until some logical inspection has been made that may show what
went wrong.
(3) If it is possible during static checks, isolate assemblies and/or components and inspect
them individually. Take precautions to protect one unit from another where there is some
interlink while either is being tested.
(4) Observe and record indexing, spatial distances and other special linkages when
components are detached from each other so correct calibration can be attained upon
reassembly.
(5) Certain problems can be detected ( or more easily detected) only when a device is being
operated. If it is possible, rig the test to turn on sections of the system one at a time,
checking each for correction operation before proceeding to the next.
(6) Introduce the necessary signals (electrical, pressure, temperature, rpm) keeping rigid
control of them, into the suspected area, and observe the results. What to expect as a
response must be know. Use the schematics (such as those in the Installation Drawing)
as well as specific component information to determine what is to be expected, then, test
for it. Also, compare data with standard operating data acquired earlier.
(7) If the action generated by the preceding suggestions steps (1) thru (6) does not reveal the
problem, reassemble, readjust, recalibrate and rerun the original system as a unit. Take
dynamic data and watch carefully to see if the malfunction reoccurs and persists.
(8) The Troubleshooting Guide (Ref. Table 2–3) is to acquaint the operator with some of the
kinds of difficulties that could be encountered.
(9) Operator personnel should become acquainted with the principals and basics of gas
turbine operation so troubleshooting can easier and more logical.
(10) Maintain a historical record of engine performance. This will then provide a baseline for
monitoring changes in engine performance, especially when a problem is suspected. The
historical record will show trends, for example, the compressor becoming dirty.

Rolls–Royce
B. Troubleshooting Charts, Graphs, and Tables
(1) The troubleshooting information that follows is an outline or guide. It is not practical to list
or to point out every possible operating problem. There are also differences between
installations; making exact details difficult. The Operator should create troubleshooting
charts to cover their specific installations. Refer to Table 2–3.
(2) Additional troubleshooting information and techniques are in other sections. Others that
may be useful are:
(a) Performance Estimate Form (this Section)
(b) Section 5, MGT Inspection and Checks
(c) Section 7, Gas Generator Oil Leaks
C. Test Equipment and Techniques for Troubleshooting
The borescope is used to visually inspect the internal areas of the combustion section, fuel
nozzle heads and turbine inlet. It is also convenient for probing into other places such as the
compressor air inlet (Ref. Section 3, General Inspection and Maintenance Tasks).
D. Oil Consumption Troubleshooting
Refer to Section 7 for oil system troubleshooting procedures
Table 2–3
Troubleshooting
Trouble Indication Probable Cause
No lightoff during If fuel manifold pressure/flow is indicated, suspect an ignition fault:
start attempt (no rise (1) Exciter not energized or low input voltage
in CT with speed (2) Exciter output weak
above 2200 rpm) (3) Igniter plug spark weak
(4) Igniter lead open or shorted to ground
NOTE: Gaseous fuel manifold pressure should be 4 – 6

psig (28 to 41 kPag). If fuel manifold pressure is low, suspect
a faulty fuel shutoff valve.
If fuel flow is indicated but there is no fuel manifold pressure, suspect a

pilot or main manifold drain valve is not closed.
If no fuel flow or no fuel manifold pressure, suspect fuel shutoff valves

(automatic or manual) are not open.
Ambient inlet air temperature is too low for the fuel being used.
Fuel temperature is too low.
Fuel quality is poor.
Fuel metering valve (FMV) position mistrack above 2300 rpm.
Starter too strong and accelerates engine too rapidly through the
lightoff speed range.

Rolls–Royce
Table 2–3
Troubleshooting (cont)
Trouble Indication Probable Cause
Late lightoff (GG in Fuel temperature is too low or poor fuel quality
cold ambient
temperature and no GG inlet air temperature too low for fuel being used
CT rise until 5
seconds after fuel Fuel shutoff valve not energized or is stuck closed
and ignition ON)
If fuel manifold pressure is low, suspect a faulty fuel shutoff valve
Low voltage to ignition exciter

Stagnated (stalled) Low fuel flow, suspect the following:
start with (1) Dirty or damaged compressor
acceleration slow or (2) Partially closed fuel shutoff valves
stagnated and low (3) Low fuel pressure, faulty fuel pump
CT (less than (4) Low acceleration meter fuel schedule
1300°F or 704°C) (5) Defective fuel metering valve.
and GG rpm in the (6) Defective CIT sensor or magnetic pickup
3500 – 6500 range
(lightoff may be Inadequate starter assist
normal or late)
A pilot or main manifold drain valve not closed
Acceleration slow or Start metered fuel flow is too high. Replace fuel metering valve.
stagnated when CT
approaches or Interstage (compressor) bleed valves not open
exceeds the start
warning or maximum Acceleration fuel flow is too low or too high. Low fuel flow normally
limit results in slow acceleration with slow increase in CT to the upper limit.
High fuel flow can also result in slow acceleration but CT will rise
rapidly. Suspect faulty fuel metering valve or electronic control system.
Late lightoff Inadequate starter assist
Improper fuel and air ratio

High CT during start Inadequate starter assist
with normal lightoff
and acceleration (CT Compressor 5th–stage and 10th–stage bleed valves not open
approaches or
exceeds the start Acceleration fuel flow too high. Suspect faulty fuel metering valve or
warning or maximum electronic control system.
limit
2–11. SPECIAL INSPECTIONS

Special inspections are usually those which come about because of a malfunction or a pending
malfunction as indicated by a warning. Refer to the applicable section of the manual.
A. Vibration limit is exceeded and a shutdown may or may not have resulted:
(1) Check for loose vibration pickup, mounting plate or connector. Check the wiring to the
pickup.
(2) Check magnetic chip detector for debris accumulation.
(3) Restart engine. If the limits are exceeded again, check compressor and turbine for
damage.

Rolls–Royce
B. Automatic shutdown occurs during engine start:
(1) If three consecutive start attempts are unsatisfactory, determine cause.
(2) Inspect fuel and control systems.
(3) Inspect for fuel metering valve mistrack and control system light panel.
(4) Inspect oil system (Ref. Section 7).
(5) Inspect turbine and compressor by the use of a borescope (Ref. Section 3).
(6) Inspect for disconnected MGT harness, reconnect if required.
(7) Inspect for open circuit in thermocouple wiring from GG to Speed and Temperature Control
Assembly.
C. Automatic overtemperature shutdown occurs during starting or during normal operation:
(1) Check fuel and control systems.
(2) Inspect turbine and compressor by the use of a borescope.
(3) Check 5th– and 10th–stage bleed valve operation.
D. Automatic overspeed shutdown occurs.
E. Magnetic drain plug has continuity between contacts.
Remove and inspect magnet drain plug for metal particle accumulation (Ref. Section 7).
F. Engine power has depreciated.
WARNING: IF BLEED VALVES ARE NOT CLOSING, THE BLEED VALVE DUCTS CAN BE
HOT AND CAN BURN MAINTENANCE PERSONNEL IF TOUCHED.
(1) Make sure compressor bleed valves are fully closed. A quick check is to make sure ducts
are not hot to the touch.
(2) Inspect compressor for dirty blades. If so, clean the compressor. Try water, liquid cleaner,
and ground nut shell, kerosene, and steam. Refer to Section 11, Compressor Section.
Check the engine performance.
G. Inspect fuel filter delta pressure. A dirty filter with a high pressure drop will restrict fuel flow.
H. Inspect burner drain valves.
(1) At the time of compressor cleaning, determine that burner drain valves are operational.
(2) Refer to burner drain valve section for running inspection.
I. Inspect turbine 1st–stage blades for heat damage. Insert the borescope through several of 18
inspection ports in the turbine inlet case.
2–12. PERFORMANCE EVALUATION
A. General
NOTE: In most applications there is no way to obtain complete data necessary to calculate
engine performance. A most important measurement, output torque or power, is not
available. However decreased compressor efficiency often due to ingested oil vapors,
dirt, or other airborne contaminates can be determined by a comparative performance
method. This method requires that a complete engine baseline of data is recorded
and kept whenever a new and/or a replacement engine is installed, or whenever an
engine has undergone a major on–site repair, such as turbine unit change. Future
data, such as the Performance Estimate Data Record, Gas Turbine Trouble Report,
etc., will use the engine baseline data for estimating a decrease in performance.
(1) Use the engine control system to estimate performance of the engine.

Rolls–Royce
CAUTION: CAUTION MUST BE EXERCISED IF THE PERFORMANCE DECREASES
MORE THAN 5 PERCENT. THE RELATIVE INCREASE IN THE CT LEVEL
WILL REDUCE THE TURBINE LIFE.
(2) Cleaning or other maintenance is highly recommended when performance depreciates
5 percent below the baseline.
NOTE: If compressor damage such as blade erosion or vane erosion or foreign object
damage (FOD) has not occurred, the performance can normally be recovered by
cleaning the compressor.
(3) In the section that describes the cleaning methods, the conditions and times to accomplish
cleaning are recommended. The gas turbine engine owner may modify these cleaning
methods to suit the particular type operating conditions. Excessive performance
depreciation (5 percent below the baseline) can lead to starting difficulties and turbine
damage.
NOTE: Since the control temperature (CT) is held constant for the baseline and the
subsequent performance checks, it is advisable to inspect the thermocouples for
integrity as well as all the thermocouple indicating circuitry prior to running a
performance check.
(4) To determine engine performance use the engine control system.
B. Estimate of Percent Decrease of Shaft Horsepower
(1) The basic principle is to compare the differential pressure across the compressor with that
measured at subsequent performance checks.
(2) The pressures and temperature should be taken at the same engine locations (stations) for
each performance check. Also, the instrumentation used in recording the data should be
in calibration. All instruments should have at least a ±1% full scale accuracy.
C. Deterioration Estimate by GG Speed Increase
(1) The fact that power output from the GG is done by gas coupling to the PT, instead of a
direct mechanical coupling, permits a unique method for determining the performance
deterioration of the GG speed specifically as a result of a dirty compressor.
NOTE: There is usually a speed differential between the gas generator (GG) and the
power turbine (PT). The GG speed is normally the higher. An increase in GG
speed relative to the PT for a constant PT output indicates a performance
deterioration.
(2) All parameters being constant, such as, ambient temperature and pressure, fuel quality,
and the power turbine output staying constant, a significant increase in GG speed along
with more fuel consumption and slightly higher CT, is indicative of a depreciated engine,
most likely from a dirty compressor.
2–13. RECORDS
A. Records are used as an aid to locate problems as well as to determine when maintenance is
required.
NOTE: The importance of keeping accurate records cannot be over emphasized and is
strongly recommended.
B. This data can be useful in analyzing operating costs. Several kinds of technical records should
be considered:
(1) Those when the gas turbine and the driven equipment are operating normally and
efficiently.
(2) Those when conditions indicate trouble or a when a malfunction actually occurs (The
Trouble Report).
(3) A third set of records, equally as important to the troubleshooter as well as for record
purposes, are those which cover prestart checks and proper adjustments.

Rolls–Royce
C. The following data forms are recommended. Samples of these forms follow:
(1) Start, Run, and Stop Report (Ref. Table 2–4).
(2) The Trouble Report is used as a supplement the Start, Run, and Stop report when a
malfunction occurs (Ref. Table 2–5).
(3) Installation Inspection Report (Ref. Table 2–6).
(4) Control System Static Test and Instrument Calibration (Ref. Table 2–7).
(5) Start–up and Adjustment Runs (Ref. Table 2–8).
(6) Performance Estimate Data Record (Ref. Table 2–9).

Rolls–Royce
Table 2–4
Start, Run, and Stop Report
Report No. ____________________ DATE ____________________

LOCATION:
Country
Location No.____________Name
Other Location Identity
Owner/Operator
Report Recorded by
Misc. Ident. Info.
Gas Turbine Model – 501–K___ DEC ALLISON ASP NO.
Power Turbine S/N_______________________
Driven Equipment: Model_________________ S/N
START:
Take fuel sample and record condition, as required.
Fuel___________________________Lower Heating Valve (LHV)______________
If applicable, prestart check list number
Record kind of instrumentation if different or unusual from normal, such as, Start–Run Monitoring
Test Set.
NOTE: This report assumes that prestart checks and startup and adjustment runs have been done.
If a separate record is not required, then this information should be put here in this report.
Check and Record the Following: Starting Time: (2200 rpm to idle)____________________
Compressor Inlet Temperature (CIT): °F (_____________ °C)
Outside Air Temperature (OAT): °F (_____________ °C)
Fuel Supply Pressure: ____________ psig (___________ kpag)
Minimum Fuel Flow Manifold Pressure: ____________ psig (___________ kpag)
Ignition rpm: _____________ Initial CTIT: –_____________ °F (_____________ °C)
Peak light–off Calculate Turbine Inlet Temperature (CTIT) ____________°F (_____________°C)
Acceleration Time (start–to–crank to lightoff)___________________(to idle)
RUN:
Compressor Discharge Pressure (CDP) ____________________psig (___________________kpag)
Speed (rpm) Bleed Valves start to close: ______________________
Speed (rpm) Bleed Valves are fully closed: ______________________
Peak Vibration: ___________________
Gas Turbine: ___________________mils (__________________mm)
Power Turbine: ___________________mils (__________________mm)
Oil Pressure: ___________________psig (_________________kpag)
Idle Speed: Gas Turbine rpm
Power Turbine rpm
Other Acceleration Notations

Rolls–Royce
Table 2–4
Start, Run, and Stop Report (Cont)
STOP:
Date______________________Time of day ______________________
Describe shutdown:
Record Gas Turbine coast–down time:

Listen for and record unusual noises (scraping, bumping, knocking, etc.) and record:
Peak Vibration:
Gas Turbine:
Power Turbine:
CIT: _____________°F (_______________°C) CT: _______________ °F (______________ °C)
Power Turbine Drain Oil Temperature: _______________________°F (__________________°C)

Gas Turbine Drain Oil Temperature: _______________________°F (__________________°C)
Take oil samples & record condition:
Inspect for quantity of dirt in compressor air inlet and on inlet vanes:
Inspect for oil leaks
Record any unusual condition or discrepancies:

Rolls–Royce
Table 2–5
Engine Trouble Report
No.
Owner/Operator Unit No.
Location Number
Country
Reported by
Contacted
Telephone No. FAX/Teletype No.
City State Date _______________
Engine Serial No.: ASP–
1. Unit Starts
2. Total Operating Hours
3. Time Since last Repair
4. Start–up Date
5. Unit Location
6. Telephone/Telex No.
7. Description of problem: Indicate item that best covers the problem (record data).
8. Outside (ambient) air temperature when problem occurred ____________ °F (____________°C)

9. Is this a new start up? Yes_________________________ No __________________________
10. List previous component removals or actions to correct this same problem
11. Did problem occur after successful period of operation? Yes ____________ No _____________
12. Engine Inspection (Use borescope on turbine, compressor, etc.)
a. Compressor Inlet
b. Turbine Vanes and Blades
c. Combustion Area
d. Fuel Nozzles
e. Magnetic Plug(s)
f. Clean and run for 30 minutes, check again.
13. Vibration Problem. (Check vibration sensing equipment operation. Is it properly calibrated?)
a. Vibration Level at Time of Problem mil ( mm)
b. Previous to Problem mil ( mm)
c. Rundown time of engine after Shutdown from Idle: _________ Minutes _________Seconds

Rolls–Royce
Table 2–5
Engine Trouble Report (Cont)
14. Oil Consumption
a. Quantity of oil consumed in 24 hours of operation ____________ gal (___________ liters)
b. Normal consumption _____________gal (____________ liters)
c. Oil Leaking from what area
d. Is it constant at all power levels? Yes _____ No _____ rpm _________ TIT ___________
e. Lighthouse pressure: (Measured at diffuser or breather) ____________ in. Hg
f. Oil supply pressure to engine _________________ psig (_________________ kpag)
g. Oil supply pressure to PT ____________________ psig (_________________ kpag)
h. Oil supply pressure to PT during postlube: ________________ and prelube:
15. Starting Problem
a. Minimum starter crank speed of 3600 rpm. Actual rpm is ______________
b. Fuel supply pressure 1) During Start
2) Before Starter Cutout
3) After Starter Cutout
c. Minimum manifold pressure of 150 psi at lightoff. Actual is __________ psi (_________kPa)
d. Lightoff temperature of approximately 1000°F (538°C). Actual is ________°F (________°C)
e. Acceleration temp. of approx. 1400°F (760°C) at 6000 rpm. Actual is _____°F (_______°C)
f. Acceleration time to idle of 60 seconds maximum. Actual is __________________
g. Any previous stagnated starts? No ________ Yes _________ How many? __________
h. Any overtemperature shutdowns? No ________Yes _________ How many? __________
i. Hydraulic pressure to starter __________ psig (____________kPag)
Other Kind of Starter ___________psig (___________kPag)
j. Fuel Supply Filters: Blocked
Collapsed
Missing
Other
k. Electrical power supply _____________ vdc
16. Controlling Problem
a. Fuel supply pressure steady state
b Observe bleed valve operation
17. Power Problem
a. Bleed valve position (open or closed)
b. Calibration of CT indicator
c. Fuel manifold pressure
d. Compressor discharge pressure (CDP)
e. Ref. item (12) Engine Inspection: Nozzles, Turbine, Compressor
f. CT at which overtemperature shutdown occurs: ______________ °F (_____________°C)
g. Fuel metering valve position:
h. Fuel supply pressure at fuel shutoff valve _____________psig _____________kPag
i. Fuel Supply Filters (Cleanliness): Inlet pressure __________ Pressure drop ___________

Rolls–Royce
Table 2–6
Installation Inspection Report
GENERAL INFORMATION AND CHECKS

Country: Location and Unit No.
Site Owner/Operator:
Report Recorded by: Report No.
Engine Model No. 501–K Engine Serial No. ASP–
Date: Month _________________________ Day ______________ Year ________________
Engine Run Time Since New: _____________________ Since Last Repair/Overhaul:
Check the following of the Gas Turbine installation: (initial each inspection)
1. Suspension mount adjusted to proper alignment with Power Turbine attaching flange
2. Inlet air bellmouth to plenum seal has snug fit with no air leakage (static or running)
3. Inlet air plenum chamber absolutely clean (no loose or unsecured items)
4. Compressor inlet and first stages clean (no contaminants or foreign material)
5. Inlet air plenum area doors (hatches) closed and properly secured
6. Fuel and oil supply lines purged of contaminants and samples taken
7. All hoses properly connected (new gaskets installed)
8. Oil operated systems connected and bled
9. All bolts, nuts, fittings correctly torqued and safety wired.
ALL CONDITIONS HAVE BEEN CHECKED AND MEET THE APPLICABLE SPECIFICATIONS
__________________________________.
INSPECTOR____________________________________SUPERVISOR

Rolls–Royce
Table 2–7
Control System Static Test and Instrument Calibration
1. Test Equipment Required:

TT4 UC Turbine Engine Test Set
Volt–ohmmeter (Multimeter or equal)
2. Prior to removing or installing electrical connections, turn off all power.
3. With speed–temperature simulators and volt–ohmmeter connected, conduct control system
static test and check the indicators.
4. a. Remove fuel shutoff valve connection and primary lead to ignition exciter.
4. b. Install gage on fuel valve inlet block and gage with shutoff valve on fuel manifold.
4. c. Motor the engine for one minute to
(1) Bleed air from oil pump (observe pressure rise) ___________________.
(2) Bleed air from bleed valves 5th and 10th stage __________________.
(3) Record starter peak rpm ____________ . (This is also gas turbine rpm signal check.)
(4) Record compressor inlet temperature ___________________________.
(5) Check for leaks of all fuel system lines, connections and components.
4. d. Turn off electrical power and reconnect fuel shutoff valve and ignition exciter that were
disconnected in Step a. above.
ALL STATIC TESTS AND MOTORING OPERATIONS COMPLETED AND ENGINE READY FOR
STARTUP__________________________________.

Rolls–Royce
Table 2–8
Start–up and Adjustment Runs
1. Inspect fuel shutoff valve and ignition control circuit for correct connection.
2. Make first start and monitor and record:
a. Lightoff rpm ___________________
b. Lightoff peak CT _______________
c. Minimum fuel manifold pressure (if used, close gage shutoff valve before pressure
exceeds gage limit). ______________________
d. Acceleration rate and temperature characteristics. (Time lapse from lightoff to idle
setting) ___________________
3. a. Record the following final settings.
(1) Compressor Inlet Temperature ___________________
(2) Fuel Pressure ________________________________
(3) Lightoff Turbine Temperature _____________________
(4) Acceleration Time (Lightoff to Idle _________________
3 b. During rpm increase from idle, monitor bleed valve closing operation for rpm range of
open to 100% closed versus compressor inlet temperature. Compare data to
CIT–to–RPM graph.
ENGINE INSTALLATION, STATIC CHECKS AND OPERATIONAL ADJUSTMENTS ARE WITHIN
SPECIFICATIONS. UNIT IS READY FOR SERVICE.

Rolls–Royce
Table 2–9
Performance Estimate Data Record
SHEET NO.
ENGINE SERIAL NUMBER: ASP __________________ DATE:
INSTALLATION: __________________________ OPERATOR:
1. Steady state run at:

1750°F (954°C) CT
1700°F (927°C) CT
1600°F (871°C) CTIT
Gas Turbine (N1) _____________ rpm. Power Turbine (N2) ______________ rpm.
2. Data Recorded for Calculations:
Compressor Inlet Temperature (CIT) °F °C
Compressor Inlet Pressure (CIP) °F °C
Compressor Discharge Pressure (CDP) °F °C
3. Calculation of Compressor Pressure Ratio (Rc) = CDP = _____ = _____.

CIP
4. Plot value of Rc versus value of CIT on appropriate Operating Lines graph. 1750°F (954°C),
1700°F (927°C), or 1600°F or 871°C). Identify this point as D.
5. Obtain the comparative Rc _________ and CIT __________ from baseline data record sheet
No. ___________. Plot this point on same graph as previous step and identify as f.
6. Adjust the Rc point f along a constant operating line to the CIT line _________ of the previous
step. Identify as j. This is the Adjusted Rc ____________.
7. To compute the percent of Rc baseline, divide the Adjusted Rc _________ by the comparative
Rc ___________ of step (5) and multiply by 100. This gives __________ percent–baseline Rc.
% baseline Rc = Adjusted Rc X100 =
Comparative Rc
8. Enter Shaft HP Decrease Due to Dirty Compressor graph with the percent–baseline Rc ______
and determine percent of decrease of engine shaft horse power is _________.
9. Determine the required maintenance if the horse power decrease exceeds 5 percent. Record
decision and action .
Notes:

Rolls–Royce
SECTION 3
INSPECTION AND MAINTENANCE
TABLE OF CONTENTS

3–1 Inspection Conditions 3–3
3–2 Routine Inspections 3–4
3–4 Borescope Information 3–6
3–5 Borescope Inspection Locations 3–6
3–6 Borescope Inspection of Combustion Liners 3–7
3–7 Detailed Inspection of Combustion Liners 3–9
3–8 Borescope Inspection of Turbine 1st Stage 3–13
3–9 Borescope Inspection of Turbine 2nd Stage 3–20
3–10 General Gas Generator Preservation 3–20
3–11 Preservation of Installed Gas Generator – Inactive for 28 Days or More 3–21
3–12 Preservation of Gas Generator Oil System 3–21
3–13 Lifting and Handling Information 3–22
3–14 Engine Shipping Container 3–22
3–15 Power Turbine Shipping Container 3–27
3–16 Gas Generator Removal 3–30
3–17 Placement in Engine Stand 3–30
3–18 Removal from Engine Stand 3–31
3–19 Component Removal and Installation 3–31
INSPECTION AND Page 3–1

MAINTENANCE May 01/00
Rolls–Royce
INDEX TO FIGURES

3–1 Borescope Inspection of Combustion Liner 3–8
3–2 Dome Wall – Acceptable Carbon Deposits 3–10
3–3 Dry Low Emission Combustion Liner – Dome Inspection 3–11
3–4 Dry Low Emission Combustion Liner – Detailed Inspection 3–12
3–5 Unacceptable Turbine Blade and Vane Damage (Example: 3–14

Sulfidation)
3–6 Acceptable 1st–Stage Vane Airfoil Leading Edge Damage 3–15

(Example: Nicks, Dents, and Cracks)
3–7 Unacceptable 1st–Stage Vane Damage (Example: Dent and Crack) 3–16
3–8 Acceptable 1st–Stage Vane Damage (Example: Coating Crazing 3–17

Due to Thermal Shock)
3–9 1st–Stage Vane Damage (Example: Burn Through) 3–18
3–10 Unacceptable 1st–Stage Vane Damage (Example: Peripheral 3–19

Cracking)
3–11 Gas Generator Mounting 3–23
3–12 Gas Generator Lift and Center of Gravity Locations 3–24
3–13 Gas Generator Shipping Container 3–29
3–14 Engine Stand – Typical Installation 3–32
INDEX TO TABLES

3–1 Inspection Tasks 3–5
3–2 Dry Low Emission Combustion Liner – Detailed Inspection 3–9
3–3 Shipping Container Temperature and Air Pressure Requirements 3–25
Page 3–2 INSPECTION AND

May 01/00 MAINTENANCE
Rolls–Royce
SECTION 3
INSPECTION AND MAINTENANCE
3–1. INSPECTION CONDITIONS

The definitions for GG inspection conditions are listed below:
A. Abrasion – An area of roughened scratches or marks – usually caused by foreign matter
between moving parts or surfaces.
B. Blistering – Raised areas that indicate separation of the surface from the base, usually found on
plated or painted surfaces, associated with flaking or peeling. The usual cause is the imperfect
bond with the base aggravated by the presence of moisture, gas, heat, or pressure.
C. Brinelling – One or more indentations on bearing ring races – usually caused by high static
loads or application of force during installation and/or removal. Indentations are rounded and/or
spherical due to the impression left by the contacting balls and/or rollers of the bearing.
D. Burning – Surface damage due to excessive heat – usually caused by improper fit, defective
lubrication, or overtemperature operation.
E. Burnishing – Mechanical smoothing of a metal surface by rubbing, not accompanied by removal
of material but sometimes by discoloration around the outer edges of the area. Operational
burnishing is not detrimental if it covers approximately the area carrying the load, and there is
no evidence of pileup or burning. The usual cause is the normal operation of the parts.
F. Burr – A sharp or roughened projection of metal – usually a result of machine processing.
G. Chafing – Should be used to describe the cause for other defined surface conditions rather than
a description of the actual condition. (same as Fretting)
H. Chipping – The breaking away of pieces of material – usually caused by excessive stress
concentration or careless handling.
I. Corrosion – Surface damage caused by chemical action.
J. Crack – A partial separation of material – usually caused by vibration, overloading, faulty
internal stresses, defective assembly, or fatigue.
K. Crazing – A surface coating condition which may appear in combination with grain boundary
oxidation or other base metal attack conditions. In appearance it will often be evident in
parches and craze lines. Craze lines will not necessarily follow grain boundaries but often tend
toward symmetry.
L. Dent – A small, rounded depression in a surface – usually caused by the part being struck with
a rounded object.
M. Erosion – The removal of metal by the high velocity gases – usually in the combustion liners
and turbine unit components.
N. Fatigue – Fatigue is a result of repeated reverse stress cycles (Compression to Tension) where
the peak stress level is below the Proportional Limit. (Proportional Limit is that stress level
above which a permanent deformation occurs). It usually takes millions of cycles for a part to
fail in Fatigue. A generalized prediction of fatigue life can be estimated, provided the stress
level is known and it does not change. There is also a level of stress below which the part will
not fail in fatigue no matter how many cycles are applied. This is known as the Endurance
Limit. In most rotating machinery and aircraft, to reduce the stress below the endurance limit is
not practical. The machine would be too heavy, too large and maybe even too expensive. This
is why many parts fail in service after many years and would have to be replaced beforehand
(like, Turbine Wheels, etc.) Therefore, it is very important to avoid inflicting scratches and
dents on critical parts as this would create stress risers. The new stress level might just be now
above the Endurance Limit
O. Flaking – The breaking loose of small pieces of metal or coated surfaces – usually caused by
defective plating or excessive loading.

Rolls–Royce
P. Fretting – (See definitions for Chafing.)
Q. Galling – A severe condition of chafing or fretting in which a transfer of metal from one part to
another occurs – usually caused by a slight movement of mated parts that have limited relative
motion and under high loads.
R. Gouging – A furrowing condition in which a displacement of metal has occurred – usually
caused by a relatively large piece of metal or foreign material between close moving parts.
S. Grain Boundary Oxidation – A pattern following boundaries of metal grain resulting from
removed surface oxides. The more prominent area is usually in the form of stringers.
T. Grooving – A recess or channel with rounded and smoothed edges – usually caused by
continued abnormal wear or faulty alignment of parts.
U. Inclusion – A particle of foreign matter in the metal – usually associated with magnetic particle
inspection.
V. Nick – A sharp–sided gouge or depression with a V–shaped bottom – usually a result of
careless handling of tools and parts.
W. Peening – A series of blunt depressions in a surface, such as from a hammer.
X. Pickup – A buildup or rolling of metal from one area to another – usually caused by insufficient
lubrication, clearances, or foreign matter. (See Scuffing.)
Y. Pitting – Small hollows or irregular shape in the surface – usually caused by corrosion or minute
mechanical chipping of surfaces.
Z. Scoring – A series of deep scratches – usually caused by foreign particles between moving
parts or careless disassembly or assembly techniques.
AA. Scratches – Shallow, thin lines or marks, varying in degree – caused by presence of fine
particles during operation or contact with other parts during handling.
AB. Scuffing – A surface condition evidenced by pickup – usually caused by insufficient clearance or
lubrication.
AC. Spalling – A roughened area indicated by a chipping or peeling of the surface metal – usually
caused by any surface damage under load. (Do not misinterpret as flaking.)
AD. Electrical Discharge Damage – Pitting as a result of localized overheating of material at the
moment of electrical arcing or discharge. The center of the pit consists of a white, hard, brittle
substance surrounded by a rim of light brown (straw) color. In some cases, the hard center of
the pit may have separated and be missing.
3–2. ROUTINE INSPECTIONS
A. The basic inspections and inspection frequencies are given in Table 3–1.
B. There is a great difference in operating conditions, therefore the operator should develop and
refine inspection criteria and frequencies that will best suit the specific conditions of their
operating condition, within the applicable regulatory agencies that will establish certain
inspections and inspection intervals.
C. The inspection table gives the components, systems, and conditions to be inspected. The
inspection table does not give detailed procedures to perform the inspection. Refer to the
specific section of the manual that covers that component.
D. Inspections do not have to be done at the exact hour frequency which is shown. Rolls–Royce
Allison recommends a 10 percent leeway be used. (Example: The frequency interval for
Ignitors is 1000 hours. Therefore, the ignitors can be inspected between 900 to 1100 hours.)
E. The operators and their maintenance personnel must use sound judgment, based on
experience, to adjust inspection frequency intervals.
NOTE: If the operator or their maintenance personnel delete an inspection task (item) or
extend the inspection frequency interval beyond the 10 percent leeway, Rolls–Royce
Allison are relieved of their warranty obligations.

Rolls–Royce
Table 3–1
Inspection Tasks
Item Action Interval
GG and PT oil levels Check Quantity Daily
GG Check general condition Daily
Compressor Water rinse (Ref. Section 10) Weekly or Note A
Compressor Chemical and water wash (Ref. Section 10) As required
Electrical leads, cables Inspect for security, chafing, fraying, and loose 250 hours
and connectors connectors
Fuel, oil, and air lines Inspect for security, leaks, chafing, and loose 250 hours
connections
Inlet plenum and air inlet Inspect for cleanliness, foreign material, damage, Daily or Note A
and corrosion (Ref. inlet plenum OEM manual)
Magnetic (oil) drain plugs Inspect for continuity. Continuity indicates that metal 250 hours or Note A
and chip detectors contaminates are in the oil (Ref. Section 7)
Compressor bleed valves Inspect for leaks, security, and operation, especially 500 – 1000 hours or
for full closing (Ref. Section 2) Note A
Fuel nozzles Inspect for damage and spray tip carboning. 2500 hours or Note A
Replace all fuel nozzles (a full set) if any damage is
found (Ref. Section 4).
Ignitors Inspect for operation and damage (Ref. Section 12) 1000 hours or Note A
Combustion liners Inspect for damage with borescope (Ref. Section 12) 2500 hours or Note A
Turbines Inspect for damage with borescope (Ref. this Section) 2500 hours or Note A
GG oil filter Inspect for contamination. Clean or replace the filter 500 hours or Note A
element (Ref. Section 7).
PT oil filter Inspect for contamination. Replace the filter Refer to PT OEM
element. manual
Fuel quality Make sure fuel meets the specification. Make sure no Daily or as needed to
liquids are carried over to the gaseous fuel supply. ensure quality
Fuel filter Inspect for increased pressure drop. Replace the 2500 hours (Visual
filter element (Ref. Section 4). Inspection)
Thermocouples Inspect for operation and damage (Ref. Section 5) 500 hours or Note A
CIT and CT temperature Calibrate and inspect the operation 1000 hours or Note A
measurement
GG control systems air Calibrate and adjust as applicable to the particular 1000 hours or Note A
bleed valves system
Engine mounting Inspect for security, damage, and deterioration (Ref. 1000 hours or Note A
Section 1)
Note A – Before restarting GG after an extended operation.

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3–3. SPECIAL INSPECTIONS
Special inspections are usually those which are necessary as the result of a malfunction or a
pending malfunction as indicated by a warning. Refer to the appropriate manual sections and the
troubleshooting table (Ref. Section 2).
3–4. BORESCOPE INFORMATION
A. A borescope inspection instrument is necessary to inspect internal areas of the GG without
major disassembly. There are many sizes and types of borescopes available for purchase.
Some recommended considerations are:
(1) Probe diameter: 0.355 in. (9 mm) or less
(2) View angle: 90 degree versus a direct view
(3) Magnification: zero at about 1 in.
(4) Light source type: external, using fiberoptic light guide
(5) Scope construction: rigid scopes with prism optics are usually more durable and have
excellent clarity
B. Fiberoptic scopes are flexible so they can reach areas a rigid scope can not, but may require
more operator expertise. Quality fiberoptic scopes have very good clarity and are easily
damaged. All borescope inspection criteria are used to determine the serviceability of installed
components for continued operation. The criteria (limits) for removed components are
generally more restrictive. Refer to the appropriate manual section for this information.
C. The optical characteristics of borescopes are such that magnification varies with the distance
from the borescope tip to the object. For this reason, damage needs to be judged carefully.
Such a condition can be evaluated by viewing a scale held the same distance from the
borescope tip as the damage.
D. Metal buildup and loose flakes may appear as cracks or surface nicks. For this reason all
suspected cracks or nicks should be viewed carefully, if possible from a different angle, to avoid
an unnecessary engine removal.
E. Maintenance personnel must be highly trained in use of the borescope.
3–5. BORESCOPE INSPECTION LOCATIONS
GG inspection ports are given below:
A. Combustion liners – through six ignitor and liner support holes in the forward part of the
outer combustion case and 18 inspection ports in the turbine inlet case
B. 1st–stage turbine – through 18 inspection ports in the turbine inlet case
C. 2nd–stage GG turbine – through the thermocouple ports in the thermocouple support ring
between the GG and the PT
D. 3rd–stage PT – through the thermocouple ports in the thermocouple support ring
between the GG and the PT
E. 4th–stage PT – through the PT 3rd–stage when the GG is separated from the PT

Rolls–Royce
3–6. BORESCOPE INSPECTION OF COMBUSTION LINERS
A. Remove two spark ignitors, four liner supports, and at least one turbine inlet case inspection
port plug from each combustion liner position to gain inspection access. For example,
inspection port positions 2 (at top center), 5, 8, 11, 14, and 17.
B. Inspect the combustion liner interior through the ignitor and liner support openings (Ref. Figure
3–1) for the following:
(1) Check for general shape conformance. Bulges (deformation) in excess of 0.25 in. (6.35
mm) high are not allowed.
(2) Burned holes through the outer wall in excess of 0.25 in. (6.35 mm) diameter, or more
than one hole per liner are not allowed. If continued operation with this condition is
necessary, the liner should be inspected each 100 hours. If a hole more than 1 in. (25.4
mm) in diameter, or if heat stress is evident on the outer combustion case, the engine must
not be operated except in an extreme emergency.
(3) Cracks which may allow a piece to break out are not allowed. Other cracks should be
monitored with frequent inspections.
(4) Circumferential cracks which are in excess of one–quarter of the liner circumference are
not allowed.
(5) Cracks, bulges, or other distressed conditions which might distort gas flow should be
monitored with increased frequency.
(6) Wear or burns completely through an igniter and support ferrule (2) on the liner exterior is
not allowed.
(7) Any looseness of an igniter and support ferrule (2) is not allowed.
C. Insert the borescope through a turbine inlet case inspection port. Inspect each combustion liner
for the following conditions:
(1) A missing thermocouple alignment grommet (10) is not allowed.
NOTE: There are three grommets per liner.
(2) Inspect for any of the conditions previously detailed for inspection through the spark igniter
and liner support holes.
D. Borescope of combustion liners with ceramic coated interiors:
(1) There is no limit to the loss of ceramic coating for continued engine operation. Its purpose
is to delay the time at which the combustion liner walls are exposed to the high radiated
heat.
(2) Inspect the combustion liners using the same criteria as non–ceramic coated liners.
NOTE: Combustion liner damage is often the result of a fuel nozzle problem.
Combustion liner damage is accelerated by excessive temperatures as may be
caused by overtemperature operation or poor starting. Reduced fuel flow from
one fuel nozzle will cause excess flow from the other fuel nozzles thus creating
an overtemperature condition. Liquid carry–over into the gaseous fuel is a
primary cause of combustion liner damage.

Rolls–Royce
Borescope Inspection of Combustion Liner

Figure 3–1

Rolls–Royce
3–7. DETAILED INSPECTION OF COMBUSTION LINERS
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
Inspect the combustion liner in accordance with Table 3–2.
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ Table 3–2
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
Dry Low Emission Combustion Liner – Detailed Inspection
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
Condition
Distortion
Serviceable Limits
Minor distortion is acceptable.
Repair Limits Disposition
Replace the liner
Loss of thermal Continuous areas of larger Damage to underlying Replace the liner
barrier coating than 1/4 in. across are cause metal is not allowed.
for rejection.
Carbon deposits on Acceptable unless they Operate the engine for
dome wall extend beyond the corner a few hours at over 75
(Ref. Figure 3–2) region of the dome wall per cent power.
(beyond the dome or liner
braze joint) or inside the circle
of the pilot fuel holes.
Deterioration of Acceptable, if they seal the Replace the crossover
crossover tubes crossover connection tube.
between the liners and do not
become so thin that
continued operation could
cause them to break off.
Flashback damage or The interior of the mixing cup Any metal damage is
indication must be checked to look for cause for replacement.
discoloration of metal (purple If discoloration or
or bluish colors), carbon carboning is continuous
blackening, or actual around the center body
component damage. and/or on the majority
of the swirler vanes (or
these indications are
seen in several liners),
alter the duty cycle.
Visual Inspection:
(Ref. Figure 3–3 and
Figure 3–4)
Cracks and bulges:
Liner barrel Cracks and bulges are not Replace the liner per
allowed. local requirements.
Dome aft wall Cracks and bulges are not Replace the liner per
allowed. local requirements.
Fuel tubes and Cracks and bulges are not Replace the liner per
their brazed joints allowed. local requirements.
Barrel–igniter boss Cracks and bulges are not Replace the liner per
joint allowed. local requirements.
Fretting:
Liner dome front Fretting is not allowed. Replace the liner per
support hole local requirements.
Threaded holes on Fretting is not allowed. Replace the liner per
the dome manifold local requirements.
Plugged swirler vanes Plugged swirler vanes are not Remove the obstruction
allowed. from the swirler vanes.
Soot deposits in Soot deposits in the dome Remove soot from the
dome area area are not allowed. dome area.

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Dome Wall – Acceptable Carbon Deposits

Figure 3–2

Rolls–Royce
Dry Low Emission Combustion Liner – Dome Inspection

Figure 3–3

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Figure 3–4
Dry Low Emission Combustion Liner – Detailed Inspection

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3–8. BORESCOPE INSPECTION OF TURBINE 1ST STAGE
A. Remove at least one turbine inlet case port plug from each combustion liner for inspection
access. For example, port positions 2 at top center, 5, 8, 11, 14 and 17.
B. Inspect the 1st–stage turbine vanes and as much of the 1st–stage rotor blades as are visible
with the borescope inserted in the inspection port. If any damage is found, a complete
inspection through all 18 inspection ports is recommended. See Figures 3–5 thru 3–10 for
examples of damage.
C. Inspect the vanes for evidence of sulfidation. Sulfidation is a form of hot corrosion that
progresses from a rough or crusty appearance, usually greenish–black in color, to a condition
that separates the metal grain boundaries into layers. The 1st–stage vane leading edges are
most subject to this damage. Sulfidation that severely affects the airfoil contour or causes a
badly delaminated appearance is not allowed.
NOTE: The 1st–stage vane cracks usually occur due to thermal shock, such as occurs during
poor (hot) starts or from fuel nozzle problems or from the effects of water rinsing and
washing when the turbine residual temperature is more than 250°F (121°C).
CAUTION: THE 1ST–STAGE VANE CRACKS OCCUR DUE TO THERMAL SHOCK. MOST
NOTABLE THERMAL SHOCK CONTRIBUTOR IS A RAPID ACCELERATION TO
THE MAXIMUM POWER WITHOUT WARM UP. REPEATED CYCLES OF THIS
WILL RESULT IN VANE CRACKING. OTHER CONTRIBUTORS ARE
OVERTEMPERATURE STARTS, REPEATED STAGNATION, CONTAMINATED
FUEL NOZZLES, HOT SPOTS, LIQUIDS IN GAS FUEL, A LARGE NUMBER OF
STARTS IN GENERAL (FATIGUE) AND WATER WASHING WHEN TURBINE
RESIDUAL TEMPERATURE IS HIGHER THAN 250°F (121°C).
D. A crack all the way across a vane can be tolerated if a more frequent inspection interval is
acceptable. Do not allow two cracks to converge and cause a large piece to break out. This
might cause a secondary damage and effort should be made to prevent it. A gradual heat
erosion of vane leading or trailing edges, on the other hand, will not cause any secondary
damage and can be tolerated.
E. Vanes distorted by heat or eroded away to expose the impingement tube can be tolerated up to
30 percent loss of vane width if inspection frequency can be increased to prevent a complete
burn through.
NOTE: There is no limit to the loss of ceramic coating for continued engine operation. The
ceramic coating extends the service life of the vane by providing for a reduction of the
metal temperature under any given engine operation condition when compared with a
vane not having a ceramic coating. Inspect vanes using the same criteria as is
applied to non–ceramic coated vanes.
F. A complete vane burn through should be prevented or it will be required that all the 1st–stage
blades be replaced. A void left by the burned out vane might have excited the 1st–stage blades
in resonance frequency and cause a later–date low cycle fatigue accumulated damage failure.
CAUTION: THERMAL DAMAGE IN LOCALIZED BURNER AREA MAY INDICATE FUEL
NOZZLE PROBLEMS.
G. Vanes that are severely distorted by heat or with burned away portions (areas) are not allowed.
H. Inspect the 1st–stage turbine rotor blades for cracks. Some cracks are allowed.
I. Inspect turbine blades for sulfidation. This form of corrosion is allowed if evidenced only by a
rough or crusty appearance at the leading edge, concave side of airfoil section, or the platform
at the root of the airfoil. However, if any sulfidation is detected, remaining blade life is reduced.
Replace the rotor assembly if there is any evidence of splitting, delamination, separating, flaking
or loss of material in any area of a rotor blade (Ref. Figure 3–5).
J. Continued operation with any missing portion or complete turbine rotor blade from breakage or
burning is not allowed.
K. Nicks or dents in a turbine blade that could result in a stress point are not allowed. The inner
1/3 area of a turbine blade is the most critical for this type of damage. Small nicks, dents and
burns are allowed if they are less than 0.03125 (1/32) in. (0.79 mm) deep and are in the outer
2/3 of the blade.
L. A visibly bent or bowed rotor blade is not allowed.

Rolls–Royce
Unacceptable Turbine Blade and Vane Damage (Example: Sulfidation)

Figure 3–5

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Acceptable 1st–Stage Vane Airfoil Leading Edge Damage (Example: Dents, Nicks, and Cracks)
Figure 3–6

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Unacceptable 1st–Stage Vane Damage (Example: Dent and Crack)

Figure 3–7

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Acceptable 1st–Stage Vane Damage (Example: Coating Crazing Due to Thermal Shock)
Figure 3–8

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1st–Stage Vane Damage (Example: Burn Through)

Figure 3–9

Rolls–Royce
Unacceptable 1st–Stage Vane Damage (Example: Peripheral Cracking)

Figure 3–10

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3–9. BORESCOPE INSPECTION OF TURBINE 2ND STAGE
A. Remove alternate thermocouples for initial inspection access.
NOTE: The GG may be separated from the PT at the splitline flange for better inspection
access.
B. View forward to inspect the 2nd–stage blades and as much of the 2nd–stage vanes as are
visible. The turbine rotor can be turned by hand to view all the rotor blades and to improve the
visibility of the vanes. The thermocouples that remain can also be removed for a better view.
NOTE: The 2nd–stage vanes can be damaged due to downstream burning, a large number
of stagnated starts, any liquids in the gaseous fuel, or contaminated fuel nozzles. In
some instances, this can occur even without any 1st–stage vane damage indication.
C. Inspect vanes for evidence of cracks.
(1) Leading edge cracks more than 0.250 in. (6.35 mm) long are not allowed.
(2) Trailing edge cracks more than 0.500 in. (12.7 mm) long are not allowed.
(3) Any number of cracks are allowed if they are separated such that piece breakout is
unlikely. Cracked vanes should be monitored with frequent inspections.
D. Inspect the vanes for evidence of burning.
(1) Vanes with minor burn damage on the trailing edge of the airfoil are allowed, but should be
monitored closely for cracking.
CAUTION: IF ANY VANE AIRFOIL IS BURNED COMPLETELY THROUGH AXIALLY,
SUCH THAT THE CONNECTION BETWEEN THE INNER AND OUTER VANE
BAND AT ANY AIRFOIL LOCATION IS SEVERED, THE BLADES IN THE
IMMEDIATE STAGE THAT FOLLOWS HAVE BEEN SUBJECTED TO HIGH
CYCLE FATIGUE EXCITATION. THE TURBINE UNIT MUST BE SENT TO A
MAJOR REPAIR CENTER FOR TURBINE BLADE REPLACEMENT.
(2) Vanes severely distorted by heat or with burned away portions (areas) are not allowed.
E. Inspect the rotor blades.
(1) Check for missing blades. Continued operation with any missing blade is not allowed.
(2) Any turbine rotor blade that has a piece missing (broken out) or burned away is not
allowed.
(3) Nicks or dents in a turbine blade which could result in a stress point are not allowed. The
inner 1/3 area of a turbine blade is the most critical for this type of damage.
(4) Small nicks, dents, and burns are allowed if they are less than 0.03125 (1/32) in. (0.79
mm) deep and are in the outer 2/3 of the blade.
(5) A visibly bent or bowed rotor blade is not allowed.
3–10. GENERAL GAS GENERATOR PRESERVATION
Procedures to preserve the GG are given below. For preservation of the PT, refer to the OEM
manual.
A. Preservation is the protection of non–operating engines from the effects of corrosion that is
inherent in the environment.
B. Protection from corrosion in engine metals and alloys is primarily a fight against moisture.
There are two general types of surface corrosion; direct chemical attack by corrosive liquids or
gases on metals and electrochemical action (in which the metal being corroded becomes a part
of an electrolytic cell in the presence of moisture). Both of these reactions are effectively
retarded by the absence of moisture.
C. All preservation procedures evolve from the basic idea to keep moisture away from metal
surfaces – either by maintaining a dry, clean environment or by displacing the air with some
type of barrier (a protective finish or a moisture–free film such as oil).

Rolls–Royce
D. Both the environmental conditions and the effectiveness of the barriers are factors in the
different degrees of preservation outlined here. When the stated procedures cannot be
completely carried out, common sense should prevail in keeping with the basic concept of
preservation.
E. Whenever practical, the GG gas path should be cleaned in accordance with compressor wash
instructions before any preservation.
F. If possible, close (or install closures) on all engine openings if the engine will not be operated
for eight hours. If this is not possible, means should be taken to prevent rain, snow and/or
blowing seawater from entering through air inlet and exhaust ducts.
G. The GG and/or PT that is removed and scheduled for repair or overhauls do not require
extended preservation if disassembly begins within 28 days from the date of removal from
service.
H. An overhauled GG and/or PT does not require extended preservation if they are installed within
28 days from the date of completed overhaul. The exception would be if they are immediately
subjected to extremely corrosive atmospheres such as heavily salt–ladened moist air. Fuel
systems are often preserved by overhaulers and manufacturers.
3–11. PRESERVATION OF INSTALLED GAS GENERATOR – INACTIVE FOR 28 DAYS OR MORE
NOTE: If inactivity of more than 28 days is expected, the fuel system should be preserved. Fuel
systems of a new or overhauled engine should already be preserved, therefore
represervation is not required.
A. Make sure the oil system is filled and operational.
B. Motor the engine to full cranking speed for at least one minute.
C. If inactivity is to be less than 28 days:
(1) Cover the inlet and exhaust ducts or otherwise to prevent airflow through the engine.
(2) Protect the engine exterior from moisture and salt–ladened air.
(3) Cap all openings to protect the engine from corrosion and foreign object entry.
D. If inactivity is to be more than 28 days:
(1) Do the procedures in step C.
(2) Add dry desiccant bags to the inlet and exhaust areas.
(3) Check or replace the desiccant every 28 – 30 days.
CAUTION: DESICCANT AND ALL COVERS MUST BE REMOVED BEFORE THE GG IS
CRANKED. DAMAGE WILL OCCUR.
(4) Motor the engine every 28 – 30 days.
E. If inactivity exceeds 90 days and environmental conditions are adverse, preserve the GG by
installation in a shipping and storage container (Ref. this Section).
3–12. PRESERVATION OF GAS GENERATOR OIL SYSTEM
A. Drain the GG oil.
B. Remove and clean the magnetic drain plugs.
C. Service the main oil filter.
(1) Remove the filter element.
(2) Clean the filter element by ultrasonic method or replace the filter element (depending on
filter type).
(3) Immerse the filter element in MIL–L–23699 engine oil.
(4) Install the filter element.

Rolls–Royce
D. If driven accessories were removed:
(1) Spray the drives with MIL–L–23699 engine oil.
(2) Lubricate the external splines with MIL–G–3278 grease.
E. Install caps, plugs and covers on all applicable openings on the GG.
NOTE: A list of plugs, caps, and covers is enclosed in the shipping container records
receptacle.
F. Put the GG in a container.
3–13. LIFTING AND HANDLING INFORMATION
A. Provisions have been made to lift the GG as an individual unit. After removal of the GG–to–PT
splitline bolts, the GG can be safely handled.
B. A lift bracket and bracket mounting pads are provided on the GG at the locations shown in
Figure 3–11. Two bracket mounting pads, located on the upper right and upper left of the air
inlet housing, and the diffuser lift bracket are furnished for convenient attachment points. The
GG can be put on the engine stand for maintenance and/or storage.
C. General lift, mount and center of gravity dimensions, and locations are shown in Figure 3–12.
For removal of the PT, refer to the OEM manual.
3–14. ENGINE SHIPPING CONTAINER
A. Description
(1) The shipping container has been designed and tested to protect the GG from shock and
vibration that results from shipping (by any mode) and handling to a shock limit resulting
from a drop from height of 18 in. (457.2 mm).
(2) The shipping container has two inspection ports (42, Figure 3–13), a light may be used at
one port while viewing from the other.
(3) The humidity indicator (41) indicating element is normally light blue in color. At 37 to 43
percent humidity within the shipping container, the light blue color will change to lavender
or lavender pink. If this happens the engine should be inspected for corrosion and the
desiccant (14 desiccant bags, MIL–D–3464) should be changed.
B. Removal
(1) Loosen nuts (1) enough to allow service cover (3) to pivot around the double end bolt (4).
WARNING: USE CARE IN REMOVAL OF AIR VALVE STEM TO PREVENT IT FROM
BLOWING OFF AND CAUSING INJURY TO PERSONNEL.
WARNING: MAKE SURE ALL PRESSURE IS RELEASED BEFORE REMOVING THE PIPE
PLUG OR CONTAINER COVER. INJURY OR DAMAGE MAY OCCUR.
(2) Release pressure by removing the stem from air valve (5). When the pressure has been
released, remove pipe plug (6).
(3) Remove nuts (7) and bolts (8). Attach lift hooks to container cover (9) and lift the container
cover up and away from base assembly (10). Allow closure seal (11) to remain with the
base assembly. Put the container cover on wooden mounts (boards) to prevent damage to
the flange.
(4) Attach hoisting bar and/or sling to the GG. Lift the GG sufficiently to remove weight from
the base assembly.
(5) Remove yoke (12, Figure 3–11) from the base assembly by removing nuts (13), washers
(14), and bolts (15).
(6) Remove LH bracket (16) from the base assembly by removing washers (17) and bolts
(18).

Rolls–Royce
Gas Generator Mounting

Figure 3–11

Rolls–Royce
Gas Generator Lift and Center–of–Gravity Locations

Figure 3–12

Rolls–Royce
(7) Remove RH bracket (19) from base assembly (10) by removing washers (20) and bolts
(21).
(8) Hoist the GG out of the base assembly.
(9) Remove LH bracket (16) and LH mount (22) from the GG by removing washers (23) and
bolts (24). If required, remove LH bracket from LH mount by removing nut (25), washer
(26), and bolt (27).
(10) Remove RH bracket (10) and RH mount (28) from the GG by removing washers (29) and
bolts (30). If required, remove RH bracket from RH mount by removing nut (31), washer
(32), and bolt (33).
(11) Put the GG in 6799609 engine stand (or equivalent).
(12) Remove the yoke from the GG by removing nuts (34), washers (35), and bolts (36). Lift
the yoke from the GG and re–install the washers and nuts on the bolts.
(13) Remove all protective covers from the GG and put them in base assembly storage box
(44)
NOTE: If applicable, it is best to put protective covers directly onto the returning GG.
(14) If the shipping container will not be used immediately, do the following steps:
(a) Install all brackets, mounts, and the yoke back on the base assembly or put them in
storage box (44).
(b) Put container cover (9) and closure seal (11) on base assembly (10). Secure with
nuts (7) and bolts (8). Be careful not to damage the closure seal.
(c) Install pipe plug (6), air valve (5) stem, and service cover (3). Secure with
lockwashers (2) and nuts (1).
C. Installation
(1) If required, loosen nuts (1) to allow service cover (3) to pivot around double end bolt (4).
WARNING: MAKE SURE ALL PRESSURE IS RELEASED BEFORE REMOVING THE PIPE
PLUG OR THE CONTAINER COVER. DAMAGE OR INJURY MAY OCCUR.
(2) If required, release any pressure by removing the stem from air valve (5). When all
pressure has been released, remove pipe plug (6)
(3) If required, remove nuts (7) and bolts (8). Attach lift hooks to container cover (9) and lift
the container cover up and away from base assembly (10). Put the container cover on
wooden mounts (boards) to prevent damage of the flange. Allow closure seal (11) to
remain with the base assembly.
(4) If required, remove yoke (12) from the base assembly by removing nuts (13), washers
(14), and bolts (15).
(5) If required, remove LH bracket (16) from the base assembly by removing washers (17) and
bolts (18).
(6) If required, remove RH bracket (19) from the base assembly by removing washers (20)
and bolts (21)
(7) If required, remove loose items from storage box (44) and put on a work bench.
(8) Install yoke (12) to the GG upper rear mounting bracket by installing bolts (36), washers
(35), and nuts (34). Torque the nuts 135 – 155 lb in. (15.3 – 17.5 Nm).
(9) Attach a hoist bar and/or sling to the GG and lift the GG from the engine stand.
(10) If required, install RH mount (28) to RH bracket (19). Secure with bolt (33), washer (32),
and nut (33). Tighten nut to seat firmly and then back the nut off one complete turn.
(11) Install the assembled RH mount (28) and RH bracket (19) to the lower RH mounting pad
on the GG air inlet. Secure with washers (29) and bolts (30). Torque the bolts 240 – 300
lb in. (27.1 – 33.8 Nm). Lockwire the bolt heads in pairs.

Rolls–Royce
(12) If required, install LH mount (22) to LH bracket (16). Secure with bolt (27), washer (26),
and nut (25). Tighten the nut to seat firmly and then back the nut off one complete turn.
(13) Install the assembled LH mount (22) and LH bracket (16), to lower the LH mounting pad on
the GG air inlet. Secure with washers (23) and bolts (24). Torque the bolts 240 – 300 lb
in. (27.1 – 33.8 Nm). Lockwire the bolt heads in pairs.
(14) Hoist the GG up sufficiently to put the base assembly (10) under the GG.
(15) Lower the GG and align RH bracket (19), LH bracket (16), and yoke (12) mounting holes to
the mounting holes in the base assembly. Secure with bolts (15, 18, and 21), washer (14,
17, and 20), and nuts (13). Lower the GG to rest on the base assembly. Torque bolts (18
and 21) and nuts (13) 480 – 690 lb in. (54.2 – 77.9 Nm).
(16) Remove the hoist bar and/or sling from the GG.
(17) Torque nuts (25 and 31), that hold mounts (22 and 28) to brackets (16 and 19) 1100 –
1300 lb in. (124.4 – 146.9 Nm).
(18) Attach lift hooks to container cover (9) and lift up and over the base assembly.
(19) Make sure closure seal (11) is aligned properly on the base assembly mounting flange.
(20) Lower container cover (9) carefully over the GG and align the guide pin hole with the guide
pin located on the front end of the base assembly.
(a) Secure with bolts (8) and nuts (7). Make sure the bolt heads are down.
(b) Prior to final torque, tighten nut (7) at each corner and at each midpoint.
(c) Remove lift hooks from container cover.
(d) Torque all nuts 600 – 840 lb in. (67.8 – 95.0 Nm).
(21) If required, install pipe plug (6). Torque the pipe plug 205 – 245 lb in. (23.6 – 27.6 Nm).
(22) Service shipping container with compressed dry nitrogen per step D.
(23) Install records into record receptacle (37) and secure receptacle cover (40) with nuts (38)
and washers (39). Torque the nuts 30 – 45 lb in. (3.9 – 5.0 Nm).
(24) Install lockwire on record receptacle (37) and receptacle cover (40). Install a tamper proof
seal on the lockwire.
NOTE: If tamper proof seals are available use them. Tamper proof seals are not
required for engine returning for rework.
(25) Install lockwire on service cover (3) and the shipping container. Install a tamper proof seal
on the lockwire.
(26) Install lockwire on the shipping container RH and LH corners. Install a tamper proof seal
on the lockwire.
(27) Coat stud ends of nuts (1, 7, and 38) with MIL–C–16173, Grade 1 corrosion preventive
compound.
D. Servicing the Shipping Container
(1) Make sure air valve (5), pipe plug (6), bolts (8), and nuts (7) are installed and torqued per
step C.
NOTE: The following pressure of 5.0 "0.5 psig (34.5 "3.45 kPag) is for a normal day
of 70°F (21°C). Table 3–3 gives the correct pressures per existing temperatures.
(2) Pressurize the shipping container, at air valve (5), with compressed dry nitrogen to a
pressure of 5.0 psig (34.5 kPag). Release the nitrogen pressure to 0 psig (0 kPag) by
depressing the center (valve cord) or the air valve.
(3) Repeat step (2) to make sure the shipping container is bled of any air humidity.

Rolls–Royce
(4) Pressurize the shipping container, at air valve (5), with compressed dry nitrogen to the
correct pressure versus temperature of Table 3–3. Record the pressure and temperature.
Table 3–3
Shipping Container Temperature and Air Pressure Requirements
Temperature Pressure Temperature Pressure
°F (°C) psig (kPag) °F (°C) psig (kPag)
+140 60 7.6 52.4 +40 4.4 3.9 26.9
+130 54 7.3 50.3 +30 1.1 3.5 24.1
+120 49 6.9 47.6 +20 –6.7 3.2 22.1
+110 43 6.5 44.8 +10 –12.2 2.8 19.3
+100 38 6.1 42.1 0 –18.0 2.4 16.5
+90 32 5.8 40.0 –10 –23.0 2.0 13.8
+80 27 5.4 37.2 –20 –29.0 1.7 11.7
+70 21 5.0 34.5 –30 –34.0 1.3 9.0
+60 16 4.6 31.7 –40 –40.0 0.9 6.2
+50 10 4.3 29.6 – – – –
NOTE: The temperature and pressure values are based on the
requirement of 5.0 psig (34.5 kPag) air pressure at 70°F (21°C)
temperature. A ±0.5 psig (3.45 kPag) difference from the
correct pressure is allowed.
(5) Apply a soap solution over all seams and closure joints, while you inspect for any leaks.
Leaks are not allowed. Repair as required.
(6) Install service cover (3), lockwashers (2), and nuts (1). Torque the nuts 15 – 25 lb in. (1.7
– 2.9 Nm).
(7) Inspect humidity indicator (41), if a color of lavender or lavender pink is shown, release the
pressure and change the humidity indicator element and the desiccant bags. Repeat step
(1) thru step (7).
NOTE: The normal color of the humidity indicator element is light blue. At 37 – 43
percent relative humidity, within the shipping container, the humidity indicator
element color should change to lavender pink. If the color changes to lavender
or lavender pink, the humidity within the shipping container is too high.
(8) If the GG is not shipped within 24 hours after the shipping container was pressurized,
recheck the pressure and compare with the recorded pressure and temperature. If the
pressure has dropped more than 0.5 psig (3.45 kPag), inspect for container leaks and
re-service.
(9) Check the pressure again, immediately prior to shipment. Repair or service as required.
3–15. POWER TURBINE SHIPPING CONTAINER
For information on power turbine shipping and preservation, refer to the OEM manual.

Rolls–Royce
KEY TO FIGURE 3–13
1. NUT (2) 23. WASHER (4)

2. LOCKWASHER (2) 24. BOLT (4)
3. SERVICE COVER 25. NUT
4. DOUBLE END BOLT (2) 26. WASHER
5. AIR VALVE 27. BOLT
6. PIPE PLUG 28. RH MOUNT
7. NUT (56) 29. WASHER (4)
8. BOLT (56) 30. BOLT (4)
9. CONTAINER COVER 31. NUT
10. BASE ASSY 32. WASHER
11. CLOSURE SEAL 33. BOLT
12. YOKE 34. NUT (2)
13. NUT (4) 35. WASHER (2)
14. WASHER (4) 36. BOLT (2)
15. BOLT (4) 37. RECORD RECEPTACLE
16. LH BRACKET 38. NUT (2)
17. WASHER (3) 39. WASHER (2)
18. BOLT (3) 40. RECEPTACLE COVER
19. RH BRACKET 41. HUMIDITY INDICATOR
20. WASHER (3) 42. INSPECTION PORT (2)
21. BOLT (3) 43. DESICCANT RECEPTACLE
22. LH MOUNT 44. STORAGE BOX

Rolls–Royce
Gas Generator Shipping Container

Figure 3–13

Rolls–Royce
3–16. GAS GENERATOR REMOVAL
A. Make sure all electrical, fuel, and oil systems are OFF and remain OFF until installation is
complete.
CAUTION: CAP ALL HOSES, HARNESS ENDS,AND OPENINGS TO PREVENT
CONTAMINATION. IF REQUIRED, RECORD OR IDENTIFY ALL HOSES,
HARNESS ENDS,AND OPENINGS FOR INSTALLATION.
NOTE: If required, save fluids (fuel, oil, etc.) for inspection to aid in troubleshooting.
NOTE: Have a container available to catch fluids.
B. Remove all hose and engine electrical harness connections. If required, record or identify hose
and harness connections. Plug or cap all openings, hoses, and harness connections (Refer to
OEM manual).
C. Remove the engine exhaust system from engine rear bearing housing (Refer to OEM manual).
D. Remove clamp and move air inlet bell forward to inside of air inlet plenum (Refer to OEM
manual).
E. Install engine lifting adapter, 6797690, to lifting brackets at the diffuser and turbine rear bearing
support lift brackets splitlines (Ref. Figure 3–11).
F. Attach a host to engine lifting adapter, 6797690, and remove engine weight from the engine
mounts from engine support.
G. Remove nuts (1, Figure 3–12) at the boost compressor assembly splitline.
NOTE: Due to the various mounting brackets hookup to the fixed engine support, refer to the
OEM manual for removal and installation.
H. Remove mounting bolts and nuts from mounting bracket(s) and fixed engine support (Refer to
OEM manual).
CAUTION: MAINTAIN ENGINE ALIGNMENT HORIZONTALLY AND VERTICALLY DURING
SEPARATION OR DAMAGE MAY OCCUR.
I. Slowly separate engine boost compressor sleeve (6) and washer and nut (7) from the power
takeoff housing (2) and power takeoff shaft (3) by moving engine aft at least 3.5 inches (88.9
mm). When engine has cleared, hoist engine away from fixed engine support. Remove
o–rings (4 and 5) and discard.
J. Install engine in an engine stand, 6799609, per Paragraph 1–33 or install engine in a shipping
container per Section 3.
3–17. PLACEMENT ON ENGINE STAND
A. If required, remove bolt (1, Figure 3–14) that holds each mounting bracket (2) from 6799609
engine stand.
B. Attach mounting brackets (2) to the right and left sides of the air inlet with four bolts (3) each.
Torque the bolts 240 – 280 lb in. (27.1 – 31.6 Nm).
C. If required, remove bolt (4), washer (5), nut (6), and bracket (7) from jackscrew (8).
D. If required, remove the bottom bolt and nut from the turbine splitline.
E. Install bracket (7) with bolt (9) and nut (10) at the bottom of the turbine splitline. Torque the nut
200 – 220 lb in. (22.6 – 24.8 Nm).
F. Lower the GG on 6799609 engine stand and attach mounting brackets (2) to the forward post
with bolts (1). Torque the bolts 500 – 600 lb in. (56.5 – 67.7 Nm).
G. Install bracket (7) in elongated slot of jackscrew (8). If required, loosen retaining nut (11) and
adjust the height of the jackscrew. Attach the bracket to the jackscrew with bolt (4), washer (5),
and nut (6). Torque the bolts 400 – 470 lb in. (45.2 – 53.1 Nm).
H. If required, remove 6797690 engine lifting adapter from the GG.

Rolls–Royce
3–18. REMOVAL FROM ENGINE STAND
A. If required, attach 6797690 engine lifting adapter to the GG and attach to the hoist. Lift to
remove the GG weight from the engine stand.
B. Remove bolt (4, Figure 3–14), washer (5), and nut (6) from bracket (7) and jackscrew (8).
C. Remove bolts (1) from the left and right side of forward posts and hoist the GG from the engine
stand.
D. Remove nut (10), bolt (9), and bracket (7) from the bottom of the turbine splitline. Insert the
original bolt and nut. Torque the nut 200 – 220 lb in. (22.6 – 24.8 Nm).
E. Remove bolts (3) and both mounting brackets (2) from the GG.
F. Attach bracket (7) to jackscrew (8) with bolt (4), washer (5), and nut (6). Install bolt (9) and nut
(10) to the top of bracket (7).
G. Attach mounting brackets (2) to forward posts of 6799609 engine stand with bolts (1). Install
eight bolts (3) to the engine stand or mounting brackets.
3–19. COMPONENT REMOVAL AND INSTALLATION
The procedures and sequences for removal and installation of components are at the discretion of
the competent mechanic and the applicable maintenance manual.

Rolls–Royce
Engine Stand – Typical Installation

Figure 3–14

Rolls–Royce
SECTION 4
FUEL SYSTEM
TABLE OF CONTENTS

4–1 Description of Gaseous Fuel Systems 4–3
4–2 Troubleshooting of Fuel Nozzles 4–5
4–3 Disassembly of Gaseous Fuel Systems 4–5
4–4 Cleaning of Gaseous Fuel Systems 4–6
4–5 Inspection of Gaseous Fuel Systems 4–9
4–6 Repair of Gaseous Fuel Systems 4–10
4–7 Assembly of Gaseous Fuel Systems 4–10
FUEL SYSTEM Page 4–1

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Rolls–Royce
INDEX TO FIGURES

4–1 Gaseous Fuel System (Dry Low Emissions) – Diagram 4–13
4–2 Gaseous Fuel System (Dry Low–Emissions) – Gas 4–15

Generator Components
INDEX TO TABLES

4–1 Engine Fuel Specifications – Gaseous 4–3
4–2 Gaseous Fuel Manifolds – Inspection 4–9
Page 4–2 FUEL SYSTEM

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Rolls–Royce
SECTION 4
GASEOUS FUEL SYSTEMS
4–1. DESCRIPTION OF GASEOUS FUEL SYSTEMS

A. GENERAL
(1) The gaseous fuel and control system meters and distributes the volume of fuel that is
necessary to keep a set speed of the engine shaft as load conditions change. The
gaseous fuel and control system is commanded by the engine control system. The engine
control system regulates the required fuel for all conditions of engine operation.
(2) Specifications for gaseous fuels are given in Table 4–1.
Table 4–1
Engine Fuel Specifications – Gaseous
Item Engine Parameters
Nominal Lower Heating Value (LHV) 900 Btu/SCF–LHV (35,505 kJ/NCM–LHV)
Specific Gravity 0.6
Supply Pressure 270 – 280 psig (1862 – 1931 kPag)
Supply Temperature less than 160°F (71°C) maximum, greater
than 10°F (5.5°C) above dew point minimum
(3) The fuel and control system consists of engine–mounted components, customer–furnished
components, and remote–mounted components. For details of an engine–mounted
component, see the section that applies to that component. For complete data on
customer–furnished or remote–mounted components, refer to the applicable OEM manual.
B. DESCRIPTION OF GASEOUS FUEL SYSTEM (DRY LOW EMISSIONS)
(1) The standard fuel system is the dry low emissions system. The fuel system consists of
remote–mounted components, engine–mounted components, and customer–furnished
components.
(2) Primary remote–mounted components of the dry low–emissions fuel system include:
– ball–type (fuel) shutoff valve assemblies
– 10 micron gaseous fuel filter assemblies
– differential pressure switch
– 10 psi pressure switch
– gaseous fuel valve assembly
(3) Primary engine–mounted components of the dry low–emissions fuel system include:
– main fuel manifold assemblies
– pilot fuel manifold assemblies
– main fuel jumper tube assemblies
– pilot fuel jumper tube assemblies
– main fuel tube assemblies
– pilot fuel tube assemblies
– bellows housing assemblies
– forward combustion supports
(4) Gaseous fuel is supplied to a (normally closed) fuel shutoff valve assemblies (4 and 9,
Figure 4–1) at 275 ±5 psig (1896.1 ±34.5 kPag) regulated pressure.
(5) The engine control system engages a starter to initiate the engine start sequence.
(a) During the initial phase (below 2200 engine rpm) of the starting cycle, the entire
cranking task is the burden of the starter.

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Rolls–Royce
(b) As engine speed nears 2200 rpm, the engine control system energizes the ignition
system and opens the fuel shutoff valves.
(c) After lightoff, the engine continues to accelerate with help from the starter. At
approximately 8400 engine rpm the control system de–energizes and locks out the
starter and ignition circuits.
(d) If the engine measured gas temperature (MGT) is 1530°F (832°C) at 2200 rpm thru
1670°F (910°C) at 9200 rpm, an automatic shutdown will occur.
(6) Pressurized fuel flows through the fuel shutoff valves, through the 10 micron gas fuel filter
assemblies (3), and by the fuel pressure differential switches (2).
(a) The fuel filter assemblies provide the final filters before the fuel enters the gas fuel
valves. The filter elements are removable and cleanable.
(b) The differential pressure switches are installed between the inlet port and the outlet
port of each fuel filter assembly. If the outlet pressure is 20 psig (138 kPag) less than
the inlet pressure, the differential pressure switch will send a signal to the engine
control system. This signal indicates a dirty or blocked fuel filter.
(7) Pressurized and filtered fuel flows from the 10 micron gas fuel filter assemblies to the 10
psi pressure switches (1) and the gas fuel (metering) valve assemblies (13).
(a) The 10 psi pressure switches are installed at the inlet ports of the gas fuel valve
assemblies. If the fuel pressure is less than 10 psig (69 kPag), after starting, the 10
psi pressure switch will send a signal to shutdown the engine.
(b) The explosion proof gas fuel valve assemblies meter the gaseous fuel in accordance
with voltage inputs from the engine control system.
NOTE: The standard fuel valve assembly is rated at 250 "5 psig (1725 "34.5
kPag). Some engines have an optional 200 "5 psig (1380 "34.5 kPag)
fuel valve assembly.
1 The gas fuel valve assembly is a balanced force type valve that is positioned by
a proportional solenoid assembly with and integral servo system. The gas fuel
valve is positioned as a function of the input command voltage (0 – 5 volts).
2 A feedback output voltage from a linear variable differential transformer (LVDT),
proportional to the valve position (metering area), is provided within the gas fuel
valve. The voltage is compared to the 0 – 5 volts input command signal. The
current in the proportional solenoid is varied until the position signal equals the
command input. If the input and/or feedback voltage to the control systems
varies more than 0.5 vdc a fuel system malfunction will occur.
3 Specifications of the gas fuel valve include:
– flow capacity (Refer to the calibration check under the Test paragraph.)
– no leaks from splitlines, holes, or casting.
– maximum transient time response is 0.120 seconds
– operates satisfactorily in ambient air temperature of –40° to 160°F (–40° to 71°C)
– operates satisfactorily with fuel temperatures from –40° to 160°F (–40° to 71°C)
4 Field adjustments to the gas fuel valve are not allowed. To check the gas fuel
valve operation, use the engine control system to introduce control signals that
stimulate engine operation.
(8) Metered fuel is distributed by the two–piece pilot fuel manifolds (1, front, Figure 4–2) and
the two–piece main fuel manifolds (1, rear), through two pilot fuel jumper tube assemblies
(6), two main fuel jumper tube assemblies (7), four pilot fuel tube assemblies (19), three
main fuel tube assemblies (20), and one main fuel tube assembly (21) to 12 fuel inlet
fittings (28).
(9) The fuel inlet fittings supply the fuel necessary for combustion. Six forward combustion
supports (33) help hold the combustion liners in the proper positions.

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Rolls–Royce
(10) After the engine starts, the engine control system closes the fuel shutoff valve to the pilot
fuel manifold. The engine continues to operate on fuel supplied through the main fuel
manifold.
(11) The engine continues to accelerate with help from the starter. At approximately 8400 rpm
the control system de–energizes and locks out the starter and ignition circuits.
4–2. TROUBLESHOOTING OF FUEL NOZZLES
A. Although the following trouble indications may be traceable to malfunctioning fuel nozzles, other
components or a combination of things may cause the same troubles.
B. Some symptoms which can lead to a fuel nozzle inspection:
– frequent fail–to–start or slow or stagnated starts
– excessive and frequent torching and/or smoking
– high incidence of thermocouple failures such as burned–off tips or open thermocouple
junctions
– appearance of hot spots on the outer combustion case
– excessive engine vibration that may result in erosion or cracking of fuel nozzle bodies
C. Individual fuel nozzle assemblies may be replaced. All fuel nozzle part numbers must match.
4–3. DISASSEMBLY OF GASEOUS FUEL SYSTEMS
A. GENERAL
CAUTION: DO NOT DISCONNECT ELECTRICAL LEADS INSIDE THE GAS FUEL VALVE.
DAMAGE WILL OCCUR.
(1) Set all electrical power to OFF.
(2) Shut off all gaseous fuel supplies. Make sure there is no fuel pressure at the fuel metering
valve assembly.
(3) Remove the remote–mounted components in accordance with local procedures or the
applicable OEM manual.
(4) Remove the engine–mounted components in accordance with this section.
(5) Comply with the provisions that follow:
(a) Check all parts closely for signs of damage. Some damage can best be detected
before the parts are cleaned.
(b) Use protective caps and covers to prevent contamination or foreign object damage.
(c) If needed, re–assemble attaching parts to clamps and brackets after removal.
(d) Do not remove the metal identification bands from the flexible hose assemblies.
(e) Do not bend the flexible hoses more than necessary when they are removed.
(f) A general disassembly sequence is given. Any logical sequence is permitted.
(6) Consumable Materials – None
(7) Special Tools and Equipment: 6797145 Fuel Nozzle Case
B. DISASSEMBLY OF GASEOUS FUEL SYSTEM (DRY LOW EMISSIONS)
(1) Removal of Main Fuel Manifold Assemblies.
(a) Loosen tube coupling nuts at the ports of two main fuel manifold assemblies (1,
Figure 4–2).
(b) Remove the main fuel manifold assemblies and two clutch clips (9).
(2) Removal of Pilot Fuel Manifold Assemblies.
(a) Loosen tube coupling nuts at the ports of two pilot fuel manifold assemblies (1).
(b) Remove the pilot fuel manifold assemblies and clutch clips (9).

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Rolls–Royce
(3) Removal of Main Fuel Jumper Tube Assemblies.
(a) Loosen two tube coupling nuts at each end of main fuel jumper tube assemblies (7).
(b) Remove the main fuel jumper tube assemblies and clutch clips (9).
(4) Removal of Pilot Fuel Jumper Tube Assemblies.
(a) Loosen two tube coupling nuts at each end of two pilot fuel jumper tube assemblies (6).
(b) Remove the pilot fuel jumper tube assemblies and clutch clips (23).
(5) Removal of Main Fuel Tube Assemblies.
(a) Loosen two tube coupling nuts at each end of four main fuel tube assemblies (20) and
(21).
(b) Remove the main fuel tube assemblies and clutch clips (22).
(6) Removal of Pilot Fuel Tube Assemblies.
(a) Loosen two tube coupling nuts at each end of four pilot fuel tube assemblies (19).
(b) Remove the pilot fuel tube assemblies and clutch clips (23).
(7) Removal of Bellows Housing Assemblies.
(a) Remove bolts (26) that hold bellows housing assemblies (25).
(b) Remove the bellows housing assemblies and bellows housing gaskets (27) at six
locations.
(c) Remove two fuel inlet fittings (28), two metal gaskets (29), and safety wire at each
bellows housing assembly.
(d) If necessary, remove bellows housing covers (30).
1 Remove 10 bolts (31) that hold the bellows housing cover.
2 Remove the bellows housing cover and bellows housing cover gasket (32).
(8) Removal of Forward Combustion Supports
(a) Remove four bolts (34) and four washers (35) that hold each forward combustion
support (33).
(b) Carefully remove six forward combustion supports and gaskets (36).
(9) Removal of Flange Cover (37).
(a) Remove two bolts (38) that hold flange cover.
(b) Remove the flange cover and gasket (39).
(10) Removal of Mounting Pad Cover (40).
(a) Remove four nuts (41) and four washers (42) that hold the mounting pad cover.
(b) Remove the mounting pad cover and gasket (43).
4–4. CLEANING OF GASEOUS FUEL SYSTEMS
A. GENERAL
(1) Consumable Materials: AMS–3160 Solvent
(2) Special Tools and Equipment – None
B. CLEANING OF GASEOUS FUEL COMPONENTS
(1) Cleaning of 10 Micron Gaseous Fuel Filter Assembly
(a) Wipe external surfaces. Use a clean lint–free cloth that is dampened with solvent.
(b) Air dry.

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Rolls–Royce
(2) Cleaning of (Metal) Manifold Assembly
(a) Spray or wash with solvent.
(b) To prevent entry of foreign objects, cap or plug the ends of the manifold.
NOTE: The cap or plug must be designed so that removal is necessary before the
manifold can be installed.
(3) Cleaning of (Teflon) Manifold Assembly
(a) For manifolds without fire shields:
1 Spray or wash with solvent (Ref. 70–11–17 or 70–11–19, Standard Practices
Manual).
NOTE: Warm soapy water may also be used to clean these manifolds.
2 Flush internal and external surfaces with cold water (Ref. 73–11–13, Standard
Practices Manual).
3 Air dry or wipe dry with clean lint–free cloth.
4 To prevent entry of foreign objects, cap or plug the ends of the manifold.
NOTE: The cap or plug must be designed so that removal is necessary before
the manifold can be installed.
(b) For manifolds with fire shields:
CAUTION: Do not immerse a manifold (that has a fire shield) in any cleaning
agent. Damage to the fire shield can occur.
1 Wipe the external surface with a clean cloth dampened with warm soapy water.
2 Flush with cold water.
3 Flush with hot water.
4 Air dry.
5 To prevent entry of foreign objects, cap or plug the ends of the manifold.
the manifold can be installed.
(4) Cleaning of (Teflon) Hose Assembly
(a) For hoses without fire shields:
1 Spray or wash with solvent.
NOTE: Warm soapy water may also be used to clean these hoses.
2 Flush internal and external surfaces with cold water.
3 Air dry or wipe dry with clean lint–free cloth.
4 To prevent entry of foreign objects, cap or plug the ends of the hose.
the hose can be installed.
(b) For hoses with fire shields:
CAUTION: Do not immerse a hose (that has a fire shield) in any cleaning agent.
Damage to the fire shield can occur.
1 Wipe the external surface with a clean cloth dampened with warm soapy water.
2 Flush the external surface with cold water.
3 Flush the internal surface with warm water.
4 Air dry.
5 To prevent entry of foreign objects, cap or plug the ends of the hose.
the hose can be installed.

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Rolls–Royce
(5) Cleaning of (Metal) Tube Assembly
(b) Air dry.
(6) Cleaning of 0.75 psi Check Valve
(a) Wipe external surfaces. Use a clean lint–free cloth that is dampened with AMS–3160
solvent.
(b) To prevent entry of foreign objects, cap or plug the ends of the tube.
NOTE: The cap or plug must be designed so that removal is necessary before the
tube can be installed.
(7) Cleaning of Fuel Nozzle Assembly
CAUTION: DO NOT USE A METHOD WHICH WILL REMOVE THE FLAME–PLATED
ALUMINUM OXIDE COATING. AVOID CAUSTIC (BASE/HYDROXIDE)
CLEANING SOLUTIONS.
(a) Use light pressure with a soft cloth and petroleum solvent. If necessary, use a carbon
solvent.
(b) Dry with filtered compressed air.
CAUTION: DO NOTHING WHICH WOULD INCREASE THE HOLE SIZE. IF THE
HOLE SIZE IS INCREASED, REPLACE THE FUEL NOZZLE.
(c) Assure that the spray orifices (jet holes) are open. If necessary, use an appropriate
size probe to clean the orifices, such as a copper knife or wire. Hold Fuel nozzle in
such a position that scrapings fall clear and not into the fuel nozzle (Ref. figure 4–3).
(8) Cleaning of Bellows Housing Assembly
(b) Air dry.
(9) Cleaning of Forward Combustion Support
(b) Air dry.
(10) Cleaning of Gas Fuel Valve Assembly
CAUTION: BECAUSE OF THE ELECTRICAL CIRCUITS, DO NOT SUBMERGE THE
FUEL VALVE ASSEMBLY IN CLEANING SOLVENT. DAMAGE WILL
OCCUR.
(a) Wipe external surfaces. Use a clean lint–free cloth that is dampened with solvent.
1 A–27 cleaner by Pennwalt Corporation (3 Penn Center, Philadelphia, PA 19102)
may be used in nonelectrical areas. Follow manufacturer’s instructions. The
usual mix is 3 – 10 oz (89 – 296 ml) to a gallon (3.79 l) of water, heated and
stirred for 3 – 15 minutes.
2 Kemtex Safe Solvent can also be used. (Mac Dermid of Bristol Inc., Bristol, CT
or Santa Fe Springs, CA)
NOTE: Kemtex is a solvent for cleaning oily equipment and particularly for
cleaning and drying electrical equipment and components. It is a
slightly pink, clear liquid having a distinctive odor. This is a
rapid–drying, oil solvent having the unusual property of driving moisture
ahead of it and then evaporating rapidly to eave a done–dry surface.
May be used to clean printed circuit boards as well as metal parts.
May be used in ultrasonic equipment. Will not attack aluminum, steel,
brass, copper, magnesium, zinc or other metals under ordinary
conditions of use. Will not harm most paints or varnishes, but will
rapidly dissolve asphalt and oils.
(b) Air dry.

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Rolls–Royce
4–5. INSPECTION OF GASEOUS FUEL SYSTEMS
A. GENERAL
(1) Description of Inspection Tables
(a) Condition – the fault and area in question
(b) Serviceable Limits – the acceptable limit of the condition
(c) Repair Limits – the limit for which the condition may not be repaired and returned to
service
(d) Disposition – the course of action or a reference to conditions
(2) Consumable Materials – None
(3) Special Tools and Equipment – None
B. INSPECTION OF GASEOUS FUEL COMPONENTS
(1) Inspection of Metal Manifolds
(a) Fluorescent penetrant inspection is done at a major overhaul center.
(b) Inspect in accordance with conditions specified in Table 4.1–2.
Table 4–2
Metal Manifolds – Inspection
Condition Serviceable Limits Repair Limits Disposition
Cracks:
Tubing Cracks are not allowed. Replace the manifold.
Fittings Cracks in fitting welds Replace the manifold.
are not allowed.
Nicks or scoring Acceptable if depth Replace the manifold.
does not exceed 20
percent of the tube wall
thickness.
Dents Acceptable if the tube Replace the manifold.
opening is not
restricted by more
than 20 percent of its
cross sectional area.
Chafing Acceptable if depth Replace the manifold.
does not exceed 20
percent of the tube wall
thickness.
Damaged Fittings Damage is not allowed. Replace the manifold.
(2) Inspection of Gas Fuel Valve Assembly

CAUTION: DO NOT PROBE CIRCUIT LEADS WITH A CONTINUITY TESTER SUCH
AS A LOW OHMS PER VOLT OHMMETER FOR SHORTS AND OPENS.
THE TRANSIENTS MAY DESTROY A SOLID STATE DEVICE.
(a) Do the usual visual inspections that will locate obvious mechanical failure such as
broken wires, bare and shorting wires, damaged housing, and damaged flange
adapter or threads.
(b) Also, if the fuel valve assembly is shook, there should be no rattle or sensation that
something is loose inside.

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Rolls–Royce
(3) Inspection of Fuel Nozzle Assembly
NOTE: In order to see the amount of damage, cleaning may need to precede inspection.
(a) Inspect for obvious physical damage such as metal deterioration (burns, erosions,
corrosion) and cracks in the fuel nozzle body holder and body. Damage which affects
the structural integrity of the fuel nozzle and/or which disturbs gas flow, is not allowed.
(b) Cracks between the jet holes or erosion of the holes is not allowed.
(c) Inspect the flame plated coating on the wear surface of the fuel nozzle body. Wear is
allowed if the coating is not worn through to the base metal at any place along the
axial wear surface of the body.
(d) Clogged passages and jet holes are not allowed.
(e) If carbon deposits disturb the gas path in anyway, they must be removed.
4–6. REPAIR OF GASEOUS FUEL SYSTEMS
A. There are no major repairs for the gaseous fuel systems.
B. Minor repair consists of installing a known good, new, or overhauled component.
C. Certain obvious things such as wire insulation repair, splicing on a new wire (if accessible),
chasing threaded parts, and paint touch–up are allowed.
D. Disassembly or parts replacement to the gas fuel valve is not allowed.
4–7. ASSEMBLY OF GASEOUS FUEL SYSTEMS
A. GENERAL
(1) Install the remote mounted components in accordance with local requirements. Install the
engine–mounted components in accordance with this section.
(2) Keep protective caps and covers installed until assembly or installation requires removal.
(3) Prior to installation, apply a light coat of engine oil to packings, o–rings, and gaskets.
NOTE: Engine oil is not applied to c–rings that require Never–Seez
(4) Unless otherwise specified, apply anti–seize lubricant (MIL–L–25681 – Lubricant, Molykote
Silicon) to threads on bolts and studs.
NOTE: Anti–seize lubricant is not applied to threads that extend into the air, fuel, or gas
paths.
(5) If required, install lockwire after parts are tightened and torqued.
(6) Do not bend the flexible hoses more than necessary when they are installed.
(7) A general assembly sequence is given. Any logical sequence is permitted.
B. ASSEMBLY OF GASEOUS FUEL SYSTEM (DRY LOW–EMISSIONS)
(1) Refer to Industrial Engine Bulletin (IEB) 27–GT–96 for details.
NOTE: Parts location for general installation are given in this manual. Installation
procedures given in IEB 27–GT–96 shall override any procedure in this manual.
(2) Installation of Bellows Housing Assemblies
(a) Install two fuel inlet fittings (28, Figure 4–2) and two metal gaskets (29) into six liner
locations. Torque the fuel inlet fittings 55 – 65 lb ft (74.6 – 88.1 Nm) and lockwire.
(b) Install the bellows housing assemblies (25) and bellows housing gaskets (27) at six
locations.
(c) Install bolts (26).
(d) If necessary, install bellows housing covers (30).
1 Install the bellows housing cover, bellows housing cover gasket (32), and 10
bolts (31).
2 Torque the bolts.

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(3) Installation of Pilot Fuel Jumper Tube Assemblies
(a) Install two pilot fuel jumper tube assemblies (6) and clutch clips (9).
(b) Torque the coupling nuts 37 – 42 lb ft (50.2 – 56.9 Nm).
(4) Installation of Main Fuel Jumper Tube Assemblies
(a) Install two main fuel jumper tube assemblies (7) and clutch clips (9).
(5) Installation of Pilot Fuel Tube Assemblies
(a) Install four pilot fuel tube assemblies (19) and clutch clips (23).
(6) Installation of Main Fuel Tube Assemblies
(a) Install four main fuel tube assemblies (7) and clutch clips (22).
(7) Installation of Main Fuel Manifold Assemblies
(a) Install main fuel manifold assemblies (1).
(b) Torque the fuel tube coupling nuts 37 – 42 lb ft (50.2 – 56.9 Nm).
(c) Install the input hoses. Torque the coupling nuts 60 – 80 lb ft (81.4 – 108.5 Nm).
(8) Installation of Pilot Fuel Manifold Assemblies
(a) Install pilot fuel manifold assemblies (1) and clutch clips.
(b) Torque the jumper tube coupling nuts 37 – 42 lb ft (50.2 – 56.9 Nm).
(c) Install the input hoses. Torque the coupling nuts 60 – 80 lb ft (81.4 – 108.5 Nm).
(9) Installation of Forward Combustion Supports
(a) Carefully install six forward combustion supports (33) and gaskets (36).
(b) Install four bolts (34) and four washers (35) at each forward combustion support.
(10) Installation of Mounting Pad Cover
(a) Install the mounting pad cover (40) and gasket (43).
(b) Install four nuts (41) and four washers (42). Torque the nuts 140 – 170 lb in. (15.8 –
19.2 Nm).
(11) Installation of Flange Cover
(a) Install flange cover (37) and gasket (39).
(b) Install two bolts (38). Torque the bolts 70 – 85 lb in. (7.91 – 9.60 Nm).

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KEY TO FIGURE 4–1
1. 10 PSI PRESSURE SWITCH 13. GAS FUEL VALVE ASSEMBLY
2. PRESSURE DIFFERENTIAL SWITCH 14. GAS CONTROL VALVE OUTLET ADAPTER
3. 10 MICRON GAS FUEL FILTER ASSEMBLY 15. PACKING
4. FUEL SHUTOFF VALVE 16. CHECK VALVE SPRING
5. PACKING 17. CHECK VALVE BALL
6. BULKHEAD REDUCER ELBOW 18. PACKING
7. NUT 19. GAS CONTROL VALVE ADAPTER OUTLET CAP
8. PACKING 20. SPRING WASHER
9. FUEL SHUTOFF VALVE 21. FLAT WASHER
10. UNION 22. BOLT
11. PACKING 23. TUBE NIPPLE
12. TUBE CAP ASSEMBLY 24. PACKING

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QHS104BA
Gaseous Fuel System (Dry Low Emissions) – Diagram
Figure 4–1

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KEY TO FIGURE 4–2
1. MAIN AND PILOT FUEL MANIFOLD (2) 23. CLUTCH CLIP (8)
2. SELF–LOCKING NUT (6) 24. CAP ASSY (6)
3. BOLT (4) 25. BELLOWS HOUSING ASSY (6)
4. FLAT WASHER (4) 26. BOLT (66)
5. CUSHIONED CLAMP (8) 27. BELLOWS HOUSING GASKET (6)
6. PILOT FUEL JUMPER TUBE ASSY (2) 28. FUEL INLET FITTING (12)
7. MAIN FUEL JUMPER TUBE ASSY (2) 29. C–RING METAL GASKET (12)
8. CAP ASSY (4) 30. BELLOWS HOUSING COVER (6)
9. CLUTCH CLIP (4) 31. BOLT (56)
10. SELF–LOCKING NUT (8) 32. BELLOWS HOUSING COVER GASKET (6)
11. BOLT (7) 33. FORWARD COMBUSTION SUPPORT (6)
12. BOLT (1) 34. BOLT (24)
13. FLAT WASHER (AS REQUIRED) 35. LOCK WASHER (24)
14. CUSHIONED CLAMP (8) 36. FUEL NOZZLE GASKET (6)
15. BOLT (4) 37. TWO–BOLT FLANGE COVER (1)
16. SPACER (4) 38. BOLT (2)
17. PILOT FUEL JUMPER TUBE BRACKET (4) 39. GASKET (1)
18. BRACKET (4) 40. MOUNTING PAD COVER (1)
19. PILOT FUEL TUBE ASSY (4) 41. SELF–LOCKING NUT (4)
20. MAIN FUEL TUBE ASSY (3) 42. FLAT WASHER (4)
21. MAIN FUEL TUBE ASSY (1) 43. GASKET (1)
22. CLUTCH CLIP (12) 44. BRACKET (1)

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QFH069AA
Gaseous Fuel System (Dry Low Emissions) – Gas Generator Components

Figure 4–2 (Sheet 1 of 3)

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QFH070AA


May 01/00
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QFH071XA


May 01/00
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May 01/00
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SECTION 5
INDICATING SYSTEMS
TABLE OF CONTENTS
5–1 Systems Description 5–3
5–2 Turbine Temperature Measurement 5–3
5–3 MGT Inspections and Checks 5–6
5–4 Thermocouples 5–7
5–5 Thermocouple Harness 5–8
5–6 Engine Vibration Measurement 5–9
5–7 Engine Speed Measurement 5–10
INDICATING SYSTEMS Page 5–1

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INDEX TO FIGURES

5–1 Engine Temperature, Vibration, and Speed Measurement 5–4
Components
INDEX TO TABLES

5–1 Thermocouple Harness Wiring List 5–6
Page 5–2 INDICATING SYSTEMS

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SECTION 5
INDICATING SYSTEMS
5–1. SYSTEMS DESCRIPTION

A. Functions of engine operation are monitored by the indicating system. These functions include:
– turbine temperature measurement
– engine vibration measurement
– engine speed measurement
B. The engine indicating systems consist of engine–mounted components, engine–furnished
components, and customer–furnished components. For complete data on a
customer–furnished component, see the applicable OEM manual.
5–2. TURBINE TEMPERATURE MEASUREMENT
A. The turbine temperature is measured by the measured gas temperature (MGT) system.
Primary components of the MGT system include:
– thermocouple assemblies
– thermocouple harness assembly
B. Eleven single–element thermocouple assemblies (1, Figure 5–1) are installed in a regular,
circular pattern around the rear of the gas generator (GG) turbine unit (the inlet of the power
turbine). The thermocouple assemblies measure the temperature of the hot gases inside the
turbine unit. Each thermocouple assembly contains one sensor element. Each element
produces an individual output signal to the engine control system. The millivolts generated by
the elements provide a signal that is proportional to the temperature sensed at the 11 locations.
The engine control system uses these signals to schedule the fuel flow and to protect the
engine from excessive turbine temperatures.
C. The thermocouple harness assembly is installed around the turbine unit. The thermocouple
harness assembly provides a connection from the thermocouple elements to the engine control
system interface (a terminal block provided by the packager). Cold–junction compensation can
be done at the terminal block or with the engine control system.
D. Turbine temperature is one of the primary control parameters of the engine. The life of the
turbine depends on keeping it within the designed temperature specifications. A well
maintained turbine temperature measurement system is necessary for this.
KEY TO FIGURE 5–1
1. TURBINE OUTLET THERMOCOUPLE ASSY (11) 10. PLATE NUT (10)

2. SELF–LOCKING NUT (22) 11. THERMOCOUPLE PORT PLUG ASSY (18)
3. WASHER (22) 12. SELF–LOCKING NUT (36)
4. TURBINE INLET THERMOCOUPLE GASKET (11) 13. TURBINE INLET THERMOCOUPLE GASKET (18)
5. ALUMEL SELF–LOCKING NUT (11) 14. VIBRATION PICKUP ASSY
6. CHROMEL SELF–LOCKING NUT (11) 15. SCREW (4)
7. THERMOCOUPLE HARNESS ASSY 16. NO. 2 MAGNETIC SPEED PICKUP ASSY
8. THERMOCOUPLE HARNESS SUPPORT BRACKET (10) 17. NO. 1 MAGNETIC SPEED PICKUP ASSY
9. RIVET (20)

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Engine Temperature, Vibration, and Speed Measurement Components


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Engine Temperature, Vibration, and Speed Measurement Components


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5–3. MGT INSPECTIONS AND CHECKS
Check the GG–installed components as follows:
A. Disconnect the thermocouple leads at the terminal block. This isolates the check to the GG
system from the skid system (Ref. OEM manual).
B. Use an ohmmeter and check the resistance from each chromel terminal lug to ground
(thermocouple harness shield).
NOTE: The chromel terminal lugs are the smallest terminal lugs.
C. If the resistance of each circuit to ground is at least 1000 ohms, the engine thermocouple
system is satisfactory as far as ground leakage is concerned. However, some thermocouples
could be open or have missing or damaged element probe tips.
D. If the resistance is less than 1000 ohms, replace the terminal block.
(1) Check each thermocouple resistance to ground. (Refer to Paragraph 5–5, Step C.)
(2) Check the harness resistance to ground. (Refer to Paragraph 5–6, Step C.)
E. Check the resistance of the wiring from GG to control.
(1) The specifications for these leads (cables) from the engine to the control are two conductor
(ISA type K positive and ISA type K negative) with a minimum wire size of No. 17 AWG,
insulated from each other, twisted, shielded, jacketed–together. The cable must tolerate a
160°F (71°C) or greater heat inside the engine enclosure.
(2) Check the total (loop) circuit resistance of each lead.
(a) Short the alumel and chromel leads together at one end and measure the resistance
between them at the other end. Refer to the harness wiring list, Table 5–1.
(b) Make sure the resistance does not exceed 20 ohms. The circuit leakage resistance
to ground is 10,000 ohms minimum for each channel.
Table 5–1
Thermocouple Harness Wiring List
From From From
J1 Pin To J1 Pin To J1 Pin To
A TC6–CR J Not Used S TC10–AL
B TC6–AL K TC2–CR T TC9–CR
C TC5–CR L TC2–AL U TC9–AL
D TC5–AL M TC1–CR V Inner Braid
E TC4–CR N TC1–AL W TC8–CR
F TC4–AL P TC11–CR X TC8–AL
G TC3–CR Q TC11–AL Y TC7–CR
H TC3–AL R TC10–CR Z TC7–AL

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5–4. THERMOCOUPLES
A. Description
(1) The eleven thermocouple assemblies have alumel (–) and chromel (+), ISTA type K
junctions. The junctions, within the element probes, are alloyed with platinum. This alloy
gives a better service life to the junctions while it maintains the electrical properties of
alumel and chromel.
(2) The thermocouple element is manufactured of a high temperature alloy. The design of the
probe is such that it holds and positions the thermocouple junctions within the vanes. The
design of the upstream holes in the vane are such as to sample the gas temperature in the
gas path.
(3) The thermocouple connections are made to studs which are connected through the
thermocouple junctions.
B. Troubleshooting
(1) Theoretically, all but one thermocouple could open and the GG could operate. However,
all 11 are required for accurate sensing. Since the thermocouples in the hottest locations
generally are the first ones that fail, the actual turbine temperature would be higher than
indicated (if the engine was ran with failed thermocouples). Therefore, it is important to
periodically check the thermocouples. See Section 3, Engine Inspection and Maintenance
Tasks.
(2) A thermocouple can fail in several ways, each of which is cause for rejection:
(a) The junction can open
(b) The junction can short out
(c) The probe tip can fail
(d) The vane inlet holes can become enlarged by erosion, or clogged with dirt
(e) The connection studs can be broken by twisting
(3) The effect of a short between the alumel (AL) and chromel (CR) in the thermocouple
outside the probe or the circuits at a cooler location will result in an erroneous lower
indicated turbine temperature and a higher actual turbine temperature as compared to the
indicated.
(4) Tests indicate that up to 6°F (3.33°C) loss in indicated CT can be expected for every
thermocouple junction that opens and a 13°F (7.2°C) loss in indicated CT may be
expected for every failure in the thermocouple probe tip if the junction remains intact.
(5) Clogged vane inlet holes also cause a loss in indicated CT. The actual turbine temperature
will be higher and turbine damage could occur.
(6) Periodic removal and careful inspection of individual thermocouples is the most direct
approach to troubleshooting these conditions. Keeping good records and analyzing engine
performance from them is important.
CAUTION: IF THERE IS ANY SUBSEQUENT SPEED OR POWER INCREASE WITH NO
INCREASE IN INDICATED CT, CHECK FOR AN OVERLY HOT TURBINE AND
LOOK FOR TROUBLE IN THE MGT AND CONTROL SYSTEMS. THE
CONTROL SYSTEM COMPUTES CT.
(7) If dirt clogs the vane inlet gas sampling holes, just cleaning the thermocouples is not the
solution to the trouble. It is only a temporary compromise. The obvious cause is the
engine ingesting a lot of dirt (which will also reduce the efficiency of the compressor) and
the engine. The local dirt, winds, and dust storm conditions must be considered (their
affect on the engine inlet air filtration system). If the system leaks or the filters are
inadequate, the problem should be corrected.

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C. Removal
CAUTION: THE THERMOCOUPLE STUDS ARE MADE OF ALUMEL AND CHROMEL
MATERIAL THAT IS LOW IN STRENGTH. CARE SHOULD BE TAKEN OR
DAMAGE TO THE STUDS MAY OCCUR.
(1) Disconnect the thermocouple harness terminal lugs from the individual thermocouple.
(2) Remove the thermocouple mounting nuts (2, Figure 5–1), washers (3), and bracket (8).
(3) Remove the thermocouple (1) and gasket (4).
D. Inspection of Removed Thermocouples
(1) Perform the electrical check.
(a) Reject the thermocouple if the resistance between individual thermocouple circuits or
the resistance from either circuit to the case is less than 100,000 ohms.
(b) Reject the thermocouple if the resistance of either circuit is 5 ohms or less.
(2) Inspect for the following conditions (each of which is cause for rejection):
(a) Probe body is badly bent or shows evidence of a burned condition.
(b) Visual evidence of missing (eroded) aluminum oxide insulating material from around
the wires up in the wire shield.
(c) Burned or missing thermocouple junction (should be detectable by electrical check).
(d) Broken studs
E. Installation
(1) Install gasket (4) at the thermocouple port location.
(2) Install thermocouple (1) in the port. Make sure the sampling holes point forward.
(3) Install washers (3) and nuts (2). Torque the nuts 40 – 60 lb in. (4.5 – 6.8 Nm).
(4) Install harness terminal lugs on the respective chromel and alumel studs.
(5) Install terminal nuts (5 and 6) on the respective chromel and alumel studs. Torque the nuts
18 – 22 lb in. (2.0 – 2.8 Nm).
5–5. THERMOCOUPLE HARNESS
A. Description
(1) The thermocouple harness contains 11 pairs of chromel and alumel terminal lugs. The
chromel terminal lugs have a smaller hole size.
(2) Internal Type K wiring connects the 11 inputs to 11 outputs at connector J1.
(3) The wires, except for the breakouts at the connection points, are sheathed in a steel braid
with a stainless steel exterior.
B. Removal
(1) Disconnect the thermocouple harness connector J1 from the engine control interface.
(2) Loosen and remove the clamps that hold the thermocouple harness.
(3) Remove the thermocouple harness.
(4) If necessary, remove brackets (8, Figure 5–1).
(a) Remove the thermocouple mounting nuts (2) and washers (3).
(b) Remove the bracket.

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C. Inspection and Checks
(1) Check for outer braid for evidence of wear. Replace if areas are worn through.
(2) Check for deteriorated or missing insulation at the breakouts (near connections to the
thermocouple studs).
(3) Perform a resistance check.
(a) With all leads disconnected from the thermocouples and the terminal block, the
resistance of any alumel circuit measured from the thermocouple connection to the
connector should be between 0.53 and 0.63 ohms at 70°F (17.7°C).
(b) The resistance of any chromel circuit measured from the thermocouple connection to
the connector should be between 1.14 and 1.34 ohms at 70°F (17.7°C).
(c) If the resistance values are outside these limits, the harness must be replaced.
D. Installation
(1) If necessary, install brackets (8).
(a) Install the bracket over thermocouple mounting studs.
(b) Install washers (3) and nuts (2). Torque the nuts 40 – 60 lb in. (4.5 – 6.8 Nm).
(2) Install clamps around the thermocouple harness and secure with applicable hardware.
(3) Connect the thermocouple harness terminal lugs the the applicable thermocouple studs.
(4) Install nuts (5) and (6). Torque the nuts 18 – 22 lb in. (2.0 – 2.8 Nm).
5–6. ENGINE VIBRATION MEASUREMENT
A. Description
(1) The vibration displacement of the GG is measured by vibration pickup assembly (14,
Figure 5–1) that is installed on the turbine outer casing.
(2) The vibration pickup assembly produces the turbine vibration signal (TVIB) that is used by
the engine control system.
B. Removal
(1) Disconnect the vibration pickup assembly per local requirements.
(2) Remove four screws (15) that hold the vibration pickup assembly.
(3) If necessary, unthread and remove the vibration pickup mounting adapter.
C. Installation
(1) If necessary, install the vibration pickup mounting adapter.
(2) Install four screws (15) that hold vibration pickup assembly (14). Torque the screws 8 – 10
lb. in. 0.90 – 1.13 Nm).
(3) Install the electrical connector on the vibration pickup assembly.

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5–7. ENGINE SPEED MEASUREMENT
A. Description
(1) The speed (rpm) of the engine is measured by two speed sensors.
(2) Magnetic speed pickup assembly no.1 (16, Figure 5–1) is installed in the compressor unit.
It produces one frequency signal that is used by the engine control system.
(3) Magnetic speed pickup assembly no. 2, (17) is installed in the starter drive unit. It
produces another frequency signal that is used by the engine control system.
B. Removal
(1) Disconnect the electrical connector from magnetic speed pickup assembly no.1.
(2) Unthread and remove magnetic speed pickup assembly no. 1.
(3) Disconnect the electrical connector from magnetic speed pickup assembly no. 2.
(4) Unthread and remove magnetic speed pickup assembly no. 2.
C. Installation
(1) Install magnetic speed pickup assembly no. 1 (16).
(a) Turn the compressor rotor to align a 5th–stage compressor blade under the open port.
(b) Apply thread locking compound to the threads of the magnetic speed pickup
assembly. Make sure the locknut is installed.
CAUTION: DO NOT APPLY PRESSURE ON THE EXCITER GEAR TOOTH.
DAMAGE CAN OCCUR.
(c) Carefully thread the magnetic speed pickup assembly in the 5th–stage bleed adapter
assembly until contact is made with the blade of the rotor.
(d) Back the magnetic speed pickup assembly out 180 (170 to 190) degrees.
(e) Hold the magnetic speed pickup assembly and tighten the locknut. Torque the locknut
100 – 150 lb in. (11.3 – 16.9 Nm).
(f) Install the electrical connector.
(2) Install magnetic speed pickup assembly no. 1.
(a) Turn the starter drive shaftgear to align a gear tooth under the open port.
NOTE: The exciter gear teeth can be turned by inserting a pointed non–metallic
object through the open port and applying pressure forward.
(b) Apply thread locking compound to the threads of the magnetic speed pickup
assembly. Make sure the locknut is installed.
CAUTION: DO NOT APPLY PRESSURE ON THE EXCITER GEAR TOOTH.
DAMAGE CAN OCCUR.
(c) Carefully thread the magnetic speed pickup assembly in the starter drive housing until
contact is made with a gear tooth.
(d) Back the magnetic speed pickup assembly out 90 (80 to 100) degrees.
(e) Hold the magnetic speed pickup assembly and tighten the locknut. Torque the locknut
100 – 150 lb in. (11.3 – 16.9 Nm).
(f) Install the electrical connector.

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SECTION 6
CONTROL SYSTEM
FOR DESCRIPTION, OPERATION, AND MAINTENANCE OF THE

DIGICON ENGINE CONTROL SYSTEM, REFER TO THE ALLISON
501K SERIES ENGINE CONTROLLER OEM OPERATION AND
MAINTENANCE MANUAL, TM1114.
CONTROL SYSTEM Page 6–1

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Page 6–2 CONTROL SYSTEM

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SECTION 7
ENGINE OIL SYSTEM
TABLE OF CONTENTS
7–2 Lubrication Oils 7–6
7–3 Oil Leaks and Troubleshooting 7–8
7–4 Cleaning of Oil System 7–11
7–5 Servicing of Oil System 7–12
7–6 Main Pressure and Scavenge Oil Pump 7–14
7–7 Pressure Regulating Valve Assembly 7–16
7–8 Magnetic Chip Detector 7–16
7–9 Magnetic Drain Plug 7–18
7–10 Oil Filter 7–18
ENGINE Page 7–1

OIL SYSTEM May 01/00
Rolls–Royce
INDEX TO FIGURES

7–1 Gas Generator Oil System Block Diagram 7–4
7–2 Gas Generator Oil System Interface Connections 7–5
7–3 Hair–like Metal Particles in Magnetic Drain Plug 7–13
7–4 Main Oil Pump and Oil Filter 7–15
7–5 Pressure Regulating Valve and Magnetic Chip Detector 7–17
7–6 Main Oil Filter 7–20
INDEX TO TABLES

7–1 Lubrication Oils 7–7
7–2 Oil Leaks – Troubleshooting 7–9
Page 7–2 ENGINE

May 01/00 OIL SYSTEM
Rolls–Royce
SECTION 7
ENGINE OIL SYSTEM
7–1. DESCRIPTION AND OPERATION
A. The gas generator (GG) incorporates a low–pressure, independent, dry sump oil system (Ref.
Figure 7–1). Primary components of the oil system include:
– main pressure and scavenge oil pump with pressure regulating valve
– oil filter assembly with filter bypass valve
– check valve
– external scavenge oil pump
– cyclonic breather
– scavenge pressure relief valve
– magnetic chip detector (indicating type)
– magnetic drain plug
B. The main pressure and scavenge oil pump is located on the center of the front face of the
accessory drive unit cover. Filtered oil is supplied to the main pressure oil pump inlet from the
remote oil tank and filter equipment. Oil is pumped through a metal element type oil filter
assembly and check valve, through internal drilled and cored passages, and through external
lines to those parts of the GG that require lubrication. A pressure regulating valve, located in
the main oil pump, regulates the oil pressure at 50 – 60 psig (345 – 414 kPag). A check valve
is provided for installation when the oil supply tank is located above the main oil pump. The
check valve prevents oil from leaking back into the GG when the GG is not operating.
NOTE: For installation, when the oil supply tank is located below the main oil pump, extreme
care must be taken that the main oil pump does not lose it’s prime during downtime.
Oil must not be supplied to the GG at a pressure more than 5 psig (34.5 kPag) when
it is not operating.
C. Scavenged oil is returned from the accessory drive sump to the oil tank by the scavenge oil
pump section of the main pressure and scavenge oil pump assembly.
(1) Oil is returned from the boost compressor front module by gravity to a port located on the
bottom of the accessory drive unit.
(2) Oil is returned from the compressor diffuser and turbine sumps by the external scavenge
oil pump. Scavenged oil is carried by internal drilled passages and external lines to a
common connection at the main oil pump. Scavenge oil pressure above 45 psig (310.5
kPag) is relieved by the scavenge relief valve, located on back to the accessory drive unit.
Care must be used to ensure no excess back pressure develops during engine operation.
D. An indicating–type magnetic chip detector is installed in the scavenge section of the main oil
pump. The magnetic chip detector gives a warning signal/alarm to the operator.
E. The cyclonic breather, located on top of the starter drive unit, is a centrifugal air–oil separator.
Oil–saturated air from the diffuser enters the breather and is rotated by the spiral passageway
in the breather. Movement of the air through this passageway imparts a centrifugal force on the
air that separates the oil from the air. The air is vented overboard and the oil flows through
passages to the oil sump in the accessory drive unit.
F. A magnetic drain plug is located on the bottom of the accessory drive housing to provide
drainage and inspection for metal contamination.
G. The same oil that lubricates the GG is used as servo oil for compressor bleed valves operation
(Ref. Figure 7–2).
ENGINE Page 7–3

Rolls–Royce
Gas Generator Oil System Block Diagram

Figure 7–1
Page 7–4 ENGINE

Rolls–Royce
Gas Generator Oil System Interface Connections

Figure 7–2
ENGINE Page 7–5

Rolls–Royce
7–2. LUBRICATION OILS
A. The GG and power turbine (PT) are sometimes supplied by different oil systems. Other times
they are supplied by a common oil system. For the GG, oil must conform to one of the
following specifications:
– MIL–L–23699 Synthetic
– Allison Specification EMS–53 Synthetic
CAUTION: MINERAL OIL MUST NOT BE USED. DAMAGE TO THE ENGINE WILL OCCUR.
B. Oils that are fully qualified for use in the engine are listed in Table 7–1.
CAUTION: LUBE OILS THAT MEET THE REQUIREMENTS OF THE OIL SPECIFICATIONS
MAY NOT NECESSARILY PERFORM SATISFACTORILY IN THE ENGINE. THEY
MAY CAUSE SEVERE COKING IN THE ENGINE AND RESULT IN BEARING
FAILURE. TO BE FULLY QUALIFIED, THE OIL MUST MEET REQUIREMENTS OF
THE SPECIFICATION AND HAVE COMPLETED A SATISFACTORY SERVICE
EVALUATION IN THE ENGINE. DAMAGE MAY OCCUR.
NOTE: Increased filtration to 100 percent of particles 1 micron or larger is recommended.

Experience has shown that bearing lives are increased.
CAUTION: OILS WITH DIFFERENT GROUP NUMBERS SHOULD NOT BE MIXED.

SYNTHETIC AND MINERAL OIL SHOULD NEVER BE MIXED. DAMAGE MAY
OCCUR.
NOTE: Oils within any one group number may be mixed. Oil from different vendors with
common group numbers are re–brands of the same oil and can therefore be mixed.
Oils from different group numbers should not be mixed.
C. Oil samples should be taken as outlined in this section.
D. Oil supplied to the GG must be pre–filtered through a full flow filter capable of removing 100
percent of particles 3 micron or larger.
E. The oil shall be cooled to a maximum oil temperature of 160°F (71°C) at the inlet to the GG and
150°F (66°C) to the PT. For common (shared) GG and PT oil systems, the maximum
temperature may be lower than 160°F (71°C) as required by the OEM for the PT. Lower
temperatures are desired. Minimum oil inlet temperature is –40°F (–40°C) for a GG that uses
synthetic oil. Refer to the OEM manual for the PT operating temperature and pressure.
F. The minimum oil supply to the GG main oil pump inlet is 4.5 gpm (17.1 Lpm) at a pressure of 0
– 5 psig (0 – 34.5 kPag). The control oil pump supply is 6.0 gpm (22.7 Lpm) at a pressure of 5
– 30 psig (34.5 – 207 kPag).
CAUTION: AIR IN THE OIL CAN RESULT IN INADEQUATE LUBRICATION AND SHORTENED
ENGINE LIFE DUE TO ABNORMAL BEARING WEAR.
G. Oil provided by the GG main oil pump satisfies GG bearing, gear, shaft and other GG
lubrication requirements. A separate, hydraulic (control) oil pump provides the force to actuate
the compressor bleed air valves. The lube oil delivered to the GG must be free of entrained air.
Lube oil lines should be bled prior to the initial engine start at the time of installation.
CAUTION: PRELUBE OF THE GG PRIOR TO START OR POSTLUBE AFTER COAST–DOWN

IS NOT REQUIRED AND MUST NOT BE ATTEMPTED. THE LUBE OIL SYSTEM
IN THE GG IS A DRY SUMP SYSTEM AND REQUIRES THAT THE GG BE
ROTATING TO PROVIDE PROPER SCAVENGING. OIL INLET PRESSURE AT
THE GAS GENERATOR MUST BE LESS THAN 5 PSIG (34 KPAG) WHENEVER
THE GG IS NOT ROTATING.
Page 7–6 ENGINE

Rolls–Royce
Table 7–1
Lubrication Oils
Group
Number Oil Brand Name Vendor Name
5 Mobil Jet Oil II or Mobil Oil Corporation
Mobil R M 193A–3 150 East 42nd Street
New York, NY 10017
9 Esso Turbo Oil 2380 Humble Oil & Refining Co.
9 Exxon Turbo Oil 2380 P.O. Box 2180
9 Enco Turbo Oil 2380 Houston, TX 77001
10 Stauffer Jet II (Castrol 205) Stauffer Chemical Company
299 Park Avenue
New York, NY 10017
11 Aeroshell Turbine Oil 500 Shell International Petroleum Co.
50 West 50th Street
New York, NY 10017
11 Royco Turbine Oil 500 Royal Lubricants Co.
12 Mobil Jet 254 Mobil Oil Corporation
150 East 42nd Street
New York, NY 10017
13 Castrol 5000 Burmah–Castrol Company
15 Castrol 580 Castrol Research Laboratories
Whitchurch Hill, Pangbourne
Reading, Berkshire RG8 7QR
England
Oil Approved for Service Evaluation in Engine Oil Systems

Exxon Turbo Oil 85 Exxon Company, USA
Aeroshell Turbine Oil 560 Shell International Petroleum Co.
Turbonycoil 600 NYCO, S.A.
EMS 45 Lubricants Approved for Evaluation in Industrial Engine Oil Systems

Brayco/Castrol 784 Burmah–Castrol, Inc.
Emgard 2948 Synthetic Turbine Emery Chemicals
Lubricant
Chevron SL GT32 Synthetic Gas Chevron, USA
Turbine Lubricant
Royco 836 Gas Turbine Lubricant Royal Lubricants, Co.
Mobil SHC 824 Gas Turbine Mobil Oil Corporation
Lubricant
Delta GT Delta Petroleum Co.
CP–4660–32 Synthetic Turbine CPI Engineering Services
Lubricant
ENGINE Page 7–7

Rolls–Royce
7–3. OIL LEAKS AND TROUBLESHOOTING
A. As the engine ages, normal wear may cause the oil loss to increase. This can be corrected at
overhaul. The GG normal oil consumption through normal loss, vaporizing, seeping, and
expelling (mostly out the exhaust) can increase to 0.5 gallon (1.9 liters) per 24 hours of
operation. The best place to measure this kind of oil loss is at the oil tank that supplies the oil
system.
B. Some leaks of the drip or seep type can exist when the engine is not operating (Ref. Table 7–2).
Drip leaks can be measured by catching the oil in a container or by measuring the oil loss at the
oil tank that supplies the oil system. To help locate oil leaks of the seeping type, the area
should be cleaned and powder (powdered Bon Ami or similar) placed around the suspected oil
leak area and the engine operated for five minutes. When the leak is found refer to Table 7–2.
C. Oil vapor or smoke should not be seen escaping from the GG vents except after extended idle
operation when the scavenge pumps are less efficient. Otherwise, this usually indicates seal
wear. Oil dripping from the No. 3 bearing vents after a period following operation can be due to
extended idle operation prior to shutdown.
NOTE: Radial positions on an GG are oriented by observing the GG from the rear.
(1) The vent for the No. 1 (compressor front) bearing labyrinth seal is on the left side of the air
inlet housing at the 11 o’clock position.
(2) The vents for the No. 2 (compressor) bearing labyrinth seal are on the diffuser at the 3 and
9 o’clock positions.
(3) The two vents located on the turbine inlet casing, at the 3 and 9 o’clock positions, vent the
combustion inner casing (lighthouse).
(4) The main GG vent, called a cyclonic breather, is mounted on top of the starter drive unit. It
vents the accessory drive unit, the compressor diffuser, the combustion inner casing
(lighthouse), and the number 1, 2, and 3 bearing housing compartments.
(5) The six strut vents, located on the turbine inlet casing, vent the number 3 (turbine) bearing
labyrinth seal.
(6) Sometimes it is expedient to run a tube from the breather outlet to a collecting tank
wherein the oil can be measured. Normally this kind of loss is due to the labyrinth seals
wear which in turn is traceable to the bearings. The result is that the air passes through
the seal, pressurize the sump, and blow the oil out the breather hose. One way to
troubleshoot this condition is the check the oil sump for an increase in pressure.
Generally, a rapid increase in oil flow from the breather can be expected at lighthouse
pressures above 0.7 in. Hg (2.36 kPa) with the standard breather configuration. The
centrifugal breather catches and channels this oil to the sump. For performance test
specifications adopt a maximum lighthouse pressure limit of 1.0 in. Hg (3.4 kPa). Anything
more than this maximum, labyrinth seal wear is suspected.
Page 7–8 ENGINE

Rolls–Royce
Table 7–2
Oil Leaks – Troubleshooting
Item Leakage Probable Source Fix
1 Starter drive unit to starter Leakage past the starter drive Replace the oil seal (Ref.
splitline shaftgear oil seal Section 9).
2 Main oil pump–to–accessory Leakage past splitline gasket Check the torque of pump
drive unit splitline holddown nuts at 74 – 89 lb in.
(8.4 – 10.0 Nm). If leakage
persists, remove the pump and
replace the splitline gasket (Ref.
this Section).
3 Main oil pump cover–to–oil Leakage past splitline o–rings Torque the cover holddown nuts
pump body splitline 74 – 89 lb in. (8.4 – 10.0 Nm).
If leakage persists, replace the
main oil pump (Ref. this
Section).
4 Oil filter cover–to–accessory Leakage past splitline o–ring Torque the filter cover holddown
drive unit nuts 74 – 89 lb in. (8.4 – 10.0
Nm). If leakage persists,
remove the oil filter assembly
and replace the o–ring (Ref. this
Section).
5 Accessory drive Leakage past splitline gasket Torque the cover holddown nuts
cover–to–accessory drive (14, Figure 7–4) 74 – 89 lb in.
body splitline (8.4 – 10.0 Nm). If leakage
persists, refer to Section 9.
6 Puddle of oil in bottom of Leakage past the main Check the breather vent
boost compressor air inlet compressor front seal. systems. Remove the boost
(Leakage will coat the compressor to facilitate seal
compressor with oil and replacement or replace the GG.
eventually reduce the engine
power slightly).
7 Main oil pressure tube Pressure oil tube FRONT: Torque nuts 74 – 89 lb
splitlines in. (8.4 – 10.0 Nm) and/or
replace gasket (11, Figure 7–4).
8 External scavenge pump oil Pump connection FRONT: Torque the tube
tube splitlines coupling nut 200 – 250 lb in.
(22.6 – 28.3 Nm) and/or replace
the oil tube (Ref. this section).
Diffuser connection REAR: Torque the bolts 70 –

85 lb in. (7.9 – 9.6 Nm) and/or
replace the o–ring (Ref. this
section).
9 External scavenge pump o–ring Replace the o–ring (Ref. this

splitline section).
ENGINE Page 7–9

Rolls–Royce
Table 7–2
Oil Leaks – Troubleshooting (cont)
Item Leakage Probable Source Fix
10 Main compressor air bleeds Past the compressor front oil Check the main compressor
(5th–stage or 10th–stage) seal seal vent system (Ref. Item 6,
above).
NOTE: If oil leakage is enough to coat the main compressor bleed valves with oil, the engine
instruments should be monitored to detect a low power level (Ref. Operating Limits,
Section 1, Table 1–1). The main compressor should be cleaned when the compression
ratio decreases below the recommendation. For details, refer to Section 10, Main
Compressor.
11 Diffuser side vents (can Leakage past the rear No external repair. Remove the
have breather spew also). compressor seal: GG for repair.
Engine operation should (1) Excessive clearance in
continue until a repair is labyrinth seal at rear of
made. compressor or front of
turbine.
(2) Diffuser cracked in sump
area.
12 Bottom turbine inlet casing Indicates malfunction at front Remove GG or turbine for
struts. Engine operation turbine at one of the following repair.
should be discontinued until locations:
repair is done. (1) Metal o–ring gasket
between inner combustion
casing and turbine bearing
support.
(2) Turbine scavenge tube out
of diffuser connection.
(3) Turbine bearing cage vent
holes plugged with carbon.
(4) Excessive clearance in
labyrinth seals.
(5) Blockage of breather
system.
13 Oil wet static GG Excessive oil pressure, more Reduce the static oil pressure.
than 5 psig (34.5 kPag), to the
engine (while the engine is not
running) causes flooding.
Oil flows past a faulty check Repair or replace the check

valve and causes flooding. valve in the oil filter assembly.
Page 7–10 ENGINE

Rolls–Royce
7–4. CLEANING OF OIL SYSTEM
A. The components of the oil system must be thoroughly cleaned if the following situations occur:
(1) The oil system becomes contaminated
(2) Failure occurs
(3) Excessive carbon is generated
(4) Other foreign particles are inadvertently introduced
B. The extent of cleanup depends on the magnitude of the failure or item that causes the
contamination. In the event the contamination causes clogging and bypassing of the oil filters,
consideration should be given to disassemble and clean the entire unit to avoid blockage of oil
jets and passages within the GG, mating shafts, and drive units (if applicable, when their oil
systems are integral).
C. Perform continuity and visual check of GG magnetic drain plug and a visual inspection of the
magnetic chip detector plug. If there is evidence of a failure and the cause is not obvious,
make a visual check of the scavenge oil pump filter element to help trace the source of
contamination.
D. When a filter or other cause of contamination is identified, all areas downstream of the
contamination source should be checked for the effects of the contamination. The entire oil
system will have to be inspected and cleaned. Also the external filter element will have to be
replaced and/or cleaned.
NOTE: If the external oil system filter failed, in such a way that the contaminant has passed
through, then the entire external oil system will require cleaning. This could include
such things as the heat exchanger, oil cooler, valves, fittings, hoses, piping, and oil
tank (Ref. OEM manuals).
E. If the main compressor is suspect, based on the inspection of the accessory drive sump
magnetic drain plug, remove the boost compressor assembly. Inspect the center housing bore
for contamination. Check for contamination in the compressor side gear bearings.
F. If contamination is found in the area of the center bore, there is a possibility it originated up in
the starter drive unit. If the failed component is in this area, the following would require the
most intensive cleaning and inspection after repairs are made: center bore area, compressor
side gears, compressor inlet scavenge oil paths, accessory drive components (including the
internal scavenge oil pump), and the oil return external lines.
NOTE: The compressor rear bearing, oil jets, turbine front bearing, and sumps are probably
not contaminated.
G. After cleaning and repair, do the steps that follow:
(1) Service the installation oil system (Ref. OEM manual).
(2) Operate the GG for 30 minutes. Check the oil filters and magnetic drain plug for
contamination (to ensure the oil system is clean). If contaminants are still present, drain
the complete oil system, replace the oil filter elements, clean the magnetic drain plugs, and
repeat steps (1) and (2).
(3) Operate the GG for 30 minutes. Check the oil filters and magnetic drain plugs for
contamination (to ensure that the oil system is clean). If contaminants are still present,
drain the complete oil system, replace the oil filter elements, clean the magnetic drain
plugs, and repeat steps (1) and (2).
ENGINE Page 7–11

Rolls–Royce
7–5. SERVICING OF OIL SYSTEM
NOTE: In addition to the instructions of this manual regarding the servicing of the GG oil system,
the OEM manuals should be referenced when servicing the oil system that is external to
the engine.
A. Draining of GG oil.
(1) To drain the oil from the accessory drive unit:
(a) Set a container under the accessory drive unit.
(b) Remove the magnetic drain plug from the bottom of accessory drive unit and allow
the oil to drain from the accessory drive sump.
(2) To drain the oil from the GG system:
(a) Set a container under the accessory drive unit.
(b) Remove the magnetic drain plug from the bottom of accessory drive unit and allow
the oil to drain from the accessory drive sump.
(c) Set a container under the main compressor diffuser.
(d) Remove the scavenge oil tube from the lower left of the diffuser and allow oil to drain
from the diffuser sump.
B. Service the main oil tank with the required amount of oil that conforms to the Allison
Specifications for Synthetic Oils (Ref. OEM manual).
C. When excessive oil consumption is suspected, refer to this section for oil leaks and repairs.
D. Whether inspection is a calender (preventive maintenance) or a troubleshooting event (initiated
by a signal from the indicating magnetic chip detector), do the checks that follow:
(1) Put a container under the accessory drive unit.
(2) Remove the magnetic drain plugs and inspect for metal particle accumulation.
NOTE: During normal operation some accumulation of fuzz–line particles will be found
on the plug. The quantity will vary but it is not necessarily a cause for engine
removal.
(3) Questionable Metal Particle and Material Accumulation
(a) If four or more hairlike magnetic metal pieces (Figure 7–3) or magnetic metal particles
less than 0.0625 (1/16) in. (1.6 mm) in diameter that are not fuzz–like and are found
on the magnetic drain plug, clean and reinstall the magnetic drain plug, operate the
GG at no load for 30 minutes.
(b) If the same amount or more material is present, remove the GG.
(4) Abnormal Metal Particle Accumulation: Any metallic material other than normal
accumulation is cause for GG removal.
(5) As oil drains from the engine, collect a sample for analysis.
(6) Install the magnetic drain plugs. Torque the magnetic drain plugs 240 – 300 lb in. (27.1 –
33.9 Nm) and lockwire.
Page 7–12 ENGINE

Rolls–Royce
Hair–like Metal Particles in Magnetic Drain Plug

Figure 7–3
ENGINE Page 7–13

Rolls–Royce
7–6. MAIN PRESSURE AND SCAVENGE OIL PUMP
A. Description and Operation
(1) The main pressure and scavenge oil pump assembly (main oil pump) is mounted in the
center of the front face of the accessory drive unit. It incorporates two gear type oil pumps
(pressure and scavenge), a pressure regulating valve, and an indicating type magnetic
chip detector. Oil is supplied to the pressure pump element from the OEM–furnished oil
supply. Scavenged oil, from the accessory drive unit, is returned to the oil tank by the
scavenge pump elements of the main oil pump.
(2) The pressure regulating valve provides adjustment of GG oil pressure. It is located on the
front of the main oil pump.
(3) An indicating–type magnetic chip detector is located in the scavenge oil outlet adapter.
Ferrous metal particles present in the scavenge oil will adhere to the set of magnets. If
these metal particles build up sufficiently to bridge the gap between the magnets, the
resultant circuit may be used for a warning signal or an engine shutdown (Ref. OEM
manual for details).
B. Removal
(1) Disconnect electrical connector from the magnetic chip detector.
WARNING: TRI–CRESYL PHOSPHATE AND SOME OF THE OTHER ORGANIC
ADDITIVES IN THE SYNTHETIC OILS ARE READILY ABSORBED BY THE
SKIN AND ARE HIGHLY TOXIC. ANY PART OF THE BODY THAT COMES IN
CONTACT WITH THESE OILS SHOULD BE CLEANSED AS SOON AS
POSSIBLE.
(2) Remove the nuts and washers (10 and 11, Figure 7–4) that hold the oil inlet and scavenge
lines (12 and 13) to the main oil pump (6) and remove the lines. Remove and discard
gaskets (11). Cap all openings to prevent contamination.
(3) Remove the nuts and washers (5) main oil pump (6) from the accessory drive housing (9)
cover.
C. Cleaning and Inspection
(1) Use mineral spirits, AMS 3160, or equivalent and allow to air dry.
(2) Visually inspect for damage.
D. Installation
NOTE: O–rings must have a light coat of engine applied before they are installed.
(1) Install o–ring (8, Figure 7–3) on the main oil pump (6) and gasket (7) on the accessory
drive housing (9) cover mounting flange. Install the main oil pump (6) and secure with nuts
(4) and washers (5). Torque the nuts 74 – 89 lb in. (8.4 – 10.0 Nm).
(2) Install oil inlet and outlet gaskets (12). Install the outlet and inlet lines (12 and 13) to the
main oil pump and secure with nuts (9) and washers (10). Torque nuts 74 – 89 lb in. (8.4 –
10.0 Nm).
(3) Install the magnetic chip detector, the electrical connector, and lockwire.
Page 7–14 ENGINE

Rolls–Royce
QHJ018AA
Main Oil Pump and Oil Filter

Figure 7–4
ENGINE Page 7–15

Rolls–Royce
7–7. PRESSURE REGULATING VALVE ASSEMBLY
A. Removal
(1) Remove valve cap (1, Figure 7–5) and o–ring (2). Discard the o–ring.
(2) Remove valve plug lock (3)
(3) Remove valve adjustment screw (4), valve spring (5), valve stem (6), and valve poppet (7).
B. Cleaning and Inspection
(1) Clean and inspect the pressure regulating valve assembly parts.
(2) Replace defective parts as required.
C. Installation
(1) Lubricate all parts with clean engine oil.
(2) Install valve poppet (7), valve stem (6), valve spring (5), and valve adjustment screw (4) in
the main oil pump. Install the valve screw until it is recessed approximately 0.0625 (1/16)
in. (1.6 mm) within the main oil pump body (10).
(3) Install valve plug lock (3). Make sure the valve plug lock engages the slots in both the
valve adjustment screw (4) and the main oil pump body (10).
(4) Install o–ring (2) and install valve cap (1). Torque the valve cap 180 – 220 lb in. (20 – 25
Nm) and lockwire.
D. Adjustment of Pressure Regulating Valve
(1) Remove valve cap (1, Figure 7–5) and o–ring (2). Discard the o–ring.
(2) Remove valve plug lock (3).
NOTE: One revolution of the valve adjustment screw clockwise (cw) will cause an oil
pressure increase of approximately 3 psi (21 kPa). One revolution of the valve
adjustment screw counterclockwise (ccw) will decrease the oil pressure
approximately 3 psi (21 kPa).
(3) Adjust valve adjustment screw (4) as required.
(4) Install valve plug lock (3). The plug lock must engage the slots in both the valve
adjustment screw and the main oil pump body.
(5) Install o–ring (2) and valve cap (1). Torque the valve cap 180 – 220 lb in. (20 – 25 Nm)
and lockwire.
E. Test of Pressure Regulating Valve
(1) Start and operate the GG at 12,850 – 14,500 rpm.
(2) The regulating valve should maintain 50 – 60 psig (345 – 414 kPag) oil pressure with an oil
inlet temperature of 130 – 150°F (54 – 66°C) . If the oil pressure is not within limits, shut
down the GG, make an adjustment, and repeat step (1).
7–8. MAGNETIC CHIP DETECTOR
(1) The magnetic chip detector (indicating) is located in the scavenge oil outlet of the main oil
pump. It monitors the oil that flows back to the oil tank. It is designed to attract any
magnetic particles.
(2) The set of magnets in the magnetic chip detector are designed to attract metal particles.
When the gap between the two magnets is bridged, a circuit is completed.
(3) The magnetic chip detector includes an electrical connector which the operator may use to
connect an external circuit (a lamp or warning device) that indicates when the detector
magnets have been bridged by debris.
Page 7–16 ENGINE

Rolls–Royce
Pressure Regulating Valve and Magnetic Chip Detector

Figure 7–5
ENGINE Page 7–17

Rolls–Royce
B. Removal
(1) Remove the electrical connector.
(3) Remove magnetic chip detector (8, Figure 7–5) and o–ring (9) from main oil pump (10).
Discard the o–ring.
(1) Clean with a clean cloth.
(2) Inspect for metal particle accumulation.
D. Installation
(1) Install o–ring (9) on magnetic chip detector (8).
(2) Install the magnetic chip detector and the o–ring into the main oil pump. Torque 240 – 300
lb in. (27.1 – 33.9 Nm) and lockwire.
7–9. MAGNETIC DRAIN PLUG
NOTE: Some installations use a magnetic chip detector at the magnetic drain plug location.
(1) The magnetic drain plug (non–indicating) is located in the bottom of the accessory drive
housing (Ref. Section 9). Located at the lowest point in the accessory drive sump, the
magnetic drain plug provides an oil system drain point.
(2) The set of two magnets in the magnetic drain plug are designed to attract metal particles.
(a) Each magnet is connected to a terminal on the exterior of the magnetic drain plug.
When the gap between the two magnets is bridged a mechanical circuit is completed.
(b) An ohmmeter can be used to check if metal has bridged this gap. If the contacts
have a resistance of 20,000 ohms or less, the magnetic drain plug should be
removed.
(c) The magnetic drain plug is inspected for accumulated material upon removal.
B. Removal
(2) Remove the magnetic drain plug and the o–ring. Discard the o–ring.
(1) Clean with a clean cloth.
(2) Inspect for metal particle accumulation.
D. Installation
(1) Install the o–ring on the magnetic drain plug.
(2) Install the magnetic drain plug and o–ring in the accessory drive housing. Torque 240 –
300 lb in. (27 – 34 Nm) and lockwire.
7–10. OIL FILTER
(1) The GG oil filter assembly, located on the front face of the accessory drive unit,
incorporates a filter element and a check valve.
NOTE: The check valve is an elastomer seated poppet–type valve.
(2) The check valve is part of the filter assembly and is removed when the oil filter is removed
from the accessory drive gearbox.
Page 7–18 ENGINE

Rolls–Royce
(3) Filtered oil passes through the check valve to the passages and tubes which distribute it to
those parts of the GG that require lubrication.
(4) The check valve prevents oil from leaking into the GG when the GG is shut down.
NOTE: Access to the filter bypass valve is from the inside of the accessory drive unit
and is serviced at overhaul.
(5) A filter bypass valve is located in the accessory drive front cover. The bypass valve opens
at 10 psi (69 kPa) differential pressure.
B. Removal
(1) Remove nuts (1, Figure 7–3) and washers (2).
(2) Remove oil filter assembly (2) and o–rings (3 and 4) from the front of accessory drive
housing (9).
NOTE: If oil filter assembly will not come out of accessory drive gearbox, use jackscrews in
the jackscrew holes (9, Figure 7–5).
C. Oil Filter Element Replacement
(1) Remove bolt (1, Figure 7–6), o–ring (2) and perforated tube (6) from cover (3). Discard
the o–ring.
(2) Remove o–ring (4) and filter element (5) from the perforated tube. Discard the o–ring and
the filter element.
CAUTION: DISASSEMBLY OF THE CHECK VALVE WILL REQUIRE THE CHECK VALVE
TO BE ADJUSTED AT A MAJOR REPAIR CENTER.
(3) Remove check valve (8) from perforated tube (6). Do not disassemble check valve.
(4) Remove o–ring (7) from perforated tube (6). Discard the o–ring.
WARNING: MINERAL SPIRITS ARE TOXIC. ANY PART OF THE BODY THAT COMES IN
CONTACT WITH THESE MINERAL SPIRITS SHOULD BE CLEANSED AS
SOON AS POSSIBLE.
(5) Clean the perforated tube (6) and cover (3) with AMS–3160 mineral spirits. Air dry.
(6) Install o–ring (7) on the perforated tube (6).
NOTE: The o–rings must have a light coat of engine applied before they are installed.
(7) Install check valve (8) on the perforated tube.
(8) Install element (5) on the perforated tube.
(9) Install cover (3) on the perforated tube and install bolt (1). Torque the bolt 105 – 135 lb in.
(12 – 15 Nm) and lockwire.
D. Installation
(1) Make sure the filter cavity is clean and free of coke and carbon deposits. If not, clean the
filter cavity with a lint–free cloth and mineral spirits before you install the filter.
(2) Install o–ring (4, Figure 7–3) in oil filter (3) cover.
NOTE: The o–rings must have a light coat of engine applied before they are installed.
(3) Install oil filter (3) in accessory drive cover (10). Install washers (2) and nuts (1). Torque
the nuts 74 – 89 lb in. (8.4 – 10.0 Nm).
ENGINE Page 7–19

Rolls–Royce
Main Oil Filter

Figure 7–6
7–11. EXTERNAL SCAVENGE OIL PUMP

(1) The external scavenge oil pump (scavenge pump) is a double–element pump that
incorporates three gears. It is mounted on the rear center pad of the accessory drive
housing.
(2) The external scavenge oil pump scavenges the oil from the front turbine bearing sump in
the turbine inlet housing and the compressor rear bearing sump in the diffuser.
(3) An oil line from the turbine bearing sump extends forward through the combustion inner
liner casing to the diffuser and out the lower right strut.
(4) An external line then carries the oil forward to the external scavenge oil pump.
(5) An oil line from the diffuser sump goes out the lower left strut and extends forward to the
scavenge pump.
B. Removal
WARNING: TRI–CRESYL PHOSPHATE AND SOME OF THE OTHER ORGANIC
ADDITIVES IN THE SYNTHETIC OILS ARE READILY ABSORBED BY THE
SKIN AND ARE HIGHLY TOXIC. ANY PART OF THE BODY THAT COMES IN
CONTACT WITH THESE OILS SHOULD BE CLEANSED AS SOON AS
POSSIBLE.
(1) Remove outlet tube (2, Figure 7–7).
(2) Disconnect tubes (3 and 4) at the scavenge pump (11).
(3) Remove nuts (10) that hold scavenge pump (11) to accessory drive housing (1) and
remove the scavenge oil pump. Remove and discard o–rings (12 and 13).
Page 7–20 ENGINE

Rolls–Royce
(4) If the scavenge oil pump is to be replaced, record the positions (for installation on the
replacement scavenge pump) and remove the following parts:
(a) Remove nut (7) and elbow (6).
(b) Remove unions (5 and 8).
(c) Remove and discard o–rings (9).
C. Installation
NOTE: Prior to installation, a thin coat of clean engine oil must be applied to o–rings and the
threads of unions and elbow.
(1) Install o–rings (9, Figure 7–7) on unions (5 and 8) and elbow (6).
(2) Install the short union (5) with o–ring in a scavenge pump bottom intake port.
(3) Install a long union (8) with o–ring in scavenge pump top intake port and in the scavenge
pump outlet port.
(4) Install elbow (6) in the scavenge pump outlet port. Do not tighten nut at this time.
(5) Apply clean engine oil to scavenge pump drive shaft splines and o–rings.
(6) Install o–rings (12 and 13) on scavenge pump.
NOTE: If oil leaks past o–ring (12), install a new o–ring in the groove and fill the groove
with RTV or Permatex.
(7) Carefully install the scavenge pump (11) on the accessory drive housing (1), turn the
scavenge pump shaft as necessary to allow spline engagement. Install nuts (10) and
torque the nuts 140 – 170 lb in. (15.8 – 19.2 Nm)
(8) Install tubes (3 and 4). Lockwire tubes to each other.
(9) Install tube (2) and tighten nut (7). Lockwire the tube to the nut.
ENGINE Page 7–21

Rolls–Royce
QHJ008XA
External Scavenge Oil Pump

Figure 7–6
Page 7–22 ENGINE

Rolls–Royce
SECTION 8
POWER TURBINE OIL SYSTEM

POWER TURBINE OIL SYSTEM, REFER TO THE OEM POWER
TURBINE MAINTENANCE MANUAL.
POWER TURBINE Page 8–1

Rolls–Royce
Page 8–2 POWER TURBINE

Rolls–Royce
SECTION 9
STARTER AND ACCESSORY DRIVE UNITS
TABLE OF CONTENTS
9–3 Magnetic Speed Pickup 9–7
STARTER AND ACCESSORY Page 9–1

DRIVE UNITS May 01/00
Rolls–Royce
INDEX TO FIGURES

9–1 Starter Drive and Accessory Drive Units – Removal and 9–4
Installation
9–2 Accessories Mounting Pad Locations 9–6
9–3 Location of Magnetic Speed Pickups 9–8
Page 9–2 STARTER AND ACCESSORY

May 01/00 DRIVE UNITS
Rolls–Royce
SECTION 9
STARTER AND ACCESSORY DRIVE UNITS
9–1. STARTER DRIVE GEARBOX UNIT

A. Description
(1) The starter drive gearbox unit (10, Figure 9–1) is mounted on the top of the boost
compressor intermediate support assembly.
(2) The starter drive gearbox unit transmits torque from the engine starter (not shown) to the
main compressor rotor, provides the magnetic excitation for gas generator (GG) speed
sensing, and supports the cyclone breather.
(3) The cyclone breather is located on the top of the starter drive gearbox unit. The cyclone
breather provides a vent path for the GG oil system. The front turbine bearing oil sump
and rear compressor bearing oil sump (lighthouse area) are vented to the atmosphere via
an external line between the compressor diffuser and the cyclone breather. Air–oil
separation is accomplished by flowing the vented air through the cyclone breather and
then through the holes in the starter drive gearbox unit. The air flows to the center and out
the vent elbow in the end cover. Oil forced outward by the centrifugal force, flows down
through the boost compressor housing into the accessory drive sump (Ref. Section 7).
(4) The starter drive gearbox unit may be positioned so the starter port is parallel to the engine
centerline or any 45–degree increment to the right or left of the centerline. However,
clearance requirements with other parts may limit the number of usable positions.
B. Troubleshooting
(1) One indication of failure of the starter drive gearbox unit is the loss of drive from the starter
motor to the compressor rotor. This can be noted during an engine start or engine motor
attempt. If the starter motor is defective, there will be no initial rotation. If the starter drive
gearbox unit is defective, there should be a start abort with the initial starter rotation.
(2) A loss of the speed signal from the No. 1 magnetic pickup, while the engine is running, will
cause the loss of GG rpm indication at the gage. This may result from:
(a) Failure of the No. 1 speed pickup
(b) An internal failure of the starter drive gearbox unit
C. Removal
(1) Remove nuts (11, Figure 9–1) and washers (12).
(2) Remove the starter drive gearbox unit (10) by lifting vertically.
NOTE: Lifting vertically will disengage the starter drive gearbox unit from the studs and
from the internal starter drive shaft.
(3) Remove and discard gasket (13). Clean the mounting flange and inspect for damage.
(4) Remove starter drive shaft (14) and inspect for damage.
(5) Remove oil transfer tube (15).
(a) Remove and discard o–rings (16).
(b) Inspect oil transfer tube for damage.
(6) To prevent contamination, cover the opened hole.

Rolls–Royce
Starter Drive and Accessory Drive Units – Removal and Installation

Figure 9–1

Rolls–Royce
D. Installation
CAUTION: FAILURE TO INSTALL THE OIL TRANSFER TUBE DURING INSTALLATION IN
LOW OIL PRESSURE, INABILITY TO ADJUST OIL PRESSURE, AND/OR OIL
STARVATION AND ACCELERATED WEAR IN THE STARTER DRIVE.
(1) Install one o–ring (16, Figure 9–1) on each end of oil transfer rube (15) and install the oil
transfer tube.
NOTE: Prior to installation, a thin coat of clean engine oil must be applied to o–rings and
gaskets.
(2) Install starter drive shaft (14).
(3) Install gasket (13) on the studs.
(4) Install the starter drive gearbox unit (10) on the studs while you align the splines of the
starter drive shaft with the splines in the starter drive gearbox unit.
(5) Install washers (12) and nuts (11). Torque the nuts 74 – 89 lb in. (8.36 – 10.06 Nm).
(6) Install the magnetic speed pickup (No. 1 GG speed pickup) per this Section.
(7) Install the starter motor per the OEM manual.
(8) Connect the compressor vent line to the starter drive gearbox unit.
NOTE: If there are indications of bearing, gear of shaft failure, the starter drive gearbox unit
must be replaced.
(9) Cap all openings to prevent contamination. Remove the No. 1 magnetic speed pickup
(Ref. this Section).
(10) Remove the starter motor per the original equipment manufacturer (OEM) manual.
(11) Disconnect and remove the compressor vent line from the starter drive gearbox unit.
9–2. ACCESSORY DRIVE UNIT
A. Description
(1) The accessory drive unit (3, Figure 9–1) is mounted on the bottom of the boost
(2) The accessory drive unit is driven by a right–angle drive from the compressor extension
shaft. A set of bevel gears, inside the accessory drive unit, provides the drive for the
accessories. The center line of the accessory drives are parallel to the engine rotor shafts.
Accessory drive mounting pads are located on the front and rear as shown in Figure 9–2.
(3) There is no recommended operator–performed internal maintenance of the accessory
drive unit. The recommended maintenance tasks are done on the outside of the unit.
B. Removal
NOTE: Rolls–Royce Allison recommends that removal be done by a qualified technician who
is skilled in removing of the boost compressor assembly with the correct special tools,
or request assistance from the closest major repair center. these recommendations
must be considered or damage may occur.
(1) Drain the oil from the accessory drive unit (Ref. Section 7).
(2) Remove oil inlet and outlet lines (Ref. Section 7).
(3) Remove external scavenge oil pump (Ref. Section 7).
(4) Remove the bleed valve controls and the hydraulic (control) oil pump (Ref. Section 11).

Rolls–Royce
Accessories Mounting Pad Locations

Figure 9–2
(5) Disassemble the boost compressor assembly from the intermediate support (Ref. Section
10).
NOTE: If other components are installed on the accessory drive unit, refer to the
applicable OEM manual for removal.
(6) Remove long bolts (7, Figure 9–1), short bolts (6), and washers (8).
(7) Support the accessory drive unit (3) and remove nuts (4) and washers (5).
(8) Remove the accessory drive unit (19) and the accessory drive shaft.
(9) Remove and discard packing (11).
C. Installation
(1) Apply a light coat of permatex, No. 1372 (EMS–27710), to the accessory drive housing
and compressor intermediate support splitlines. Use care not to get permatex in the oil
passages.
(2) Install accessory main drive shaftgear (12, Figure 9–1) in accessory drive unit (11).
(3) Coat packing (11) with clean engine oil and install in the accessory drive unit.
(4) Install accessory drive unit on the bottom side of the compressor intermediate support.
(a) Align accessory main drive shaftgear by slowly turning the accessory drive gear train.
(b) Support the accessory drive unit.
(c) Install washers and nuts (5 and 4). Torque the nuts 74 – 89 lb in. (8.4 – 10.0 Nm).
(5) Install washers (8), long bolts (7), and short bolts (6). Torque the bolts 120 – 150 lb in.
(13.6 – 16.9 Nm). Lockwire the bolts in pairs.
(6) Remove accessory drive gearbox support.

Rolls–Royce
D. Corrosion Treatment and Painting
If the exterior surface coating of the accessory drive unit is damaged to allow bare metal
exposure, treat the area as follows:
(1) Abrade the damaged area with emery cloth, P–C–1673.
WARNING: A SOLUTION OF ALODINE, NITRIC ACID, AND WATER IS INJURIOUS TO

THE SKIN AND CLOTHING. OPERATORS MUST BE ADEQUATELY
PROTECTED BY GOGGLES, RUBBER GLOVES, APRONS, ETC.
(2) Swab area to be treated with clean water. While still wet, coat area with the following
aqueous solution using a nylon bristle brush:
Alodine No. 1200* 3 oz per gal

Nitric Acid (HNO3) 1/2 fluid oz per gal
*American Chemical Paint Co., Ambler, PA
(a) Both the part and the solution must be maintained at room temperature.
(b) Allow the solution to remain on the area from one to five minutes, but in no case
should it be allowed to dry on the part.
CAUTION: ALL BRUSHES AND SWABS MUST BE WATER RINSED TO MINIMIZE FIRE
HAZARD.
(3) Rinse or swab the coated area thoroughly with clean water to completely remove all of the
solution that remains.
(4) Blow surface dry with clean, dry air.
(5) Apply paint, consisting of a mixture, by volume, of two parts Actithane WC100 (product of
Saren Chemical Co., Detroit, MI), and one part special lacquer reducer No. 9012 (product
of Gliden Co., Cleveland, OH).
(6) Brush the part with two coats.
(a) Allow the first coat to air dry for at least 20 minutes.
(b) Localize heat–cure after the second coat.
9–3. MAGNETIC SPEED PICKUP
A. Description
The magnetic speed pickup (No. 1 GG speed pickup, Ref. Figure 9–3) threads into the cover
opposite to the starter motor port. Equally–spaced teeth are machined in the end of a starter
drive shaftgear tachometer nut that is located behind the magnetic speed pickup. As these
teeth pass the magnetic speed pickup, electrical impulses are produced. These impulses are
sent to the engine control system and used for GG speed (rpm) sensing.
B. Removal
(1) Disconnect the electrical connector from the No. 1 GG speed pickup.
CAUTION: THE MAGNETIC SPEED PICKUP IS NOT TO BE DISASSEMBLED. DAMAGE

MAY OCCUR.
(2) Loosen the locknut and remove the magnetic speed pickup from the starter drive gearbox
unit cover.

Rolls–Royce
Location of Magnetic Speed Pickups

Figure 9–3
C. Installation
CAUTION: PRESSURE IS NOT TO BE APPLIED ON THE MAGNETIC PICKUP EXCITER
TEETH. DAMAGE MAY OCCUR.
NOTE: The starter drive shaftgear end play will be at the most adverse position, in relation to
the magnetic speed pickup, during engine operation. However, to simplify the
magnetic speed pickup installation, the pickup–to–exciter teeth clearance is
established with the shaftgear positioned so the end play is in the opposite direction
(toward the starter).
(1) Put a suitable pointed object, through the magnetic speed pickup mounting hole, and push
(with hand pressure) the starter drive shaftgear toward the starter as far as it will go.
(2) If removed, install the locknut on magnetic speed pickup.
(3) Apply permatex sealing compound, No. 1372 (EMS 27710), to magnetic speed pickup
threads.
CAUTION: USE FINGER PRESSURE ONLY TO THREAD THE MAGNETIC PICKUP INTO
THE STARTER DRIVE GEARBOX UNIT COVER.
(4) Carefully thread the magnetic speed pickup into starter drive gearbox unit cover until it
touches the exciter teeth, then back out the magnetic speed pickup 80 to 100 degrees.
(5) Hold the magnetic speed pickup from turning and torque the locknut 100 – 150 lb in (11.3 –
17.0 Nm).
(6) Measure and record the resistance of magnetic speed pickup winding for future
troubleshooting.
(7) Install electrical connector on the magnetic speed pickup. Lockwire the connector.

Rolls–Royce
SECTION 10
COMPRESSOR SECTION
TABLE OF CONTENTS
10–4 Compressor Internal Inspection 10–8
10–5 Cleaning of Compressor 10–13
10–6 Water Rinse 10–13
10–7 Chemical Wash 10–14
10–8 Abrasive (Ground Shell) Cleaning 10–16
10–9 Special Cleaning Processes 10–21
COMPRESSOR SECTION Page 10–1

May 01/00
Rolls–Royce
INDEX TO FIGURES
10–1 Boost Compressor Assembly and Main Compressor Unit 10–4
10–2 Gas Generator Speed Pickup Locations 10–7
10–3 Compressor Rotor Blade Damage Limits – Convex and 10–10

Concave Faces
10–4 Compressor Blade Corrosion Limits 10–12
10–5 Ground Shell Dispenser 10–19
10–6 Typical Plenum (Plan View) 10–20
10–7 Steam and Chemical Cleaning System 10–22
INDEX TO TABLES
10–1 Materials for Chemical Wash 10–15
Page 10–2 COMPRESSOR SECTION

May 01/00
Rolls–Royce
SECTION 10
COMPRESSOR SECTION
10–1. GENERAL
A. The compressor section, also called the cold section, is a major structural member of the gas
generator (GG).
B. The compressor section consists of the boost compressor assembly (3, Figure 10–1) and the
main compressor unit (45).
10–2. BOOST COMPRESSOR
A. Description
The boost compressor assembly (3, Figure 10–1) supplies pressurized air to the main
compressor unit. Primary components of the boost compressor assembly include:
– boost compressor front support assembly
– boost compressor rotor assembly
– boost compressor vane assembly
– compressor bleed duct assembly
– boost compressor vane assembly
– compressor intermediate support assembly
– water wash nozzle
B. Boost Compressor Front Support Assembly
(1) The boost compressor front support assembly is a one–piece aluminum alloy casting. It
consists of an outer shell and an inner shell with six radial struts that are equally spaced
between the two shells.
(2) The outer shell has mounting pads and mounting bosses. The mounting pads are used to
attach external components. The mounting bosses are used for placement on an engine
maintenance stand.
(3) The radial struts contain air passages and oil passages. These passages transfer air and
oil from components that are installed on the outer shell to components that are installed in
the inner shell. The upper left strut contains the compressor inlet air pressure sensor.
(4) The inner shell provides a mount for the (front) roller bearing. The front roller bearing
supports the front end of the boost compressor rotor assembly.
C. Boost Compressor Rotor Assembly
(1) The boost compressor rotor assembly is a single–stage air compressor. It consists of a
boost compressor wheel assembly, boost compressor front shaft, and boost compressor
rear shaft assembly. A boost compressor shaft oil transfer tube supplies oil to the front
and rear splines of the boost compressor rotor assembly. It receives this oil from the
turbine rear scavenge sump.
(2) The boost compressor rotor assembly is installed in the compressor bleed duct assembly.
It is located between the boost compressor front support assembly and the compressor
intermediate support assembly. The boost compressor rotor assembly is supported at the
front by a roller bearing. It is supported at the rear by a ball bearing that is housed in the
D. Boost Compressor Vane Assembly
(1) The boost compressor vane assembly shrouds the blades of the boost compressor rotor.
(2) The boost compressor blades provide a high velocity flow of air. The boost compressor
vanes slow the flow of air and convert the high velocity to static pressure.

May 01/00
Rolls–Royce
Boost Compressor Assembly and Main Compressor Unit

Figure 10–1

May 01/00
Rolls–Royce
E. Compressor Bleed Duct Assembly
(1) The compressor bleed duct assembly houses the boost compressor rotor assembly and
the boost compressor vane assembly. It is installed between the rear flange of the boost
compressor front support assembly and the front flange of compressor intermediate
support assembly.
(2) A large mounting pad, at the top of the compressor bleed duct assembly, supports the
boost compressor air bleed valve. The engine control system operates the boost
compressor air bleed valve in conjunction with the main compressor air bleed valves to
prevent compressor stall and surge during the engine start cycle.
(3) The compressor bleed duct assembly also contains six water wash nozzles for use during
compressor cleaning. The nozzles are mounted around the outside of the housing.
F. Accessory Drive Gears
(1) The accessory drive gears include the accessory bevel drive gear and the compressor side
gear. The matched gear set transfers torque from the boost compressor rotor to the
accessory drive unit.
(2) The accessory bevel drive gear is installed on the boost compressor rear shaft assembly.
A ball bearing radially supports and axially retains the compressor side gear in the
G. Compressor Intermediate Support Assembly
(1) The compressor intermediate support assembly is installed between compressor bleed
duct assembly and the main compressor unit. It provides a mount for the intermediate
support front seal, boost compressor rear bearing support, boost compressor rear bearing
oil nozzle assembly, and ball bearing. The ball bearing supports the rear of the boost
compressor rotor. It also provides a mount for the roller bearing that supports the front of
the main compressor rotor.
(2) The compressor intermediate support assembly provides a mount for the compressor side
gear and ball bearings. It has various passages for air and oil. A large mounting pad, at
the top, supports the starter drive unit. A large mounting pad, at the bottom, supports the
accessory drive unit. Pads on the lower left and right sides provide attachment to a
maintenance stand or shipping container.
H. Water Wash Nozzles
(1) Six water wash nozzles and adapters are mounted around the boost compressor
assembly.
(2) The water wash nozzles provide access to wash the compressor rotor and vane
assemblies.
(3) Six tube cap assemblies provide external seals on the water wash nozzles.
I. Inspection and Maintenance
(1) Visually inspect the air inlet for nicks, dents, cracks, and corrosion.
(a) Nicks and dents 0.125 in. (3 mm) deep are allowed, but should be protected from
corrosion. Deeper damage is cause for repair or replacement.
(b) Crack indications should be verified by dye penetrant inspection. A confirmed crack is
cause for replacement.
(2) Corrosion Treatment
Treat any corrosion less than 0.125 in. (3 mm) deep as follows:
(a) Thoroughly swab damaged areas with trichloroethylene and air dry for five to ten minutes.
(b) Abrade the damaged area into a slightly larger area with feathered edges.

May 01/00
Rolls–Royce
(c) Clean abraded areas with solvent and dry with clean compressed air.
(d) Apply aluminum coating SermeTel 196 (a product of Teleflex Inc., North Wales, PA) in
two coats with a 30 to 60 minute air dry period between coats.
10–3. MAIN COMPRESSOR UNIT
A. Description
(1) The main compressor unit (45, Figure 10–1) is a single–entry, fourteen–stage, axial–flow
type air compressor with acceleration bleed ports at the 5th–stage and 10th–stage.
NOTE: A stage consists of a rotor wheel with blades and the stator vane assembly
behind it.
(2) The main compressor unit receives the boost compressor air, compresses it to about 9.5
to 1, and delivers it through the compressor diffuser to the combustion section. During
operation, the ambient inlet air is compressed approximately 13.4 times the inlet pressure.
(3) The condition and efficiency of the compressor is critical to power performance because
the air is also used for combustion and cooling.
(4) Inlet air is a major portion of the mass that accelerates through the turbine. Any reduction
of air mass will greatly reduce the power that the GG develops for a given turbine
temperature. Nominally, at about 14,600 rpm, the compressor ingests about 44 lb (20 kg)
of inlet air per second.
(5) Primary components of the main compressor unit include:
– compressor case
– compressor rotor
– compressor diffuser
B. Compressor Case
(1) Description
(a) The compressor case assembly supports the compressor air bleed valves, the No. 2
speed pickup, and a number of bracket–mounted components.
(b) The compressor case assembly is bolted between the boost compressor assembly
and the compressor diffuser assembly. It consists of four steel quarters that are
permanently bolted together to form halves. The permanent splitlines should not be
disturbed, they are at 4:30 and 10:30 o’clock positions. The compressor stator vane
segments, also made in halves, are mounted inside the casing halves. The casing
surrounds the rotor assembly and provides the sealing surface for the rotating blade
tips.
(c) Ports in the blade tip track at the 5th–stage and 10th–stage are connected together
by the bleed collector ducts to allow the bleed valves to unload the compressor for
starting and acceleration.
(d) The No. 2 speed pickup (Ref. Figure 10–2) is threaded into the top of the 5th–stage
bleed adapter. It provides a speed signal by sensing the passage of the 5th–stage
compressor blades.
(2) Inspection and Maintenance
(a) Visually inspect the compressor case for nicks, dents, cracks, and corrosion.
1 Nicks and dents not more than 0.0625 (1/16) in. (1.6 mm) deep are allowed, if
they do not cause air leakage at the flanges.
2 Cracks are not allowed.
3 Corrosion is usually a cosmetic problem, but should be cleaned when possible.

May 01/00
Rolls–Royce
Gas Generator Speed Pickup Locations

Figure 10–2
(b) Check for splitline air leakage while the engine is running.
NOTE: Air leaks reduce engine performance and can often be reduced or
eliminated by torquing the splitline bolts.
(c) Refer to compressor internal inspection (Ref. this Section) for inspection of rotor
blades and stator vanes.
C. No. 2 Speed Pickup
NOTE: The No. 1 Speed Pickup is installed in the starter drive unit and covered in Section 9.
(1) Removal
(a) Remove the electrical connector at the No. 2 speed pickup (Ref. Figure 10–2).
(b) Loosen the locknut and remove the speed pickup.
(2) Installation.
(a) Turn the compressor rotor to align a 5th–stage blade directly below the No. 2 speed
pickup hole in the 5th–stage bleed adapter.
(b) Apply a light coating of Permatex sealant No.1372 to the No. 2 speed pickup threads
(that thread into the 5th–stage bleed adapter).
(c) Carefully, using finger pressure only, thread the No. 2 speed pickup into the bleed
adapter until it touches the 5th–stage blade (positioned in preceding step), then back
it out 180 degrees (170 to 190 degrees).
(d) Hold the No. 2 speed pickup, to keep it from turning, and tighten the locknut 100 –
150 lb in. (11 – 17 Nm). Measure and record the resistance of the pickup winding for
troubleshooting comparison in the future.
(e) Connect the electrical connector to the No. 2 speed pickup. Tighten with fingers and
lockwire the connector.

May 01/00
Rolls–Royce
D. Main Compressor Rotor
(1) Description
(a) The compressor rotor assembly consists of 14 wheel and blade assemblies that are
stacked together and held by a single tie bolt that passes through the center. The
wheels are progressively larger in diameter with progressively shorter blades from
front (1st stage) to rear (14th stage). A stub shaft on the 1st–stage wheel supports
the front of the rotor by a roller bearing in the rear of the boost compressor. A stub
shaft on the 14th–stage wheel supports the rear of the rotor by a ball (thrust) bearing
in the compressor diffuser assembly. The compressor rotor assembly is driven by the
turbine shaft through splines on the 14th–stage wheel stub shaft.
(b) The main compressor rotor uses the energy provided by the turbine to compress the
inlet air. It also transmits power from the turbine unit to the compressor extension
shaft (to drive the accessory drive unit).
(2) Maintenance and Inspection
Refer to Compressor Internal Inspection (Ref. this Section) for inspection of compressor
rotor blades and stator vanes.
E. Compressor Diffuser
(1) Description and Operation.
(a) The compressor diffuser assembly is a welded steel fabrication that serves as the
primary mounting and support of the GG. It is secured between the rear of the
compressor case and the front of the outer combustion case. The No. 3 main bearing
(ball type), which reacts to all rotor thrust loads, is supported by the diffuser. The six
fuel nozzles are mounted in the diffuser.
(b) The primary purpose of the compressor diffuser assembly is to direct the air from the
compressor rotor to the combustion section while reducing the velocity of the air.
(2) Maintenance and Inspection
WARNING: THE TEMPERATURE RISE THROUGH THE COMPRESSOR CAN BE
MORE THAN 500°F (260°C), SEVERE BURNS CAN OCCUR.
(a) Check for splitline and 14th–stage bleed port air leakage while the engine is running.
Air leaks reduce engine performance and can often be reduced or eliminated by
torquing the splitline bolts or replacing bleed port gaskets.
NOTE: A shop towel or light cloth on a small pole can show the leakage of air.
(b) Fuel nozzle gaskets and retaining–bolt torque should also be checked as a source of
air leakage.
10–4. COMPRESSOR INTERNAL INSPECTION
A. The condition of the compressor flow path is a major factor of engine health. Any condition that
reduces the compressor efficiency will cause a reduction of engine performance. Conditions
that reduce compressor efficiency include:
– contamination
– corrosion
– mechanical damage
– erosion
– leakage
– inlet flow restrictions (partial blockage)
– inlet design
– exhaust system back pressure
B. Inspection and maintenance should be performed as necessary to detect and correct or
minimize these conditions.

May 01/00
Rolls–Royce
WARNING: KEEP HANDS OUT OF THE ENGINE. DO NOT TURN THE ENGINE ROTOR BY
THE BLADES. DISABLE STARTER CIRCUITS DURING INSPECTION. SEVERE
INJURY MAY OCCUR.
C. Inspection access to an installed engine is limited. The primary inspection access is the engine
air inlet. A thorough inspection of the air inlet guide vanes the boost compressor rotor blades
can be done. Portions of the stator vanes can be seen.
D. Local inspection of 4th–stage vane trailing edges, 5th–stage vane leading edges, and complete
inspection of the 5th–stage rotor blades is done by removing the bleed valve at one or more of
the 5th–stage bleed adapters. Similarly, the 9th–stage and 10th–stage are inspected through
one or more of the 10th–stage bleed valve ports. Usually, inspection through these bleed valve
ports is more revealing of contamination, FOD, erosion, and corrosion than the inlet inspection,
because the condition is more concentrated in these smaller areas.
NOTE: The compressor rotor can be turned manually for inspection.
E. Inspect for contamination (dirt, scale, oil, and residues). To clean the compressor, refer to
compressor cleaning, this Section.
WARNING: THE TEMPERATURE RISE THROUGH THE COMPRESSOR CAN BE MORE
THAN 500°F (260°C), SEVERE BURNS CAN OCCUR.
F. Inspect for air leaks. While the engine is running, check splitlines, bleed adapters, manifolds,
and ducts for air leakage. Repair as necessary.
NOTE: A shop towel or light cloth on a small pole can show the leakage of air.
G. Evidence that indicates the engine has operated with air inlet blockage or partial blockage for
more than 5 minutes is cause for GG removal for major repair.
(1) Blockage, or partial blockage, of the air inlet causes a harmonic excitation of some
compressor blade stages which can quickly reduce blade strength and life due to high
cycle fatigue.
(2) Blockage is considered to be material found to cover the area of two or more air inlet guide
vanes or sufficient to cause a noticeable reduction of power.
H. Inspect for mechanical damage, such as evidence of foreign object damage (FOD), cracks,
nicks, dents, bent, or otherwise damaged parts. Remove the GG for repair if any of the
following conditions are seen.
NOTE: Damaged vanes or blades that exceed inspection limits may be reworked or replaced
during a major repair.
(1) Any missing, cracked, or broken stator vane or rotor blade.
(2) Any rotor blade with a nick, or dent in a blade, in the area from the base to 1/3 of the
distance to the tip, if the damage is deep enough to feel.
(3) Any rotor blade with damage in the outer 2/3 of blade length and the damage exceeds the
limits shown in Figure 10–3. Sharp nicks or dents are not allowed.
(4) Any rotor blade bent enough to make contact with a stator vane.
(5) Damage to ten or more stator vanes or rotor blades in the 1st stage.
(6) Any rotor blade with corrosion exceeding the limits shown in Figure 10–4.
(7) Any stator vane that is loose at the braze joint on either end.
(8) Any stator vane with a tear or sharp nick which might initiate a crack.
(9) Any stator vane with leading or trailing edge damage that exceeds 0.100 in. (2.54 mm) in
stage 1 thru stage 5 or exceeds 0.060 in. (1.52 mm) in stage 6 thru stage 14.
(10) Any stator vane with a nick or dent deeper than 1/2 the airfoil thickness in either side of the
vane.
(11) Corrosion pitting of a stator vane that exceeds the condition No. 3 example for compressor
blades shown in Figure 10–4.

May 01/00
Rolls–Royce
Compressor Rotor Blade Damage Limits – Convex and Concave Faces


May 01/00
Rolls–Royce
Compressor Rotor Blade Damage Limits – Convex and Concave Faces


May 01/00
Rolls–Royce
Compressor Blade Corrosion Limits

Figure 10–4

May 01/00
Rolls–Royce
10–5. CLEANING OF COMPRESSOR
A. A compressor cleaning program is necessary to maintain compressor efficiency for optimum
power, fuel consumption, and service life. Contamination of the compressor reduces the mass
of air supplied to the combustion section. Reduced air mass results in either:
– higher turbine temperature for the same fuel flow, with lower power output;
– even higher turbine temperature with the increased fuel consumption necessary to achieve
the same power output.
B. Power losses that cannot be blamed to contamination of the compressor must be investigated
further. Dirt or other contaminates in the compressor are the most common cause of a gradual
loss of engine performance. As a general rule, for each percent of loss in compressor
efficiency, approximately two percent of power is lost at the power turbine (PT) output shaft.
C. Engines that operate in a marine environment require extra attention to avoid corrosion.
Corrosion in the compressor reduces air mass flow and can weaken the components.
D. Approved methods of cleaning the compressor (Ref. this Section) include:
– water rinse with fresh water while motoring (to rinse corrosive contaminants from the gas
path and/or rinse the engine after a chemical wash);
– chemical wash while motoring (to wash contaminates from the compressor);
– abrasive (walnut shell) cleaning (to remove dry or baked on contaminates when other
methods are not effective);
– special process motoring wash (if chemical and water is unavailable or not effective and
abrasive cleaning is not desired).
E. The best method and frequency of application depend on the conditions under which the engine
operates. As a general rule, the compressor should be at least water washed each day after
operating in the marine environment. The cleaning methods and frequency should be
determined by frequent compressor inspections, operating conditions, and performance
evaluations. Some conditions may require more than one cleaning method to maintain
compressor cleanliness.
10–6. WATER RINSE
A. Water rinse is done by pumping fresh, drinkable, filtered water into the water wash nozzles on
the boost compressor while the engine is being motored by the starter. The purpose is to
remove water–soluble contaminates from the gas path. It is also used to rinse out residues
after a chemical wash of the engine.
B. Frequency of Water Rinse
(1) An engine which has ingested salt water or mist directly into the compressor air inlet shall
receive a motoring water rinse wash after each day’s use.
(2) An engine in a salt laden atmosphere which has not been operated for a period of three
days shall receive a water rinse wash prior to operation.
(3) An engine which has received a water wash immediately prior to becoming inactive may
remain inactive for a period of 14 days. If inactivity is to continue, the water wash
application must be reapplied at the end of the 14th day, unless an inspection indicates
that the need does not exist.
(4) Engines which have visually observable compressor blade and vane contamination and/or
show a trend of deteriorating performance should receive a water rinse and/or a liquid
cleaner chemical wash.
C. Materials for Water Rinse
(1) Water
(a) Use distilled water if possible. Fresh, drinkable, filtered water is the lowest acceptable
quality allowed.
(b) The flow rate is 3.5 gallons (13.25 liters) per minute for a total of 10 gallons (38 liters).
Flow can be continuous or divided into equal motoring time intervals, as required,
depending on starter limitations.

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Rolls–Royce
(2) Wetting agent
(a) A wetting agent is recommended and if used, it should be a non–ionic detergent that
does not contain sulphur or phosphorous. Approved wetting agents are:
– Tergutik 15–S–9 (Union Carbide Corporation)
– Aerosol Type OT (American Cyanamid Chemical Corporation)
(b) The wetting agent mixture is one ounce (30 mL) of 100% agent per 100 liquid ounces
(2958 ml) of water to get a 1% solution. Mix two ounces (60 mL) of the 1% solution
per gallon (3.79 L) to the water rinse.
(3) Anti–freeze
If the ambient temperature is 32°F (0°C) or less, mix methanol (methylalcohol, Ch3OH) or
isopropanol (isopropyl alcohol) at a minimum mixture ratio of one part to three parts water.
D. Equipment for Water Rinse
(1) The equipment used should be adaptable for both water rinse and chemical wash. The
equipment must be capable of supplying rinse water or the water and chemical mixture
under pressure to a fine spray nozzle at the compressor air inlet at a volume of 3.5 gpm
(13.25 Lpm). The spray nozzle may be mounted or hand held and should provide a fine
spray that covers the engine inlet uniformly.
(2) Chemical wash agent manufacturers are a good source for wash systems or wash system
designs (Ref. Table 10–1).
E. Precautions
(1) Make sure oil supply to the engine is ON and the fuel and ignition are OFF while the
engine is motoring.
(2) Obey any starter restrictions recommended by the starter manufacturer or damage may
occur to the starter.
(3) If ambient temperature is 32°F (0°C) or less, use anti–freeze in accordance with paragraph
C.(3).
F. Water Rinse Procedure
(1) Service the wash equipment with water rinse prepared with a wetting agent and
anti–freeze (if anti–freeze is necessary).
(2) Motor (crank) the engine with the starter in the motoring mode (oil supply ON, fuel and
ignition OFF).
NOTE: The air bleed valves should be held closed during the wash and rinse.
(3) Begin to inject the water rinse when the gas generator speed (N1 rpm) reaches the
maximum motoring speed (N1 should be above 2500 rpm).
(4) Stop the water rinse after 10 gallons (38 liters) of rinse has been injected, then stop
motoring. If necessary, the rinse can be done in more than one motoring cycle, but be
sure to stop the water flow before you stop motoring.
(5) Within 30 minutes, the engine should be started and operated for at least 5 minutes to dry
the engine. Idle speed is satisfactory.
10–7. CHEMICAL WASH
A. Internal compressor wash with a chemical wash agent and water mixture is the preferred
method of cleaning. Chemical wash is done by spraying a chemical and water mixture into the
engine inlet while the engine is being motored by the starter. The purpose is to clean the gas
path, to maintain optimum performance, and reduce corrosive damage. Chemical wash is
effective, convenient, and does not damage the engine.

May 01/00
Rolls–Royce
B. Frequency of Chemical Wash
Engines that have visually observable compressor blade and vane contamination or that show a
trend of deteriorating performance should be chemically washed.
C. Materials for Chemical Wash
(1) Water used in the chemical wash mixture must meet the same requirements as Materials
for Water Rinse, paragraph 10–6.C.(1)(a).
(2) Chemical wash agents that have been tested and approved for compatibility with the
materials of the engine are listed in Table 10–1. The cleaning effectiveness of cleaners
may differ with the type of contamination present. Comply with the chemical cleaner
manufacturer’s instructions for mixture concentrations.
NOTE: Do not exceed the chemical manufacturer’s recommendation for the chemical
concentration.
Table 10–1
Materials for Chemical Wash
Product Manufacturer
Ardrox 624 Uresco Ardrox
B&B 3100 Brulin Chemical
Cee Bee R674 McGean Rohco
GTE Rochem
Penair M5704 Penetone Corp.
Penetone 19 Penetone Corp.
RMC Ivar Rivenaes
SE 310 Rochester Midland
TC 200 Aeromarine
Turboclean Kent Chemical Ltd.
Turco 5884 Purex Division of Turco
ZOK 27 Airworthy Ltd.
512M Racascan
D. Equipment for Chemical Wash

Refer to Equipment for Water Rinse, paragraph 10–6.D.(1).
E. Precautions
(1) Do not inject chemical wash mixture into the compressor air inlet if the control temperature
(CT) is above 150°F (66°C). The flash point of some cleaning chemicals is quite low.
Make sure the engine temperature is below this point before chemical wash is initiated.
(2) A water rinse and a drying cycle are required after a chemical wash.
(3) If the ambient temperature is below the freezing point of the chemical solution, refer to the
chemical manufacturer’s recommendations to prevent freezing.
CAUTION: USE OF UNAPPROVED ENGINE CHEMICAL CLEANERS MAY DAMAGE THE
ENGINE COMPONENTS.
(4) Do not use unapproved engine chemical cleaners. The approved chemical cleaners have
been tested for compatibility with the materials in the engine.
(5) Make sure the oil supply to the engine is ON and the fuel and ignition are OFF while the
engine is motoring.

May 01/00
Rolls–Royce
(6) Obey any starter restrictions recommended by the manufacturer or damage may occur to
the starter (Ref. OEM manual).
(7) If an in–line siphon type mixer is used, be sure it uses the correct ratio of chemical wash
mixture. This type of mixer is sensitive to viscosity and supply pressure.
(8) Gelling or excessive foaming of a chemical cleaner in the engine usually indicates the
engine was too hot.
F. Chemical Wash Procedure
(1) Service the chemical wash equipment with the cleaning chemical and water, prepared with
wetting agent and anti–freeze (if anti–freeze is necessary).
(2) Motor (crank) the engine with the starter in the motoring mode (oil supply ON, fuel and
ignition OFF).
(3) Begin injecting the chemical wash mixture when the GG speed (N1 rpm) reaches the
maximum motoring speed (N1 must be above 2500 rpm).
(4) Stop the flow of chemical wash mixture when the recommended amount of cleaner has
been injected, then stop motoring. If necessary, the wash can be done in more than one
motoring cycle, but be sure to stop the flow of chemical wash mixture before you stop
motoring.
(5) Allow the cleaner mixture to work as recommended by the manufacturer, usually 10 to 15
minutes.
(6) Water rinse in accordance with paragraph 10–6.F.
(7) Within 30 minutes, the engine should be started and operated for at least 5 minutes to dry
the engine. Idle speed is satisfactory.
(8) If visual inspection reveals the compressor is still contaminated, repeat the chemical wash
or try one of the special cleaning procedures (Ref. this Section). If compressor is still
contaminated, do abrasive cleaning in accordance with paragraph 10–8.
10–8. ABRASIVE (GROUND SHELL) CLEANING
A. Abrasive (ground shell) cleaning is done while the engine is running. This is the only cleaning
method that is done while the engine is running. Abrasive cleaning works by allowing the
engine to ingest specially prepared ground walnut shells which scour the compressor gas path
and are then burned in the combustion section. It is especially effective for removing dry
baked–on deposits. The process is mildly erosive to metal parts, and very erosive to the
marine–type (corrosion resistant) coating in the compressor. The use of abrasive cleaning
should not be needed and can be avoided by maintaining a clean compressor by cleaning
frequently by the water rinse method, chemical wash method or using special cleaning
processes.
CAUTION: ALTHOUGH ABRASIVE (GROUND SHELL) CLEANING IS THE MOST
EFFECTIVE CLEANING METHOD, IT SHOULD BE MINIMIZED DUE TO THE
EROSIVE EFFECT ON COMPRESSOR BLADES, AIR SEALS, AND OIL SEALS.
TRY ALL OTHER CLEANING METHODS, SUCH AS, WATER RINSE, CHEMICAL
WASH, AND/OR SPECIAL CLEANING PROCESSES BEFORE USING GROUND
SHELL CLEANING. USE OF GROUND SHELL CLEANING IS RECOMMENDED
ONLY WHEN ALL OTHER METHODS WILL NOT RECOVER ENGINE
PERFORMANCE SUFFICIENTLY AFTER SHAFT HORSEPOWER LOSS HAD
REACHED 5 PERCENT OR MORE.
B. Frequency of Ground Shell Cleaning
Ground shell cleaning is damaging to the marine–type coating in the compressor and should be
avoided. Contamination that resists all other cleaning methods should be removed by ground
shell cleaning if engine performance reduction is severe. Frequent water rinse and chemical
wash cleaning is even more important to engines which have been cleaned abrasively.

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Rolls–Royce
C. Materials for Ground Shell Cleaning
CAUTION: TO AVOID CHANCE OF PUTTING CONTAMINATED WALNUT SHELLS INTO
AN ENGINE WHICH WILL CAUSE SERIOUS DAMAGE, IT IS
RECOMMENDED THAT USERS ORDER THE WALNUT SHELLS UNDER P/N
23002488. IT IS ALSO RECOMMENDED THAT ANY PARTIALLY USED
PACKAGE NOT BE SAVED AS AN OPENED PACKAGE IS CONSIDERED TO
BE CONTAMINATED.
(1) One gallon (3.8 liters) packages of ground walnut shells which has been properly sized,
graded and cleaned may be ordered from Allison parts outlets by part number 23002488.
To assure the ground walnut shell is the correct size, type, and is not contaminated, it is
recommended that users order ground walnut shells under this part number. Any partially
used package should be discarded as the integrity of an opened package cannot be relied
upon.
CAUTION: ONLY GROUND APRICOT PITS CONFORMING TO MILITARY SPEC
MIL–G–5634C, TYPE III, MAY BE USED AS APPROVED SUBSTITUTE FOR
THE WALNUT SHELLS. GROUND APRICOT PITS ARE AVAILABLE FROM
AGRASHELL INCORPORATED, 4560 EAST 26TH STREET, LOS ANGELES,
CA 90040. TURBO SOFT BLAST, MEDIUM GRADE, HAS ALSO BEEN
APPROVED AND IS AVAILABLE FROM TURCO PRODUCTS, 24600 SOUTH
MAIN STREET, CARSON, CA 90745.
(2) Ground apricot pits conforming to Spec MIL–G–5634C, Type III, may be used.
CAUTION: SCREEN ALL BULK GROUND SHELL MATERIAL THROUGH A NO. 12 MESH
SCREEN – APPROXIMATELY 0.066 IN. (1.68 MM) – AND ONTO A NO. 20
MESH SCREEN – APPROXIMATELY 0.033 INCH (0.84 MM). USE ONLY THE
MATERIAL THAT PASSES THE NO. 12 AND NOT THE NO. 20 SCREENS.
MAKE A CLOSE VISUAL INSPECTION OF THE MATERIAL CONTAINED
BETWEEN THE SCREENS AND REMOVE ANY HARD, FOREIGN, MATTER
CAPABLE OF CAUSING ENGINE DAMAGE. FINALLY, CHECK THE SHELLS
WITH A MAGNET TO REMOVE POSSIBLE METAL SLIVERS. COPPER,
ALUMINUM OR PLASTIC SCREENS ARE PREFERRED. PLACE IN A
SEALED CONTAINER TO PREVENT CONTAMINATION.
D. Equipment for Ground Shell Cleaning
(1) A source of air capable of maintaining 40 – 60 psi (275 – 415 kPa) to the power turbine
labyrinth seal.
(2) A suitable dispenser capable of injecting two gallons (7.6 liters) of ground shells into the
engine air inlet in five minutes is required,
NOTE: A ground shell dispenser, 6799610, may be obtained from Rolls–Royce Allison.
(3) The equipment must be capable of a flow rate adjustment to the desired rate. Adjust the
ground shell flow rate for a unit designed like the one represented in Figure 10–6 and
Figure 10–7 as follows:
(a) A flow rate of two gallons (7.6 liters) of ground shells in five minutes is desired. The
rate should not exceed one half gallon per minute.
(b) The outlet of the ground shell dispenser in the inlet plenum should be located in a
position expected to allow good distribution through the compressor inlet. The
compressor inlet airflow causes a lower pressure in the plenum which causes air to be
drawn through the ground shell dispenser (Ref. Figure 10–6 and Figure 10–7).
(c) The first time the ground shell dispenser is used, set the adjustable orifice at the base
of the hopper conservatively small. follow the cleaning procedure and while cleaning,
adjust the orifice to achieve the desired flow rate. The ON–OFF valve should be
completely open.
(d) The flow rate should not require adjustment on subsequent cleaning.

May 01/00
Rolls–Royce
E. Precautions for Ground Shell Cleaning
(1) Be sure ground shell meets the specifications as discussed in material for ground shell
cleaning (Ref. this Section).
(2) Ground shell cleaning must be done only while the engine is running, with the acceleration
bleed valves are closed, and N1 speed is above 12,000 rpm.
(3) Make sure that ground shell dispenser is internally clean and dry (free of anything that
could disturb the shell flow).
F. Procedure for Ground Shell Cleaning
(1) Check the ground shell cleaning equipment for cleanliness. Install and service it with 1 – 2
gallons (3.8 – 7.6 liters) of approved clean ground shells.
(2) If the engine uses air bleed from the engine diffuser ports, install blanking plates to prevent
contamination of the engine system by the ground shells.
(3) Disconnect the power turbine (PT) labyrinth seal air supply line from the 5th–stage
compressor bleed ducting. Connect a source of air capable of maintaining 40 – 60 psi
(275 – 415 kPa) to the PT labyrinth seal. Install a plug in the bleed duct port.
(4) Turn on the air supply to the PT labyrinth seal, and start the engine.
(5) When ready to begin cleaning, increase the GG speed to between 13,000 and 14,000 rpm.
Note the rpm difference between the GG and the PT.
(6) Begin the flow of ground shell.
CAUTION: GROUND SHELL FLOW RATE MUST NOT EXCEED 1/2 GALLON (1.9
LITERS) PER MINUTE. EXCESSIVE USE OF GROUND SHELL CLEANING IS
NOT RECOMMENDED. USE ONLY THE AMOUNT NECESSARY TO
RESTORE PERFORMANCE, BUT DO NOT EXCEED TWO GALLONS (7.6
LITERS). DAMAGE TO ENGINE MAY OCCUR.
(7) Monitor the GG rpm and PT rpm. When the PT rpm stops increasing relative to the GG
rpm, stop the flow of ground shells. Do not use more than two gallons (7.6 liters) of
ground shells.
(8) Decrease engine speed to idle for at least five minutes. This will allow the compressor
bleed valves to open and expel any ground shells lodged in the bleed manifolds.
(9) Shut down the engine, remove the cleaning equipment and restore the engine to normal
operating configuration.
NOTE: A water rinse is allowed after ground shell cleaning.

May 01/00
Rolls–Royce
Ground Shell Dispenser

Figure 10–5

May 01/00
Rolls–Royce
Typical Plenum (Plan View)

Figure 10–6

May 01/00
Rolls–Royce
10–9. SPECIAL CLEANING PROCESSES
A. Special cleaning processes have been used successfully for unusual contamination problems or
in place of the more standard cleaning processes. Special cleaning processes include:
– kerosene and water (with or without chemical cleaners)
– steam or steam with chemical cleaner and water
B. Kerosene and Water
(1) Mix 10 gallons (38 liters) of equal parts of clean, filter kerosene and clean water.
NOTE: Use clean, filtered kerosene and water mixture instead of chemical wash mixture.
(2) Motor the engine with the starter and insert the 10 gallons (38 liters) of kerosene and water
mixture in accordance with the Chemical Wash procedure (Ref. paragraph 10–7.F.).
(3) Water rinse and run the engine per the Water Rinse procedure (Ref. paragraph 10–6.F.)
until the water comes out clear.
C. Kerosene, Water, and Chemical Cleaner
(1) Mix 10 gallons (38 liters) of equal parts of an approved chemical cleaner, clean filtered
kerosene, and clean water.
(2) Motor the engine with the starter and insert the 10 gallons (38 liters) of chemical cleaner,
kerosene, and water mixture per the Chemical Wash procedure (Ref. paragraph 10–7.F.).
(3) Water rinse and run the engine per the Water Rinse procedure (Ref. paragraph 10–6.F.)
until the water comes out clean.
D. Steam
CAUTION: DO NOT SOAK THE AIR INLET WITH STEAM WITHOUT MOTORING THE
ENGINE. IT MAY DAMAGE THE LABYRINTH SEAL OR CONTAMINATE THE
OIL WITH CONDENSATION.
(1) Motor the engine with the starter and insert steam in accordance with the Chemical Wash
procedure (Ref. paragraph 10–7.F.).
NOTE: Steam is used instead of the chemical wash mixture.
(2) Water rinse and run the engine per the Water Rinse procedure (Ref. paragraph 10–6.F.).
E. Steam and Chemical Cleaner
CAUTION: DO NOT SOAK THE INLET WITH STEAM WITHOUT MOTORING THE
ENGINE. IT MAY DAMAGE THE LABYRINTH SEAL OR CONTAMINATE THE
OIL WITH CONDENSATION.
(1) A fixture to combine steam and a chemical cleaner is shown in Figure 10–7.
NOTE: Some of the chemical cleaners listed in this section are compatible for use with
steam. Check with the chemical cleaner manufacturer for compatibility and
recommendations
(2) Motor the engine with the starter and insert the steam and chemical cleaner in accordance
with the Chemical Wash procedure (Ref. paragraph 10–7.F.).
(3) Water rinse and run the engine in accordance with the Water Rinse procedure (Ref.
paragraph 10–6.F.).

May 01/00
Rolls–Royce
Steam and Chemical Cleaning System

Figure 10–7

May 01/00
Rolls–Royce
SECTION 11
COMPRESSOR AIR BLEED SYSTEM
TABLE OF CONTENTS

11–1 Compressor Section Air Bleed System 11–3
11–2 Main Compressor Air Bleed Troubleshooting 11–3
11–3 Main Compressor Air Bleed Valves 11–8
11–4 Main Compressor Bleed Valve Ducts 11–11
11–5 Hydraulic Oil Pump 11–19
11–6 Hydraulic Oil Filter 11–21
11–7 Air Hoses, Tubes, and Fittings 11–22
11–8 Boost Compressor Bleed Valve 11–23
11–9 Coalescing Filter 11–23
11–10 Fin Tube Cooler 11–25
11–11 Three–Way Solenoid Valve 11–25
COMPRESSOR AIR Page 11–1

BLEED SYSTEM May 01/00
Rolls–Royce
INDEX TO FIGURES

11–1 Main Compressor Air Bleed Control System Schematic 11–4
11–2 Corrected Gas Generator Speed 11–7
11–3 Compressor Air Bleed Valves – Removal and Installation 11–9
11–4 Compressor Bleed Valve Ducts – Removal and Installation 11–12
11–5 Special Bleed Valve Wrench 11–14
11–6 Bleed Valve Piston Guide Tool 11–15
11–7 Replacement of Bleed Valve Seals 11–18
11–8 Hydraulic Oil Filter and Oil Pump Assemblies 11–20
11–9 Boost Compressor Air Bleed Schematic 11–24
INDEX TO TABLES

11–1 Main Compressor Air Bleed Control System – 11–5
Troubleshooting
Page 11–2 COMPRESSOR AIR

May 01/00 BLEED SYSTEM
Rolls–Royce
SECTION 11
COMPRESSOR BLEED CONTROL SYSTEM
11–1. COMPRESSOR SECTION AIR BLEED SYSTEM

A. The compressor air bleed control system (Ref. Figure 11–1) bleeds air from the compressor
5th–stage and 10th–stage during an engine start (and during engine operation below certain
GG speeds). The air bleed valves are completely open during the start and remain open up to
approximately 11,800 rpm. This unloads the compressor (to prevent compressor surge and
stall). Between approximately 11,800 and 12,600 rpm, depending on compressor inlet
temperature (CIT), the bleed valves are modulated between full open and closed. This
provides optimum performance when operating in this range
B. The compressor bleed control system consists of two electronically controlled servo–operated
compressor bleed valves and a separate hydraulic (control) oil pump that provides oil pressure
to operate the compressor bleed valves.
C. Two magnetic speed sensors and a temperature sensor supply GG speeds (N1 and N2) and
the CIT signals to the engine control system. The engine control system processes the speed
and CIT signals to provide a signal, based on corrected speed, to the servo drive unit. The
servo drive unit generates a current that operates the air bleed valve servo drives. This results
in scheduled air bleed valve positions of both the 5th–stage and 10th–stage air bleed valves.
D. Both the 5th–stage and 10th–stage air bleed valves contain a linear variable differential
transformer (LVDT) that relates the bleed valve position back to the engine control system.
This provides a closed–loop schedule for improved position accuracy.
11–2. MAIN COMPRESSOR AIR BLEED TROUBLESHOOTING
A. General
Since the compressor bleed control system consists of many separate factors (one can
influence or affect another), a malfunction in any one can cause a symptom of trouble that can
be attributed to another factor. Therefore, hasty replacement of a major component, without
checking the other components (that could lead to the actual cause of the problem), should be
avoided.
B. Troubleshooting of Compressor Bleed Control System
(1) To troubleshoot the compressor bleed control system, refer to Table 11–1.
(a) The troubleshooting table assumes the engine in an operational mode (either a start
or a steady–state run).
(b) The troubleshooting table assumes that only one malfunction (that will cause a
particular trouble indication) will exist at a time.
(2) Remember, at its very best, a troubleshooting table is only a guide. There is no substitute
for thorough understanding of the system.
(a) Refer to Normal Bleed Valve Operation (this Section) for details.
(b) Refer to Hydraulic Control Oil Pump (this Section) for more information.
(3) Proper instruments and good logic are also necessary in order to pinpoint the trouble or
the malfunction.
(4) Probably the worst situation is any malfunction that causes the bleed valves to close
completely during the start acceleration. This subjects the GG to severe surge or stall.
Avoid a repeat of this symptom. Static troubleshoot extensively to locate the cause before
you attempt another start. Also, inspect the turbine and other areas that could have been
damaged by an overtemperature that resulted from a compressor surge.

Rolls–Royce
Main Compressor Air Bleed Control System Schematic

Figure 11–1

Rolls–Royce
Table 11–1
Main Compressor Air Bleed Control System – Troubleshooting
Symptom Possible Cause Remedy
Bleed valve does Check for oil leakage from around the poppet area of the Remove the bleed
not hold its bleed valve. If oil leaks from the area of the tabwasher valve and replace the
position or behind the poppet of the air bleed valve, the first seal in seal.
adequately follow from the tabwasher, on the piston is defective and leaks NOTE: To replace
the bleed valve when under pressure. these seals, the LVDT
schedule and more must be separated
than normal servo The large second seal, in from the tabwasher, on the from the end cap and
oil is being lost piston is defective and leaks from the high pressure side the piston. This would
to the low pressure side of the piston. change the adjustment
that could make a
Check for oil leakage from the end cap–to–main housing readjustment at
splitline. If so, the large static o–ring packing between maintenance not
the main housing and the end cap is defective. possible.
Oil leaks from any of the fittings due to a defective

packing, loose fitting, or a damaged fitting. Replace the packing,
tighten the fitting, or
replace the fitting.
Bleed valve does Control oil pump is not supplying oil pressure to the servo
not operate or valve due to one of the following conditions:
respond to signals
There is no oil supply to control the oil pump. Supply the oil.
The oil is contaminated. Replace bleed valve,

change the oil and
filter.
Control oil pump has failed.
Replace the control oil
pump.
Control oil pump coupling has failed.
Replace the coupling.
Bleed valve stays Servo valve current is zero due to following conditions:
fully open
Open in servo valve circuit wiring. Repair the wiring.
Open in servo valve winding. Replace bleed valve.
Servo valve current is continuously less than 60 ma Replace bleed valve.
Bleed valve stays Servo valve current is continuously more than 70 ma.
fully closed
Servo valve current changes properly from less than 60
ma to more than 70 ma but:
Bleed valve is stuck. Replace bleed valve.
There is improper oil pressure. Repair oil system.

Rolls–Royce
Table 11–1
Main Compressor Air Bleed Control System Troubleshooting (cont)
Symptom Possible Cause Remedy
Bleed valves, The filter element of the control oil pump filter assembly Replace the oil filter
especially the is becoming dirty. An increase in pressure differential will element.
10th–stage, opens occur at the oil filter outlet (system) oil pressure. The
partially at full system oil pressure should be:
power after closing more than 345 psig (2381 kPag) at 60°F (15.6°C) CIT,
at approximately or 385 psig (2657 kPag) at 0°F (–17.8°C) CIT,
12,600 rpm or 400 psig (270 kPag) at –40°F (–40°C) CIT.
The control oil pump output pressure is too low. Normal Replace the control oil
output pressure is 425 – 475 psig (2934 – 3278 kPag). pump.
Bleed valve opens The servo valve current changes properly from less than Replace the bleed
partially 60 ma to more than 70 ma but the LVDT feedback is valve.
incorrect.
Bleed valve moves Check LVDT signal. If the LVDT signal stays at zero:
suddenly from
open to closed (or Check for open or shorted LVDT circuit wiring. Repair circuit wiring.
vice versa) with no
proportional range Check for open or shorted LVDT winding. Replace bleed valve.
If the LVDT signal is not zero but does not vary, the Replace bleed valve.
LVDT is defective.
Bleed valve, when Check CIT sensor for the following conditions:
adjusted to begin
travel at the proper Resistance is not correct for the CIT temperature. Replace CIT sensor.
rpm, is out of limits (There are probably shorted turns in the resistance
on recheck when element.)
CIT is at a different
temperature. Due to internal damage resistance element is shorted Replace CIT sensor.
(grounded) to the case.
Element shows leakage resistance to the case which If external, clean. If

is probably due to internal or external conductive internal, replace the
contamination. CIT sensor.
Due to contamination or internal damage, there can If external, clean or

be leakage resistance or a shorted circuit between the repair. If internal,
elements. replace the CIT sensor.

Rolls–Royce
Corrected Gas Generator Speed

Figure 11–2
C. Normal Bleed Valve Operation

(1) Servo valve current will normally vary as shown by the curve in Figure 11–2, and stay
within the normal tolerance band. As the 11,800 to 12,600 rpm corrected GG speed rage
is entered (where the bleed valve begins to travel and whenever the bleed value is not
against a stop and not moving), the servo valve will be at the null current value. The null
current, which is the current necessary to hold the bleed valve in a fixed position, away
from the stops, should be between 60 and 70 milliamperes.
(2) If the GG speed is increased to a new value (within the null current region), the bleed valve
current rises to provide the power to drive the valve to the new position, as required by the
bleed valve schedule. As the new position is reached, the bleed valve current decreases
back to the null current (to hold it at that position). The rate at which the bleed valve
travels is proportional to the amount by which the bleed valve current is above or below the
null current.
(3) If the GG speed is decreased, the bleed valve current decreases to provide the required
force to move it to the new position. However, as the new position is approached, the
bleed valve current rises back to the null current in order to hold that position.
(4) When the bleed valve is against a stop, the servo valve drive current is proportional to how
far the speed is beyond the boundary of the null current region. If the speed becomes
quite far (high or low) from the null current region boundary, the servo amplifier saturates
and can no longer produce a current change.

Rolls–Royce
11–3. MAIN COMPRESSOR AIR BLEED VALVES
A. Description
(1) Two electrically–controlled, servo–operated bleed valves control the amount of air that is
bled from the main compressor. There are four bleed ports at the 5th–stage and four at
the 10th–stage of the compressor. Each stage has a manifold that wraps around and
connects each port in order to collect the bled air. One bleed valve is mounted on the
5th–stage manifold and one bleed valve is mounted on the 10th–stage manifold.
(2) The electrically operated servo valve and the LVDT are integral parts of the bleed valve
assembly (Ref. Figure 11–1).
(3) Basically, the 5th–stage and 10th–stage bleed valves are the same except for the size of
the orifice in the seat. The 10th–stage bleed valve has a smaller orifice in the valve seat
than does the 5th–stage bleed valve.
(4) Acting upon commands set to it from the engine control system, the servo motor positions
the servo valve. Control pressure oil from the hydraulic (control) oil pump is distributed by
the servo valve to both sides of the piston. During a position change of the bleed valve,
one side of the piston receives pressure oil and the other side vents some to the sump.
When the new piston position is realized and the LVDT position feedback signal matches
the position command signal, the bleed valve position is maintained by balanced forces of
oil pressure on the piston and air pressure on the bleed valve poppet.
B. Removal
(1) Turn OFF the electric power to the engine control system.
NOTE: Removal of the 5th–stage and 10th–stage bleed valves are almost the same,
where removal differs, the 5th–stage or 10th–stage will be identified.
(2) Remove the LVDT electrical connector and the and servo valve electrical connector from
the applicable compressor bleed valve.
(3) Remove 5th stage–to–10th stage pressure hose assembly (1, Figure 11–3) from tee (17)
or elbow (18) at the 5th stage or 10th stage.
(4) Remove 10th stage–to–5th stage pressure hose assembly (2) from tee (20) or elbow (19)
at the 5th stage or 10th stage.
(5) Remove 5th stage–to–oil pump return hose assembly (3) from tee (20) at the 5th stage
only.
(6) Remove filter–to–5th stage pressure hose assembly (4) from tee (17) at the 5th stage only.
(7) Loosen screw (40 or 46) from bracket (41 or 47) at the 5th stage or 10th stage.
(8) Remove nuts (49), washers (51), gasket (55 or 59), and bleed valve (37 or 38) from the
bleed duct. Discard gasket (14). Remove insulation strip (43 or 48) from bracket (41 or
47) or from the bleed valve (37 or 38).
(9) Disassemble 5th–stage bleed valve (37) as follows:
(a) Remove bolts (50), washers (51), and valve adapter (52) from the 5th–stage bleed
valve.
(b) Record the position of the tees for installation purpose.
(c) Loosen nut (23) and remove tee (20), the nut, and o–ring (22). Discard the o–ring.
(d) Loosen nut (23) and remove tee (17), the nut, and o–ring (22). Discard o–ring.
(e) If required, remove bolts (39) and spacer (42).

Rolls–Royce
Compressor Bleed Valves – Removal and Installation


Rolls–Royce
Compressor Bleed Valves – Removal and Installation


Rolls–Royce
11–4. MAIN COMPRESSOR BLEED VALVE DUCTS
A. Description
(1) The compressor bleed valve ducts consist of fittings, ducts, bleed coupling joints, sleeves,
and retainers that are connected to and supported by the compressor 5th–stage and
10th–stage bleed ports.
(2) The compressor bleed valve ducts connect and direct the bleed air from the bleed ports to
the compressor bleed valves.
B. Removal
Each component of the compressor bleed valve ducts can be removed without removal of an
attaching component. The following sequence is for complete removal of the ducts.
(1) Remove bleed coupling joints (6, Figure 11–4), by removing two sleeves (7), two gaskets
(8), four retainers (9), and four clamps (10). Remove 12 bolts (5), two gaskets (4), and LH
elbows (17).
(2) Remove bleed coupling joint (6) by removing sleeve (7), two gaskets (8), two retainers (9),
and two clamps (10). Remove six bolts (5), gasket (4), and lower 5th–stage elbow (18).
(3) Remove bleed coupling (6) by removing sleeve (7), gaskets (8), two retainers (9), and two
clamps (10). Remove six bolts (5), gasket (4), and lower 10th–stage elbow (18).
(4) Remove large coupling joints (11) by removing sleeves (12), gaskets (13), retainer (14),
and clamp (15). Remove 12 bolts (5), two gaskets (4), and tee assemblies (16).
(5) If required, remove 5th–stage and 10th–stage bleed valves (Ref. this Section).
(6) Remove six bolts (5), gasket (4), and 5th–stage duct (2).
(7) Remove six bolts (5), gasket (4), and 10th–stage duct (3).
C. Inspection
(1) Inspect all components for cracks, holes, and damage.
(2) Inspect for air leaks and/or loose clamps.
D. Installation
NOTE: Installation can be done in any sequence. The following sequence is for complete
installation of the ducts.
(1) Install 10th–stage duct (3, Figure 11–3), gasket (4), and secure with six bolts (5). Torque
the bolts 70 – 85 lb in. (8.0 – 9.6 Nm). Lockwire the bolts.
(2) Install 5th–stage duct (2), gasket (4), and secure with six bolts (5). Torque the bolts 70 –
85 lb in. (8.0 – 9.6 Nm). Lockwire the bolts.
(3) Install two tee assemblies (16), one gasket (4) for each, and secure with six bolts (5) for
each. Torque all bolts 70 – 85 lb in. (8.0 – 9.6 Nm). Lockwire the bolts.
(4) Install bleed coupling joints (11) by installing sleeves (12), gaskets (13), retainers (14), and
secure with clamps (15).
(5) Install lower 10th–stage elbow (19), gasket (4), and secure with six bolts (5). Torque the
bolts 70 – 85 lb in. (8.0 – 9.6 Nm). Lockwire the bolts.
(6) Install bleed coupling joint (6) by installing sleeve (7), two gaskets (8), two retainers (9),
and securing with two clamps (10).
(7) Install lower 5th–stage elbow (18), gasket (4), and secure with six bolts (5). Torque the
(8) Repeat Step 6.
(9) Install LH elbows (17), a gasket (4) for each and secure with six bolts (5) for each. Torque
all bolts 70 – 85 lb in. (8.0 – 9.6 Nm). Lockwire the bolts.
(10) Repeat step 6 for two bleed coupling joints (6) that remain.

Rolls–Royce
Compressor Bleed Valve Ducts – Removal and Installation

Figure 11–4

Rolls–Royce
(11) Disassemble 10th–stage bleed valve (38) as follows:
(a) Record the position of the valve adapter (17) for installation purpose.
(b) Remove bolts (50), washers (51), and the valve adapter.
(c) Remove hex head screws, (35), clamp (36), and heat shield (34).
(d) Record the position of the elbows for installation purpose.
(e) Loosen nut (23) and remove 90 degree elbow (18), the nut, and o–ring (22). Discard
the o–ring.
(f) Loosen nut (23) and remove 45 degree elbow (19), the nut, and o–ring (22) from
10th–stage bleed valve (38). Discard the o–ring.
(g) If required, remove bolts (45), nuts (44), and bracket (47).
(12) If required, remove plugs (53) and o–rings (54) from adapters (52).
(13) If required, remove hose assemblies (1, 2, 3, and 4) as follows:
(a) Record the hose assembly positions and types of brackets and clamps for installation
purpose.
(b) Remove nuts (6), brackets (7), clamp (11), and the applicable hose assembly.
(c) Remove bolts (9), nuts (12, 13, or 15), and clamps (8) from the applicable hose
assembly and brackets (7).
E. Inspection
(1) Clean the components with a clean rag that is dampen with dry–cleaning solvent,
P–D–680–2.
(2) Inspect for obvious damage such as, burred threads, cracks, oil leaks, etc.
(3) Inspect adapters (52, Figure 11–4) for damaged heli–coil inserts, cracks, and damaged
threads.
CAUTION: DO NOT DISASSEMBLE ANYTHING THAT WILL AFFECT THE ADJUSTMENT
BETWEEN THE LVDT AND THE PISTON. MISALIGNMENT CAN OCCUR.
(4) Check the LVDT.
(a) The primary winding continuity (red to black wires) is approximately 55 ohms.
(b) The secondary winding continuity (yellow to blue wires) is approximately 48 ohms.
(c) Leakage resistance between windings (such as, red to yellow) or from either winding
to the case must be more than 1.0 megohm.
(5) Check the servo.
(a) The continuity (black to white wires) is approximately 27 ohms.
(b) Leak resistance between the winding and the case must be more than 1.0 megohm.
F. Replacement of Bleed Valve Seals
NOTE: Oil leakage into the bleed valve adapter indicates a bleed valve piston seal is leaking.
These seals can be replaced without removing the entire bleed valve from the GG.
(1) Manufacture two wrenches (Ref. Figure 11–5) and a guide tool (Ref. Figure 11–6) as
shown.

Rolls–Royce
Special Bleed Valve Wrench

Figure 11–5

Rolls–Royce
Bleed Valve Piston Guide Tool

Figure 11–6

Rolls–Royce
(2) Remove pressure and drain tube assemblies (1 and 2, Figure 11–7).
NOTE: The servo valve should not be removed unless required.
(3) Remove bolts (10), washers (11), o–ring (9), and servo valve assembly (8). Discard the
o–ring.
(4) Remove seat (12).
(5) Remove long and short bolts (17 and 18), washers (16), and nuts (15).
(6) Pull poppet (13) away (toward closed position) from the bleed valve.
(7) Bend tab washer (14) tab to unlock the threads.
(8) Insert two manufactured wrenches, one on poppet (13) and one on piston (24). Hold the
piston from moving and screw the poppet off of the piston. Discard the tab washer.
(9) Remove piston (24) and LVDT (25).
(10) Remove o–rings (19, 20, and 22) and slipper seals (21 and 23). Discard the o–rings and
the slipper seals.
(11) Clean and inspect piston (24) and body (26) for damage and wear. Replace the complete
bleed valve if damage is found.
(12) Lubricate all o–rings, slipper seals, and passages with clean engine oil.
(13) Install o–rings (19 and 20) and slipper seal (21) on piston (24).
(14) Install o–ring (22) and slipper seal (23) in body (26) and seat with the piston guide tool.
(15) Screw the piston guide tool on the end of piston (24). Lubricate the piston guide tool,
piston, body cylinder, o–rings, and slipper seals liberally with clean engine oil.
(16) Carefully insert the assembled piston (24) into body (26), moving piston carefully through
it’s travel to check for smooth operation.
(17) Remove piston guide tool and install tab washer (14) and poppet (13) onto piston (24), by
the use of two manufactured wrench, hold piston from turning and tighten poppet snugly,
but avoid over–torque. Bend a tab on the tab washer to lock the poppet to the piston.
(18) Install washer (16) under the head of each long and short bolt (17 and 18) and install long
and short bolts to retain LVDT (25) to body (26). Install a washer (16) and a nut (15) to
each bolt. Torque all nuts 37 – 42 lb in. (4.2 – 4.7 Nm).
(19) Apply a thin coat of sealant, EC 1372, to each side of seat (12) and make sure the seat is
positioned on the bleed valve studs with the flange lip toward poppet (13).
(20) If required, install o–ring (9) and servo valve (8) to LVDT (25) and secure with bolts (10)
and washers (11). Torque the bolts 35 – 40 lb in. (4.0 – 4.5 Nm). Lockwire the bolts.
(21) Install tube assemblies (1 and 2) to elbows (3 and 4). Torque the tube coupling nuts
80 – 120 lb in. (9.0 – 13.5 Nm).
G. Installation
(1) If required, install hose assemblies as follows:
NOTE: Routing of hose assemblies and the installation of fittings, clamps, and brackets
should be done in the positions recorded during removal.
(a) Install clamps (8, Figure 11–4) to brackets (7) and secure with bolts (9) and nuts (12
thru 15). Torque the nuts 37 – 42 lb in. (4.2 – 4.7 Nm).
(b) Install brackets (7) at positions marked during removal and secure with nuts (6).
Torque the nuts 74 – 89 lb in. (8.4 – 10.0 Nm).
(c) Install clamp (11) and secure with nut (10). Torque the nut 74 – 89 lb in. (8.4 – 10.0
Nm).

Rolls–Royce
(2) If required, install o–rings (54) on plugs (53) and install the plugs into valve adapters (52).
Torque the plugs 60 – 80 lb in. (6.8 – 9.0 Nm). Lockwire the plugs.
(3) Assemble 10th stage bleed valve (38) as follows:
(a) Install nut (23) and o–ring (22) on 45 degree elbow (19) and install the 45 degree
elbow on the 10th–stage bleed valve. Tighten the nut.
(b) Install nut (23) and o–ring (22) on 90 degree elbow (18) and install the 90 degree
elbow on the 10th–stage bleed valve. Tighten the nut.
(c) Install heat shield (34) to the 10th–stage bleed valve and secure with hex head
screws (35) and clamp (36). Torque the screws 35 – 40 lb in. (4.0 – 4.5 Nm).
Lockwire the screws
(d) Apply a thin coat of sealant, EC 1372, to outer and inner (stud) flanges of the
10th–stage bleed valve.
(e) Install valve adapter (52) on the outer flange of the 10th–stage bleed valve and
secure with bolts (50) and washers (51). Torque the bolts 70 – 85 lb in. (8.0 – 9.6
Nm) Lockwire the bolts.
(f) If required, install bracket (47) and secure with bolts (45) and nuts (44). Torque the
nuts 120 – 150 lb in. (13.6 – 16.9 Nm).
(4) Assemble 5th–stage bleed valve (37) as follows:
(a) Install nut (23) and o–ring (22) on tee (17) and install tee on the 5th–stage bleed
valve. Tighten the nut.
(b) Install nut (23) and o–ring (22) on tee (20) and install the tee on the 5th–stage bleed
valve. Tighten the nut.
(c) Apply a thin coat of sealant, EC 1372, to outer and inner (stud) flanges of the
5th–stage bleed valve.
(d) Install valve adapter (52) to the outer flange of the 5th–stage bleed valve and secure
with bolts (50) and washers (51). Torque the bolts 70 – 85 lb in. (8.0 – 9.6 Nm).
Lockwire the bolts.
(e) If required, install spacer (42) and bracket (11) and secure with bolts (39). Torque the
(5) Apply a thin coat of sealant, EC 1372, to each side of gasket (55) and install gasket on
studs sticking of valve adapter (52).
(6) Install the assembled bleed valve (37 or 38) into bracket (41 or 47) and the applicable
bleed duct.
(a) Secure with washers (51) and nuts (49).
(b) Insert insulation strip (43 or 48) between the bleed valve LVDT and the bracket.
(c) Torque the nuts 74 – 89 lb in. (8.4 – 10.0 Nm).
(d) Torque screw (40 or 46) 35 – 40 lb in. (4.0 – 4.5 Nm).
(7) Install filter–to–5th stage pressure hose assembly (4) to tee (17). Torque the coupling nut
55 – 80 lb in. (6.3 – 9.0 Nm).
(8) Install 5th stage–to–oil pump return hose assembly (3) to tee (20). Torque the coupling nut
55 – 80 lb in. (6.3 – 9.0 Nm).
(9) Install 10th stage–to–5th stage return hose assembly (2) to tee or elbow (20 or 19).
Torque the coupling nuts 55 – 80 lb in. (6.3 – 9.0 Nm).
(10) Install 5th stage–to–10th stage pressure hose assembly (1) to tee (17) or elbow (18).
(11) Install the LVDT and servo valve electrical connectors at the 5th–stage or 10th–stage
locations. Lockwire the connectors.
(12) Start the GG and check for operation of the bleed valves.

Rolls–Royce
Replacement of Bleed Valve Seals

Figure 11–7

Rolls–Royce
11–5. HYDRAULIC OIL PUMP
A. Description
(1) The purpose of the hydraulic oil pump assembly is to supply pressure oil to the 5th–stage
and 10th–stage bleed valves.
(2) The hydraulic oil pump has an internal pressure relief valve which is set at 350 – 400 psig
(2415 – 2760 kPag).
(3) The pressure relief valve adjustment is located externally on the control oil pump (22,
Figure 11–8).
B. Removal
NOTE: To prevent contamination, all hoses and openings should be capped.
(1) Remove oil supply inlet hose assembly (1, Figure 11–8) from elbow (18).
(2) Remove pump pressure–to–gage hose assembly (2) and outlet–to–filter hose assembly (3)
from tee (13).
(3) Remove system return hose assembly (4) and oil tank return hose assembly (5) from tee
(10).
(4) Remove nuts (7), washers (8), gasket (9), and control oil pump (21) from mounting adapter
(26). Discard the gasket.
(5) Remove coupling (23) from accessory gear housing and inspect it for damage.
(6) If required, disassemble control oil pump (21) fittings as follows:
(a) Record the positions of tees and elbow for installation purposes.
(b) Loosen nut (11) and remove tee (10), the nut, and o–ring (12). Discard the o–ring.
(c) Loosen nut (14) and remove tee (13), the nut, and o–ring (15). Discard the o–ring.
(d) Remove reducer (16) and o–ring (17). Discard the o–ring.
(e) Loosen nut (19) and remove elbow (18), the nut, and o–ring (20). Discard the o–ring.
(7) If required, remove nuts (24), washers (25), mounting adapter assembly (26), and gasket
(28). Discard the gasket. Inspect studs (27) for damage.
(8) If required, remove nut (29), washer (30) bracket (31), and system return hose assembly
(4).
C. Installation
(1) If required, install system return hose assembly (4, Figure 11–8) and secure with nut (29),
washer (30), and bracket (31).
(2) If required, install gasket (28), mounting adapter assembly (26) and secure with washers
(25) and nuts (24). Torque the nuts 74 – 89 lb in. (8.4 – 10.0 Nm).
(3) If required, assembly fittings to the control oil pump (21) as follows:
(a) Install nut (19) and o–ring (20) on elbow (18) and install the elbow on the control oil
pump. Tighten the nut.
(b) Install o–ring (17) on reducer (16) and install reducer on the control oil pump. Torque
the reducer 55 – 80 lb in. (6.3 – 9.0 Nm).
(c) Install nut (14) and o–ring (15) on tee (13) and install the tee on the control oil pump.
Tighten the nut.
(d) Install nut (11) and o–ring (12) on tee (10), install the tee on the control oil pump.
Tighten the nut.

Rolls–Royce
Hydraulic Oil Filter and Oil Pump Assemblies

Figure 11–8

Rolls–Royce
(4) Install coupling (23) in the accessory drive unit.
NOTE: The spline shaft on the control oil pump may need to be turned for alignment with
the mounting studs.
(5) Install gasket (9) and control oil pump (21), secure with washers (8) and nuts (7). Torque
the nuts 74 – 89 lb in. (8.4 – 10.0 Nm).
(6) Install oil tank return hose assembly (5) and system return hose assembly (4) on tee (10).
(7) Install outlet–to–filter hose assembly (3) and pump pressure–to–gage hose assembly (2)
on tee (13). Torque the coupling nuts 55 – 80 lb in. (6.3 – 9.0 Nm).
(8) Install oil supply inlet hose assembly (1) on elbow (18). Torque the coupling nut 325 – 400
lb in. (36.8 – 45.1 Nm).
11–6. HYDRAULIC OIL FILTER
A. Description
(1) The purpose of the filter is to provide filtration of particles over three (3) microns from the
control bleed valve system.
(2) The filter is located between the control oil pump and the bleed valves.
B. Filter Element
(1) Removal
(a) Remove bolts (32, Figure 11–8), washers (33), nuts (34), and clamp (35).
(b) Remove bowl (51) from head (56) and remove filter element (52), o–ring (53), backup
retainer (54), and o–ring (55). Discard the filter element, o–rings, and the backup
retainer.
(2) Installation
(a) Install o–ring (55, Figure 11–8) and backup retainer (54).
(b) Install o–ring (53) on ID of filter element (52).
(c) Install filter element (52) into bowl (51) and install bowl into head (56).
(d) Install clamp (35) and secure with bolts (32), washers (33), and nuts (34). Torque the
nuts 74 – 89 lb in. (8.4 – 10.0 Nm).
C. Removal
NOTE: Early filters have different mounting brackets (58 and 59, Figure 11–8) and later filters
have one mounting bracket (61). Both removals are the same except for the
mounting brackets.
(1) Remove outlet–to–filter hose assembly (3) from elbow (45).
(2) Remove filter–to–5th stage hose assembly (6) and system pressure–to–gage hose
assembly (39) from tee (40).
(3) For later models, remove bolts (32), washers (33), clamp (35), and nuts (34).
(4) For early models, remove bolts (36), washers (37), nuts (38), and filter assembly (50) from
bracket (58 or 61).
(5) If required, remove fittings from filter assembly (50) as follows:
(a) Record the position of the tee and the elbow for installation purpose.
(b) Loosen nut (41) and remove tee (40), the nut and o–ring (42). Discard the o–ring.
(c) Remove reducer (43) and o–ring (44). Discard the o–ring.

Rolls–Royce
(d) Loosen nut (46) and remove elbow (45), the nut, and o–ring (47). Discard the o–ring.
(e) Remove reducer (48) and o–ring (49). Discard the o–ring.
(6) If required, remove mounting bracket (58 or 61) as follows:
NOTE: Mounting bracket (58) is used on early models and mounting bracket (61) is used
on later models.
(a) Remove mounting bracket (58) removing bolts (57).
(b) Remove mounting bracket (61) by removing nuts (60).
D. Installation
(1) If required, install mounting bracket as follows:
(a) Install mounting bracket (61, Figure 11–8) to the GG and secure with nuts (60).
Torque the nuts 74 – 89 lb in. (8.4 – 10.0 Nm).
(b) Install mounting bracket (58) to mounting bracket (59) and secure with bolts (57).
Torque the bolts 74 – 89 lb in. (8.4 – 10.0 Nm).
(2) If required, install fittings to filter (50) as follows:
(a) Install o–ring (49) on reducer (48) and install the reducer in the filter. Torque the
reducer 420 – 600 lb in. (47.5 – 67.7 Nm).
(b) Install nut (46) and o–ring (47) on elbow (45), install the elbow in reducer (48).
Tighten the nut.
(c) Install o–ring (44) on reducer (43) and install in the filter. Torque the reducer 420
–600 lb in. (47.5 – 67.7 Nm).
(d) Install nut (41) and o–ring (42) on tee (40) and install in reducer (43). Tighten the nut.
(3) Install assembled filter (50) to bracket (58 or 61) and secure with bolts (36), washers (37),
and, if required, nuts (38). Torque the bolts or nuts 74 – 89 lb in. (8.4 – 10.0 Nm).
(4) Install filter–to–5th stage hose assembly (6) and system pressure–to–gage hose assembly
(39) to tee (40). Torque the coupling nut 80 – 120 lb in. (9.0 – 13.5 Nm).
(5) Install outlet–to–filter hose assembly (3) on elbow (45). Torque the coupling nut 80 – 120
lb in. (9.0 – 13.5 Nm).
11–7. AIR HOSES, TUBES, AND FITTINGS
A. Description
(1) The air hoses, tubes, and fittings direct the diffuser 14th–stage compressor discharge
pressure to the fin tube cooler, 3–way solenoid valves, coalescing filter, and boost
compressor bleed valve
(2) The compressor discharge pressure closes the boost compressor bleed valve when the
GG speed is more than 13,430 rpm (operating mode).
B. Maintenance
(1) Check to make sure there is no air leakage. Leakage can occur from a hose, tube, gasket,
o–ring, or fitting when the engine is in the operating mode.
(2) Remove and install any hose, tube, gasket, o–ring, or and fitting (Ref. this section) in
accordance with the general maintenance procedures (Ref. Section 15).

Rolls–Royce
11–8. BOOST COMPRESSOR BLEED VALVE
A. Description
(1) The boost compressor (air) bleed valve assembly and related components are mounted on
top of the boost compressor assembly.
(2) The boost compressor bleed valve unloads the boost compressor to reduce the possibility
of a stall during the engine start cycle.
(3) During normal operation (when the GG speed is more than 13,430 rpm) the boost
compressor air bleed valve is closed by the compressor discharge pressure. and is open
when engine speed is below 10,500 rpm. The boost compressor air bleed valve opens
when the speed is below 10,500 rpm. Between 10,500 and 13,430 rpm the boost bleed
valve moves to either an opened or a closed position.
(4) During compressor cleaning (wash or purge), when only the starter produces GG rpm, the
boost bleed valve is held closed by shop air.
(5) A boost bleed valve positioner provides a signal to the engine control system that indicates
the position of the boost bleed valve.
B. Removal
(1) Remove the electrical connections and the air hose from boost compressor bleed valve.
(2) Remove 12 bolts, 24 washers, and 12 nuts that hold the boost bleed valve to the boost
compressor.
(3) Remove the air screen, the boost bleed valve, and two gaskets. Discard the gaskets.
C. Installation
(1) Apply a light coat of MIL–L–25681 Ablube to each side of two gaskets and to the threads
of 12 bolts.
(2) Install the boost bleed valve.
(a) Install one gasket on the boost compressor mounting flange.
(b) Install the boost bleed valve on the gasket.
(c) Install the other gasket on the boost bleed valve.
(d) Install the air screen on the gasket.
(e) Install washers, bolts, and nuts to hold the components. Torque the nuts.
NOTE: A washer is installed under each bolt head and under each nut.
(f) Lockwire the bolts on top of air screen and lockwire the nuts on the bottom of boost
compressor mounting flange.
11–9. COALESCING FILTER
A. Description
(1) The compressor discharge pressure is both a high temperature and high pressure
element. The pressure is cooled by two fin–tube coolers (Ref. Figure 11–9) and the
pressure is reduced to 115 psig (793.5 kPag). This combination may produce excessive
moisture that can result in corrosion and non–operational (plugging) of the boost bleed
valve positioner and/or actuator.
(2) The coalescing filter collects and eliminates the oil and moisture condensation (that occurs
during engine operation and humid weather) through automatic moisture drainage.
(3) The coalescing filter has a filter element cartridge that is replaced if the element becomes
clogged. The filter element cartridge should be replaced during normal maintenance.
B. Removal and Installation
Refer to the OEM manual.

Rolls–Royce
Boost Compressor Air Bleed Schematic

Figure 11–9

Rolls–Royce
11–10. FIN TUBE COOLER
A. Description
(1) Two fin tube coolers are required to protect the boost bleed valve. One is mounted
between the compressor diffuser and the three–way solenoid valve and one is mounted
between the pressure relief valve and the pressure regulator.
(2) During engine operation, the compressor discharge pressure can exceed 700°F (371°C).
The fin tube coolers are used to reduce the temperature to 180°F (82.2°C) or less.
Remove and install per local requirements.
11–11. THREE–WAY SOLENOID VALVE
A. Description
(1) The three–way solenoid valve allows introduction of shop air to close the boost bleed valve
while in the motoring wash, purge, and/or emergency fire shutdown modes.
(2) The 3–way solenoid valve is de–energized during normal conditions. When de–energized,
the compressor discharge pressure is routed to the boost bleed valve through Port A (Ref.
Figure 11–9).
(3) When the SELECT switch is set in the WASH or PURGE position, the engine control
system sends a signal to energize the three–way solenoid valve. This will open port C to
port B which will allow shop air (port C) to enter the boost bleed valve.
(4) A fire sensor should be installed in the engine enclosure to sense a fire. The fire sensor
will send an emergency fire shutdown signal to the engine control system and the engine
control system will send a signal to the three–way solenoid valve and open port C to port
B. This will allow shop air (port C) to enter the boost bleed valve and keep the bleed
valves closed in order to keep an engine enclosure fire outside of the engine.
Remove and install per local requirements.

Rolls–Royce

Rolls–Royce
SECTION 12
COMBUSTION SECTION AND IGNITION SYSTEM
TABLE OF CONTENTS
12–1 Combustion Section Description 12–3
12–2 Outer Combustion Case 12–3
12–3 Combustion Liners 12–4
12–4 Combustion Chamber Inner Casing and Inner Casing Liner 12–6
12–6 Ignition Exciter 12–7
12–7 Spark Igniter Lead Assemblies 12–9
12–8 Spark Igniters and Liner Supports 12–10
COMBUSTION SECTION Page 12–1

AND IGNITION SYSTEM May 01/00
Rolls–Royce
INDEX TO FIGURES

12–1 Combustion Section – Cross Section View 12–4
12–2 Engine Ignition System 12–8
12–3 Lockwire of Spark Igniters, Spark Igniter Leads, and Liner 12–10
Supports
Page 12–2 COMBUSTION SECTION

May 01/00 AND IGNITION SYSTEM
Rolls–Royce
SECTION 12
COMBUSTION SECTION AND IGNITION SYSTEM
12–1. COMBUSTION SECTION DESCRIPTION

A. General
(1) The combustion section provides an enclosure for the compressed air and fuel to mix,
ignite, and burn.
(2) Primary components of the combustion section include:
– outer combustion case
– combustion liners
– combustion chamber inner casing
– combustion chamber inner casing liner
B. Description
(1) The combustion chamber outer case (Ref. Figure 12–1) encloses the combustion liners
and the combustion chamber inner casing.
(2) The combustion liner assemblies are supported radially at the front by the forward
combustion supports.
(3) The combustion liner assemblies are positioned and supported radially at the rear by the
turbine inlet vane assembly.
(4) The combustion liner assemblies are positioned and supported axially by spark igniters
and liner supports at two diametrically opposed combustion liners (No. 2 and No. 5) and by
liner supports at the other four combustion liners.
(5) Crossover ferrules and clamps or crossover tubes connect adjacent combustion liners (to
spread the flame to the combustion liners that contain no spark igniters).
(6) The combustion liners are designed to control smoke and other emissions.
(7) Air enters the combustion section from the compressor diffuser. The air flows around the
combustion liners. Most of the air enters the combustion liners through various openings.
Fuel is mixed with the air and burned. Some air flows through the combustion liner dome
and holes in the forward part of the barrel section for combustion. Air also flows through
holes and passages in the sides of the combustion liners to control the burning pattern and
provide cooling of the combustion liner walls. The hot gases pass through the transition
section of the combustion liners and into the turbine unit.
12–2. OUTER COMBUSTION CASE
A. Description
(1) The outer combustion case is a one–piece design.
(2) The outer combustion case is the structural member that supports and aligns the
compressor diffuser to the turbine unit. Dowel pins at the front and rear assure proper
alignment.
(3) Six liner supports attach to the outer combustion case. They protrude through the case to
axially support the combustion liners.
B. Removal
NOTE: Removal of the outer combustion case should be done by an experienced technician.
(1) Remove the turbine to compressor tie bolt.
(2) Remove the compressor section.
(3) Remove the outer combustion case from the turbine unit.
(4) Disassemble and remove the combustion liners.

Rolls–Royce
QHP063XD
Combustion Section – Cross Section View
Figure 12–1
C. Inspection
(1) Inspect the outer combustion case for cracks, dents, bulges, and signs of splitline leakage.
Cracks and sharp dents are not allowed. Any smooth dent or bulge that is 0.250 in. (6.35
mm) deep or high are allowed if the cause is known and corrected.
(2) Discoloration of the outer combustion case is allowed. It should be investigated as a
possible indication of fuel input or combustion liner problems.
D. Installation
NOTE: Installation of the outer combustion case should be done by an experienced
technician.
(1) Assemble and install six combustion liners.
(2) Install the outer combustion case on the turbine unit.
(3) Install the compressor section.
(4) Install the turbine to compressor tie bolt.
12–3. COMBUSTION LINERS
A. Description
(1) The combustion liner is a two–piece assembly that consists of a front liner section and
transition section. The sections are bolted together.
(2) The purpose of the combustion liners is to properly mix fuel and air for combustion and
contain and control that combustion. This is done by designs for air flow control.
(3) For heat protection, portions of the front combustion liner section interior are ceramic
coated.
(4) When installed, six crossover tubes or clamps and spacers connect the crossover ferrules
of adjacent combustion liners.

Rolls–Royce
B. Removal
NOTE: Removal of the combustion liners should be done by an experienced technician.
(1) Remove the turbine unit (Ref. Section 13).
CAUTION: DO NOT ALLOW CROSSOVER SPACERS OR ANY OTHER MATERIAL TO
DROP INTO THE ENGINE. ANY MATERIAL DROPPED INTO ENGINE MUST
BE REMOVED OR DAMAGE MAY OCCUR.
(2) Remove each clamp or crossover tube and the associated spacers. Note the position and
thickness of the spacers. The forward combustion support attachment (Ref. Section 4)
bolts may be loosened to allow crossover spacer removal.
NOTE: If more than one combustion liner is to be removed, complete the removal of
each one before you proceed to the next combustion liner.
(3) Remove the forward combustion support (Ref. Section 4). Note the position.
(4) Lift the forward combustion support end of the combustion liner forward and out to remove.
Note the position of the combustion liner for troubleshooting and/or installation.
C. Inspection
(1) See Inspection and Maintenance (Ref. Section 3) for inspection criteria and damage limits
of the combustion liners. These limits represent the most severe conditions that are
allowed for continued operation.
(2) If a combustion liner is either removed or accessible with the outer combustion case
removed, replacement of marginally serviceable combustion liners should be considered.
(3) The crossover tubes or clamps should be inspected when the engine is disassembled
enough to expose them.
D. Installation
NOTE: Installation of the combustion liners should be done by an experienced technician.
(1) Place the combustion liner in position with the transition section opening over the
1st–stage turbine vanes. Work the liner rearward until it is in position. The axial position
of the liner is determined by the liner support through the liner support ferrule. Measuring
the distance may help position the liner for easier installation.
(2) Install the forward combustion support with gasket (Ref. Section 4). Tighten the bolts
finger tight.
(3) Use shim gages to measure the minimum gap dimension between the crossover tube
ferrules at each crossover location, record by the position as dimension A. Select the
spacers for each position equal to dimension A +0.005 to –0.004 in. (+0.127. to 0.102
mm).
(4) If necessary, loosen the forward combustion support bolts to install the crossover tubes
and spacers between the crossover ferrules.
(5) Visually inspect to ensure the crossover tubes are fitted correctly over the ferrules.
(6) Make sure the forward combustion support will lay flat on the mounting pad. If it will not,
remove the crossover spacers and recalculate the required spacer thickness.
(7) Complete the installation of the forward combustion support (Ref. Section 4).
(8) When all combustion liners have been installed, inspect and remove any foreign material.
(9) Install the turbine unit (Ref. Section 13).

Rolls–Royce
12–4. COMBUSTION CHAMBER INNER CASING AND INNER CASING LINER
A. Description
(1) The combustion chamber inner casing and the combustion chamber inner casing liner form
the front end of the turbine unit. When the turbine unit is installed, the combustion section
inner casing and inner casing liner fit in the center space formed by the ring of combustion
liners.
(2) The combustion chamber inner casing liner fits inside the combustion chamber inner
casing. The combustion chamber inner casing and inner casing liner are bolted together at
the front and rear ends. The rear ends are bolted to the turbine inlet casing. The front end
forms a slip–fit into the center bore of the compressor diffuser. Expansion bellows provide
independent heat expansion. An air space separates the combustion chamber inner
casing and inner casing liner. This provides a thermal–insulated core space, through
which the turbine shaft and the pressure and scavenge oil lines pass. This space is often
called the lighthouse area.
B. Removal
Refer to Section 13.
C. Inspection
(1) Inspect the combustion chamber inner casing when other maintenance requirements
causes the engine to be dissembled sufficiently for inspection. Inspect for cracks and wear
in the piston ring grooves. Cracks are not allowed. The maximum piston ring groove width
is 0.269 in. (6.83 mm).
(2) Inspect the combustion chamber inner casing liner when other maintenance causes the
engine to be dissembled sufficiently for inspection. Inspect for cracks and damage in the
seal grooves. Cracks are not allowed.
D. Installation
Refer to Section 13.
12–5. IGNITION SYSTEM
A. General
(1) The GG is equipped with a capacitor discharge, high voltage, high–energy type ignition
system.
(2) Primary components of the ignition system include:
– ignition exciter
– spark igniter leads
– spark igniters
– liner supports
B. Description
(1) The 20 to 29 volts dc input power required by the ignition exciter is supplied by the engine
control system. During engine starting, the engine control system energize the ignition
system at approximately 2200 GG rpm. The ignition system is de–energized at
approximately 8400 rpm.
(2) After ignition occurs in the number 2 and number 5 combustion liners, the flame
propagates via the crossover connections to the remaining four combustion liners. Once
the fuel–air mixture ignites, combustion is self–sustained as long as fuel is supplied.

Rolls–Royce
12–6. IGNITION EXCITER
A. Description
(1) The ignition exciter (11, Figure 12–2) is a high tension, triggered gap, capacitor–discharge
type exciter. The ignition exciter furnishes the high voltage required to fire two spark
igniters, one each in the number 2 and the number 5 combustion liners. The exciter is a
hermetically sealed unit. It is remote–mounted for gaseous or dual fuel applications.
(2) The ignition exciter operates on a dc voltage that ranges between 20 and 29 volts.
Variations of input voltage affect the spark rate but do not have a proportionate effect on
the amount of energy dissipated in the spark.
B. Removal
WARNING: THE IGNITION SYSTEM MUST BE OFF FOR AT LEAST 5 MINUTES BEFORE
YOU HANDLE IT. THIS PERIOD OF TIME ALLOWS THE BLEED RESISTORS,
WITHIN THE IGNITION EXCITER, TO DISSIPATE ENERGY THAT IS STORED
IN THE CONDENSERS. SEVERE INJURY OR DEATH MAY OCCUR.
(1) Remove the spark igniter leads (12).
(2) As an added precaution to get rid of any dangerous energy which could persist if the bleed
resistors were open, short the center electrode of the high–tension connector to the case
of the ignition exciter.
(3) Remove ignition exciter (11) per local requirements.
C. Ignition Test
WARNING: THE IGNITION EXCITER TEST MUST NOT BE PERFORMED IN AN AREA
WHERE THERE IS THE POSSIBILITY OF A FUEL LEAK OR ANY OTHER
EXPLOSIVE MATERIAL WHICH COULD BE IGNITED. INJURY OR DAMAGE
MAY OCCUR.
(1) Connect two known good spark igniter lead assemblies (12) and spark igniters (1) to
ignition exciter (11).
WARNING: NEVER HANDLE AN ENERGIZED SPARK IGNITER. SERIOUS PERSONAL
INJURY MAY OCCUR FROM CONTACT WITH AN ENERGIZED IGNITER.
(2) Adjust a power supply to 24 volts dc. Set the power supply to OFF.
CAUTION: REVERSING POLARITY CAN CAUSE INTERNAL DAMAGE TO THE
IGNITION EXCITER.
(3) Clip a jumper lead from the spark igniter case and to the ground of the power supply.
(4) Connect a 16–gage (minimum) lead from the power supply output terminal to the ignition
exciter input pin.
CAUTION: NEVER OPERATE AN IGNITION EXCITER WITHOUT SPARK IGNITER
LEADS AND SPARK IGNITERS. SPARK INTENSITY IS SUCH THAT THE
CONNECTORS WILL BE DAMAGED FROM ARCING.
(5) Apply 24 volts dc to the input terminal of the ignition exciter and check the spark igniter firing.

1. SPARK IGNITER ASSY (2) 7. INNER SUPPORT LINER BODY (4)
2. BOLT (3) 8. BOLT (8)
3. BOLT (1) 9. SPARK IGNITER MOUNTING GASKET (8)
4. SPARK IGNITER MOUNTING GASKET (4) 10. 2–PIECE IGNITER LINER SUPPORT (4)
5. 2–PIECE IGNITER LINER SUPPORT (2) 11. IGNITION EXCITER ASSY
6. BRACKET 12. SPARK IGNITER LEAD ASSY (2)

Rolls–Royce
Engine Ignition System

Figure 12–2

Rolls–Royce
CAUTION: THE IGNITION SYSTEM HAS A MAXIMUM CONTINUOUS RATING OF
THREE MINUTES. HOWEVER, TO PREVENT OVERHEATING OF THE
EXCITER, THE OPERATING CYCLE SHOULD NOT BE MORE SEVERE THAN
TWO MINUTES ON, THREE MINUTES OFF, TWO MINUTES ON AND 23
MINUTES OFF. DAMAGE WILL OCCUR.
(6) Determine whether the observed spark is the initial (trigger) spark, or the actual ignition
spark. The trigger spark is a continuous, flowing spark, while the ignition spark is
instantaneous, very brilliant, and accompanied by a sharp report. This latter spark
observed at each igniter is repetitive with a rate of approximately six to eight sparks per
second. If either igniter fails to fire, fires at a greatly reduced rate, fires intermittently, or
fires only the trigger spark, replace the ignition exciter.
(7) If there is a question about the ignition exciter after the above tests, check it at 20 volts dc
input (measured at the input terminal of the ignition exciter). The minimum acceptable
spark rate at 20 volts dc input is four sparks per second.
D. Installation
(1) Install ignition exciter (11) per local requirements.
(2) Install spark igniter leads (Ref. this Section).
12–7. SPARK IGNITER LEAD ASSEMBLIES
A. Removal
WARNING: SERIOUS PERSONAL INJURY MAY OCCUR IF IGNITION SYSTEM IS
ENERGIZED.
(1) Make sure 24 volts dc is removed from the input of ignition exciter (11, Figure 12–2).
WARNING: THE IGNITION SYSTEM SHOULD BE OFF AT LEAST 5 MINUTES BEFORE
HANDLING THE IGNITION SYSTEM COMPONENTS. SEVERE INJURY MAY
OCCUR.
(2) Disconnect spark igniter leads (12) from the ignition exciter while you hold the lead
assemblies to prevent them from turning. Remove the terminal from the ignition exciter by
a pull straight outward with no rotational movement.
NOTE: The location and position of clamps and long bolts should be recorded to assist
installation.
(3) Disconnect the spark igniter leads from spark igniters (1) while you hold the lead
assemblies to prevent them from turning. Remove the terminal from the spark igniters by
a pull straight outward with no rotational movement.
NOTE: Mark the location of clamps and long bolts for installation.
(4) Remove bolts (2 and 3), clamps, and bracket (6) as required.
B. Inspection
(1) Inspect the spark igniter leads for cuts, kinks, and damage. Replace the spark igniter
leads as required.
(2) Inspect the terminals for damage. Replace the spark igniter leads as required.
C. Installation
(1) Install the spark igniter leads to the ignition exciter and spark igniters. Tighten the coupling
nuts finger tight only.
(2) Hold the lead assemblies to prevent twisting and torque the four coupling nuts 100 – 120 lb
in. (11.3 – 13.6 Nm).
(a) At the ignition exciter ends, lockwire the coupling nuts to each other.
(b) At the spark igniters ends, lockwire the coupling nuts per Figure 12–3.

Rolls–Royce
QHI031AD
Lockwire of Spark Igniters, Spark Igniter Leads, and Liner Supports

Figure 12–3
12–8. SPARK IGNITERS AND LINER SUPPORTS
A. Description
(1) Six liner supports (5 and 10, Figure 12–2) are mounted on the outer combustion case.
They extend through the outer combustion case to axially retain the six combustion liners.
(2) Two spark igniters (1) are mounted on the outer combustion case, one igniter for the
number 2 combustion liner and one spark igniter for the number 5 combustion liner.
(3) Combustion liners (number 1, 3, 4, and 6), that do not have spark igniters, have inner liner
body supports (7) to fill the gap at the combustion liners.
(4) During starts, the spark igniters receive electrical energy from ignition exciter (11). This
ignites the fuel–air mixture in the combustion liners.
B. Removal
WARNING: NEVER HANDLE AN ENERGIZED SPARK IGNITER. MAKE SURE THE
IGNITION SYSTEM HAS BEEN OFF FOR AT LEAST FIVE MINUTES BEFORE
REMOVING A SPARK IGNITER. THIS TIME WILL ALLOW THE IGNITION
EXCITER BLEED RESISTORS TO DISSIPATE ALL ENERGY STORED IN THE
CONDENSERS. SEVERE INJURY OR DEATH MAY OCCUR IF AN
ENERGIZED SPARK IGNITER IS HANDLED.
(1) Remove the spark igniter leads (Ref. this Section).
(2) Apply penetrating oil, VV–P–216, to bolts (2, 3, and 8) and allow sufficient time for the
penetrating oil to penetrate the threads.
(3) Remove the bolts, spark igniters (1) or inner liner body supports (7), gaskets (4 and 9),
liner supports (5 and 10), and gaskets (4 and 9) from the outer combustion case. Discard
all gaskets.
NOTE: The location of long bolts should be recorded for installation purpose.

Rolls–Royce
C. Inspection
(1) Inspect the liner supports for wear and/or burning. Wear over 1/32 in. (0.8 mm) deep on
both sides or worn through is cause for replacement of the liner support.
NOTE: If the liner support is worn on one side and not worn through, it may be used
again, but it must be rotated 180 degrees when installed.
(2) Inspect the igniter center electrode length. If the electrode is shorter than the ceramic,
replace the igniter.
NOTE: During engine operation, the electrodes erode (or burn away) become rounded.
This is a natural condition and does not affect spark igniter performance unless
the electrode becomes shorter than the ceramic. When this condition occurs,
replace the spark igniter.
(3) Inspect the spark igniter ceramic tips for cracks. If any cracks are visible through the
carbon coating, replace the spark igniter.
(4) Make sure the spark igniters have fired. Use a bristle brush or a clean dry cloth to clean
the carbon deposits from the spark igniters.
D. Test
WARNING: NEVER HANDLE AN ENERGIZED SPARK IGNITER. SERIOUS PERSONAL
INJURY MAY OCCUR FROM CONTACT WITH AN ENERGIZED SPARK
IGNITER.
WARNING: THE SPARK IGNITER TEST SHOULD NOT BE PERFORMED IN AN AREA
WHERE THERE IS THE POSSIBILITY OF A FUEL LEAK OR ANY OTHER
EXPLOSIVE MATERIAL WHICH COULD BE IGNITED. INJURY OR DAMAGE
MAY OCCUR.
(1) Connect a known good ignition exciter (11) and spark igniter lead assemblies (12) to the
spark igniters (1) under test.
(2) Set the power supply to OFF.
(3) Use a clip jumper wire to connect the case of the spark igniter to the ground of the power
supply.
CAUTION: REVERSING POLARITY CAN CAUSE INTERNAL DAMAGE TO THE
IGNITION EXCITER.
(4) Connect the positive output of the power supply to the ignition exciter input. Connect the
negative output of the power supply to the ignition exciter case.
NOTE: A minimum wire size of 16 gage shall be used for power supply connections.
(5) Apply 24 volts dc to the input terminal of the ignition exciter and observe the firing. If a
spark does not appear or if the spark rate is intermittent, replace the spark igniter.
NOTE: A difference in the spark rate between the two igniters is not cause for rejection
unless a spark rate is intermittent.
(6) Shut off the 24 volts dc power to the ignition exciter. Short the spark igniter outputs with
an insulated tool.
(7) Remove the spark igniters from the test equipment.
E. Installation
(1) Make sure there is no moisture, lubricant, or foreign material is in the terminals of the
spark igniter leads and the electrical connector wall of the spark igniters.
(2) Apply Ablube, MIL–L–25681, to the threads of bolts (2, 3, and 8).
NOTE: The order of assembly shown in Figure 12–2 must be observed.

Rolls–Royce
(3) Install gaskets (4 and 9), liner supports (5 and 10), gaskets (4 and 9), and liner body
supports (7) or spark igniters (1), and bolts (2, 3, and 8). Torque the bolts 70 – 85 lb in.
(8.0 – 9.6 Nm).
NOTE: If liner support wear is 0.03125 or 1/32 in. (0.8 mm) and not worn through rotate
180 degree prior to installation.
CAUTION: THE LEAD OF THE SPARK IGNITER LEAD ASSEMBLY MUST BE HELD
WHEN YOU TURN, TIGHTEN, OR TORQUE THE COUPLING NUT. THIS
WILL PREVENT DAMAGE TO THE SPARK IGNITER LEAD ASSEMBLY.
(4) Connect the spark igniter lead assemblies (12) to each spark igniter (1). Torque the lead
assembly coupling nuts 100 – 120 lb in. (11.3 – 13.6 Nm).
(5) Lockwire the coupling nuts and/or bolts as shown in Figure 12–3.

Rolls–Royce
SECTION 13
TURBINE UNIT
TABLE OF CONTENTS

13–2 Life–Limited Parts 13–3
13–3 Inspection and Maintenance 13–3
13–4 Removal of Turbine Unit 13–4
13–5 Removal of Combustion Liners 13–10
13–6 Disassembly of Turbine Unit 13–10
13–7 Cleaning of Turbine Unit 13–17
13–8 Inspection of Turbine Unit 13–17
13–9 Assembly of Turbine Unit 13–19
13–10 Installation of Combustion Liners 13–21
13–11 Installation of Turbine Unit 13–21
13–13 Testing of Turbine Unit 13–23
TURBINE UNIT Page 13–1

May 01/00
Rolls–Royce
INDEX TO FIGURES

13–1 Turbine Unit – Removal and Installation 13–5
13–2 Compressor Rotor Holder 13–9
13–3 Turbine Unit Lifting Adapter 13–10
13–4 Combustion Liner Lifting Adapter 13–12
13–5 6799717 Turbine Inlet Case Cover 13–12
13–6 Turbine Unit Front Components – Removal and Installation 13–14
13–7 Turbine Unit – Disassembly and Assembly 13–15
13–8 Diffuser Sump Carbon Buildup Location 13–18
13–9 Diffuser Sump Screen Installation 13–19
13–10 Bearing Retainer and Support Assembly Bolt Locations 13–21
INDEX TO TABLES

13–1 Turbine Rotor Life–Limited Parts 13–3
Page 13–2 TURBINE UNIT

May 01/00
Rolls–Royce
SECTION 13
TURBINE UNIT
13–1. DESCRIPTION AND OPERATION

A. The turbine unit (32, Figure 13–1) is an air–cooled two–stage turbine. The turbine unit converts
the energy of hot gases that leave the combustion liners into shaft horsepower. The turbine unit
drives the compressor, accessory drive unit, and the power turbine.
B. Primary components of the turbine unit include:
– combustion chamber inner casing
– combustion chamber inner casing liner
– turbine inlet casing
– 2nd–stage turbine vane casing
– turbine vane segments
– turbine rotor
C. When the turbine unit is installed, the combustion chamber inner casing and combustion
chamber inner casing liner (front end) form a part of the combustion section (Ref. Section 12).
D. The turbine inlet casing bolts to the outer combustion case at the front and to the 2nd–stage
turbine vane casing at the rear. The turbine inlet casing contains the turbine bearing support
and the 1st–stage vane segments. It also provides a mount for 18 turbine borescope port
plugs.
E. The 2nd–stage turbine vane casing bolts to the turbine inlet casing at the front. The 2nd–stage
turbine vane casing encloses the turbine rotor and the 2nd–stage turbine vane segments.
F. The turbine rotor consists of a shaft, 1st–stage turbine wheel and blades, 2nd–stage turbine
wheel and blades, and the 1st to 2nd–stage spacer. Each stage is splined together and
clamped by tie bolts. The turbine rotor is supported by the splines at the rear of the compressor
and by a roller bearing in front of the 1st–stage turbine wheel.
13–2. LIFE–LIMITED PARTS
A. Cyclic life limits have been established for certain turbine rotor parts.
B. A cycle for life limit determination consists of an engine start, acceleration to near the rated
power conditions, and a shutdown.
C. It is the responsibility of the operator to maintain a record of the number of start–stop cycles on
the applicable parts.
D. The turbine rotor assembly parts and the recommended life limit cycles subjected to these
components are given in Table 13–1. If the following components require replacement, the
turbine unit must be sent to an Authorized Maintenance Center.
Table 13–1
Turbine Rotor Life–Limited Parts
Turbine Unit Component Recommended Cycles
1st–Stage Turbine Wheel 40,000
2nd–Stage Turbine Wheel 16,000
1st to 2nd–Stage Spacer 14,000
13–3. INSPECTION AND MAINTENANCE

A. Inspect for surface defects of the turbine rotor blades and the turbine vanes (Ref. Section 3).
B. Surface defects of the turbine rotor blades and vanes are classified as dents, nicks, cracks,
erosion, and hot corrosion (sulfidation).

May 01/00
Rolls–Royce
13–4. REMOVAL OF TURBINE UNIT
NOTE: Removal of the turbine unit can be done at the Maintenance Service Level 1 (Operational
Level) if fully trained and qualified personnel and special tools and equipment are available.
A. Reasons for local removal of the turbine unit are:
(1) To perform a hot section inspection
(2) To replace the combustion liners
(3) To replace the 1st–stage vane segments and/or saddles
(4) To replace the turbine unit and/or the turbine rotor
(5) To replace a damaged component of the turbine unit
B. Initiate external stripping.
(1) Record or identify all items to be removed (for ease of installation).
(2) Leave the ignition leads attached to the spark igniters (to protect the lead ends).
C. Remove the gas generator (GG) in accordance with Section 3.
NOTE: The GG must be separated and removed from the power turbine before the turbine
unit can be removed. The procedures that follow assume the GG is removed and
mounted in 6799609 transportation and storage stand.
WARNING: THE IGNITION SYSTEM SHOULD BE OFF AT LEAST 5 MINUTES BEFORE
HANDLING THE IGNITION SYSTEM COMPONENTS. SEVERE INJURY MAY
OCCUR.
D. Lubricate the liner support and spark igniter bolts with VV–P–216 penetrating oil. Remove the
bolts, liner supports, igniters, and gaskets (Ref. Section 12).
E. Remove the thermocouple harness (Ref. Section 5).
F. Remove the vibration pickup, other instrumentation devices, tubes, and leads that may interfere
with removal (or become damaged during removal) of the turbine unit.
G. Remove the engine rear components.
(1) Bend the tabs of lockplate (3, Figure 13–1) away from bolts (2).
(2) Remove the bolts and the lockplate.
1. TURBINE TO COMPRESSOR TIE BOLT ASSY 17. FRONT COMBUSTION LINER ASSY
2. BOLT 18. FRONT COMBUSTION LINER ASSY (DLE)
3. TIE BOLT LOCK PLATE 19. SELF–LOCKING NUT
4. PACKING 20. BOLT
5. LOCKSTEP RING ASSY 21. IGNITER FERRULE MOUNT ASSY
6. – 22. CROSSOVER FERRULE
7. OUTER COMBUSTION CHAMBER CASE ASSY 23. COMBUSTION LINER TRANSITION ASSY
8. OUTER COMBUSTION CHAMBER CASE ASSY (DLE) 24. COMBUSTION LINER CROSSOVER CLAMP ASSY
9. SELF–LOCKING NUT 25. SELF–LOCKING NUT
10. BOLT 26. BOLT
11. HEADLESS SHOULDERED PIN 27. COMBUSTOR CROSSOVER SPACER
12. INSERT 28. CROSSOVER TUBE (DLE)
13. PIN 29. CROSSOVER SPACER (DLE)
14. BOLT 30. SPLIT SEAL PISTON RING
15. EFFUSION COOLED COMBUSTION LINER ASSY 31. PACKING
16. DLE COMBUSTION LINER ASSY 32. TURBINE UNIT

May 01/00
Rolls–Royce
Turbine Unit – Removal and Installation


May 01/00
Rolls–Royce


May 01/00
Rolls–Royce


May 01/00
Rolls–Royce


May 01/00
Rolls–Royce
Compressor Rotor Holder

Figure 13–2
H. Unscrew and remove tie bolt (1, Figure 13–1).
(1) Use a wrench, such as a strap wrench or a wrench designed to fit the six holes (if the tie
bolt can not be turned by hand).
(2) Hold the compressor rotor while you break the tie bolt torque (Ref. Figure 13–2).
(3) Remove and discard packing (4, Figure 13–1) and lockstep ring (5) from the tie bolt.
I. Attach 23030212 turbine unit lifting adapter to the turbine rotor and the 2nd–stage turbine vane
casing (Ref. Figure 13–3). Attach a hoist and lift to remove the weight.
(1) Remove bolts and nuts (10 and 9, Figure 13–1) and carefully pull the turbine unit (32)
rearward. Disengage it from the compressor diffuser, compressor rotor splines, and the
outer combustion casing (7 or 8).
(2) Completely remove the turbine unit and stand it vertically (combustion liners up) on a
smooth, flat, level, firm base (floor or bench). Turbine unit lifting adapter, 23030212, also
serves as a stand and most of the disassembly and assembly can be done with it
attached. Detach the hoist from lift and stand.
(3) Remove packings (31) and split seal piston rings (30) from front end of the turbine unit.
Discard the packings and the split seal piston rings, and nuts (9)

May 01/00
Rolls–Royce
23030212 Turbine Unit Lifting Adapter

Figure 13–3
13–5. REMOVAL OF COMBUSTION LINERS

CAUTION: WHEN YOU MARK OR IDENTIFY ANY PART THAT IS SUBJECTED TO HIGH
TEMPERATURES, DO NOT USE ANY MARKING MATERIAL THAT CONTAINS
GRAPHITE. GRAPHITE MAY CAUSE DAMAGE TO THE PART.
A. Mark combustion liner positions 1 thru 6, with an approved marker. The proper markers are
given in Section 15.
B. Use 23003623 combustion liner lifting adapter to hoist and remove the combustion liners from
the turbine unit (Ref. Figure 13–4).
C. To protect the turbine unit during disassembly or temporary storage, install 6799717 turbine inlet
case cover over the turbine inlet casing (Ref. Figure 13–5).
13–6. DISASSEMBLY OF TURBINE UNIT
A. Remove screws (3, Figure 13–6) and bolts (2).
B. If installed, remove 6799717 turbine inlet case cover.
C. Remove bolts (4) and gang channel nuts (5 and 6).
D. Carefully slide off combustion chamber inner casing (1). Use 6797000 tee–handle pullers as
jackscrews.
E. Remove gasket (7) and seal (8). Discard the gasket and the seal.
F. Remove bolts (11) and move inner casing liner (10) mounting flange forward enough to remove
bolts (17 and 21). Remove the inner casing liner, seal (14), and pressure and scavenge oil tube
assemblies (16 and 20). Discard the seal.
G. Bend tab down, remove oil nozzle (18), and remove tab lockwasher (19). Discard the tab
lockwasher.
H. If the turbine unit is to be transferred to an overhaul stand, reverse the turbine unit position.

May 01/00
Rolls–Royce
CAUTION: AT THIS POINT OF DISASSEMBLY, SOME INSPECTION OF THE TURBINE

BEARING AND ASSOCIATED PARTS IS POSSIBLE. DO NOT REMOVE
COMPONENTS AT THIS TIME, PARTICULARLY THE BEARING, BECAUSE
UNDUE STRESS MAY BE APPLIED TO THE LABYRINTH SEALS AND DAMAGE
TO THEM MAY OCCUR. IT IS ADVISABLE TO INSTALL SOME OF THE BOLTS
BEFORE YOU PROCEED TO REMOVE THE 2ND–STAGE VANES AND THE
TURBINE ROTOR.
I. Install some bolts (11) to hold bearing support assembly (24) and secondary labyrinth seal
stator (31).
CAUTION: DO NOT REMOVE BEARING OUTER RACE AND BEARING CAGE. DAMAGE TO
BEARING ASSEMBLY MAY OCCUR.
J. Remove bolts (27), bearing retainer plate (26), and vibration isolator (30). Leave bearing outer
race (28) and bearing cage (29) to hold the rollers to the bearing inner race.
K. Mark the location of vibration pickup bracket (7, Figure 13–7) and the long slab head bolts (4) to
aid installation.
L. Remove bolts (4), nuts (3), and vibration pickup bracket (7). Remove turbine inlet casing (1)
and attached components as an assembly. Put this assembly on a bench (to be disassembled
later if necessary).
M. Remove bolts (11, Figure 13–6), bearing support (24), and secondary labyrinth seal stator (31).
N. Remove 23030212 turbine unit lifting adapter and set the assembly in a holding fixture.
O. Remove long screws (4, Figure 13–7) from the 2nd–stage vane and turbine rotor.
NOTE: The 2nd–stage turbine vanes and the turbine rotor will remain together as an
assembly. A method must be used to hold the 2nd–stage vane and turbine rotor
assembly (such as a hole in the workbench that the rotor shaft can be inserted down
and a clamp installed to hold the 2nd–stage vane and rotor to the work bench.
CAUTION: DO NOT DISTURB THE BALANCE OF THE ROTOR. FURTHER DISASSEMBLY

AND ASSEMBLY MUST BE DONE AT AN AUTHORIZED MAINTENANCE CENTER.
P. The 2nd–stage vane and turbine rotor is now free for cleaning, inspection, and minor repair.
Damage to this unit will require replacement of a complete turbine unit assembly.
Q. Finish disassembly of the unit (after it is removed and put on a work bench).
(1) Remove screws (23, Figure 13–6), gang channel nuts (12 and 13), and primary labyrinth
seal stator (22).
NOTE: The position of the gang channel nuts should be marked to aid assembly.
(2) Remove bolts (14, Figure 13–7), gang channel nuts (15 and 16), and guide vane and seal
support (13).
(3) Remove 1st–stage vane segments (19), 1st–stage saddles (20), and 1st–stage vane air
seal ring (21) from turbine inlet casing (1).
(4) Remove the 1st–stage vane air seal ring from the 1st–stage vane segments.
(5) Remove the 1st–stage vane segments from guide vane and seal support (13).

May 01/00
Rolls–Royce
Combustion Liner Lifting Adapter

Figure 13–4
6799717 Turbine Inlet Case Cover

Figure 13–5

May 01/00
Rolls–Royce
1. COMBUSTION CHAMBER INNER CASING ASSY 19. KEY WASHER

2. BOLT (10) 20. TURBINE FRONT SCAVENGE OUTLET TUBE ASSY
3. SCREW (4) 21. BOLT (2)
4. BOLT (24) 22. TURBINE BEARING PRIMARY STATOR LABYRINTH
5. GANG CHANNEL NUT (1) SEAL
6. GANG CHANNEL NUT (5) 23. SCREW (4)
7. METALLIC SEAL 24. TURBINE BEARING SUPPORT ASSY
8. METALLIC SEAL 25. STEPPED PIN
9. FORWARD CASING ASSY FLANGE 26. TURBINE BEARING RETAINER PLATE
10. COMBUSTION CHAMBER INNER CASING LINER ASSY 27. BOLT (8)
11. BOLT (24) 28. ROLLER BEARING
12. GANG CHANNEL NUT 29. TURBINE BEARING CAGE
13. GANG CHANNEL NUT 30. TURBINE BEARING VIBRATION ISOLATER
14. METALLIC SEAL 31. TURBINE BEARING SECONDARY STATOR
15. COMBUSTION CHAMBER INNER BELLOWS LABYRINTH SEAL
16. TURBINE BEARING OIL PRESSURE TUBE ASSY 32. TURBINE INLET CASING ASSY
17. BOLT (2) 33. STUD (36)
18. OIL NOZZLE 34. PIN
1. TURBINE INLET CASING ASSY 14. BOLT (24)
2. 2ND STAGE TURBINE VANE CASING 15. GANG CHANNEL NUT
3. SELF–LOCKING NUT (48) 16. GANG CHANNEL NUT
4. BOLT (39) 17. TURBINE FRONT HONEYCOMB SEAL ASSY
5. SHOULDER STUD (24) 18. TURBINE VANE SUPPORT
6. LOCKING PIN (10) 19. 1ST–STAGE TURBINE VANE SEGMENT ASSY
7. VIBRATION PICKUP BRACKET 20. 1ST–STAGE TURBINE SADDLE
8. FRONT TURBINE CASING PILOTING KEY 21. 1ST–STAGE VANE AIR SEAL RING
9. 2ND–STAGE AIR SEAL RING 22. TURBINE BEARING RETAINER NUT
10. 2ND–STAGE VANE ASSY RETAINER 23. ROLLER BEARING
11. 2ND–STAGE TURBINE VANE SEGMENT ASSY 24. TURBINE BEARING SECONDARY ROTATING LAB. SEAL
12. TURBINE ROTOR ASSY 25. TURBINE BEARING PRIMARY ROTATING LAB. SEAL
13. TURBINE VANE AND SEAL SUPPORT 26. PIN

May 01/00
Rolls–Royce
Turbine Unit Front Components – Removal and Installation

Figure 13–6

May 01/00
Rolls–Royce
Turbine Unit – Disassembly and Assembly


May 01/00
Rolls–Royce
Turbine Unit – Disassembly and Assembly


May 01/00
Rolls–Royce
13–7. CLEANING OF TURBINE UNIT

A. General
(1) Inspect all parts for cleanliness.
WARNING: P–D–680–2 DRY CLEANING SOLVENT IS TOXIC. PROVIDE ADEQUATE
VENTILATION.
(2) If required, clean part with a rag dampened with P–D–680–2 dry cleaning solvent. Use
care not to contaminate the bearing seals.
(3) Allow to air dry after cleaning.
B. Diffuser Sump Area
Cleaning of Diffuser Sleeve
CAUTION: REMOVE SCAVENGE OIL TUBES BEFORE CLEANING TO PREVENT
CONTAMINATION. DAMAGE MAY OCCUR.
(1) Remove external scavenge pump oil tubes (Ref. Section 7). Plug both tubes to prevent
contamination.
CAUTION: CARBON DEPOSITS IN THE DIFFUSER SUMP CAN BECOME DISLODGED
DURING TURBINE UNIT REPLACEMENT AND CAUSE BLOCKAGE OF THE
SUMP DRAIN. WHEN THE TURBINE UNIT IS REPLACED, A THOROUGH
CLEANING OF THIS AREA IS ESSENTIAL. DAMAGE MAY OCCUR.
(2) If required, remove carbon deposit buildup in the area just outboard of the diffuser sleeve
in the baffle welded area. Use AMS–3160 mineral spirits (Ref. Figure 13–8).
(3) Remove bolts, scavenge oil tube adapter, gasket, and oil screen. Discard the gasket (Ref.
Figure 13–9).
(4) If required, inspect the baffle and welded area for damage. Damage is not allowed.
(5) Clean the sump area and the drain tube.
(6) Flush the sump area and drain.
(7) Install gasket, oil screen, scavenge oil tube adapter, and bolts. Torque the bolts 70 – 85 lb
in. (8.0 – 9.6 Nm) and lockwire the bolts (Ref. Figure 13–9).
(8) Install o–rings, the LH and RH scavenge tubes, and bolts. Torque the bolts 70 – 85 lb in.
(8.0 – 9.6 Nm). Lockwire the bolts.
13–8. INSPECTION OF TURBINE UNIT
A. If an in–depth inspection and repair of the turbine unit components and parts are required, such
as the 2nd–stage vane and turbine rotor, contact an Authorized Maintenance Center.
B. Cracks are not allowed.
C. When the turbine unit is removed from the GG, certain hot section items (not considered part of
the turbine unit) are removed with it. At this time, it is convenient and expedient to inspect and
repair these items, such as the combustion outer casing (7 or 8, Figure 13–1).

May 01/00
Rolls–Royce
QHJ065XA
Diffuser Sump Carbon Buildup Location
Figure 13-8

May 01/00
Rolls–Royce
Diffuser Sump Screen Installation

Figure 13–9
13–9. ASSEMBLY OF TURBINE UNIT

A. Install the following components to the turbine inlet casing (1, Figure 13–7) to form an
assembly, that will be installed later.
NOTE: There are different configurations of 1st–stage vane segments for different
circumferential locations. Some have plain flanges, some have flanges with a
half–circular notch, and some have no flange but accommodate a saddle which goes
over the turbine inlet casing studs.
(1) Install 1st–stage vane segments (19) to guide vane and seal support (13). If required, use
masking tape and tape the 1st–stage vane segments to hold in place.
NOTE: The 1st–stage vane segment assemblies are installed in accordance with
Illustrated Parts Catalog, CSP13011.
(2) Install 1st–stage vane air seal ring (21), 1st–stage saddles (20), 1st–stage vane segments
(19), and guide vane and seal support (13) into turbine inlet casing (1) and secure with
bolts (14) and gang channel nuts (15 and 16). Torque bolts 74 – 89 lb in. (8.4 – 10.0 Nm).
Lockwire the bolts.
(3) Install primary labyrinth seal stator (22, Figure 13–6), gang channel nuts (12 and 13), and
screws (23) on the rear of turbine inlet casing (32). Torque the screws 37 – 42 lb in. (4.2 –
4.7 Nm).
(4) Remove all masking tape which was used to hold parts in place.
CAUTION: BE CAREFUL NOT TO DAMAGE TURBINE BLADES.
B. Mount the 2nd–stage vane and rotor assembly in the locally–fabricated fixture.
C. Carefully install turbine unit lifting adapter, 23030212, to the 2nd–stage vane and rotor
assembly. Secure with bolts and nuts (Ref. Figure 13–3).

May 01/00
Rolls–Royce
D. Use a hoist to put the 2nd–stage vane and rotor assembly (with the rotor staff up) to rest on the
turbine unit lifting adapter. Remove the hoist.
E. Put the built–up turbine inlet casing (1, Figure 13–7) on the 2nd–stage vane and rotor assembly.
F. Install vibration pickup bracket (7), long slab head bolts (4), and nuts (3) at the positions
marked. Install short slab head bolts (4) and nuts (3) to splitline A. Torque all nuts 74 – 89 lb
in. (8.4 – 10.0 Nm).
G. Make sure the following parts are installed on the bearing support assembly (24, Figure 13–6):
(1) Bearing vibration isolator (30), which is pinned to bearing support and bearing cage (29).
(2) The bearing cage, which is keyed to the bearing support assembly.
(3) Bearing outer race (28).
(4) Secondary labyrinth seal stator (31).
(5) Install bearing retainer plate (26) and bolts (27) as shown in Figure 13–10. Torque the
bolts 70 – 85 lb in. (8.0 – 9.6 Nm). Lockwire the bolts in pairs.
H. Put the assembled bearing support assembly over the turbine rotor shaft, the secondary
rotating labyrinth seal, and the roller bearings. Do not install any more bolts at this time.
I. If required, install tab lockwasher (19, Figure 13–6) and oil nozzle (18) on pressure oil tube
assembly (16). Torque the oil nozzle 70 – 85 lb in. (8.0 – 9.6 Nm) and bend the locking tab on
tab lockwasher to hold the oil nozzle.
J. Install pressure oil tube assembly to bearing retainer plate (26) and secondary labyrinth seal
stator (31) and secure with pressure oil tube bolts (17) as shown in Figure 13–10. Torque bolts
70 – 85 lb in. (8.0 – 9.6 Nm). Lockwire the bolts.
K. Install scavenge oil tube assembly (20) to bearing retainer plate (26) and secondary labyrinth
seal stator (31) and secure with scavenge oil tube bolts (21) as shown in Figure 13–10. Torque
L. Install seal (14, Figure 13–6) in rear end of inner casing liner (10) and carefully slip inner casing
liner over the installed oil tubes (16 and 20). Install bolts (11) and gang channel nuts (12 and
13). Torque the bolts 74 – 89 lb in. (8.4 – 10.0 Nm). Lockwire the bolts.
M. Install seal (8) on forward end of inner casing liner (10).
N. Install split seal rings (30, Figure 13–1) on forward end of inner casing (1, Figure 13–6). Make
sure split seal rings are locked and have freedom of movement.
O. Install gasket (7) on turbine inlet casing (32) forward inner casing flange. Carefully install inner
casing (1) over inner casing liner (10) and check gasket (7) for proper seating to inner casing.
Secure with bolts (4) and gang channel nuts (5 and 6). Torque the bolts 74 – 89 lb in. (8.4 –
10.0 Nm). Lockwire the bolts.
P. Align inner casing (1) to inner casing liner (10) at front end and secure with bolts (2). Torque
Q. Align inner casing (1) and pressure and scavenge oil tube assemblies (16 and 20) and secure
with screws (3). Torque the screws 22 – 26 lb in (2.5 – 2.9 Nm). Lockwire the screws.
R. Install O–rings (31, Figure 13–1) on forward end of pressure and scavenge oil tube assemblies.

May 01/00
Rolls–Royce
Bearing Retainer and Support Assembly Bolt Locations

Figure 13–10
13–10.INSTALLATION OF COMBUSTION LINERS
A. If required, put combustion liners (15 or 16, Figure 13–1) in the same position.
B. If required, install crossover tubes (27 or 28).
C. If required, install crossover spacers (29) or clamps, bolts, and nuts (24, 26, and 25) per
Section 12.
D. If required, attach combustion liners lifting adapter, 6796515, as shown in Figure 13–4.
E. Lift and install all combustion liners (Ref. Figure 13–4) as follows:
(1) Lower the combustion liners in place and lightly tap on forward outer rim to ensure a
proper seat.
(2) Tie a string around the center of the combustion liners to aid in retaining alignment.
13–11. INSTALLATION OF TURBINE UNIT
A. Remove combustion liners lifting adapter, 6796515.
B. If removed, install forward combustion supports per Section 4, to aid in combustion liners
alignment on installation.
C. Apply a light coat of clean engine oil to split seal rings (30, Figure 13–1), o–rings (31), and front
of pressure and scavenge oil tube assemblies.
D. With turbine unit lifting adapter, 23030212, and a strap for control, hoist turbine unit from the
vertical position to the horizontal position.
NOTE: The turbine unit assembly is installed to combustion chamber outer casing in the
horizontal position with engine stand, 6799609 or equivalent.
E. Align the maximum runout index ”O” mark on the compressor rotor shaft (14th–stage wheel)
with the maximum spline runout index ”O” mark on the turbine shaft.

May 01/00
Rolls–Royce
F. Carefully align and insert the turbine unit (32) into combustion chamber outer casing (7 or 8),
while you keep the combustion liners aligned. Remove alignment strap from around the
combustion liners. Continue inserting the turbine unit while you make sure the inner casing (1,
Figure 13–6) correctly engages the diffuser sleeve and the pressure and scavenge oil tube
assemblies (16 and 20) enter the funnel adapters without forcing or bending.
NOTE: It may be necessary to slightly rotate the turbine rotor to engage the splines of the
compressor rotor shaft and turbine shaft. The liner supports may be used to align the
combustion liners.
G. Secure turbine unit (32, Figure 13–1) to combustion chamber outer casing (7 or 8) with slab
head bolts (10) and nuts (9). Torque the nuts 140 – 170 lb in. (15.8 – 19.2 Nm).
H. Remove turbine unit lifting adapter, 23030212.
I. Perform turbine rotor clearance adjustment per Paragraph 13–12.
J. Install the thermocouples per Section 5.
K. Inspect and install the liner supports, igniters, and plugs per Section 12.
L. Install the harness, bolts, nuts, and brackets to the positions marked during removal.
M. Install leads to thermocouples per Section 5.
N. Make sure all components that were removed are installed to positions marked during removal.
13–12. TURBINE ROTOR CLEARANCE ADJUSTMENT
A. Secure a parallel gage bar across the rear of the turbine unit.
B. Push the turbine rotor as far forward as it will go and hold in this position. Measure and record
the distance from the parallel gage bar and tie bolt mounting flange.
WARNING: BE CAREFUL NOT TO CATCH FINGERS BETWEEN BLADES AND VANES.
INJURY MAY OCCUR TO FINGERS.
C. Carefully and slowly pull the turbine rotor rearward while you turn the rotor until a slight scraping
sound is detected, stop and hold the turbine rotor in this position. Measure and record the
distance from parallel gage bar and tie bolt mounting flange.
NOTE: If total axial travel cannot be met, inspect for correct assembly, warped vane
segments, and/or damage.
D. Subtract the distance measured and recorded in step C. from the distance measured and
recorded in Step B to give you total axial travel. The total axial travel must be at least 0.328 in.
(8.33 mm) or more. If total axial travel is less than 0.328 in. (8.33 mm), it must be corrected or
the turbine unit must be replaced.
E. Install O–ring (4, Figure 13–1) and lock–step ring (5) onto tie bolt (1).
F. Push the turbine rotor as far forward as it will go.
G. Insert and start to screw in (cw) the tie bolt a few turns. Insert shim gage, 23030210, use the
0.214 in. (6.43 mm) end, between rear surface of the turbine rotor and front end of the tie bolt
flange. Screw in (cw) the tie bolt until it seats firmly against the shim gage (Ref. Figure 13–11).
H. If tie bolt holes do not align, screw the tie bolt in (cw) only to next alignment hole. Do not
unscrew the tie bolt.
I. Align bolt holes by screwing the tie bolt in (cw) only. Use 0.207 in. side of shim gage and make
sure it can be inserted between the rear end of the turbine rotor and the front end of the tie bolt
flange.
J. Remove the shim gage and pull the turbine rotor rearward against tie bolt flange.
K. Install lockplate (3, Figure 13–1) and bolts (2) to secure tie bolt (1) to the turbine rotor. Torque
the bolts 70 – 85 lb in. (8.0 – 9.6 Nm). Loosen the bolts, and again torque the bolts 70 – 85 lb
in. (8.0 – 9.6 Nm). Bend lockplate tabs to secure bolt heads.

May 01/00
Rolls–Royce
Turbine Rotor Clearance Adjustment

Figure 13–11
13–13. TESTING OF TURBINE UNIT

A. If the GG seizes after any of the following run–in steps, to the extent that the starter will not
motor the engine to light–off speed, do a turbine inspection to recheck for proper clearances.
B. Motor the GG with fuel and ignition off to the maximum rpm available from the starter and allow
the engine to coast down. Check for vibration and scraping noise during coast down.
C. Start the GG to idle rpm and operate for 5 minutes. Shut down the GG and check vibration and
scraping noise during coast down.
D. Restart engine to highest rpm possible at dockside and determine engine performance. If
satisfactory, repeat underway at full rated conditions. Refer to Performance Evaluation Section.
Check vibration. If problems are encountered, contact an Authorized Maintenance Center for
assistance.
E. Shut down engine and check for oil leaks. Repair oil leaks as required.

May 01/00
Rolls–Royce

May 01/00
Rolls–Royce
SECTION 14
POWER TURBINE

POWER TURBINE, REFER TO THE ORIGINAL EQUIPMENT
MANUFACTURER’S MANUAL.
POWER TURBINE Page 14–1

May 01/00
Rolls–Royce
Page 14–2 POWER TURBINE

May 01/00
Rolls–Royce
SECTION 15
GENERAL MAINTENANCE
TABLE OF CONTENTS

15–2 Reuse of Parts and Components 15–3
15–3 Installation of Cotter Pins 15–4
15–4 Installation of Lockwire 15–4
15–5 Installation of O–Rings, Gaskets, and Packings 15–7
15–6 Installation of Universal Fittings 15–7
15–7 Installation of Rigid Tubes 15–12
15–8 Standard Torque Procedures 15–13
15–9 Corrosion Treatment and Painting 15–30
15–10 Dye Penetrant Inspection 15–31
15–11 Foreign Object Damage 15–31
INDEX TO FIGURES

15–1 Satisfactory Installation of Cotter Pin 15–5
15–2 Unsatisfactory Installation of Cotter Pin 15–6
15–3 Lockwire Installation 15–8
15–4 Universal Fittings 15–11
15–5 Torque of Bolts, Nuts, or Screws – Circle Pattern Sequence 15–14
15–6 Torque Wrench with Extension 15–17
GENERAL Page 15–1

MAINTAINANCE May 01/00
Rolls–Royce
INDEX TO TABLES

15–1 Lockwire Installation Chart 15–4
15–2 Standard Torque Values – List of Tables 15–13
15–3 Bolts Installed with Steel Tension–Type Nuts (Not 15–19
Self–Locking)
15–4 Bolts Installed with Steel Tension–Type Nuts (Self–Locking) 15–20
15–5 Nuts or Bolts Installed with Steel Shear–Type Nuts 15–21
15–6 Bolts Installed into Aluminum Tapped Holes (With or Without 15–22
Inserts)
15–7 Screws Installed into Aluminum Tapped Holes (With or 15–22
Without Inserts)
15–8 Screws Installed into Tension or Shear–Type Nuts (With or 15–23
Without Self–Locking Feature)
15–9 Brass Screws, Brass Nuts, or Screws Installed in Tapped 15–24
Holes that are Brass
15–10 Brass Bolts, Brass Nuts, or Bolts Installed in Tapped Holes 15–24
that are Brass
15–11 Aluminum and Steel Unified Fine (UF) Bolts 15–24
15–12 Steel Coupling Nuts on Steel Fittings 15–25
15–13 Steel Coupling Nuts on Aluminum Fittings or Aluminum 15–25
Coupling Nuts on Aluminum Fittings
15–14 Aluminum or Steel Unified Fine (UF) Lock Nuts 15–26
15–15 Unified Fine (UF) Lock Nuts (Notched Hydraulic) 15–26
15–16 Aluminum Bushings 15–26
15–17 Aluminum Reducer Bushings 15–26
15–18 Packing–Type Coupling Nuts 15–27
15–19 Aluminum Caps 15–27
15–20 Aluminum or Steel Unions 15–27
15–21 Plugs and Bleeders 15–28
15–22 Dynamic Beam Seal Fittings 15–28
15–23 Electrical Coupling Nuts 15–29
15–24 Electrical Coupling Nuts (Non–Steel Mating Parts – One or 15–29
Both)
Page 15–2 GENERAL

May 01/00 MAINTAINANCE
Rolls–Royce
SECTION 15
GENERAL MAINTENANCE
15–1. GENERAL
A. This section gives standard maintenance criteria.
B. Consumable materials:
Specification Nomenclature
AMS 5687 Lockwire, corrosion–and–heat resistant
AMS 5689 Lockwire, corrosion–resistant steel
MIL–L–23699 Engine Oil
VV–P–236 Compound, Amojell Petrolatum
C. Special Tools and Equipment – None

15–2. REUSE OF PARTS AND COMPONENTS
A. Do not reuse lockwire, cotter pins, preformed packings, lip seals, composition gaskets, or
lockwashers.
B. Do not reuse self–locking nuts when the minimum breakaway torque is below the requirements
given in this Section.
C. Note the location and approximate position of fuel, oil, air, and drain line fittings before they are
transferred to a replacement unit. This practice will make installation easier and will enable
connection of the various lines in their correct relationship.
D. When hoses are installed, watch for evidence of a hose being twisted. Guard against chafing
against other hoses or equipment.
E. Most maintenance work can be done with tools that an engine mechanic normally has available
to him. If special tools are required they are specified in the maintenance procedures of the
item being worked on.
F. When a fluid–carrying part is removed, make a leakage check after installation by motoring or
operating the engine.
CAUTION: DO NOT USE COMMON LEAD PENCILS FOR MARKING. THEY CONTAIN
GRAPHITE THAT CAN EAT INTO METAL PARTS.
G. If information must be marked on a part, use only the approved marking pencils given at the
end of this Section.
H. Before assembly, wash all parts in the proper cleaner. Dry the parts and lubricate, if required,
with oil and corrosion resistant mixture.
I. Extreme care should be taken to prevent dirt, dust, cotter pins, nuts, washers, and other small
particles from falling into the engine during maintenance. These particles can work into the
gears or oil lines, and cause considerable damage.
J. Completely finish each step in the process of assembly as the work progresses. Do not leave a
bolt loose or a nut with no cotter–pin with the idea of coming back to it later, except as
specifically instructed herein.
GENERAL Page 15–3

Rolls–Royce
15–3. INSTALLATION OF COTTER PINS
CAUTION: INSTALL THE COTTER PIN FULLY SO THE COTTER PIN EYE IS AGAINST THE
BOLT OR STUD. THE PRONGS OF THE COTTER PIN MUST BE BENT TIGHTLY
SO THE COTTER PIN WILL NOT MOVE AXIALLY. DO NOT NICK, KINK, OR
DAMAGE THE COTTER PIN. A DECREASE IN THE COTTER PIN STRENGTH
CAN OCCUR.
CAUTION: USE THE CORRECT TOOL TO INSTALL THE COTTER PIN. AN INCORRECT
TOOL CAN DAMAGE THE COTTER PIN.
CAUTION: INSTALL A NEW COTTER PIN ONLY. DO NOT USE THE COTTER PIN AGAIN.
A. Install the cotter pin (Ref. Figure 15–1. and Figure 15–2.) so the plane of the cotter pin eye is
parallel to the axis of the bolt or the stud.
B. If necessary, hit the cotter pin lightly to push the cotter pin into the nut castellation.
C. Make sure you install the cotter pin fully. The eye of the cotter pin must be against the bolt or
stud.
D. Use the correct tool to bend the long prong of the cotter pin. Bend the long prong so it is flat on
the top of the bolt or stud.
E. If necessary, cut the long prong to the correct length.
F. If necessary, cut the short prong to the correct length.
G. Make sure the cotter pin does not move axially.
15–4. INSTALLATION OF LOCKWIRE
A. If the ambient temperature is less than 1200°F (649°C), use corrosion–resistant steel lockwire
(AMS–5689).
B. If the lockwire is in a temperature of less than 1800°F (982°C), use corrosion–and–heat

resistant lockwire (AMS–5687).
C. Check the items to be lockwired. Make sure they are correctly torqued.
D. Refer to the lockwire installation chart (Ref. Table 15–1).
Table 15–1
Lockwire Installation Chart
Twists/in. Chamfer Diameter at
Wire Diameter – in. (mm) Hole Diameter – in. (mm)
(Twists/cm) 85 – 90 Degrees – in. (mm)
0.015 – 0.017 (0.38 – 0.43) 11 – 14/in. (5/cm) 0.037 – 0.057 (0.94 – 1.44) 0.070 – 0.090 (1.78 – 2.28)
0.019 – 0.021 (0.48 – 0.53) 9 – 12/in. (4/cm) 0.037 – 0.057 (0.94 – 1.44) 0.070 – 0.090 (1.78 – 2.28)
0.024 – 0.026 (0.61 – 0.66) 9 – 12/in. (4/cm) 0.060 – 0.080 (1.53 – 2.03) 0.090 – 0.110 (2.29 – 2.79)
0.030 – 0.034 (0.77 – 0.86) 7 – 10/in. (3/cm) 0.060 – 0.080 (1.53 – 2.03) 0.090 – 0.110 (2.29 – 2.79)
0.038 – 0.042 (0.97 – 1.07) 7 – 10/in. (3/cm) 0.060 – 0.080 (1.53 – 2.03) 0.090 – 0.110 (2.29 – 2.79)
0.049 – 0.053 (1.25 – 1.34) 5 – 8/in. (2 – 3/cm) 0.060 – 0.080 (1.53 – 2.03) 0.090 – 0.110 (2.29 – 2.79)
0.061 – 0.065 (1.55 – 1.65) 5 – 8/in. (2 – 3/cm) 0.070 – 0.090 (1.78 – 2.28) 0.100 – 0.120 (2.54 – 3.04)
0.089 – 0.093 (2.27 – 2.36) 4 – 7/in. (2/cm) 0.100 – 0.120 (2.54 – 3.04) 0.140 – 0.160 (3.56 – 4.06)
Page 15–4 GENERAL

Rolls–Royce
Satisfactory Installation of Cotter Pin

Figure 15–1
GENERAL Page 15–5

Rolls–Royce
Unsatisfactory Installation of Cotter Pin

Figure 15–2
Page 15–6 GENERAL

Rolls–Royce
CAUTION: USE NEW LOCKWIRE FOR EACH INSTALLATION. DO NOT USE THE
LOCKWIRE AGAIN. DAMAGE MAY OCCUR.
CAUTION: THE LOCKWIRE MUST APPLY A FORCE IN THE CORRECT DIRECTION FOR
THE FASTENER THREAD TYPE. MAKE SURE YOU KNOW THE FASTENER
THREAD TYPE (LEFT–HAND OR RIGHT–HAND) BEFORE YOU INSTALL THE
LOCKWIRE.
E. Install the lockwire (Ref. Figure 15–3) through the first nut, the bolt, or the part. Make sure the
applied force is in the tightened direction.
F. Unless specified differently, the maximum distance between tension points is 6.0 in. (152 mm).
G. Use your hands to make the first twist of the lockwire. This will form the correct shape of the
lockwire and will check the lockwire tightness.
NOTE: If you can not access the point by hand, the first twist can be made with lockwire
pliers.
H. Check the lockwire to make sure it is tight.
I. Unless specified differently, twist the lockwire in a double strand on a pair or a group of three
nuts, bolts, or other parts. If it is not possible to use a double strand of lockwire, install a single
strand.
J. If bolts, nuts, or other parts are on the same splitline, install only one piece of lockwire.
K. Use lockwire seals to make sure an important adjustment will not change.
L. Use the same procedure to install lockwire on tube couplings, hoses, and electrical couplings.
CAUTION: KEEP THE LOCKWIRE TIGHT BUT DO NOT USE TOO MUCH FORCE WHEN
YOU TWIST IT. MAKE SURE THE LOCKWIRE DOES NOT BECOME
DAMAGED. A DECREASE IN LOCKWIRE STRENGTH CAN OCCUR.
M. Lockwire must have four to six turns per inch (per 25.4 mm) when twisted and must not be
overstressed to the point where it will break under a slight load.
N. Use spiral lockwire pliers to twist the free ends of the lockwire. If necessary, cut the free end to
0.25 – 0.50 in (6.4 – 12.7 mm) long. The free end must have three twists minimum.
O. Bend the free end of the lockwire to prevent injury.
P. Check the lockwire to make sure it is not damaged.
15–5. INSTALLATION OF O–RINGS, GASKETS, AND PACKINGS
A. Make sure the shelf life of the packaged o–rings, gaskets, and packings has not expired.
B. If the o–rings, gaskets, or packings are removed from components (or can be seen at
disassembly), replace them.
C. Check the new o–rings, gaskets, and packings prior to installation. If they are damaged,
discard them.
CAUTION: DO NOT INSTALL THE O–RINGS AND PACKINGS WITHOUT A THIN COAT OF
LUBRICATION. DAMAGE TO THE O–RING AND PACKINGS CAN OCCUR.
D. Prior to installation, lubricate the o–rings and packings.
E. Use a minimum amount of Petrolatum (VV–P–236) to hold gasket or packing in position.
15–6. INSTALLATION OF UNIVERSAL FITTINGS
A. Install universal fittings with backup rings per Figure 15–4.
B. Install the nut on the fitting and run it back until the counterbore of the nut aligns with the upper
inner corner of the gasket groove.
C. Lubricate the seal and install it on the fitting.
D. Work the backup ring into the counterbore of the nut.
GENERAL Page 15–7

Rolls–Royce
Lockwire Installation
Page 15–8 GENERAL

Rolls–Royce
GENERAL Page 15–9

Rolls–Royce
Page 15–10 GENERAL

Rolls–Royce
QHQ010XA
Universal Fittings
Figure 15–4
GENERAL Page 15–11

Rolls–Royce
E. Turn the nut down until the seal is pushed firmly against the lower threaded section of the
fitting.
F. Install the fitting into the boss, making certain the nut turns with the fitting, until the seal touches
the boss. Tighten the fitting one and one–half turns.
G. Put a wrench on the nut to prevent its turning, and position the fitting by turning it not more than
one turn.
H. Hold the fitting in its position and tighten the nut against the boss.
15–7. INSTALLATION OF RIGID TUBES
A. Remove rigid tube assemblies form components that are to be replaced. Remove all interfering
tube assemblies to allow for easy removal of the component. This precaution will help prevent
damage to the tube assemblies.
B. Flared Tubes
(1) Tube assemblies must fit and be aligned with the mating flare tube fittings in a free state so
that the nuts at each end of the assembly will engage the mating tube fitting threads up to
the final one–half turn with light finger pressure. In the event a tube does not align with the
mating fittings, reposition the mating fittings to the degree that proper alignment may be
attained. Final tightening of these fittings must be done before the tube assembly is
connected.
(2) If proper alignment cannot be attained by repositioning mating flare tube fittings, bend the
tube sufficiently to provide alignment in the free state as specified. Accomplish all bending
with the tube removed from the engine. Adjustment of the fit may be accomplished by
bending by hand at principal bends. In the event the tube cannot be bent by hand, the
tube must be clamped in a fixture or device which will not scratch, indent, crimp, or mark
the surface of the tube during the bending operation. The flattened effect of the cross
section of the tube as a result of the reforming operation must not exceed 15 percent of
the tube OD.
(3) When proper free state alignment is attained, complete the tubing installation by
simultaneously securing the coupling nuts and tightening them to proper torque.
C. Flanged Tubes
NOTE: The alignment of tube fittings with mating sealing surfaces and the securing of tube
clips must conform to the following steps.
(1) Nut and Nipple Joints. With one end hand tightened, it must be possible to locate the
nipple at the free end in its conical seating, by flexing the tube by hand, without causing a
permanent set to the assembly. The alignment of the joint must be such that the nut
readily engages with its mating thread.
(2) Setscrew Retained Flanged Adapters. The clearance and parallelism between flange and
mating surface, with the opposite end secured, must be such that the total flange area
contact can be achieved by flexing the tube by hand without causing a permanent set to
the assembly. Flange clearance holes must line up with mating holes that bolts can be
fitted without subjecting the tube to a torsional load.
(3) Clipping Points. Locate clips to securing points such that the setscrews can be fitted by
flexing the tube by hand without causing a permanent set to the assembly. Tubes which
fail to meet this requirement may be removed from the engine and reformed as follows:
(a) Tubes must be clamped in a fixture which will not scratch, indent, crimp or mark the
surface of the tube during the bending operation.
(b) Retention of the tube during bending should be made in a manner which does not
permit bending or torsional loads across welded or brazed areas.
(c) Tubes which can be corrected for fit only by submitting welded areas to bending or
torsional loads must be inspected by X–ray or Zyglo for any evidence of weld or braze
fracture prior to installation on the engine.
(d) Reformed tubes must meet the requirements of this Section.

Rolls–Royce
(4) When removal of the tube from the engine would result in excessive lost time due to the
need for teardown and rebuild, the tube may be reformed while attached to the engine if
the following precautions are followed:
(a) Bending and torsional loads must not be applied across welded or brazed areas.
(b) The tube attachment points are to be loosened after bending. (Attachment points
which are inaccessible due to the state of assembly are excluded.)
(c) Reformed tubes must meet the requirements of this Section.
15–8. STANDARD TORQUE PROCEDURES
A. Use a calibrated torque wrench when you apply torque.
B. To torque parts installed in a circle pattern, see the sequence chart (Ref. Figure 15–5).
C. If a torque value is not given in the maintenance procedure, use a torque value that is given in
one of the standard tables (Ref. Table 15–2).
Table 15–2
Standard Torque Values – List of Tables
Descriptions of Torque Application Reference
Bolts Installed with Steel Tension–Type Nuts (Not Self–Locking) Table 15–3
Bolts Installed with Steel Tension–Type Nuts (Self–Locking) Table 15–4
Nuts or Bolts Installed with Steel Shear–Type Nuts Table 15–5
Bolts Installed into Aluminum Tapped Holes (With or Without Inserts) Table 15–6
Screws Installed into Aluminum Tapped Holes (With or Without Inserts) Table 15–7
Screws Installed into Tension or Shear–Type Nuts (With or Without Self–Locking Table 15–8
Feature)
Brass Screws, Brass Nuts, or Screws Installed in Tapped Holes that are Brass Table 15–9
Brass Bolts, Brass Nuts, or Bolts Installed in Tapped Holes that are Brass Table 15–10
Aluminum and Steel Unified Fine (UF) Bolts Table 15–11
Steel Coupling Nuts on Steel Fittings Table 15–12
Steel Coupling Nuts on Aluminum Fittings or Aluminum Coupling Nuts on Aluminum Table 15–13
Fittings
Aluminum or Steel Unified Fine (UF) Lock Nuts Table 15–14
Unified Fine (UF) Lock Nuts (Notched Hydraulic) Table 15–15
Aluminum Bushings Table 15–16
Aluminum Reducer Bushings Table 15–17
Packing–Type Coupling Nuts Table 15–18
Aluminum Caps Table 15–19
Aluminum or Steel Unions Table 15–20
Plugs and Bleeders Table 15–21
Dynamic Beam Seal Fittings Table 15–22
Electrical Coupling Nuts Table 15–23
Electrical Coupling Nuts (Non–Steel Mating Parts – One or Both) Table 15–24

Rolls–Royce
Torque of Bolts, Nuts, or Screws – Circle Pattern Sequence

Figure 15–5

Rolls–Royce
D. Standard Procedures
WARNING: DO NOT BREATHE THE FUMES FROM SYNTHETIC LUBRICATING OIL. IT
CAN CONTAIN TRICRESYL PHOSPHATE. USE IN AN AREA WITH
CONTINUOUS AIRFLOW. KEEP AWAY FROM HEAT, SPARKS, AND OPEN
FLAMES. DO NOT GET IT ON YOUR SKIN OR IN YOUR EYES. WEAR
GOGGLES, CHEMICAL–RESISTANT GLOVES, AND SAFETY CLOTHING. IF
YOU GET IT ON YOUR SKIN, CLEAN WITH SOAP AND WATER. IF YOU
GET IT IN YOUR EYES, FLUSH WITH WATER. GET MEDICAL AID.
CAUTION: Do not apply lubricant to the electrical connector, unless specified differently.
Damage to the electrical harness can occur.
(1) Lubricate all engine fasteners with engine oil (MIL–L–23699) before you apply torque,
unless specified differently. Make sure the lubricants are applied to the fastener threads
and the mating surface on the part of the fastener that moves.
(2) Use the torque wrench with a smooth and continuous motion.
(3) If a nut is installed on a bolt, apply the torque to the nut.
(4) If a screw is installed with a nut, apply the torque to the nut.
NOTE: In most installations, if a fastener is removed with a wrench, it is a bolt. If a
fastener is removed with a screwdriver, it is a screw.
(5) Torque all internal–wrench (hex) bolts the same as other bolts.
(6) For special thread sizes and special applications, use the torques specified in the
applicable maintenance manual. These values override the values given in this section.
(7) If a set screw (any head type) is installed, torque to the screw torque limit.
(8) When you torque double–ended bolts with more than one thread size, torque to the limit
for the smallest thread size.
(9) Torque all sizes of pal nuts to 60 degrees or one flat more than finger tight.
(10) If the bolts, nuts, or screws are in a circle that contains metal o–ring gaskets, tighten in a
circular pattern until the bolts, nuts, or screws are tightened to the specified torque.
(11) Do step (10) again, as necessary, to make sure the bolts, nuts, or screws keep their
torques.
(12) If the bolts, nuts, or screws are in a circle pattern, tighten the bolts, nuts, or screws 180
degrees apart (cross–pattern) as follows:
(a) Tighten the bolts, nuts, or screws in a cross–pattern to half of the minimum torque.
(b) Torque the bolts, nuts, or screws in the cross–pattern again to the specified torque.
(c) Do step (b) again, as necessary, to make sure the bolts, nuts, or screws keep their
torques.
(13) If the bolt is on a splitline (not a circle), do the procedure that follows.
(a) Tighten the mid–section bolts, mid–section nuts, or mid–section screws to half the
minimum torque. Tighten all the remaining bolts, nuts, or screws to half the minimum
torque.
(b) Do step (a) again to torque the bolts, nuts, or screws to the specified torque.
(c) Do step (b) again, as necessary, to make sure the bolts, nuts, or screws keep their
torque.
(14) If you install a spanner nut with a thread size larger than 1.0 in. (25.4 mm), do the
procedure that follows.
(a) Tighten the spanner nut with your fingers.
(b) Tighten the spanner nut to the maximum specified torque.
(c) Loosen the spanner nut and tighten again to the specified torque.

Rolls–Royce
(15) If the slot in a castle nut or the lockwire hole in a bolt or screw is not aligned when you get
to the minimum torque limit, do the procedure that follows.
(a) Tighten to the next aligned position. Do not torque more than the maximum torque
limit.
(b) If you cannot get the correct alignment, loosen the nut one–half turn and tighten
again.
CAUTION: TABLE 15–4 CONTAINS TORQUE VALUES FOR SELF–LOCKING
FASTENERS. THE DRAG TORQUE IS INCLUDED IN THE VALUES IN TABLE
15–4. TORQUE THE SELF–LOCKING FASTENERS ABOVE THE DRAG
TORQUE ONLY WHEN REQUIRED BY THE APPLICABLE MAINTENANCE
MANUAL. SELF–LOCKING FASTENER AND ENGINE DAMAGE CAN
OCCUR.
(16) If you are required to torque the self–locking fastener above the drag torque, do the
procedure that follows:
(a) Use a swing scale or a dial–type torque wrench to measure the drag torque of the
self–locking fastener. Measure the drag torque while you turn the self–locking
fastener.
NOTE: The drag torque is the torque required to make the self–locking fastener
continue to turn.
(b) Record the drag torque of the self–locking fastener.
(c) Add the torque from the applicable maintenance manual to the drag torque of the
self–locking fastener.
(d) Torque the self–locking fastener to the value you calculated in step (c).
CAUTION: DO NOT MIX UNITS WHEN YOU CALCULATE THE TORQUE. IF THE
TORQUE REQUIREMENT IS LB IN., YOU MUST MAKE ALL OF THE
MEASUREMENTS AND CALCULATIONS WITH INCHES. IF THE TORQUE
REQUIREMENT IS LB FT, YOU MUST MAKE ALL OF THE MEASUREMENTS
AND CALCULATIONS WITH FEET. IF THE TORQUE REQUIREMENT IS Nm,
YOU MUST MAKE ALL OF THE MEASUREMENTS AND CALCULATIONS
WITH METERS.
(17) If an extension is used with the torque wrench (Ref. Figure 15–5), calculate the torque as
follows.
NOTE: If you use the torque wrench at 90 degrees to the extension, the torque value is
the same as on the torque wrench.
(a) If the torque wrench is the swing scale or dial indicator type (length that cannot be
changed) calculate the correct torque with the formula below:
(T x L)
S=
(L + E)
S = The corrected torque wrench reading

T = The torque that is specified for the fastener
L = The length of the torque wrench
E = The length of the extension
NOTE: The length of the wrench (L) is the distance between the center of the
square drive and the center of the hand grip. The length of the extension
(E) is the distance between the center of the openings.
(b) If it is necessary to attach the extension at an angle that is not a 180 degree angle,
the corrected length of the assembly will be L + E1. The E1 length must be used for
length E in the formula.

Rolls–Royce
Torque Wrench with Extension

Figure 15–6

Rolls–Royce
(18) Torque the nuts, bushings, unions, plugs, bleeders, and hose clamps on piping.
(a) Make sure the hose nipple does not turn on the mating surface when you tighten or
loosen the hose coupling nuts.
NOTE: The bottoming torque on bushing–type parts that seat metal–to–metal over
a seal, will be the same as fittings with the same thread size.
(b) Tighten pipe plugs sufficiently to seal.
(c) Tighten plugs with copper or aluminum asbestos gaskets until sufficiently tight.
1 Loosen the plugs.
2 Tighten the plugs.
(d) Install the hose clamps.
1 Torque the hose clamp to a range of 15.0 – 20.0 lb in. (1.7 – 2.2 Nm).
2 Loosen the hose clamp.
3 Torque the hose clamp to a range of 10.0 – 15.0 lb in. (1.2 – 1.6 Nm).
(19) Torque the dynamic beam seal fittings.
CAUTION: USE THE CORRECT LUBRICANT AS SPECIFIED IN THE APPLICABLE
MANUAL. IF LUBRICANTS OF THE WRONG TYPE ARE MIXED, OIL
CONTAMINATION AND ENGINE DAMAGE CAN OCCUR.
(a) Lubricate the nut, the fitting threads, and the area on the tube the nut touches
(b) Hold the fitting that does not turn with the wrench
(c) Torque the nut to the value listed in Table 15–20.
(20) Torque the electrical coupling nuts.
CAUTION: Do not apply lubricant to the electrical connector unless specified differently.
Damage to the electrical harness can occur.
(a) All engine harness connectors, regardless of size or location, should be torqued as
follows:
1 Tighten the harness connector to hand tight
2 Use the soft jawed pliers or the strap wrench to tighten the connector
3 Tighten the connector to prevent harness connector backshell movement.
(b) Apply the torque to the electrical connector.
NOTE: It is not necessary to torque the hose nuts, the electrical harness nuts, or
the nuts that have o–rings.

Rolls–Royce
Table 15–3
Standard Torque Values for Bolts Installed with Steel Tension–Type Nuts (Not Self–Locking)
Thread Size Torque – lb in. (Nm) Torque – lb ft (Nm)
4–40 6.0 – 8.0 (0.7 – 0.9) –
4–48 6.0 – 8.0 (0.7 – 0.9) –
6–32 7.0 – 9.0 (0.8 – 1.0) –
6–40 9.0 – 11.0 (1.0 – 1.2) –
8–32 12.0 – 15.0 (1.4 – 1.6) –
8–36 17.0 – 20.0 (2.0 – 2.2) –
10–24 25.0 – 30.0 (2.9 – 3.9) –
10–32 35.0 – 40.0 (4.0 – 4.5) –
1/4–20 60.0 – 65.0 (6.8 – 7.3) –
1/4–28 70.0 – 85.0 (8.0 – 9.6) –
5/16–18 105.0 – 115.0 (11.9 – 12.9) –
5/16–24 120.0 – 150.0 (13.6 – 16.9) –
3/8–16 – 18.0 – 20.0 (23.2 – 27.6)
3/8–24 – 20.0 – 23.0 (27.2 – 31.6)
7/16–14 – 30.0 – 32.0 (39.6 – 44.0)
7/16 – 20 – 34.0 – 38.0 (45.2 – 52.5)
1/2–20 – 47.0 – 54.0 (65.0 – 73.4)
9/16–12 – 60.0 – 65.0 (81.4 – 88.1)
9/16–18 – 65.0 – 75.0 (88.2 – 101.0)
5/8–18 – 90.0 – 100.0 (122.0 – 135.6)

Rolls–Royce
Table 15–4
Standard Torque Values for Bolts Installed with Steel Tension–Type Nuts (Self–Locking)
Thread Size Torque – lb in. (Nm) Torque lb ft (Nm)
4–40 6.0 – 8.0 (0.7 – 0.9) –
4–48 6.0 – 8.0 (0.7 – 0.9) –
6–32 8.0 – 10.0 (0.9 – 1.1) –
6–40 10.0 – 12.0 (1.1 – 1.3) –
8–32 13.0 – 17.0 (1.5 – 1.9) –
8–36 19.0 – 22.0 (2.2 – 2.4) –
10–24 27.0 – 32.0 (3.1 – 3.6) –
10–32 37.0 – 42.0 (4.2 – 4.7) –
1/4–20 65.0 – 70.0 (7.4 – 7.9) –
1/4–28 74.0 – 89.0 (8.4 – 10.0) –
5/16–18 113.0 – 123.0 (12.8 – 13.9) –
5/16–24 140.0 – 170.0 (15.9 – 19.2) –
3/8–16 – 19.0 – 21.0 (24.6 – 29.0)
3/8–24 – 23.0 – 25.0 (30.0 – 33.9)
7/16–14 – 31.0 – 33.0 (41.5 – 45.9)
7/16–20 – 35.0 – 38.0 (46.8 – 54.1)
1/2–20 – 49.0 – 55.0 (67.1 – 74.5)
9/16–12 – 63.0 – 68.0 (84.8 – 91.5)
9/16–18 – 67.0 – 77.0 (90.9 – 104.4)
5/8–18 – 93.0 – 103.0 (125.6 – 139.2)

Rolls–Royce
Table 15–5
Standard Torque Values for Bolts Installed with Steel Shear–Type Nuts
6–32 7.0 – 9.0 (0.8 – 1.0) –
6–40 9.0 – 11.0 (1.1 – 1.2) –
8–32 12.0 – 15.0 (1.4 – 1.7) –
8–36 14.0 – 17.0 (1.6 – 1.9) –
10–24 22.0 – 25.0 (2.5 – 2.8) –
10–32 24.0 – 28.0 (2.8 – 3.1) –
1/4–20 35.0 – 45.0 (4.0 – 5.0) –
1/4–28 45.0 – 55.0 (5.1 – 6.2) –
5/16–18 65.0 – 85.0 (7.4 – 9.6) –
5/16–24 85.0 – 110.0 (9.6 – 12.4) –
3/8–16 125.0 – 165.0 (14.2 – 18.6) –
3/8–24 160.0 – 200.0 (18.1 – 22.6) –
7/16–14 – 21.0 – 27.0 (27.7 – 37.8)
7/16–20 – 25.0 – 29.0 (32.8 – 39.5)
1/2–13 – 34.0 – 39.0 (45.2 – 53.1)
1/2–20 – 43.0 – 48.0 (57.7 – 65.5)
9/16–12 – 50.0 – 53.0 (69.0 – 72.3)
9/16–18 – 50.0 – 53.0 (67.8 – 71.1)
5/8–11 – 60.0 – 66.0 (81.4 – 89.2)
5/8–18 – 70.0 – 75.0 (95.0 – 101.7)
3/4–10 – 83.0 – 88.0 (113.0 – 119.7)

Rolls–Royce
Table 15–6
Standard Torque Values for Bolts Installed into Aluminum Tapped Holes (With or Without Inserts)
6–32 7.0 – 9.0 (0.8 – 1.0) –
8–32 12.0 – 15.0 (1.4 – 1.6) –
10–24 22.0 – 25.0 (2.5 – 2.8) –
10–32 24.0 – 28.0 (2.8 – 3.1) –
1/4–20 50.0 – 58.0 (5.7 – 6.5) –
1/4–28 60.0 – 68.0 (6.8 – 7.6) –
5/16–18 105.0 – 115.0 (11.9 – 13.0) –
3/8–16 190.0 – 200.0 (21.5 – 22.6) –
7/16–14 – 25.0 – 27.0 (33.9 – 36.7)
1/2–13 – 35.0 – 37.0 (47.5 – 50.8)
Table 15–7
Standard Torque Values for Screws Installed into Aluminum Tapped Holes (With or Without Inserts)
6–32 8.0 – 10.0 (0.9 – 1.1) –
8–32 12.0 – 15.0 (1.4 – 1.7) –
8–36 14.0 – 16.0 (1.6 – 1.8) –
10–24 18.0 – 22.0 (2.1 – 2.4) –
10–32 22.0 – 26.0 (2.5 – 2.9) –
1/4–20 35.0 – 40.0 (4.0 – 4.5) –
1/4–28 50.0 – 58.0 (5.7 – 6.5) –
5/16–18 75.0 – 90.0 (8.5 – 10.1) –
3/8–16 135.0 – 165.0 (15.3 – 18.6) –
7/16–14 – 20.0 – 22.0 (27.2 – 31.0)
1/2–13 – 31.0 – 34.0 (41.9 – 46.3)

Rolls–Royce
Table 15–8
Standard Torque Values for Screws Installed in Tension or Shear–Types Nuts
(With or Without Self–Locking Feature)
6–32 8.0 – 10.0 (0.9 – 1.1) –
6–40 8.0 – 10.0 (0.9 – 1.1) –
8–32 12.0 – 15.0 (1.4 – 1.6) –
8–36 14.0 – 16.0 (1.6 – 1.8) –
10–24 18.0 – 22.0 (2.1 – 2.4) –
10–32 22.0 – 26.0 (2.5 – 2.9) –
1/4–20 35.0 – 40.0 (4.0 – 4.5) –
1/4–28 50.0 – 58.0 (5.7 – 6.5) –
5/16–18 75.0 – 90.0 (8.5 – 10.1) –
5/16–24 95.0 – 110.0 (10.8 – 12.4) –
3/8–16 135.0 – 165.0 (15.3 – 18.6) –
3/8–24 170.0 – 210.0 (19.2 – 23.7) 15.0 – 17.0 (19.2 – 23.7)
7/16–14 – 20.0 – 22.0 (27.2 – 31.0)
7/16–20 – 25.0 – 27.0 (32.8 – 37.8)
1/2–13 – 31.0 – 34.0 (41.9 – 46.3)
1/2–20 – 37.5 – 41.0 (50.9 – 56.6)
9/16–12 – 43.0 – 47.0 (58.2 – 63.8)
9/16–18 – 46.0 – 50.0 (62.2 – 67.8)
5/8–11 – 56.0 – 60.0 (75.8 – 81.3)
5/8–18 – 60.0 – 65.0 (81.4 – 88.1)
3/4–10 – 77.0 – 82.0 (104.0 – 110.7)

Rolls–Royce
Table 15–9
Standard Torque Values for Brass Screws, Brass Nuts, or Screws
Installed in Tapped Holes that are Brass
Thread Size Torque – lb in. (Nm)
6–32 2.0 – 4.0 (0.3 – 0.4)

6–40 4.0 – 6.0 (0.5 – 0.6)
8–32 6.0 – 8.0 (0.7 – 0.9)
8–36 7.0 – 9.0 (0.8 – 1.0)
10–24 9.0 – 11.0 (1.1 – 1.2)
10–32 11.0 – 13.0 (1.3 – 1.4)
1/4–20 16.0 – 19.0 (1.8 – 2.1)
1/4–28 19.0 – 23.0 (2.2 – 2.5)
Table 15–10
Standard Torque Values for Brass Bolts, Brass Nuts, or Bolts
Installed in Tapped Holes that are Brass
6–32 2.0 – 4.0 (0.3 – 0.4)

6–40 4.0 – 6.0 (0.5 – 0.6)
8–32 6.0 – 8.0 (0.7 – 0.9)
8–36 7.0 – 9.0 (0.8 – 1.0)
10–24 10.0 – 13.0 (1.2 – 1.4)
10–32 15.0 – 18.0 (1.7 – 2.0)
1/4–20 25.0 – 28.0 (2.9 – 3.1)
1/4–28 31.0 – 35.0 (3.5 – 3.9)
Table 15–11
Standard Torque Values for Aluminum and Steel Unified Fine (UF) Bolts
7/16–20 150.0 – 200.0 (17.0 – 22.6) –

1/2–20 175.0 – 225.0 (19.8 – 25.4) 15.0 – 18.0 (19.8 – 25.4)
9/16–18 – 17.0 – 20.0 (22.6 – 28.2)
3/4–16 – 17.0 – 20.0 (22.6 – 28.2)
1–5/16–12 – 17.0 – 20.0 (22.6 – 28.2)

Rolls–Royce
Table 15–12
Standard Torque Values for Steel Coupling Nuts on Steel Fittings
5/16–24 35.0 – 40.0 (4.0 – 4.5) –
3/8–24 65.0 – 100.0 (7.4 – 11.3) –
7/16–20 80.0 – 120.0 (9.1 – 13.5) –
1/2–20 150.0 – 200.0 (17.0 – 22.6) –
9/16–18 – 17.0 – 20.0 (22.6 – 28.2)
3/4–16 – 28.0 – 33.0 (36.8 – 45.2)
7/8–14 – 40.0 – 48.0 (53.7 – 64.9)
1–1/16–12 – 55.0 – 65.0 (74.6 – 88.1)
1–5/16–12 – 60.0 – 80.0 (81.4 – 108.4)
1–5/8–12 – 100.0 – 125.0 (135.5 – 169.4)
Table 15–13
Standard Torque Values for Steel Coupling Nuts on Aluminum Fittings or
Aluminum Coupling Nuts on Aluminum Fittings
5/16–24 15.0 – 25.0 (1.7 – 2.8) –
3/8–24 25.0 – 40.0 (2.9 – 4.5) –
7/16–20 40.0 – 65.0 (4.6 – 7.3) –
1/2–20 60.0 – 80.0 (6.8 – 9.0) –
9/16–18 80.0 – 120.0 (9.1 – 13.5) –
3/4–16 150.0 – 200.0 (17.0 – 22.6) –
7/8–14 – 17.0 – 29.0 (22.6 – 39.5)
1–1/16–12 – 25.0 – 41.0 (33.9 – 56.5)
1–5/16–12 – 40.0 – 60.0 (54.3 – 81.3)
1–5/8–12 – 50.0 – 75.0 (67.8 – 101.6)
1–7/8–12 – 50.0 – 75.0 (67.8 – 101.6)

Rolls–Royce
Table 15–14
Standard Torque Values for Aluminum or Steel Unified Fine (UF) Lock Nuts
5/16–24 18.0 – 25.0 (2.1 – 2.8) –
3/8–24 50.0 – 75.0 (5.7 – 8.4) –
7/16–20 55.0 – 80.0 (6.3 – 9.0) –
1/2–20 75.0 – 110.0 (8.5 – 12.4) –
9/16–18 100.0 – 150.0 (11.3 – 16.9) –
3/4–16 – 17.0 – 25.0 (22.6 – 33.9)
7/8–14 – 25.0 – 37.0 (33.9 – 50.8)
1–1/16–12 – 35.0 – 50.0 (47.5 – 67.8)
1–5/16–12 – 50.0 – 70.0 (67.8 – 94.9)
1–5/8–12 – 65.0 – 85.0 (88.2 – 115.2)
1–5/8–12 – 65.0 – 85.0 (88.2 – 115.2)
1–7/8–12 – 70.0 – 90.0 (94.9 – 122.0)
Table 15–15
Standard Torque Values for Unified Fine (UF) Lock Nuts (Notched Hydraulic)
7/16–20 75.0 – 100.0 (8.5 – 11.3) –
9/16–18 150.0 – 200.0 (17.0 – 22.6) –
1–1/16–12 – 46.0 – 54.0 (62.2 – 73.4)
Table 15–16
Standard Torque Values for Aluminum Bushings
3/4–16 150.0 – 200.0 (17.0 – 22.6) –
1–7/8–12 – 60.0 – 75.0 (81.4 – 101.6)
Table 15–17
Standard Torque Values for Aluminum Reducer Bushings
9/16–18 100.0 – 150.0 (11.3 – 16.9) –
1–5/8–12 – 50.0 – 65.0 (67.8 – 88.1)

Rolls–Royce
Table 15–18
Standard Torque Values for Packing–Type Coupling Nuts
1/2–24 35.0 – 40.0 (4.0 – 4.5)
57/64–18 150.0 – 200.0 (17.0 – 22.6)
Table 15–19
Standard Torque Values for Aluminum Caps
7/16–20 40.0 – 65.0 (4.6 – 7.3)
7/16–20 40.0 – 65.0 (4.6 – 7.3)
9/16–18 80.0 – 120.0 (9.1 – 13.5)
Table 15–20
Standard Torque Values for Aluminum or Steel Unions
5/16–24 18.0 – 25.0 (2.1 – 2.8) –
3/8–24 50.0 – 75.0 (5.7 – 8.4) –
7/16–20 55.0 – 80.0 (6.3 – 9.0) –
1/2–20 75.0 – 100.0 (8.5 – 11.3) –
9/16–18 100.0 – 150.0 (11.3 – 16.9) –
3/4–16 – 17.0 – 25.0 (22.6 – 33.9)
7/8–14 – 25.0 – 37.0 (33.9 – 50.8)
1–1/16–12 – 35.0 – 50.0 (47.5 – 67.8)
1–5/16–12 – 50.0 – 70.0 (67.8 – 94.9)
1–5/8–12 – 65.0 – 85.0l (88.2 – 115.2)
1–5/8–12 – 65.0 – 85.0 (88.2 – 115.2)
1–7/8–12 – 60.0 – 75.0 (81.4 – 101.6)

Rolls–Royce
Table 15–21
Standard Torque Values for Plugs and Bleeders
5/16–24 10.0 – 16.0 (1.2 – 1.8) –
3/8–24 30.0 – 40.0 (3.4 – 4.5) –
7/16–20 40.0 – 65.0 (4.6 – 7.3) –
1/2–20 60.0 – 80.0 (6.8 – 9.0) –
9/16–18 80.0 – 120.0 (9.1 – 13.5) –
3/4–16 150.0 – 200.0 (17.0 – 22.6) –
7/8–14 – 17.0 – 29.0 (22.6 – 39.5)
1–1/16–12 – 25.0 – 41.0 (33.9 – 56.5)
Table 15–22
Standard Torque Values for the Dynamic Beam Seal Fittings
Tubing ID Size Thread Size
Torque – lb in. (Nm) Torque – lb ft (Nm)
(16ths in.) (UNJS–3A)
3 0.3750–28 97 – 108 (11 – 12) –
4 0.4375–24 151 – 168 (17 – 19) –
5 0.5000–24 173 – 192 (20 – 22) –
6 0.5625–20 – 22.5 – 25 (31 – 34)
8 0.7188–20 – 36 – 40 (49 – 54)
10 0.8438–18 – 49.5 – 55 (67 – 75)
12 1.0000–16 – 63 – 70 (85 – 95)
14 1.1250–16 – 76.5 – 85 (104 – 115)
16 1.2500–14 – 103.5 – 115 (140 – 156)
20 1.5156–14 – 126 – 140 (171 – 190)
24 1.7812–14 – 135 – 150 (183 – 203)

Rolls–Royce
Table 15–23
Standard Dry Torque Values for Electrical Coupling Nuts (Steel Mating Parts)
Nut type Thread Size Torque – lb in. (Nm) Torque – lb ft (Nm)
Hex 1/2–28 50.0 – 70.0 (5.7 – 7.9) –
Hex 5/8–24 70.0 – 90.0 (7.9 – 10.1) –
Hex 3/4–20 100.0 – 120.0 (11.3 – 13.5) –
Hex 7/8–20 120.0 – 140.0 (13.6 – 15.8) –
Hex 1–20 140.0 – 160.0 (15.9 – 18.0) –
Spanner 1–20 140.0 – 160.0 (15.9 – 18.0) –
Spanner 1–1/8–18 195.0 – 220.0 (22.1 – 24.8) 17.0 – 18.0 (22.1 – 24.8)
Spanner 1–1/4–18 – 20.0 – 22.5 (27.7 – 30.5)
Spanner 1–3/8–18 – 24.0 – 25.0 (32.2 – 35.0)
Spanner 1–1/2–18 – 25.0 – 27.0 (34.5 – 37.2)
Spanner 1–5/8–18 – 25.0 – 27.0 (34.5 – 37.2)
Spanner 1–3/4–18 – 29.0 – 31.0 (40.2 – 42.9)
1/2–28 thru Tighten more than finger tight (20 degrees maximum) until
Knurled
1–1/2–18 the connected parts touch without damage.
Table 15–24
Standard Dry Torque Values for Electrical Coupling Nuts (Non–Steel Mating Parts – One or Both)
Nut type Thread Size Torque – lb in. (Nm)
Hex 1/2–28 20.0 – 40.0 (2.3 – 4.5)
Hex 5/8–24 30.0 – 50.0 (3.4 – 5.6)
Hex 3/4–20 50.0 – 70.0 (5.7 – 7.9)
Hex 7/8–20 70.0 – 90.0 (8.0 – 10.1)
Hex 1–20 100.0 – 125.0 (11.3 – 14.1)
Spanner 1–20 100.0 – 125.0 (11.3 – 14.1)
Spanner 1–1/8–18 100.0 – 125.0 (11.3 – 14.1)
Spanner 1–1/4–18 100.0 – 125.0 (11.3 – 14.1)
Tighten more than finger tight (20 degrees

Knurled 1/2–28 thru 1–1/2–18 maximum) until the connected parts touch without
damage.

Rolls–Royce
15–9. CORROSION TREATMENT AND PAINTING
Treat exterior surface coatings that are damaged and allow bare metal exposure as follows:
A. Accessory Drive Housing, Cover, and Inlet Housing
(1) Repair the damaged area, as required, with emery cloth.
(2) Swab area to be treated with clean water. While still wet, coat area with the following liquid
solution using a nylon bristle brush.
WARNING: A SOLUTION OF ALODINE, NITRIC ACID, AND WATER IS INJURIOUS TO
THE SKIN AND CLOTHING. OPERATORS MUST BE ADEQUATELY
PROTECTED BY GOGGLES, RUBBER GLOVES, APRONS, ETC.
NOTE: The liquid solution is made of 3 oz (85 grams) of Alodine No. 1200 (American
Chemical Paint Co., Ambler, Pennsylvania) and 1/2 fluid oz (14.8 ml) of nitric
acid (conc) (HNO3) per gal (3.8 L) of water.
(3) Both the part and liquid solution must be maintained at room temperature. Allow the liquid
solution to remain on area for at least one to not more than five minutes, but in no case
should it dry on the part.
(4) Rinse or swab the liquid solution coated area thoroughly with clean water to completely
remove all remaining solution.
CAUTION: ALL BRUSHES AND SWABS MUST BE WATER RINSED TO MINIMIZE FIRE
HAZARD.
(5) Blow treated surface dry with clean, dry, filtered shop air.
(6) Handle dried treated housing with clean rubber gloves.
(7) Keep time interval between cleaning and painting to a minimum.
(8) Mask housing for painting so all outside surfaces can be coated except tapped holes,
dowel pins, bolt clearance holes, and machined surfaces.
NOTE: The mixed paint has a limited pot life of eight hours at room temperature. The
pot life may be extended by keeping container tightly covered and in a
refrigerator.
NOTE: The paint, Actithane WC 100, FSN 8010–831–5934, is a two component
package which requires mixing. Blend three parts paint by volume with one part
activator by volume. Thoroughly blend the mixture and allow it to age at least
fifteen minutes before using.
(9) Brush or spray the part with two thoroughly blended and mixed coats of paint. Allow the
first coat to air dry for twenty minutes. Localize heat cure after the second coat of paint
per paint manufacturer requirements.
B. Compressor Case and Diffuser
(1) Thoroughly swab damaged areas to be treated with trichloroethylene and air dry for five to
ten minutes.
(2) Repair the damaged area with emery cloth, into a slightly larger area and feather the
edges.
(3) Clean the abraded areas with solvent and dry with clean, filtered compressed air.
NOTE: Sermetel 196 is a product of Sermetel Inc., Sub of Teleflex Inc., 155 S. Limerick
Rd., Limerick, PA 19468.
(4) Apply aluminum coating, Sermetel 196, in two coats with a thirty to sixty minute air dry
period between coats.

Rolls–Royce
15–10. DYE PENETRANT INSPECTION
NOTE: Use either the Flaw Finder dye check kit, made by the Met–L–Check Company, 1639
Euclid St., Santa Monica, CA 90404, or the Fluorescent Dye Penetrant Kit, P/N A–43.
A. Thoroughly clean the area to be inspected with any approved solvent. Dry the area of the part
to be inspected, with clean, filtered compressed air.
B. Dry brush the cleaned area to remove oxide and carbon deposits.
C. Brush the dye penetrant on the area and allow the dye penetrant to stand for five to ten
minutes.
D. Wipe off the penetrant with a clean cloth. Dry brush the area to remove all surface penetrant.
CAUTION: DO NOT USE A CLEANING SOLVENT BEFORE APPLYING THE DEVELOPER.
SOLVENT WILL WASH THE DYE PENETRANT FROM CRACKS.
E. Shake the developer to make certain it is well mixed.
(1) Use a different brush to apply a thin coat of developer. A very thin coat of developer gives
the best results, so gently blow off any excess immediately.
(2) Quickly dry the developer with filtered air so that dye from shallow defects will not bleed
out prematurely. If the coating is not white when dry, it indicates that the dye–penetrant
was not completely removed from the surface. In this case, remove the developer and
apply a second coat.
NOTE: Normally two coats of developer can be applied without applying additional
penetrant, although the second coat requires additional developing time.
(3) If the second coat is also too pink to allow accurate checking, start over and clean the area
thoroughly.
F. Allow time for dye penetrant from any cracks to bleed through. Large cracks will show up
almost as soon as the developer is dry, but it will take at least five minutes for indicating small
cracks. A solid or dotted line bleeding through the white coating indicates a crack.
15–11. FOREIGN OBJECT DAMAGE
NOTE: Foreign object damage (FOD) caused by ingesting material into the engine inlets is not
covered by Allison warranty or guarantee agreement with customers. The following
information is provided not as limits but as a guide to determine engine serviceability.
A. Surface deflects of engine compressor rotor blades and engine compressor inlet and stator
vanes are classified as dents, nicks, and cracks.
B. Sharp nicks are generally considered a more serious problem than smooth ones.
C. Foreign object damage to the front of the engine compressor may be detected by removing the
inlet bell and by looking through the front of the inlet housing. The engine should be rotated
manually in order to inspect as many blades as possible.
15–12. RECOMMENDED MARKERS
CAUTION: WHEN YOU MARK OR IDENTIFY ANY PART THAT IS SUBJECTED TO HIGH
TEMPERATURES, DO NOT USE ANY MARKING MATERIAL THAT CONTAINS
GRAPHITE. GRAPHITE MAY CAUSE DAMAGE TO THE PART.
The recommended markers are given in Table 15–25.

Rolls–Royce
Table 15–25
Recommended Markers
Manufacturer Colors Model No. Type
1. Dixon Ticonderoga Co., Red, Blue, and 940 Anadel Pencils

756 Beachland Blvd, White 1940
P.O. Box 3504 950
Vero Beach, FL 32964 1950
Phone (800) 824–9430 1998
Formerly:
Joseph Dixon Crucible Co.
Jersey City, NJ
2. Berol Corp. International Red, Blue, White, 169T Ben Franklin Pencils
P.O. Box 1000 Orange, Black, 269T and
Danbury, CT 06810 Green, and Yellow 365T
Phone (203) 792–1900 561
Formerly: 268T
Blaisdell Company, 551
Bethayres, PA 556
557
273T
– Liqua–Tip Markers
3. Linton Pencil Co., Red 1803 Vita–Color

Lewisbury, TN


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Engine Operation

Publication no. CSP11012

Rolls–Royce distributes updates for manuals,

Proprietary rights legend

E 2000 Rolls–Royce Corporation

First Edition 15 Jan 1999 2 copies (236 pages)

Page No. Date

IMPORTANT SAFETY NOTICE

IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and cautions

ANYONE WHO USES A PROCEDURE WHICH IS NOT RECOMMENDED BY ALLISON GAS

WARNINGS, CAUTIONS, AND NOTES

THIS PAGE INTENTIONALLY LEFT BLANK

The 501–KC7 designation includes:

INTERNATIONAL REGIONAL OFFICES

CENTRAX LIMITED GAS TURBINE DIVISION DLF INDUSTRIES LIMITED

ISHIKAWAJIMA–HARIMA KOBE STEEL, LTD

ROLLS–ROYCE ENERGY SYSTEMS TOMINAGA & COMPANY, LIMITED

INTRODUCTION Page iii

AUTHORIZED MAINTENANCE CENTERS

HUNTING AVIATION KAWASAKI HEAVY INDUSTRIES, LTD

MITSUBISHI HEAVY INDUSTRIES, LTD NATIONAL AIRMOTIVE CORPORATION

OGMA – INDUSTRIA AERONAUTICA de POR- SINGAPORE AEROSPACE ENGINES

SOCHATA STANDARD AERO LIMITED

TURBOPOWER INC. UMC – Universeal Maintenance Center

2 GAS GENERATOR OPERATION AND TROUBLESHOOTING 2–1

2 GAS GENERATOR OPERATION AND TROUBLESHOOTING (cont)

3 GAS GENERATOR INSPECTION AND MAINTENANCE 3–1

4 GAS GENERATOR FUEL SYSTEM 4–1

5 GAS GENERATOR INDICATING SYSTEMS 5–1

6 GAS GENERATOR CONTROL SYSTEM 6–1

7 GAS GENERATOR OIL SYSTEM 7–1

8 POWER TURBINE OIL SYSTEM 8–1

9 STARTER AND ACCESSORY DRIVE UNITS 9–1

10 COMPRESSOR SECTION 10–1

10 COMPRESSOR SECTION (cont) 10–1

11 COMPRESSOR BLEED CONTROL SYSTEM 11–1

12 COMBUSTION SECTION AND IGNITION SYSTEM 12–1

13 TURBINE UNIT 13–1

14 POWER TURBINE 14–1

15 GENERAL MAINTENANCE 15–1

THIS PAGE INTENTIONALLY LEFT BLANK

Paragraph Subject Page

1–2 Weights and Dimensions 1–3

1–3 Gas Generator Components 1–4

1–4 Boost Compressor 1–4

1–5 Main Compressor Unit 1–4

1–6 Starter Drive Gearbox Unit 1–4

1–7 Accessory Drive Unit 1–4

1–8 Combustion Section 1–7

1–9 Turbine Unit 1–7

1–10 Ignition System 1–7

1–11 Indicating System 1–7

1–12 Oil System 1–7

1–13 Fuel and Control System 1–7

1–14 Power Turbine 1–7

1–15 Gas Generator Mounting System 1–8

1–16 Gas Generator Cooling 1–8

1–17 Gas Generator Configuration Options 1–8

1–18 Operation and Maintenance Precautions 1–10

DESCRIPTION Page 1–1

Figure No. Title Page

1–2 Gas Generator Cross–Section 1–6

1–3 Gas Generator Mounting 1–9