Power Plant Base Maintenance LEAP - Resolved

Power Plant Base Maintenance
Course
General Electric and SNECMA
LEAP. 1A & 1B ENGINE
12/04/2020 Developed By Jorge Bonilla 1

ADVERTENCIA.
La información contenida en este documento se utiliza

solamente como medio de entrenamiento, en ningún caso
puede ser utilizada como documento guía para realizar
mantenimiento. En todos los casos usted deberá utilizar
únicamente el manual del fabricante del producto aeronáutico
como los AMM, IPC, SRM, Overhaul manual , CMM etc
siempre verificando su ultima revisión.
Varios de los videos o fotografías aquí mostradas son con el

propósito de entrenamiento y algunos no pertenecen al motor
LEAP1A o LEAP 1B

Bibliografía
Este documento fue preparado por el Ing Jorge E

Bonilla, utilizando documentación y fotografías
propias y extractadas de los siguientes documentos
AMM 737 MAX
AMM A 320 NEO
CMM LEAP 1A
Training Manual LEAP 1A GE academy
FAA 8083-32 volumen 1 & 2

Part One
https://www.youtube.com/watch?v=0WYIXSBxOX8

Introducction to the LEAP-1A & 1B Family
Identify and Locate . This engine is the evolution of the CFM 56 5B produced
for more than 25 years https://www.youtube.com/watch?v=osQGSFVEg2I
The Leading Edge Aviation Propulsion (LEAP) 1A engine powers the entire Airbus
A320 NEO family of aircraft:- A319,- A320,- A321.
Boeing B 737 MAX or B737-10 and Chinese aircraft COMAC C 919
The powerplant thrust range is 24,400 to 32,900 lbf (108,537 to 146,346 N).

Overall Dimensions and Ground Clearance.
Identify and Locate
The overall dimensions of the powerplant are: - length: 210 inches (5.34 m),
- air inlet outer diameter: 83 inches (2.12 m),
- ground clearance: 18 inches (0.46 m).
The powerplant weight is still to be confirmed.
https://www.youtube.com/watch?v=0WYIXSBxOX8

Airflow
Identify and Locate
The air enters the inlet, is accelerated by the fan and separated into two flows:
The primary airflow and the secondary airflow.
The primary airflow goes through the inner section of the fan blades and is
directed into a booster compressor. The flow then enters the High Pressure
Compressor (HPC) and is directed into the combustion chamber.
The airflow is mixed with fuel and ignited. The gas flow produced provides
energy to the turbines.
The secondary airflow goes through the outer section of the fan blades and
the Outlet Guide Vanes (OGVs). It exits through the nacelle discharge duct to
produce thrust. The net thrust is the sum of the secondary flow of
approximately 93% and the primary flow of approximately of 7% .The
secondary airflow is also used in the thrust reverser system on the ground.
The engine by-pass ratio is approximately 11:1.

Quick Engine Change and Cowls
The major components of the LEAP powerplant are:
- the Quick Engine Change (QEC), - the fan cowl doors and thrust reverser cowls.
The QEC consists of the following components:- the air intake cowl, - the Engine Build-
Up (EBU), - the exhaust, - the engine mounts and thrust links.

Forward Mount and Thrust Links
The forward mount and the engine thrust links are mounted on the forward pylon primary
structure.
The forward mount is located on the rear flange of the fan hub at the 12 o'clock position.
The engine thrust links are located on each side of the engine forward mount.
The engine thrust links are attached to two thrust link fairings (parts of the fan hub).
Purpose
The forward mount allows the engine forward section to be positioned and supported.
The thrust links main function is to transmit the engine torque load to the forward mount.

Aft Mount
The engine aft mount is located on the Turbine Rear Frame (TRF) clevis in the 12 o'clock
position.
The engine aft mount is mounted beneath the pylon primary structure.
Purpose
The engine aft mount allows the engine rear section to be positioned and supported.

Maintenance Concept
The LEAP-1A engine uses a preventive maintenance concept called "on-condition

maintenance".
The on-condition maintenance concept provides repetitive inspections or tests to determine
the condition of units, systems, or portions of structure with regard to continued
serviceability. This means that the engine has no periodic overhaul schedule and can remain
installed until something important occurs, or when lifetime limits of parts are reached.
The engine uses all modern maintenance techniques to anticipate problems before a failure:
- borescope inspection,
- particle analysis,
- engine health condition & performance trend monitoring,
- engine vibration monitoring,
- built-in test troubleshooting analysis.

Performance - Limits
The LEAP-1A engine is a two spool axial flow turbofan.

The Low Pressure (LP) and High Pressure (HP) rotors turn in the clockwise direction After
Looking Forward (ALF).
Engine pressure ratio are: - bypass pressure ratio: 11:1,
- core pressure ratio: 22:1.. Rotating speeds and limits are :
- Low Pressure rotor (N1) 100%: 3856 rpm,
- maximum High Pressure rotor (N2) 100%: 16645 rpm,
- maximum Low pressure rotor (N1) RPM 3894 (101%),
- maximum High pressure rotor (N2) RPM 19391 (116.5%).
Exhaust Gas Temperature (EGT) limits are: - 1060°C,
- air Start : 875°C, - ground start 750°C.
Engine deterioration is directly related to engine hot section time & temperature (EGT)
operation. Rapid temperature transients also increase the deterioration rate of hot parts.
Corner points ambient temperatures (at sea level):
Ambient temperature impacts the EGT levels. Below the corner point temperature, at a
given rating, engine thrust is maintained and the EGT increases with ambient
temperature. Above the corner point temperature, the EGT level is maintained and the
engine thrust decreases with ambient temperature :
- the take-off corner point ambient temperature ( at sea level) : from 30°C (LEAP-1A 35) to
45°C ( LEAP-1A23),
- the maximum continuous corner point ambient temperature (at seal level) : 10°C.
Maintenance - Borescope Inspection Ports
Identify and Locate
The LEAP-1A borescope ports are located on the engine external cases.
Borescope Inspection (BSI) ports are located on the right side of the engine, with one on the
left side for the combustion chamber (aft looking forward). There are 26 BSI ports:
- the Low Pressure Compressor (LPC) has two ports (A and B), positioned between 3 and 4
o'clock,
- the High Pressure Compressor (HPC) has eleven ports (C to M), positioned: C to G between 4
and 5 o'clock, H to J between 1 and 2 o'clock, K to M between 4 and 5
o'clock,
- the combustion chamber has four ports (N to Q), positioned at 2, 5, 7 and 10 o'clock
respectively.
Ports O and P are the left and right igniter ports,
- the High Pressure Turbine (HPT) has two ports (R and S), positioned between 2 and 4 o'clock,
- the Low Pressure Turbine (LPT) has seven ports (T to Z), positioned: T between 3 and 4
o'clock, U to Z at 4 o'clock.
All ports are fitted with self-locking plugs, except ports A and B.
Purpose
The borescope ports give access to the engine internal parts to check their condition during
scheduled and "on-condition" inspections.
The borescope ports also give access for the rework of the blade leading or trailing edge using
boro-blending tools.
Mechanical Arrangement. Identify and Locate
The LEAP engine consists of:
- the Low Pressure (LP) rotating system (N1 speed),
- the High Pressure (HP) rotating system (N2 speed),
- 5 bearings,
- 3 sumps,
- 3 structural frames,
- the accessory drives.

Mandatory Maintenance - Life-Limited Parts List
Identify and Locate
Air Transport Association (ATA) Chapter 05 identifies the life limits for rotating
(spools, shafts and blisks) and static (Combustor Diffuser Nozzle (CDN) case)
critical engine parts and the approved mandatory inspection intervals if any.
The life of parts is given in flight cycles.
The cycles for each part serial number must be counted continuously from its
first entry into service.
A cycle is defined as:
- a flight which has a take-off and landing, or - a touch-and-go landing and
take-off used to train pilots.
It is the operator’s responsibility to maintain accurate records of the total
number of cycles operated and the number of cycles remaining.

Engine Sumps And Bearings Identify and Locate
The two engine rotors are supported by five bearings:
- the Low Pressure (LP) rotor (N1) is supported by bearings No. 1, 2 and 5,
- the High Pressure (HP) rotor (N2) is supported by bearings No. 3 (3B + 3R) and 4.
These five bearings are located in three different sumps:
- the A sump (forward), that includes two ball bearings (No. 2 and 3B) and two roller bearings (No. 1 and 3R),
- the B sump (middle sump), that includes one roller bearing No. 4,
- the C sump (rear sump), that includes one roller bearing No. 5.
The A sump is located inside the fan and booster module and the fan frame module.
The B sump is located inside the Turbine Center Frame (TCF).
The C sump is located inside the Turbine Rear Frame (TRF).
Purpose
The function of the bearings is to support axial & radial loads from the engine rotors (LP & HP).
- roller bearing No. 1 supports radial loads from rotors N1 & N2,
- ball bearing No. 2 supports axial and radial loads from rotors N1 & N2,
- roller bearing No. 3R supports radial loads from rotors N1 & N2,
- ball bearing No. 3B supports axial and radial loads from rotors N1 & N2,
- roller bearing No. 4 supports radial loads from the rear end of rotor N2,
- roller bearing No. 5 supports radial loads from the rear end of rotor N1.
The function of the engine sumps is:
- to isolate the bearings and oil area with a sealed device that prevents oil leaks to other engine areas and minimize
engine oil consumption,
- to supply the bearings with permanent oil lubrication.
Functional Description
Sump A is sealed by two carbon seals & one air seal.
Sump B is not pressurized and is sealed by a carbon seal and an air/oil seal.
Sump C is not pressurized and is sealed by a carbon seal and an air/oil seal.
To reduce rotor vibration level, roller bearings No.1, No. 3R and No. 5 are Squeeze-Film Damped (SFD) bearings.
Ball bearing No. 3B is installed on a spring-design Developed
12/04/2020
support. By Jorge Bonilla 21
Engine Sumps Seals Identify and Locate
The vented A sump front sealing is realized with a Segmented Radial Seal(SRS) composed of a
Carbon and a labyrinth seal, an intermediate classic abradable/seal tooth seal is located
upstream the N°3 bearing and downstream a SRS ensures the aft sealing. The non vented B
sump sealing is done by an abradable/seal tooth seal upstream and a SRS downstream.
The non vented C sump sealing is done by an abradable/seal tooth seal upstream and a SRS
downstream.
Purpose
The sump seals prevent any oil leaks from the engine sumps.

Air Inlet Section – General- Identify and Locate
The air inlet section is located at the front of the engine.

The main components of the air inlet section are:
- the fan case module: located at the front of the air inlet section around the fan and booster module,
- the fan frame module: located between the fan case module and the High Pressure Compressor (HPC) module, around
the fan and booster module, - the fan and booster module: located at the front of the air inlet section and contained by
the fan case and fan frame modules,
- the bearing No. 1 and No. 2 support module: located between the fan and booster and fan frame modules.
Purpose
The main functions of the air inlet section are:
- to supply the HPC with compressed air,
- to contribute to the engine thrust,
- to provide structural attachment for the front of the engine.
The main functions of the fan case module are:
- to provide fan blade containment,
- to support the air intake cowl,
- to provide attachment points for the engine ground handling.
The main functions of the fan frame module are:
- to direct and ensure a smooth aerodynamic airflow,
- to support the engine,
- to transmit the powerplant thrust to the aircraft.
The main functions of the fan and booster module are:
- to supply the main part of the engine thrust through the fan rotor,
- to increase kinetic energy of the airflow,
- to provide air pressure to the HPC module through the booster.
The main function of the No. 1 and No. 2 bearing support module is to support the Low Pressure
Compressor (LPC) Rotor.
Air Inlet Section - Interface
Rear interface (static parts):
The rear flange of the air inlet section is connected to the forward flange of the High
Pressure Compressor (HPC) module by a bolted flange.
Rear interface (rotating parts):
The rear end of the Low Pressure Compressor (LPC) shaft is connected to the Low Pressure
Turbine (LPT) shaft through splines and a slotted nut.
The air inlet section is connected to the aircraft pylon through the thrust bars and forward
mount.
The air inlet section receives air from the air intake and delivers it in two airflows:
- the primary airflow,
- the secondary airflow.

Fan And Booster Module. Identify and Locate.
The front spinner is located at the front of the engine, at the front of the front platform shroud.
The platform front shroud is located between the front spinner and the fan disk and fan blades.
The eighteen fan blades are located between the platform front shroud and the booster spool.
The fan blade platforms are located between the fan blades.
The flow splitter is located behind the fan blades, at the front of the booster.
Purpose
The main function of the fan blades is to provide energy to the airflow by acceleration and increase of
the airflow pressure.
The main functions of the front spinner are:
- to direct and provide a smooth aerodynamic airflow to feed the fan stage,
- to protect the booster against Foreign Object Damage (FOD) and icing phenomenon,
- to reduce the noise level.
The main functions of the platform front shroud are:
- to provide a smooth aerodynamic surface for the airflow,
- to receive the fan blade balance weights that are used to balance the engine rotor,
- to secure the fan blade platfrorm position.
The main functions of the flow splitter are:
- to separate the primary and secondary airflows,
- to evacuate the hot air coming from the engine anti-icing system.
The main function of the fan blade platforms is:
- to provide a smooth aerodynamic surface for the airflow.
- Please see the video https://www.youtube.com/watch?v=mX6N8koZxXg

https://www.youtube.com/watch?v=mX6N8koZxXg

Front Spinner And Platform Front Shroud Interfaces
The rear flange of the front spinner is connected to the platform front shroud by radial
screws.
The rear flange of the platform front shroud is connected to :
- the fan disk by axial screws mounted in the fan disk barrel nuts,
- the fan blade platforms.
The platform front shroud has provisions for the installation of the fan blade balance
weights.
The front spinner is an aerodynamic fairing. It is made of anodized aluminum alloy.
The platform front shroud is made of titanium.

Fan Blade
Each fan blade is installed in a fan disk slot with:

- a spacer to keep the blade in the correct radial position,
- a fan blade lock to keep the blade in the correct axial position.
The fan blades are separated by the fan blade platforms and the fan disk shields.
The rear section of the fan blades is in contact with the booster spool.
The fan blades are solid, wide chord, 3D-designed parts.
They are made of 3D woven composite material and have a titanium leading
edge.
To reduce fretting vulnerability, wear strips are added to surfaces in contact with:
- the fan disk,
- the platforms,
- the fan blade lock,
- the booster spool.
No lubrication of the fan blade root is necessary.

Flow Splitter
The flow splitter is connected:
- to the No. 1 and No. 2 stator flange of the booster by axial bolts,
- to the flow path panel by radial screws.
The flow splitter receives hot air from the High Pressure Compressor (HPC) stage 7
for anti-icing protection.
The flow splitter is a one-piece titanium part and includes:
- six machined holes for the connection with the anti-ice supply tubes,
- 188 notches under the leading edge to exhaust HPC 7th stage anti-icing air into
the primary airflow

Fan Case Assembly. Identify and Locate
The fan case is located between the air intake section and the fan frame module.
It is the external part of the fan case assembly.
The acoustic shroud, the abradable liner and the five aft acoustical panels are located
on the inner surface of the fan case:
- the acoustic shroud is at the front,
- the abradable liner is radially in line with the fan blades,
- the five aft acoustical panels are at the rear.
Purpose
The main functions of the fan case are:
- to ensure fan blade containment,
- to support the air intake cowl,
- to duct the air.
The main function of the acoustic shroud and aft acoustical panels is to reduce noise.
The main function of the abradable liner is to provide a wear surface between the fan
case and the fan blade tips.
The common function to all these parts is to provide a smooth aerodynamic surface for
the secondary airflow.

Fan Case And Abradable Liner Interfaces
The forward flange of the fan case is connected to the air intake cowl by a bolted flange.
The rear flange of the fan case is connected to the fan frame shroud by a bolted flange.
The inner surface of the fan case supports:
- the acoustic shroud,
- the abradable liner,
- the aft acoustical panels.
The outer surface of the fan case has:
- two threaded hoisting points for engine ground handling purposes at 2 and 10 o'clock.
- mountings for engine equipment such as the
Accessory GearBox (AGB).
The abradable liner is adhesive-mounted on the inner surface of the fan case.
The fan case is made of composite material.
The abradable liner consists of:
- a support made of honeycomb (NOMEX) and carbon fiber skin,
- an abradable layer made of blue MINNESOTA.

Fan Frame Module Identify and Locate
The Outlet Guide Vanes (OGVs) are located between the fan frame shroud (outer diameter) and the fan hub (inner
diameter).
They are evenly distributed over the circumference of the fan hub.
The OGV set includes 41 OGVs and 3 OGV struts:
- OGV Strut No. 1 is located at 12 o’clock,
- OGV Strut No. 5 is located at 6 o’clock,
- OGV Strut No. 6 is located at 8 o’clock.
The OGV platforms are located between the OGVs on the fan frame shroud.
The five shroud segments form the central shroud of the engine kit.
They are located between the fan hub outer flanges and the struts.
The struts are also parts of the engine kit.
They are located between the fan frame shroud and the central shroud:
- strut No. 1 is located at 12 o’clock,
- strut No. 5 is located at 6 o’clock,
- strut No. 6 is located at 8 o’clock.
Purpose
The main functions of the Outlet Guide Vanes (OGVs) are:
- to direct the secondary airflow,
- to provide redundant radial support between the fan frame shroud and the fan hub.
The main functions of the OGV struts are:
- to guide the equipment inside hollow OGVs,
- to direct the secondary airflow,
- to provide redundant radial support between the fan frame shroud and the fan hub.
The main functions of the struts are:
- to house and protect tubings,
- to direct the secondary airflow.
The main function of the shroud segments is to support the struts.
The common function to all these parts and to the OGV platforms is to provide a smooth aerodynamic surface for the
secondary airflow.
Outlet Guide Vane, Struts, Platform Interfaces
Each Outlet Guide Vane (OGV) and OGV strut are connected:
- to the fan frame shroud by four radial bolts,
- to the fan hub by two radial bolts and two axial bolts.
The OGVs and the OGV struts are separated by:
- an OGV platform on their outer airfoil section,
- an OGV seal on their inner airfoil section.
The OGV platforms are in line with:
- the acoustical panels at the front,
- the fan frame flow path panels and the Surface Air Cooling Oil Cooler (SACOC) surfaces
at the rear.
The OGVs are made of aluminum covered by an aluminum sheet.
They are hollow and feature a rib to prevent vibrations.
They come in nine different profiles, depending on their radial position around the fan
hub.
The three OGV struts (No. 1, 5 and 6) are made of titanium.
OGV strut No. 5 houses the oil return tube.
OGV strut No. 6 houses the Radial Drive Shaft (RDS).

Struts And Shrouds Segments
The struts are connected:

- to the fan frame shroud by radial bolts on their outer platform,
- to the central shroud (made of the five shroud segments) by radial screws on their inner
platform,
- to the fan hub by radial screws on their forward inner platform flange.
Two flow path panels are installed on both sides of engine kit strut No. 1, and two flow
path panels are installed on both sides of engine kit strut No. 5.
The front flange of the central shroud is attached to the outer flange of the fan hub.
The rear flange of the central shroud is in contact with the front flange of the inner fixed
structure of the Thrust-Reverser (T/R).
The struts (No. 1, 5 and 6) and the five segments are made of titanium.
Strut No. 5 houses four oil tubes and two pressure sense lines.
Strut No. 6 houses three fuel tubes.
The struts are positioned axially by a groove.
Two adjacent shroud segments are linked by a titanium shroud junction fitting.
The five segments of the central shroud have cut-outs to house:
- eight Variable Bleed Valve (VBV) ducts all around the central shroud,
- the duct of the Low Pressure Turbine Active Clearance
Control (LPTACC) and the High Pressure Turbine Active Clearance Control (HPTACC).

Part Two

High Pressure Compressor Module - General
Identify and Locate

The High Pressure Compressor (HPC) module is located between the air inlet and the
combustion section.
The main components of the HPC module are:
- the forward and rear compressor stator assembly located between the air inlet and the
combustion section,
- the HPC rotor assembly located in the forward and rear compressor stator assembly.
Purpose
The main functions of the High Pressure Compressor (HPC) module assembly are:
- to increase the pressure of the booster discharge air for combustion,
- to provide air for cooling and customer bleed,
- to provide torque to the accessory drives.
The High Pressure Compressor (HPC) rotor assembly increases the velocity and pressure of
the airflow and transmits torque from the turbine section (HP parts) to the accessory drives.
The forward and rear compressor stator assembly converts air velocity into pressure rise and
directs the airflow onto the next higher HPC stage with an adjustable incidence.
https://www.youtube.com/watch?v=CXSi4GXUojo

High Pressure Compressor Module - Details
Interfaces
Forward interface (static parts):
The High Pressure Compressor (HPC) module is connected to the fan frame module of the air inlet
section. Forward interface (rotating parts):
The HPC module is connected to the Inlet GearBox (IGB) in the fan frame module.
Rear interface (static parts): The HPC module is connected to the Combustor
Diffuser Nozzle (CDN) assembly, a part of the combustion section.
The HPC module is connected to the High Pressure Turbine (HPT) rotor assembly, a part of the turbine
section.
The HPC module interfaces with compressor control system parts which operate the Inlet Guide
Vanes (IGVs) and Variable Stator Vanes (VSVs).
The HPC module is connected to various bleeds to supply the following with air:
- the engine air system, - the customer bleeds, - the nacelle anti-ice system, - the engine compressor
control.
The HPC module receives air from the air inlet section and delivers it to the combustion section.
Operation
The HPT rotor assembly provides rotation to the HPC module, thus increasing the ressure of the
airflow to feed the combustion section.
The blade stages of the HPC rotor assembly accelerate the airflow while the matching vane stages of
the forward and rear compressor stator assembly straighten and direct this airflow onto the next
higher stage. In order to optimize the HPC module operation, the IGVs and VSVs position are
modulated by the compressor control system. When the speed of the HPC rotor assembly increases,
the IGVs and VSVs are axially open, and axially closed when the HPC rotor assembly speed decreases.
High Pressure Compressor Rotor Assembly
Interfaces
Forward interface:
The High Pressure Compressor (HPC) rotor assembly is supported through the front shaft by thrust ball
bearing No. 3 and roller bearing No. 3, which are located within the Inlet GearBox (IGB).
Rear interface:
The HPC rotor assembly is connected to the High Pressure Turbine (HPT) stage 1 disk Forward flange by a
bolted flange.
The HPC rotor assembly interfaces with the HPC stator assembly through air seals, and the forward section
of the HPT air duct.
Functional Description https://www.youtube.com/watch?v=FCfZQMPQa7g
The HPC rotor assembly consists of the six following parts kept together by three bolted flanges:
- the stage 1 compressor rotor blisk that is a single titanium component making up the front shaft, disk,
blades, seal teeth and rear arm, - the stage 2 compressor rotor blisk that is a single
titanium component making up the disk and blades, - the stage 3-4 compressor rotor blisk that is a single
titanium component making up the stage 3 disk, stage 3 blades, stage 4 disk and stage 4 blades,
- the stage 5 compressor rotor blisk that is a single inconel component making up the disk and blades,
- the stage 6-10 compressor rotor spool that is a five-rotor disk one-piece component. Each disk has axial
grooves to hold the dovetail blades. At each stage, the rotor blades are secured with two locking lugs,
- the Compressor Discharge Pressure (CDP) rotating air seal.
All the rotating blades of the HPC rotor assembly have the latest technology 3D-aero design.
Inside the HPC rotor assembly, fourteen HPC outer impeller tubes extend radially outward-from and
perpendicular-to the impeller tube support. Each HPC outer impeller tube is retained in the impeller tube
support.

Forward And Rear Compressor Stator Assembly Interfaces
Forward interface:
The forward compressor stator assembly is connected to the middle and inner rear flanges of the fan hub by two
bolted flanges.
Middle interface:
The forward compressor stator assembly and the rear compressor stator assembly are connected by a bolted flange.
Rear interface:
The rear compressor stator assembly is connected to the Combustor Diffuser Nozzle (CDN) assembly by a bolted
flange.
The forward compressor stator case consists of two matched halves.
Each Inlet Guide Vane (IGV) and Variable Stator Vane (VSV) have:
- an inner trunnion for the connection with the inner compressor stator shrouds,
- an outer trunnion for the connection respectively with the fan hub and forward compressor stator case,
- a lever arm connection.
The IGVs are made of aluminium alloy, the first three VSV stages are made of titanium alloy and stage 4 VSVs are
made of nickel alloy. The air seals at the inner diameter of stage 1-4
compressor stator shrouds prevent air from leaking into the previous High Pressure Compressor (HPC) stage.
The five stages of the rear compressor stator assembly are individual stages kept together by bolted flanges. Each
stage has fixed compressor stator vanes. The two parts that have a mounting flange for the connection with the
forward compressor stator assembly
and the CDN assembly are:
- the aft compressor stator extension case linked to stage 7 compressor stator vane,
- the wishbone aft inner compressor stator case linked to stage 9 compressor stator vane.
Air seals at the inner diameter of each compressor stator stationary seal prevent air from leaking into the previous
HPC stage.

Combustion Section - General
Identify and Locate

The combustion section is located between the High Pressure Compressor (HPC) module
and the Turbine section.
The main components of the combustion section are:
- The Combustor Diffuser Nozzle ( CDN) assembly which is the case of the combustion
section,
- the combustion chamber assembly which is located within the CDN assembly.
Purpose
The combustion section mixes the fuel and the HPC air for efficient and uniform
combustion.
The CDN assembly provides the structural load path between the HPC rear compressor
stator assembly and HPT stator case, supports and cools the combustion chamber
assembly.
The combustion chamber assembly provides containment of high pressure and high
temperature air during the combustion process.
The combustion section has mounting locations for the nineteen fuel nozzles and the two
igniters.

Combustion Section – Details Interfaces
Forward interface: The combustion section is connected to the rear compressor stator
assembly of the High Pressure Compressor (HPC) module.
Rear interface: The combustion section is connected to the stage 1 and stage 2 nozzle
assembly of the High Pressure Turbine (HPT) module.
The Combustor Diffuser Nozzle (CDN) assembly interfaces with the engine air system,
fuel nozzles and ignition system igniters.
The CDN assembly interfaces with the engine High Pressure Compressor (HPC) rotor
through the Compressor Discharge Pressure (CDP) air seal.
The combustion section receives a compressed airflow from the HPC module and delivers
the gas resulting from the combustion to the HPT module.
Operation
The air flow coming from the HPC module enters the combustion section through the
OGVs that direct the air flow axially. Then the air flow goes through the diffuser that
reduces the velocity and increases the static pressure. Airflow from the diffuser is
directed to the radial mixer before being mixed with the fuel coming from the fuel
nozzles. This homogeneous fuel/air mixture burns in the chamber to produce high energy
gases.
These combustion gases are directed towards the HPT module by the combustion
chamber dome and the inner and outer liners. The other part of the air flow (HPC
discharge air) flows from the diffuser to the space between the inside surface
of the Combustor Diffuser Nozzle (CDN) case and the inner and outer baffles. This airflow
cools the combustion chamber through the cooling holes located in the inner and outer
liners and baffles.
Combustor Diffuser Nozzle Assembly.. Interfaces
Forward interface:
The Combustor Diffuser Nozzle (CDN) assembly is connected to the aft face of the High
Pressure Compressor (HPC) rear stator assembly by a bolted flange.
Rear interface:
The outer diameter of the CDN assembly is connected to the forward face of the High
Pressure Turbine (HPT) stator case by a bolted flange. The inner diameter of the CDN
assembly is connected to the forward face of the stage 1 HPT nozzle support of the turbine
section and to the inner combustor forward manifold (engine air system) by a bolted
flange. The CDN assembly is connected to the combustion chamber assembly by a bolted
flange.
The CDN assembly is the structural support for:
- the Outlet Guide Vanes (OGVs),
- the diffuser,
- the abradable Compressor Discharge Pressure (CDP) stator seal.
The CDN assembly has :
- four borescope ports for internal inspections of the combustion chamber assembly,
- a pressure sensor port for the measurement of compressor discharge static pressure
(PS3),
- two igniter ports,
- the HPC stage 10 bleed port.

Combustion Chamber Assembly. Interfaces
Forward interface:
The combustion chamber assembly is connected to the Combustor Diffuser Nozzle (CDN)
assembly by a radial bolted flange.
Rear interface:
The combustion chamber assembly is connected to the forward face of the stage 1 High
Pressure Turbine (HPT) nozzle assembly.
Each Twin Annular Premixing Swirler (TAPS) fuel nozzle is surrounded by a radial mixer
mounted on the combustion chamber dome.
The inner and outer liners form the inboard and outboard portions of the combustion
chamber assembly. The liners have cooling holes and are covered with a Thermal Barrier
Coating (TBC) to protect them from the energy generated by the combustion process. The
liners have baffles with cooling holes for improved cooling efficiency.
The outer liner has local holes for the igniters and the borescope ports.

Taps
Nozzle

Part three

Turbine Section - General
Identify and Locate

The turbine section is located at the rear of the engine. It includes the High Pressure
Turbine (HPT) and the Low Pressure Turbine (LPT) modules.
The main components of the turbine section are:
- the HPT stage 1 nozzle assembly located between the combustion section and the
HPT stage 2 nozzle assembly,
- the HPT rotor assembly located between the HighPressure Compressor (HPC) rotor
and the Turbine Center Frame (TCF) assembly,
- the HPT stage 2 nozzle assembly located between the HPT stage 1 nozzle assembly
and the TCF assembly,
- the TCF assembly located between the HPT stage 2 nozzle assembly and the LPT rotor
and stator module,
- the LPT stage 1 nozzle module located between the TCF assembly and the LPT rotor
and stator module,
- the LPT shaft module located between the LPT stator and rotor module and the
bearing No. 1 and 2 support module,
- the LPT rotor and stator module located between the TCF assembly and the Turbine
Rear Frame (TRF),
- the TRF module located at the rear of the engine.

Turbine Section - General
Purpose
The turbine section supplies rotational energy to the High Pressure Compressor (HPC)
module, fan and booster module.
The HPT stage 1 nozzle assembly directs the combustion air to the HPT rotor blades.
The HPT rotor assembly converts a part of the thermal energy from the hot combustion
gases into mechanical energy to be used by the HPC module.
The HPT stage 2 nozzle assembly and HPT stator case:
- contain the high-pressure and high-temperature air, - direct the air to the HPT stage 2
rotor blades.
The TCF assembly: - provides radial support at the aft end of the HPT rotor,
- supports the bearing No. 4 support housing and the LPT transition duct,
- provides structural support to minimize HPT blades clearances.
The LPT stage 1 nozz le module supplies the next higher stage with the correct airflow
angle. https://www.youtube.com/watch?v=b3c-LQ1d81w
The LPT shaft transmits the LPT torque to the LPC.
The LPT rotor and stator module converts a part of the thermal energy from the hot
combustion gases into mechanical energy to be used by the fan and booster
module. The TRF:
- supports the engine, exhaust nozzle and plug,
- directs a smooth aerodynamic primary airflow,
- allows C sump lubrication,
- houses roller bearing assembly No. 5.
Turbine Section – Details. Interfaces-

The turbine section is connected to the rear flange of the combustion section by a
bolted flange.
Forward interface (rotating parts):
The LPT shaft module of the turbine section is connected to the Low Pressure
Compressor (LPC) shaft through splines and a slotted nut.
The HPT shaft of the turbine section is connected to the High Pressure Compressor
(HPC) shaft by a bolted flange.
The turbine section is connected to the aircraft pylon.The turbine section receives hot
and pressurized gases from the combustion section and delivers them to the
exhaust section.
https://www.youtube.com/watch?v=NU3FXzzQB5U
Operation
The blade stages of the turbine section extract the rotational energy from the
combustion gases flow, while the matching nozzle stages expand and direct the flow
onto the next higher rotor stage.
The HPT rotor (N2) transmits the rotational energy to the HPC rotor assembly.
The LPT rotor (N1) transmits the rotational energy to the fan and booster module.

High Pressure Turbine Stage 1 Nozzle Assembly. Interfaces
The front flange of the High Pressure Turbine (HPT) stage 1 nozzle assembly is connected to
the Combustor Diffuser Nozzle (CDN) assemly by a bolted flange.
The inner and outer front diameters of the nozzle segments are in contact with the
combustion chamber. The inner and outer rear diameters of the nozzle
segments are in contact with the HPT stage 2 nozzle assembly.
The HPT stage 1 nozzle assembly interfaces with the HPT rotor assembly through the outer
HPT stationary seal.
The main components of the HPT stage 1 nozzle assembly are:
- the HPT stage 1 stator nozzles,
- the front inner HPT nozzle support,
- the outer HPT stationary seal.
The HPT stage 1 stator nozzles consist of twin-nozzle segments made of nickel-based alloy.
The nozzle segments are attached around the front inner HPT nozzle support.
Each nozzle has:
- a Thermal Barrier Coating (TBC),
- cooling holes visible from the flow path.

High Pressure Turbine Rotor Assembly. Interfaces
Forward interface:
The High Pressure Turbine (HPT) rotor assembly is connected to the High Pressure Compressor (HPC)
rotor assembly by a bolted flange.
Rear interface:
The HPT rotor assembly is supported by the Turbine Center Frame (TCF) through roller bearing No. 4.
The HPT rotor assembly interfaces through air seals with:
- the HPT stage 1 nozzle assembly,
- the HPT stage 2 nozzle assembly,
- the TCF.
The main components of the HPT rotor assembly are:
- the HPT stage 1 disk, blades and blade retainer,
- the HPT stage 2 disk blades and blade retainer,
- the Forward Outer Seal (FOS),
- the HPT rotor interstage seal,
- the HPT aft rotating seal.
The HPT rotor blades are secured:
- axially by the HPT blade retainers,
- radially and circumferentially by the root of the blades.
Each HPT rotor blade has:
- a Thermal Barrier Coating (TBC)

High Pressure Turbine Stage 2 Nozzle Assembly.
Interfaces
The front flange of the High Pressure Turbine (HPT) stage 2 nozzle assembly is connected
to the combustion section by a bolted flange.
The rear flange of the HPT stage 2 nozzle assembly is connected to the Turbine Center
Frame (TCF) assembly by a bolted flange.
The HPT stage 2 nozzle assembly interfaces with the HPT rotor assembly through the
HPT stator interstage seal.
It also interfaces with cooling ducts that bleed air from the High Pressure Compressor
(HPC) 7th stage.
The main components of the HPT stage 2 nozzle assembly are:
- the HPT stage 2 stator nozzle,
- the HPT stator case,
- the stage 1 and stage 2 stator shrouds.
The HPT stage 2 stator nozzles consist of single-nozzle segments made of nickel-based
alloy.
Each HPT stage 2 stator nozzle has:
- a Thermal Barrier Coating (TBC),

Turbine Center Frame Assembly. Interfaces
The front flange of the Turbine Center Frame (TCF) assembly is connected to the rear flange
of the High Pressure Turbine (HPT) stage 2 nozzle assembly by a bolted flange.
The rear flanges of the TCF assembly are connected to the front flanges of the Low Pressure
Turbine (LPT) rotor and stator module.
The TCF assembly interfaces with the HPT rotor assembly through roller bearing No. 4 and air
seals. It also interfaces with the Exhaust Gas Temperature (EGT) sensors, and cooling ducts
that bleed air from the High Pressure Compressor (HPC) 4th stage.
The main components of the TCF are:
- the TCF case,
- the LPT transition duct,
- the TCF transition duct seal,
- the HPT stator stationary seal,
- the bearing No. 4 air seals,
- the bearing No. 4 oil seals,
- the roller bearing No. 4.
The struts of the TCF case provide radial support for bearing No. 4. They are located within
the LPT transition duct fairing thus providing a cooler environment for the oil tubes.
The TCF transition duct seal protects the non-gas-path surfaces from flow-path gases and
prevents gas leakage around the LPT Stage 1 Nozzle.
The oil seals ensure oil containment necessary for bearing No. 4 operation.
The air seals prevent flow-path gases from leaking between the stage 2 rotating blades and
the12/04/2020
TCF. Developed By Jorge Bonilla 81
Low Pressure Turbine Stage 1 Nozzle Module.
Interfaces
The Low Pressure Turbine (LPT) stage 1 nozzle module is installed between the
Turbine Center Frame (TCF) and the Low Pressure Turbine (LPT) stator.
The module support flange and support seal are connected to the TCF by a bolted
flange.
The main components of the LPT stage 1 nozzle module
are:
- the stage 1 insulation plate,
- the LPT stage 1 nozzles,
- the rear plate,
- the flange support,
- the sealing plate,
- the seal support.
The lower part of the LPT stage 1 nozzles is secured between the rear flange and the
support flange.

Low Pressure Turbine Rotor And Stator Module.
Interfaces
The Low Pressure Turbine (LPT) stator is connected to the rear flange of the Turbine
Center Frame (TCF) assembly by a bolted flange.
Forward interface (rotating parts):
The LPT rotor is connected to the LPT shaft module by a bolted flange.
Rear interface (static parts):
The LPT stator is connected to the front flange of the Turbine Rear Frame (TRF) module
by a bolted flange.
The LPT rotor is supported by the TRF module through
bearing No. 5.
The main components of the LPT rotor and stator
module are:
- the LPT rotor,
- the LPT stator.

Turbine Rear Frame Module.
Interfaces
The front flange of the Turbine Rear Frame (TRF) module is connected to the Low Pressure
Turbine (LPT) stator by a bolted flange.
The rear flanges of the Turbine Rear Frame (TRF) are connected by bolts to the exhaust
components:
- the exhaust nozzle,
- the exhaust plug,
- the cental ventilation tube (CVT).
The TRF supports the rear end of the LPT rotor through roller bearing No. 5.
The TRF has clevis attachment points for the engine mount installation.
The TRF is also connected to the oil system for:
- the roller bearing No. 5 lubrication,
- the A sump depressurization (through the eductor valve). and the drain system.
The main components of the TRF module are:
- the TRF,
- the No. 5 bearing support.

Accessory Drives- Identify and Locate
The accessory drives are located at the front of the engine, on the fan and booster
module.
The main components of the accessory drives are:
- the Inlet Gearbox (IGB) and No. 3 bearing assembly,
- the Radial Drive Shaft (RDS),
- the Transfer Gearbox (TGB),
- the Transfer Shaft (TS),
- the Accessory Gearbox (AGB).
The IGB and No.3 bearing assembly are located in the forward sump of the engine.
The RDS is located in the fan frame module inside Outlet Guide Vane (OGV) Strut
No. 6.
The TGB is located on the fan frame module and on the rear face of the AGB, in the
8 o'clock position (aft looking forward).
The TS is located between the TGB and the AGB in the 8 o'clock position (aft
looking forward).
The AGB is located on the fan frame, in the 8 o'clock position (aft looking forward).

Accessory Drives- Cont.
Purpose
The main functions of the accessory drive section are:
- to support the High Pressure Compressor (HPC) forward shaft,
- in starting mode, to supply the engine core with rotational energy from the Pneumatic
Air Starter (PAS),
- in operating mode, to supply the aircraft and engine accessories with rotational energy
from the engine core,
- to allow manual core cranking during maintenance operations.
The IGB consists of a housing including an horizontal bevel gear connected to the HPC
front shaft and a pinion bevel gear connected to the Radial Drive Shaft (RDS).
Bearing No. 3 is the combination of one roller bearing and one ball bearing.
The RDS is composed of two alloy steel parts:
- the radial inner shaft,
- the radial outer shaft.
The RDS transmits the torque through the splines located at each end.
The TGB consists of a housing including a bevel gear connected to the RDS and a bevel
gear connected to the TS.
The TS is an alloy steel part. The TS transmits the torque through the splines at each end.
The AGB consists of a housing including a series of spur gears that distribute the torque
to the engine and aircraft accessories.
Accessory Drives – Interface.
Interfaces
The No. 3 bearing housing in the Inlet Gearbox (IGB) is connected to the fan frame by a
bolted flange. The horizontal bevel gear of the IGB is connected to the High Pressure
Compressor (HPC) front shaft by splines. The Transfer Gearbox (TGB) is connected to the
fan frame by a bolted flange and is centered by two locating pins.
The TGB houses the core speed (N2) sensor.
The Accessory Gearbox (AGB) is attached to the fan frame through 4 links:
- Link 1 is a stirrup with a spherical bearing connected to lugs of the fan frame,
- Link 2 is an axial pin with spherical bearings connected to lugs of the fan frame,
- Link 3 is a pin with spherical bearings connected to lugs of the fan frame,
- Link 4 is a central damper swaged on the AGB housing.
Six engine and aircraft accessories are secured to the AGB. They include:
- the Pneumatic Air Starter (PAS), to start the engine,
- the Engine Driven Pump (EDP), to supply the aircraft with hydraulic power,
- the oil lubrication unit, to lubricate the engine bearings and gears,
- the Permanent Magnet Alternator (PMA), to supply the engine control system with
electrical power,
- the Main Fuel Pump (MFP), to supply the engine with fuel,
- the Integrated Drive Generator (IDG), to supply the aircraft with electric power.
The AGB also houses the Oil Pressure and Temperature (OPT) sensor, and features a
manual control which is protected by the control manual cover.

This internal gear box is showing as reference, The purpose of this picture is to show
the internal gears only. The original one is quite different

Accessory Gearbox - Rotating Seals. Identify and Locate
Four rotating seals are installed on the Accessory Gearbox (AGB).
Three rotating seals are located on the AGB front face:
- at the Engine Driven Pump (EDP) location,
- at the manual control location,
- at the Integrated Drive Generator (IDG) location.
One rotating seal is located on the AGB rear face:
- At the Main Fuel Pump (MFP) location.
Purpose
The rotating seals prevent oil and fuel leakage around the AGB rotating shafts.
Interfaces
The rotating seals are the interface between the gears, shafts and the AGB housing and
front cover. They are kept in position by retainer rings.
Operation
The rotating seal assembly uses a carbon seal with grooves that act as a pump and
create an air film on which the mating rotating-seal ring rides on.
The rotating seals include a static seal housing and a mating rotating seal ring.
The rotating seal housing has a carbon seal with grooves for air circulation.

Accessory Gearbox Covers - Manual Control Cover- Identify and Locate
The manual control cover is located on the front face of the Accessory Gear Box (AGB)
between the Integrated Drive Generator (IDG) and the Pneumatic Air Starter (PAS).
The manual control cover is in the 8 o'clock position (aft looking forward).
Purpose
The manual control cover gives access to AGB spur gear L3 to rotate or to lock the high
pressure rotor (N2) during maintenance operations, like boroscope inspection or Alternator
replacement
Interfaces
The manual control cover is installed on the AGB front cover with one O-ring and two
screws.

Engine Control Components.
Identify and Locate
The engine controls are
located in the aircraft
flightdeck:
- On the overhead panel,
- On the central pedestal.
The Throttle Control Assembly
(TCA) is part of the
central pedestal, which is
installed in the
flightdeck,between the
captain and first officer seats.
Purpose
The engine controls allow the
flight crew to select the
engine operation level and
mode.
The TCA allows the flight crew
to:
- control the engine thrust,
- command the thrust
reverser.
Throttle Control Unit.
Identify and Locate
The Throttle Control Unit (TCU) is part of
the Throttle Control Assembly (TCA),
and is located under the flightdeck
central pedestal.
There is one TCU per engine.
Purpose
The TCU transforms the Throttle Lever
Angle (TLA) into a Throttle Resolver
Angle (TRA) for the Electronic Engine
Control (EEC) units.
Interfaces
The TCU is connected to the TLA via the
Artificial Feel Unit (AFU), and to the EEC
units through harnesses.
The main components of the TCU are:
- an input lever,
- two input shafts,
- two gear sectors,
- two resolvers (one resolver per EEC
channel) and 6 potentiometers for the
aircraft.
Fuel and Control System – General. Identify and Locate
The engine fuel and control system includes the
distribution, control and indicating components located:
- On two components of the air inlet section, the fan
frame, between 7 and 12 o'clock and the fan case,
between 1 and 4 o'clock,
- On the engine core assembly of the High Pressure
Compressor (HPC) module, at 6 o'clock,
- all around the combustor case of the combustion
section.
Purpose
The engine fuel and control system:
- calculates the quantity of fuel necessary to generate
the commanded thrust,
- meters and supplies the fuel flow to the combustion
chamber,
- supplies the fuel flow to the actuated valves and
actuators,
- provides data for flight deck indication and engine
control, fault monitoring and diagnosis.

Fuel and Control Systems – Details. Operation
The fuel from the aircraft tanks enters the Main Fuel Pump (MFP) and then passes through
its centrifugal boost stage.
The pressurized fuel from the centrifugal boost stage exits the MFP, where a small portion
of the fuel can be sent to the Fuel Return Valve (FRV) for thermal management.
The remaining fuel flows through the Integrated Drive Generator (IDG) oil cooler before
entering the Fuel Metering Unit (FMU).
In the FMU, a jet pump increases the boost circuit fuel pressure. The mixed fuel exits the
FMU, where a small portion can be sent to the FRV for thermal management.
The FMU differential Pressure (dP) transducer monitors the pressure drop across a strainer.
The remaining fuel flows through the Main Heat eXchanger (MHX).
The fuel then flows back into the MFP and through the high-pressure gear stage.
The fuel exits the high-pressure gear stage and flows through the Main Fuel Filter (MFF)
where the fuel filter differential Pressure (dP) transducer monitors the pressure drop across
the filter element. Downstream of the MFF's main element, a small amount
of fuel is routed towards the Servo Fuel Heater (SFH).
The heated servo fuel is routed as a control pressure to:
- the FMU,
- the Split Control Unit / Servo-Valve Assembly
(SCU/SVA),
- the FRV.

Fuel and Control Systems – Details. Operation Cont…
The remaining fuel exits the MFF and flows towards the FMU.
The flow required for combustion is metered by the fuel metering valve.
It then passes through the fuel flow meter and is monitored by the fuel temperature
sensor. It enters the SCU/SVA, where it is divided into three legs with specific ratios for
distribution to the combustor:
- the pilot secondary (Psec),
- the pilot Primary Main Enriched (PPMe),
- the pilot Primary Main Non-Enriched (PPMne).
The engine fuel distribution components are:
- the Main Fuel Pump (MFP),
- the Main Fuel Filter (MFF) and cartridge assembly,
- the Servo Fuel Heater (SFH),
- the Fuel Return Valve (FRV),
- the Integrated Drive Generator (IDG) oil cooler,
- the fuel manifold,
- the fuel nozzles.
The engine fuel control components are:
- the Fuel Metering Unit (FMU),
- the Split Control Unit / Servo Valve Assembly

Fuel and Control Systems – Details. cont
(SCU/SVA),
- the fan inlet temperature (T12) sensor,
- the compressor inlet temperature (T25) sensor,
- the compressor discharge temperature (T3) sensor,
- the fuel temperature sensor,
- the fuel manifold pressure transducer,
- the Permanent Magnet Alternator (PMA),
- the Pressure Sub-System (PSS) box,
- the rating plug,
- the Electronic Engine Control (EEC) composed of two units, one for each channel (A & B),
- the engine wiring harnesses.
The engine fuel indicating components are:
- the fuel filter delta pressure sensor,
- the fuel flow transmitter,
- the Fuel Strainer Delta Pressure (FSDP) sensor.

Fuel Distribution - Components 1/2 . Identify and Locate
The Main Fuel Pump (MFP) is located at 8 o'clock on the aft side of the Accessory Gear
Box (AGB).
The Main Fuel Filter (MFF) assembly is located at 10 o'clock on the fan frame, just behind
the Integrated Drive Generator (IDG) oil cooler.
The 19 fuel nozzles are equally distributed all around the Combustion Diffuser Nozzle
(CDN) case.
Number 1 fuel nozzle is located at 12 o'clock, with number 2 at the right-hand side of
number 1 (Aft Looking Forward).
Purpose
The MFP pressurizes the fuel coming from the aircraft fuel tanks and delivers it to the
various engine fuel/oil heat exchangers, the Fuel Metering Unit (FMU) and the
Split Control Unit / Servo Valve Assembly (SCU/SVA).
In the main fuel filter assembly, a filter element (cartridge) filters and collects any
contaminant from the fuel to protect the downstream components.
The 19 fuel nozzles distribute and atomize the metered fuel into the combustion
chamber in a specific fuel spray pattern.

Main Fuel Filter & Cartridge
Assembly - ½. Interfaces https://www.youtube.com/watch?v=8WTxNtzqXwc
Fuel interfaces:
- the fuel inlet is connected to the Main Fuel
Pump (MFP),
- the fuel outlet is connected to the Fuel
Metering Unit (FMU),
- the servo outlet is connected to the Servo
Fuel Heater (SFH),
- the fuel filter differential Pressure (dP)
transducer is connected before and after
the filter element.
All fuel line connections feature a gasket
seal. Mechanical interfaces:
- the Main Fuel Filter (MFF) is connected to
the fan frame by mounting brackets.
The main components of the MFF are:
- the filter housing which houses the fuel
filter dP transducer and the servo wash
screen,
- the filter bowl which has an anti-rotation
lock tab (by alatch) and a drain plug,
- the cartridge assembly, with o-rings.
- the filter bowl locking system by a ratchet
lever.
There are two bypass valves:
- one for the cartridge assembly,
- one for the servo wash screen.
Fuel Nozzles
Interfaces
Fuel interfaces:
- one of the two inlets is connected
to the Pilot Primary
and Main (PPMe or PPMne)
manifold,
- the other inlet is connected to the
Pilot secondary (Psec) manifold.
Mechanical interfaces:
- each fuel nozzle is connected to
the Combustor Diffuser Nozzle
(CDN) assembly by a mounting
flange.
The main components of the
nineteen fuel nozzles are:
- the valve housing,
- the fittings with the inlet ports,
- the stem housing,
- the nozzle tip with a mounting
Flange.

Fuel Nozzles – Operation Operation
During operation, the fuel nozzles distribute
and atomize fuel into the combustion chamber
with different flows and through spray tips
located inside the combustor:
- inject fuel into the main air premixer flow via
main manifold,
- spray fuel into the pilot air swirler flow via
pilot primary manifold.
The control system is designed to enrich the
four fuel nozzles located on either side of the
igniter plugs. The fuel nozzle is a Twin Annular
Premixing Swirler (TAPS) design that is fed by
two fuel manifolds:
- the pilot primary/main manifolds
- the pilot secondary manifolds.
Within the fuel nozzles, the primary/main
flows are split into pilot primary and main
circuit.
- the pilot primary tip uses a dual orifice
atomizer that sprays fuel into the pilot air
swirler flow.
- the main circuit consists of twelve radially
oriented
orifices that inject fuel into the main air
premixer flow.
Control - Components . Identify and Locate
The fuel temperature transducer is located at 4 o'clock on the fuel supply manifold between the
fuel flow transmitter and the Split Control Unit/Servo Valve Assembly (SCU/SVA). The Pressure
Sub-System (PSS) box is mounted on the fan case in the 4 o'clock position.
The rating plug is attached to the engine by a lanyard and mounted on the PSS box.
The Electronic Engine Control (EEC) units are installed on the fan case in the 1 and 2 o'clock
positions. The engine wiring harnesses are installed all around the engine, connecting the EEC
units to the engine accessories and sensors, and to the aircraft through the pylon.
Purpose
The fuel temperature transducer transmits the fuel temperature to the EEC units.
The PSS receives engine air pressure measurements and converts them into electrical signals to
the EEC units for engine control, fault monitoring and diagnosis/prognosis monitoring. The PSS
communicates the engine rating plug configuration. The PSS is also a Cross Channel Data Link
(CCDL) Back up.
The purpose of the rating plug is to provide the EEC units with the engine rating, thrust bump
setting, and N1 modifier.
The EEC units control the engine in response to the thrust command inputs from the aircraft, and
transmit information to the aircraft for flightdeck indication, maintenance reporting and engine
condition monitoring.
The EEC units are the main part of the Full Authority Digital Engine Control (FADEC) system that
controls the operation, performance, and efficiency characteristics of
the engine through seven sub-systems:
- fuel control, - variable geometry control, - active clearance control, - fuel return-to-tank control,
- engine starting and ignition, - thrust reverse control, - engine vibration / health monitoring.
The engine wiring harnesses transmit electrical signals between the engine sensors, actuators
and EEC units.
Ignition System Identify and Locate
The engine ignition system is located on the
core engine in the 6 o'clock position.
The electrical power supply comes from the
aircraft through two separate sources:
- A/C 115V AC which is the normal source,
- A/C 115V AC battery which is used as a
backup source.
The electrical supply components may be:
- the cross engine electrical supply,
- the Auxiliary Power Unit (APU),
- a ground equipment.
The ignition components are mounted in the 6
o’clock position on the High Pressure
Compressor (HPC) case
and in the 6 and 7 o’clock positions on the
Combustor Diffuser Nozzle (CDN) case.
The ignition distribution system consists of:
- two ignition exciters inside a cooling box,
- two ignition leads with cooling ports,
- two igniters (left & right).
Purpose
The ignition system generates high voltage
pulses to produce sparks and ignite the air/fuel
mixture in the combustion chamber to start
engine combustion.
Ignition Power Supply
Components
Identify and Locate

Two ignition exciters are
mounted inside a cooling
box which is located in the 6
o’clock position on the High
Pressure Compressor (HPC)
case.
Purpose
The ignition power supply
components provide
starting and continuous on-
demand power supply for
the two ignition system
exciters.
The system provides the
engine exciters with
electrical power through
the ignition leads and
igniters to produce a spark
in the combustion chamber.
Ignition Exciter - Operation
The ignition exciters transform, rectify, and store the energy in a capacitor.
Aircraft 115 Volts Alternating Current (VAC) power is converted to 28 Volts Direct Current (VDC) by the
exciters. This stored electrical energy is then discharged from the exciters to the igniters. When
operation stops, a resistor bleeds off any residual charge from the capacitor.
The two ignition exciters are the components of two separate redundant ignition systems in the
engine. An ignition exciter is a capacitor-discharge type ignition power source.
The main components of an ignition exciter are:
- a housing with four mounting brackets,
- an exciter input from the aircraft electrical connector,
- an exciter output to the ignition lead electrical connectors.
Starting Components. Identify and Locate
The engine starting system is located at the front of the Accessory GearBox (AGB), between the 8 and 12
o'clock positions. The engine starting system consists of:
- the Pneumatic Air Starter (PAS) equipped with a magnetic plug,
- the Starter Air Valve (SAV),
- the starter air duct.
The PAS is mounted on the forward side of the AGB, approximately in the 8 o'clock position.
The PAS magnetic plug is mounted on the lower part of the PAS.
The SAV is mounted at the front of the PAS.
The starter air duct is mounted at the front of the SAV and is located between the 8 and 12 o'clock
positions.
Purpose
The engine starting system:
- rotates the engine up to self-sustaining speed operation during starting sequence,
- rotates the engine for leak monitoring and compressor wash cycles during engine maintenance.
The PAS converts the pressurized air supply into a driving torque to rotate the engine.
The source of pressurized air can be:
- the Auxiliary Power Unit (APU),
- a ground cart or,
- the bleed air from the other engine.
The SAV controls the airflow sent directly to the PAS.
In case of failure, a manual override allows the SAV to be opened or closed manually.
The PAS magnetic plug collects metallic particles.
During PAS maintenance inspection, the presence of metallic particles on the magnetic plug means that
the PAS is damaged.
Pneumatic Starter And Valve System - 1/2 Interfaces
Air interfaces:
- the Starter Air Valve (SAV) air inlet is connected to the pylon interface by the
starter air duct,
- the SAV air outlet is connected to the Pneumatic Air Starter (PAS) air inlet,
- the PAS discharges the air in the engine compartment.
Electrical interfaces:
- the SAV solenoid control (input) is connected to both Electronic Engine Control
(EEC) units (channel A and channel B),
- the SAV pressure transducer (output) is connected to both EEC units (channel A
and channel B).
- the SAV is connected to the starter air duct and the PAS by V-Band clamps,
- the PAS is connected to the Accessory GearBox (AGB) through a splined output
shaft, secured with a V-Band clamp with o-rings to prevent oil leakage.
Oil interfaces: - the PAS oil inlet and outlet are connected to the AGB.

Pneumatic Air Starter Magnetic Plug Interfaces
Oil interfaces:
- the Pneumatic Air Starter (PAS) magnetic plug is immersed in the PAS oil sump.
Mechanical interfaces: - the PAS magnetic plug is installed on the lower section of the PAS.
Operation
The PAS magnetic plug captures the metallic particles in suspension in the PAS oil circuit.
The PAS magnetic plug is a bayonet-type design plug. It is equipped with packings to
prevent oil leakage.

PART IV

Air System Identify and Locate
The engine air system consists of the following sub-systems:
- engine anti-icing,
- engine cooling,
- compressor control.
The engine anti-icing sub-system consists of:
- the Start Bleed / Booster Anti-Ice (SB/BAI) valve.
The engine cooling sub-system consists of:
- the High Pressure Turbine Active Clearance Control (HPTACC) system,
- the Low Pressure Turbine Active Clearance Control
(LPTACC) system,
- the Modulated Turbine Cooling (MTC) system,
- the Electronic Engine Control (EEC) cooling system.
The compressor control sub-system consists of:
- the Variable Bleed Valve (VBV) system,
- the Variable Stator Vane (VSV) system,
- the Transient Bleed (TB) system.
Purpose
The engine air system regulates the air circuits through the engine for:
- cooling,
- engine anti-icing,
- compressor control,
- clearance control
SB/BAI Valve - Details - Operation
When ice formation on the booster is a concern, the Electronic Engine Control (EEC) receives the order
to switch on the system from the cockpit.
Through the Electro-Hydraulic Servo Valve (EHSV), the EEC commands the opening of the Start Bleed /
Booster Anti-Ice (SB/BAI) valve.
When the SB/BAI valve is open, warm air is delivered from the High Pressure Compressor (HPC) stage
7 to the Booster flow splitter via the booster anti-ice tube and manifold.
The HPC stage 7 warm air increases the temperature in the split fairing. This warm air exhausts from
the flow split fairing through 188 notches located on the fairing forward lip.
The Start Bleed (SB) system is activated during the starting sequence.
Through the EHSV, the EEC commands the opening of the SB/BAI valve.
When the SB/BAI valve is open, the HPC stage 7 pressure is released to the air through the SB exhaust
port.
The SB/BAI valve is operated in flight and on the ground.
The SB/BAI valve is a two-function single valve with three main components:
- the valve,
- the actuator with a Rotational Variable Differential Transducer (RVDT),
- the SB exhaust port.
The RVDT converts the mechanical position of the actuator to an electrical position signal.
The RVDT sends two independent signals: one signal to EEC channel A and one signal to EEC channel B.
Only one signal is needed to determine the valve position.
One EEC controls the SB/BAI valve at any time.
The BAI airflow is provided anytime the SB function is active. Between 0% and approximately 22%
stroke, air is flowing for BAI only. Above approximately 22%, start
bleed air is introduced while BAI flow remains active.
Cooling - HPTACC & LPTACC Valves Identify and Locate
The High Pressure Turbine Active Clearance Control (HPTACC) and Low Pressure Turbine Active Clearance
Control (LPTACC) valves are located on the core engine in the 9 o'clock position.
Purpose
The HPTACC valve regulates the fan airflow to minimize the clearances between the HPT shrouds and the
HPT rotor blades to improve the Specific Fuel Consumption (SFC).
The LPTACC valve regulates the fan airflow to minimize the clearances between the LPT shrouds and the
LPT rotor blades to improve the Specific Fuel Consumption (SFC).

Cooling - EEC Cooling Blower - Details - operation
The system is operated when the aircraft speed is under Mach 0.1 and the Electronic Engine
Control (EEC) units temperature is above 90 °C (194 °F). When one of the two EEC units
requires cooling, the two blowers are activated.
If one of the two blowers fails, the remaining one is sufficient to cool down the two EEC units.
When the blowers are activated, a fresh air flow is delivered to the EEC plenums via the
blowers.
The check valve ensures that the EEC units are not vented by a reverse flow if a differential
pressure occurs.

Compressor Control - VBV System – General. Identify and Locate
The main components of the Variable Bleed Valve (VBV) system are:
- two VBV actuators which are mounted on the fan hub at 2 o’clock (channel B) and 8 o’clock (channel A),
- eight VBV door assemblies which are located around the fan hub,
- one VBV actuating ring which is located around the fan hub.
Purpose
The purpose of the VBV system is to control the airflow injected into the High Pressure Compressor (HPC) and
provide an increased booster surge margin, during engine steady state and transient operations.

Compressor Control - VBV System – Details Interfaces
Air interfaces:
- the inlets of the Variable Bleed Valve (VBV) doors take the air from the primary air flow,
- the outlets of the VBV doors discharge the air in the secondary air flow through the fan hub and the VBV
ducts.
Fuel interfaces:
- Each VBV actuator has two fuel connections to the Split Control Unit/Servo Valve Assembly (SCU/SVA).
- Each VBV actuator has a drain connection to the core drain mast.
- Engine electrical harnesses connect the left and right VBV actuators to the Electronic Engine Control (EEC)
units (channel A and channel B) for Linear Variable Differential Transducer (LVDT) position signal feedback.
- the VBV actuators are connected to the fan hub with screws,
- the VBV rear gaskets of the VBV doors are connected to the fan hub with bolts,
- two VBV supports are connected to the fan hub to guide the VBV actuating ring in rotation.
The VBV actuators are connected to the VBV doors via a kinematic line that consists of:
- the VBV actuating ring,
- the VBV bellcranks,
- the turnbuckles.
The VBV doors rotate around axes that are integrated into the VBV rear gaskets.
Each VBV door is equipped with four seals to reduce air leakage.
The two VBV doors adjacent to the 6 o’clock position are larger, due to the shape of the fan hub.

Compressor Control - VBV Actuator – Details Interfaces Cont..
Fuel interfaces:
- the two servo-fuel ports of the Variable Bleed Valve (VBV) actuator are connected to
the Split Control Unit / Servo Valve Assembly (SCU/SVA) by a fuel manifold bolted on the
VBV acutator with a gasket seal, - the drain port of each VBV actuator is connected to
the core drain mast by a fuel manifold bolted on the VBV acutator with a gasket seal.
- the VBV actuators are connected to the fan hub with captive screws,
- the VBV actuators are connected to the VBV actuating ring via the VBV actuating
turnbuckle and VBV actuating bellcrank.
- the Linear Variable Differential Transducer (LDVT) of each VBV actuator is connected to
an EEC unit.The left VBV actuator is connected to the channel A and the right one to the
channel B.
The VBV actuator consists of:
- the actuator body with the mounting bracket,
- the fuel manifold,
- the piston rod,
- the LVDT,
- the LVDT electrical connector.
In order to avoid leaks, two seals are installed on each side of the actuator body.
Compressor Control - VSV System – General. Identify and Locate
The Variable Stator Vane (VSV) system surrounds the High Pressure Compressor (HPC) from the Inlet
Guide Vanes (IGV) to the VSV stage 4.
The components of the VSV system are:
- Inlet Guide Vane (IGV) lever arms, two half IGV actuation rings and two IGV bridge connectors,
- VSV stage 1 lever arms, two half VSV stage 1 actuation rings and two VSV stage 1 bridge connectors,
-two VSV actuators which are located on each side of the forward HPC case at 3 and 9 o’clock,
- two VSV Bell crank assemblies which are located on each side of the forward HPC case at 2 and 8
o’clock.
Purpose
The purpose of the VSV system is to control the amount of air that flows through the HPC in order to:
- provide optimum compressor performance in steady state conditions,
- prevent compressor stall during engine acceleration and deceleration including engine start and engine
shutdown.

Compressor Control - VSV Actuators – General Identify and Locate
The two Variable Stator Vane (VSV) actuators are located on the High Pressure Compressor
(HPC) case in the 3 and 9 o’clock positions.
Purpose
The VSV actuators provide the force that is required to position the Inlet Guide Vanes (IGV)
and stage 1 to stage 4 High Pressure Compressor (HPC) variable stator vanes properly.

Compressor Control - VSV System – Operation. Operation
The Electronic Engine Control (EEC) units command theVariable Stator Vane (VSV) actuators via the Split Control Unit -
Servo Valve Assembly (SCU/SVA).
The SCU/SVA converts the electrical signal into hydraulic signals sent to the two servo-fuel ports of each VSV actuator.
The two VSV actuators operate in pairs to adjust the angle of the Inlet Guide Vanes (IGVs) and the four VSV stages.
The Linear Variable Differential Transducer (LVDT) of each VSV actuator converts the mechanical position of the actuator
to an electrical position signal sent to the EEC units.

Compressor Control – TBV . Interfaces
Fuel interfaces:
- the two servo-fuel ports of the Transient Bleed Valve (TBV) actuator are connected to the Split Control Unit / Servo
Valve Actuator (SCU/SVA) by fuel pipes,
- the drain outlet is connected to the core drain mast by a drain pipe.
Air interfaces:
- the inlet of the TBV is connected to the forward TBV air tube,
- the outlet of the TBV is connected to the aft TBV air tube.
- the TBV is attached to the forward TBV air tube and the aft TBV air tube with single latch V-retainer couplings and
metal seals.
Electrical interface:
- the single Linear Variable Differential Transducer (LDVT) of the TBV is connected to the EEC units.
The main components of the TB valve are:
- the butterfly valve,
- the actuator body with the servo-fuel and drain connections, - the LVDT connector.
Operation
In normal conditions, the Transient Bleed Valve (TBV) is closed.
When the engine decelerates, the Electronic Engine Control (EEC) active channel command the TBV via the Servo
Control Unit / Servo Valve Actuator (SCU/SVA) according to core speed (N2).
The SCU/SVA converts the electrical signals into hydraulic signals for the TBV.
The two servo-fuel ports of the TBV receive hydraulic pressures from the SCU/SVA to adjust the position of the TBV
butterfly valve.When the valve opens, the airflow goes from the High Pressure Compressor (HPC) stage 10 through the
forward TBV air tube, the TBV, the aft TBV air tube and the left and right TBV ducts to the Turbine Rear Frame (TRF).
The Linear Variable Differential Transducer (LVDT) of the TBV converts the position of the butterfly valve into an
electrical position signal which is sent to the EEC units.

Engine Indicating. Identify and Locate
The engine indicating system consists of:
- the power indicating system (N1 and N2 sensors),
- the Exhaust Gas Temperature (EGT) sensors,
- the Core Compartment Temperature (CCT) sensor,
- the vibration analyzers (bearing No.1, Turbine Center Frame (TCF)).
Purpose
The engine indicating system provides the speed, temperature and vibration parameter signals of the engine rotors
to the Electronic Engine Control (EEC) units for regulation and maintenance purposes.

Power Indicating - N1 and N2 Sensors. Identify and Locate
The fan speed sensor (N1) is located within the 4 o'clock strut of the fan frame.
The core speed sensor (N2) is located on the Transfer Shaft (TS) housing, between the Accessory Gearbox (AGB) and
the Transfer Gearbox (TGB).
Purpose
The function of the fan speed sensor (N1) is to transmit a redundant Low Pressure (LP) rotor speed (N1) signal to the
two Electronic Engine Control (EEC) units. The function of the core speed sensor (N2) is to transmit a redundant High
Pressure (HP) rotor speed (N2) signal to the two EEC units. These two rotor speeds are used for engine control,
vibration monitoring and flight deck indication.

Temperature Indicating - EGT and CCT Sensors. Identify and Locate
The 8 Exhaust Gas Temperature (EGT) sensors are equally spaced around the Turbine Center
Frame (TCF) at the inlet of the Low Pressure Turbine (LPT). T48 harness No.1 is located on the
right side of the core, at the TCF location. T48 harness No.2 is located on the left side of the
core, at the TCF location. The Core Compartment Temperature (CCT) sensor is mounted with
brackets on the forward High Pressure Compressor (HPC) case in the 2 o'clock position.
Purpose
The EGT sensors measure the temperature of the exhaust air for flight deck display and
engine health monitoring. The function of T48 harnesses No. 1 and No. 2 is to connect the
EGT sensors to the two Electronic Engine Control (EEC) harnesses channel A (No. 2) and
channel B (No. 1).
The CCT sensor transmits the under cowl temperature to enable air leak detection in the air
ducts and air valves.

Temperature Indicating –
CCT. Interfaces
Air interfaces:
The Core Compartment Temperature
(CCT) thermocouple senses the air
near the engine Environmental
Control System (ECS) bleed ducting.
The CCT sensor is connected to
Electronic Engine Control (EEC)
hannel A.
The CCT sensor is bolted to a bracket
located on the High Pressure
Compressor (HPC) case.
Operation
The thermocouple probe of the CCT
sensor generates a voltage in
relation with the temperature of the
core
compartment air. Then, the voltage
is carried to EEC channel A.
The CCT sensor consists of: - a
sensing end with a type-K
thermocouple and a mounting
flange,
- a flexible conduit,
- a connector end with a connector
and a12/04/2020
mounting flange. Developed By Jorge Bonilla 152
Analyzers - Vibration Sensors. Identify and Locate
There are two vibration sensors:
- the No.1 bearing accelerometer, located on the No.1 bearing housing flange,
- the Turbine Center Frame (TCF) accelerometer, located on the core engine at the 12 o'clock position.
Purpose
The No.1 bearing accelerometer transmits signals to Electronic Engine Control (EEC) unit channel B that are used to
indicate the N1 rotor vibration condition.
The TCF accelerometer transmits signals to EEC unit channel A that are used to indicate the N2 rotor vibration
condition.
The two vibration sensors can act as a back to each other in the event one fails

Oil System – Details. Operation
Oil system components are mainly located on the right-hand and left-hand sides of the fan frame. The oil system is
composed of three sub-systems:
- storage, - distribution, - indicating.
Purpose
The oil system cools down and lubricates engine bearings and gears.The oil storage system keeps a sufficient quantity
of oil to continuously supply the oil distribution system. The oil distribution system is composed of three different
circuits:
- a supply circuit which supplies lubricating oil to the engine sumps, Accessory GearBox (AGB), Transfer GearBox (TGB)
and Integrated GearBox (IGB), - a scavenge circuit which recovers, filters and delivers the oil back to the oil tank, - a
vent circuit which balances the internal air pressures in the oil system.
The oil indicating system provides oil system data via the Electronic Engine Control (EEC) units for light deck indicating
and monitoring.
The oil system consists of three different subsystems :
- The oil storage system consists of the oil tank.
- The oil distribution system is mainly located on the left-hand side of the engine. It is composed of:
• the oil lubrication unit,
• the Main Heat Exchanger (MHX),
• the engine Surface-Air-Cooling Oil Cooler (SACOC),
• the eductor valve,
• the Non Return Valve (NRV),
• the oil ducting,
- the oil indicating system composed of:
• the Oil Level Sensor (OLS),
• the Oil Pressure and Temperature Sensor (OPTS),
• the Oil Filter Delta Pressure Sensor (OFDPS),
• the Oil Debris Monitoring System (ODMS) sensor,
• the ODMS unit.
Operation. The oil tank stores the engine oil and provides it to the lubrication system when the engine is operated.
The oil tank receives the oil from the scavenge pumps of
the oil lubrication unit through the air/oil separator of the Oil Debris Monitoring System (ODMS). The Accessory
GearBox (AGB) vents the air extracted from the oil through the ODMS Tank Pressurizing Valve (TPV) connected to
the vent line.
The TPV pressurizes the oil tank at high altitude to make sure that the oil lubrication unit oil pump is always fed with
the correct oil pressure.
The outlet strainer filters the oil at the oil outlet to protect the anti-leak valve and the supply pump of the oil
lubrication unit.
NOTE: The oil must be added not less than 5 minutes and not more than 60 minutes after engine shutdown while
the oil in the oil tank is still warm. This will prevent
the over-servicing of the engine.
Oil Distribution - Components Identify and Locate
The oil filter cartridge is located in the oil lubrication unit inside the oil filter housing on the
rear side of the Accessory GearBox (AGB) at 7 o’clock. Two scavenge screen plugs are
located on the rear face of the oil lubrication unit on the AGB at 7 o'clock.
A magnetic bar is installed inside each scavenge screen plug.
Purpose
The oil filter cartridge removes contaminates from the engine oil system. The scavenge
screen plugs protect the engine oil system by collecting debris suspended in the scavenge
oil before it enters the oil lubrication unit. For troubleshooting purposes, the magnetic bars
collect metallic particles suspended in the scavenge oil, in order to determine which engine
sumps and components are degrading.

Oil Distribution - Components . Identify and Locate
The oil lubrication unit is mounted on the Accessory GearBox (AGB) rear face, at 7 o'clock.
The eductor valve is mounted at 8 o’clock, on a bracket attached to the combustion case and
the High Pressure Turbine (HPT) case.
The Non Return Valve (NRV) is installed in the oil supply line downstream of the oil
lubrication unit and upstream of the Servo Fuel Heater (SFH), at 9 o'clock on the fan
frame.
Purpose
The oil lubrication unit pressurizes, filters and supplies/scavenges oil to/from:
- the three engine sumps,
- the AGB,
- the Internal GearBox (IGB),
- the Transfer GearBox (TGB).
The purpose is to lubricate and cool the gears and bearings inside these elements.
The eductor valve controls the engine forward sump pressurization to increase the delta
Pressure (delta P) across the A sump seals at low engine speed. The NRV prevents the Main
Heat Exchanger (MHX) oil from draining and siphoning the AGB when the engine is
shutdown.

Oil Lubrication Unit - Interfaces
Oil interfaces:
- the supply inlet is connected to the oil tank through the Anti-Leak Valve (ALV),
- the supply outlet is connected to the supply line through the Non Return Valve (NRV),
- five scavenge oil lines are connected to the Transfer GearBox (TGB), Accessory GearBox (AGB), sump A, sump B and
sump C,
- the scavenge outlet is connected to the oil tank through the Oil Debris Monitoring System (ODMS).
- the oil lubrication unit is driven by the Accessory GearBox (AGB) through a shaft with a rotational seal,
- the oil lubrication unit is attached to the AGB rear face with seven screws,
- the Oil Filter Delta Pressure (OFDP) sensor is connected to the oil lubrication unit by 2 screws,
- the oil filter cover is secured to the oil lubrication unit with 4 bolts and nuts.

Oil Debris Monitoring Sensor. Interfaces
Electrical interface:
- the Oil Debris Monitoring (ODM) sensor is connected to the ODM unit by the ODM
harness.
Mechanical interface:
- the ODM sensor is mounted on the air/oil separator with a mounting flange, an O-ring and
two screws.
Operation
The metallic particles directed by the air/oil separator through the self-closing valve are
caught by the ODM sensor magnetic sensing element.
When the ODM sensor captures metallic particles, its magnetic elements generate an
output pulse proportional to the particle mass.
The ODM sensor consists of:
- a magnetic sensing element,
- a stainless steel body with a mounting flange,
- an integrated cable equipped with a connector.

Troubleshooting – General
The troubleshooting function is initiated when a flight crew (via the log book) or a
maintenance crew (via a Post Flight Report - last leg report, Scheduled Maintenance
Report) reports a fault.
Troubleshooting allows identification, isolation and correction of the engine malfunctions
reported in flight and/or on ground.
The maintenance concept is based on the use of the Centralized Fault Display System
(CFDS) and the TroubleShooting Manual (TSM). In the TSM, there are two basic types of
faults:
- MONITORED FAULTS are those which are monitored and displayed by the aircraft
systems (mainly Electronic Centralized Aircraft Monitoring (ECAM) and CFDS).
- NON-MONITORED FAULTS (crew and/or maintenance observations) are generally not
displayed by the aircraft systems and can be of a general nature, such as: “Oil
smell in cabin“, “Engine fuel leak”, etc... The fault can then be used as an entry point into
the TSM depending on its type:
- Fault symptoms
- Warnings/Malfunctions
- CFDS fault message.
The troubleshooter is directed to the applicable
procedure to isolate and fix the fault.

Troubleshooting - Fault Retrieval Principle
The Post-Flight Report (PFR), automatically printed at the end of the flight, is available via
the Multipurpose Control and Display Unit (MCDU) after the flight and printed or
transmitted by the Aircraft Communication And Reporting System (ACARS).
The PFR provides the Electronic Centralized Aircraft Monitoring (ECAM) warnings and the
maintenance messages.
According to the flight phase and Flight Warning Computer (FWC) logic, ECAM warnings may
not be displayed to the crew.
The PFR shows the engine fauts transmitted to the Centralized Fault Display System (CFDS):
- Faults detected by the Electronic Engine Control (EEC) units or by the Engine Interface Unit
(EIU)
- Only class 1 & 2 faults (NO-GO, GO-IF or standard faults).
Engine class 1 & 2 faults are also recorded in the EEC Non Volatile Memory (NVM) and can
be read through the MCDU.
Scheduled Maintenance Report (SMR) and class 3 faults are not transmitted to the CFDS.
These faults are only recorded in the EEC NVM, interrogation is possible through the MCDU
(engine not operating and on ground).

Troubleshooting - Fault Message.
Fault messages are shown in a “clear language message” format (up to 48 characters):
AAAAAA ENGXY-FFFF-FAULT TYPE Source Architecture of the fault message:
- AAAAAA = ATA 6 digits of the most probable faulty Line Replaceable Unit (LRU)
- X = Engine position (1 or 2) , - Y = Channel A, B or D for both channels
- FFFF = Fault code number on 4 digits.
The first digit means:
- 0 = FADEC internal fault – SNECMA
- 1 = Aircraft fault – AIRBUS
- 2 = Nacelle Anti Ice (NAI) or Thrust Reverser
Actuation System (TRAS) fault - AIRCELLE NOTE: a unique fault code is defined for faults
on channel A, B or on both channels (D)
- FAULT TYPE source Three types of fault are determined:
- Internal fault: failure internal to the Electronic Engine Control (EEC)
- External fault: failure external to the EEC
- Ambiguous fault: Enhanced fault isolation could not determine whether the failure is
internal or external to the EEC.
Example
79-32-05 ENG1A-0302-TEO SUPPLY TEMP SNSR - 79-32-05 = Oil temperature sensor
- Engine 1 - Channel A - 0302 : 0 = FADEC internal fault – SNECMA 302 = Fault code
- TEO SUPPLY TEMP SNSR = FAULT TYPE source
The three most probable faulty components are:
- Oil Pressure and Temperature (OPT)
12/04/2020 sensorBy -Jorge
Developed EECBonilla
Channel A - Harness HJ6A 170
Troubleshooting – How to start?
The troubleshooter will find the appropriate procedure to be applied directly in the fault
symptoms master list of the TroubleShooting Manual (TSM).
Three types of monitored faults reported by the flight crew:
- Electronic Centralized Aircraft Monitoring (ECAM) fault
- Electronic Flight Instrument System (EFIS) fault
- Local fault are usually associated with the Condition Monitoring System (CMS) fault
messages.
The association of a warning or malfunction and a CMS fault message is given on the Post-
Flight Report (PFR).
The first three or four digits of the ATA reference given on the PFR are used to select the
appropriate TSM chapter fault symptoms.
CMS fault messages can be displayed alone without associated warnings or malfunctions, in
which case they may be the entry point for maintenance-related troubleshooting.
TSM entry is via the appropriate TSM chapter fault symptoms using the ATA reference, or
the index of CMS fault messages using the text of the message.
Flight crew or maintenance crew observations are usually faults without associated CMS
fault messages.
TSM entry is via the appropriate TSM chapter fault symptoms if the system (ATA reference)
is known, or the index of Warnings/Malfunctions using the fault text.

Troubleshooting – Fault Isolation
Troubleshooting procedures are defined to isolate faulty components.
Fault messages are the entry point for TroubleShooting Manual (TSM) procedures.
A troubleshooting procedure:
1- Gives the list of possibles causes
2- Delivers the job set-up information
3- Gives the procedure for fault confirmation
4- Gives the procedure for fault isolation and repair
5- Then, gives the procedure for close-up.
Fault Confirmation Procedure
Below are the main three cases with their basic related procedure:
- No Fault confirmation: No maintenance action required
- No Fault confirmation but repetitive fault: dedicated procedure
- Fault Confirmation: do the fault isolation procedure depending on the location of the LRU.
Fault Isolation Procedure
For a LRU located in the FAN compartment, do the following steps:
1- Visual inspection of the connector
2- Visual inspection of the LRU (if any/required)
3- Check/Replace the EEC
4- Check/Replace the LRU
5- Check/Replace the Harness
For a LRU located in the CORE compartment, do the following steps:
1- Visual inspection of the connector EEC side
2- Check/Replace the EEC (difficult access to the LRU)
3- Visual inspection of the LRU (if any/required)
4- Check/Replace the LRU
5- Check/Replace the Harness (same harness for CORE and FAN)
Do the fault confirmation procedure to confirm that the fault is fixed.

This CFM International publication is for Training Purposes Only. The 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
relevant maintenance publications.
Borescope - Purpose and Functional Description

BORESCOPE INSPECTION INTRODUCTION. Purpose
Borescope inspection is a Non-Destructive Test (NDT), which allows operators to visually
inspect the internal parts of a system using a specific optical instrument (borescope).
Borescope inspection is used to visually detect a potential damage or an indication of an
abnormal operating condition (e.g. impact, wear, deformation, burn, etc.).
In many cases, the results of this inspection will determine whether the engine can be
returned to service or further investigations should be carried out.
To perform these inspections in optimum conditions, some theoretical and technical
knowledge is required, along with considerable practical experience.
The borescope operates like a periscope by transferring the image of an internal part of a
system, which cannot be accessed from the outside, for a visual chec

SCHEDULED AND UNSCHEDULED INSPECTIONS
SCHEDULED AND UNSCHEDULED INSPECTIONS
There are 2 basic types of borescope inspection: - scheduled inspections, - unscheduled inspections.
On-wing Scheduled Inspections
On-wing Scheduled Inspections are performed to inspect for damage to the internal parts of an engine at
regular intervals according to the:
- Maintenance Planning Document (MPD),
- Aircraft Maintenance Manual (AMM).
Scheduled inspections are performed on specific areas of the engine to assess its condition.
If no damage is found, the engine is serviceable.
If damage is found, refer to the official documentation to find out if the engine is serviceable, with or
without cycle or time limitations.
On-wing Unscheduled Inspections
On-wing Unscheduled Inspections are performed to inspect for damage inside the engine after a specific
engine event, such as: - Foreign Object Damage (FOD), - hot start or over temperature,- over-speed,
- engine surge, - vibration, - heavy landing, - oil fumes in cabin, - contamination with fire extinguisher
fluid, - in-flight shut-down, - volcanic ash ingestion, - etc.
During an unscheduled inspection, all areas of the engine can be inspected. The Engine chapter (72-00-
00) of the AMM lists the unscheduled inspection tasks that must be performed by the inspector.
In-Workshop Inspections
Inspections can also be performed in workshop to: - assess an engines condition before overhaul
(scheduled inspection), - confirm engine damage when an engine is returned after a specific event
(unscheduled inspection).
In both cases, the inspection is performed according to the Engine Shop Manual (ESM), which describes
the procedures and contains the specific limitation criteria, which may differ from those applied on-wing.

PERFORMANCE LIMITS

Identify and Locate
The LEAP-1A borescope ports are located on the engine external cases.
Borescope Inspection (BSI) ports are located on the right side of the engine, with one on
the left side for the combustion chamber (aft looking forward).
There are 26 BSI ports:
- the Low Pressure Compressor (LPC) has two ports (A and B), positioned between 3 and
4 o'clock,
- the High Pressure Compressor (HPC) has eleven ports (C to M), positioned: C to G
between 4 and 5 o'clock, H to J between 1 and 2 o'clock, K to M between 4 and 5
o'clock,
- the combustion chamber has four ports (N to Q), positioned at 2, 5, 7 and 10 o'clock
respectively. Ports O and P are the left and right igniter ports,
- the High Pressure Turbine (HPT) has two ports (R and S), positioned between 2 and 4
o'clock,
- the Low Pressure Turbine (LPT) has seven ports (T to Z), positioned: T between 3 and 4
o'clock, U to Z at 4 o'clock.
All ports are fitted with self-locking plugs, except ports A and B.
Purpose
The borescope ports give access to the engine internal parts to check their condition
during scheduled and "on-condition" inspections. The borescope ports also give access
for the rework of the blade leading or trailing edge using boro-blending tools.

Documentation AMM / ESM / NDTM
Specific Training Points
The borescope inspection is done according to the Aircraft Maintenance Manual (AMM), the
Engine Shop Manual (ESM) and the Non-Destructive Test Manual (NDTM).
The AMM provides comprehensive instructions for performing borescope inspections on
wing, and provides limits for any possible damage.
When borescope equipment is capable of measuring damage (length, width, depth, etc.), the
inspector will check the damage measurements according to serviceable limits.
If the borescope equipment does not permit the measurement of damage, the inspector will
compare what he sees with some known areas within the field of view which can be
referenced to a specific paragraph in the maximum serviceable limits specified in the AMM.
The ESM provides procedures and limits for workshop inspections.
Even if these procedures are often very similar to those in the AMM, the inspection limits
may be different. Therefore, the ESM must not be used for on-wing inspections.
In the same way, AMM procedures and limits, which generally have larger tolerances, must
not be used for workshop inspections.
The NDTM, Part 7 of the LEAP-1A ESM, provides overhaul and shop information related to
borescope inspections:
- minimum inspection equipment recommendations,
- procedures,
- inspection of rotors,
- inspection techniques,
- areas of access.
Borescope Access Limitations. Functional Description
recommendations for the selection and the use of the
borescope tools:
- the optic focal, the field of view and the angle of view will be selected according to the
area that must be observed,
- the probe diameter and size must be respected to prevent any damage to the engine
or to the probe,
- the AMM indicates the internal engine temperature limit as function of the access
port
- CAUTION: MAKE SURE THE TEMPERATURE OF THE ENGINE AND THE ADJACENT
AREAS NEAR THE BORESCOPE INSPECTION PORTS ARE LESS THAN 150°F (65.6°C). DO
NOT DO A BORESCOPE
INSPECTION IF THE ADJACENT AREAS ARE TOO HOT TO TOUCH. DO THE BORESCOPE
INSPECTION WHEN THE ENGINE TEMPERATURE IS LESS THAN 150°F(65.6°C) THIS WILL
PREVENT DAMAGE TO THE BORESCOPE EQUIPMENT.
NOTE: It is recommended to wait 3 to 5 hours after engine shutdown to do the
borescope inspection. This will permit the engine to become sufficiently cool.
NOTE: You can dry motor the engine to decrease the engine core temperature (Ref.
AMM "Dry Motoring“ procedure).

Borescope Tooling List. LIST OF BORESCOPE TOOLS
To perform engine borescope inspections, some fixtures,tools, test and support equipment are necessary (Refer to the
AMM for P/N):
- rigid borescope or flexible videoscope,
- a kit of guide tubes,
- a borescope guide to inspect booster ,
- a toolset of jack screws,
- an hydraulic or a nitrogen VSV adapter,
- a core engine rotation including the offset - crank pad adapter ,
- an electronic turnover tool,
- a programming-motor software.
Other borescope systems may be used at the customers discretion, provided that they meet the borescope inspection
criteria defined by CFM International (GE and SNECMA).

Light Sources Description - Functional Description
A light source is an essential element of borescope equipment since the human eyes can only see an object if:
- it reflects light from an external light source,
- it is a light source (e.g. a candle, a light bulb, a TV set).
A light source is characterized by:
- the intensity,
- the source type,
- the transfer type.
Light source intensity and efficiency depends on several parameters:
- the power (in Watts) which is not sufficient to characterize its capacity for use as a means of lighting,
- the color temperature (in Kelvin) which depends on the type of lamp,
- the lifetime of a lamp (in hours) can be very different from one lamp type to another.
The types of light source are: - halogen light source (incandescent lamp) around
3000°K (yellow), which remains the recommended lighting option where high light quality and precise light
focusing are required,
- metal-Halide light source (arc lamp) around 5800°K for Xenon type (white), which comes from an electric arc and
presents an tiredness risk for the operator,
- LED light source (Light-Emitting Diode) around 6000°K, which supplies a brilliant white light similar to true
daylight illumination and provides more accurate color rendition.
For borescope inspection purposes, except for LED light, light can be transferred through:
- optical fibers which are made of glass, silicon or quartz (20 to 150 micrometers in diameter).
- liquid cable which can be damaged by heat, so should not be used for long periods.
Optical fibers consist of a bunch of fibers arranged in no particular order. Therefore, a broken fiber simply results in
less light, while there is no light at all when a liquid
cable is broken. NOTE: Any cable connection results in a loss of 20 to 30
percent of the light.

Tools and Safety Precautions. Specific Training Points
In some Borescope Inspection (BSI) procedures, a flexible borescope is required.
To direct the flexible borescope to the required inspection area in the engine,
borescope kit of guide tubes (Refer to the AMM for P/N) can be used.
CAUTION: BE CAREFUL WHEN YOU MOVE THE FLEXIBLE BORESCOPE INTO THE
ENGINE YOU CAN EASILY DAMAGE THE BORESCOPE EQUIPMENT IF YOU ARE NOT
CAREFUL.
CAUTION MAKE SURE THAT: • THE ON-OFF SWITCH IS IN THE OFF POSITION,
• THE LIGHT INTENSITY IS SET TO MINIMUM BEFORE YOU CONNECT THE
BOROSCOPE
LIGHT-SOURCE TO THE POWER SUPPLY,
• THE LIGHT SOURCE AND THE POWER SUPPLY ARE CORRECTLY GROUNDED,
• MAKE SURE THAT THE INPUT VOLTAGE OF THE BORESCOPE-LIGHT-SOURCE-SET
AGREES TO THAT OF THE POWER SUPPLY.

Borescope Selection Functional Description
When selecting a borescope, the following parameters must be taken into account: - the type,
Rigid borescope or flexible (videoscope with flexible insertion tube), is defined by the inspection procedure.
NOTE: Flexible borescopes may have a guide tube that can be either rigid or deformable. - the diameter,
When selecting the borescope insertion diameter, make sure that there is sufficient clearance between the
borescope and the port (at least 1 mm) over the whole length of travel.
NOTES:
- do not try to force the borescope if it sticks,
- we also need the borescope to have the highest possible luminosity, observation range, image definition, and
robustness.
- the length for rigid ones, In this case, the borescope length may vary.
When selecting the length, bear in mind that the borescope should be neither too long (because of loss of
luminosity, risk of damage, etc.), nor too short to reach the area to be inspected.
Borescope length must be adapted to the requirements.You should also take into account the blind area as illustrated.
- the direction of view, Borescopes have various directions of view:
- straight ahead (angle of 0°), - forward angle (30°, 45°, 70°), - side angle (90°), - backward angle (120°).
The direction is fixed for a rigid borescope, and depends on the selected optical tip for a flexible videocope; in this
case, be sure to keep safe margins according to the environment.
- the field of view,
The selection of field of view depends on what we are looking for. This may be a general exploration, a search
over a limited area, or a search for a fine damage. One of the following fields of view should therefore be chosen:
- exploration: 90°,
- limited area search: 60°,
- fine damage search: 35°.
The selection also depends on the distance between the inspected part and the tip end of the borescope. The
larger the distance, the smaller the view will be. This can be compensated by selecting the appropriate field of
view. Selecting a larger field of view has a direct influence on the resolving power.

Recommended Practices and General Precautions
Bear in mind that borescopes are high-precision optical instruments.
The following general precautions should be taken when using borescopes:
- clean the optical input and output lens systems before and after each use,
- avoid any impacts (handle with care),
- do not bend the borescope (comply with the supplier’s minimum bending radius),
- do not force the borescope at any time,
- carefully secure the interchangeable objective lenses (check the presence of the
seal and check the tightening of the objective lens before each insertion,
- comply with the specified temperature range (typically -10°C to +60°C or even
+80°C),
- do not place the light generator on a plastic case when in operation,
- do not completely immerse the borescope insertion section in fluid. Check that
any fluid, with which the borescope insertion section comes into contact without
being completely immersed, is harmless, - after use, stow the borescope in an
appropriate case (be careful when closing the case),
- make a final inventory of the borescope inspection equipment (cable, objective
lenses, accessories, etc.).

N2 Rotor Turn . Identify and Locate
The manual control cover is located on the Accessory GearBox (AGB) front face at 8
o'clock, between the Integrated Drive Generator (IDG) and the Pneumatic Air Starter (PAS)
drive pads.
The manual control cover features an o'ring and 2 extract holes, and interfaces with:
- the Accessory GearBox,
- 2 mounting screws.
The extract holes receive the JACK SCREWS TOOL SET (Refer to the AMM for P/N) for
removal procedure.
Operation
The High Pressure Compressor (HPC) rotor can be rotated manually with a 3/4 inch drive
tool inserted in the manual control cover drive pad, reachable by the manual control cover
removal.
The tool handle must be turned counterclockwise (ALF), to obtain a clockwise rotation of
the HPC rotor. The optional CORE ENGINE ROTATION TOOL SET could also be used to adapt
the ELECTRONIC TURNOVER TOOL (Refer to the AMM for P/N) into the manual control
cover drive pad. This electronic device offers specific rotation control
options.
CAUTION: DO NOT USE A TOOL TO PUT THE 3/4-INCH SQUARE DRIVE INTO THE GEAR
SHAFT. THIS CAN CAUSE DAMAGE TO THE AGB BEARING. NOTE: DO NOT FORGET TO RE-
INSTALL MANUAL COVER AFTER THE TASK.

Remember: the spool turn clockwise locking forward from aft of the engine

Booster – General Functional Description
Booster blades and vanes damage may occur after the engine has experienced abnormal
operation. The following list provides examples of conditions in which a complete
borescope inspection should be performed:
- Foreign Object Damage (FOD), - N1 rotor over speed, - high level of N1 rotor vibration,
- heavy landing, - oil fumes detected in cabin air, - Low Pressure Compressor (LPC) stall.
The booster internal gas path inspection is done through:
- the booster inlet,
- the borescope ports A and B located between the 3 and 4 O'clock positions on the flow
path panel.
Note: There is no plug associated to these borescope ports.
The booster inlet enables stage 2 blades leading edge inspection.
The A port enables inspection of:
- the booster spool stage 2 rotor blades trailing edge,
- the booster spool stage 3 rotor blades leading edge,
- the booster stage 2 stator vanes next to the borescope port.
The B port enables inspection of:
- the booster spool stage 3 rotor blades trailing edge,
- the booster spool stage 4 rotor blades leading edge,
- the booster stage 3 stator vanes next to the borescope port.
NOTE: If the fan blades are removed, the stage 2 rotor blades leading edge inspection can
be done without borescope equipment.
High Pressure Compressor Module - General 1/3 Functional Description
High Pressure Compressor (HPC) rotor assembly blades damage may occur after the
engine has experienced abnormal operation.
The following list provides examples of conditions in which a complete HPC borescope
inspection should be performed:
- HPC stall, - Foreign Object Damage (FOD), - high level of N2 rotor vibration, - N2 rotor
over speed, - heavy landing, - oil fumes detected in cabin air.
Borescope ports are provided:
- on the fan frame hub (C and D),
- on the forward compressor assembly (E and F), to enable the HPC inspection.
The port C at 5 O'clock and the port D at 4 O'clock enable inspection of the stage 1 blisk
blades (x25) leading edge.
The port E at 4 O'clock enables inspection of: - the stage 1 blisk blades trailing edge,
- the stage 2 blisk blades (x34) leading edge. The port F at 4 O'clock enables inspection of:
- the stage 2 blisk blades trailing edge,
- the stage 3 blisk blades (x39) leading edge.
The port G between 4 and 5 O'clock enables inspection of:
- the stage 3 blisk blades trailing edge,
- the stage 4 blisk blades (x49) leading edge.
To perform a complete inspection, the HPC rotor assembly is rotated through the manual
control cover, a second technician may be required.
NOTE: To completely inspect the stage 1 and 2 blades, it may be necessary to open the
VSVs. Refer to the appropriate procedure in the AMM.
Borescope ports are provided on
the forward compressor assembly
to enable the HPC inspection. The
port H at 2 O'clock enables
inspection of:
- the stage 4 blisk blades trailing
edge,
- the stage 5 blisk blades (x56)
leading edge.
The port I at 2 O'clock enables
inspection of:
- the stage 5 blisk blades trailing
Edge,
- the stage 6 blades (x66) leading
edge.
The port J at 2 O'clock enables
inspection of:
- the stage 6 blades trailing edge,
- the stage 7 blades (x61) leading
edge.
To perform a complete inspection,
the HPC rotor
assembly is rotated through the
manual control cover, a
second technician may be required.
Borescope ports are provided
on the rear compressor stator
assembly to enable the HPC
inspection.
The port K at 5 O'clock
enables inspection of:
- the stage 7 blades trailing
edge,
- the stage 8 blades (x67)
leading edge.
The port L at 5 O'clock
edge,
leading edge.
The port M at 5 O'clock
edge,
leading edge.
In case of damage, record the following items:
- the number of the rotor stage,
- the blade number (counted from the start),
- the damage location, on the blade,
- the type of damage and its dimensions.
Map the damage on the special reporting form.
The HPC blades possible damage are:
- cracks or tears,
- nicks and dents,
- scratches,
- bulging,
- curled blade tips,
- particles,
- erosion,
- distortion,
- burrs and high metal,
- missing material,
- missing airfoil tip corners.

Combustion Section – General. V0
Borescope inspection of the combustion section may be required for a visual assessment
as part of the on-condition maintenance plan. It may also result from engine problems:
- Foreign Object Damage (FOD),
- emission of pollution,
- trend symptoms such as over temperature, or troubleshooting / fault isolation.
The combustion section features four borescope ports to enable inspection of the
combustion chamber assembly:
- the port N at 2 O'clock,
- the port O (Igniter port) at 5 O'clock,
- the port P (Igniter port) at 7 O'clock,
- the port Q at 10 O'clock.
The combustion section borescope port locations enable internal gas path inspection of
the liner and the igniter tower, including: - inner and outer liner; - aft & fwd cooling
nuggets, - line cooling hole, - igniter tower, - tower weld, - Thermal Barrier Coat (TBC).
It also enable inspection of the fuel nozzles, the combustor chamber dome, and the radial
mixer, including:
- bend radii, - combustor mixer, - dome or deflector plate, - fuel nozzle coke lip, - fuel
nozzle heat shield conic surface, - fuel nozzle main orifice, - fuel nozzle tip, - heat shield
cooling hole, thermal barrier coat.

Combustion Section - Possible Damage 1/2
Possible damage are:- axial cracking, - radial cracking, - circumferential cracks, - diagonal cracks, - connected cracks, -
burn through or missing metal, - discoloration, - distortion,
- missing material, - missing TBC, - oxidation, - carbon deposits.
Note: Carbon deposits are often misinterpreted as damage (holes, burn-through, cracks, etc.). Use a high
magnification probe and higher light intensity to confirm the type of damage.
Note: The AMM defines the inspections areas and the serviceability criteria.

Stage 1 HPT Nozzle Guide Vanes - General
The inspection of the High Pressure Turbine (HPT) Nozzle Guide Vanes (NGV) could require a flexible videoscope with a guide tube;
however, its leading edge is only checkable by means of a rigid borescope. Borescope ports are provided to enable the Stage 1 HPT NGV
inspection:
- the port N located on the combustion section at 2 O'clock,
- the port O (Igniter port) located on the combustion section at 5 O'clock,
- the port P (Igniter port) located on the combustion section at 7 O'clock,
- the port Q located on the combustion section at 10 O'clock,
- the port R located on the HPT stage 2 assembly at 3 O‘ clock.
The kit of borescope guide tube (Refer to the AMM for P/N) is used to guide flexible videoscope probe for inspection.
CAUTION:
Do not insert the borescope between blades while rotating the rotor. This will break the probe and may require engine disassembly to
remove the broken piece. Carefully insert the flexible probe into the guide tube and monitor the probe insertion in between the nozzle
vanes.

The port T at 3 O'clock enables inspection of: - the stage 1 LPT nozzle segments leading edge, - the stage 1 LPT blades (x147) leading
edge. The port U at 4 O'clock enables inspection of: - the stage 1 LPT blades trailing edge, - the stage 2 LPT blades (x147) leading edge.
The port V at 4 O'clock enables inspection of: - the stage 2 LPT blades trailing edge, - the stage 3 LPT blades (x147) leading edge. The
port W at 4 O'clock enables inspection of: - the stage 3 LPT blades trailing edge, - the stage 4 LPT blades (x147) leading edge. The port X
at 4 O'clock enables inspection of: - the stage 4 LPT blades trailing edge, - the stage 5 LPT blades (x147) leading edge. The port Y at 4
O'clock enables inspection of: - the stage 5 LPT blades trailing edge, - the stage 6 LPT blades (x147) leading edge. The port Z at 4 O'clock
enables inspection of: - the stage 6 LPT blades trailing edge. - the stage 7 LPT blades (x147) leading edge.


Power Plant Base Maintenance LEAP - Resolved

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Power Plant Base Maintenance LEAP - Resolved

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Power Plant Base Maintenance

12/04/2020 Developed By Jorge Bonilla 1

La información contenida en este documento se utiliza

Varios de los videos o fotografías aquí mostradas son con el

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Este documento fue preparado por el Ing Jorge E

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The LEAP-1A engine uses a preventive maintenance concept called "on-condition

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The LEAP-1A engine is a two spool axial flow turbofan.

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The air inlet section is located at the front of the engine.

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Each fan blade is installed in a fan disk slot with:

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The struts are connected:

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Identify and Locate

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Identify and Locate

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Identify and Locate

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Forward interface (static parts):

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