NON-DESTRUCTIVE

TEST MANUAL

PART 9-SPECTROMETRIC OIL

ANALYSIS PROGRAM

CFMI-TP-NT.11 NOVEMBER 30, 1980

REVISED MAY 31, 2000
 PART 9 - SPECTROMETRIC OIL ANALYSIS PROGRAM

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 PART 9 - SPECTROMETRIC OIL ANALYSIS PROGRAM

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 SPECTROMETRIC OIL ANALYSIS PROGRAM

1. General.

A. During operation, the lubricating oil of mechanical units becomes

contaminated with metallic particles ranging in size from a few
microns to several millimeters as a result of friction between
moving parts.

B. Large particles are usually detected by the periodic inspection of

filters and magnetic plugs and may relate to a state of
deterioration which is quite marked such as flaking of roller
bearings, gears or machining residues.

C. Under inspection, small particles are also a source for

determining the condition of a unit. By determining the
concentration and nature of metallic particles in suspension in
the oil (iron, aluminum, chrome, silver, nickel, etc ... ) it is
possible to be forewarned and to monitor the evolution of
incipient damage to a component of the unit concerned.

D. This method of detection is only applicable to damage which is

characterised by a previous abnormal production of metallic
particles in suspension and which is sufficiently progressive in
its evolution to allow preventive action to be taken.
Phenomenon such as fatigue and sudden failure cannot be detected.
This method of detection therefore serves to supplement the
inspection of filters and magnetic detectors.

E. A failure signature can be defined for each type of damage and

comprises not only of oil contamination by particles produced by
wear, but other symtoms as well. It is therefore necessary to look
for additional signs and to employ all other methods which will
assist in this task.

(1) Presence of chips on filters or magnetic chip detectors.

(2) Vibrations.

(3) oil pressure, consumption and discoloration.

(4) Borescopy.

(5) Gamma radiography.

It is the sum of this information which makes up the failure

signature.

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 2. Sampling.

NOTE: To be valid, the oil sample must be taken as soon as possible

after shutdown with a maximum of 15-30 minutes after engine has
stopped. No new oil must be added before sampling as this would
falsify the result.

A. Tools, Equipment and Materials.

NOTE: Equivalent substitutes may be used instead of the following

items.

(1) Tools and Equipment.

(a) Standard tools.

Description Manufacturer Code

Plastic bottles Local Purchase

and tubes

(2) Consumable Products. None required.

B. Procedure

WARNING: WAIT FOR AT LEAST 5 MINUTES AFTER ENGINE SHUTDOWN BEFORE

REMOVING OIL TANK CAP, TO ALLOW TANK PRESSURE TO BLEED
OFF. HOT OIL GUSHING FROM TANK COULD CAUSE SEVERE BURNS.

CAUTION: USE EXTREMELY CLEAN SCREW TOP PLASTIC BOTTLES AND PLASTIC
TUBES THAT HAVE NOT BEEN USED BEFORE.

(1) Open filler cap of oil tank as specified in maintenance manual

section 12-10-00.

(2) Take sample by squeezing plastic bottle and then dipping tube
end into oil. Release bottle to suction oil.

NOTE: A sample of 60 cc should be extracted for a spectromic

oil analysis. It is necessary to use a greater bottle
than 60 cc and avoid filling up the bottle. If other
analysis should be necessary (ferrography, chips
analysis...) a sample of 250 cc can be extracted.

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 (3) Fill and close oil tank as specified in maintenance manual
section 12-10-00.

NOTE: Samples for spectrometric analysis should be sent to

the laboratory as soon as possible

(4) Tag oil samples as follows:

(a) Engine total operating time.

(b) Operating time since last oil sampling.

(c) Date of sample.

(d) Identification of engine.

(e) Type and brand of oil used.

(f) Oil consumption.

NOTE: It is recommended that oil samples be taken at

approximately 200 hour intervals. If SOAP is to be
the primary method of monitoring, including bearing
fatigue failures, the interval should be
appreciably shorter 50 to 100 hour intervals.

3. Calibration and Analysis.

There are two types of equipment: emission and atomic absorption. They
have different sensitivities to the elements to be monitored.
Sensitivity, detection limits, and working range for analysis of each
element should be available from the equipment manufacturers.

The sensitivity of the equipment to particular elements should be

considered when analysing SOAP results. For example the equipment is
particularly sensitive to Mg. The Mg reported in the SOAP results for
some CFM56 engines is not believed to be attributable to an engine
part's distress as this element is a minor (2,5%) constituent of the
lube wetted parts materials.

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 A. Calibration of the spectrometer

Calibration procedures/recommendations should be obtained from the

manufacturer of the particular equipment to be used. Some of the
equipment manufacturers also supply the calibration fluids. A
standard calibration can be made using National Bureau of
Standards, NBS materials and the engine oil being used. If the
operator wishes to establish a calibration standard this way, the
following book reference is suggested. Methods for Emission
Spectrochemical Analysis, published by the American Society of
Testing Materials, 1916 Race Street, Philadelphia, Pa. 19103 -
Issue 1971, Method D-2P3, page 375.

In calibrating, and conducting the analysis, it should be noted

that the viscosity of the fluids (calibration fluids VS engine oil
VS fluid temperatures) may have an effect on SOAP results.

Also, in conducting analysis with atomic absorption type equipment

the air and gas flow rates for the fire may effect the results.
Fresh calibration fluids should be made and/or obtained as
recommended by the manufacturer.

B. Analysis.

Procedure recommendations should be obtained from the equipment

manufacturer. Practices that would alleviate possible analysis
variances such as shaking samples before analysis to obtain
uniform material dispersion, control of the sample temperature to
obtain consistent viscosity, calibration before each run, same
dilution agent/procedure used in conducting atomic absorption
analysis.

The laboratory data should be corrected for any metal constituents

in the oil. Corrections may also be considered for oil added
although the experience indicates that this is not necessary for
moderate oil consumption rates.

The concentration of wear material in the oil as indicated by

SOAP, for a healthy engine is very small for all elements
measured, including Fe. The small concentrations and possible
variations in analysis results precludes establishing specific
values at this time for normal SOAP results. Each airline should
establish the engine signature based on their analysis and
experience.

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 SOAP limits and the engine action required are variable as will be
apparent in the following paragraphs.

4. SOAP Data Analysis.

A. Iron (Fe) is the most significant metal to monitor. Copper (Cu),

Aluminium (Al), Nickel (Ni), Molybden (Mo), Zinc (Zn), Chromium
(Cr) and Silver (Ag) are possible secondary identifiers of part
distress. Silicon (Si) may be monitored for indications of oil
contamination.

B. Review SOAP data for significant quantity increases (or

appearances) and definite increasing trends. Absolute values
(limits) have not been significant in determining required action.

Each operator should establish their criteria and actions to be

taken for SOAP based on their experience and operations
considerations (route length and terrain, route versus service or
shop facilities and spare engines, etc ... ). The following
guidelines are provided for consideration (quantity values
provided indicate relative values - not limits):

(1) A sudden large (10 to 12 PPM) increase (or appearance) of Fe

or a minor increase (5 to 7 PPM) of Fe in conjunction with an
indication (2 PPM) of Cu. These SOAP results can indicate
rapid parts deterioration and in particular bearing distress.
In this case put the engine on watch do a daily inspection of
engine magnetic chip detectors.

(2) A progressively moderate increasing trend of Fe is

characteristic of excessive parts wear, such as the excessive
spline wear experienced with the IGB Horizontal Shaft Spline.

Although action for this type of distress is not as urgent as

the above, it is recommended that an engine investigation be
promptly conducted to determine and assess the part
deterioration and establish a program for monitoring the
distress until corrective action is taken. The Fe content in
the oil may attain a very large (100 + PPM) concentration
before corrective action is required providing the distress is
assessed and monitored such as can be done with the IGB shaft
spline wear.

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 (3) Review secondary metals (Cu, Al, Ni, Mo, Zn, Cr, Ag) in
conjunction with Fe SOAP results with figures 1 thru 16 for
guidance in diagnostic investigations of the engine.

Except for Cu, the secondary metals have not contributed to

the detection and isolation of part distress in the experience
to date. However, some of these metals have been noted in
review of some SOAP data received for engines which had
incurred a lube wetted parts failure or have been noted as
individualistic constituents of particular parts in review of
R figures 1 thru 26.

The following element associations are suggested as possible

distress identifiers:

(a) Fe, Cu - indication of bearing (CFM56 engine bearings

have steel cages - Ag may provide secondary
indication).

(b) Fe, Cu, Zn - indication of AGB bearing distress or lube

and scavenge pump bearing distress, pump
bearing distress may occur due to ingestion
of material from an engine part's distress,
and Fe indication may be from engine part.

(c) Fe, Cr - possible indication of gearbox parts distress;

IGB or AGB bearing distress. The gearbox bearing
housings and the IGB Horizontal drive shaft are
Cr plated.

(d) Fe, Ni, Cr - indication of bearing distress Fe, Ni, Cr are

major constituents of many parts in the
sumps.

(e) Fe, Ni, Al - indication of No. 3 bearings inner race

spinning; Fe, W may be the SOAP indication of
a future No. 4 bearing distress.

(f) Al - indication of lub module distress

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Oil Sampling for Analysis

Figure 1

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Chemical Composition of Materials (In Percent)

Figure 2 (Sheet 1 of 2)

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Chemical Composition of Materials (In Percent)

Figure 2 (Sheet 2 of 2)

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R CMF56-2 Engine Sump Area

R Figure 3

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 CMF56-2 Forward Sump Material
Figure 4 (Sheet 1 of 5)

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 CMF56-2 Forward Sump Material
Figure 4 (Sheet 2 of 5)

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 CMF56-2 Forward Sump Material
Figure 4 (Sheet 3 of 5)

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 CMF56-2 Forward Sump Material
Figure 4 (Sheet 4 of 5)

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 CMF56-2 Forward Sump Material
Figure 4 (Sheet 5 of 5)

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 CMF56-2 Transfer and Accessory Gearboxes, Radial Drive Shaft
Lubrication Unit
R Figure 5
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 CMF56-2 Accessory Gearbox Assembly
R Figure 6

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 Magnetic and Sealol Seal/Housing
R Figure 7

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 CMF56-2 Material Sheet Data
R Figure 8 (Sheet 1 of 2)

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 CMF56-2 Material Sheet Data
R Figure 8 (Sheet 2 of 2)

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R CMF56-2 No. 4 and No. 5 Bearing Area (AFT Sump)

R Figure 9 (Sheet 1 of 2)

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R CMF56-2 Material Sheet Data

R Figure 9 (Sheet 2 of 2)

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R CMF56-2 AFT Sump (Location of Seals)

R Figure 10

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R CMF56-3 Engine Sump Area

R Figure 11

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R CMF56-3 No. 1 Bearing Support and Oil Manifold

R Figure 12 (Sheet 1 of 3)

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R CMF56-3 No. 2 Bearing Area (Forward Sump)

R Figure 12 (Sheet 2 of 3)

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R CMF56-3 No. 1 and No. 2 Bearing Area (Material Sheet Data)

R Figure 12 (Sheet 3 of 3)

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R CMF56-3 No. 3 Bearing Area (Forward Sump Material)

R Figure 13 (Sheet 1 of 2)

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R CMF56-3 No. 3 Bearing Area (Material Sheet Data)

R Figure 13 (Sheet 2 of 2)

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R CMF56-3 AGB/TGB Forward Sump Material

R Figure 14 (Sheet 1 of 9)

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R CMF56-3 AGB/TGB Forward Sump Material

R Figure 14 (Sheet 2 of 9)

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R CMF56-3 Forward Sump Material

R Figure 14 (Sheet 3 of 9)

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R CMF56-3 Accessory Gearbox Assembly

R Figure 14 (Sheet 4 of 9)

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R CMF56-3 Accessory Gearbox Assembly

R Figure 14 (Sheet 5 of 9)

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R CMF56-3 TGB and Lubrication Unit Sump Material

R Figure 14 (Sheet 6 of 9)

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R CMF56-3 Magnetic and Sealol Seal/Housing

R Figure 14 (Sheet 7 of 9)

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R CMF56-3 Material Sheet Data

R Figure 14 (Sheet 8 of 9)

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R CMF56-3 Material Sheet Data

R Figure 14 (Sheet 9 of 9)

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R CMF56-3 No. 4 Bearing Area (AFT Sump)

R Figure 15 (Sheet 1 of 3)

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R CMF56-3 No. 5 Bearing Area (AFT Sump)

R Figure 15 (Sheet 2 of 3)

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R CMF56-3 No. 4 and No. 5 Bearing Area (Material Sheet Data)

R Figure 15 (Sheet 3 of 3)

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R CMF56-5A Engine Sump Area

R Figure 16

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R CMF56-5B Engine Sump Area

R Figure 17

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R CMF56-5C Engine Sump Area

R Figure 18

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R CMF56-5A No. 1 Bearing Support and Oil Manifold (Forward Sump)

R Figure 19 (Sheet 1 of 7)

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R CMF56-5B No. 1 Bearing Support and Oil Manifold (Forward Sump)

R Figure 19 (Sheet 2 of 7)

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R CMF56-5C No. 1 Bearing Support and Oil Manifold (Forward Sump)

R Figure 19 (Sheet 3 of 7)

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R CMF56-5A No. 2 Bearing Area (Forward Sump)

R Figure 19 (Sheet 4 of 7)

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R CMF56-5B No. 2 Bearing Area (Forward Sump)

R Figure 19 (Sheet 5 of 7)

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R CMF56-5C No. 2 Bearing Area (Forward Sump)

R Figure 19 (Sheet 6 of 7)

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R CMF56-5A/-5B/-5C No. 1 and No. 2 Bearing Area (Forward Sump)

R Figure 19 (Sheet 7 of 7)

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R CMF56-5A No. 3 Bearing Area (Forward Sump)

R Figure 20 (Sheet 1 of 4)

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R CMF56-5B No. 3 Bearing Area (Forward Sump)

R Figure 20 (Sheet 2 of 4)

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R CMF56-5C No. 3 Bearing Area (Forward Sump)

R Figure 20 (Sheet 3 of 4)

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R CMF56-5A/-5B/-5C No. 3 Bearing Area (Forward Sump)

R Material Sheet Data
R Figure 20 (Sheet 4 of 4)
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R CMF56-5A TGB Sump

R Figure 21 (Sheet 1 of 20)

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R CMF56-5A AGB/TGB Sump

R Figure 21 (Sheet 2 of 20)

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R CMF56-5A AGB/TGB Sump

R Figure 21 (Sheet 3 of 20)

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R CMF56-5B TGB Sump

R Figure 21 (Sheet 4 of 20)

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R CMF56-5B AGB/TGB Sump

R Figure 21 (Sheet 5 of 20)

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R CMF56-5B AGB Sump

R Figure 21 (Sheet 6 of 20)

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R CMF56-5C TGB Sump

R Figure 21 (Sheet 7 of 20)

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R CMF56-5C AGB/TGB Sump

R Figure 21 (Sheet 8 of 20)

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R CMF56-5C AGB Sump

R Figure 21 (Sheet 9 of 20)

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R CMF56-5A/-5B/-5C Accessory Gearbox Assembly

R Figure 21 (Sheet 10 of 20)

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R CMF56-5A/-5B/-5C Accessory Gearbox Assembly

R Figure 21 (Sheet 11 of 20)

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R CMF56-5A/-5B/-5C Magnetic Seal/Housing

R Figure 21 (Sheet 12 of 20)

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R CMF56-5A/-5B/-5C Sealol Seal

R Figure 21 (Sheet 13 of 20)

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R CMF56-5A/-5B/-5C Lubrication Unit

R Figure 21 (Sheet 14 of 20)

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R CMF56-5A Material Sheet Data

R Figure 21 (Sheet 15 of 20)

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R CMF56-5A Material Sheet Data

R Figure 21 (Sheet 16 of 20)

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R CMF56-5B Material Sheet Data

R Figure 21 (Sheet 17 of 20)

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R CMF56-5B Material Sheet Data

R Figure 21 (Sheet 18 of 20)

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R CMF56-5C Material Sheet Data

R Figure 21 (Sheet 19 of 20)

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R CMF56-5C Material Sheet Data

R Figure 21 (Sheet 20 of 20)

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R CMF56-5A No. 4 Bearing Area (AFT Sump)

R Figure 22 (Sheet 1 of 7)

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R CMF56-5B No. 4 Bearing Area (AFT Sump)

R Figure 22 (Sheet 2 of 7)

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R CMF56-5C No. 4 Bearing Area (AFT Sump)

R Figure 22 (Sheet 3 of 7)

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R CMF56-5A No. 5 Bearing Area (AFT Sump)

R Figure 22 (Sheet 4 of 7)

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R CMF56-5B No. 5 Bearing Area (AFT Sump)

R Figure 22 (Sheet 5 of 7)

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R CMF56-5C No. 5 Bearing Area (AFT Sump)

R Figure 22 (Sheet 6 of 7)

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R CMF56-5A/-5B/-5C No. 4 and No. 5 Bearing Area (AFT Sump)

R Material Data Sheet
R Figure 22 (Sheet 7 of 7)
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R CMF56-7B Engine Sump Area

R Figure 23 (Sheet 1 of 2)

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R CMF56-7B Engine Sump Area

R Figure 23 (Sheet 2 of 2)

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R CMF56-7B No. 1 Bearing Support and Oil Manifold

R Figure 24 (Sheet 1 of 5)

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R CMF56-7B No. 2 Bearing Area (Forward Sump)

R Figure 24 (Sheet 2 of 5)

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R CMF56-7B No. 3 Bearing Area (Forward Sump)

R Figure 24 (Sheet 3 of 5)

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R CMF56-7B No. 1 and No. 2 Bearing Area (Forward Sump)

R Material Sheet Data
R Figure 24 (Sheet 4 of 5)
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R CMF56-7B No. 3 Bearing Area (Forward Sump)

R Material Sheet Data
R Figure 24 (Sheet 5 of 5)
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 CMF56-7B AGB/TGB Sump
R Figure 25 (Sheet 1 of 5)

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 CMF56-7B AGB/TGB Sump
R Figure 25 (Sheet 2 of 5)

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R CMF56-7B AGB/TGB Sump
R Figure 25 (Sheet 3 of 5)

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R CMF56-7B Gearboxes Area (Forward Sump) Material Sheet Data

R Figure 25 (Sheet 4 of 5)

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R CMF56-7B Gearboxes Area (Forward Sump) Material Sheet Data
R Figure 25 (Sheet 5 of 5)

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 CMF56-7B No. 4 Bearing Area (Aft Sump)
R Figure 26 (Sheet 1 of 3)

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 CMF56-7B No. 5 Bearing Area (Aft Sump)
R Figure 26 (Sheet 2 of 3)

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R

R CMF56-7B No. 4 and No. 5 Bearing Area (Aft Sump) Material Sheet Data
R Figure 26 (Sheet 3 of 3)

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R (4) It is recommended that each airline compile a SOAP history
record for each incurred engine failure and/or lube wetted
parts distress with careful correlation of exhibited SOAP
indications to parts damage using figure 1 for guidance. These
records may provide for establishing SOAP diagnostic criteria.

R (5) Investigate the engine for increased oil consumption if a SOAP

trend suddenly drops or the rate of increase is reduced. High
oil consumption can indicate lube wetted parts distress. Also
a drop in SOAP indications caused by the diluting effect of
increased oil additions may be interpreted as a correction of
a false indication of part's distress.

C. Diagnostics

Consider the following engine investigations and monitoring as

determined by SOAP data analysis and experience:

(1) Inspect the engine collection devices (magnetic chip detector,

pump scavenge inlet screens, scavenge oil filter).

(2) If the collectors have debris, substantiating possible parts

distress, investigate per chip analysis.

(3) If the collectors do not have debris, substantiating possible

parts distress, the engine should be "put on watch" and the
following investigations and monitoring conducted:

(a) Take an oil sample and expedite SOAP evaluation.

(b) Review engine oil consumption history. Inspect the engine

for evidence of internal oil leakage, including borescope
inspections and a ground engine run.

(c) Review engine vibration history. Increasing vibration can

be an indication of bearing distress.

(d) If the SOAP indication was a sudden increase in Fe,

monitor the engine collection devices daily until the SOAP
indication is resolved.

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 (e) If the SOAP indication is a progressively increasing Fe
trend, consider the following engine
investigations/monitoring:

1 Perform Radiographic inspection of the IGB radial

shaft.

2 Perform Radiographic inspection of the No. 3 bearing or

No. 4 bearing areas.

3 Monitor engine oil consumption, vibration, and chip

analysis collection devices on more frequent time
interval until distress indication is resolved.
Consider spectrographic analysis of material collected.
Review oil leakage troubleshooting and consider
borescope inspection of compressor for oil wetting.

(f) If the SOAP indication is a progressively increasing Si

silicon trend (over 10 PPM), as Si is composed by silica
and/or silicone (contained in greases), the following
procedure could be performed.

1 Perform a SOAP on oil sample and determine Si

concentration (CI).

2 Perform a filtration of sample with a filter of

11.8 micro inches (0,3 micrometer).

3 Perform a second SOAP on the sample and determine Si

concentration (C2).

If CI concentration is approximately equal to C2

concentration there is no silica in oil.

If CI concentration is higher than C2 concentration

there is a silica contamination (look for presence of
silica on filter).

Refer to Maintenance Manual, chapter 12-10-00,

paragraph 6. "Flushing of Oil System in the case of oil
system contamination.

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 (g) Consider changing the engine oil and corroborating the
SOAP results previously obtained if the engine inspections
do not confirm on indicated problem.

(h) Decrease the oil sampling and SOAP analysis time

intervals.

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