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CFM56 NDT Manual

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is a Non Destructive Manual of CFM56 engine

Description

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

CFMI-TP-NT

NOVEMBER 30,

REVISED MAY 31,

TAB DIVIDER

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

May 31/00

May 31/00 May 31/00

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

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

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

LEP Part 9 Page 1 May 31/00

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

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

SECTION

LEP Part 9 Page 2 May 31/00

SPECTROMETRIC OIL ANALYSIS PROGRAM 1

General

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

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,

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,

) it is possible to be forewarned and to monitor the evolution of incipient damage to a component of the unit concerned

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

A failure signature can be defined for each type of damage and comprises not only of oil contamination by particles produced by wear,

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

It is the sum of this information which makes up the failure signature

79-00-00 R

Part 9 Page 1 May 31/99

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

Equipment and Materials

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

Description

Manufacturer Code

Plastic bottles and tubes

Local Purchase

None required

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,

) a sample of 250 cc can be extracted

79-00-00 R

Part 9 Page 2 May 31/99

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

(e) Type and brand of oil used

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

Calibration and Analysis

There are two types of equipment: emission and atomic absorption

They have different sensitivities to the elements to be monitored

Sensitivity,

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

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,

Philadelphia,

Method D-2P3,

In calibrating,

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

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

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,

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,

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

SOAP Data Analysis

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

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,

The following guidelines are provided for consideration (quantity values provided indicate relative values

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

Ag) in conjunction with Fe SOAP results with figures 1 thru 16 for guidance in diagnostic investigations of the engine

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,

pump bearing distress may occur due to ingestion of material from an engine part's distress,

and Fe indication may be from engine part

IGB or AGB bearing distress

The gearbox bearing housings and the IGB Horizontal drive shaft are Cr plated

Cr are major constituents of many parts in the sumps

W may be the SOAP indication of a future No

Oil Sampling for Analysis Figure 1

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

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

CMF56-2 Engine Sump Area Figure 3

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

CMF56-2 Transfer and Accessory Gearboxes,

Radial Drive Shaft Lubrication Unit Figure 5

CMF56-2 Accessory Gearbox Assembly Figure 6

Magnetic and Sealol Seal/Housing Figure 7

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

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

CMF56-2 No

4 and No

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

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

CMF56-3 Engine Sump Area Figure 11

CMF56-3 No

CMF56-3 No

CMF56-3 No

1 and No

CMF56-3 No

CMF56-3 No

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

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

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

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

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

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

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

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

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

CMF56-3 No

CMF56-3 No

CMF56-3 No

4 and No

CMF56-5A Engine Sump Area Figure 16

CMF56-5B Engine Sump Area Figure 17

CMF56-5C Engine Sump Area Figure 18

CMF56-5A No

CMF56-5B No

CMF56-5C No

CMF56-5A No

CMF56-5B No

CMF56-5C No

CMF56-5A/-5B/-5C No

1 and No

CMF56-5A No

CMF56-5B No

CMF56-5C No

CMF56-5A/-5B/-5C No

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

CMF56-5A No

CMF56-5B No

CMF56-5C No

CMF56-5A No

CMF56-5B No

CMF56-5C No

CMF56-5A/-5B/-5C No

4 and No

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

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

CMF56-7B No

CMF56-7B No

CMF56-7B No

CMF56-7B No

1 and No

CMF56-7B No

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

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

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

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

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

CMF56-7B No

CMF56-7B No

CMF56-7B No

4 and No

These records may provide for establishing SOAP diagnostic criteria

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

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,

(2) If the collectors have debris,

substantiating possible parts distress,

(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

(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

Perform Radiographic inspection of the No

Monitor engine oil consumption,

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

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

Perform a filtration of sample with a filter of 11

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,

"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