INDUSTRIAL AVON GAS GENERATOR

MAINTENANCE

CHAPTER 11
CONDITION MONITORING

CONTENTS

Para

INTRODUCTION 1

LUBRICATION OIL 2
Lubrication System Inspection 2.1
Oil System Debris Assessment 2.2
Equipment and Materials Required 2.3
Where and When to Sample 2.4
Preparing Samples from MCD's 2.5
Preparing Samples from Pressure Oil Filters 2.6
Measuring the Samples 2.7
Recording the Results 2.8
Displaying the Results 2.9
Interpreting the Results 2.10
Maintenance of Magnetic Chip Detectors 2.11
Testing Magnetic Chip Detectors 2.12

VIBRATION 3
Introduction 3.1
Monitoring Vibration 3.2

ILLUSTRATIONS
Fig Page
1 Lubricating oil pressure feed filter 3
2 Oil sump maintenance points 7
3 Dealing with MCD samples 9
4 MCD debris tester 13
5 MCD debris record charts 15
6 Vibration transducer mountings 21
7 Industrial Avon condition monitoring points 23/24

CONTENTS

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CHAPTER 11
CONDITION MONITORING

1 INTRODUCTION

(1) The main benefits of condition monitoring are:

(a) Improved availability and reliability.

(b) Reduction of secondary damage, with significant

cost savings, to the gas generator and
associated plant.

(c) Reduced manpower needs.

(d) Optimising of efficiency and power.

(e) Availability of engine operating history to

assist in fault diagnosis etc.

(2) The object of condition monitoring is to identify

evidence of deterioration at a sufficiently early
stage so that corrective action or maintenance may be
carried out. Since this is done by careful
observation of the trends and changes of parameters,
it is important that data is collected accurately at
the most suitable rate.

(3) The time taken to acquire, analyse, diagnose, and

respond to data should be kept to a minimum. In this
respect, too much information can be as bad as too
little. The number of parameters observed and the
frequency of observation must be carefully related to
the benefits which the operator is seeking and the
capacity of the system chosen must give maximum cost
effectiveness.

(4) For performance comparisons, all observations should

be corrected to "standard day" conditions of
temperature and pressure.

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2 LUBRICATION OIL

2.1 Lubrication System Inspection

(1) Pressure Feed Filter (Fig 1).

CAUTION: Phase I and Phase II Avons have identical

feed filters, but the principal filtration
of feed oil for the Phase II Avon is
effected in the plant, ie off-engine, so
all dirt and debris are intercepted and
removed from the oil before it reaches the
Avon feed filter. If the plant filter of a
phase II Avon is contaminated, proceed as
set out below but establish the source of
the contaminant before rejecting the gas
generator.

(a) Drain the filter housing into a clean container,

then remove the filter.

(b) Examine the inner and outer elements and the

recesses in the filter cover for evidence of
metal particles. If metal particles are found,
collect these carefully and filter the oil,
drained from the filter housing, through a fine
mesh gauze or filter paper to obtain a further
sample.

(c) Establish, if possible, the identity of the

metal by using a magnet to identify steel, and
by colour to identify bearing cage alloy or
light alloy material. Bronze coloured particles
emanate from main bearing cages, and brass
coloured particles from accessory bearing cages.

(d) If the gas generator is rejected, all samples of

metal particles must be wrapped, labelled and
returned with the gas generator.

(e) Acceptance standards for metallic contamination

are as follows:

Light Alloy Small quantities are

acceptable, especially during
the early part of the gas
generator life.

Larger quantities require

investigation as detailed
below.

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FIG 1 LUBRICATING OIL PRESSURE FEED FILTER

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Brass Traces of brass are

acceptable.

Larger amounts may be

indicative of cage rub and
require investigation as
detailed below.

Bronze and Steel Coarse particles or flakes of

bronze or steel are NOT
acceptable and entail gas
generator rejection. Fine
bronze or steel particles
require investigation, as
detailed below.

(f) The investigation of a gas generator exhibiting

metal particles in the pressure filter is
conducted as follows:

(i) Examine the scavenge return filters and

apply the acceptance standard given under
the sub-para (2). If satisfactory, clean and
refit the return filters.

(ii) Clean and refit the pressure filter, then

drain and refill the oil system (Fig 2).

(iii) Run the gas generator for at least 10

minutes at normal operation speed, then shut
down and examine the pressure filter.

(iv) If the quantity of metal* in the filter is

the same or greater than previously noted,
reject the gas generator.

(v) If the quantity* has decreased, clean and

refit the pressure filter, run the gas
generator at operational speed for a further
minimum period of 10 minutes, and again shut
down and examine the pressure filter.

(vi) If the quantity* has decreased further,

consider the gas generator to be
serviceable, but examine the pressure filter
again after a further 50 hours running.

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(vii) If, during this examination, metal particles

are still apparent in the pressure filter,
reject the gas generator.

* Quantity of metal may be determined

using the method described in Para 2.2.

(g) After completion of a pressure filter

inspection, wash all components of the filter in
clean kerosene, dry thoroughly with compressed
air and, after assembling the component parts,
immerse the elements in clean gas generator oil.

(h) Clean the joint faces of the filter housing and

filter cover, fit a new sealing ring and replace
the filter assembly, taking care to locate over
the cover with the slotted stud on the block.

(j) Torque tighten the retaining bolt to 90 lbf in.

(103,7 kg cm.) and fit the lockplate and screw.

CAUTION: DAMAGE TO THE FILTER COVER WILL OCCUR WITH

SUBSEQUENT OIL LEAKAGE IF THE PLAIN WASHER
AND THE SPRING WASHER ARE NOT FITTED TO THE
LOCKPLATE RETAINING SETSCREW.

(k) Subject to satisfactory sampling results within

these guide lines the oil may remain in service
indefinitely. Should it not be possible to carry
out satisfactory sampling, then the oil should
be restricted to a nominal life of 2000 hours
running or one year whichever is the sooner.

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Guide Lines for Period Monitoring Acceptability -

Gas Generator Lubricants

Maximum
Check Approved 7.5 cSt Approved 5 cSt Approved 3 cSt Test
Lubricant Lubricant Lubricant Method

Kinematic IP71
Viscosity ASTMD445
Increase 15 15 15
at 100°C-%
Property Total Acidity IP1A
Change Increase - IP177/
Over New mg KOH/g 1.0 1.0 1.0 ASTM664
Oil Value
Saponification +5 +7.5 +5 IP136
Value Change - to to to ASTMD94
mg KOH/g -5 -7.5 -5
Total Water Content 0.1 0.1 0.1 IP74
% Volume ASTMD95
Flash Point (COC) 215 min 240 min 200 min IP36
°C ASTMD92
Insoluble Material 0.1 0.1 0.1 RR1055
% WL

(2) Scavenge Return Filters.

(a) Examine the return filters. The gas generator is

then either:

(i) to be rejected if the filters contain flakes

of bronze or steel or portions of rubber
which can be identified as part of a sealing
ring, or

(ii) is acceptable if the filters contain small

quantities of light alloy or small shreds of
rubber or cloth fibre.

NOTE: Installations with Phase II Avons

have the return filters located in
the plant system and reference should
be made to the Plant Manufacturer's
Manual for details regarding their
removal and installation.

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FIG 2 OIL SUMP MAINTENANCE POINTS

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2.2 Oil System Debris Assessment

(1) Certain components in a gas generator release wear
debris into the scavenge oil flow. Monitoring and
trending of this release, combined with debris
identification techniques, allow indication of
impending failures.
(2) Regular inspection of magnetic chip detectors (MCD)
plugs is considered the most effective method of
monitoring scavenge oil borne ferrous wear debris.
2.3 Equipment and Materials Required
Debris Tester, Type DT.1, supplied by:
Inspection Instruments (NDT) Limited
713 Banbury Avenue
Slough
Berks (See Fig 3(A))
CAUTION: Always remove batteries from tester when not in
use.
NOTE: The instrument recommended is not intended to
measure non-magnetic debris, nor does it assist in
identifying the source of debris collected.
Containers for holding
contaminated and clean
MCD's and filters (See Figs 3(B) and 3(E))
Glass funnel and several
100ml and 500ml beakers (See Figs 3(C) and 3(F))
A small bar magnet
(a spare MCD is suitable) (See Fig 3(C))
Filter papers 6 in. (150mm)
diameter, transparent
adhesive tape 1 in. (25mm)
wide, white spirit, record
cards and debris charts (See Figs 3(D) and 3(E))
NOTE: The accuracy of debris measurement is improved if
the adhesive tape and record cards used are of
consistent thickness. Filmed card is advantageous
if the debris is to be retrieved for analysis.
2.4 Where and When to Sample
(1) On engines which are fitted with magnetic chip
detectors (MCD) and a fine oil filter, it is
recommended that the MCD and the magnetic debris
collected at the fine filter be sampled. Generally
the MCD will be easier to sample and the measurements
from this should form the basis of the system.

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FIG 3 DEALING WITH MCD SAMPLES

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(2) The filter debris measurements can provide back-up

evidence and it is considered acceptable if the
filter checks are taken at longer intervals than the
desired sampling frequency.

(3) The frequency at which samples are taken will depend

on several factors including engine life and the rate
at which failures develop from initial indication to
component failure.

(4) Generally MCD checks should be undertaken at regular

intervals according to gas generator operating
conditions. The time period between intervals may be
varied by operating experience. If there is an
indication of an increased debris generation rate it
is recommended that the inspection period should be
shortened.

2.5 Preparing Samples from MCD's

(1) At the prescribed intervals remove the MCD from the

engine and, if desired, fit a clean one to expedite
the turnround of the engine. (Refer to the Engine
Maintenance Manual for details). If the measurement
is not to be made immediately, place the contaminated
MCD in a suitable container, noting the engine
number, date and running time on the container. A
suitable container must hold the MCD so that the
debris is not disturbed (refer to Fig 3(B)).

(2) Gently rinse the magnetic part of the MCD in a beaker

of white spirit to wash off the residue of oil and
any non-magnetic material. (Refer to Fig 3(C)). Allow
to dry.

(3) Ensure that all the debris is at the tip; if

necessary, use a soft brush to achieve this.

(4) Take a piece of 1 in. (25 mm.) wide transparent

adhesive tape approximately 3 in. (75 mm.) long and
apply the centre of the gummed side over the MCD
magnetic tip. The debris must be transferred within a
circle no larger than the tip of the magnet.

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(5) Stick the tape onto the appropriate space on the

record card taking care not to lose any debris, seal
the debris to the card by pressing the tape firmly to
the card all around the sample. Enter details of the
sample in the spaces provided (refer to Fig 3(D)).

(6) The sample is now ready for measurement as described

in Para 2.7, using debris tester (Fig 4).

(7) Inspect the MCD for damage and cleanliness, including

the seal ring grooves. Check the magnetic tip by
confirming that it will lift the appropriate number
of steel balls specified for the MCD type. If
satisfactory, place in a clean container for further
use.

2.6 Preparing Samples from Pressure Oil Filters

(1) At the prescribed intervals, remove the oil filter

element from the engine and if desired fit a clean
one to expedite the turnround of the engine. (Refer
to the Chapter 6 for details).

(2) If the debris is not to be removed immediately, place

the filter in a clean container labelled to show the
engine number, date and running time (refer to
Fig 3(E)).

(3) Wash the filter in a beaker of clean white spirit

until all the debris has been removed. Pour the
contents of the beaker through a filter paper folded
into a funnel (refer to Fig 3(F)).

(4) Remove the filter paper from the funnel, open it out
and allow to dry, taking care that none of the debris
is lost and that additional foreign matter is not
collected on it. When dry, scan the paper with the
end of a bar magnet (eg a spare MCD) until all the
magnetic material has been collected. Rinse in a
beaker of clean white spirit and prepare the sample
on a record card as described in the previous
paragraphs.

(5) It is recommended that the non-magnetic debris on the

filter paper be sealed in a small plastic bag,
labelled to indicate contents, and retained. This
debris could be useful if the engine shows signs of
failure and more extensive analysis is desired.

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2.7 Measuring the Samples

CAUTION: DURING CALIBRATION AND USE OF THE DEBRIS TESTER,

METAL OBJECTS MUST NOT BE MOVED IN THE VICINITY
OF THE MEASURING HEAD. THE OPERATOR MUST REMOVE
METAL OBJECTS SUCH AS RINGS, WRIST WATCH, CUFF
LINKS AND SLEEVE BUTTONS FROM AROUND HIS HANDS
TO AVOID THE POSSIBILITY OF FALSE READINGS.

(1) Before taking a debris measurement ensure the

instrument is switched on, has been calibrated and is
in working order as described in the Manufacturer's
Operating Instructions. A warm up time of at least
five minutes should be allowed. It is good practice
to recheck the zero between readings, and since the
machine appears to be affected by temperature
variations on its most sensitive settings, it should
only be used in a draught free environment. To
measure the sample proceed as follows:

(a) Raise the perspex lid

(b) Place the card containing the sample over the

head, tape face down

(c) Lower the perspex lid (Do not apply pressure to

the lid while taking the measurement)

(2) Using the crossed hairlines or circle marked on the

lid as a guide, move the debris sample over the head
until a maximum reading is obtained. During this
operation adjust the multiplier to obtain the highest
reading without exceeding full scale deflection.

(3) Note the meter reading and multiplier setting.

(4) The quantity measured is the product of the meter

reading and multiplier setting.

(5) Raise the perspex lid and remove the sample.

(6) Record the above measurement in the appropriate space

on the sample card.

(7) If no further measurements are to be made, switch OFF

the instrument.

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FIG 4 MCD DEBRIS TESTER

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2.8 Recording the Results

(1) There are several ways of storing the samples and

collating the results; two systems are described
below:

(a) The first is a simple system in which the

samples are prepared direct onto master cards
(Fig 3(D)). This system is suitable if all
samples are prepared in one place. A typical
master card, as shown in Fig 3(D), provides for
the sample from one MCD and the fine oil filter
to be mounted side by side. With the samples
mounted near the centre of the spaces provided a
minimum distance of 20 mm. between samples is
easily achieved. This is necessary to avoid
measuring errors when using the debris tester. A
column is provided for entering the cumulative
total which, together with the engine running
time, provides the data for extending the chart
(Fig 5). The space between the two columns may
be used for entering an alert indicator on
suspect engines. A brightly coloured piece of
adhesive tape would be suitable.

(b) The second system provides for each sample to be

mounted on a small individual sample sheet or
card (Fig 5). The individual sample cards are
then mounted on master cards from which the
charts are plotted. Samples can be prepared on
site if desired and the small sample cards
returned to a central base for storage and
plotting. A master record card with individual
MCD cards stapled to it is shown in Fig 5. The
individual sample card must be filled in, apart
from the single number, when the debris is fixed
to it. The card shown in Fig 5 is for an engine
where the MCD and filter are sampled, the
location not applicable being struck out. The
individual sample cards may be stapled to the
master card after the quantity has been
measured.

(2) The guide lines on the master card ensure overlap of

the sample cards such that the quantity and running
time information on all the sheets is visible. The
cumulative quantity can be calculated and entered in
the appropriate space in the column provided. The
centre column may be used for alert indicators.

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FIG 5 MCD DEBRIS RECORD CHARTS

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2.9 Displaying the Results

(1) It is recommended that the measurements be plotted on

a chart similar to that shown in Fig 5. The ratio of
the hours to debris tester readings for the plot
scales can be established by experience, but
initially should be about 2 or 3:1. This chart has
the advantage of smoothing infrequent releases
without masking their overall effect. The chart can
be displayed around the walls of a detection centre
or office and an alert indicator can be used to draw
attention to suspect engines.

(2) In order for the plots to be meaningful it is

important that the sampling and recording disciplines
are maintained.

2.10 Interpreting the Results

(1) Using the cumulative method of plotting the results,

after the "running in" period has finished, a steady
line will be produced which is indicative of the
normal generation rate. Steps or changes in the slope
of this line may occur and there are several possible
explanations for these:

(2) Steps may possibly be taken by:

(a) A release of build debris trapped in the engine

and not cleared during previous running.

(b) The break away of pieces of seal material due to

normal wear processes.

(c) Increased release of wear material due to

changes in engine operating conditions, eg an
increase in the number of cold starts, an
increase in rough handling of the engine or
shock loading of the engine and its mounts.

(d) Release of material following installed

maintenance check operations.

(e) The infrequent release of material from some

types of component failure.

(3) Changes in the general slope of the line indicate a

changing rate of release of debris which normally
suggests an accelerated component wear rate or
incipient failure.

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(4) When an increase in debris generation rate is

indicated the following actions are recommended:

(a) The debris tester indication alone should not be

used as a basis for engine rejection but should
initiate one or more of the following points:

(i) Recent engine operating history should be

examined.

(ii) The procedure for contaminated chip

detectors should be followed.

(iii) The MCD debris should be examined,

preferably using a binocular microscope.

(b) Establish the source of the debris. If a

Quantitative Debris Monitor (QDM) has been in
use, it may be necessary to refit the four MCD's
(Phase II only) and carry out further controlled
and monitored running.

NOTE: The QDM system assists in monitoring wear

and progression by sensing magnetic
debris in the gas generator lubricant.
Captured particles in the oil are made to
penetrate magnetic flux lines and induce
voltages in a sensor proportional to
their mass. These voltages are measured
and recorded, thus giving an indication
of any rapid or subtle change in debris
carried through the oil system, and an
early warning of potential component
failure.

(c) Analyse the material to pinpoint the component

affected.

(d) Other relevant engine parameters should be

examined.

(5) Assistance and advice regarding any increased rate

of release of debris should be obtained from
the Customer Support Department of Rolls-Royce
Power Engineering plc, Ansty, Coventry, England.

2.11 Maintenance of Magnetic Chip Detectors

The magnetic strength of detectors should always be

checked after cleaning.

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2.12 Testing Magnetic Chip Detectors

Avon MCD's should be magnetically strong enough to

pick up three steel* balls of 1/2 in. diameter.

3 VIBRATION

3.1 Introduction

(1) Vibration is an important indication of gas generator

mechanical condition as well as being a major
protection parameter.

(2) Depending on the quality of equipment used background

data and experience available, vibration monitoring
can detect:

(a) Imbalance of major rotating components

(b) Outright or incipient failures of rotating

components

(c) Bearing leakage into compressor drums

(d) Corrosion, erosion or dirt accumulations on air

or gas washed surfaces

(e) Malfunction of compressor airflow control

equipment

(3) In its simplest form, vibration will have a single

transducer mounted externally on the gas generator,
close to the major rotating components. The
transducer output, filtered to include engine order
frequencies only, is used to trigger alarm signals or
to trip the installation at a predetermined level.
Also, it usually provides signals to an indicator
system to enable the operator to observe and record
vibration levels. Refer to Fig 6.

3.2 Monitoring Vibration

(1) Vibration monitoring will always entail the

simultaneous reading of recording of DISPLACEMENT(D)
against FREQUENCY(f). The Avon, having a single major
spool, produces a SINUSOIDAL signal which may be
converted to the desired units, eg velocity = 3.14fD.

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(2) 'Normal level' is the recommended vibration parameter

for monitoring the major rotating components. This
should be measured as average velocity, or peak to
peak displacement, filtered in the range 40 to 350Hz.
When initially installed, the engine should be slowly
accelerated through its operating range. During this
acceleration, the rev/min at which the maximum
'normal level' signal occurs should be noted. At this
speed, a frequency survey should also be carried out
and stored for reference. The maximum 'normal level'
signal is then continuously monitored until maximum
rev/min is achieved.

(3) In the event of an alarm/alert signal or a trip/auto

shutdown occurring in service, the survey outlined
above may usefully be repeated; this will provide
data for comparison with the initial readings.

(4) Continuous monitoring and recording of vibration and

rev/min signals will enable any increasing trend to
be detected.

(5) Vibration of the Industrial Avon is sensed and

transmitted via electro-magnetic transducers which
are self generating high output transducers, or by
piezo electro/natural crystal accelerators with
amplifiers. The transducer is mounted horizontally on
an engine supplied bracket at the front bearing
housing on its left-hand side, looking from the
exhaust end of the Avon. Refer to Fig 7.

NOTE: It is a requirement that a vibration sensor be

fitted at this position.

(6) A secondary sensor may be fitted to enhance

reliability of the vibration monitoring system and to
protect engine integrity in sensitive installations.
To augment the standard position, this secondary
sensor can be mounted on the compressor outlet casing
(right-hand side). It will be more sensitive to
turbine vibrations and, therefore, is recommended as
the secondary position (Avon Modification 4372
refers).

(7) For monitoring and protection duties, transducers are

mounted in designated positions to enable analysis to
be performed, if necessary. If separate dedicated
sensors are required for condition monitoring, the
sensor type and mounting position should be discussed
with Rolls-Royce at an early stage to ensure that the
most useful signals are obtained.

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FIG 6 VIBRATION TRANSDUCER MOUNTINGS

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(8) The maximum allowable (ie alarm) and shutdown

(ie trip) settings, for the two vibration sensor
positions, at gas generator speeds above 6400 rev/min
are:

ALARM TRIP

Standard position 5 mm/sec average 25 mm/sec average

(air intake velocity or velocity or
casing/front 0.0008 in. 0.0004 in.
bearing housing) peak-to-peak peak-to-peak
displacement displacement
above maximum
installed value
but never higher
than 20 mm/sec
average velocity
or 0.0035 in.
peak-to-peak
displacement

Secondary 6 mm/sec average 50 mm/sec average

position (at velocity or velocity or
compressor outlet 0.001 in. 0.008 in.
casing) peak-to-peak peak-to-peak
displacement displacement
above maximum
installed value

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FIG 7 INDUSTRIAL AVON CONDITION MONITORING POINTS

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