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250B17F SERIES OPERATION AND MAINTENANCE

GAS PRODUCER FUEL CONTROL MAINTENANCE PRACTICES

1. General
The 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 2.C., this section for a ready method of
ground checking the control system and associated linkage.
2. Replacement
CAUTION: MAKE SURE THAT THE PNEUMATIC LINES 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.
A. Removal
Remove the gas producer fuel control from the engine as follows: (See Figure 201, 730000.)
CAUTION: WHEN THE FUEL CONTROL IS BEING REMOVED, USE CARE TO PREVENT
FOREIGN MATERIALS FROM ENTERING THE PNEUMATIC LINES OR FUEL
PORTS.
(1) Remove the linkage connections, fuel and air lines.
(2) Remove three nuts and washers which secure the control to the power and accessory gearbox
housing.
(3) Carefully remove the control.
CAUTION: WHEN REMOVING OR INSTALLING FITTINGS, MAKE SURE NOT TO CAUSE A
LOAD ON THE FUEL CONTROL DRIVE SHAFT. USE THE WOODEN
PROTECTIVE SHIPPING BLOCK TO PROTECT THE SHAFT FROM THE WORK
BENCH.
(4) If the unit is to be replaced, remove all fittings necessary for installation of the replacement
unit.
(5) Drain residual fuel from the rejected fuel control and fill the inlet and bypass ports with oil
(Atlantic Refining Co. 31100, or equivalent). Open the cutoff valve, using the fuel cutoff lever,
and fill the outlet port with oil. Cap the inlet, bypass and cutoff ports.
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 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 fuel inlet and fuel bypass unions. Tighten to 75110 lb in. (8.512.4 N.m).
NOTE: Use the wooden protective shipping block to protect the shaft from the work
bench when installing the fittings.
CAUTION: MAKE SURE THAT THE CONTROL DRIVE PILOT IS PROPERLY INSERTED IN
THE GEARBOX.
(2) Coat fuel control drive shaft with Lubriplate 130A, 930AA or equivalent, the studs with
antiseize compound and fuel fittings with oil (Atlantic Refining Co. 31100, or equivalent).

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1. Throttle Lever 5. Control Bypass (Po)

2. Fuel Cutoff Lever 6. Overspeed Bleed (Py)
3. Control Inlet Fuel (P1) 7. Sensing Pressure (Pc)
4. Metered Fuel Flow (P2)

Gas Producer Fuel Control

Figure 201
CAUTION: MAKE SURE THE PROCEDURES AND PRECAUTIONS OF RIGID TUBE
INSPECTION AND INSTALLATION, PARA 9., 720000, ENGINESERVICING
ARE OBSERVED WHEN INSTALLING FUEL SYSTEM TUBES.
CAUTION: HOLD FUEL CONTROL FITTINGS WITH ONE WRENCH WHILE TIGHTENING B
NUT TO FITTING WITH ANOTHER WRENCH.
(3) Install in reverse of removal. Prior to installation, thoroughly clean inside the Py line using
mineral spirits. Shake, then air dry.
(4) Tighten mount pad nuts to 7085 lb in. (7.99.6 N.m).
NOTE: Be sure the procedures and precautions of Rigid Tube Installation, para 9.,
720000, EngineServicing, are observed when installing fuel system tubes. Hold
fuel control fittings with one wrench while tightening B nut to fitting with another
wrench.
(5) Tighten fuel inlet and bypass lines coupling nuts to 150200 lb in. (1723 N.m).
(6) Tighten fuel outlet line coupling nut to 80120 lb in. (9.013.6 N.m).
(7) Tighten fuel control air line coupling nuts to 80120 lb in. (9.013.6 N.m).
(8) Attach linkages to the fuel cutoff lever and gas producer lever. (Refer to Coordinator Rigging,
PARA 2.C. and 2.D., 761001.)
(9) Check the fuel control lever travel using the cockpit control. The lever stop arm on the fuel
control must bottom out on the maximum and minimum speed stops. (Refer to Rigging Check,
PARA 1.A., 760000.)
NOTE: During rigging of the linkage, the primary points of significance are the 30 degree
mark and full travel, minimum stop to maximum stop. Ground Idle position is
established with the pointer at the 30 degree mark on the quadrant.

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(10) After the gas producer fuel control has been replaced, bleed air from the fuel system. (Refer
to Purging the Fuel System, PARA 2.E., 730000.)
(11) Leak check the pneumatic system following installation of the fuel control. (Refer to PARA
2.C., 730000, Fuel Control System Pneumatic Leak Check.)
(12) Make appropriate entry relative to fuel control replacement in the Engine Log.
(13) Check run the engine after fuel control replacement. (Refer to Check Run, PARA 1.,
720000, EngineAdjustment/Test.)
NOTE: After the fuel control has been changed, if a false start is encountered or a start is
not completed in one minute, return the condition lever to FUEL OFFFEATHER.
Motor the engine without ignition for 10 seconds before attempting another start.
(14) Make a fuel control operational check. (Refer to Fuel Control Operational Check, PARA 2.C.,
this Section.)
C. Fuel Control Operational Checks
Ground check the control system and associated linkage by making a check of the rigging followed
by a check of the idle speed setting.
(1) Check rigging. (Refer to Rigging Check, PARA 1.A., Section 760000.)
(2) Check idle speed setting. (Refer to Idle Speed Setting, PARA 3.A., this Section.)
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:
WARNING: THE FUEL/AIR DISCHARGE DURING THIS CHECK IS IRRITATING TO THE
EYES AND HIGHLY FLAMMABLE. TAKE SUITABLE MEASURES TO PROTECT
EYES AND PREVENT FIRE.
WARNING: MAKE SURE THAT THE AIRCRAFT IS ADEQUATELY GROUNDED. (SEE
AIRCRAFT MANUFACTURERS INSTRUCTIONS FOR PROPER GROUNDING
PROCEDURES.)
(1) Deactivate the ignition system.
(2) Disconnect the fuel supply hose from the fuel nozzle and place the hose in a clean container.
(3) Close the condition lever until it is seated firmly on the fuel cutoff lever stop.
(4) Turn on the aircraft boost pumps/start pumps, if applicable.
(5) Motor the engine for approximately 15 sec. There should be no fuel coming from the fuel
supply hose. If fuel flows during the motoring operation, the fuel control must be replaced.
(6) Reconnect the fuel supply hose to the fuel nozzle. Tighten coupling nut to 80120 lb in.
(9.013.6 N.m).
(7) Turn off the boost pumps and reactivate the ignition system.
3. Adjustment/Test
The adjustments that can be made on the fuel control are idle speed and maximum speed. There is
also a start/acceleration fuel flow schedule adjustment and a wide range start derichment adjustment.
A. Idle Speed Setting
Check the ground idle speed setting with the engine running. Stabilized idle speed should repeat
every time, whether the power lever is moved slowly or snapped to the IDLE position. Failure of
the stabilized speed to repeat is cause for a recheck of the rigging. Check for proper idle
adjustment and rigging as follows:
(1) Turn generator switch off.

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(2) Ensure that the condition lever is at the maximum (100% propeller speed) position.
(3) Advance the power lever above FLIGHT IDLE and stabilize for at least 15 seconds.
(4) Retard the power lever to GROUND IDLE and note the stabilized N1 speed.
(5) Retard the power lever toward MAX REVERSE and stabilize for 15 seconds.
(6) Advance the power lever to GROUND IDLE and note the stabilized N1 speed. It must be the
same (approximately) as the N1 speed noted in step (4).
(7) If the idle speed did not repeat, improper rigging adjustment or excessive looseness in the
airframe, or engine linkage is indicated. Check the linkage for general condition and
looseness. Check the power levertocoordinator and coordinatortofuel control gas
producer lever rigging. (Refer to Rigging Check, PARA 1.A., 760000 and Coordinator
Rigging, Procedure D, PARA 2.D., 761001.)
(8) When repeatability is obtained with 1% stabilize at GROUND IDLE and check to ensure that
N1 speed is within the range of 5965%.
(9) If adjustment is required, turn the idle speed adjustment clockwise to increase,
counterclockwise to decrease N1 speed using wrench 6798292 (See Figure 202). A 1/8 turn
adjustment changes N1 speed approximately 5%.
B. Maximum Speed Stop (See Figure 202)
CAUTION: DO NOT ADJUST MAXIMUM SPEED STOP IF 810C (1490F) TOT CAN BE
REACHED. DO NOT EXCEED 105% N1.
Adjust screw clockwise to increase or counterclockwise to decrease N1 speed. One turn equals
approximately 1% speed.

NOTE: Maximum speed adjustment is not a periodic adjustment. It should be made only when
absolutely required. In situations where N1 speed peaks below the stated limit and TOT
is below the maximum limit, resulting in a low power condition, maximum speed
adjustment may restore specified performance. DO NOT adjust more than one turn at a
time. Operate the engine after each adjustment to confirm the results.
C. Engine Starting Characteristics Adjustment
There are two fuel control adjustments which can be used to change the starting characteristics of
the engine. These adjustments are a StartDerichment Adjustment and a Start/Acceleration
Adjustment (See Figure 204). The conditions which can be improved by these adjustments are
given in Table 201. Correct these conditions using the stated recommended adjustment(s).
(1) StartDerichment Adjustment (See Figure 203).
CAUTION: MONITOR TOT CLOSELY AFTER STARTDERICHMENT ADJUSTMENT TO
MAKE SURE OVERTEMPERATURE LIMITS ARE NOT EXCEEDED.
(a) The startderichment (derich) adjustment can be used to correct lean (slow) start or rich
(hot) start conditions. This adjustment is effective below 33% N1 speed (Refer to Table
201). For slow starts at N1 speeds between 35 and 55% N1 speed, refer to
Start/Acceleration Fuel Flow Adjustment, PARA 3.C.(2), this Section.
NOTE: Neutral position is 7 dots/70 from the ccw stop. The effective start derichment
speed range is between 20 and 33% N1. Also, turning the adjustment to the cw
stop closes the Py vent which deactivates the start derichment adjustment.
NOTE: To accurately determine the proper adjustment, conditions under which the
adjustments are made should be consistent, i.e. a fully charged aircraft battery,
the same residual TOT and the same lightoff speed.

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Gas Producer Fuel Control Adjustment

Figure 202

Start/Acceleration and StartDerichment Adjustments

Figure 203

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(b) For low temperature with slow starts at 2033% N1 speed, adjust the startderichment as
follows:
CAUTION: DO NOT DISTURB THE POINTERTOSHAFT SEALED WIRE AT ANY
TIME. THIS IS AN OVERHAUL FUNCTION ONLY.
1 Remove the lockwire securing the adjustment locknut.
2 Loosen the adjustment locknut.
CAUTION: DURING THE ATTEMPTED START, TOT MUST BE CLOSELY
MONITORED TO PREVENT OVERTEMPERATURE OPERATION.
RECORD OVERTEMPERATURE IN THE ENGINE LOG.
3 Make the adjustment using an Allen wrench. Turn clockwise to enrich the starting
fuel flow to improve stagnated starts, cold weather starts, or high altitude ground
starts. Make the adjustment in 15 maximum increments (dots are 10 apart) and
tighten the locknut to 2025 lb in. (2.32.8 N.m) after each setting. Check the
starting peak TOT after each setting until satisfactory starts are made.
4 When the desired adjustment is obtained, secure the locknut with lockwire.
CAUTION: DURING THE ATTEMPTED START, TOT MUST BE CLOSELY MONITORED
TO PREVENT OVERTEMPERATURE OPERATION. RECORD ANY
OVERTEMPERATURE IN THE ENGINE LOG.
(c) Rich (hot) starts may be caused by delayed ignition, or premature opening of the throttle.
However, hot starts due to high fuel flow are normally caused by the fuel control. When
the fuel control is suspected, make an adjustment of the startderich setting as follows:
1 Remove lockwire and loosen the adjustment locknut (See Figure 203).
2 Make the adjustment using an Allen wrench. Turn counterclockwise (ccw) to
leanout the fuel flow. Make the adjustment in 15 maximum decrements (dots are
10 apart) and tighten the locknut after each setting. Check the starting peak TOT
after each setting until satisfactory starts are made.
3 When the desired adjustment is obtained, secure the locknut with lockwire.
(2) Start/Acceleration Fuel Flow Adjustment
(a) The start/acceleration fuel flow schedule adjustment maintains the gas producer fuel
control starting schedule within acceptable limits during normal service life. To optimize
engine starting, the startderichment adjustment should be made in conjunction with the
start/acceleration adjustment (Refer to Table 201).

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Table 201

Adjustments to Improve Starting

Condition Recommended Adjustments

Excessive lightoff temperature N1 Adjust start/acceleration ccw. If any

speed below 20% and over 810C additional correction is necessary,
(1490F) with a momentary peak of adjust startderichment ccw. (Refer
one second max. at 927C (1700F) to PARA 3.C.(1) and
for a period not to exceed 10 seconds. (2) for procedures.)

Low lightoff temperature N1 speed Adjust start/acceleration cw. (Refer

below 20% and slow acceleration to PARA 3.C.(2) for
with lightoff temperature below procedure.)
550C (1022F).

High rapid temperature rise with N1 Adjust startderichment ccw. If any

speed at 2530%. additional correction is necessary
adjust start/acceleration ccw. (Re
fer to PARA 3.C.(1)
and (2) for procedures.)

Low lightoff temperature with slow Adjust startderichment cw. If addi

start N1 speed hesitation at tional correction is necessary, ad
2033% and lightoff temperature just start/acceleration cw. (Refer
below approx 550C (1022F) with to PARA 3.C.(1) and
starting time approaching 60 (2) for procedures.)
seconds (or more).

High lightoff temperature N1 speed Adjust start/acceleration ccw. (Refer

at 3555% and over 810C (1490F) to PARA 3.C.(2) for
with a momentary peak of one second procedure.)
max. at 927C (1700F) for a period
not to exceed 10 seconds.

Low lightoff temperature with slowto Adjust start/acceleration cw. (Refer

hung starts N1 speed hesita to PARA 3.C.(2) for
tion at 3555% and lightoff temper procedure.)
ature below approx 550C (1022F)
with starting time approaching 60
seconds (or more).

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CAUTION: DO NOT USE THE START/ACCELERATION ADJUSTMENT TO CORRECT

FOR NORMAL MAINTENANCE ITEMS SUCH AS MISRIGGING, AIR LEAKS,
FUEL LEAKS, FAULTY FUEL NOZZLE, IGNITION PROBLEMS,
STARTERGENERATOR SYSTEM PROBLEMS ETC. DO NOT USE THE
START/ACCELERATION ADJUSTMENT EXCLUSIVELY TO IMPROVE
ENGINE STARTING. EXCESSIVE CW SETTINGS BEFORE
ENCOUNTERING OVERTEMPERATURE RESULTS IN A SINGLE HIGH
PEAK TOT OVER A WIDE SPEED RANGE FOR A LARGE PART OF THE
STARTING TIME. USE THE STARTDERICH ADJUSTMENT WITH THE
START/ACCELERATION ADJUSTMENT TO OPTIMIZE ENGINE STARTING.
(b) Remove lockwire and make the startacceleration fuel flow adjustment as follows:
NOTE: To accurately determine the proper adjustment, conditions under which the
adjustments are made should be consistent, i.e., a fully charged aircraft battery,
the same residual TOT and the same lightoff speed.
NOTE: There are eight positions for the adjuster (the neutral position is three clicks
from the ccw stop). Detent grooves hold the adjuster in the selected one of
these positions without the need of a jam nut.
NOTE: A required adjustment of more than two clicks cw is an indication that the fuel
control is not the cause of the problem.
CAUTION: AN OVER ADJUSTMENT OF THE START/ACCELERATION CW
SETTING CAN CAUSE OVERTEMPERATURE STARTS OR
COMPRESSOR SURGE.
1 For low lightoff temperature or slow/hung starts, turn the adjuster cw. Make the
adjustment in changes of one detent (click) at a time.
NOTE: If the adjuster is positioned to the full clockwise stop and low lightoff
temperatures or slow/hung starts are still encountered, ensure there are no
pneumatic leaks. (Refer to Fuel Control System Pneumatic Leak Check,
PARA 2.C., 730000.)
2 For excessive lightoff temperature starts, turn the adjuster ccw. Make the
adjustment in changes of one detent (click) at a time.
CAUTION: AN OVER ADJUSTMENT OF THE START/ACCELERATION CCW
SETTING CAN CAUSE A DECREASE IN STARTING TIME TO A
POSSIBLE HUNG START.
3 When the final start/acceleration adjuster position is established, lockwire the pointer
in accordance with Figure 203.
4 Check idle speed after the final start setting is determined. (Refer to Idle Speed
Setting, PARA 3.A., this Section.)

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1. Plug 6. Washer
2. Packing 7. Spring
3. Spring 8. Filter
4. Filter Assembly 9. Filter Sleeve
5. Spring Pin 10. Clip
Fuel Control Fuel Filter Removal
Figure 204
4. Cleaning
A. Cleaning the Gas Producer Fuel Control Fuel Filter
Remove, clean and reinstall the fuel control fuel filter as follows: (See Figure 204)
(1) Remove lockwire from the plug.
NOTE: Thoroughly clean the exterior of the fuel control in the area of the plug to prevent
contaminants from getting into the port after it is opened.
(2) Remove the plug, spring and filter assembly from the fuel control. Discard the packing.
(3) Remove the clip and spring pin. Separate the washer, spring and filter from the filter sleeve.
NOTE: The fuel control filter must be replaced at periodic intervals. (Refer to Table 602,
720000, EngineInspection/Check, for time interval.) Inspect removed filter for
contamination prior to discarding.
CAUTION: FUEL FLOW DIRECTION THROUGH THE FILTER IS FROM THE INSIDE TO THE
OUTSIDE. MAKE SURE THAT THE INSIDE OF THE FILTER IS FREE OF
CONTAMINATION.
CAUTION: DO NOT ATTEMPT TO OPEN A CLOGGED SCREEN WITH A SHARP
INSTRUMENT.
(4) Clean the filter assembly parts ultrasonically if equipment is available. If equipment is not
available, agitate the parts in mineral spirits. Dry parts using clean shop air regulated to
approximately 15 psig (103 kPag). Air pressure should be applied to the exterior of the filter.
Repeat the procedure if visual inspection with a bright light shows that the interior of the filter is
not entirely free of contaminants.

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(5) The following cleaning procedure may be used as an alternate if the method described in step
(4) does not clean the filter assembly satisfactorily.
WARNING: SULPHURIC ACID CAUSES SEVERE BURNS. DO NOT GET IN EYES, ON
SKIN, OR ON CLOTHING. DO NOT ADD WATER TO ACID WHILE IN A
CONTAINER BECAUSE OF VIOLENT REACTION. IN THE EVENT OF
CONTACT WITH SULPHURIC ACID, IMMEDIATELY FLOOD EXPOSED SKIN
OR CLOTHING WITH WATER. FOR EYES, FLUSH HEAVILY WITH WATER
AND OBTAIN IMMEDIATE MEDICAL ATTENTION.
(a) Immerse the filter assembly in sulphuric acid (specific gravity 1.82 to 1.84) containing
approximately 20 grams of sodium dichromate per liter (0.2642 U.S. gallon) for a period of
two to five minutes at room temperature.
(b) Rinse in hot running water and dry with a hot air blast.
CAUTION: MAKE SURE THE FILTER ASSEMBLY IS INSTALLED AS SHOWN IN FIGURE 204
WITH THE OPEN END TOWARD THE OUTSIDE OF THE CONTROL, AWAY
FROM THE SPRING. DO NOT INSTALL BACKWARDS.
(6) Reassemble the filter, spring, and washer in the filter sleeve. Secure the components in the
sleeve with the spring pin and clip.
(7) Lightly lubricate a new packing (Bendix P/N 557S6) with engine fuel and place it on the plug.
Install the filter assembly, spring and plug in the fuel control. Tighten plug to 6570 lb in.
(7.37.9 N.m) and secure with lockwire.
NOTE: If the old packing must be reused, dry it under a heat lamp to restore dimensions.
B. Cleaning the Gas Producer Fuel Control Air Circuit
If slow deceleration, fast decelerations, overspeeds, slow acceleration, high sound, idle speed,
and/or auto accelerations are encountered, the air circuit of the fuel control may be contaminated.
Clean the air circuit as follows:
(1) Remove the startergenerator from the engine to gain access to the fuel control.
(2) If necessary, remove the fuel control from the engine. Immediately cap all open ports.
CAUTION: KEEP THE WORK AREA CLEAN AT ALL TIMES TO MAKE SURE THAT
CONTAMINANTS DO NOT GET INTO THE FUEL CONTROL.
CAUTION: DO NOT REMOVE OR CLEAN FUEL CONTROL PC FILTER OR THE PX AND Py
BLEEDS; HOWEVER, CONTINUED MAINTENANCE OF THE FUEL CONTROL Px
AND Py RESTRICTORS (ORIFICES) IS RECOMMENDED.
CAUTION: TO AVOID INTERMIXING THE PX AND PY RESTRICTORS, DO NOT REMOVE
BOTH RESTRICTORS AT THE SAME TIME. THE RESTRICTORS ARE NOT
INTERCHANGEABLE.
(3) Remove lockwire securing Px and Py restrictors (also referred to as orifices) to the fuel control.
Using a 1/8in. hex wrench, remove, clean and reinstall the Px restrictor; then, remove clean
and reinstall the Py restrictor (See Figure 205). Make note of the number of shims removed
with each restrictor so that the restrictor will be installed with the exact number of shims that
was used during the previous installation.
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.
(4) Clean the Px or Py restrictor ultrasonically if equipment is available. If it is not, agitate the
restrictor in perchlorethylene or hydrocarbon solvent. Blow dry. Exercise care to prevent loss
if air is directed on the restrictor.
(5) Inspect the restrictor for cleanliness using a flashlight. Shine the light into the throughhole in
the restrictor shaft. Look through the orifice end of the restrictor into the lighted throughhole.
Reclean the restrictor if any particles or coating can be seen.

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(6) Clean the surface of the Px (or Py) flapper valve that mates with the Px (or Py) orifice. Access
to the flapper valve is through the hole in the fuel control body that retains the Px (or Py)
orifice. Use a cotton swab with a highly volatile residuefree solvent (chlorothene or
equivalent) applied to the tip.
(7) Inspect the valve surface for cleanliness using a flashlight. Reclean the surface if any particles
or coating can be seen.
(8) Lightly coat packing with oil conforming to ASTM No. 5 or equivalent and install it with the
restrictor and shims into the fuel control. Each restrictor must have the same number of shims
installed as were used on the previous installation. Screw in finger tight to ensure shims are
properly located; then, tighten to 1415 lb in. (1.61.7 N.m) using a 1/8in. hex wrench. Do
not deviate from this torque. Secure restrictors with lockwire.
(9) Install the startergenerator. Make a visual inspection to ensure the installation is complete.
(10) Make a record of cleaning the Px restrictor and Py restrictor in the Engine Log book.
(11) If removed, install the fuel control on the engine. (Refer to PARA 2.B. for details.)
(12) Perform an acceleration check.
CAUTION: DO NOT EXCEED TORQUE, TEMPERATURE, OR N1 SPEED LIMITS
DURING THE ACCELERATION CHECK.
(a) Make a normal engine start. Allow the engine to operate at IDLE (5965% N1) until the
indicators stabilize.
(b) Using a power lever movement that is quick enough to require the engine to demonstrate
normal acceleration capability, advance the power lever to 100% N2. Note that N1 and N2
acceleration rates are normal.
CAUTION: ALLOW FOR POSSIBLE AIRCRAFT POWER SURGE AND FOR
ASYMMETRIC THRUST IMBALANCE (MULTIENGINE CONFIGURATIONS
ONLY) DURING THE ACCELERATION.
(c) Repeat the acceleration check three times to ensure repeatability.
(d) If acceleration is too slow, replace the fuel control.
(e) If acceleration rates are inconsistent, check the rigging. Repeat the acceleration check.
(f) If acceleration rate is consistent, no further action is required.

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Bendix Fuel Control Px and Py Restrictors (Orifices)

Figure 205

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