Cfmi Cfm56 Ndtm Cfmi-tp.nt.11 Rev 36 May 31, 2000

CFMI-TP-NT.11 NOVEMBER 30, 1980REVISED MAY 31, 2000

NON-DESTRUCTIVETEST MANUAL

Subject: Transmittal of the CFM56, Non-Destructive TestManual, CFMI-TP.NT.11, Revision 36, datedMay 31, 2000.

Attached is revision No. 36 to the CFM56, Non-Destructive TestManual.

Please insert/replace pages in accordance with the list ofEffective Pages provided with this revision, and Part 9 isreissued in entirely.

After inserting the revision and removing superseded pages, notethe necessary information on the Record of Revision page.

Please direct any inquiries or comments regarding this revisionto:

CMF InternationalProduct Support Manager

HRPage 1/2May 31/00

HISTORY OF REVISION

Rev No. DATEREMOVED

Rev No. DATEREMOVED

Basic Issue Nov 30, 1980 21 Aug 31/88

1 Feb 28, 1981 22 May 31/89

2 May 31, 1981 23 Aug 31/89

3 Aug 31, 1981 24 Feb 28/90

4 Feb 28, 1982 25 May 31/90

5 Aug 31, 1982 26 Feb 28/91

6 Nov 30, 1982 27 May 31/92

7 May 31, 1983 28 Feb 28/93

8 Nov 30, 1983 29 May 31/93

9 May 31, 1984 30 Nov 30/93

10 Aug 31, 1984 31 May 31/94

11 Nov 30, 1984 32 May 31/95

12 Nov 30, 1985 33 Feb 29/96

13 Feb 28, 1986 34 Nov 30/96

14 May 31, 1986 35 May 31/99

15 Nov 30, 1986 R 36 May 31/00

16 Feb 28, 1987

17 May 31, 1987

18 Aug 31, 1987

19 Nov 30, 1987

20 Feb 29, 1988

CONTENTSPage 1/2Aug 31/89

TABLE OF CONTENTS

PART SUBJECT

Title Page

Record of Revisions

History of Revisions

Record of Temporary Revisions

Table of Contents

Introduction

1 General

3 Gamma Ray

7 Borescope Inspection

R 8 Fluorescent Penetrant Inspection

9 Spectrometric Oil Analysis Program (SOAP)

10 Chip Analysis



INTRODUCTION

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INTRODUCTIONLIST OF EFFECTIVE PAGES

SECTION PAGE DATE

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R PAGES 1 May 31/922 Blank

R INTRO 1 May 31/92 2 Feb 28/91 3 May 31/81 4 May 31/81 5 May 31/81 6 May 31/81 7 May 31/81 8 Feb 28/91 9 May 31/8110 May 31/8111 May 31/8112 May 31/8113 May 31/8114 May 31/8115 May 31/8116 May 31/9017 May 31/9018 Blank

R: indicates pages added, changed, or deleted this revision.

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INTRODUCTION

1. Organization of the Non-Destructive Test Manual.

A. Manual Breakdown.

(1) The Non-Destructive Test Manual (NDTM) is divided into Parts(methods of testing) defined by Air Transport Association (ATA)Specification 100. CFMI may assign some Part numbers differentlythan those found in the specification. CFMI may also haveadditional requirements to those found in the specification.

(2) The Parts that follow are contained in this manual.

Part 1 - GeneralR Part 2 - Not applicable

Part 3 - Gamma RayR Part 4 - Not applicable

Part 5 - Not applicablePart 6 - Not applicablePart 7 - Borescope InspectionPart 8 - Fluorescent Penetrant InspectionPart 9 - Spectrometric Oil Analysis Program (SOAP)Part 10 - Chip AnalysisPart 11 - Not applicable

(3) Additional Parts may be introduced into the NDTM, as the engineprogram develops, to provide economical and reliable inspections.

(4) Each Part of this manual will have the following general scope ofcoverage:

General Technical Principles.

Safety.

Equipment and/or Facilities.

Preparation and Operation.

Inspection of the Engine, Component, or Part.

Record of Inspection.

Specific Procedure.

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B. Numbering Systems. See figure 1.

(1) This manual employs the 3-element (6 digit) ATA 100 numberingsystems. The first element denotes the chapter/system, the secondthe section/sub-system and the third the subject or item.

(2) In this manual the sixth digit will always be zero.

(3) Parts.

(a) Each Part begins with a tab divider, a title page, a list ofeffective pages and a table of contents.

(b) The list of the effective pages shows the date of the mostrecent revision.

2. Engine Directional References. See figure 2.

Clockwise, counterclockwise, clock position and other directionalreferences apply to the engine in a horizontal position, viewed from therear, and with the accessories section at the bottom. When components orstruts are numbered circumferential direction the No. 1 position is at12 o'clock, or immediately clockwise from 12 o'clock. The remainingpositions increase arithmetically in a clockwise direction.

3. Flange Identification. See figure 3.

The external flanges of the engine have been assigned letter designations.The letter designation will be used for flange identification wherever itis necessary to be explicit about flange location, such as positioning ofbrackets, clamps, bolts, etc.

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ATA Numbering of Engine SectionsFigure 1

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Engine Directional ReferencesFigure 2

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Flange IdentificationFigure 3

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B. Horizontal flanges are identified by:

(1) Front stator case horizontal left flange.

(2) Front stator case horizontal right flange.

4. Use.

This manual is to be used in conjunction with applicable MaintenanceManual and other applicable inspection equipment manufacturer's, Operatingand Service Instructions. All findings of these inspections shall beinterpreted according to limits of serviceability shown in the maintenancemanual.

A. Definitions.

The following terms are used in the NDTM and are defined as follows:

NOTE: Notes call attention to methods which make the job easier, orprovide supplementary or explanatory information.

CAUTION: CAUTIONS CALL ATTENTION TO METHODS AND PROCEDURES WHICH, IFNOT PRECISELY FOLLOWED, POSE A PARTICULAR RISK OF EQUIPMENTDAMAGE.

WARNING: WARNINGS CALL ATTENTION TO METHODS, PROCEDURES OR LIMITSWHICH, IF NOT PRECISELY FOLLOWED, POSE A PARTICULAR RISK OFINJURY OR DEATH TO PERSONS.

B. Assumptions.

The following assumptions were made in connection with the use of thismanual.

(1) That the personnel doing these inspections are properly trained,qualified and/or licensed, where such licensing is required bylaw.

(2) That the personnel doing these inspections know and will ensurecompliance with applicable Federal, State, and Local Rules andRegulations.

5. Supporting publications.

The following is a list of publications written in support of CFM56engine.

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A. Maintenance Manual.

The Maintenance Manual presents detailed information required tosupport the engine at a flight-line level. Inspection and checks,flight-line repair procedures or limits, and operation andtroubleshooting comprise the major portion of the publication.Descriptions of the engine sections, systems, and components areincluded to familiarize operation personnel with the variouscomponents.

B. Operating Instructions.

The operating instructions give operating limits and special operatingprocedures useful for pilots and maintenance personnel who will operatethe engines. These instructions are not to be used for testing theengines after line maintenance.

C. Illustrated Parts Catalog.

(1) The Illustrated Parts Catalog lists and illustrates all parts andassemblies of the engine. It is intended only for requisitioning,storing, issuing, and identifying parts and for illustratingrelationship for disassembly, where applicable. It is no to beused as the authority for procedures of assembly or disassembly.

(2) The catalog is also a historical record of parts used, superseded,and /or discontinued.

D. Illustrated Tool and Equipment Manual.

The Illustrated Tool and Equipment Manual provides information on thespecial tools and equipment required for the CFM56 engine. The toolsand equipment are illustrated with a brief description of the tool andits use.

E. Engine Shop Manual.

(1) The Engine Shop Manual presents detailed information required tosupport the engine at shop level.

(2) Inspection, repair procedures, testing and troubleshootingcomprise the major portion of this publication. Description ofthe engine sections, and components, are included to familiarizepersonnel with the terminology and physical appearance of thevarious components.

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F. Component Maintenance Manuals.

(1) The Component Manuals contain detailed maintenance or overhaulinstructions for the accessories furnished on the engine.

(2) The manual covers disassembly, cleaning, inspection, approvedrepairs and repair methods, assembly and testing of theaccessories. The manuals also include an Illustrated PartsCatalog for each of these accessories.

G. Facility Planning Manual.

The Facility Planning Manual provides the information to aid airlineplanners in developing the facilities and equipment requirements forthe CFM56 engine. Equipment, space, manpower skills and processesrequirements are given on a broad base so individual airlines can fitit to their operation.

H. Standard Practices Manual.

This Manual covers frequently used processes and procedures that areused in the maintenance and repair of engine parts.

I. Consumable Products Manual.

The Consumable Products Manual presents technical data on all productsused in maintenance of the CFM56 engine.

6. Definition of Terms and Abbreviations.

A. Defects.

The following terms are used to describe/define defects.

Terms Definition Associated Terms

R Blister A raised portion of a Bubblesurface caused by Flakingseparation of the outer Oxide Formationlayers of the parent Peelingmaterial or of a Scalecoating applied to it. Slag inclusion

(weld)

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Brittle Cold worked hard(like an oldO-ring)

A change in theelasticity or resilienceof the parent materialusually caused by aging,extreme cold, chemicalaction, or cold-working.

Buckle BallooningBendBulgeCreaseCurlDent (not to beconfused withsmall-area defectin heavy material)Depression

A large-scale deformationof the original contourof a part, usually causedby pressure or impactfrom a foreign object.Structural stresses,excessive localizedheating, high-pressuredifferentials, or anycombinations of these.

DistortionElongationFoldIndentationKinkProtrusion(hollow)Rupture (result ofexcessivebuckling)UnevenWarpageWrinkle

Burn Burn out (missingpiece)ErosionCorrosionGutteredHeat-checkHeat deteriorationHole (burn)Hot spot

A rapid, destructive,oxidizing action, usuallycaused by highertemperatures than theparent material canwithstand. Change incolor appearance oftenindicates this condition.

OverheatedOxidation

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Burnishing RubWear

Smoothing of a metalsurface by mechanicalaction, but without aloss of material.Generally found on plainbearing surface. Surfacediscoloration issometimes visible aroundthe outer edges. Normalburnishing fromoperational service isnot detrimental if thecoverage approximates thecarrying load and thereis no evidence of burns.

Burr A rough edge or a sharpprotusion on the edge orsurface of the parentmaterial.

Chafing See "Gall" or "Scratch".

Chip BreakA breaking away of theedge of the parentmaterial, usually causedby heavy impact from aforeign object.

Nick (similar to Chip, butno parent material isremoved). NotchedSpalling (usually abroken-away flat surface).

Corrosion PitA mass of small pitswhich cumulatively createa large, shallow cavity(usually rough in thesurface of the parentmaterial).

Crack BreakCold shut

A parting ordiscontinuity in theparent material (castings)

Crater (castings)Fatigue damageFissureFractureLap (forgings)

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Crack (Cont'd) RuptureSeamSeparationSlitTear

Crazing A mesh of minute hairlinecracks found in glazed orbaked-on coated surfaces,generally caused bytemperature change or bydeformation of parentmetal. Cracks do notpenetrate into parentmetal.

Creep Gradual continousdistortion or plasticflow under constantstress.

Deformation BendCreepDistortion

Any alteration or changeof shape, dimension orconfiguration resultingfrom stress or damage.

Dent PeenA completely smoothsurface depression causedby pressure or impactfrom a smooth, roundedforeign object. Theparent material isdisplaced, but none isseparated.

Deviation DamageDefectFlawImperfection

Any condition that causesa part to differ from themanufacturer's blueprint.

Irregularity

Discontinuity CrackSeamCold shut

An interruption in thenormal physical structureor configuration of apart. Lap

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Distortion BendDeformation

Any twisting, bending orpermanent strain thatresults in misalignmentor change of shape.

Erosion Gradual wearing away of asurface caused by a fluid(gas or liquid) flowingover the surface. Wearis generally caused byfine particles of foreignmaterial entrained in hotengine gases flowing at ahigh velocity.

Fatigue CrystallizationFretting

The progressive fractureof a material undercyclic stress loading. Flaking

Flaking See "Spalling".

Fretting WearGalling

Wearing away by low-amplitude rubbing againstanother metal (generallyassociated with press fitor close fitting parts).

Galling PickupA defect caused by themovement of 2 surfaces incontact with each other.In most cases, anaccumulation of foreignmaterial is deposited onthe parent material.

Gouge A wide, rough scratch orgroup of scratches,usually with one or moresharply incised corners,and frequentlyaccompanied bydeformation or removal orparent material.

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Groove A long, narrow,continuous depressioncaused by pressure of amoving surface in contactwith the parent material.

If depression is shallowand smooth see "Wear"; ifdepression is sharp, see"Scratch".

High spots Local distortions BlisterBuckleBubbleOut-of-round

High metal BurrDisplaced metal adjacentto a defect such as ascratch, nick or gouge,which is raised above thesurrounding.

Imbalance The state of being out-of-balance. Unequaldistribution of weightabout the axis ofrotation, which usuallyresults in vibration.

Inclusion Foreign material embeddedin metal duringsolidification, or formedby subsequent reaction ofthe solid metal.

Indication The visible evidence thata material defect exists,even though the defectitself may not be visibleto the naked eye.

Looseness Backet outExcessive play

Abnormal movement of apart, or insufficientsecuring of a part. Excessive

backlashInsufficienttorqueShakySloppyUnbottomedUnpinnedUnwired

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Misalignment EccentricOut-of-roundOut-of-squareMismatchedUnmatched

A mismatching ormalformation of any partwhich either preventsperfect assembly orresults in faultyoperation and/or ultimatefailure.

Nick ChipDentNotch

A surface impression withsharp corners or bottom,usually caused bypressure or impact from asharp-edged object. Theparent material isdisplaced, but usuallynone is separated.

No ApparentDepth

Term used to describesurface defects that canbe seen but not felt withfingernail orscriberpoint.

Noise Bumps (sound)ChattersClicksGrates (usually

An abnormal soundinvolving moving parts,usually an increase involume or a change ofpitch. gears)

GrindsHumsRattlesRubsScrapes (sound)ScreechesThumpsWhistles

Obstruction CloggedContaminatedPluggedRestricted

Prevention of free flowof a fluid (air, oil,fuel, water) because offoreign material in theflowpath or malformationof the part.

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Oil-canning Buckling(Snappingaction)

Shapping or poppingdisplacement of sheetmetal when restrained atits edges like adiaphragm, wall, orbottom of an oil can.

Parent Metal All material in a singlepart except the weld,braze filler, or heat-affected zone (within1/8 inch (3.175 mm) ofthe fusion line).

Pickup BurrGallImbedmentInclusionPile-up

Transfer of one materialinto or onto the surfaceof another in contactwith it, usually as aresult of friction-heating. Protrusion

Metallization

Pinched BoundCompressedFlattened

Distortion of one or moresurfaces of the parentmaterial, caused bypressure Seized

Smashed (withoutseparation intopieces)SquashedSqueezed

Pit CorrosionCraterElectrolyticcavityInclusionPerforationPinholesPock-marked

A minute depression orcavity having no sharp,high-stress corners inthe surface of thematerial. Pits areusually caused bychemical reaction(rusting, chemicalcorrosion).

Porosity PitPinholes

Areas containing numerouspits or pinholes

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Rub If impression isshallow andsmooth see"Wear". If

A surface depression ordisplacement caused bytwo surfaces moving whilein contact with eachother. impression is

sharp, see"Scratch".

Scale BurnA layer of metallicoxides formed by chemicalaction of oxigen on theexposed surface of themetal, usually while hot.

Scratch AbrasionChafeFurrowGrooveScore

A long, narrow, sharp-cornered impressioncaused by the movement ofa sharp object across thesurface of the parentmaterial.

Seizure Bound upFrozen

A welding or binding offaces which preventfurther movement. Tight

WedgedWelded (withoutexternalheating).

Spalling FlakingFrettingGalling

Cracking off or flakingoff of small particles ofmetal from the surface,usually in thin layers orlocalized spots.

R Tear BurrR ChipR CrackR NickR

A physical separation,pulling apart, orwrenching of metal whichcan be caused by impactdamage.

Unbalance The act of putting abalanced component out ofbalance. Usually"imbalance" is meant.

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Varnish film BandedDiscoloredOxidizedStained

A hard surface-film ofpartially carbonizedhydrocarbon, such as oil,which is built up when thepart is heated to or abovethe breakdown-point of thefluid.

Wear AbrasionAttritionBrinnelledChafed

Relatively slow removal ofparent material in theprocess of operation (notalways visible to thenaked eye). Chattering

ErosionFrayingFrettingFrictionGallingGlazingGrooveInterferenceOxidationRoughnessRubbedScarfedScuffedUnevenWeak

B. Abreviations.

The following abbreviations have been used for terms that appear withinthe manual.

LRU Line Replaceable UnitTGB Transfer GearboxAGB Accessory GearboxLPT Low Pressure TurbineHPT High Pressure TurbineMEC Main Engine ControlPMC Power Management ControlVSV Variable Stator VaneVBV Variable Bleed ValveN1 Low Pressure Rotor SpeedN2 Core Rotor Speed



PART 1 - GENERAL

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PART 1 GENERALLIST OF EFFECTIVE PAGES

SECTION PAGE DATE

TABDIVIDER

TITLEPAGE

LIST OFEFFECTIVEPAGES 1 May 31/81

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CONTENTS 1 May 31/812 Blank

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CONTENTSPart 1

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TABLE OF CONTENTS

Section Page

R 72-00-00 Purpose of the non destructive test manual................. 1

R General information........................................ 1

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PART 1 GENERALR1. Pupose of the Nondestructive Test Manual .

The purpose of the Nondestructive Test Manual (NDTM) is to provide thepersonnel who are responsible for maintenance of CFM56 engines withsufficiently clear and detailed instructions for performing nondestructivetests.

2. General Information .

A. This manual provides information on the nondestructive testing methodsfor the inspection of the CFM56 Turbofan Engine, its components andindividual parts.

B. Standard shop practice safety procedures and precautionary measuresshould be observed at all times to avoid damage or injury to equipmentand persons.

C. These instructions do not purport to cover all details or variations inequipment nor provide for every possible contingency to be met inconnection with installation, operation or maintenance of equipmentlisted in this manual.



PART 3 - GAMMA RAY


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PART 3 - GAMMA RAYLIST OF EFFECTIVE PAGES

SECTION PAGE DATE

TABDIVIDER

TITLEPAGE

LIST OFEFFECTIVE

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CONTENTS 1 NOV 30/802 BLANK

INTRO 1 NOV 30/802 NOV 30/803 NOV 30/804 NOV 30/80

72-00-00 1 NOV 30/802 NOV 30/803 NOV 30/804 NOV 30/805 NOV 30/806 NOV 30/807 NOV 30/808 NOV 30/809 NOV 30/80

R 10 MAY 31/8411 NOV 30/8012 NOV 30/8013 NOV 30/8014 NOV 30/8015 NOV 30/8016 NOV 30/8017 NOV 30/8018 NOV 30/8019 NOV 30/8020 BLANK

72-20-00 1 NOV 30/802 NOV 30/803 NOV 30/804 NOV 30/805 NOV 30/806 BLANK

SECTION PAGE DATE72-30-00 1 NOV 30/80

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CONTENTSPart 3

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PART 3 - GAMMA RAY

TABLE OF CONTENTS

Section Page

Introduction ......................................................... 1

72-00-00 Equipment and Inspection................................. 1

72-20-00 Inspection of Fan Booster Section........................ 1

73-30-00 Inspection of High Pressure Compressor Section........... 1

72-40-00 Inspection of Combustion Section......................... 1

72-50-00 Inspection of High Pressure and Low PressureTurbine Sections......................................... 1

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PART 3 - GAMMA RAY

INTRODUCTION

1. General Technical Principles .

The application of gamma ray radiographic inspection techniques is aneffective method of assessing the mechanical condition of selectedinternal engine components without engine disassembly. Procedures andequipment have been developed for the implementation of thesetechniques on the CFM56 turbofan engine for failure detection andtrend monitoring. In gamma ray radiography, results are obtainedwhich are similar to those obtained during industrial X-rayinspection. In this case, however, the penetrating radiation is inthe form of gamma rays emanating from the decay of a radioactiveisotope, rather than the X-rays produced by the impact of high speedelectrons on a heavy metal target. There are several significantdifferences in the 2 methods which influence their possibleapplication to the inspection of assembled aircraft turbines engines .

WARNING : THE RADIOGRAPHIC INSPECTION METHOD DESCRIBED HEREINREQUIRES THE USE OF RADIOACTIVE BYPRODUCT MATERIAL ASDEFINED BY THE UNITED STATES ATOMIC ENERGY COMMISSION.EXCESSIVE EXPOSURE TO SUCH RADIOACTIVE MATERIAL MAY RESULTIN SERIOUS INJURY OR DEATH. THE POSSESSION, USE, ANDTRANSPORTATION OF SUCH BYPRODUCT MATERIAL REQUIRES ANATOMIC ENERGY COMMISSION LICENSE (OR AGREEMENT STATELICENSE). COMPLIANCE WITH APPLICABLE FEDERAL, STATE, ANDLOCAL REGULATIONS IS THE RESPONSIBILITY OF THE USER. CFMINTERNATIONAL ASSUMES NO RESPONSIBILITY FOR THE COMPLIANCEOF THE IMPLEMENTATION OF THE RADIOGRAPHIC INSPECTIONPROCEDURES WITH THE REGULATIONS AND LICENSING PROVISIONSFOR THE USE OF BYPRODUCT MATERIAL.

A. In the case of X-rays, the radiation source can be turned ON andOFF at will, and the energy and intensity of the radiation can becontrolled by respectively adjusting the voltage and beam current.In the case of a radio active isotope source,the radiation isalways emanating from the source, and cannot be turned OFF. Theonly effective way of turning OFF the radiation is to move thesource from the inspection area or to place a heavy radiationshield between the inspection area and the source.

B. The energy of the gamma rays are determined by the spectrum of theparticular isotope, Iridium-192, which is generally used in theseapplications. It produces 12 different radiation energies over arange of a few

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thousand electron volts to over a million electron volts, and hasan effective penetrating power equivalent to approximately a400 KEV X-ray machine. This is applicable for the inspection ofsteel sections in the one inch (2,5 cm) to 3 inch (7,6 cm)thickness range, which brackets the majority of the assembledengine radial material thickness areas.

C. The radiation effect is measured in Roentgens, and determine thefilm exposure produced. the types of industrial X-ray film usedin aircraft radiography require one to 4 Roentgens to produce afilm of 2.0 density. The Iridium-192 source in free spaceproduces a radiation intensity of 0.55 Roentgens per hour percurie source strenght at a distance of one meter, and obeys theinverse square law as the distance is changed.

D. The source stenght, measured in curies, is determined by theinitial source stenght and the radioactive decay curve of theparticular element. For Iridium-192, new sources at nominal100 curies are procured, with a logrithmic decay of the sourcestrenght at a half life of 74 days. (In 74 days the sourcestenght will be reduced to half its initial value, or 50 curies.)Therefore, for a given source at a given time, and a selectedradiographic inspection requirement of source-to-film distance andmaterial thickness, the only variables available for film exposurecontrol are the exposure time, film selection, and filmprocessing.

E. The determining factor in the application of gamma ray radiographyto assemble aircraft gas turbine engines in preference to X-raytechniques is the relative physical size of the equipment. In theinspection technique being applied as described in detail in theRadiographic Inspection Procedures, the radiation emanatesradially outward through the engine from a spot along the axis ofthe engine, with a film placed on the surface of the engine. Anencapsulated 100 curie source, with an equivalent radiation energyof 400 KEV, is physically less than 0.25 inch (6 mm) in diameter,allowing the use of a source carrier tube within the engine of0.50 inch (12,5 mm) outside diameter. An equivalent 400 KEV X-raymachine would weight hundreds of pounds and have dimensions in theorder of feet. Even a machine of this rating with a tube remotefrom the high voltage transformer would require a tube headseveral inches in diameter and a thick high voltage and coolantline cable.

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2. Radiological Safety.

A. Since gamma ray radiographic inspection requires the use ofbyproduct material as defined by the Atomic Energy Commission, allactivities associated with such inspections must comply with theapplicable AEC Federal rules and regulations. In addition, Stateand local rules and regulations must be observed, as well as thoserules and regulations established by the industrial radiologicalsafety officer within whose jurisduction the gamma ray radiographyis being conducted. In applications outside of the United States,the activities must comply with the rules specified by thepertinent national regulatory agencies. The following radiologicalsafety actions are typical of those that may be required and areincluded herein for maintenance planning purpose only. In allcases the user shall consult and comply with all applicableGovernmental rules and regulations.

B. All gamma ray radiographic inspections shall be performed underthe personal supervision of a trained, qualified, and licensedradiographer, who meets all the requirements specified byNational, Federal, State, local, and site industrial rules andregulations. The radiographer in charge shall ensure thecompliance with all applicable National, Federal, State, and localrules and regulations in all aspects of radiological safety.

C. The source container, source control mechanism, source carriertubes, and other associated radiographic equipment shall be of anapproved type and design, and be equipped with safety and warningdevices in compliance with applicable National, Federal, State,and local rules and regulations.

D. A prime and back-up gamma ray sensitive survey meter of anapproved type and detection range shall be available forestablishing and/or verifying the threshold radiation isodose linefor the exclusion area, and for assessing the proper operation ofthe source control mechanism in exposing and returning the sourceto the storage container. These meters shall have been calibratedwithin the prescribed time interval.

E. Rope or tape barriers shall be erected and radiation areawarning signs shall be posted as prescribed by applicablerules and regulations. Properly deployed audible warningsignals and/or visible flashing light signals shall beactivated during that period of time when the source has

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been transported out of its safe position in its storagecontainer. Before the source is moved from its safe position, theradiographer in charge shall assure that no personnel other thanthose associated with the radiographic inspection are in theradiation area, and that those involved personnel be at suchlocations that their radiation exposure is minimized. At all timesthat the source is out of the storage container, the radiographerin charge shall maintain direct surveillance of the operation toprevent unauthorized persons from entering the radiation area.

F. All personnel associated with the radiographic inspection shallwear an approved pocket dosimeter and a film badge. A directreading type dosimeter have a range from zero to 200milliroentgens is recommended. The film badge shall be obtainedthrough an approved film badge service vendor. Accumulatedradiation dose records shall be maintained of all associatedpersonnel as prescribed by applicable rules and regulations.

G. The radiation source container shall be stored in a secure mannerwhen not in use in a radiographic inspection as prescribed byapplicable rules and regulations. The appropriate procedures andregulations shall be followed when transporting the sourcecontainer between its storage facility to the radiographicinspection site.

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PART 3 - GAMMA RAY

EQUIPMENT AND INSPECTION

1. Equipment and Facilities .

A. The gamma ray radiographic inspection of aircraft engines requiresthe use of special equipment included in radiographic inspectionfixture set, 856A1141, as well as standard equipment andfacilities. Since radiographic inspection can be performed eithertotally in-house, or by the use of vendor radiographic services,the equipment requirement can vary considerably. The followingequipment and facilities are required, either locally supplied orfurnished by a service vendor.

B. Source, Source Container, and Source Control.

(1) The Radiographic Inspection Procedures prescribed hereafterhave been established for the use of nominal 100 curiesIridium-192 source. The source container shall be an approveddesign for the storage of such a source. Since the sourcecontainer must be placed close to the engine, it is desirableto use a source container of minimum weight to facilitatehandling. Source containers using depleted uranium as theshielding material are available for 100 curies of Iridium-192which weight less than 50 lb (22,7 kg) and should beconsidered for this application.

(2) The source control mechanism shall be of an approved type andhave sufficient range to allow the insertion of the sourcethrough the source tube system consisting of a one ft (30 cm)adapter section, a 7 ft (210 cm) flexible tube, and a 10 ft(305 cm) rigid source tube. To allow a factor of safety forthis 18 ft (550 cm) required travel, a minimum travel lengthof 25 ft (765 cm) should be provided.

C. Source Tubes.

(1) The source tube provides a guide and passageway for thesource as it is transported from the storage container tothe source tube tip, where it is held for the duration ofthe exposure. The rigid source tube sections, the flexiblesource tubes, and the source container are coupled togetherto provide a continuous enclosed source path. Since thereare numerous models and types of source containers, it is


Nov 30/80

necessary to provide adapter sections to allow the interfacingof all possible source containers with the coupling typeselected for the source tubes.

(2) The rigid source tube is coupled to the source container by asection of flexible source tube. This flexible section allowsaxial adjustment of the source tube position independent ofthe position of the source container, and gives some freedomof choice of the lateral, vertical, and axial position of thecontainer as well as its attitude. In order to provide aselection of flexible source tube lengths for optimum setuplengths of 7 ft (213 cm), 5 ft (153 cm), and 3 ft (91 cm)should be provided. The couplings should match the rigidsource tube, and have an inside diameter compatible with thesource being used.

(3) The rigid source tube acts as the source guide within theengine, and provides a solid medium for accurately locatingthe axial position of the source. The source tube isconstructed of a noncorrosive circular cross-section material,and is made up in sections having a total length of 120 inches(305 cm). The first section of the rigid source tube has thefront end plugged with a plane inside surface, and ahemispherical outer surface, whose diameter is equal to theoutside diameter of the tube. The couplings between the rigidsections are the same as those between the rigid section andthe flexible tube section to allow the use of one or morerigid sections. Also, the couplings are keyed to providepositive circumferential alignment of the tube sections, andhave zero end play when coupled.

(4) Two permanent etched, embossed, scribed, or otherwise markedscales are placed on the tube sections, and are upright,reading from left to right, with increasing numbers. One isdivided into inches as the major divisions, with 0.125 inch(3,1 mm) subdivisions, and is accurate to within plus or minus0.0625 inch (1,6 mm) of the true source position. The otheris divided into centimeters and millimeters, and is accurateto within ± one mm of the true source position.


Nov 30/80

(5)The source tube must be accurately centered in the engineshaft, and the tip must be positively supported during theexposure. The source tube is fitted with a centering devicewhich holds the source tube tip in the center of the engineshaft within plus or minus 0.25 inch (6 mm) of the truecenter.

D. Source Tube Indexing Fixture.

The source tube must be held in the center of the shaft as itenters the engine, and must be positively clamped and accuratelypositioned axially by a suitable fixture for the tube-engineinterface. An indexing fixture is provided which holds the sourcetube in the center of the shaft as it enters the engine with lessthan plus or minus 0.25 inch (6 mm) deviation from the truecenter. The axial position indexing mechanism is capable ofpositioning the end of the source tube to within plus or minus0.0625 inch (1,6 mm) of the desired distance from the referenceplane. The indexing device mounts positively to the fan spinnercap mounting flange with captive attachment thumbscrews, requiringhand operation only for installation. The clamping mechanismgrips the source tube with sufficient force to prevent slipping ofthe tube when 25 lb (11 kg) axial force is applied. The sourcetube can be removed or inserted in the engine with the indexingdevice in place. Clamping of the source tube can be accomplishedby a one-hand operation.

E. Film Holding Strap.

The film cassettes are held against the surface of the engine by aelastic strap. It is made of a material which is not deterioratedby engine oil or fuel, zyglo fluids, or engine cleaning fluids.The strap has a gradient range of 0.2 to 0.3 inch (5,0 to 7,6 mm)elongation per foot of length per pound of applied tension (0,75cm to 1,13 cm elongation per meter per kg), with an elastic rangeof 50 percent elongation. The elastic film holding strap is 2inches (5 cm) wide, and with a thickness of 0.0625 to 0.187 inch(1,6 to 4,8 mm). Two different length straps are needed. Onestrap, whose unstretched length is 12 ft (366 cm), is needed forholding film in place over the combustor and low pressure turbineareas. The other strap 8 ft (244 cm) long is required for holdingfilm in place over the compressor area. One end of the elasticfilm holding straps is terminated with a continuously adjustable,quick release, buckle, similar to those used on automobile andaircraft seat belts. The other end is fitted with the matingattachment hardware of the latching mechanism.


Nov 30/80

F. Film Cassettes and Film Identification.

(1) The industrial X-ray film used in gamma ray radiography isencased in reuseable light proof, screened, protectivecassettes, with lead identification numbers and/or lettersattached to the source side of the cassette. The cassettesare fitted with 0.005 inch (0,127 mm) lead screens at thefront and back of the film for exposure enhancement and backscatter attenuation. They are constructed with a light proofenclosure for the screens and the film. The outer surface iswater, oil, and wear resistant, with the edges reinforced toprevent tears and light leaks and associated film spoilage.The film cassettes are constructed of such material that theycan be formed on a 18 inch (45,7 cm) radius without damage tothe cassettes or causing a permanent set.

(2) A sufficient quantity of the proper size cassettes should beavailable to allow the complete radiographic inspection of anengine to be accomplished without a delay for cassettereloading. The 2 most required film sizes are 7 x 17 inches(17,8 x 43,2 cm) and 4.5 x 17 inches (11,4 x 43,2 cm).

(3) One-half inch (1,3 cm) or 0.375 inch (1,0 cm) standard leadletters and numbers are used for film identification.Sufficient quantities should be available to allow labelingall cassettes of at least 2 inspection procedures according tothe prescribed identification system to avoid delays in theradiographic inspection for film identification.

NOTE: Alternate positive methods of film identification maybe used.

G. Film Processing.

A darkroom film laboratory facility is required for filmcassette loading and unloading, and film processing. A supplyof industrial X-ray film of the proper sizes and types to meetthe needs of the radiographic inspection procedure must beavailable. Film processing capability must be provided, eitherby means of an automatic film processor, or a hand developingsystem of film holders; developing, fixing, washing tanks, andfilm drier. The exposure information given in the specificradiographic procedures has been selected to provide optimumfilm density for single loaded film cassettes with 0.005 inch(0,127 mm) thickness of lead screens when film is hand


Nov 30/80

processed at 68°F (21°C) for 5 minutes. Generally automatic filmprocessing relative to hand method yields a greater film densityfor the same exposure. Due to variables in the automatic process,trial exposures should be made for a specific procedure todetermine acceptable development/exposure times. A correlationcan then be established from the test exposure that will permitadjustments to yield acceptable results with the other procedures.Equipment and the necessary copying film should be available forthe making of duplicate films of selected radiographs of interest.

H. Examination Equipment.

(1) Adequate equipment must be available for the examination andinterpretation of the radiographs including 2 types ofviewers.

(2) Standard 14 x 17 inch (36 x 43 cm) viewers are required forexamination of films up to 2.0 density. A simultaneous displayof eight 7 x 17 inch (17,8 x 43 cm) films is recommended.

(3) A high-intensity viewer should be provided for examination offilms having up to 4.0 density. The viewer should provideviewing of a maximum area of 5 inches (12,7 cm) diametercircle, with an adjustable iris to vary the area down to a 0.5inch (1,27 cm) circle. The light intensity should becontinuously adjustable from zero to maximum illumination.The light source should be heat filtered to allow sustainedexposure ot the film to the full intensity of the lightwithout overheating the film.

2. Preparation and Inspection - Procedure.

A. Tools, Equipment and Materials.

NOTE: Equivalent substitutes may be used instead of the followingitems.

(1) Tools and Equipment.

(a) Special Tools.

Tool No. Description

856A1141 Inspection Fixture Set

856A2573 Puller


Nov 30/80

(b) Standard Tools.

Description Manufacturer

Film as required Local Purchasein procedure

(c) Equipment.


Standard 16 x Local Purchase14 in. (36 x43 cm) Viewer

High-Intensity Local PurchaseViewer

(2) Consumable Products.

Code No. Description

CP2102 Pure Mineral Petrolatum

B. The radiographic inspection of an aircraft turbine engine isaccomplished in a series of steps, which are performed before,during, and after the actual radiograph exposure. The followingsequence is recommended for the effective conduct of theradiographic inspection.

C. Pre-Inspection Planning.

The recommended pre-inspection planning activities are as follows:

(1) Select the Radiographic Inspection Procedures which are to beaccomplished during the inspection, and fill in theappropriate data on the Radiographic Inspection InstructionSheet, as illustrated in figure 1. Calculate the exposuretimes required for each radiographic inspection procedurebased on the strength of the source being used. From thetabulation of film data, establish the total film requirementby size, type, and number of sheet.

(2) Verify the availability and serviceability of all specialequipment, fixtures, devices, and facilities necessary and theperformance of the inspection.


Nov 30/80

Radiographic Inspection Instruction SheetFigure 1

D. Film Preparation.

(1) Load the necessary number and sizes of screened cassettes withthe specified types of industrial X-ray film for the selectedradiographic inspection procedures.

(2) Adequately mark and segregate cassettes loaded with thedifferent types of film to assure positive film typeidentification.

(3) Make up film identification strips and overlap keying numbersand attach to film cassettes as illustrated in figure 2. Theidentification number consists of the sequence of the last 3digits of engine serial number, 6 digits representing month,day, and year of century, and the number of the radiographicinspection procedure. The identification numbers are taped tothe engine side of the cassette, centered between the ends ofthe film, and located laterally as specified in the inspectionprocedure. For purposes of easy film identification duringinstallation on the engine, place corresponding chalk markednumbers on the side of the cassette opposite the side havingthe indentification strip and sheet number.


Nov 30/80

Radiographic Film Identification and Placement of Film on EngineFigure 2


Nov 30/80

E. Engine Preparation.

(1) The engine is prepared for the radiographic inspection byproviding access to the engine shaft for source tubeinsertion, and to the surface of the engine for filmplacement.

(2) Place appropriate stand and work platforms near the engine andto provide access to the fan inlet, and the outside of theengine in the regions covered by the selected inspectionprocedures. Secure the fan from windmilling by snubbing straparound fan blade and fan outlet guide vane. Orient fan shaftwith 2 fan spinner cap mounting bolts on a horizontaldiameter, and lock fan in place with wedge between fan tip andfan case at 6 o'clock position.

(3) Install source tube indexing and support fixture as follows:

(a) Place an indexing mark across joint between the fanspinner cap and the fan spinner body. Remove the 12spinner cap attachment bolts and remove spinner cap asshown in section 72-21-00, of engine maintenance manual.Place attachment bolts in drawstring storage bag andattach to spinner cap. Place spinner cap in appropriatetemporary storage during radiographic inspection.

(b) Remove snap ring from turbine shaft forward end.

(c) Remove the low pressure turbine (LPT) shaft plug usingpuller, 856A2573, and discard O-rings.

(d) Install source tube indexing and support fixture. Alignsupport bar in a horizontal position, with clamping jawsopen upward. Tighten mounting thumbscrews to firmly seatthe support bar against the spinner cap mounting flange.See figure 3.

(4) Assemble the sectional rigid isotope source tube and insertinto the center vent tube of the engine. See figure 3.

(a) Assure that the keyed couplings are properly seated andthat there is no end play in the couplings.

72-00-00Part 3Page 10

May 31/84

Installation of Gamma Ray Apparatus into Center FrontAccess of Engine

Figure 3

72-00-00Part 3Page 11

Nov 30/80

(b) Orient the source tube with the tube support at the 6o'clock position, and the scale numbers reading upright.

(c) Place the tube in the indexing fixture at the source tubeposition for the first radiographic inspection procedure.

(5) Establish radiation safety controls as prescribed byapplicable rules and regulations.

(a) Set-up radiation area boundry barriers.

(b) Post warning signs.

(c) Deploy visible and/or audible alarms for activation whenrequired during exposure.

(6) Complete assembly of source exposure system.

(a) Place locked source container on bottom of fan duct orsome suitable support.

(b) Connect adapter section and flexible source tube betweensource container and rigid source tube.

(c) Connect source control cables to storage container withcontrol station at remote position providing minimumexposure to operator during operation.

(7) Install X-ray film on surface of engine over area to beradiographed. Tape cassettes together and to engine or useplastic strap as follows:

(a) Place elastic film holding strap around engine directly onsurface, per detail procedure, where film cassettes are tobe placed, with light tension.

(b) Select the set of cassettes identified for theparticular radiographic inspection procedure and placefilm under holding strap in their approximate position,starting clockwise, aft looking forward, at the 12o'clock position with cassette one. Place the nextcassette 2 with its left end overlapping the previouscassette. The overlapped number is placed beneath bothcassettes. See figure 2. Continue until all cassetteshave been installed. The film should be directly on the

72-00-00Part 3Page 12

Nov 30/80

surface of the engine, under tubes, lines, and bracketwhere possible.

(c) Tighten holding strap sufficiently to hold cassettesfirmly in place.

(d) Make fine adjustment of cassette position to conform withradiographic inspection procedure.

(e) Care should be taken in the handling of the film cassettesduring installation on and removal from the engine,avoiding any bending, kinking, squeezing against sharpprojections, or similar abuse which will cause unwantedmarks on the film and low quality radiographs.

CAUTION: DO NOT PLACE FILM CASSETTES ON SURFACE OF ENGINEIF THE TEMPERATURE OF THE ENGINE SURFACE ISGREATER THAN 130°F (55°C).

(f) The placement of film on an engine at a greatertemperature may cause damage to the films and deterioratethe quality of the radiographs. As a simple rule-of-thumb, if the engine is cool enough to hold a hand againstthe surface indefinitely, the temperature is below thelevel where film damage can occur.

(8) Enter appropriate data of the particular radiographicinspection in Radiographic Film Log Sheet shown in figure 4.

WARNING: EXCESSIVE EXPOSURE TO THE RADIOACTIVE SOURCE MAYRESULT IN SERIOUS INJURY OR DEATH.

(9) Obtain exposure for radiograph of the area of engine specifiedin the applicable inspection procedure by the followingsequence of steps.

(a) Place the source tube at the proper index position andclamp in place with the indexing fixture.

(b) Unlock source container with safety lock.

(c) Visually check engine area for evacution of all personnel.

(d) Activate visible and/or audible radiation alarm equipment.

72-00-00Part 3Page 13

Nov 30/80

Sample of Radiographic Film LogFigure 4

72-00-00Part 3Page 14

Nov 30/80

(e) Operate source control equipment to transport source totip of source tube.

(f) Set timer to desired exposure time.

(g) Maintain cognizance of area to assure and/or prevent entryof radiation area by unauthorized personnel.

(h) Survey perimeter of exclusion area to assure compliancewith radiation safeguard regulations.

(i) Return source to container when timer indicates completionof required exposure.

(j) Survey source container to assure that source is properlyin the safe position.

(k) Lock container safety device.

(l) Turn off visible and/or audible radiation alarm.

(m) Remove exposed film from engine.

(n) Remove identification strips and overlap numbers from filmcassettes.

(10)Repeat steps outlined in step (9) for obtaining radiographsspecified by the remaining radiographic inspection proceduresselected for the particular engine inspection.

(11)Return engine to pre-inspection condition.

(a) Uncouple flexible source tube from source container andthe rigid source tube.

(b) Unclamp source tube from indexing device, withdraw tubefrom engine, and disassemble into separate sections.

(c) Remove source tube indexing fixture from the fan spinnerflange.

(d) Install new O-rings lightly coated with petrolatum(CP2102) into forward and aft groove of LPT shaft plug.

(e) Install LPT shaft plug and snap ring.

72-00-00Part 3Page 15

Nov 30/80

(f) Reinstall fan spinner cap cover as prescribed in section72-21-00 of maintenance manual, with index marks alignedto assure same relative position.

(g) Remove fan tip locking wedge, and remove fan snubbingstrap.

(h) Remove elastic film holding strap or tape from the engine.

(12)Remove radiographic inspection apparatus and radiologicalsafety control equipment.

(a) Disconnect adapter section, if used, from source storagecontainer, and install shipping plug in container.

(b) Disconnect source control cables from source container, ifdetachable, and prepare equipment for transportation tostorage site.

(c) Remove radiation area warning signs.

(d) Take down radiation area barriers.

(e) Remove portable audible and/or visible alarm equipment.

(13)Process radiograph films.

(a) Remove exposed films from cassettes under dark roomconditions.

(b) Develop films, either by feeding through automatic filmprocessor, or place in film holders and hand process.

(c) When films are dry, cut any sharp corners to preventscratching other films or tearing filing and storageenvelopes.

(d) Sort films by inspection procedure number and arrangefilms of each procedure in sequence of position aroundcircumference around engine.

(14)Examine, analyze, and evaluate radiographic inspection data.

72-00-00Part 3Page 16

Nov 30/80

(a) Examine each radiograph, using standard and high intensityviewers as required.

(b) Encircle areas of distress or abnormality with filmmarking pencil.

(c) Record all areas of distress or abnormality, both withrespect to magnitude and characteristics and axial andcircumferential position.

(d) Trend monitor condition of engine by comparingradiographic results of this inspection with the resultsof previous inspection of the same areas to establish rateof increase of distress, if applicable.

(e) Document the results of the radiographic inspection,either in the form of a hand record or a machine record,and enter into the condition monitoring data file of theengine, if applicable.

(15)Enter radiographs into the Radiographic Inspection Data Fileas follows:

(a) Place all films from each radiographic procedure into apaper envelope, with the engine serial number, procedurenumber, and inspection date on the outside of theenvelope.

(b) Place all the individual radiographic inspection procedureenvelopes for the same engine serial number and sameinspection date into one larger envelope. Mark theoutside of the envelope with the engine serial number, thedate of inspection, the inspection site, and procedurenumbers included in enclosed inspections. Insert a copy ofthe inspection log sheet in the envelope.

(c) Store inspection envelope vertically in radiograph file byengine serial number, and chronologically within theengine group.

72-00-00Part 3Page 17

Nov 30/80

3. General Radiographic Inspection Procedures.

General radiographic inspection procedures have been developed for thevarious sections of the engine for guidance of source location, filmplacement, exposure times, etc. Source location, exposure time, etc.,can be adjusted to enhance specific part or area to be inspected.Each procedure is listed under its appropriate ATA coded section. Seefigure 5.

4. Specific Radiographic Inspection Procedures for CFM56 Engines.

A. The radiographic inspection procedure numbering system has beendesigned to allow the convenient insertion of additionalprocedures into the system at a particular engine area.

B. The first digit of the procedure number behind engine designation(CFM56-XX) designates the engine areas as follows:

(1) 0 - Fan area.

(2) 1 - Compressor section.

(3) 2 - Combustion section.

(4) 3 - High pressure turbine section.

(5) 5 - Low pressure turbine section.

(6) 6 - Core thrust reverser area.

C. The following specific procedures have been developed.

(1) Fan/booster area.

(a) CFM56-01 Fan booster in area of fan stage No. 1 stator.

(b) CFM56-02 Fan booster in area of fan stage No. 2 stator.

(c) CFM56-03 Fan booster in area of fan stage No. 3 stator.

(d) CFM56-04 Fan Booster in area of fan stage No. 4 stator.

72-00-00Part 3Page 18

Nov 30/80

ATA Numbering of Engine SectionsFigure 5

72-00-00Part 3

Page 19/20Nov 30/80

(2) Compressor section.

(a) CFM56-100 Compressor section in area of inlet guide vanes.

(b) CFM56-101 Compressor section in area of stage 1.

(c) CFM56-102 Compressor section in area of stage 2.

(d) CFM56-103 Compressor section in area of stage 3.

(e) CFM56-104 Compressor section in area of stage 4.

(f) CFM56-105 Compressor section in area of stage 5.

(g) CFM56-106 Compressor section in area of stage 6.

(h) CFM56-107 Compressor section in area of stage 7.

(i) CFM56-108 Compressor section in area of stage 8.

(j) CFM56-109 Compressor section in area of outlet guide vanes.

(3) Combustion section.

(a) CFM56-21 Combustion section in area of fuel injectors.

(b) CFM56-22 Combustion section in area of exit of swirler.

(c) CFM56-23 Combustion section in middle area.

(4) High pressure turbine (HPT) section.

CFM56-31 HPT section in area of HPT nozzle.

(5) Low pressure turbine (LPT) section.

(a) CFM56-51 Stage 1 of LPT section.

(b) CFM56-52 Stage 2 of LPT section.

(c) CFM56-53 Stage 3 of LPT section.

(d) CFM56-54 Stage 4 of LPT section.


Nov 30/80

PART 3 - GAMMA RAY

INSPECTION OF FAN BOOSTER SECTION

1. General.

Figures 1 through 4 of this section provide information that can beused for general inspections of the fan booster section. The followingsteps will aid in organizing an inspection.

A. Select radiographic inspection procedure needed from figures inthis section.

B. Establish zero reference point and prepare engine for inspectionaccordingly.

2. Engine and Radiographic Preparations.

Observe instructions and procedures in Chapter 72-00-00.

3. Film and Source Information.

Use information shown in the radiographic inspection procedureselected.

4. Interpretation of Findings.

Interpret findings from radiographic to limits of serviceabilitystated in maintenance manual Chapter 72-21-00.


Nov 30/80

Fan Booster in Area of Fan Stage 1 StatorFigure 1


Nov 30/80


72-20-00Part 3

Page 5/6Nov 30/80



Nov 30/80

PART 3 - GAMMA RAY

INSPECTION OF HIGH PRESSURE COMPRESSOR SECTION

1. General.

Figures 1 through 10 of this section provide information that can beused for general inspections of the high pressure compressor (HPC)section. The following steps will aid in organizing an inspection.








Interpret findings from radiographic to limits of serviceabilitystated in maintenance manual.

A. 72-31-00 Compressor Rotor.

B. 72-32-00 Compressor Front Stator.

C. 72-33-00 Compressor Rear Stator.


Nov 30/80

Compressor Section in Area of Inlet Guide VanesFigure 1


Nov 30/80

Compressor Section in Area of Stage 1 Stator VanesFigure 2


Nov 30/80


72-30-00Part 3Page 10

Nov 30/80


72-30-00Part 3

Page 11/12Nov 30/80

Compressor Section in Area of Outlet Guide VanesFigure 10


Nov 30/80

PART 3 - GAMMA RAY

INSPECTION OF COMBUSTION SECTION

1. General.Figures 1 through 3 of this section provide information that can beused for general inspections of the combustion section. The followingsteps will aid in organizing an inspection.









A. 72-41-00 Combustion Section.

B. 72-42-00 Combustion Liner and Seals.


Nov 30/80

Combustion Section in Area of Fuel InjectorsFigure 1


Nov 30/80

Combustion Section in Area of Swirler ExitFigure 2


Nov 30/80

Combustion Section in Middle AreaFigure 3

72-40-00Part 3

Page 5/6Nov 30/80


Nov 30/80

PART 3 - GAMMA RAY

INSPECTION OF HIGH PRESSURE AND LOW PRESSURE TURBINE SECTIONS

1. General.

Figures 1 through 5 of this section provide information that can beused for general inspections of the turbine sections.The following steps will aid in organizing an inspection.









A. 72-51-00 High Pressure Turbine (HPT) Nozzle.

B. 72-52-00 HPT Rotor.

C. 72-53-00 HPT Shroud and Stage 1 Low Pressure Turbine(LPT) Nozzle.

D. 72-54-00 LPT Assembly (LPT Stator and LPT Rotor).


Nov 30/80

HPT Section in Area of HPT NozzlesFigure 1


Nov 30/80

LPT Section in Area of Stage 1 NozzleFigure 2


Nov 30/80


72-50-00Part 3

Page 7/6Nov 30/80



PART 7-BORESCOPE INSPECTION

LEPPart 7Page 1

May 31/99

PART 7 - BORESCOPE INSPECTION

LIST OF EFFECTIVE PAGES

SECTION PAGE DATE

R TITLE PAGE 1 May 31/99

R LEP 1 May 31/99R 2 May 31/99

CONTENTS 1 Feb 29/96 2 Blank

R 72-00-00 1 May 31/99R 2 May 31/99R 3 May 31/99R 4 May 31/99R 5 May 31/99R 6 May 31/99R 7 May 31/99R 8 May 31/99R 9 May 31/99R 10 May 31/99R 11 May 31/99R 12 May 31/99R 13 May 31/99R 14 May 31/99R 15 May 31/99R 16 May 31/99R 17 May 31/99R 18 May 31/99R 19 May 31/99R 20 May 31/99R 21 May 31/99R 22 May 31/99R 23 May 31/99R 24 May 31/99R 25 May 31/99R 26 May 31/99R 27 May 31/99R 28 Blank

SECTION PAGE DATE

R 72-21-00 1 May 31/99R 2 May 31/99R 3 May 31/99R 4 May 31/99R 5 May 31/99R 6 May 31/99R 7 May 31/99R 8 May 31/99R 9 May 31/99R 10 May 31/99R 11 May 31/99R 12 May 31/99R 13 May 31/99R 14 May 31/99R 15 May 31/99R 16 May 31/99R 17 May 31/99R 18 May 31/99R 19 May 31/99R 20 May 31/99R 21 May 31/99R 22 May 31/99R 23 May 31/99R 24 May 31/99R 25 May 31/99R 26 May 31/99R 27 May 31/99R 28 May 31/99R 29 May 31/99R 30 May 31/99R 31 May 31/99R 32 May 31/99R 33 May 31/99R 34 May 31/99

R 72-31-00 1 May 31/99R 2 May 31/99R 3 May 31/99R 4 May 31/99R 5 May 31/99


LEPPart 7Page 2

May 31/99



SECTION PAGE DATE

R 72-31-00 6 May 31/99R (Cont'd) 7 May 31/99R 8 May 31/99R 9 May 31/99R 10 May 31/99R 11 May 31/99R 12 May 31/99R 13 May 31/99R 14 May 31/99

R 72-42-00 1 May 31/99R 2 May 31/99R 3 May 31/99R 4 May 31/99R 5 May 31/99R 6 May 31/99R 7 May 31/99R 8 May 31/99R 9 May 31/99R 10 May 31/99R 11 May 31/99R 12 May 31/99R 13 May 31/99R 14 May 31/99R 15 May 31/99R 16 May 31/99R 17 May 31/99R 18 May 31/99R 19 May 31/99R 20 Blank

R 72-51-00 1 May 31/99R 2 May 31/99R 3 May 31/99R 4 May 31/99R 5 May 31/99R 6 May 31/99R 7 May 31/99R 8 Blank

R 72-52-00 1 May 31/99R 2 May 31/99R 3 May 31/99

SECTION PAGE DATE

R 72-52-00 4 May 31/99R 5 May 31/99R 6 May 31/99R 7 May 31/99R 8 May 31/99R 9 May 31/99R 10 May 31/99R 11 May 31/99R 12 May 31/99

R 72-54-00 1 May 31/99R 2 May 31/99

3 Feb 29/96 4 Feb 29/96 5 Feb 29/96 6 Feb 29/96 7 Feb 29/96 8 Feb 29/96 9 Feb 29/9610 Feb 29/96

R 11 May 31/99R 12 May 31/99R 13 May 31/99R 14 May 31/99R 15 May 31/99R 16 May 31/99R 17 May 31/99R 18 May 31/99R 19 May 31/99R 20 May 31/99R 21 May 31/99R 22 May 31/99R 23 May 31/99R 24 May 31/99R 25 May 31/99R 26 May 31/99R 27 May 31/99R 28 Blank


CONTENTSPart 7

Page 1/2Feb 29/96


TABLE OF CONTENTS

Section Page

72-00-00 Borescope Inspection....................................... 1

R 72-21-00 Borescope Inspection of Low Pressure Compressor............ 1

72-31-00 Borescope Inspection of High Pressure Compressor........... 1

72-42-00 Borescope Inspection of Combustion Section................. l

72-51-00 Borescope Inspection of High Pressure Turbine Nozzle....... l

72-52-00 Borescope Inspection of High Pressure Turbine Blades....... l

72-54-00 Borescope Inspection of Low Pressure Turbine............... 1


May 31/99

BORESCOPE INSPECTION

1. General.

A. This procedure describes the type of borescope equipment found to beacceptable for inspection of the CFM56 turbofan engine.

B. The borescope is a precision monocular periscope instrument especiallydesigned for the inspection of the inside of turbofan engines throughsmall diameter access holes. The borescope provides a system ofvisually inspecting and taking photographs of selected areas inside theengine. A television camera and viewing screen may be used instead ofvisual examination through the monocular viewer and a television taperecorder may be used in lieu of the photographic method of making arecord. The CFM56 engine has been designed with a substantial number ofaccess holes for viewing critical areas inside the engine.

C. This procedure includes instructions for checking the resolution ofborescopes and fiberscopes.

2. Safety.

The following WARNINGS apply to using borescope equipment.

WARNING: DO NOT EXPOSE YOUR EYES TO THE FULL INTENSITY OF THE XENON ORGAS ARC LIGHT SOURCE.

WARNING: ALL ELECTRICAL EQUIPMENT USED IN INSPECTION SHALL BE PROPERLYGROUNDED.

WARNING: ALL STANDS AND GROUND EQUIPMENT SHALL HAVE SAFETY LOCKS ANDRAILINGS. DO NOT IMPROVISE WITH LADDERS AND BOARDS.

3. Tools, Equipment and Materials.

NOTE: Equivalent substitutes may be used instead of the following items.


May 31/99

A. Tools and Equipment.

(1) Special Tools.

Tool No. Description

856A1084G02, Cart, Stator ActuatorG03 or G04

856A1142P03 or P04 Motor, Drive-Core EngineRotation (CFM56-2)

856A1310G01 Kit, Borescope Guide - HPTurbine

856A1351P01 Guide Tube, HPT Shroud

856A1320P04, P05, P06 Borescope Set, RigidP07

856A1321P01, P03, P04, P05 Fiberscope Setor P06

856A1324P01 (ALT) Borescope, Videoprobe -Flexible

856A1322P02, P03, P04, Borescope, Light Source SetP07, P08, P09

856A1323G01 Borescope Resolution Monitor

856A1488P01 or P02 Motor Drive - Core EngineRotation (CFM56-5)

856A2002P01, P02, P03 Motor Drive - Core Engineor P04 Rotation (CFM56-3)

856A1815G01, G02 Motor Drive-Core EngineRotation (CFM56-7B)

NOTE: Other borescope systems using either fiber light or distallamps for illumination and a rigid lens optical path may beconsidered acceptable for inspection of the CFM56 turbofanengine if they meet the design specifications of CFMISpecification M50TF3276-S1.

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(2) Standard Tools.


35 mm Camera Local Purchase

Video Monitor Local Purchase

B. Rigid Borescope Set, 856A1320, and Light Source Set, 856A1322. Seefigure 1.

(1) This borescope set consists of the following:

(a) Light source - 110 VAC 60 Hz, 220 VAC 50 Hz, or 110 VAC 400Hz.

(b) Four rigid probes. See figure 2.

(c) Two fiber light bundles.

(d) Long right angle extension.

(e) 40-60 degree eyepiece extension.

(f) Magnification adapter - 2:1 magnification at 2 in. (50,8 mm).

(g) 35 mm camera adapter.

(h) Television camera adapter.

NOTE: The 35 mm camera and television camera adapters areoptional equipment and may be obtained from theborescope vendor.

(2) Preparation for use.

(a) The rigid borescope set, except for the light source, isstored in a carrying case and must be assembled prior to use.


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Rigid Borescope SetFigure 1


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Rigid Borescope Probe SpecificationsFigure 2


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CAUTION: BEFORE CONNECTING THE POWER SUPPLY TO A 110 VAC 60 HZPOWER SOURCE, BE SURE THE ON-OFF SWITCH IS IN THE OFFPOSITION AND LIGHT INTENSITY CONTROL IS SET TO MINIMUM.ENSURE PROJECTOR AND POWER SUPPLY ARE PROPERLY GROUNDED.

(b) Select desired probe. Connect the fiber bundle to the probeand to the light projector. Connect the light projectorelectrical cable to a grounded power source.

(c) When the magnification adapter is required, attach the adapterto the eyepiece at the selected probe. When used with probe 1the probe must be focused prior to attaching the magnificationadapter.

(d) If photographic record is desired, attach the 35 mm camera onthe optional adapter. Attach the camera and adapter to theeyepiece of the selected probe.

(e) When using the optional television camera adapter, attach theC-mount to the TV camera adapter and connect the cameraassembly (vidicon and low light intensifier) to the C-mount.Connect the TV camera electrical cable to the camera andcamera control unit. Attach the TV camera adapter to theeyepiece of the probe.

(f) Attach the offset eyepiece to the probe eyepiece as requiredif viewing access is limited.

(3) Operating information for the use of the rigid borescope set is asfollows:


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(a) Probe 1 is primarily used for defect assessment of thecombustion chamber and high pressure turbine (HPT) nozzle.This probe contains a variable focus adjustment in the form ofa knurled ring between the eyepiece and the fiber light bundledisconnect fitting. This is the high magnification probe andcan be used to define or access most defects in the combustionchamber or HPT nozzle. For photo recording purposes a visuallysharp focus should be obtained prior to coupling of the cameraand adapter to the borescope. Fine adjustments may then beaccomplished through adjustment of the camera adapter. Thisprobe will require more exposure time than the other probesdue to increased focal length and therefore less lighttransmission. The depth of field and field of view aredecreased because of the magnification provided in the probeoptics.

(b) Probe 2 is a general purpose 90 degree probe and is primarilyused for general inspection of the engine. Probe 2 can be usedin all borescope ports of the engine.

(c) Probe 3 is a fore-oblique angle probe primarily required forthe high pressure compressor (HPC) blade platforms andairfoils.

(d) Probe 4 is a retro-angle probe primarily required for bladetips and other liner surfaces and shrouds.

(e) Probes 2, 3 and 4 can have fixed or adjustable focus lenses.

1 For close-up inspection, less than 0.25 in. (6,4 mm) awayfrom the probe optics window, the magnification adaptershould be utilized. The magnification adapter providesvariable focus as well as magnification. The magnificationof 2 to 1 is only obtained at 2.0 in. (50,8 mm) from opticsto object distance. The magnification factor decreases forobject distances greater than 2.0 in. (50,8 mm); object tooptic spacing.


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2 For objects less than 2.0 in. (50,8 mm) from the probe lenswindow, adjust the magnification adapter to bring theobject clearly into focus. Only fine adjustments arerequired on the camera adapter. Use of the magnificationadapter for photo recording will require more exposure timefor a given probe, than photos taken without its use. Themagnification adapter is not recommended for use with probe1 during photo recording.

(f) Light projection provides the light source for the fiberbundle probes. Place the power unit switch to ON. The redindicator light should glow. Adjust the intensity of the lightsource to provide the required illumination after the probe isinserted into the engine port.

(g) Two light sources are built into the power unit. The 150-wattlamp is used for visual inspection of objects close to thedistal end of the probe. The 1000-watt high intensity lamp isused for photography as well as visual inspection ofcombustors and HPT nozzle vanes.

NOTE: The photo arc light circuit contains a thermal delaycutout that prevents the light from being turned ON iflight projector is too hot.

C. Fiberscope Set, 856A1321 and Borescope Guide Tube, 856A1310. See figure3.

(1) The flexible fiber optic system has an articulated distal tip. Thelight for viewing is conducted from the projector to the probethrough an integrally attached fiber light bundle. The distal endcan be angulated over a range of 180 degrees of arc vertically atthe bending point. The system contains the following features.


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Fiberscope SetFigure 3

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(a) Optical system specifications.

1 Distal focusing - adjustment at eyepiece.

2 Depth of field - 6 mm to 100 mm.

3 Angle of view - 90 degrees.

4 Diopter adjustment - minus 6D to plus 4D.

5 Magnification - 1:1 at 25 mm.

6 Objective focal distance - 2.13 mm.

7 Lens speed - f 2.8.

8 Image bundle size - 1.7 mm square.

9 Single fiber image guide - 17 microns.

10 Illumination - inherent light guide with 5 feet extension.

(b) Distal tip specifications.

1 Size - 6 mm dia x 20 mm long.

2 Side view - 90 degrees to centerline of probe.

(c) Bending section (articulated tip) specifications.

1 Angulation controllable at eyepiece 180° (90° up - 90°down).

2 Minimum bend radius - one in. (25,4 mm).

3 Length of bending section - 50 mm.

(d) Flexible cable-probe specifications.

1 Working length - 70 in. (1800 mm).

2 Outside diameter over working length - 6 mm.

3 Covering on cable - stainless steel braid.

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4 Temperature range - 0°F to 200°F (- 18°C to 93°C)continuous operation.

5 Light source - the fiberscope integral light bundle willattach to the Light Source Set, 856A1322.

(2) Preparation for use.

CAUTION: MOST FLEXIBLE FIBER OPTICAL SYSTEMS MAY BE DAMAGED QUITEEASILY IN VERY COLD WEATHER. FORCED BENDING OR WARMINGCAN DAMAGE THE FIBER BUNDLE. SLOWLY AND GENTLYARTICULATE TIP IN COLD WEATHER. AFTER EXPOSURE TOEXTREME COLD, WARM INSTRUMENT TO ROOM TEMPERATURE VERYGRADUALLY.

(a) Connect the fiber light bundle from probe to light projector.Connect light projector to power source. Be sure that thepower supply and power outlet is grounded.

(b) Install optional 35 mm camera adapter or TV camera adapter asrequired.

(c) Turn light projector ON.

(3) Care and use of flexible fiberscope.

The fiberscope (flexible borescope) is a precision opticalinstrument utilizing bunches of finely spun glass fibers to carrylight and images. Although guarded by a stainless steel sheath forprotection, reasonable care must be used to prevent damage andassure long service life.

(a) Read the instruction manual completely before using.

(b) Check the scope for damage before using. A slightly damagedscope, such as partial loss of tip control can result ingetting the scope hung up and finally resulting in severedamage.

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(c) Although they are safer than ones with distal tip bulbs,scopes are not explosion proof. They ~ should not be usedwhere highly volatile gases or explosive dust could reach thehot projection lamp of the external light source.

(d) Do not subject the scope to intense X-ray or gamma radiation.Glass fibers are not nonbrowning and will turn yellow, amber,or brown if exposed to radiation.

(e) When cleaning the scope, use lens tissue only on glasssurfaces. Scopes should be kept clean at all times.

(f) Avoid extreme temperatures. Use between 0°F to 200°F (- 18°Cto 93°C). Do not insert into a hot engine; heat will causebubbling of epoxy at the tip. This will cause loss of focusand damage to the lens sheath seals. Low temperatures willmake the sheath brittle and tend to crack.

(g) Hold tip or adjacent hardware when removing scope to preventdropping to floor which will avoid hard shocks.

(h) Use control knob to maneuver bending section of tip. Neverbend or twist tip by hand; damage will result.

(i) Do not force the control knob. Use the knob to guide the tipthrough curves, using tip touch to insert and also to removeor reposition the fiber probe. Do not merely push throughguide tubes nor yank out when removing.

(j) Return angle control knob to neutral position beforewithdrawing scope from engine or guide tube.

(k) Bending section is flexible in one plane only. This plane mustbe oriented to the curves in the guide tube. The plane can beestablished by the articulation control. Do not bend in a 90degree plane to the tip articulation plane.

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(l) Do not insert the scope too far into the engine. If enginerotor is rotated the tip might be cut.

(m) Use plastic guide tube, 856A1310, to guide flexible fiberscope when inspecting the leading edge of the HPT blades.

(n) When storing the scope, use care when closing the protectivecase. If the fiber bundles are closed within the case edges,damage will result. Never leave scope laying on floor where itmight be stepped on or run over.

4. Procedure Before Borescope Inspection.

A. Support Equipment.

Inspection of the HP rotor blades (compressor and turbine) requiresrotation of the core engine rotor a complete 360 degrees for each stageof blades to be inspected. This can be done manually or with the aid ofa pneumatically powered motor. A special pad is provided for thispurpose.

(1) Manual rotation.

The core engine rotor is actuated by means of a drive adapter witha long breaker bar installed into the drive pad.

(2) Pneumatic rotation.

The pneumatic turning device provides smooth even speed turning ofthe core rotor. This is an advantage to the inspector viewing theblades. Reversible control as well as speed control are providedand the need for an additional mechanic to turn the rotor iseliminated. A 360 degree protractor is integral with the device.The pneumatic pressure required is satisfied by a shop or line airsupply.

(3) Installation and operation.

The installation and operation of the MOTOR, DRIVE CORE ENGINEROTATION are given in the maintenance manual relative to eachengine model:

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Engine Tool number

CFM56-2/A/B/C 856A1142

CFM56-3 856A2002

CFM56-5/A/B/C 856A1488

CFM56-7B 856A1815

B. Zero CFM56-7B Index Position.

The zero index position is the referenced position for borescopeinspection. Thus, you can put the No. 1 blade in position before youturn each stage of blades.

(1) Low pressure rotor zero index position. See figure 4.

(a) Locate No. 1 fan blade which is identified by a circular holein the spinner rear cone adjacent to the No. 1 blade.

(b) Align the leading edge of the No. 1 fan blade with the T12temperature sensor located in the fan frame at 1: 30 o'clock,aft looking forward.

(c) The low pressure rotor is now in the zero referenced positionfor inspection.

(2) Core rotor zero index position. See figure 5.

(a) Prepare for borescope inspection.

(b) Remove the borescope port ( S4) plug between the 4 and 5o'clock position on the compressor case.

(c) Put the rigid borescope probe with the 90° right angle viewerand a 60° field of vision in the borescope port, and lock aftto the stage 4 blade platform.

(d) While you lock in the borescope, turn the core engine rotorclockwise (forward looking aft).

(e) Turn the rotor until you can see the locking lug of the firstblade slot.

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Zero Index Position of Core Engine Rotor (typical)Figure 5

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(f) Continue to turn the rotor until you see the second lockinglug. The second locking lug is 2 blades past the first lockinglug.

(g) Align the leading edge of the first blade past the secondlocking lug with the leading edge of the nearest stage 4 vane.This is the zero index point and blade number 1 for inspectionof all stages of the compressor rotor.

5. Inspection Techniques.

A. Description.

(1) The CFM56 booster has one borescope port in the stage 3 (a secondport is provided in stage 4 for CFM56-5B/5C only) for inspection.

The core rotor blade airfoils and root/platform are completelyinspectable from the gas path aspect. Borescope inspection portsare located in each HPC stator assembly. The low pressure turbine(LPT) has borescope inspection ports in all stator stages. The HPTblade leading edges are inspected using the fiberscope via theigniter ports. The relative closeness of the borescope inspectionports to the rotor blades results in high magnification viewingusing any of the specified probes (CFMI Specification M50TF3276-S1).

(2) The primary probe recommended for CFM56 inspection is probe 2, wideangle fixed field, 90 degree angle of view with 60 to 65 degreefield of view. The magnification of this probe is 1 x 1 at 2 in.(25,4 x 25,4 at 51 mm). Therefore, objects viewed closer than 2in. (51 mm) from the distal lens are magnified. Those objectsviewed further away than 2 in. (51 mm) are decreased in imagesize, relative to actual dimensions of the object. Themagnification is variable relative to blade position due to thechanging viewing distances as a rotor is turned and the bladepasses the relatively fixed borescope. The probe is turned orrotated to view the passing blade.

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Along with the varying magnification, the angle of incidence ofthe illumination beam changes as the blades pass the fixed viewingport positions. These views are further varied by probe immersionsinto the engine (radially), thus producing/providing a thirdvariable, the aspect of the object.

(3) Use a borescope probes 2, 3 or 4 change the angle of views as wellas the incidence angle of light beam relative to optic angle ofview. The magnification factor of probes 2, 3 or 4 does notchange, it is 1 x 1 at 2 in. (25,4 x 25,4 at 51 mm).

NOTE: The above factors or variables should be utilized to theinspectors advantage when attempting to assess suspecteddeterioration or defects, e.g.; scratches, cracks, contourchanges, impact results, dents, dirt smears, surface finishchanges, and coloration variables.

(4) Another helpful technique in establishing the type of defect isthrough varying the borescope light intensity. Flooding a scratch,crack, or dirt streak to attempt to establish what the mark orline really is, gives the inspector the aid of depth. Cracks thatare open do not usually disappear with low to high light levels.Dirt/carbon/water streaks do not show the depth or shadowcharacteristics that cracks exhibit. It should also be noted thatarc light sources such as the GE Marc 300/16 high intensity light(300 watt) versus the 150 watt quartz iodide or any incandescentlight source tends to give a difference in image color when viewedthrough the borescope. The 300 watt arc light gives the closest totrue or actual color of any light source.

(5) In contrast, the nonarc or incandescent light sources give a copperor bronze hue/coloration to the internal engine parts. Use of thevarious probes and variable positioning of the borescope relativeto the suspect defects usually results in defining the suspecteddefect, e.g.; a crack or dirt line or water mark, a sharp nick orsmooth dent, loss of metal or coloration change, etc. Havingestablished the defect or suspected problem, the assessment of themagnitude of the defect now becomes the challenge.

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B. Resolution Check of Borescope and Fiberscope Using Borescope ResolutionMonitor, 856A1323.

NOTE: If the person performing the testing has corrected vision, thenthe appropriate eyewear (eyeglasses, contact lenses, etc.)should be worn.

(1) Test rigid borescope as follows. See figures 6 and 7.

(a) Turn on lightsource and allow a minimum of 3 minutes warm upfor lamp to reach its' maximum operating range.

CAUTION: NEVER LOOK DIRECTLY INTO THE LIGHT BUNDLE OUTPUT.

(b) Insert male end of light bundle into lightsource. Glance atfemale end to assure that adequate light is passing through.

(c) Connect female end of light bundle to male connector onBorescope Resolution Monitor, 856A1323.

(d) Turn intensity of lightsource to maximum.

(e) Check Borescope Resolution Monitor to assure that resolutiontarget is illuminated.

(f) Insert borescope into clamping device located on arm of theBorescope Resolution Monitor, with objective window ofborescope facing resolution target.

CAUTION: DO NOT OVERTIGHTEN THE CLAMPING DEVICE. OVERTIGHTENINGCOULD RESULT IN DAMAGE TO THE BORESCOPE. HAND TIGHTENINGIS SUFFICIENT.

(g) Hand tighten borescope in place.

(h) In order to ensure that borescope is positioned correctly, layBorescope Resolution Monitor on a flat surface making surethat the arm with the clamping device is also resting on aflat surface. The objective window on borescope should be inline with black pivot bolt of arm.

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Borescope Resolution MonitorFigure 6

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Resolution TargetFigure 7 (Sheet 1 of 2)

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Resolution TargetFigure 7 (Sheet 2 of 2)

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(i) Align borescope so resolution target is centered in field ofview. If you peer through borescope and only part ofresolution target is illuminated in your field of view, (i.e.half of field of view resembles a half moon) borescope is notserviceable for engine inspection.

NOTE: The resolution target is divided into group numbers andelement numbers. There are 7 groups , with 6 elements toeach group. Group 0, element 1 is located at the lowerright of the target, its' 6 lines are quite visible toyour eye. Group 1 is located on the far right side ofthe target and appears smaller than group 0. Group 2 islocated in the center left side of the target, whilegroup 3 is located in the center right side of thetarget. Each group diminishes in size.

(j) For borescopes with a magnification of 1:1 at 2 in. (51 mm),the 6 individual lines (3 horizontal, 3 vertical) of group 3,element 4 (11.3 lines per millimeter of resolution) should bedistinguishable. Otherwise, borescope is not serviceable forengine inspection. See figure 7, sheet 1.

(k) For borescopes with a magnification of 1:1 at 7 in. (178 mm),the 6 individual lines (3 horizontal, 3 vertical) of group 5,element 2 (36.0 lines per millimeter of resolution) should bedistinguishable. Otherwise, the borescope is not serviceablefor engine inspection. See figure 7, sheet 2.

NOTE: It may be necessary to adjust the light intensity or thescope position in order to obtain the best view.However, if the forementioned group/element cannot beseen, the scope or light bundle or light source is notserviceable for engine inspection.

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(2) Test fiberscope as follows. See figures 6 and 7.

(a) Turn lightsource on and allow a minimum of 3 minutes warm upfor lamp to reach its' maximum operating range.

WARNING: NEVER LOOK DIRECTLY INTO THE LIGHT BUNDLE OUTPUT. THISCOULD RESULT IN INJURY TO PERSONNEL.

(b) Insert male end of light bundle into lightsource. Glance atfemale end to assure that adequate light is passing through.

(c) Connect female end of light bundle to male connector onBorescope Resolution Monitor, 856A1323.

(d) Turn intensity of lightsource to maximum.

(e) Check Borescope Resolution Monitor to assure that resolutiontarget is illuminated.

(f) Insert fiberscope into clamping device located on arm of theBorescope Resolution Monitor.

(g) Align objective window of fiberscope with resolution target.

CAUTION: DO NOT OVERTIGHTEN THE CLAMPING DEVICE. OVERTIGHTENINGCOULD RESULT IN DAMAGE TO THE FIBERSCOPE. HANDTIGHTENING IS SUFFICIENT.

(h) Hand tighten fiberscope in place.

NOTE: Due to the nature of the fiberscope, it may be necessaryto use a free hand to assure that the tip of theobjective window remains centered on the resolutiontarget.

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(i) Check fiberscope with objective window aligned and centered infield of view. If only part of target is illuminated in fieldof view (i.e. half of field of view resembles a half-moon),fiberscope is defective and is not serviceable for engineinspection.

NOTE: The resolution target is divided into group numbers andelements numbers. There are 7 groups, with 6 elements toeach group. Group 0, element 1 is located at the lowerright of the target, its' 6 lines are quite visible toyour eye. Group 1 is located on the far side of thetarget and appears to be smaller than group 0. Group 2is located in the center left side of the target, whilegroup 3 is located in the center right side of thetarget. Each group diminishes in size.

(j) For fiberscopes with 90° direction of view, the 6 individuallines (3 horizontal, 3 vertical) of group 1, element 4 (2.83lines per millimeter of resolution) should be distinguishable.Otherwise, the fiberscope is not serviceable for engineinspection. See figure 7, sheet 1.

NOTE: It may be necessary to adjust the light intensity or thescope position in order to obtain the best view.However, if the forementioned group/element cannot beseen, the scope or light bundle or light source is notserviceable for engine inspection.

C. Procedure.

(1) If Polaroid camera equipment and optional camera adapters areavailable, it is relatively easy to effect a comparativemeasurement.

(a) Position the rotor to obtain the best view of the defect,relative to assessment of the maintenance manual limit, e.g.;leading edge impact, tip (distortion) curl, leading edge ortrailing edge distortion, etc. Usually normal (at right angle)to the defect and centered in the field of view.

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(b) Obtain a Polaroid photo of the defect.

(c) Using a full scale cross section of the engine, for reference,locate a scale (machinist 6 in. scale marked in 0.010 in.increments) in the relative axial and circumferential positionoutside the HPC case, withdraw the borescope probe with cameraattached.

(d) Hold the borescope probe aligned with the centerline (sameposition, axial, angle of look, and circumferentialorientation as the defect photo was obtained) of the borescopeport and obtain a photo of the measurement scale.

(e) By comparative measurement, apply the magnified scaleincrements from the photo of the scale to the photo of theactual defect. These 2 photos should be at the same relativemagnification.

(2) If photographic equipment is not available, the comparativeassessment becomes more difficult; however, the followingprocedure has been used successfully.

(a) Position the rotor at the optimum rotation angle to view thedefect.

(b) Use a sample blade (if available) and mark a similar ordepiction of the blade defect. Place this blade in therelative position of the installed defective blade on theoutside of the engine.

(c) Withdraw the borescope, retaining the axial circumferentialorientation and lock angle relationship and visually assessthe comparison of the actual to marked defect (from theinstalled blade to the external sample).

(d) Re-mark or correct the depiction until satisfied that the 2images compare.

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(e) Measure the marked defect.

NOTE: A straight edge scale can also be used if no bladesamples are available to the inspector.

(3) Borescope temperature limitations.

(a) Figure 8 provides engine cool-down information relative to thevarious borescope port locations for use in determiningelapsed time required prior to engine inspection of arrivalaircraft.

(b) The information is either calculated or recorded from testengine data runs. It is not recommended that (fiber light typeor fiber optic/light flexible) fiberscope inspections beaccomplished at temperatures above 150°F (65,6°C).

CAUTION: REFER TO AIRCRAFT OPERATION MANUAL FOR STARTER DUTYCYCLE LIMITATIONS PRIOR TO MOTORING OF ENGINE.

(c) To increase the engine cool-down rate after shutdown, motorengine for a maximum of 2 minutes by utilizing the enginestarter and by carefully adhering to starter duty cyclelimitations. This will reduce the hot section area temperaturesufficiently to allow fiber optics method of inspection atthat time.

NOTE: If engine starter motoring is used it is furtherrecommended that engine hot section inspections beaccomplished within 20 minutes after the motoring cyclesare completed. Local temperature rise (due to enginetemperature soak-back) may cause local temperaturessufficient to damage the fiber optic type borescopes.

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Engine Temperature for Borescope Inspection after Engine ShutdownFollowing Normal Flight Cycle

Figure 8


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BORESCOPE INSPECTION OF LOW PRESSURE COMPRESSOR

1. Requirements.

A. On Condition Maintenance.

Borescope inspection of the booster section may be required for visualassessment check as part of the on condition engine maintenance plan.

B. Special Inspection.

Other borescope inspection checks will be required resulting fromengine problems, trend symptoms, or troubleshooting/fault isolation.The CFM56 Maintenance Manual will call out the engine sections requiredto be inspected.

2. Procedure.

The borescope inspection of the booster section is given in theMaintenance Manual or Aircraft Maintenance Manual relative to each enginemodel.

ENGINE REFERENCE

CFM56-2 72-21-00, Fan and Booster Inspection/CheckCFM56-3 TASK 72-00-00-216-008-C00CFM56-5A TASK 72-21-00-290-001CFM56-5B TASK 72-21-00-290-003CFM56-5C TASK 72-21-00-290-801CFM56-7B TASK 72-00-00-200-803-F00

3. Inspection Criteria.

A. General.

Whenever borescope inspection of the fan rotor is required, thefollowing defects must be observed and assessed as to the applicablehardware limits for serviceability. It is recommended that in-limitdefect conditions be documented for determination of subsequentdeterioration rates.

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(1) On Condition (Scheduled Inspection).

(a) Cracks or tears.

(b) Nicks and scratches.

(c) Dents.

(d) Erosion.

(e) Tip curl.

(f) Pits.

(g) Distortion leading or trailing edges.

(h) Missing metal.

(2) Special Inspections.

Specific defects accompany some of the special check requirements.The following listing relates the special checks to thoseadditional defects which are prevalent in engines havingexperienced a problem requiring special checks.

(a) Fan stall.

(b) Foreign object damage (FOD) and suspected bird injection.

(c) High fan vibs.

4. Documentation of Defects.

A. General.

(1) It is recommended that a record of the inspection be maintained foreach borescope inspection conducted. Sample forms are providedwhich include borescope inspection record forms and maps for eachrotor stage. The maps are provided so that any damage withinserviceable limits can be recorded pictorially by blade number andposition on the blade.


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The propagation of the damage can then be pictorially illustratedduring subsequent inspections. The rotor blade maps are orientedabout the zero reference for inspection continuity. The inspectionrecords and maps will remain with the engine folder until thedamaged parts are repaired or replaced.

(2) Record inspection on inspection record. See figure 1.

B. Mapping Defects.

(1) Record individual blade damage on booster blade maps. See figure 2.

(2) Record damage detected on appropriate fan/booster rotor blade map.See figures 3 through 7. The blade numbering relative to angularposition applies only when the booster is indexed as defined insection 72-00-00.

NOTE: When defect/damage maps are used, accomplish the mapping atthe inspection site. Do not rely on memory of the defect toallow the mapping to be done in an office after theinspection. Details are lost relative to percent of chordor span, magnitude of defect, surrounding condition, etc.

C. Photo Recording of Damage.

Whenever photos are made of a defect, a record of the photo should bemade immediately on the spot. If the photo is not recorded relative toengine serial number, stage, port direction of view, and date, thecorrelation of the hardware damage and the photo will be extremelydifficult. Note directly on polaroid photos and record relative tosequence of photos on 35 mm or negative film.


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Booster Section Inspection RecordR Figure 1 (Sheet 1 of 6)

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Booster Blade MapFigure 2

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CFM56-2 Fan Rotor Map of Damaged BladesR Figure 3 (Sheet 1 of 4)

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R CFM56-7B Fan Rotor Map of Damaged BladesR Figure 3 (Sheet 4 of 4)

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R CFM56-2 Stage 2 Booster Rotor Map of Damaged BladesR Figure 4 (Sheet 1 of 6)

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R CFM56-5A Stage 2 Booster Rotor Map of Damaged BladesR Figure 4 (Sheet 3 of 6)

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R CFM56-5B Stage 2 Booster Rotor Map of Damaged BladesR Figure 4 (Sheet 4 of 6)

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R CFM56-5C Stage 2 Booster Rotor Map of Damaged BladesR Figure 4 (Sheet 5 of 6)

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R CFM56-5B Stage 5 Booster Rotor Map of Damaged BladesFigure 7 (Sheet 1 of 2)

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R CFM56-5C Stage 5 Booster Rotor Map of Damaged BladesFigure 7 (Sheet 2 of 2)

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BORESCOPE INSPECTION OF HIGH PRESSURE COMPRESSOR

1. Requirements.

A. On Condition Maintenance.

Borescope inspection of high pressure compressor (HPC) section may berequired for a visual assessment check as part of the on conditionengine maintenance.

B. Special Inspection.


2. Procedure.

The borescope inspection of high pressure compressor is given in theMaintenance Manual or Aircraft Maintenance Manual relative to each enginemodel.

ENGINE REFERENCECFM56-2 72-31-00, Maintenance PracticesCFM56-3 TASK 72-00-00-216-049-C00CFM56-5A TASK 72-31-00-290-001CFM56-5B TASK 72-31-00-290-002CFM56-5C TASK 72-31-00-290-801CFM56-7B TASK 72-00-00-200-804


A. General.

Whenever borescope inspection of the HPC is required, the followingdefects must be observed and assessed as to the applicable hardwarelimits for serviceability. It is recommended that in limit defectconditions be documented for determination of subsequent deteriorationrates.

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May 31/99

(1) on condition (Scheduled Inspection).

(a) Cracks.

(b) Nicks or scratches.

(c) Dents.

(d) Erosion.

(e) Tip curl.

(f) Pits.

(g) Distortion of leading or trailing edge.

(h) Missing metal.

(i) Dirt.

(2) Special inspections.

Specific defects accompany some of the special check requirements.The following listing relates the special checks to thoseadditional defects which are prevalent in engines havingexperienced a problem requiring the special check.

(a) Core stall.

(b) Oil fumes detected in cabin air.

(c) Foreign object damage (FOD).

(d) High core vibration.


A. General.

(1) It is recommended that a record of the inspection be maintained foreach borescope inspection conducted. Sample forms are providedwhich include borescope inspection record forms and maps for eachrotor stage of the compressor. The maps are provided so that anydamage within serviceable limits can be recorded pictorially byblade number and position on the blade.


May 31/99

The propagation of the damage can then be pictorially illustratedduring subsequent inspection. The rotor blade maps are orientedabout the zero reference for inspection continuity. The inspectionrecords and maps will remain with the engine folder until thedamaged parts are repaired or replaced.


B. Mapping Defects.

(1) Record individual blade damage on HPC blade map. See figure 2.

(2) Record damage detected on the appropriate compressor rotor stagemaps. See figures 3 through 11. The blade numbering relative toangular position applies only when the high pressure rotor isindexed as defined in section 72-00-00.





May 31/99

Compressor Section Inspection RecordFigure 1

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Compressor Blade MapFigure 2


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Stage 1 Compressor Rotor Map of Damaged BladesFigure 3

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BORESCOPE INSPECTION OF COMBUSTION SECTION

1. Requirements.

A. On Condition.

Borescope inspection of the combustion section may be required for avisual assessment check as part of the on condition engine maintenanceplan.

B. Special Inspections.


2. Procedure.

The borescope inspection of combustion chamber is given in the MaintenanceManual or Aircraft Maintenance Manual relative to each engine model.

ENGINE REFERENCE

CFM56-2 72-42-00, Maintenance PracticesCFM56-3 TASK 72-00-00-216-023-C00CFM56-5A TASK 72-42-00-290-001CFM56-5B TASK 72-42-00-290-041CFM56-5C TASK 72-42-00-290-802CFM56-7B TASK 72-00-00-200-805-F00 (SAC)

TASK 72-00-00-200-816-F00 (DAC)


A. General.

Whenever borescope inspection of the combustion section is required,the following defects must be observed and assessed as to theapplicable hardware limits for serviceability.

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B. On Condition (Scheduled Maintenance).

(1) Discoloration.

(a) Normal aging of the combustion chamber components will show awide range of color changes. Use of arc Xenon or incandescentlight sources for borescope illumination will result in viewedcoloration differences. The closest color to true daylightviewing is gained from the use of a Marc 300/16 type hi-intensity lamp light projector. This light is close to whitelight.

(b) Use of incandescent filament lamps tend to project a yellowishcolor on the viewed hardware. Incandescent lamps usually donot have sufficient light levels to view the distant areas ofthe combustion chamber liners.

(c) Use of the Xenon arc lamp with the distal light typeborescopes tend to cast a bluish coloration on the viewedhardware. Carbon streaks have been misinterpreted as cracksand carbon deposits have bean misinterpreted as holes or burnthrough.

(2) Inner liner.

The aft panel of the inner liner is susceptable to distortion andcracking, the first evidence of this is discoloration in a roundspot approximately 1.0 in. (25 mm) dia., which is followed bydistortion and cracking. This usually occurs uniformly around theaft liner in approximately 20 places.

C. Special Inspections.

(1) Overtemperature operation.

(a) High exhaust gas temperature (EGT) increase in EGT trend.

(b) Overtemperature during takeoff or cruise.


May 31/99

(2) Impact damage observed on high pressure turbine (HPT) rotor blades.

Inspect the combustion chamber in accordance with the standardcondition check. Limits and area all apply as in an on conditioncheck.


A. General.

(1) It is recommended that a record of the inspection be maintained foreach borescope inspection conducted. Sample forms are providedwhich include borescope inspection record forms and maps for thecombustion section. The maps are provided so that any damagewithin serviceable limits can be recorded pictorially for locationof damaged area. The propagation of the damage can then bepictorially illustrated during subsequent inspections. Theinspection records and maps will remain with the engine folderuntil the damaged parts are repaired or replaced.

(2) Record inspection on single annular combustion chamber (SAC)inspection record. See figure 1.

(3) Record inspection on dual annular combustion chamber (DAC)inspection record. See figure 2.

B. Mapping Defects.

(1) Record damage on maps.

- SAC : see figures 3 through 8.

- DAC : see figures 9 through 15.

NOTE: When defect/damage maps are used, accomplish the mapping atthe inspection site. Do not rely on memory of the defect toallow the mapping to be done in an office after theinspection. Details are lost relative to magnitude ofdefect, surrounding condition, etc.

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R Single Annular Combustion Section Inspection RecordFigure 1


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R Dual Annular Combustion Section Inspection RecordR Figure 2

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R Single Angular Combustion Chamber (Typical)R Figure 3

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R Single Angular Combustion Chamber Section ViewR Figure 4


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R Outer Liner Surface Map (SAC)R Figure 5

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R Outer Liner Inner Surface Map (SAC)R Figure 6

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R Inner Liner Surface Map (SAC)R Figure 7

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R Dome Area General Map (SAC)R Figure 8

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R Dual Annular Combustion Chamber InspectionR Figure 9

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R Dual Annular Combustion Chamber InspectionR Figure 10

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R Dual Annular Combustion Chamber Borescope InspectionR Figure 11

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BORESCOPE INSPECTION OF HIGH PRESSURE TURBINE NOZZLE ASSEMBLY

1. Requirements.

A. On Condition.

Borescope inspection of the high pressure turbine (HPT) may be requiredfor a visual assessment check as part of the on condition enginemaintenance plan.


Other borescope inspection checks will be required resulting fromengine problems trend symptoms, or troubleshooting/fault isolation. TheCFM56 Maintenance Manual will call out the engine sections required tobe inspected.

2. Procedure.

The borescope inspection of high pressure turbine nozzle assembly is givenin the Maintenance Manual or Aircraft Maintenance Manual relative to eachengine model.

ENGINE REFERENCE

CFM56-2 72-51-00, Maintenance PracticesCFM56-3 TASK 72-00-00-216-023-C00CFM56-5A TASK 72-51-00-290-002CFM56-5B TASK 72-51-00-290-004CFM56-5C TASK 72-51-00-290-801CFM56-7B TASK 72-00-00-200-806-F00


A. General.

Whenever borescope inspection of the HPT nozzle assembly is required,observed defects must be assessed as to the applicable hardware limitsfor serviceability.

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B. On Condition (Scheduled Maintenance).

(1) Discoloration.

(2) Leading edge damage.

(a) Cracks.

(b) Burns.

(c) Blocked cooling air passages.

(3) Airfoil concave surface.

Cracks.

(4) Airfoil convex surface.

Cracks.

(5) Airfoil trailing edge.

(a) Cracks.

(b) Buckling and bowing.

(c) Burns.

(6) Other airfoil areas/defects.

(a) Burns.

(b) Nicks, scores, scratches, or dents.

(7) Inner and outer bands.

(a) Burns.

(b) Cracks.


May 31/99


The on condition checks pertains to all special inspection requirementsregarding hardware limits and inspection procedures.

(1) Overtemperature operation.

(2) Engine stall.

(3) Exhaust gas temperature (EGT) trend step increase.


A. General.

(1) It is recommended that a record of each inspection be maintainedfor each borescope inspection conducted. Sample forms and a map ofthe HPT nozzle assembly is provided so that any damage within (orout) of serviceable limits can be recorded. A record of the vaneby clock location as well as magnitude can be sketched on the map.This information is useful in establishing deterioration data fromsubsequent inspection or watch checks. These records shouldaccompany the HPT nozzle (module or engine) to the repair facilityfor correlation of inspection depiction versus actual hardwarecondition.



May 31/99

B. Mapping Defects.

(1) Record damage detected on the HPT nozzle vane map.See figures 2 and 3.



(1) Photos of the HPT nozzle vanes require time exposures unlessextremely fast ASA film is used. It is recommended that the probe(rigid optic fiber light borescope) be used for photo recording.This probe has the greatest fiber light transmission capability.

(2) Care should be taken to center the light beam on the vane leadingedge in question, eliminating as much glare or reflective lightingfrom the inner combustion liner. Too much immersion of the probewill show liner high-lighting and tend to wash out the HPT nozzlevane photo detail.

NOTE: Whenever photos are made of a defect, a record of the photoshould be made immediately on the spot. If the photo is notrecorded relative to engine serial number, stage, portdirection of view, and date, the correlation of the hardwaredamage and the photo will be extremely difficult. Notedirectly on polaroid photos and record relative to sequenceof photos on 35 mm or negative film.

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High Pressure Turbine Nozzle Inspection ReportFigure 1


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High Pressure Turbine Nozzle Map of Damaged Vanes (Typical)Figure 2

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R CFM56-7B HPT Nozzle Map Damaged VanesR Figure 3

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BORESCOPE INSPECTION OF HIGH PRESSURE TURBINE BLADES

1. Requirements.

A. On Condition.

Borescope inspection of the high pressure turbine (HPT) blades may berequired for a visual assessment check as part of the on conditionengine maintenance plan.


Other borescope inspection checks will be required resulting fromengine problem, trend symptoms, or troubleshooting/fault isolation. TheCFM56 Maintenance Manual will call out the engine sections required tobe inspected.

2. Procedure.

The borescope inspection of high pressure turbine blades is given in theMaintenance Manual or Aircraft Maintenance Manual relative to each enginemodel.

ENGINE REFERENCE

CFM56-2 72-52-00, Maintenance PracticesCFM56-3 TASK 72-00-00-216-026-C00CFM56-5A TASK 72-52-00-290-001CFM56-5B TASK 72-52-00-290-001-ACFM56-5C TASK 72-52-00-290-801CFM56-7B TASK 72-00-00-200-807-F00


A. General.

Whenever borescope inspections of the HPT section are required, thefollowing defects must be observed and assessed as to the applicablehardware limits for serviceability. It is recommended that in-limitdefect conditions be documented for determination of subsequentdeterioration rates.

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B. On Condition (Scheduled Inspection).

(1) Trailing edge.

Cracks.

(2) Tip area.

(a) Cracks.

(b) Bent, curled, or missing pieces.

(c) Tip trailing edge wear.

(3) Blade platform.

(a) Nicks and dents.

(b) Cracks.

(4) Concave and convex airfoil surface.

(a) Cracks.

(b) Distortion.

(c) Burning.

(5) Cooling holes.

(a) Cracks.

(b) Plugging.

C. Special Inspection.

(1) General.

Specific defects accompany some of the special check requirements.The following listing relates the special check to those typicaldefects which are prevalent in engine having experienced thoseproblems requiring the special check. In all cases, the general oncondition check should be accomplished. This section merelyhighlights those areas of distress associated with a givenproblem.


May 31/99

(2) Core stall (N2).

(a) When an engine stall is either suspected or known to haveoccurred, a borescope inspection of the HPT rotor is required;prior to release of the engine.

(b) High pressure compressor (HPC) stalls usually drive theexhaust gas temperature (EGT) to overlimit if the stall issevere or sustained. This produces tip deterioration(nibbling) on the concave or pressure face tip centered about2/3 chord aft from the leading edge.

(c) The normal on condition check must be accomplished.

(3) Overtemperature.

(a) When certain EGT excursions are reported, a borescopeinspection of HPT rotor is required; prior to release of theengine.

(b) The normal on condition check is required. The typical effectof HPT overtemperature is the nibbling of the concave orpressure face tip about 2/3 chord aft of the leading edge. Inall inspections of the HPT rotor, the on condition check andlimits apply.

(4) Metal in the tailpipe.

When metallic debris is noted in the engine tailpipe, a borescopeinspection of the HPT rotor is required; prior to release of theengine. The standard on condition check and corresponding limitsapply.

(5) N2 overspeed, core vibs, and hard landing.

An N2 overspeed, high or changing core vibration indication orfollowing a reported hard landing, will require a borescopeinspection/check of the HPT rotor prior to release of the engine.The standard on condition check and limits apply to theseconditional checks.


May 31/99


A. General.

(1) It is recommended that a record of the inspection be maintained foreach borescope inspection conducted. Sample forms are providedwhich include borescope inspection forms and maps for each rotorstage of the HPT. The maps are provided so that any damage withinserviceable limits can be recorded pictorially by blade number andposition of blade. The propagation of the damage can then bepictorially illustrated during subsequent inspections. The HPTrotor blade maps are oriented about the zero reference forinspection continuity. The inspection records and maps will remainwith the engine folder until damaged part(s) are repaired orreplaced.


B. Mapping Defects.

(1) Record individual blade damage on HPT blade map. See figure 2.

(2) Record damage detected on the appropriate high pressure turbinerotor maps. See figure 3. The blade numbering relative to angularposition applies only when the high pressure rotor is indexed asdefined in section 72-00-00.



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May 31/99

HPT Rotor Inspection RecordFigure 1 (Sheet 1 of 2)

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HPT Rotor Inspection RecordFigure 1 (Sheet 2 of 2)

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HPT Rotor Blade Map (Typical)Figure 2


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CFM56-2/-3 HPT Rotor Map of Damaged BladesR Figure 3 (Sheet 1 of 4)

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CFM56-5 HPT Rotor Map of Damaged BladesR Figure 3 (Sheet 2 of 4)

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R CFM56-7B With Single Annular CombustionR HPT Rotor Map of Damaged BladesR Figure 3 (Sheet 3 of 4)

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R CFM56-7B With Dual Annular CombustionR HPT Rotor Map of Damaged BladesR Figure 3 (Sheet 4 of 4)

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BORESCOPE INSPECTION OF LOW PRESSURE TURBINE

1. Requirements.

A. On Condition.

Borescope inspection of low pressure turbine (LPT) may be required fora visual assessment check as part of the on condition enginemaintenance plan.



2. Procedure.

The borescope inspection of low pressure turbine is given in theMaintenance Manual or Aircraft Maintenance Manual relative to each enginemodel.

ENGINE REFERENCE

CFM56-2 72-54-00, Inspection/CheckCFM56-3 TASK 72-00-00-216-045-C00CFM56-5A TASK 72-54-00-290-001CFM56-5B TASK 72-54-00-290-005CFM56-5C TASK 72-54-00-290-801CFM56-7B TASK 72-00-00-200-808-F00


A. General.

Whenever borescope inspections of the LPT section are required, thefollowing defects must be observed and assessed as to the applicablehardware limits for serviceability. It is recommended that in limitconditions be documented for determination of subsequent deteriorationrates.

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B. On Condition (Scheduled Inspection).

(1) Cracks in LPT rotor blades.

(a) Using the fiber light type rigid optic borescope probe 2 (wideangle scope) inspect the total airfoil, platform, and tipshrouds for evidence of cracks. For tip shroud condition, theretrograde or probe 4 is recommended. Use of the magnificationadapter is recommended for final assessment of possible orsuspect cracks in the blade tip shrouds.

(b) Cracks shall exhibit depth and under magnified assessmentshall show edge material definition. Care must be used todistinguish cracks from smears, carbon streaks, etc.

(2) Nicks and dents.

(a) Nicks and/or dents in the leading edge, trailing edge, airfoilsurfaces (convex/concave) and/or the platforms must beassessed. Note and record the presence of these defectsrelative to the percent span and percent chord for magnitudeand location on the blade. Note also the condition of theblade material adjacent (at extremities of defect) to theobserved defect. Note any cracking or sharpness of dentsand/or nicks.

(b) Smooth impact deformities to leading or trailing edge bladecontour should be noted/reported. Subsequent inspection shouldbe performed to locate the origin of such damage. For example:inspect damage to leading edge of stages 1, 2, 3 and 4 versusleading edge damage (impact) to stages 2, 3, and with minortrailing edge damage to stage 1 blades, etc.


Feb 29/96

(3) Wear.

LPT rotor blade tip shroud interlock and/or circumferential matingface area wear has been experienced. This area is viewable usingprobe 2, but if suspected wear is observed the retrograde probe 4is recommended for final assessment.

(4) Dirt, coloration, pitting, and corrosion.

High time LPT rotor assemblies may show airfoil surfaceirregularities which can be dirt accumulation, carbon buildup,pitting of the surface from particles in the gas stream orcorrosion of the blade material. These abnormalities are verydifficult to define and to differentiate between the varioussuspect defects/surface irregularities. Dirt and coloration are oflittle concern, however pitting and/or corrosion of the bladematerial are considered significant deterioration modes. Use ofall 3 probes as well as varying light intensities is required forfinal assessment of these conditions.


Special defects accompany some of the special check requirements. Thefollowing listing relates the special check to those typical defects.In all cases, the general on condition check should be accomplished.This section merely highlights those areas of distress associated witha given problem.

(1) Overtemperature inspection. See figure 1.

The LPT stage 1 and stage 4 blades (stage 5 for CFM56-5C) must beinspected.

(2) Metal in the tailpipe.

All LPT stages must be inspected.

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A. General.

(1) It is recommended that a record of the inspection be maintained foreach borescope inspection conducted. Sample forms are providedwhich include borescope inspection forms and maps for each rotorstage of the LPT. The maps are provided so that any damage withinserviceable limits can be recorded pictorially by blade number andposition of the blade. The propagation of the damage can then bepictorially illustrated during subsequent inspections. The LPTrotor blade maps are oriented about the zero reference forinspection continuity. The inspection records and maps will remainwith the engine folder until damaged part(s) are repaired orreplaced.


B. Mapping Defects.

(1) Record individual blade damage on the LPT blade map. See figure 3.

(2) Record damage detected on the appropriate LPT rotor stage map. Seefigures 4 through 8. The blade numbering relative to angularposition applies only when the low pressure rotor is indexed asdefined in section 72-00-00.

NOTE: When defect/damage maps are used, accomplish the mapping atthe inspection site. Do not rely on memory of the defect toallow the mapping to be done in an office after theinspection. Details are lost relative to percent of chordor span, magnitude of defect, surrounding condition, etc.Map the defect on the site of the inspection.

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LPT Blade Overtemperature InspectionR Figure 1 (Sheet 1 of 5)


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R CFM56-5A/-5B/-7B LPT Section Inspection RecordFigure 2 (Sheet 2 of 3)

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CFM56-5C LPT Section Inspection RecordFigure 2 (Sheet 3 of 3)

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LPT Blade Map (Typical)Figure 3

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CFM56-2/-3 Stage 1 LPT Rotor Map of Damaged BladesFigure 4 (Sheet 1 of 3)

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R CFM56-5A/-5B/-7B Stage 1 LPT Rotor Map of Damaged BladesFigure 4 (Sheet 2 of 3)

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CFM56-5C Stage 1 LPT Rotor Map of Damaged BladesFigure 4 (Sheet 3 of 3)

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CFM56-2/-3 Stage 4 LPT Rotor Map of Damaged Blades

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Figure 7 (Sheet 1 of 3)

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CFM56-5C Stage 5 LPT Rotor Map of Damaged BladesFigure 8

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CFMI-TP-NT.11 AUG 31, 1989


PART 8- FLUORESCENT PENETRANTINSPECTION

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PART 8 – FLUORESCENT PENETRANT INSPECTION

SECTION PAGE DATE

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LIST OFEFFECTIVE

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PART 8 – FLUORESCENT PENETRANT INSPECTION

TABLE OF CONTENTS

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FLUORESCENT – PENETRANT INSPECTION

1. General.

A. The fluorescent-penetrant inspection (FPI) process is a visualinspection aid used for detection of shall surface defects that may notbe visible under normal white-light visual inspection. The defects maybe cracks, inclusions, voids or other types of defects which areinherent or which are caused by processing or service.

(1) Two basic types of penetrant can be used depending on theconfiguration of parts being inspected.

(a) Post-emulsifiable penetrants.

(b) Water-washable penetrants.

CAUTION: WATER-WASHABLE PENETRANTS SHOULD NOT BE USED FORINSPECTION OF LIFE LIMITED ROTATING PARTS.


A. Refer to Standard Practices Manual Chapters 70-32-00 through 70-32-24.

3. Method of Test.


4. Quality Assurance


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PART 9-SPECTROMETRIC OILANALYSIS PROGRAM

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PART 9 - SPECTROMETRIC OIL ANALYSIS PROGRAM

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TITLEPAGE 1 May 31/00

LIST OFEFFECTIVEPAGES 1 May 31/00

2 May 31/00

79-00-00 1 May 31/992 May 31/993 May 31/994 May 31/995 May 31/996 May 31/007 May 31/998 May 31/999 May 31/0010 May 31/0011 May 31/0012 May 31/0013 May 31/0014 May 31/0015 May 31/0016 May 31/0017 May 31/0018 May 31/0019 May 31/0020 May 31/0021 May 31/0022 May 31/0023 May 31/0024 May 31/0025 May 31/0026 May 31/0027 May 31/0028 May 31/00

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PART 9 - SPECTROMETRIC OIL ANALYSIS PROGRAM

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73 May 31/0074 May 31/0075 May 31/0076 May 31/0077 May 31/0078 May 31/0079 May 31/0080 May 31/0081 May 31/0082 May 31/0083 May 31/0084 May 31/0085 May 31/0086 May 31/0087 May 31/0088 May 31/0089 May 31/0090 May 31/0091 May 31/0092 May 31/0093 May 31/0094 May 31/0095 May 31/0096 May 31/0097 May 31/0098 May 31/0099 May 31/00100 May 31/00

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May 31/99

SPECTROMETRIC OIL ANALYSIS PROGRAM

1. General.

A. During operation, the lubricating oil of mechanical units becomescontaminated with metallic particles ranging in size from a fewmicrons to several millimeters as a result of friction betweenmoving parts.

B. Large particles are usually detected by the periodic inspection offilters and magnetic plugs and may relate to a state ofdeterioration which is quite marked such as flaking of rollerbearings, gears or machining residues.

C. Under inspection, small particles are also a source fordetermining the condition of a unit. By determining theconcentration and nature of metallic particles in suspension inthe oil (iron, aluminum, chrome, silver, nickel, etc ... ) it ispossible to be forewarned and to monitor the evolution ofincipient damage to a component of the unit concerned.

D. This method of detection is only applicable to damage which ischaracterised by a previous abnormal production of metallicparticles in suspension and which is sufficiently progressive inits evolution to allow preventive action to be taken.Phenomenon such as fatigue and sudden failure cannot be detected.This method of detection therefore serves to supplement theinspection of filters and magnetic detectors.

E. A failure signature can be defined for each type of damage andcomprises not only of oil contamination by particles produced bywear, but other symtoms as well. It is therefore necessary to lookfor additional signs and to employ all other methods which willassist in this task.

(1) Presence of chips on filters or magnetic chip detectors.

(2) Vibrations.

(3) oil pressure, consumption and discoloration.

(4) Borescopy.

(5) Gamma radiography.

It is the sum of this information which makes up the failuresignature.

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2. Sampling.

NOTE: To be valid, the oil sample must be taken as soon as possibleafter shutdown with a maximum of 15-30 minutes after engine hasstopped. No new oil must be added before sampling as this wouldfalsify the result.

A. Tools, Equipment and Materials.


(1) Tools and Equipment.

(a) Standard tools.

Description Manufacturer Code

Plastic bottles Local Purchaseand tubes

(2) Consumable Products. None required.

B. Procedure

WARNING: WAIT FOR AT LEAST 5 MINUTES AFTER ENGINE SHUTDOWN BEFOREREMOVING OIL TANK CAP, TO ALLOW TANK PRESSURE TO BLEEDOFF. HOT OIL GUSHING FROM TANK COULD CAUSE SEVERE BURNS.

CAUTION: USE EXTREMELY CLEAN SCREW TOP PLASTIC BOTTLES AND PLASTICTUBES THAT HAVE NOT BEEN USED BEFORE.

(1) Open filler cap of oil tank as specified in maintenance manualsection 12-10-00.

(2) Take sample by squeezing plastic bottle and then dipping tubeend into oil. Release bottle to suction oil.

NOTE: A sample of 60 cc should be extracted for a spectromicoil analysis. It is necessary to use a greater bottlethan 60 cc and avoid filling up the bottle. If otheranalysis should be necessary (ferrography, chipsanalysis...) a sample of 250 cc can be extracted.

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May 31/99

(3) Fill and close oil tank as specified in maintenance manualsection 12-10-00.

NOTE: Samples for spectrometric analysis should be sent tothe laboratory as soon as possible

(4) Tag oil samples as follows:

(a) Engine total operating time.

(b) Operating time since last oil sampling.

(c) Date of sample.

(d) Identification of engine.

(e) Type and brand of oil used.

(f) Oil consumption.

NOTE: It is recommended that oil samples be taken atapproximately 200 hour intervals. If SOAP is to bethe primary method of monitoring, including bearingfatigue failures, the interval should beappreciably shorter 50 to 100 hour intervals.

3. Calibration and Analysis.

There are two types of equipment: emission and atomic absorption. Theyhave different sensitivities to the elements to be monitored.Sensitivity, detection limits, and working range for analysis of eachelement should be available from the equipment manufacturers.

The sensitivity of the equipment to particular elements should beconsidered when analysing SOAP results. For example the equipment isparticularly sensitive to Mg. The Mg reported in the SOAP results forsome CFM56 engines is not believed to be attributable to an enginepart's distress as this element is a minor (2,5%) constituent of thelube wetted parts materials.

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A. Calibration of the spectrometer

Calibration procedures/recommendations should be obtained from themanufacturer of the particular equipment to be used. Some of theequipment manufacturers also supply the calibration fluids. Astandard calibration can be made using National Bureau ofStandards, NBS materials and the engine oil being used. If theoperator wishes to establish a calibration standard this way, thefollowing book reference is suggested. Methods for EmissionSpectrochemical Analysis, published by the American Society ofTesting Materials, 1916 Race Street, Philadelphia, Pa. 19103 -Issue 1971, Method D-2P3, page 375.

In calibrating, and conducting the analysis, it should be notedthat the viscosity of the fluids (calibration fluids VS engine oilVS fluid temperatures) may have an effect on SOAP results.

Also, in conducting analysis with atomic absorption type equipmentthe air and gas flow rates for the fire may effect the results.Fresh calibration fluids should be made and/or obtained asrecommended by the manufacturer.

B. Analysis.

Procedure recommendations should be obtained from the equipmentmanufacturer. Practices that would alleviate possible analysisvariances such as shaking samples before analysis to obtainuniform material dispersion, control of the sample temperature toobtain consistent viscosity, calibration before each run, samedilution agent/procedure used in conducting atomic absorptionanalysis.

The laboratory data should be corrected for any metal constituentsin the oil. Corrections may also be considered for oil addedalthough the experience indicates that this is not necessary formoderate oil consumption rates.

The concentration of wear material in the oil as indicated bySOAP, for a healthy engine is very small for all elementsmeasured, including Fe. The small concentrations and possiblevariations in analysis results precludes establishing specificvalues at this time for normal SOAP results. Each airline shouldestablish the engine signature based on their analysis andexperience.

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SOAP limits and the engine action required are variable as will beapparent in the following paragraphs.

4. SOAP Data Analysis.

A. Iron (Fe) is the most significant metal to monitor. Copper (Cu),Aluminium (Al), Nickel (Ni), Molybden (Mo), Zinc (Zn), Chromium(Cr) and Silver (Ag) are possible secondary identifiers of partdistress. Silicon (Si) may be monitored for indications of oilcontamination.

B. Review SOAP data for significant quantity increases (orappearances) and definite increasing trends. Absolute values(limits) have not been significant in determining required action.

Each operator should establish their criteria and actions to betaken for SOAP based on their experience and operationsconsiderations (route length and terrain, route versus service orshop facilities and spare engines, etc ... ). The followingguidelines are provided for consideration (quantity valuesprovided indicate relative values - not limits):

(1) A sudden large (10 to 12 PPM) increase (or appearance) of Feor a minor increase (5 to 7 PPM) of Fe in conjunction with anindication (2 PPM) of Cu. These SOAP results can indicaterapid parts deterioration and in particular bearing distress.In this case put the engine on watch do a daily inspection ofengine magnetic chip detectors.

(2) A progressively moderate increasing trend of Fe ischaracteristic of excessive parts wear, such as the excessivespline wear experienced with the IGB Horizontal Shaft Spline.

Although action for this type of distress is not as urgent asthe above, it is recommended that an engine investigation bepromptly conducted to determine and assess the partdeterioration and establish a program for monitoring thedistress until corrective action is taken. The Fe content inthe oil may attain a very large (100 + PPM) concentrationbefore corrective action is required providing the distress isassessed and monitored such as can be done with the IGB shaftspline wear.

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(3) Review secondary metals (Cu, Al, Ni, Mo, Zn, Cr, Ag) inconjunction with Fe SOAP results with figures 1 thru 16 forguidance in diagnostic investigations of the engine.

Except for Cu, the secondary metals have not contributed tothe detection and isolation of part distress in the experienceto date. However, some of these metals have been noted inreview of some SOAP data received for engines which hadincurred a lube wetted parts failure or have been noted asindividualistic constituents of particular parts in review offigures 1 thru 26.

The following element associations are suggested as possibledistress identifiers:

(a) Fe, Cu - indication of bearing (CFM56 engine bearingshave steel cages - Ag may provide secondaryindication).

(b) Fe, Cu, Zn - indication of AGB bearing distress or lubeand scavenge pump bearing distress, pumpbearing distress may occur due to ingestionof material from an engine part's distress,and Fe indication may be from engine part.

(c) Fe, Cr - possible indication of gearbox parts distress;IGB or AGB bearing distress. The gearbox bearinghousings and the IGB Horizontal drive shaft areCr plated.

(d) Fe, Ni, Cr - indication of bearing distress Fe, Ni, Cr aremajor constituents of many parts in thesumps.

(e) Fe, Ni, Al - indication of No. 3 bearings inner racespinning; Fe, W may be the SOAP indication ofa future No. 4 bearing distress.

(f) Al - indication of lub module distress

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Oil Sampling for AnalysisFigure 1


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Chemical Composition of Materials (In Percent)Figure 2 (Sheet 1 of 2)


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Chemical Composition of Materials (In Percent)Figure 2 (Sheet 2 of 2)

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CMF56-2 Engine Sump AreaFigure 3

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CMF56-2 Forward Sump MaterialFigure 4 (Sheet 1 of 5)

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CMF56-2 Transfer and Accessory Gearboxes, Radial Drive ShaftLubrication Unit

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Figure 6

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RMagnetic and Sealol Seal/Housing

Figure 7

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RCMF56-2 Material Sheet DataFigure 8 (Sheet 1 of 2)

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CMF56-2 No. 4 and No. 5 Bearing Area (AFT Sump)Figure 9 (Sheet 1 of 2)

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CMF56-2 Material Sheet DataFigure 9 (Sheet 2 of 2)

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CMF56-2 AFT Sump (Location of Seals)Figure 10

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CMF56-3 Engine Sump AreaFigure 11

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CMF56-3 No. 1 Bearing Support and Oil ManifoldFigure 12 (Sheet 1 of 3)

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CMF56-3 No. 2 Bearing Area (Forward Sump)Figure 12 (Sheet 2 of 3)

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CMF56-3 No. 1 and No. 2 Bearing Area (Material Sheet Data)Figure 12 (Sheet 3 of 3)

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CMF56-3 No. 3 Bearing Area (Forward Sump Material)Figure 13 (Sheet 1 of 2)

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CMF56-3 No. 3 Bearing Area (Material Sheet Data)Figure 13 (Sheet 2 of 2)

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CMF56-3 AGB/TGB Forward Sump MaterialFigure 14 (Sheet 1 of 9)

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CMF56-3 AGB/TGB Forward Sump MaterialFigure 14 (Sheet 2 of 9)

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CMF56-3 Accessory Gearbox AssemblyFigure 14 (Sheet 4 of 9)

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CMF56-3 Accessory Gearbox AssemblyFigure 14 (Sheet 5 of 9)

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CMF56-3 TGB and Lubrication Unit Sump MaterialFigure 14 (Sheet 6 of 9)

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CMF56-3 Magnetic and Sealol Seal/HousingFigure 14 (Sheet 7 of 9)

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CMF56-3 No. 4 Bearing Area (AFT Sump)Figure 15 (Sheet 1 of 3)

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CMF56-3 No. 5 Bearing Area (AFT Sump)Figure 15 (Sheet 2 of 3)

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CMF56-3 No. 4 and No. 5 Bearing Area (Material Sheet Data)Figure 15 (Sheet 3 of 3)

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CMF56-5A Engine Sump AreaFigure 16

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CMF56-5B Engine Sump AreaFigure 17

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CMF56-5C Engine Sump AreaFigure 18

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CMF56-5A No. 1 Bearing Support and Oil Manifold (Forward Sump)Figure 19 (Sheet 1 of 7)

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CMF56-5B No. 1 Bearing Support and Oil Manifold (Forward Sump)Figure 19 (Sheet 2 of 7)

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CMF56-5C No. 1 Bearing Support and Oil Manifold (Forward Sump)Figure 19 (Sheet 3 of 7)

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CMF56-5A No. 2 Bearing Area (Forward Sump)Figure 19 (Sheet 4 of 7)

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CMF56-5B No. 2 Bearing Area (Forward Sump)Figure 19 (Sheet 5 of 7)

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CMF56-5C No. 2 Bearing Area (Forward Sump)Figure 19 (Sheet 6 of 7)

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CMF56-5A/-5B/-5C No. 1 and No. 2 Bearing Area (Forward Sump)Figure 19 (Sheet 7 of 7)

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CMF56-5A No. 3 Bearing Area (Forward Sump)Figure 20 (Sheet 1 of 4)

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CMF56-5C No. 3 Bearing Area (Forward Sump)Figure 20 (Sheet 3 of 4)

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CMF56-5A/-5B/-5C No. 3 Bearing Area (Forward Sump)Material Sheet Data


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CMF56-5A TGB SumpFigure 21 (Sheet 1 of 20)

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CMF56-5A AGB/TGB SumpFigure 21 (Sheet 2 of 20)

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CMF56-5A AGB/TGB SumpFigure 21 (Sheet 3 of 20)

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CMF56-5B TGB SumpFigure 21 (Sheet 4 of 20)

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CMF56-5B AGB/TGB SumpFigure 21 (Sheet 5 of 20)

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CMF56-5B AGB SumpFigure 21 (Sheet 6 of 20)

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CMF56-5C TGB SumpFigure 21 (Sheet 7 of 20)

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CMF56-5C AGB/TGB SumpFigure 21 (Sheet 8 of 20)

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CMF56-5C AGB SumpFigure 21 (Sheet 9 of 20)

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CMF56-5A/-5B/-5C Accessory Gearbox AssemblyFigure 21 (Sheet 10 of 20)

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CMF56-5A/-5B/-5C Accessory Gearbox AssemblyFigure 21 (Sheet 11 of 20)

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CMF56-5A/-5B/-5C Magnetic Seal/HousingFigure 21 (Sheet 12 of 20)

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CMF56-5A/-5B/-5C Sealol SealFigure 21 (Sheet 13 of 20)

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CMF56-5A/-5B/-5C Lubrication UnitFigure 21 (Sheet 14 of 20)

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CMF56-5A Material Sheet DataFigure 21 (Sheet 15 of 20)

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CMF56-5A Material Sheet DataFigure 21 (Sheet 16 of 20)

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CMF56-5B Material Sheet DataFigure 21 (Sheet 17 of 20)

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CMF56-5B Material Sheet DataFigure 21 (Sheet 18 of 20)

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CMF56-5C Material Sheet DataFigure 21 (Sheet 19 of 20)

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CMF56-5C Material Sheet DataFigure 21 (Sheet 20 of 20)

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CMF56-5A No. 4 Bearing Area (AFT Sump)Figure 22 (Sheet 1 of 7)

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CMF56-5B No. 4 Bearing Area (AFT Sump)Figure 22 (Sheet 2 of 7)

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CMF56-5C No. 4 Bearing Area (AFT Sump)Figure 22 (Sheet 3 of 7)

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CMF56-5A No. 5 Bearing Area (AFT Sump)Figure 22 (Sheet 4 of 7)

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CMF56-5B No. 5 Bearing Area (AFT Sump)Figure 22 (Sheet 5 of 7)

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CMF56-5C No. 5 Bearing Area (AFT Sump)Figure 22 (Sheet 6 of 7)

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CMF56-7B Engine Sump AreaFigure 23 (Sheet 1 of 2)

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CMF56-7B Engine Sump AreaFigure 23 (Sheet 2 of 2)

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CMF56-7B No. 1 Bearing Support and Oil ManifoldFigure 24 (Sheet 1 of 5)

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CMF56-7B No. 1 and No. 2 Bearing Area (Forward Sump)Material Sheet Data


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RCMF56-7B AGB/TGB Sump


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RCMF56-7B AGB/TGB Sump


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CMF56-7B AGB/TGB SumpFigure 25 (Sheet 3 of 5)

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CMF56-7B Gearboxes Area (Forward Sump) Material Sheet DataFigure 25 (Sheet 4 of 5)

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CMF56-7B Gearboxes Area (Forward Sump) Material Sheet DataFigure 25 (Sheet 5 of 5)

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RCMF56-7B No. 4 Bearing Area (Aft Sump)


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RCMF56-7B No. 5 Bearing Area (Aft Sump)


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CMF56-7B No. 4 and No. 5 Bearing Area (Aft Sump) Material Sheet DataFigure 26 (Sheet 3 of 3)

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(4) It is recommended that each airline compile a SOAP historyrecord for each incurred engine failure and/or lube wettedparts distress with careful correlation of exhibited SOAPindications to parts damage using figure 1 for guidance. Theserecords may provide for establishing SOAP diagnostic criteria.

(5) Investigate the engine for increased oil consumption if a SOAPtrend suddenly drops or the rate of increase is reduced. Highoil consumption can indicate lube wetted parts distress. Alsoa drop in SOAP indications caused by the diluting effect ofincreased oil additions may be interpreted as a correction ofa false indication of part's distress.

C. Diagnostics

Consider the following engine investigations and monitoring asdetermined by SOAP data analysis and experience:

(1) Inspect the engine collection devices (magnetic chip detector,pump scavenge inlet screens, scavenge oil filter).

(2) If the collectors have debris, substantiating possible partsdistress, investigate per chip analysis.

(3) If the collectors do not have debris, substantiating possibleparts distress, the engine should be "put on watch" and thefollowing investigations and monitoring conducted:

(a) Take an oil sample and expedite SOAP evaluation.

(b) Review engine oil consumption history. Inspect the enginefor evidence of internal oil leakage, including borescopeinspections and a ground engine run.

(c) Review engine vibration history. Increasing vibration canbe an indication of bearing distress.

(d) If the SOAP indication was a sudden increase in Fe,monitor the engine collection devices daily until the SOAPindication is resolved.

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(e) If the SOAP indication is a progressively increasing Fetrend, consider the following engineinvestigations/monitoring:

1 Perform Radiographic inspection of the IGB radialshaft.

2 Perform Radiographic inspection of the No. 3 bearing orNo. 4 bearing areas.

3 Monitor engine oil consumption, vibration, and chipanalysis collection devices on more frequent timeinterval until distress indication is resolved.Consider spectrographic analysis of material collected.Review oil leakage troubleshooting and considerborescope inspection of compressor for oil wetting.

(f) If the SOAP indication is a progressively increasing Sisilicon trend (over 10 PPM), as Si is composed by silicaand/or silicone (contained in greases), the followingprocedure could be performed.

1 Perform a SOAP on oil sample and determine Siconcentration (CI).

2 Perform a filtration of sample with a filter of11.8 micro inches (0,3 micrometer).

3 Perform a second SOAP on the sample and determine Siconcentration (C2).

If CI concentration is approximately equal to C2concentration there is no silica in oil.

If CI concentration is higher than C2 concentrationthere is a silica contamination (look for presence ofsilica on filter).

Refer to Maintenance Manual, chapter 12-10-00,paragraph 6. "Flushing of Oil System in the case of oilsystem contamination.

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(g) Consider changing the engine oil and corroborating theSOAP results previously obtained if the engine inspectionsdo not confirm on indicated problem.

(h) Decrease the oil sampling and SOAP analysis timeintervals.

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PART 10 - CHIP ANALYSIS

LEPPart 10Page 1/2Feb 29/96



SECTION PAGE DATE

R TITLE PAGE 1 Feb 29/96

R LEP 1 Feb 29/96R 2 Blank

CONTENTS 1 May 31/84 2 Blank

INTRO 1 May 31/842 Blank

72-00-00 1 May 31/84 2 May 31/84 3 Aug 31/89 4 May 31/94 5 May 31/94 6 May 31/94 7 May 31/94 8 May 31/94 9 May 31/9410 May 31/9411 May 31/9412 May 31/94

R 13 Feb 29/96R 14 Feb 29/96

15 May 31/9416 May 31/9417 May 31/9418 May 31/9419 May 31/9420 May 31/9421 May 31/9422 May 31/9423 May 31/9424 May 31/9425 May 31/9426 May 31/9427 May 31/9428 May 31/9429 May 31/94

SECTION PAGE DATE

72-00-00 30 May 31/94(CONT'D) 31 May 31/94

32 May 31/9433 May 31/9434 May 31/9435 May 31/9436 May 31/9437 May 31/9438 Blank

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R CONTENTSR Part 10R Page 1/2R May 31/84


TABLE OF CONTENTS

Section Page

R Introduction .................................................... 1

R 72-00-00 Chip Analysis ....................................... 1

INTROPart 10Page 1/2May 31/84

PART 10 - CHIP ANALYSIS1. General.

A. To provide maintenance personnel the information concerningrecovery of particles and action to be taken.

B. The particles found during filter and magnetic plug inspectionwill permit the technical crews to assess the internal status ofengine mechanical assemblies.

C. It is very important that the recovery of particles be performedwith care because the action to be taken depends on the diagnosismade from the analysis results.

D. A preliminary observation of the particles will determine theimmediate action to be taken but, in order to define the faultorigin with a maximum of accuracy, the particles will be analyzedin a laboratory as soom as possible.

NOTE: After applying the procedures recommended in paragraph 4(preliminary observation of particles) and pending analysisresults, the sump in question should be closely monitored.

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OIL SYSTEM - RECOVERY OF PARTICLES FOR ANALYSIS

1. General.

This procedure describes the recovery, for analysis, of particlesfound during visual inspection of the filters and magnetic plugs onlubrication unit or during drainage of oil tank or drainage oftransfer and accessory gearboxes.



A. Tools and Equipment.

(1) Equipment.


Pyrex Filter SupportWith funnel and clampXX 10 047 30

BY

Vacuum Flask(1 liter capacity)XX 10 047 05

BY

Filtered Solvent DistributorXX 66 025 00

BY

Latex Vacuum HoseXX 25 047 55

BY

Flat Tip TweezersXX 62 000 06

BY

Petri dishesPD 15 047 00

BY

Filter for SolventDistributorDia 1 inch (25,4 mm)Pore: 0,001 mmFALP 025 00

BY

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Filters (Polyamide filter)Dia 1.8 inch (45 mm)Pore : 0.002 inch (0,05 mm)EP 1239 D 4 P

BZ

Eductor or Local PurchaseVacuum Bulb 300 ml Local Purchase

Bottle BrushDia 0.4 inch (10 mm)

Local Purchase

Brush Local Purchase

Binocular x 20 Local Purchase

MagnetDia 1 inch (25,4 mm)Length 1 inch (25,4 mm)Pull force 15 lb (7 daN)Approximately

Local Purchase

Stainless Steel Tankor Glass Tank8x4x3.5 inches(200x400x90 mm) minimum

Local Purchase

(2) Consumable Products

Code No. Description

CP 2011 Stoddard Solvent

3. Particles Recovery Procedure.

CAUTION: REMOVE INDIVIDUALLY CHIP DETECTORS FROM LUBRICATION UNITAND IDENTIFY EACH AS REMOVED. AN ERROR IN THE SUMPINVOLVED LEADS TO A DIAGNOSIS ERROR.

A. Place, without dripping, chip detectors, supply or scavengefilters having particles in a new polyethylene bag. Tag each bagwith the following indications:

(1) Airline

(2) Aircraft type and serial number.

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(3) Engine position, serial number, and service time as follows:

(a) Total time.

(b) Time since last shop visit.

(c) Time since engine oil has been changed, if any.

(4) Date and reason of filter inspection, periodic inspection orremark made in the mechanic's report.

(5) Indicate location of the following. See figure 1.

(a) TGB, AGB, Aft or Forward Sump chip detectors.

(b) Pressure or scavenge filters.

B. Recovery of Particles.

(1) Recover particles from chip detector magnet as follows:

(a) Place chip detector on a clean surface, retain plasticbag and identification tag.

(b) Remove filter from chip detector by pushing the spring-loaded pin that secures filter to chip detector using afiber pusher. Replace filter into plastic bag.

NOTE: Particles remaining on the filter may berecovered using filtering equipment. Seeparagraph 3. B. (2).

(c) Remove particles from chip detector magnet using a cleancloth or a thin sheet of paper.

NOTE: The use of magnets to remove particles is notrecommended since repeated exposure may degrademagnetic performance of magnetic plug.

NOTE: Avoid collecting particles on a strip of adhesivetape as it will be difficult to remove them.

(d) Place particles onto a filter into a Petri dish. Seefigure 2.

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Lubrication Unit (CFM56-2 Engines)Figure 1 (Sheet 1/2)

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Chip Detector (CFM56-2 Engines)Figure 1 (Sheet 2/2)

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Lubrication Unit (CFM56-3 Engines)Figure 1A (Sheet 1/2)

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Chip Detector (CFM56-3 Engines)Figure 1A (Sheet 2/2)

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NOTE: A magnet placed under the Petri dish willfacilitate deposit of particles on the filter.

(e) Place an adhesive tape on the Petri dish. See figure 2.Using ball pen or felt tip, write the identificationelements indicated on the tag. See paragraph 3.A.

(f) A new or thoroughly cleaned chip detector will beinstalled on lubrication unit. See Maintenance Manual,chapter 79-00-00, Maintenance Practices.

(g) The removed chip detector will be cleaned according tothe procedure indicated in Component Maintenance Manual,chapter 79-00-00, Maintenance Practices.

(2) Recover particles using filtering equipment as follows: Seefigure 3.

CAUTION: CHECK THAT THE FUNNEL AND FILTER SUPPORT ARE FREEOF PARTICLES.

(a) Place a filter, EP 1239D4P, onto filter support andsecure assembly with clamp. Connect vacuum flask toeductor or vacuum bulb (300 ml). See figure 3.

NOTE: The eductor requires a water tap with moderateflow.

(b) If required, install a new filter, FALP 02500, ontosolvent distributor. See figure 3.

CAUTION: THE SOLVENT USED FOR EACH OPERATION MUST BE A NEWOR REGENERATED LIQUID. CHECK THAT THE TANK USED ISFREE OF PARTICLES.

(c) Place oil filter in a clean stainless steel or glasstank.

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Petri DishFigure 2

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Filtering EquipmentFigure 3

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(d) Pour oil from plastic bag into the funnel. See figure 3.Rinse plastic bag using distributor of filtered solvent(CP 2011) and pour into the funnel.

NOTE: Retain tag that identifies the particles.

(e) Fill tank with solvent (CP2011) to immerse oil filter andsoak for 10 minutes.

(f) Using an ultrasonic tank and the distributor of solvent(CP2011), remove the maximum of particles from oilfilter.

(g) Pour the liquid recovered from the tank into the funnel.Rinse the tank using solvent distributor and pour intothe funnel.

(h) Create a partial vacuum in the vacuum flask to assistpassage of the liquid through the filter and collectionof suspended particles on filter.

NOTE: Particles that remain on the funnel glass surfacewill be recovered by rinsing using distributor ofsolvent (CP2011).

(i) Remove clamp and funnel. Maintain partial vacuum andrinse filter by circular motion toward center usingdistributor of solvent (CP2011). This operation directsparticles toward the center of the filter and completesrinsing.

(j) Return vacuum flask to ambient pressure. Let filter soakand place it in a Petri dish, PD 15 04 700, usingtweezers, 62 000 06. Close Petri dish.

(k) Place a strip of adhesive tape on Petri dish. Seefigure 2. Using a ball pen or felt tip, write theidentification elements indicated on the tag. Seeparagraph 3. A.

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(l) A new or thoroughly cleaned oil filter will be installedon lubrication unit. See Maintenance Manual, chapter 12-00-00, Servicing.

(m) The removed filter will be cleaned and checked accordingto the procedure indicated in Component MaintenanceManual, chapter 79-21-11, Cleaning.

4. Preliminary Observation of the Particles.

CAUTION: DO NOT BRING PARTICLES INTO DIRECT CONTACT WITH THEMAGNET, BECAUSE FINE PARTICLES MAY STICK TO THE MAGNET ANDIT MAY BE IMPOSSIBLE TO REMOVE THEM.

A. Check if particles are magnetic or non-magnetic using a magnet.

B. Identification and Classification of the Particles.

(1) Visual Inspection.

The 4 following groups of particles can be found:

(a) Magnetic metal particles such as: machining chips(swarf) shots from shot peening, flakes from bearings,flakes from gearshafts, rivet heads, pieces of componentetc.

(b) Non-magnetic metal particles such as: non-magneticstainless steel, filter mesh debris, light alloy, copper,silver, chromium.

(c) Magnetic non-metallic particles such as: carbon depositslightly magnetic.

(d) Non-metallic particles such as: carbon deposit, sand,carbon seal, o-ring etc.

(2) Using a binocular microscope and according to figures 6through 14, determine the group of particles according to thefollowing elements:

(a) Appearance: metallic shavings, rivet heads, toothdebris, shots carbon deposits, burrs, flakes etc.

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(a) Origin: compare particles with samples given in figures.

(b) Quantity: The quantity is determined by measuringsurface of deposit on recovered filter. To measure, thefilter must be in horizontal position and particlesspread over evenly. Filter has a diameter of 1.8 inch(45 mm) and a surface of 2.5 square inch (1600 sq mm).

NOTE: Most of the time, particles of differentappearance and origin will be found.

C. Immediate Action to Be Taken.

(1) If particles are identified, conform to the indications offigures 6 through 24.

(2) If particles are not identified and non-magnetic, 2 caseswill be considered. See figure 4.

NOTE: In all cases, particles must be sent to thelaboratory for analysis.

(3) If particles are not identified and are magnetic, 3 caseswill be considered. See figure 5.

NOTE: In all cases, particles must be sent to thelaboratory for analysis.

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Non Identified and Non-Magnetic ParticlesFigure 4

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Non Identified and Magnetic ParticlesFigure 5 (Sheet 1 of 2)

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Non Identified and Magnetic ParticlesFigure 5 (Sheet 2 of 2)

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Origin of Particles Found on FiltersFigure 6

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Origin of Particles Found on FiltersFigure 13 (Sheet 1 of 2)

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Origin of Particles Found on FiltersFigure 13 (Sheet 2 of 2)

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Origin of Particle Found on Screen or FilterFigure 23

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Origin of Particle Found on Screen or FilterFigure 24 (Sheet 1 of 2)

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Origin of Particle Found on Screen or FilterFigure 24 (Sheet 2 of 2)

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Cfmi Cfm56 Ndtm Cfmi-tp.nt.11 Rev 36 May 31, 2000

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