CF6-80C2 SB 72-1278

CRF Oil Manifold

BSI Instructions

CF6 Life Cycle Engineering

Fleet Team

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This guide is designed to aid Airline Maintenance
Personnel with the identification of typical visual findings
during a CF6 Compressor Rear Frame (CRF) Oil Leak
Inspection.

Engine model specific limitations and detailed

acceptance or non-acceptance criteria are found in the
Aircraft Maintenance Manuals (AMM).

This guide is intended to be a tool to assist inspection

and evaluation of a CRF oil leak. It in no way is a
replacement or alternative to the AMM.

GE PROPRIETARY INFORMATION 2
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 Figure 1

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 C B
A

D E

Figure 2: CRF Aft Looking Forward

GE PROPRIETARY INFORMATION 7
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 B
A

Figure 3: Oil Manifold Locations

GE PROPRIETARY INFORMATION 8
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 Oil Supply Tube and Area D
B
A
C

D
E

Oil coking is common on the supply

tube itself and is serviceable. Look
for oil wetting or staining on the
surrounding walls as conclusive
proof of a leak.

Area D’s P-clamp sits on a wear

sleeve just slightly wider than the
clamp itself.
Damage in the oil supply tube
cannot be repaired without full CRF
disassembly
GE PROPRIETARY INFORMATION 9
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 Sump Pressurization Duct
B
A
C
Pressurization Duct mounts to 9:30
o/c on the forward sump housing
(ALF). Differs from the vent duct due
to not having textured insulation
around it.
(~9:30 o/c ALF)
Oil wetting or coking is sometimes
found on the pressurization duct
and is serviceable. Look for oil
wetting or staining on the
surrounding walls as cause for
concern.
Pressurization Duct carries air but will sometimes show oil
wetting – this comes from outside the duct within the CRF
cavity.
Pressurization duct has a 4-bolt flange. Is not a commonly
found leak location
GE PROPRIETARY INFORMATION 10
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 J-Tab at Location C
B
A
C
C

Losing oil manifold support at

location C does not drive large
stress changes into the system
anywhere else.

J-Tab in this location typically does

Area C’s J-tab is brazed to the basic
oil manifold. not distort much at all. Sometimes
will liberate. Not a critical location if
liberation has occurred.

GE PROPRIETARY INFORMATION 11
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 Impingement Tube at 12 o/c
B
A
C
C

Failure is generally along the weld

seam near the T-shaped fitting. BSI
generally will not reveal it except by
way of oil wetting in general area. A
pressure check of the manifold
component confirms the leak.

Overall view of impingement tube

looking toward 12o/c on the frame. Impingement tube is a common failure point,
however, the failure is not generally detectable
via borescope. Look for oil wetting.
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 Vent Duct at 12 o/c
B
A
C
C

Has the heat shield

(pre- SB 72-1265)

Vent Duct carries oil from the impingement tube and will sometimes
Insulation Blanket; no heat shield show oil wetting at the flange joint. This is not a common leak area so
(post SB 72-1265) generally the wetting is not a concern.
Vent duct has a 4-bolt flange and has textured insulation on the outside.
SB 72-1265 corrected an oil leak failure mode on the impingement tube.

GE PROPRIETARY INFORMATION 13
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 J-Tab at Location B
B
A
C

Losing oil manifold support at

location B drives large stress rises
into the impingement tube at 12o/c
and into the forward sump elbow at
location E.

Area B’s J-tab sits just off the end of
a heat shield, brazed to the basic oil
manifold.
J-Tab in this location typically does
not distort much at all. Sometimes
will liberate. CRITICAL location if
liberation has occurred.

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 Location A: Heat Shield
B
A
C

Pay attention to whether there is oil

wetting on the heat shield or on the
surrounding walls for proof leaking
is occurring.

Area A’s heat shield

here is still intact ; no
cracking has
occurred.

Significant cracking with no oil

Slight cracking has Significant cracking with oil
wetting – no leak yet
initiated wetting from a leaking engine

Significant Heat Shield Cracking Will Cause

Chafing of the Inner Tube – Leading to Leaks GE PROPRIETARY INFORMATION 15
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 Location A: J-Tab and P-Clamp
B
A
C

The J-tab is commonly seen bent or

distorted out of plane both in the
forward direction (toward the B-nut)
or the aft direction (away from the
B-nut). The bolt connecting the J-
tab to the P-clamp is always still
intact.

Tab Bent Forward Tab Bent Aft

Looking from below.

The J-tab on the right has a
formed shape by design.

Distorted J-tabs by themselves are a serviceable condition.

Look for damage in the J-tab beyond simply being distorted out of plane.
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 Interpreting Location A: Bent or Deformed
versus Cracked or Broken
B
A
C

Various levels of cracking can occur

prior to a J-tab completely
breaking. Be sure to examine
closely as migrating cracks can
usually be seen.

Cracks become
Bent or Distorted J-Tabs can be either breaks quickly (HCF)
bent forward or aft. Both conditions by
themselves can remain serviceable.

Bent or Deformed J-Tab: Serviceable

Cracked or Broken J-Tab: Not Serviceable GE PROPRIETARY INFORMATION 17
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 Location E: Forward Sump
B
Elbow
A
C

If the j-tab at location A is cracked

or broken, look forward to the
forward sump elbow. Lack of
support at A can lead to damage at
the elbow at E.

Cracking in the elbow has been

seen without significant tube
deformation

Cracking or deformation damage in the forward sump oil

tube elbow cannot be repaired without full CRF disassembly
GE PROPRIETARY INFORMATION 18
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 B and C Sump Scavenge: 6o/c
B
A
C
Both scavenge tubes have 4-bolt
flanges. The B-sump flange is more
forward than the C-sump flange.
Two flat head bolts on the flange
C-sump flange
rather than 12-point heads
distinguishes the C-sump flange.
Gravity sends all oil in the CRF cavity
to 6 o’clock location, so wetting here
will accompany any other wetting
found. If dry stains are found, that is
one level of concern; if wet pooling is
evident, problems should be located.
B-sump flange Significant wetting may extend to the
scavenge tubes outside the CRF at 6
o/c or even into the exhaust nozzle of
the engine at the LP recoup ports.
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 Fwd & Aft Sump Seals
B
A
C

Gravity sends oil leaking across the

Forward sump o-ring to the B sump
scavenge tube location. Oil wetting
at the sump to frame joint is
indicative of an o-ring leak

Wetting at the C sump scavenge

tube is a typical indicator of an aft
o-ring leaking. Significant wetting
may result in oil draining out the
CRF at the 6 o/c strut position.

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