EXPORT CONTROLLED Rolls–Royce
250–C20 SERIES OPERATION AND MAINTENANCE
CECO GAS PRODUCER FUEL CONTROL –– MAINTENANCE
PRACTICES 250–C20, –C20B, –C20J SERIES ENGINES
1. General
The Chandler Evans (CECO) gas producer fuel control can be adjusted, the control fuel filter can be
cleaned, or the control assembly can be replaced as dictated by the engine trouble condition
encountered. (See Figure 201.)
NOTE: Refer to Fuel Control Operational Checks, para 3.A., this section, for a ready method of ground
checking the control system and associated linkage.
1. Overboard Drain (2) 5. Lightoff Adjustment
2. Bypass Port (Po) 6. Metered Fuel from Governor (P3)
3. Compressor Discharge Pressure (Pc) (on unseen side of control)
4. Metered Fuel to Governor (P2) 7. Fuel Inlet from Pump (P1)
8. Fuel to Nozzle (P3)
CECO Gas Producer Fuel Control
Figure 201
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2. Replacement
CAUTION: BE SURE THE PNEUMATIC TUBES AND FITTINGS ARE NOT LEAKING.
ERRONEOUS PRESSURES WILL CAUSE FUEL CONTROL MALFUNCTION.
Replace the fuel control assembly if it is found to be the cause of engine malfunction.
CAUTION: IF THE ENGINE INSTALLATION IN THE AIRCRAFT IS RESTRICTED TO LESS THAN
400 HP (298 KW), CHANGE THE MAX FUEL FLOW STOP SETTING OF THE
REPLACEMENT CONTROL (OR THE CONTROL ON A REPLACEMENT ENGINE)
FROM 270 PPH (122 KG/HR) TO THE VALUE SPECIFIED IN THE AIRCRAFT
HANDBOOK. (FOR CONVENIENCE, THE CONTROL ADJUSTMENT INSTRUCTIONS
ARE CONTAINED IN THE MAX FLOW STOP ADJUSTMENT PARA 3.H., THIS
SECTION.
CAUTION: USE CONTAINERS AND RAGS AS NECESSARY TO MINIMIZE FUEL SPILLAGE IN
THE ENGINE COMPARTMENT WHEN REMOVING LINES WHICH CONTAIN FUEL.
ALSO USE CARE TO PREVENT FOREIGN MATERIALS FROM ENTERING THE LINES
OR THE FUEL CONTROL PORTS.
A. Removal
Remove the gas producer fuel control from the engine as follows: (See Figure 201, 73–00–00.)
CAUTION: WHEN THE FUEL CONTROL IS BEING REMOVED, USE CARE TO PREVENT
FOREIGN MATERIALS FROM ENTERING THE PNEUMATIC TUBES OR FUEL
CONTROL PORTS.
(1) Disconnect the following tubes from the gas producer fuel control. Cap the control fittings
when the tubes are removed.
(a) Compressor discharge pressure (Pc)
(b) Fuel supply (P1)
(c) Fuel bypass (Po)
(d) Metered fuel (two lines, P2 and P3)
(e) Overboard drain
(f) Outlet tube to fuel nozzle (fire shield)
(2) Remove the gas producer lever linkage.
(3) Remove the three nuts and washers. Remove the fuel control from the gearbox.
CAUTION: WHEN REMOVING OR INSTALLING FITTINGS, BE CAREFUL NOT TO
APPLY A LOAD ON THE FUEL CONTROL DRIVE SHAFT.
(4) If the fuel control is to be replaced, remove all fittings needed for installation of the replacement
unit. Discard packings.
B. Installation
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN AND TIGHTEN FUEL, OIL AND AIR
FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.
Install the gas producer fuel control on the engine as follows:
(1) Before installing the CECO fuel control on the engine, install the required fittings:
(a) Remove and discard all old packings.
(b) Lubricate new packings and install on the fittings.
(c) Install the Pc to fuel control, governor to fuel control, and fuel control to fire shield unions.
Tighten to 55–80 lb in. (6.2–9.0 N.m).
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PARA 2.B. (cont)
(d) Install the fuel bypass union. Tighten to 75–110 lb in. (8.5–12.4 N.m).
(e) Install the two elbows and jam nuts. Do not tighten jam nuts at this time.
(2) Coat the drive spline with lubriplate 130A, 930AA or equivalent, the studs with antiseize
compound, and the fuel fittings with oil (Atlantic Refining Co. 31100, or equivalent); then install
the replacement fuel control on the gearbox. Retain with three washers and three nuts.
Tighten nuts to 70–85 lb in. (7.9–9.6 N.m).
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN, AND TIGHTEN FUEL, OIL, AND
AIR FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.
CAUTION: WHEN TIGHTENING THE COUPLING NUT OF THE METERED
FUEL–TO–GOVERNOR TUBE AT THE FUEL CONTROL, USE CARE TO
PREVENT THE WRENCH FROM CONTACTING AND TURNING THE
ADJACENT BENCH CALIBRATED ADJUSTMENT (SQUARE SHAFT).
NOTE: Make sure the procedures and precautions of Rigid Tube Installation, para 9,
72–00–00, Engine––Servicing, are observed when installing fuel system tubes
and aligning elbows. Hold fuel control fittings with one wrench while tightening
‘‘B” nut to fitting with another wrench.
(3) Remove the caps from the fittings on the fuel control then install the tubes removed in para
2.A.(1), this section.
(a) Tighten fuel inlet and bypass tube coupling nuts to 150–200 lb in. (17–23 N.m).
(b) Tighten fuel control–to–fire shield (fuel outlet) coupling nut to 80–120 lb in. (9.0–13.6
N.m).
(c) Tighten fuel control–to–governor and governor–to–fuel control tube coupling nuts to
80–120 lb in. (9.0–13.6 N.m).
(d) Tighten fuel control air tube coupling nuts to 80–120 lb in. (9.0–13.6 N.m).
(e) Tighten fuel control–to–governor elbow jam nut to 55–80 lb in. (6.2–9.0 N.m).
(f) Tighten fuel control drain elbow jam nut to 50–75 lb in. (5.6–8.5 N.m).
(4) Check the min throttle stop setting. (See Figure 202.) With the throttle lever against the stop
screw, the quadrant reading must be 0° or below. A 1/2 ccw turn on the min stop screw (to
obtain minus 2°) should be made on aircraft configurations which permit additional pointer
travel below 0°.
(5) Set the gas producer power lever at the 30° position and install a rigging pin of 5/32 in. (3.97
mm) drill stock. The pin locks the power lever in a fixed position during rigging. Attach the
required linkage then remove the rigging pin.
NOTE: The rigging pin locks the gas producer power lever pointer at 30°. If the pointer is off
the 30° mark, realign the quadrant to obtain the 30 reading.
(6) If the gas producer lever requires repositioning, loosen the nut, reposition and tighten the nut to
75–85 lb in. (8.5–9.6 N.m).
NOTE: The serrated washer must be installed with the word OUTSIDE facing nut.
(7) After the fuel control has been replaced, bleed air from the fuel system. (Refer to Purging the
CECO Fuel System, para 2.D.(3), 73–00–00.
(8) Perform the operational checks given in CECO Fuel Control Operational Checks, para 3.A.,
this section.
(9) Check run the engine after fuel control replacement. (Refer to Check Run, para 1., 72–00–00,
Engine––Adjustment/Test.)
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M250--C20 SERIES OPERATION AND MAINTENANCE
CECO Gas Producer Fuel Control Adjustments
Figure 202
3. Adjustment/Test
The adjustments that can be made on the fuel control are idle speed, maximum throttle stop, lightoff
adjustment, start derichment and Maximum flow stop.
A. Fuel Control Operational Checks
Ground check the control system and associated linkage by making the following checks:
NOTE: Perform the steps in the sequence listed.
(1) Check rigging. (Refer to Rigging Check, para 3.C., this section.)
(2) Fuel cutoff operational check. (Refer to Cutoff Valve Operational Check, para 3.D., this
section.)
(3) Check idle speed setting. (Refer to Idle Speed Setting, para 3.E., this section.)
B. Deceleration Check
To ensure proper engine performance, make the following deceleration check during shutdown for
the last flight of each day.
delted
(1) Rotate the twist grip or power levers to full open. Hold collective at flat pitch.
CAUTION: DURING RAPID THROTTLE MOVEMENTS, MAKE APPROPRIATE
ANTI--TORQUE PEDAL CORRECTIONS TO PREVENT THE AIRCRAFT
FROM TURNING ON LOOSE OR SLICK SURFACES.
(2) Snap the twist grip or throttle to the IDLE position. Simultaneously start a time count using a
stop watch or a watch with a sweep second hand. Stop the time as the N1 needle passes
through 65%. The minimum allowable time is approximately two seconds.
NOTE: Practice and/or retakes may be required before proficiency is obtained in timing the
deceleration.
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(a) On single engine applications, if multiple controls are installed, make separate
deceleration checks using the pilot and copilot twist grips.
(b) On multi--engine applications, make a deceleration check of each engine. Make separate
deceleration checks using the pilot and the copilot twist grips.
(3) If deceleration time is less than two seconds, make two more checks to confirm the time. If the
confirmed time is less than the minimum allowable time, proceed to the rigging check.
(4) If N1 speed drops below 59%, or if a flame out is experienced during the deceleration check,
proceed to the rigging check before making a second attempt. If rigging is within limits (para
3.C., this section.), replace the MC--40 governor.
NOTE: Return the removed governor to an Authorized Maintenance Center (AMC) for
investigation. Repeat the deceleration check on the replacement governor.
C. Rigging Check
Check the rigging after installation of a fuel control or any component of the rigging system. Make
the rigging check with the engine shut down using the following procedure.
(1) Check to ensure that sufficient travel is provided to allow physical contact with the gas
producer minimum stop before reaching the full closed position of the twist grip.
(2) Check the travel to the opposite end. Physical contact must be made with the gas producer
maximum stop before reaching the full open position of the twist grip.
(3) Looseness encountered in the rigging must be minimized by replacement of worn items and/or
accuracy of the rigging. Check rigging looseness with the control pointer locked in the 30°
position with the rigging pin. Looseness that cannot be removed must be within the limits
indicated in Figure 203). Check the looseness as follows:
(a) Start with the twist grip at the full open position then rotate the grip to the IDLE position.
The pointer must be at the 30 degree mark and the rigging pin must be a free fit in the
rigging pin hole.
(b) Start with the twist grip at the fully closed position then rotate the grip to the IDLE position.
The pointer must be no more than 5.64 in. (2 mm) below the 30 degree mark.
NOTE: Make rigging adjustments on aircraft having dual controls using the pilots twist
grip. Recheck the linkage movement using the copilots twist grip. The limits of
Figure 203 are applicable to both sets of controls.
D. Cutoff Valve Operational Check
An operational check of the fuel control cutoff valve shall be made when an early lightoff or an
afterfire is encountered. Make the check as follows:
(1) Check the fuel control quadrant reading.
(a) The quadrant pointer must be in the minus 2° position (1/32 in. (0.8 mm) below the 0°
mark----see Figure 203) when the throttle lever is against the minimum stop and the
throttle is in FUEL OFF.
(b) If the quadrant pointer is not in the minus 2° position, readjust the minimum stop on the
fuel control. To obtain minus 2°, adjust the minimum stop screw to 0°; then, back the
screw out one--half turn from the 0° position.
(c) Recheck the pointer to be sure it is at the minus 2° position when the throttle is in FUEL
OFF.
NOTE: On some installations, aircraft linkage prevents the pointer from going all the
way to the minus 2° position. A minimum of 0° is acceptable provided that the
cutoff lever link adjustment is made as specified for a 0° control in M250--C20
CSL--1023.
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250–C20 SERIES OPERATION AND MAINTENANCE
CECO Fuel Control Quadrant and Pointer
Figure 203
PARA 3.D. (cont)
(d) Check the cutoff lever link nuts for red glyptal, showing incorporation of 250–C20
CSL–1023. If the nuts do not have the red glyptal identification, make the cutoff lever link
adjustment described in 250–C20 CSL–1023.
NOTE: CECO 10400 A9 and subsequent fuel controls are preset at time of
manufacturer and do not require the link nut adjustment described in 250–C20
CSL–1023.
(2) Check the fuel control cutoff valve.
(a) Disconnect the flexible fuel hose from the fuel nozzle. Place the free end of the hose in a
suitable container.
(b) Turn on the aircraft switches required to provide fuel boost pump pressure to the engine.
Pull the ignition circuit breaker.
(c) Motor the engine to 10% N1 rpm using the starter.
(d) If fuel flows from the flexible fuel line in excess of a flow rate of 20 drops per minute with
the twist grip in FUEL OFF, replace the fuel control.
NOTE: Repeat the check at least twice before accepting the fuel control.
(e) If the cutoff valve operates satisfactorily, connect the fuel hose. Tighten the hose coupling
to 80–120 lb in. (9.0–13.6 N.m).
E. Idle Speed Setting
Check the idle speed setting with the engine running. Stabilized idle speed should repeat every
time, whether the twist grip is slowly rolled or snapped to the IDLE position. Failure of the stabilized
speed to repeat is an indication that the rigging is not adjusted properly. Check for proper idle
adjustment rigging as follows:
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PARA 3.E. (cont)
(1) Roll the twist grip to IDLE and let N1 stabilize. Mark (pencil) the precise position of the pointer
tip on the fuel control quadrant.
(2) Release the idle detent on the twist grip. Very slowly roll the twist grip in the direction of cutoff
just enough to obtain perceptible movement of the pointer tip (approximately the width of the
pencil mark). If N1 idle speed decreases take the following corrective action:
(a) If the pointer is at or above the 30 degree mark, rerig the aircraft linkage to move the
pointer tip to a point just below the 30 degree mark.
(b) If the pointer is more than 5/64 in. (2 mm) below the 30 degree mark, rerig the aircraft
linkage to move the pointer closer to the 30 degree mark.
(3) If N1 idle speed did not change when the throttle was rolled toward cutoff, very slowly roll the
throttle in the direction of increased power. Obtain perceptible movement of the pointer tip. An
increase at or above the 30 degree mark is normal.
CAUTION: APPLICATION OF 20 LB IN. (2.3 N.M) ON THE IDLE ADJUSTMENT SCREW
CAN DAMAGE THE IDLE STOP SCREW. APPLICATION OF 15 LB IN. (1.7
N.M) INDICATES THAT THE IDLE ADJUSTMENT IS AGAINST THE STOP
SCREW. NO FURTHER ADJUSTMENT IS OBTAINABLE.
(4) When the rigging is correct, change the idle speed adjustment screw to obtain a 59–65% N1
speed setting with the generator switch off. (See Figure 202.) Using a 5/32 in. Allen wrench
and 0–25 lb in. (0–5 N.m) torque wrench, turn the screw clockwise to increase or
counter–clockwise to decrease N1 speed. A 1/8 turn adjustment changes engine speed
approximately 1%. Running torque on the idle adjustment should be 10–12 lb in. (1.1–1.4
N.m). Do not exceed 15 lb in. (1.7 N.m) torque on the idle adjustment screw. If N1 speed
responds to the idle speed screw, make the 59–65% N1 setting.
F. Lightoff Adjustment
CAUTION: MAKE THE LIGHTOFF ADJUSTMENT IN DECREMENTS OF 1/16 TURN
MAXIMUM. THE CW ADJUSTMENT CAN BE TURNED BEYOND ITS CAPABILITY
TO DECREASE FUEL FLOW. IN THIS EVENT THE DECREMENTAL
ADJUSTMENT WILL INCREASE RATHER THAN DECREASE THE
TEMPERATURE. IF INCREASED TEMPERATURE IS ENCOUNTERED, BACK
OFF SLIGHTLY AND READJUST TO THE LOWEST TEMPERATURE SETTING.
Make the lightoff adjustment by trimming the screw with a 5/64 in. Allen wrench to obtain engine
starting fuel and exhaust gas temperature requirements. Turn the screw clockwise to decrease
lightoff fuel flow.
G. Start Derichment Adjustment
CAUTION: MAKE THE START DERICHMENT ADJUSTMENT IN INCREMENTS OF 1/8 TURN
MAXIMUM.
The start derichment adjustment can be used to modify the starting fuel flow to improve cold
weather starts, stagnated starts, or high altitude starts. Make the adjustment using a 1/4–in. Allen
wrench having a 1/2 in. (13 mm) offset (or CECO wrench STD 67181). Turn clockwise (when
viewed from end of adjustment screw) to enrich fuel flow for faster and hotter starts. Turn
counter–clockwise for leaner fuel flow when starts are too hot. The normal setting is with the travel
limiting screw at bottom center. Check the starting peak TOT after each setting until satisfactory
starts are made.
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H. Max Flow Stop Adjustment----CECO Fuel Control in Bell 206B, 206B1, 206B3, Hughes 500C and
Soloy Conversion (Hiller) Helicopters
The fuel control has been bench calibrated and the max flow stop screw positions etch marked on
the housing at 270 pph (122 kg/hr)(+) and at 235 pph (107 kg/hr)(--). (See Figure 204.) Make the
setting as specified in the Bell or Hughes maintenance manuals. Position the line on the screw
opposite the desired calibration point using a 3/16 in. Allen wrench. Always turn the screw the
shortest angular distance between the (+) and the (--) marks when making the adjustment. Do not
loosen the 3/32 in. draglock set screw (located on the side of the fuel control) which provides friction
drag for the fuel flow stop adjustment screw.
NOTE: Fuel controls shipped from the manufacturers and fuel controls on new or overhauled
engines are set at the (+) mark. See Figure 204 for applicable adjustment.
I. Maximum Throttle Stop
Using a 3/32 in. Allen wrench adjust the max throttle stop to obtain the required engine max power
setting. Turn the stop screw clockwise to decrease angular travel or to reduce max N1 speed. A 1/8
turn equals approximately 1% N1.
4. Cleaning
A. Cleaning Fuel Control Filter.
Remove, clean, and install the CECO fuel control fuel filter as follows:
(1) If the engine is installed in the aircraft, remove the starter generator to obtain access to the fuel
control inlet. Remove the fuel tube to the control inlet.
CECO Fuel Control Max Fuel Flow Stop Adjustment
Figure 204
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PARA 4.A. (cont)
(2) Clip the lockwire then remove the control inlet fitting. Discard packing.
CAUTION: USE A PROBE THAT CANNOT DAMAGE OR CONTAMINATE THE FILTER,
SPRING, OR FUEL CONTROL.
(3) Remove the filter and spring. It may be necessary to use a probe to remove the filter. If the
spring does not come out with the filter, also use the probe to remove it from the cavity. (See
Figure 205.)
(4) Clean the fuel filter as follows:
WARNING: PERCHLORETHYLENE IS TOXIC AND MUST BE USED WITH EXTREME
CAUTION. MAKE SURE ADEQUATE VENTILATION IS PROVIDED.
REPEATED OR PROLONGED CONTACT WITH THE SKIN SHOULD BE
AVOIDED.
(a) Use an ultrasonic cleaner with perchlorethylene to cleanse the filter if equipment is
available. Soak the part for approximately 15 minutes with the cleaner set at maximum
surface agitation.
(b) If ultrasonic equipment is not available, immerse the filter in a saturated solution of one
liter sulfuric acid and 20 grams of sodium dichromate. Soak for one minute. Thoroughly
rinse the filter in clean water. Dry with clean, dry, compressed air.
NOTE: It may be necessary to heat the solution to approximately 66°C (150°F) to
dissolve the sodium dichromate crystals.
(c) If neither the ultrasonic nor the acid cleaning procedures can be performed, immerse the
filter and spring in mineral spirits and clean with a stiff brush. Float the contaminants from
the screens and out the assembly inlet.
(d) Hold the filter up to the light and visually inspect for contamination between the inside and
outside screens. Repeat the cleaning procedure if contamination is found.
(5) Store the filter in a clean dust proof container until it is ready to be assembled into the fuel
control.
CAUTION: THE FILTER MUST BE INSTALLED WITH THE OPEN END TOWARD THE
INLET FITTING.
CAUTION: IF A PROBE IS USED FOR THE INSTALLATION, THE PROBE SHALL BE
MADE FROM A MATERIAL THAT CANNOT DAMAGE OR CONTAMINATE
THE FILTER, SPRING, OR FUEL CONTROL.
(6) Place the spring in the cupped end of the filter. Carefully fit the filter–spring assembly into the
filter cavity of the fuel control (spring first). Hold the filter so the spring does not become
separated during the installation. If necessary, use a little petrolatum to hold the spring in
place. Seat the assembly, using a probe if necessary, so that light pressure on the filter will
cause the element to move to the bypass position (spring depressed). Release of pressure will
allow the spring to move the filter element back to the normal position.
WARNING: FAILURE TO PROPERLY INSTALL, ALIGN AND TIGHTEN FUEL, OIL, AND
AIR FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.
(7) Install the fitting with new packing in the filter cavity. Torque fitting to 60–80 lb in. (6.8–9.0 N.m)
and secure with lockwire.
(8) Install the fuel control inlet fuel tube. Tighten coupling nuts to 150–200 lb in. (17–23 N.m).
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1. Fitting
2. Packing
3. Filter Element
4. Spring
CECO Fuel Control Fuel Filter Removal
Figure 205
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