ALERT

EXPORT CONTROLLED COMMERCIAL SERVICE

LETTER

MAINTENANCE WARNING -- EXTERNAL LINES

1. Background
Rolls--Royce continues to be involved in investigations of aircraft accidents and incidents which are
attributed to improper alignment, clamping, and torquing of engine tubing during installation. Instances of
twisted lines, kinked lines, and split flares have resulted from installation practices contrary to those
specified in the Operation and Maintenance Manual. Compliance with the manual procedures is critical
to safety of flight. In most cases, the failure of the tube assemblies can be traced to one or any
combination of the following causes:
A. Bent tubes which induce misalignment at the flare and result in cracked flares or fretting of the tube
at the end of the ferrule.
B. Tube to fitting misalignment caused by poorly aligned fittings, which result in cracked flares or
fretting of the tube at the end of the ferrule.
C. Clamps of the improper size that cause fretting wear and failure at the clamp due to stress
concentration at the wear step.
D. Incorrect clamps with cushion material that causes corrosion and eventual stress corrosion failure of
the tube.
E. Installation of chafe wrapping to correct a loose clamp. This chafe wrapping then causes corrosion
and eventual stress corrosion failure of the tube.
F. Incorrect clamp locations that do not properly dampen tube vibrations. The vibrations then lead to
fatigue failure of the tube.
G. Unauthorized clamping of other hardware to the engine tube assemblies, which induce vibratory
stress that results in the tube failure.
H. Failure to properly torque tube coupling nuts can cause leakage if under torqued, which can result
in fuel or oil leaks or engine power loss. Overtorqued B--nuts result in deformed and cracked flares.
Example 1
The tube assembly P/N 6890581 failed forcing the aircraft to make a hard landing. Photographs were
taken of the tube assembly and are depicted in Figures 1--3. The following discrepancies were noted
during the examination of the tube:
A. The tube is bent in an area that is not a principal bend, a region that should be straight.
See Figure 1.
B. Severe fretting was found under the ferrule sleeve caused by misalignment of the tube to fitting
joint. See Figure 2.
C. The flared tube was found cracked 270 circumferentially in the area of ferrule fretting. The crack
and fretting were likely caused by misalignment of the tube to fitting joint. See Figure 3.

M250--C18 Series CSL A--169 M250--B15G TP CSL A--101

November 15, 1990
M250--C20 Series CSL A--1166 M250--B17 Series TP CSL A--1121
Revision 2
M250--C28 Series CSL A--2113 M250--B17F Series TP CSL A--2019
July 8, 2019 M250--C30 Series CSL A--3117 M250--C40B CSL A--5153
M250--C20R Series CSL A--4036 M250--C47 Series CSL A--6162

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 ALERT
Rolls--Royce EXPORT CONTROLLED
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Example 2
P/N 23033896 tube assembly was removed from a Model C20R Series engine. Photographs were taken
of the deformations in the tube assembly and are indicated in Figure 4. The following discrepancies were
noted during the examination of the tube assembly:
A. The deformations were caused by attempting to use Model C20R Series single engine designated
clamping on a multi--engine configuration tube.
B. The previously mentioned clamp hid the large dent. Only removal of the tube assembly allowed
discovery of the extent of damage to the tube.
2. Recommendations
In the interest of flight safety, Rolls--Royce recommends the following maintenance practices when
handling any pneumatic control system, lubrication system, or fuel system tube assemblies on the Model
250 engine.
A. Use only genuine Rolls--Royce tube assemblies of the correct part number.
B. Consult the appropriate engine Operation and Maintenance Manual for tube to fitting alignment
procedures, correct torque values, and installation/tightening recommendations.
C. Always use a torque reaction wrench when tightening tube assembly B--nuts.
D. Tube assemblies must fit and be aligned with the mating flare tube fittings to the degree that at both
ends of the assembly, the flares shall be uniformly seated in a free state on the cones of the mating
fittings. The fitting shall be without distortions or stretching of the tube assembly, and to the degree
that the nuts can be fully engaged up to the final one--half turn with light finger pressure. See
Figures 5 and 6.
E. In the event that a tube does not align with the mating fittings, re--position the mating fittings to the
degree that proper alignment may be attached. Final tightening of these fitting lock nuts must be
accomplished before the tube assembly is torqued.
CAUTION: THE PRACTICE OF TIGHTENING FITTING LOCK NUTS WITH TUBE ASSEMBLIES
INSTALLED CAN RESULT IN DAMAGE TO THE TUBE, WITH POSSIBLE FAILURE OF
THE TUBE AND ENGINE.
F. If proper alignment cannot be attained by re--positioning the mating flare tube fittings, bend the tube
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.
WARNING: TO PREVENT FLATTENING OF TUBE AT THE BEND RADIUS, EXTREME CAUTION
MUST BE OBSERVED WHILE HAND BENDING PREVIOUSLY FORMED TUBES.
G. In the event that 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 fifteen percent of the tube OD.
H. When proper free--state alignment is attained, complete the tubing installation by simultaneously
securing the coupling nuts.
I. After properly torquing the B--nut, a slippage mark of a contrasting color shall be applied by a
continuous stripe approximately 0.0625 in. (1.588 mm) wide, minimum, that extends down the side
of the B--nut and onto the fitting.
J. The B--nuts shall be inspected for indications of slippage at regular 100 hour maintenance intervals.
K. Old slippage marks (torque paint) must be completely removed and renewed each time the B--nut is
retorqued. Reference applicable Operations and Maintenance Manual for proper removal
procedures and slippage mark remover solvent.
M250--C18 Series CSL A--169 M250--B15G TP CSL A--101
November 15, 1990
M250--C20 Series CSL A--1166 M250--B17 Series TP CSL A--1121
Revision 2
M250--C28 Series CSL A--2113 M250--B17F Series TP CSL A--2019
July 8, 2019 M250--C40B CSL A--5153
M250--C30 Series CSL A--3117
M250--C20R Series CSL A--4036 M250--C47 Series CSL A--6162

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L. Clamp the tube assemblies as shown in the appropriate Illustrated Parts Catalogs and/or
Commercial Engine Bulletins.
M. Do not install unauthorized clamps, hardware, fittings, chafe material, etc., on the engine tube
assemblies. See Figure 7 for a correct cushion material example.
N. Visually inspect tube assemblies before each installation for the following items: cracked flares,
nicks, dents, severe fretting in the area of clamps and end ferrules, corrosion, bent or malformed
tubing, correct part number, and proper clamping. Failure to meet acceptable criteria is cause for
rejection of the tube assembly.
O. Perform detailed visual inspection of the tube assemblies each time the tubes are removed in the
completion of maintenance procedures. For example, if the fuel control unit is removed from the
engine, all tube assemblies connected to the fuel control unit should be visually inspected.
P. Assure that the tube to fitting alignment is acceptable per the appropriate Operation and
Maintenance Manual. It will be the maintenance facility’s responsibility to assure conformance with
the proper alignment and torquing of the tubing.
Q. Maintain installation of warning placards for fuel, oil, and air tubes. Consult the Airframe
Manufactures installation instructions for placard installation details. Should replacement placards
P/N 23052363 be required, they can be procured from a Rolls--Royce Model 250 distributer. See
Figure 8.
3. Summary
Failure of a pneumatic, lubrication, or fuel system tube assembly can cause the engine to cease
operation, resulting in an in--flight shutdown or a forced landing. Properly maintained engine tubing will
greatly lessen the possibility of an in--flight shutdown or forced landing.

CUSTOMER SUPPORT
ROLLS-ROYCE

M250--C18 Series CSL A--169 M250--B15G TP CSL A--101

November 15, 1990
M250--C20 Series CSL A--1166 M250--B17 Series TP CSL A--1121
Revision 2
M250--C28 Series CSL A--2113 M250--B17F Series TP CSL A--2019
July 8, 2019 M250--C30 Series CSL A--3117 M250--C40B CSL A--5153
M250--C20R Series CSL A--4036 M250--C47 Series CSL A--6162

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 ALERT
Rolls--Royce EXPORT CONTROLLED
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Bent Region

Tube Assembly, P/N 6890581

FIG. 1

0.41 inch

270 Deg
Crack

Fretting

Tube Assembly, P/N 6890581

FIG. 2
M250--C18 Series CSL A--169 M250--B15G TP CSL A--101
November 15, 1990
M250--C20 Series CSL A--1166 M250--B17 Series TP CSL A--1121
Revision 2
M250--C28 Series CSL A--2113 M250--B17F Series TP CSL A--2019
July 8, 2019 M250--C40B CSL A--5153
M250--C30 Series CSL A--3117
M250--C20R Series CSL A--4036 M250--C47 Series CSL A--6162

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EXPORT CONTROLLED Rolls--Royce
COMMERCIAL SERVICE LETTER

Crack Origin

Tube Assembly, P/N 6890581 Surface of Fracture

FIG. 3
M250--C18 Series CSL A--169 M250--B15G TP CSL A--101
November 15, 1990
M250--C20 Series CSL A--1166 M250--B17 Series TP CSL A--1121
Revision 2
M250--C28 Series CSL A--2113 M250--B17F Series TP CSL A--2019
July 8, 2019 M250--C30 Series CSL A--3117 M250--C40B CSL A--5153
M250--C20R Series CSL A--4036 M250--C47 Series CSL A--6162

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 ALERT
Rolls--Royce EXPORT CONTROLLED
COMMERCIAL SERVICE LETTER

Tube Assembly, P/N 23033896

FIG. 4

Misaligned Tube
FIG. 5
M250--C18 Series CSL A--169 M250--B15G TP CSL A--101
November 15, 1990
M250--C20 Series CSL A--1166 M250--B17 Series TP CSL A--1121
Revision 2
M250--C28 Series CSL A--2113 M250--B17F Series TP CSL A--2019
July 8, 2019 M250--C40B CSL A--5153
M250--C30 Series CSL A--3117
M250--C20R Series CSL A--4036 M250--C47 Series CSL A--6162

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Properly Aligned Tube

FIG. 6

Correct Cushion Material

FIG. 7
M250--C18 Series CSL A--169 M250--B15G TP CSL A--101
November 15, 1990
M250--C20 Series CSL A--1166 M250--B17 Series TP CSL A--1121
Revision 2
M250--C28 Series CSL A--2113 M250--B17F Series TP CSL A--2019
July 8, 2019 M250--C30 Series CSL A--3117 M250--C40B CSL A--5153
M250--C20R Series CSL A--4036 M250--C47 Series CSL A--6162

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Rolls--Royce EXPORT CONTROLLED
COMMERCIAL SERVICE LETTER

”B” Nut Warning Placard P/N 23052363

FIG. 8

M250--C18 Series CSL A--169 M250--B15G TP CSL A--101

November 15, 1990
M250--C20 Series CSL A--1166 M250--B17 Series TP CSL A--1121
Revision 2
M250--C28 Series CSL A--2113 M250--B17F Series TP CSL A--2019
July 8, 2019 M250--C40B CSL A--5153
M250--C30 Series CSL A--3117
M250--C20R Series CSL A--4036 M250--C47 Series CSL A--6162

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Rolls-Royce Proprietary Data – Uncontrolled Printed Copy Page 8 of 8
 OPERATION SAFETY NOTICE 206-19-42
24 July 2019

TO: All owners and operators of Model 206A/B and TH-67 Helicopters

SUBJECT: ROLLS-ROYCE M250 ENGINES - MAINTENANCE WARNING -

EXTERNAL LINES

The purpose of this Operation Safety Notice (OSN) is to achieve complete distribution of
the attached supplier bulletin to the owners/operators currently registered on the Bell
technical publications distribution list.

Refer to Chapter 11 (Placards and Markings) of the BHT-206A/B-SERIES-MM-2

Maintenance Manual for installation procedures and where the decal 23052363 is to be
installed.

For any questions regarding this letter, please contact:

Bell Product Support Engineering

LIGHT Tel: 450-437-2862 / 1-800-363-8023 / [email protected]

OSN 206-19-42
Page 1 of 1
Approved for public release.