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After inserting the revision and removing superseded pages, note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 Rev No. DATE

REMOVED REMOVED
Basic Issue Nov 30, 1980 21 Aug 31/88
1 Feb 28, 1981 22 May 31/89
2 May 31, 1981 23 Aug 31/89
3 Aug 31, 1981 24 Feb 28/90
4 Feb 28, 1982 25 May 31/90
5 Aug 31, 1982 26 Feb 28/91
6 Nov 30, 1982 27 May 31/92
7 May 31, 1983 28 Feb 28/93
8 Nov 30, 1983 29 May 31/93
9 May 31, 1984 30 Nov 30/93
10 Aug 31, 1984 31 May 31/94
11 Nov 30, 1984 32 May 31/95
12 Nov 30, 1985 33 Feb 29/96
13 Feb 28, 1986 34 Nov 30/96
14 May 31, 1986 35 May 31/99
15 Nov 30, 1986 R 36 May 31/00
16 Feb 28, 1987
17 May 31, 1987
18 Aug 31, 1987
19 Nov 30, 1987
20 Feb 29, 1988
HR
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May 31/00
TABLE OF CONTENTS
PART SUBJECT
Title Page
Record of Revisions
History of Revisions
Record of Temporary Revisions
Table of Contents
Introduction
1 General
3 Gamma Ray
7 Borescope Inspection
R 8 Fluorescent Penetrant Inspection
9 Spectrometric Oil Analysis Program (SOAP)
10 Chip Analysis
CONTENTS
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NON-DESTRUCTIVE
TEST MANUAL
INTRODUCTION

INTRODUCTION
LIST OF EFFECTIVE PAGES
SECTION PAGE DATE
TAB
DIVIDER
TITLE
PAGE
LIST OF
EFFECTIVE
R PAGES 1 May 31/92
2 Blank
R INTRO 1 May 31/92

2 Feb 28/91
3 May 31/81
4 May 31/81
5 May 31/81
6 May 31/81
7 May 31/81
8 Feb 28/91
9 May 31/81
10 May 31/81
11 May 31/81
12 May 31/81
13 May 31/81
14 May 31/81
15 May 31/81
16 May 31/90
17 May 31/90
18 Blank
R: indicates pages added, changed, or deleted this revision.
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INTRODUCTION
1. Organization of the Non-Destructive Test Manual.
A. Manual Breakdown.
(1) The Non-Destructive Test Manual (NDTM) is divided into Parts

(methods of testing) defined by Air Transport Association (ATA)
Specification 100. CFMI may assign some Part numbers 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.
Part 1 - General
R Part 2 - Not applicable
Part 3 - Gamma Ray
R Part 4 - Not applicable
Part 5 - Not applicable
Part 7 - Borescope Inspection
Part 8 - Fluorescent Penetrant Inspection
Part 9 - Spectrometric Oil Analysis Program (SOAP)
Part 10 - Chip Analysis
(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.
INTRO
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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.
INTRO
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ATA Numbering of Engine Sections
Figure 1
INTRO
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Engine Directional References
Figure 2
INTRO
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Flange Identification
Figure 3
INTRO
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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.
INTRO
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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.
Terms Definition Associated Terms
R Blister A raised portion of a Bubble

surface caused by Flaking
separation of the outer Oxide Formation
layers of the parent Peeling
material or of a Scale
coating applied to it. Slag inclusion
(weld)
INTRO
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Feb 28/91
Brittle A change in the Cold worked hard

elasticity or resilience (like an old
of the parent material O-ring)
usually caused by aging,
extreme cold, chemical
action, or cold-working.
Buckle A large-scale deformation Ballooning

of the original contour Bend
of a part, usually caused Bulge
by pressure or impact Crease
from a foreign object. Curl
Structural stresses, Dent (not to be
excessive localized confused with
heating, high-pressure small-area defect
differentials, or any in heavy material)
combinations of these. Depression
Distortion
Elongation
Fold
Indentation
Kink
Protrusion
(hollow)
Rupture (result of
excessive
buckling)
Uneven
Warpage
Wrinkle
Burn A rapid, destructive, Burn out (missing

oxidizing action, usually piece)
caused by higher Erosion
temperatures than the Corrosion
parent material can Guttered
withstand. Change in Heat-check
color appearance often Heat deterioration
indicates this condition. Hole (burn)
Hot spot
Overheated
Oxidation
INTRO
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Burnishing Smoothing of a metal Rub

surface by mechanical Wear
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.
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 Break

edge of the parent Nick (similar to Chip, but
material, usually caused no parent material is
by heavy impact from a removed). Notched
foreign object. Spalling (usually a
broken-away flat surface).
Corrosion A mass of small pits Pit

which cumulatively create
a large, shallow cavity
(usually rough in the
surface of the parent
material).
Crack A parting or Break

discontinuity in the Cold shut
parent material (castings)
Crater (castings)
Fatigue damage
Fissure
Fracture
Lap (forgings)
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Crack (Cont'd) 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 Bend

of shape, dimension or Creep
configuration resulting Distortion
from stress or damage.
Dent A completely smooth Peen

surface depression caused
by pressure or impact
from a smooth, rounded
foreign object. The
parent material is
displaced, but none is
separated.
Deviation Any condition that causes Damage

a part to differ from the Defect
manufacturer's blueprint. Flaw
Imperfection
Irregularity
Discontinuity An interruption in the Crack

normal physical structure Seam
or configuration of a Cold shut
part. Lap
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Distortion Any twisting, bending or Bend

permanent strain that Deformation
results in misalignment
or change of shape.
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 Crystallization

of a material under Fretting
cyclic stress loading. Flaking
Flaking See "Spalling".
Fretting Wearing away by low- Wear

amplitude rubbing against Galling
another metal (generally
associated with press fit
or close fitting parts).
Galling A defect caused by the Pickup

movement of 2 surfaces in
contact with each other.
In most cases, an
accumulation of foreign
material is deposited on
the parent material.
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.
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Groove A long, narrow, If depression is shallow

continuous depression and smooth see "Wear"; if
caused by pressure of a depression is sharp, see
moving surface in contact "Scratch".
with the parent material.
High spots Local distortions Blister

Buckle
Bubble
Out-of-round
High metal Displaced metal adjacent Burr

to a defect such as a
scratch, nick or gouge,
which is raised above the
surrounding.
Imbalance The state of being out-

of-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 Backet out

part, or insufficient Excessive play
securing of a part. Excessive
backlash
Insufficient
torque
Shaky
Sloppy
Unbottomed
Unpinned
Unwired
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Misalignment A mismatching or Eccentric

malformation of any part Out-of-round
which either prevents Out-of-square
perfect assembly or Mismatched
results in faulty Unmatched
operation and/or ultimate
failure.
Nick A surface impression with Chip

sharp corners or bottom, Dent
usually caused by Notch
pressure or impact from a
sharp-edged object. The
parent material is
displaced, but usually
none is separated.
No Apparent Term used to describe

Depth surface defects that can
be seen but not felt with
fingernail or
scriberpoint.
Noise An abnormal sound Bumps (sound)

involving moving parts, Chatters
usually an increase in Clicks
volume or a change of Grates (usually
pitch. gears)
Grinds
Hums
Rattles
Rubs
Scrapes (sound)
Screeches
Thumps
Whistles
Obstruction Prevention of free flow Clogged

of a fluid (air, oil, Contaminated
fuel, water) because of Plugged
foreign material in the Restricted
flowpath or malformation
of the part.
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Oil-canning Shapping or popping Buckling

(Snapping displacement of sheet
action) metal when restrained at
its edges like a
diaphragm, wall, or
bottom of an oil can.
Parent Metal All material in a single

part except the weld,
braze filler, or heat-
affected zone (within
1/8 inch (3.175 mm) of
the fusion line).
Pickup Transfer of one material Burr

into or onto the surface Gall
of another in contact Imbedment
with it, usually as a Inclusion
result of friction- Pile-up
heating. Protrusion
Metallization
Pinched Distortion of one or more Bound

surfaces of the parent Compressed
material, caused by Flattened
pressure Seized
Smashed (without
separation into
pieces)
Squashed
Squeezed
Pit A minute depression or Corrosion

cavity having no sharp, Crater
high-stress corners in Electrolytic
the surface of the cavity
material. Pits are Inclusion
usually caused by Perforation
chemical reaction Pinholes
(rusting, chemical Pock-marked
corrosion).
Porosity Areas containing numerous Pit

pits or pinholes Pinholes
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Rub A surface depression or If impression is

displacement caused by shallow and
two surfaces moving while smooth see
in contact with each "Wear". If
other. impression is
sharp, see
"Scratch".
Scale A layer of metallic Burn

oxides formed by chemical
action of oxigen on the
exposed surface of the
metal, usually while hot.
Scratch A long, narrow, sharp- Abrasion

cornered impression Chafe
caused by the movement of Furrow
a sharp object across the Groove
surface of the parent Score
material.
Seizure A welding or binding of Bound up

faces which prevent Frozen
further movement. Tight
Wedged
Welded (without
external
heating).
Spalling Cracking off or flaking Flaking

off of small particles of Fretting
metal from the surface, Galling
usually in thin layers or
localized spots.
R Tear A physical separation, Burr

R pulling apart, or Chip
R wrenching of metal which Crack
R can be caused by impact Nick
R damage.
Unbalance The act of putting a

balanced component out of
balance. Usually
"imbalance" is meant.
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Varnish film A hard surface-film of Banded

partially carbonized Discolored
hydrocarbon, such as oil, Oxidized
which is built up when the Stained
part is heated to or above
the breakdown-point of the
fluid.
Wear Relatively slow removal of Abrasion

parent material in the Attrition
process of operation (not Brinnelled
always visible to the Chafed
naked eye). 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 Line Replaceable Unit

TGB Transfer Gearbox
AGB Accessory Gearbox
LPT Low Pressure Turbine
HPT High Pressure Turbine
MEC Main Engine Control
PMC Power Management Control
VSV Variable Stator Vane
VBV Variable Bleed Valve
N1 Low Pressure Rotor Speed
N2 Core Rotor Speed
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NON-DESTRUCTIVE
TEST MANUAL
PART 1 - GENERAL

PART 1 GENERAL
SECTION PAGE DATE
TAB
DIVIDER
TITLE
PAGE
LIST OF
EFFECTIVE
PAGES 1 May 31/81
2 Blank
CONTENTS 1 May 31/81

2 Blank
72-00-00 1 May 31/81

2 Blank
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TABLE OF CONTENTS
Section Page
R 72-00-00 Purpose of the non destructive test manual ................. 1
R General information ........................................ 1
CONTENTS
Part 1
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May 31/81
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.
72-00-00
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NON-DESTRUCTIVE
TEST MANUAL
PART 3 - GAMMA RAY

PART 3 - GAMMA RAY
SECTION PAGE DATE SECTION PAGE DATE

72-30-00 1 NOV 30/80
TAB 2 NOV 30/80
DIVIDER 3 NOV 30/80
4 NOV 30/80
TITLE 5 NOV 30/80
PAGE 6 NOV 30/80
7 NOV 30/80
LIST OF 8 NOV 30/80
EFFECTIVE 9 NOV 30/80
R PAGES 1 MAY 31/84 10 NOV 30/80
2 BLANK 11 NOV 30/80
12 BLANK
CONTENTS 1 NOV 30/80
2 BLANK 72-40-00 1 NOV 30/80
2 NOV 30/80
INTRO 1 NOV 30/80 3 NOV 30/80
2 NOV 30/80 4 NOV 30/80
3 NOV 30/80
4 NOV 30/80 72-50-00 1 NOV 30/80
2 NOV 30/80
72-00-00 1 NOV 30/80 3 NOV 30/80
2 NOV 30/80 4 NOV 30/80
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2 NOV 30/80
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PART 3 - GAMMA RAY
TABLE OF CONTENTS
Section Page
Introduction ......................................................... 1
72-00-00 Equipment and Inspection ................................. 1
72-20-00 Inspection of Fan Booster Section ........................ 1
73-30-00 Inspection of High Pressure Compressor Section ........... 1
72-40-00 Inspection of Combustion Section ......................... 1
72-50-00 Inspection of High Pressure and Low Pressure

Turbine Sections ......................................... 1
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
INTRO
Part 3
Page 1
Nov 30/80
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.
INTRO
Part 3
Page 2
Nov 30/80
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
INTRO
Part 3
Page 3
Nov 30/80
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.
INTRO
Part 3
Page 4
Nov 30/80
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
72-00-00
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Page 1
Nov 30/80
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
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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: Alternate positive methods of film identification may

be used.
G. 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 Local Purchase

in procedure
(c) Equipment.
Standard 16 x Local Purchase

14 in. (36 x
43 cm) Viewer
High-Intensity Local Purchase

Viewer
(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-of-
thumb, 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
72-00-00
Part 3
Page 13
Nov 30/80
(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.
72-00-00
Part 3
Page 15
Nov 30/80
(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.
72-00-00
Part 3
Page 16
Nov 30/80
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
Figure 2
72-20-00
Part 3
Page 3
Nov 30/80
Figure 3
72-20-00
Part 3
Page 4
Nov 30/80
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.

used for general inspections of the high pressure compressor (HPC)
section. The following steps will aid in organizing an inspection.

this section.

accordingly.

selected.

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
Figure 3
72-30-00
Part 3
Page 4
Nov 30/80
Figure 4
72-30-00
Part 3
Page 5
Nov 30/80
Figure 5
72-30-00
Part 3
Page 6
Nov 30/80
Figure 6
72-30-00
Part 3
Page 7
Nov 30/80
Figure 7
72-30-00
Part 3
Page 8
Nov 30/80
Figure 8
72-30-00
Part 3
Page 9
Nov 30/80
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.
used for general inspections of the combustion section. The following
steps will aid in organizing an inspection.

this section.

accordingly.

selected.

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.

used for general inspections of the turbine sections.
The following steps will aid in organizing an inspection.

this section.

accordingly.

selected.

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).
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HPT Section in Area of HPT Nozzles
Figure 1
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LPT Section in Area of Stage 1 Nozzle
Figure 2
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Figure 3
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Figure 4
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Figure 5
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NON-DESTRUCTIVE
TEST MANUAL
PART 7-BORESCOPE INSPECTION

PART 7 - BORESCOPE INSPECTION
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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
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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, Cart, Stator Actuator

G03 or G04
856A1142P03 or P04 Motor, Drive-Core Engine

Rotation (CFM56-2)
856A1310G01 Kit, Borescope Guide - HP

Turbine
856A1351P01 Guide Tube, HPT Shroud
R 856A1320P04, P05, P06 Borescope Set, Rigid

R P07
R 856A1321P01, P03, P04, P05 Fiberscope Set

or P06
856A1324P01 (ALT) Borescope, Videoprobe -

Flexible
R 856A1322P02, P03, P04, Borescope, Light Source Set

R P07, P08, P09
856A1323G01 Borescope Resolution Monitor
856A1488P01 or P02 Motor Drive - Core Engine

Rotation (CFM56-5)
856A2002P01, P02, P03 Motor Drive - Core Engine

or P04 Rotation (CFM56-3)
R 856A1815G01, G02 Motor Drive-Core Engine

R Rotation (CFM56-7B)
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.
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(2) Standard Tools.
35 mm Camera Local Purchase
Video Monitor Local Purchase
B. Rigid Borescope Set, 856A1320, and Light Source Set, 856A1322. 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.
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4 Temperature range - 0°F to 200°F (- 18°C to 93°C)
continuous operation.
5 Light source - the fiberscope integral light bundle 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
R CFM56-2/A/B/C 856A1142
CFM56-3 856A2002
R CFM56-5/A/B/C 856A1488
R CFM56-7B 856A1815
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 M50TF3276-
S1).
(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
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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
72-00-00
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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
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.
ENGINE REFERENCE
CFM56-2 72-21-00, Fan and Booster Inspection/Check

CFM56-3 TASK 72-00-00-216-008-C00
CFM56-5A TASK 72-21-00-290-001
CFM56-5B TASK 72-21-00-290-003
CFM56-5C TASK 72-21-00-290-801
R CFM56-7B 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.
72-21-00
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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
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R
Booster Section Inspection Record

R Figure 1 (Sheet 1 of 6)
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R

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R

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R

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R

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R

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Booster Blade Map
Figure 2
72-21-00
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R
CFM56-2 Fan Rotor Map of Damaged Blades

72-21-00
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R

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R

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R
R CFM56-7B Fan Rotor Map of Damaged Blades

72-21-00
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R CFM56-2 Stage 2 Booster Rotor Map of Damaged Blades
72-21-00
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R

72-21-00
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R
R CFM56-5A Stage 2 Booster Rotor Map of Damaged Blades

72-21-00
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R
R CFM56-5B Stage 2 Booster Rotor Map of Damaged Blades

72-21-00
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R
R CFM56-5C Stage 2 Booster Rotor Map of Damaged Blades

72-21-00
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R

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R

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R

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R

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R

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R

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R

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R

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R

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R

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R

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R

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R

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R

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R

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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.

to be inspected.
2. Procedure.
The borescope inspection of high pressure compressor is given in the

model.
ENGINE REFERENCE
CFM56-2 72-31-00, Maintenance Practices
CFM56-3 TASK 72-00-00-216-049-C00
CFM56-5A TASK 72-31-00-290-001
CFM56-5B TASK 72-31-00-290-002
CFM56-5C TASK 72-31-00-290-801
R CFM56-7B TASK 72-00-00-200-804
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
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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.

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.
A. General.

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
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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.
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.


72-31-00
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May 31/99
R
Compressor Section Inspection Record

Figure 1
72-31-00
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Compressor Blade Map
Figure 2
72-31-00
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R
Stage 1 Compressor Rotor Map of Damaged Blades

Figure 3
72-31-00
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R

Figure 4
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R

Figure 5
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R

Figure 6
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R

Figure 7
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R

Figure 8
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R

Figure 9
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R

Figure 10
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R

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.

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.
ENGINE REFERENCE

CFM56-3 TASK 72-00-00-216-023-C00
CFM56-5A TASK 72-42-00-290-001
CFM56-5B TASK 72-42-00-290-041
CFM56-5C TASK 72-42-00-290-802
R CFM56-7B TASK 72-00-00-200-805-F00 (SAC)
R TASK 72-00-00-200-816-F00 (DAC)
A. General.
Whenever borescope inspection of the combustion section is required,

the following defects must be observed and assessed as to the
applicable hardware limits for serviceability.
72-42-00
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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 hi-
intensity 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
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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.
A. General.

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 (2) Record inspection on single annular combustion chamber (SAC)

R inspection record. See figure 1.
R (3) Record inspection on dual annular combustion chamber (DAC)

R inspection record. See figure 2.
B. Mapping Defects.
R (1) Record damage on maps.
R - SAC : see figures 3 through 8.
R - DAC : see figures 9 through 15.

inspection. Details are lost relative to magnitude of
defect, surrounding condition, etc.
72-42-00
Part 7
Page 3
May 31/99

72-42-00
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Page 4
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R Single Annular Combustion Section Inspection Record
Figure 1
72-42-00
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R
R Dual Annular Combustion Section Inspection Record

R Figure 2
72-42-00
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May 31/99
R
R Single Angular Combustion Chamber (Typical)

R Figure 3
72-42-00
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May 31/99
R Single Angular Combustion Chamber Section View
R Figure 4
72-42-00
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Page 8
May 31/99
R Outer Liner Surface Map (SAC)
R Figure 5
72-42-00
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May 31/99
R Outer Liner Inner Surface Map (SAC)
R Figure 6
72-42-00
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Page 10
May 31/99
R Inner Liner Surface Map (SAC)
R Figure 7
72-42-00
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Page 11
May 31/99
R Dome Area General Map (SAC)
R Figure 8
72-42-00
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May 31/99
R
R Dual Annular Combustion Chamber Inspection

R Figure 9
72-42-00
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May 31/99
R
R Dual Annular Combustion Chamber Inspection

R Figure 10
72-42-00
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May 31/99
R
R Dual Annular Combustion Chamber Borescope Inspection

R Figure 11
72-42-00
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May 31/99
R

R Figure 12
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R

R Figure 13
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R

R Figure 14
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R

R Figure 15
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May 31/99
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.

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.
ENGINE REFERENCE

CFM56-3 TASK 72-00-00-216-023-C00
CFM56-5A TASK 72-51-00-290-002
CFM56-5B TASK 72-51-00-290-004
CFM56-5C TASK 72-51-00-290-801
R CFM56-7B TASK 72-00-00-200-806-F00
A. General.
Whenever borescope inspection of the HPT nozzle assembly is required,

observed defects must be assessed as to the applicable hardware limits
for serviceability.
72-51-00
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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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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.
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.
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May 31/99
B. Mapping Defects.
(1) Record damage detected on the HPT nozzle vane map.

R See figures 2 and 3.

(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 should be taken to center the light beam on the vane leading
edge in question, eliminating as much glare or reflective lighting
from the inner combustion liner. Too much immersion of the probe
will show liner high-lighting and tend to wash out the HPT nozzle
vane 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
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May 31/99
High Pressure Turbine Nozzle Inspection Report
Figure 1
72-51-00
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High Pressure Turbine Nozzle Map of Damaged Vanes (Typical)
Figure 2
72-51-00
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May 31/99
R
R CFM56-7B HPT Nozzle Map Damaged Vanes

R Figure 3
72-51-00
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May 31/99
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.

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

model.
ENGINE REFERENCE

CFM56-3 TASK 72-00-00-216-026-C00
CFM56-5A TASK 72-52-00-290-001
CFM56-5B TASK 72-52-00-290-001-A
CFM56-5C TASK 72-52-00-290-801
R CFM56-7B TASK 72-00-00-200-807-F00
A. General.
Whenever borescope inspections of the HPT section are required, the

hardware limits for serviceability. It is recommended that in-limit
defect conditions be documented for determination of subsequent
deterioration rates.
72-52-00
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B. On Condition (Scheduled Inspection).
(1) Trailing edge.
Cracks.
(2) Tip area.
(a) Cracks.
(b) Bent, curled, or missing pieces.
(c) Tip trailing edge wear.
(3) Blade platform.
(a) Nicks and dents.
(b) Cracks.
(4) Concave and convex airfoil surface.
(a) Cracks.
(b) Distortion.
(c) Burning.
(5) Cooling holes.
(a) Cracks.
(b) Plugging.
C. Special Inspection.
(1) General.

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.
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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.
72-52-00
Part 7
Page 3
May 31/99
A. General.

which include borescope inspection forms and maps for each rotor
stage of the HPT. The maps are provided so that any damage within
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.
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.

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

72-52-00
Part 7
Page 5
May 31/99
R
HPT Rotor Inspection Record

72-52-00
Part 7
Page 6
May 31/99
R
HPT Rotor Inspection Record

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
R
CFM56-2/-3 HPT Rotor Map of Damaged Blades

72-52-00
Part 7
Page 9
May 31/99
R
CFM56-5 HPT Rotor Map of Damaged Blades

72-52-00
Part 7
Page 10
May 31/99
R
R CFM56-7B With Single Annular Combustion

R HPT Rotor Map of Damaged Blades
72-52-00
Part 7
Page 11
May 31/99
R
R CFM56-7B With Dual Annular Combustion

R HPT Rotor Map of Damaged Blades
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.

to be inspected.
2. Procedure.
The borescope inspection of low pressure turbine is given in the

model.
ENGINE REFERENCE
CFM56-2 72-54-00, Inspection/Check

CFM56-3 TASK 72-00-00-216-045-C00
CFM56-5A TASK 72-54-00-290-001
CFM56-5B TASK 72-54-00-290-005
CFM56-5C TASK 72-54-00-290-801
R CFM56-7B TASK 72-00-00-200-808-F00
A. General.
Whenever borescope inspections of the LPT section are required, the

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.
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 (1) Overtemperature inspection. See figure 1.
R The LPT stage 1 and stage 4 blades (stage 5 for CFM56-5C) must be
R 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

which include borescope inspection forms and maps for each rotor
stage of the LPT. The maps are provided so that any damage within
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.
R (2) Record inspection on inspection record. See figure 2.
R B. Mapping Defects.
R (1) Record individual blade damage on the LPT blade map. See figure 3.
R (2) Record damage detected on the appropriate LPT rotor stage map. See
R figures 4 through 8. The blade numbering relative to angular
R position applies only when the low pressure rotor is indexed as
R defined in section 72-00-00.
R NOTE: When defect/damage maps are used, accomplish the mapping at

R the inspection site. Do not rely on memory of the defect to
R allow the mapping to be done in an office after the
R inspection. Details are lost relative to percent of chord
R or span, magnitude of defect, surrounding condition, etc.
R Map the defect on the site of the inspection.
72-54-00
Part 7
Page 4
Feb 29/96
R C. Photo Recording of Damage.
R Whenever photos are made of a defect, a record of the photo should be

R made immediately on the spot. If the photo is not recorded relative to
R engine serial number, stage, port direction of view, and date, the
R correlation of the hardware damage and the photo will be extremely
R difficult. Note directly on polaroid photos and record relative to
R sequence of photos on 35 mm or negative film.
72-54-00
Part 7
Page 5
Feb 29/96
LPT Blade Overtemperature Inspection
72-54-00
Part 7
Page 6
Feb 29/96
72-54-00
Part 7
Page 7
Feb 29/96
72-54-00
Part 7
Page 8
Feb 29/96
72-54-00
Part 7
Page 9
Feb 29/96
72-54-00
Part 7
Page 10
Feb 29/96
CFM56-2/-3 LPT Section Inspection Record
72-54-00
Part 7
Page 11
May 31/99
R
R CFM56-5A/-5B/-7B LPT Section Inspection Record

72-54-00
Part 7
Page 12
May 31/99
CFM56-5C LPT Section Inspection Record
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
R
CFM56-2/-3 Stage 1 LPT Rotor Map of Damaged Blades

72-54-00
Part 7
Page 15
May 31/99
R
R CFM56-5A/-5B/-7B Stage 1 LPT Rotor Map of Damaged Blades

72-54-00
Part 7
Page 16
May 31/99
R
CFM56-5C Stage 1 LPT Rotor Map of Damaged Blades

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

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

72-54-00
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May 31/99
R

72-54-00
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R

72-54-00
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R

72-54-00
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R

72-54-00
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R
72-54-00
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R

72-54-00
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R

72-54-00
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R

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
LIST OF
EFFECTIVE
R PAGES 1 Aug 31/89
2 Blank
R CONTENTS 1 Aug 31/89

2 Blank
R 70-00-71 1 Aug 31/89

2 Blank
R LEP
R Part 8
R Page 1/2
R Aug 31/89
PART 8 – FLUORESCENT PENETRANT INSPECTION
TABLE OF CONTENTS
SECTION PAGE
R 70-00-71 Fluorescent Penetrant Inspection 1
R
R
CONTENTS
Part 8
R Page 1/2
R Aug 31/89
R FLUORESCENT – PENETRANT INSPECTION
R 1. General.
R A. The fluorescent-penetrant inspection (FPI) process is a visual

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

R configuration of parts being inspected.
R (a) Post-emulsifiable penetrants.
R (b) Water-washable penetrants.
R CAUTION: WATER-WASHABLE PENETRANTS SHOULD NOT BE USED FOR

R 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 4. Quality Assurance
R
70-00-71
Part 8
R
Page 1/2
R Aug 31/89
R
NON-DESTRUCTIVE
TEST MANUAL
PART 9-SPECTROMETRIC OIL

ANALYSIS PROGRAM

PART 9 - SPECTROMETRIC OIL ANALYSIS PROGRAM
TAB R 79-00-00 29 May 31/00

DIVIDER R (Cont'd) 30 May 31/00
R 31 May 31/00
TITLE R 32 May 31/00
R PAGE 1 May 31/00 R 33 May 31/00
R 34 May 31/00
LIST OF R 35 May 31/00
EFFECTIVE R 36 May 31/00
R PAGES 1 May 31/00 R 37 May 31/00
R 2 May 31/00 R 38 May 31/00
R 39 May 31/00
79-00-00 1 May 31/99 R 40 May 31/00
2 May 31/99 R 41 May 31/00
3 May 31/99 R 42 May 31/00
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LEP
Part 9
Page 1
May 31/00
PART 9 - SPECTROMETRIC OIL ANALYSIS PROGRAM
R 79-00-00 71 May 31/00

R (Cont'd) 72 May 31/00
R 73 May 31/00
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LEP
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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
Part 9
Page 1
R 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 Local Purchase

and tubes
(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
Part 9
Page 2
R 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
Part 9
Page 3
R 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
Part 9
Page 4
R 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
Part 9
Page 5
R 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.
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
R 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
R
Oil Sampling for Analysis

Figure 1
79-00-00
Part 9
Page 7
May 31/99
R
Chemical Composition of Materials (In Percent)

79-00-00
Part 9
Page 8
May 31/99
R
Chemical Composition of Materials (In Percent)

79-00-00
Part 9
Page 9
May 31/00
R
R CMF56-2 Engine Sump Area

R Figure 3
79-00-00
Part 9
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CMF56-2 Forward Sump Material
79-00-00
Part 9
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R May 31/00
79-00-00
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R May 31/00
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R May 31/00
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79-00-00
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R May 31/00
CMF56-2 Transfer and Accessory Gearboxes, Radial Drive Shaft
Lubrication Unit
R Figure 5
79-00-00
Part 9
Page 16
May 31/00
CMF56-2 Accessory Gearbox Assembly
R Figure 6
79-00-00
Part 9
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May 31/00
Magnetic and Sealol Seal/Housing
R Figure 7
79-00-00
Part 9
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May 31/00
CMF56-2 Material Sheet Data
79-00-00
Part 9
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May 31/00
CMF56-2 Material Sheet Data
79-00-00
Part 9
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May 31/00
R
R CMF56-2 No. 4 and No. 5 Bearing Area (AFT Sump)

79-00-00
Part 9
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R
R CMF56-2 Material Sheet Data

79-00-00
Part 9
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R
R CMF56-2 AFT Sump (Location of Seals)

R Figure 10
79-00-00
Part 9
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R
R CMF56-3 Engine Sump Area

R Figure 11
79-00-00
Part 9
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R
R CMF56-3 No. 1 Bearing Support and Oil Manifold

79-00-00
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R
R CMF56-3 No. 2 Bearing Area (Forward Sump)

79-00-00
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R
R CMF56-3 No. 1 and No. 2 Bearing Area (Material Sheet Data)

79-00-00
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R
R CMF56-3 No. 3 Bearing Area (Forward Sump Material)

79-00-00
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R
R CMF56-3 No. 3 Bearing Area (Material Sheet Data)

79-00-00
Part 9
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R
R CMF56-3 AGB/TGB Forward Sump Material

79-00-00
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R
R CMF56-3 AGB/TGB Forward Sump Material

79-00-00
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R
R CMF56-3 Forward Sump Material

79-00-00
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R
R CMF56-3 Accessory Gearbox Assembly

79-00-00
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R
R CMF56-3 Accessory Gearbox Assembly

79-00-00
Part 9
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R
R CMF56-3 TGB and Lubrication Unit Sump Material

79-00-00
Part 9
Page 35
May 31/00
R
R CMF56-3 Magnetic and Sealol Seal/Housing

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

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

79-00-00
Part 9
Page 38
May 31/00
R
R CMF56-3 No. 4 Bearing Area (AFT Sump)

79-00-00
Part 9
Page 39
May 31/00
R
R CMF56-3 No. 5 Bearing Area (AFT Sump)

79-00-00
Part 9
Page 40
May 31/00
R
R CMF56-3 No. 4 and No. 5 Bearing Area (Material Sheet Data)

79-00-00
Part 9
Page 41
May 31/00
R
R CMF56-5A Engine Sump Area

R Figure 16
79-00-00
Part 9
Page 42
May 31/00
R
R CMF56-5B Engine Sump Area

R Figure 17
79-00-00
Part 9
Page 43
May 31/00
R
R CMF56-5C Engine Sump Area

R Figure 18
79-00-00
Part 9
Page 44
May 31/00
R
R CMF56-5A No. 1 Bearing Support and Oil Manifold (Forward Sump)

79-00-00
Part 9
Page 45
May 31/00
R
R CMF56-5B No. 1 Bearing Support and Oil Manifold (Forward Sump)

79-00-00
Part 9
Page 46
May 31/00
R
R CMF56-5C No. 1 Bearing Support and Oil Manifold (Forward Sump)

79-00-00
Part 9
Page 47
May 31/00
R
R CMF56-5A No. 2 Bearing Area (Forward Sump)

79-00-00
Part 9
Page 48
May 31/00
R
R CMF56-5B No. 2 Bearing Area (Forward Sump)

79-00-00
Part 9
Page 49
May 31/00
R
R CMF56-5C No. 2 Bearing Area (Forward Sump)

79-00-00
Part 9
Page 50
May 31/00
R
R CMF56-5A/-5B/-5C No. 1 and No. 2 Bearing Area (Forward Sump)

79-00-00
Part 9
Page 51
May 31/00
R
R CMF56-5A No. 3 Bearing Area (Forward Sump)

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

79-00-00
Part 9
Page 53
May 31/00
R
R CMF56-5C No. 3 Bearing Area (Forward Sump)

79-00-00
Part 9
Page 54
May 31/00
R
R CMF56-5A/-5B/-5C No. 3 Bearing Area (Forward Sump)

R Material Sheet Data
79-00-00
Part 9
Page 55
May 31/00
R
R CMF56-5A TGB Sump

79-00-00
Part 9
Page 56
May 31/00
R
R CMF56-5A AGB/TGB Sump

79-00-00
Part 9
Page 57
May 31/00
R
R CMF56-5A AGB/TGB Sump

79-00-00
Part 9
Page 58
May 31/00
R
R CMF56-5B TGB Sump

79-00-00
Part 9
Page 59
May 31/00
R
R CMF56-5B AGB/TGB Sump

79-00-00
Part 9
Page 60
May 31/00
R
R CMF56-5B AGB Sump

79-00-00
Part 9
Page 61
May 31/00
R
R CMF56-5C TGB Sump

79-00-00
Part 9
Page 62
May 31/00
R
R CMF56-5C AGB/TGB Sump

79-00-00
Part 9
Page 63
May 31/00
R
R CMF56-5C AGB Sump

79-00-00
Part 9
Page 64
May 31/00
R
R CMF56-5A/-5B/-5C Accessory Gearbox Assembly

79-00-00
Part 9
Page 65
May 31/00
R
R CMF56-5A/-5B/-5C Accessory Gearbox Assembly

79-00-00
Part 9
Page 66
May 31/00
R
R CMF56-5A/-5B/-5C Magnetic Seal/Housing

79-00-00
Part 9
Page 67
May 31/00
R
R CMF56-5A/-5B/-5C Sealol Seal

79-00-00
Part 9
Page 68
May 31/00
R
R CMF56-5A/-5B/-5C Lubrication Unit

79-00-00
Part 9
Page 69
May 31/00
R
R CMF56-5A Material Sheet Data

79-00-00
Part 9
Page 70
May 31/00
R
R CMF56-5A Material Sheet Data

79-00-00
Part 9
Page 71
May 31/00
R
R CMF56-5B Material Sheet Data

79-00-00
Part 9
Page 72
May 31/00
R
R CMF56-5B Material Sheet Data

79-00-00
Part 9
Page 73
May 31/00
R
R CMF56-5C Material Sheet Data

79-00-00
Part 9
Page 74
May 31/00
R
R CMF56-5C Material Sheet Data

79-00-00
Part 9
Page 75
May 31/00
R
R CMF56-5A No. 4 Bearing Area (AFT Sump)

79-00-00
Part 9
Page 76
May 31/00
R
R CMF56-5B No. 4 Bearing Area (AFT Sump)

79-00-00
Part 9
Page 77
May 31/00
R
R CMF56-5C No. 4 Bearing Area (AFT Sump)

79-00-00
Part 9
Page 78
May 31/00
R
R CMF56-5A No. 5 Bearing Area (AFT Sump)

79-00-00
Part 9
Page 79
May 31/00
R
R CMF56-5B No. 5 Bearing Area (AFT Sump)

79-00-00
Part 9
Page 80
May 31/00
R
R CMF56-5C No. 5 Bearing Area (AFT Sump)

79-00-00
Part 9
Page 81
May 31/00
R
R CMF56-5A/-5B/-5C No. 4 and No. 5 Bearing Area (AFT Sump)

R Material Data Sheet
79-00-00
Part 9
Page 82
May 31/00
R

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

79-00-00
Part 9
Page 84
May 31/00
R
R CMF56-7B No. 1 Bearing Support and Oil Manifold

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

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

79-00-00
Part 9
Page 87
May 31/00
R
R CMF56-7B No. 1 and No. 2 Bearing Area (Forward Sump)

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

79-00-00
Part 9
Page 89
May 31/00
CMF56-7B AGB/TGB Sump
79-00-00
Part 9
Page 90
May 31/00
CMF56-7B AGB/TGB Sump
79-00-00
Part 9
Page 91
May 31/00
R CMF56-7B AGB/TGB Sump
79-00-00
Part 9
Page 92
May 31/00
R
R CMF56-7B Gearboxes Area (Forward Sump) Material Sheet Data

79-00-00
Part 9
Page 93
May 31/00
R CMF56-7B Gearboxes Area (Forward Sump) Material Sheet Data
79-00-00
Part 9
Page 94
May 31/00
CMF56-7B No. 4 Bearing Area (Aft Sump)
79-00-00
Part 9
Page 95
May 31/00
CMF56-7B No. 5 Bearing Area (Aft Sump)
79-00-00
Part 9
Page 96
May 31/00
R
R CMF56-7B No. 4 and No. 5 Bearing Area (Aft Sump) Material Sheet Data
79-00-00
Part 9
Page 97
May 31/00
R (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
Part 9
Page 99
R 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
Part 9
Page 100
R May 31/00
NON-DESTRUCTIVE
TEST MANUAL
PART 10 - CHIP ANALYSIS
CFMI-TP-NT.11 MAY 31, 1984

REVISED FEBRUARY 29, 1996
R TITLE PAGE 1 Feb 29/96 72-00-00 30 May 31/94

(CONT'D) 31 May 31/94
R LEP 1 Feb 29/96 32 May 31/94
R 2 Blank 33 May 31/94
34 May 31/94
CONTENTS 1 May 31/84 35 May 31/94
2 Blank 36 May 31/94
37 May 31/94
INTRO 1 May 31/84 38 Blank
2 Blank
72-00-00 1 May 31/84

2 May 31/84
3 Aug 31/89
4 May 31/94
5 May 31/94
6 May 31/94
7 May 31/94
8 May 31/94
9 May 31/94
10 May 31/94
11 May 31/94
12 May 31/94
R 13 Feb 29/96
R 14 Feb 29/96
15 May 31/94
16 May 31/94
17 May 31/94
18 May 31/94
19 May 31/94
20 May 31/94
21 May 31/94
22 May 31/94
23 May 31/94
24 May 31/94
25 May 31/94
26 May 31/94
27 May 31/94
28 May 31/94
29 May 31/94
R : Indicates pages added, changed, or deleted this revision.
LEP
Part 10
Page 1/2
Feb 29/96
TABLE OF CONTENTS
Section Page
R Introduction .................................................... 1
R 72-00-00 Chip Analysis ....................................... 1
R CONTENTS
R Part 10
R Page 1/2
R May 31/84
R 1. General.
R A. To provide maintenance personnel the information concerning

R recovery of particles and action to be taken.
R B. The particles found during filter and magnetic plug inspection

R will permit the technical crews to assess the internal status of
R engine mechanical assemblies.
R C. It is very important that the recovery of particles be performed

R with care because the action to be taken depends on the diagnosis
R made from the analysis results.
R D. A preliminary observation of the particles will determine the

R immediate action to be taken but, in order to define the fault
R origin with a maximum of accuracy, the particles will be analyzed
R in a laboratory as soom as possible.
R NOTE: After applying the procedures recommended in paragraph 4

R (preliminary observation of particles) and pending analysis
R results, the sump in question should be closely monitored.
R
R INTRO
R Part 10
R Page 1/2
May 31/84
OIL SYSTEM - RECOVERY OF PARTICLES FOR ANALYSIS
R 1. General.
R This procedure describes the recovery, for analysis, of particles

R found during visual inspection of the filters and magnetic plugs on
R lubrication unit or during drainage of oil tank or drainage of
R transfer and accessory gearboxes.
R 2. Tools, Equipment and Materials.
R NOTE: Equivalent substitutes may be used instead of the following

R items.
R A. Tools and Equipment.
R (1) Equipment.
R Description Manufacturer Code
R Pyrex Filter Support BY

R With funnel and clamp
R XX 10 047 30
R Vacuum Flask BY
R (1 liter capacity)
R XX 10 047 05
R Filtered Solvent Distributor BY

R XX 66 025 00
R Latex Vacuum Hose BY

R XX 25 047 55
R Flat Tip Tweezers BY

R XX 62 000 06
R Petri dishes BY
R PD 15 047 00
R Filter for Solvent BY

R Distributor
R Dia 1 inch (25,4 mm)
R Pore: 0,001 mm
R FALP 025 00
R
R 72-00-00
R Part 10
R Page 1
May 31/84
R Description Manufacturer Code
R Filters (Polyamide filter) BZ

R Dia 1.8 inch (45 mm)
R Pore : 0.002 inch (0,05 mm)
R EP 1239 D 4 P
R Eductor or Local Purchase

R Vacuum Bulb 300 ml Local Purchase
R Bottle Brush Local Purchase

R Dia 0.4 inch (10 mm)
R Brush Local Purchase
R Binocular x 20 Local Purchase
R Magnet Local Purchase

R Dia 1 inch (25,4 mm)
R Length 1 inch (25,4 mm)
R Pull force 15 lb (7 daN)
R Approximately
R Stainless Steel Tank Local Purchase

R or Glass Tank
R 8x4x3.5 inches
R (200x400x90 mm) minimum
R (2) Consumable Products
R Code No. Description
R CP 2011 Stoddard Solvent
R 3. Particles Recovery Procedure.
R CAUTION: REMOVE INDIVIDUALLY CHIP DETECTORS FROM LUBRICATION UNIT

R AND IDENTIFY EACH AS REMOVED. AN ERROR IN THE SUMP
R INVOLVED LEADS TO A DIAGNOSIS ERROR.
R A. Place, without dripping, chip detectors, supply or scavenge

R filters having particles in a new polyethylene bag. Tag each bag
R with the following indications:
R (1) Airline
R (2) Aircraft type and serial number.
R
R 72-00-00
R Part 10
R 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 spring-

loaded pin that secures filter to chip detector using a
fiber pusher. Replace filter into plastic bag.
NOTE: Particles remaining on the filter may be

recovered using filtering equipment. See
paragraph 3. B. (2).
R (c) Remove particles from chip detector magnet using a clean
R cloth or a thin sheet of paper.
R NOTE: The use of magnets to remove particles is not

R recommended since repeated exposure may degrade
R magnetic performance of magnetic plug.
R NOTE: Avoid collecting particles on a strip of adhesive

R tape as it will be difficult to remove them.
(d) Place particles onto a filter into a Petri dish. See

figure 2.
72-00-00
Part 10
R Page 3
Aug 31/89
R Lubrication Unit (CFM56-2 Engines)
Figure 1 (Sheet 1/2)
72-00-00
Part 10
Page 4
May 31/94
R Chip Detector (CFM56-2 Engines)
Figure 1 (Sheet 2/2)
72-00-00
Part 10
Page 5
May 31/94
R
R Lubrication Unit (CFM56-3 Engines)

Figure 1A (Sheet 1/2)
72-00-00
Part 10
Page 6
May 31/94
R
R 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: See

figure 3.
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
Part 10
Page 8
R May 31/94
Petri Dish
Figure 2
72-00-00
Part 10
Page 9
R May 31/94
Filtering Equipment
Figure 3
72-00-00
Part 10
Page 10
R 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
Part 10
Page 11
R May 31/94
(l) A new or thoroughly cleaned oil filter will be installed
on lubrication unit. See Maintenance Manual, chapter 12-
00-00, 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: carbon deposit

slightly magnetic.
(d) Non-metallic particles such as: carbon deposit, sand,

carbon seal, o-ring etc.
(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
Part 10
Page 12
R 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
72-00-00
Part 10
Page 15
R May 31/94
Non Identified and Magnetic Particles
72-00-00
Part 10
Page 16
R May 31/94
R
Origin of Particles Found on Filters

Figure 6
72-00-00
Part 10
Page 17
R May 31/94
R

Figure 7
72-00-00
Part 10
Page 18
R May 31/94
R

Figure 8
72-00-00
Part 10
Page 19
May 31/94
R

Figure 9
72-00-00
Part 10
Page 20
May 31/94
R

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

Figure 11
72-00-00
Part 10
Page 22
May 31/94
R

Figure 12
72-00-00
Part 10
Page 23
May 31/94
R

72-00-00
Part 10
Page 24
May 31/94
72-00-00
Part 10
Page 25
R May 31/94
R

Figure 14
72-00-00
Part 10
Page 26
May 31/94
R

Figure 15
72-00-00
Part 10
Page 27
May 31/94
R

Figure 16
72-00-00
Part 10
Page 28
May 31/94
R

Figure 17
72-00-00
Part 10
Page 29
May 31/94
R

Figure 18
72-00-00
Part 10
Page 30
May 31/94
R

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

Figure 20
72-00-00
Part 10
Page 32
May 31/94
R

Figure 21
72-00-00
Part 10
Page 33
May 31/94
R

Figure 22
72-00-00
Part 10
Page 34
May 31/94
R
Origin of Particle Found on Screen or Filter

Figure 23
72-00-00
Part 10
Page 35
May 31/94
R
R Origin of Particle Found on Screen or Filter

R
R
72-00-00
Part 10
R Page 36
R May 31/94
R
R Origin of Particle Found on Screen or Filter

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

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NON-DESTRUCTIVE

CFMI-TP-NT.11 NOVEMBER 30, 1980

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

Please insert/replace pages in accordance with the list of

After inserting the revision and removing superseded pages, note

Please direct any inquiries or comments regarding this revision

Rev No. DATE Rev No. DATE

Record of Temporary Revisions

R 8 Fluorescent Penetrant Inspection

9 Spectrometric Oil Analysis Program (SOAP)

CFMI-TP-NT.11 NOVEMBER 30, 1980

SECTION PAGE DATE

R INTRO 1 May 31/92

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

1. Organization of the Non-Destructive Test Manual.

(1) The Non-Destructive Test Manual (NDTM) is divided into Parts

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

General Technical Principles.

Equipment and/or Facilities.

Preparation and Operation.

Inspection of the Engine, Component, or Part.

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

2. Engine Directional References. See figure 2.

Clockwise, counterclockwise, clock position and other directional

3. Flange Identification. See figure 3.

(1) Front stator case horizontal left flange.

(2) Front stator case horizontal right flange.

This manual is to be used in conjunction with applicable Maintenance

CAUTION: CAUTIONS CALL ATTENTION TO METHODS AND PROCEDURES WHICH, IF

WARNING: WARNINGS CALL ATTENTION TO METHODS, PROCEDURES OR LIMITS

The following is a list of publications written in support of CFM56

The Maintenance Manual presents detailed information required to

The operating instructions give operating limits and special operating

C. Illustrated Parts Catalog.

(2) The catalog is also a historical record of parts used, superseded,

D. Illustrated Tool and Equipment Manual.

The Illustrated Tool and Equipment Manual provides information on the

E. Engine Shop Manual.

(1) The Engine Shop Manual presents detailed information required to

(2) Inspection, repair procedures, testing and troubleshooting

(1) The Component Manuals contain detailed maintenance or overhaul

(2) The manual covers disassembly, cleaning, inspection, approved

G. Facility Planning Manual.

The Facility Planning Manual provides the information to aid airline

H. Standard Practices Manual.

I. Consumable Products Manual.

The Consumable Products Manual presents technical data on all products

6. Definition of Terms and Abbreviations.

The following terms are used to describe/define defects.

Terms Definition Associated Terms

R Blister A raised portion of a Bubble

Brittle A change in the Cold worked hard

Buckle A large-scale deformation Ballooning

Burn A rapid, destructive, Burn out (missing

Burnishing Smoothing of a metal Rub

Burr A rough edge or a sharp

Chafing See "Gall" or "Scratch".

Chip A breaking away of the Break

Corrosion A mass of small pits Pit