CFM56-7B: Program Overview

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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

kinran

bocome

CFM56-7B: Program Overview

醉酒的西门

又是发动机相关的   我收下了  。。最近在写毕业论文    楼主的这些资料很有用

海青岛主

研究研究~~~~~~

海青岛主

研究研究~~~~~~~

flight380

求共享！感激不尽！

xinyun0

是什么好东西啊

kees

!