cfm56 ndt manual

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CFMI-TP-NT.11 NOVEMBER 30, 1980

REVISED MAY 31, 2000

NON-DESTRUCTIVETEST MANUAL

PART 9-SPECTROMETRIC OILANALYSIS PROGRAM


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PART 9 - SPECTROMETRIC OIL ANALYSIS PROGRAM

SECTION PAGE DATE

79-00-00 71 May 31/00(Cont'd) 72 May 31/00

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

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SPECTROMETRIC OIL ANALYSIS PROGRAM

1. General.

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

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

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

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

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

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

(2) Vibrations.

(3) oil pressure, consumption and discoloration.

(4) Borescopy.

(5) Gamma radiography.

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

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2. Sampling.

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

A. Tools, Equipment and Materials.

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

(1) Tools and Equipment.

(a) Standard tools.

Description Manufacturer Code

Plastic bottles Local Purchaseand tubes

(2) Consumable Products. None required.

B. Procedure

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

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

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

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

NOTE: A sample of 60 cc should be extracted for a spectromicoil analysis. It is necessary to use a greater bottlethan 60 cc and avoid filling up the bottle. If other

analysis should be necessary (ferrography, chipsanalysis...) a sample of 250 cc can be extracted.

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

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

(4) Tag oil samples as follows:

(a) Engine total operating time.

(b) Operating time since last oil sampling.

(c) Date of sample.

(d) Identification of engine.

(e) Type and brand of oil used.

(f) Oil consumption.

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

3. Calibration and Analysis.

There are two types of equipment: emission and atomic absorption. They

have different sensitivities to the elements to be monitored.Sensitivity, detection limits, and working range for analysis of eachelement should be available from the equipment manufacturers.

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

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

4. SOAP Data Analysis.

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

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

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

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

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

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

spline wear.

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

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

The following element associations are suggested as possibledistress identifiers:

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

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

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

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

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

(f) Al - indication of lub module distress

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


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


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CMF56-2 Engine Sump AreaFigure 3


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


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

Figure 5


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RCMF56-2 Accessory Gearbox Assembly

Figure 6


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RMagnetic and Sealol Seal/Housing

Figure 7


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RCMF56-2 Material Sheet Data

Figure 8 (Sheet 1 of 2)


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RCMF56-2 Material Sheet Data



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


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


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


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


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


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CMF56-3 Material Sheet DataFigure 14 (Sheet 8 of 9)


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


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


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CMF56-5B Engine Sump AreaFigure 17


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CMF56-5C Engine Sump AreaFigure 18


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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



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


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


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


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



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



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RCMF56-7B AGB/TGB Sump



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


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


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



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

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

1 Perform Radiographic inspection of the IGB radialshaft.

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

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

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

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

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

3 Perform a second SOAP on the sample and determine Si

concentration (C2).

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

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

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

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

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

cfm56 ndt manual

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