CTC-614 Borescope Inspection V0

Borescope
Inspection
LEAP-1A
Training Manual
V0 - 614 - Level 4
This CFM International 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 the relevant maintenance
publications.
The information (including technical data) contained in this document is the property of CFM
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technical data therein is exported under a U.S. Government license and may be controlled by the
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Copyright 2002 CFM International

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Borescope Inspection LEAP-1A
Table of contents
Introduction p5
Basic Engine p 13
Requirements p 31
Borescope Equipment p 39
Rotation Of Engine Spool p 65
Inspection p 73
Booster p 73
High Pressure Compressor Module p 81
Combustion Section p 93
Turbine Section p 103
Borescope Plugs and Oil System p 137
Damage Identification p 143
Damage Measurement p 173

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Introduction

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Engine Maintenance Concept (On Condition)
The LEAP-1A engine uses a preventive maintenance
concept called "on-condition maintenance".
The on-condition maintenance concept provides
repetitive inspections or tests to determine the condition
of units, systems, or portions of structure with regard to
continued serviceability. This means that the engine has
no periodic overhaul schedule and can remain installed
until something important occurs, or when lifetime limits
of parts are reached.
The engine uses all modern maintenance techniques to

anticipate problems before a failure:
- borescope inspection,
- particle analysis,
- engine health condition & performance trend
monitoring,
- engine vibration monitoring,
- built-in test troubleshooting analysis.
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Engine Maintenance Concept (On Condition)
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Borescope - Purpose and Functional Description
BORESCOPE INSPECTION INTRODUCTION
Purpose
Borescope inspection is a Non-Destructive Test (NDT),

which allows operators to visually inspect the internal
parts of a system using a specific optical instrument
(borescope).
Borescope inspection is used to visually detect a

potential damage or an indication of an abnormal
operating condition (e.g. impact, wear, deformation,
burn, etc.).
In many cases, the results of this inspection will

determine whether the engine can be returned to service
or further investigations should be carried out.
To perform these inspections in optimum conditions,

some theoretical and technical knowledge is required,
along with considerable practical experience.
Functional Description
The borescope operates like a periscope by transferring

the image of an internal part of a system, which cannot
be accessed from the outside, for a visual check.
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Borescope - Purpose and Functional Description
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SCHEDULED AND UNSCHEDULED INSPECTIONS
SCHEDULED AND UNSCHEDULED INSPECTIONS - in-flight shut-down,
- volcanic ash ingestion,
There are 2 basic types of borescope inspection: - etc.
- scheduled inspections,
- unscheduled inspections. During an unscheduled inspection, all areas of the
engine can be inspected.
On-wing Scheduled Inspections The Engine chapter (72-00-00) of the AMM lists the
unscheduled inspection tasks that must be performed by
On-wing Scheduled Inspections are performed to the inspector.
inspect for damage to the internal parts of an engine at
regular intervals according to the: In-Workshop Inspections
- Maintenance Planning Document (MPD),
- Aircraft Maintenance Manual (AMM). Inspections can also be performed in workshop to:
- assess an engines condition before overhaul
Scheduled inspections are performed on specific areas (scheduled inspection),
of the engine to assess its condition. - confirm engine damage when an engine is returned
If no damage is found, the engine is serviceable. after a specific event (unscheduled inspection).
If damage is found, refer to the official documentation to
find out if the engine is serviceable, with or without cycle In both cases, the inspection is performed according to
or time limitations. the Engine Shop Manual (ESM), which describes the
procedures and contains the specific limitation criteria,
On-wing Unscheduled Inspections which may differ from those applied on-wing.
On-wing Unscheduled Inspections are performed to

inspect for damage inside the engine after a specific
engine event, such as:
- Foreign Object Damage (FOD),
- hot start or over temperature,
- over-speed,
- engine surge,
- vibration,
- heavy landing,
- oil fumes in cabin,
- contamination with fire extinguisher fluid,
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SCHEDULED AND UNSCHEDULED INSPECTIONS
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Basic Engine

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Overall Dimensions and Ground Clearance
Identify and Locate
The overall dimensions of the powerplant are:

- length: 210 inches (5.34 m),
- air inlet outer diameter: 83 inches (2.12 m),
- ground clearance: 18 inches (0.46 m).
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Overall Dimensions and Ground Clearance
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Performance - Limits
The LEAP-1A engine is a two spool axial flow turbofan.
The Low Pressure (LP) and High Pressure (HP) rotors

turn in the clockwise direction After Looking Forward
(ALF).
Rotating speeds and limits are :

- Low Pressure rotor (N1) 100%: 3856 rpm,
- maximum High Pressure rotor (N2) 100%: 16645 rpm,
- maximum Low pressure rotor (N1) RPM 3894 (101%),
- maximum High pressure rotor (N2) RPM 19391
(116.5%).
Exhaut Gas Temperature (EGT) limits are:

- 1060°C,
- ground start 750°C.
Engine deterioration is directly related to engine hot
section time & temperature (EGT) operation. Rapid
temperature transients also increase the deterioration
rate of hot parts.
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Performance - Limits
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Air Inlet Section - General
Identify and Locate The main functions of the fan and booster module are:
- to supply the main part of the engine thrust through the
The air inlet section is located at the front of the engine. fan rotor,
The main components of the air inlet section are: - to increase kinetic energy of the airflow,
- the fan case module: located at the front of the air inlet - to provide air pressure to the HPC module through the
section around the fan and booster module, booster.
- the fan frame module: located between the fan case
module and the High Pressure Compressor (HPC) The main function of the No. 1 and No. 2 bearing
module, around the fan and booster module, support module is to support the Low Pressure
- the fan and booster module: located at the front of the Compressor (LPC) Rotor.
air inlet section and contained by the fan case and fan
frame modules,
- the bearing No. 1 and No. 2 support module: located
between the fan and booster and fan frame modules.
Purpose
The main functions of the air inlet section are:

- to supply the HPC with compressed air,
- to contribute to the engine thrust,
- to provide structural attachment for the front of the
engine.
The main functions of the fan case module are:

- to provide fan blade containment,
- to support the air intake cowl,
- to provide attachment points for the engine ground
handling.
The main functions of the fan frame module are:

- to direct and ensure a smooth aerodynamic airflow,
- to support the engine,
- to transmit the powerplant thrust to the aircraft.
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Air Inlet Section - General
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High Pressure Compressor Module - General
Identify and Locate
The High Pressure Compressor (HPC) module is

located between the air inlet and the combustion
section.
The main components of the HPC module are:
- the HPC rotor assembly located in the forward and rear
compressor stator assembly,
- the forward and rear compressor stator assembly
located between the air inlet and the combustion
section.
Purpose
The main functions of the High Pressure Compressor

(HPC) module assembly are:
- to increase the pressure of the booster discharge air
for combustion,
- to provide air for cooling and customer bleed,
- to provide torque to the accessory drives.
The High Pressure Compressor (HPC) rotor assembly

increases the velocity and pressure of the airflow and
transmits torque from the turbine section (HP parts) to
the accessory drives.
The forward and rear compressor stator assembly

converts air velocity into pressure rise and directs the
airflow onto the next higher HPC stage with an
adjustable incidence.
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High Pressure Compressor Module - General
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Combustion Section - General
Identify and Locate
The combustion section is located between the High

Pressure Compressor (HPC) module and the Turbine
section.
The main components of the combustion section are:
- the CDN assembly which is the case of the combustion
section,
- the combustion chamber assembly which is located
within the CDN assembly.
Purpose
The combustion section mixes the fuel and the HPC air
for efficient and uniform combustion.
The CDN assembly provides the structural load path

between the HPC rear compressor stator assembly and
HPT stator case, supports and cools the combustion
chamber assembly.
The combustion chamber assembly provides

containment of high pressure and high temperature air
during the combustion process.
The combustion section has mounting locations for the

nineteen fuel nozzles and the two igniters.
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Turbine Section - General
Identify and Locate
The HPT rotor assembly converts a part of the thermal
The turbine section is located at the rear of the engine. energy from the hot combustion gases into mechanical
It includes the High Pressure Turbine (HPT) and the Low energy to be used by the HPC module.
Pressure Turbine (LPT) modules.
The HPT stage 2 nozzle assembly and HPT stator case:
The main components of the turbine section are: - contain the high-pressure and high-temperature air,
- the HPT stage 1 nozzle assembly located between the - direct the air to the HPT stage 2 rotor blades.
combustion section and the HPT stage 2 nozzle
assembly, The TCF assembly:
- the HPT rotor assembly located between the High - provides radial support at the aft end of the HPT rotor,
Pressure Compressor (HPC) rotor and the Turbine - supports the bearing No. 4 support housing and the
Center Frame (TCF) assembly, LPT transition duct,
- the HPT stage 2 nozzle assembly located between the - provides structural support to minimize HPT blades
HPT stage 1 nozzle assembly and the TCF assembly, clearances.
- the TCF assembly located between the HPT stage 2
nozzle assembly and the LPT rotor and stator module, The LPT stage 1 nozzle module supplies the next higher
- the LPT stage 1 nozzle module located between the stage with the correct airflow angle.
TCF assembly and the LPT rotor and stator module,
- the LPT shaft module located between the LPT stator The LPT shaft transmits the LPT torque to the LPC.
and rotor module and the bearing No. 1 and 2 support
module, The LPT rotor and stator module converts a part of the
- the LPT rotor and stator module located between the thermal energy from the hot combustion gases into
TCF assembly and the Turbine Rear Frame (TRF), mechanical energy to be used by the fan and booster
- the TRF module located at the rear of the engine. module.
Purpose The TRF:

- supports the engine, exhaust nozzle and plug,
The turbine section supplies rotational energy to the - directs a smooth aerodynamic primary airflow,
High Pressure Compressor (HPC) module, fan and - allows C sump lubrication,
booster module. - houses roller bearing assembly No. 5.
The HPT stage 1 nozzle assembly directs the

combustion air to the HPT rotor blades.
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Turbine Section - General
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Mechanical Arrangement
Identify and Locate
The LEAP engine consists of:

- the Low Pressure (LP) rotating system (N1 speed),
- the High Pressure (HP) rotating system (N2 speed),
- 5 bearings,
- 3 sumps,
- 3 structural frames,
- the accessory drives.
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Mechanical Arrangement
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Maintenance - Borescope Inspection Ports
Identify and Locate The borescope ports also give access for the rework of
the blade leading or trailing edge using boro-blending
The LEAP-1A borescope ports are located on the engine tools.
external cases.
Borescope Inspection (BSI) ports are located on the

right side of the engine, with one on the left side for the
combustion chamber (aft looking forward).
There are 26 BSI ports:

- the Low Pressure Compressor (LPC) has two ports (A
and B), positioned between 3 and 4 o'clock,
- the High Pressure Compressor (HPC) has eleven ports
(C to M), positioned: C to G between 4 and 5 o'clock, H
to J between 1 and 2 o'clock, K to M between 4 and 5
o'clock,
- the combustion chamber has four ports (N to Q),
positioned at 2, 5, 7 and 10 o'clock respectively. Ports O
and P are the left and right igniter ports,
- the High Pressure Turbine (HPT) has two ports (R and
S), positioned between 2 and 4 o'clock,
- the Low Pressure Turbine (LPT) has seven ports (T to
Z), positioned: T between 3 and 4 o'clock, U to Z at 4
o'clock.
All ports are fitted with self-locking plugs, except ports A

and B.
Purpose
The borescope ports give access to the engine internal

parts to check their condition during scheduled and
"on-condition" inspections.
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Maintenance - Borescope Inspection Ports
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Requirements

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Documentation AMM / ESM / NDTM
Specific Training Points - procedures,
- inspection of rotors,
The borescope inspection is done according to the - inspection techniques,
Aircraft Maintenance Manual (AMM), the Engine Shop - areas of access.
Manual (ESM) and the Non-Destructive Test Manual
(NDTM).
The AMM provides comprehensive instructions for

performing borescope inspections on wing, and provides
limits for any possible damage.
When borescope equipment is capable of measuring
damage (length, width, depth, etc.), the inspector will
check the damage measurements according to
serviceable limits.
If the borescope equipment does not permit the
measurement of damage, the inspector will compare
what he sees with some known areas within the field of
view which can be referenced to a specific paragraph in
the maximum serviceable limits specified in the AMM.
The ESM provides procedures and limits for workshop

inspections.
Even if these procedures are often very similar to those
in the AMM, the inspection limits may be different.
Therefore, the ESM must not be used for on-wing
inspections.
In the same way, AMM procedures and limits, which
generally have larger tolerances, must not be used for
workshop inspections.
The NDTM, Part 7 of the LEAP-1A ESM, provides

overhaul and shop information related to borescope
inspections:
- minimum inspection equipment recommendations,
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Documentation AMM / ESM / NDTM
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Recording of Damage
Specific Training Points
It is highly recommended that a record be maintained for

each borescope inspection conducted.
Any damage within serviceable limits can be recorded

pictorially by blade number and the position on the
blade.
Propagation of the damage can be pictorially illustrated

during the subsequent inspections.
The rotor blade maps are oriented with a reference for

inspection continuity.
The records and maps will remain in the engine folder

until the damaged parts are repaired or replaced.
Note: When damage maps are used, do the mapping at

the inspection site. Do not rely on memory to do the
mapping of damage in an office after the inspection.
Whenever photos or videos of a damage are made, a

record of the photo/video must be made immediately.
If the photo/video is not recorded in relation to the

engine serial number, stage, port, direction of view and
date, correlation between the hardware damage and the
photo/video will be extremely difficult.
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Recording of Damage
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Borescope Access Limitations
The Aircraft Maintenance Manual (AMM) and the

Non-Destructive Test Manual (NDTM) give the
recommendations for the selection and the use of the
borescope tools:
- the optic focal, the field of view and the angle of view
will be selected according to the area that must be
observed,
- the probe diameter and size must be respected to
prevent any damage to the engine or to the probe,
- the AMM indicates the internal engine temperature
limit as function of the access port.
CAUTION: MAKE SURE THE TEMPERATURE OF THE

ENGINE AND THE ADJACENT AREAS NEAR THE
BORESCOPE INSPECTION PORTS ARE LESS THAN
150°F (65.6°C). DO NOT DO A BORESCOPE
INSPECTION IF THE ADJACENT AREAS ARE TOO
HOT TO TOUCH. DO THE BORESCOPE INSPECTION
WHEN THE ENGINE TEMPERATURE IS LESS THAN
150°F(65.6°C) THIS WILL PREVENT DAMAGE TO
THE BORESCOPE EQUIPMENT.
NOTE: It is recommended to wait 3 to 5 hours after

engine shutdown to do the borescope inspection. This
will permit the engine to become sufficiently cool.
NOTE: You can dry motor the engine to decrease the

engine core temperature (Ref. AMM "Dry Motoring"
procedure).
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Borescope Access Limitations
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Borescope
Equipment

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Borescope Tooling List
LIST OF BORESCOPE TOOLS
To perform engine borescope inspections, some fixtures,

tools, test and support equipment are necessary (Refer
to the AMM for P/N):
- rigid borescope or flexible videoscope,
- a kit of guide tubes,
- a borescope guide to inspect booster ,
- a toolset of jack screws,
- an hydraulic or a nitrogen VSV adapter,
- a core engine rotation including the offset - crank pad

adapter ,
- an electronic turnover tool,
- a programming-motor software.
Other borescope systems may be used at the customers

discretion, provided that they meet the borescope
inspection criteria defined by CFM International (GE and
SNECMA).
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Borescope Tooling List
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Rigid Borescope Set Description
The main components of a rigid borescope set are:

- a light source,
- a flexible light cable,
- various rigid probes which feature:
• an insertion section with various length
• a tip end according to each probe,
• a control section (focus / orbital scan),
• an eyepiece section,
• a light guide connector.
- various optical adapters and extensions can also be
used with it.
Optional photo and video cameras can be attached to

the rigid borescope probe to record any damage.
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Rigid Borescope Set Description
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Flexible Videoscope Description
The main components of a flexible videoscope are:

- a flexible probe which features:
• a flexible insertion tube,
• a bending neck,
• various optical tips, each with specific depth, field and
direction of view ,
• an integrated light source.
- a control unit with LCD screen.
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Flexible Videoscope Description
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Light Sources Description
For borescope inspection purposes, except for LED
A light source is an essential element of borescope light, light can be transferred through:
equipment since the human eyes can only see an object - optical fibers which are made of glass, silicon or quartz
if: (20 to 150 micrometers in diameter).
- it reflects light from an external light source, - liquid cable which can be damaged by heat, so should
- it is a light source (e.g. a candle, a light bulb, a TV set). not be used for long periods.
A light source is characterized by: Optical fibers consist of a bunch of fibers arranged in no
- the intensity, particular order. Therefore, a broken fiber simply results
- the source type, in less light, while there is no light at all when a liquid
- the transfer type. cable is broken.
Light source intensity and efficiency depends on several NOTE: Any cable connection results in a loss of 20 to 30
parameters: percent of the light.
- the power (in Watts) which is not sufficient to
characterize its capacity for use as a means of lighting,
- the color temperature (in Kelvin) which depends on the
type of lamp,
- the lifetime of a lamp (in hours) can be very different
from one lamp type to another.
The types of light source are:

- halogen light source (incandescent lamp) around
3000°K (yellow), which remains the recommended
lighting option where high light quality and precise light
focusing are required,
- metal-Halide light source (arc lamp) around 5800°K for
Xenon type (white), which comes from an electric arc
and presents an tiredness risk for the operator,
- LED light source (Light-Emitting Diode) around 6000°K,
which supplies a brilliant white light similar to true
daylight illumination and provides more accurate color
rendition.
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Light Sources Description
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Rigid Probe Description
A rigid borescope probe configuration includes:

- a distal end with objective lenses (with a unique field of
view and depth of field configuration),
- an insertion section, which connects the distal end to
the borescope control section,
- a borescope control section, which allows the view to
be adjusted,
- an eye-piece assembly with an eye-piece lens,
- a light guide, which passes light through the borescope
to illuminate the object being observed,
- a light-guide connector, which forms the interface with
an external light source.
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Rigid Probe Description
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Flexible Videoscope Probe Description
Depending on type and brand, a flexible videoscope

probe configuration may include:
- a distal end with objective lens and optical-tip adaptors,
- a CCD (Charge-Coupled Device) sensor,
- an insertion tube, which includes:

• a flexible section,
• a bending section,
• an interchangeable optical tip with specific depth of
field and field of view,
- a light source,
- a signal bus, which passes through the video scope to

connect the CCD sensor to the electronic control unit,
- a control unit connection.
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Flexible Videoscope Probe Description
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Tools and Safety Precautions
In some Borescope Inspection (BSI) procedures, a

flexible borescope is required.
To direct the flexible borescope to the required
inspection area in the engine, borescope kit of guide
tubes (Refer to the AMM for P/N) can be used.
CAUTION: BE CAREFUL WHEN YOU MOVE THE

FLEXIBLE BORESCOPE INTO THE ENGINE YOU CAN
EASILY DAMAGE THE BORESCOPE EQUIPMENT IF
YOU ARE NOT CAREFUL.
CAUTION MAKE SURE THAT:

• THE ON-OFF SWITCH IS IN THE OFF POSITION,
• THE LIGHT INTENSITY IS SET TO MINIMUM
BEFORE YOU CONNECT THE BOROSCOPE
LIGHT-SOURCE TO THE POWER SUPPLY,
• THE LIGHT SOURCE AND THE POWER SUPPLY
ARE CORRECTLY GROUNDED,
• MAKE SURE THAT THE INPUT VOLTAGE OF THE
BORESCOPE-LIGHT-SOURCE-SET AGREES TO
THAT OF THE POWER SUPPLY.
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Tools and Safety Precautions
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Borescope Selection
Functional Description Borescopes have various directions of view:
- straight ahead (angle of 0°),
When selecting a borescope, the following parameters - forward angle (30°, 45°, 70°),
must be taken into account: - side angle (90°),
- the type, - backward angle (120°).
Rigid borescope or flexible (videoscope with flexible The direction is fixed for a rigid borescope, and depends
insertion tube), is defined by the inspection procedure. on the selected optical tip for a flexible videocope; in this
case, be sure to keep safe margins according to the
NOTE: Flexible borescopes may have a guide tube that environment.
can be either rigid or deformable.
- the field of view,
- the diameter, The selection of field of view depends on what we are
When selecting the borescope insertion diameter, make looking for. This may be a general exploration, a search
sure that there is sufficient clearance between the over a limited area, or a search for a fine damage.
borescope and the port (at least 1 mm) over the whole One of the following fields of view should therefore be
length of travel. chosen:
- exploration: 90°,
NOTES: - limited area search: 60°,
- do not try to force the borescope if it sticks, - fine damage search: 35°.
- we also need the borescope to have the highest
possible luminosity, observation range, image definition, The selection also depends on the distance between the
and robustness. inspected part and the tip end of the borescope. The
larger the distance, the smaller the view will be. This can
- the length for rigid ones, be compensated by selecting the appropriate field of
In this case, the borescope length may vary. view.
When selecting the length, bear in mind that the Selecting a larger field of view has a direct influence on
borescope should be neither too long (because of loss of the resolving power.
luminosity, risk of damage, etc.), nor too short to reach
the area to be inspected.
Borescope length must be adapted to the requirements.
You should also take into account the blind area as
illustrated.
- the direction of view,
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Borescope Selection
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Recommended Practices and General Precautions
Bear in mind that borescopes are high-precision optical equipment (cable, objective lenses, accessories, etc.).
instruments.
The following general precautions should be taken when

using borescopes:
- clean the optical input and output lens systems before
and after each use,
- avoid any impacts (handle with care),
- do not bend the borescope (comply with the supplier’s

minimum bending radius),
- do not force the borescope at any time,
- carefully secure the interchangeable objective lenses

(check the presence of the seal and check the tightening
of the objective lens before each insertion,
- comply with the specified temperature range (typically

-10°C to +60°C or even +80°C),
- do not place the light generator on a plastic case when

in operation,
- do not completely immerse the borescope insertion

section in fluid. Check that any fluid, with which the
borescope insertion section comes into contact without
being completely immersed, is harmless,
- after use, stow the borescope in an appropriate case

(be careful when closing the case),
- make a final inventory of the borescope inspection
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Recommended Practices and General Precautions
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Recommanded Pratices - Before Inspection
“Human factors” are reduced by applying the following equipment with magnification probe and recording
measures: device, if required).
The operator should:
- have good eyesight, with or without correction
(glasses), a visit to an eye specialist is recommended
once a year,
- be well rested and free from stress,
- be compliant with skilled knowledge of engine design

and operating conditions requirements, along with
training and experience in borescope inspection
obtained via an approved coaching procedure,
- prepare job cards and be well prepared for what is to

be observed, for example this may be a scheduled or an
unscheduled inspection,
- collect, in all cases, all available information on the

engine operating history, along with the previous
borescope inspection report (if any),
including:
- type of damage (part location, function of the part,
forces involved),
- latest trend monitoring status (for EGT margins, fuel

flow, N2 variations).
The operator should select the appropriate borescope

equipment for:
- a general inspection (standard tools as recommended
in the AMM),
- a detailed inspection (image rendering through video
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Recommanded Pratices - Before Inspection
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Recommended Practices – During Inspection
CAUTION: USE NON-HALOGENATED SOLVENTS sections, in particular regarding:
PRODUCTS FOR TITANIUM PARTS. • the type of damage,
• the location,
- Know your borescope equipment: The inspector must • the width of the damage,
know which probe will give the best image, which • the quantity.
generally depends on the area to be inspected.
- Record and report your findings:
- Locate a familiar point: As soon as you have • keep a record of your findings and share them with
introduced the probe inside the area to be inspected, the engineering and quality departments,
locate a familiar point. This prevents damage to the • this history file is required for engine surveys and for
engine or equipment (e.g. probe blockage). subsequent borescope inspections related to the engine
on-condition criteria.
- Inspect with an open mind: Perform the borescope
inspection with an open mind regarding what you don’t
expect to find. Be ready to see any abnormal airflow
patterns.
- Scan quickly: When the probe has been installed in

the correct position, scan quickly. A general view of the
airflow path area will help to reveal all damage and/or
inconsistencies.
- Locate all required inspection areas: A thoroughly

disciplined procedure for all probe manipulations through
all the required ports must become a standard operating
procedure for all borescope inspections.
- Note inconsistent patterns: When identifying airflow

path discrepancies, you need to locate them first so as
to perform a more detailed inspection on each of them.
- Evaluate observed inconsistencies: Compare the

inspected area with other areas in the same airflow path
section and with those in downstream or upstream
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Recommended Practices – During Inspection
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Recommended Practices After Inspection
Make sure you put the engine back into serviceable

condition (refer to the AMM).
Any missing parts can cause a severe problem or

danger in operation.
Examples:
- missing borescope plug,
- incorrect installation of the manual control cover,
- torque-tightening of the borescope plugs not compliant
with documentation.
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Recommended Practices After Inspection
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Rotation Of
Engine Spool

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N1 Rotor - Turn
In order to perform either a booster or the Low Pressure

Turbine (LPT) borescope inspection, the Low Pressure
(LP) core has to be turned clockwise through the fan
rotor.
WARNING: BE CAREFUL WHEN YOU TURN THE FAN

ROTOR. MAKE SURE THAT YOU ARE IN A STABLE
POSITION. ALSO, YOU MUST WEAR HEAVY
PROTECTIVE GLOVES TO PREVENT PERSONAL
INJURY.
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N1 Rotor - Turn
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N2 Rotor Turn
Identify and Locate THIS CAN CAUSE DAMAGE TO THE AGB BEARING.
The manual control cover is located on the Accessory NOTE: DO NOT FORGET TO RE-INSTALL MANUAL
GearBox (AGB) front face at 8 o'clock, between the COVER AFTER THE TASK.
Integrated Drive Generator (IDG) and the Pneumatic Air
Starter (PAS) drive pads.
The manual control cover features an o'ring and 2

extract holes, and interfaces with:
- the Accessory GearBox,
- 2 mounting screws.
The extract holes receive the JACK SCREWS TOOL

SET (Refer to the AMM for P/N) for removal procedure.
Operation
The High Pressure Compressor (HPC) rotor can be

rotated manually with a 3/4 inch drive tool inserted in the
manual control cover drive pad, reachable by the
manual control cover removal.
The tool handle must be turned counterclockwise (ALF),

to obtain a clockwise rotation of the HPC rotor.
The optional CORE ENGINE ROTATION TOOL SET

could also be used to adapt the ELECTRONIC
TURNOVER TOOL (Refer to the AMM for P/N) into the
manual control cover drive pad.
This electronic device offers specific rotation control
options.
CAUTION: DO NOT USE A TOOL TO PUT THE

3/4-INCH SQUARE DRIVE INTO THE GEAR SHAFT.
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N2 Rotor Turn
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N2 Rotor - Find The Zero Index Mark
Before carrying out a HP core borescope inspection, the

inspector has to set the rotor to the correct position.
During inspection, the indexing is a quick and accurate
way of checking the full rotation of the rotor and of
determining the position and number of the inspected
blades.
The reference (“zero”) index point is found by

performing the respective AMM procedure.
Remove the borescope plug from the HPC case,

borescope port L, will permit borescope access to the
Leading Edge of HPC stage 9.
Use the borescope to view the rotor blade platform for

the ninth stage HPC rotor to identify the zero index
mark.
The rotor blade platform for the ninth stage HPC rotor is
aft of the borescope port L.
Turn the torque wrench in a counterclockwise direction.

The HPC stage 9 leading edge rotor blades will turn in a
clockwise direction when viewing aft with the borescope.
There are two HPC stage 9, blade lock lugs between the
HPC Stage 9 blade platforms.
The HPC blade that follows the second of two blade lock
lugs, aligned with the Stage 9 compressor stator vane
immediately aft, is the No.1 HPC blade.
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N2 Rotor - Find The Zero Index Mark
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Booster
Inspection

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Booster - General
Functional Description - the booster stage 3 stator vanes next to the borescope
port.
Booster blades and vanes damage may occur after the
engine has experienced abnormal operation. The NOTE: If the fan blades are removed, the stage 2 rotor
following list provides examples of conditions in which a blades leading edge inspection can be done without
complete borescope inspection should be performed: borescope equipment.
- N1 rotor over speed,
- high level of N1 rotor vibration,
- heavy landing,
- oil fumes detected in cabin air,
- Low Pressure Compressor (LPC) stall.
The booster internal gas path inspection is done

through:
- the booster inlet,
- the borescope ports A and B located between the 3
and 4 O'clock positions on the flow path panel.
Note: There is no plug associated to these borescope

ports.
The booster inlet enables stage 2 blades leading edge

inspection.
The A port enables inspection of:

- the booster spool stage 2 rotor blades trailing edge,
- the booster spool stage 3 rotor blades leading edge,
- the booster stage 2 stator vanes next to the borescope
port.
The B port enables inspection of:

- the booster spool stage 3 rotor blades trailing edge,
- the booster spool stage 4 rotor blades leading edge,
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Booster - General
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Booster Blades and Vanes - Inspection Areas
Several sections of blades are dimensionally defined in

order to identify accurately each inspection area of the
blades:
- the blade root and tip areas,
- the leading edge,
- the trailing edge, and
- specified areas.
In the same way the stator vanes are divided into

specific inspection areas:
- the leading edge,
- the trailing edge, and
- specified areas.
The definition and the illustration of each area are

available in the Aircraft Maintenance Manual (AMM)
(Ref. to AMM "Borescope Inspection of the Booster
Blades and Vanes" procedure). .
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Booster Blades and Vanes - Inspection Areas
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Booster Blades and Vanes - Possible Damage
Functional Description surface and the platform.
During an inspection of the booster blades and vanes, Every type of damage is identified, and associated with
any damage should be assessed against the its serviceable limits, according to its location, in the
serviceability limits, in the Aircraft Maintenance Manual AMM (AMM Ref. "Borescope Inspection of the Booster
(AMM). Blades and Vanes" procedure).
In case of damaged blade or vane, record the following

items:
- the location of the damage,
- the type of damage and its dimensions.
Map the damage on the special reporting form.
Note:
- damage should be classified in term of criticality.
- damage seen in one area can be more critical than the
same one, in another area.
Booster blades and vanes possible damage are:

- cracks, distortion, tears or deformation, usually due to
heavier Foreign Object Damage (FOD), such as birds,
ice, hail, etc,
- nicks or dents or scratches on the leading and trailing
edges, usually due to the ingestion of small foreign
objects such as sand, dust, stones, etc,
- erosion,
- tip curl,
- pitting,
- distortion of leading and/or trailing edges,
- missing material,
- wear,
- damage on the airfoil surfaces,
- damage on the blending radius, between the airfoil
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Booster Blades and Vanes - Possible Damage
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High Pressure
Compressor
Module
Inspection

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High Pressure Compressor Module - General 1/3
Functional Description - the stage 3 blisk blades trailing edge,
- the stage 4 blisk blades (x49) leading edge.
High Pressure Compressor (HPC) rotor assembly
blades damage may occur after the engine has To perform a complete inspection, the HPC rotor
experienced abnormal operation. assembly is rotated through the manual control cover, a
The following list provides examples of conditions in second technician may be required.
which a complete HPC borescope inspection should be
performed: NOTE: To completely inspect the stage 1 and 2 blades,
- HPC stall, it may be necessary to open the VSVs.
- Foreign Object Damage (FOD), Refer to the appropriate procedure in the AMM.
- heavy landing,
- oil fumes detected in cabin air.
Borescope ports are provided:

- on the fan frame hub (C and D),
- on the forward compressor assembly (E and F),
to enable the HPC inspection.
The port C at 5 O'clock and the port D at 4 O'clock

enable inspection of the stage 1 blisk blades (x25)
leading edge.
The port E at 4 O'clock enables inspection of:

- the stage 1 blisk blades trailing edge,
The port F at 4 O'clock enables inspection of:

The port G between 4 and 5 O'clock enables inspection

of:
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blades damage may occur after the engine has
experienced abnormal operation.
The following list provides examples of conditions in
performed:
- HPC Compressor stall,
- heavy landing,
Borescope ports are provided on the forward

compressor assembly to enable the HPC inspection.
The port H at 2 O'clock enables inspection of:

The port I at 2 O'clock enables inspection of:

- the stage 6 blades (x66) leading edge.
The port J at 2 O'clock enables inspection of:

- the stage 6 blades trailing edge,
To perform a complete inspection, the HPC rotor

assembly is rotated through the manual control cover, a
second technician may be required.
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blades damage may occur after the engine has
experienced abnormal operation.
The following list provides examples of conditions in
performed:
- HPC stall,
- High level of N2 rotor vibration,
- heavy landing,
Borescope ports are provided on the rear compressor

stator assembly to enable the HPC inspection.
The port K at 5 O'clock enables inspection of:

The port L at 5 O'clock enables inspection of:

The port M at 5 O'clock enables inspection of:

To perform a complete inspection, the HPC rotor

assembly is rotated through the manual control cover, a
second technician may be required.
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High Pressure Compressor Blades - Inspection Areas
The High Pressure Compressor (HPC) blades are

divided into several sections dimensionally defined:
- the leading edge,
- the trailing edge,
- the root radius,
- tip/ tip corner,
- the platform, and
- the airfoil.
These sections are themselves divided into different

areas, which are all defined in the Aircraft Maintenance
Manual (AMM) (Ref. AMM "Borescope Inspection of the
HPC Section" procedure).
Note: On all HPC stages, three blades have tip notches.

Each notched blade has a leading edge chamfer to help
identify the blades that are notched.
For stages 1 to 4, depth of notches are 0.005, 0.010 and

0.015 (one blade has two notches of 0.005, second
blade has two of depth 0.010 and so on).
For stages 5 to10, depth of notches are 0.010, 0.015

and 0.020. HPC Blade tip notches are used to asses
blade tip rubs and help determine health status of the
engine. These HPC blades tip notches are not
damaged.
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High Pressure Compressor Blades - Inspection Areas
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HPC Blades - Possible Damage
During an inspection of the High Pressure Compressor
(HPC) blades, any damage should be assessed against
the serviceability limits in the Aircraft Maintenance
Manual (AMM).
In case of damage, record the following items:

- the number of the rotor stage,
- the blade number (counted from the start),
- the damage location, on the blade,
The HPC blades possible damage are:

- cracks or tears,
- nicks and dents,
- scratches,
- bulging,
- curled blade tips,
- particles,
- erosion,
- distortion,
- burrs and high metal,
- missing material,
- missing airfoil tip corners.
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HPC Blades - Possible Damage
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Combustion
Section
Inspection

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Borescope inspection of the combustion section may be
required for a visual assessment as part of the
on-condition maintenance plan.
It may also result from engine problems:

- emission of pollution,
- trend symptoms such as over temperature, or
troubleshooting / fault isolation.
The combustion section features four boroscope ports to

enable inspection of the combustion chamber assembly:
- the port N at 2 O'clock,
- the port O (Igniter port) at 5 O'clock,
- the port P (Igniter port) at 7 O'clock,
- the port Q at 10 O'clock.
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Combustion Section - Inspection Areas
The combustion section borescope port locations enable

internal gas path inspection of the liner and the igniter
tower, including:
- inner and outer liner;
- aft & fwd cooling nuggets,
- line cooling hole,
- igniter tower,
- tower weld,
- Thermal Barrier Coat (TBC).
It also enable inspection of the fuel nozzles, the

combustor chamber dome, and the radial mixer,
including:
- bend radii,
- combustor mixer,
- dome or deflector plate,
- fuel nozzle coke lip,
- fuel nozzle heat shield conic surface,
- fuel nozzle main orifice,
- fuel nozzle tip,
- heat shield cooling hole,
- thermal barrier coat.
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Combustion Section - Inspection Areas
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Combustion Section - Possible Damage 1/2
Possible damage are:
- axial cracking,
- radial cracking,
- circumferential cracks,
- diagonal cracks,
- connected cracks,
- burn through or missing metal,
- discoloration,
- distortion,
- missing material,
- missing TBC,
- oxidation,
- carbon deposits.
Note: Carbon deposits are often misinterpreted as

damage (holes, burn-through, cracks, etc.). Use a
highmagnification probe and higher light intensity to
confirm the type of damage.
Note: The AMM defines the inspections areas and the

serviceability criteria.
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During an inspection of the combustion section, the
following damage should be assessed against the
serviceability limits in the Aircraft Maintenance Manual
(AMM).
The combustion section possible damage are:

- axial cracking,
- burn through or missing metal,
- circumferential cracks,
- connected cracks,
- diagonal cracks,
- discoloration,
- distortion,
- missing material,
- missing TBC,
- oxidation,
- radial cracking,
- carbon deposits,
This damage is identified, and associated with its

serviceable limits in the Aircraft Maintenance Manual
(AMM) (Ref to the AMM "Borescope Inspection of the
Combustion Section" procedure).
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Turbine
Section
Inspection

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Stage 1 HPT Nozzle Guide Vanes - General
The inspection of the High Pressure Turbine (HPT)
Nozzle Guide Vanes (NGV) could require a flexible
videoscope with a guide tube; however, its leading edge
is only checkable by means of a rigid borescope.
Borescope ports are provided to enable the Stage 1

HPT NGV inspection:
- the port N located on the combustion section at 2
O'clock,
- the port O (Igniter port) located on the combustion
section at 5 O'clock,
- the port P (Igniter port) located on the combustion
section at 7 O'clock,
- the port Q located on the combustion section at 10
O'clock,
- the port R located on the HPT stage 2 assembly at 3 O'
clock.
The kit of borescope guide tube (Refer to the AMM for

P/N) is used to guide flexible videoscope probe for
inspection.
CAUTION:
Do not insert the borescope between blades while
rotating the rotor. This will break the probe and may
require engine disassembly to remove the broken piece.
Carefully insert the flexible probe into the guide tube and
monitor the probe insertion in between the nozzle vanes.
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Stage 1 HPT Nozzle Guide Vanes - General
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Stage 1 HPT NGV - Inspection Areas
The inspection of the High Pressure Turbine (HPT)
Nozzle Guide Vanes (NGV) is usually carried out in
conjunction with the inspection of the combustion
chamber.
The HPT Nozzle Guide Vanes are cast shells which are
internally divided into forward and aft cooling
compartments. Cooling air enters the vane
compartments through the inner and outer ends of the
vanes, and exits through holes in the vane leading
edges and slots in the trailing edges. The vanes have a
thermal-barrier coating.
The HPT Nozzle Guide Vane inspection areas are:

- leading edge,
- nose holes,
- gill holes,
- airfoil surfaces (convex/concave),
- trailing edge,
- trailing edge slots,
- thermal-barrier coating,
- inner platform,
- inner platform Holes,
- outer Platform,
- outer platform holes.
The definition and the illustration of each area, are

(Ref. AMM "Borescope Inspection of the Stage 1 HPT
Nozzle Guide Vanes" procedure).
The kit of borescope guide tube (Refer to the AMM for

inspection.
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Stage 2 HPT NGV - General
Use a flexible videoscope with a guide tube if necessary
to inspect the stage 2 High Pressure Turbine (HPT)
Nozzle Guide Vanes (NGV).
The borescope port S which is located, on the HPT

stage 2 assembly, at 3 O' clock, enables the stage 2
HPT NGV inspection.
The kit of the borescope guide tube (Refer to the AMM

for P/N): 956A1603G01) is used to guide flexible
videoscope probe for inspection.
CAUTION:
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Stage 2 HPT NGV - General
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The High Pressure Turbine (HPT) Nozzle Guide Vanes
(NGV) are cast shells which are internally divided into
forward and aft cooling compartments. Cooling air enters
the vane compartments through the inner and outer
ends of the vanes, and exits through holes in the vane
leading edges and slots in the trailing edges. The vanes
have a thermal-barrier coating.
The HPT nozzle guide vane inspection areas are:

- leading edge,
- nose holes,
- gill holes,
- airfoil surfaces (concave/convex),
- trailing edge,
- trailing edge slots,
- thermal-barrier coating,
- inner platform,
- inner platform holes,
- outer platform,
- outer platform holes,

(Ref. AMM "Borescope Inspection of the Stage 2 HPT
Nozzle Guide Vanes" procedure).
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HPT NGV - Possible Damage
During an inspection of the High Pressure Turbine (HPT) - cracks.
Nozzles Guide Vanes (NGV), the following damage
should be assessed against the serviceability limits in This damage is identified, and associated with there
the Aircraft Maintenance Manual (AMM). serviceable limits in the Aircraft Maintenance Manual
(AMM) (Refer to the AMM "Borescope Inspection of the
Possible damage on HPT NGV are: Stage 1 (X) HPT Nozzle Guide Vanes" procedure).
- discoloration (anywhere),
- eroded or missing thermal-barrier coating,
- erosion,
- spalled areas,
- cracks,
- burns,
- missing material,
- dirty airfoils,
- thermal oxidation,
- nicks,
- dents.
Leading edge damage:

- cracks,
- burns and/or bulges,
- blocked cooling air passages,
Concave and convex surfaces:
- radial and axial cracks.
Trailing edge damage:

- bulking and/or bowing,
- cracks.
Other airfoil areas:
- cracks
- nicks, scores, scratches or dents.
Inner and outer platforms:

- burns,
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HPT NGV - Possible Damage
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Stage 1 HPT Blades and Shrouds - General
Use a flexible videoscope with a guide tube if necessary Carefully insert the flexible probe into the guide tube and
to inspect the stage 1 High Pressure Turbine (HPT) monitor the probe insertion in between the nozzle vanes.
blades, and the stage 1 shrouds.

- on the combustion section (P and Q),
- on the HPT stage 2 nozzle assembly (R and S),
to enable the stage 1 HPT blades, and the stage 1
shrouds, inspection.
The port P at 7 O'clock enables inspection of the stage 1

HPT blades leading edge.
The port Q at 10 O'clock enables inspection of the stage

1 HPT blades leading edge.
The port R at 3 O'clock enables inspection of the stage

1:
- HPT blades (STG 1: 60, STG 2: 68) leading edge,
- HPT shrouds.
The port S at 3 O'clock enables inspection of the stage

1:
- HPT blades trailing edge,
- shrouds.
The borescope kit of guide tubes (Refer to the AMM for

inspection.
CAUTION:
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Stage 1 HPT Blades and Shrouds - General
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Stage 2 HPT Blades & Shrouds - General
Use a flexible videoscope with a guide tube if necessary
to inspect the stage 2 High Pressure Turbine (HPT)
blades and the stage 2 shrouds.

- on the HPT stage 2 nozzle assembly (S),
- on the Turbine Center Frame (T),
to enable the stage 2 HPT blades, and the stage 2
shrouds inspection.
The port S at 3 O'clock enables inspection of the stage

2:
- HPT blades leading edge,
- shrouds.
The port T at 3 O' clock enables inspection of the stage
2:
- HPT blades trailing edge,
- HPT shrouds.
The kit of guide tubes (Refer to the AMM for P/N) is

used to guide flexible videoscope probe for inspection.
CAUTION:
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Stage 2 HPT Blades & Shrouds - General
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HPT Blades - Inspection Areas
The stage 1 High Pressure Turbine (HPT) blade roots

and blade internal cooling passages are supplied with
regulated air from the HPC Compressor Discharge
Pressure (CDP), prior to be expelled, via several rows of
holes and series of trailing edge slots.
The HPT blade inspection areas are:

- leading edge,
- trailing edge,
- trailing edge slot,
- blade tip,
- tip bleed holes (stage 1 only),
- airfoil surfaces (concave/convex),
- thermal barrier coating,
- blade platform,
- root radius,
- edge root fillet radius,
- film and gill holes (stage 1 only),
- nose holes (stage 1 only).
The specific HPT blade inspection areas are defined as

follow:
- Area A: airfoil upper section.
- Area B: airfoil lower section.
- Region A/B/C (stage 1 only) inside the area A.
Note: Region A is different than Area A.
The definition and the illustration of each area are

(Refer to the AMM "Borescope Inspection of the HPT
Blades" procedure).
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HPT Blades - Inspection Areas
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HPT Blades - Possible Damage
During an inspection of the High Pressure Turbine (HPT)
blades, the following damage should be assessed
against the serviceability limits in the Aircraft
Maintenance Manual (AMM).
In case of damage, record the following items:

- the damage location, on the blade,
Possible damage on HPT blades are:

- bent or curled blade tip,
- blocked nose holes,
- build-up of shroud material,
- cracks,
- missing material,
- metal splatter,
- missing surface coating,
- nicks and dents,
- oxidation,
- pits,
- positive braze material,
- tears or torn material,
- twisted, bent, burnt or melted airfoil surfaces.
Every type of damage is identified, and associated with

its serviceable limits, according to its location, in the
AMM (Refer to the AMM "Borescope Inspection of HPT
Blades" procedure).
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HPT Blades - Possible Damage
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HPT Shrouds - Inspection Areas & Possible Damage
The inspection areas of the High Pressure Turbine
(HPT) stage 1 and 2 shrouds, are as follow:
- coating,
- leading edge,
- seal slots,
- trailing edge,
During an inspection of the HPT stage 1 and 2 shrouds,

the following damage should be assessed against the
(AMM).
HPT shrouds possible damage are:

- blade rub,
- chipping of the coating,
- cracks,
- missing spline seals,
- spalling of the coating,
- visible spline seals.

AMM (Refet to the AMM "Borescope Inspection of the
Stage 1 (2) HPT Shrouds" procedure).
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HPT Shrouds - Inspection Areas & Possible Damage
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Low Pressure Turbine (LPT) - General
Use a flexible videoscope with a guide tube if necessary - the stage 6 LPT blades (x147) leading edge.
or a rigid borescope to perform inspection of the Low
Pressure Turbine (LPT) nozzle segments, blades and The port Z at 4 O'clock enables inspection of:
shrouds. - the stage 6 LPT blades trailing edge.
- the stage 7 LPT blades (x147) leading edge.
- on the combustion section (P and Q), A borescope kit of guide tubes is used to guide flexible
- on the Turbine Center Frame (T), videoscope probe for inspection.
- on the LPT stator (U, V, W, X, Y and Z),
to enable the LPT nozzle segments, blades and CAUTION:
shrouds inspection. Do not insert the borescope between blades while
The port T at 3 O'clock enables inspection of: require engine disassembly to remove the broken piece.
- the stage 1 LPT nozzle segments leading edge, Carefully insert the flexible probe into the guide tube and
- the stage 1 LPT blades (x147) leading edge. monitor the probe insertion in between the nozzle vanes.
The port U at 4 O'clock enables inspection of:

- the stage 1 LPT blades trailing edge,
The port V at 4 O'clock enables inspection of:

The port W at 4 O'clock enables inspection of:

The port X at 4 O'clock enables inspection of:

The port Y at 4 O'clock enables inspection of:

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Low Pressure Turbine (LPT) - General
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LPT Blades - Inspection Areas
Several sections of the Low Pressure Turbine (LPT)

blades are dimensionally defined:
- leading edges,
- trailing edges,
- convex airfoil surfaces,
- concave airfoil surfaces,
- outer platforms,
- inner platforms.
In addition, all visible areas of the LPT Nozzle Guide

Vanes (NGV) have to be inspected.

(Refer to the AMM " Inspection of the LPT blades"
procedure).
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LPT Blades - Inspection Areas
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LPT Blades - Possible Damage
During an inspection of the Low Pressure Turbine (LPT)
blades, the following damage should be assessed
against the serviceability limits in the Aircraft
Maintenance Manual (AMM).
If you find a damaged blade, record the following items:
- the damage location on the blade,
Note:
- Damage should be classified in term of criticality.
- Damage seen in one area can be more critical than the
same one, in another area.
The LPT blades possible damage are:

- cracks,
- corrosion and loss of coating (stage 1 blades only),
- impact damage (dents, nicks or scores),
- scratches,
- deformation.

Aircraft Maintenance Manual (AMM) (Refer to the AMM
"Inspection of the LPT blades" procedure).
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LPT Blades - Possible Damage
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LPT Shrouds - Inspection Areas
The LPT shrouds are parts of a system which regulates

the clearance between the shrouds themselves and the
LPT rotor blades.
the complete LPT shroud requires inspection.
The definition and the illustration of this area is available

in the Aircraft Maintenance Manual (AMM) (Refer to the
AMM "Inspection of the LPT Shrouds" procedure).
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LPT Shrouds - Inspection Areas
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LPT Shrouds - Possible Damage
During an inspection of the Low Pressure Turbine (LPT),
the following damage should be assessed against the
(AMM).
Possible damage on LPT shrouds are:

- distortions,
- worn or unbonded cells.
These damage are identified, and associated with their

serviceable limits in the AMM (Refer to the AMM
"Inspection of the Low Pressure Turbine shrouds"
procedure).
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LPT Shrouds - Possible Damage
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LPT Nozzle Segments - Inspection Areas and Damage
The Low Pressure Turbine (LPT) nozzle segments are
divided into two inspection areas:
- leading edges,
- trailing edges.

(Refer to the AMM "Inspection of the LPT nozzle
segments" procedure).
During an inspection of the LPT nozzle segments, the

following damage should be assessed against the
serviceability limits in the AMM.
The LPT nozzle segments possible damage is crack.
This damage is identified, and associated with its

serviceable limits in the AMM (Refer to the AMM
"Inspection of the LPT nozzle segments" procedure).
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LPT Nozzle Segments - Inspection Areas and Damage
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Plugs &
Oil System
Inspections

614-8-720000-05-19-A
Borescope Plugs - Inspection
Once the borescope plugs are removed, a visual

inspection of the borescope ports and plugs has to be
performed to find out:
- on borescope ports:
• borescope port threads damage,
• loose locking insert on borescope ports,
• missing locking insert on borescope ports.
- on borescope plugs:
• cracks,
• deformation,
• damaged plug spring,
• wear on the locking device,
• bent locking lugs,
• borescope plug damaged threads,
• anti-rotation feature on borescope plug.
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Borescope Plugs - Inspection
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Oil System - BorHscope Inspection
When an oil consumption problem is isolate after a
trouble shooting procedure, a borescope inspection has
to be performed for any oil leak trace detection on :
- the three A-sump pressurization tubes,
- the High Pressure Compressor (HPC) space between
the Inlet Guide Vanes (IGVs) and the stage 1 blisk
blades,
- the HPC stage 1 and stage 2 blisk blades (root area
and airfoil),
- the Low Pressure Turbine (LPT) on blades, nozzles
(root area and airfoil).
The ports A and B located on the flow path panel

between the 3 and 4 o'clock position enable inspection
of the three A-sump pressurization tubes.
The ports C and D located on the fan frame hub

between the 3 and 4 o'clock positiont and the port E at
4 O'clock on the forward compressor assembly enable
inspection of :
- the HPC space between the IGVs and the stage 1
blades (C and D)
- the stage 1 blisk blades (all),
- the stage 2 blisk blades (E).
The ports T, U, V, W, X, Y and Z located on the LPT

stator between the 3 and 4 o'clock position enable
inspection of LPT.
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Oil System - BorHscope Inspection
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Damage
Identification

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Damage Description 1/14
DAMAGE DESCRIPTION surfaces.
This document specifies the names and definitions of Bowed. A curve that changes the usual shape or contour
the general types of damage in order to prevent errors of the surface. Usually the cause is heat or a lateral
which can occur when different names are used for the force. A smooth plastic deformation that changes the
same type of damage. initial contour of a part. A part can be bowed out or in.
Always use the correct name for the specified type of
damage or condition when you perform an inspection of
a component.
The damage definitions and associated terms are based

on the reference current manual, and the examination
guidelines for engine.
Run Components - (Types Of Observable Damage).
Types of damage-related condition
Arced (Flash-over). The burned or fused metal which

can occur after an unwanted electrical discharge
between two electrical connections.
Battered (Damaged by impacts). Damage caused to a

part when it is hit again and again.
Bedding marks (Galled). Marks caused when two

materials rub together.
Bent (Creased, Folded, Kinked, Leaning). An angular

change from the initial shape or contour. Usually the
cause is a lateral force.
Binding (Sticking, Tight). Decreased movement or a

tightened condition. This can occur from very hot or very
cold temperatures or from an unwanted particle between
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DAMAGE DESCRIPTION (CONTINUED)
Type of damage-related condition (continued).
Brinelled. Circular surface damage on bearing races.

Usually the cause is constant shock loads applied to the
bearing.
False brinelling:
- on roller bearings: Axial lines across the roller track,
- on ball bearings: Two marks per ball that can occur on
the ball tracks.
These are surface blemishes and are permitted.
Brittle (Perished). A change in the elasticity of the

material.
Broken (Fractured). The separation of a part.
Bulged (Ballooned, Swollen). Localized internal and

external distortion. Usually the cause is too much heat or
differences in pressure.
Burned (Charred). A full structural failure of the material

because of very hot temperatures.
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614-8-700000-05-03-A
Type of damage-related condition (continued)
Burrs. Rough edges or sharp projections on the surface

of a material.
Carbon (Carbon-covered, Carbon-tracked, Coked).

A quantity of carbon particles collected on the surface of
a material.
Chafed (Scraped, Scuffed). Friction wear damage.

Usually the cause is two parts that rub together with a
small amount of movement.
Checkered (Crazed). Surface cracks. Usually the cause

is heat.
Chipped. Material broken off an edge, a corner or a

surface. Usually caused when a material is hit.
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614-8-700000-05-04-A
Collapsed (Crushed). The surface is pulled below its

initial contour. Large differences in pressure usually
cause this condition.
Component missing (Component lost). Related only to a

detail that is usually permanently attached.
Corroded (Rusted, Oxidation, Etched, Sulfidation).

Slow deterioration of the material because of a chemical
effect. Usually seen as oxide particles on the surface.
Cracked. A linear opening that can cause the material to

break.
Crossed. Damage to a part: a crossed thread. A part

incorrectly assembled: crossed wires.
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Curled. A rounded fold in the material. A blade tip that

rubs against the engine casing can have this damage.
Deformation. A change from the initial shape of a part,

which is caused by one of the following:
- an impact by a foreign object,
- structural stress,
- heat in a given area,
or a combination of two or more of the above.
Dented. Damage to the surface of a part when it is hit by

an object. Dents are pressure marks with a rounded
bottom and smooth edges. The material is distorted but
not removed.
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614-8-700000-05-06-A
Deposits. Metallized particles of material that collect on

a part from other parts or materials.
Disengaged (Separated, Loose). This occurs only to

parts that are usually permanently attached to each
other.
Disintegrated (Shattered). A part that is completely

broken into pieces.
Distorted (Buckled, Depressed, Twisted, Warped).

Damage that changes the initial shape or contour of a
material. Usually caused when the material is hit, made
hot or has structural stresses applied.
Eccentric (Non-concentric). This occurs when a part has

the point about which it turns moved away from its
center.
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614-8-700000-05-07-A
Eroded. The flow of fluids or gases can cause the

material to wear. This can occur more quickly when
there is grit or heat.
Extruded. Deformation because of high pressure

between parts.
Feathered edge. The edge of the material is made

thinner.
Flattened out. Damage beyond the tolerance limits.

Usually caused when the material is compressed.
Frayed. Worn (rubbed) into strips.
Fretted. Damage caused when two materials rub

together.
Fused. When two materials become attached to each

other. Usually the cause is heat, friction or current flow.
Galled (Fretted, spiked). Damage caused when two

materials are rubbed together at high pressure.
Glazed. A hard glossy surface caused by heat, varnish,

incorrect loads or when the surface is rubbed.
Gouge. A large, rough, deep cut with the removal of

some material. Usually caused when a sharp object has
hit the part.
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Grooved (Furrowed, fluted). A score that has rounded

corners and is smooth on the groove bottom.
Usually the cause is wear.
Indications. Small cracks or other small damage that

cannot be seen without fluorescent or magnetic
penetrant inspections.
Melted. Distortion of the initial shape or contour because

of heat, friction or pressure.
Nicked. A small cut on the surface or edge of a part.

Caused when the part is hit by sharp-edged objects.
Overheated (Heat-discolored, Heated excessively, Hot

spot). The part has become too hot. A change in the
color or the condition of the part usually occurs.
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614-8-700000-05-09-A
Peeled (Blistered, Flaked, Exfoliated). When the surface

finish (layers, plating) breaks.
Peened. A group of very small dents. Usually caused

when the part is hit many times by small objects.
Pick-up. The material from one surface becomes

attached to a different surface. Usually caused when two
surfaces rub together without sufficient lubricant.
Pierced (Hole in the part). The part has a hole made in

it.
Pitted. Small irregular-shaped holes in the surface of a

material. Usually caused by corrosion or electrical
discharge.
Plugged (Clogged, Decreased opening, Blocked). The

flow is decreased or prevented because of a blockage.
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614-8-700000-05-09-A
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614-8-700000-05-10-A
Porous (Pock-marked, Perforated weld). Small empty

spaces in the material. Usually found in welds and
materials that are cast.
Rolled over (Lipped, Turned metal). The edges of the

part become rounded.
Rough. When the operation (not the surface) is not

smooth.
Rubbed (Abraded). Moved with pressure or friction

against a different surface.
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614-8-700000-05-10-A
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614-8-700000-05-11-A
Ruptured (Blown, Burst, Split). The surface of the part is

broken open because of an internal stress or force.
Scored. A scratch or scratches with a large depth (with

some removal of the material) made with a sharp object
during the operation of the part.
Scratched. A small, shallow surface-cut, made by a

sharp object or a particle. Material is not usually
removed.
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614-8-700000-05-11-A
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614-8-700000-05-12-A
Scuffed. A small quantity of damage caused on mating

surfaces when one surface rubs against another.
Seized (Frozen, Jammed, Stuck). Movement between

the parts is stopped because the clearance is not
sufficient. Caused by heat or unwanted particles.
Sheared (Cut). When two surfaces move in relation to

each other along the same axis in opposite directions.
This will cause the details that hold the two surfaces
together to break.
Skidded. Surface damage to the balls, rollers and races

of bearings. A matt silver effect on the surface.
Usually occurs because of loads that change when the
bearing is in use.
Sludged (Gummed). Very small particles of unwanted

material collected in one location.
Softened (Perished). Less than the specified elasticity.
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614-8-700000-05-13-A
Spalled (Plucked). A rough broken area on the surface

of a material. Usually caused by surface cracks or
inclusions when a load is put on the surface.
Spinning. Damage caused when a bearing race is

turned too much.
Stretched (Growth). The part becomes larger as a result

of operating conditions.
Stripped. The removal of material by force. Usually

related to fastener threads and a material used for
insulation.
Temperature discolorations. Change of the surface color

(thin film/layer of materials or products which can cause
corrosion). Usually the cause is a chemical reaction
between the parent metal and the environment at high
temperatures. The following conditions have an
important effect on the surface color:
- the environment,
- the temperature,
- the time the material spends at that temperature.
Thermal degradation. Separation of material with the

removal of the piece that is disconnected. Edges of
turbine blades and vanes can show this condition.
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Torn. The material is pulled apart.
Untwisted (Unwound). An unsatisfactory decrease in the

angular adjustment. The part tries to become straight.
Worn. The material of the part is eroded because of use.
Wrecked. The damage is too bad for continued use.
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614-8-700000-05-14-A
V0

Damage
Measurement

614-8-720000-04-10-A
Sizing A Damage
SIZING A DAMAGE
Dimension evaluation is one of the most important

aspects of assessing damage and their associated
criteria.
Sizing a damage by means of an image depends on the

visual tools used for inspection and recording.
This involves several different factors:

- distance from the lens to the object (for internal parts),
- probe magnification,
- field of view,
- display (screen or picture).
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Sizing A Damage
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Measurement Methods
Comparative methods
Damage can be measured by means of comparison.
Different methods are available:

- comparison with the known original design geometry of
internal parts (gill hole row and dilution holes, scoops,
groove, flange, etc.),
- comparison with a calibrated object introduced through
an access port (scale, lockwire or gage),
- use of lens reticle (gage) with or without a scale of
reference,
- use of a calibrated projected shadow as a reference.
3D methods
Damage can also be measured using 3D methods:

- stereo optical end with stereoscopic views,
- multi-laser beam projected onto the part through a
videoscope.
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Measurement Methods
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Comparison With Known Internal Geometry
COMPARISON WITH KNOWN INTERNAL
GEOMETRY
Evaluate the shape and size of the defect by comparison

with known internal design geometry (gill hole row and
dilution holes, scoops, groove, flange, etc.).
In the picture on the page opposite, the length of the

crack in outer liner panel 1 is 2.25 times the diameter of
the dilution hole.
The cracked area extends across 3 panels, starting from

the dilution hole in panel 1.
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Comparison With Known Internal Geometry
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Comparison With A Calibrated Object
COMPARISON WITH A CALIBRATED OBJECT
Evaluate the shape and size of the defect by comparison

with a calibrated steel wire introduced through an access
port (scale, safety wire or gage).
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Comparison With A Calibrated Object
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614-8-720000-04-04-A
Comparison With Calibrated Projected Shadow
COMPARISON WITH CALIBRATED PROJECTED
SHADOW
A calibrated shadow is projected onto the object being

inspected. The BSI operator plots some dot marks and
the computer will compare the marks to a proportion of
the shadow.
This method can be used for:

- distance measurement: to measure the total length of a
damaged area,
- point-to-line measurement: to measure the distance

between a simulated line between two designated points
and an isolated required point.
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Comparison With Calibrated Projected Shadow
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Projected Multi-Laser Beam
PROJECTED MULTI-LASER BEAM
3D measurement by projecting a multi-laser beam with

references onto the part through a videoscope.
Possible modes:
- point-to-point distance measurement: to measure the

total length of a damaged area,

and the required point,
- depth/height measurement: to measure the depth

and/or height of the corrosion, protrusion or indentation
of the required point with respect to a hypothetical plane,
- line total length calculation: to estimate the total length

of a crack with complicated contours, using a plot with
multiple positions,
- surface area calculation: to estimate the surface of a

damaged area surrounded by several designated
positions.
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Projected Multi-Laser Beam
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3D Measurement Using A Stereo Optical End With Stereoscopic View
3D MEASUREMENT USING A STEREO OPTICAL
END WITH STEREOSCOPIC VIEW
Stereo measurement technology uses triangulation to

measure the image information coming from two
parallax lenses.
Possible modes:


and the required point,
- depth/height measurement: to measure the depth

and/or height of the corrosion, protrusion or indentation
of the required point with respect to a hypothetical plane,
- line total length calculation: to estimate the total length

of a crack with complicated contours, using a plot with
multiple positions,
- surface area calculation: to estmate the surface of a

damaged area surrounded by several designated
positions.
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3D Measurement Using A Stereo Optical End With Stereoscopic View
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3D Phase Measurement
3D PHASE MEASUREMENT
3D phase measurement optical tips and probe capture a

three-dimensional surface-scan of the object.
Measurements are then made directly on the surface
and displayed on the image.
Types of 3D Phase Measurements:

- point-to-line distance measurement: to measure the

perpendicular distance from a point to a line,
- depth; to measure the perpendicular distance between

a surface and a point above or below it,
Depth measurements are used to evaluate changes due
to wear, misalignment, and other causes:
• negative measurements indicate that the point lies
below the plane,
• positive measurements indicate that it lies above the
plane.
- surface area; to measure the surface area contained

within multiple cursors placed around a feature or
damage.
- multi-segment line: to measure the length of a

nonlinear feature or damage.
- depth Profile; to measure a profile of the perpendicular

distances from an area of interest to a specified surface.
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3D Phase Measurement
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614-8-720000-04-08-A
Damage Measurement Definition
DAMAGE MEASUREMENT DEFINITION
Damage definition requires several dimensions:
- the position of the damage on the part: the use of a

scale to evaluate the probe engagement can be helpful
on blades when measuring the height and position of the
damage,
- the size of the damage:

• width,
• height,
• depth,
• length.
- damage volume definition: this includes all areas that

show an abnormal aspect with respect to the initial
profile.
Profile irregularities can be simulated using computer

graphics.
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614-8-720000-04-08-A
Damage Measurement Definition
V0

CTC-614 Borescope Inspection V0

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Borescope

Copyright 2002 CFM International

CFM PROPRIETARY Page 2/192

Rotation Of Engine Spool p 65

Damage Identification p 143

Damage Measurement p 173

CFM PROPRIETARY Page 4/192

CFM PROPRIETARY Page 5/192

The engine uses all modern maintenance techniques to

Engine Maintenance Concept (On Condition)

Borescope inspection is a Non-Destructive Test (NDT),

Borescope inspection is used to visually detect a

In many cases, the results of this inspection will

To perform these inspections in optimum conditions,

The borescope operates like a periscope by transferring

Borescope - Purpose and Functional Description

On-wing Unscheduled Inspections are performed to

SCHEDULED AND UNSCHEDULED INSPECTIONS

CFM PROPRIETARY Page 12/192

CFM PROPRIETARY Page 13/192

The overall dimensions of the powerplant are:

Overall Dimensions and Ground Clearance

The Low Pressure (LP) and High Pressure (HP) rotors

Rotating speeds and limits are :

Exhaut Gas Temperature (EGT) limits are:

The main functions of the air inlet section are:

The main functions of the fan case module are:

The main functions of the fan frame module are:

Air Inlet Section - General

The High Pressure Compressor (HPC) module is

The main functions of the High Pressure Compressor

The High Pressure Compressor (HPC) rotor assembly

The forward and rear compressor stator assembly

High Pressure Compressor Module - General

The combustion section is located between the High

The CDN assembly provides the structural load path

The combustion chamber assembly provides

The combustion section has mounting locations for the

Combustion Section - General

Purpose The TRF:

The HPT stage 1 nozzle assembly directs the

Turbine Section - General

The LEAP engine consists of:

Borescope Inspection (BSI) ports are located on the

There are 26 BSI ports:

All ports are fitted with self-locking plugs, except ports A

The borescope ports give access to the engine internal

Maintenance - Borescope Inspection Ports

CFM PROPRIETARY Page 30/192

CFM PROPRIETARY Page 31/192

The AMM provides comprehensive instructions for

The ESM provides procedures and limits for workshop

The NDTM, Part 7 of the LEAP-1A ESM, provides

Documentation AMM / ESM / NDTM

It is highly recommended that a record be maintained for

Any damage within serviceable limits can be recorded

Propagation of the damage can be pictorially illustrated

The rotor blade maps are oriented with a reference for

The records and maps will remain in the engine folder

Note: When damage maps are used, do the mapping at

Whenever photos or videos of a damage are made, a

If the photo/video is not recorded in relation to the

The Aircraft Maintenance Manual (AMM) and the

CAUTION: MAKE SURE THE TEMPERATURE OF THE