V2500bsiissue01 150709152816 Lva1 App6892 PDF

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V2500 ABBREVIATION
ACAC Air Cooled Air Cooler EGT Exhaust Gas Temperature
ACC Active Clearance Control EHSV Electro-hydraulic Servo Valve
ACOC Air Cooled Oil Cooler EIU Engine Interface Unit
AIDRS Air Data Inertial Reference System EIS Entered Into Service
Alt Altitude EVMS Engine Vibration Monitoring System
APU Auxiliary Power Unit EVMU Engine Vibration Monitoring Unit
AMM Aircraft Maintenance Manual EPR Engine Pressure Ratio
BDC Bottom Dead Centre 7 ETOPS Extended Twin Engine Operations
BMC Bleed Monitoring Computer FADEC Full Authority Digital Electronic Control
BSBV Booster Stage Bleed Valve FAV Fan Air Valve
CFDIU Centralised Fault Display Interface Unit FCOC Fuel Cooled Oil Cooler
CFDS Centralised Fault Display System FCU Flight Control Unit
CL Climb FDRV Fuel Diverter and Return to Tank Valve
CNA Common Nozzle Assembly FSN Fuel Spray Nozzle
CRT Cathode Ray Tube FMGC Flight Management and Guidance Computer
FMV Fuel Metering Valve
DCU Directional Control Unit
FMU Fuel Metering Unit
DCV Directional Control Valve
FOB Fuel On Board
DEP Data Entry Plug
FWC Flight Warning Computer
DMC Display Management Computer
HCU Hydraulic Control Unit
ECAM Electronic Centralised Aircraft Monitoring
HIV Hydraulic Isolation Valve
ECS Environmental Control System
HElU High Energy Ignition Unit (igniter box)
EEC Electronic Engine Control
HP High Pressure
HPC High Pressure Compressor MCLB Max Climb
HPT High Pressure Turbine MCT Max Continuous
HPRV High Pressure Regulating Valve Mn Mach Number
HT High Tension (ignition lead) MS Micro Switch
I DG Integrated Drive Generator NAC Nacelle
IAE International Aero Engines NGV Nozzle Guide Vane
I DG Integrated Drive Generator NRV Non-Return Valve
IFSD In-flight Shut Down NI Low Pressure system speed
IGV Inlet Guide Vane N2 High Pressure system speed
I bs. Pounds OAT Outside Air Temperature
LE Leading Edge OGV Outlet Guide Vane
LGClU Landing Gear and Interface Unit OP Open
LGCU Landing Gear Control Unit OPV Over Pressure Valve
LH Left Hand os Overspeed
LP Low Pressure Pamb Pressure Ambient
LPC Low Pressure Compressor Pb Burner Pressure
LPCBV Low Pressure Compressor Bleed Valve PRSOV Pressure Regulating Shut Off Valve
LPSOV Low Pressure Shut off Valve PRV Pressure Regulating Valve
LPT Low Pressure Turbine PSI Pounds Per Square Inch
LRU Line Replaceable Unit PSlD Pounds Per Square Inch Differential
LT Low Tension PMA Permanent Magnet Alternator
LVDT Linear Voltage Differential Transformer P2 Pressure of the fan inlet
MCD Magnetic Chip Detector P2.5 Pressure of the LP compressor outlet
MCDU Multipurpose Control and Display Unit P3 Pressure of the HP compressor outlet
P4.9 Pressure of the LP turbine outlet
QAD Quick AttachlDetach
SAT Static Air Temperature
SEC Spoiler Elevator Computer
STS Status
TA1 Thermal Anti Ice
TAT Throttle Angle Transducer
TAP Transient Acoustic Propagation
TCT Temperature Controlling Thermostat
TDC Top Dead Centre
TE Trailing Edge
TEC Turbine Exhaust Case
TFU Transient Fuel Unit
TRA Throttle Resolver Angle
TLA Throttle Lever Angle
TLT Temperature Limiting Thermostat
TM Torque Motor
TO Ta ke-off
.. .. . ...,..
INTERNATIONAL AERO ENGINES AG V2500 BORESCOPE PRACTICES CONTENTS
Section 1 Introduction and Engine Mechanical Arrangement.
Section 2 Borescope Requirements.
Section 3 Engine Maintenance Practices.
Section 4 Engine Inspection/Check.
Section 5 Part ConditionlClassificationof Damage.
Section 6 Typical Examples

INTRODUCTION AND ENGINE MECHANICAL
ARRANGEMENT
0 IAE International Aero Engines AG 2000
IAE V2500 Borescope Practices Introduction and Mechanical Arrangement
’ IAE V2500 Borescope Practices

This is not an official publication and must not be used for
operating and maintaining the equipment herein
described. T h e official publications and Manuals must be
used for these purposes.
T h e s e course notes are arranged in the sequence of
instruction adopted at the Rolls Royce Customer Training
Centre.
Considerable effort is made to ensure these notes are
clear, concise, correct and up to date. Thus reflecting
current production standard engines at the date of the last
revision.
T h e masters are updated continuously, but copies are
printed in economic batches, hence, periodically. W e
welcome suggestions for improvement, and although we
hope there are no errors or serious omissions please let
us know if you notice any.
Telephone: outside UK 00 44 1332 244308
Inside UK 01332244308
Your instructor for this course is:
Initial issue Page 1-1

IAE International Aero Engines AG

On March 11, 1983, five of the worlds leading aerospace Each of the share holder companies were given the
manufacturers signed a 30 year collaboration agreement responsibility for developing and delivering one of the five
to produce an engine for the single isle aircraft market with engine modules. They are:
the best proven technology that each could provide. The 0 Rolls Royce plc--high pressure compressor.
five are:
Pratt and Whitney--combustor and high pressure
0 Rolls Royce plc-United Kingdom. turbine.
0 Pratt and Whitney-USA. 0 JAEC--fan and low pressure compressor.
0 Japanese Aero Engines Corp-Japan. 0 MTU--low pressure turbine.
0 MTU-Germany. Fiat Avio--external gearbox.
0 Fiat Avio-Italy. Note: Rolls Royce have introduced the wide chord fan to
Note: Fiat Avio have since withdrawn as a partner. the V2500 engine family.
In December 1983 the collaboration was incorporated in The senior partners Rolls Royce and Pratt and Whitney
Zurich, Switzerland, a s I A E International Aero Engines assemble the engines. I A E is responsible for the co-
AG, a management company established to direct the ordination of the manufacture and assembly of the
entire program for the shareholders with it's headquarters engines, sales, and marketing and in service support of
in East Hartford, Connecticut, USA. the V2500.
T o find a name for the engine I A E combined the Roman
numeral V representing the original five partners and the
number 2500 as an abbreviation of the initial engines
maximum thrust of 250001bs.
T h e V2500 high ratio by-pass turbofan engine to power
the Airbus A320 the 120-180 seat aircraft was launched
on January I" 1984.

IAE V2500 EnginelAirframe Applications

T h e V2500 engine has been designated the V because T h e designation V2500-D collectively describes all
International Aero Engines (IAE) were originally a five applications for the Boeing McDonnell Douglas aircraft.
nation consortium. T h e V being the Roman numeral for T h e V2500-A collectively describes all the applications
five. for the Airbus lndustrie aircraft.
T h e 2500 numbering indicates the first engine type to be This is irrespective of engine thrust rating.
released into production rated at 250001bs of thrust.
T h e number given after the alpha indicates the mechanical
F o r easy identification for the present and future variants standard of the engine. F o r example;
of the V2500 A5/D5, I A E introduced the following engine
designation system. V2528-A5.
All engines will retain the V2500 numbering a s a T h e V2500 Alengine is exempt from these idents a s it
generic name. was certified with only one thrust rating.
T h e first three characters of the full designation are
V25. T h i s will identify all the engines in the family.
T h e next two figures indicate the engines rated sea
level takeoff thrust.
T h e following letter shows the aircraft manufacturer.
T h e last figure represents the mechanical standard of
the engine.
This system will provide a clear designation of a particular
engine a s well a s a simple way of grouping by name
engines with similar characteristics.

IAE V2500 Borescope Practices
0 V2533 A5 -EIS 1997

AIRBUS A321
THRUST 330001bs
V2530 AS-EIS 1994

AIRBUS A321
THRUST 300001bs
33
30
-_......
*
0A-f
Introduction and Mechanical Arrangement
......
* a..
AIRBUS A321
I.. ...............
V2528 DBEIS 1995 28

BOEING MD90
THRUST 280001bs
V2527 AS-EIS 1993 AIRBUS A320

AIRBUS A320
THRUST 265001bs 26.5
0 V2500 A1-EIS1989
AIRBUS A320
THRUST 250001bs
V2524 AS-EIS1997 25 AIRBUS A319

AIRBUS A319
THRUST 240001bs
0 V2525 D5-EIS1995
BOEING MD90
THRUST 250001bs 22
BOEING MD90
V2522 ABEIS
AIRBUS A319
THRUST 220001bs
t
0
8
10
E1
t;
IAE V2500 ENGINE/AIRFRAME APPLICATIONS 0
Page 1-4
Initial issue
IAE V2500 Borescope Practices Introductionand Mechanical Arrangement
Introduction to the Propulsion System

T h e V2500 family of engines share a common design T h e fan cowl doors have two integral support struts that
feature for the propulsion system. are secured to the fan case both are required to hold the
fan cowl doors in the open position.
T h e complete propulsion system comprises the engine
and the nacelle. T h e major components of the nacelle are: C Duct Thrust Reverser units
0 T h e intake cowl. T h e two C ducts are hinged to the aircraft strut in four
positions and secured in the closed position by six latches
0 T h e fan cowl doors.
located in five positions.
0 Hinged C ducts with integral thrust reverser units.
Each of the C ducts is opened by a hydraulic actuator and
0 Common nozzle assembly. is held in the open position by two integral support struts.
Intake Cowl Common Nozzle Assembly (CNA)
T h e intake cowl allows the smooth intake of air to the T h e CNA exhausts both the fan stream and core engine
engine while providing an aerodynamic exterior to reduce gas flow through a common propulsive nozzle.
engine drag.
T h e intake cowl contains the minimum of accessories. T h e
two main accessories that are within the intake cowl are:
0 P2m2 probe.
0 Thermal anti icing ducting and manifold.
Fan Cowl Doors
Access to the units mounted on the fan case and external
gearbox can be easily gained by opening the hinged fan
cowling doors.
T h e fan cowl doors are hinged to the aircraft strut in four
positions and secured in the closed position by four
latches.

.. .....--.
Q IAE lnternatlonal Aero Engines AG 2000

IAE V2500 PROPULSION UNIT

Engine The HP system comprises of a ten stage axial flow

The V2500 is a twin spool, axial flow, high bypass ratio compressor that is driven by a two stage turbine. The HP
turbofan type engine. compressor has variable inlet guide vanes (VIGV) and
variable stator vanes (VSV).
The engine incorporates several advanced technology
features that include: 0 The A5/D5 standard has one stage of VlGV and three
stages of VSVs.
0 Full Authority Digital Electronic Control (FADEC).
The A I standard has one stage of VlGV and four
0 Wide chord fan blades. stages of VSVs.
Single crystal HP turbine blades.
The HP system utilises four bleed air valves designed to
'Powdered Metal' HP turbine discs. bleed air from the compressors to improve both starting
0 A two piece, annular combustion system, which utilises and engine operation and handling characteristics.
segmental liners. Two bearing assemblies support the HP system. They are:
Engine Mechanical Arrangement A single ball type bearing (thrust No 3).
The low pressure (LP) system comprises a single stage A single roller type bearing, (support No 4).
fan linked to a multiple stage booster, has:
The combustion system is of an annular open chamber
0 A5/D5 standard four stages. constructed from two sections.
0 A I standard three stages.
There are twenty fuel spray nozzles supplying fuel to the
The fan and booster are axial flow type compressors combustor metered according to the setting of the thrust
driven by a five stage LP turbine. lever or the thrust management computer via the FADEC
The booster stage has an annular bleed valve that has system.
been incorporated to improve starting and handling.
Three bearing assemblies support the LP system. They
are:
0 A single ball type bearing (thrust No 1).
0 Two roller type bearings (support, No 2 & 5).

COMBUSTOR
HP COMPRESSOR I
BOOSTER
LP COMPRESSOR
AIRCRAFT STRUT
A51D5
0 ACCESSORY GEARBOX
0
ftIn
2
W
0
PROPULSION SYSTEM OUTLINE
Q IAE InternationalAero Engines AG 2000
I A E V2500 Borescope Practices Introduction and Mechanical Arrangement
Engine
Active clearance control (ACC) turbine Full authority digital electronic control (FADEC)
Active clearance control (ACC) is used on both the LP and The heart of the FADEC is the Electronic Engine Control
HP turbine casings. (EEC).
T h i s system uses cool air taken from the fan duct. The E E C receives rotor speed, pressure and temperature
signals from the engine.
Engine air bleeds
The E E C uses these parameters along with aircraft inputs
Engine air bleed is utilised for:
to command outputs to engine mounted actuators to
0 Aircraft systems. provide control of:
0 Compressor stability system. 0 Engine fuel flow.
0 HP and LP turbine active clearance control. 0 Automatic engine starting.
0 10th stage 'make up' cooling air (turbine cooling). 0 Compressor airflow control system.
0 Air Cooled Air Cooler ('buffer' air). 0 Heat Management system.
0 Air Cooled Oil Cooler. 0 10th stage make up air system.
0 Customer Services Bleed. 0 Thrust reverser.
HP compressor stage 7 and stage 10 bleeds are available The E E C also provides protection for:
for aircraft services.
0 N1 overspeed.
0 N2 overspeed.
Engine surge.

(0 IAE lnternatlonal Aero Engines AG 2OOO
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cl V2500 ENGINE CUT AWAY
c
@ IAE International Aero Engines AG 2000
Engine Leading Particulars For The V2500 A5 Engine

Engine stations
The FADEC system uses pressures and temperatures of Note;the HPC is a ten stage compressor.
the engine to control the various systems for satisfactory
engine operation. The sampling areas are identified as The V2500 engine has turbine blade numbering as
stations and are common to the V2500 engine. follows;
The following are the measurement stations for the V2500 Stages (1-2) - HP Turbine Stages.
engine; Stages (3-7) - LP Turbine Stages.
0 -
Station 1 IntakelEngine inlet interface. Propulsion Unit Data
0 Station 2 - Fan inlet. T/O thrust (SL static) 250001bs (1I1205kn)
0 Station 2.5 - LPC OGV exit. Flat rated temperature ISA + I 5 deg.c
Station 12.5 - Fan exit. Total airflow 783 Ibs (355kgs)kecond
0 Station 3 - HP Compressor exit. By pass ratio 5.42:l
0 Station 4 - Combustion section exit. Overall pressure ratio 29.4: 1
0 Station 4.5 - HP Turbine exit. Fan diameter 63 in (160cm)
0 Station 4.9 - LP Turbine exit. Propulsion unit length 198.39 in (503.91cm)
Engine stage numbering Engine overall length 126in (320cm)
The V2500 engine has compressor blade numbering as Propulsion unit weight 73001bs (3311kgs)
follows;
Bare engine weight 49421bs (2242kgs)
Stage 1 - Fan.
Stage 1.5 - LPC booster
Stage 2 - LPC booster.
Stage 2.3 - LPC booster (A5 Only).
Stage 2.5 - LPC booster.
Stages (3-12) - HPC Stages.
AI
A51D5
I l l I
/
HP COMPRESSOR STAGES
1.5 2 2.3 2.5
L P C B O O S T E R A5/D5
U,
8 LPCSTAGEI
5
t
P
ENGINE STATION AND STAGE NUMBERING
0 IAE internationalAero Engines AG 2000
Engine Signals
The following pressure, temperature and rpm signals are
sensed (or derived) by the Electronic Engine Control
(EEC) for power setting systems scheduling and trend
monitoring.
P2 (Fan inlet pressure).
T2 (Fan inlet temperature).
0 P2.5 (LP Compressor Delivery Pressure).
e T2.5 (LP Compressor Delivery Temperature).
P3 (or Pb) Pressure at the Burner.
e T3 (HP Compressor delivery temperature).
0 P4.9 (or P5) LP Turbine Outlet Pressure.
0 T4.9 (LP Turbine Outlet Temperature).
0 P12.5 (Fan Exit Pressure).
0 N I (Measured) N2 (Derived).
Power
Engine power above idle is controlled and set to an
Engine Pressure Ratio (EPR), which is a ratio of P4.9/P2.
Ternperature
Engine Gas Temperature (EGT) is T4.9.
Trend Monitoring
Trend Monitoring uses signals of P12.5, T2 and T3.
Note: Stations 4 814.5 are not sensed.

126.0n
-i
DIMENSIONS
LPTPlSA
-
SLTO PRESSURE TEMPERATURE MAP
(A1 engine flgs for 25,0001bs thrust)
ENGINE DIMENSIONS AND PRESSURE

TEMPERATURE MAP
Introduction-Module Breakdown of the Engine

The engine is of a modular construction and consists of Modular construction gives the following benefits:
0 Lower overall maintenance costs.
0 Maximum life achieved from each module.
Module no. Module 0 Reduced turnround time for engine repair.
31 Fan 0 Reduced spare engine holdings.
I 32 I Intermediate Module
0 Easier transportation and storage.
40 HP System
50 LP Turbine 0 Rapid module change with minimum ground running.
r 60 I External Gearbox 0 Easy hot section inspection.
VerticallHorizontal build and strip.
Note: Module numbers refer to the A T A section number of
the Chapter/Section/Subject reference in the manuals. 0 Split engine transportation.
The HP system can be further split into mini modules: Compressor/Turbine independently balanced.
0 41 - HP Compressor.
0 42 - Diffuser Case and Outer combustion liner.
0 43 - No 4 Bearing.
0 44 - Stage1 Turbine Nozzle Assembly.
0 45 - HP Turbine

r
31-FAN 32-INTERMEDIATE
60-EXTERNAL
GEARBOX
ENGINE MODULES
initial issue Page 1-16
Module 31-Low Pressure Compressor (LPC) T h e nose cone and fairing smooth the airflow into the fan
but do not form part of the module 31 they are non-
Purpose
modular parts.
T h e low pressure compressor is designed to move a large
volume of air rearwards, which constitutes to the majority
of the engines thrust.
Location
T h e low pressure compressor is attached to the L P C
stubshaft via a curvic coupling. T h e L P C stubshaft is
attached to the LPT shaft.
Description
T h e low pressure compressor is the complete fan
assembly and comprises:
0 22 Hollow fan blades.
0 22 annulus fillers.
0 T h e fan disc.
0 T h e front and rear blade retaining rings.
T h e blades are retained in the disc radially by the dovetail
root with the front and rear blade retaining rings providing
axial retention. Blade removal/replacement is achieved by
removing the front blade retaining ring and the annulus
fillers either side of the blade being removed then sliding
the blade along the dovetail slot in the disc.
In Between the fan blades are annulus fillers forming the
fan inner annulus seal for smooth gas path entry to the
core engine.

0 IAE Internatlonal Aero Engines AG 2000
REAR BLADE
<
FRONT BLADE
NOSE CONE
L
LP COMPRESSOR (FAN)
Module 32 Intermediate Module

Purpose
T h e intermediate module provides an airflow link between 0 Inner support struts.
the L P C booster and HP system. T h e intermediate module 0 Outer support struts.
houses the front bearing compartment and the drive
between gearbox and the core engine. 0 Vee groove locations for the inner and outer barrels of
the 'C' ducts.
T h e fan casing provides a path for the fan to operate in
and also provides protection against a singular fan blade
failure.
Location
T h e intermediate module is the main mounting location for
the other engine modules.
Description
T h e Intermediate Module comprises of:
0 Fancase.
0 Fanduct.
0 Fan outlet guide vanes.
0 LP compressor booster (A5 - 4 stage)(Al - 3 stage).
0 LP compressor booster bleed valve (LPCBV).
0 Front engine mount structure.
0 Front bearing compartment that houses Nos. 1,2 and
3 bearings.
0 Drive gear for the power off take shaft (gearbox drive).
0 LP stub shaft.

INTERMEDIATE MODULE FORWARD VIEW

Initial issue' ' Page 1-20
Module 32 Intermediate Module

Instrumentation
T h e following pressures and temperatures are sensed and
transmitted to the E.E.C:
P12.5.
0 P2.5.
0 T2.5.
T h e rear view of the intermediate case i s shown below.
Borescope access to inspect the booster is possible. The
inspection of;
0 Stage 1.5 requires a special tool to guide the flexible
fibrescope through the inlet of the core engine.
0 Stage 2.0 and 2.3 requires the removal of 22 fan
blades, two fan OGV sets and then the removal of a
blank.(A5/D5 engines only)
0 Stage 2.5 access is through the 2.5 booster stage
bleed valve outlet.

hl
0
8
E
v)
INTERMEDIATE MODULE REAR VIEW

0 IAE InternationalAero Engines AG 2000
Module 40 HP Compressor
Purpose
T h e H P C is designed to provide the combustor with high T h e rotor assembly has five sub-assemblies:
pressure compressed air. 0 Stages 3 to 8 HP compressor disks.
Location 0 A vortex reducer ring.
T h e H P C is located between the L P C booster and the 0 Stages 9 to 12 HP compressor disks.
combustor.
0 T h e HP compressor shaft.
Description
0 T h e HP compressor rotating air seal.
T h e HP compressor assembly is a 10 stage axial flow
compressor. T h e five sub-assemblies are bolted together to make the
rotor.
It has a rotor assembly and stator case. T h e stator case
gives support for the rotor assembly. T h e compressor blades in stages 3 to 5 are attached to
the compressor d i s k s in axial dovetail slots and secured by
T h e compressor stages are numbered from the front lockplates.
starting at the L P C booster inlet. This means that the H P C
numbering starts at 3 through to 12. T h e compressor blades in stages 6 to 12 are installed in
slots around the circumference of the disks. This is
Airflow through the compressor is controlled by variable achieved through an axial loading slot, lock blades, lock
inlet guide vanes (VIGV), variable stator vanes (VSV) and nuts and lock screws that hold the blades in position.
bleed valves.
T h e HP compressor stator case has two primary sub-
A1 standard has: assemblies:
I stageVIGV. T h e HP compressor front case.
4 stages VSV. T h e HP compressor rear case.
A 5 standard has: All stages of the H P C can be accessed by borescope
1stageVIGV. inspection. T h e majority of the blanks, ports and cover
plates are located on the right hand side of the engine.
3 stages VSV.

'ER
CASE
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8
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HP COMPRESSOR ASSEMBLY
0 I A E International Aero Engines AG 2000
Compressor Drums (Rotor)
The rotor assembly is constructed in two parts:
0 The stages 3 to 8 drum.
0 The stages 9 to 12 drum.
The two rotor drums are bolted together with a vortex
reducer installed between stages 8 and 9.
The vortex reducer straightens the stage 8 airflow, which
passes to the centre of the engine for internal cooling and
sealing.

introduction and Mechanical Arrangement
HP COMPRESSOR DRUMS Page 1-26

initial issue
Compressor Blades
T h e high pressure compressor is made up of ten stages of
compressor type blades.
0 T h e first stage is identified a s stage 3.
0 T h e last stage is identified a s stage 12.
T h e compressor blades in stages 3 to 5 are attached to
the discs in axial dovetail slots and secured by lock plates.
Rubber strips bonded to the underside of the platform seal
gaps between the blades.
T h e stages 6 to 12 are installed in a slot around the
circumference of the discs. Each circumferential slot has
two axial loading slots to enable the blades to be installed
into the disc.
Four lock blades are installed on each circumferential slot,
two on each side of the loading slot, which are locked by
lock nuts and lock screws.

STAGES 6 TO 12
I dLo
BLADES
STAGES 4 TO
5 BLADES
\
\\ I
LOCK SCREW
HPC STAGE 3 ’
&\\ LOCK BLADES
AXIAL DOVETAIL
SLOT
CIRCUMFERENTIAL
DOVETAIL SLOTS
HP COMPRESSOR BLADES Page 1-28

Initial issue
Q IAE International Aero Engines AG 2000
Module 40 HP System nozzle guide vane assembly.

Combustor The inner and outer liners are manufactured from sheet
metal with 100 separate liner segments attached to the
Purpose
inner surface (50 per inner and outer liner).
The combustor is designed to mix the compressed air with
The segments can be replaced independently during
fuel and ignite the mix. The hot gasses are then expanded
engine overhaul.
to drive the turbines.
Location
The combustor is located between the HPC and HPT.
Description
The combustion system is made up of the following:
0 The diffuser section.
The combustion inner and outer liners.
0 The No 4 bearing assembly.
Diffuser Casing
The diffuser section is the primary structural pa t of the
combustion section.
The diffuser section has 20 mounting pads for the
installation of the fuel spray nozzles. It also )as two
mounting pads for the two ignitor plugs.
Combustion Liner
The inner and outer liners form the combustion liner.
Five locating pins that pass through the diffuser casing
locate the outer liner.
The inner combustion liner is attached to the turbine
JSTION
0
FUEL SPRAY NOZZLE
/ i
LINER SEGMENTS
OUTER COMBUSTION
LINER
F
4
0
10 LOCATING PADS
E1
t;
0
COMBUSTOR SYSTEM
Module 40 HP System
Cornbustor
The drawing below shows the arrangement of:
0 The diffuser casing.
The inner and outer combustion liners.
The HPT stage 1NGV’s.
0 The T O B I (Tangential out Board Injector).
Also shown are the No 4 bearing support assembly and
the primary parts of the stage 1 turbine nozzle assembly
(HP NGV)
The following components make up the inner liner
assembly of the combustion chamber:
0 The Stage IHPT Vane Cluster Assemblies.
0 The Stage 1HPT Cooling Duct Assembly.
0 T h e Combustion Chamber Inner Liner.
0 The stage 1turbine nozzle assembly that has 40 air
cooled vanes (NGV’s), made of cobalt alloy.
The 40 heat-resistant coated vanes are attached to the
stage 1 HPT cooling duct assembly with bolts. The hollow
vane airfoils have internal baffles and cooling holes.

COMBUSTION CHAMBER
I
OUTER LINER
FUEL SPRAY COMBUSTION
NOZZLE CHAMBER INNER LINER
HPC OUT1
VANES
DIFFUSER CASE /
/
ASSEMBLY
No 4 BEARING/
SUPPORT ASEMBLY
COMBUSTOR CROSS SECTION

Module 40 HP System
HP Turbine (HPT)
Purpose
T h e HPT is subjected to the passage of the hot expanding T h e primary parts of the stage 1rotor assembly are:
gasses from the combustor, which pass across the aerofoil Stage 1turbine hub.
surface. This transmits a rotational input to the HPT shaft
and turns the H P C a s a result. 0 Inner and outer HPT air seals.
Location 0 64 Blades.
T h e HPT is located between the combustor unit and the 0 Rear HPT air seal.
LPT stage 3. T h e primary parts of the stage 2 rotor assembly are:
Description 0 Stage 2 turbine hub.
T h e primary parts of the HP turbine rotor and stator 0 72 Blades.
assembly are:
0 Stage 2 Blade retaining plate.
0 T h e HP Turbine Rotor Assemblies (Stage 1and Stage
Borescope access for the HPT blades is possible for
2).
leading and trailing edges of the stages 1and 2.
0 T h e HP Turbine Case and Vane Assembly.
T h e HP turbine rotor assemblies are two stages of turbine
hubs with single-crystal, nickel-alloy blades with high
strength and resistance to creep. T h e two-hub
configuration removes a bolt flange between hubs, which
decreases the weight and enables faster engine
assembly.
Satisfactory blade tip clearances are supplied by active
clearance control (ACC) to cool the case with by-pass
airflow.

HPC loTHSTAGE AIR FOR
HPT STAGE 2
HPT STAGE 1
HP NGV 2
HPT COOLING AIR

FEED TO STAGE 1
HPC 1OTH STAGE AND STAGE 2 HPT

DISCHARGE AIR TO HPT AIRSEAL
HP TURBINE ASSEMBLY Page 1-34

Initial issue
Module 50 LP Turbine
Purpose
T h e low pressure turbine (LPT)i s designed to maintain the T h e LPT case has two borescope inspection ports found
rotational momentum of the L P C system. on the left and right hand sides. T h e ports are used to
internally examine the adjacent engine sections:
Location
Trailing Edge (TE), Stage 2, HPT Blades.
T h e LP system module is attached to the HP system
module and is linked to the L P C by a singular shaft. 0 Leading Edge (LE), Stage 3, LPT Blades.
Description T h e remaining stages of the LP system do not have
borescope access ports.
T h e primary parts of the low pressure turbine (LPT)
module are: T h e five LPT disks are made from high heat resistant
nickel alloy.
0 LPT Five Stage Rotor.
0 LPT Five Stage Stator Vanes. T h e LPT blades are also made from nickel alloy and are
attached to the disks by firtree roots. T h e blades are held
0 Air Seals. in axial position on the disk by the rotating air seals (knife
0 LPTCase. edge).
0 Inner and Outer Duct. Stage 3 97 blades.
0 LPTShaft. Stage 4 99 blades.

0 Turbine Exhaust Case (TEC). Stage 5 87 blades.
T h e LP turbine has a five stage rotor that supplies power Stage 6 85 blades.
to the LP compressor through the LPT shaft. Stage 7 89 blades.
T h e LPT rotor is installed in the LPT case where it is in
alignment with the LPT stators. T h e LPT case is made
from high-heat resistant nickel alloy and is a one part
welded assembly.

0 IAE lnternalionalAero Engines AG 2000
E
0
LOW PRESSURE TURBINE MODULE

Module 60 External Gearbox

Purpose
The gearbox assembly transmits power from the engine to The HSGB has both front and rear faces occupied by
provide drives for the accessory units mounted on the accessory units that serve the function of both the engine
gearbox front and rear faces. and aircraft. These units are:
During engine starting the gearbox also transmits power Front Face Mount Pads
from the pneumatic starter motor to the engine. 0 De-oiler.
The gearbox also provides a means of hand cranking the 0 Pneumatic starter.
HP rotor for maintenance operations.
0 Dedicated generator.
Location
0 Hydraulic Pump.
The gearbox is mounted by 4 flexible links to the bottom of
the fan case. 0 Oil Pressure pump.
0 Main gearbox 3 links. Rear Face Mount Pads
0 Angle gearbox 1 link. 0 Fuel pumps (and Fuel metering Unit FMU).
Description 0 Oil scavenge pumps unit.
The high speed gearbox (HSGB) is a cast aluminium 0 Integrated Drive Generator (IDG).
housing of which the accessory units are mounted onto.
The accessory units receive drive from the gears within
the gearbox by feeder or quill shafts.
The following are the features of the HSGB:
0 Individually replaceable drive units.
0 Magnetic chip detectors.
0 Main gearbox 2 magnetic chip detectors.
0 Angle gearbox 1 magnetic chip detector.

T
m OIL FILTER
OIL TANK
TlNG
FUEL PUMP DRIVE PAD
OIL SCAVENGE PUMP
PNUEMATIC
STARTER LOCATION
-
INTEGRATED DRIVE
/
HYDRAULIC PUMP
LOCATION
GENERATOR
LOCATION
OIL PRESSURE PUMP
HIGH SPEED GEARBOX AND ANGLE BOX

BORESCOPE REQUIREMENTS
V2500 Borescope Practices Borescope Equipment
Borescope Requirements
Borescope equipment permits the inspection of gas The combustion and turbine sections are of primary
turbine engine parts that would otherwise be inaccessible concern due to the high stresses and temperatures in
with the engine installed and in service. these areas. All defects should be recorded, ideally on a
specific chart, to record any deterioration and
Engine removal, either due to suspected internal damage
'
assessments can then be made to establish whether the

or because of maintenance schedules based on hard time
engine;
life philosophy involves high costs to operators. It is an
obvious advantage to allow an engine to remain in service 0 Continues in service to the next scheduled inspection.
until one or more of the following reveal defects: 0 Continues in service with reduced periodicity checks.
0 Performance analysis. 0 Is removed either immediately or within a specified
0 Oil analysis. time.
0 Borescope inspection. Special inspection
0 Repetitive monitoring of allowable damage. Defects may be highlighted by either service experience or
shop inspection and by the introduction of special
Borescope inspection requirements basically fall into 3
inspections these particular defects can be monitored
categories:
whilst the engine remains in service.
0 Scheduled inspection.
Non scheduled inspections
0 Special inspection.
Borescope inspection can be used to great effect to
0 Non scheduled inspection. assess the serviceability of an engine after such incidents
Scheduled Inspections as:
These are regular inspections carried out as part of an Ingestion of foreign objects.
approved maintenance schedule, the frequency of which 0 Engine surge.
is dependant upon either engine cycles or flight times.
0 T G T or RPM exceedances.

THIS PAGE IS LEFT INTENTIONALLY BLANK

V2500 Borescope Equipment Light Source

To effectively carry out a borescope inspection of an The light source concentrates maximum light into the
engine minimum equipment requirement is quoted in the guide cable.
AMM. However there are systems available that are far Standard light source uses a tungsten halogen projector
more advanced than the minimum equipment levels. lamp up to 150 watt output.
This equipment is complimentary to the engine inspection Due to the large areas of the combustion system, or if
and can only improve the inspection above that of the photography/CCTV will be used, a light source using
standard equipment . either metal halide or xenon arc lamp will be necessary,
IAE Have produced a specification (Part no. IAE6F10408) supplied by 110-240 volt AC 50-400Hz power.
which covers the total requirement for performing For portability some units operate from 12-15 volts DC
inspection on the V2500.
sUPPlY
This includes items which can be considered as additional Light Guide Cable
to the minimum necessary list, such as photographic and
CCTV options. The guide cable connects a light source to either rigid or
flexible borescopes.
V2500 Basic Kit
In most flexible fibrescopes the guide cable is an integral
The basic equipment for the successful borescope of the part of the unit to reduce light losses.
engine is as follows:
0 High power light source.
0 Light guide cable.
0 Rigid Borescope (5.5 & 8mm diameter).
0 Flexible fibrescope (6 & 8mm diameter).
0 90"Viewing Adapter.
0 Guide tube - (IAE 2J12030) Stage 1.5 Blade
inspection.
0 Guide tube - (IAE 2P16204) Stage 1 HP Turbine Blade
inspection.
STORAGE CASE
STEADY HANDLE
\
io
sa
LIGHT GUIDE CABLE
LIGHT SO
BOROSCOPES
STORAG-E CASE
BORESCOPE INSPECTION EQUIPMENT

0 IAE internationalAero Engines AG 2000
V2500 Borescope Equipment

Rigid Borescopes Fibrescopes
F o r the inspection of the V2500 engine rigid borescopes Fibrescopes are necessary if a full AMM inspection of the
are the best recommended for use. engine is to be carried out. Fibrescopes have the
advantage of the reaching areas of the engine that rigids
T h e following table shows the recommended scopes:
cannot.
Diameter Working length Direction of Field of view T h e 6mm and 8mm fibrescopes are recommended for
mm cm view degs degs use. This recommendation is in conjunction with rigid
5.5 33 50 35 scopes.
5.5 33 90 35 Fibrescope identifier alphalnumeric;
5.5 33 115 35 IF 804 15
8.0 29 50 50 IF industrial fibrescope.
8.0 28 90 50 8 nominal diameter.
8.0 28 115 50 D direct view.
Always inspect the borescope equipment for satisfactory 4 mk4 O E S range.
service prior to using.
15 working length.
Rigid scope identifier alphalnumeric;
T h e interchangeable tip has the same idents s the cope
F10002400055 except the working length is replaced with:
F no orbital scan. AIOS
G orbital scan. A10 field o f view.
100 insertion tube diameter. S direction of view.
024 insertion tube working length.
000 direction of view.
55 field of view.

EYE PIECE
000" UDIRECT (BLUE)

045" hFORE-OBLIQUE (GREEN)
090" LATERAL (RED)
110" RETRO (YELLOW)

PRO
FOCUS
INTERCHANGEABLE
PROBE TIPS
EYE ritl;t
ARTICULATION FLEXIBLE INSERTION
CONTROL TUBE
LIGHTGUIDE
RIGID BORESCOPES AND FIBRESCOPES

V2500 Borescope Practices Borescope Requirements
Care, Use and Storage

Rigid Borescopes
Before use remove protective caps and inspect the
objective and eyepiece windows. If required, clean using
manual procedure:
L e n s tissue or cotton applicators.
L e n s cleaner alcohol and methylated spirit for any oil
dust or dirt.
0 Check focus control.
Check end faces of light guide cable for cleanness and
damaged areas.
0 Check borescope for damage.
0peration
Insert borescope with care and look in the eyepiece to
check direction of view.
Adjust focus and illumination to give a clear image.
Remove carefully from engine.
Clean if necessary fit protective caps and return to case
for storage.

Fibrescopes After inspection, set the bending section straight, the

angle free control to the free position and remove
Certain V2500 inspections require the use of a fibrescope
carefully from the engine.
of 6mm or 8mm diameter.
Tip movement is limited to two way articulation in the 6mm
unit and four way with the 8mm size. Note:
Before use remove protective caps and inspect the Do not use excessive force to pull the fibrescope from the
eyepiece window. If required, clean using manual engine and support the insertion tube and tip during
procedure: removal.
0 Clean the lens with tissue or cotton applicators.
0 Lens cleaner alcohol and methylated spirit for any oil
dust or dirt.
0 Adjust the diopter ring for a sharp image.
0 Check focus control.
0 Check bending section has full and correct movement.
0 Check the angle free control locks and releases
correctly.
Check borescope and insertion tube for damage.
Operation.
0 Set angle free control to free position.
Adjust the brightness control on the light source to
obtain optimum illumination.
Confirm direction of view by looking in the eyepiece
and advance the insertion tube slowly without force.
Adjust focus to give a clear image.

Care of Use of Borescope Equipment

Rigid Scopes
Do Do Not
Follow the manufacturers instructions and 0 Subject the instrument to any unnecessary force.
recommendations. 0 Use in a flammable atmosphere.
Handle with care at all times. Shocks or bends can 0 Bend or hit the shaft.
damage the optics.
0 Force the focusing barrel against the stops.
Inspect the equipment prior to use.
0 Force the rotational control against the stops.
Check the end faces of the light source cable for
clearness and clean as necessary. 0 Introduce the scope into live electrical equipment.
Clean the equipment before use and also prior to 0 Totally immerse the scope into liquids (main body).
stowage before completion. 0 Lay the scope on hard surfaces where it could be
Always fit protective caps when the scope is not in use. exposed to pressure or weight that could bend the
shaft.

Care of Use of Borescope Equipment

Fibrescopes
Do Do not
Follow the manufacturer instructions and 0 Subject the distal end to shocks and impacts.
recommendations. 0 Sharply bend or strain the light guide cable.
Handle with care at all times. Shocks or bends can 0 Sharply bend or strain the insertion tube.
damage the optics.
0 T w i s t the bending section by hand.
Inspect the equipment prior to use.
0 Insert into live electrical equipment.
Clean the equipment before use and also prior to
stowage before completion. 0 U s e in corrosive fluids.
Always fit protective caps when the scope is not in use. 0 Leave the finger on angle knobs when removing the
scope.
Remove any moisture prior to stowage.
0 U s e hard cloth or brush for cleaning.
Ensure that the o ring seal on the optical adapter is in
good condition and correctly fitted. 0 Apply excessive force to the bending section.
0 Apply excessive force when inserting or removing the
ins e rtion tube.

Q. 1 What types of borescope are recommended by the

AMM for the V2500 inspection?
Ans. a) Rigid borescope only
b) Combination of rigid and flexible borescopes
c) Flexible borescope only
Q2 Why are ’special inspections’ performed?

Ans. a) T o follow a required maintenance schedule
b) T o monitor damage and its progression
highlighted by shop inspection or service
experience while engine stays in service
c) T o inspect the engine, following an incident and
a s s e s s for continued serviceability
Q.3 What procedure is recommended before replacing a
borescope in a case?
Ans. a) Clean and dry the borescope and fit protective
covers
b) Immerse the borescope in cleaning fluid
c) Clean with a stiff brush and hot water
(2.4 What is the view of a borescope rigid colour coded
‘RED’
a) 1loo retro
b) 4 5 O fore-oblique
c) 90° lateral

MAINTENANCE PRACTICES
V2500 Borescope Practices Maintenance Practices
Maintenance Practices Aircraft Preparation

T h e safety of personnel and the aircraft is of paramount T h e preparation of the aircraft requires that a check in the
importance. T h e maintenance practice section looks at the flight deck be carried out.
actions that can be carried out which safely allow a T h e check is to ensure that the FADEC system power
borescope of the engine to take place. switch is in the off position. T h e switch is located on the
T h e section looks at the following engine preparations for overhead panel 50VU.
borescope: Install a DO N O T O P E R A T E identifier on the center
Aircraft preparation. control pedestal on the E N G panel 115VU.
Thrust reverse deactivation. Ensure that the engine has not been shut down within the
last five minutes.
Fan cowl doors opening and closing.
Thrust reverser C ducts opening and closing.
Rotation of the LP and HP shafts.
Igniter plug removal and installation.
Borescope access plugs removal/installation.

*I.. --. .

ENGINE CONTROL
PANEL-Vi 15
FLIGHT DECK
Thrust Reverser Maintenance

Warning
Do not cause a blockage of the hydraulic control unit
(HCU) return port to deactivate the HCU. If you cause a
blockage of the H C U return port the thrust reverser can
operate accidentally causing injury or damage.
Engine components can stay hot for up to one hour after
shut down. B e aware of this when working on the engine
immediately after shut down.
HCU Deactivation (AMM 78-30-00-040-012)
0 Carry out the flight deck checks a s per aircraft
preparation.
0 Open the fan cowl doors (71-13-00-010-010).
0 Position the lock lever on the H C U to the lockout
position and install the deactivation pin.
0 Ensure that the red pennant is visible to others during
the lockout period.
HCU Reactivation (AMM 78-30-00-440-012)
0 Remove the lockout pin and return the lockout lever to
the usual position.
0 Close the fan cowl doors (71-13-00-410-010).
0 Return the aircraft back to the usual condition.

HYDRAUL
-
U
HYDRAULIC CONTROL UNIT (HCU) DEACTIVATION AND
REACTIVATION
Fan Cowl Doors Maintenance

Warning Fan Cowl Doors Closing
Make sure that the landing gear ground safeties and the AMM ref. 71-I
3 - 0 0 4 0-01 0
wheel chocks are in position. Hold fan cowl door to allow the disengagement of the
B e careful when opening the fan cowl doors in wind support struts.
speeds of more than 30 mph but l e s s than 60 mph. Injury Lower the fan cowl door and align the locating pins.
to personnel and/or damage to the engine can occur.
Fan cowl doors modified to SBN 71-0259an additional
Do not open or allow to remain open fan cowl doors in feature called the hold open device is fitted. T o allow
wind speeds in excess of 60 mph. Injury and/or damage to the fan cowl doors to come together fully depress the
the engine can occur. pin inwards on this device. This will allow the fan cowl
Fan Cowl Doors Opening doors to close.
AMM ref. 71-13-00-010-010 Engage the latches and close them in sequence from
the rear to the front.
Carry out the flight deck checks a s per aircraft
preparation. Ensure that the fan cowl doors are located properly
against the fan casing.
Ensure that the area around the engine is clear of
obstacles. Ensure that the closing forces exerted on the latches
are within acceptable limits.
Open the latches starting from the front to the rear.
Note:
Engage the support struts to hold the fan cowl doors in
the open position. SBN 71-0259introduces a modification that is designed to
make the fan cowl doors more prominent to the naked eye
Ensure that the support strut locking mechanism is
when they are open and in the down position.
secured.


Thrust Reverser C Ducts Maintenance

Warning Thrust Reverser C Duct Closing
T h e opening and closing procedure for the thrust reverser AMM ref. 78-32-00410-010
C ducts must be adhered to fully. These units can close Carry out the flight deck checks a s per aircraft
very quickly and neglect can cause injury to personnel. preparation.
Thrust Reverser C Duct Opening Engage the hand pump and open the thrust reverser C
AMM ref. 78-32-00-010-010 ducts.
e Carry out the flight deck checks a s per aircraft Disengage the support struts and stow them.
preparation. Allow the thrust reverser units to close.
e Ensure that the area around the engine is clear of Note:
obstacles.
T h e forward most latch must be in the locked position
e Open the fan cowl doors (71-13-00-01 0-010). before closing.
e Deactivate the H C U (78-30-00-040-012). Engage the auxiliary latch assembly and draw the
e Open the latch access panel and engage the auxiliary thrust reverser units together.
latch and take up the tension of the two thrust reverser Check front latch has not fouled.
halves.
Disengage the hand pump and engage all latches and
e Release the latches in order of 1through to 5. lock them in the following sequence: 1,4, 5, 2, and 3.
e Remove the auxiliary latch. Ensure latch unlock indicators are engaged.
e Attach the hand pump and extend the thrust reverser C Disconnect auxiliary latch and stow.
ducts to the open position.
Close the thrust reverser access panel.
e Engage the rear then the front support struts in position
and then decay the hydraulic pressure to rest the units Reactivate the H C U (78-30-00-010-010)
on the support struts. Close the fan cowl doors (71-13-00-410-01 0).
0 Disconnect the hydraulic hand pump. Return the aircraft back to its usual condition.

0 IAE international Aero Engines AG 2000
BIFURCATION
HYDRAULIC HAND
s
8
In
r
t
n
THRUST REVERSER C DUCT OPENlNGlCLOSlNG
HP System rotation point access

Removalllnstallationaccess cover Automatic
T h e access cover is located on the front face of the Rotator Kit Part No. IAE 2F10057 or 2F10066.
external gearbox between the air starter and dedicated T h i s unit provides a compressed air powered device to
alternator ( A I /A5). rotate the HP system through the access point on the
Air starter and hydraulic pump (D5). gearbox. T h e unit has foot pedal control of both direction
of rotation and speed of rotation; it also incorporates a
T o remove the blank;
protractor to give an indication of rotation in degrees.
Remove the two nuts and washers (Al/A5), two bolts and
Alternative Electronic Units
washers (05) that secures the cover plate the gearbox.
Various manufacturers have produced sophisticated
Remove the cover plate and discard the rubber packing
electronic rotation controllers with viewing screens,
(seal ring) from the cover.
incorporating methods to tag and return to damage
Turning of the HP Rotor. locations during the inspections, at this time these are not
T h e HP system may be turned by using one of the included in the manual.
methods in the AMM.
Manual
Install a 9/16” A F socket to the starter idler gear with a
torque wrench .
Turn the starter idler gear clockwise to turn the HP
compressor in a clockwise direction, or opposite, a s
required. Viewed from the front of the engine.
On completion of inspection, remove socket, lubricate with
engine oil and fit new packing to cover.
Refit cover to gearbox and torque load to the specified
values in the manual.

COVER PLATE'
HIGH SPEED GEARBOX HAND TURNING

Initial issue Page 3-1 0
0 IAE lnternalional Aero Engines AG 2000
Igniter Plugs Maintenance

Removalllnstallation procedure
Warning Igniter Plug Installation
Do not touch ignition system components for at least one AMM ref. 74-21-41-400-010
minute after the ignition power is switched off. Electrical The procedure for installation is the reverse of removal
discharge of the HE unit is dangerous and can kill. except for the following points:
Follow all safety procedures as identified in the Aircraft Ensure plug threads are clean and not damaged.
Maintenance Manual
0 Torque tighten all locations to the AMM specified
Igniter Plug Removal values.
AMM ref. 74-21-41-000-010 0 After completion perform an Igniter plug function test.
0 Remove clamps and cooling shrouds.
0 Disconnect lead and discard grommet.
0 Disconnect the clip positions that restrict movement of
the lead.
0 Remove the plug, but not the housing installed in the
case. This is adjusted by shim washers and presets
the immersion depth of the Igniter plug at engine build.
Caution
Do not bend the ignition lead too much when you
disconnect it, the lead can be damaged and cause
electrical circuit defects.

COOLING SHROUD
2 IGNITER LEAD
E
0 IGNITER PLUG REMOVAL/INSTALLATlON
Borescope Plug Access

The borescope plugs for the compressors; combustor and
turbines are mainly found on the right hand side of the
core engine. The exception being the combustor and
turbines, these access positions are found on both sides
of the core engine.
LP Compressor Borescope Access
A I engines
Borescope access is possible for stages 1.5 and 2.5 only.
There are no access features to remove. Guide tubes and
fibrescopes are used for the inspection.
A5 engines
Borescope access is possible for all stages of the LPC
booster.
There is one access port that requires the removal of two
FEGVs. This will give access to the trailing edge of stage
2.0 and the leading edge of stage 2.3.

V2500 Maintenance Practices
2.5
LP COMPRESSOR BOOSTER BORESCOPE ACCESS

HPC Borescope Access A1 Engines pre SB 72-0027

There are two SB standards of H P C designs for A I T h e borescope access ports give access to these stages
engines where the borescope access features differ. T h e of the compressor:
following is an explanation of the pre and post modification Port A H P C stage 3 rear. It is located 34 deg below the
standards. engine horizontal on the right side.
A1 Engines pre SB 72-0033 Port B H P C stage 3 rear and stage 4 front. It is located 34
T h e following information relates to engines that are prior deg below the engine horizontal on the left and right side.
to S N V0127. Port C H P C stage 5 rear and stage 6 front. It is located 67
T h e inspection requirements a s advised by the AMM for deg below the engine horizontal on the right side.
this standard of engine is: Port D H P C stage 7 rear and stage 8 front. It is located 67
0 Recommended that only stage 3 and stage 12 of the deg below the engine horizontal on the right side.
H P C blades be inspected while the engine is on wing. Port E H P C stage 8 rear and stage 9 front. It is located 74
0 Recommended not to u s e access port D a s possible deg below the engine horizontal on the right side.
damage can be caused to the inspection equipment. Port F H P C stage 9 rear and stage 10 front. It is located
0 A limited number of engines prior to SN V0063 will 61 deg below the engine horizontal on the right side.
have H P C borescope blanks produced to pre SB 72- Port G H P C stage 11rear and stage 12 front. It is located
0005. 55 deg below engine horizontal on the right side.
SB 72-0005 introduces a borescope plug of reduced Note:
weight.
T h e access to the borescope plug C requires the removal
SB 72-0033 introduces scalloped heatshield retainer at the of the control rod from the unison ring at the stator s i x
stage 7 (access port D) borescope position. VSVs. It is recommended that only the stage 3 and stage
SB 72-0027 introduces a weight reduced HP compressor 12 HP compressor blades be examined with the engine
front case assembly. on-wing.

>&
PREMOD SB 72-0100
b
PORT A
PORTS E, F, G PORT D PRE MOD

SB 72-0100 PORT C
POST MOD SB 72-0100 PORT D POST MOD
SB 72-0100
HPC BORESCOPE ACCESS A I PRE SB 7210027

A I Engines post SB 72-0027 The access to the borescope plug C requires the removal
of the control rod from the unison ring at the stator six
T h e borescope access ports give access to these stages
of the compressor:
vsvs.
During the removal of the borescope ports the old jointing
Port A H P C stage 3 rear. It is located 34 deg below the
compound must be cleaned off.
engine horizontal on the right side.
Before installation of the borescope ports jointing
Port B HPC stage 3 rear and stage 4 front. It is located 34
compound must be used a s recommended by the AMM.
deg below the engine horizontal on the left and right side.
Take care not to let excessive jointing compound enter the
Port C H P C stage 5 rear and stage 6 front. It is located
borescope access port hence into the engine.
33.5 deg below the engine horizontal on the left side.
Port D H P C stage 7 rear and stage 8 front. It is located 67
deg below the engine horizontal on the right side.
Port E H P C stage 8 rear and stage 9 front. It is located 74
Port F H P C stage 9 rear and stage 10 front. It is located
61 deg below the engine horizontal on the right side.
Port G H P C stage 11rear and stage 12 front. It is located
55 deg below engine horizontal on the right side.
Port H HPC stage 3 front (additional access). It is located
41 deg below the L.H split line to give a greater inspection
capability.
Note:
It is recommended that only the stage 3 and stage 12 HP
compressor blades be examined with the engine on-wing.

. .. .. ... .

PORT H
> B PORT A
PORT B
PORT E F G
PORT D PORT C
PORT C SB 72-0338
SB 72-0265
3
N
0
In
[3 HPC BORESCOPE ACCESS A I POST SB 72-0027

A5/D5 Engines HP Compressor Borescope Access

The borescope access ports give access to these stages
of the compressor:
Port A H P C stage 3 front. It is located 40 deg below the
engine horizontal on the left side.
Port B H P C stage 3 rear and stage 4 front. It is located 34
Port C H P C stage 5 rear and stage 6 front. It is located 61
deg below the engine horizontal on the left side.
Port D HPC stage 7 rear and stage 8 front. It is located 61
Port E HPC stage 8 rear and stage 9 front. It is located 74
Port F H P C stage 9 rear and stage 10 front. It is located
61 deg below the engine horizontal on the right side.
Port G H P C stage 11rear and stage 12 front. It is located
55 deg below engine horizontal on the right side.
Note:
It is recommended that only the stage 3 and stage 12 HP
compressor blades be examined with the engine on-wing.
During the removal of the borescope ports the old jointing
compound must be cleaned off.
Before installation of the borescope ports jointing
compound must be used as recommended by the AMM.
Take care not to let excessive jointing compound enter the
borescope access port hence into the engine.
-
PORT A
PORT E F G
PORT C
B PORT B
PORT C
SE 72-0317
PORT C
HPC BORESCOPE ACCESS AWD5

HP Compressor Access Port C-A1 Engines

The HP Compressor borescope access port C requires
the removal of the stage 6 VSV control rod. This will allow
access to be gained for borescope inspection of the rear
of rotor 5 and the front of rotor 6.

CENTRALISING PAD
/ VSV OPERATING
LEVER
CON1
STAGE 5 UNISON
RING
BORESCOPE ACCESS
PORT C
’ HP COMPRESSOR BORESCOPE ACCESS PORT C

Combustor, HP and LP Turbines Borescope Access HP Turbine

Borescope access for the combustor is found in eight T h e HP turbine has provision for inspection of the leading
positions, of which s i x are found around the combustion and trailing edges of the blades.
outer case and the addition of the two igniter ports. LP Turbine
Combustor T h e LP turbine has borescope inspection for the stage
A I Diffuser Case (Pre SB 72-0221) three leading edge only.
Access to inspect the combustion chamber and the HPT Note:
stage 1 vanes is by 5 plugs with gaskets. These are When installing borescope access features to the
numbered: combustion system and HPT stage 1 the threads of the
0 B1to 84 for the left hand side of the engine. fasteners must be coated with an anti galling compound
0 B5 and the 2 igniter plug ports for the right hand side of and an anti seizure compound a s recommended by the
AMM.
the engine.
When installing borescope access features to the HPT
A I Diffuser Case (Post SB 72-0221)
stage 2 and LPT stage 3 the threads of the fasteners must
Access to inspect the combustion chamber and the HPT be coated with engine oil a s recommended by the AMM.
stage 1 vanes is by 6 plugs with gaskets. These are
SB 72-0221 introduces a new diffuser case assembly.
numbered:
0 B1 to B5 for the left hand side of the engine.
0 B6 and the 2 igniter plug ports for the right hand side of
the engine.
Note:
T h e borescope access ports are located near the diffuser
case rear flange. T h e ports must not be confused with the
5 larger locating pins that are equi spaced around the
forward end of the case.

<
I
COMBUSTION
CHAMBER
/
8
IGNITER PLUG
TRAILING EDGE HPT 1
COMBUSTION CHAMBER TRAILING EDGE HPT 2
LEADING EDGE HPT 2
LEADING EDGE LPT3
03
d
N
2' COMBUSTION CHAMBER, HPT AND LPT BORESCOPE

n
ACCESS PORTS
ENGINE INSPECTION/CHECK
V2500 Borescope Practices Engine Inspection/Check
Borescope Terms of Identification HPT Is'

Stage Vane
During borescope inspection of the engine general terms Burn Through
which identify a condition of damage is used. For example; A local burn area that has continued through the aerofoil
Cracks. surface. Cracks that have burned too more than 0.05in
Nicks. (1,27mm) separation are also burn through.
Trailing Edge Burns
Burns.
Tears. Burns or burn through that start at the aerofoil trailing edge
and continue forward to the aerofoil leading edge.
However the AMM ask that certain damage observed be
given a term of description from that of the normal.
Lift Up
Lift up is where the surface on one side of the crack is
These terms are as follows:
higher than the surface on the other side of the crack.
Combustion Chamber
Coating Damage
Burn hole
Chips, spalling, flakes, blisters, peeling or oxidation that is
A local burn area that has continued through the base confined to the coating.
material. The ratio of a burn holes circumferential length to
axial length usually will be less than or equal to 2.0. Connected Loop Crack
Edge Burnback
A crack or a group of cracks that show an isolated area of
vane metal.
Full thickness liner segment burns that start at an edge,
occur more at the segment trailing edge location but have
also occurred at the leading edge corners. Burnback is
material that is not there that has a ratio of the burn areas
circumferential length to axial length of more than 2.0.
Radial Burnback
Full thickness burning on deflector edge continuing radially
inward towards fuel nozzle.

V2500 Borescope Practices Engine InspectionlCheck
Borescope Terms of Identification

HPT stages 1 and 2
Erosion
A local area where material has been removed by causes
other than heat stress.
Leading Edge Burn Through
A hole in the leading edge open to the cooling air
passage.
Trailing Edge Metal Loss
A burn through the convex trailing edge wall that causes a
shorter aerofoil chord length.
Coating Damage
Chips, spalling, flakes, blisters, peeling or oxidation that is
confined to the coating.

Engine Inspectionlcheck
AMM ref. 72-00-00-200 Note:
This topic details the inspection procedures and Engine rejection due to damage found being out of limits
acceptance standards for the LP and HP compressors. must be reported to the local I A E representative.
The combustion system, HP and LP turbine systems. The Any damage found not covered in the AMM must be
HP nozzle guide vanes. reported to the local I A E representative for further advice.
Inspection of these items requires the use of borescope Inform your local I A E representative of any decrease in
equipment and references to the Aircraft Maintenance the inspection intervals.
Manual, (AMM).
The limits quoted in the AMM are applicable on a continue
The acceptheject information can be found in AMM Ch 72- in service basis only.
00-00.
The limits quoted in the manual are based on the condition
For inspection of other engine areas, reference must be of the damage and the quantity of damage seen. The
made to the Inspection/Check page block at the limits are structured so as to allow safe continued
appropriate chapter. operation of the engine and hence the aircraft.
T h e following inspection/check areas of the engine will be This is achieved by having reduced operation of the
discussed in this section; engine, either in hours and/or cycles in between the
0 L P C booster. inspection intervals a s the damage deteriorates.
0 HP compressor. If the damage exceeds the ultimate limit then the engine is
scheduled for removal as per AMM requirements.
0 Combustion system.
0 HP turbine.
0 LP turbine.

0 IAE Internatlonal Aero Engines AG 2000
IAE V2500 PROPULSION UNIT

Q IAE international Aero Engines AG 2000
LPC Booster InspectionlCheck

AMM ref. 72-00-00-200-017 Inspection Standards
LPC stage 1.5 (AI, A5, D5) T h e L P C booster can be inspected while the engine is on
wing.
Guide tube I A E 2J12030 is used and entry is gained from
the L P C booster inlet guide vanes. T h e aircraft and engine must be in the prepared condition
a s advised by the AMM prior to the inspection.
LPC stage 2.0 and 2.3 (A5, 05)
During the inspection the typical damage to look for is a s
Removing twenty two fan blades: two fan exit guide vanes
follows:
and then removing a borescope blank to gain access.
Examine for cracks.
LPC stage 2.5 (AI, A5, D5)
0 Examine for nicks.
Access is gained by a fibrescope being passed into the
2.5 bleed outlet duct. Examine for tears.
Each stage of the L P C booster has a number of blades 0 Examine for dents.
per disc. These are a s follows: 0 Examine for scratches.
A I engines A5/D5 engines Examine for tip damage, bends and rubs.
Stage 1.5 52 blades 58 blades.
Any damage found can be assessed according to the
Stage 2.0 68 blades 78 blades. AMM recommendations.
Stage 2.3 ------------- 88 blades.
Stage 2.5 70 blades 72 blades.

2.5
LP COMPRESSOR BOOSTER INSPECTION

LPC Booster Inspection 0 The 2 segments of Fan Exit Guide Vanes (FEGV) at
approximately 5 o’clock position viewed from the rear
T h e images below show how access is gained to the
of the engine.
stages of the L P C booster.
0 Remove the borescope plug and key washer then
Stage 1.5 Compressor Inspection
discard the key washer.
One person is needed to locate the guide tube into the fan One person is needed to turn the LP system and mark the
stator vane, mark the fan for the start position and rotate start position for the inspection.
the fan for the inspection, take care to prevent any
damage to the Fan Exit Guide Vanes (FEGV) or bypass One person is needed to install the fibrescope and make
duct structure. the inspection, for this position there is no guide tube.
One person is needed to insert the fibrescope and make 0 Put the 6mm fibrescope into the access port until the
the inspection. stage 2.0 and stage 2.3 blades can be seen.
0 Install the guide tube (IAE 2J12030) at approximately 0 Mark the LP system using an AMM approved marker
the 3 o’clock position viewed from the rear of the for the start position.
engine. Stage 2.5 Compressor Inspection
0 Put the 6mm fibrescope into the guide tube until stage One person is needed to turn the fan and mark the start
1.5 blades can be seen. position for the inspection.
0 Mark a fan blade and the adjacent fan case using an One person is needed to insert the fibrescope and make
AMM approved marker for the start position. the inspection.
Stage 2.0 and 2.3 Compressor Inspection (A51D5 Only) 0 Put the 6mm fibrescope into the outlet port of the LP
Compressor bleed valve until stage 2.5 blades can be
Access to the 2.0/2.3 borescope plug can be gained by seen. At approximately the 6 o’clock position viewed
carrying out the following tasks: from the rear of the engine.
0 Remove the Inlet Cone (Spinner) and Fairing. Mark a fan blade and the adjacent fan case using an
0 Remove the 22 Fan blades and Annulus fillers. AMM approved marker for the start position.
0 Remove the Outer Liner Panel and Splitter Fairing.

V2500 Borescope Practices Engine InspectionICheck
AlIA51D5
STAGE 1.5
NSPECl7ON
-\ \
P GUIDE TUBES
LPC BOOSTER INSPECTION

LPC Booster Inspection Blade Zones

Damage assessment of the L P C booster blades about the In order to a s s e s s damage in the zones according to AMM
aerofoil are identified into three separate zones. T h e recommendations the blade dimensions must be known.
accept/reject limits for damage found in these zones may T h e following is a table giving the blade dimensions at
vary between them. each stage.
T h e three zones are identified as: Height (2) True Width(1)
0 ZoneA. Stage inches mm inches mm
0 ZoneB. Blade 1.5-AI 3.51 89.1 1.71 43.5
0 ZoneC. Blade 1.5-A5/D5 3.78 96,O 1.52 38,6
T o help the engineer to a s s e s s damage according to Blade 2.0-A5/D5 3.08 78,3 1.20 30,5
which zone it is in the blade has been apportioned a
percentage of the total aerofoil surface. Blade 2.3-A5/D5 2.95 74,9 1.10 28,O
T h e apportioning is a s follows: Blade 2.5-AI 3.25 82.6 1.43 36.2
0 Zone A is 25% of the aerofoil from the root platform. Blade 2.5-A5/D5 3.04 77,3 1.45 36,8
0 Zone B is 35% of the aerofoil above the zone A area. Note:
0 Zone C is 40% of the aerofoil above the zone B area. A I engines do not have a L P C booster stage 2.3.
A I engines stage 2.0 cannot be accessed for borescope
inspection.
T h e width is the true chord measurement.
T h e true width is measured along the chord line at middle
aerofoil height.

ZONE c
2 2
ZONE B ZONE B
-
4
50% OF
1
AEROFOIL
1
ZONE A
ZONE A
ZONE C
STAGE 1.5 ZONE C

STAGE 2.3 A5/D5
A1/A5/D5
2
A 2
7
50% OF ZONE B
AEROFOIL 50% OF
4
AEROFOIL
t ZONE A
STAGE 2.0 A5/D5 STAGE 2.5 Al/A5/D5
LPC BLADE DIMENSIONS AND ZONES

HP Compressor InspectionlCheck Inspection Standards

AMM ref. 72-00-00-200-016 T h e HP compressor can be inspected while the engine is
A combination of using fibrescopes and rigid scopes is on wing. (For pre SB 72-0027 engines the AMM
recommended for the inspections. recommends stage 3 and 12 only).
0 Fibrescope s i z e is 6.0mm. During the inspection the typical damage to look for is a s
0 Rigid scope s i z e s are 5.5mm and 8.0mm. follows:
Each stage of the HP compressor has a number of blades 0 Examine for cracks.
per disc. These are a s follows: 0 Examine for nicks.
A I engines A5lD5 engines 0 Examine for tears.
Stage 3 31 blades 31 blades. 0 Examine for dents.
Stage 4 38 blades 38 blades. 0 Examine for scratches.
A I engines A5/D5 engines
0 Examine for tip damage, bends and rubs.
Stage 5 64 blades 64 blades.
0 Examine for stage 1shingling, (snubber override).
0 Examine for ceramic coating loss.
Any damage found can be assessed according to the
Stage 8 89 blades 84 blades. AMM recommendations.
Stage I O 97 blades 85 blades.

/
I \
I
MID HEIGHT SUPPORT VORTEX REDUCER
Rl
hl
0
v)
8
n
HP COMPRESSOR STAGES 3 TO 12
HP Compressor Inspection Blade Zones HPC Stage 3

Damage assessment of the HP compressor blades about T h e H P C stage 3 blade is apportioned into four zones.
the aerofoil are identified into 3 separate zones for stages They are a s follows:
4 through to 12. Zone A is the remainder above zone B and to the blade
Stage 3 is identified a s 4 separate zones. tip.
T h e acceptlreject limits for damage found in these zones Zone B is the area above and below the mid span support.
may vary between them. (Zone B is 6.5mm above and 6.5mm below the mid span
support).
T h e zones are identified as:
Zone C is the remainder from the top of zone D to the mid
0 ZoneA.
span support.
0 ZoneB.
Zone D is 13mm (0.5in) from the blade root up.
0 ZoneC.
HPC Stage 4 to 6
H P C stage 3 has an extra zone known a s Zone D.
Zone A is 30% of the blade aerofoil surface from the blade
T o help the engineer to a s s e s s damage according to tip.
Zone B is the remainder of the aerofoil surface between
dimensional s i z e and/or percentage of the total aerofoil
zones A and C.
surface.
Zone C is 13mm (0511) from the blade root and upwards.
HPC Stage 7 to 12
Zone A is 30% of the blade aerofoil surface from the blade
tip.
Zone B is the remainder of the aerofoil surface between
zones A and C.
Zone C is 6,4mm (0.25in) from the blade root and
upwards.

0 IAE Internalional Aero Engines AG 2000
HEIGHT AT MIDSPAN IS
6,5mm (0.25in) ABOVE AND
BELOW THE CENTER LINE
HPC STAGE 3 /
HPC STAGE 7 TO 12
LHElGHT IS 13mm (0.5in) I I

HEIGHT IS 13mm (0.5in) HEIGHT IS 6,4mm (0.25in)
HP COMPRESSOR BLADE ZONES

V2500 Borescope Practices Engine InspectionKheck
HP Compressor Inspection Blade Dimensions

In order to assess damage in the zones according to AMM
recommendations the blade dimensions must be known.
The following is a table giving the blade dimensions at
each stage.
Dim X Dim Y Dim Z
Stage inches mm inches mm inches mm
3 5.04 128,2 2.39 60,7 2.54 64,6
4 3.66 93,l 2.20 55,8 I.73 44,O
5 2.62 66,5 1.57 39,8 1.32 33,6
6 1.9 48,3 1.15 29,3 0.97 24,6
7 1.45 36.9 0.92 23,4 0.74 18,8
8 1. I 4 29,O 0.91 23,2 0.59 14,9
9 0.94 23,8 0.86 21,8 0.48 12,3
10 0.86 22,o 0.85 21,6 0.45 11,4
11 0.83 21,o 0.89 22,5 0.43 10,9
12 0.84 21,2 0.86 21,8 0.44 11,l
Note:
These dimensions are for reference purposes only.
T h e chord dimension changes from the blade root to the
blade tip.
The chord datum (dimension Y) is at dimension Z
measured from the blade root.
Dimension X is measured at the mid chord position.

. .

LEADING EDGE
HP COMPRESSOR BLADE DIMENSIONS

HP Compressor Inspection
HPC Blade Tip Rubbing Ceramic Coating Detachment
T h e H P C has exhibited blade tip rubbing. If you suspect Ceramic coating detachment is acceptable a s long a s the
that blade tip rubbing has occurred then consult the AMM limits in the AMM are adhered to.
for further advice. Ceramic coating loss from the compressors has been
T h e AMM outlines limits for blade tip rub at stages 3 to 8 linked to the events that have caused the erroneous input
that are different to blade tip rub limits for stages 9 to 12. pressure signal of P b to the EEC.
Damper Wire Detachment T h i s is where fine particles of ceramic material have
entered the P b pressure tube and caused contamination
H P C stages 7 rear and 8 front have damper wires installed
of the tube and thus affecting the pressure signal.
to the blades. If you suspect that the damper wires have
become detached consult the AMM for further advice. Cracks, Nicks, Tears and Dents
T h e damper wires of pre modification SB 72-0289 HPC's T h e limits for the above title in the AMM varies according
have exhibited damper wire detachment. T h i s can lead to to the stage of compressor that is being inspected.
secondary engine damage of the HPC. They are a s follows:
SIL 106; Stage 3.
SB 72-0289 introduced a fix for the existing style of H P C 0 Stage4 t o 6 .
disc that modifies the existing wires with rounded ends.
0 Stage 7 to 12.
SB 72-0304 introduces a new type of wire. T h e wires are L
shaped for further improved reliability. There are accept and reject standards for the above
mentioned H P C stages.
SB 72-0300 introduces a new design of disc that has
changed and improved the reliability of the wires.
U s e borescope access ports C, D and E for examination
for missing wires.

..,.-.. .. .... ...

MATERIAL LOSS
STATOR BLADE
MID CHORD TIP RUB

\ \
CERAMIC COATED
ABRAIDABLE STATOR PATH
2
st
n HPC TIP RUB AND DAMPER WIRE DETACHMENT
Combustion Chamber and HPT Stage INGV's Borescope access

T h e combustion chamber and the components that are Access for combustion chamber inspection is as follows:
operating along with it are subjected to the highest T h e igniter plug port positions of IP1 and IP2.
temperatures and pressures within the engine.
Combustion chamber ports B1 through to B5 (Pre SB 72-
Therefore the inspection requirements are on a more 022 1).
regular basis according to the MPD schedule
requi rement s. Combustion chamber ports B1 through to B6 (Post SB 72-
0221).
A typical combustor and turbine inspection is normally
scheduled in accordance to the maintenance practices Note:
document (MPD). After engine shut down a hot engine can cause damage to
T h e areas that are inspected within the combustion borescope inspection equipment. It is advised that a time
system are a s follows: interval of 2 to 3 hours be allowed to pass prior to
commencing engine inspection.
Inner liner shell.
Outer liner shell.
Inner burner liner segment.
Outer burner liner segment.
Bulkhead segment.
Bulkhead deflector.
Fuel spray nozzles (FSN's).
HPT stage 1 NGV's.
T h e inner and outer burner liner segment rows are
numbered 1 to 5 starting at the FSN's.
T h e AMM has printed forms for the recording of damage
found.

COMBUSTION CHAMBER BORESCOPE VIEWS

Inspection Standards HPT 1'' Stage NGV's

Inspection of the combustion system and HPT stage 1 The HPT 1' stage NGV's should be inspected for the
NGV's are as follows: following:
Fuel spray nozzles 0 Burns.
The inspection requires that the FSN deflector end cap Burn through.
and the critical areas of the nozzle deflector adjacent to 0 Trailing edge burns.
the cap be inspected for;
0 Lift up.
0 Cracks.
0 Coating damage.
0 Distortion.
0 Connected loop crack.
Erosion.
Note:
0 Broken.
Damage assessment can be greatly enhanced by using
0 Burned. parts within the combustion system that are of a known
Combustion System dimension.
The combustion system should be examined for the U s e parts that are of a known dimension that are nearest
following : to the damage.
Burns. Special Inspection to SB 72-0349
Burn holes. T h i s is an A1 and early A5 series of engines inspection
requirement. The inspection is as follows:
Edge burnback.
HPT stage 1 rotor metering plugs for heat distress/oil
Radial burnback.
wetness.

I
COMBUSTOR OUTER
LINER SHELL OUTER LINER
SEGMENT
' COMBUSTION CHAMBER AREAS OF INSPECTION

Q IAE internationalAero Engines AG 2000
Fuel Spray Nozzle (FSN) Inspection Bulkhead Deflector

The FSN inspection requirements in the AMM ask for The bulkhead deflectors are on the bulkhead segment
inspection of the end caps. main body. These require inspection for the following:
Inspection of the bulkhead segments and the bulkhead 0 Cracks.
deflectors are covered in the AMM giving limits for accept 0 Burns.
and reject standards.
Cracks and burns damage can be accepted as long as the
The following are the inspection requirements for the FSN, limits in the AMM are adhered to.
bulkhead deflectors and bulkhead segments.
Note:
Fuel Spray Nozzle
The limits quoted in the manual are based on the condition
There are 20 FSN's that require inspection for the of the damage and the quantity of damage seen. The
following: limits are structured so as to allow safe continued
0 End caps. operation of the engine and hence the aircraft.
End cap damage can be accepted as long as the limits in This is achived by having reduced operation of the engine,
the AMM are adhered to. either in hours and/or cycles in between the inspection
Bulkhead Segments intervals as the damage deteriorates.
If the damage exceeds the ultimate limit then the engine is
There are 20 bulkhead segments that require inspection
scheduled for removal as per AMM requirements.
for the following:
0 Tight cracks.
0 Burns.
Tight cracks and burns damage can be accepted as long
as the limits in the AMM are adhered to.

TYPICAL VIEWS OF END CAP DAMAGE
LOSS RADIAL CRACKS \

CIRCUMFERENTIAL
CRACKS
CAP
FUEL SPRAY
BULKHEAD SEGMENT
FUEL SPRAY NOZZLE
FUEL SPRAY NOZZLE AND BULKHEAD SEGMENT

Combustor Inspection
T h e inspection requirements for the combustor in the Note:
AMM ask for the inspection of the following: If a piece of combustion chamber breaks off in between
0 Inner burner segment. inspection times then a borescope inspection of the HPT
is recommended.
0 Outer burner segment.
If you notice spalled ceramic coating on the combustor
Inner liner shell.
segments, bulkhead segments and bulkhead deflectors
0 Outer liner shell. this is acceptable without a decreased inspection interval.
Inspection of the combustor is covered in the AMM giving
limits for accept and reject standards.
T h e following are the inspection requirements for the
combustor:
Inner and Outer Burner Segments
0 Combustion holes.
0 Segment cracks.
0 Segment edge burnback.
0 Surface burns.
0 Burn holes.
T h e following damage listed above can be accepted as
long a s the AMM limits are adhered to.
Inner and Outer Liner Shell
T h e inspection criteria are a s for the inner and outer
burner segments. T h e limits for accept and reject
standards are found with the segments limits. The AMM
states where applicable the possible damage for the
Iiners.
C.C. IBL & OBL SEGMENT DIMENSIONS _I

Stage 1 HPNGV Inspection

T h e inspection standards for the stage 1 HPT NGV’s Note:
require the following areas to be inspected: All ceramic coating decrease is acceptable without a
0 Concave aerofoil surface. decrease borescope inspection interval.
0 Convex aerofoil surface. Extended operation with a large quantity of ceramic
coating not there can possibly cause the vane to be out of
0 Inner platform.
limits.
0 Outer platform.
0 Aerofoil leading edge.
0 Aerofoil trailing edge.
Inspection of the HPT NGV’s is covered in the AMM giving
limits for accept and reject standards.
The following are the inspection requirements for the HPT
NGV’s:
0 Cracks.
0 Burns.
Burn through.
0 Trailing edge burns.
0 Lift up.
0 Coating damage.
0 Connected loop crack.

I 1
1/2 DISTANCE
OD PLATFORM
LEADING EDGE
DISTANCE I
2.100in
(53,34mm) (43,18 mm)
PLATFORM LEADING EDGE

COOLING
AIR HOLES
HPT STAGE 1 VANE DIMENSIONS A

HPT Stage 1 Rotor Metering Plug Inspection

SB 72-0349 covers the requirement for the inspection of
the rotor metering plug. This SB affects the following
engines:
AI Engines before s/n V0362.
A5 Engines before s/n V10080.
During certain windmilling conditions it is possible for
engine oil to flood the n0.4 bearing compartment and
collect in the HPT near the stage 1 rotating air seal.
Subsequent engine operation may lead to turbine distress.
Inspection requirements
T h e equipment required to do this procedure is;
0 A 3mm (maximum diameter) flexi scope.
0 Guide tube (tool no.NDIP-988-GT).
In addition to the above special equipment tools are
required to remove the 1OIh stage nut and additional
borescope equipment is required to support the flexi
scope.
T h e entry point of the engine is located on the diffuser
casing left hand side. The tube connection which requires
removing for this task is the H P C stage 10 supplementary
air coming from the make up valve.
T h e guide tube allows the flexi scope to reach up to the
n0.4 bearing support cooling hole.
From this point and on the flexi scope will have to be
worked into position to view the metering plugs.

loTHSTAGE MAKE U
STAGE 10 MAKE UP AIR

VALVE OFF TAKE TUBES
PATH OFTHE FLEX1 SCOPE

I-
No 4 BEARING
I
\
ENTRY POINT FOR
INSPECTION
SUPPORT,
COOLING HOLE
No 4 BEARING
METERING PLUGS
LOCAT1ON
m
w
INSPECTION OF THE HPT STAGE IMETERING PLUGS
High Pressure Turbine (HPT) Stages 1 and 2

HPT Stage 1 ref., AMM 72-00-00-200-014
HPT Stage 2 ref., AMM 72-00-00-200-015
T h e HPT is a 2 stage turbine system designed to drive the Each stage of the HP turbine has a number of blades per
HPC. disc. These are a s follows:
Borescope access to the HPT is possible for both stages. 0 HPT stage Ihas 64 blades.
T h e recommended inspection equipment to effect a 0 HPT stage 2 has 72 blades.
borescope inspection of the HPT is a s follows: Inspection Standards
0 Rigid borescope of 8mm to give a general inspection Inspect the HPT for the following:
for damage.
0 Erosion.
Flexible borescope of 6mm for sufficient detail
inspection. 0 Cracks.
T h e borescope access ports are located on both sides of 0 Nicks.

the core engine. They are identified a s follows: 0 Dents.
HPT Stage 1 Leading Edge 0 Burns.
0 IP1 and/or IP2. 0 Leading edge burn through.
0 B1 through to B5 (Pre SB 72-0221). 0 Trailing edge metal loss.
0 B I through to B6 (Post SB 72-0221). 0 Coating damage.
HPT Stage 1Trailing Edge, Stage 2 Leading Edge Accept and reject standards can be found in the AMM for
0 T 1 / 2 L which is on the left hand side. damage found in the engine.
0 T1/2Rwhich is on the right hand side.
HPT Stage 2 Trailing Edge
0 T2/3L that is the left hand side.
0 T 2 / 3 R that is the right hand side.
FUEL SPRAY NOZZLE
HPT 1 LIE-FLEX1
ACCESS THROUGH
IGNITER PORT
HPT 1 UE-RIGID
L/E=LEADING EDGE ACCESS THROUGH
T/E=TRAILING EDGE COMBUSTOR CASE
00
m HPT 2 LIE
8
2
v)
HPT STAGES IAND 2 BORESCOPE VIEWS

W
0

HP Turbine Stage 1 Blade Zones Zone C

Damage assessment of the HP turbine blades about the Zone C is the remaining area of the blade above the zone
aerofoil are identified into separate zones. B area and within the zone A trailing and leading edge
areas.
T h e acceptheject limits for damage found in these zones
may vary between them. Zone D
T h e zones are identified as: Zone D is the tip area on the convex side only for A I
engines.
0 ZoneA.
Blade Dimensions
0 ZoneB.
The HP turbine stage 1blade overall radial length is:
0 ZoneC.
0 100% equals 1.80in (45,72mm).
0 ZoneD.
T o help the engineer to assess damage according to

dimensional size and/or percentage of the total aerofoil
surface.
Zone A
Zone A is 25% of the blade area from the root upwards.
Zone A is the leading edge moving inwards by 0.125ins
(3,175mm).
Zone A is the trailing edge moving inwards by 0.2ins
(5,08mm).
Zone B
Zone B is 50% of the blade area above the zone A area
and within the zone A leading and trailing edge areas.

0.187 in
(4,75 mm)
ZONE D -
t 1
NOTE: 100% SPAN EQUALS 100%
1.70 in (43,18 mm)
DEV250239
STAGE 1 HPT BLADE CONVEX AIRFOIL VIEW STAGE 1 HPT BLADE CONCAVE AIRFOIL VIEW
HPT STAGE I BLADE ZONES

0 IAE Internalionat Aero Englnes AG 2000
V2500 Borescope Practices Engine InspectiorKheck
HP Turbine Stage 1 Blade Inspection

T h e AMM gives flexibility with the assessment of the HP
turbine. As the damage worsens then the inspection
interval will decrease andlor the engine hourskycles
decrease. This will be the acceptable practice until the
ultimate limit has been reached which will then require the
engine to be removed.
Damage assessment limits may vary from one zone to
another zone. Where this is applicable the AMM will
advise.
Inspect the HP turbine blades for the following conditions:
Cracks, Nicks, Burns and Dents on the Airfoil Surface
Generally cracks, nicks, burns and dents are acceptable
a s long a s the AMM limits and procedures are adhered to.
Cracks and Burns on the Platform of Stage 1 HPT
Blade
Generally cracks and burns on the platform of the stage 1
HPT blade are acceptable a s long a s the AMM limits and
procedures are adhered to.
Stage 1 HPT Duct Segment for Burn Holes
Generally burn holes are acceptable a s long a s the AMM
limits and procedures are adhered to.
Note:
When you do a borescope inspection of the stage 1 HPT
blades some areas of the stage 1HPT duct segments can
be seen.

ROOT PLATFORM CRACK

0 STAGE 2 NGVs BLADE PLATFORM
8
0
In
8
HPT STAGE I ROTOR BLADE AND DUCT SEGMENT
HP Turbine Stage 2 Blade Zones Zone C

Damage assessment of the HP turbine blades about the Zone C is 25% of the aerofoil length from the tip
aerofoil are identified into 4 separate areas. downwards.
The acceptheject limits for damage found in these areas Zone D
may vary between them. Zone D is 75% of the aerofoil length from the root upwards
The areas in question are called zones. The zones are which does not encroach into zones A andlor B.
identified as: Blade Dimensions
0 ZoneA. The HP turbine stage 2 blade overall radial length is:
ZoneB. 0 100% equals 2.50in (63,50mm).
0 ZoneC.
0 ZoneD.
surface.
Zone A
Zone A is 50% of the aerofoil length from the root
upwards. Note that the area of A starts at 0.250ins
(6,35mm) from the root even though the overall length of A
is taken from the root.
Zone A is O.5ins (12,7mm) in from the leading edge.
Zone B
Zone B is 25% of the aerofoil length above the area of
zone A and 0.5ins (12,7mm) in from the leading edge.

0 IAE lnternatlonal Aero Engines AG 2000
75%
50%
AXIAL DIRECTION
HP TURBINE STAGE 2 BLADE ZONES

'
HP Turbine Stage 2 Blade Inspection Note:
T h e AMM gives flexibility with the assessment of the HP When you do a borescope inspection of the stage 2 HPT
turbine. A s the damage worsens then the inspection blades some areas of the stage 2 HPT duct segments can
interval will decrease and/or the engine hourslcycles be seen.
decrease. T h i s will be the acceptable practice until the
ultimate limit has been reached which will then require the
engine to be removed.
Damage assessment limits may vary from one zone to
another zone. Where this is applicable the AMM will
advise.
Inspect the HP turbine blades for the following conditions:
Cracks, Nicks, Erosion, Burns, holes and Dents on the
Airfoil Surface
Generally cracks, nicks, erosion, burns, holes and dents
are acceptable a s long a s the AMM limits and procedures
are adhered to.
Cracks and Burns on the Platform of Stage 2 HPT
Blade
Generally cracks and burns on the platform of the stage 2
HPT blade are acceptable a s long a s the AMM limits and
procedures are adhered to.
Stage 1 HPT Duct Segment for Burn Holes
Generally burn holes are acceptable a s long a s the AMM
limits and procedures are adhered to.

BLADE TIP CRACKS
LEADING EDGE
AEROFOIL BURNS
TRAILING EDGE
U E NICK WITH A CRACK
ROOT PLATFO AEROFOIL BURNS

WITH CRACKS
HPT STAGE 2 NGVs

HPT STAGE 2
DUCT SEGMENT \
hl
BLADE ROOT PLATFORM
e
8
In
E
Q
HPT STAGE 2 BLADE AND DUCT SEGMENT
LP Turbine Stage 3 InspectionlCheck

AMM ref. 72-00-00-200-012
T h e LPT stage 3 rotor blade leading edge is accessible for 0 Bends.
inspection. There is a borescope port provided. 0 Blistering or loss of coating.
T h e LPT stage 7 trailing edge is accessible for inspection. 0 Burning or oxidation.
This is viewed by looking down the exhaust nozzle.
0 Build up of deposits.
F o r LPT stage 3 borescope access port T112L and T1/2R
can be used. 0 Sulphidation.
T h e recommended inspection equipment to effect a 0 Flame plate extrusion.

borescope inspection of the LPT stage 3 is a s follows: Rotor Blades
0 Rigid borescope of 8mm to effect an inspection for There are 97 rotor blades about the disc for LPT stage 3.
damage. There are 89 rotor blades about the disc for LPT stage 7.
0 Flexible borescope of 6mm to effect an inspection for
damage.
There is also a requirement for the borescope access plug
to be inspected.
It must be noted that the spacing washer must be kept
with the borescope plug and not allowed to mix with other
spacing washers.
Inspection Standards
T h e inspection standards for the LPT stage 3 are a s
follows:
0 Cracks.
0 Nicks.
0 Tears.
0 Dents.
LPT STAGE 3 STATOR VANE I//I

LPT STAGE 3
ROTOR BLADE
BORESCOPE PROBE 3
LPT STAGE 3 ROTOR BLADE BORESCOPE VIEW

0 IAE lnternalional Aero Engines AG 2000
LP Turbine Stage 3 Blade Zones

Damage assessment of the LP turbine blades about the
aerofoil are identified into 3 separate areas.
The acceptlreject limits for damage found in these areas
may vary between them.
T h e areas in question are called zones. The zones are
identified as:
0 ZoneAl.
0 ZoneA2.
ZoneA3.
surface area.
Zone A I
Zone A I is O.lins (2,5mm) from the blade shroud moving
towards the root.
Zone A2
Zone A2 is the majority of the blade aerofoil surface.
T h i s is the area below the zone A I limit and above the
zone A3 limit.
Zone A3
Zone A3 i s 0.12Oins (3,Omm) from the blade root moving
upwards.

@ I A E International Aero Engines AG 2000
A1
OUTER SHROUD
\ A2
LEADING TRAILING
EDGE
0.120in (3,Omm)
' ' EDGE
0.120in (3,Omm)
INNER SHROUD
A3
I
0.120in (3,Omm)
BLADE ROOT
LP TURBINE STAGE 3 BLADE ZONES

LP Turbine Stage 3 Blade Inspection Blistering and Loss of Coating (all areas)
T h e AMM gives flexibility with the assessment of the LP These are acceptable a s long a s the limits in the AMM are
turbine. As the damage deteriorates then the inspection adhered to.
interval will decrease and/or the engine hourskycles Sulphidation (all areas)
decrease. This will be the acceptable practice until the
ultimate limit has been reached which will then require the Sulphidation appears as a greenish to pale blue colour.
engine to be removed. These are acceptable a s long a s the limits in the AMM are
Damage assessment limits may vary from one zone to adhered to.
another zone. Where this is applicable the AMM will Burning and Oxidation on Outer shrouds
advise.
Generally accept burning and oxidation on side faces that
Inspect the LP turbine blades for the following conditions: do not touch a s per AMM recommendation.
Cracks in areas A I A2 and A3 Examine Blanking Plug and Sleeve Flange Bushing
These are acceptable a s long a s the limits in the AMM are Reject if cracked or bent a s per AMM recommendations.
adhered to.
Examine the plug for fretting as per AMM
Flame Plate Extrusion (area A I ) recommendations.
Generally this can be accepted from the Z notch a s per Generally check for damage. Any damage that prevents
AMM recommendations. the proper use of the plug reject a s per AMM
Dents and Nicks in areas A I , A2 and A3 recommendations.
These are acceptable a s long a s the limits in the AMM are Note:
adhered to. U s e the spacer plate washers a s removed before. This
Tears and Bends in area A2 makes sure that the blanking plug has the same fit a s
before a s long a s the original fit is in limits. This is
T h e s e are acceptable a s long a s the limits in the AMM are according to AMM recommendations.
adhered to.
Build Up of Deposits
T h i s can generally be accepted as per AMM
recommendations.
FLAME PLATE
(OUTER SHROUD)
LPT STAGE 3 ROTOR BLADE
i
TRAILING
EDGE
LEADING EDGE
INNER SHROUD
BLANKING PLUG
LPT STAGE 3 ROTOR BLADE AND BLANKING PLUG

CLASSIFICATION OF BLADE AND NGV DAMAGE
IAE V2500 Borescope Practices Classification of Blade and NGV Damage
DAMAGE THAT IS CAUSED TO A PART

THAT IS CONSTANTLY HIT
BATTERED
Initial Issue Page 5-1
OVERHEATED
0 I A E international Aero Engines AG 2000
A SMALL CUT ON THE SURFACE OR EDGE OF A PART.

CAUSED WHEN THE PART IS HIT WITH AN OBJECT
NICK
A LARGE ROUGH CUT OF LARGE DEPTH WITH

SOME REMOVAL OF MATERIAL CAUSED BECAUSE
A SHARP OBJECT HAS HIT THE PART
GOUGE
<
.. ."._.. ,. . ~ ~~~~~

' % - [ :e==-
...
PARTICLES OF MATERIAL COLLECTED ON A PART,

FROM A DIFFERENT PART OR MATERIAL
DEPOSITS
.>> ... ,

U
DAMAGE TO A SURFACE OF A PART WHEN
IT IS HIT WITH AN OBJECT. THE MATERIAL
IS DISTORTED BUT NOT REMOVED
0
m
m
0
d
?
r
w
n DENT
A ROUNDED FOLD IN THE MATERIAL SUCH AS A BLADE

TIP THAT HAS RUBBED AGAINST THE ENGINE CASING
CURL
A LINEAR OPENING THAT CAN EASILY BE SEEN AND

WHICH CAN CAUSE THE MATERIAL TO BREAK
CRACK
COMPLETE STRUCTURAL FAILURE OF THE MATERIAL

BECAUSE OF VERY HOT TEMPERATURES
BURNED
THE SEPARATION OF A PART BY FORCE IN

TWO OR MORE PIECES
BROKEN
ANGULAR CHANGE FROM THE INITIAL

SHAPE OR CONTOUR. USUALLY THE
CAUSE IS A LATERAL FORCE
BENT
Initial Issue Page 5-1 1
TYPICAL EXAMPLES
cb IAE international Aero Engines AG 2000
V2500 Borescope Practices Typical Examples
FUEL SPRAY NOZZLE END CAP DAMAGE

cb IAE International Aero Englnes AG 2000
Typical Examples
BULKHEAD SEGMENT AND DEFLECTOR DAMAGE

&D IAE International Aero Engines AG 2000
FUEL SPRAY NOZZLE END CAP DAMAGE

Initial issue Page 6 3
r---
aB IAE international Aero Engines AG 2000
I n . - . . ”.. . .~
9
f
COMBUSTOR LINER SEGMENT DAMAGE

r
V2500 Borescope Practices (B I A E International Aero Engine8 AG 2OOO
Typical Examples
STAGE 1 HPNGV DAMAGE

- I. '
r;
Q IAE Internatlonal Aero Englner AG 2000
STAGE I HP TURBINE DAMAGE

Q I A E International Aero Engines AG 2000
STAGE I HP TURBINE BLADE DAMAGE

t
(D IAE IntemaUonal Aero Engines AG 2OOO
1 V2500 Borescope Practices Typical Examples
'i
s,
- 1
COMBUSTOR TILE SEGMENT DAMAGE

Q IAE Internatlonal Aero Englnes AG 2000
--
HPC PLATFORM DAMAGE

Q IAE lnternatlonal Aero Englnes AG 2000
HP COMPRESSOR STAGE 7 DAMAGE

-~ ~~ ~

----
I c
R
s)
I -
VSV - OIL STAINING FROM NO 3 BEARING

LINER SEGMENT VIEWED FROM UNDERSIDE

Initial issue Page 6- 12
Typical Examples
HPT STAGE 1 BLADE TIP WITH CRACK

E-
%
...
HPC ROTOR DRUM LINER DAMAGE

OUTER COMBUSTION CHAMBER LINER DAMAGE

4
Initial issue Page.6-15

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Section 1 Introduction and Engine Mechanical Arrangement.

Section 2 Borescope Requirements.

Section 3 Engine Maintenance Practices.

Section 4 Engine Inspection/Check.

Section 5 Part ConditionlClassificationof Damage.

Section 6 Typical Examples

’ IAE V2500 Borescope Practices

Initial issue Page 1-1

IAE International Aero Engines AG

Initial issue Page 1-2

IAE V2500 EnginelAirframe Applications

Initial issue Page 1-3

0 V2533 A5 -EIS 1997

V2530 AS-EIS 1994

V2528 DBEIS 1995 28

V2527 AS-EIS 1993 AIRBUS A320

V2524 AS-EIS1997 25 AIRBUS A319

Introduction to the Propulsion System

Initial issue Page 1-5

Q IAE lnternatlonal Aero Engines AG 2000

IAE V2500 PROPULSION UNIT

Engine The HP system comprises of a ten stage axial flow

Initial issue Page 1-7

Initial issue Page 1-9

Engine Leading Particulars For The V2500 A5 Engine

Initial issue Page 1-13

ENGINE DIMENSIONS AND PRESSURE

Introduction-Module Breakdown of the Engine

Initial issue Page 1-15

Initial issue Page 1-17

Module 32 Intermediate Module

Initial issue Page 1-19

INTERMEDIATE MODULE FORWARD VIEW

Module 32 Intermediate Module

Initial issue Page 1-21

INTERMEDIATE MODULE REAR VIEW

Initial issue Page 1-23

Initial issue Page 1-25

HP COMPRESSOR DRUMS Page 1-26

Initial issue Page 1-27

&\\ LOCK BLADES

HP COMPRESSOR BLADES Page 1-28

Module 40 HP System nozzle guide vane assembly.

Initial issue Page 1-31

COMBUSTOR CROSS SECTION

Initial issue Page 1-33

HPC loTHSTAGE AIR FOR

HPT COOLING AIR

HPC 1OTH STAGE AND STAGE 2 HPT

HP TURBINE ASSEMBLY Page 1-34

0 LPTShaft. Stage 4 99 blades.

Initial issue Page 1-35

LOW PRESSURE TURBINE MODULE

Module 60 External Gearbox

Initial issue Page 1-37

FUEL PUMP DRIVE PAD

OIL SCAVENGE PUMP

OIL PRESSURE PUMP

HIGH SPEED GEARBOX AND ANGLE BOX

assessments can then be made to establish whether the

Initial issue Page 2-1

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