Ignition System Reliability
**** Hidden Message ***** CFMI Proprietary Information 13.1<BR>Ignition System Reliability<BR>CFMI Proprietary Information<BR>The information (including technical data) contained in this document is the property of CFMI. It is disclosed in confidence and the technical data therein is exported<BR>under a U.S. Government license GTDR. Therefore, none of the information may be disclosed to other than the recipient, or used for purposes other than to render<BR>services to CFMI, without the express prior written authorization of CFMI. In addition, the technical data therein, and the direct product of the data, may not be diverted,<BR>transferred, re-exported, or disclosed in any manner not provided for by the license without prior written approval of the U.S. Government.<BR>CFMI Proprietary Information 13.2<BR>Overview<BR>• Fleet Experience<BR>• Hardware Improvements<BR>• Maintenance Recommendations<BR>• Summary<BR>CFMI Proprietary Information 13.3<BR>Fleet Experience<BR>• Ignition system is one of the top<BR>causes of delays and cancellations on<BR>the CFM56-3 engine program<BR>• Ignition system reliability has been<BR>improving with increased awareness<BR>and new hardware<BR>CFMI Proprietary Information 13.4<BR>Hardware Status<BR>• “Murphy-proof” leads have shown significant<BR>improvement<BR>- Reduced pitting and arcing at contacts<BR>- Fewer misassembly errors<BR>• New failure mode has been seen on new<BR>“Murphy-proof” leads<BR>- Inner seal failure resulting in electrical energy arcing<BR>from the contact to the inner spring assembly<BR>- Design changes are being evaluated<BR>CFMI Proprietary Information 13.5<BR>Hardware Status<BR>Original Type 4<BR>Ignition Lead with<BR>WHITE silicone seal<BR>CFMI Proprietary Information 13.6<BR>Hardware Status<BR>“Murphy Proof” Lead with<BR>BLUE silicone seal<BR>CFMI Proprietary Information 13.7<BR>Maintenance Recommendations<BR>• Replace ignition lead outer seal whenever the<BR>lead-to-plug connection is separated<BR>- Degradation of seal results in inability to reseal the<BR>interface<BR>- Note the seal is not interchangeable between the new<BR>(blue) and old (white) Type 4 leads<BR>• Polish the contacts when the lead-to-plug<BR>connection is separated<BR>- Unremoved pitting can lead to premature failure of both<BR>igniter and lead<BR>- Polishing tools available for the lead contact<BR>- Unison tool kit P/N 11-10786-1 or P/N 137356<BR>- Use 3/8” medium grit abrasive impregnated rubber rod<BR>(Craytex or local purchase) for igniter plug contact surface<BR>CFMI Proprietary Information 13.8<BR>Maintenance Recommendations<BR>Unison Contact Polishing Kit<BR>CFMI Proprietary Information 13.9<BR>Maintenance Recommendations<BR>Apply Grease<BR>DO NOT Apply<BR>Grease to these<BR>threads<BR>Igniter Plug Maintenance<BR>CFMI Proprietary Information 13.10<BR>Maintenance Recommendations (Continued)<BR>• Ignition component "soft-time"<BR>- Study performed 1st Quarter 1993<BR>- Airline input and experience considered<BR>- Lead considered to be the major problem<BR>- Exciter replaced to move aircraft although rarely<BR>the problem<BR>- Plugs are also cause of engine no-starts<BR>- 2,000-cycle replacement on lead provided<BR>alternating ignition is used<BR>- 1,000-cycle replacement on plug (low energy)<BR>- CESM 005 updated to reflect “remove and<BR>replace” soft time recommendation<BR>CFMI Proprietary Information 13.11<BR>Summary<BR>• Improper maintenance is still seen with original Type 4<BR>lead<BR>- Incorrect assembly or missing hardware<BR>- Antiseize grease applied or not applied to proper locations<BR>• New hardware improvements have proven to add life and<BR>increase reliability of the entire ignition system<BR>- Individual operators are reporting significant improvements with new<BR>hardware<BR>- Additional changes are being reviewed<BR>• Unison has published a pocket-size Type 4 Ignition<BR>Troubleshooting Guide<BR>CFMI Proprietary Information 13.12<BR>Summary (Continued)<BR>• Operators are encouraged to incorporate hardware<BR>improvements and/or "soft-time" replacement intervals<BR>on older hardware<BR>• Boeing has a Master Change available which provides a<BR>kit of hardware and instructions to transfer the power<BR>supply from the aircraft standby BUS to reach the left<BR>exciter while the right hand side is inoperative<BR>- The MMEL has been revised to allow dispatch with RH system<BR>INOP provided the operator has an approved configuration for<BR>the LH system to be powered by the aircraft BUS<BR>• Dispatch reliability has exceeded 99.95% since<BR>mid-1994 and is expected to continue to improve 谢谢LZ分享！ :victory: :victory: Ignition System Reliability
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