Cfmallborescope Inspection 160820204643

TRAINING MANUAL
CFM56-ALL
BORESCOPE INSPECTION
SEP 2003
CTC-229 Level 3
TOC
CFM56-ALL TRAINING MANUAL
Published by CFMI
CFMI Customer Training Center CFMI Customer Training Services

Snecma Services GE Aircraft Engines
Site de Melun-Montereau, Customer Technical Education Center
Aérodrome de Villaroche 123 Merchant Street
Chemin de Viercy, B.P. 1936, Mail Drop Y2
77019 - Melun Cedex Cincinnati, Ohio 45246
FRANCE USA
EFFECTIVITY Page 1
ALL CFM56 ENGINES GENERAL
Issue 01
CFMI PROPRIETARY INFORMATION
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY Page 2
Issue 01
This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult
pertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (GE and
SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.
Therefore, None of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported
or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and
CFM International.
COPYRIGHT 1998 CFM INTERNATIONAL
EFFECTIVITY Page 3
Issue 01
EFFECTIVITY Page 4
Issue 01
LEXIS
EFFECTIVITY Page 5
ALL CFM56 ENGINES LEXIS
Issue 02
A ATA AIR TRANSPORT ASSOCIATION

A/C AIRCRAFT ATC AUTOTHROTTLE COMPUTER
AC ALTERNATING CURRENT ATHR AUTO THRUST
ACARS AIRCRAFT COMMUNICATION ATO ABORTED TAKE OFF
ADRESSING and REPORTING SYSTEM AVM AIRCRAFT VIBRATION MONITORING
ACAU AIR CONDITIONING ACCESSORY UNIT
ACMS AIRCRAFT CONDITION MONITORING B
SYSTEM BITE BUILT IN TEST EQUIPMENT
ACS AIRCRAFT CONTROL SYSTEM BMC BLEED MANAGEMENT COMPUTER
ADC AIR DATA COMPUTER BPRV BLEED PRESSURE REGULATING VALVE
ADEPT AIRLINE DATA ENGINE PERFORMANCE BSI BORESCOPE INSPECTION
TREND BSV BURNER STAGING VALVE (SAC)
ADIRS AIR DATA AND INERTIAL REFERENCE BSV BURNER SELECTION VALVE (DAC)
SYSTEM BVCS BLEED VALVE CONTROL SOLENOID
ADIRU AIR DATA AND INERTIAL REFERENCE
UNIT C
AGB ACCESSORY GEARBOX C CELSIUS or CENTIGRADE
AIDS AIRCRAFT INTEGRATED DATA SYSTEM CAS CALIBRATED AIR SPEED
ALF AFT LOOKING FORWARD CBP (HP) COMPRESSOR BLEED PRESSURE
ALT ALTITUDE CCDL CROSS CHANNEL DATA LINK
ALTN ALTERNATE CCFG COMPACT CONSTANT FREQUENCY
AMB AMBIENT GENERATOR
AMM AIRCRAFT MAINTENANCE MANUAL CCU COMPUTER CONTROL UNIT
AOG AIRCRAFT ON GROUND CCW COUNTER CLOCKWISE
A/P AIRPLANE CDP (HP) COMPRESSOR DISCHARGE PRESSURE
APU AUXILIARY POWER UNIT CDS COMMON DISPLAY SYSTEM
ARINC AERONAUTICAL RADIO, INC. CDU CONTROL DISPLAY UNIT
(SPECIFICATION) CFDIU CENTRALIZED FAULT DISPLAY
ASM AUTOTHROTTLE SERVO MECHANISM INTERFACE UNIT
A/T AUTOTHROTTLE CFDS CENTRALIZED FAULT DISPLAY SYSTEM
EFFECTIVITY Page 6
Issue 02
CFMI JOINT GE/SNECMA COMPANY (CFM DAR DIGITAL ACMS RECORDER

INTERNATIONAL) DC DIRECT CURRENT
CG CENTER OF GRAVITY DCU DATA CONVERSION UNIT
Ch A channel A DCV DIRECTIONAL CONTROL VALVE BOEING
Ch B channel B DEU DISPLAY ELECTRONIC UNIT
CHATV CHANNEL ACTIVE DFCS DIGITAL FLIGHT CONTROL SYSTEM
CIP(HP) COMPRESSOR INLET PRESSURE DFDAU DIGITAL FLIGHT DATA ACQUISITION
CIT(HP) COMPRESSOR INLET TEMPERATURE UNIT
cm.g CENTIMETER X GRAMS DFDRS DIGITAL FLIGHT DATA RECORDING
CMC CENTRALIZED MAINTENANCE COMPUTER SYSTEM
CMM COMPONENT MAINTENANCE MANUAL DISC DISCRETE
CMS CENTRALIZED MAINTENANCE SYSTEM DIU DIGITAL INTERFACE UNIT
CMS CENTRAL MAINTENANCE SYSTEM DMC DISPLAY MANAGEMENT COMPUTER
CODEP HIGH TEMPERATURE COATING DMD DEMAND
CONT CONTINUOUS DMS DEBRIS MONITORING SYSTEM
CPU CENTRAL PROCESSING UNIT DMU DATA MANAGEMENT UNIT
CRT CATHODE RAY TUBE DOD DOMESTIC OBJECT DAMAGE
CSD CONSTANT SPEED DRIVE DPU DIGITAL PROCESSING MODULE
CSI CYCLES SINCE INSTALLATION DRT DE-RATED TAKE-OFF
CSN CYCLES SINCE NEW
CTAI COWL THERMAL ANTI-ICING E
CTEC CUSTOMER TECHNICAL EDUCATION EAU ENGINE ACCESSORY UNIT
CENTER EBU ENGINE BUILDUP UNIT
CTL CONTROL ECA ELECTRICAL CHASSIS ASSEMBLY
Cu.Ni.In COPPER.NICKEL.INDIUM ECAM ELECTRONIC CENTRALIZED AIRCRAFT
CW CLOCKWISE MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
D ECU ELECTRONIC CONTROL UNIT
DAC DOUBLE ANNULAR COMBUSTOR EE ELECTRONIC EQUIPMENT
DAMV DOUBLE ANNULAR MODULATED VALVE EEC ELECTRONIC ENGINE CONTROL
EFFECTIVITY Page 7
Issue 02
EFH ENGINE FLIGHT HOURS FDAMS FLIGHT DATA ACQUISITION &

EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM MANAGEMENT SYSTEM
EGT EXHAUST GAS TEMPERATURE FDIU FLIGHT DATA INTERFACE UNIT
EHSV ELECTRO-HYDRAULIC SERVO VALVE FDRS FLIGHT DATA RECORDING SYSTEM
EICAS ENGINE INDICATING AND CREW FDU FIRE DETECTION UNIT
ALERTING SYSTEM FEIM FIELD ENGINEERING INVESTIGATION MEMO
EIS ELECTRONIC INSTRUMENT SYSTEM FF FUEL FLOW (see Wf) -7B
EIU ENGINE INTERFACE UNIT FFCCV FAN FRAME/COMPRESSOR CASE
EIVMU ENGINE INTERFACE AND VIBRATION VERTICAL (VIBRATION SENSOR)
MONITORING UNIT FI FLIGHT IDLE (F/I)
EMF ELECTROMOTIVE FORCE FIM FAULT ISOLATION MANUAL
EMI ELECTRO MAGNETIC INTERFERENCE FIN FUNCTIONAL ITEM NUMBER
EMU ENGINE MAINTENANCE UNIT FIT FAN INLET TEMPERATURE
EPROM ERASABLE PROGRAMMABLE READ FLA FORWARD LOOKING AFT
ONLY MEMORY FLX TO FLEXIBLE TAKE-OFF
(E)EPROM (ELECTRICALLY) ERASABLE FMC FLIGHT MANAGEMENT COMPUTER
PROGRAMMABLE READ ONLY MEMORY FMCS FLIGHT MANAGEMENT COMPUTER
ESN ENGINE SERIAL NUMBER SYSTEM
ETOPS EXTENDED TWIN OPERATION SYSTEMS FMGC FLIGHT MANAGEMENT AND GUIDANCE
EWD/SD ENGINE WARNING DISPLAY / SYSTEM COMPUTER
DISPLAY FMGEC FLIGHT MANAGEMENT AND GUIDANCE
ENVELOPE COMPUTER
F FMS FLIGHT MANAGEMENT SYSTEM
F FARENHEIT FMV FUEL METERING VALVE
FAA FEDERAL AVIATION AGENCY FOD FOREIGN OBJECT DAMAGE
FADEC FULL AUTHORITY DIGITAL ENGINE FPA FRONT PANEL ASSEMBLY
CONTROL FPI FLUORESCENT PENETRANT INSPECTION
FAR FUEL/AIR RATIO FQIS FUEL QUANTITY INDICATING SYSTEM
FCC FLIGHT CONTROL COMPUTER FRV FUEL RETURN VALVE
FCU FLIGHT CONTROL UNIT FWC FAULT WARNING COMPUTER
EFFECTIVITY Page 8
Issue 02
FWD FORWARD HPTC HIGH PRESSURE TURBINE CLEARANCE

HPTCCV HIGH PRESSURE TURBINE CLEARANCE
G CONTROL VALVE
g.in GRAM X INCHES HPTN HIGH PRESSURE TURBINE NOZZLE
GE GENERAL ELECTRIC HPTR HIGH PRESSURE TURBINE ROTOR
GEAE GENERAL ELECTRIC AIRCRAFT Hz HERTZ (CYCLES PER SECOND)
ENGINES
GEM GROUND-BASED ENGINE MONITORING I
GI GROUND IDLE (G/I) I/O INPUT/OUTPUT
GMM GROUND MAINTENANCE MODE IAS INDICATED AIR SPEED
GMT GREENWICH MEAN TIME ID INSIDE DIAMETER
GND GROUND ID PLUG IDENTIFICATION PLUG
GPH GALLON PER HOUR IDG INTEGRATED DRIVE GENERATOR
GPU GROUND POWER UNIT IFSD IN FLIGHT SHUT DOWN
GSE GROUND SUPPORT EQUIPMENT IGB INLET GEARBOX
IGN IGNITION
H IGV INLET GUIDE VANE
HCF HIGH CYCLE FATIGUE in. INCH
HCU HYDRAULIC CONTROL UNIT IOM INPUT OUTPUT MODULE
HDS HORIZONTAL DRIVE SHAFT IPB ILLUSTRATED PARTS BREAKDOWN
HMU HYDROMECHANICAL UNIT IPC ILLUSTRATED PARTS CATALOG
HP HIGH PRESSURE IPCV INTERMEDIATE PRESSURE CHECK VALVE
HPC HIGH PRESSURE COMPRESSOR IPS INCHES PER SECOND
HPCR HIGH PRESSURE COMPRESSOR IR INFRA RED
ROTOR
HPRV HIGH PRESSURE REGULATING VALVE K
HPSOV HIGH PRESSURE SHUT-OFF VALVE °K KELVIN
HPT HIGH PRESSURE TURBINE k X 1000
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) KIAS INDICATED AIR SPEED IN KNOTS
CLEARANCE CONTROL kV KILOVOLTS
EFFECTIVITY Page 9
Issue 02
Kph KILOGRAMS PER HOUR MCT MAXIMUM CONTINUOUS

MDDU MULTIPURPOSE DISK DRIVE UNIT
L MEC MAIN ENGINE CONTROL
L LEFT milsD.A. Mils DOUBLE AMPLITUDE
L/H LEFT HAND mm. MILLIMETERS
lbs. POUNDS, WEIGHT MMEL MAIN MINIMUM EQUIPMENT LIST
LCD LIQUID CRYSTAL DISPLAY MO AIRCRAFT SPEED MACH NUMBER
LCF LOW CYCLE FATIGUE MPA MAXIMUM POWER ASSURANCE
LE (L/E) LEADING EDGE MPH MILES PER HOUR
LGCIU LANDING GEAR CONTROL INTERFACE MTBF MEAN TIME BETWEEN FAILURES
UNIT MTBR MEAN TIME BETWEEN REMOVALS
LP LOW PRESSURE mV MILLIVOLTS
LPC LOW PRESSURE COMPRESSOR Mvdc MILLIVOLTS DIRECT CURRENT
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE) N
CLEARANCE CONTROL N1 (NL) LOW PRESSURE ROTOR ROTATIONAL
LPTC LOW PRESSURE TURBINE CLEARANCE SPEED
LPTN LOW PRESSURE TURBINE NOZZLE N1* DESIRED N1
LPTR LOW PRESSURE TURBINE ROTOR N1ACT ACTUAL N1
LRU LINE REPLACEABLE UNIT N1CMD COMMANDED N1
LVDT LINEAR VARIABLE DIFFERENTIAL N1DMD DEMANDED N1
TRANSFORMER N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
M N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL
mA MILLIAMPERES (CURRENT) SPEED
MCD MAGNETIC CHIP DETECTOR N2* DESIRED N2
MCDU MULTIPURPOSE CONTROL AND N2ACT ACTUAL N2
DISPLAY UNIT N2K CORRECTED CORE SPEED
MCL MAXIMUM CLIMB N/C NORMALLY CLOSED
MCR MAXIMUM CRUISE N/O NORMALLY OPEN
EFFECTIVITY Page 10
Issue 02
NAC NACELLE PS13 FAN OUTLET STATIC AIR PRESSURE

NVM NON VOLATILE MEMORY PS3HP COMPRESSOR DISCHARGE STATIC AIR
PRESSURE (CDP)
O PSI POUNDS PER SQUARE INCH
OAT OUTSIDE AIR TEMPERATURE PSIA POUNDS PER SQUARE INCH ABSOLUTE
OD OUTLET DIAMETER PSID POUNDS PER SQUARE INCH DIFFERENTIAL
OGV OUTLET GUIDE VANE psig POUNDS PER SQUARE INCH GAGE
OSG OVERSPEED GOVERNOR PSM POWER SUPPLY MODULE
OVBD OVERBOARD PSS (ECU) PRESSURE SUB-SYSTEM
OVHT OVERHEAT PSU POWER SUPPLY UNIT
PT TOTAL PRESSURE
P PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
Pb BYPASS PRESSURE FLOW)
Pc REGULATED SERVO PRESSURE PT25 HPC TOTAL INLET PRESSURE
Pcr CASE REGULATED PRESSURE
Pf HEATED SERVO PRESSURE Q
P/T25 HP COMPRESSOR INLET TOTAL AIR QAD QUICK ATTACH DETACH
PRESSURE/TEMPERATURE QEC QUICK ENGINE CHANGE
P/N PART NUMBER QTY QUANTITY
P0 AMBIENT STATIC PRESSURE QWR QUICK WINDMILL RELIGHT
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE R
PCU PRESSURE CONVERTER UNIT R/H RIGHT HAND
PLA POWER LEVER ANGLE RAC/SB ROTOR ACTIVE CLEARANCE/START
PMC POWER MANAGEMENT CONTROL BLEED
PMUX PROPULSION MULTIPLEXER RACC ROTOR ACTIVE CLEARANCE CONTROL
PPH POUNDS PER HOUR RAM RANDOM ACCESS MEMORY
PRSOV PRESSURE REGULATING SERVO VALVE RCC REMOTE CHARGE CONVERTER
Ps PUMP SUPPLY PRESSURE RDS RADIAL DRIVE SHAFT
PS12 FAN INLET STATIC AIR PRESSURE RPM REVOLUTIONS PER MINUTE
EFFECTIVITY Page 11
Issue 02
RTD RESISTIVE THERMAL DEVICE SMP SOFTWARE MANAGEMENT PLAN

RTO REFUSED TAKE OFF SN SERIAL NUMBER
RTV ROOM TEMPERATURE VULCANIZING SNECMA SOCIETE NATIONALE D’ETUDE ET DE
(MATERIAL) CONSTRUCTION DE MOTEURS D’AVIATION
RVDT ROTARY VARIABLE DIFFERENTIAL SOL SOLENOID
TRANSFORMER SOV SHUT-OFF VALVE
STP STANDARD TEMPERATURE AND PRESSURE
S SVR SHOP VISIT RATE
S/N SERIAL NUMBER SW SWITCH BOEING
S/R SERVICE REQUEST SYS SYSTEM
S/V SHOP VISIT
SAC SINGLE ANNULAR COMBUSTOR T
SAR SMART ACMS RECORDER T oil OIL TEMPERATURE
SAV STARTER AIR VALVE T/C THERMOCOUPLE
SB SERVICE BULLETIN T/E TRAILING EDGE
SCU SIGNAL CONDITIONING UNIT T/O TAKE OFF
SDAC SYSTEM DATA ACQUISITION T/R THRUST REVERSER
CONCENTRATOR T12 FAN INLET TOTAL AIR TEMPERATURE
SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF T25 HP COMPRESSOR INLET AIR TEMPERATURE
ARINC SPEC) T3 HP COMPRESSOR DISCHARGE AIR
SDU SOLENOID DRIVER UNIT TEMPERATURE
SER SERVICE EVALUATION REQUEST T49.5 EXHAUST GAS TEMPERATURE
SFC SPECIFIC FUEL CONSUMPTION T5 LOW PRESSURE TURBINE DISCHARGE TOTAL
SFCC SLAT FLAP CONTROL COMPUTER AIR TEMPERATURE
SG SPECIFIC GRAVITY TAI THERMAL ANTI ICE
SLS SEA LEVEL STANDARD (CONDITIONS : 29.92 TAT TOTAL AIR TEMPERATURE
in.Hg / 59°F) TBC THERMAL BARRIER COATING
SLSD SEA LEVEL STANDARD DAY (CONDITIONS : TBD TO BE DETERMINED
29.92 in.Hg / 59°F) TBO TIME BETWEEN OVERHAUL
SMM STATUS MATRIX TBV TRANSIENT BLEED VALVE
EFFECTIVITY Page 12
Issue 02
TC(TCase) HP TURBINE CASE TEMPERATURE UTC UNIVERSAL TIME CONSTANT

TCC TURBINE CLEARANCE CONTROL
TCCV TURBINE CLEARANCE CONTROL VALVE V
TCJ TEMPERATURE COLD JUNCTION VAC VOLTAGE, ALTERNATING CURRENT
T/E TRAILING EDGE VBV VARIABLE BLEED VALVE
TECU ELECTRONIC CONTROL UNIT INTERNAL VDC VOLTAGE, DIRECT CURRENT
TEMPERATURE VDT VARIABLE DIFFERENTIAL TRANSFORMER
TEO ENGINE OIL TEMPERATURE VIB VIBRATION
TGB TRANSFER GEARBOX VLV VALVE
Ti TITANIUM VRT VARIABLE RESISTANCE TRANSDUCER
TLA THROTTLE LEVER ANGLE AIRBUS VSV VARIABLE STATOR VANE
TLA THRUST LEVER ANGLE BOEING
TM TORQUE MOTOR W
TMC TORQUE MOTOR CURRENT WDM WATCHDOG MONITOR
T/O TAKE OFF Wf WEIGHT OF FUEL OR FUEL FLOW
TO/GA TAKE OFF/GO AROUND WFM WEIGHT OF FUEL METERED
T/P TEMPERATURE/PRESSURE SENSOR WOW WEIGHT ON WHEELS
TPU TRANSIENT PROTECTION UNIT WTAI WING THERMAL ANTI-ICING
TR TRANSFORMER RECTIFIER
TRA THROTTLE RESOLVER ANGLE AIRBUS
TRA THRUST RESOLVER ANGLE BOEING
TRDV THRUST REVERSER DIRECTIONAL VALVE
TRF TURBINE REAR FRAME
TRPV THRUST REVERSER PRESSURIZING VALVE
TSI TIME SINCE INSTALLATION (HOURS)
TSN TIME SINCE NEW (HOURS)
TTL TRANSISTOR TRANSISTOR LOGIC
U
UER UNSCHEDULED ENGINE REMOVAL
EFFECTIVITY Page 13
Issue 02
IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS
1 mile = 1,609 km 1 km = 0.621 mile

1 ft = 30,48 cm 1m = 3.281 ft. or 39.37 in.
1 in. = 25,4 mm 1 cm = 0.3937 in.
1 mil. = 25,4 µ 1 mm = 39.37 mils.
1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 cm² = 0.155 sq.in.
1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 cu.in. = 16.39 cm³ 1 dm³ = 0.264 USA gallon
1 cm³ = 0.061 cu.in.
1 lb. = 0.454 kg 1 kg = 2.205 lbs
1 psi. = 6.890 kPa 1 Pa = 1.45 10-4 psi.

1 kPa = 0.145 psi
1 bar = 14.5 psi
°F = 1.8 x °C + 32 °C = ( °F - 32 ) /1.8
EFFECTIVITY Page 14
Issue 02
TABLE OF CONTENTS
EFFECTIVITY Page 15
ALL CFM56 ENGINES CONTENTS
BORESCOPE Sep 03
INSPECTION
SECTION PAGE SECTION PAGE
LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
BASIC ENGINE PARTICULARS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
INSPECTION OF FAN AND BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
INSPECTION OF HIGH PRESSURE COMPRESSOR. . . . . . . . . . . . . . . . 91
INSPECTION OF COMBUSTOR SECTION . . . . . . . . . . . . . . . . . . . . . . . 103
INSPECTION OF HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . 127
INSPECTION OF LOW PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . 147
APPENDIX : NUMBER OF BLADES PER ROTOR . . . . . . . . . . . . . . . . . 157
SERVICE BULLETINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
EFFECTIVITY Page 16
ALL CFM56 ENGINES CONTENTS
BORESCOPE Sep 03
INSPECTION
INTRODUCTION
EFFECTIVITY Page 17
ALL CFM56 ENGINES INTRODUCTION
BORESCOPE INSPECTION Sep 03
TOC
ON CONDITION MAINTENANCE
CFM56 engines use a maintenance concept called ‘On - Any obvious incidents that may have contributed to,
Condition Maintenance’. This means that engines have or immediately preceded, an event.
no periodic overhaul schedules and can remain installed
under the wing until something important occurs, or when Lubrication particles analysis.
lifetime limits of parts are reached. Lubrication oil circulating in the engine is filtered, and
large, visible-to-the-eye particles (larger than 10 microns)
For this reason, to monitor and maintain the health of an are collected in filters and magnetic chip detectors, for
engine, different tools are available. visual inspection. Analysis of these particles, that usually
indicate worn or broken engine parts, may show that the
Engine performance trend monitoring. internal parts of the engine have to be inspected in detail.
To evaluate engine deterioration over a period of time,
certain engine parameters, such as gas temperature, Engine vibration monitoring system.
are recorded and compared to those initially observed Sensors located in various positions in the engine, send
at engine installation on the aircraft. Any abnormalities vibration values to the on-board monitoring system. When
can be immediately identified and further investigation vibration values are excessive, the data recorded can be
initiated. used to take remedial balancing action.
For troubleshooting, record and report the following Borescope inspection.

engine and aircraft data as soon as engine and records To visually check the condition of engine internal parts
are available for initial inspection. that are not easily accessible, borescope probes can be
inserted through various ports that are located on the
- Hours since engine last used. engine outer casing.
- Flight data prior to, during, and after the event.
- Hours since last shop visit.
- Service Bulletin compliance.
- Pilots report of the event.
- Condition of engine inlet.
EFFECTIVITY Page 18
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-001-00 ��
EFFECTIVITY Page 19
TOC
SCHEDULED / UNSCHEDULED INSPECTION
These are the 2 basic types of borescope inspections. Unscheduled

- Scheduled inspection
- Unscheduled inspection The purpose of the unscheduled inspection is to find
defects inside the engine at abnormal time intervals, or
Scheduled after an engine event, such as FOD, hot start, overspeed,
vibration, etc...
The purpose of the scheduled inspection is to inspect
for defects inside the engine at regular time intervals, If an engine experiences such a problem, it may have to
depending on : be inspected to ascertain internal defects.
- the Maintenance Review Board (MRB)
- the Maintenance Planning Document (MPD). During an unscheduled inspection, all areas of the engine
may be inspected.
A scheduled inspection is performed on specific areas of
the engine to assess its condition. As a supplement refer to the NDTM. The AMM, engine
section, special inspection, will list the engine events and
If no defects are found, the engine is serviceable. which inspection ports must be used by the inspector.
If defects are found, refer to the AMM to find out if the
engine is serviceable, with or without cycle limitations.
As a supplement, refer to the Non Destructive Test

Manual (NDTM). In the On Condition paragraph of each
engine section, there is a list of possible defects.
EFFECTIVITY Page 20
TOC
��
��
��
�
��
��
��
��
��
��
CTC-229-003-00
��
EFFECTIVITY Page 21
TOC
EFFECTIVITY Page 22
TOC
BASIC ENGINE PARTICULARS
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 23
ALL CFM56 ENGINES Sep 03
CFMI PROPRIETARY INFORMATION BORESCOPE INSPECTION
TOC
CFM56 MAIN CHARACTERISTICS
Combustor Section
CFM56 engines consist of two independent rotating
systems: (-2, -3, -5A, -5C) :
Annular SAC
- The low pressure system, with a rotational speed (-5B, -7B) :
designated N1. Annular SAC (option DAC)
- The high pressure system, with a rotational speed
designated N2. (ALL) :
High Pressure Turbine (HPT) Module
Type of engine Turbo fan
Stage 1
Arrangement Two spool axial flow
Low Pressure Turbine (LPT) Module
Rotation Clockwise (ALF)
(-2, -3, -5A, -5B, -7B) :
Fan & Booster Module Stages 1 to 4
(-5C) :
Fan Stage 1 Stages 1 to 5
(-2, -3, -5A, -7B) : (ALL) :

Booster Stages 2 to 4 Accessory Drive Module
(-5B, -5C) :
Booster Stages 2 to 5 Inlet Gearbox (IGB)
Transfer Gearbox (TGB)
(ALL) : Accessory Gearbox (AGB)
High Pressure Compressor (HPC) Module
Stages 1 to 9
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 24
TOC
��
��
��
��
CTC-229-004-00
��
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 25
TOC
FAN AND BOOSTER
(ALL) : Booster spool rotating air seals rub against the inner
After entering the air inlet cowl, the total engine airflow shroud, and rotor blades rub against the outer shrouds.
passes through fan rotor blades, which form stage 1 of
the low pressure compressor (LPC). Booster rotor.
The booster rotor consists of a booster spool mounted
Most of the airflow (secondary), is ducted overboard on the rear of the fan disk. The blades are installed in
through Outlet Guide Vanes (OGV’s). The remaining circumferential dovetail slots.
airflow (primary), is directed through a booster, where it
is pressurized. (-5A, -5B, -5C, -7B) :
Each stage has 2 blade locks to ensure the blades are
(-5B, -5C) : retained and prevented from rotating in the slot. The
The booster has 4 stages: stage 2 to stage 5. position of the locks is shifted between stages.
(-2, -3, -5A, -7B) :
The booster has 3 stages: stage 2 to stage 4. Borescope ports.
(-2, -3, -5A, -7B) :
(ALL) : At approx. the 3:30 clock position, there is an unplugged
The OGV assembly consists of vanes and an inner hole S0, through the OGV inner shroud, at the stage 3
shroud. A splitter fairing separates the primary and vane assembly.
secondary airflows.
(-5B, -5C) :
Booster stator. At approx. the 3:30 clock position, there are 2 unplugged
The stator assembly consists of vanes and inner & outer holes, S03 and S05, through the OGV inner shroud.
shrouds. All vane stages are bolted together.
S03 is located at the stage 3 vane assembly, and S05 at
The shrouds have abradable material, which faces the stage 5 vane assembly.
rotating parts.
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 26
TOC
��
��
��
��
��
��
��
��
CTC-229-005-00
FAN AND BOOSTER
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 27
TOC
THE HIGH PRESSURE COMPRESSOR (HPC)
(ALL) :
The HPC is a 9-stage compressor mounted between the The case has internal machined circumferential slots that
fan frame and the combustor case. hold the fixed vanes of stages 6, 7 and 8. The vanes are
It consists of a rotor and front and rear stators. assembled into segments.
Fixed vane stage 9 is part of the combustion case.
Front stator.
The front stator is constructed with upper and lower Rotor.
cases bolted together at their split-line flanges. The stage 1-2 spool is mounted on the rotor shaft. It has
individual axial blade slots and inter-stage labyrinth seals.
It consists of :
- the inlet guide vanes (IGV’s). The stage 3 disk supports the stage 4-9 spool and also
- the variable stator vanes (VSV’s), stages 1, 2 and 3. has individual axial blade slots.
- the fixed stator vanes stages 4 and 5.
The stage 4-9 spool is bolted onto the stage 3 disk. It
The IGV’s and VSV’s stages 1, 2 and 3 are installed has circumferential dovetail blade grooves and inter-stage
individually through the case. labyrinth seals.
There are 2 circumferential slots machined inside the Each stage on the 4-9 spool has 2 blade locks to
front stator case to hold fixed vane stages 4 and 5. The immobilize the blades. Their position is shifted between
vanes are assembled into segments. stages for balancing purposes.
Rear stator.
The rear stator case is made up of two halves bolted
together at their split-line flanges. It is installed inside the
front stator casing.
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 28
TOC
��
��
��
��
��
��
��

��
��
CTC-229-006-00
��
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 29
TOC
THE HIGH PRESSURE COMPRESSOR (HPC)
(ALL) :
Borescope ports. Special tools.
There are 9 plugged borescope ports on the lower stator Deep-well socket.
case, at approximately the 5 o’clock position, and they In case the shaft of borescope plugs S7, S8 or S9
are numbered S1 thru S9, where S1 is the most forward. breaks, remove the inner plug with a deep-well socket,
using the six flats at the end of the shaft.
Ports S1, S3, S5, and S6 have a 10mm diameter.
IMPORTANT : WHEN RE-INSTALLING PLUGS S7, S8
Ports S2, S4, S7, S8 and S9 have an 8mm diameter. OR S9, BE SURE TO APPLY THE RECOMMENDED
LUBRICANT TO THE THREADS AND CAREFULLY
S7, S8 and S9 plugs have a particular design. They are FOLLOW THE TORQUING PROCEDURES IN
double plugs. THE AMM .
CAUTION: MAKE SURE TO FOLLOW THE

PROCEDURE IN THE AIRCRAFT MAINTENANCE
MANUAL (AMM) WHEN YOU REMOVE PLUGS S7, S8
AND S9.
The inner thread engages the HPC rear stator case,

while the outer thread is tightened on the HPC case.
A spring-loaded system enables the outer plug to drive

the inner plug.
Both inner and outer plugs have specific torque values.
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 30
TOC
��
��
��
��
��
��
��
��
��
��

� � �
��
��
��
��
��
CTC-229-007-00
��
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 31
TOC
COMBUSTOR SECTION
(ALL) :
The combustor section, consisting of the combustion Single Annular Combustor (SAC).
case and chamber, is located between the HPC and the
LPT. The combustion chamber is housed in the combustion
It produces the necessary energy to drive the turbine case and is installed between the HPC stator stage 9 and
rotors. the HPT nozzle.
Fuel, supplied by 20 fuel nozzles around the combustion The combustion chamber consists of :
case, is mixed with air from the HPC and ignited by 2
igniter plugs, which are at the 4 and 8 o’clock positions. - The dome, which supports the fuel nozzles, sleeves
and deflectors.
The front face of the combustor is attached to the rear of
the HPC and its rear face is bolted onto the LPT module - The outer and inner cowls, which are bolted to the
front flange. outer and inner liners and the dome.
The rear part of the combustor houses the HPT module - The outer and inner liners, which are designed with
and the stage 1 LPT nozzle. panel overhangs containing closely spaced holes
for film cooling.
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 32
TOC
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-008-00
��
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 33
TOC
COMBUSTOR SECTION
(-5B, -7B) :
Double Annular Combustor (DAC).
The combustion case has 20 double-tip fuel nozzles The outer and inner liners are designed with panel
mounting pads and accommodates 3 fuel supply overhangs which have closely spaced holes providing
manifolds. air film cooling. Both inner and outer liners are thermal
barrier coated.
The combustion chamber is a short, conical structure
with a double burner and is contained in the combustion The cowl forms the front end of the combustor and is
case. scalloped to allow passage for HPC delivery air and for
fuel nozzles installation.
The Double Annular Combustor has an outer dome,
known as pilot, and an inner dome, known as main. The centerbody separates the pilot area from the main
area. There are 40 centerbodies that are a cast part,
The DAC consists of : which is cooled through film air cooling holes and internal
- outer and inner liners. heat transfer is increased by fins.
- cowl.
- centerbody. Each swirl cup consists of a primary and a secondary
- 20 pilot swirl cups. swirl nozzle. They force the air to rotate in opposite
- 20 main swirl cups. directions for efficient mixing of air with fuel.
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 34
TOC
��
��
��
��
��
��
��
CTC-229-009-00
��
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 35
TOC
COMBUSTOR SECTION
(ALL) :
Borescope ports.
There are 4 borescope ports located around the

combustor case to enable inspection of the combustion
chamber.
The ports are numbered S12 to S15 and accommodate a

simple plug with a hexagonal head.
Ports S12, S13, S14 and S15 have a 10mm diameter.
Two other ports are available using the spark igniter ports
S10 and S11, which also have a 10mm diameter.
Refer to the AMM for removal procedures.
(-5B, -7B) :
The DAC combustion chamber has an extra port, S14.5,
at approximately the 9 o’clock position.
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 36
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-010-00
��
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 37
TOC
THE HIGH PRESSURE TURBINE (HPT) & STAGE 1

LPT NOZZLE
(ALL) :
The HPT converts the kinetic energy of gasses from the The HPT shroud and stage 1 LPT nozzle assembly forms
combustion chamber into torque to drive the HPC and it the connection between the core section and the LPT
is housed in the combustion case. module.
It is a single-stage assembly that consists of : Stage 1 LPT nozzle is housed within the combustion
- the HPT nozzle. case, and consists of an assembly of vane sectors. It
- the HPT rotor. features trailing edge slots for cooling purposes.
- the HPT shroud and stage 1 LPT nozzle.
The HPT nozzle is made up of segments which consist of

vanes brazed onto inner and outer platforms.
The forward inner and outer platforms are pushed by

springs against the combustion case inner and outer
liners. The vanes rear outer platforms are pushed against
the shroud support by spring-loaded clips.
The HPT rotor is a single stage assembly housed in the

combustion case and consists of individual replaceable
blades with dovetail roots that slide into slots on the outer
rim of a disk.
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 38
TOC
��
��
��
��
CTC-229-011-00
THE HPT & STAGE 1 LPT NOZZLE
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 39
TOC
THE HIGH PRESSURE TURBINE (HPT) & STAGE 1

LPT NOZZLE
(ALL) : (-5B, 5C, -7B) :

Borescope ports. CAUTION : DO NOT MIX PLUGS S16 & S17 WITH
PLUGS S12 TO S15. INSTALLING THEM IN THE
The HPT section / stage 1 LPT nozzle borescope ports WRONG PLACE MAY CAUSE ENGINE DAMAGE.
are located around the combustor case.
(-2, -3, -5A) :

They are numbered S17 and S18. (ALL) :
(-5B, 5C, -7B) : Ports S10 and S11 correspond to the igniter plugs and
They are numbered S16 and S17. can be used to look at the HPT front sections.
(ALL) : They have a 10mm diameter.

Having an 8 mm diameter, they accommodate long
spring-loaded plugs with hexagonal heads, and can be Refer to the AMM for igniter plugs removal procedure.
used to inspect the blades trailing edges.
Blades leading edges can be viewed through combustion Because of their location, HPT blades cannot be
chamber ports S12 thru S15. inspected with a rigid probe. Use a flexible probe with a
guide tube, and pass through the combustion chamber
(-2, -3, -5A) : and HPT nozzles, to access the HPT blades.
CAUTION : DO NOT MIX PLUGS S17 & S18 WITH
PLUGS S12 TO S15. INSTALLING THEM IN THE
WRONG PLACE MAY CAUSE ENGINE DAMAGE.
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 40
TOC
��
��
��
��
��
��
��
��
��
��
��
CTC-229-012-00
��
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 41
TOC
THE LOW PRESSURE TURBINE (LPT)
The LPT drives the fan and booster through the LPT (-5B, -7B) :
shaft. The LPT rotor/stator has: 5 ports are available to inspect the LPT.
(-2, -3, -5A, -5B, -7B) : 4 stages (-5C) : 5 stages. They are designated S16, S17 ( stage 1), S18 (stage 2),
S19 (stage 3) and S20 (stage 4).
(ALL) :
It is located between the HPT and the turbine frame. (-5C) :
Its front flange is mounted on the rear flange of the 6 ports are available to inspect the LPT.
combustion module. They are designated S16, S17 ( stage 1), S18 (stage 2),
There is an aluminization coating on: S19 (stage 3), S20 (stage 4) and S21 (stage 5).
(-2, -3, -5A) : rotor stg 1 (-5B, -5C, -7B) : rotor stg 1 & 2.
(ALL) :
(ALL) : Stg 1 ports have an 8 mm diameter, and long plugs with
On all stages, each blade tip shroud has 2 seal teeth for hexagonal heads.
air sealing, and 3 of the blades have hard-coated tips
to rub against honeycomb material on the stator seal (-2, -3, -5A, -5B, -7B) :
segments. Stages 2 to 4 ports have a 10mm diameter, and are fitted
with (-2, -3, -5A) short plugs with hexagonal heads locked
Borescope ports. with wire (-5B, -7B) short self-locking plugs with socket
The LPT borescope ports are located on the combustion cylindrical socket heads.
case and around the LPT case at approximately:
(-5A, -5B, -5C, -7B) 5 and 8 o’clock (-2, -3) 3, 5 and 8 (-5C) :
o’clock. Stages 2 to 5 ports have a 10mm diameter, and are fitted
with short plugs with hexagonal heads locked with wire.
(-2, -3, -5A) :
5 ports are available to inspect the LPT. (ALL) :
They are designated S17, S18 ( stage 1), S20 (stage 2), CAUTION: DO NOT MIX SHORT AND LONG PLUGS
S21 (stage 3) and S22 (stage 4). BETWEEN PORTS. ENGINE DAMAGE MAY OCCUR.
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 42
TOC
��
��
��
��
��
��
��
��
��
CTC-229-013-00
��
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 43
TOC
ACCESSORY DRIVE SYSTEM
(-2) :
(ALL) : For maintenance tasks, the core can be turned manually
At engine start, the accessory drive system transmits through a handcranking pad on left side of the TGB.
external power from the engine air starter to drive the
core engine. (-3, -5A, -5B, -5C, -7B) :
For maintenance tasks, the core can be turned manually
When the engine is running, the accessory drive system through a handcranking pad on the front face of the AGB.
extracts part of the core engine power and transmits it
through a series of gearboxes and shafts in order to drive
the engine and aircraft accessories.
(-2, -5A, -5B, -5C) :

The accessory drive system is located at 6 o’clock and
consists of the following components:
(-3, -7B) :
The accessory drive system is located at 9 o’clock
and consists of the following components:
(ALL) :
- The Inlet Gearbox (IGB), that takes power from the
HPC front shaft.
- The Radial Drive Shaft (RDS), that transmits the
power to the Transfer Gearbox.
- The Transfer Gearbox (TGB), which redirects the
torque.
- The Horizontal Drive Shaft (HDS), that transmits
power from the TGB to the Accessory Gearbox.
- The Accessory Gearbox (AGB), that supports and
drives both engine and aircraft accessories.
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 44
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-014-00
��
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 45
TOC
EFFECTIVITY
BASIC ENGINE
PARTICULARS Page 46
TOC
REQUIREMENTS
EFFECTIVITY Page 47
ALL CFM56 ENGINES REQUIREMENTS
TOC
BORESCOPE ACCESS LIMITATIONS
(ALL) :
There are two limitation factors that have to be
considered when preparing for borescope inspection on
CFM56 engines.
These considerations are :
- the size of the borescope probe to be inserted into

the engine.
- the temperatures of the engine parts at each
inspection port.
The purpose of having probe size and temperature

limitations is to prevent damage to the borescope
equipment.
Without size limitations a probe could be lodged, or

seized in a borescope port during installation, or removal.
The use of temperature limitations prevents melting, or

heat distortion, of a borescope probe, if it is inserted
into a hot engine. Without these limitations there can be
subsequent deformation of borescope probes, excessive
replacement/repair costs of equipment, and even Foreign
Object Damage (FOD) to the engine itself.
EFFECTIVITY Page 48
TOC
WITHOUT MOTORING TIME TO

ENGINE PORT No. PORT SIZE WRENCH
AREAS VIEWED REACH
LOCATION (MM) SIZE
-2/-3/-5A -5B/-5C -7B 100°F(38°C) 200°F(93°C)
BOOSTER S0 S03 S0 N/A N/A STAGE 3 T/E -- --
STAGE 4 L/E -- --
-- S05 -- N/A N/A STAGE 5 T/E -- --
HPC CASE S1 S1 S1 10 MM 1/2 HEX STAGE 1 L/E 30 mn --

S2 S2 S2 8 MM 1/2 HEX STAGE 1 T/E
STAGE 2 L/E 30 mn --
STAGE 3 L/E 30 mn 20 mn
STAGE 4 L/E 1 hr 30 mn
STAGE 5 L/E 1 hr 30 mn
STAGE 6 L/E 1.5 hrs 1 hr
STAGE 7 L/E 2.0 hrs 1.5 hrs
STAGE 8 L/E 2.5 hrs 1.5 hr
S9 S9 S9 8M 11/16 HEX STAGE 8 T/E
EFFECTIVITY Page 49
TOC
BORESCOPE ACCESS LIMITATIONS
(ALL) :
Probe 1 diameter limitation. To speed up the engine cool down time after shutdown,
the engine starter may be used to dry motor the engine,
Consult the table for port diameters where probe 1 can (Refer to the AMM).
be used.
This sufficiently reduces the hot section area temperature
Borescope equipment temperature limitations. to allow inspection. But as the temperature will rise
again due to engine temperature soak-back, it is further
It is not recommended that borescope inspection be recommended that engine hot section inspection be
accomplished at temperatures above 130°F (54°C). accomplished within 20 minutes, or before the internal
engine temperature reaches 130°F (54°C).
WARNING: HIGH TEMPERATURES MAY CAUSE
SERIOUS BURNS TO PERSONNEL AND DAMAGE TO CAUTION: REFER TO AIRPLANE OPERATION
THE FIBER OPTIC EQUIPMENT. MANUAL FOR STARTER DUTY CYCLE PRIOR TO
MOTORING THE ENGINE.
Consult the table for information about time limitations,
prior to inspecting a hot engine.
EFFECTIVITY Page 50
TOC
WITHOUT MOTORING TIME TO

ENGINE PORT No. PORT SIZE WRENCH
AREAS VIEWED REACH
LOCATION (MM) SIZE
-2/-3/-5A -5B/-5C -7B 100°F(38°C) 200°F(93°C)
COMBUSTION S10 S10 S10 10 MM 1 1/4 HEX COMBUSTOR 3.5 hrs 2.0 hrs
CASE HPT NOZZLE L/E & T/E 4.5 hrs 3.0 hrs
S11 S11 S11 10 MM 1 1/4 HEX HPT BLADE L/E 4.5 hrs 3.0 hrs
HPT SHROUD 4.5 hrs 3.0 hrs
S12 S12 S12 10 MM 7/8 HEX COMBUSTOR 3.5 hrs 2.0 hrs
S13 S13 S13 10 MM 7/8 HEX COMBUSTOR 3.5 hrs 2.0 hrs
S14 S14 S14 10 MM 7/8 HEX AND
S15 S15 S15 10 MM 7/8 HEX HPT NOZZLE L/E 4.5 hrs 3.0 hrs
S17 S16 S16 8 MM 7/8 HEX HPT BLADES T/E 4.5 hrs 3.0 hrs
S18 S17 S17 8 MM 7/8 HEX LPT STAGE 1 L/E 4.5 hrs 3.0 hrs
LPT CASE S20 S18 S18 10 MM 9/16 HEX STAGE 1 T/E 4.5 hrs 3.0 hrs
-5C ONLY
-- S21 -- 10 MM 9/16 HEX STAGE 4 T/E 4.5 hrs 2.0 hrs
EFFECTIVITY Page 51
TOC
DOCUMENTATION
(ALL) :
AMM.
The Aircraft Maintenace Manual (AMM) provides

comprehensive instructions on how to perform a
borescope inspection and provides the limits for the
various engine parts.
There are no definitive measurement devices for the

borescope.
Evaluating inconsistencies is not an easy task because

all measurements by borescope are comparative.
The inspector can make a comparison with some known

area within the field of view which can then be referenced
to a specific paragraph in the maximum serviceable limits
specified in the AMM.
Note : The language used in the serviceability limits may

take some study for proper interpretation.
EFFECTIVITY Page 52
TOC
----------------------------------------------------------------------------------------------------------------------------------------------
INSPECT/CHECK MAXIMUM REMARKS
SERVICEABLE LIMITS
----------------------------------------------------------------------------------------------------------------------------------------------
Stages 1-4 compressor
blade airfoil leading
and trailing edge,
upper 75 percent:
A.Tears Not serviceable Replace the engine

Ref. TASK 71-00-00-000-
042) or repair (Ref. TASK
72-31-00-300-004).
B.Nicks, missing Any number 0.04 in. (1.0 See limit extensions
material and mm) max depth Ref. TASK 72-00-00-200-
erosion 025) or repair (Ref. TASK
72-31-00-300-004).
C.Dents Any number 0.04 in. (1.0 See limit extensions
mm) max depth or 0.060 (Ref. TASK 72-00-00-200-
in. (1.52 mm) max 025) or repair (Ref. TASK
deflection from original 72-31-00-300-004).
contour
CTC-229-015-00
AIRCRAFT MAINTENANCE MANUAL INSPECTION CRITERIA
EFFECTIVITY Page 53
TOC
DOCUMENTATION
(ALL) :
NDTM.
Words such as nicks, dents and scratches, for example, The records and maps will remain in the engine folder
are often used in the AMM. until the damaged parts are repaired, or replaced.
The NDTM (Non Destructive Test Manual) provides a Note : When defect/damage maps are used, accomplish
comprehensive list and an explanation of these words in the mapping at the inspection site. Do not rely on memory
its Introduction section. of the defect in order to carry out the mapping in an office
after the inspection.
It also provides sample forms on which to record the
defects encountered, which include record forms and Photo recording.
maps for each rotor stage.
Whenever photos are made of a defect, a record of the
Recording of defects. photo should be made immediately.
It is highly recommended that a record be maintained for If the photo is not recorded relative to the engine
each borescope inspection conducted. serial number, stage, port, direction of view and date,
correlation of the hardware damage and the photo will be
The maps are provided so that any damage within extremely difficult.
serviceable limits can be recorded pictorially by blade
number and position on the blade. Refer to the NDTM for more information.
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.
EFFECTIVITY Page 54
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
� ��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
� ��
��
��
��
�
�
��
��
��
�
��
�
��
��
��
��
��
��
��
��
��
�
��
��
�
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-016-00
��
EFFECTIVITY Page 55
TOC
MATERIALS AND EQUIPMENT
(ALL) :
Rigid borescope probe set.
CFMI have designed their own light source 856A1322

and rigid borescope set 856A1320, including various
probes, adapters and extensions.
Optional equipment is available for cameras, computers,

VCR’S, and special tools that attach to the equipment.
Other borescope systems may be acceptable if they meet

CFMI specifications.
Refer to the NDTM specifications for more information on

the required characteristics.
EFFECTIVITY Page 56
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-017-00
��
EFFECTIVITY Page 57
TOC
(ALL) :
Rigid borescope probe set.
There are 4 rigid borescope probes for inspection of the

internal areas of the engine and each probe is used for a
specific purpose :
- Probe 1 (black) : Magnification, close inspection,

detailed evaluation and confirmation of defects
(cannot be used in every hole due to its diameter).
- Probe 2 (yellow) : General inspection.
- Probe 3 (green) : Fore-oblique angle probe, platform

inspection.
- Probe 4 (blue) : Retro angle probe, blade tip

inspection.
EFFECTIVITY Page 58
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
� �
��
��
��
��
�
��
��
��
��

��
��
CTC-229-018-00
��
EFFECTIVITY Page 59
TOC
(ALL) :
Flexible probe set.
Flexible borescope set 856A1321 and guide tube

856A1310 (blue) or 856A1351 (red), are designed to be
used on CFM56 engines and meet CFMI specifications.
(-5B, -7B) :
Guide tube 856A1702 (red) is used for DAC engines.
(ALL) :
Optional equipment is available for cameras, computers,
VCR’S, and special tools that attach to the borescope
equipment.
Other borescope systems may be acceptable if they meet

CFMI specifications.
Refer to the NDTM specifications for more information on

the required characteristics.
EFFECTIVITY Page 60
TOC
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-019-00
��
EFFECTIVITY Page 61
TOC
EQUIPMENT CHECKS
(ALL) :
The borescope resolution monitor.
Before starting any inspection inside the engine, the

inspector should ensure that the viewing definition of
the rigid and flexible borescope probes is as precise as
possible.
Borescope resolution monitor 856A1323 allows both rigid

and flexible probes to be checked against a calibrated
display.
The male end of the light bundle is inserted into a light

source and the female end is connected to the male
connector on the resolution monitor.
The rigid or flexible probe is inserted and hand-tightened

into a clamping device located on the arm on the
resolution monitor. The probe’s lens faces a resolution
target.
The light intensity is adjusted to obtain the best view

and the borescope probe is aligned to ensure that the
resolution target is centered in the field of view.
If only part of the target is illuminated, then the borescope

probe is not serviceable for engine inspection.
EFFECTIVITY Page 62
TOC
LIGHT BUNDLE
RESOLUTION
TARGET
CLAMPING
DEVICE
BORESCOPE
LENS
CTC-229-020-00
BORESCOPE RESOLUTION MONITOR
EFFECTIVITY Page 63
TOC
EQUIPMENT CHECKS
(ALL) :
The resolution target. Rigid probes.
The resolution target is divided into group and element For rigid probes with a 1:1 magnification at 2in., the
numbers, which gradually diminish in size towards the 6 individual lines (3 vertical and 3 horizontal) of group 3,
center of the display. element 4, should be distinguishable.
Group 0 is the largest display and group 7 is the smallest. For rigid probes with a magnification of 1:1 at 7in., the
6 individual lines of group 5, element 2, should be
All 7 groups have 6 elements in each. distinguishable.
Group 0, element 1, is located at the lower right of the

target and its 6 lines (horizontal and vertical) should be Flexible probes.
clearly visible to the eye.
For flexible probes with 90° direction of view, the
Group 1 is located in the top right side of the target and is 6 individual lines of group 1, element 4, should be
smaller than group 0. distinguishable.
In the center of the display, group 2 is located on the left

side of the target and group 3 is located on the right side.
Each group continues to diminish in size down to group 7.
EFFECTIVITY Page 64
TOC
��
��
��
��
� �
� � � �
�
�
� �
�
�
�
� �
�
�
�
�
�
�
�
�
�
�
� � � �
�
� �
�
�
� �
� �
�
�
� � �
� �
�
� � ��
� � ��
CTC-229-021-00
��
EFFECTIVITY Page 65
TOC
CORE ENGINE ROTATION
(-5A, -5B, -5C) : (ALL) :

Two pads on the accessory gearbox (AGB) are used to Manual method:
rotate the core engine:
- Insert a 3⁄4 inch square drive socket attached to a 2ft.
- The handcranking pad long breaker bar into the handcranking drive pad.
- The starter pad for motor-driven rotation
The handcranking pad is located on the front face of the

AGB .
The starter pad is located on the rear face of the AGB.
Refer to the AMM (72-63-00) or (80-11-10) for

procedures to remove the handcranking pad cover or the
starter.
(-3, -7B) :
A pad is available on the front face of the AGB, to perform
either manual or motor-driven core engine rotation.
(-2) :
A pad is available on the left side of the transfer gearbox
(TGB), to perform either manual or motor-driven core
engine rotation.
EFFECTIVITY Page 66
TOC
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-022-00
��
EFFECTIVITY Page 67
TOC
(ALL) : Air drive method:

The N2 rotor can also be turned with a pneumatic motor.
Install the pneumatic motor assembly on the pad.
(-2) : The direction of rotation and speed of the core engine
Pneumatic motor 856A1142 is installed on the rotor can be selected through a hand, or foot control
handcranking pad on the left side of the TGB. device.
(-3) :
Pneumatic motor 856A2002 is installed on the Refer to the AMM for instructions on installation and use.
handcranking pad on the front side of the AGB.
(-5A, -5B, -5C) : Note : When using the pneumatic motor, the air supply
Pneumatic motor 856A1488 is installed on the starter must be free of unwanted water, or other particles. It is
pad on the rear side of the AGB. highly recommended to install a filter upstream and also
(-7B) : a device to add lubricant to the air supply.
Pneumatic motor 856A1815 is installed on the
handcranking pad on the front side of the AGB.
(-ALL) :
Supplied by a shop, or line air supply, this device provides
a smooth, even speed for turning the core rotor.
Reversible control, as well as speed control are provided

and the need for an additional mechanic to turn the rotor
is eliminated.
A 360° protractor is integral with the device.
EFFECTIVITY Page 68
TOC
��
��
��
��
��
��
��
��
��
CTC-229-023-00
��
EFFECTIVITY Page 69
TOC
(ALL) :
Another way of turning the core is through Electronic
Turning Tool (ETT) Sweeney, P/N 18946, which adapts on
the same pad as the pneumatic motor.
ETT method:
Install the plate adapter, drive shaft and ETT motor

assembly on the adequate pad, with a QAD clamp.
The direction of rotation and speed of the core engine

rotor can be selected on the control box.
The ETT can control rotation and help avoid overshoot

during inspection of the rotor blades. It also has an
automatic feature to count blades and damage can be
flagged for a quick future reference.
The information can also be stored for the next

inspection.
EFFECTIVITY Page 70
TOC
��
��
��
��
��
��
��
CTC-229-024-00
��
EFFECTIVITY Page 71
TOC
EFFECTIVITY Page 72
TOC
INSPECTION OF FAN AND BOOSTER
EFFECTIVITY
FAN AND
BOOSTER Page 73
CFMI PROPRIETARY INFORMATION BORESCOPE
TOC INSPECTION
FAN AND BOOSTER
(ALL) :
N1 rotor indexing.
Setting a reference angular position for the rotor provides

an easy method to return quickly and accurately to a
defect found earlier.
The following procedure enables the reference point for

the N1 rotor to be obtained. Refer to the AMM, 72-00-00,
for more information.
Align the leading edge of fan blade No 1 with the T12

temperature sensor, installed on the fan inlet cowl.
The No 1 fan blade is easily identified : it faces a

spherical indent mark on the spinner rear cone.
Numbering fan blades is performed by turning the rotor in

the clockwise direction (FLA).
EFFECTIVITY
FAN AND
BOOSTER Page 74
INSPECTION
TOC
��
��
CTC-229-025-00
��
EFFECTIVITY
FAN AND
BOOSTER Page 75
TOC INSPECTION
FAN AND BOOSTER
(ALL) :
Visual inspection of the fan blades is performed on a
regular basis depending on the MRB, or MPD.
If defects are found, then an unscheduled inspection is

required.
Possible defects:
- missing material, tip curl.

- nicks, dents, pits or scratches, usually due to
ingestion of small foreign objects such as sand,
stones, dust, tarmac, etc.
- distortion, cracks and deformation, usually due to
heavier foreign object damage (FOD), such as
birds, ice, hail, tires, etc.
EFFECTIVITY
FAN AND
BOOSTER Page 76
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
CTC-229-026-00
��
EFFECTIVITY
FAN AND
BOOSTER Page 77
TOC INSPECTION
FAN AND BOOSTER
(ALL) :
Visual inspection of the outlet guide vanes (OGV) is
performed on a regular basis depending on the MRB, or
MPD.
If defects are found, then an unscheduled inspection is

required.
Possible defects:
- missing material.
- nicks, dents, pits or scratches, usually due to
ingestion of small foreign objects such as sand,
stones, dust, tarmac, etc.
- distortion, cracks and deformation, usually due to
heavier foreign object damage (FOD), such as
birds, ice, hail, tires, etc.
EFFECTIVITY
FAN AND
BOOSTER Page 78
INSPECTION
TOC
��
��
��
��
��
��
��
��
CTC-229-064-00
��
EFFECTIVITY
FAN AND
BOOSTER Page 79
TOC INSPECTION
FAN AND BOOSTER
(ALL) :
Rigid probe No 2 (yellow), installed on a long right angle
adapter, can be used to reach the front of the splitter
fairing area in order to inspect the booster.
From this position the following are visible:

- Stator vane stage 1
- Rotor stage 2 leading edge through stator stage 1.
Borescope equipment is not needed to inspect stator

stage 1 and stage 2 rotor blades if the fan blades are
removed (when fan blades have to be relubricated, for
example).
EFFECTIVITY
FAN AND
BOOSTER Page 80
INSPECTION
TOC
��
��
��
��
� �
��
��
CTC-229-027-00
��
EFFECTIVITY
FAN AND
BOOSTER Page 81
TOC INSPECTION
FAN AND BOOSTER
(-2, -3, -5A, -7B) :

To inspect the booster, unplugged borescope port S0
can be accessed with a probe installed on a long right
angle adapter.
(-5B, -5C) :
To inspect the booster, unplugged borescope port S03
can be accessed with a probe installed on a long right
angle adapter.
(ALL) :
The port is located between 2 OGV’s, at approximately
the 3 o’clock position.
Insert the No 2 (yellow) borescope probe into the port

and go through the 2 cases to reach the inspection area.
Depending on the configuration of the long right angle

extension, it is possible to turn the probe to change the
direction of view and adjust the focus directly from the
extension.
The following components are visible:

- Rotor stage 3 trailing edge.
- Rotor stage 4 leading edge.
EFFECTIVITY
FAN AND
BOOSTER Page 82
INSPECTION
TOC
��
��
��
��
��
��
� �
�
CTC-229-028-00
��
EFFECTIVITY
FAN AND
BOOSTER Page 83
TOC INSPECTION
FAN AND BOOSTER
(-5B, -5C) :
After inspection through port S03, continue inspection of
the booster through port S05, using probe No 2 (yellow),
installed on a long right angle adapter.
Port S05 is located at approximately 4 o’clock.

Insert the borescope probe into the port and go through
the 2 cases to reach the inspection area.
The rotor stage 5 trailing edge is visible through port S05.
EFFECTIVITY
FAN AND
BOOSTER Page 84
INSPECTION
TOC
��
��
��
��
� � �
�
CTC-229-029-00
��
EFFECTIVITY
FAN AND
BOOSTER Page 85
TOC INSPECTION
FAN AND BOOSTER
(ALL) : Area E :
Booster rotor damage may occur after the engine - This area of the blade starts from the top of the
experienced an abnormal problem. The following list platform and extends toward the blade tip for
provides examples of conditions where a complete approximately 10 mm.
borescope inspection should be performed: Refer to the AMM for precise area.
- Fan, or Low Pressure Compressor stall (this may Area G :

occur during engine deceleration). - This area of the blade starts from the tip of the
- Foreign Object Damage (FOD) and suspected blade and extends toward the blade platform for
bird ingestion. approximately 20 mm.
- High level of N1 rotor vibration. Refer to the AMM for precise area.
- N1 rotor overspeed.
- Heavy landing (acceleration above threshold limit). Other airfoil areas :
- This is the remaining area of the blade that does not
Booster blade inspection areas. include areas E and G.
There are 3 areas on the booster blades, which are Note : Defects should be classified in terms of criticality.
dimensionally defined using letters. Defects seen in one area can be more critical than the
same defects seen in another.
(-5A, -5B, -5C, -7B) :

Blade locks :
Each booster rotor stage has blade locks. Experience has
shown that they sometimes work loose and, therefore,
should also be inspected.
EFFECTIVITY
FAN AND
BOOSTER Page 86
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-030-00
��
EFFECTIVITY
FAN AND
BOOSTER Page 87
TOC INSPECTION
FAN AND BOOSTER
(ALL) :
During an inspection of the booster, any defects should
be assessed against the serviceability limits in the Aircraft
Maintenance Manual.
Possible defects:
- Cracks or tears.
- Nicks and scratches.
- Dents.
- Erosion.
- Tip curl.
- Pits.
- Distortion of leading and/or trailing edges.
- Missing material.
Map the defects on the special reporting form.
EFFECTIVITY
FAN AND
BOOSTER Page 88
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
CTC-229-031-00
��
EFFECTIVITY
FAN AND
BOOSTER Page 89
TOC INSPECTION
EFFECTIVITY
FAN AND
BOOSTER Page 90
INSPECTION
TOC
INSPECTION OF HIGH PRESSURE COMPRESSOR
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 91
TOC INSPECTION
HIGH PRESSURE COMPRESSOR (HPC)
(ALL) : General inspection method.

HPC rotor blade damage may occur after the engine
experienced an abnormal operating problem. The To inspect the blades, it is necessary to open the VSV’s.
following list provides examples of conditions where Refer to the appropriate procedure in the AMM.
a complete HPC borescope inspection should be
performed: Inspection starts with stage 1 rotor, through port S1.
- HPC stall Probe No 2 (yellow) is used for a general inspection of

(this may occur during engine acceleration). the blades.
- Foreign Object Damage (FOD).
- High level of N2 rotor vibration. Probes No 3 (green) and No 4 (blue) may be necessary
- N2 rotor overspeed. for defect assessment.
- Heavy landing.
- Oil fumes detected in cabin air. Probe No 3 is used to inspect the L/E platform area and
probe No 4 to inspect the L/E blade tip area.
Alignment rod.
Repeat the same method for ports S2 to S9.
The HPC stator vanes may move slightly, causing
misalignment of the borescope port and the Map the defects on the special reporting form.
corresponding hole in the stator. If it is impossible to
introduce the probe into the port, use an alignment rod to
realign the stator vane segment.
Refer to the AMM for more information.
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 92
INSPECTION
TOC
��
��
��
��
��
��
��
�
��
��
��
��
��
��
CTC-229-032-00
��
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 93
TOC INSPECTION
N2 ROTOR INDEXING
(ALL) :
Stage 4 of the High Pressure Compressor is the first 5. The next blade is blade No 1. Position the leading
stage where the blades are retained in position with blade edge of blade No 1 in line with the leading edge of
locks. These locks can be used to determine a reference the stage 4 stator vane.
point.
6. If using a rotation tool, position the pointer on the
The following procedure enables the reference point for protractor to the 0 alignment mark.
the N2 rotor to be obtained. Refer to the AMM for more If turning the core manually through the
information. handcranking pad, position the wrench to the top
vertical position.
1. Open the VSV system. (AMM section 75-31-00).
The N2 rotor is now in the zero reference position.
2. Insert probe No 3 (green) into borescope port S4,
and look rearward at the compressor stage 4 rotor
blades.
3. Rotate the core (manually, or with a tool) in the

CW direction so that blades convex side comes
into view. Continue turning until the first blade lock
appears in the field of view.
4. Continue rotating the core until the second blade

lock appears. This lock is located 2 blades past the
first blade lock.
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 94
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-033-00
��
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 95
TOC INSPECTION
Inspection areas:
- The outer third of the rotor blade tip area and the
anti-erosion hard coating on the concave side.
- The squealer tips.
- The stage 1 blade stiffener near the tip of the blade.
- The blade locks on stages 4 to 9, which maintain the

blades in the circumferential slots.
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 96
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-034-00
��
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 97
TOC INSPECTION
(ALL) : Refer to the AMM for the precise dimensions of the

Rotor blades specific inspection areas. following critical areas:
HPC rotor blade stages are all different. The lower area of the airfoil.
This is the airfoil root radius area, plus the area
From stage 1 to stage 9, they become smaller and are which extends toward the blade tip over approximately
under greater load as the air pressure increases. 25% of the height of the airfoil, and wraps around the
leading and trailing edges.
They are divided into 2 groups:
- stages 1 to 4 The top area of the airfoil.
- stages 5 to 9 - For stages 1 to 4, this is the blade tip.
- For stages 5 to 9, this is the blade tip, plus Area A.
Critical inspection areas are not dimensionally identical
for each stage, and the level of criticality is also different. Remaining areas.
They include:
- For stages 1 to 4, the area which wraps round the
leading and trailing edges over the remaining 75%
of the airfoil height.
- For stages 5 to 9, the area which wraps round the
leading and trailing edges, over a height limited to
Area B.
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 98
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-035-00
��
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 99
TOC INSPECTION
(ALL) :
Possible defects:
When the HPC blades are inspected, the following

defects should be evaluated with the AMM serviceability
limits :
- Cracks, or tears.
- Nicks and scratches.
- Dents.
- Erosion.
- Tip curl.
- Pits.
- Distortion of leading and/or trailing edges.
- Missing material.
- Dirt buildup.
- Cracks in blade locking lugs.
- Missing, or loose locking lugs.
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 100
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-036-00
��
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 101
TOC INSPECTION
EFFECTIVITY
HIGH PRESSURE
COMPRESSOR Page 102
INSPECTION
TOC
INSPECTION OF COMBUSTOR SECTION
EFFECTIVITY
COMBUSTION
CHAMBER Page 103
TOC INSPECTION
COMBUSTION SECTION
(ALL) :
Single Annular Combustor (SAC).
The combustor is inspected through ports S12, S13, S14, Probe 1 (black, hi-mag) is recommended for viewing the
S15 and igniter ports S10 and S11, using probes 1, 2, 3 aft end of the inner and outer liners. It is also used for
or 4. evaluating defects that were found when using probes 2,
3, or 4.
Inspect for defects in the following 3 areas :
- outer liner. Note: If any defects are found during this inspection, do a
- inner liner. complete inspection of the combustion chamber. Map the
- dome assembly. defects on the special reporting form.
Probe 2 (yellow) is recommended for general viewing of

the combustion chamber, especially the dome area.
Probe 3 (green) is recommended for viewing

circumferentially around the combustion chamber and
the inner liner near the borescope ports.
Probe 4 (blue) is recommended for viewing the outer liner

around the borescope port.
EFFECTIVITY
COMBUSTION
CHAMBER Page 104
INSPECTION
TOC
��
��
��
��
��
��
CTC-229-038-00
��
EFFECTIVITY
COMBUSTION
CHAMBER Page 105
TOC INSPECTION
COMBUSTION SECTION
(ALL) : Inspection of SAC inner liner.

Borescope inspection of the combustion section may
be required for a visual assessment as part of the on- The inner liner has a dome band and 4 panels.
condition maintenance plan.
Panel 1 features medium and large dilution holes.
It may also result from engine problems, FOD, emission
of pollution, trend symptoms such as overtemperature, or Panel 3 features medium dilution holes.
troubleshooting / fault isolation.
There are many film cooling holes under the overhang
The following are the inspection areas for the combustion between each panel of the inner and outer liners.
chamber liners.
Both inner and outer liners have a thermal barrier coating
Inspection of SAC outer liner. (TBC) on their inner surface.
The outer liner has a dome band and 5 panels.
Panel 1 features 2 igniter holes (with ferrules), and

medium and large dilution holes. Four of the large
holes are used as borescope ports.
Panel 3 features medium dilution holes.
EFFECTIVITY
COMBUSTION
CHAMBER Page 106
INSPECTION
TOC
��
�
�
�
�
�
��
��
��
��
��
��
��

��
��
��
CTC-229-039-00
��
EFFECTIVITY
COMBUSTION
CHAMBER Page 107
TOC INSPECTION
COMBUSTION SECTION
(ALL) :
Possible defects on SAC liners.
Carbon deposits are often misinterpreted as defects

(holes, burn-through, cracks, etc.). Use the high
magnification probe, and higher light intensity to confirm
the type of defect.
The aft panel of the inner liner is prone to distortion and

cracking. The first evidence of this is a discoloration in a
round spot approximately the size of a large dilution hole,
which is followed by distortion and cracking. This usually
occurs uniformly around the liner.
EFFECTIVITY
COMBUSTION
CHAMBER Page 108
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��

��
� � �
��
��
��
��
��
��
��
��
��
� �
CTC-229-040-00
��
EFFECTIVITY
COMBUSTION
CHAMBER Page 109
TOC INSPECTION
COMBUSTION SECTION
(ALL) :
Inspection of the SAC dome area.
The following areas of the combustion chamber also

need to be inspected:
- Fuel nozzle tips.

- Fuel nozzle stems outside the combustor dome.
- Sleeves with 2 concentric swirlers.
- Deflectors.
- Inner cowl.
- Outer cowl.
- Damper wire.
- Spectacle, or dome plate.
- Dome area, which includes all of the above
components.
A thermal barrier coating is applied to the deflectors and

the spectacle plate.
EFFECTIVITY
COMBUSTION
CHAMBER Page 110
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-041-00
��
EFFECTIVITY
COMBUSTION
CHAMBER Page 111
TOC INSPECTION
COMBUSTION SECTION
(ALL) :
Possible defects in the SAC dome area.
The following defects should be assessed with the AMM

serviceability limits :
- Cracks, or tears.
- Erosion.
- Distortion of internal parts.
- Missing material.
- Dirt buildup.
- Burn-through holes.
- Flaking of Thermal Barrier Coating (TBC).
EFFECTIVITY
COMBUSTION
CHAMBER Page 112
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��

��
��
��
CTC-229-042-00
��
EFFECTIVITY
COMBUSTION
CHAMBER Page 113
TOC INSPECTION
COMBUSTION SECTION
Inspection of SAC chamber after birdstrike/FOD.
Insert a rigid probe into the left igniter position and

examine the position of the fuel nozzle tips in relation to
the bore of the inner and outer ferrules to make sure they
are in the bore of the ferrules.
Inspect the tip of the fuel nozzle that is counterclockwise

from the igniter.
Turn the borescope probe until the tips of the second fuel
nozzle, clockwise from the igniter are visible.
Inspect the other fuel nozzles visible from the igniter.
Insert the probe in the right igniter and then the other
borescope ports and repeat the same steps
.
All the fuel nozzles must be examined in turn and
assessed against the AMM serviceability limits.
EFFECTIVITY
COMBUSTION
CHAMBER Page 114
INSPECTION
TOC
��
��
��
��
��
CTC-229-065-00
��
EFFECTIVITY
COMBUSTION
CHAMBER Page 115
TOC INSPECTION
COMBUSTION SECTION
(-5B, -7B) :
Double Annular Combustor (DAC). Probe 1 (black) is recommended for viewing the aft ends
of the inner and outer liners. It is also used for evaluating
The combustor is inspected through ports S12, S13, S14, defects that were found when using probes 2, 3, or 4.
S14.5, S15 and igniter ports S10 and S11.
If any defects are found during this inspection, a complete
Inspect for defects in the following 3 areas : inspection of the combustion chamber is performed. Map
- outer liner. the defects on the special reporting form.
- inner liner.
- dome assembly. Note: Take care when introducing the probe into the
chamber, so as not to damage the thermal barrier coating
Probe 2 (yellow) is recommended for general viewing of on the centerbody.
the combustion chamber.
Probe 3 (green) is recommended for viewing

circumferentially around the combustion chamber and the
inner liner that is adjacent to the borescope port.
Probe 4 (blue) is recommended for viewing the outer liner

that is adjacent to the borescope port.
EFFECTIVITY
COMBUSTION
CHAMBER Page 116
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
CTC-229-043-00
��
EFFECTIVITY
COMBUSTION
CHAMBER Page 117
TOC INSPECTION
COMBUSTION SECTION
(-5B, -7B) :
Inspection of DAC outer liner.
The outer liner has a dome band and 4 panels.
Panel 1 features 2 igniter holes (with ferrules), and small

dilution holes.
Panel 2 features 5 borescope holes and 2 small dilution

holes near the igniters.
Inspection of DAC inner liner.
The inner liner has a dome band and 4 panels.
Panel 2 features small dilution holes.
There are many film cooling holes under the overhang

between each panel of the inner and outer liners.
Both inner and outer liners have a thermal barrier coating

(TBC) on their inner surface.
EFFECTIVITY
COMBUSTION
CHAMBER Page 118
INSPECTION
TOC
��
�
�
��
��
��
�
�
�
��
��
��
��
��
��
��
��
��
��
��

��
��
CTC-229-044-00
��
EFFECTIVITY
COMBUSTION
CHAMBER Page 119
TOC INSPECTION
COMBUSTION SECTION
(-5B, -7B) :
Inspection of DAC dome area.
The following areas of the combustion chamber also

need to be inspected:
- Fuel nozzle tips.

- Fuel nozzle stems outside the combustor dome.
- Spectacle plate and inner and outer deflectors.
- Inner and outer liners.
- Centerbodies.
- Dome area, which includes all of the above
components.
A thermal barrier coating is applied to the deflectors and

spectacle plate.
EFFECTIVITY
COMBUSTION
CHAMBER Page 120
INSPECTION
TOC
��
��
��
��
��
� ��
��
��
��
��
��
��
��
��
��
CTC-229-045-00
��
EFFECTIVITY
COMBUSTION
CHAMBER Page 121
TOC INSPECTION
COMBUSTION SECTION
(-5B, -7B) :
Possible defects in the DAC dome area. Possible defects on the DAC outer and inner liners.
Whenever the combustion chamber is inspected, the Carbon deposits are often misinterpreted as defects
following defects should be assessed with the AMM (holes, burn-through, cracks, etc.). Use the high
serviceability limits : magnification probe, and higher light intensity to confirm
the type of defect.
- Cracks, or tears.
- Erosion. The aft panel of the inner liner is susceptible to distortion
- Distortion of internal parts. and cracking. The first evidence of this is a discoloration
- Missing material. in a round spot approximately the size of a large dilution
- Dirt buildup. hole, which is followed by distortion and cracking. This
- Burn-through holes. usually occurs uniformly around the liner.
- Flaking of Thermal Barrier Coating (TBC).
EFFECTIVITY
COMBUSTION
CHAMBER Page 122
INSPECTION
TOC
��
��
��
��
��
��
��
��
��

��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-046-00
��
EFFECTIVITY
COMBUSTION
CHAMBER Page 123
TOC INSPECTION
COMBUSTION SECTION
(-5B, -7B) :
Inspection of DAC chamber after birdstrike/FOD.
Insert a rigid probe into the left igniter position and

examine the position of the fuel nozzle tips in relation to
the bore of the inner and outer ferrules to make sure they
are in the bore of the ferrules.
Inspect the tip of the fuel nozzle that is counterclockwise

from the igniter.
Turn the borescope probe until the tips of the second fuel
nozzle, clockwise from the igniter are visible.
Inspect the other fuel nozzles visible from the igniter.
Insert the probe in the right igniter and then the other
borescope ports and repeat the same steps
.
All the fuel nozzles must be examined in turn and
assessed against the AMM serviceability limits.
EFFECTIVITY
COMBUSTION
CHAMBER Page 124
INSPECTION
TOC
��
��
��
��
��
��
��
CTC-229-047-00
��
EFFECTIVITY
COMBUSTION
CHAMBER Page 125
TOC INSPECTION
EFFECTIVITY
COMBUSTION
CHAMBER Page 126
INSPECTION
TOC
INSPECTION OF HIGH PRESSURE TURBINE
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 127
TOC INSPECTION
HIGH PRESSURE TURBINE (HPT)
(ALL) :
Inspection with rigid probe.
Inspect the HPT nozzles through ports S13 and S15.
Use probe No 1 (black, high magnification) to inspect the

nozzle segments. The high intensity light source is used
to accurately inspect the nozzles.
Insert the probe into the ports and inspect the concave
sides and leading edges of the nozzle segments.
Note: If defects are found, a complete inspection of

the combustion chamber and the nozzles has to be
performed.
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 128
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
CTC-229-048-00
��
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 129
TOC INSPECTION
(ALL) :
Inspection with flexible probe.
Use the flexible probe with a guide tube to inspect the Carefully push the flexible probe into the guide tube to
HPT nozzle segments on the convex sides, the trailing inspect the next HPT nozzle segment.
edges and the platforms.
Remove the flexible probe and guide tube, re-insert them
CAUTION : DO NOT INSERT THE BORESCOPE BETWEEN in another borescope port and repeat the previous steps.
BLADES WHILE ROTATING THE ROTOR. THIS WILL
BREAK THE PROBE AND MAY REQUIRE ENGINE It is more convenient to use port S12 to inspect the
DISASSEMBLY TO REMOVE THE BROKEN PIECE. bottom left hand side of the engine, and port S14, to
inspect the right hand side.
Insert guide tube 856A1310 (blue), or 856A1351 (red),
and position it between two nozzle vanes.
Carefully insert the flexible probe into the guide tube and
monitor the probe insertion in between the nozzle vanes.
Inspect the convex side and trailing edge.
Inspect the inner and outer platforms by turning the

flexible probe inside the guide tube.
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 130
INSPECTION
TOC
��
��
��
��
��
��
��
��
��

��
CTC-229-049-00
��
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 131
TOC INSPECTION
(ALL) :
Inspection of the HPT nozzle is usually carried out in
conjunction with the combustion chamber inspection.
HPT nozzle inspection areas.
The HPT nozzle vanes are cast shells and internally

divided into forward and aft cooling compartments.
CDP cooling air enters the vane compartments through

the inner and outer ends of the vanes and exits through
holes in the vanes’s leading edge and slots in the trailing
edge. The vanes have a thermal barrier coating.
The following are the inspection areas for the vanes :

- Leading edge.
- Trailing edge.
- Thermal barrier coating.
- Nose holes.
- Gill holes.
- Trailing edge slots.
- Concave surfaces.
- Convex surfaces, or the aft side of the vane.
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 132
INSPECTION
TOC
��

��
��
��
��
��
��
��
��
��
��
CTC-229-050-00
��
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 133
TOC INSPECTION
(ALL) :
Possible defects. Leading edge damage :
- cracks.
Whenever the HPT nozzle is inspected, the following - burns and/or bulges.
defects should be assessed with the AMM serviceability - blocked cooling air passages.
limits:
Concave and convex surfaces :
- Discoloration (anywhere). - cracks.
- Missing thermal barrier coating,
- Erosion, Trailing edge damage :
- Spalled areas, - bulking and/or bowing.
- Craze cracks, and metal splatter, - cracks.
- Missing material,
- Dirty airfoils. Other airfoil areas :
- cracks.
- nicks, scores, scratches, or dents.
Inner and outer platforms :

- burns.
- cracks.
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 134
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-051-00
��
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 135
TOC INSPECTION
(ALL) :
Inspection with a rigid probe.
(-2, -3, -5A) :

Inspect the HPT rotor blade T/E and the rear portion of
the HPT shroud, through ports S17 and S18.
(-5B, -5C, -7B) :
Inspect the HPT rotor blade T/E and the rear portion of
the HPT shroud, through ports S16 and S17.
(ALL) :
First, go through HPC port S4 and use probe No 3
(green) to perform the N2 rotor zero index position
procedure.
Once the core rotor is indexed, inspect the HPT blade

T/E, tips, concave and convex sides.
Use probes 2, 3 and 4. Probe No 2 (yellow) is used for

general inspection. Probes No 3 (green) and No 4 (blue)
are used to carry out a detailed inspection of the platform
and tip areas.
If defects are found, an inspection of the L/E has to be

performed.
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 136
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
CTC-229-052-00
��
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 137
TOC INSPECTION
(ALL) :
Inspection with a flexible probe.
Use the flexible probe with the guide tube to inspect the
HPT blade L/E and the forward part of the HPT shroud.
Insert the guide tube 856A1310, or 856A1351, through

the S10, or S11 ports and position it between two nozzle
vanes.
Carefully insert the flexible probe into the guide tube and
monitor the probe insertion in between the nozzle vanes.
Guide the tip of the flexible probe between the nozzle
vanes by using the tip deflection control and position it to
see the L/E of the HPT blades.
Rotate the core engine to inspect all the blades, then

inspect the HPT shroud segments.
Map the defects on the special reporting form.
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 138
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
��

��
CTC-229-053-00
��
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 139
TOC INSPECTION
(ALL) : (ALL) :
HPT rotor damage may occur after engine abnormal Individual replaceable shroud segments face the blade
operation. tips and are cooled with CDP air.
They can be checked during inspection of the HPT rotor
The following list provides examples of the conditions leading edge and nozzle guide vane trailing edge.
where a complete inspection should be performed :
The inspection areas of the HPT are as follows:
- Core stall (N2).
- Overtemperature. 1- Blades:
- Metal in the tailpipe. - Leading edge.
- N2 overspeed, abnormal core vibrations, hard - Trailing edge.
landing. - Thermal barrier coating.
- Nose holes.
Rotor inspection areas. - Gill holes.
- Trailing edge slots.
Rotor blades are internally cooled by CDP air which - Concave surfaces.
enters through the blade root and exits through several - Convex surface.
rows of holes and a series of trailing edge slots. - Wear notches.
- Platforms.
To help you estimate the HPT blade wear, 2 of the blades
(-2, -3, -5A, -7B) or 4 of the blades (-5C) have 3 tip wear 2- HPT shrouds.
notches 0.010, 0.020 and 0.030 inch. They are located
180° apart (-2, -3, -5A, -7B) or 90° apart (-5C) around the
rotor.
A missing notch does not necessarily mean the part is

not serviceable.
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 140
INSPECTION
TOC
� ��
��
��
��
��
��
��
��
�
�
��
�
�
� � �
��
��
��
��
��
��
��
��
��
CTC-229-054-00
��
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 141
TOC INSPECTION
(ALL) :
Specific rotor blades inspection areas.
Specific inspection areas for the HPT blades are defined

as follows:
Area C :
- All around the blade, extending from the first T/E slot
just above the root fillet, toward the tip of the blade,
up to the sixth T/E slot.
Area B :
- All around the blade, extending from the seventh T/E
slot, toward the tip of the blade, up to the twelfth
T/E slot.
Area A :
- All around the blade, extending from the thirteenth
T/E slot, up to the tip film holes.
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 142
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-055-00
��
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 143
TOC INSPECTION
(ALL) :
Possible defects.
The following defects may be observed and should be

assessed with the serviceability limits in the AMM.
Trailing edge :
- cracks.
Tip area :
- cracks.
- bent, curled, or missing pieces.
- tip trailing edge wear.
Blade platform :
- nicks and dents.
- cracks.
Concave and convex airfoil surfaces :

- cracks.
- distortion.
- burning.
Cooling holes :
- cracks.
- plugging.
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 144
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-056-00
HPT ROTOR BLADE POSSIBLE DEFECTS
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 145
TOC INSPECTION
EFFECTIVITY
HIGH PRESSURE
TURBINE Page 146
INSPECTION
TOC
INSPECTION OF LOW PRESSURE TURBINE
EFFECTIVITY
LOW PRESSURE
TURBINE Page 147
TOC INSPECTION
LOW PRESSURE TURBINE (LPT)
(ALL) : (-2, -3, -5A, -5B, -7B) :

The LPT features long span blades. Moving the probe in Stage 2 thru 4 blades.
and out enables a full-length inspection, which always (-5C) :
starts at the blade platform. Stage 2 thru 5 blades.
Index the N1 rotor, and turn it CW (ALF) to see the L/E (-2, -3, -5A) :
and concave side. These three stages are viewed respectively through ports
Turn it CCW (ALF) to see the T/E and convex side. S20, S21 and S22.
(-5B, -7B) :
Stage 1 blades. These three stages are viewed respectively through ports
S18, S19 and S20.
Inspection of the leading edges and the concave sides of (-5C) :
the stage 1 LPT blades can be done during inspection of These four stages are viewed respectively through ports
the HPT blade trailing edges. S18, S19, S20 and S21.
(-2, -3, -5A) : Borescope plugs S17, S18, are removed (ALL) :
and an initial overall inspection, using the yellow probe, Through a given nozzle stage port, it is possible to view
may be performed to evaluate the blade condition. the T/E of the previous stage blade, and the L/E of the
current stage blade.
(-5B, -5C, -7B) : Borescope plugs S16, S17, are removed
and an initial overall inspection, using the yellow probe, Use probes 2, 3 and 4. To obtain a better evaluation of
may be performed to evaluate the blade condition. the defects, use probe 1 (black) where possible.
(ALL) : Use probes 2, 3 and 4 (yellow, green and blue) The trailing edge of the last stage blades can be
to inspect the blade roots and tips. inspected through an instrumentation boss on the turbine
frame.
EFFECTIVITY
LOW PRESSURE
TURBINE Page 148
INSPECTION
TOC
��
��
�
�
��
��
��
��
CTC-229-057-00
��
EFFECTIVITY
LOW PRESSURE
TURBINE Page 149
TOC INSPECTION
(ALL) : Inspection areas.

LPT rotor blade damage may occur after the engine
experienced an abnormal operating condition. The On the LPT blades, there are 2 specific areas which are
following list provides examples of the conditions where dimensionally defined through section letters:
a complete LPT borescope inspection should be
performed: Area E (tip of the blade):
The portion of the blade airfoil starting from the
- Engine stall (This may occur during engine bottom of the tip shroud extending toward the
acceleration HPC, or deceleration LPC). blade platform.
- Foreign Object Damage (FOD) and suspected bird
ingestion. Area E (bottom of the blade):
- High level of vibration on the N1 rotor. Portion of the blade airfoil starting from the top of the
- N1 rotor overspeed. blade platform and extending toward the blade tip.
- Engine overtemperature.
- When flames are seen out of the nozzle during start Other areas:
procedure. This is the remaining area of the blade which is all
leading and trailing edges, not including area E.
The following are inspection areas of the LPT rotor

blades and nozzles :
- Rotor blade leading and trailing edge.

- Rotor blade concave and convex surfaces.
- Hard face surface of the rotor blade tip shroud.
EFFECTIVITY
LOW PRESSURE
TURBINE Page 150
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
CTC-229-058-00
��
EFFECTIVITY
LOW PRESSURE
TURBINE Page 151
TOC INSPECTION
(ALL) :
Possible defects.
Whenever the LPT blades are inspected, the following

defects should be assessed against the AMM
serviceability limits :
- Cracks in the airfoil surface, platform, or tip shroud.

- Convex and/or concave surfaces nicks and dents.
- Leading edge distortion and melting, due to
overtemperature.
- Large dent, or missing pieces of metal.
- Metallization of the leading edges and/or concave
surface (Gold coloration).
- Gaps in the tip shroud interlocks.
- Bent or bowed airfoil.
- Shingled, or unlatched tip shroud.
- Circumferential wear.
- Seal teeth wear.
- Flaking on the hardened seal teeth.
EFFECTIVITY
LOW PRESSURE
TURBINE Page 152
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-229-059-00
��
EFFECTIVITY
LOW PRESSURE
TURBINE Page 153
TOC INSPECTION
(ALL) :
Possible defects on last stage blades.
In addition to the regular defects previously described,

the following can also be found on the last stage blades:
- No more axial preload on the tip shroud assembly.
- Tip shroud interlock wear.
- Wear on the lateral faces of the tip shroud.
- Tip shroud not flush.
- Peeling airfoil surfaces on leading and trailing

edges.
- Tip shrouds unlatched.
- Tip shrouds shingled.
EFFECTIVITY
LOW PRESSURE
TURBINE Page 154
INSPECTION
TOC
��
��
��
��
��
��
��
��
��
��
��
� � � �
��
� ��
��
�
��
CTC-229-060-00
��
EFFECTIVITY
LOW PRESSURE
TURBINE Page 155
TOC INSPECTION
EFFECTIVITY
LOW PRESSURE
TURBINE Page 156
INSPECTION
TOC
APPENDIX : NUMBER OF BLADES PER ROTOR
EFFECTIVITY
APPENDIX
BORESCOPE Page 157
ALL CFM56 ENGINES INSPECTION Sep 03
TOC
BLADE QUANTITIES
Here is a table giving the quantity of blades on the

following rotors, for each engine model:
- The fan and booster rotor, where Stage 1 is the fan

rotor itself
- The high pressure compressor rotor
- The high pressure turbine rotor
- The low pressure turbine rotor.
EFFECTIVITY
APPENDIX
BORESCOPE Page 158
TOC
HP
ENGINE FAN & BOOSTER HP COMPRESSOR LP TURBINE
TURBINE
MODEL
ST1 ST2 ST3 ST4 ST5 ST1 ST2 ST3 ST4 ST5 ST6 ST7 ST8 ST9 ST1 ST1 ST2 ST3 ST4 ST5
CFM56-2 44 83 83 83 38 53 60 68 75 82 82 80 76 72 174 162 157 160
CFM56-3 38 68 68 68 38 53 60 68 75 82 82 80 76 72 174 162 157 160
CFM56-5A 36 76 76 76 38 53 60 68 75 82 82 80 76 80 162 150 150 134
CFM56-5B 36 64 70 70 68 38 53 60 68 75 82 82 80 76 80 162 150 150 134
CFM56-5C 36 70 74 70 66 38 53 60 68 75 82 82 80 76 80 160 144 138 146 126
CFM56-7B 24 74 78 74 38 53 60 68 75 82 82 80 76 80 162 150 150 134
EFFECTIVITY
APPENDIX
BORESCOPE Page 159
TOC
EFFECTIVITY
APPENDIX
BORESCOPE Page 160
TOC
SERVICE BULLETINS
EFFECTIVITY
SERVICE
BULLETINS Page 161
TOC INSPECTION
SERVICE BULLETINS
In addition to standard borescope inspection of the

various engine sections, some areas necessitate
particular attention.
The following page provides a list of recommended

Service Bulletins, classified by ATA chapter number,
subject and engine applicability.
EFFECTIVITY
SERVICE
BULLETINS Page 162
INSPECTION
TOC
SB NUMBER AND APPLICABILITY

ATA
SERVICE BULLETIN TITLE PER ENGINE MODEL
CHAPTER
-2C -2A -2B -3 -5A -5B -5C -7B
Inspection of HPC Stage 1 Disk Bore -- -- -- -- -- 72-064 -- --
72-32-00 Compressor Front Stator - On-Wing

Borescope Inspection for HPC Stator to -- -- -- -- -- 72-553 72-427 72-515
Rotor Contact
On-Wing Borescope Inspection of the 72-850 72-445 72-591 72-897 72-536 72-246 72-366 72-304
Combustion Chamber Outer Cowl
72-42-00 Borescope Inspection of Inner Liner -- -- -- -- -- 72-124 -- --

Supports on DAC Chambers
Borescope Inspection of Combustion -- -- -- -- -- 72-237 -- --

Chamber Inner Cowl Bolts
On-Wing Borescope Inspection of 72-098 72-431

72-52-00 -- -- -- -- -- 72-326
HPT Blades 72-240 72-462
Low Pressure Turbine - Borescope

72-54-00 -- -- -- -- -- 72-441 -- 72-383
Inspection for Stage 1 LPT Blade Position
On-Wing Borescope Inspection of the

72-55-00 LPT Shaft Suspected for Hydrogen 72-841 -- -- 72-886 -- -- -- --
Embrittlement
EFFECTIVITY
SERVICE
BULLETINS Page 163
TOC INSPECTION
EFFECTIVITY
SERVICE
BULLETINS Page 164
INSPECTION
TOC
REFERENCE ILLUSTRATIONS
EFFECTIVITY REFERENCE Page 165

ALL CFM56 ENGINES ILLUSTRATIONS Sep 03
TOC BORESCOPE INSPECTION
��
��
��
��
��
CTC-229-004-1-00

��
��
��
��
��
CTC-229-004-2-00

��
��
��
��
��
CTC-229-004-3-00

��
��
��
��
��
��
��
CTC-229-004-4-00

��
��
��
��
��
CTC-229-004-5-00

��
��
��
��
��
CTC-229-004-6-00

��

��
��
��
��
��
��
��
� � �
��
CTC-229-005-1-00

��
��
CTC-229-005-1-1-00

��
��
��
��
��
��
��
��
��
��
��
� � �
��
CTC-229-005-2-00

��
��
��
CTC-229-005-2-1-00

��
��
��
��
��
��
��
��
��
��
��
��
� �
�
��
CTC-229-005-3-00

��
��
��
CTC-229-005-3-1-00

��

��
��
��
��
��
��
��
��
� � �
�
��
CTC-229-005-4-00

��
��
��
��
CTC-229-005-4-1-00

��
��
��
��
��
��
��
��
��
��
��
� �
�
�
��
CTC-229-005-5-00

��
��
��
CTC-229-005-5-1-00

��
��
��
��
��
��
��
��
��
��
��
� �
�
��
CTC-229-005-6-00

��
��
��
CTC-229-005-6-1-00

��
��
��
��
��
��
��
CTC-229-007-1-00

CTC-229-010-1-00

CFM56-5B AS AN EXAMPLE
CTC-229-010-3-00

��
��
��
CTC-229-010-4-00

CFM56-ALL
CTC-229-012-1-00

��
��
��
��
� ��
�
�
� ��
��
��
��
��
��
��
��
��
CTC-229-013-1-00

��
��
��
��
��
CTC-229-013-1-1-00

��
��
��
��
��
CTC-229-013-1-2-00

��
��
��
��
� ��
�
�
� ��
��
��
��
��
��
��
��
CTC-229-013-2-00

��
��
��
��
��
CTC-229-013-2-1-00

��
��
��
��
��
CTC-229-013-2-2-00

��
�
�
�
�
��
��
��
��
��
��
��
CTC-229-013-3-00

��
��
��
��
��
CTC-229-013-3-1-00

��
�
�
�
�
��
��
��
��
��
��
��
CTC-229-013-4-00

��
��
��
��
CTC-229-013-4-1-00

��
��
��
��
�
�
�
�
�
��
��
��
��
��
CTC-229-013-5-00

��
��
��
��
��
CTC-229-013-5-1-00

��
�
� ��
�
��
��
��
��
��
��
CTC-229-013-6-00

��
��
��
��
��
CTC-229-013-6-1-00

856A1320
CTC-229-017-1-00

��
��
��
��
CTC-229-019-1-00

CFM56-2
CTC-229-022-1-00

CFM56-3
CTC-229-022-2-00

��
��
CTC-229-022-3-00

��
��
CTC-229-022-4-00

CFM56-7B
CTC-229-022-5-00

��
��
��
��
��
��
CTC-229-025-1-00

CFM56-5B AS AN EXAMPLE
CTC-229-032-1-00

CFM56-ALL
CTC-229-041-1-00

CFM56-5B, -7B
CTC-229-045-1-00

��
CTC-229-055-1-00

��
��
CTC-229-060-1-00


Cfmallborescope Inspection 160820204643

Transféré par

Informations du document

Copyright

Formats disponibles

Partager ce document

Partager ou intégrer le document

Options de partage

Avez-vous trouvé ce document utile ?

Ce contenu est-il inapproprié ?

Droits d'auteur :

Formats disponibles

Cfmallborescope Inspection 160820204643

Transféré par

Droits d'auteur :

Formats disponibles

TRAINING MANUAL

CFMI Customer Training Center CFMI Customer Training Services

THIS PAGE INTENTIONALLY LEFT BLANK

COPYRIGHT 1998 CFM INTERNATIONAL

THIS PAGE INTENTIONALLY LEFT BLANK

A ATA AIR TRANSPORT ASSOCIATION

CFMI JOINT GE/SNECMA COMPANY (CFM DAR DIGITAL ACMS RECORDER

EFH ENGINE FLIGHT HOURS FDAMS FLIGHT DATA ACQUISITION &

FWD FORWARD HPTC HIGH PRESSURE TURBINE CLEARANCE

Kph KILOGRAMS PER HOUR MCT MAXIMUM CONTINUOUS

NAC NACELLE PS13 FAN OUTLET STATIC AIR PRESSURE

RTD RESISTIVE THERMAL DEVICE SMP SOFTWARE MANAGEMENT PLAN

TC(TCase) HP TURBINE CASE TEMPERATURE UTC UNIVERSAL TIME CONSTANT

IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS

1 mile = 1,609 km 1 km = 0.621 mile

1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 lb. = 0.454 kg 1 kg = 2.205 lbs

1 psi. = 6.890 kPa 1 Pa = 1.45 10-4 psi.

SECTION PAGE SECTION PAGE

BASIC ENGINE PARTICULARS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

INSPECTION OF FAN AND BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

INSPECTION OF HIGH PRESSURE COMPRESSOR. . . . . . . . . . . . . . . . 91

INSPECTION OF COMBUSTOR SECTION . . . . . . . . . . . . . . . . . . . . . . . 103

INSPECTION OF HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . 127

INSPECTION OF LOW PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . 147

APPENDIX : NUMBER OF BLADES PER ROTOR . . . . . . . . . . . . . . . . . 157

SERVICE BULLETINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161

For troubleshooting, record and report the following Borescope inspection.

SCHEDULED / UNSCHEDULED INSPECTION

These are the 2 basic types of borescope inspections. Unscheduled

As a supplement, refer to the Non Destructive Test

��� ���������� ������������ �������

������� ���������� ������

THIS PAGE INTENTIONALLY LEFT BLANK

BASIC ENGINE PARTICULARS

CFM56 MAIN CHARACTERISTICS

(-2, -3, -5A, -7B) : (ALL) :

FAN AND BOOSTER

THE HIGH PRESSURE COMPRESSOR (HPC)

���� � ���� � ���� �

���� � ���� � ���� � ���� � ���� � ���� � ���� � ����� ���� �

����������� ���������������� �����

THE HIGH PRESSURE COMPRESSOR (HPC)

CAUTION: MAKE SURE TO FOLLOW THE

The inner thread engages the HPC rear stator case,

A spring-loaded system enables the outer plug to drive

Both inner and outer plugs have specific torque values.

��� ��� ���

There are 4 borescope ports located around the

The ports are numbered S12 to S15 and accommodate a

Ports S12, S13, S14 and S15 have a 10mm diameter.

THE HIGH PRESSURE TURBINE (HPT) & STAGE 1

The HPT nozzle is made up of segments which consist of

The forward inner and outer platforms are pushed by

The HPT rotor is a single stage assembly housed in the

THE HIGH PRESSURE TURBINE (HPT) & STAGE 1

(ALL) : (-5B, 5C, -7B) :

(-2, -3, -5A) :

(ALL) : They have a 10mm diameter.

THE LOW PRESSURE TURBINE (LPT)

ACCESSORY DRIVE SYSTEM

(-2, -5A, -5B, -5C) :

THIS PAGE INTENTIONALLY LEFT BLANK

��

��

��

��

��

��

��

��