72-00-00 ENGINE - INSPECTION/CHECK-2 Pratt & Whitney Canada

ENGINE - INSPECTION/CHECK-2 Page 1 of 78
72-00-00 ENGINE - INSPECTION/CHECK-2
PRATT & WHITNEY CANADA

MAINTENANCE MANUAL
MODEL(S) PW124B (BS 724/726/896), PW127 (BS 774/897), PW127E (BS 850/1034), PW127F (BS
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Manual Part No. 3037332, Revision No. 55.5, Dated JUN 01/2017
72-00-00
ENGINE - INSPECTION/CHECK-2
1. General
A. The instructions in this section outline details necessary to perform routine, hot section component,
unscheduled and borescope inspections.
2. Consumable Materials
Not Applicable
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier Tools
Not Applicable
Printed on: 20 DEC/21 P&WC Proprietary - subject to restrictions in Technical Data Agreement
http://localhost:61140/index.jspx 20/12/2021

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
5. Hot Section Component Borescope Inspection Criteria

CAUTION: GAS PATH COMPONENTS DOWNSTREAM OF COMPONENTS HAVING MATERIAL MISSING
MUST BE INSPECTED TO ENSURE SECONDARY DAMAGE HAS NOT OCCURRED. PAY
SPECIAL ATTENTION TO ROTATING COMPONENTS.
A. General
(1) Borescope inspection is usually a troubleshooting procedure carried out to determine the reasons for
performance deterioration. Consult Fault Isolation Performance Deterioration (ECTM shift) or High ITT
(T6), to determine the area to be borescope inspected. Borescope inspection of specific areas may also
be required by the maintenance program.
(2) A hot section inspection (HSI) recommended due to rotating components (i.e. blades) being outside the
guidelines given in the following procedures (Ref. Para. B. through J.) must be carried out before the
next flight.
(3) Only, an HSI/engine removal which is recommended due to deteriorating non-rotating engine
components may be delayed, provided a power assurance check (Ref. Adjustment/Test) is carried out to
ensure engine performance is within acceptable limitations. Also, a borescope inspection of the affected
area must be carried out within 50 flight hours. If further extensions are required, subsequent
inspections and power assurance checks must be carried out at intervals depending on the rate of
progression and level of deterioration seen. Extensions must not go beyond an individual operator's
approved inspection interval (TBO).
NOTE: Keeping an engine in service after components have deteriorated beyond suggested economical
criteria may substantially increase the cost of subsequent repairs/refurbishments due to the
possible effect on downstream components.
B. Combustion Chamber (Small Exit Duct, Inner and Outer Liner Assemblies)
(1) General
(a) Combustion chamber components can be repaired (Ref. 72-03-00, INSPECTION/CHECK), and
operators are recommended to consider repair limits as well as in-service limits before deciding
action to be taken after a borescope inspection. This will enable them to schedule an HSI for
economic reasons before damage increases to the extent that components cannot be repaired and
must be replaced. However, if damage is beyond repair limits, components may remain in service
until in-service limits are reached.
(b) Deterioration must be recorded to provide a baseline to enable rate of progression to be assessed at
subsequent inspections.
(c) It is recommended to replace the fuel nozzles when localized combustion chamber deterioration is
observed and is originating from fuel nozzle location. Carbon formation (black soot) at the fuel
nozzle tip and on the combustion chamber liners may appear and disappear depending of the engine
operating condition and fuel quality and does not affect the engine serviceability.
(d) Refer to Para. A., Steps and for additional HSI recommendations.
(2) Inspection Criteria
(a) Combustion Chamber Outer Liner Center Cooling Ring (Item X) (Pre-SB21598, Part B) (Ref. Fig.
601)
NOTE: Refer to SB21598 for the applicability (Ref. Table 1 or 2).

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 601 Combustion Chamber Outer Liner Center Cooling

Ring - Location of
1 Inspect the center cooling ring for evidence of detachment from the back-up ring support (Ref.
Fig. 602).

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 602 Center Cooling Ring - Example of Detachment
2 If there is evidence that the center cooling ring is detached, P&WC recommends to remove the
engine and carry out the incorporation of SB21598 Part B within the next 10 FH to avoid potential
downstream damages.
NOTE: Detachment is when a section of the center cooling ring is cracked axially completely
across the ring and is pulled away from the liner wall to the extent shown (Ref. Fig. 603).

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 603 Center Cooling Ring - Detachment of
3 If there is a section of the center cooling ring missing, P&WC recommends to carry out repeated
borescope inspections at 50 FH intervals, until incorporation of SB21598, Part B (Ref. Fig. 604).
NOTE: The 50 FH interval is subject to acceptable condition of the downstream hot section
components.

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 604 Center Cooling Ring - Example of Missing Section
(b) Combustion chamber inner and outer liner assemblies (Ref. Fig. 605)
1 The holes in the area that follow are acceptable provided that you do a repeat inspection of the
affected area within 300 flight hours. You must do subsequent inspections intervals on the rate of
progression and level of deterioration you find. If no further deterioration is seen, the engine can
continue in service and do subsequent inspections as given in the regular maintenance program.
If deterioration is more than the above limits or the bottom support is cracked or has holes, it is
recommended to do an HSI within 100 flight hours.
a Area a: One hole of 0.250 in. (6.35 mm) diameter or multiple holes with total area less than
0.050 sq.in. (32.2 sq.mm).
b Area b: One hole of 0.500 in. (12.7 mm) diameter or multiple holes with total area less than
0.200 sq.in. (129.00 sq.mm).
c Area c: Multiple holes with total surface area less than 2.000 sq.in. (1290.0 sq.mm), provided
there are no cracks or holes in the associated bottom support.
2 Non-converging cracks in the walls of the inner and outer liner assemblies are acceptable,
provided the total surface area of the crack openings does not exceed the area allowed for holes
(Ref. Step 1). The engine may continue in service with subsequent inspections carried out as
defined in the regular maintenance program. If deterioration exceeds the limits specified in Step

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
1, an HSI is recommended to be carried out within 100 flight hours.

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 605 Combustion Chamber Inner and Outer Liner

Assemblies - Typical In-service Defects

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
3 Converging cracks in walls of inner and outer liner assemblies similar to those shown in View D
are acceptable, providing a repeat borescope inspection of the affected area is carried out within
300 flight hours. Subsequent inspections must be carried out at intervals depending upon rate of
progression and level of deterioration seen. If no further deterioration is observed, the engine
may continue in service with subsequent inspections carried out as defined in the regular
maintenance program. If converging cracks are anticipated to progress to an extent that a hole
larger than those considered acceptable (Ref. Step 1) will be produced, an HSI is recommended
to be carried out within 100 flight hours.
4 Cooling rings eroded and/or cracked and/or having material missing due to metal break away are
acceptable. The engine may continue in service with subsequent inspections carried out as
defined in the regular maintenance program.
NOTE: Cooling rings having material missing may change air flow which could accelerate
combustion chamber deterioration.
5 Plasma top coating (ceramic) loss on inner and outer liner assemblies is acceptable. The engine
may continue in service with subsequent inspections carried out as defined in the regular
maintenance program.
6 Bulging with no abrupt change in curvature and/or hot spots is acceptable. A repeat inspection of
the affected area must be carried out within 300 flight hours. Subsequent inspections must be

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
carried out at intervals depending upon rate of progression and level of deterioration seen. If no
further deterioration is observed, the engine may continue in service with subsequent inspections
carried out as defined in the regular maintenance program.
7 All other defects are acceptable.
(c) Small exit duct (Ref. Fig. 606)
1 Subsequent boroscope inspection interval: Refer to Chapter 05-20-00. Plasma top coating
(ceramic) loss is acceptable. The engine may continue in service with subsequent inspections
carried out as defined in the regular maintenance program.
2 Subsequent boroscope inspection interval: 1000 hours max. As structural integrity is not affected,
cracks on the heat shield (including open radial cracks extending from the inner to outer
diameter), erosion and/or holes having a total surface area less than 0.500 sq.in. (323.0 sq.mm)
in the heat shield are acceptable. (Ref. Table 601 ).
3 Subsequent borecope inspection interval: 500 hours max. Open cracks, erosion and/or holes on
the heat shield having a total surface area less than 2.000 sq.in. (1290.0 sq.mm) are acceptable.
(Ref. Table 601 ). Non converging cracks on the inner flange support are acceptable. A borescope
inspection of the associated HP turbine vanes must be carried out.
4 Unserviceable condition requiring scheduled engine removal. Deterioration exceeding the above
limits or presence of converging cracks and/or holes on the inner flange support are not
acceptable. Engine removal is recommended within 100 hours for economic reasons.
Table 601 Inner Flange Holes, Reference Dimensions (Ref. Fig. 606)
Hole Approx. Distance

Pre-SB Post-SB
Dia. A (IN) Ref. B (IN)
- 21629 0.050 0.300
21629 21233 0.100 0.600
21233 - 0.050 0.600

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 606 Small Exit Duct - Typical In-service Defects
C. High Pressure (HP) Turbine Vane Segments
(1) General
(a) Hot gas streaks can result in burnt/eroded areas on the HP turbine vane ring segments which
usually increase flow area, affecting HP compressor speed (NH) and can result in higher inter turbine
temperature (ITT/T6). Figure 607 can be used as a reference by borescope technician to estimate
dimension of observed damage.
(b) The inspection criteria for HP vane segments are different depending on the categories of the
inspection. If the HP vane segment is removed from the engine at shop visit it is recommended to
use the inspection criteria in 72-03-00, TURBOMACHINERY - INSPECTION/CHECK. If the operator
select to use borescope criteria for engine shop repair, the inspection interval that follows is defined
in accordance with the damage category of the HP vane segment.
(c) Regardless of the borescope interval recommended, it is good maintenance practice to do a
borescope inspection of the combustion chamber, HP turbine vane segments and HP turbine blades
during a fuel nozzle change. If subsequent borescope inspections reveal hot section damage, the
fuel nozzle set associated with the damage will not be known if the condition of these components
was not checked when you do a fuel nozzle change.

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
(a) The four categories listed below cover HP vane segment deterioration:
1 Category A (Ref. Fig. 608)
Serviceable condition with subsequent borescope inspection interval:
For engine on ECTM: 1500 hours maximum.
For engine not on ECTM: 1000 hours maximum.
2 Category B (Ref. Fig. 609)
3 Category C (Ref. Fig. 610)
NOTE: For more frequent borescope inspections, it is recommended to do a borescope
inspection through the igniter ports instead of the fuel nozzle ports.
4 Category D (Ref. Fig. 611)
Limited serviceability condition require engine removal in 50 hours maximum.
Operation of the engine for 50 hours is permitted if the borescope inspection of the combustion chamber
liner, HP turbine blades, LP turbine vanes and LP turbine blades is satisfactory and results of power
assurance check are in limits.

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 607 HP Turbine Vane Segment - Dimensions

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 608 HP Turbine Vane Segment - Serviceable Condition (Category
A)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
B)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
C)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 611 HP Turbine Vane Segment - Limited Serviceability Condition
(Category D)
D. HP Turbine Blades
(1) General
(a) The condition of HP turbine blade airfoils and tips is critical to obtain rated power. An increase in
turbine tip clearance can significantly increase the interturbine temperature (ITT/T6) and reduce Nh
rotor speed.
(a) Coating loss on the leading edge surface of the blade, that is less than 0.350 inch in height or
covering less than 40% of the leading edge surface, is acceptable.
(b) Damages shown on Figure 612 are acceptable for further service, providing engine performance is
within limits. Additional borescope inspections must be carried out at intervals not to exceed 1500

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
flight hours, depending upon rate of progression and level of deterioration seen. Further increased
erosion and blade tip oxidation will be indicated by an increase in ITT and a drop in Nh rotor speed
when monitored using ECTM.
NOTE: If borescope limits are being used to determine the serviceability of the HP turbine blades
during an engine repair and the erosion has reduced the wall thickness at the leading edge
tip (Dim. T) to less than 0.020 in. (0.50 mm), follow the borescope inspection intervals in
step (c).
(c) Damages exceeding those shown on Figure 612 but not exceeding the acceptable damages shown
on Figure 613 are acceptable for further service, providing engine performance is within limits. A
repeat borescope inspection and power assurance check must be carried out within 300 flight hours.
Subsequent borescope inspections and power assurance checks must be carried out at intervals not
to exceed 600 flight hours, depending upon the rate of progression and level of deterioration seen.
(d) Leading edge/tip erosion and open cracks at blade tip exceeding those shown on Figure 613 are
acceptable for further service, providing internal cooling air passages are not visible and engine
performance is within limits. A repeat borescope inspection and power assurance check must be
carried out within 100 flight hours. Subsequent borescope inspections and power assurance checks
must be carried out at intervals not to exceed 300 flight hours, depending upon the rate of
progression and level of deterioration seen.
(e) Cracks on airfoil surfaces, apart from the blade tip are not acceptable. The engine should be
removed for repair. For scheduling purposes, the engine removal can be delayed for a maximum of
25 hours.
(f) Erosion/oxidation of the blade leading edge as shown on Figure 614, but not exceeding Figure 615 is
acceptable for further service, providing internal cooling air passages are not visible and engine
performance is within limits. A repeat borescope inspection and power assurance check must be
carried out within 300 flight hours. Subsequent borescope inspections and power assurance checks
must be carried out at intervals not to exceed 300 flight hours.
CAUTION: PARTICULAR ATTENTION TO ERODED/OXIDIZED BLADES MUST BE MADE IN

ORDER TO VERIFY IF ANY LEADING EDGE CRACKS IS PRESENT.
1 Erosion/oxidation exceeding limits shown on Figure 615 are not acceptable and a HSI is
recommended. For scheduling purposes, the HSI can be delayed for a maximum of 100 hours.
(g) Visible internal cooling air passages or trailing edge damages exceeding those shown on Figure 613
are not acceptable, and an HSI is recommended to be carried out. For scheduling purposes, the HSI
can be delayed for a maximum of 100 flight hours, providing engine performance is within limits.

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 612 HP Turbine Blade - Typical Damage (Blade Tip May

Be Repairable By Grinding)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 613 HP Turbine Blade - Damage Limits

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 614 HP Turbine Blade - Erosion/Oxidation

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 615 HP Turbine Blade - Erosion/Oxidation

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 616 HP Turbine Blade - Leading Edge Crack
NOTE: Refer to Para. A. for additional HSI recommendations.
(h) Corrosion that goes through the HP blade platform (Ref. Fig. 613), is not acceptable and an engine
removal is recommended. For scheduling purposes, the engine removal can be delayed for a
maximum of 100 flight hours, providing engine performance is within limits.
(3) Airfoil corrosion is described in the table that follows. Table 602 provides a summary of the maintenance
actions required, for each of the blade corrosion conditions.
NOTE: It is possible that multiple corrosion stages, may appear on a blade set or on individual blades.
To determine the appropriate maintenance action, refer to the action required for the highest
level of corrosion stage present. Refer to steps (3) (b) thru (e) for corrosion stage definition.
Table 602 Airfoil Corrosion / Maintenance Actions
Blade Corrosion Stages

Inspection
Area
(Ref. Fig. 618) 1 2 3 4

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Blade Corrosion Stages

Inspection
Area
(Ref. Fig. 618) 1 2 3 4
Area “B” Borescope Borescope Replace Replace

Upper 50% 1500 FH 500 FH Blade Blade
Intervals Intervals Within 500 Within 10 FH
FH
Area “A” Borescope Replace Blade Replace Replace

Lower 50% 1500 FH Within 50 FH Blade Blade
Intervals Within 10 FH Within 10 FH
NOTE: General Recommendation on Turbine Wash:
When you see corrosion on turbine airfoils, it is an indication that turbine wash procedures or
wash frequency needs correction or adjustment. In such a case, P&WC recommends the
implementation of turbine wash method 2, on the whole fleet with wash nozzle (PWC56502) or
guide tube (PWC34910-804) (Ref. Cleaning). Effectiveness of turbine wash must be assessed
via borescope inspection per Table 602 .
(a) Manufacturing Dimples on blade: (Ref to Fig. 617).
During borescope, inspectors must pay attention as to not confuse corrosion blisters with
manufacturing dimples that may be present. The dimples, if present, are approximately 1/8 inch in
diameter and are located at the mid-chord of the pressure side (concave) of the airfoil (about 1/8
inch above the platform). These dimples are superfluous material left from the casting process and
are normally removed by hand. However, since this is a manual operation, the surface profile may
vary from one hand tool operator to the other. These dimples have no effect on blade structural
integrity and blade performance. Their presence is often highlighted by dirt / soot deposits that
gather on the dimple.
(b) Corrosion Stage 1: Slight roughening of the surface caused by some growth and localized
breakdown of the protection coating is evident. Structural integrity of base material is not affected
(Ref. Fig. 619 , sheet 1).
(c) Corrosion Stage 2: Oxidation of base material has started. Evidence of blistering caused by
formation of corrosion products under the coating. Individual blisters do not exceed 0.125 x 0.125
inch. Structural integrity of the base material may be affected if corrosion blister is located in Area
A. (Ref. Fig. 619 , sheet 2).
(d) Corrosion Stage 3: Oxidation of the base material has penetrated to a significant depth. Blister(s)
size is greater than 0.125 x 0.125 inch. Structural integrity of the base material may be affected
(Ref. Fig. 619 , sheet 3).
(e) Corrosion Stage 4: Deep penetration of corrosion going though the airfoil wall. Structural Integrity
of base material affected (Ref. Fig. 619 , sheet 4).

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 617 HP Turbine Blade - Manufacturing Dimples

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 618 HP Turbine Blade Inspection Area’s

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 619 Airfoil Corrosion Samples
c101558

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
c101559

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
c101563

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
c101566
E. HP Turbine Shroud Segment
(1) Borescope Inspection Intervals:
(a) For PW124B/PW127M/PW127N Engines:
1 Borescope inspection to be made at the intervals as indicated in Chapter 05-20-00.
(b) For PW127/E/F Engines:
1 Pre-SB21711/Pre-SB21726/Pre-SB21731: Initial borescope inspection to be made at 1500
hours.
2 Post-SB21711/Post-SB21726/Post-SB21731: Borescope inspection to be made at the
intervals as indicated in Chapter 05-20-00.
(2) HP Turbine Shroud Segment Borescope Inspection Criteria (Ref. to Table 603 )
NOTE: The following Table provides a summary of the maintenance action required for each shroud
segment deterioration category.

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Table 603 Maintenance summary for HP Turbine Shroud Segment
14 shroud 21 shroud
segment segment
configuration configuration
Categories Visual definition Action required Action required
1 See Category 1 Borescope every No additional

definition below. 1000 FH maintenance
maximum action
(Ref. Fig. 621) required. (Refer
For PW124B to
only: Chapter 05-20-
No additional 00)
maintenance
action
required. (Refer to
Chapter 05-20-
00)
Observation of at least one of the following:

• Borescope inspection shows silver-grey heat discoloration,
with no axial cracks.
• Slight changes to surface texture may be visible.
2 See Category 2 Borescope every No additional

definition below. 500 FH maximum maintenance
action
(Ref. Fig. 622) required. (Refer
to
Chapter 05-20-
00)

• Borescope inspection shows minor oxidation characterized
by silver-grey heat discoloration and/or initiation of dark gray spotting.
• Hairline axial crack(s) may appear in the thermal barrier
coating, may be seen located in the center and/or at the trailing edge
area of the shroud segment
NOTE: Witness marks from slight HPT blade tip rubbing are acceptable.
If major rubbing is present, refer to Category 5.
3 See Category 3 Borescope every Borescope every

definition below. 200 FH maximum
500 FH
(Ref. Fig. 623) maximum
(Ref. Fig. 623)

• Borescope inspection shows curling and/or oxidation. The oxidation
is characterized by heat discoloration, ranging from silver-grey
to dark-grey.
• Thermal barrier coating with partial coating delamination and/or
multiple small or long axial cracks, located at the center and/or trailing
edge area of the shroud segment.
NOTE: 1. Witness marks from slight HPT blade tip rubbing are
acceptable. If major rubbing is present,
refer to Category 5.
NOTE: 2. To keep an engine in service after components have
deteriorated, more than the recommended economical
criteria, can possibly increase the cost of subsequent
repairs refurbishment because of
the adverse effect on downstream components.
4 See Category 4 Replace within Borescope every

definition below. 50 FH maximum

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
14 shroud 21 shroud
segment segment
(Ref. Fig. 624) 500 FH

maximum
Ref. Fig. 625)

• Borescope inspection reveals curling and/or partial loss of
thermal barrier coating.
• Complete loss of thermal barrier coating.
• Erosion/oxidation within the limits shown in the
Figure 624 or Figure 625.
NOTE: 1. Operating the engine with burnt areas on the shroud segments,
in excess of the maximum allowable limits, will damage the
turbine support case (cracking and burning of the HP shroud
attachment rim); an HSI is recommended for economic reasons.
NOTE: 2. Eroded/oxidized shroud segments are normally located around
bottom dead center (BDC). Erosion/oxidation of the HP shroud
front area results in the rim becoming thin (knife edge),
and causes the gap between two adjacent shroud
segments to increase.
NOTE: 3. Completely missing thermal barrier coating may be difficult to
see through borescope unless when compared to
adjacent shrouds that are not missing coating. Visually
check for increased tip clearances over individual shrouds,
steps at adjacent shroud ends, and/or darker and rougher
surface texture across entire shroud length.
NOTE: 4. If major rubbing is present, refer to Category 5.
NOTE: 5. Immediate removal is required if the borescope inspection of
downstream rotating components shows evidence of debris
impact.Borescope inspection is to be carried out prior
returning to service.
deteriorated,more than the recommended economical
repairs/refurbishment because of the adverse effect
on downstream components.
5 See Category 5 Replace within Replace within

definition below. 10 FH maximum 10 FH maximum
(Ref. Fig. 626) (Ref. Fig. 626)

• Borescope inspection reveals major rubbing with
curling and/or partial loss of thermal barrier coating.
• Complete loss of thermal barrier coating and erosion
through shroud segment parent material.
• Heavy erosion/oxidation as shown in the reference figure.
• Shroud segment trailing edge may also be completely
missing, exposing the turbine support case attachment rim.
NOTE: 1. Completely missing thermal barrier coating may be difficult
to see through borescope unless when compared to
adjacent shrouds that are not missing coating. Visually
check for increased tip clearances over individual shrouds,
steps at adjacent shroud ends, and/or darker and rougher
surface texture across entire shroud length.
NOTE: 2. Operating the engine with the shroud segments in excess
of the maximum allowable limits described above will
damage the turbine support case (cracking and burning
of the HP shroud attachment rim).

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
14 shroud 21 shroud
segment segment
NOTE: 3. Immediate removal is required if the borescope inspection of

downstream rotating components shows evidence of debris
contact. Borescope inspection is to be carried out prior
returning to service.
deteriorated, more than the recommended economical
repairs/refurbishment because of the adverse effect
on downstream components.
NOTE: 1. Refer to Para. A. for additional HSI recommendations.
NOTE: 2. The presence of hot streaks can result in wide variation of shroud deterioration on any one
engine. Therefore, it is necessary to inspect the entire shroud circumference to determine the
worst condition. The presence of burnt HP vanes may help locate shrouds that are in a more
advanced state of deterioration.
NOTE: 3. The presence of material transfer on the shroud segment is acceptable as long as the engine
performance remains within limits.
NOTE: 4. Radial movement of the shroud segments may result in an abutment face gap (Ref. Fig. 620)
is acceptable, provided that there are no signs of localized oxidation or heat erosion and the
engine performance as monitored by ECTM remains satisfactory.

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 620 HPT Shroud Segments - Inspection

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 621 HPT Shroud Segments - Category 1

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 624 HPT Shroud Segments - Category 4, 14 Shroud Segment

Configuration

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 625 HPT Shroud Segments - Category 4, 21 Shroud Segment

Configuration

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
F. LP Turbine Stator (Ref. Figs. 627, 628 and 629)
(a) Leading Edge:
1 Airfoil leading edge with multiple hairline, non-converging hairline cracks less than 0.500 in.
(12.700 mm) long are acceptable.
2 For crack more than 0.500 in. (12.700 mm) long or converging cracks, a borescope inspection
interval of 1000 FH is recommended.
(b) Trailing Edge:
1 Trailing edges with up to 0.250 in. (6.350 mm) of material missing and wide open cracks are
permitted. However, as only cracks can be repaired, keeping the engine in service may increase
HSI cost.
2 Trailing edge with multiple hairline, non-converging hairline cracks less than 0.500 in. (12.700
mm) long are acceptable.
3 If the damage is more than the above limits, a borescope inspection interval of 1000 FH is

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
recommended.
(c) Burnt areas of the LP stator vanes produce an increase in flow area, decrease LP compressor speed
(NL) and increase ITT/T6. This condition is to be inspected as per the following:
1 Providing that no LP stator vane is completely burnt through (Ref. Fig. 629), if one or more vane
is partially burnt through, a borescope inspection interval of 500 FH is recommended.
2 Engine removal is recommended with in 50 hours if one or more vane of the LP stator is
completely burnt through (Ref. Fig. 629). Continued operation will cause an aerodynamic pulse
excitation to the LP turbine blades. This causes high cycle fatigue (HCF) and possible blade
fracture and extensive damage to downstream components.
Perform a non-destructive test on LP turbine blades (Refer to the Overhaul Manual (72-00-00,
Light Overhaul/Unscheduled Removal-Turbomachinery)).
NOTE: To keep an engine in service after components have deteriorated more than the
recommended economical criteria can possibly increase the cost of subsequent
repairs/refurbishment.

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 627 LP Turbine Stator - Borescope Inspection Reference

Points

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 628 LP Turbine Vane - Borescope Inspection Reference

Dimension

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 629 LP Turbine Stator Airfoil Damage
G. LP Turbine Blades
(1) General
(a) The condition of LP turbine blade airfoils and tips is critical to obtain rated power. An increase in
turbine tip clearance can increase the inter-turbine temperature (ITT/T6).
(a) Damage shown in Figure 630 is acceptable for further service.
(b) If the damage is more than the limits shown in Figure 630 and less than the limits shown in Figure
631, then the LP turbine blades are acceptable for further service. A repeat borescope inspection
must be carried out within 1500 flight hours.
(c) If the damage is more than the limits shown in Figure 631, then the LP turbine blades are not
acceptable and HSI is recommended to be carried out. For scheduling purposes, the HSI can be
delayed for a maximum of 100 flight hours, provided the engine performance is within limits.

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 630 LP Turbine Blade - Acceptable Damage
c223007

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
c224706

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 631 LP Turbine Blade - Non-repairable Damage

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 632 LP Turbine Blade Visual Inspection
H. LP Turbine Shroud Segments (Ref. Fig. 633)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 633 LP Turbine Shroud Segments Visual Inspection
(a) Erosion/discoloration, rubbing and presence of material transfer on the shroud segments similar to
damage as shown in Figure 633 are acceptable.
(b) Cracking, burning and curling is acceptable provided no rubbing occurs with the LPT blade and the
curled shroud. Subsequent inspections must be carried out at intervals not more than 600 flight
hours.
(c) Delaminated shroud or curling with rubbing on the LPT blade is not acceptable. For scheduling
purposes, the HSI can be delayed for a maximum of 50 flight hours, provided the engine
performance is within limits.
NOTE: Presence of rubbing at 6 o’clock position (bottom) may be indicative that the engine
sustained a hard landing.

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
I. First and Second-stage Power Turbine Vanes
(a) Damaged areas on the first-stage and/or second-stage PT stator (vane) produce an increase in flow
area which increases LP compressor speed (NL) and lowers interturbine temperature (ITT/T6).
Providing NL stays within limits or the engine does not surge, there is no need to change the stator
(s) irrespective of the amount of damage, unless the structural integrity of the vanes is affected
(e.g. wide open cracks, excessive foreign object damage (FOD) and missing or burnt material are
unacceptable) (Ref. Table 604 ).
Table 604 Power Turbine Vane inspection limit
Non-converging hairline cracks Acceptable
All airfoil crack length ≤ 0.400 in. (10.16 Acceptable for any quantity
mm).
At least one airfoil crack length > If quantity ≤ 5 If quantity > 5

0.400 in. (10.16 mm). consecutive consecutive
Acceptable Replace within
500 FH
Inner shroud with crack extending on Repeat borescope inspection within 500 FH
the vane ≤ 0.400 in. (10.16 mm). or every ‘A’ Check, which ever came last.
Inner shroud with crack extending on Replace within 500 FH maximum

the vane > 0.400 in. (10.16 mm) or
combined with converging crack on vane.
Maximum of 5 nicks or dents per vane Acceptable

≤ 0.020 in. (0.50 mm) deep.
≤ 0.100 sq. in. (64.51 sq. mm) area.
Excess of 5 nicks or dents per vane Replace within 500 FH maximum

• Exceeding 0.020 in. (0.50 mm) deep.
• Exceeding 0.100 sq. in.
(64.51 sq. mm) area.
NOTE: If open cracks more than 0.020 in. (0.50 mm) are observed,
replace within 500 FH.
J. First and Second-stage Power Turbine (PT) Blades
(1) Inspection Criteria (Ref. Fig 634)
(a) An engine may be returned to service after PT blade fracture(s) providing:
1 The inspection results called for vibration produced by fractured blade(s) is satisfactory (Ref. 72-
03-00, INSPECTION/CHECK).
2 The power turbine rotating balancing assembly is replaced before the engine runs.
(b) Increased tip clearance of the first- and second-stage PT blades decreases LP compressor speed
(NL), increases HP compressor speed (NH) and inter-turbine temperature (ITT/T6). If these
parameters stay within limits, there is no need to change the PT assembly irrespective of the
amount of damage, providing the structural integrity of the components is not affected (e.g. cracks,
missing material, excessive foreign object damage (FOD) or blade distortion are unacceptable).
(c) Corrosion seen as pitting or coating loss is acceptable for continued services (Ref. Fig 634).
1 If corrosion of the airfoil base material (seen as blistering), is found, the disk assembly must be
replaced within 50 flight hours.

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 634 First and Second Stage Power Turbine Blades -

Inspection Criteria

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
6. Gear Teeth Inspection

A. General
Local gear teeth spalling covering less than 60% of the gear teeth length and/or frosting is acceptable.
B. Inspection Criteria for the RGB First-Stage Helical and Input Shaft (Ref. to Fig. 635)
Category 1:
No visible deterioration, no subsequent borescope inspection required.
Category 2:
Local gear teeth spalling covering less than 60% of the gear teeth length and/or frosting is acceptable.
Subsequent borescope inspection interval: 500 hours maximum.
Category 3:
Gear teeth spalling covering over 60% of the gear teeth length and/or light pitting.
Subsequent borescope inspection interval: 250 hours maximum.
Chip detector monitoring interval: 30 hours maximum.
Category 4:
Severe pitting or presence of a visible wear step at the limit of the gear teeth contact with the mating gear.
Unserviceable condition requiring module removal within 50 hours maximum.
Chip detector monitoring interval: daily or 10 hours maximum.
Category 5:
Missing gear tooth segment.
Unserviceable condition requiring immediate module removal.
C. Acceptable Inspection Criteria for all other parts

1. Small clusters of spalling at one extremity of the tooth width or in a narrow band along the tooth on less than 1/2
tooth length. Refer to Figure 636 to determine acceptable accessory gearbox angle drive gear teeth spalling.
2. Light shallow scoring.
NOTE: Presence of scoring usually indicates poor lubrication. Check gear regularly once scoring is evident. If
condition worsens, investigate associated oil nozzle.
3. Discoloration.
NOTE: Discoloration usually indicates poor lubricating and may lead to scoring, then spalling. Check gear regularly.
If condition worsens, investigate associated oil nozzle.
4. Incorrect tooth contact pattern.
NOTE: 1. Ideal tooth contact is a centrally-located strip on face of tooth. Any deviation is caused by incorrect tooth
contact.
NOTE: 2. Incorrect tooth contact pattern may lead to spalling because pressure surfaces between teeth are either
concentrated on a smaller area along teeth width and/or off-center along depth. Check gear regularly.
D. Non-acceptable Conditions for all other parts

NOTE: Replace affected module (RGB or Turbomachinery) if any non-acceptable condition is evident.
1. Spalling in a narrow band along whole width of tooth root or dispersed throughout contact area.
2. Deep scoring (root/tip direction) across tooth contact surface.
3. Rough tooth contact surface due to excessive wear, with raised material at tooth extremities.

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 635 RGB Borescope Inspection Criteria

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 636 Accessory Gearbox Angle Drive Gears - Unacceptable Teeth
Spalling

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
7. Cracks in Turbine Support Case Inner Wall

A. Cracks in the turbine support case inner wall, found when carrying out a borescope inspection of the LP
turbine blades and first-stage power turbine stator (Ref. Fig. 637), are acceptable providing:
1. Crack length does not exceed 4.0 in. (101.6 mm).
2. Not more than 6 cracks are found.
3. There are no cracks on the same side of adjacent bosses (Ref. Fig. 637).
4. Cracks are recorded (Ref. Table 605 ).
5. An additional inspection of the affected area is carried out at an interval not to exceed 300 flight hours.
6. Subsequent inspections are done at intervals depending on the rate of increase and level of deterioration seen, but
not later than 300 flight hours.
Table 605 Turbine Support Case - Crack Record
Boss Length/Flight Length/Flight Length/Flight Length/Flight Length/Flight Length/Flight Length/Flight

Location Hours Hours Hours Hours Hours Hours Hours
10
11
12
NOTE: No. 1 boss TDC and remaining bosses are numbered counterclockwise from rear of engine.

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Figure 637 Turbine Support Case Inner Wall - Inspection

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)

MAINTENANCE MANUAL
918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
8. Cracks in Gas Generator Case Firewall Support Ring

NOTE: Cracks extending into the continuous seam of spot weld (original support ring) and cracks extending
through the tack welds (repaired gas generator support ring), may propagate through the gas
generator case wall. The consequences of a crack through the gas generator case wall is that the case
will be non-repairable at next overhaul or major refurbishment. The decision to remove the engine or
continue in service should be based on Operator experience and economic considerations.
A. Visual Inspection
(1) Visually inspect firewall support ring for cracks as follows:
(a) Cracks radiating outwards from bolt holes are acceptable.
(b) Circumferential cracks adjacent to the weld are acceptable.
• The breaking away of small areas of the ring is acceptable or loose pieces of the ring can be cut
away and discarded provided there is a minimum of 2.0 in. (50.80 mm) of material on each side
of any support brackets, installed on the firewall support ring.
(c) Axial cracks are acceptable provided that:
1 The breaking away of small areas of the ring, in the portion resting on the gas generator case is
acceptable.

72-00-00 ENGINE - INSPECTION/CHECK-2 Pratt & Whitney Canada

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ENGINE - INSPECTION/CHECK-2 Page 1 of 78

72-00-00 ENGINE - INSPECTION/CHECK-2

PRATT & WHITNEY CANADA

72-00-00 ENGINE - INSPECTION/CHECK-2

PRATT & WHITNEY CANADA

5. Hot Section Component Borescope Inspection Criteria

72-00-00 ENGINE - INSPECTION/CHECK-2

PRATT & WHITNEY CANADA

Figure 601 Combustion Chamber Outer Liner Center Cooling

72-00-00 ENGINE - INSPECTION/CHECK-2

PRATT & WHITNEY CANADA

Figure 602 Center Cooling Ring - Example of Detachment

72-00-00 ENGINE - INSPECTION/CHECK-2

PRATT & WHITNEY CANADA

Figure 603 Center Cooling Ring - Detachment of

72-00-00 ENGINE - INSPECTION/CHECK-2

PRATT & WHITNEY CANADA

Figure 604 Center Cooling Ring - Example of Missing Section

72-00-00 ENGINE - INSPECTION/CHECK-2

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72-00-00 ENGINE - INSPECTION/CHECK-2

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Figure 605 Combustion Chamber Inner and Outer Liner

72-00-00 ENGINE - INSPECTION/CHECK-2

PRATT & WHITNEY CANADA

72-00-00 ENGINE - INSPECTION/CHECK-2

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72-00-00 ENGINE - INSPECTION/CHECK-2

PRATT & WHITNEY CANADA

Hole Approx. Distance

- 21629 0.050 0.300

21629 21233 0.100 0.600

21233 - 0.050 0.600

72-00-00 ENGINE - INSPECTION/CHECK-2

PRATT & WHITNEY CANADA

Figure 606 Small Exit Duct - Typical In-service Defects

72-00-00 ENGINE - INSPECTION/CHECK-2

PRATT & WHITNEY CANADA

72-00-00 ENGINE - INSPECTION/CHECK-2

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72-00-00 ENGINE - INSPECTION/CHECK-2

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72-00-00 ENGINE - INSPECTION/CHECK-2

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72-00-00 ENGINE - INSPECTION/CHECK-2

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72-00-00 ENGINE - INSPECTION/CHECK-2

PRATT & WHITNEY CANADA

72-00-00 ENGINE - INSPECTION/CHECK-2

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72-00-00 ENGINE - INSPECTION/CHECK-2

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CAUTION: PARTICULAR ATTENTION TO ERODED/OXIDIZED BLADES MUST BE MADE IN

72-00-00 ENGINE - INSPECTION/CHECK-2

PRATT & WHITNEY CANADA

Figure 612 HP Turbine Blade - Typical Damage (Blade Tip May

72-00-00 ENGINE - INSPECTION/CHECK-2

PRATT & WHITNEY CANADA

Figure 613 HP Turbine Blade - Damage Limits

72-00-00 ENGINE - INSPECTION/CHECK-2