PW127 Borescope

Familiarization prepared for

Villa Air January 2012
Presented by Matt Veitch

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Agenda

• Introduction
• Overview
• Boroscope care
• Precautions
• Inspections
• Turning of rotors
• Special tools
• Evaluation of damage
• Miscellaneous
• Questions

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Frontline Support

• Customer First Centre

– Tel +1 450 647 8000
– Int’l toll free +8000 268 8000
– Fax +1 450 647 2888
– email Cfirst@pwc.ca

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Overview of the PW127

• 3 Spool (LP, HP & PT)

• Single stage centrifugal LP & HP compressors
• Reverse Flow Combustion Chamber
• 14 Fuel Nozzles
• Single Stage HP turbine – 38 Blades
• Single stage LP turbine – 47 Blades
• 2 stage power turbine

Similar in philosophy to the all PW100s.

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Overview of the PW127

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Overview of the PW127

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Boroscope Care
• The Boroscope is fragile and vulnerable to radiation, shock, twisting
and pinching. Extreme care is required during handling to ensure
damage & serviceability problems are avoided.

• Excessive twisting of the Fiberscope can sever optic fibres. Do not

rotate Fiberscope tip by turning the eyepiece only. Assist rotating
motion of the eyepiece with one in the same direction at part of
fiberscope closest to entry into the engine.

• Heat can damage the boroscope. Engine temperature should be less

than 66ºC (150F) before an inspection can be carried out. The normal
cooling period is 40 minutes after engine shut down. If required carry
out dry motoring runs to accelerate cooling.
• Do not submerge in liquid.

• Take care when turning rotors not to chop the end off the boroscope!

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Precautions

• The 1st stage LP compressor blades may have sharp edges. Be careful
when turning by hand to avoid cuts. Use gloves.

• Make sure staging and platforms are safe, it is possible to become

disorientated when peering down a borescope and loose your balance.

• Make sure the tip of the borescope is securely attached. You do not want
it to drop off inside the engine!

• Make sure the borescope is clean before borescoping the RGB to ensure
that no dirt or grit is introduced into the bearings.

• Do not use a steel braided borescope to inspect the reduction gears as it

can damage the bearing.

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Inspection requirements

• EMM 05-20-00 list the P&WC Recommended Minimum Periodic

Inspection (Tasks and Frequencies) Refer to your approved System of
Maintenance (SOM) for details.

• Boroscope inspections may be performed for fault isolation purposes

and unscheduled inspections following an engine event. It is essential
an understanding of why the inspection is called up is obtained prior to
the inspection.

• Results of previous boroscope inspections can mandate more frequent

inspections – repeat inspections.

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 Inspection requirements
Unscheduled Inspections 05-50-00 tasks A to AF
– Performance Deterioration (Task 05-50-00 section 5 A)
– Inspection after an Overtorque (Task 05-50-00 section 5 E)
– Hard Material Ingestion (Task 05-50-00 section I)
– Bird Strike or Soft Material Ingestion (Task 05-50-00 section 5 J)
– Chip Detector Indication (Task 05-50-00 section 5 K)
– Main oil filter bypass indicator activated (Task 05-50-00 section T)
– RGB oil filter bypass indicator activated (Task 05-50-00 section U)
– Aircraft flown through a cloud of volcanic ash (Task 05-50-00
section X)
– Oil Fire in Exhaust Duct (Task 05-50-00 section Z)
– Intercompressor case fire warning (Task 05-50-00 section AA)
– Engine Vibration or Cracked External Tubes (Task 05-50-00
section AC)

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Inspection requirements
Fault Isolation
– Engine fails to start
– Slow acceleration
– High oil consumption
– Smoke from Exhaust on start-up or shut down/engine flooded with
oil/oil odour in cockpit
– Low or loss of oil pressure
– Excessive fuel consumption
– Performance deterioration or ECTM trend shift
– Engine stall

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Inspection requirements
Fault Isolation
– Unable to rotate manually after engine shutdown/propeller does
not rotate after engine start
– Magnetic Chip Detector circuit complete
– Bypass indicator activated
– Hung start
– Debris in oil system
– Oil on flange (s) E and / or F
– Engine overtorque

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Boroscope Access Points - RGB

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Boroscope Access Points - TMM

LP Impeller Access – Option 1 – Inlet / Option 2 Wash Nozzle

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Boroscope Access Points - TMM

HP Impeller – remove 1 diffuser tube (Caution – bolts may seize in ICC

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Boroscope Access Points - TMM

Inter Compressor Case (ICC) – NL Probe

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Boroscope Access Points - TMM

TMM Access points

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Boroscope Access Points - TMM

Access to 2nd Stage PT Blade Trailing Edge - #5 Brg Vent line / ICC Drain Line

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Hot Section

Cross Section of Hot Section

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Procedure

• PT Rotor & RGB - turn propeller.

• LP Rotor - turn LP compressor with suitable implement, e.g. pusher stick
PWC34939
• HP rotor - via port on rear of starter shaft, ¼’’ drive (some people use
the cooling fan on starter to turn the HP rotor, but do it at your own risk).

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Procedure

• Boroscope assembly refer to EMM for P/N or company supplied

Boroscope / videoscope. Holding fixture PWC34913 recommended with
boroscopes. Some RGB inspections require approved equipment
PWC34910-102
• Puller-PWC37651 (RGB access)
• Puller PWC37651 or PWC30128-15 (LP impeller access)
• Pusher - PWC 34939 - LP compressor
• Lever - PWC 37823 – (Access to starter drive cover 3/8 drive)
• Guide Tube- PWC 34910-800 (Fuel nozzle boss / igniter boss)
• Flexible guide tube PWC34910-802 (LP blade T/E and PT1)

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Procedure
When capturing damage:

• Find a feature of known size, eg cooling to compare

• Capture images from as far as possible away from subject
• Close up pictures are rarely of any use,
• Don’t take pictures of holes, it is the remaining material that is of interest
• Always take pictures to show typical condition, this information is needed
to understand future deterioration rates.
• Video capture provides and excellent record for internal work packs
– Videos are difficult to distribute due to size
– If damage is noted during video capture return to damage area and capture still
images
– Keep videos as short as possible eg 1 for HPT Blade, 1 for HPT Shroud etc

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Procedure

What is this?

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Procedure

Now I know where I

am!

Diffuser tube

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Typical Damage

High Pressure Turbine Blade – Leading edge tip mechanical damage

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Typical Damage

High Pressure Turbine Shroud Segment – Erosion & oxidation of shroud face

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Typical Damage

Low Pressure Turbine Blade – Trailing edge tip impact damage

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Typical Damage

Low Pressure Vane – Leading edge cracks & erosion

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Typical Damage

Power Turbine Interstage Vane Ring – cracked airfoil trailing edges

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Typical Damage

Second Stage RGB Pinion Gear - Spalling

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EMM Inspection Limits
• Category 1 No visible deterioration.

• Category 2 Minor repairable damage

• Category 3 Minor non-repairable

damage

• Category 4 Non-repairable damage

requiring more frequent monitoring

• Category 5 Unserviceable condition

requiring scheduled engine removal
High Pressure Turbine Vane Segment
• EMM 72-00-00 Engine – Inspection /
Check Para 10 C
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EMM Inspection Limits
• Coating loss on leading edge s, less
than 0.350” or covering less than 40%
of the leading edge surface, is
acceptable.

• Leading edge/tip erosion and open

cracks at blade tip

• Erosion/oxidation of the blade leading

edge is acceptable providing internal
cooling air passages are not visible

• EMM 72-00-00 Engine – Inspection /

High Pressure Turbine (HPT) Blade Check Para 10 D

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EMM Inspection Limits
• Erosion/oxidation within the limits
shown is acceptable providing ITT/T6
is below maximum

• Curling is acceptable providing no

rubbing occurs with the HP turbine
blades – advise operator

• EMM 72-00-00 Engine – Inspection /

Check Para 10 E

High Pressure Turbine Shroud Segment

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EMM Inspection Limits
• area a (airfoil): a maximum of three
nicks, dents or pits 0.003 in.

• area b (leading edge): a maximum of

one nick, dent or pit 0.005 in. (0.12
mm) deep maximum.

• area c (trailing edge): a maximum of

one nick, dent or pit 0.005 in. (0.12
mm) deep maximum

• area d (root area): a maximum of one

nick, dent or pit 0.005 in. (0.12 mm)
Low Pressure Turbine (LPT) Blade deep maximum

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Miscellaneous

• If all fuel nozzles are removed installation of retention bosses is

recommended – prevent Outer CC Liner movement
• Try counting blades (out loud) as the rotor is rotated to ensure all blades
are viewed and so colleague can turn rotor at correct speed.
• Remember to make a record of damage, sketches and pictures, for the
engine records
• When repeat inspections are required – review images from previous
inspection prior to your inspection. Understand engine time since last
inspection this will enable rate of deterioration to be established

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Miscellaneous
• For assistance with an engine disposition following a boroscope
inspection:

– Engine Serial Number

– Engine Time Since New / Time Since O/H
– Brief description of reason for boroscope inspection
– Summary of findings
– Sample images of the damage in question

• Send information via E-mail to FSR, copy Customer First Centre

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Main points:
• If engines are maintained on-condition, this means serviceability is
determined through a combination of: Power Assurance Figures,
WebECTM plots, Boroscope inspection results & oil system debris
analysis.
• Boroscope images taken of defects can be reviewed by Technical
Services Team, P&WC Field Operations & Customer Engineering.
Disposition on serviceability is provided based upon current
publications and field experience.
• Follow AMM & EMM task during procedure – know what the
inspection call up
• P&WC FSR’s and CFirst available 24 / 7 to provide support

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Questions ?

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