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

NON-DESTRUCTIVE TEST MANUAL

CFMI-TP-NT.11

NOVEMBER 30, 1980

REVISED MAY 31, 2000

Subject:

Transmittal of the CFM56, Non-Destructive Test Manual, CFMI-TP.NT.11, Revision 36, dated May 31, 2000.

Attached is revision No. 36 to the CFM56, Non-Destructive Test Manual. Please insert/replace pages in accordance with the list of Effective Pages provided with this revision, and Part 9 is reissued in entirely. After inserting the revision and removing superseded pages, note the necessary information on the Record of Revision page. Please direct any inquiries or comments regarding this revision to:

CMF International Product Support Manager

HISTORY OF REVISION

Rev No.

DATE REMOVED

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DATE REMOVED

Basic Issue

Nov 30, 1980

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Aug 31/88

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TABLE OF CONTENTS PART

SUBJECT Title Page Record of Revisions History of Revisions Record of Temporary Revisions Table of Contents Introduction

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1

General

3

Gamma Ray

7

Borescope Inspection

8

Fluorescent Penetrant Inspection

9

Spectrometric Oil Analysis Program (SOAP)

10

Chip Analysis

CONTENTS Page 1/2 Aug 31/89

NON-DESTRUCTIVE TEST MANUAL INTRODUCTION

CFMI-TP-NT.11

NOVEMBER 30, 1980

REVISED MAY 31, 1992

INTRODUCTION LIST OF EFFECTIVE PAGES SECTION

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DATE

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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 differently than those found in the specification. CFMI may also have additional requirements to those found in the specification. (2) The Parts that follow are contained in this manual.

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Part Part Part Part Part Part Part Part Part Part Part

1 2 3 4 5 6 7 8 9 10 11

-

General Not applicable Gamma Ray Not applicable Not applicable Not applicable Borescope Inspection Fluorescent Penetrant Inspection Spectrometric Oil Analysis Program (SOAP) Chip Analysis Not applicable

(3) Additional Parts may be introduced into the NDTM, as the engine program develops, to provide economical and reliable inspections. (4) Each Part of this manual will have the following general scope of coverage: 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 numbering systems. The first element denotes the chapter/system, the second the 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 of effective pages and a table of contents. (b) The list of the effective pages shows the date of the most recent revision. 2. Engine Directional References.

See figure 2.

Clockwise, counterclockwise, clock position and other directional references apply to the engine in a horizontal position, viewed from the rear, and with the accessories section at the bottom. When components or struts are numbered circumferential direction the No. 1 position is at 12 o'clock, or immediately clockwise from 12 o'clock. The remaining positions 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 it is necessary to be explicit about flange location, such as positioning of brackets, clamps, bolts, etc.

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ATA Numbering of Engine Sections Figure 1

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Engine Directional References Figure 2

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Flange Identification Figure 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 Maintenance Manual and other applicable inspection equipment manufacturer's, Operating and Service Instructions. All findings of these inspections shall be interpreted according to limits of serviceability shown in the maintenance manual. 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, or provide supplementary or explanatory information. CAUTION: CAUTIONS CALL ATTENTION TO METHODS AND PROCEDURES WHICH, IF NOT PRECISELY FOLLOWED, POSE A PARTICULAR RISK OF EQUIPMENT DAMAGE. WARNING: WARNINGS CALL ATTENTION TO METHODS, PROCEDURES OR LIMITS WHICH, IF NOT PRECISELY FOLLOWED, POSE A PARTICULAR RISK OF INJURY OR DEATH TO PERSONS. B. Assumptions. The following assumptions were made in connection with the use of this manual. (1) That the personnel doing these inspections are properly trained, qualified and/or licensed, where such licensing is required by law. (2) That the personnel doing these inspections know and will ensure compliance with applicable Federal, State, and Local Rules and Regulations. 5. Supporting publications. The following is a list of publications written in support of CFM56 engine.

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A. Maintenance Manual. The Maintenance Manual presents detailed information required to support the engine at a flight-line level. Inspection and checks, flight-line repair procedures or limits, and operation and troubleshooting comprise the major portion of the publication. Descriptions of the engine sections, systems, and components are included to familiarize operation personnel with the various components. B. Operating Instructions. The operating instructions give operating limits and special operating procedures useful for pilots and maintenance personnel who will operate the engines. These instructions are not to be used for testing the engines after line maintenance. C. Illustrated Parts Catalog. (1) The Illustrated Parts Catalog lists and illustrates all parts and assemblies of the engine. It is intended only for requisitioning, storing, issuing, and identifying parts and for illustrating relationship for disassembly, where applicable. It is no to be used 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 the special tools and equipment required for the CFM56 engine. The tools and equipment are illustrated with a brief description of the tool and its use. E.

Engine Shop Manual. (1) The Engine Shop Manual presents detailed information required to support the engine at shop level. (2) Inspection, repair procedures, testing and troubleshooting comprise the major portion of this publication. Description of the engine sections, and components, are included to familiarize personnel with the terminology and physical appearance of the various components.

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F. Component Maintenance Manuals. (1) The Component Manuals contain detailed maintenance or overhaul instructions for the accessories furnished on the engine. (2) The manual covers disassembly, cleaning, inspection, approved repairs and repair methods, assembly and testing of the accessories. The manuals also include an Illustrated Parts Catalog for each of these accessories. G. Facility Planning Manual. The Facility Planning Manual provides the information to aid airline planners in developing the facilities and equipment requirements for the CFM56 engine. Equipment, space, manpower skills and processes requirements are given on a broad base so individual airlines can fit it to their operation. H. Standard Practices Manual. This Manual covers frequently used processes and procedures that are used in the maintenance and repair of engine parts. I. Consumable Products Manual. The Consumable Products Manual presents technical data on all products used in maintenance of the CFM56 engine. 6. Definition of Terms and Abbreviations. A. Defects. The following terms are used to describe/define defects.

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Terms

Definition

Associated Terms

Blister

A raised portion of a surface caused by separation of the outer layers of the parent material or of a coating applied to it.

Bubble Flaking Oxide Formation Peeling Scale Slag inclusion (weld)

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Terms

Definition

Associated Terms

Brittle

A change in the elasticity or resilience of the parent material usually caused by aging, extreme cold, chemical action, or cold-working.

Cold worked hard (like an old O-ring)

Buckle

A large-scale deformation of the original contour of a part, usually caused by pressure or impact from a foreign object. Structural stresses, excessive localized heating, high-pressure differentials, or any combinations of these.

Ballooning Bend Bulge Crease Curl Dent (not to be confused with small-area defect in heavy material) Depression Distortion Elongation Fold Indentation Kink Protrusion (hollow) Rupture (result of excessive buckling) Uneven Warpage Wrinkle

Burn

A rapid, destructive, oxidizing action, usually caused by higher temperatures than the parent material can withstand. Change in color appearance often indicates this condition.

Burn out (missing piece) Erosion Corrosion Guttered Heat-check Heat deterioration Hole (burn) Hot spot Overheated Oxidation

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Terms

Definition

Associated Terms

Burnishing

Smoothing of a metal surface by mechanical action, but without a loss of material. Generally found on plain bearing surface. Surface discoloration is sometimes visible around the outer edges. Normal burnishing from operational service is not detrimental if the coverage approximates the carrying load and there is no evidence of burns.

Rub Wear

Burr

A rough edge or a sharp protusion on the edge or surface of the parent material.

Chafing

See "Gall" or "Scratch".

Chip

A breaking away of the edge of the parent material, usually caused by heavy impact from a foreign object.

Break Nick (similar to Chip, but no parent material is removed). Notched Spalling (usually a broken-away flat surface).

Corrosion

A mass of small pits which cumulatively create a large, shallow cavity (usually rough in the surface of the parent material).

Pit

Crack

A parting or discontinuity in the parent material

Break Cold shut (castings) Crater (castings) Fatigue damage Fissure Fracture Lap (forgings)

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Terms

Definition

Crack (Cont'd)

Associated Terms Rupture Seam Separation Slit Tear

Crazing

A mesh of minute hairline cracks found in glazed or baked-on coated surfaces, generally caused by temperature change or by deformation of parent metal. Cracks do not penetrate into parent metal.

Creep

Gradual continous distortion or plastic flow under constant stress.

Deformation

Any alteration or change of shape, dimension or configuration resulting from stress or damage.

Bend Creep Distortion

Dent

A completely smooth surface depression caused by pressure or impact from a smooth, rounded foreign object. The parent material is displaced, but none is separated.

Peen

Deviation

Any condition that causes a part to differ from the manufacturer's blueprint.

Damage Defect Flaw Imperfection Irregularity

Discontinuity

An interruption in the normal physical structure or configuration of a part.

Crack Seam Cold shut Lap

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Terms

Definition

Associated Terms

Distortion

Any twisting, bending or permanent strain that results in misalignment or change of shape.

Bend Deformation

Erosion

Gradual wearing away of a surface caused by a fluid (gas or liquid) flowing over the surface. Wear is generally caused by fine particles of foreign material entrained in hot engine gases flowing at a high velocity.

Fatigue

The progressive fracture of a material under cyclic stress loading.

Flaking

See "Spalling".

Fretting

Wearing away by lowamplitude rubbing against another metal (generally associated with press fit or close fitting parts).

Wear Galling

Galling

A defect caused by the movement of 2 surfaces in contact with each other. In most cases, an accumulation of foreign material is deposited on the parent material.

Pickup

Gouge

A wide, rough scratch or group of scratches, usually with one or more sharply incised corners, and frequently accompanied by deformation or removal or parent material.

Crystallization Fretting Flaking

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Terms

Definition

Associated Terms

Groove

A long, narrow, continuous depression caused by pressure of a moving surface in contact with the parent material.

If depression is shallow and smooth see "Wear"; if depression is sharp, see "Scratch".

High spots

Local distortions

Blister Buckle Bubble Out-of-round

High metal

Displaced metal adjacent to a defect such as a scratch, nick or gouge, which is raised above the surrounding.

Burr

Imbalance

The state of being outof-balance. Unequal distribution of weight about the axis of rotation, which usually results in vibration.

Inclusion

Foreign material embedded in metal during solidification, or formed by subsequent reaction of the solid metal.

Indication

The visible evidence that a material defect exists, even though the defect itself may not be visible to the naked eye.

Looseness

Abnormal movement of a part, or insufficient securing of a part.

Backet out Excessive play Excessive backlash Insufficient torque Shaky Sloppy Unbottomed Unpinned Unwired

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Terms

Definition

Associated Terms

Misalignment

A mismatching or malformation of any part which either prevents perfect assembly or results in faulty operation and/or ultimate failure.

Eccentric Out-of-round Out-of-square Mismatched Unmatched

Nick

A surface impression with sharp corners or bottom, usually caused by pressure or impact from a sharp-edged object. The parent material is displaced, but usually none is separated.

Chip Dent Notch

No Apparent Depth

Term used to describe surface defects that can be seen but not felt with fingernail or scriberpoint.

Noise

An abnormal sound involving moving parts, usually an increase in volume or a change of pitch.

Bumps (sound) Chatters Clicks Grates (usually gears) Grinds Hums Rattles Rubs Scrapes (sound) Screeches Thumps Whistles

Obstruction

Prevention of free flow of a fluid (air, oil, fuel, water) because of foreign material in the flowpath or malformation of the part.

Clogged Contaminated Plugged Restricted

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Terms

Definition

Associated Terms

Oil-canning (Snapping action)

Shapping or popping displacement of sheet metal when restrained at its edges like a diaphragm, wall, or bottom of an oil can.

Buckling

Parent Metal

All material in a single part except the weld, braze filler, or heataffected zone (within 1/8 inch (3.175 mm) of the fusion line).

Pickup

Transfer of one material into or onto the surface of another in contact with it, usually as a result of frictionheating.

Burr Gall Imbedment Inclusion Pile-up Protrusion Metallization

Pinched

Distortion of one or more surfaces of the parent material, caused by pressure

Bound Compressed Flattened Seized Smashed (without separation into pieces) Squashed Squeezed

Pit

A minute depression or cavity having no sharp, high-stress corners in the surface of the material. Pits are usually caused by chemical reaction (rusting, chemical corrosion).

Corrosion Crater Electrolytic cavity Inclusion Perforation Pinholes Pock-marked

Porosity

Areas containing numerous pits or pinholes

Pit Pinholes

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R R R R R

Terms

Definition

Associated Terms

Rub

A surface depression or displacement caused by two surfaces moving while in contact with each other.

If impression is shallow and smooth see "Wear". If impression is sharp, see "Scratch".

Scale

A layer of metallic oxides formed by chemical action of oxigen on the exposed surface of the metal, usually while hot.

Burn

Scratch

A long, narrow, sharpcornered impression caused by the movement of a sharp object across the surface of the parent material.

Abrasion Chafe Furrow Groove Score

Seizure

A welding or binding of faces which prevent further movement.

Bound up Frozen Tight Wedged Welded (without external heating).

Spalling

Cracking off or flaking off of small particles of metal from the surface, usually in thin layers or localized spots.

Flaking Fretting Galling

Tear

A physical separation, pulling apart, or wrenching of metal which can be caused by impact damage.

Burr Chip Crack Nick

Unbalance

The act of putting a balanced component out of balance. Usually "imbalance" is meant.

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Terms

Definition

Associated Terms

Varnish film

A hard surface-film of partially carbonized hydrocarbon, such as oil, which is built up when the part is heated to or above the breakdown-point of the fluid.

Banded Discolored Oxidized Stained

Wear

Relatively slow removal of parent material in the process of operation (not always visible to the naked eye).

Abrasion Attrition Brinnelled Chafed Chattering Erosion Fraying Fretting Friction Galling Glazing Groove Interference Oxidation Roughness Rubbed Scarfed Scuffed Uneven Weak

B. Abreviations. The following abbreviations have been used for terms that appear within the manual. LRU TGB AGB LPT HPT MEC PMC VSV VBV N1 N2

Line Replaceable Unit Transfer Gearbox Accessory Gearbox Low Pressure Turbine High Pressure Turbine Main Engine Control Power Management Control Variable Stator Vane Variable Bleed Valve Low Pressure Rotor Speed Core Rotor Speed

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NON-DESTRUCTIVE TEST MANUAL PART 1 - GENERAL

CFMI-TP-NT.11

NOVEMBER 30, 1980

REVISED MAY 31, 1981

PART 1 GENERAL LIST OF EFFECTIVE PAGES SECTION

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TABLE OF CONTENTS Section

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PART 1 GENERAL R 1. Pupose of the Nondestructive Test Manual . The purpose of the Nondestructive Test Manual (NDTM) is to provide the personnel who are responsible for maintenance of CFM56 engines with sufficiently clear and detailed instructions for performing nondestructive tests. 2.

General Information . A. This manual provides information on the nondestructive testing methods for the inspection of the CFM56 Turbofan Engine, its components and individual parts. B. Standard shop practice safety procedures and precautionary measures should be observed at all times to avoid damage or injury to equipment and persons. C. These instructions do not purport to cover all details or variations in equipment nor provide for every possible contingency to be met in connection with installation, operation or maintenance of equipment listed in this manual.

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NON-DESTRUCTIVE TEST MANUAL PART 3 - GAMMA RAY

CFMI-TP-NT.11

NOVEMBER 30, 1980

REVISED MAY 31, 1984

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PART 3 - GAMMA RAY TABLE OF CONTENTS Section

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Introduction .........................................................

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Equipment and Inspection .................................

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Inspection of Fan Booster Section ........................

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Inspection of High Pressure Compressor Section ...........

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Inspection of Combustion Section .........................

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Inspection of High Pressure and Low Pressure Turbine Sections .........................................

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CONTENTS Part 3 Page 1/2 Nov 30/80

PART 3 - GAMMA RAY INTRODUCTION 1.

General Technical Principles . The application of gamma ray radiographic inspection techniques is an effective method of assessing the mechanical condition of selected internal engine components without engine disassembly. Procedures and equipment have been developed for the implementation of these techniques on the CFM56 turbofan engine for failure detection and trend monitoring. In gamma ray radiography, results are obtained which are similar to those obtained during industrial X-ray inspection. In this case, however, the penetrating radiation is in the form of gamma rays emanating from the decay of a radioactive isotope, rather than the X-rays produced by the impact of high speed electrons on a heavy metal target. There are several significant differences in the 2 methods which influence their possible application to the inspection of assembled aircraft turbines engines . WARNING :

THE RADIOGRAPHIC INSPECTION METHOD DESCRIBED HEREIN REQUIRES THE USE OF RADIOACTIVE BYPRODUCT MATERIAL AS DEFINED BY THE UNITED STATES ATOMIC ENERGY COMMISSION. EXCESSIVE EXPOSURE TO SUCH RADIOACTIVE MATERIAL MAY RESULT IN SERIOUS INJURY OR DEATH. THE POSSESSION, USE, AND TRANSPORTATION OF SUCH BYPRODUCT MATERIAL REQUIRES AN ATOMIC ENERGY COMMISSION LICENSE (OR AGREEMENT STATE LICENSE). COMPLIANCE WITH APPLICABLE FEDERAL, STATE, AND LOCAL REGULATIONS IS THE RESPONSIBILITY OF THE USER. CFM INTERNATIONAL ASSUMES NO RESPONSIBILITY FOR THE COMPLIANCE OF THE IMPLEMENTATION OF THE RADIOGRAPHIC INSPECTION PROCEDURES WITH THE REGULATIONS AND LICENSING PROVISIONS FOR THE USE OF BYPRODUCT MATERIAL.

A. In the case of X-rays, the radiation source can be turned ON and OFF at will, and the energy and intensity of the radiation can be controlled by respectively adjusting the voltage and beam current. In the case of a radio active isotope source,the radiation is always emanating from the source, and cannot be turned OFF. The only effective way of turning OFF the radiation is to move the source from the inspection area or to place a heavy radiation shield between the inspection area and the source. B. The energy of the gamma rays are determined by the spectrum of the particular isotope, Iridium-192, which is generally used in these applications. It produces 12 different radiation energies over a range of a few

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thousand electron volts to over a million electron volts, and has an effective penetrating power equivalent to approximately a 400 KEV X-ray machine. This is applicable for the inspection of steel sections in the one inch (2,5 cm) to 3 inch (7,6 cm) thickness range, which brackets the majority of the assembled engine radial material thickness areas. C. The radiation effect is measured in Roentgens, and determine the film exposure produced. the types of industrial X-ray film used in aircraft radiography require one to 4 Roentgens to produce a film of 2.0 density. The Iridium-192 source in free space produces a radiation intensity of 0.55 Roentgens per hour per curie source strenght at a distance of one meter, and obeys the inverse square law as the distance is changed. D. The source stenght, measured in curies, is determined by the initial source stenght and the radioactive decay curve of the particular element. For Iridium-192, new sources at nominal 100 curies are procured, with a logrithmic decay of the source strenght at a half life of 74 days. (In 74 days the source stenght will be reduced to half its initial value, or 50 curies.) Therefore, for a given source at a given time, and a selected radiographic inspection requirement of source-to-film distance and material thickness, the only variables available for film exposure control are the exposure time, film selection, and film processing. E. The determining factor in the application of gamma ray radiography to assemble aircraft gas turbine engines in preference to X-ray techniques is the relative physical size of the equipment. In the inspection technique being applied as described in detail in the Radiographic Inspection Procedures, the radiation emanates radially outward through the engine from a spot along the axis of the engine, with a film placed on the surface of the engine. An encapsulated 100 curie source, with an equivalent radiation energy of 400 KEV, is physically less than 0.25 inch (6 mm) in diameter, allowing the use of a source carrier tube within the engine of 0.50 inch (12,5 mm) outside diameter. An equivalent 400 KEV X-ray machine would weight hundreds of pounds and have dimensions in the order of feet. Even a machine of this rating with a tube remote from the high voltage transformer would require a tube head several inches in diameter and a thick high voltage and coolant line cable.

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2.

Radiological Safety.

A. Since gamma ray radiographic inspection requires the use of byproduct material as defined by the Atomic Energy Commission, all activities associated with such inspections must comply with the applicable AEC Federal rules and regulations. In addition, State and local rules and regulations must be observed, as well as those rules and regulations established by the industrial radiological safety officer within whose jurisduction the gamma ray radiography is being conducted. In applications outside of the United States, the activities must comply with the rules specified by the pertinent national regulatory agencies. The following radiological safety actions are typical of those that may be required and are included herein for maintenance planning purpose only. In all cases the user shall consult and comply with all applicable Governmental rules and regulations. B. All gamma ray radiographic inspections shall be performed under the personal supervision of a trained, qualified, and licensed radiographer, who meets all the requirements specified by National, Federal, State, local, and site industrial rules and regulations. The radiographer in charge shall ensure the compliance with all applicable National, Federal, State, and local rules and regulations in all aspects of radiological safety. C. The source container, source control mechanism, source carrier tubes, and other associated radiographic equipment shall be of an approved type and design, and be equipped with safety and warning devices in compliance with applicable National, Federal, State, and local rules and regulations. D. A prime and back-up gamma ray sensitive survey meter of an approved type and detection range shall be available for establishing and/or verifying the threshold radiation isodose line for the exclusion area, and for assessing the proper operation of the source control mechanism in exposing and returning the source to the storage container. These meters shall have been calibrated within the prescribed time interval. E. Rope or tape barriers shall be erected and radiation area warning signs shall be posted as prescribed by applicable rules and regulations. Properly deployed audible warning signals and/or visible flashing light signals shall be activated during that period of time when the source has

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been transported out of its safe position in its storage container. Before the source is moved from its safe position, the radiographer in charge shall assure that no personnel other than those associated with the radiographic inspection are in the radiation area, and that those involved personnel be at such locations that their radiation exposure is minimized. At all times that the source is out of the storage container, the radiographer in charge shall maintain direct surveillance of the operation to prevent unauthorized persons from entering the radiation area. F. All personnel associated with the radiographic inspection shall wear an approved pocket dosimeter and a film badge. A direct reading type dosimeter have a range from zero to 200 milliroentgens is recommended. The film badge shall be obtained through an approved film badge service vendor. Accumulated radiation dose records shall be maintained of all associated personnel as prescribed by applicable rules and regulations. G. The radiation source container shall be stored in a secure manner when not in use in a radiographic inspection as prescribed by applicable rules and regulations. The appropriate procedures and regulations shall be followed when transporting the source container between its storage facility to the radiographic inspection 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 requires the use of special equipment included in radiographic inspection fixture set, 856A1141, as well as standard equipment and facilities. Since radiographic inspection can be performed either totally in-house, or by the use of vendor radiographic services, the equipment requirement can vary considerably. The following equipment and facilities are required, either locally supplied or furnished by a service vendor. B. Source, Source Container, and Source Control. (1) The Radiographic Inspection Procedures prescribed hereafter have been established for the use of nominal 100 curies Iridium-192 source. The source container shall be an approved design for the storage of such a source. Since the source container must be placed close to the engine, it is desirable to use a source container of minimum weight to facilitate handling. Source containers using depleted uranium as the shielding material are available for 100 curies of Iridium-192 which weight less than 50 lb (22,7 kg) and should be considered for this application. (2) The source control mechanism shall be of an approved type and have sufficient range to allow the insertion of the source through 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 for this 18 ft (550 cm) required travel, a minimum travel length of 25 ft (765 cm) should be provided. C. Source Tubes. (1) The source tube provides a guide and passageway for the source as it is transported from the storage container to the source tube tip, where it is held for the duration of the exposure. The rigid source tube sections, the flexible source tubes, and the source container are coupled together to provide a continuous enclosed source path. Since there are numerous models and types of source containers, it is

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necessary to provide adapter sections to allow the interfacing of all possible source containers with the coupling type selected for the source tubes. (2) The rigid source tube is coupled to the source container by a section of flexible source tube. This flexible section allows axial adjustment of the source tube position independent of the position of the source container, and gives some freedom of choice of the lateral, vertical, and axial position of the container as well as its attitude. In order to provide a selection of flexible source tube lengths for optimum setup lengths of 7 ft (213 cm), 5 ft (153 cm), and 3 ft (91 cm) should be provided. The couplings should match the rigid source tube, and have an inside diameter compatible with the source being used. (3) The rigid source tube acts as the source guide within the engine, and provides a solid medium for accurately locating the axial position of the source. The source tube is constructed 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 the front end plugged with a plane inside surface, and a hemispherical outer surface, whose diameter is equal to the outside diameter of the tube. The couplings between the rigid sections are the same as those between the rigid section and the flexible tube section to allow the use of one or more rigid sections. Also, the couplings are keyed to provide positive circumferential alignment of the tube sections, and have zero end play when coupled. (4) Two permanent etched, embossed, scribed, or otherwise marked scales are placed on the tube sections, and are upright, reading from left to right, with increasing numbers. One is divided into inches as the major divisions, with 0.125 inch (3,1 mm) subdivisions, and is accurate to within plus or minus 0.0625 inch (1,6 mm) of the true source position. The other is divided into centimeters and millimeters, and is accurate to within ± one mm of the true source position.

72-00-00 Part 3 Page 2 Nov 30/80

(5) The source tube must be accurately centered in the engine shaft, and the tip must be positively supported during the exposure. The source tube is fitted with a centering device which holds the source tube tip in the center of the engine shaft within plus or minus 0.25 inch (6 mm) of the true center. D. Source Tube Indexing Fixture. The source tube must be held in the center of the shaft as it enters the engine, and must be positively clamped and accurately positioned axially by a suitable fixture for the tube-engine interface. An indexing fixture is provided which holds the source tube in the center of the shaft as it enters the engine with less than plus or minus 0.25 inch (6 mm) deviation from the true center. The axial position indexing mechanism is capable of positioning the end of the source tube to within plus or minus 0.0625 inch (1,6 mm) of the desired distance from the reference plane. The indexing device mounts positively to the fan spinner cap mounting flange with captive attachment thumbscrews, requiring hand operation only for installation. The clamping mechanism grips the source tube with sufficient force to prevent slipping of the tube when 25 lb (11 kg) axial force is applied. The source tube can be removed or inserted in the engine with the indexing device in place. Clamping of the source tube can be accomplished by a one-hand operation. E.

Film Holding Strap. The film cassettes are held against the surface of the engine by a elastic strap. It is made of a material which is not deteriorated by 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 (0,75 cm to 1,13 cm elongation per meter per kg), with an elastic range of 50 percent elongation. The elastic film holding strap is 2 inches (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. One strap, whose unstretched length is 12 ft (366 cm), is needed for holding film in place over the combustor and low pressure turbine areas. The other strap 8 ft (244 cm) long is required for holding film in place over the compressor area. One end of the elastic film holding straps is terminated with a continuously adjustable, quick release, buckle, similar to those used on automobile and aircraft seat belts. The other end is fitted with the mating attachment hardware of the latching mechanism.

72-00-00 Part 3 Page 3 Nov 30/80

F. Film Cassettes and Film Identification. (1) The industrial X-ray film used in gamma ray radiography is encased in reuseable light proof, screened, protective cassettes, with lead identification numbers and/or letters attached to the source side of the cassette. The cassettes are fitted with 0.005 inch (0,127 mm) lead screens at the front and back of the film for exposure enhancement and back scatter attenuation. They are constructed with a light proof enclosure for the screens and the film. The outer surface is water, oil, and wear resistant, with the edges reinforced to prevent tears and light leaks and associated film spoilage. The film cassettes are constructed of such material that they can be formed on a 18 inch (45,7 cm) radius without damage to the cassettes or causing a permanent set. (2) A sufficient quantity of the proper size cassettes should be available to allow the complete radiographic inspection of an engine to be accomplished without a delay for cassette reloading. 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 lead letters and numbers are used for film identification. Sufficient quantities should be available to allow labeling all cassettes of at least 2 inspection procedures according to the prescribed identification system to avoid delays in the radiographic inspection for film identification. NOTE:

G.

Alternate positive methods of film identification may be used.

Film Processing. A darkroom film laboratory facility is required for film cassette loading and unloading, and film processing. A supply of industrial X-ray film of the proper sizes and types to meet the needs of the radiographic inspection procedure must be available. Film processing capability must be provided, either by means of an automatic film processor, or a hand developing system of film holders; developing, fixing, washing tanks, and film drier. The exposure information given in the specific radiographic procedures has been selected to provide optimum film density for single loaded film cassettes with 0.005 inch (0,127 mm) thickness of lead screens when film is hand

72-00-00 Part 3 Page 4 Nov 30/80

processed at 68°F (21°C) for 5 minutes. Generally automatic film processing relative to hand method yields a greater film density for the same exposure. Due to variables in the automatic process, trial exposures should be made for a specific procedure to determine acceptable development/exposure times. A correlation can then be established from the test exposure that will permit adjustments to yield acceptable results with the other procedures. Equipment and the necessary copying film should be available for the making of duplicate films of selected radiographs of interest. H. Examination Equipment. (1) Adequate equipment must be available for the examination and interpretation of the radiographs including 2 types of viewers. (2) Standard 14 x 17 inch (36 x 43 cm) viewers are required for examination of films up to 2.0 density. A simultaneous display of eight 7 x 17 inch (17,8 x 43 cm) films is recommended. (3) A high-intensity viewer should be provided for examination of films having up to 4.0 density. The viewer should provide viewing of a maximum area of 5 inches (12,7 cm) diameter circle, with an adjustable iris to vary the area down to a 0.5 inch (1,27 cm) circle. The light intensity should be continuously adjustable from zero to maximum illumination. The light source should be heat filtered to allow sustained exposure ot the film to the full intensity of the light without overheating the film. 2.

Preparation and Inspection - Procedure. A. Tools, Equipment and Materials. NOTE:

Equivalent substitutes may be used instead of the following items.

(1) Tools and Equipment. (a) Special Tools. Tool No.

Description

856A1141

Inspection Fixture Set

856A2573

Puller

72-00-00 Part 3 Page 5 Nov 30/80

(b) Standard Tools. Description

Manufacturer

Film as required in procedure

Local Purchase

(c) Equipment. Description

Manufacturer

Standard 16 x 14 in. (36 x 43 cm) Viewer

Local Purchase

High-Intensity Viewer

Local Purchase

(2) Consumable Products. Code No.

Description

CP2102

Pure Mineral Petrolatum

B. The radiographic inspection of an aircraft turbine engine is accomplished in a series of steps, which are performed before, during, and after the actual radiograph exposure. The following sequence is recommended for the effective conduct of the radiographic inspection. C. Pre-Inspection Planning. The recommended pre-inspection planning activities are as follows: (1) Select the Radiographic Inspection Procedures which are to be accomplished during the inspection, and fill in the appropriate data on the Radiographic Inspection Instruction Sheet, as illustrated in figure 1. Calculate the exposure times required for each radiographic inspection procedure based on the strength of the source being used. From the tabulation of film data, establish the total film requirement by size, type, and number of sheet. (2) Verify the availability and serviceability of all special equipment, fixtures, devices, and facilities necessary and the performance of the inspection.

72-00-00 Part 3 Page 6 Nov 30/80

Radiographic Inspection Instruction Sheet Figure 1 D. Film Preparation. (1) Load the necessary number and sizes of screened cassettes with the specified types of industrial X-ray film for the selected radiographic inspection procedures. (2) Adequately mark and segregate cassettes loaded with the different types of film to assure positive film type identification. (3) Make up film identification strips and overlap keying numbers and attach to film cassettes as illustrated in figure 2. The identification number consists of the sequence of the last 3 digits of engine serial number, 6 digits representing month, day, and year of century, and the number of the radiographic inspection procedure. The identification numbers are taped to the engine side of the cassette, centered between the ends of the film, and located laterally as specified in the inspection procedure. For purposes of easy film identification during installation on the engine, place corresponding chalk marked numbers on the side of the cassette opposite the side having the indentification strip and sheet number.

72-00-00 Part 3 Page 7 Nov 30/80

Radiographic Film Identification and Placement of Film on Engine Figure 2

72-00-00 Part 3 Page 8 Nov 30/80

E.

Engine Preparation. (1) The engine is prepared for the radiographic inspection by providing access to the engine shaft for source tube insertion, and to the surface of the engine for film placement. (2) Place appropriate stand and work platforms near the engine and to provide access to the fan inlet, and the outside of the engine in the regions covered by the selected inspection procedures. Secure the fan from windmilling by snubbing strap around fan blade and fan outlet guide vane. Orient fan shaft with 2 fan spinner cap mounting bolts on a horizontal diameter, and lock fan in place with wedge between fan tip and fan 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 fan spinner cap and the fan spinner body. Remove the 12 spinner cap attachment bolts and remove spinner cap as shown in section 72-21-00, of engine maintenance manual. Place attachment bolts in drawstring storage bag and attach to spinner cap. Place spinner cap in appropriate temporary storage during radiographic inspection. (b) Remove snap ring from turbine shaft forward end. (c) Remove the low pressure turbine (LPT) shaft plug using puller, 856A2573, and discard O-rings. (d) Install source tube indexing and support fixture. Align support bar in a horizontal position, with clamping jaws open upward. Tighten mounting thumbscrews to firmly seat the support bar against the spinner cap mounting flange. See figure 3. (4) Assemble the sectional rigid isotope source tube and insert into the center vent tube of the engine. See figure 3. (a) Assure that the keyed couplings are properly seated and that there is no end play in the couplings.

72-00-00 Part 3 Page 9 Nov 30/80

Installation of Gamma Ray Apparatus into Center Front Access of Engine Figure 3

72-00-00 Part 3 Page 10 May 31/84

(b) Orient the source tube with the tube support at the 6 o'clock position, and the scale numbers reading upright. (c) Place the tube in the indexing fixture at the source tube position for the first radiographic inspection procedure. (5) Establish radiation safety controls as prescribed by applicable rules and regulations. (a) Set-up radiation area boundry barriers. (b) Post warning signs. (c) Deploy visible and/or audible alarms for activation when required during exposure. (6) Complete assembly of source exposure system. (a) Place locked source container on bottom of fan duct or some suitable support. (b) Connect adapter section and flexible source tube between source container and rigid source tube. (c) Connect source control cables to storage container with control station at remote position providing minimum exposure to operator during operation. (7) Install X-ray film on surface of engine over area to be radiographed. Tape cassettes together and to engine or use plastic strap as follows: (a) Place elastic film holding strap around engine directly on surface, per detail procedure, where film cassettes are to be placed, with light tension. (b) Select the set of cassettes identified for the particular radiographic inspection procedure and place film under holding strap in their approximate position, starting clockwise, aft looking forward, at the 12 o'clock position with cassette one. Place the next cassette 2 with its left end overlapping the previous cassette. The overlapped number is placed beneath both cassettes. See figure 2. Continue until all cassettes have been installed. The film should be directly on the

72-00-00 Part 3 Page 11 Nov 30/80

surface of the engine, under tubes, lines, and bracket where possible. (c) Tighten holding strap sufficiently to hold cassettes firmly in place. (d) Make fine adjustment of cassette position to conform with radiographic inspection procedure. (e) Care should be taken in the handling of the film cassettes during installation on and removal from the engine, avoiding any bending, kinking, squeezing against sharp projections, or similar abuse which will cause unwanted marks on the film and low quality radiographs. CAUTION: DO NOT PLACE FILM CASSETTES ON SURFACE OF ENGINE IF THE TEMPERATURE OF THE ENGINE SURFACE IS GREATER THAN 130°F (55°C). (f) The placement of film on an engine at a greater temperature may cause damage to the films and deteriorate the quality of the radiographs. As a simple rule-ofthumb, if the engine is cool enough to hold a hand against the surface indefinitely, the temperature is below the level where film damage can occur. (8) Enter appropriate data of the particular radiographic inspection in Radiographic Film Log Sheet shown in figure 4. WARNING: EXCESSIVE EXPOSURE TO THE RADIOACTIVE SOURCE MAY RESULT IN SERIOUS INJURY OR DEATH. (9) Obtain exposure for radiograph of the area of engine specified in the applicable inspection procedure by the following sequence of steps. (a) Place the source tube at the proper index position and clamp 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.

72-00-00 Part 3 Page 12 Nov 30/80

Sample of Radiographic Film Log Figure 4

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(e) Operate source control equipment to transport source to tip of source tube. (f) Set timer to desired exposure time. (g) Maintain cognizance of area to assure and/or prevent entry of radiation area by unauthorized personnel. (h) Survey perimeter of exclusion area to assure compliance with radiation safeguard regulations. (i) Return source to container when timer indicates completion of required exposure. (j) Survey source container to assure that source is properly in 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 film cassettes. (10) Repeat steps outlined in step (9) for obtaining radiographs specified by the remaining radiographic inspection procedures selected for the particular engine inspection. (11) Return engine to pre-inspection condition. (a) Uncouple flexible source tube from source container and the rigid source tube. (b) Unclamp source tube from indexing device, withdraw tube from engine, and disassemble into separate sections. (c) Remove source tube indexing fixture from the fan spinner flange. (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.

72-00-00 Part 3 Page 14 Nov 30/80

(f) Reinstall fan spinner cap cover as prescribed in section 72-21-00 of maintenance manual, with index marks aligned to assure same relative position. (g) Remove fan tip locking wedge, and remove fan snubbing strap. (h) Remove elastic film holding strap or tape from the engine. (12) Remove radiographic inspection apparatus and radiological safety control equipment. (a) Disconnect adapter section, if used, from source storage container, and install shipping plug in container. (b) Disconnect source control cables from source container, if detachable, and prepare equipment for transportation to storage 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 room conditions. (b) Develop films, either by feeding through automatic film processor, or place in film holders and hand process. (c) When films are dry, cut any sharp corners to prevent scratching other films or tearing filing and storage envelopes. (d) Sort films by inspection procedure number and arrange films of each procedure in sequence of position around circumference around engine. (14) Examine, analyze, and evaluate radiographic inspection data.

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(a) Examine each radiograph, using standard and high intensity viewers as required. (b) Encircle areas of distress or abnormality with film marking pencil. (c) Record all areas of distress or abnormality, both with respect to magnitude and characteristics and axial and circumferential position. (d) Trend monitor condition of engine by comparing radiographic results of this inspection with the results of previous inspection of the same areas to establish rate of 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 the engine, if applicable. (15) Enter radiographs into the Radiographic Inspection Data File as follows: (a) Place all films from each radiographic procedure into a paper envelope, with the engine serial number, procedure number, and inspection date on the outside of the envelope. (b) Place all the individual radiographic inspection procedure envelopes for the same engine serial number and same inspection date into one larger envelope. Mark the outside of the envelope with the engine serial number, the date of inspection, the inspection site, and procedure numbers included in enclosed inspections. Insert a copy of the inspection log sheet in the envelope. (c) Store inspection envelope vertically in radiograph file by engine serial number, and chronologically within the engine group.

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3. General Radiographic Inspection Procedures. General radiographic inspection procedures have been developed for the various sections of the engine for guidance of source location, film placement, 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. See figure 5. 4. Specific Radiographic Inspection Procedures for CFM56 Engines. A. The radiographic inspection procedure numbering system has been designed to allow the convenient insertion of additional procedures 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.

72-00-00 Part 3 Page 17 Nov 30/80

ATA Numbering of Engine Sections Figure 5

72-00-00 Part 3 Page 18 Nov 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.

72-00-00 Part 3 Page 19/20 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 be used for general inspections of the fan booster section. The following steps will aid in organizing an inspection. A. Select radiographic inspection procedure needed from figures in this section. B. Establish zero reference point and prepare engine for inspection accordingly. 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 procedure selected. 4. Interpretation of Findings. Interpret findings from radiographic to limits of serviceability stated in maintenance manual Chapter 72-21-00.

72-20-00 Part 3 Page 1 Nov 30/80

Fan Booster in Area of Fan Stage 1 Stator Figure 1

72-20-00 Part 3 Page 2 Nov 30/80

Fan Booster in Area of Fan Stage 2 Stator Figure 2

72-20-00 Part 3 Page 3 Nov 30/80

Fan Booster in Area of Fan Stage 3 Stator Figure 3

72-20-00 Part 3 Page 4 Nov 30/80

Fan Booster in Area of Fan Stage 4 Stator Figure 4

72-20-00 Part 3 Page 5/6 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 be used for general inspections of the high pressure compressor (HPC) section. The following steps will aid in organizing an inspection. A. Select radiographic inspection procedure needed from figures in this section. B. Establish zero reference point and prepare engine for inspection accordingly. 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 procedure selected. 4. Interpretation of Findings. Interpret findings from radiographic to limits of serviceability stated in maintenance manual. A. 72-31-00

Compressor Rotor.

B. 72-32-00

Compressor Front Stator.

C. 72-33-00

Compressor Rear Stator.

72-30-00 Part 3 Page 1 Nov 30/80

Compressor Section in Area of Inlet Guide Vanes Figure 1

72-30-00 Part 3 Page 2 Nov 30/80

Compressor Section in Area of Stage 1 Stator Vanes Figure 2

72-30-00 Part 3 Page 3 Nov 30/80

Compressor Section in Area of Stage 2 Stator Vanes Figure 3

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Compressor Section in Area of Stage 3 Stator Vanes Figure 4

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Compressor Section in Area of Stage 4 Stator Vanes Figure 5

72-30-00 Part 3 Page 6 Nov 30/80

Compressor Section in Area of Stage 5 Stator Vanes Figure 6

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Compressor Section in Area of Stage 6 Stator Vanes Figure 7

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Compressor Section in Area of Stage 7 Stator Vanes Figure 8

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Compressor Section in Area of Stage 8 Stator Vanes Figure 9

72-30-00 Part 3 Page 10 Nov 30/80

Compressor Section in Area of Outlet Guide Vanes Figure 10

72-30-00 Part 3 Page 11/12 Nov 30/80

PART 3 - GAMMA RAY INSPECTION OF COMBUSTION SECTION 1. General. Figures 1 through 3 of this section provide information that can be used for general inspections of the combustion section. The following steps will aid in organizing an inspection. A. Select radiographic inspection procedure needed from figures in this section. B. Establish zero reference point and prepare engine for inspection accordingly. 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 procedure selected. 4. Interpretation of Findings. Interpret findings from radiographic to limits of serviceability stated in maintenance manual. A. 72-41-00

Combustion Section.

B. 72-42-00

Combustion Liner and Seals.

72-40-00 Part 3 Page 1 Nov 30/80

Combustion Section in Area of Fuel Injectors Figure 1

72-40-00 Part 3 Page 2 Nov 30/80

Combustion Section in Area of Swirler Exit Figure 2

72-40-00 Part 3 Page 3 Nov 30/80

Combustion Section in Middle Area Figure 3

72-40-00 Part 3 Page 4 Nov 30/80

72-40-00 Part 3 Page 5/6 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 be used for general inspections of the turbine sections. The following steps will aid in organizing an inspection. A. Select radiographic inspection procedure needed from figures in this section. B. Establish zero reference point and prepare engine for inspection accordingly. 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 procedure selected. 4. Interpretation of Findings. Interpret findings from radiographic to limits of serviceability stated in maintenance manual. 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).

72-50-00 Part 3 Page 1 Nov 30/80

HPT Section in Area of HPT Nozzles Figure 1

72-50-00 Part 3 Page 2 Nov 30/80

LPT Section in Area of Stage 1 Nozzle Figure 2

72-50-00 Part 3 Page 3 Nov 30/80

LPT Section in Area of Stage 2 Nozzle Figure 3

72-50-00 Part 3 Page 4 Nov 30/80

LPT Section in Area of Stage 3 Nozzle Figure 4

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LPT Section in Area of Stage 4 Nozzle Figure 5

72-50-00 Part 3 Page 6 Nov 30/80

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NON-DESTRUCTIVE TEST MANUAL PART 7-BORESCOPE INSPECTION

CFMI-TP-NT.11

NOVEMBER 30, 1980

REVISED MAY 31, 1999

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LEP Part 7 Page 2 May 31/99

PART 7 - BORESCOPE INSPECTION 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

CONTENTS Part 7 Page 1/2 Feb 29/96

BORESCOPE INSPECTION 1. General. A. This procedure describes the type of borescope equipment found to be acceptable for inspection of the CFM56 turbofan engine. B. The borescope is a precision monocular periscope instrument especially designed for the inspection of the inside of turbofan engines through small diameter access holes. The borescope provides a system of visually inspecting and taking photographs of selected areas inside the engine. A television camera and viewing screen may be used instead of visual examination through the monocular viewer and a television tape recorder may be used in lieu of the photographic method of making a record. The CFM56 engine has been designed with a substantial number of access holes for viewing critical areas inside the engine. C. This procedure includes instructions for checking the resolution of borescopes 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 OR GAS ARC LIGHT SOURCE. WARNING: ALL ELECTRICAL EQUIPMENT USED IN INSPECTION SHALL BE PROPERLY GROUNDED. WARNING: ALL STANDS AND GROUND EQUIPMENT SHALL HAVE SAFETY LOCKS AND RAILINGS. DO NOT IMPROVISE WITH LADDERS AND BOARDS. 3. Tools, Equipment and Materials. NOTE: Equivalent substitutes may be used instead of the following items.

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A. Tools and Equipment. (1) Special Tools. Tool No.

Description

856A1084G02, G03 or G04

Cart, Stator Actuator

856A1142P03 or P04

Motor, Drive-Core Engine Rotation (CFM56-2)

856A1310G01

Kit, Borescope Guide - HP Turbine

856A1351P01

Guide Tube, HPT Shroud

R R

856A1320P04, P05, P06 P07

Borescope Set, Rigid

R

856A1321P01, P03, P04, P05 or P06

Fiberscope Set

856A1324P01 (ALT)

Borescope, Videoprobe Flexible

856A1322P02, P03, P04, P07, P08, P09

Borescope, Light Source Set

856A1323G01

Borescope Resolution Monitor

856A1488P01 or P02

Motor Drive - Core Engine Rotation (CFM56-5)

856A2002P01, P02, P03 or P04

Motor Drive - Core Engine Rotation (CFM56-3)

856A1815G01, G02

Motor Drive-Core Engine Rotation (CFM56-7B)

R R

R R

NOTE: Other borescope systems using either fiber light or distal lamps for illumination and a rigid lens optical path may be considered acceptable for inspection of the CFM56 turbofan engine if they meet the design specifications of CFMI Specification M50TF3276-S1.

72-00-00 Part 7 Page 2 May 31/99

(2) Standard Tools. Description

Manufacturer

35 mm Camera

Local Purchase

Video Monitor

Local Purchase

B. Rigid Borescope Set, 856A1320, and Light Source Set, 856A1322. See figure 1. (1) This borescope set consists of the following: (a) Light source - 110 VAC 60 Hz, 220 VAC 50 Hz, or 110 VAC 400 Hz. (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 are optional equipment and may be obtained from the borescope vendor. (2) Preparation for use. (a) The rigid borescope set, except for the light source, is stored in a carrying case and must be assembled prior to use.

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Rigid Borescope Set Figure 1

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Rigid Borescope Probe Specifications Figure 2

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CAUTION: BEFORE CONNECTING THE POWER SUPPLY TO A 110 VAC 60 HZ POWER SOURCE, BE SURE THE ON-OFF SWITCH IS IN THE OFF POSITION 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 probe and to the light projector. Connect the light projector electrical cable to a grounded power source. (c) When the magnification adapter is required, attach the adapter to the eyepiece at the selected probe. When used with probe 1 the probe must be focused prior to attaching the magnification adapter. (d) If photographic record is desired, attach the 35 mm camera on the optional adapter. Attach the camera and adapter to the eyepiece of the selected probe. (e) When using the optional television camera adapter, attach the C-mount to the TV camera adapter and connect the camera assembly (vidicon and low light intensifier) to the C-mount. Connect the TV camera electrical cable to the camera and camera control unit. Attach the TV camera adapter to the eyepiece of the probe. (f) Attach the offset eyepiece to the probe eyepiece as required if viewing access is limited. (3) Operating information for the use of the rigid borescope set is as follows:

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(a) Probe 1 is primarily used for defect assessment of the combustion chamber and high pressure turbine (HPT) nozzle. This probe contains a variable focus adjustment in the form of a knurled ring between the eyepiece and the fiber light bundle disconnect fitting. This is the high magnification probe and can be used to define or access most defects in the combustion chamber or HPT nozzle. For photo recording purposes a visually sharp focus should be obtained prior to coupling of the camera and adapter to the borescope. Fine adjustments may then be accomplished through adjustment of the camera adapter. This probe will require more exposure time than the other probes due to increased focal length and therefore less light transmission. The depth of field and field of view are decreased because of the magnification provided in the probe optics. (b) Probe 2 is a general purpose 90 degree probe and is primarily used for general inspection of the engine. Probe 2 can be used in all borescope ports of the engine. (c) Probe 3 is a fore-oblique angle probe primarily required for the high pressure compressor (HPC) blade platforms and airfoils. (d) Probe 4 is a retro-angle probe primarily required for blade tips 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) away from the probe optics window, the magnification adapter should be utilized. The magnification adapter provides variable focus as well as magnification. The magnification of 2 to 1 is only obtained at 2.0 in. (50,8 mm) from optics to object distance. The magnification factor decreases for object distances greater than 2.0 in. (50,8 mm); object to optic spacing.

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2

For objects less than 2.0 in. (50,8 mm) from the probe lens window, adjust the magnification adapter to bring the object clearly into focus. Only fine adjustments are required on the camera adapter. Use of the magnification adapter for photo recording will require more exposure time for a given probe, than photos taken without its use. The magnification adapter is not recommended for use with probe 1 during photo recording.

(f) Light projection provides the light source for the fiber bundle probes. Place the power unit switch to ON. The red indicator light should glow. Adjust the intensity of the light source to provide the required illumination after the probe is inserted into the engine port. (g) Two light sources are built into the power unit. The 150-watt lamp is used for visual inspection of objects close to the distal end of the probe. The 1000-watt high intensity lamp is used for photography as well as visual inspection of combustors and HPT nozzle vanes. NOTE: The photo arc light circuit contains a thermal delay cutout that prevents the light from being turned ON if light projector is too hot. C. Fiberscope Set, 856A1321 and Borescope Guide Tube, 856A1310. See figure 3. (1) The flexible fiber optic system has an articulated distal tip. The light for viewing is conducted from the projector to the probe through an integrally attached fiber light bundle. The distal end can be angulated over a range of 180 degrees of arc vertically at the bending point. The system contains the following features.

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Fiberscope Set Figure 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.

72-00-00 Part 7 Page 10 May 31/99

4

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

5

Light source - the fiberscope integral light bundle will attach to the Light Source Set, 856A1322.

(2) Preparation for use. CAUTION: MOST FLEXIBLE FIBER OPTICAL SYSTEMS MAY BE DAMAGED QUITE EASILY IN VERY COLD WEATHER. FORCED BENDING OR WARMING CAN DAMAGE THE FIBER BUNDLE. SLOWLY AND GENTLY ARTICULATE TIP IN COLD WEATHER. AFTER EXPOSURE TO EXTREME COLD, WARM INSTRUMENT TO ROOM TEMPERATURE VERY GRADUALLY. (a) Connect the fiber light bundle from probe to light projector. Connect light projector to power source. Be sure that the power supply and power outlet is grounded. (b) Install optional 35 mm camera adapter or TV camera adapter as required. (c) Turn light projector ON. (3) Care and use of flexible fiberscope. The fiberscope (flexible borescope) is a precision optical instrument utilizing bunches of finely spun glass fibers to carry light and images. Although guarded by a stainless steel sheath for protection, reasonable care must be used to prevent damage and assure long service life. (a) Read the instruction manual completely before using. (b) Check the scope for damage before using. A slightly damaged scope, such as partial loss of tip control can result in getting the scope hung up and finally resulting in severe damage.

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(c) Although they are safer than ones with distal tip bulbs, scopes are not explosion proof. They ~ should not be used where highly volatile gases or explosive dust could reach the hot 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 glass surfaces. Scopes should be kept clean at all times. (f) Avoid extreme temperatures. Use between 0°F to 200°F (- 18°C to 93°C). Do not insert into a hot engine; heat will cause bubbling of epoxy at the tip. This will cause loss of focus and damage to the lens sheath seals. Low temperatures will make the sheath brittle and tend to crack. (g) Hold tip or adjacent hardware when removing scope to prevent dropping to floor which will avoid hard shocks. (h) Use control knob to maneuver bending section of tip. Never bend or twist tip by hand; damage will result. (i) Do not force the control knob. Use the knob to guide the tip through curves, using tip touch to insert and also to remove or reposition the fiber probe. Do not merely push through guide tubes nor yank out when removing. (j) Return angle control knob to neutral position before withdrawing scope from engine or guide tube. (k) Bending section is flexible in one plane only. This plane must be oriented to the curves in the guide tube. The plane can be established by the articulation control. Do not bend in a 90 degree plane to the tip articulation plane.

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(l) Do not insert the scope too far into the engine. If engine rotor is rotated the tip might be cut. (m) Use plastic guide tube, 856A1310, to guide flexible fiber scope when inspecting the leading edge of the HPT blades. (n) When storing the scope, use care when closing the protective case. If the fiber bundles are closed within the case edges, damage will result. Never leave scope laying on floor where it might be stepped on or run over. 4. Procedure Before Borescope Inspection. A. Support Equipment. Inspection of the HP rotor blades (compressor and turbine) requires rotation of the core engine rotor a complete 360 degrees for each stage of blades to be inspected. This can be done manually or with the aid of a pneumatically powered motor. A special pad is provided for this purpose. (1) Manual rotation. The core engine rotor is actuated by means of a drive adapter with a long breaker bar installed into the drive pad. (2) Pneumatic rotation. The pneumatic turning device provides smooth even speed turning of the core rotor. This is an advantage to the inspector viewing the blades. Reversible control as well as speed control are provided and the need for an additional mechanic to turn the rotor is eliminated. A 360 degree protractor is integral with the device. The pneumatic pressure required is satisfied by a shop or line air supply. (3) Installation and operation. The installation and operation of the MOTOR, DRIVE CORE ENGINE ROTATION are given in the maintenance manual relative to each engine model:

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Engine

Tool number

CFM56-2/A/B/C

856A1142

CFM56-3

856A2002

R

CFM56-5/A/B/C

856A1488

R

CFM56-7B

856A1815

R

B. Zero CFM56-7B Index Position. The zero index position is the referenced position for borescope inspection. Thus, you can put the No. 1 blade in position before you turn 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 hole in the spinner rear cone adjacent to the No. 1 blade. (b) Align the leading edge of the No. 1 fan blade with the T12 temperature 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 position for 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 5 o'clock position on the compressor case. (c) Put the rigid borescope probe with the 90° right angle viewer and a 60° field of vision in the borescope port, and lock aft to the stage 4 blade platform. (d) While you lock in the borescope, turn the core engine rotor clockwise (forward looking aft). (e) Turn the rotor until you can see the locking lug of the first blade 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 locking lug. The second locking lug is 2 blades past the first locking lug. (g) Align the leading edge of the first blade past the second locking lug with the leading edge of the nearest stage 4 vane. This is the zero index point and blade number 1 for inspection of all stages of the compressor rotor. 5. Inspection Techniques. A. Description. (1) The CFM56 booster has one borescope port in the stage 3 (a second port is provided in stage 4 for CFM56-5B/5C only) for inspection. The core rotor blade airfoils and root/platform are completely inspectable from the gas path aspect. Borescope inspection ports are located in each HPC stator assembly. The low pressure turbine (LPT) has borescope inspection ports in all stator stages. The HPT blade leading edges are inspected using the fiberscope via the igniter ports. The relative closeness of the borescope inspection ports to the rotor blades results in high magnification viewing using any of the specified probes (CFMI Specification M50TF3276S1). (2) The primary probe recommended for CFM56 inspection is probe 2, wide angle fixed field, 90 degree angle of view with 60 to 65 degree field 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 2 in. (51 mm) from the distal lens are magnified. Those objects viewed further away than 2 in. (51 mm) are decreased in image size, relative to actual dimensions of the object. The magnification is variable relative to blade position due to the changing viewing distances as a rotor is turned and the blade passes the relatively fixed borescope. The probe is turned or rotated to view the passing blade.

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Along with the varying magnification, the angle of incidence of the illumination beam changes as the blades pass the fixed viewing port positions. These views are further varied by probe immersions into the engine (radially), thus producing/providing a third variable, the aspect of the object. (3) Use a borescope probes 2, 3 or 4 change the angle of views as well as the incidence angle of light beam relative to optic angle of view. The magnification factor of probes 2, 3 or 4 does not change, 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 the inspectors advantage when attempting to assess suspected deterioration or defects, e.g.; scratches, cracks, contour changes, impact results, dents, dirt smears, surface finish changes, and coloration variables. (4) Another helpful technique in establishing the type of defect is through varying the borescope light intensity. Flooding a scratch, crack, or dirt streak to attempt to establish what the mark or line really is, gives the inspector the aid of depth. Cracks that are open do not usually disappear with low to high light levels. Dirt/carbon/water streaks do not show the depth or shadow characteristics that cracks exhibit. It should also be noted that arc light sources such as the GE Marc 300/16 high intensity light (300 watt) versus the 150 watt quartz iodide or any incandescent light source tends to give a difference in image color when viewed through the borescope. The 300 watt arc light gives the closest to true or actual color of any light source. (5) In contrast, the nonarc or incandescent light sources give a copper or bronze hue/coloration to the internal engine parts. Use of the various probes and variable positioning of the borescope relative to the suspect defects usually results in defining the suspected defect, e.g.; a crack or dirt line or water mark, a sharp nick or smooth dent, loss of metal or coloration change, etc. Having established the defect or suspected problem, the assessment of the magnitude of the defect now becomes the challenge.

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B. Resolution Check of Borescope and Fiberscope Using Borescope Resolution Monitor, 856A1323. NOTE: If the person performing the testing has corrected vision, then the 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 up for 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 at female end to assure that adequate light is passing through. (c) Connect female end of light bundle to male connector on Borescope Resolution Monitor, 856A1323. (d) Turn intensity of lightsource to maximum. (e) Check Borescope Resolution Monitor to assure that resolution target is illuminated. (f) Insert borescope into clamping device located on arm of the Borescope Resolution Monitor, with objective window of borescope facing resolution target. CAUTION: DO NOT OVERTIGHTEN THE CLAMPING DEVICE. OVERTIGHTENING COULD RESULT IN DAMAGE TO THE BORESCOPE. HAND TIGHTENING IS SUFFICIENT. (g) Hand tighten borescope in place. (h) In order to ensure that borescope is positioned correctly, lay Borescope Resolution Monitor on a flat surface making sure that the arm with the clamping device is also resting on a flat surface. The objective window on borescope should be in line with black pivot bolt of arm.

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Borescope Resolution Monitor Figure 6

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Resolution Target Figure 7 (Sheet 1 of 2)

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Resolution Target Figure 7 (Sheet 2 of 2)

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(i) Align borescope so resolution target is centered in field of view. If you peer through borescope and only part of resolution target is illuminated in your field of view, (i.e. half of field of view resembles a half moon) borescope is not serviceable for engine inspection. NOTE: The resolution target is divided into group numbers and element numbers. There are 7 groups , with 6 elements to each group. Group 0, element 1 is located at the lower right of the target, its' 6 lines are quite visible to your eye. Group 1 is located on the far right side of the target and appears smaller than group 0. Group 2 is located in the center left side of the target, while group 3 is located in the center right side of the target. 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 be distinguishable. Otherwise, borescope is not serviceable for engine 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 be distinguishable. Otherwise, the borescope is not serviceable for engine inspection. See figure 7, sheet 2. NOTE: It may be necessary to adjust the light intensity or the scope position in order to obtain the best view. However, if the forementioned group/element cannot be seen, the scope or light bundle or light source is not serviceable 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 up for lamp to reach its' maximum operating range. WARNING: NEVER LOOK DIRECTLY INTO THE LIGHT BUNDLE OUTPUT. THIS COULD RESULT IN INJURY TO PERSONNEL. (b) Insert male end of light bundle into lightsource. Glance at female end to assure that adequate light is passing through. (c) Connect female end of light bundle to male connector on Borescope Resolution Monitor, 856A1323. (d) Turn intensity of lightsource to maximum. (e) Check Borescope Resolution Monitor to assure that resolution target is illuminated. (f) Insert fiberscope into clamping device located on arm of the Borescope Resolution Monitor. (g) Align objective window of fiberscope with resolution target. CAUTION: DO NOT OVERTIGHTEN THE CLAMPING DEVICE. OVERTIGHTENING COULD RESULT IN DAMAGE TO THE FIBERSCOPE. HAND TIGHTENING IS SUFFICIENT. (h) Hand tighten fiberscope in place. NOTE: Due to the nature of the fiberscope, it may be necessary to use a free hand to assure that the tip of the objective window remains centered on the resolution target.

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(i) Check fiberscope with objective window aligned and centered in field of view. If only part of target is illuminated in field of view (i.e. half of field of view resembles a half-moon), fiberscope is defective and is not serviceable for engine inspection. NOTE: The resolution target is divided into group numbers and elements numbers. There are 7 groups, with 6 elements to each group. Group 0, element 1 is located at the lower right of the target, its' 6 lines are quite visible to your eye. Group 1 is located on the far side of the target and appears to be smaller than group 0. Group 2 is located in the center left side of the target, while group 3 is located in the center right side of the target. Each group diminishes in size. (j) For fiberscopes with 90° direction of view, the 6 individual lines (3 horizontal, 3 vertical) of group 1, element 4 (2.83 lines per millimeter of resolution) should be distinguishable. Otherwise, the fiberscope is not serviceable for engine inspection. See figure 7, sheet 1. NOTE: It may be necessary to adjust the light intensity or the scope position in order to obtain the best view. However, if the forementioned group/element cannot be seen, the scope or light bundle or light source is not serviceable for engine inspection. C. Procedure. (1) If Polaroid camera equipment and optional camera adapters are available, it is relatively easy to effect a comparative measurement. (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 or trailing 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 position outside the HPC case, withdraw the borescope probe with camera attached. (d) Hold the borescope probe aligned with the centerline (same position, axial, angle of look, and circumferential orientation as the defect photo was obtained) of the borescope port and obtain a photo of the measurement scale. (e) By comparative measurement, apply the magnified scale increments from the photo of the scale to the photo of the actual defect. These 2 photos should be at the same relative magnification. (2) If photographic equipment is not available, the comparative assessment becomes more difficult; however, the following procedure has been used successfully. (a) Position the rotor at the optimum rotation angle to view the defect. (b) Use a sample blade (if available) and mark a similar or depiction of the blade defect. Place this blade in the relative position of the installed defective blade on the outside of the engine. (c) Withdraw the borescope, retaining the axial circumferential orientation and lock angle relationship and visually assess the comparison of the actual to marked defect (from the installed blade to the external sample). (d) Re-mark or correct the depiction until satisfied that the 2 images compare.

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(e) Measure the marked defect. NOTE: A straight edge scale can also be used if no blade samples are available to the inspector. (3) Borescope temperature limitations. (a) Figure 8 provides engine cool-down information relative to the various borescope port locations for use in determining elapsed time required prior to engine inspection of arrival aircraft. (b) The information is either calculated or recorded from test engine data runs. It is not recommended that (fiber light type or fiber optic/light flexible) fiberscope inspections be accomplished at temperatures above 150°F (65,6°C). CAUTION: REFER TO AIRCRAFT OPERATION MANUAL FOR STARTER DUTY CYCLE LIMITATIONS PRIOR TO MOTORING OF ENGINE. (c) To increase the engine cool-down rate after shutdown, motor engine for a maximum of 2 minutes by utilizing the engine starter and by carefully adhering to starter duty cycle limitations. This will reduce the hot section area temperature sufficiently to allow fiber optics method of inspection at that time. NOTE: If engine starter motoring is used it is further recommended that engine hot section inspections be accomplished within 20 minutes after the motoring cycles are completed. Local temperature rise (due to engine temperature soak-back) may cause local temperatures sufficient to damage the fiber optic type borescopes.

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Engine Temperature for Borescope Inspection after Engine Shutdown Following 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 visual assessment check as part of the on condition engine maintenance plan. B. Special Inspection. Other borescope inspection checks will be required resulting from engine problems, trend symptoms, or troubleshooting/fault isolation. The CFM56 Maintenance Manual will call out the engine sections required to be inspected. 2. Procedure. The borescope inspection of the booster section is given in the Maintenance Manual or Aircraft Maintenance Manual relative to each engine model.

R

ENGINE

REFERENCE

CFM56-2 CFM56-3 CFM56-5A CFM56-5B CFM56-5C CFM56-7B

72-21-00, Fan and Booster Inspection/Check TASK 72-00-00-216-008-C00 TASK 72-21-00-290-001 TASK 72-21-00-290-003 TASK 72-21-00-290-801 TASK 72-00-00-200-803-F00

3. Inspection Criteria. A. General. Whenever borescope inspection of the fan rotor is required, the following defects must be observed and assessed as to the applicable hardware limits for serviceability. It is recommended that in-limit defect conditions be documented for determination of subsequent deterioration 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 those additional defects which are prevalent in engines having experienced 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 for each borescope inspection conducted. Sample forms are provided which include borescope inspection record forms and maps for each rotor stage. The maps are provided so that any damage within serviceable limits can be recorded pictorially by blade number and position on the blade.

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The propagation of the damage can then be pictorially illustrated during subsequent inspections. The rotor blade maps are oriented about the zero reference for inspection continuity. The inspection records and maps will remain with the engine folder until the damaged 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 angular position applies only when the booster is indexed as defined in section 72-00-00. NOTE: When defect/damage maps are used, accomplish the mapping at the inspection site. Do not rely on memory of the defect to allow the mapping to be done in an office after the inspection. Details are lost relative to percent of chord or 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 be made immediately on the spot. If the photo is not recorded relative to engine serial number, stage, port direction of view, and date, the correlation of the hardware damage and the photo will be extremely difficult. Note directly on polaroid photos and record relative to sequence of photos on 35 mm or negative film.

72-21-00 Part 7 Page 3 May 31/99

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

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Booster Section Inspection Record Figure 1 (Sheet 2 of 6)

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Booster Section Inspection Record Figure 1 (Sheet 3 of 6)

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Booster Section Inspection Record Figure 1 (Sheet 4 of 6)

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Booster Section Inspection Record Figure 1 (Sheet 5 of 6)

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

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Booster Blade Map Figure 2

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

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

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CFM56-5 Fan Rotor Map of Damaged Blades Figure 3 (Sheet 3 of 4)

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

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

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CFM56-3 Stage 2 Booster Rotor Map of Damaged Blades Figure 4 (Sheet 2 of 6)

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

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

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

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CFM56-7B Stage 2 Booster Rotor Map of Damaged Blades Figure 4 (Sheet 6 of 6)

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CFM56-2 Stage 3 Booster Rotor Map of Damaged Blades Figure 5 (Sheet 1 of 6)

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CFM56-3 Stage 3 Booster Rotor Map of Damaged Blades Figure 5 (Sheet 2 of 6)

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CFM56-5A Stage 3 Booster Rotor Map of Damaged Blades Figure 5 (Sheet 3 of 6)

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CFM56-5B Stage 3 Booster Rotor Map of Damaged Blades Figure 5 (Sheet 4 of 6)

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CFM56-5C Stage 3 Booster Rotor Map of Damaged Blades Figure 5 (Sheet 5 of 6)

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CFM56-7B Stage 3 Booster Rotor Map of Damaged Blades Figure 5 (Sheet 6 of 6)

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

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CFM56-3 Stage 4 Booster Rotor Map of Damaged Blades Figure 6 (Sheet 2 of 6)

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

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

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

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CFM56-7B Stage 4 Booster Rotor Map of Damaged Blades Figure 6 (Sheet 6 of 6)

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

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CFM56-5C Stage 5 Booster Rotor Map of Damaged Blades Figure 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 be required for a visual assessment check as part of the on condition engine maintenance. B. Special Inspection. Other borescope inspection checks will be required resulting from engine problems, trend symptoms, or troubleshooting/fault isolation. The CFM56 Maintenance Manual will call out the engine sections required to be inspected. 2. Procedure. The borescope inspection of high pressure compressor is given in the Maintenance Manual or Aircraft Maintenance Manual relative to each engine model.

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ENGINE CFM56-2 CFM56-3 CFM56-5A CFM56-5B CFM56-5C CFM56-7B

REFERENCE 72-31-00, Maintenance Practices TASK 72-00-00-216-049-C00 TASK 72-31-00-290-001 TASK 72-31-00-290-002 TASK 72-31-00-290-801 TASK 72-00-00-200-804

3. Inspection Criteria. A. General. Whenever borescope inspection of the HPC is required, the following defects must be observed and assessed as to the applicable hardware limits for serviceability. It is recommended that in limit defect conditions be documented for determination of subsequent deterioration rates.

72-31-00 Part 7 Page 1 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 those additional defects which are prevalent in engines having experienced 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. 4. Documentation of Defects. A. General. (1) It is recommended that a record of the inspection be maintained for each borescope inspection conducted. Sample forms are provided which include borescope inspection record forms and maps for each rotor stage of the compressor. The maps are provided so that any damage within serviceable limits can be recorded pictorially by blade number and position on the blade.

72-31-00 Part 7 Page 2 May 31/99

The propagation of the damage can then be pictorially illustrated during subsequent inspection. The rotor blade maps are oriented about the zero reference for inspection continuity. The inspection records and maps will remain with the engine folder until the damaged parts are repaired or replaced. (2) Record inspection on inspection record. See figure 1. B. Mapping Defects. (1) Record individual blade damage on HPC blade map. See figure 2. (2) Record damage detected on the appropriate compressor rotor stage maps. See figures 3 through 11. The blade numbering relative to angular position applies only when the high pressure rotor is indexed as defined in section 72-00-00. NOTE: When defect/damage maps are used, accomplish the mapping at the inspection site. Do not rely on memory of the defect to allow the mapping to be done in an office after the inspection. Details are lost relative to percent of chord or 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 be made immediately on the spot. If the photo is not recorded relative to engine serial number, stage, port direction of view, and date, the correlation of the hardware damage and the photo will be extremely difficult. Note directly on polaroid photos and record relative to sequence of photos on 35 mm or negative film.

72-31-00 Part 7 Page 3 May 31/99

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Compressor Section Inspection Record Figure 1

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Compressor Blade Map Figure 2

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Stage 1 Compressor Rotor Map of Damaged Blades Figure 3

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Stage 2 Compressor Rotor Map of Damaged Blades Figure 4

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Stage 3 Compressor Rotor Map of Damaged Blades Figure 5

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Stage 4 Compressor Rotor Map of Damaged Blades Figure 6

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Stage 5 Compressor Rotor Map of Damaged Blades Figure 7

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Stage 6 Compressor Rotor Map of Damaged Blades Figure 8

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Stage 7 Compressor Rotor Map of Damaged Blades Figure 9

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Stage 8 Compressor Rotor Map of Damaged Blades Figure 10

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Stage 9 Compressor Rotor Map of Damaged Blades Figure 11

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BORESCOPE INSPECTION OF COMBUSTION SECTION 1. Requirements. A. On Condition. Borescope inspection of the combustion section may be required for a visual assessment check as part of the on condition engine maintenance plan. B. Special Inspections. Other borescope inspection checks will be required resulting from engine problems, trend symptoms, or troubleshooting/fault isolation. The CFM56 Maintenance Manual will call out the engine sections required to be inspected. 2. Procedure. The borescope inspection of combustion chamber is given in the Maintenance Manual or Aircraft Maintenance Manual relative to each engine model.

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ENGINE

REFERENCE

CFM56-2 CFM56-3 CFM56-5A CFM56-5B CFM56-5C CFM56-7B

72-42-00, Maintenance Practices TASK 72-00-00-216-023-C00 TASK 72-42-00-290-001 TASK 72-42-00-290-041 TASK 72-42-00-290-802 TASK 72-00-00-200-805-F00 (SAC) TASK 72-00-00-200-816-F00 (DAC)

3. Inspection Criteria. A. General. Whenever borescope inspection of the combustion section is required, the following defects must be observed and assessed as to the applicable hardware limits for serviceability.

72-42-00 Part 7 Page 1 May 31/99

B. On Condition (Scheduled Maintenance). (1) Discoloration. (a) Normal aging of the combustion chamber components will show a wide range of color changes. Use of arc Xenon or incandescent light sources for borescope illumination will result in viewed coloration differences. The closest color to true daylight viewing is gained from the use of a Marc 300/16 type hiintensity lamp light projector. This light is close to white light. (b) Use of incandescent filament lamps tend to project a yellowish color on the viewed hardware. Incandescent lamps usually do not have sufficient light levels to view the distant areas of the combustion chamber liners. (c) Use of the Xenon arc lamp with the distal light type borescopes tend to cast a bluish coloration on the viewed hardware. Carbon streaks have been misinterpreted as cracks and carbon deposits have bean misinterpreted as holes or burn through. (2) Inner liner. The aft panel of the inner liner is susceptable to distortion and cracking, the first evidence of this is discoloration in a round spot approximately 1.0 in. (25 mm) dia., which is followed by distortion and cracking. This usually occurs uniformly around the aft 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.

72-42-00 Part 7 Page 2 May 31/99

(2) Impact damage observed on high pressure turbine (HPT) rotor blades. Inspect the combustion chamber in accordance with the standard condition check. Limits and area all apply as in an on condition check. 4. Documentation of Defects. A. General. (1) It is recommended that a record of the inspection be maintained for each borescope inspection conducted. Sample forms are provided which include borescope inspection record forms and maps for the combustion section. The maps are provided so that any damage within serviceable limits can be recorded pictorially for location of damaged area. The propagation of the damage can then be pictorially illustrated during subsequent inspections. The inspection records and maps will remain with the engine folder until the damaged parts are repaired or replaced. R R

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

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

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(1) Record damage on maps.

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- SAC : see figures 3 through 8.

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- DAC : see figures 9 through 15. NOTE: When defect/damage maps are used, accomplish the mapping at the inspection site. Do not rely on memory of the defect to allow the mapping to be done in an office after the inspection. Details are lost relative to magnitude of defect, surrounding condition, etc.

72-42-00 Part 7 Page 3 May 31/99

C. Photo Recording of Damage. Whenever photos are made of a defect, a record of the photo should be made immediately on the spot. If the photo is not recorded relative to engine serial number, stage, port direction of view, and date, the correlation of the hardware damage and the photo will be extremely difficult. Note directly on polaroid photos and record relative to sequence of photos on 35 mm or negative film.

72-42-00 Part 7 Page 4 May 31/99

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Single Annular Combustion Section Inspection Record Figure 1

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Dual Annular Combustion Section Inspection Record Figure 2

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Single Angular Combustion Chamber (Typical) Figure 3

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Single Angular Combustion Chamber Section View Figure 4

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Outer Liner Surface Map (SAC) Figure 5

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Outer Liner Inner Surface Map (SAC) Figure 6

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Inner Liner Surface Map (SAC) Figure 7

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Dome Area General Map (SAC) Figure 8

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Dual Annular Combustion Chamber Inspection Figure 9

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Dual Annular Combustion Chamber Inspection Figure 10

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Dual Annular Combustion Chamber Borescope Inspection Figure 11

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Dual Annular Combustion Chamber Borescope Inspection Figure 12

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Dual Annular Combustion Chamber Borescope Inspection Figure 13

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Dual Annular Combustion Chamber Borescope Inspection Figure 14

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Dual Annular Combustion Chamber Borescope Inspection Figure 15

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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 required for a visual assessment check as part of the on condition engine maintenance plan. B. Special Inspections. Other borescope inspection checks will be required resulting from engine problems trend symptoms, or troubleshooting/fault isolation. The CFM56 Maintenance Manual will call out the engine sections required to be inspected. 2. Procedure. The borescope inspection of high pressure turbine nozzle assembly is given in the Maintenance Manual or Aircraft Maintenance Manual relative to each engine model.

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REFERENCE

CFM56-2 CFM56-3 CFM56-5A CFM56-5B CFM56-5C CFM56-7B

72-51-00, Maintenance Practices TASK 72-00-00-216-023-C00 TASK 72-51-00-290-002 TASK 72-51-00-290-004 TASK 72-51-00-290-801 TASK 72-00-00-200-806-F00

3. Inspection Criteria. A. General. Whenever borescope inspection of the HPT nozzle assembly is required, observed defects must be assessed as to the applicable hardware limits for serviceability.

72-51-00 Part 7 Page 1 May 31/99

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.

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C. Special Inspections. The on condition checks pertains to all special inspection requirements regarding hardware limits and inspection procedures. (1) Overtemperature operation. (2) Engine stall. (3) Exhaust gas temperature (EGT) trend step increase. 4. Documentation of Defects. A. General. (1) It is recommended that a record of each inspection be maintained for each borescope inspection conducted. Sample forms and a map of the HPT nozzle assembly is provided so that any damage within (or out) of serviceable limits can be recorded. A record of the vane by clock location as well as magnitude can be sketched on the map. This information is useful in establishing deterioration data from subsequent inspection or watch checks. These records should accompany the HPT nozzle (module or engine) to the repair facility for correlation of inspection depiction versus actual hardware condition. (2) Record inspection on inspection record. See figure 1.

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B. Mapping Defects. R

(1) Record damage detected on the HPT nozzle vane map. See figures 2 and 3. NOTE: When defect/damage maps are used, accomplish the mapping at the inspection site. Do not rely on memory of the defect to allow the mapping to be done in an office after the inspection. Details are lost relative to percent of chord or span, magnitude of defect, surrounding condition, etc. C. Photo Recording of Damage. (1) Photos of the HPT nozzle vanes require time exposures unless extremely 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 edge from will vane

should be taken to center the light beam on the vane leading in question, eliminating as much glare or reflective lighting the inner combustion liner. Too much immersion of the probe show liner high-lighting and tend to wash out the HPT nozzle photo detail.

NOTE: Whenever photos are made of a defect, a record of the photo should be made immediately on the spot. If the photo is not recorded relative to engine serial number, stage, port direction of view, and date, the correlation of the hardware damage and the photo will be extremely difficult. Note directly on polaroid photos and record relative to sequence of photos on 35 mm or negative film.

72-51-00 Part 7 Page 4 May 31/99

High Pressure Turbine Nozzle Inspection Report Figure 1

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

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CFM56-7B HPT

Nozzle Map Damaged Vanes 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 be required for a visual assessment check as part of the on condition engine maintenance plan. B. Special Inspections. Other borescope inspection checks will be required resulting from engine problem, trend symptoms, or troubleshooting/fault isolation. The CFM56 Maintenance Manual will call out the engine sections required to be inspected. 2. Procedure. The borescope inspection of high pressure turbine blades is given in the Maintenance Manual or Aircraft Maintenance Manual relative to each engine model.

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REFERENCE

CFM56-2 CFM56-3 CFM56-5A CFM56-5B CFM56-5C CFM56-7B

72-52-00, Maintenance Practices TASK 72-00-00-216-026-C00 TASK 72-52-00-290-001 TASK 72-52-00-290-001-A TASK 72-52-00-290-801 TASK 72-00-00-200-807-F00

3. Inspection Criteria. A. General. Whenever borescope inspections of the HPT section are required, the following defects must be observed and assessed as to the applicable hardware limits for serviceability. It is recommended that in-limit defect conditions be documented for determination of subsequent deterioration rates.

72-52-00 Part 7 Page 1 May 31/99

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 typical defects which are prevalent in engine having experienced those problems requiring the special check. In all cases, the general on condition check should be accomplished. This section merely highlights those areas of distress associated with a given problem.

72-52-00 Part 7 Page 2 May 31/99

(2) Core stall (N2). (a) When an engine stall is either suspected or known to have occurred, a borescope inspection of the HPT rotor is required; prior to release of the engine. (b) High pressure compressor (HPC) stalls usually drive the exhaust gas temperature (EGT) to overlimit if the stall is severe or sustained. This produces tip deterioration (nibbling) on the concave or pressure face tip centered about 2/3 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 borescope inspection of HPT rotor is required; prior to release of the engine. (b) The normal on condition check is required. The typical effect of HPT overtemperature is the nibbling of the concave or pressure face tip about 2/3 chord aft of the leading edge. In all inspections of the HPT rotor, the on condition check and limits apply. (4) Metal in the tailpipe. When metallic debris is noted in the engine tailpipe, a borescope inspection of the HPT rotor is required; prior to release of the engine. The standard on condition check and corresponding limits apply. (5) N2 overspeed, core vibs, and hard landing. An N2 overspeed, high or changing core vibration indication or following a reported hard landing, will require a borescope inspection/check of the HPT rotor prior to release of the engine. The standard on condition check and limits apply to these conditional checks.

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4. Documentation of Defects. A. General. (1) It is recommended that a record of the inspection be maintained for each borescope inspection conducted. Sample forms are provided which include borescope inspection forms and maps for each rotor stage of the HPT. The maps are provided so that any damage within serviceable limits can be recorded pictorially by blade number and position of blade. The propagation of the damage can then be pictorially illustrated during subsequent inspections. The HPT rotor blade maps are oriented about the zero reference for inspection continuity. The inspection records and maps will remain with the engine folder until damaged part(s) are repaired or replaced. (2) Record inspection on inspection record. See figure 1. B. Mapping Defects. (1) Record individual blade damage on HPT blade map. See figure 2. (2) Record damage detected on the appropriate high pressure turbine rotor maps. See figure 3. The blade numbering relative to angular position applies only when the high pressure rotor is indexed as defined in section 72-00-00. NOTE: When defect/damage maps are used, accomplish the mapping at the inspection site. Do not rely on memory of the defect to allow the mapping to be done in an office after the inspection. Details are lost relative to percent of chord or span, magnitude of defect, surrounding condition, etc.

72-52-00 Part 7 Page 4 May 31/99

C. Photo Recording of Damage. Whenever photos are made of a defect, a record of the photo should be made immediately on the spot. If the photo is not recorded relative to engine serial number, stage, port direction of view, and date, the correlation of the hardware damage and the photo will be extremely difficult. Note directly on polaroid photos and record relative to sequence of photos on 35 mm or negative film.

72-52-00 Part 7 Page 5 May 31/99

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HPT Rotor Inspection Record Figure 1 (Sheet 1 of 2)

72-52-00 Part 7 Page 6 May 31/99

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HPT Rotor Inspection Record Figure 1 (Sheet 2 of 2)

72-52-00 Part 7 Page 7 May 31/99

HPT Rotor Blade Map (Typical) Figure 2

72-52-00 Part 7 Page 8 May 31/99

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

72-52-00 Part 7 Page 9 May 31/99

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

72-52-00 Part 7 Page 10 May 31/99

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CFM56-7B With Single Annular Combustion HPT Rotor Map of Damaged Blades Figure 3 (Sheet 3 of 4)

72-52-00 Part 7 Page 11 May 31/99

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CFM56-7B With Dual Annular Combustion HPT Rotor Map of Damaged Blades Figure 3 (Sheet 4 of 4)

72-52-00 Part 7 Page 12 May 31/99

BORESCOPE INSPECTION OF LOW PRESSURE TURBINE 1. Requirements. A. On Condition. Borescope inspection of low pressure turbine (LPT) may be required for a visual assessment check as part of the on condition engine maintenance plan. B. Special Inspections. Other borescope inspection checks will be required resulting from engine problems, trend symptoms, or troubleshooting/fault isolation. The CFM56 Maintenance Manual will call out the engine sections required to be inspected. 2. Procedure. The borescope inspection of low pressure turbine is given in the Maintenance Manual or Aircraft Maintenance Manual relative to each engine model.

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ENGINE

REFERENCE

CFM56-2 CFM56-3 CFM56-5A CFM56-5B CFM56-5C CFM56-7B

72-54-00, Inspection/Check TASK 72-00-00-216-045-C00 TASK 72-54-00-290-001 TASK 72-54-00-290-005 TASK 72-54-00-290-801 TASK 72-00-00-200-808-F00

3. Inspection Criteria. A. General. Whenever borescope inspections of the LPT section are required, the following defects must be observed and assessed as to the applicable hardware limits for serviceability. It is recommended that in limit conditions be documented for determination of subsequent deterioration rates.

72-54-00 Part 7 Page 1 May 31/99

B. On Condition (Scheduled Inspection). (1) Cracks in LPT rotor blades. (a) Using the fiber light type rigid optic borescope probe 2 (wide angle scope) inspect the total airfoil, platform, and tip shrouds for evidence of cracks. For tip shroud condition, the retrograde or probe 4 is recommended. Use of the magnification adapter is recommended for final assessment of possible or suspect cracks in the blade tip shrouds. (b) Cracks shall exhibit depth and under magnified assessment shall show edge material definition. Care must be used to distinguish cracks from smears, carbon streaks, etc. (2) Nicks and dents. (a) Nicks and/or dents in the leading edge, trailing edge, airfoil surfaces (convex/concave) and/or the platforms must be assessed. Note and record the presence of these defects relative to the percent span and percent chord for magnitude and location on the blade. Note also the condition of the blade material adjacent (at extremities of defect) to the observed defect. Note any cracking or sharpness of dents and/or nicks. (b) Smooth impact deformities to leading or trailing edge blade contour should be noted/reported. Subsequent inspection should be performed to locate the origin of such damage. For example: inspect damage to leading edge of stages 1, 2, 3 and 4 versus leading edge damage (impact) to stages 2, 3, and with minor trailing edge damage to stage 1 blades, etc.

72-54-00 Part 7 Page 2 May 31/99

(3) Wear. LPT rotor blade tip shroud interlock and/or circumferential mating face area wear has been experienced. This area is viewable using probe 2, but if suspected wear is observed the retrograde probe 4 is recommended for final assessment. (4) Dirt, coloration, pitting, and corrosion. High time LPT rotor assemblies may show airfoil surface irregularities which can be dirt accumulation, carbon buildup, pitting of the surface from particles in the gas stream or corrosion of the blade material. These abnormalities are very difficult to define and to differentiate between the various suspect defects/surface irregularities. Dirt and coloration are of little concern, however pitting and/or corrosion of the blade material are considered significant deterioration modes. Use of all 3 probes as well as varying light intensities is required for final assessment of these conditions. C. Special Inspections. Special defects accompany some of the special check requirements. The following 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 with a given problem. R R R

(1) Overtemperature inspection. See figure 1. The LPT stage 1 and stage 4 blades (stage 5 for CFM56-5C) must be inspected. (2) Metal in the tailpipe. All LPT stages must be inspected.

72-54-00 Part 7 Page 3 Feb 29/96

R 4. Documentation of Defects. A. General. R

(1) It is recommended that a record of the inspection be maintained for each borescope inspection conducted. Sample forms are provided which include borescope inspection forms and maps for each rotor stage of the LPT. The maps are provided so that any damage within serviceable limits can be recorded pictorially by blade number and position of the blade. The propagation of the damage can then be pictorially illustrated during subsequent inspections. The LPT rotor blade maps are oriented about the zero reference for inspection continuity. The inspection records and maps will remain with the engine folder until damaged part(s) are repaired or replaced.

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

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B. Mapping Defects.

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

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(2) Record damage detected on the appropriate LPT rotor stage map. See figures 4 through 8. The blade numbering relative to angular position applies only when the low pressure rotor is indexed as defined in section 72-00-00.

R R R R R R

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

72-54-00 Part 7 Page 4 Feb 29/96

R R R R R R R

C. Photo Recording of Damage. Whenever photos are made of a defect, a record of the photo should be made immediately on the spot. If the photo is not recorded relative to engine serial number, stage, port direction of view, and date, the correlation of the hardware damage and the photo will be extremely difficult. Note directly on polaroid photos and record relative to sequence of photos on 35 mm or negative film.

72-54-00 Part 7 Page 5 Feb 29/96

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

72-54-00 Part 7 Page 6 Feb 29/96

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LPT Blade Overtemperature Inspection Figure 1 (Sheet 2 of 5)

72-54-00 Part 7 Page 7 Feb 29/96

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LPT Blade Overtemperature Inspection Figure 1 (Sheet 3 of 5)

72-54-00 Part 7 Page 8 Feb 29/96

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LPT Blade Overtemperature Inspection Figure 1 (Sheet 4 of 5)

72-54-00 Part 7 Page 9 Feb 29/96

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

72-54-00 Part 7 Page 10 Feb 29/96

CFM56-2/-3 LPT Section Inspection Record Figure 2 (Sheet 1 of 3)

72-54-00 Part 7 Page 11 May 31/99

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

72-54-00 Part 7 Page 12 May 31/99

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

72-54-00 Part 7 Page 13 May 31/99

LPT Blade Map (Typical) Figure 3

72-54-00 Part 7 Page 14 May 31/99

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

72-54-00 Part 7 Page 15 May 31/99

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

72-54-00 Part 7 Page 16 May 31/99

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

72-54-00 Part 7 Page 17 May 31/99

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CFM56-2/-3 Stage 2 LPT Rotor Map of Damaged Blades Figure 5 (Sheet 1 of 3)

72-54-00 Part 7 Page 18 May 31/99

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CFM56-5A/-5B/-7B Stage 2 LPT Rotor Map of Damaged Blades Figure 5 (Sheet 2 of 3)

72-54-00 Part 7 Page 19 May 31/99

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CFM56-5C Stage 2 LPT Rotor Map of Damaged Blades Figure 5 (Sheet 3 of 3)

72-54-00 Part 7 Page 20 May 31/99

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CFM56-2/-3 Stage 3 LPT Rotor Map of Damaged Blades Figure 6 (Sheet 1 of 3)

72-54-00 Part 7 Page 21 May 31/99

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CFM56-5A/-5B/-7B Stage 3 LPT Rotor Map of Damaged Blades Figure 6 (Sheet 2 of 3)

72-54-00 Part 7 Page 22 May 31/99

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CFM56-5C Stage 3 LPT Rotor Map of Damaged Blades Figure 6 (Sheet 3 of 3)

72-54-00 Part 7 Page 23 May 31/99

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

72-54-00 Part 7 Page 24 May 31/99

Figure 7 (Sheet 1 of 3)

72-54-00 Part 7 Page 25 May 31/99

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CFM56-5A/-5B/-7B Stage 4 LPT Rotor Map of Damaged Blades Figure 7 (Sheet 2 of 3)

72-54-00 Part 7 Page 26 May 31/99

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CFM56-5C Stage 4 LPT Rotor Map of Damaged Blades Figure 7 (Sheet 3 of 3)

72-54-00 Part 7 Page 27 May 31/99

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CFM56-5C Stage 5 LPT Rotor Map of Damaged Blades Figure 8

72-54-00 Part 7 Page 28/28 May 31/99

NON-DESTRUCTIVE TEST MANUAL PART 8- FLUORESCENT PENETRANT INSPECTION

CFMI-TP-NT.11

AUG 31, 1989

PART 8 – FLUORESCENT PENETRANT INSPECTION SECTION

PAGE

DATE

TAB DIVIDER TITLE R PAGE

1

Aug 31/89

1 2

Aug 31/89 Blank

R CONTENTS

1 2

Aug 31/89 Blank

R 70-00-71

1 2

Aug 31/89 Blank

LIST OF EFFECTIVE R PAGES

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

R R R R

LEP Part 8 Page 1/2 Aug 31/89

PART 8 – FLUORESCENT PENETRANT INSPECTION TABLE OF CONTENTS

SECTION R 70-00-71

R R R R

PAGE Fluorescent Penetrant Inspection

1

CONTENTS Part 8 Page 1/2 Aug 31/89

FLUORESCENT – PENETRANT INSPECTION

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

A. The fluorescent-penetrant inspection (FPI) process is a visual inspection aid used for detection of shall surface defects that may not be visible under normal white-light visual inspection. The defects may be cracks, inclusions, voids or other types of defects which are inherent or which are caused by processing or service. (1) Two basic types of penetrant can be used depending on the configuration of parts being inspected.

R

(a) Post-emulsifiable penetrants.

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(b) Water-washable penetrants.

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

R 2. Tools, Equipment and Materials. R

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

R 3. Method of Test. R

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

R 4. Quality Assurance R

R R R R

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

70-00-71 Part 8 Page 1/2 Aug 31/89

NON-DESTRUCTIVE TEST MANUAL PART 9-SPECTROMETRIC OIL ANALYSIS PROGRAM

CFMI-TP-NT.11

NOVEMBER 30, 1980

REVISED MAY 31, 2000

PART 9 - SPECTROMETRIC OIL ANALYSIS PROGRAM SECTION

PAGE

DATE

TAB DIVIDER

R

R R

TITLE PAGE LIST OF EFFECTIVE PAGES

79-00-00

R

R R R R R R R R R R R R R R R R R R R R

R:

1

May 31/00

1 2

May 31/00 May 31/00

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28

May May May May May May May May May May May May May May May May May May May May May May May May May May May May

31/99 31/99 31/99 31/99 31/99 31/00 31/99 31/99 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00

SECTION R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R

79-00-00 (Cont'd)

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DATE

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May May May May May May May May May May May May May May May May May May May May May May May May May May May May May May May May May May May May May May May May May May

31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00

indicates pages added, changed, or deleted this revision.

LEP Part 9 Page 1 May 31/00

PART 9 - SPECTROMETRIC OIL ANALYSIS PROGRAM

R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R

SECTION

PAGE

DATE

79-00-00 (Cont'd)

71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100

May May May May May May May May May May May May May May May May May May May May May May May May May May May May May May

R:

SECTION

PAGE

DATE

31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00 31/00

indicates pages added, changed, or deleted this revision.

LEP Part 9 Page 2 May 31/00

SPECTROMETRIC OIL ANALYSIS PROGRAM 1. General. A. During operation, the lubricating oil of mechanical units becomes contaminated with metallic particles ranging in size from a few microns to several millimeters as a result of friction between moving parts. B. Large particles are usually detected by the periodic inspection of filters and magnetic plugs and may relate to a state of deterioration which is quite marked such as flaking of roller bearings, gears or machining residues. C. Under inspection, small particles are also a source for determining the condition of a unit. By determining the concentration and nature of metallic particles in suspension in the oil (iron, aluminum, chrome, silver, nickel, etc ... ) it is possible to be forewarned and to monitor the evolution of incipient damage to a component of the unit concerned. D. This method of detection is only applicable to damage which is characterised by a previous abnormal production of metallic particles in suspension and which is sufficiently progressive in its 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 the inspection of filters and magnetic detectors. E. A failure signature can be defined for each type of damage and comprises not only of oil contamination by particles produced by wear, but other symtoms as well. It is therefore necessary to look for additional signs and to employ all other methods which will assist 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 failure signature.

79-00-00 R

Part 9 Page 1 May 31/99

2. Sampling. NOTE: To be valid, the oil sample must be taken as soon as possible after shutdown with a maximum of 15-30 minutes after engine has stopped. No new oil must be added before sampling as this would falsify the result. A. Tools, Equipment and Materials. NOTE: Equivalent substitutes may be used instead of the following items. (1) Tools and Equipment. (a) Standard tools. Description

Manufacturer Code

Plastic bottles and tubes

Local Purchase

(2) Consumable Products. None required. B. Procedure WARNING: WAIT FOR AT LEAST 5 MINUTES AFTER ENGINE SHUTDOWN BEFORE REMOVING OIL TANK CAP, TO ALLOW TANK PRESSURE TO BLEED OFF. HOT OIL GUSHING FROM TANK COULD CAUSE SEVERE BURNS. CAUTION: USE EXTREMELY CLEAN SCREW TOP PLASTIC BOTTLES AND PLASTIC TUBES THAT HAVE NOT BEEN USED BEFORE. (1) Open filler cap of oil tank as specified in maintenance manual section 12-10-00. (2) Take sample by squeezing plastic bottle and then dipping tube end into oil. Release bottle to suction oil. NOTE: A sample of 60 cc should be extracted for a spectromic oil analysis. It is necessary to use a greater bottle than 60 cc and avoid filling up the bottle. If other analysis should be necessary (ferrography, chips analysis...) a sample of 250 cc can be extracted.

79-00-00 R

Part 9 Page 2 May 31/99

(3) Fill and close oil tank as specified in maintenance manual section 12-10-00. NOTE: Samples for spectrometric analysis should be sent to the 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 at approximately 200 hour intervals. If SOAP is to be the primary method of monitoring, including bearing fatigue failures, the interval should be appreciably shorter 50 to 100 hour intervals. 3. Calibration and Analysis. There are two types of equipment: emission and atomic absorption. They have different sensitivities to the elements to be monitored. Sensitivity, detection limits, and working range for analysis of each element should be available from the equipment manufacturers. The sensitivity of the equipment to particular elements should be considered when analysing SOAP results. For example the equipment is particularly sensitive to Mg. The Mg reported in the SOAP results for some CFM56 engines is not believed to be attributable to an engine part's distress as this element is a minor (2,5%) constituent of the lube wetted parts materials.

79-00-00 R

Part 9 Page 3 May 31/99

A. Calibration of the spectrometer Calibration procedures/recommendations should be obtained from the manufacturer of the particular equipment to be used. Some of the equipment manufacturers also supply the calibration fluids. A standard calibration can be made using National Bureau of Standards, NBS materials and the engine oil being used. If the operator wishes to establish a calibration standard this way, the following book reference is suggested. Methods for Emission Spectrochemical Analysis, published by the American Society of Testing Materials, 1916 Race Street, Philadelphia, Pa. 19103 Issue 1971, Method D-2P3, page 375. In calibrating, and conducting the analysis, it should be noted that the viscosity of the fluids (calibration fluids VS engine oil VS fluid temperatures) may have an effect on SOAP results. Also, in conducting analysis with atomic absorption type equipment the air and gas flow rates for the fire may effect the results. Fresh calibration fluids should be made and/or obtained as recommended by the manufacturer. B. Analysis. Procedure recommendations should be obtained from the equipment manufacturer. Practices that would alleviate possible analysis variances such as shaking samples before analysis to obtain uniform material dispersion, control of the sample temperature to obtain consistent viscosity, calibration before each run, same dilution agent/procedure used in conducting atomic absorption analysis. The laboratory data should be corrected for any metal constituents in the oil. Corrections may also be considered for oil added although the experience indicates that this is not necessary for moderate oil consumption rates. The concentration of wear material in the oil as indicated by SOAP, for a healthy engine is very small for all elements measured, including Fe. The small concentrations and possible variations in analysis results precludes establishing specific values at this time for normal SOAP results. Each airline should establish the engine signature based on their analysis and experience.

79-00-00 R

Part 9 Page 4 May 31/99

SOAP limits and the engine action required are variable as will be apparent 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 part distress. Silicon (Si) may be monitored for indications of oil contamination. B. Review SOAP data for significant quantity increases (or appearances) and definite increasing trends. Absolute values (limits) have not been significant in determining required action. Each operator should establish their criteria and actions to be taken for SOAP based on their experience and operations considerations (route length and terrain, route versus service or shop facilities and spare engines, etc ... ). The following guidelines are provided for consideration (quantity values provided indicate relative values - not limits): (1) A sudden large (10 to 12 PPM) increase (or appearance) of Fe or a minor increase (5 to 7 PPM) of Fe in conjunction with an indication (2 PPM) of Cu. These SOAP results can indicate rapid parts deterioration and in particular bearing distress. In this case put the engine on watch do a daily inspection of engine magnetic chip detectors. (2) A progressively moderate increasing trend of Fe is characteristic of excessive parts wear, such as the excessive spline wear experienced with the IGB Horizontal Shaft Spline. Although action for this type of distress is not as urgent as the above, it is recommended that an engine investigation be promptly conducted to determine and assess the part deterioration and establish a program for monitoring the distress until corrective action is taken. The Fe content in the oil may attain a very large (100 + PPM) concentration before corrective action is required providing the distress is assessed and monitored such as can be done with the IGB shaft spline wear.

79-00-00 R

Part 9 Page 5 May 31/99

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

R

Except for Cu, the secondary metals have not contributed to the detection and isolation of part distress in the experience to date. However, some of these metals have been noted in review of some SOAP data received for engines which had incurred a lube wetted parts failure or have been noted as individualistic constituents of particular parts in review of figures 1 thru 26. The following element associations are suggested as possible distress identifiers: (a) Fe, Cu - indication of bearing (CFM56 engine bearings have steel cages - Ag may provide secondary indication). (b) Fe, Cu, Zn - indication of AGB bearing distress or lube and scavenge pump bearing distress, pump bearing distress may occur due to ingestion of 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 bearing housings and the IGB Horizontal drive shaft are Cr plated. (d) Fe, Ni, Cr - indication of bearing distress Fe, Ni, Cr are major constituents of many parts in the sumps. (e) Fe, Ni, Al - indication of No. 3 bearings inner race spinning; Fe, W may be the SOAP indication of a future No. 4 bearing distress. (f) Al - indication of lub module distress

79-00-00 Part 9 Page 6 May 31/00

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Oil Sampling for Analysis Figure 1

79-00-00 Part 9 Page 7 May 31/99

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

79-00-00 Part 9 Page 8 May 31/99

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

79-00-00 Part 9 Page 9 May 31/00

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CMF56-2 Engine Sump Area Figure 3

79-00-00 Part 9 Page 10 May 31/00

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

79-00-00 R

Part 9 Page 11 May 31/00

CMF56-2 Forward Sump Material Figure 4 (Sheet 2 of 5)

79-00-00 R

Part 9 Page 12 May 31/00

CMF56-2 Forward Sump Material Figure 4 (Sheet 3 of 5)

79-00-00 R

Part 9 Page 13 May 31/00

CMF56-2 Forward Sump Material Figure 4 (Sheet 4 of 5)

79-00-00 R

Part 9 Page 14 May 31/00

CMF56-2 Forward Sump Material Figure 4 (Sheet 5 of 5)

79-00-00 R

Part 9 Page 15 May 31/00

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CMF56-2 Transfer and Accessory Gearboxes, Radial Drive Shaft Lubrication Unit Figure 5

79-00-00 Part 9 Page 16 May 31/00

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CMF56-2 Accessory Gearbox Assembly Figure 6

79-00-00 Part 9 Page 17 May 31/00

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Magnetic and Sealol Seal/Housing Figure 7

79-00-00 Part 9 Page 18 May 31/00

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CMF56-2 Material Sheet Data Figure 8 (Sheet 1 of 2)

79-00-00 Part 9 Page 19 May 31/00

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CMF56-2 Material Sheet Data Figure 8 (Sheet 2 of 2)

79-00-00 Part 9 Page 20 May 31/00

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

79-00-00 Part 9 Page 21 May 31/00

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CMF56-2 Material Sheet Data Figure 9 (Sheet 2 of 2)

79-00-00 Part 9 Page 22 May 31/00

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

79-00-00 Part 9 Page 23 May 31/00

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CMF56-3 Engine Sump Area Figure 11

79-00-00 Part 9 Page 24 May 31/00

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

79-00-00 Part 9 Page 25 May 31/00

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

79-00-00 Part 9 Page 26 May 31/00

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

79-00-00 Part 9 Page 27 May 31/00

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

79-00-00 Part 9 Page 28 May 31/00

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

79-00-00 Part 9 Page 29 May 31/00

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

79-00-00 Part 9 Page 30 May 31/00

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

79-00-00 Part 9 Page 31 May 31/00

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CMF56-3 Forward Sump Material Figure 14 (Sheet 3 of 9)

79-00-00 Part 9 Page 32 May 31/00

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

79-00-00 Part 9 Page 33 May 31/00

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

79-00-00 Part 9 Page 34 May 31/00

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

79-00-00 Part 9 Page 35 May 31/00

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

79-00-00 Part 9 Page 36 May 31/00

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CMF56-3 Material Sheet Data Figure 14 (Sheet 8 of 9)

79-00-00 Part 9 Page 37 May 31/00

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CMF56-3 Material Sheet Data Figure 14 (Sheet 9 of 9)

79-00-00 Part 9 Page 38 May 31/00

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

79-00-00 Part 9 Page 39 May 31/00

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

79-00-00 Part 9 Page 40 May 31/00

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

79-00-00 Part 9 Page 41 May 31/00

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CMF56-5A Engine Sump Area Figure 16

79-00-00 Part 9 Page 42 May 31/00

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CMF56-5B Engine Sump Area Figure 17

79-00-00 Part 9 Page 43 May 31/00

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CMF56-5C Engine Sump Area Figure 18

79-00-00 Part 9 Page 44 May 31/00

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

79-00-00 Part 9 Page 45 May 31/00

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

79-00-00 Part 9 Page 46 May 31/00

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

79-00-00 Part 9 Page 47 May 31/00

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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)

79-00-00 Part 9 Page 49 May 31/00

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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)

79-00-00 Part 9 Page 51 May 31/00

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

79-00-00 Part 9 Page 52 May 31/00

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CMF56-5B No. 3 Bearing Area (Forward Sump) Figure 20 (Sheet 2 of 4)

79-00-00 Part 9 Page 53 May 31/00

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

79-00-00 Part 9 Page 54 May 31/00

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CMF56-5A/-5B/-5C No. 3 Bearing Area (Forward Sump) Material Sheet Data Figure 20 (Sheet 4 of 4)

79-00-00 Part 9 Page 55 May 31/00

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

79-00-00 Part 9 Page 56 May 31/00

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

79-00-00 Part 9 Page 57 May 31/00

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

79-00-00 Part 9 Page 58 May 31/00

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

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

79-00-00 Part 9 Page 60 May 31/00

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

79-00-00 Part 9 Page 61 May 31/00

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

79-00-00 Part 9 Page 62 May 31/00

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R R

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

79-00-00 Part 9 Page 63 May 31/00

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R R

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

79-00-00 Part 9 Page 64 May 31/00

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

79-00-00 Part 9 Page 65 May 31/00

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

79-00-00 Part 9 Page 66 May 31/00

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

79-00-00 Part 9 Page 67 May 31/00

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

79-00-00 Part 9 Page 68 May 31/00

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

79-00-00 Part 9 Page 69 May 31/00

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

79-00-00 Part 9 Page 70 May 31/00

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

79-00-00 Part 9 Page 71 May 31/00

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

79-00-00 Part 9 Page 72 May 31/00

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

79-00-00 Part 9 Page 73 May 31/00

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

79-00-00 Part 9 Page 74 May 31/00

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CMF56-5C Material Sheet Data Figure 21 (Sheet 20 of 20)

79-00-00 Part 9 Page 75 May 31/00

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

79-00-00 Part 9 Page 76 May 31/00

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R R

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

79-00-00 Part 9 Page 77 May 31/00

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

79-00-00 Part 9 Page 78 May 31/00

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

79-00-00 Part 9 Page 79 May 31/00

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

79-00-00 Part 9 Page 80 May 31/00

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

79-00-00 Part 9 Page 81 May 31/00

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CMF56-5A/-5B/-5C No. 4 and No. 5 Bearing Area (AFT Sump) Material Data Sheet Figure 22 (Sheet 7 of 7)

79-00-00 Part 9 Page 82 May 31/00

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

79-00-00 Part 9 Page 83 May 31/00

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

79-00-00 Part 9 Page 84 May 31/00

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

79-00-00 Part 9 Page 85 May 31/00

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CMF56-7B No. 2 Bearing Area (Forward Sump) Figure 24 (Sheet 2 of 5)

79-00-00 Part 9 Page 86 May 31/00

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CMF56-7B No. 3 Bearing Area (Forward Sump) Figure 24 (Sheet 3 of 5)

79-00-00 Part 9 Page 87 May 31/00

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CMF56-7B No. 1 and No. 2 Bearing Area (Forward Sump) Material Sheet Data Figure 24 (Sheet 4 of 5)

79-00-00 Part 9 Page 88 May 31/00

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CMF56-7B No. 3 Bearing Area (Forward Sump) Material Sheet Data Figure 24 (Sheet 5 of 5)

79-00-00 Part 9 Page 89 May 31/00

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CMF56-7B AGB/TGB Sump Figure 25 (Sheet 1 of 5)

79-00-00 Part 9 Page 90 May 31/00

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CMF56-7B AGB/TGB Sump Figure 25 (Sheet 2 of 5)

79-00-00 Part 9 Page 91 May 31/00

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

79-00-00 Part 9 Page 92 May 31/00

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

79-00-00 Part 9 Page 93 May 31/00

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

79-00-00 Part 9 Page 94 May 31/00

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CMF56-7B No. 4 Bearing Area (Aft Sump) Figure 26 (Sheet 1 of 3)

79-00-00 Part 9 Page 95 May 31/00

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CMF56-7B No. 5 Bearing Area (Aft Sump) Figure 26 (Sheet 2 of 3)

79-00-00 Part 9 Page 96 May 31/00

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

79-00-00 Part 9 Page 97 May 31/00

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(4) It is recommended that each airline compile a SOAP history record for each incurred engine failure and/or lube wetted parts distress with careful correlation of exhibited SOAP indications to parts damage using figure 1 for guidance. These records may provide for establishing SOAP diagnostic criteria.

R

(5) Investigate the engine for increased oil consumption if a SOAP trend suddenly drops or the rate of increase is reduced. High oil consumption can indicate lube wetted parts distress. Also a drop in SOAP indications caused by the diluting effect of increased oil additions may be interpreted as a correction of a false indication of part's distress. C. Diagnostics Consider the following engine investigations and monitoring as determined 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 parts distress, investigate per chip analysis. (3) If the collectors do not have debris, substantiating possible parts distress, the engine should be "put on watch" and the following investigations and monitoring conducted: (a) Take an oil sample and expedite SOAP evaluation. (b) Review engine oil consumption history. Inspect the engine for evidence of internal oil leakage, including borescope inspections and a ground engine run. (c) Review engine vibration history. Increasing vibration can be an indication of bearing distress. (d) If the SOAP indication was a sudden increase in Fe, monitor the engine collection devices daily until the SOAP indication is resolved.

79-00-00 Part 9 Page 98 May 31/00

(e) If the SOAP indication is a progressively increasing Fe trend, consider the following engine investigations/monitoring: 1

Perform Radiographic inspection of the IGB radial shaft.

2

Perform Radiographic inspection of the No. 3 bearing or No. 4 bearing areas.

3

Monitor engine oil consumption, vibration, and chip analysis collection devices on more frequent time interval until distress indication is resolved. Consider spectrographic analysis of material collected. Review oil leakage troubleshooting and consider borescope inspection of compressor for oil wetting.

(f) If the SOAP indication is a progressively increasing Si silicon trend (over 10 PPM), as Si is composed by silica and/or silicone (contained in greases), the following procedure could be performed. 1

Perform a SOAP on oil sample and determine Si concentration (CI).

2

Perform a filtration of sample with a filter of 11.8 micro inches (0,3 micrometer).

3

Perform a second SOAP on the sample and determine Si concentration (C2). If CI concentration is approximately equal to C2 concentration there is no silica in oil. If CI concentration is higher than C2 concentration there is a silica contamination (look for presence of silica on filter). Refer to Maintenance Manual, chapter 12-10-00, paragraph 6. "Flushing of Oil System in the case of oil system contamination.

79-00-00 R

Part 9 Page 99 May 31/00

(g) Consider changing the engine oil and corroborating the SOAP results previously obtained if the engine inspections do not confirm on indicated problem. (h) Decrease the oil sampling and SOAP analysis time intervals.

79-00-00 R

Part 9 Page 100 May 31/00

NON-DESTRUCTIVE TEST MANUAL PART 10 - CHIP ANALYSIS

CFMI-TP-NT.11

MAY 31, 1984

REVISED FEBRUARY 29, 1996

PART 10 - CHIP ANALYSIS LIST OF EFFECTIVE PAGES SECTION

PAGE

DATE

SECTION

PAGE

R TITLE PAGE

1

Feb 29/96

72-00-00 (CONT'D)

1 2

Feb 29/96 Blank

CONTENTS

1 2

May 31/84 Blank

INTRO

1 2

May 31/84 Blank

30 31 32 33 34 35 36 37 38

R LEP R

72-00-00

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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29

May May Aug May May May May May May May May May Feb Feb May May May May May May May May May May May May May May May

DATE May 31/94 May 31/94 May 31/94 May 31/94 May 31/94 May 31/94 May 31/94 May 31/94 Blank

31/84 31/84 31/89 31/94 31/94 31/94 31/94 31/94 31/94 31/94 31/94 31/94 29/96 29/96 31/94 31/94 31/94 31/94 31/94 31/94 31/94 31/94 31/94 31/94 31/94 31/94 31/94 31/94 31/94

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

LEP Part 10 Page 1/2 Feb 29/96

PART 10 - CHIP ANALYSIS TABLE OF CONTENTS Section

Page

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1

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1

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Chip Analysis .......................................

CONTENTS Part 10 Page 1/2 May 31/84

PART 10 - CHIP ANALYSIS R 1. General. R R

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

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B. The particles found during filter and magnetic plug inspection will permit the technical crews to assess the internal status of engine mechanical assemblies.

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C. It is very important that the recovery of particles be performed with care because the action to be taken depends on the diagnosis made from the analysis results.

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D. A preliminary observation of the particles will determine the immediate action to be taken but, in order to define the fault origin with a maximum of accuracy, the particles will be analyzed in a laboratory as soom as possible.

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

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INTRO Part 10 Page 1/2 May 31/84

PART 10 - CHIP ANALYSIS OIL SYSTEM - RECOVERY OF PARTICLES FOR ANALYSIS

R 1. General. R R R R

This procedure describes the recovery, for analysis, of particles found during visual inspection of the filters and magnetic plugs on lubrication unit or during drainage of oil tank or drainage of transfer and accessory gearboxes.

R 2. Tools, Equipment and Materials. R R

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

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A. Tools and Equipment.

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(1) Equipment.

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Description

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Pyrex Filter Support With funnel and clamp XX 10 047 30

BY

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Vacuum Flask (1 liter capacity) XX 10 047 05

BY

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Filtered Solvent Distributor XX 66 025 00

BY

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Latex Vacuum Hose XX 25 047 55

BY

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Flat Tip Tweezers XX 62 000 06

BY

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Petri dishes PD 15 047 00

BY

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Filter for Solvent Distributor Dia 1 inch (25,4 mm) Pore: 0,001 mm FALP 025 00

BY

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Manufacturer Code

72-00-00 Part 10 Page 1 May 31/84

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Description

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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

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Eductor or Vacuum Bulb 300 ml

Local Purchase Local Purchase

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Bottle Brush Dia 0.4 inch (10 mm)

Local Purchase

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Brush

Local Purchase

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Binocular x 20

Local Purchase

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

Local Purchase

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Stainless Steel Tank or Glass Tank 8x4x3.5 inches (200x400x90 mm) minimum

Local Purchase

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Manufacturer Code BZ

(2) Consumable Products

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Code No.

Description

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CP 2011

Stoddard Solvent

R 3. Particles Recovery Procedure. R R R

CAUTION: REMOVE INDIVIDUALLY CHIP DETECTORS FROM LUBRICATION UNIT AND IDENTIFY EACH AS REMOVED. AN ERROR IN THE SUMP INVOLVED LEADS TO A DIAGNOSIS ERROR.

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

R

(1) Airline

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(2) Aircraft type and serial number.

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72-00-00 Part 10 Page 2 May 31/84

(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 or remark 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 plastic bag and identification tag. (b) Remove filter from chip detector by pushing the springloaded pin that secures filter to chip detector using a fiber pusher. Replace filter into plastic bag. NOTE:

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Particles remaining on the filter may be recovered using filtering equipment. See paragraph 3. B. (2). (c) Remove particles from chip detector magnet using a clean cloth or a thin sheet of paper.

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NOTE:

The use of magnets to remove particles is not recommended since repeated exposure may degrade magnetic performance of magnetic plug.

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NOTE:

Avoid collecting particles on a strip of adhesive tape as it will be difficult to remove them.

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

See

72-00-00 R

Part 10 Page 3 Aug 31/89

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

72-00-00 Part 10 Page 4 May 31/94

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

72-00-00 Part 10 Page 5 May 31/94

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

72-00-00 Part 10 Page 6 May 31/94

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

72-00-00 Part 10 Page 7 May 31/94

NOTE:

A magnet placed under the Petri dish will facilitate 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 identification elements indicated on the tag. See paragraph 3.A. (f) A new or thoroughly cleaned chip detector will be installed on lubrication unit. See Maintenance Manual, chapter 79-00-00, Maintenance Practices. (g) The removed chip detector will be cleaned according to the procedure indicated in Component Maintenance Manual, chapter 79-00-00, Maintenance Practices. (2) Recover particles using filtering equipment as follows: figure 3.

See

CAUTION: CHECK THAT THE FUNNEL AND FILTER SUPPORT ARE FREE OF PARTICLES. (a) Place a filter, EP 1239D4P, onto filter support and secure assembly with clamp. Connect vacuum flask to eductor or vacuum bulb (300 ml). See figure 3. NOTE:

The eductor requires a water tap with moderate flow.

(b) If required, install a new filter, FALP 02500, onto solvent distributor. See figure 3. CAUTION: THE SOLVENT USED FOR EACH OPERATION MUST BE A NEW OR REGENERATED LIQUID. CHECK THAT THE TANK USED IS FREE OF PARTICLES. (c) Place oil filter in a clean stainless steel or glass tank.

72-00-00 R

Part 10 Page 8 May 31/94

Petri Dish Figure 2

72-00-00 R

Part 10 Page 9 May 31/94

Filtering Equipment Figure 3

72-00-00 R

Part 10 Page 10 May 31/94

(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 and soak for 10 minutes. (f) Using an ultrasonic tank and the distributor of solvent (CP2011), remove the maximum of particles from oil filter. (g) Pour the liquid recovered from the tank into the funnel. Rinse the tank using solvent distributor and pour into the funnel. (h) Create a partial vacuum in the vacuum flask to assist passage of the liquid through the filter and collection of suspended particles on filter. NOTE:

Particles that remain on the funnel glass surface will be recovered by rinsing using distributor of solvent (CP2011).

(i) Remove clamp and funnel. Maintain partial vacuum and rinse filter by circular motion toward center using distributor of solvent (CP2011). This operation directs particles toward the center of the filter and completes rinsing. (j) Return vacuum flask to ambient pressure. Let filter soak and place it in a Petri dish, PD 15 04 700, using tweezers, 62 000 06. Close Petri dish. (k) Place a strip of adhesive tape on Petri dish. See figure 2. Using a ball pen or felt tip, write the identification elements indicated on the tag. See paragraph 3. A.

72-00-00 R

Part 10 Page 11 May 31/94

(l) A new or thoroughly cleaned oil filter will be installed on lubrication unit. See Maintenance Manual, chapter 1200-00, Servicing. (m) The removed filter will be cleaned and checked according to the procedure indicated in Component Maintenance Manual, chapter 79-21-11, Cleaning. 4. Preliminary Observation of the Particles. CAUTION:

DO NOT BRING PARTICLES INTO DIRECT CONTACT WITH THE MAGNET, BECAUSE FINE PARTICLES MAY STICK TO THE MAGNET AND IT 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 component etc. (b) Non-magnetic metal particles such as: non-magnetic stainless steel, filter mesh debris, light alloy, copper, silver, chromium. (c) Magnetic non-metallic particles such as: slightly magnetic. (d) Non-metallic particles such as: carbon seal, o-ring etc.

carbon deposit

carbon deposit, sand,

(2) Using a binocular microscope and according to figures 6 through 14, determine the group of particles according to the following elements: (a) Appearance: metallic shavings, rivet heads, tooth debris, shots carbon deposits, burrs, flakes etc.

72-00-00 R

Part 10 Page 12 May 31/94

(a) Origin:

compare particles with samples given in figures.

(b) Quantity: The quantity is determined by measuring surface of deposit on recovered filter. To measure, the filter must be in horizontal position and particles spread 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 different appearance and origin will be found.

C. Immediate Action to Be Taken. (1) If particles are identified, conform to the indications of figures 6 through 24. (2) If particles are not identified and non-magnetic, 2 cases will be considered. See figure 4. NOTE:

In all cases, particles must be sent to the laboratory for analysis.

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

NOTE:

In all cases, particles must be sent to the laboratory for analysis.

72-00-00 Part 10 Page 13 Feb 29/96

R

Non Identified and Non-Magnetic Particles Figure 4

72-00-00 Part 10 Page 14 Feb 29/96

Non Identified and Magnetic Particles Figure 5 (Sheet 1 of 2)

72-00-00 R

Part 10 Page 15 May 31/94

Non Identified and Magnetic Particles Figure 5 (Sheet 2 of 2)

72-00-00 R

Part 10 Page 16 May 31/94

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Origin of Particles Found on Filters Figure 6

72-00-00 R

Part 10 Page 17 May 31/94

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Origin of Particles Found on Filters Figure 7

72-00-00 R

Part 10 Page 18 May 31/94

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Origin of Particles Found on Filters Figure 8

72-00-00 Part 10 Page 19 May 31/94

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Origin of Particles Found on Filters Figure 9

72-00-00 Part 10 Page 20 May 31/94

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Origin of Particles Found on Filters Figure 10

72-00-00 Part 10 Page 21 May 31/94

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Origin of Particles Found on Filters Figure 11

72-00-00 Part 10 Page 22 May 31/94

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Origin of Particles Found on Filters Figure 12

72-00-00 Part 10 Page 23 May 31/94

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Origin of Particles Found on Filters Figure 13 (Sheet 1 of 2)

72-00-00 Part 10 Page 24 May 31/94

Origin of Particles Found on Filters Figure 13 (Sheet 2 of 2)

72-00-00 R

Part 10 Page 25 May 31/94

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Origin of Particles Found on Filters Figure 14

72-00-00 Part 10 Page 26 May 31/94

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Origin of Particles Found on Filters Figure 15

72-00-00 Part 10 Page 27 May 31/94

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Origin of Particles Found on Filters Figure 16

72-00-00 Part 10 Page 28 May 31/94

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Origin of Particles Found on Filters Figure 17

72-00-00 Part 10 Page 29 May 31/94

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Origin of Particles Found on Filters Figure 18

72-00-00 Part 10 Page 30 May 31/94

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Origin of Particles Found on Filters Figure 19

72-00-00 Part 10 Page 31 May 31/94

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Origin of Particles Found on Filters Figure 20

72-00-00 Part 10 Page 32 May 31/94

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Origin of Particles Found on Filters Figure 21

72-00-00 Part 10 Page 33 May 31/94

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Origin of Particles Found on Filters Figure 22

72-00-00 Part 10 Page 34 May 31/94

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Origin of Particle Found on Screen or Filter Figure 23

72-00-00 Part 10 Page 35 May 31/94

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R R R R R R

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

72-00-00 Part 10 Page 36 May 31/94

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R R R R R R

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

72-00-00 Part 10 Page 37/38 May 31/94