CF34 8 Borescope

GE Aircraft Engines
g CF34-8C BSI Training
CF34-8C
BORESCOPE INSPECTION
GEK 109929
TRAINING MATERIAL
g
CF34-8C BSI Training
This publication is for TRAINING PURPOSES ONLY. This information is accurate at the time of compilation;
however, no update service will be furnished to maintain accuracy. For authorized maintenance practices
and specifications, consult the pertinent Maintenance Manual.
This product is considered GE Aircraft Engines technical data information and therefore is exported under
U.S. Government Export License Regulations. It is issued to the user under specific conditions that the data,
or it’s product may not be resold, diverted, transferred, transshipped, reexported, or used in any other country
without prior written approval of the U.S. Government.
The information contained in this document is disclosed in confidence. It is the property of GE Aircraft Engines
and shall not be used (except for evaluation), disclosed to others, or reproduced without the expressed
written consent of GEAE. If consent is given for reproduction in whole or in part, this notice shall appear
on any reproduction, in whole or in part. The foregoing is subjected to any rights the U.S. Government may
have acquired as such information.
GE PROPRIETARY INFORMATION
The purpose of the CF34-8 borescope

inspection of selected areas is to evaluate
the condition and, if necessary, monitor
them under a cycle limitation, repair them
or remove the engine before a failure
of the components occurs.
All borescope procedures and port
locations are illustrated in the CF34-
8C1/8C5 Engine Manual, GEK 105091
CF34-8 Modules
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iSafety iTemp Limitations

iQualification iRequired Equipment
iQuantification iComparative Measurements
iDocumentation iIndexing
iUse and Care
iScheduled and Special Inspections
iPossibility of electrocution or explosion.

Ensure all equipment is properly grounded
iExtreme light can cause temporary

blindness and can lead to fatigue
iBe aware of heat generated from light sources,

they can cause burns
i Motivated subject matter experts work best
i Consider shop size, too many qualified

people = less practice, which can = mistakes
i Proficiency is one of the keys to becoming

an expert boroscope inspector
An incorrect inspection can cause the

removal of an engine that is not necessary
iIs what you found within limits? How will you know?
Refer to your GEMM/AMMs
iFOD damage on the early stages usually means more

to follow
iNever hesitate to ask for a second opinion from a

subject matter expert
hThe final and most important step
iClearly define what you found

iProper documentation results in less
maintenance in the future due to duplication
of defects being recorded by previous
inspections
gCF34-8C BSI Training
i Scopes are very expensive
i Know your equipment, do not step on it,

close it in tool boxes, insert it into hot sections, etc...
i Know where you are
i Seek help if you get lost
i Always refer to the most current inspection criteria
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•Scheduled Inspections
The CF34-8 Engine Maintenance Programs establishes inspections intervals.
These inspections and limits apply to an assembled engine and are used to
establish continued airworthiness.
•Special Inspections
It is necessary for the maintenance of the engine that some inspections be made
on an unscheduled basis to be certain that the engine will operate at it’s best level.
These inspections are necessary when the engine has been operated in an
abnormal condition or event.
Examples of Special inspection included in the

maintenance manual.
iBird strike
iCompressor stall
iOvertemperature
iVisible flames from the tail pipe
iOverspeed
iLoss of performance
iFOD Ingestion
iOperation in Volcanic Ash
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MAKE SURE THAT THE INTERTURBINE TEMPERATURE (ITT)

IS LESS THAN 122 DEGREES F (50 DEGREES C) BEFORE
YOU START THE BORESCOPE INSPECTION PROCEDURE.
IF ITT IS MORE THAN 122 DEGREES F, DAMAGE TO THE
BORESCOPE CAN OCCUR.
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• For the hot section and general purposes, use a flexible borescope
(fiberscope) that is 6 mm diameter (maximum) by 1 meter long
(minimum).
• For the compressor section, the high-pressure turbine (HPT)
components, and the low-pressure turbine (LPT) components, use a
rigid borescope (right angle viewing) that is 4 mm diameter (maximum)
by 275 mm long (minimum).
• For the combustion liner and stage 1 nozzle assembly and the stage 1
blades, use a rigid borescope that is 8 mm or 10 mm diameter
(maximum)by 230 mm long (minimum).
• For all assemblies, a borescope probe that is 10.5 inches
(267 mm)long minimum.
Optional Equipment
• Additional 5 mm, 6 mm, 8 mm, 10 mm diameter rigid
borescopes,Video/digital/recording system, and Still-photo camera
attachments.
The intent of comparative measuring is to get the most

accurate estimate of damage and compare that to the manual
limits to determine if the engine is safe to operate.
One source available for the most accurate measurement

would be when the equipment itself does the measuring and documents it.
A good reference to compare defects to would include:

iBlade locking hardware
iCooling hole dimensions within liners
iGill holes in nozzles and turbine blades
iBlade and platform lengths
iA defect located next to a bolt head
iAnd good old fashioned (.032) safety wire
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Setting a reference position to the rotor provides

an easy method to come back quickly and
accurately to a defect found earlier
Stage 4 –10
Blade Locks
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• Remove the axis-B cranking plug.

NOTE: You do not have to remove the cranking pad cover to get access to
the Axis-B wheel bevel gear assembly.
• Using a 3/8-inch drive extension and ratchet wrench, insert the
extension into the 3/8-inch square hole of the axis-B cranking plug.
• Slowly turn the gearshaft in a CCW (ALF) direction to turn the
compressor rotor and the HPT rotor in a CW direction.
NOTE: One turn of the gearshaft equals 1.2 turns of the compressor and
HPT rotors.
CAUTION:BEFORE YOU TURN THE ROTOR, MAKE SURE THAT THE BORESCOPE
WILL NOT TOUCH ENGINE INTERNAL PARTS WHEN THE ROTOR MOVES. IF NOT,
DAMAGE TO THE INTERNAL PARTS OF THE ENGINE AND TO THE BORESCOPE CAN
OCCUR.
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CCW
CAUTION: THE CRANKING PLUG MUST BE

INSTALLED DURING ALL ENGINE OPERATION.
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To accomplish a complete borescope inspection, remove the

borescope port plugs in the steps that follow:
1. Cut the lockwire and remove the insulation blanket that covers S10.
2. Remove the borescope plugs from S6, S7, S8, S9, and S10.
3. Cut the lockwire and remove the insulation blanket that covers S15.
4. Remove the borescope plugs from S11, S12, S13, S14, and S15.
5. Remove the Igniter plugs (s16&s17), s18, s19, and s20.
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Engine Left Side

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Engine Right Side

• Accomplished at 4,000 hour intervals.

• Scheduled detailed inspection of the visible areas of the
engine variable geometry and stationary vanes for rubs and
internal damage.
• Scheduled detailed inspection of the engine compressor rotor
blades for evidence of FOD, cracks, rubs, and tip curls.
• 72-00-00 INSPECTION (Table 802)
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Right Left
Compressor Compressor
Case Case
• All borescope ports can be used with engine

removed from aircraft (shop inspections)
• Only outboard ports are used when engine is
installed (flight line inspections)
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Left Side Compressor

Case Ports
S9
S10
S8
S7
S6
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S6
S6
Stage 1
IGV
BLISK
Port o'clock position Blade/Vane

Visible Components
Number AFT looking FWD Qty.
S6 9:30 IGV's
Stage 1 Blisk Leading Edge 35
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S7
S7
Stage 2 Stage 3
BLISK BLISK
Port o'clock position AFT Blade/Vane

Visible Components
Number looking FWD Qty.
S7 10:00 Stage 2 Variable Vanes

Stage 2 Blades - Trailing Edge 41
Stage 3 Blades leading Edge 54
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S8
S8
Stage 4
Stage 5
Blades
Blades

Visible Components
Stage 5 Blades Leading Edge 73
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S9
S9
Stage 6 Stage 7
Blades Blades

Visible Components
S9 10:00 Stage 6 Vane Segment

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S10
S10
Stage 8 Stage 9
Blades Blades
Visible Components

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Right Side Compressor

Case Ports
S11
S12
S13
S14
S15
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S11
S11
Stage 1 IGV
BLISK

Visible Components
S11 2:30 IGV's
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S12
S12
Stage 1
IGV
BLISK

Visible Components
S12 2:00 IGV's
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S13
S13
Stage 3 Stage 2
BLISK BLISK

Visible Components

Stage 3 Blades leading Edge 54
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S14
S14
Stage 5 Stage 4
Blades Blades

Visible Components

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S15
S15
Stage 9 Stage 8
Blades Blades

Visible Components

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Stage 1-3 Blisk Inspection

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Stage 4 –10 Rotor Blades

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Stage 1-4 Variable Vanes Stage 5-10 Vane Segments - Typical

Typical
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• Accomplished at the first 3000 hours

• Every 1000 hours thereafter
• Scheduled detailed inspection of the visible areas of
the engine combustor and stage 1 and 2 turbine
nozzles.
• Scheduled detailed inspection stage 1 and 2 high
pressure turbine rotor blades
• 72-00-00 INSPECTION (Table 802)
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S18
S17 High Voltage

Igniter
S16 High Voltage

Igniter
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Visible Components
S16 - S17 8:00 - 4:30 Combustion Liner

Fuel Injectors
Stage One Nozzle
Stage 1 HPT Leading Edge 92
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Liner Damage
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Combustion Liner Comparative Measurements

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Visible Components
S18 4:30 Stage 1 Nozzle Vanes

Stage 1 HPT Blades 92
Stage 2 Nozzle Vanes
Stage 2 HPT Blades 68
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Stage 1 Nozzle Comparative Measurements

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Stage 2 Nozzle Inspection Areas

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Stage 1 HPT Blade Areas
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Stage 1 Damage
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Stage 2 HPT Blade Areas
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Visible Components
S19 LH/RH Stage 3 Nozzle Segment Vanes
7:00/6:30 Stge 3 Trailing Edge 90
Stage 4 Nozzle Segment Vanes
Stage 4 Leading Edge 94
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Visible Components
S20 LH/RH Stage 4 Training Edge 94
7:00/6:30 Stage 5 Nozzle Segment Vanes
Stage 5 Leading Edge 92
Stage 6 NozzleSegment vanes
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Stage 3-6 Rotor Blades

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For reinstallation, lubricate the threads of the borescope plugs with

Molykote 321R dry film lubricant.
- Install the borescope plugs at S9 and S10 (large diameter).

- Torque the borescope plugs to 90-100 lb. in. (10.2-11.3 Nm).
- Install the borescope plugs at S6, S7, and S8 (small diameter).
- Torque the borescope plugs to 70-80 lb in. (7.9-9.0 Nm).
- Install the piece of insulation blanket over S10. Secure the blanket with lockwire.
Install the Igniters and plugs s18, s19, and s20. And Torque the plug to 90-100 lb in.
(10.2-11.3 N•m).
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Itt thermocouple
An inspection for the leading edge of the stage 3 nozzle segments can
be accomplished by removing one or more ITT thermocouple probes.

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GE Aircraft Engines

g CF34-8C BSI Training

The purpose of the CF34-8 borescope

iSafety iTemp Limitations

iPossibility of electrocution or explosion.

iExtreme light can cause temporary

iBe aware of heat generated from light sources,

i Motivated subject matter experts work best

i Consider shop size, too many qualified

i Proficiency is one of the keys to becoming

An incorrect inspection can cause the

iFOD damage on the early stages usually means more

iNever hesitate to ask for a second opinion from a

hThe final and most important step

iClearly define what you found

i Scopes are very expensive

i Know your equipment, do not step on it,

i Know where you are

i Seek help if you get lost

i Always refer to the most current inspection criteria

Examples of Special inspection included in the

MAKE SURE THAT THE INTERTURBINE TEMPERATURE (ITT)

The intent of comparative measuring is to get the most

One source available for the most accurate measurement

A good reference to compare defects to would include:

Setting a reference position to the rotor provides

• Remove the axis-B cranking plug.

CAUTION: THE CRANKING PLUG MUST BE

To accomplish a complete borescope inspection, remove the

Engine Left Side

Engine Right Side

• Accomplished at 4,000 hour intervals.

• All borescope ports can be used with engine

Left Side Compressor

Port o'clock position Blade/Vane

Port o'clock position AFT Blade/Vane

S7 10:00 Stage 2 Variable Vanes

Port o'clock position AFT Blade/Vane

Port o'clock position AFT Blade/Vane

S9 10:00 Stage 6 Vane Segment

S10 9:30 Stage 8 Vane Segment

Right Side Compressor

Port o'clock position Blade/Vane

Port o'clock position Blade/Vane

Port o'clock position Blade/Vane

S13 2:30 Stage 2 Variable Vanes

Port o'clock position Blade/Vane

S14 2:30 Stage 4 Variable Vanes

Port o'clock position Blade/Vane

S15 2:00 Stage 8 Vane Segment

Stage 1-3 Blisk Inspection

Stage 4 –10 Rotor Blades

Stage 1-4 Variable Vanes Stage 5-10 Vane Segments - Typical

• Accomplished at the first 3000 hours

S17 High Voltage

S16 High Voltage

Port o'clock position Blade/Vane

S16 - S17 8:00 - 4:30 Combustion Liner

Combustion Liner Comparative Measurements