CFM56-5B, - 7B HPT: Borescope Inspection Guide: December 2015 Book Number: GEK 119346

CFM56-5B, -7B HPT:
Borescope Inspection Guide

December 2015
Book Number: GEK 119346
CFM, CFM56, LEAP and the CFM logo are trademarks of CFM International, a 50/50 joint company between Snecma (Safran group) and GE. The information in this document is CFM Proprietary Information and is disclosed in confidence. It is the property
of CFM International and its parent companies, and shall not be used, disclosed to others or reproduced without the express written consent of CFM. If consent is given for reproduction in whole or in part, this notice shall appear in any such reproduction in
whole or in part. The information contained in this document may also be controlled by the U.S. and French export control laws. Unauthorized export or re-export is prohibited.
This guide is designed to aid Airline Maintenance Personnel
with the identification of typical visual findings during a CFM56
High-Pressure Turbine (HPT) Module borescope inspection.
Engine model specific limitations and detailed acceptance and
non-acceptance criteria are only found in the Engine Manuals
and/or Aircraft Maintenance Manuals
Contact CFM if further assistance is needed in classification of

HPT borescope inspection findings.
2 / CFM Proprietary Information subject to restrictions on the cover CFM56-5B, -7B HPT BSI Guide GEK 119346 / December 2015
CFM International Proprietary Information
The information contained in this document is CFM international

proprietary information and disclosed in confidence. CFM International is a
50/50 joint company between Snecma and General Electric Company. It is
the property of CFM International and shall not be used disclosed to others
or reproduced without the express written consent of CFM International,
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export control laws. Unauthorized export or re-export is prohibited.
Table of Contents
Title Page Number
Introduction 5
HPT Shroud 6
HPT Nozzle 14
HPT Blade 24
Introduction
This guide is intended exclusively for the owners and

operators of CFM engines. It has been prepared as a guide
for use in the analysis of borescope findings on CFM HPT
components. The purpose of the guide is to enable
identification of the typical visual findings during the
borescope inspection.
The data and images presented here do not supersede or
replace any of the engine or aircraft manufacturer’s
Instructions for Continued Airworthiness. This document
and the material within it are subordinate to the Aircraft
Maintenance Manual and Engine Manual.
HPT Shroud
6 / CFM Proprietary Information subject to restrictions on the cover

HPT Shroud Contents
A. Surface Cracks
B. TDC Curling
C. TDC Burning/Erosion
D. Burn-through
E. Wear on rub land
A. HPT Shroud Surface Cracks
Configuration Specific: No Axial Crack – serviceable condition
Region Specific: No
Cycle Range: N/A
Description: Surface Axial & Circumferential cracks on shroud
Detection: BSI
AMM Criteria:
Airbus:
Surface cracks permitted any number and any length axially across
width in Surface A and B Any number of circumferential cracks that Circumferential Crack – serviceable
condition
are not connected and are no more than 1 inch (25.40 mm) long.
Boeing:
Axial cracks: There is no limit to the number or length of cracks in
Surface A and Surface B.
Circumferentialcracks: There is no limit to the number of
circumferential cracks that do not connect and are no more than 1.0
inch (25 mm) long in Surface A and Surface B.
B. HPT Shroud TDC Curling
Configuration Specific: Applicable to all repaired shrouds TDC curling– serviceable condition
with TDC coating
Region Specific: No
Cycle Range: N/A
Description: Curling on shroud edges
Detection: BSI
AMM Criteria:
Missing TDC due to curling– serviceable
condition
Airbus:
TDC curling max LIMITS 0.2 inch(5.08mm) X 0.40 inch

(10.16mm), Total area= 51.61mm^2
Boeing:
TDC curling max LIMITS 0.2 inch(5.08mm) X 0.40 inch

(10.16mm), Total area= 51.61mm^2
C. HPT Shroud TDC Burning/Erosion
Configuration Specific: Applicable for shrouds with old TDC Missing TDC due to burning/erosion or
wear at rub land– serviceable condition
puck repair (72-53-01 Repair No. 003)
Region Specific: No
Cycle Range: N/A
Description: Missing TDC on shroud flowpath surface
Detection: BSI
AMM Criteria:
Airbus:
Burning/erosion - Any amount of material which is not
there. (This include holes through the backstrip). Remaining Missing TDC due to burning/erosion–
material is not permitted to be in the flowpath. serviceable condition
Boeing:
Burning and erosion: There is no limit if the remaining
material is not in the flow path.
D. HPT Shroud Burn-through
Configuration Specific: No Burn thru– not serviceable condition
Region Specific: No
Cycle Range: N/A
Description: Shroud burn through
Detection: BSI
AMM Criteria:
Airbus:
Burn through on rub land - Not serviceable Burn thru– not serviceable condition
The Continue-In-Service limit is 25 cycles
Boeing:
Burn-through on the rub land (this includes holes through
the backstrip)
1) Burn-through is not permitted.
2) The Continue-In-Service limit is 25 cycles
E. HPT Shroud wear on rub land
Configuration Specific: N/A Typical Blade rub on shroud. Serviceable

condition
Region Specific: N/A
Cycle Range: N/A
Description: Tip Rub on shroud face
Detection: BSI
AMM Criteria:
Airbus: Rubs/wear - Any amount
Boeing: Rubs/wear - Any amount
CFM56-5B, -5C, -7B HPT Shroud evolution
No Cooling bumps inside pocket
5C engines SB 72-0586 released 2005 2080M28P05
After repair 2118M94G01
Mat: N5
2080M28P02 5B engines SB 72-0830 released 2012
7B engines SB 72-0867 released 2012 2080M28P10
After repair
After repair 2118M94G07
2118M94G03
Mat: N500
Mat: N5
HPT Shrouds with and without

cooling bumps are interchangeable
Cooling bumps inside pocket
only in complete sets
5B SB72-0730 – 2009
5B - SB 72-0618
2080M28P06 7B SB72-0740 - 2009 2080M28P09
After repair 2118M94G02 After repair 2118M94G06
7B - SB 72-0609 5B SB72-0885 – 2013
Mat: N5 7B SB72-0939 - 2013 Mat: N500
Repair with improved Thermally Densified Coating (TDC – R195):

Puck relased by SB 72-0851 (-5B), SB 72-0903 (-7B) for HPT Shroud PN 2080M28P09 after repair have following PNs:
-P09 -------> 2118M94G06
-P10 -------> 2118M94G07
Puck relased by SB 72- SB0664 (5C), 72-0719 (-5B), SB 72-0735 (-7B) for HPT Shroud PN 2080M28P02, -P06, after repair
have following PNs:
-P02 -------> 2118M94G03
-P05 -------> 2118M94G01 (only 5C)
-P06 -------> 2118M94G02
HPT Nozzle

HPT Nozzle Contents
A. General Practice
B. Nozzle Configuration
C. Leading Edge
D. Concave Surface
E. Convex Surface
F. Trailing Edge
G. Platform
H. Other Cracks
A. General Practice
The following slides reference

AMM limits for SAC/DAC engines
B. HPT Nozzle Configuration
Concave surface
Aft looking Fwd
TE side view
C. HPT Nozzle Leading Edge
AMM Criteria:
Airbus: Subtask 72-51-00-290-052-A
Missing
1. Leading edge of vane airfoil for: Material
A. Cracks that interconnect nose holes.
Any number, 0.3 in. (7.62 mm) long; no missing material. (baffle
holes
If crack is not more than 1 inch (25.4 mm), then do an inspection again in 400 exposed)
cycles.
Airbus AMM TASK 72-00-00-200-025 Overserviceable Limit Extension:
Leading edge missing material, from cracking or burn-through, up to 0.5 in.
(12.7 mm) X 0.5 in. (12.7 mm) per vane. Maximum of 4 vanes per 90 degree arc:
25 cycles Crack
connecting
Boeing: Subtask 72-00-00-210-040-F00 nose holes
(1) Examine the leading edges of the 42 HPT nozzle guide vanes as follow: (11.4 mm
(a) Cracks that connect nose holes length)
1. There is no limit to the number with these conditions:
a) The cracks are not longer than 0.3 inch (7.60 mm)
b) There is no missing material. Row 8 Row 9
2. Do the inspection again after each 800 cycle interval with these conditions:
a) The cracks are not longer than 0.3 inch (7.60 mm).
b) The total area of missing material is not more than 0.25 square inch (161 Current AMM limit requires an inspection every
square mm) per vane. Maximum of 4 vanes per 90° arc. 400 cycles with these conditions: The crack
c) Missing material does not extend aft of rows 3 or 9. length with missing material is not greater than
3. Do the inspection again after each 400 cycle interval with these conditions:
25.4 mm and area of missing material is less
a) The cracks are not more than 1 inch (25.4 mm) in length.
b) The total area of missing material is not more than 0.25 square inch (161 than 161 square mm.
square mm) per vane. Maximum of 4 vanes per 90° arc.
c) Missing material does not extend aft of rows 3 or 9.
4. The Continue-In-Service limit is 25 cycles with this condition:
a) The area of missing material is not more than 0.3 square inch (193 square
18 /
mm) per vane.
CFM Proprietary Maximum
Information of 4 vanes
subject to restrictions on the per
cover 90° arc. CFM56-5B, -7B HPT BSI Guide GEK 119346 / December 2015
D. HPT Nozzle Concave Surface -
Burning/Missing Coating vs. Missing Material
Row 10 Row 11 Row 12 Note: Use the number
AMM Sections: of baffle impingement
holes to estimate the
Airbus: Subtask 72-51-00-290-052-A amount of missing
2. Concave surface of vane airfoil for: area.
C. Burns. Each visible baffle
Any number; no missing material or burn through. hole equates to
If missing material caused by burns is not more than 0.04 square in. approximately 0.01
(25.81 square mm), and no more than 4 airfoils for each engine have in2
missing material caused by burns, do the inspection again in 400
cycles. For this case ~ 5 baffle
See limit extension Airbus AMM TASK 72-00-00-200-025: holes are clearly
visible so that
Concave surfaces of airfoil missing material, from cracking or
corresponds to
burnthrough, up to 0.75 in. (19.04 mm) diameter per vane: 25 cycles
missing material area
of 0.05 in2
Boeing: SUBTASK 72-00-00-210-041-F00
(2) Examine the concave surfaces as follow:
Row 12 Row 11 Row 10 Missing material
(c) Burns
1) There is no limit to the quantity with this condition: (Baffle holes
a) There is no burn-through into the inner cooling exposed)
passages.
2) The Continue-In-Service limit is 25 cycles with this Missing TBC
condition: coating on concave
a) The area which is burned through is not larger than surface.
0.45 square inch (290 square mm) on each vane. Serviceable
(d) Missing thermal barrier coating (TBC) condition. No
1) There is no limit to the quantity of TBC that can be missing. Parent material is
missing (NO baffle
holes exposed)
Row 16 Gap is considered missing
E. HPT Nozzle Convex Surface material.
25 cycles to remove engine
AMM Criteria:
Convex surface of vane airfoil for:
A. Radial cracks. Any number.
Baffle
B. Axial cracks. Any number.
holes
C. Burns and bulges. Any number. exposed
D. Missing panel. Not serviceable.
See limit extension: Airbus AMM TASK 72-00-00-200-025: 25 cycles
provided HPT blades are within limits
E. Missing Thermal Barrier Coating (TBC) Any amount.
Boeing SUBTASK 72-00-00-210-110-F00

(3) Examine the convex surfaces as follow:
Radial crack
(b) Burns or bulges
NOTE: An open area of the cavity caused by bulging is to be
interpreted as missing material where the following limits apply.
1) Permitted if there is no missing material.
Area of bulging/lifted
2) If there is missing material, do the inspection again after each 800 material (extends
cycle interval with these conditions: beyond the thickness of
a) The total area of missing material is not more than 0.05 square inch the material). 25 cycles
(39.1square mm) per vane. Maximum of 4 vanes per 90° arc. to remove the engine
b) Bulging does not occur aft of cooling hole row 16.
3) The Continue-In-Service limit 25 cycles with this condition:
a) The missing material is not larger than 0.45 square inch (290 square
mm) on each vane.
F. HPT Nozzle Trailing Edge
HPT Nozzle Concave Side
AMM Criteria:
Trailing edge of vane airfoil for:
(a) Axial cracks starting from slots adjacent to trailing edge
Any number.
(b) Burns and cracks.
Any number.
(c) Buckling or bowing
Any amount.
(d) Missing material (loss of metal).
Total area removed from trailing edge not to be more than 0.5 in. (12.7 mm) in
axial direction.
See limit extension: Airbus AMM TASK 72-00-00-200-025: Trailing edge missing
material up to 0.75 in. (19 mm) in axial direction: 25 cycles
Boeing: SUBTASK 72-00-00-210-042-F00
Examine the trailing edges as follow:
(a) Cracks or burns
1) There is no limit to the number of cracks or the amount of burns permitted.
(b) Buckled or bowed material
1) There is no limit.
(c) Missing material
1) The maximum quantity of missing material from each vane is 0.5
inch (12.7 mm) length in the axial direction.
2) The Continue-In-Service limit is 25 cycles with these conditions:
a) The missing material is not longer than 0.75 inch (19.05 mm) in the axial
direction.
Measure TE missing material is measured in the
b) Make sure that the HPT blades must be in limits (TASK 72-00-00-200-
axial direction. Condition is serviceable.
807-F00).
G. HPT Nozzle Platform
(Platform edge missing material )
AMM Criteria:
Missing metal or burning of parent metal: No through holes, but any
amount of missing material from cracking or burning is permitted
If through hole is within 1 inch (25.4 mm) of the leading edge of inner or
outer platform, through hole is no larger than 0.06 square inch (38.71
square mm), and no more than 4 segments per engine have through holes on
the inner or outer platform, do the inspection again in 400 cycles.
Airbus AMM Overserviceable Limit Extension: D. Inner and outer platforms
missing material, from cracking or burnthrough, up to 0.5 in. (12.7 mm)
diameter per segment – 25 cycles
Boeing: SUBTASK 72-00-00-210-044-F00
(6) Examine the inner and outer platforms as follow:
(b) Missing metal or burning of parent metal
1)There is no limit of missing metal or burning of parent
metal with no through holes. HPT Nozzle Outer Platform
2) Do the inspection again after 400 cycle interval with
these conditions:
a) The through hole is in or less than 1 inch (25.4mm) of the
leading edge of the inner or outer platform.
b) The through hole is not more than 0.06 square inch
(38.71square mm).
c) No more than 4 segments for each engine have through
holes on the inner or outer platform. The Continue-In-
Service limit is 25 cycles with this condition: Through hole is not
more than 0.12 square inch (77.42 square mm).
The area of the hole referred to is the longest measurement perpendicular to the platform edge to
the missing material area edge. Measure the diameter of missing material from the HPT NGV
platform edge to the widest point on the area of missing material for each location of missing
material (circled area is the limiting location). Continue in service 25 cycles applies to this
condition(edge is estimated from existing corners of platform)
H. HPT Nozzle Other Cracks (Leading Edge)
AMM Criteria: Area of burning material approximately 0.56
inches x 0.25 inches. Condition meets repeat
inspection - 800 cycles between inspections .
Other cracks (not in gill hole rows):
Any number; no missing material
If missing material caused by cracks is not more than 0.04 square in. (25.81
square mm), and no more than 4 airfoils for each engine have missing material
caused by cracks, do the inspection again in 400 cycles.
AMM TASK 72-00-00-200-025 Overserviceable Limit Extension:

A. Leading edge missing material, from cracking or burn-through, up to
0.5 in. (12.7 mm) X 0.5 in. (12.7 mm) per vane. Maximum of 4 vanes per 90
degree arc : 25 cycles.
Boeing: SUBTASK 72-00-00-210-040-F00
Other Cracks
1) There is no limit to the number with these conditions:
a)The cracks are not longer than 0.5 inch (12.7 mm).
b)There is no missing material.
2) Do the inspection again after each 800 cycle interval with these
conditions:
a)The cracks are not longer than 0.5 inch (12.7 mm)
b)The total area of missing material is not more than 0.25 square inch
(161 square mm) on 4 vanes in a 90 degree arc.
c)Missing material does not extend aft of rows 3 or 9
3) Do the inspection again after each 400 cycle interval with these
conditions:
a)The cracks are not more than 1 inch (25.4 mm) in length
b)The total area of missing material is not more than 0.25 square inch Row 1 Row 2 Row 3
(161 square mm) on 4 vanes in a 90 degree arc
c)Missing material does not extend aft of rows 3 or 9
Crack is approximately 0.63 inches long not
4) The Continue-In-Service limit is 25 cycles with this condition:
connecting nose holes. The crack length is greater
a) The area of missing material is not more than 0.3 square inch (193
than 0.5 inches (12.7mm), the engine must be
square mm) on 4 vanes in a 90 degree arc
inspected every 400 cycles.
HPT Blade

HPT Blade Contents
A. Configurations
B. General Practice
C. Leading Edge Missing Material
D. Impact Damage
E. Trailing Edge Crack
F. Leading Edge Oxidation
1. Middle East
2. China
A. HPT Blade Configurations
Applicable Blade areas covered in
AMM. Refer to as needed
B. HPT Blade General Practice
This is an example of too much

magnification exaggerating the
effect of blade oxidation. The TBC
coating locally is eroded, and
oxidation has began. But otherwise
the blade is acceptable per AMM
limits. Avoid aggressive zoom.
When applicable, show surrounding

blades sets next to damaged blade(s).
This gives an idea for scale, and
general condition of the rest of the
blades to help determine engine
health
This is shows a clear example of

damage without using excessive
zoom. When providing photos, show
an overview of the entire part with
area of damage. This helps the
product support engineer have a
better understanding of size and
location of the damage. Then
progressively zoom in showing a clear
image of the damage.
When removing igniters carefully

inspect for fragmentation of the tip.
You will likely find impact damage to
the HPT blade(s) if you see this
condition
These are examples of repaired tips
showing a weld line that are
sometimes interpreted incorrectly as
a crack.
Weld Line
C. HPT Blade Leading Edge Missing Material
Configuration Specific: More likely to be seen on Pre CFM56-5B Cavity 3/4
SB 72-0652 / CFM56-7B SB 72-0643 (Improved FOS) engines. Cavity 2
Region Specific: Typically seen in Middle East and other
environments where engines may ingest sand and dust. Cavity 1
Cycle Range: 3,000 to 7,000 cycles.
Description: The internal cavity 3-4 tip turnaround which feeds
the lead edge clogs with dirt. The result is overheat of the lead
edge and eventual creep rupture exposing internal cavities 1-3.
Detection: May be detected by vibration indication.
AMM Reference Criteria :

Airbus-5B: Task 72-52-00-290-001-B
Through wall hole in area A and area B.
Permitted with these conditions:
a) Cavity 2 is not exposed.
b) Not more than 2 blades have a through wall hole.
c) Do the inspection again after each 100 cycles.
This shows a condition that violates the AMM
Boeing-7B: SUBTASK 72-00-00-210-056-F00 allowance since Cavity 2 is exposed. Refer to
Through wall hole in area A and B Appendix for possible causes of condition
b) Not more than two blades have a through wall hole.
c) Do the inspection again after each 100 cycles
C. HPT Blade Leading Edge Missing Material
Configuration Specific:
Region Specific: Middle East
Cycle Range: 5000-6000
Description: LE missing material in area “C”
Detection: May be detected at BSI
AMM Criteria:
Airbus: 72-52-00-290-001-B
Through wall hole in Area C
a) Engines covered by SB CFM 72-0644 or CFM 72-0849.
b) Hole size less than 0.070 in. (1.8 mm) diameter.
Do the inspection again after
each 100 cycles. LE edge missing material in area “C”. Not a
serviceable condition. Continue in service
Boeing: SUBTASK 72-00-00-210-056-F00 for 50 cycles. Cavity 2 is not exposed
(k) Through wall hole in Area C
The Continue-In-Service limit is 50 cycles, with this condition:
a) The hole size is less than 0.30 inch (7.6 mm) diameter.
D. HPT Blade Impact Damage
(With Thru-Wall Hole)
Configuration Specific: Fleet Wide

Region Specific: No
Cycle Range: None
Description: Impact damage from igniter tip fragmentation
Detection: BSI
AMM Reference Criteria:

Airbus: 72-52-00-290-001-B
Through wall hole in Area A and B
1) Permitted with these conditions:
a) Cavity 2 is not exposed. Acceptable F.O.D. damage in area A of LE.
b) Not more than two blades have a through wall hole. Hole in LE is present. Cavity 2 is not
c) Do the inspection again after each 100 cycles. exposed so the blade is serviceable at 100-
cycle inspection intervals
Boeing: SUBTASK 72-00-00-210-055-F00
Through wall hole in Area A and B
1) Permitted with these conditions:
b) Not more than two blades have a through wall hole.
c) Do the inspection again after each 100 cycles.
D. HPT Blade Impact Damage
(Without Thru-Wall Hole)
Configuration Specific: Finding frequency increasing on -7B, few

observed on -5B
Region Specific: No
Cycle Range: Any
Description: F.O.D. striking the LE of the HPT blades
Detection: BSI
AMM Reference Criteria:

Airbus: 72-52-00-290-001-B
Boeing: SUBTASK 72-00-00-210-056-F00
Nicks and dents in Area A and B
1) Permitted.
Likely impact damage. Typically

acceptable per AMM limits and stable – if
a through wall hole is present, re-inspect
every 100 cycles per previous page
E. HPT Blade Trailing Edge Crack
Configuration Specific: Failure is unique to Pre-1957M10P01 Blades. Aft looking forward view of an Airfoil
Typically seen after blade repair. Trailing Edge Convex Side at the platform.
Region Specific: No
Cycle Range: Yes, this is a medium to high-cycle failure mode with
recent events ranging from 15,000 to 19,000 blade cycles since new.
Description: Cracks may develop in early configuration HPT blades,
later blades have added cooling that essentially eliminates these
cracks. If undetected airfoil separation can occur.
Detection: Cracks maybe found on routine inspection

Airbus: Task 72-52-00-290-001-B
Boeing: SUBTASK 72-00-00-210-053-F00.
This crack was measured at 0.190 inches
Examine the trailing edge of the HPT blades: long. The condition is permitted with repeat
Limits are provided for cracks of various lengths and repeat inspection inspections within every 200 cycles
intervals are provided.
One crack per blade is permitted.
F. HPT Blade Leading Edge Oxidation
(Middle East)
Configuration Specific: No
Region Specific: Typically found in China and Middle East
Cycle Specific: No
Description: TBC erosion exposes parent material that allows
oxidation to begin
Detection: May be detected by BSI.
AMM Reference Criteria : The HPT blades have spots of parent metal
oxidation, indicated by black discoloration
Airbus-5B:TASK 72-52-00-290-001-B
on the leading edge. Inspect again after 400
Boeing-7B: SUBTASK 72-00-00-210-056-F00 cycles
Discoloration and oxidation permitted with this condition:
1) Do the inspection again after each 400 cycles.
(China)
Configuration Specific: Split shelf Blades
Region Specific: Typically found in China
Cycle Specific: 6,000 to 18,500 cycles
Description: HPT blades have parent metal oxidation where the
cumulative radial length of the oxidation on a single blade is greater
than 0.5”.
Detection: May be detected by BSI, Elevated EGT.

Airbus-5B:TASK 72-52-00-290-004-A
Discoloration and oxidation The HPT blades have spots of parent metal
1) Any amount if you do the oxidation, indicated by black discoloration
inspection again after each 400 on the leading edge. Inspect again after 100
cycles. cycles. This is an extreme case rarely found
SB-5B-72-0913
Refer to paragraph 4., APPENDIX - A, Table 1
Boeing-7B: SUBTASK 72-00-00-210-056-F00
1) Do the inspection again after each 400 cycles
SB-7B-72-0974
Refer to paragraph 4., APPENDIX - A, Table 1.
.
(China)
Configuration Specific: No
Region Specific: Typically found in China and Middle East
Cycle Specific: No
Description: The HPT blades have parent metal oxidation where the
cumulative length of radial oxidation on a single blade is greater
than 0.5” and there is a notch feature around the location of the split
shelf on the leading edge
Detection: May be detected by BSI.
The HPT blades have leading edge of parent metal

AMM Reference Criteria : oxidation. If it can be measured accurately, a notch
depth greater than 0.015” is criteria for planning
Airbus-5B:TASK 72-52-00-290-004-A
removal. If cracks are visible out of the suction
Discoloration and oxidation side gill holes, remove the engine immediately.
1) Any amount if you do the This is another extreme condition rarely observed.
inspection again after each 400
cycles.
SB-5B-72-0913
Refer to paragraph 4., APPENDIX - A, Table 1
Boeing-7B: SUBTASK 72-00-00-210-056-F00
1) Do the inspection again after each 400 cycles
SB-7B-72-0974
Refer to paragraph 4., APPENDIX - A, Table 1.

CFM56-5B, - 7B HPT: Borescope Inspection Guide: December 2015 Book Number: GEK 119346

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CFM56-5B, - 7B HPT: Borescope Inspection Guide: December 2015 Book Number: GEK 119346

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CFM56-5B, -7B HPT:

Borescope Inspection Guide

Book Number: GEK 119346

Contact CFM if further assistance is needed in classification of

The information contained in this document is CFM international

This guide is intended exclusively for the owners and

6 / CFM Proprietary Information subject to restrictions on the cover

TDC curling max LIMITS 0.2 inch(5.08mm) X 0.40 inch

TDC curling max LIMITS 0.2 inch(5.08mm) X 0.40 inch

The Continue-In-Service limit is 25 cycles

Configuration Specific: N/A Typical Blade rub on shroud. Serviceable

Boeing: Rubs/wear - Any amount

HPT Shrouds with and without

Repair with improved Thermally Densified Coating (TDC – R195):

14 / CFM Proprietary Information subject to restrictions on the cover

The following slides reference

Aft looking Fwd

Boeing SUBTASK 72-00-00-210-110-F00

AMM TASK 72-00-00-200-025 Overserviceable Limit Extension:

24 / CFM Proprietary Information subject to restrictions on the cover

This is an example of too much

When applicable, show surrounding

This is shows a clear example of

When removing igniters carefully

AMM Reference Criteria :

Configuration Specific: Fleet Wide

AMM Reference Criteria:

Configuration Specific: Finding frequency increasing on -7B, few

AMM Reference Criteria:

Likely impact damage. Typically

AMM Reference Criteria :

AMM Reference Criteria :

The HPT blades have leading edge of parent metal

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