标题: CFM56-7B: Program Overview [打印本页] 作者: 航空 时间: 2011-4-23 10:47:06 标题: CFM56-7B: Program Overview
作者: 航空 时间: 2011-4-23 10:47:13
CFM56-7B: Program Overview April, 2004 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 2 Agenda: Scorecard Review pg 3 Fan Frame Shroud Cracking pg 14 AGB/TGB Bearings pg 23 TRF Oil Leaks pg 29 HMU Status pg 39 Starter Status pg 44 EEC Status pg 51 EGT System Faults pg 57 7.B.P Software pg 61 FADEC 3 pg 67 #4 Bearing Update pg 73 HPT Blades pg 90 HPC VSV System Issues pg 104 HTS Oils pg 117 IFSD Probability Analysis pg 131 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 3 Dispatch Reliability Goal 99.95 Current 99.96 Fleet Statistics • 12 Month Rolling Average In-Service Issues Previous Month Current Month Issue Status CFM56-7 Scorecard Through February 2004 Total IFSD Rate Goal 0.006 Current 0.003 Total ATO Rate Goal 0.020 Current 0.014 Total SV Rate Goal 0.100 Current 0.019 Total UER rate Goal 0.040 Current 0.020 Leading Indicators • Main Heat Exchanger inserts • HMU Leaks • Fuel Nozzle Distress Y G Y G Y • HPT Blade: SB 72-115R2, 72-326 • TGB Ball Bearing: SB 72-0445 • Fan Frame Shroud Cracks: SB 72-0440R4 Mar-04 • AGB Bearing failures: SB 72-0368 • Aft Sump Leakage: All Reps Wire Jan-04 • Aft Scavenge Nipple Crack: All Reps Wire Jan –04 • Booster Vane Corrosion New AMM/ESM Limits • VSV Inner Bushing Wear To Define Interval/Limits • Booster Abradable Damage New AMM/ESM Limits • AGB Axial Link/Spherical Brg. SB 72-0465 Feb-04 Y Fleet Experience Hours: 26,598,109 Cycles: 13,923,589 Engines: 3,085 Aircraft: 1,453 Operators: 156 G Y G G CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 4 CFM56-7B Fleet at a Glance - Through February 2004 World Fleet Airplanes in service 1,453 Customers 156 Engines in service 3,085 Cumulative engine hours 26.6 M Cumulative engine cycles 13.9 M CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 5 CFM56-7B In Service Status Through February 2004 World Fleet • Fleet leaders - Hours 25,173 - Cycles 14,271 - Hours without shop visit 25,173 - Cycles without shop visit 13,545 • 12 mo. total in-flight shutdowns 0.003 • 12 mo. total aborted takeoffs 0.014 • 12 mo. total departure 99.96 • 12 mo. total shop visits 0.019 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 6 CFM56-7 IFSD Rate 0.000 0.010 0.020 0.030 0.040 0.050 0.060 0.070 0.080 0.090 199802 199810 199906 200002 200010 200106 200202 200209 200305 200401 IFSD per 1K hours 120 Minute ETOPS Threshold Basic 12 Month Rolling Average Total 12 Month Rolling Average 180 Minute ETOPS Threshold CFM Goal (0.006) 0.003 0.002 CFM56-7B In-Flight Shutdown (IFSD) Rate 12 Month Rolling Average – Since Entry-Into-Service CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 7 CFM56-7B In-Flight Shutdowns 12 Month Rolling Average - Through February 2004 Issue Program Plan/Status • Maintenance - Oil loss MCD, oil tank not serviced prior to ferry flight. - Spinning fuel filter S/B issued June 2002, SPAR valve. • Aft sump leaks - Aft sump cover O-ring, cracked scavenge line nipple, All reps Jan-2004 • AGB bearings - Investigation on AGB bearings; suspect abusive grinding and lack of burn-off checks during manufacturing process - SB 72-0368 issued for specific population of line 4 bearing NDT for hardness check • No. 3 bearing failure - Engine test for offset-bearing Jan-2004– Results being analyzed • Starter - Turbine thrust bearing – P09/P10 starter addresses stack-up 2 – Needle bearing failures • No. 4 bearing failure - New outer race material introduced - SB 72-0352 issued Oct-2002 Total Basic Leading Causes of In-flight Shutdowns (Over the Last 12 Months) 0 1 2 3 4 5 MAINT AFT SUMP AGB BRG NO. 3 BRG STARTER NO. 4 BRG Number of Events CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 8 CFM56-7 ATO Rate 0.000 0.005 0.010 0.015 0.020 0.025 0.030 0.035 0.040 199802 199805 199808 199811 199902 199905 199908 199911 200002 200005 200008 200011 200102 200105 200108 200111 200202 200205 200208 200211 200302 200305 200308 200311 200402 ATO per 1000 Departures Basic 12 Month Rolling Average Total 12 Month Rolling Average CFM Goal CFM56-7B Aborted Takeoff (ATO) Rate 12 Month Rolling Average – Since Entry-Into-Service CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 9 Issue Program Plan/Status • Misc. Airplane - Thrust reverser, main landing gear brake indication, door proximity switch, - pitot probe blocked • FOD/Bird Strike - Plastic bags, balloons, birds • Operation - 3 occurrences of pitot probe heat not turned on. - EEC Software version 7.B.P (Jan-2004) to address timer logic. • Cabin Odor - Dry out procedures not followed after water wash. • HMU - 1 FMV : 1 TBV – P09 HMU addresses FMV resolver and TBV position fault • Engine Control Light - No fault identified CFM56-7B Aborted Takeoffs (ATO) 12 Month Rolling Average - Through February 2004 Total Basic Leading Causes for ATO (Over the Last 12 Months) 0 1 2 3 4 5 6 7 8 9 MISC AP FOD/BIRD OPERATION CABIN ODOR HMU ENGINE LIGHT Number of Events CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 10 CFM56-7 Total Shop Visit Rate 0 0.02 0.04 0.06 0.08 0.1 0.12 199712 199803 199806 199809 199812 199903 199906 199909 199912 200003 200006 200009 200012 200103 200106 200109 200112 200203 200206 200209 200212 200303 200306 200309 200312 Shop Visit per 1K hours CFM Goal CFM56-7B Shop Visit (SV) Rate 12 Month Rolling Average – Since Entry-Into-Service CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 11 CFM56-7B Total Shop Visits (SV) 12 Month Rolling Average - Through February 2004 Issue Program Plan/Status • HPT Blades -40 HPT trailing edge cracking – 1 HPT shank failure • Fan Shroud - Cracking due to IDG acoustical panel failure – Inspection 72-0440R4 - CFM doubler repair available June-2004 • Aft Sump - 8 cracked scavenge lines – 3 Aft sump cover o-rings - O-ring replacement added to AMM • No. 3 Bearing - Engine test for offset-bearing Jan-2004– Results being analyzed • FOD - N/A • Combustor - 2 – Combustor distress : 2 Outer cowl (OC) missing material : 1 OC wire Leading Causes for Shop Visits (Over the Last 12 Months) 0 5 10 15 20 25 30 35 40 45 HPT BLADE FAN SHROUD AFT SUMP NO. 3 BRG FOD COMBUSTOR Number Of Events CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 12 CFM56-7 Total Dispatch Reliability 99.700 99.750 99.800 99.850 99.900 99.950 100.000 199712 199804 199808 199812 199904 199908 199912 200004 200008 200012 200104 200108 200112 200204 200208 200212 200304 200308 200312 %Successful Departures CFM Goal CFM56-7B Total Dispatch Reliability 12 Month Rolling Average – Since Entry-Into-Service CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 13 CFM56-7B Delay and Cancellations (D&C) 12 Month Rolling Average - Through February 2004 Issue Program Plan/Status • HMU - 74 TBV electro-hydraulic servo valve (EHSV) : 37 FMV resolver P09 HMU - 14 high pressure shutoff valve (HPSOV) P08 HMU and P5 panel • EEC - Pressure subsystem (PSS) modification SB 73-065. Improved ATP in place. - Individual pressure sensor failures increasing – Moisture migration • Starter - P09 rework SB 80-006 issued (new turbine seal assembly) P10. - Turbine stack improvements - SB 80-007 issued • Fuel Filter Delta-P - Potted switch improvement S/B 73-042 - 1 flight allowance added to DDPG MMEL : MTBUR = 70,000 Hrs • Ignition/Starting - Soft time recommendation not universally incorporated - 2 : confirmed fuel nozzle distress - WTT investigation Feb-2004 Leading Causes for Delay and Canellations (Over the Last 12 Months) 0 20 40 60 80 100 120 140 HMU EEC Starter FFDP Ignition Number of Events CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 14 Fan Frame Shroud Cracking CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 15 Fan Frame Shroud Cracking Background • Engines reported with fan frame shroud Cracks Cracks location • Cracks located on the Fan Frame Shroud underneath Air/Oil Cooler Acoustical panel (struts #7 & 8) • Majority at the forward panel bolts captive nuts location • Cracks initiated from the external surface of the shroud (outer skin) FAN FRAME ASSEMBLY AFT FWD CRACKS LOCATION 7 O'Clock 6 O'Clock Panel Bolt captive nut riveted onto the shroud FAN FRAME SHROUD IDG AIR/OIL COOLER LOCATION CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 16 Fan Frame Shroud Cracking Root cause of the Fan Frame Shroud Crack • Acoustic panel at IDG Cooler location (340-085-101/103-0) has a specific window to allow Cooler attachment on the shroud. • Fan Frame Shroud crack initiation process: • IDG Panel failure in the window forward corners subsequent to aerodynamic loading • When failed, IDG Panel displacements induce LCF loading at the attachment Bolts location leading to crack initiation • Crack propagation under HCF loading CRACKS LOCATIONS CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 17 Fan Frame Shroud Cracking Field plan • Inspection S/B 72-0440 Rev. 3 issued Sept 15th, 2003 • Effectivity: All engines delivered from production with first design IDG Air/Oil Cooler Acoustic Panel (340-085-101-0) Affected population : ~2,600 engines Compliance : Cat2 - One time inspection to be performed at first opportunity, and no later than December,2003 Instructions : Remove IDG Air/Oil Cooler Acoustic Panel (-101-0), and Inspect Shroud (FPI inspection ) • Inspection S/B 72-0440 Rev. 4 • Effectivity : All engines delivered from production with IDG Air/Oil Cooler Acoustic Panel P/N 340-085-101-0 or 340-085-103-0 • Reasons of revision : Compliance date moved to June,2004 Removal of IDG Air/Oil Cooler Acoustic Panel P/N 340-085-103-0 Improved description of the serviceable crack limits • Service Bulletin revision 4 in approval process => expected April,2004 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 18 Fan Frame Shroud Cracking Field inspection (S/B72-0440 R3) status As of Feb,16th/2004: • 136 airlines & 2,608 engines affected by this issue, • 40 airlines have completed the inspection, ~ 29.4% • 48 airlines with no reporting, ~ 35.2% • 52 airlines have reported Fan Frame Shroud cracks, ~ 38.2% • 1686 Fan Frame Shrouds have been inspected ~ 64.6% 409 Shrouds reported cracked, ~ 24.3% CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 19 Fan Frame Shroud Cracking TIG Weld Repair • TIG weld Repair has been approved (August 29-03, FAR C1477): • No specific tooling required to weld, • Local Stress relief Procedure required. • Specific procedure implemented in ESM 72-00-00 (TR’s 72-0083 & 72-0084) • Repair limits defined : • Based on current criteria 65% of the cracked shrouds will be repairable • Two (2) fan frame shrouds have been repaired (SNS St Quentin) • Three (3) unsuccessful tries in other shops CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 20 Fan Frame Shroud Cracking Doubler Repair • Objectives : • Repair to be installed on-wing during night stop • no periodic inspection will be required • Design Status : • Addition of a Doubler Aluminum 4mm (0.16") thickness 37 Hi-locks used • Timing • Expected release date : June,2004 DOUBLER LOCATIONS CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 21 Fan Frame Shroud Cracking Air/Oil Cooler Acoustic panel Status • Corrective Action Plan • CFM plans to introduce improved robustness panel beyond the -103. • Design change to allow removal in production in process – actual removal expected June, 2004 • New Panel under evaluation Expected release date : March'05 2 piece panel attached underneath IDG Cooler CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 22 Fan Frame Shroud Cracking SUMMARY • 409 cases of cracked shrouds (confirmed) reported to date • Field plan through inspection S/B 72-0440 • S/B72-0440 Revision 3 Published September,03 • S/B72-0440 Revision 4 to be published April,04 • TIG weld repair October,03 • Doubler repair • Expected release date : June,04 • New IDG panel design improvement • Expected release date : March,05 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 23 AGB/TGB Bearing Issues CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 24 AGB / TGB Bearing issues (Line #5) 1 Failure (Line #4) 8 Failures (Line #2) 6 cases (Line #6) 2 Failures CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 25 AGB / TGB Bearing issues TGB Line #2 BEARING (TGB output gearshaft ball bearing) • Background • 1 IFSD, and 5 UER captured during MCD routine inspection • Bearing outer race spalling / Low time failure phenomenon (< 2200 H) • Investigation status • Root cause identified to be rough grinding machine out of condition • Corrective actions • “Super control” introduced at bearing production level since Jan,2003 New quality control process introduced (Barkhausen inspection), after rough grinding and final grinding Residual stress surface and profile controls by sampling • Field Plan • SB 72-0445 issued replace the potentially affected bearing at shop visit for engines below 4,500 hours CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 26 AGB / TGB Bearing issues AGB Line #4 BEARING • Background • 8 failures - 3 IFSD • Investigation status • 5 failures : Grinding Burn-off identified (4 x UER & 1 x IFSD) • 1 failure revealed unusual dendritic macrostructure (unique case IFSD) • 1 too much damaged for conclusive investigation (IFSD) • 1 bearing not returned (UER) • Corrective actions • “Super control” introduced at bearing production level since Jan,2003 New quality control process introduced (Barkhausen inspection), after rough grinding and final grinding Residual stress surface and profile controls by sampling • Field Plan • SB 72-0368 issued (2001 events covered) replace the potentially affected bearing at shop visit for engines below 2,500 hours CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 27 AGB / TGB Bearing issues AGB Line #5 BEARING • Background • One IFSD (7300H / 5000C) • Ground inspection revealed metal debris in the AGB/TGB MCD • Outer race spalling • Lab investigation revealed unusual dendritic macrostructure which could potentially affect the material characteristics • Investigation status • Work ongoing with supplier to understand criticity of dendritic macrostructure CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 28 AGB / TGB Bearing issues AGB Line #6 BEARING • Background • 2 AGB Line #6 Ball bearing failures Both events captured during routine MCD inspection • Investigation status • First case primary root cause is inner race failure (fatigue butterfly) secondary damage are ball & outer race spalling and cage rivet failure otential linkage to HMU/Fuel Package Maintenance • Second case : Root cause identified as grinding burn-off • Corrective actions • “Super control” introduced at bearing production level since Jan,2003 New quality control process introduced (Barkhausen inspection), after rough grinding and final grinding Residual stress surface and profile controls by sampling • Action Plan • No dedicated Field action plan needed CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 29 Turbine Rear Frame Oil Leaks CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 30 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 31 Turbine Rear Frame Scavenge Nipple Crack Investigation status • Laboratory analysis has established • crack located right after weld bead • crack is initiated by very high stress level • nipple material, structure and dimension are within blue print Weld bead Counter torque hex. Crack initiation main contributors : • B-nut tightening with no counter-torque applied • Oil supply tube unable to move downwards due to presence of coke into the TRF strut. CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 32 Turbine Rear Frame Scavenge Nipple Crack Correctives actions • Airplane manuals revisions to identify failure as early as possible • FIM and AMM revised to account for: Coke debris found in MCD and Oil Filters • High Oil Consumption FIM task revised to call AFT sump oil system inspection • AMM 79-00-00/601 revision including AFT Sump Oil System inspection for evidence of oil leakage sent to Boeing Publication. • Specific Counter-Torque Wrenchs developped to ensure counter-torque application: • CFM Tool 856A3491G02/G03 applicable at ESM Minor Level (72-56-00) • CFM Tool 856A3492G01/G02 applicable at AMM and ESM Major levels CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 33 Turbine Rear Frame Scavenge Nipple Crack Correctives actions (Con't) • Introduced in production from; • CFM56-7B SAC ESN 890-307 and up • Torque value decreased 50-60 N.m (443lbs.in-531lbs.in) instead 100-125-N.m (900lbs.in-1100lbs.in) • ESM & AMM will be updated accordingly => June,2004 • Studies in process to limit oil leaks in the AFT sump to avoid tube blockage. • Gasket seal design improvement Field recommendation • One time FPI inspection at next shop visit. • CFM S/B 72-0477 will be issued => Expected release by April, 2004 • AOW 531 & FHL issued on January 2004 • Troubleshooting and Maintenance action to perform in the interim Manuals are revised. CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 34 Turbine Rear Frame Oil Inlet Cover Leakage Background • More than 20 cases of oil leak at the Oil Inlet Cover interface reported • Two seals are affected : O-Ring Seal Material : Viton E Primary Sealing Graphite Gasket Seal Flat « Papiex » Seal : Secondary sealing CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 35 Turbine Rear Frame Oil Inlet Cover Leakage Root cause • Deterioration of the primary sealing device (O-Ring) due to over-temperature during soak-back period after engine shut-down. O-ring found out of shape (squared), hardened and with partial missing material CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 36 Turbine Rear Frame Oil Inlet Cover Leakage Root cause (con't) • Gasket seal efficiency deteriorated by potential damaging during shipping, handling & assembly. • Torque loss during operation, consequence of seal thickness reduction after oil contamination and heating CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 37 Turbine Rear Frame Oil Inlet Cover Leakage Corrective Actions • PRIMARY DEVICE : O-RING • Other materials (Aflas, Paraflour, Kalrez, …) have been evaluated, and tested on other engine models without success No material found able to sustain temperature levels WPG updated to recommend seals replacement at Shop Visit • SECONDARY SEALING : GASKET SEAL • Improvement of the shipment conditions for graphite gasket seal Complete • Assembly procedure evaluated (double-torque + torque increase) Complete Modifications not needed based on test results • New gasket-seal design Design improvement decision April'04 Expected release date 1Q2005 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 38 Turbine Rear Frame Oil Inlet Cover Leakage In-Service Engines Containment Plan • Recommendation to replace the O-ring, and the Gasket Seal: • At Shop Visit Implementation in the CFM WPG Complete • On-Wing No recommended action Procedure Available in AMM CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 39 HMU Status CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 40 HMU MTBUR Slowly Trending Upward CFM56-7 HMU MTBUR 10000 11000 12000 13000 14000 15000 Nov-02 Dec-02 Jan-03 Feb-03 Mar-03 Apr-03 May-03 Jun-03 Jul-03 Aug-03 Sep-03 Oct-03 MTBUR MTBUR 14,200 Hrs 12 Month Rolling Mean Time Between Unscheduled Removal (MTBUR) CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 41 141 128 61 53 47 42 24 21 19 19 0 20 40 60 80 100 120 140 160 DMD/FDBK FMV F/B Precautionary Chafing / Wrap Fault Leak AFSO Switch Engine Control Light Contamination Unknown / Misc No Start * * * * * * Product Improvements Address Top Removal Causes TBV is 89% of DMD/FDBK Returns Top Reason For HMU Removals CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 42 • Reliability showing gradual increase 12 month MTBUR 14,200 hrs HPSOV Switch modifications nearing completion • P09 HMU in Production since April, 2003 Addresses 75% of removal causes (FMV, TBV, BSV, fuel leakage) Projected MTBUR of more than 18000 hrs ~300 P09 HMUs delivered on engines • Three reported in service removals Leak on Overhauled unit 2 FMV Resolver removals • Honeywell providing discount to encourage proactive upgrade to P09 Service Information Letter #8 Anticipating Significant MTBUR Improvement With P09 HMU CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 43 Summary • HMU MTBUR at 14K hours • As P09 penetrates fleet, 18K hour MTBUR expected CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 44 Starter Status CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 45 1000 6000 11000 16000 21000 26000 Mar-02 Apr-02 May-02 Jun-02 Jul-02 Aug-02 Sep-02 Oct-02 Nov-02 Dec-02 Jan-03 Feb-03 Mar-03 Apr-03 May-03 Jun-03 Jul-03 Aug-03 Sep-03 Expected Downward Trend Due to Turbine Seal Leaks Current Average ~ 13,400 Hr’s Starter 12 Month Rolling Mean Time Between Unscheduled Removal (MTBUR) Trend Should Turn Around as P09 / P10 Populates Fleet CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 46 434 117 22 9 8 7 0 100 200 300 400 500 600 Turbine Seal Leakage No Fault code Foreign Object Damage Chips on Mag Plug Turbine Bearing External Damage Top Removal Causes Leaking continues to be the leading cause for removal Large Number Removed for SB Upgrade/Overhaul Turbine Seal Leak is The Major Contributor For Removals CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 47 Removal Causes P09/P10 Only P09 / P10 Removal Causes Will Continue to Be Tracked Separately 13 8 5 4 3 1 0 2 4 6 8 10 12 14 Metal on Mag Plug Decoupled Shaft No Fault Found Customer Damage Overhaul Shipping Damage 34 Total removals CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 48 P09/P10 Starter Removal Findings • 13 Starters Found with Metal on Magnetic Chip Detector (MCD) 8 Cannot determine root cause Extensive starter damage 2 Failed needles from planetary bearings 1 Improperly seated clutch bearing preload spring 1 Foreign Object Damage (FOD) 1 Pressure check plug left in gear housing blocking oil flow • 8 No Start / ATS Shaft Decoupled 7 Improperly seated clutch bearing preload spring Corrective action added to Component Maintenance Manual (CMM) Additional check point added 1 Cannot determine root cause CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 49 Revenue Service • Starter MTBUR Trending Down 12 month MTBUR 13,400 Hr’s Majority returned for leaks, some for Service Bulletin (SB) upgrade All starters returned from shop visit are P09 or P10 >900 units upgraded to P09 ~600 P10 units delivered on new engines • New starter chip detector Addresses part marking, O-ring, and ease of removal Issues New O-ring is compatible with HTS Oil Improves the gripping surface New plug introduction into production by 3Q 04 Service bulletin Cat 7, Customer Option SB will be required if Customer uses HTS oils Improved Plug CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 50 Summary • Starter MTBUR at 13,400 hours • As P09 / P10 penetrates fleet, 20K hour MTBUR is expected • Tracking P09/P10 removal causes / working corrective actions • Improved Magnetic Chip Detector to be introduced 3Q04 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 51 EEC Status CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 52 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 Jan-02 Feb-02 Mar-02 Apr-02 May-02 Jun-02 Jul-02 Aug-02 Sep-02 Oct-02 Nov-02 Dec-02 Jan-03 Feb-03 Mar-03 Apr-03 May-03 Jun-03 Jul-03 EEC 12 Month Rolling Mean Time Between Unscheduled Removal (MTBUR) MTBUR Improving MTBUR is ~ 18,000 Hrs MTBUR is Trending Towards 20,000 Hours CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 53 Revenue Service • EEC MTBUR Steadily Going up Currently at 18,000 Hrs Confirmation rate steady at ~ 60% Pressure subsystem (PSS) improvement is working • 6 returns in last 6 months Pressure Sensor failures on the rise Seeing an upward trend on DPM return rate • Pressure Transducer Design Change • Failure associated with moisture sensitivity in the pressure sensor • Confirmed by short and long term design of experiments (DOE) by supplier • Proposed product improvement is to replace pressure sensor with new design • Internal operational amplifier (op-amp) upgraded to ceramic • Conformal coating upgraded to parylene • Shows improvement over urethane for moisture resistance • Design assurance testing currently underway • Improved pressure sensor introduction anticipated 3rd quarter ‘04 Since EIS 7% 58% 35% Repair in process Confirmed External/Unconfirmed CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 54 • Digital-Processing Module (DPM) • Approximately 50% of DPM removals are not confirmed – Based on last reporting period • Failures are distributed among various DPM sub-components • Unconfirmed removals are believed to be caused by the Non-Volatile Memory (NVM) adjustment checksum fault – EEC background logic detects a difference and sets a fault – 7.B.P Software released 1Q’04 Revenue Service Cont. CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 55 57 16 20 22 3 10 6 48 10 21 24 12 13 6 6 15 26 15 7 37 12 0 25 50 75 100 PSS IOM DPM PSM FPA PS3 Transducers P0 Transducers Since Jan 02 to June 02 Since July 02 to Dec 02 Sum last 6 Months CFM56-7 EEC Removals by Cause PSS Improvement is working DPM Trending up Pressure Transducers going up Pressure Sub-System Input-Output Module Digital-Processing Module Power-Supply Module Front-Panel Assembly Ambient-Press. Sensor 9th-Stage Press. Sensor CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 56 Summary • MTBUR Continues in a Upward Trend Towards 20K • Pressure Transducer Design Improvement Underway • 7.B.P Software will Reduce DPM Caused Removals – Separate Presentation CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 57 EGT System Faults CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 58 Exhaust Gas Temperature System Faults Background • Several number of EGT indication faults reported (EGT shift and/or Fault Message) Investigation status • field events analysis on going: 74 events reported since Jan.2002 • Average engine age : 4500 Hrs / 2800 Cycles since new • 24 cases with EGT indication affected (16 with Maintenance message also) • Over 74 squawks (53 engines) led to replaced probes or harnesses. • Maintenance actions were: • 36 x T49.5 Probes replaced • 18 x Connectors cleanned • 5 x Harnesses replaced (CJ9 & J9) • 1 x Connector found loose • 14 x Unknown CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 59 Exhaust Gas Temperature System Faults Investigation status (con't) • Hardware Shop Findings (2002 & 2003) • 98 x T49.5 probes tested at Vendor were found: Non Failure Found Single open thermocouple (Qty 8) has no effect on Probe output signal. low insulation resistance will lower Probe output signal but not enough to cause a Maintenance message • 4 Harnesses received shown damaged connectors • Maintenance actions analysis shown: • Common point is "Connectors disconnect" • Connectors cleaning is efficient in most cases • Fault repeated in very few cases => not all connectors may have been cleaned Large amount of faults corrected by connectors disconnect/ cleaning/ reconnect CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 60 Exhaust Gas Temperature System Faults Engineering Investigation • CFM is developing a connectors investigation program: • Connector design review • Investigation of complete set of field harnesses (CJ9+J9) to be removed from faulty engine without disturbing connectors (no cleaning) airlines have been contacted to retrieve hardware will mainly focus on connectors condition Fault Isolation Manual update • FIM procedures reviewed and improved • EGT connector cleaning recommendation has been added in the FIM 77-21-801 Cleaning procedure => AMM SP 70-70-01 p201 • Dedicated tasks for either Maintenance Manual or EGT indication problem FIM 71-06-807 & 77-05-802 • FIM procedures revised Oct.2003. CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 61 7.B.P Software Introduction CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 62 7.B.P Improvements • RAM Corruption Accommodation Improvement - Implements final phase of RAM corruption accommodation - Addresses 1 revenue service Loss-of-thrust-control (LOTC) event • NVM Adjustment Checksum Faults - Multiple reports of 73-x020n during revenue service - Moved from the no-dispatch category to long-time dispatch • PS3 Channel-to-Channel Disagree Fault - Added 73-x079n “PS3 SIGNALS DISAGREE” – short-time dispatch - Signal disagree must exceed 4.8 psia and be more than 2.4 % - Reduce potential for LOTC events - No LOTC events to date related to PS3 disagree • T25 Channel-to-Channel Disagree Fault - Added 73-x080n “T25 SIGNALS DISAGREE” – short-time dispatch - Signal disagree must exceed 6 deg-C - Two LOTC events since EIS have been related to T25 disagree CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 63 7.B.P Improvements - continued • Spurious Exceedance Indications at Engine Shutdown - DFDR shows ARINC signal degradation prior to EEC shutdown - Exceedance data will no longer transmit after N2 spools < 15% • Alternate Mode with Probe Heat Off - Reduce the number of high speed aborted takeoffs caused by 73-x167n - Reduced time required to set 73-x167n • EEC Switching to Airplane Backup Power - Addresses two revenue service events of EEC shutdown • Cause of EEC shutdown was identified as an alternator failure - After EEC switches to airplane power, the EEC will not switch back to the alternator as the power source • Open Beta Stall Margin Improvements - Change VSV schedules in the 11000-12200 rpm N2K speed range - Can provide up to two degrees of additional stall margin CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 64 7.B.P Software Issued • 7.B.P Available - Service Bulletin 73-0097, Issued Jan 23, 2004 - Category 2, Six month compliance - No impact on revenue service • Software is now delivered on CD-ROM - Since the master files are stored on CD-ROM, the possibility of corrupting them is eliminated • Customers are required to copy the software to a floppy disk prior to installation into the EEC since the programmable data loader (PDL) will not accept a CD-ROM. - The CD-ROM will also provide non-volatile memory (NVM) downloading software and detailed instructions on how to download the software from the CD-ROM to a floppy CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 65 7.B.Q Proposed Improvements • LPT Over-temp Protection - Reports of LP turbines exposed to over-temp conditions - No start-logic problems have been identified to date - Robustness may be added to safeguard the start region on ground and in-flight • Inhibit fuel on at inappropriate times • In-flight sub-idle stall recovery logic • Improve TBV Position Fault Accommodation - Evaluate setting a new fault that would allow for short time dispatch instead of no dispatch - Problem addressed with P09 HMU - Customers requesting relief for P07 and P08 HMU • Ignition 1 or 2 Failed Fault - Decrease persistence time or increase time before pilot action in flight-crew operations manual (FCOM) CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 66 7.B.Q Proposed Improvements - continued • T12 Fault - Changes in detection, accommodation, & annunciation • Dispatch for FMV-Related Faults - Determine if FMV faults can be moved to short-time dispatch 7.B.Q Available Approximately 2Q05 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 67 FADEC 3 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 68 FADEC 3 Introduction on the CFM56-7B • New Generation Engine Control Being Developed - Electronic Engine Control (EEC) - Full Authority Digital Engine Control (FADEC) - Third Generation of FADEC – FADEC 3 - CFM will continue to support FADEC 2 • FADEC 3 will be Released on CFM56-7B / 737 - Certification Program Launched June 2003 - Engine Certification August 2004 - Aircraft Certification & Entry Into Service 4Q-2004 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 69 FADEC 3 Introduction on the CFM56-7B • Key Features - Physically & functionally interchangeable with FADEC 2 - Improved throughput & memory - Addresses parts obsolescence issues with FADEC 2 • Customer Benefit - Addresses FADEC 2 obsolescence issues - Enables product growth, enhancements & improved diagnostics CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 70 FADEC 3 Product Design • Designed for “Drop In” Replacement for FADEC 2 - Same chassis outline and mounting as FADEC 2 - Connects to existing electrical harnesses and pressure lines - On-wing intermix capability with FADEC 2 • High Level of Commonality with FADEC 2 - Same basic architecture used in current FADEC 2 - Power supply is a repackaged version of today’s FADEC 2 supply - Same pressure transducers - Same construction techniques and component technology FADEC 2 6 plug-in modules 11 connectors FADEC 3 4 plug-in modules 11 connectors Same package outline as FADEC2 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 71 FADEC 3 Product Validation & Service Readiness • Comprehensive Workscope Defined to Assure Design is Service Ready - Leveraging FADEC 2 Lessons Learned in Design Process - Design Assurance Component Testing - Engine System Rig Test Validations - Engine Testing, Endurance, Operation, Thermal/Mechanical environment - Boeing Systems Integration Test - Boeing 737 Flight Test - Total Service Readiness Review • Prime Element Supporting Service Readiness - Reliability Growth-Test Program • Uses Test, Analyze, Fix Approach – Proven to Improve Reliability • Accelerated Vibration & Thermal Cycling With Units Powered & Monitored • Testing to 100K Equivalent CFM56-7B Engine Hours Prior to EIS CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 72 FADEC 3 Summary • FADEC 3 to be Released to CFM56-7B / 737 NG - Physically & Functionally Interchangeable with FADEC 2 - Improved Throughput & Memory - Addresses Parts Obsolescence Issues with FADEC 2 • Input/Output Module (IOM) Sipex Torque Motor (TM) drivers • Program Underway to Assure Service Ready Design • FADEC 3 Increased Processing Power & Memory - Enables Future Enhancements and Improved Diagnostics FADEC 3 for CFM56-7 Entry-into-Service 4Q-2004 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 73 #4 Bearing Status CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 74 Overview 1. #4 field experience 2. 32CDV13 events : investigation status - Root cause analysis - Quality investigations 3. 5C Analysis - Task-force outputs - Engineering action plan 4. Proposed Fleet Plan - Sampling program - EIVMU CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 75 1- Field Experience CFM56-All - UER & IFSD rates , #4 bearing fail cause As of Jan 04 0,69 0,62 1,30 0,00 Fail per million EFH - 12 month rolling 0 100 000 000 200 000 000 IFSD UER UER+ IFSD Cumulative EFH 12 MRA Overall Reliability Stable for last 3 years Specific CFM56-5C higher Failure Rate CFM56-5C Failure Rate IFSD + UER : 3.17 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 76 • Design: - Stiff HPT aft shaft - Oil Cooled aft shaft - Reduced bearing clearance - Strengthened cage - New outer race material (32 CDV13) • Manufacturing: - Improved residual stress / Specification - P/N Elimination • Shop: - Improved core balance - Assembly & tooling best practices •Detectability: - EMCD - Test cell 4R defect screening All Practical Design & Best Practices Implemented 1- #4 bearing Past Improvement Program CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 77 Failure cause distribution 0 20 40 60 80 100 120 140 160 180 Rollers Outer Race Inner Race Cage Und. M50 32CDV13 • Majority of failures for previous P/N’s (M50 Material OR) linked to outer race • Also large number of undetermined cases - too large damage • Roller failures a low contributor • New 32CDV13 P/N’s affected by roller failures (confirmed for 4 out of the 6 cases) 1. #4 bearings failure causes statistics CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 78 • 32CDV13 developed to address most important failure cause (Outer Race spalling) • CFM Production introduction on -5C : 09/2001 / Operational intro 01/2002 • Overall 32CDV13 Outer Race experience as of end Feb 2004 • 835 000 hours experience on -5C (according to most recent data) • 6 failures on -5C • 2.5 MEFH experience across all CFM models • No failure observed on the other CFM models since intro (06/2002) • 1035 New 32CDV13 P/N’s in service (all Models) Experience accumulated on new 32CDV13 P/N emphasizes difference between 5C and other models 2- 32CDV13 Field experience CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 79 718-0 #4 BRG hours distribution 0 10 20 30 40 50 60 Bearings Quantity -5A -5B -5C -7B 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 Hours 2- 32CDV13 Field experience - Events - 6 failures on CFM56-5C (5 with P/N 718 and 1 with P/N 902) - All failures in the same very low range (2000 hrs – 3200 hrs) - No 32CDV13 failures on other CFM56 engine models Failure Rate( event/ MEFH ) -622 -625 -715 -717 -718 -301 -302 -303 -901 -902 Others Total CFM56-2C 8,83 0,00 31,18 3,44 N/A 0,00 0,00 0,00 0,00 N/A 26,83 3,38 CFM56-3 1,33 1,79 5,86 0,78 0,00 0,60 0,00 0,00 2,67 N/A 0,00 0,99 CFM56-5A 1,73 0,00 N/A 0,91 0,00 0,81 0,00 0,00 6,12 0,00 N/A 1,22 CFM56-5B 0,00 0,00 N/A 0,89 0,00 0,00 0,73 0,00 0,00 0,00 0,00 0,62 CFM56-5C 3,34 2,57 N/A 2,31 11,36 2,43 6,35 0,00 6,22 3,04 N/A 3,17 CFM56-7B N/A N/A N/A 0,91 0,00 1,13 0,00 0,00 2,60 0,00 N/A 1,02 TOTAL 1,73 1,81 10,10 1,12 4,39 0,96 0,31 0,00 2,96 1,42 0,00 1,38 Best Available data Bearings Failure Rate CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 80 • 5 Confirmed failures experienced on P/N718 / One on P/N 902: • Roller failure is a known / lower contributor : 20 roller failures with previous P/N’s (M50 OR material) since CFM56 EIS (across all model lines) 4 failures confirmed to be caused by a roller failure (2 unconfirmed) 32CDV13 Outer Race confirmed in good condition following these events Working team launched in July 03 to explain new bearing 5C failures and define corrective actions P/N ESN UER IFSD Event Date Flight phase ETSN/ECSN PTSN/PCSN S/N -718 56177 1 june/21/2002 Cruise 2012/305 2012/305 DB840975 -718 740149 1 june/08/2003 Cruise 34707/4674 2793/451 DC151966 -718 741659 1 june/12/2003 Stall in Descent Oil filter clogged in taxi phase 15109/2443 2007/358 DC151911 -718 741603 1 nov/11/2003 Descent 27442/3534 3234/390 DC152036 -718 741777 1 nov/17/2003 Cruise 18607/2660 2012/327 DC152130 -902 740336 1 Jan/08/2004 Descent 26866/4150 2168/423 2- 32CDV13 Field experience - Events CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 81 • Least worn roller (0.2 mm) investigation indicated manufacturing-induced cracks (0.4 mm deep) • Larger wear on the two other failures did not allow to identify roller failure root cause • 32CDV13 Outer Race confirmed in good condition for all cases Non functional crack found on one case… manufacturing issue suspected Root cause not yet fully established 2- 32CDV13 Events – Lab investigation CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 82 • Audit performed : • at manufacturers (tumbling, machining, …- SKF, FAG, SNR) • at steel suppliers • at sub contractors (machining) • No significant findings with part quality/process although several corrective actions implemented to reinforce quality assurance • No suspect population established on 32CDV13 • 6 Failed bearings / 6 distinct rollers manufacturing batches • All P/N in stock visually inspected early January… No defect found. 2- Quality investigations No significant findings during Quality investigation… implementing additional controls to reinforce Quality CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 83 Background • Task Force initiated in Nov02 to understand #4 bearing failure rate gap between -5C & other CFM models • At the time 32CDV13 P/N’s had low experience in service / 1 failure - insufficient to demonstrate reliability improvement Task Force Deliverables • Explain failure rate gap between -5C & other models • Consider bearing and environment as a system • Recommended go forward plan • Additional effort to close on root cause • Systemic approach conducted to identify all potential contributors 3- #4 bearing task-force : 5C vs others CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 84 • Assy process to be reviewed and potentially improved • No obvious primary root cause identified but all parameters more detrimental on -5C compared to other CFM56 models. Clear difference in mission : • Higher speeds at climb/cruise • Longer cruise duration • Less derate • Oil Temp cooler in cruise (clearance impact / different dynamic behavior) • Thermal response differences identified (5C cruise phase lower oil temperature and RACC operation). Transient thermal with FM calculations showed : • Higher clearance @ cruise • Lower Clearance difference between T/O and cruise • Coning value more important on -5C aggravated by axial load direction Most likely major contributor is increased exposure to higher loads at higher speeds Most likely major contributor is increased exposure to higher loads at higher speeds 3- 5C Task-force Observations CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 85 • Understand/work -5C differences • Assy process Task Force in progress Early 04 • Engine test to assess oil temp impact on dynamic behavior March 04 • Instrumented Engine Test to better understand #4 R environment vs other CFM Models (loads/thermal/vibs/clearance)… 3Q04 - 1Q05 • Interim improvements : • Change oil temp at cruise (FRV schedule, exchanger…) to improve reliability pending results of engine test 3- #4 bearing engineering action plan Long term fix dependent on intrumented engine test and ongoing root cause investigation Long term fix dependent on intrumented engine test and ongoing root cause investigation CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 86 4 – #4 bearing field plan : • SV sampling program proposed : - Collect 32CDV13 #4 bearings at next SV on –5B, -5C and –7B : • To determine if any difference between 32CDV13 bearings on 5C engines • To perform lab investigation on outer race and rollers to verify if any kind of degradation could explain early roller failure - Proactively collect on –5C engines 3 to 5 bearings P/N 718 based on past in-service experience and production batch criteria Sampling program to be coordinated with operators 2Q04 Sampling program to be coordinated with operators 2Q04 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 87 4 – #4 bearing field plan : Detectability improvement : - Airborne Detection System under Evaluation for CFM56-3 & -7 Engine Models (Outer Race damage) - Improved 5C IFSD reliability rate possible through airborne detectability ( EIVMU ) - Detection efficiency : • Demonstrated for defects on outer race. Experience needed for system fine tuning • To be demonstrated for roller damage - Test plan in place : – Demonstrate roller defect detectability ( -7 Engine 008/4 test April 04) – Correlate vibration level (signature) and time to failure (rig test 3rd & 4th Q 04) – Develop criteria/ threshold and algorithm CFM Risk Mitigation plan launched to demonstrate roller detection system capability before end of 2004 CFM Risk Mitigation plan launched to demonstrate roller detection system capability before end of 2004 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 88 • Based on Vibrometer input, 18-24 Months needed to develop / validate EIVMU system • CFM development plan to validate roller signature detection algorithm to be led in parallel to Vibrometer development - No hardware changes required - to be inAtirrbouds,uCcFeMdatnhdroVuibgrohmsetoefrtwwoarkreing together to minimize EIVMU development/certification cycle Airbus, CFM and Vibrometer working together to minimize EIVMU development/certification cycle 4 – #4 bearing field plan : EIVMU CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 89 • 32CDV13 Experience - 6 Failures affecting CFM56-5C / No Events on Other Engine Models - 4 Failed Bearings Investigated : All 4 Events Linked to Roller Failures - Good Outer Race Behavior Confirmed • Quality Investigation and Engineering Task Force in Place - Quality Investigation Performed at Suppliers • No significant findings – Additional Controls Put in Place - Review Assembly Process - Influence of Specific CFM56-5C parameters (speeds, flight leg, thermal,…) - Engine Test 3Q04-1Q05 • CFM Development Plan to Improve Detectability Through Airborne Detection - Outer Race Spalling Detection under Evaluation - Test Plan Put in Place to Demonstrate Roller Defects Detectability 5 - Summary CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 90 HPT Blades CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 91 • Blade Configuration History • Types of Distress - Trailing Edge Corner Loss - Root Trailing Edge Cracks - Airfoil Liberation - Transition Zone Cracks - Shank Separation • Summary Sectioned Blade, Aft looking Forward Section removed, Convex side 3D Aero HPT Blade (-5B/P, -7B) CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 92 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 93 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 94 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 95 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 96 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 97 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 98 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 99 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 100 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 101 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 102 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 103 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 104 HPC VSV Sytem Issues CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 105 Background • CFM56-5B/P & -7B engines found with stator to rotor axial contact at shop visit for small number of high time engines - Root cause is VSV bushing & shroud wear • Inner bushings wear through on aft side due to relative motion of vane stems and oxidation • Shroud bores wear on aft side due to contact with vane stems • Outer bushing and thrust washer wear contributes to gap closure FWD Outer Bushing Outer Washer Inner Bushing Stg3 Blade Stg2 Blade Stg1 Vane Stg2 Vane Stg3 Vane Contact Between Inner Shroud and Blade Platform/TE Fillet. Seen on CFM56-5B/P, -5C & -7B Contact Between Seal J-Hook and Spool/ Disk Tangs. Seen on CFM56-5B/P, -5C & -7B CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 106 Typical visual stator-to-rotor contact Typical Split Line Contact Contact at 6/12 O'clock Position Typical NR150 Inner Bushing Wear Blade Contact At Shop Visit Typical 3D aero TSN/CSN 16361/6005 On Wing -5B3/P TSN/CSN 18498/6450 Shroud Wear & Blade Contact (Serviceable Wear) Bushing Aft Side Worn Blade Platform Trailing Edge Shroud LE Contact Airfoil Shroud LE Flowpath Contact (Groove) Shroud LE Flowpath Contact Blade TE Contact CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 107 Nominal A B C D E 5C 0.172 0.140 0.135 0.158 0.228 5B/P 0.173 0.110 0.105 0.159 0.228 7B 0.173 0.110 0.105 0.159 0.228 A E D C B A, B, C =Shroud to Blade Clearance D = Seal to Spool Tang Clearance E = Seal to Spool Aft Clearance CFM56-7B & -5B/P S2 & S3 Axial Gaps Reduced .030” (3D Aero Blade Platforms Are Longer) CFM56-7B & -5B/P S2 & S3 Axial Gaps Reduced .030” (3D Aero Blade Platforms Are Longer) Comparison of -5B/P & -7B vs -5C Nominal Axial Gaps -7B & -5BP are seeing flowpath contact earlier than on –5C, However, expect to see J-Hook contact at a time range similar to –5C J-Hook Clearance is the same as –5C CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 108 Hours Comparison of -5B/P & -7B vs -5C Experience 0 10000 20000 30000 40000 S2-Shroud L/E Contact S2- J-Hook Contact S2 & S3 S2 & S3 -5C Experience -5B/P & -7B Experience S2 & S3 Shroud L/E Contact Hours 0 10000 20000 30000 40000 Best Estimate “Today” is that – 5BP/-7B J-Hook Contact will occur at similar time period to –5C Smaller flowpath gap than on –5C S2 & S3 J-Hook Contact ? CFM56-7B & -5B/P Exhibit Earlier Shroud Flowpath Contact but J-hook contact is not present at the same time (28 reported cases of flowpath contact with only 3 cases of J-hook contact) CFM56-7B & -5B/P Exhibit Earlier Shroud Flowpath Contact but J-hook contact is not present at the same time (28 reported cases of flowpath contact with only 3 cases of J-hook contact) CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 109 Bushing Material Change • VSV Inner Bushings change to DG20 material versus NR150 on S2 & S3 • 3 development engine tests completed • 5B/P with 6000 HP cycles, 5B/P with 4000 HP cycles, 5A with 8250 C cycles). • Engine tests demonstrated ~30% reduction in wear based on geometry measurements • Currently gathering field wear data on DG bushing material VSV Bushing and Washer Design Improvements Ceramic Bushing System • Ceramic material bushing / coated vane stem system evaluated • Component tests completed • Ceramic bushings better than DG material at higher temperatures but not as good at lower temperatures • 6000 HP cycles to be completed on an endurance engine 778-015/4 in April 2004 Metallic Bushing System • Aluminum shrouds with square broached holes, stages 2 & 3 • Turned down vanes with Waspalloy sleeves – similar to GE90 • L605 square bushings with circular flange • Minor weight/cost increase • Component test to be completed in April 2004 • Engine test to be performed on 874-005/11 in June 2004 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 110 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 111 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 112 Actions: On-Wing Goal – establish on-wing limits, address contact @ routine SV • Update AMMs with new limits for: - Blade contact – incorporate 5C limits (.030” max depth in root radius or platform trailing edge) - Shroud wear – incorporate 5C limits (any amount) • Boeing AMM next revision June-04 (request by CDR in meantime) • Airbus AMM complete - Nov-03 • On-wing inspections: - Existing Maintenance Planning Document (MPD) recommends routine HPC BSI • -5B on-condition • -7B @ 5000 hr interval - CFM continues to monitor reports from BSI and shop findings…SB (on-wing inspection) planned for 2Q04. • Current -5C containment plan includes BSI at 24K hours with reinspection intervals based on findings CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 113 Blade Rub Depth Evaluation 0.000 0.005 0.010 0.015 0.020 0.025 0.030 0 5000 10000 15000 20000 25000 30000 35000 Hours Depth S3 Blade rub depth S2 Blade rub depth -5B/P & -7B contact summary New AMMlimit AAllllccaasseessooffrreeppoorrteteddccoonntatacctthhaavveebbeeeennwweellllwwitihthininnneewwAAMMMMlilmimitists CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 114 Actions: In Shop • New HPC S2 & S3 Shrouds with leading-edge cutback - Provides clearance to blade platform similar to –5C HPC. - SBs introduce new Shroud PNs, and Rework of existing PNs • Category 5, do when the part is removed from the engine • Production entry – Oct-03 • RD 070-481 issued • SB 72-516 (-5B) & 72-469 (-7) – issued Jan 30, 2004 • Recommendations for VSV S1-S3 inner/outer bushings & washers - New DG20 VSV Inner Bushings & Washers (introduced Jun-2001), Cat 7 SBs - -5B SB 72-0395 - -7B SB 72-0332 - New DG10 Outer Bushings (introduced Oct-2002), Cat 8 SBs - -5B SB 72-0454 - -7B SB 72-0402 - Engine tests demonstrated ~30% life improvement vs prior NR150 material. - Fleet highlites article Aug-03 recommending replacement (non-reuse) of bushings & washers at shop visit (required on –5C) • Request shops to complete rotor/stator contact survey CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 115 Rotor-Stator Contact Survey - Sample • Stage 2 Point to contact location on blade and disk and record depth: Aft Looking Forward CCCoooonnnnttttaaaacccctttt:::: 0.010” Rub Rub No Measurable Depth No Rub Mark contact location on shroud and J-hook and record depth at several locations: CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 116 Summary • HPC Blade platform to Inner Shroud contact has been reported. - -7B – 17 engines of various thrust levels - -5B/P – 11 engines of various thrust levels • Three instances of J-hook contact on 3D-Aero engine - ESN 779524, CFM56-5B3/P (32K lb thrust) 16,655/6,052 TSN/CSN at first Shop Visit - ESN 974128, CFM56-7B22, 20348/12588 TSN/CSN at first Shop Visit - ESN 874153, CFM56-7B22, 20929/12527 TSN/CSN at first Shop Visit • For engines On-wing - Updates to AMM provide serviceable limits - On-wing inspection planned for 2Q04 • For engines In-Shop - New “DG” Inner & Outer Bushings & Washers are available (~30% improvement) - Removal & no-reuse of used Bushings & Washers is best practice - Shops to complete rotor/stator contact survey • Further Action under study - Field action contingent upon shop survey data - Additional improvements to Bushings & Washers CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 117 HTS Oils CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 118 • Experience -MJO 291 Issues -BPO 2197 Issues -ASTO 560 Issues • Lab Testing Update • Service Bulletin Summary • Oil Validation Process • Summary Overview CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 119 Experience • In-service events related to use of HTS oils - IFSDs & ATBs due to Aft oil sump oil supply / scavenge tube blockage - D&C’s & UERs due to silicone-based component degradations • Extensive engineering studies and testing performed to solve the issue - All silicone-based parts modified - Associated SBs released - Oil validation process revision in progress • current activity conducted with oil manufacturers CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 120 • MJO 291 Experience - Since early 2001 oil leaks experienced in conjunction with MJO 291 introduction • Root cause identified to be aggressive nature of MJO 291 to fluorosilicone material - LPT Shaft Bolicone paint compatibility under evaluation - Coke accumulation / liberation • IFSD’s caused by blockage of aft sump oil supply or scavenge tube Experience (continued) CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 121 • BPTO 2197 Experience - Fluorocarbon Swelling • During routine inspection (MCD check) operators using BPTO 2197 have reported fluorocarbon seal damaged with material missing (seal debris retrieved in MCD screens) • Root cause identified to be seal swelling phenomenon (of fluorocarbon) when operating in BPTO 2197 - Inducing seal cut on lube unit spool valve - O-ring diameter swells to point of falling off • No operational impact experienced Experience (continued) CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 122 • ASTO 560 Experience - Coke Accumulation / Liberation • 1 IFSD experienced on CFM56-5A in 2000 and 1 ATB on CFM56-5B in 2001 following oil loss/pressure drop - Oil scavenge tube almost totally blocked with coked oil • 2 IFSDs in May and June 2002 experienced on CFM56-7B following oil loss/pressure drop in both cases - Oil scavenge and supply tubes showed significant coke - #4 bearing failure in both cases (secondary damage) Experience (continued) CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 123 Recommendations for Operation • Use of HTS oils are under Service Evaluation again - Exceptions: BPTO 2197 on CFM56-3 and MJO 254 on CFM56- 3/CFM56-7 • Recommend operators using HTS oils, presently or previously comply with monitoring and inspection/ cleaning service bulletins • Operators switching to standard oils from MJO 291 or ASTO 560 oils should adhere to monitoring and inspection/ cleaning service bulletins and inspect oil filters after 500 hours of operation with standard oil - Recommend 4 filters for each engine model being switched in fleet CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 124 Last Testing Update Non-metallic materials Lab testing matrix Materials Mjo254 Mj0 291 Bp2197 Shell 560/2 Ultem 2410 Torlon 4203 Hytrel 5526 Zytel 157 Rtv Validated In-service on -3 Fluorocarbones Perfluorocarbones Fluorosilicones Sermetel W Bolicone K (In Service) Validated by Comparison With Asto560/1 No Lab Test Available - SER Process Tests Performed By Shell (End 2003) Validated Validated by Laboratory Tests In-service (> 10 106 Hours) Engineering Studies and Lab Testing Completed: No Adverse Effects Noted Aside from MJO 291 Effects on Silicone – Based Materials CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 125 Service Bulletin Summary -2A -2B -2C -3 -5A -5B -5C -7 SB 79-0073 SB 73-0172 SB 73-0101 SB 73-0116 SB 79-008 rev 2 rev 2 rev 2 rev 1 rev 2 Heat Exchanger SB 79-0076 SB 79-0075 SB 79-0029 SB 79-0016 SB 79-0022 SB 79-0010 rev 1 rev 1 rev 1 rev 1 rev 1 rev 1 Cat 2/cat 5 Oil tank check valve Cat 2. Inspection. Cat 5 replacement Lube Unit spool valve seals SB 79-0009 Cat 5 (-3) , Cat 2 (-7B) rev 1 ASTO 560 N/A N/A SB 79-0078 SB 79-0079 SB 79-0034 SB 79-0021 SB 79-0026 SB 79-0018 MJO 291 | | | | | | | | BPTO 2197 N/A N/A N/A N/A SB 79-0034 SB 79-0021 SB 79-0026 SB 79-0018 MJO 254 | | | | | | | | ASTO 560 N/A N/A SB 79-0077 SB 79-0078 SB 79-0033 SB 79-0020 SB 79-0025 SB 79-0017 MJO 291 | | | | | | | | BPTO 2197 N/A N/A N/A N/A N/A N/A N/A N/A MJO 254 | | | | | | | | SER ASTO 560/MJO 291/ SER SER SER SER SER SER BPTO 2197/ MJO 254 79-0003 79-0010 79-0004 79-0001 79-0002 79-0001 SB 79-001 SB 79-001 SB 79-001 SB 79-001 SB 79-001 SB 79-001 SB 79-001 Validated oil additionnal SER rev 12 rev 10 rev 9 rev 6 rev 5 rev 5 SB 79-001 SB 79-001 N/A N/A N/A SB 79-0074 N/A N/A N/A SB 72-0511 SB 72-0652 SB 72-0906 SB 72-0979 SB tbw SB 72-0643 N/A N/A N/A SB tbw SB tbw SB tbw SB tbw N/A N/A N/A SB 79-0076 SB 79-0030 SB 79-0017 SB 79-0023 SB 79-0011 SB 79-0037 N/A N/A SB 79-0077 SB 79-0031 SB 79-0018 SB 79-0024 N/A N/A N/A Monitoring Inspection cleaning Cokefaction Cat 2/cat 5 Source SECAN Source SERCK N-1 Speed Sensor Cat 3/cat 5 Gasket seal In process SB tbw : SB to be written N/A : Not Applicable CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 126 • Design practice/validation process improvement - Fluorosilicone to be forbidden in oil systems - List of all non-metallic parts in engines incorporated in oil validation process - Duration of seal material compatibility testing extended - Requirement of long duration compatibility demonstration for all materials from the list Oil Validation Process CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 127 Oil Validation Process • Oil mixing (STD/HTS and HTS/HTS & Contaminants) - Effect on oil properties (oxidation/thermal stability) • Conduct the current test (Turbomeca test), which gives a good classification of oils and oil combinations - HTS between themselves - HTS with MJO2 & BPTO2380 • Timeframe for completion ~ one year - Effect on coking/coke shedding • Current Snecma/Turbomeca coking test not sufficient , several tests proposed by manufacturers or specific laboratories, oil mixing and coke shedding not addressed • All existing tests under review with manufacturers • Select develop one test agreed by all oil suppliers CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 128 Oil Validation Process • Oil mixing (STD/HTS and HTS/HTS and contaminants) - Effect on oil properties - Effect on coking /coke shedding - Long term effect on oil system • Existing Snecma/Turbomeca test on oil combinations • Develop a coking test SER • Material compatibility SER How To Address The Issue Issues With Current Oils Will Be Addressed Through SER CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 129 Summary • Original Service Evaluations, although successful, did not reveal current problems - Duration revealed compatibility issues with non-metallic silicone-based materials - Oil changeover appears to have interaction with some combinations, causing accelerated coke accumulation - More aggressive SER requirements required CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 130 Summary (continued) • SER has been reinstated to gather additional information on HTS oils - Operators using the HTS oils need to adhere to the SER requirements and provide feedback to CFM • Operators are recommended to adhere to service bulletins for monitoring and inspection/cleaning after using HTS oils • Operators are recommended to inspect oil filters after 500 hours of operation when switching to standard oil from MJO 291 or ASTO 560 CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 131 CFM56-7 IFSD Probability Analysis CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 132 IFSDs per Engine 0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16 Aloha (3/22) A (5/44) B (19/309) C (4/90) D (11/279) E (4/166) Others (46/1858) F (3/146) Airline (IFSD/Engine count) Ratio IFSD/Engine CFM56-7 Operator IFSD Experience CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 133 0 1000000 2000000 3000000 EFHs without IFSD Boxplot of EFHs without IFSD CFM56-7 Operator Experience w/o IFSD CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 134 CFM56-7B IFSD Causes Since EIS Implementation Probability of IFSD Easy Difficult Low High Maintenance (10) Starter Upgrade (8) Spinning Fuel Filter (3) TEO Sensor (5) Ps3 Line Disconnect (3) Ram Corruption (3) #4 Bearing (13) Aft Sump Oil Leak (4) #3 Bearing (5) AGB Line 4 Brg (3) AGB Line 3 Brg (3) EEC Pss Upgrade (1) Disengaged DMS Detector (1) EEC Internal Failure-DPM (1) T25 Sensor Cold Shift (1) AGB Line 5 Gear (2) HPT Bld Airfoil Separation (3) HPT Bld Shank Failure (2) RDS Separation (2) #1 Brg Oil Supply Line (1) TGB Line 2 Brg (1) - Immediate Action - Open - PCW or N/A IFSD Cause (Qty) Recommendations for Aloha Fleet… CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 135 Table of Survival Probabilities 95.0% Normal CI Time (EFH) Probability-R(t) Lower Upper Aft Sump Leakage 30000.00 0.9923 0.9656 0.9983 No 4 Brg 30000.00 0.9843 0.9672 0.9925 No 3 Brg 30000.00 0.9907 0.9652 0.9976 Maintenance Errors 30000.00 0.9892 0.9738 0.9956 Starter 30000.00 0.9903 0.9750 0.9962 Oil Temp Sensor 30000.00 0.9971 0.9925 0.9989 Ram Corruption 30000.00 0.9921 0.9503 0.9988 Fuel Filter Rotation 30000.00 0.9949 0.9724 0.9991 Aft Sump Oil Leakage 30000.00 0.9923 0.9656 0.9983 All The other IFSD Causes 30000.00 0.9728 0.9404 0.9713 R(t) - Ability to Attain 30K Hours Without an IFSD CFM56-7 IFSD Probability Analysis CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 136 IFSD Cause Fixed via CI List IFSD Caused Total System No 4 Brg No 3 Brg Maintenance Caused Starter Oil Temp Sensor EEC RAM Corruption Aft Sump Oil Leakes Fuel Filter Rotation All Other - Aloha Config Aloha Potential No 4 Brg 0.9843 1 0.9843 0.9843 0.9843 0.9843 0.9843 0.9843 0.9843 0.9843 0.9843 No 3 Brg 0.9907 0.9907 1 0.9907 0.9907 0.9907 0.9907 0.9907 0.9907 0.9907 0.9907 Maintenance caused 0.9892 0.9892 0.9892 1 0.9892 0.9892 0.9892 0.9892 0.9892 0.9892 1 Starter 0.9903 0.9903 0.9903 0.9903 1 0.9903 0.9903 0.9903 0.9903 0.9903 1 Oil Temp Sensor 0.9971 0.9971 0.9971 0.9971 0.9971 1 0.9971 0.9971 0.9971 0.9971 1 EEC Ram Corruption 0.9921 0.9921 0.9921 0.9921 0.9921 0.9921 1 0.9921 0.9921 0.9921 1 Aft Sump Oil Leaks 0.9923 0.9923 0.9923 0.9923 0.9923 0.9923 0.9923 1 0.9923 0.9923 1 Fuel Filter Rotation 0.9949 0.9949 0.9949 0.9949 0.9949 0.9949 0.9949 0.9949 1 0.9949 1 All Other - Aloha Config 0.9728 0.9728 0.9728 0.9728 0.9728 0.9728 0.9728 0.9728 0.9728 1 0.9728 Total System 0.9075 0.922 0.916 0.9174 0.9164 0.9102 0.9148 0.9146 0.9122 0.9329 0.9486 CFM56-7 IFSD Probability Analysis R(t) = R1(t) x R2(t) x R3(t) x R4(t)…Total IFSD Probability is a Function of All Combined Probabilities CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 137 Reliability Prediction (IFSD) 0.86 0.88 0.90 0.92 0.94 0.96 0.98 1.00 0 5000 10000 15000 20000 25000 30000 R(t) Aloha Total Aloha CI 50 % Reduction in residual IFSD risk Probability of reaching 30K Flight Hours without an IFSD improves 50% with CI list Recommendations CFM56-7 IFSD Probability Analysis CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 138 Item Symptom (in recommended implementation order) Li kel Corrective Action (EO) in place Implementation Plan Penetration Status # of Affected Engines # of engines C/W % C/W 1 TRF inspection t/r 79-1004 Open 23 20 87% 2 S/b 73-0097 (Cat 2 > six months of s/b issuance) Introduction of EEC software 7.B.P (P23) ECO 7-0181 Open 23 0 0% 3 S/b 72-A0036 PEO safety wire installation EO 700-72-005 Closed 17 17 100% 4 S/b 75-0005 (cat 2) inspect ps3 lines for correct torque Open 15 0 0% 5 S/b 73-0078 (cat 5) introduction of a new fuel filter Closed 23 23 100% 6 S/b 80-007 (Cat 7) p10 starter upgrade ECO 7-0167 Open 21 9 43% 7 S/b 72-0296r6 (Cat 2 <7k cycles inspect > 12/31/01) Introduction of counterweight and associated pins on booster spool ECO 7-1038 EO 700-72-002 Open 13 4 31% 8 S/b 73-0104 (Cat 2 7k cycles) Inspection of 3 fuel supply tubes for wear ECO 7-1026 Open 23 20 87% 9 S/b 72-0440r1 (cat 2 >12/31/03) Remove IDG panel and one time inspection of fan frame shroud ECO 7-0139 Open 23 2 9% 10 CESM 005 (fan blade lube program) ECO 7221-7-0143 Open 23 5 22% Aloha Airlines CFM56-7 Critical Items List Aloha IFSD Abatement Program CFM56 Operators Conference – April 20 – 22, 2004 – Beihi, China CFM Proprietary Data Unauthorized Disclosure Prohibited 139 • Increase FSE presence Cmpt - On-site since December 03 - Increased CT Visit frequency • Enhance AMM procedures where appropriate On-going - MCD Inspection clarification - Added IDG post RR leak check • On-site Line Maintenance Training On-going - One class complete - Two additional planned for 2004 • Critical Items List Penetration On-going • Long Term Control Plan On-going - LRU Soft-time recommendation under consideration - Presentation of IFSD Abatement program to achieve Customer Buy-in Aloha IFSD Abatement Action Plan作者: kinran 时间: 2011-6-4 22:58:02
作者: bocome 时间: 2011-7-31 05:14:38
CFM56-7B: Program Overview作者: 醉酒的西门 时间: 2012-4-20 08:11:06
otential linkage to HMU/Fuel Package Maintenance
