COMMERCIAL SERVICE LETTE! Allison cas Tursine DIVISION General Motors Corporation Technical Aspects Are FAA Approved SUBJECT: UNAPPROVED HOT ENGINE COOL DOWN PROCEDURE thas come to Allison's recent attention that a number of Model 260 operators have adopted another engine manufacturer's coal down procedure intended to reduce coke/carbon formation in the turbine area. ‘Wo understand that this procedure calls forthe hot engine to be motored withthe starter immediately following shut down to provide additional oll flow for cooling the turbine bearing/shatting area, ‘Operators must understand that this procedure is not recommended by Allison and can accelerate rimeracks of the first- and second-stage turbine wheels dué fo the thermal shock of introducing a fiow of cool alr over the turbine wheels. ‘Operator's wishing to reduce coke/carbon formation in the engine shouts follow Allison's currently published recommendations: + Uso MiL-L-23688 its when possible * Cool engine for two minutes at a stabilized idle prior to shut down + Install STC approved scavenge filter + Change oil at recommended intervals + Use only those oils approved by Alison for use in the Modet 250 engine NOTE: This CSL is not intended to change the currently published procedure for restart shorty after shut- down by cooling a warm engine below 150°C prior to light off through motoring. CUSTOMER SUPPORT MODEL 250 ALLISON GAS TURBINE DIVISION * GENERAL MOTORS CORPORATION March 1, 1993 250-C18 Series CSL 178 250-C20 Series CSL 1178 250-C28 Series CSL 2122 250-C30 Series CSL 3125 250-C20R Series CSL 4053 250-815 Series TP CSL 109 250-817 Series TP CSL 1192 250-B17F Series TP CSL 2038 Page 1 of 1COMMERCIAL SERVICE LETTER Allin cas TuRBINE DIVISION General Motors Corporation TECHNICAL ASPECTS ARE FAA APPROVED SUBJECT: OPTIMIZED START TECHNIQUE FOR ALLISON 250-C20 SERIES AND C2OR SERIES ENGINES Various misconceptions exist about what is a good start and how to obtain an optimal start for an Allison 250-C20 or C20R Series engine. This service letter addresses Bendix controlled engines specifically, but most of the principles expressed also apply to engines utilizing CECO controls. Allison reconmends judging starts by the performance of a first start of the day situation utilizing a fully charged battery. Do not attempt to adjust fuel control systems based on cold soaked engines in low ambient temperatures or by using an APU/GPU power source. An optimized start primarily focuses on starting in the least possible time without exceeding any temperature imits. Allison defines a good first start as one taking less than 25 seconds from the introduction of fuel until the engine reaches ground idle. To obtain an optimized start, move the throttle to the ground idle position to begin fuel flow as the NI RPM accelerates through 12-15% NI. Do not wait for N) RPM to peak out before initiating fuel flow, as this wiil unnecessarily utilize battery capacity early in the start cycle. Peak observed turbine outlet temperature may reach 820°C for C20 Series engines or 860°C for C20R Series engines during the optimized start. However, start temperature limits remain as defined in the appropriate Operation and Maintenance Manual, not to exceed 810°C for more than 10 seconds and never to exceed 927°C. During starts Pilots should note temperature peaks, the drop between the peaks as well as the total start time. This information will assist maintenance personnel in making appropriate fuel control adjustments. It does not matter which observed peak is the higher. At times the two peaks may be so close together that they appear as one peak. In an optimized start the temperature drop between the two peaks, known as the start notch, is usually 50°C or less. However, the prime determinant of the quality of the start is the length of time from introduction of fuel to attaining 58% Nl and releasing starter assist. Flight personnel should provide maintenance personnel with accurate time and temperature information in order to exact the most effective start adjustments. December 15, 1992 250-C20 Series cl 1176 250-C20R Series CSL 4050 Page 1 of 3ALLISON GAS TURBINE Commercial Service Letter There are two adjustments to balance starting on current Bendix systems; start _derichment and start/acceleration adjustment (tweeker). (See Figure 1). To affect start temperatures or stagnation below 30% NI, start derichment should be adjusted. Start/acceleration adjustment is to be used to remedy stagnation above 30% N1 or regulate the start temperature above 30% NI. The start/acceleration adjustment affects the entire start schedule. It is possible that in adjusting the start/acceleration adjustment, an additional adjustment of the start derichment may be required because of the start/ acceleration adjustment influence on the entire engine fuel schedule. Adjustments to the fuel control unit are considered normal maintenance allowing compensation for wear or atmospheric change. Al] fuel contro] adjustments should be made only by qualified personnel familiar with the adjustments and should always be accomplished in accordance with the appropriate Allison Operation and Maintenance Manual. STARTIACCELERATION ADIUSTIENT od @p @ O} Oa START DERICHMENT ADJUSTMENT Start/Acceleration and Start-Derichment Adjustments Figure 1 December 15, 1992 250-C20 Series CSL 1176 250-C20R Series CSL 4050 Page 2 of 3ALLISON GAS TURBINE Commercial Service Letter If adjustments defined in the applicable Operation and Maintenance Manual do not improve the start characteristics within a few attempts, the fuel control may have been maladjusted previously and require returning both start-derichment and start/acceleration settings to the nominal or neutral position. Should this be required, make a fuel flow (baby bottle) check using a vessel calibrated in CCs to capture and measure initial fuel flow. The Operation and Maintenance Manuals specify the procedure, define nominal settings, and indicate desired fuel quantity to accomplish the fuel flow test. Once proper fuel flow is attained, proceed with proper adjustment to optimize the start. If correct fuel flow or starts cannot be attained, the fuel control may be out of calibration. Return any out of calibration fuel control unit to an authorized facility for adjustment or repair. Consistent long, cool starts (35 seconds or more) can be detrimental to the gas producer turbine life. Remember that the temperatures indicated on the TOT gauge are interturbine, between the gas producer and power turbine, and may not reflect the temperatures being experienced by the first stage turbine nozzle and first stage turbine wheel. The quick, warm starts recommended by Allison actually increase cooling air flow in the combustion section to help insulate the gas producer turbine. This CSL outlines the Allison Gas Turbine philosophy on proper starting of 250-C20 Series and C20R Series engines. While it has been stated that starting procedures and adjustments are helpful to C20 Series operators, they are even more important to C20R Series operators. As stated by Allison in C20R Series CSL 4031, a C20R Series engine start takes a few seconds longer and will attain a higher peak TOT than its C20 Series counterpart, installed in the same aircraft, in the same ambient conditions. It is these start characteristics that make proper fuel control adjustments imperative to optimize starts on C20R Series engines. Fuel control adjustment may be required seasonally to compensate for ambient change or if operational location moves result in significant altitude variation. Contact your authorized 250 Distributor or ANOC for assistance if you do not feel confident in making the fuel control adjustment discussed here, as defined in the Operation and Maintenance Manual, for each series engine. CUSTOMER SUPPORT ALLISON GAS TURBINE DIVISION GENERAL MOTORS CORPORATION December 15, 1992 250-C20 Series cst 1176 250-C20R Series CSL 4050 page 3 of 3“ E4@ Allison , ) TELECOPIER TRANSMITTAL gl 011 -58-2-261-5622 | ' jerocentro de Servicios C.A. { Apartado Postal 68823 Altamira 1062 | Caracas, Venezuela { Attention: Miguel’ Benatar subject: 011 Carboning Experienced on C20R/2 Engine in MOSOOE Dear Sr. Benatar: NOC advises Allison that both of the MOSOOE/R Aircraft being operated in Venezuela have experienced power turbine binding due to carbon accumulation Several things can be done to lessen the likelihood of carbon accumulation in 250 Series engines. Iwo Minute Cooldown - Continuous adherence to accomplishing a two minute dwell at ground idle before engine shutdown is critical in preventing carbon formation. The two minute elapse time begins once the indicated TOT stabilizes. ( This idle dwell is necessary to bring the temperatures in turbine internal oi] struts as low as possible to lessen the possibility of heating the residual oi] to it’s coking point. O11 System Maintenance - Proper maintenance of oi1 coolers, cooler blowers, oil filters, scavenger strut flow check and cleaning plug all the other oi] system maintenance items defined by engine and airframe maintenance manuals are critical to keeping carbon formation to a minimum, Oi] Brand Used - Use only approved oils, however, some oils resist carbon formation more readily than other brands. Discuss brands of oi] with other 250 operators from similar climatic areas to gain from their experience with specific oils. In recent years, a range of oils with superior carbon resistance have been developed by several oi] companies. These oils are significantly more expensive but operators indicate excellent results. Three of these oils are approved for Allison 250 hs engines, Mobil Jet 254, Royco Turbine 0i1 $60, and Aeroshell 560. ‘aon Gas Turbine Orston Genera Motors Corberaton P.O. fox 429 inanapotn. Inaiane 46706.0420¥205F-OMT-0592 Page Two roved_Enaine Cooling After Shutdown - Opening the clam shel] doors (engine covers) after engine shutdown allows improved ain circulation een gene engine to Vessen the heat soak back effects. operators op W0500 Series aircraft in hot environments report good resutts is educing oi] carboning by allowing these doors to renain open for approximately 30 minutes after shutdown. This procedure must be comb ine with the other above listed items to be effective, One additional point concerning power turbine (N2) binding; the Operation and Maintenance Manual provides a procedure to clean ‘carbon from turbine: labyrinth seals. This procedure cleans the accumulated carbon from the seal itself but does not address the cause. The O&M Manual procedure is intended to extend operation of the engine to a more convenient interval where the engine/turbine may be sent to. an authorized facility for repair to correct the seal clearance. Allison trusts that the above information will help these and other 250 Qperators in your area better understand Np binding and operational procedures to lessen carbon formation, Regards, ALLISON GAS TURBINE DIVISION General Motors Corporation Mo Oavid M. Titlow 250 Customer Support OMT/v1p ce: Les Ottem, Manager, HOHC Field Support, Light Hel icopters Tom Hall, Customer Support, Ryder-Aviall