CF6-6D engine short-term performance deterioration

TABLE OF CONTENTS Section 1.0 S U I MARY 1 2.O INT R O DUCTI O N 2 3.0 APPA R ATUS A ND PROCEDUR E S 4 3.1 E ngin e Descr i pti o n (ESN 451 50 7 ) 4 3,2 Test Facil i t i e s 6 3.2.1 E vendale Product i on CF 6 Te s t 6 C e lls 3. 2 . 2 A S O / Ontarto Test Cell 1 3 3.3 In s tr u mentati o n 13 3° 4 Procedure 2 0 3.4.1 Product io n A cceptance Test 20 3.4.2 Aircraft Acceptance Test 20 : 3,4.3 Inbound Test 23 3.4.4 Analytical Teardown and Reassembly 23 i !

4.0 R E SULTS ANDDISCUSSI O N 24 4. 1 Perf o r m ance Res u l ts 2 4 4. 1 . 1 Cr u i se P e rf orma nce Trends 2 4 4. 1 . 2 Inb o und Test Ce l l Resu l ts 3 3 4. 1 .3 S umm ary o f Perf o r m ance Data 35 4.2 Hardware Inspec tl on Re s u l ts 3 7 4 .2. 1 Fa n Sect io n 3 7 4.2.2 H i gh Press u re C o m press o r Sec tio n 38 4.2.3 H i gh Press u re T u r b in e Sect i_ 38 P 4.2.4 L ow Press u re Tur bi ne Secti o n 39 4.2, 5 S u mm ary o f Hardware In s pecti o n Data 39 4, 3 C o mpari so n and De t e r io ra tio n Assessmen t 39 5 . 0 R E COMMENDATIONS 4 2 APP E NDIX A - T E ST PLAN / WO R K SCOP E 4 3 APP E NDIX B - HARDWAR E INSP E CTION DATA 53 APP E ND I X C ° QUALITY ASSUR A NC E R E PORT 12 6 APP E NDIX D - SYMBOLS AND ACRONYMS 1 4 2 DISTRIBUTI O N 14 6 P_ 7: .CED: _ , ; Q P , " . , C _ . :LA. _ ;( ri OT FILMED :o • ° _..,_ _j 21: -" A L IST OF ILL U S TR A T I O N S

_Fig u re _ P age

_| 3-1 Ge n era l El ec t r i c CF 6 - 6 En g i n e Cross S ect io n . 5 3 - 2 A er i al View of P r od uct ion E v i ne Te s t F ac ility. 7 3- 3 E ng i ne "Pr ep " A r ea, P r od uc tion En gine T es t F acil i t y. 8 3- 4 P r o d u c tio n E ng in e Test Fa c ility Con t rol R oo m . 9 3- 5 T e st Engin e Inst a ll e d in C e ll M 3 4 , Produ c tion 10 Engin e T e s t F ac ility.

3- 6 Pro d u c tio n En g i ne Tes t F ac ilit y D ata C e n te r . 12 3-7 CF 6 Engin e Ins ta ll e d in Ont a rio T e st C e ll. 14 b,_ 3- 8 ( F6 T e s t F ac ili ty C on t rol Room , On ta rio. 15 3 -9 C F 6 - 6 D P erfor m anc e I n s tr ume ntat ion. 16 3 -10 CF6 - 6D P er fo r m ance I n s tr u me n tat ion . 17 _ : 3 - 11 E GT Th ermo c ou pl e Har n e ss . 19 3- 1 2 E GT - Ind i cat in g S y s tem C ircu i t . 19 3-1 3 Sche m a ti c o f DC- I O- I O In iti al A cc ep ta n ce Tes t 22 F l ig h t.

4 -1 E GT C r uise M ar gin - F i rst Airp la ne / Engin e 2 7 Che c kou t Flig ht .

4 - 2 S h o rt - T e r m E G T C r uis e L oss e s - Fi r s t Ai rplane / 28 E n gi ne C heck o ut Fl ig ht.

4- 3 S h o rt - T e r m EGT Cr uise L osse s - Multiple Ch e c kou t 30 I_ F l ig h ts / E a rly R e venue S e rvi c e.

4-4 Ear l y Revenue S er vi c e EG T C l-ais e Losses . 31 LIST OF ILLUSTRATIONS (CONTINUED) L_ - A- I Not che d H P Tu rb i ne B la d es. 50 _ " B- 1 F a n S ec t i o n. 55 B- 2 L oca tions of St age I F o r Bla d e Ti p Cle ar an ce 5 6 M ea su re m e nts , B- 3 H P Compr e ssor Roto r in Runo u t Fixtu re . 6 1 B-4 Lo ca tio n of Su rface Finish M e asu re m e nts - HP 6 3 Com pre ssor R ot or Bl a d e.

B-5 Forw ar d CDP S eal , Rot a tin g . 6 3 B-6 UP Compr e ssor St a to r Ass e mbly - Rubs a n d Chipp e d 6 7 Coat i n g .

J B -7 Lo c atio n of Su r f ace F inish M ea s u r e m en ts - H P 70 Com pres sor Stator V an e.

B- 8 Forw a rd CDP S ea l, S t a tion a ry . 7 2 B- 9 No. 4B Pr e ss ure B a l a n ce S ea l ( Mini-Nozzl e) . 7 2 B-I O S t a g e 1 H PTN V a nes - L ea di n g Ed ge . 78 / _ !

B- ]I St a g e 1 }IPTN Vane s - T r a il in g Edg e. 79 B -12 D im e ns i o n " D " - D rop Fro m C R F To S ta ge I H PTN V a n e . 8 0 B - 1 3 RP Tu rbine S t a g e 1 V a n e . 8 3 4 B-14 S tag e 1 RPT S hrouds - Rub. 8 6 B-1 5 S ta ge 2 H P T N A sse mb ly - Ty p i cal St a ge 2 S hro u d Ru bs , 8 7 B-16 D im e nsion "K" - Sta g e 2 H P T u r b ine No zz l e S up p ort 88 M ea surem en t.

B-17 Typic a l S tag e 1 / Sta ge 2 S h r oud Me as u r e m e nt Lo c at i on s, 9 1 B-1 8 S t a g e 2 RP T N o z z le S u pport - L o cat ion o f Dim en s i on al 9 4 Ins p e c t l o n s.

vii LIST OF II.LUST_T I ONS ( C O N C I . L _ B-19 Stag e 2 HPTN Suppo r t and Stage 2 Shroud Runouts. 9 6 B-20 Stage 2 HPTN S u ppo r t a nd Stage i Sh ro ud ;_un ou ts. 97 . B-21 Typical HPTR Blade Concave / Convex Surface Finish 99 Measuremen t Locations.

B-22 H P Turbine Rotor in Runout Fixture. i01 B-2 3 HPT Rotor Blade Tip Notch Data. 104 B-24 HP Turbine Notched Blades at Teardown. 105 B-25 CF6-6 HPT Blade Tip Notch Results - Sta_e I Blade 108 Tip Rubs.

B-26 CF6-6 HPT Blad e Tip No t ch Results - St a ge 2 Blade 109 Tip Ru b s.

B-27 HP Turbine Rotor Fo_ard Shaft Seals and Thermal ii0 Shield.

B-28. Location of Surface Finish Measure m ents on LPT Vanes. 116 B-29 Low Pressure Turbine Rotor. 119 B-30 Location o f Sur f a c e Finish Measurements on LPT Blades. 122 B-31 LPTS Shroud and Interstage Seal Rub I m pressions. 123 P B-32 LP Turbine Stator Assembly - View of Shroud and Seal 124 R ub s.

C-I EABR Card. 130 C-2 EACR Card. 132 C-3 Test Op e rating Requirem en ts Document. 135 C-4 Pr e p-to-Test and Test Check-Off Sheet. 137 C-5 Instrumentation Check Sheet. 138 C-6 Inspection Check Sh e et. 139 C-7 Work Order Sample. 140 C-8 HPTK Blade Inspection Sheet. 141 ;Q viii Q LIST OF T A BLES Table 3-1 Instrum e ntation Ranges and Accurac i e s . 2 1 4-1 Short-Ter m Perfor m a n c e Deterioration Assess m ent- 34 Inbound Test ESN _ 51 4 8 7 .

: 4-11 E SN 4515 0 7 Tes _ Cell Resu l ts. 36 4- III Sh o rt-T e rm P e rf o rmance D e ter io rat i on Study 3 6 Assess m ent- Inbound Tes t ESN 4515 0 7 .

4-1V A nalyt i cal A s ses smen t of ESN 4 5150 7 . 4 0 B-I Stage 1 Fan Blade T i p Clearances at E 12 5 7 (Rotor Run o ut).

B-II Stage 1 Fan Blade T i p Clearances at E13 58 (Rotor Runo u t ).

, _. B-III Stage 1 Fan Shroud / Long Blade M i n tm um Clearance 5 9 Measu r ement s .

B- I V Stage 1 Fan Blad e T i p Clearances. 59 B-V HPC R o t o r A i rf oi l Surface F i n i sh Inspect i on Results. 62 B-VI HI _ R Seal Teeth Insl _ ct io n Result s . 64 B-VII F o rward CDP Seal Clearanc e s. 6 5 B-VIII HPC Stator A i rfoll Surfac e F i n i sh In s pect i on 6 8 Result s .

I B-IX Stationary CDP Seal, Forward D i men si onal In _ pec ti on s . 7 3

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B-X No. 41 3 Pre s sure Balance S e al, F o rward Seal (Aft 74 CDP) Di m ens i onal Inspection s .

B-XI No. 41 3 Pressure Balance S e al, A ft S e al (HP r Balance 7 5 P i ston) D i mens l onal Inspecti on s.

B-XII A ft CDP Seal Clearances. 76 B-XIII HPTurbl ne Balance P is ton Seal Clearances. 76 B-XIV CRF to Stage 1HP T N Vanes Drop D im ens i on - 80 D Im .'D * '.

Ix l , L LIST OF TABLES Table Pa_ B- × V Stage I HPTN Vane Segme n t Caps. 81

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B-XVI Stage 1HPT Nozzle Area Measurements (A4). 8 2 B-XVII Stage 1HPTN Vane Surface Finish Inspection Results. 84 : B-XVIII Stage 2 HPT Nozzle Support - Dimension "K". 88 B-XIX Stage 2 HPTN Interstage Seal Groove Measure m e n ts. 89 B-XX Stage i HPT Shroud Dimensions. 92 !" B-XXI S tage 2 HPT Shroud Dimensions. 93 i B-XXII Stage 2 I _T Nozzle Suppo c t Diameters Measurements. 94 B-XXIII Stage 2 HPT Shroud Runouts, Unrubhed Path. 95 B-XXIV HPT Rotor Airf o il Finish Inspection Results. i00 B-XXV Stage I HPTR Blade Tip Dimensions. 102 B-XXVI Stage 2 HPTR Blade Tip Dimensions. 103 B-XXVII HP Turbine B l ade Tip Clearances. 106 B-XXVIII HPTR Th e rmal S hield Seal Teeth Measurements. iii

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B-XXIX HPTR Forward Shaft Forward Seal Teeth Measurements 112 (AFT CDP S e al).

B-XXX HPTR Forward Shaft Aft Seal Te e th Measurements 113 (Bala n ce Piston S eal).

B-XXXI TMF Forward Flang e (Diameter "U" ) Measurements . 115 B-XXXII LPT Pressure Balance Seal (Stationary) Measure m ents. 115 B-XXXIV LP Turbine Rotor Radii Measurements. 120 i B-XXXIII LPTS Airfoil Surface Finish Inspection Results. 117 B-_XXV LPTR Airfoil Surface Finish Inspe c t i on Results. 121 ,o _',, " • . . _- .' ,, __i ........... "_a 1.0 SUHHARY Thi s report s u mma ri ze s th e effo r ts to q ua nt ify th e extent and m a gni tude o f short-ter m per f ora _n ce deter i orat i o n o f the Ge n era l E l ectr i c C F 6-6D eng in e.

These e ff o r ts in c l uded the a n a lysi s o f c r u i se c o c k p i t reco r d in gs f o r a Larg e sa m p l e of e ngin es al on g wi th i nbou nd test-ce l l a nd ana ly t i c al te a r d o w n d at a f or a selected eng i ne. Short-ter m deter i orat i on h a s been de fi ned a s those losses that occur d u r i ng the alrcraft / eng i ne checkout fl i ghts prior to cus- to m er d e li v ery a nd ini t ia tion of re v e nu e ser vi ce. T h e ot h er m a jor a re a o f eng i ne deter i ora ti o n - lo n g-ter m - is defi n ed a s those losses th a t occ u r dur- L i ng revenue service.

' An analysi s of i n i t i al checko u t fl i ght cru i se d ata f o r 82 C F6-_ D e n gines in dl - : cat e d t hat t h e average s ho r t-te rm d ete rio ratio n i n cr u ise fu el b u r n w a s 0. 9 pe r ce nt . N h i le thi s l oss is rea l an d n o n r eve rsib le, litt l e a ddi t ion a l l oss i o cc u r s dur ing subs eq u e n t a i rcraft chec kou t fl ig ht s and d u r i ng the fi rs t se v - _ e ra l h undr e d hours of r e v en u e s e rvi ce .

T o s u ppl e m ent a nd s u bst a n ti at e t h e 82 - e ng i n e sa mp le , CF6-6D produ ct ion e ngin e • s er l al nu m b e r ( E S N) 451507 w a s re mov e d imm e d i at e ly fo ll ow i ng a ll chec kou t flights of DC- I O -1 0 ai rcr aft , fu sela g e nu mb er ( F / N) 2 5_ . A f ter receiv ing an , inbo un d pe rform a n ce cal ib r ation run, the eng in e u n d er w ent an a n a l y t ical d i s- a ss e mbly a nd d e t ai l e d insp ec tion of a ll its mod u l e s an d p ar t s to do c um e nt th e p er fo r m a n ce d e t er io ra tion mod es .

T h e sh o rt-te rm per f or m ance losses m easure d for E SN 4 51 5 07 agree d well wlth the 82 - e ng i n e aver ag e. Addi t ion a l an a lysis subst a nti ate d that E S N 45150 7 w as a rep r ese n tat iv e CF6-6D mod e l e ng i n e , t h ere by va lid at ing t h at t he s h o r t-t e rm ha r dwar e i nspe c tion re su l ts a r e t yp ica l of t h e CF6-6D f leet . T h e s e r esu lt s i n d ic a te th a t approxim a t el y 9 0 p e r ce n t of t h e a ss e ss e d loss re sul t s fr om h igh pressure t urbin e d e t e r i o rat io n ca us e d by rubs b e tw ee n t he b l ad e t i p s a nd st a ti c s h ro u ds. No othe r signifi ca nt d ete rior a tio n mod e wa s id e ntifi e d.

Fin a lly, s h ort-t er m pe rform a n ce d eter ior at io n 'data obt a in e d from oth er s ou rce s, mos t not a b l y su pp l e m e nt ar y har dw are d ata and a ddi ti on a l te s t ce l l e_t:its, a r e p re s e nt e d to subs ta n t i ate t h e s h ort-t e rm p erf o r m a n ce res u lts.

ORIGINAL PA E | S

POOR q U AL

i ;3¸ 2.0 INTRODUCTION The recent energy demand has outpaced domestic fuel supplies, increasing the dependence of the United States on foreign oil. This increased dependence was accentuated by the OPEC embargo in the winter of 1973 / 74 which triggered a rapid rise in the price of fuel. This rise, along with the potential for further increases, brought a b o ut a set of changing economic circumstances with regard t o the use of energy. These events were felt in all sectors of the transportation industry, including the air transport industry. As a result, the Government, with the support of the aviation industry, has initiated pro- _i grams aimed at both the supply and the demand aspects of the problem. The supply problem is being investigated by determining the fuel availability from new sources such as coal and oil shale, with concurrent programs in place to develop engine combustor and fuel systems to accept these broader-based fuels.

Reducing fuel consumption is the approach being used to decrease fuel demand.

Accordingly, NASA is sponsoring the Aircraft Energy Efficient (ACEE) program, directed toward reducing the fuel consumption of commercial air transports.

The long-range propulsion effort to reduce fuel consumption is expected to q .

evolve new technology that would permit the development of a more energy effi- cient turbofan, or the use of an improved propulsion cycle such as that used for turboprops. Studies have indicated that either approach could yield large reductions in fuel usage - as great as 15 to 40 per=ent _or turboprops. But a significant impact in fuel usage is considered to be fifteen or more years away. In the near term, the only practical propulsi o n appr o ach is to improve the fuel efficiency o f current engines because these engines will continue to be the most significant users of aircraft fuel for the next 15 or 20 years.

Within the ACEE program, the Engine Component Improvement (ECI) program is the element directed toward improving the fuel efficiency of current engines.

The ECI program consists of two parts: (I) Performance Improvement, and (2) Engine Diagnostics. The Performance Improvement program is directed toward developing component performance improvements and improved performance retention for new p ro du c tion and retrofit engines. The Engine Diagnostics I_ effort is to provide information to identify the sources and causes of engine _.

deterioration.

OBJECTIVES As part of the Engine Diagnostic effort, NASA-Lewis initiated a program with the General Electric Company to conduct performance deterioration studies for the C F6 - 6D and C F6-5 0 engin e s. Th e b a sic o bjectives of the program were (I) to determine the specific causes of engine deterioration that increase fuel burn, (2) to isolate short-term losses from the longer-term losses, and (_) to identify potential ways to minimize deterioration. This report covers the results of ark investigation of the CF6-6D short-term losses. The remain- ing results for the CF6-6D and CF6-50 model engine_ will be presented in sepa- rate reports.

¢ , $ APPROACH The investiga ting o f s hor t - t er m de t er i ora ti on beg a n wit h t he g at her i ng of a lar ge sam p l e o f D C -1 0 -1 0 cock: , it cr uis e chec k ou t dat a . T hese dat a e stabli s h ed t he ma g nitu de o f the CF 6 - 6 D s h ort-term ( p re - de li very) per f orm an ce l osses, an d ! w ere supp l e m en t ed by a speci a l progr a m utilizing CF 6 - 6 D ES N 4 5150 7 . T his en- g i ne was re m oved f ro m th e w ing o f a D C- I O- I O a f ter t he Doug la s A ircr a f t Co m p a ny ( DA Co) conducted it s a ccept a nce fli gh ts bu t be f ore the ai rcr aft was t i c a l teardo w n wa s conducted to document the cond iti o n o f t he deter i or a t e d , i n itiat ed i n t o re v enu e s erv i ce. The e n g i ne wa s te st ed in bound , a nd a n a n al y- h a rd wa re. Th ese d ata w ere us e d i n conjunc ti on wit h prev i ous l y derived hard- wa re influence coeff i c i en t s t o isol a te t h e short- t erm de t er i ora ti on mech a - n is me . The o ver all losses a ssessed i ndepende nt ly from the hardware a n d from perfor m a n ce data were compared. Th e s e co m par i sons were used alon g w it h s up- ple m en t ary hardware d a t a to de t erm i ne t he v a l i d it y of t he re s ul t s and t o verify t h a t t he ESN 4 5150 7 shor t - t erm de t er i or ati on was repr e s en t a ti v e .

3 . 0 APPAR ATUSAND PROCEDURES 3.1 E NGINE DESCRIPTION T h e CF 6 - 6D e n g ine mo de l wa s typ e-ce rtif ic at ed on Se pt e mb e r 1 6, 1 970, a n d wa s i ntr od u ced int o r eve n ue s e r v i c e i n m id 1 9 7 1. T h is e ng i n e mo de l, w hi c h has \ a 40,0 00 -p o un d i d eal th r ust t ak eo ff rati ng , is in u s e by si x o f the s e c en DC-10-i0 a i zcra f t o pe r at o rs . An i,p d ate d v ersion of the CF6-6D mod el with a 41,0 00 p o un d i d eal th r ust take off rating, ter m e d the CF6-D1, is currently being use d b y o ne o pe r at o r.

The CF6-6D engine is a d ual-roto r , high- b ypass- r atio (5.6 t o 5 . 8:1) tur bo fan engine exp r essly d esigned f o r ai r line o pe r ati o n. T he . o w-p r essu r e syste m c o n- sists o f a tw o -sta g e fro nt fan c o nnected t o a f ive-sta g e l o w-pressure tur b ine b y a fan mi d sha f t passin g thr o u g h the c or e en g ine . The f i r st-stage f an r o t or b la d es inc o rp or ate a pa r t-span sh ro u d , while the sec o n d - o r qua r te r -sta g e fan superchar g es the high p r essure c o mp r ess or. Fixed stat or vanes are mounted be- hind bo th stages o f the f an r o t or . I he l o w pressu r e turbine c o nsists o f a f ive-sta g e ro t or that has l o w-tip-spee d , hi g h-aspect- r ati o shr o ude d b la d es .

Fixe d stat or vanes a r e l o cated in fro nt of each l o w pressure tu rb ine r o t or stage.

The high pressu r e gas g ene r at or or c o re ongine c o nsists of the hi g h pl.ssure c o mp r ess or , the c omb ust or , an d the high ,ressu r e tu rb ine. The HP c om press or is a 16-stage, high-pressu r e- r ati o (app ro xi m ately 16:1) , axial- f l o w d esign.

The inlet g uide v anes an d the first six stat or -vane sta g es a r e va r ia b le . The c o mp r essor pr o vi d es b lee d air f or h o t-secti o n c oo lin g al o n g with ai rfr a m e pressurizing an d anti-icing air . The annular c o m b ust or c o ntains 30 d uplex fuel n o zzles an d tw o igniti o n plu g s. The tw o -sta g e H P tu rb ine is ai r co o le d with n o nsh r ou d e d b la d es an d c oo ling / pu rg e f eatu r es f or tip clearance c o ntr o l .

Fixe d convection c oo le d stator v anes are p ro vi d e d upst r eam of two HPT roto r stages, with the Stage 1 v anes a ls o inc o rp o rating film c oo lin g .

The f our mai_ support st r uctu r es are: the fan f ra m e, the co m p r esso r rear fra m e, the tu r bine mid f rame, and the t ur bine r ea r fr ame. These f r a m es in- clude mountin g s for the b ea r in g s, se r vice tu b es f or lube supply and scaven g e, an d air p r essurizati o n an . _ v enting for the fo ur inte r nal su m ps . T he acces- sory d rive secti o n extracts e ne r gy f ro m the high-spee d rotor to ( 1 ) d rive the v i de p od s t o mount the alrc r aft-supplie d hyd r aulic pu m p s , c o nstant-spe ed dr i ve, an d alte r nat o r .

en g in e- mounte d a cces so r i e s, ( 2) p rov i de c or e en g in e spe ed s i g nal, and ( 3 ) p r o- A cross section of th e CF 6-6D mod el en g ine is p r e se nt e d a s F i g u re 3 -1 .

, h_ , engine s_lecte d for this sh or t-time pe r f or mance d e te r ioration investi- gatio n was CF6- O D engine ESN 4 5 150 7 . This engine i s t y pical o f those shipped in the September 1 977 time peri o d, an d w a s ch o se n prlmri, l y bec a use of its aw_ilability f o r this p rogra m. A m e ric an Ai r lin es (AAL ) ex p ressed an i n te r est ; n pa r ticipatin g in the CF6 J et En g in e _ia g n o stic s P rogr am effor ts an d c o n- I seated to remo v e C F6- 6D E S N 45150 7 from OC -l O -lO a i rcraft fuselage n um be r _ ° t ,t ! : (F / N) 250 following flight-acceptance tests and prior to initiation of revenue ,\ completion of the short-term performance deterioration investigation.

ser v i c e. T i le engine was ret,rned, as a read y spa r , . , to &_L following tile 3.2 TEST F ACILITIES ,!

_ This section of the report describes the test facilities, data acquisition i system, and instrumentation utilized for the special test engine.

F, . 3.2.1 EVENDALE PRODUCTION CF6 TEST CELLS The General Electric CF-6 Production Engine Test Facility, (Figure 3-2) is ' 'ocated in Evendale, Ohio. It consists of two cells, M34 and M35, separated 3-.3) and by a control room (Figure 3-4) on the second level. Auxiliary equip- k by a common access aisle (the engine prep area) on the lower level (Figure ,_ ment rooms are located fore and aft of the control room and above the cells.

A radio-frequency-shielded room is located at the rear of the access aisle.

;_ TLe cells, each 30 feet wide by 20 feet b igh by 1 8 8 feet in o v erall l e ngth, have horizontal air inlets and vertical exhaust systems. Engine access is : through a large, vacuum-sealed door in the side wall of the cell. Figure 3-5 I shows a typical test engine installation in one of the cells.

Each cell is equipped with: • An air intake system • An exhaust gas system • A fuel system • Lube oil and hydraulic oil fill systems I_ • An air system for engine s_arting • A CO 2 fir e ext i nguishing system I_ • 24-volt DC and 400-cycle electrical l:ower _ackages • Automatic data ha_dling _quipment • Display instrumentation for airflow, f uel flow, thrust: oil con- sumption, vibrations, pressures, and temperatures • Special instrumentation wiring for high spe e d recorders - • Other high accuracy equipment used for transient a n d dynamic measurement s j t ,$ Th e da t a -h and li n g e quipme n t ( Figur e 3 - 6 ) is wir e d dir e ctl y t o th e G e n e ral El e ctri c Com p u t e r F ac ilities for ra p id comp u tation of e n gine performa nc e.

\ A digit a l A u tomatic Dat a Acq u isitio n S y stem (AD A S) is av a il a ble to process p erform a n c e d a ta i n the Prod u ction E n gi n e te s t cell facility. T he a c t u al c a l- c u lations on the d a ta , with the asso c i a ted con v ersion to engi n eering u nits a nd calc u latio n s for determini n g performa n ce characteristi c s, a re a cc om p lished by a time-sharin g com p uter system.

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T he d a t a are i n p u t directly to the c om pu ter system via a d a t a phon e a nd ar e simultan e ously r e corded o n a b ac k u p p a p er t a p e. In the event of a com pu ter bottleneck, the paper t a pe can be ge ner a ted a n d off - line informati o n ca n be fed a ut o m at i ca lly to t h e compu t e r v i a th e s a m e pho n e syst e m ( o pe r a tin g a t a 1 2 00 b a ud r a t e ). P e r f orman ce r e sults ar e print e d out at th e test c ontrol r oom st a tion on a G e n e r a l Ele c tri c T e rminet 1 2 00.

The r ec ording system itself ca n acc ommod a te all of the normal sensors e n c o u n- t e r e d in e n gin e t e sting. Tem p er a tur e sign a ls a r e pro ce ss e d throu g h a re fe r- ence ju nc tion mai n tai n ed at 15 0 " F from t h e alloy wire t o the c opp e r wire; the a ctual value of this reference junctio n is c hecked by the insertion of a !' 32 ° F reference signal generated from a Joseph Kaye ice p o int referen c e. Th e signals are multiplexed th r ough ,_olid-stat e switches to fixed-gain differen- tial am p lifiers to the analog-to-digital (A-D) converter. The c omputer pro- gr a m c onverts the millivolt level to a temperat u re value through a table look u p.

Like the other raw data, voltage and millivolt calibration standard sign a ls are sim u ltaneously recorded i n to the computer a nd on to p a per tape so that corrections can b e made for overall system drift in the a mplifier / A-D con- verter com p onents. The system has a res o lution o f one part in 10,00 0 and, in general, precision can be expected to three parts in 10,000 (99.7 percent) or eight _v, whichever is larger.

Press u re parameters are processed through a sequencing of pneumatic twelve- _ort scanning valves, each valve havi n g an individual transducer. Each of eleven parameters on a valve is referenced to the control room baromete r uti- lizing the twelfth port of the scan n ing valve, making any errors in the p res- sure sign a ls appear as a percentage o f the reading a ccuracy.

In order to accommodate the dynamic characteristics exhibited by an engine, k ey p a r a meters (su c h a s thrust, spee d , and f uel flow) ar e programmed a nd in- terspersed at predes c ribed intervals throughoL, t the data scan. The val u e for ea c h of these parameters utilized in performan c e c al c ul a tions is the a verage of those m u ltiple readings.

Th e b a si c d a ta-s ca n rat e is approxim a tely eight c hannels per second with volt- age indire c tly conne c ted to the signals, a nd two c hannels per se c ond with pressure signals that are pneumati c ally switched. This scan rate allows a stabiliz a tion that is suffi c ient to obtain the 99.97 per c ent / 8 _v a c cura c ies mentioned above.

,I.

_1111 ..................... " t t t 3.2.2 ASO /ONTARIO TEST CELL

I

T h e ASO / Ontario CF6 test cell is fully enclosed and constructed to the sa m e cross-sectional dimensions (20 x 30 ft) as the Evendale production cells M34 and M35. The cell inlet consists of two rows of acoustic panels and a foreign obj e c t da m ag e ( F O D) sc r ee n. Th e e ngine e xha u st flows t h r o ug h th e augm entor and the a c oustically treated exhaust stac k . Figure 3-7 shows a CF6 engine in- St a ll e d in the Ontario te s t cell. N ote the inlet acoustic pan e l s and FOD sc reen. The CF6 lightweight bellmouth i s s upported by the overhead rail s ys- | ternagain s t t h e left wall of the test cell.

The te s t cell, capabl e of handling engines having up to I00,000 poun d s of , thru s t, pres e ntly contains a 50,O00-1b load cell. The cell duplicates the Evend a le, Ohio, p r odu c tion fa c ilities and permits complete engine performance tes t ing and functi o n a l te s ting. It ha s been co r related to the E v endal e CF6 produ c tion test cell s thro u gh back-t o -back test s , the most rec e nt of the s e u s ing CF6-50 ESN 517650. I n addition, other engines ( bo t h CF6-6 and CF6-50) have been te s ted back-to-back, wit h only nonp e rfor m ance modification s m a de betwe e n te s t s . A c ell correla t ion test involves testing the engine at both l o cation s with full performance instrumentation ( including nozzle disc h arge ra k e s) . A p o rta b le data system is used at both loctions to ve rify the m ea- s ur e ment syst em at th e test c ell being correlated. Cell correlat i on s in c lude n o t only verifying in s tru m entation and establi s hing a thrust " c ell fa c tor," but al s o setting the correct fan a nd core nozzle dis ch arge area s .

T h e data recording system used at t h e GE / Ontario CF6 te s t c ell i s supplied by the manufacturer, VIDAR . T he s yst e m capability in c ludes 132 p r essur es , 130 temp e ra t ures, and i0 frequencies. The pre s sure capa b ility consists of II tran s ducers for 0-500 psia, II for 0-150 psia, 44 for 0-25 psia, and 66 f .- r 0-I0 psig. The tran s ducers are 12-port scann e r v alve s , ea ch having one port reserved for a baro m etric reference. Each of t h e I0 frequen c ie s c a n av er age up to a lO-second time ba s e. The temperature capability includ e s re c ording b o th C-C ( copper-constantan) and C- A (chromel-alumel ) thermocouples. The thru s t-load cell is calibrated beyond 50,000 pounds. The two C o x turbin e fuel flowmeters (main and verification fuel flow) are connected in series upstrea m of the engine fuel inlet.

The VIDAR syste m stores the test data reading on a punched paper t ap e . This tape, containing coded raw output in milli v olt units, is loaded into the General El e c t ric tlm e -sharing computer system for data reduction and analy- sis . Figur e 3-8 shows the Onta r io CF6 test c e ll control room.

3. 3 INSTRUMENTATION DESCRIPTION A ll paramet e rs w ere measured and r e cord e d in the Evendal e and Ontari o CF6 test-cell c ontrol rooms. Figure 3 -9 depi c ts the p , _rfor m an c e instrum e ntation lo c ations. Fi g ur e 3-10 shows rak e locations and immersion depths. T h e test- c e ll instr u m e ntation that was used to measure engine perfor ma nce consi s t e d of th e f ol l owin g ite m s: • 1 3 : " 14 OR I glR A L P4QE _$ O F P OOR QU ALITY z_ _- . _ p _. 4 J _ 16 e

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: • Barometric Pressure (PBAR) - Th e lo ca l (c ont r ol r oom ) b ar om e t r i c _'- pr e ssur e .

i • Humidity CHUM) - Th e a b s o lut e humidity in gra i ns o f moisture p e r pound of dry air.

i! • Ambient c ell s c reen. Temperatur e (T2) - C-C thermocouples mounted on the t e st- I • Cell St atic Pressure (PO) - T es t ce ll w a ll s t a tic p r e ss ur e.

• Fan Sp eed (NI) - Low pr es sur e rotor sp ee d .

• Core Speed (N2) - H igh p re ss u r e rot o r spee d.

• T49 E xhaust Gas Temperature (EGT) - L PT inl e t t e mp er at ure in d i c ating system c on s i s tin g of elev e n dual-immersion C-A thermocoupl e probe s e le c tri c ally avera g ed. The system is c ompos e d of four harne s s e s r . joined tog et her by m e ans of an aft lead which in turn con n ects to a forward l e ad. The fo r ward l e ad ha s anot h er el ec tri c al c onne c tor for transmissio n of the s i g nal to the EGT indi c a t or ( Fi g ures 3-11 and 3-12 ) .

• Main Fuel Flow (WFM) - Fa c ility e ngine fuel flow measured on a volu- metri c turbine flowmeter.

• Verification Fuel Flow (WFV) - Fa c ility engine fuel flow measured on a volum e tri c turbine flo_n_ter.

• Fu el Temperature (TF) - F a c ility e ngin e f ue l te m p e r a ture m e a sur e d at the flowmet e rs using a C -C th e rmo c ouple.

• B ellmouth Total Pressur e (PT2) - F o u r 6- e l em ent pitot-statlc rakes l_ ( manifolded by r ake) lo c at e d in th e e ngin e b e llmouth forward of th e fan f ace . Rak e P ar t No. (P / N ) 4013034-68 2 G01 and -68 2 G0 2 (two eac h ) .

• B ellmouth Static Pressure (PS2) - F o u r 6- e l e ment pit ot - s ta t ! c ra k e s (r e ad individually ) lo c ated in the e ngin e bellmouth forward of th e fan fa ce . Rak e P / N 4013034-682G01 and - 682C02 ( two e a c h).

• Fu el Samp.le Specific Gravity (SGSAMP) - Sp ec ifi c gravity of t he fu e l sam p l e.

• Fu el Sample Temperature (TS AM_- Fu e l sa mpl e te mp erat u re rea d du r i ng th e s pec ifi c- g r a v ity m e asu re m en t .

, • Fu el Lower Heatin_ Value (LHV) - Lo w er h eat ing v a lue of th e fu e l s ampl e a s d e t e rmin e d by a bomb c alo r im e t er .

• Load C e ll Thrust (PC) - Th rust f ra m e axi a l for ce mea su r ed us in g a 5 0 , O00 - 1b lo a d cell.

_ • C ompressor Discharge Temperature (T3) - F iv e - e l e ment C-A th e rmo- couple rake measur e d individually. Rake P / N 4012403-847 G 01.

• Com pressor Discharge Static Pressure (PS3) - W a ll s tatic lo cate d in a c ombustor bo r es c ope po rt .

L P Turbine Inlet Total Pressure (P49) - Five four- e lement probes q manifolded by probe. Probe P / N 9554M54G06.

• Variable Stator Position (VSV) - L VDT reado u t m e asur ed on a 0 to 5- volt scale.

RANGES AND ACCURACIES Table 3-1 summarizes the range requirements and instrumentation a cc ura c ies for tbe test-cell instrumentation des c ribed in the previo u s section. The a cc ura- c ies quoted are 20 values (i.e., 95 percent c onfiden c e limits).

3 .4 PROCEDURE TDe Short-Term Performance Deterioration Program, utilizing ESN 451507, con- sisted of an Evendale Production Acceptance Test, a DACo DC-10 Aircraft / Engine Acceptance Test, an ASO / Ontario Inbound Test, and an Analytical Teardown / Reassembly.

3.4.1 PRODUCTION ACCEPTANCE TEST The Evendale Produ c tion A cc ept a n ce Test verifies that the engine can be safely operated to takeoff power without exceeding c ertified redlin e s while a c hieving guaranteed performance levels. The test includes a • Seal break-in run and fun c tional test to c he c k variable stator vanes ", (VSV's) and engine vibrations.

• A performan c e test to mea s ur e c omponent le v els and ov erall engine performance parameter s . The te s t included the reading and r e c o rd- i n g of th e performance paramet e r s de s c ribed in Se c tion 3. 3 .

3 .4. 2 AIRCRAFT ACCEPTANCE T ES T After extensi v e a ir c r a ft / engine ground t es t ing, the DC-IO-10 ai rc raf t under- goes the initial a cc eptan c e test flight. The segments of this flight a r e pr e - sented schematically in Figu r e 3-1 3 . After normal takeoff and c limb to medium altitude, a number of system ch e cks are conducted, including an airplane stall c he c k whi c h pr o du ce s larg e e xc ursions i n en gi ne po wer. Thes e c h ec ks a r e fol- lowed by a c limb to high a ltitude, during whi c h _ cce leration c h ec ks fr o m fli?ht ) 7" 2 O "r , ', _ Table 3 -I. In s tr um ent a t i on R a nges a nd Ac c ur a c i es.

P a ra me ter R a nge Accura c y P B AR 2 8 t o 31- i n. Hg. O.I Z a bsolute HUM 0 to 2 0 0 gr a ins 5Z r e la t i v e hum i dity !

T 2 -I0 to l l O" F I" F PT 2 0 to -10 i n. H20 0.5 _ ga ge PS2 0 to -8 5 in. H2 0 0.Sg g a g e HI 0 to 4 2 00 r pm 5 r p m N2 0 to 11,000 rp m 20 rpm I" EGT 0 to 2000" F 10" F MFH 0 to 7 0 gp m 0.5 _ of reading W FV 0 to 70 g pm 0.Sg of reading TF -I0 to II0" F 2" F S G SAHP 0. 7 to 0.8 0.15 X of reading TSAHP -I0" to II0" I" F LHV 18 , 000 t o 19 , 000 Btu / Ib 0. 3Z of re a d i ng

0 t o 5 0, 0 00 lb 0 . 5Z of re a d i ng

T 3 0 to 1 2 00" F I0" F P S 3 0 to 50 0 p sig 0. SZ of r e ad i ng P4 9 0 to 100 psig 0.SZ of r e ad i n g VSV 0 to 5 volts - _ - 4, t F i gu r e 3-13. S c hem a ti c of DC-IO-IO I niti a l Acc o pt a ncc Test Flight.

id l e t o m ax im um cli mb p o wer a re co nd ucte d on e a c h e ng ine , o n e a t a t im e .

(These acceler a ti on chec k s pot e nt iall y r es u l t in '_ot roto r re bu rsts " w hich w i ll b e d iscusse d l at er .) Stabil i z e d c ru ise rec o r d i ng s , whi c h ar e use d to es t abl i sh t he sh o r t-te r m det er i or a t i on , a r e o b tain e d u p on rea c h i n g a high a ltit u d e - ty p i ca l l y 35 , 000 to 3 9, 000 f ee t. Addition a l a cce l er a t ion a nd s y s t e m c h ec ks ar e th e n p er fo r m e d at c r u is e, and are f ollowed by a s h u t do w n and re lig h t for each e ngin e d ur in g air c raft d e s ce nt. A p p r oa c h o pe ration d ur - i ng t he i n iti a l f l ight i nc l u d es s ever a l go- a rounds , a n d t he f li ght i s t e rmi- nat e d with a la nding u tili z ing f ul l re v e r se p ow e r.

i 3, . 4 .3 INBOUND TEST The AS O / On ta ri o In b o u nd T e s t est a b li she s the p er fo r man ce le ve l o f t he engin e r e lati ve to t he a s-sh i p p e d p e r fo rm a nce m e a s u red i n E v e nd al e (s ee Sect io n 3. 4 . 1 ). Th e inb o u nd t e st i nc l u d e s a • Fu nc t i on a l t e st to c h ec k v a ri a b l e s t a tor s an d e n gi ne v ib ra ti on a s w el l a s to assu re th a t t he e ngin e cou l d be safely oper a t ed a t t a k e- o ff p owe r • A per f or man ce t e s t t o me a sure comp on e nt l evels and over all e ng ine per f or m anc e para m e t ers. The i ns t ru me n t a ti on t h a t i s re a d a n d r e - corded i s t h e s a me a s th a t w hich w as u sed d u r i ng t he Prod u c ti o n Acce pt ance Tes t (S e c t io n 3. 4 .1).

3 . 4 . 4 ANALY TICAL TEARDONN AND REASSEMBLY Th e a n a lyt ic al t e a r down i n c lud e d a d e t a i l e d d i m e n si onal and vis u a l i n- s p ec t i on of th e e ng i n e modules a s th e y w e r e b e ing di sas s e mbl e d. Sp ecia l a tt e n- t i on w as g i v e n to th e th ree m a jo r s our ces of d e t eri o ra t i on: in cre a se d c l e a r - an ces , decre a se d ai rfoil qu al i t y , and l e aka ges. T h ese in s p ec tion resu l ts w ere l_ u se d in co n ju n c t i on w ith hard w a re influ e n ce c o e ffi c i e nt s to i s ol a te th e d e t er i - o rati on m ec han is m s a nd a s si gn a f u el bu r n d e t er io ra tion le v e l to each s ou rce .

ln flue n c c o ef f icie nt s are e m p iri call y o r a n al yti call y de r i v e d fac tor3 w h i c h e qu ate a c h a ng e in har dw are c ond i t i on wi th a cha ng e in c ompo n ent perf orman ce.

t ,$ b 4.0 RESIILTS AND DISCUSSION The detailed results from t i le short-term deterioration stu d ies i n clude d c ruis e and test cell p e rformance result s for m o re than 80 CF6-6D production eng, ines ._nd a._sessments -f short-term d e ter i or.ation me c ha n isms. These deteri- o r a tion ,a s sessments w e re base, i prim ar ily , ) a the h a rdware inspection re su l ts from ESN 451507 as well as sp e cial grou n d and flight tests.

4.1 PERFORMANCE RESULTS Two sources of performance data were available for the investigation of CF6-6D short-term deterioration. Th e first sour c e consisted of cruise performance cockpit measurements which are routinely recorded by DACe during each initial DC-10-10 checkout / acceptance flight. These records were available for all engines deliv e red to the airlines on new DC-10-10 airplanes, and data wer e analyzed for all engines beginning with ESN 451406. (Major product improv e - ments for engine durability considerations have been introduced into produc- tion engines starting with ESN 451406. These items have been retrofitted into all CF6-6D engines and this vintage engine is repr e sentative of the curretlt revenue s e rvice configuration.) Tile second sourc e consisted of inbound tests of ESN 451507 and one other CF6-6D e ngine aft e r undergoing airplane / engine checkout flights but prior to entry into revenue service. ESN 451507 was tested inbound specifically as part of this short-term investigation.

The larg e sample of cruis e performance measurements from the initial airplane checkout flight was used to establish the average short-term loss. Moreover, the inbound test results were used to demonstrate that the losses were the re s ult of re a l, nonreversible dete r io r ation; and furthe r , t o su bstantiate the assessment of the cruise checkout data. The intial deterioration of new spare engines was also examined to determine if some amount of the short-term losses were related to the airplane checkout procedure itself. In all inst a nces, deterioration assessments were based on the an a lysis of individual engines and the results will be pr e sented here_n as cruise levels unless otherwise noted.

4.1.1 CRUISE PERFORMANCE TRENDS Cruise cockpit data recorded at stabilized conditions during the first check- out flight of each DC-10-10 aircraft included both engine and airplane flight par a meters. Significant engine performance parameters recorded during the cruise setting consisted of fuel flow (WFM), exhaust gas temperatur_ (EGT, fan speed (NI), and core speed (N2), daEle airplane conditions included alti - tude, Math number, and ambient temperature. In order to assess performance deterioration, it was necessary to compare these cruise measurements at altitude with measurements of uninstalled, sea level static performance data obtained during the engine production acceptance testing.

. J 2,1 . ¢

........ I !

Pr i or e ff o rts ha d in d i c at ed that a re as o na b le co rr e lati o n o f EGT me asur eme nts was possi b le between production acceptance test cell levels and intial cru i se readings. This correlation was de r ived by separately esta b lishing the rela- tion of each (test cell and cruise EGT measurements) to a co m mon reference temperature, na m ely the maximum EGT certi f ied for the CF6-6D. Beth test cell and cruise EGT's were independently projected =o hot-day (30" C) transient ta k eoff conditions (in order to yield maximum expecte d temperatures) and com- !! p a r e d t o t he ce rtified ma x imum EG T t o de t e r m i n e t h e respe c tive EGT m argins.

T h e s e projections were based on pr e vious e x perience, including comparison s of actu a l takeoff data with cruise readings for various engi n e fan speeds and m a rgin s were th e n u s ed to identify changes in perfor m ance. T h is c orrelation _i a irplane co nditio ns . D ir ec t co m par is o ns b e tween te s t ce ll a nd crui s e EGT between te s t cell a nd c rui s e te m peratures was developed pri m arily because of the historic interest in EGT a s an indication o f engine health; expe r ience indi c ates it pr o duce s ac c ept a ble results.

8 o wever, compari s on s of fuel flow between t e st cell and cruise m ea s urements have been very difficult; a suit a ble correlation procedure has not b een a ccurately developed. Experience ha s s hown that crui s e f uel flow level s have been u s eful pri m arily t o tr e nd c h a nge s with time; a bs olute l e vel s have been l e s s consistent th a n EGT mea s urments. Se v eral condition s are k nown to co ntri b ut e to the greater incon s istencie s of fuel flow c o m par e d with those of EGT mea s urm e nts. Fir s t, s mall di f feren ces in c ore exhau s t nozzle area that exi s t b etw ee n the individual thrust reverser s or fix e d nozzle s ca n pro d u c e large chang es in fuel fl o w b ut s mall changes in E G T. Similarly, c h a nge s in thru s t a s the engine deteriorates produce relati v ely l a rge ch a nges in fu e l flow with sm a ller ch a ng e s in E G T.

Based on the s e con s iderations, the procedure used to est a blish short-term fuel burn deterior a tion w a s t o det e r m ine the change in EGT m a rgin be tween t es t c ell and initial c rui s e measurment s . The c orrespondin g change in fuel flow w as then cal c ul a ted from t h e d elt a temper a ture, using a c omputer c ycle deck, e ngine derivatives, and co m ponent models. Thi s fuel flow c alcul a tion pro c edure w as s ub s tanti a ted with inb o und te s t cell performance runs, where d e terioration in b o th fu e l flow and EGT c an be more properly a ssessed. I_ Anal ysis of Initial Flight EGT Measurements C r u i s e p e rform a n ce d a t a r eco rded d u ring init i al DC -10 -1 0 accep t ance chek out flight s were analy z ed for 90 e ngi ne s. Thes e in c lude all CF6-6D engin es flown on initial DAC e c he c k o ut flight s b e tw ee n January 1974 and February 197 8 (e n g ine se rial n u mbe r s 451406 to 451512 ) . A p p arent me a s ur e ment errozs wer e n o t e d f o r ei gh t e ng i nes ; their d a t a we r e n ot c o n sidered. Analysis o f the c o ckp it d at a f o r t he r em aini ng 82 en g i nes have bee n s u mm ari ze d in t e r ms of eq uival e nt m a r g in s r e l at i ve to the C F6-6D ce rti f ied ma x im_ EG T , a s f o llows: t t Average Std. Deviation Production EGT Margin 45.3 ° C 8.8 ° C Checkout Flight E C T Margin 31.2 ° C 8.9 ° C Short-Term EGT Determination 14.1 ° C 7.4 ° C Thus, the deterioration manifested itself as a loss in EGT margin. As will be shown from comparisons of shipped to inbound test cell performance, this loss in EGT margin was real and not an installation effect.

The assessment of deterioration was based on cruise measurements taken during stabilized cruise conditions after the airplane attained high alti- tude flight for the first time. Prior to these cockpit readings, the engines had undergone a series of ground checks, their first takeoff rotation, opera- tion at altitude, and in-flight systems tests. Some deterioration of engine p e rformance would normally be expected during initial on-wing operation of the engine following the production test cell calibration run; however, neither factory test nor airline experience would support as much short-term deterioration as experienced during airplane acceptance testing.

One checkout sequence not typically encountered during revenue service opera- tion was identified, however, that could contribute significantly to the short term deterioration. This sequence was the acceleration checks from flight idle to maximum climb power, during which the potential exists for a "hot rotor reburst." This was considered very significant since it is known that a hot rotor reburst - that is, rapid acceleration of the engine from low power with the engine still hot from previous oper a tion at high power - can result in thermal closure of engine clearances, notably between high pressure turbine blade tip and shroud. Should a tip rub occur, turbine clearances would be increased, resulting in a loss of performance. Analysis of turbine hardware from ESN 451507 did indicate that significant tip rubs had occurred, thus indicating a potential cause for the observed short-term losses.

Considering further the intial checkout EGT performance for the 82 engines, EGT data were examined to identify any apparent trends. While the confidence level in the first flight average deterioration was hi_h, larg e engine-to- engine variations were observed. The EGT margins, relative to the maximum EGT level certified for the CF6-6D, are shown for these engines in Figure 4-I was projected from production acceptance test cell measurements and initi a l- checkout flight readings. The same data are presented in Figure 4-2 which show loss of EGT margin (acceptance test cell margin minus initial flight cruise margin) as a function of test cell EGT margin. Statistical analys i s indicated a tendency whereby the short-term deterioration varied from the average loss of 14 ° C as a function of the production test cell EGT margin (EGTM). Although not a strong trend, engines with better as-shipped produc- tion margin tended to deteriorate more during the airplane checkout, as shown in Figure 4-2. However, the significance of this trend was considered ques- tionable based on the degree to which it reduced the data scatter.

_4 26 . _ 6 0 Av e r ages - 82 ]_ngines [ r

_-- / _e&_t_ --31"C I "/

, o EGTM, Tes t C ell = 4 5 ° C 1 / Spe c ial I nt er est Engines | / _ m ESN 421487 - Second _ (_) Installation / 0 % / T , - 4 m @E S N 451507 1 .- t '_ 0 _ / ' o i f '_ A kJ / 2 SEE = 1 3 . 6 C

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Averages - 82 Engines I J ¢j EGTM Loss = 14 ° C

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-I0 - 2 0 0 l0 20 2 0 40 50 60 70 80 EGT Margin , Test Cell , o C Fi gu re 4- 2 . Sho r t- Term EGTM Crui s e Lo ss e s - Fir st C he c k ou t Fligh t .

% There are several measures of the quality for the statistical fit. The standard error of estimate (SEE) indicates the deviation about a fitted curve.

This parameter is a measure of the data spread and is similar to a standard deviation but is the root-mean-square deviation about the curve fit instead of about the mean of the data. In this case, the SEE associat e d with the data- fit of EGTM loss was only slightly lower than the standard deviation ( o) associated with the means of the data (2 SEE = 13.6 ° C versus 2o = 14.8 ° C); thus, the derived trend did not significantly reduce the data scatter.

Another measure of how well the statistical fit m atches the data is provided by the coefficient of determination (R2), which is a numerical measure of the pr o p o rtion of v a ri a ti o n a cc o unted f o r by the fit Cwhere 100% indicates a perfect fit). The R2 level indicated that only 17 percent of the variation in i th e dat a was acco unted for by the linear fit of E G TM loss versus test-cell margin.

Cruise performance levels of the two designated engines, ESN 451487 and 451507, which were tested inbound, will be discussed later.

_ Analysis of Multiple DACo Flight Data The DC-10 checkout procedure typically consists of three to four different flights , including an airline acceptance flight. The question arises whether additio n al short-term EGT margin losses are typically incurred during these later flights, or for that matter during the remainder of the first flight after the cr u ise performance meas u rements have been obt a ined. To answer this question, the first flight cruise performance was compared with successive DACo flight data and with early revenue service cruise trends for a limited number of engines.

Multiple check flight cruise data were availble for I0 of the 82 engines. The EGT losses for these engines during DACo flight tests and early revenue ser- vice are presented in Figure 4-3. The average of EGT margin for the seven engines for which cruise data from three DACo flights were obtained, were 15.7 ° C, 15.6 ° C, and 15.9 ° C, respectively - indicating that there was no additional loss during the remainder of the aircraft checkout flights. Like- wise, no general trends of increasing EGT losse_ were evident from early revenue service cruise data for these I0 individual engines.

+ Initi al Revenue Service Data Airline trend data were availabl e for 48 engines within about the first 300 hours of revenue service operation, and these EGT levels were compared with the performance levels during the DACo initial aircraft checkout flight. The average EGT increase was about 2' C; these short-term losses of EGT cruise margin are shown versus production test cell EGT margin in Figure 4-4. While there were the exp e cted engine-to-engine variations, one airline recorded a verage ad d itional ear l y reven ue serv i ce l osses o f m o re t han 6" C, whi ch co m - pared with le ss than a d e gre e aver a ge c hange experi e n c e d by two other airline s a s follow s ; _' 29 _ 5 O

!, o, I

O Airline "A" / Q ) > [] Ai r line "B" /

_" < _ A irUn e "C" /

o o _ o o .,,° o o .,r." _

/ 0 0 / []_ s_._ _13. 4 " c

r _ o _ o 1 0 -- / .....

_ a _ A v e rage s - 48 E n g i ne s , - 4 EG T M argin L o ss = 1 6 ° C _ EGTM , T est Cell = 44 ° C o _ _ ( Tim e Si nce N ew = 1 70 hr s) - i0 i .

1 0 30 50 70 90 E G T M ar g i n , Te s t Cell, o C Fig ur e 4-4. E ar ly Re v e n u e S ervic e E CT Cr u i s e Losses.

i _, _ I_ ¸ _ Number Average o f E C T Standard En$ines Change Deviat ion Airline "A" 28 -0.8 ° C 8.4 ° C Airline "B" 15 +6.5 ° C 8.2 ° C !! Airline "C" 5 -0.6 ° C I0.i ° C In general, ther e ap p ears to be little additional short-term deterioration after the initial DACo checkout flight. Some variation was observed betw e en the differe n t airlines; but it is not certain whether t h ese differences are real, due to the different operating procedures (such as dis s imilar use of reduced-thrust takeoff), or only indicat e d, due to variation s in c r ui s e data reduction procedures. These differences we r e not considered to be of ma_or importance and did not warrant further investigations with the available information.

p, i_ Initial Loss For Spare Engines i In an effort to verify the belief that significant short-ter m losses occur i p as a result of a specific, nonstandard reven,_e service operation during airplane checkout, data were analyzed for a limited number of new engines which e ntered revenue service _lithout undergoing airplane checkout. These were ii new CF6-6D spare engines (ESN 451406 and above) which was deliv e red directly to the airlines from the factory, thus bypassing the DACo airplane checkout.

The cruise EGT levels during early airline service were e x a m ined for the ii new spare engines. The average shore-term deteriorati o n of these spare ._ engines was found to be 9 ° C ( a = 6 ° C) after an average of 351 hours of I airline o pe r a tion . This c o mp a red with an average 16 ° C loss of EGT margin during early revenue service as determined for the 48 engines which underwent airpl a ne checkout (shown in Figure 4-4). The average production test cell EGT m ar g in for the eleven spare engines was 43 ° C while the early cruise EGT m argin was 34 ° C, versus 44 ° C test cell EGT m argin and 28 ° C early revenue service cruise EGT margin for the 48 engine sample . Thus 7 ° C additional deterioration w as ob s erved for engines und e rgoing ai r p l a ne checkout.

The spare engin e EGT deterio_tion of 9 ° C was about one-half of that recorded for the 4 8 engines which had undergone airplane checkout a t approximat e ly the s a m e number o f rev enu e s erv i ce h ou rs. Whi l e the s p are e n gin e sa m p l e size w a s s mall, the l o w er o bs er ved sh or t-term E G T d e ter ior at io n for these en g ines doe3 s u p p o rt th e b e li e f th a t n o r re p r e s e n tative e ngine o p er at io n du r ing t he ai r plane p c h ec kout results i n a significant a m o unt of short-t e rm lo s s.

¢ , t Assessment of Fuel Burn From Cr u ise D ata A s pr e v i o usly n o t e d, th e m ea s ur e d l oss i n cr uis e EGT margi n was u s ed to I_ predi c t the short-term fuel burn increase. A comDonent deterioration model was utiliz e d to assign the o v erall loss in EGT margin to th e various engine c omponents (or modules). Engine d e rivatives were available for the individual modules that equate unique fuel burn effect for a given change in EGT margin.

The fuel burn e quivalent to the =otal measured EGT margin loss were merely th e sum of the fuel burn deltas calculated for the individual components. Using this method, the average loss of 14 ° C in cruise EGT margin for the 82 engines was equivalent to a cruise fuel burn incr e ase of 0 . 9 percent.

i_ These comparative fuel burn and EGT increases were substantiated based on inbound test cell recalibrations of ESN 45148 ? and 451507 prior to revenue r r se r v i ce , as _ill b e sh o wn.

. 4.1.2 INBOUND TEST-CELL RESULT S F e w inbound pe rformance c alibrations have be e n c ondu c ted for CF6-6D engines w h i c h h ad und e rg o ne an aircraft manufacturer's airplane checkout procedure but ' had not entered revenue servi c e. The a vailable test cell dat a were used to d e monstrat e that short-term deterior a tion was both r e al and nonre v ersible. As noted previously, c ruise EGT dat a were relied upon to establish t he magnitud e o f the short-term loss because of the limit e d nature of the test- c ell d a ta.

Ho we v er, engine per f ormance deterioration assessments based on available test ce ll ca librations were used to verify the procedure used to c al c ulate cruise fuel-b_rn increases from c ruise EGT deterioration assessments.

Inbound test cell performance calibr a tions for short-ter m deteriorated engines w e re a vailable for two engin e s. The f i rst, ESN 451487, had been removed to be in v estig a ted for a v ibration complaint and was tested at Ontario, C a lifornia ( ASO / O) during 1975. The second, ESN 451507, was remov e d specifically for this investigation and was also tested at the General Electric facilities at I_ Ontario, California (ASO / O). ' ESN 451487 Inbound Test • P r i o r t o i t s i nbo u n d t e st c ell ca libration, E S N 4514 8 7 w as installed on two different DC-10-10 airplan e s during their re spe c tive initi a l che c kout flights.

This engine w a s initi a lly flown on t he first flight of fusel a ge numb e r (F / N) 20 9 d u ring whi c h it l o st 14 ° C i n EGT ma r g i n, m a t ch ing th e a vera ge c r u ise lo ss for t h e 8 2 CF6-6D e ngines. The engine was removed after t h is first flight an d i n st a lled on F / N 2 10 for the first ch eckout flight of that air c raft . D uring t h is flight (th e s e cond [light of the engin e ), a n addition a l loss of 5" C c ruis e EG T margin wa s not e d, m a king the total 19° C sin c e t he produ c tion acce ptan ce t e st. Th=. EG T deterioration d e ri v ed from thi s se c ond flig h t is s h ow n r e lative =o t he short-term p e rforman c e of th e ot he r 8 1 en gin e s in Figur e 4-2.

i t i _ Whil e t he engine was r e moved after the s e c o n d flight to i nve stiga t e a vi br a - r; tion complai n t, a performance calibration t e st was conducted. T he s h or t - t emm deterioration as se s s ment wa s b ased on a c om p arison b e tw e e n t h e in b o und test c ell res u lts and the fa c tory performan c e. These t est c ell dat a indi c ated a sea le v el static sf c in c rease of 2.2 per c ent at c onst a nt t h ru s t for t h i s engine as well as a 21" C EG T and 1. 8 percent fuel flow in c rease at c ons tant fan s peed rel a tive to the fa c tory performan c e. These data t hu s v erified tha t the s h ort-term losses incurred prior to introduction to re v enu e servi c e wer e L! b o th real and nonreversible.

T hese test c e ll results f or ESN 4 5 1407 were compared to a short-term sea # , l ev el s tatic d e terioration m o d e l a s sho wn i n T a ble 4- I . Fur the r, t h e tes t _ : cell deterioration a s s e s sm ent of ESN 451487 was also pr o j ec t ed t o c r u i s e co nditions and com par e d t o a mo del o f in s talled c r u i s e sh o rt-t e rm dete ri or a- i tion . Bo th the test ce l l a nd pr o j e cted cruise perf o r m ance we r e hi ghe r than those assessed for an average engine. H owe v er, t h e c ruise E G T lo s s deter- m ine d from checkout flight m easur em ents f or t h is e n gine h a d likewi s e indi c ated ! . that the engine deteriorated m o re than a ver a ge a t the time o f i t s se c ond ! flig h t. In fact, the c r uise EGT loss projected from th e mea s ured test cell , ' data ( a n alytically d er i v ed as 80 p erc ent o f the s e a l evel s tatic E GT l oss ) wa s wit h in 2 " C of t h e EGT d eterioration assessed fr o m th e cr u ise c h ec ko u t re s ul t s.

' This c omparison, also s h own in T able 4-1, indic a ted tha t t h e cal c ulation and comparison procedure used to equate cruise and test cell EGT le v els was r e a- s o nable.

Table 4-1. Sh or t-Term Perfor m anc e Deterioration Assessmen t Inbound Test of ESN 451487.

SLS T e st C e ll I n stalled Cruise Analytical Projected Analytical Airplane Overall Performance Measured M odel From SLS Model Checkout t_ ( D elta From N e w ) " " A S FC At FN 2.2% 1. 3 % 1.5% 0. 9 % --- EGT At N1 21 ° C 18 ° C 17 ° C 14 ° C 1 9 ° C A _M At NI 1.8% 1.5% 1.6% 1.3% ....

f I ESN 451507 I nbound T_st As n oted p re v iously, the a c ti v ities t o qu an t i fy short-term perf o rmance deteri- oration included special testing of ESN 451507. This engine had completed the e ntire DC-10-10 aircraft / engine checkout at DACo on F / N 250 bef o re being t " r,,m o v e d f o r t h e tt` s t c t` ll p ,, r f or m: m c,, ¢ ' : llih r_ i t i o z l. P t` rform a n ¢ t` It`s tin _ of this e nK i n e in¢ | ud ., _! ti l t , S l : l lt ¢ l;_ r¢ ! | ' :I I'[ OI ' Y p r o duc t i o n .l c¢t`pt. lt|t',, t e st c al i - brat i on s i s w e ll a s ti lt - s p t` c i a l i nbo u nd t e st , 'at tilt, Ont a r i o, Cali fornia (ASO / O) f.s ci li t i e s . Th e inbot m d p e rf or m a n,- t , t' . -el i br ;z ti o n I t .st follo wim - t he DA(' o acc ¢ ,p t.s nc e tl i_ ; ht s ¢o nsi s t e J of th r ee . _t` p a r ;lt e r,n s : t w o c al i b r a t ion s w i t h ti l e e n gi n e i n [h , , , Is -r e el`i r e ,! t- o n J iti on, .'a nJ t h t , t h ir d follo w i n g c l e a n i n g of ! t i le S ty1 1 ' . . " I f al l b i b, dr ' s . ( No i n e; i s urt , a b l t , , l i lft, r e n ¢ ,- w : | s ob s e rv e d°) Ti l t, in- S t | ' l i S t ' |It'l l iO l l W ; IS It | | ' I ll i_+.,l t o t h .' I[ uP: , 'd : It l '.' v t.n , | : ll , .. T i l t . ov t, r; ll l pe l' form . ' In C _, f ew ' I s |+ r o ln lht,st, tests a rt ' s ,mm ;iri_t , d in T a l+l e " 1-II. "l 'h t , s,, ,t a r a , r +c or dt`d .'it bo t h t, _k t, t+ (I ;l ll _ [ m +l x{ttt u ttx t ' OIt t t,l U O U S po wt`r . _t, tt in + ;s , re, r e t t st` d t t_ d e t e rmi, n e th t` s hort-t t` r m t h . t t , ri o r at i o u , ,f th is t`n g int` .

t't x l o rt tm_i t t ' l _'. , 11 x is t td e t t'¢ t t ' d t| ,t'tlst m t ' _s S t,l ' t , m_ ,n t t , r ror t | ll l' _tl } ' , I |It " i t l _ o tt ll _ C{ l]i- r :It ion i n; |d| ' L'11+lll)tt'_ i ii th1"u .' ;l It ' v t 'l ' : +llld t h11 : ; Ill| " r t ' . ' + ul t ' I n l sl'¢ v +l lu t' s o ll r t , - ]i + 11 ,1 t , . l low t . vt , ,' , te , _ L :e l i m t 'a: ;ll,' e d t ' 11+ll1}, , t ' :; ill lut ' l f l o w +lio n )' , w i th F t :T +It co n s t _i n t f: l n . _ | +t ,t,d w e| ' | " , 1 V : lil , lblt , to ; I S . _t ' _:; d_ ,t t , l" iO l":lt ion. Ti le m t , +l S Xl rt- d c l e- tt , ri or. _ tlon l,_l._t, d on t he . ¢ o mp a l ' i_ o n o f t ht , inl, o und tt.._t c e l l t l zlt_l :in d t ilt , l+r o du¢t ion _l¢¢t,l,t. ' lll t 't, l,t . l'+ornI_ll1¢t, w+l.._ l% " t: I+ ' ( : ] " +l,l d i .l_ |+ t , t +¢eut f u e l f low 11t con stant l:m ._1+et. t |, +IS .,;| 1 o x e n iu T :lblt " it- ill . A n:| i v | it+l il y a d .+us t e d to cru ise co ud ltl ou_, t ht " los. ' _ e sx, ,t , r t , I. ' ° t : E t: T a ud I . _ p t , r¢t` nt f u el f lo w . I t c ml b e o b s erve d t h a t th, " : ;t ,: l I t , ve l tt ,: +tfe ll d . l t a a s w e ll a s the l_r o j t, ¢ t e d cru i st, losses t o t t hi . : t . n_- int , m; i t th t , d ti l t . d t. l'i vt , d d t . t t, , - i or +i tio ,l i no Jt, l . T he s e p ro- * Jt'ct t ' d t ri ll: ;| ' I 't : T :lilt [ W I + I i11¢t't ' _I S t': : thtl: ; . _u p|, ol't Il l| " ._I - ¢ tlt' tt ' ,' i Ol'+l tlo n | ' , r e - di ¢ t e d b y t ht , nl o tit , l . Is ' h ilt. lit ,' t ' t 'oi . ' _¢ ' I .:t : T It +. .; .-+ m t , +l . _ U t' t .t l f o r I ._ S N 4. r)] . r)07 tl u ri ll} TM, tilt ' I nit i a l +lil- l , l a nt , ¢h ,, t'k o u t t l i).h t ( ? .+° t: ) : ip l +t ' a 1 " t. d h i i' . h (l : l+, . u r e 4 - 2 ), t h is levt. l dr opl +t . d t o l]" C dUl'il l l, , tl ,. init i a l rt' v t, m lt" mt ' l'Vi ¢ t" - , :I nk ' l l_llitudt' w hich W +l._ m ot- t, i 11 ll nt , w ith li l t , t ' +_l+t ' t '[ e d l o :;s .

l ' h,.s e { l lb o t ,nd t t, s t r t, sult s + l _ . + i ,l t h, m o n st r a t t . J t hilt s h o r t - t e rm pt` r l orm / l ,l cP d e t t` r / ora t ion wa s b,, th r t` a l : mJ noll rt , v t , r s i bl t,. Furt ht` r , t il t ,sim ilarity b e t w ee n ti l e m e as u r e d pt` rf o rm a n c e loss f o r ESN + ' + 51 5 07 and t h e s e a l +, v e l static d e tt` ri o r a t i t+ n m od e l in J i t' a t e J t h+I t t h ,, o l , st`rvt` J sh or t -It,f ro tlt , tt, r l or. _tt on of th is p .11t i ¢ul: i r _ , 111, i ll e s h ou l ,l b e t ' e p ,' e _t . n t : Itivt` o f t _ ,l, i¢ , '0 1 t' +l+ ' t+ - 6 P t` n +, i l ,, s +If t t`r . l i r p l a n e / e n +ti n, , ch ,' , ' k , _ut l+r o t e du1"es; th a i is. p r i or t o t` n tr v iu+ o / _ p tt ' V,'+tttt" :+ , 't V i ,'(' . AS Stl < It, Ill' " ( _ l _IS ll lV tl l . l |l+l t' d w + l r e r , +n J i t ions o f ESH . _51S 07 sh ,, u| J l lkt ' _+ ' i ; ; t , bt ' ,'t ' p l ' ¢ ':+t ' ll [ :I t iX'z ' +|rid ¢ :i 11 bt` llSt't| [ ,+ q t,+In t i t' v sh or t - t e r m p :Ir ts d t' t t' l ' +O l + +l [ St|11 .'+l" t h e I+. I : I_- ( + D , 'n , +,i n ,, mo del .

I, 4 . I . il SI I , ' qH ARY O F i' I.:RFL ) RH A Nt ,I , _ DATA A, a l v. _ i_ , i f el ' | l iSt , p t , l+tor m :l :I t ' , , d a t a i nJ i , '; |tt ' s th a t . < i}, . ,lifi , ' ; m t lo._ s t`s . t o o ¢c , r f o r tl.t, t :F l+-+ O mod e l en+,i m , dur+m, tilt , lirst ,'h ,, ¢ k,+ut l'li+; h t , ' i t D At: o , l+ut th_)t tht ' l ' t ' . l l t e l' , t h e p t ' t t + O l ' m: I n ct ` ) ', _ , 11 ,, 1" ; 111 v re m a i n, ; . _ t; lblt , t h1" o u) ' , h ; i t l e+l st t i le l ' [r , _ t 't O0 h ¢_u rs + i 1 " , , vt`1111 e st , ,'Vl¢¢ , op t , r + it i , _11 . Lo ss| , , + vhi ¢ |l o t - _ ' ll r d11 r l n R atr c r , al t c llt , i - ktlut prl o r t o l ' t , Vt'1111_ ' St ' l ' Vlt ' t` +11"t` tllt`rt+|_ t 't` r t` p rt_s_ ' nt a li v t • ¢ , I , qhort- tt , rm d e t er_ o r a t i o |l . Furt l l e 1". t e, _t c e l l p e rf or m +| no ,, r e su |t s dt , mou , _tr_itt, d t ha t | l it , st , | o s , _,,s ; 11 " 4 , b ot h r t` - 1 | "l nJ ll_+nl't , vt i 1+sihlt • .

+ ' 3 5 • +,, _+. . . . __ i ..... I IIII ii i m l_ ...... _ ..................

P T a b l e 4- 11. ESN 4 5 1 5 07 T e s t C ell R e stl l ts .

!. Po wer Th r u s t i Run S et t i ng itot Day E G T SFC Mar_in NF K 0 N1 K Ma rg in " C '(_.) (PP H ) Ev e nda I e T / O 8 58 O . 1 1 46 2 5 1 . 6 | Outbou nd H / C 8 22 O. 1 1 390 5 1. I Av e rage 858 / O. 1 1 4 62 5 / 1.4 8 2 2 13 9 05 AS O / O T / O 8 7 4 -2 .5* 1 4843 0.8* I nbound T / O 8 7 2 - 2.6* 1 4 84 1 O. 6* H / C 837 - 2. 6 * 14 116 O . 2* H / C 8 3 6 - 2 . 5 * 140 9 2 O . 2 * T / O 873 - 3 .0" 14 861 0.4* T / O 87 3 -2 .3" 1 4 811 O. I * H /C 838 -2 .6" 1 4 169 O . 5 * H / C 838 -2 . 5* 1 4 0 88 O . 1 " ASO / O T / O 8 73 - 2.9* 1 4 8 74 O. 5* A fter T /O 8 7 2 -2.5* 1 4957 1. 4" Fa n C l e a ning H /C 8 36 -2 . 8 * 1 4193 0 .5* H IC 8 3 8 -2.6" 1 4 172 O . 6 * Ave rag e 8 73 -"-- / -2.6 _ 1 4 8 6 5 / 837 1 4 138 De t er i or, _ t i on + 1 5 ° C +I.6 Z *lln r eli a bl e Due to T h ru st H: , asu r emen t P rob l ems

t

[a b l e 4 - I11. Sl_ort -' r t , rm P erf o r ma nc e D_,tL , l' i ,, ra t i on A ssess m ent I n bo v n d ' res t of I'SN 451507.

SI , S lest Cell I n ,_talle d Cr u ise An n lvtica l Pr oi o ct ,, d A n a l y t i c a l Air p l an e l ni ti a l Overm_ . I P e rfor ma nc e M e asu r e d H o d e l fr o m SI . .q Th_,h , l C h oc k o ut Rev. Se r v.

(D e l t a Fr om N ew ) A S F C at FN -- - ! .3 ? . --- 0 , ' )). ......

._ E GT at NI 1 5 " C 1 8 " C l? " ¢: I t * * t ' , 2 ' 2" C L 7° C a I FH a t Nl 1 . 6Z 1 .5 _ 1 . 4Z 1 . 37 , .....

" i( ; r i f t| ° Ba sed on t he average o f 82 e ngi nes , the mag n it ude o f short- t er m deterior a tion w a s a n a lyt i c a lly e s t a b li shed a s 0. 9 percent in cr uise f ue l bu r n. The a va i l- a ble cru is e a nd i nbound t e st cell results w ere f ound t o be cons i stent. A l so , results fr o m th e a n a lysis o f ne w sp a re eng i nes s u ppo rt t he bel i e f th a t a si gn i f i c a n t am oun t of the s hor t - t e r m loss i s due t o nontypic a l e ng i n e oper a - tion during t he a irplane c h eckout, suc h a s a " hot r o t or r ebur s t. " It w a s a l so s h o w n th a t t he sh o r t - t e rm p e rforma nc e l o ss for pr o g ram ESN 45 1 507 wa s represent ati ve of tha t e st ab li shed f o r t he C F6 - 6D m odel eng i ne; s o it l og i c ally fo ll o w s t ha t th e hard w are i nspect i on r e s ult s shoul d a l s o be co n- sidered to rep r esen t t he C F6 - 6 D f lee t .

4 • 2 HARDWARE INSPECTION RESULTS The second m aj or p a rt of th e s h or t- te rm stud ie s w as t o o btai n a nd analyze h a rd wa re i nspect i o n data i n o r de r to i so la te t h e sources o r causes o f t h e I perform a nce de t erior ati on.

The i nspec ti on o f ESN 4515 0 7 w as tonduc t e d a t the Gener al Electr i c f aci li ty i l oc a ted i n On t ar i o , C al i f o r ni a • All engine mod u les w ere i n s pec t ed , a nd a t t en- !

lio n wa s d i rec t ed to wa rd the t hr e e m a jor sources o f deteri o r a ti on: c l e ar - a nces, a ir f o i l qua lity , a nd le a kages. T hese i nspec ti on results, i n conjunc- tion wi th in f l uence coe ffi c i e nt s, w ere used t o i sol a te t he d e t er i or a t i on m ech a n i s m s and a ssign a fuel burn de t er i or ati on t o e a ch source. I n flu ence coe ffi c i ents a r e em piri c a l l y o r analy t ic a l l y de ri ved fa cto r s whi ch e qu ate a ch a n g e i n a h a rd wa re cond i tion wit h a ch a n g e i n c om p o nent per f o rma n c e.

T he CF 6 - 6 D e ng i ne i s o f m o du lar : on st ru cti on, su c h that t he maj o r co m ponents of t he eng i ne ca n be i ndep e ndent l y r ep ai red a nd m o d i fied wit h c omp l e t e i n t e r - c ha n ge a b itlt y wit h o t h e r m o d u les, tla rd wa re i n sp e c t i on s d a t a a re gene ral ly s um ma r iz ed i n t he s a me m a nne r , i.e., b y ind i v i d ual se c t i ons o f t he eng i ne.

S i nce th e C F 6 - 6 D i s a d u a l- sp ool , t u rbo fa n m o de l engine, it i s l og ical t o i s olat e th e c ompress o r a nd t urbin e se cti on f o r e ach sp o o l - t h a t is , th e l o w an d hi g h pre s sur e s ys t e m s. A cc o r d i ng l y , t he har d war e d ata ha ve b een s u m ma - riz ed i nto f our maj o r cat ego ri es: fa n, h ig h pressur e ( HP ) comp r e s sor , hi g h press u re t ur b i ne, a nd l o w p ress ur e ( L P ) t urbi ne. F i g u re 3 -1 sh o w ed a c ros _ se c t i on o f t he en gi ne s h o wi ng these maj or di v l s i on _ . Note t ha t t h e f o ll o w lng p a r a gr a p h s o nly sum ma r i z e d t he h a rd w a re fi ndings an d t h a t de t a il e d d at a a r e . p r esented i n Append i x B.

4 .2. 1 FAN SECTION H a r d w are i ns p ec t ions in cl u ded measu re m e nt of Sta g e 1 fa n bl a de-r e -shroud cle a r a nce, le a d in g edge sh a pe (p rof i l e) of Sta g e l f an b la des, and de t erm ina- t ion o f surf a ce finish chan ge f o r th e v a ri o u s ai rf oi ls.

There wa s n o m easured sho r t -ter m l o s s as s o ci at ed w it h th e f an ( an d bo o s t er) s ec tio n. A b a ck- to -b ac k t e st cel l r un was co m pleted whi c h i n d i c at ed n o ch a nge ! '

a 7

, ,| i n p erfo r mance a fter c le ani n g t h e f a n b l a des. S i x fan b l ade s w e r e re m ove d, a nd l ead i ng ed g e in spec ti o n b y mea n s of co mpari s on wit h a gl ass in e mast e r in d i c a ted no cha n ge i n co n tour.

4 .2.2 NIGH -PRE SSURE COMP RESSOR SECTION Th e h ig h pr e ss u r e r o tor a nd st a tor s u b a ss e mbli e s w e re r e m o v e d f rom t he e ng in e | f or mea s u r e m en ts . T en b l ade s pe r st age ( St age s 3 throu g h 16) and t e n va n e s p e r st age (S t age s 7 t hrou g h O GV ) we r e remove d t o o b t a i n r e p re s en t a ti ve su rface f i n i sh d a t a . The f lowp ath c o atin g wa s i n spe ct ed for s p a llin g an d ev id e n c e o f _, r u bs to ascer t a i n p ote n tiai c l ear an ce cha n ge s . T he r adi a l CO P ro t a tl ng - t o - i_ st a t i o nary -se a l clearance w a s de t e rmin ed in o r der t o iso la t e a n y po t en ti a l in t e rn al l ea ka ge (paras i t i c) e f f ec ts .

Rubs w ere n ot ed on th e s t_t or cas i ng rub coa t fro m co mp r es s or blade ti ps, i part i cu l a rl y in the upper ha l f i n t he v i c i n i t y o f 12 o 'cl ock . Th ese l o cal ] [. rubs w ere not e d i n mo s t st age s , rang i ng fr om a kiss (n o dept h ) u p t o 0.00 8 i i nch. Mi n o r s pall l ng of th e ca si ng ru b c o a t w a s al so n ot ed. The per f or m an c e , , , effec t for the e stim a t ed clearance c han g e i s 0. 05 p e rcen t in co m pre sso r eff i - c i enc y - equ i valen t to 0.03 percen t i n cru i se fue l con sum p ti on. A ll othe r me a s u re d cond it i ons w e r e with i n n e w en gi n e tol e r anc e s .

J 4. 2 . 3 HIGH-PRESSURE TUR BI NE SECTION Detailed measurements to determine the change in b l ade tip-to - shroud c learan c e wer e accomp l ished. Se lec ted Sta_e I and 2 b l a d es and vanes were subjected to s urf a c e d e ter m i n ation, and the st a tic parts ( shrouds, supports, and v anes ) were in s pe c t e d f or di s tort i o n that co u ld resu l t in an interna l l eaka g e (par a - siti c) loss .

De g radation o f the high pr+ , ssure turbi n e is the d om in ant factor in sho r t - t e rm deterioration. Over 90 per c ent o f the assessed cru i se sf c loss for ESN 451507 was attriht, ted to this se c t i on of the e n g i n e. Turbine bl a de rubs had occurred on both stages, res u lting in shortening of t i leSt ag e 1 and 2 blade tips b y 0.021 i n ch and 0.011 inch , respectively. This was almost all o f the turbine d eg radation and is e q uivalent to O.71 percent in increased c ruise fuel con- sumptlon. Based on th i s result, notches were in c or p orat e d into the tips of sev e n production engines to assess blade len g th c ha n ge with time. Bores c o p e i n spe c tion (wh ic h does not require e n gine di . , _assembly),obta in e d o n thes e en g in e s (see Append i x B. 3 .3) a f ter c om1_let i on o f a ,-' rcra f t a c c ept a n c e testi n g , v a lid a ted th e results not e d f or ESN 451507 a nd veri f ied th a t bl a de tip rubs a re ti l e domi na nt m o de of short-term deterioration .

t S u r fa c e fi ni sh measur e ments o f al l a irfoils i n dicated a s l ight roughness o f the Sta g e I nozzle v a nes, res u ltin g i n a 0 . 02 p ercent increase in cruise s fc .

Measurement o f turbine sea l s and Sta ge I van,_s for distortim , i ndicated no pa ra s i t ic los_ , a nd t | ' o m ,, asured St a ge I n o z _ . le van e thro at a r e a (A4 ) was nom inal.

4 .2. 4 LOW-PRESSURE TURBINE SECTION I n s pe ct i ons to a sse ss deterioration mt,c h anisms in c luded determinatio n of blade tip-to - shroud and i n terst.' w t' :; ,, e l cl o: lr.luc ,, s . In : M,li t i o n , r ,' pr ,, ._e,lt : +t iw , surf a ce finisll data were o l _t ; |i n ed fo r eac h ai r loil s t a_,e t',y m, , asurement of six randomly selected parts.

I _ Two ar ea s o f m in o r de ter io r a tion w er e ass e ssed i n tile l ow p r e s sur e tur b ine se c tion, including surface finish c hange for tilt, SLa_.e l vane _nd inte rs t , _ge seal radial cl e arance. Tile Stag e l v a n e surf a t ,, finis h was 80 II in. (AA) , c o m p ared with n e w e ngin e r e quir eme nt o f b3 It i n. The rot a t i ng i ntersta g e se a l te e th w e r e found t o be f r om 3 to 1 0 mi ls smaller than ne w -eng i n e minimum , wh ich calculat e d t o b e a 0.04 p e rc e nt incr e as e i n cruis e s f c. Th e v ane sur face finish effe c t was n e gligible.

4 . 2 .5 SUHH AR Y OF H AR DI 4 ARE INSPE C TION DATA T h e s hort-t e rm lo s s es a s s es s ed fro m ha rdwar e in s p e ction d a t a for th e v arious engine se ction a r e summari z ed in Ta ble 4-I V . A s sho_ m , loss e s in th e high- p ress ur e turbin e ar e t h e major sourc e of, and bl a d e tip- t o-shroud rubs th e dom i n a nt f a ctor in, short-t ens det e riorati_m. Tls e c a lculation of fu e l con s ump- t i on e ffec t s c a rried to th e s e cond d e cimal po i nt i s not int e nd e d to con ve y that the C ont rac t o r b e li eves t h is _s t il e l ev e l o, _ a c cura c y . R a th er , t h e loss m e c h a ni sm s that we r e isolated for tile c omp re ss o r a nd turbine se c t i ons have a minor influ enc e on f u el consumpti o n lind tilt ' measured deltas w e r e also v e r y small. Realistically , the only condition isolated that is a si p nifleant c ontributor to short-term deterioration is Stage 1 and 2 high pressure t o rbine b l ade tip r ubs.

4 .3 COMPARISON AND D E TERI ORA TI ON ASSESSMENT I t ca n be co n cluded f r om these d ata th a t ESN 451507 : .,_ typi c al of tile aver a ge s h ort - term deterioration for tile C . V b-b D m od e l engine, since m easured cruise perf or man c e loss a n d the dominant dete r i or .it { on source a gr ee well with similar I _ "e d a t a f r om other C F 6 - f D e n gines, llowe v e r, the short - term loss as s es s ed f r o m hardware inspect i on data taken from ESN 4 , 150 7 must be compared with the total m e asu r ed Loss bas e d u n p erfor m ance data bef o re tilt , hardwa r e results Can be est a blished to be r easonable.

T he per f orm m lce a n d analytical teardown hardwar, , data indic_lted that tilt, total f uel c o n sumption i n cr e as e derived from t i lt, two in d e p e ndent methods for ES N 451507 was 0.8 pe rc e nt b ; Ised ,_ll tilt, h : |rdware insp e ct ions and O .q per c ent b ased on th e c r uise perf o rmance data. As no t t,tt, t hose independ e nt s t udi e s pro d uced results within O. 1 pe r cent of each other, and t he hardw,|re data isola te d ove r 88 p e r cent of the lo s s expec t ed fro m c r uise performance data . T h i s c ompa r i s on is c onside r ed e xc elle n t , and suhs t a nt i_t t es tha t tile hardwa r e assessments a r t , a re a listi c repr e s e n tation of short-term deteriorati o n.

Table 4 - 1V. Analytical Assess m ent of ESN 451507 (Sea Level Takeoff).

Assessment e EGT S F_ . _C_C HP Compressor 0.05% I ° F 0.04% Airfoil Surface Finish 0.05 Stator Land Rubs HP Turbine 0.95% 24 ° F 1.05% Stage I Nozzle Surface Finish 0.03 Blade Surface Finish 0.00 Stage I Blade Tip Clearance 0.70 (+ 21 mils) Stage 2 Blade Tip Clearance 0.22 ' (+ I I mils) !_ Parasltics All Seals No m inal 0.00% 0 0.00% LP Sy stems 0.0 7 % 0 0.05% I / S Seal Clearance 0.07 Stage 2 ( - 3 mil) 0.02 Stage 3 (-3 mil) 0.0 1 Stage 4 ( - 8 mil) 0.02 Stage 5 ( - I 0 mil) 0.02 Total 25 ° F 1.14% J The r ef o r e , ba se d on (i ) these test results, which in d icate d t h at ESN A51 5 07 per- _ f o rman c e an d hardware results were typical o f t ho se e x pe c te d f o r o t h er CF6 - 6D model engines, and (2) the exc ell e nt agr e ement be tween c ruise performan c e data for ESN 45150 7 and the sh o rt-term deterioration independently assessed from hardware inspe c tion, it is c onclud e d that the short-term deterioration for the CF6-6D model engine is 0.9 per c ent in c ruise fuel burn and that the major source of this loss is hlgh-pressure turbine St a ge i and 2 blade tip-t o -shroud rubs.

i I ' 5.0 RECOMMENDATIONS i_ Thr e e se p arate c ourses o f a c tion h a ve been initiated to eliminate o r a lleviate the short-term deterioration losses. It was noted that each engine is decel- i crated from high power t o flight idle and then subjected t o a rapid accelera- tion during aircraft climb prior to recording stabilized performance data du r ing the aricraft acceptance flights (se e Section 4.1.1). It is known that this type of thermal transient (termed "hot rotor reburst") can cause HP tur- bine blade tip rubs due to different thermal rates for the rotating and sta- !

tionary structures. The aircraft acceptance flight test procedure is being reviewed by DACo / GE in an effort to eliminate this operational requirement which is untypical of, but permissible for, revenue service operation.

_ The comparison Performance Improvement Program, also sponsored by NASA-Lewis, is de v eloping generic ite m s for HP turbines. Both of these - the Roundness Control Program, which { s developing improved and more efficiently cooled static structures, and the HPT Active Clearance Control, which will meter cooling air based on thermal and operational considerations rather than by fixed orifices - can help to eliminate these short-term losses.

A third approach being developed by the Contractor (Ceneral Electric) is to utilize an abrasive coating on the high-pressure turbine blade tips. This coating is to provide the mechanism to "machine" the shroud during adverse thermal conditions, thus producing local removal of shroud material rath e r than shortening of all the blades. Since studies to date have indi c ated that the rubs are very local, this approach e liminates the performance effect from the rubs, and the total shroud material removal and resultant clearance increase will be minimal.

4 2 _ . 1 1}

APPENDIX A TEST PLAN /W ORKSCOPE This a pp en dix pr e sents th e a ct ual te s t pla n and w o r ks co pe us e d to co ndu c t the engine test o n ,_ngine ser i al num b e r 4515 0 7 an d t o c o nduct the en g ine d isas- ! sembly and parts inspe c tions.

t! A.I INBOUND TEST

i'

; f The f o llowing sequen c e of t e s t in g is required f o r the CF6-6 D short-term d e - terioration engine. The testing wi l l be c onduct e d in the ASO-Ontario CF6 test c ell with a lightw e ight bellmouth and the st a ndard CF6-6 A cc eptance Test Cowling c onfigurat ion.

I. Install engin e in the CF6 test c ell and set up p e r CF6 Shop Man u a l , " , 72- 0 0- 00 T e st i nf.

2 . Ch ec k variabl e stator v a n e s c old r ig, but do n o ..__t adjust unl e ss VSV tra c ks outsid e of th e op e n l i mit by more th a n on e d e gr ee during e ng i n e op e r a tion. No a djustment is to b e m a d e withou t th e c on c ur- r e n ce of ASE Engineering.

3 . Install ins tr um e ntati o n as d e fin e d by the Instrumentati o n Plan f o r the sh or t-te rm de teri or ati o n en g ine (Secti o n 3.3 ) .

4 . C o ndu c t the fol lo win g pe r f o rman c e t e st: a . Perf or m n o rma l pr ef i r e chec k s in cl udin g a leak chec k.

b . Start en g ine and stabil i ze for five minutes at ground i d l e.

c . Set t h e fo L l o _J i n g t w o stea d y-state d a t a points an d tak e f ull data r ead i ngs aft e r four mint , te stab i lizat i o n: P ower Sett ing C orrected Fan Speed " _ 50% 7 6.4 2 % ( 2 6 2 3 rpm ) 75% 90.ii% (3093 rpm) d . S l o w d ece l to ground idle , a nd analy ze th e tw o points to d ete r- min e i f th e e ngi ne ca n b e s afe l y op erate d to ta k e o ff pow er wi tho u t e xc eeding any limits ( N2, EG T , VSV). Also asce r tain th a t a ll instrum e ntat i on, in c ludin g th e r ec o r d er , is f un c tion- i ng p r op e r l y.

t e. S et t he following steady -st ate data poi n t s a n d take t wo b ac k - to-back data readings aft e r four minut e s s tabilization. The engine should be opera t ed at maximum continuou s power for a minimum of six minutes prior to s etting the following point s .

Take one data reading after s ix minutes.

Power Setting Corrected Fan Speed !

Takeoff 100.30% (3443 rpm) Ma x imum Continuous 98.70% (3388 rpm) Maximum Cruise 95.85% (3290 rpm) _ : 75% 90 . 11% (3093 rpm) f. Shut down for a minimum of 30 minutes and then repeat steps b and e.

, 5. S PECIAL INSTRUCTIONS 1 The following special instructions apply for testing the CF6 - 6D short-term-deterioration engine: a. Obtain a fuel LHV sample between the dual-performance power calibrations. A bomb calorimeter will be used to obtain the LHV.

b. No performance data are to be taken when visible precipitation exists or when the relativ e humidity exceeds 85 percent.

c. Pr e ssure transducers, fuel meters, and the thrust-load cell must be w i thin FAA calibration limits and the c a librations traceable to the National Bureau of Standards.

A . 2 ANALYTICAL TEARDOWN_ REFURBISHMENT, AND REASSEMBLY G eneral Engine disassembly and analvtical inspection requirements are discussed i n the following sections as sequentially related to the Short-Term Deteriora- tion test objectives. In all cases, engine di s assembly, inspections, data r e cording, and engine rebuild procedures shall be in accordance with the applicable sections of the CF6-6 Shop Manual, CEK 9266. Inspection forms for each of the individua l requir e ments will be furnished to ASO by Evendale Engineering.

The following instructions may be modified as required by the Evendale on- s it e o bser v er. A ny o bs e rv ed ha r dwa r e d ist r e s s , in add iti on to tha t de scri b e d i n t hi s de t a i l e d t est p l an, w i l l b e inv e stigate d re l ative t o its e f fe c t on en g i n e p er fo r m a nce a n d sfc dete ri o rat ion .

_ , 44 ,B .

[ , _D ), , " u_. _ _ _ _J : . .' lIra p ,I L _ II I _ L L II III I Im_ _ : '_ : t D 8 I n spection res u lts a r e doc umen ted in A pp e n d i x B of th i s rep o rt . Th i s i nc lud es a ta b ulati o n a n d anal ysis o f the di mension a l an d s urf a c e fi n i sh me as u r ements .

In addi ti o n, p h o t ograp hs ( d et ai l ed a n d ov e r all ) of th e deteriora t e d parts a re pr esen t e d t o em p h a s i z e th e wri tten d e scr ip t i on . Ske tch es are i n c lu ded w her e n ecessary and w here pho t o g raphs are u n ava i lab l e.

# LPT Inpe ctions Re m ov e an d d is a s se m ble t he L P T m od u le s uff i c i en t ly t o perfo r m th e follo win g i nspec ti on chec k s: Turbine Midframe (Reference 72-54-00) • M eas u re an d r ec or d e i g ht-p o i nt - d i a m e t e r c he c k (dia. AM) o f th e LPT pr e ssu r e b al ance s ea l .

• Me a su r e an d r e cor d out s i de dia m e t er of f or war d mountin g flange ( d i a .

U) at twelve o'clock; take r, m nout relative to No. 5 bearing, a t twelve equally spaced locat i ons startin g at twelve o'clock.

• Stage 1LPT Nozzles (Reference 72-55-00) I. Remove four Stage I LPT nozzle segments, and measure the s urface finish of the vane airfoils at each end of each segment at the following locations: • Suction (Convex) Side Measure at pitch l ine and 0.5 i n ch below the out e r platform 0 .45 / 0 .50 inch from the lead i ng edge (LE) and 0.45 / 0.5 0 inch f rom the trail i ng edge (TE).

• Pressure (Con c ave) Si de M e a s ure at p i tch line 0.45 / 0.50 i nch f rom the LE and 0.45 / 0. 5 0 i n c h f rom the T E.

2. After com p letion o f sur f ace f i n ish measurem e nts, re in s tall the noz- zle segments per the Shop M a nu a l ( SM).

Low Pres sure Turbine Stator Assembly (Reference 72-56-0 0 ) I . T a k e C ast on e impr ess ions o f s hrouds a n d int e r s ta g e s eal s a s follows: • Take i mp r e ss i ons at ma x i m um r ub a r e a s o f e a ch stag e for e ac h c a sing half. Appropria t ely id e ntify each caston e . Not e approximate c lock posi t ion o f e ach.

b _, 45 t ,$ V • E a ch imp r e s s i on s ho uld cove r t he f u l l axia l l en gt h o f t he seal i : (i.e., both rubbed a n d un r u bbed s u rfa c e s ) .

• Use care n ot t o d am age th e i mpr ess i o n s .

2. Per the Sh o p Ma n ua l (as required), rem o ve the f o ll o wing fr o m ea c h c a sing ha l f: o ne n ozz le segment e a c h fr o m Stag es 2 and 3 , three ! t nozz l e s e gments e a c h from St a g e s 4 a nd 5 . Positio n -m a rk a ll h a rd- w a r e prior to r e mov a l.

• M eas ure s urf ace f i ni s h of th e van e a irfoils in th e _e m a nner as defined for St a ge I. (Referen ce "Stage I L PT Noz z le s .").

/ Note: Mo r e p ar ts m ay b e r equi r ed to b e ch e c k ed , dependin g o n the c ondition of th e h a rdwar e .

3. After surfa c e finish checks are a cc eptable, rebuild the LPTS as- sembly p e r the SM.

L o w P ress ure Turbine Rotor Assembly (Reference 72-57-00) I . Se t up th e ro t or in a la t he bed ( o r eq ui v al e n t) on t h e No. 6 a nd 7 P journals . Tak e and r eco rd th e m a x imum r_dius a n d FIR o_ e a ch o f t h e f ollow i n g: • Bl a de tip sh r oud s e al s e r ra tions, fo r wa r d a nd a ft, e a c h st a g e .

• Air seal teeth, f o rward and aft, e a c h stage.

• P r essu r e b a l an c e seal, ea c h tooth.

2. Me a sure a n d record the airfoil surfa c e finish of si x blades p er stage for Stages I, 3, 4, and 5. (R e mov e only t h e number of blad e _ retainers required to remove the six bl a des per stage; position- mark bl a des for reinstallation.) Me a surements a re to be t a ken at the same airfoil locations defin e d for the Stage I LPT no z zles.

(Refer e n c e "Stage I LPT Nozzles.") per I_ 3. When sur f a c e f inish c h eck s ar e a ccep tabl e , c einstall bl a d e s posit_on marks.

Reassembly Afte r a l l i nspect io n chec k s are c om p l e t e d, re build the LP T modul e per th e SM.

F an Section Inspections No di sasse m b l y i s p l ann e d i n th e f an sec ti on, o t he r th an r e m oval o f th e s p i n- ne r t o inst a ll t he sh immi n g t oo l un d e r th e b l a d e s (S t a g e I ). T ip c le a r a n ces are t o b e t aken p ri o r t o remeva! cf the LPT en g ine m a intenan c e unit (EMU).

Sta_e 1 Fan Blade Inspection and Cleaning (Reference 72-20-00) • Re co rd the Stage I blade leading edge con d iti on a n d surf ac e c on d i- tion (i.e. dirt, nicks, etc.).

• Record the c o ndition of the Stage I an d 2 shrouds and v anes.

• Note any unique conditions obser v ed i n the fan section.

• Th o r o u g hly c lean the St ag e 1 b lades usi n g a s of t cl o th and s o lvent MEK for light deposits. Remove heavy deposits using Scotch Brite Pads No. 7447. (Do not remove the blades for cleaning.)

I • _ • Measur e and re co r d Sta g e I b la d e tip m ini m u m , ma x imum, a nd a v er a ge clearances at locations El 2 and El3 per SM Section 72-20-01.

Core Engine Inspections Disasse mb le the engine as necessary to obtain the required data on the noted E M U 's. Disasse m bly will be perfor m ed per the following sequence of e v ents: Note I: Photographs (detailed and overall) will be taken of each subassembly prior to its disasse m bly, with particular emphasis on deteriorated parts, or any unique con d ition.

N o t e 2 : Pri o r t o rem ov al of the S ta g e 1 H PTN assembly, o b tain drop c he c ks from [lie aft face of the CRF outer flange to the aft face of Sta g e 1 H PTN vane outer platforms in ei g ht e q ually spaced locations. At each l o cation, obta i n drops to b oth ends of each se gm ent (16 indi- vidual readings).

Note 3: Record inspection requirements on sheets supplied by the EvHndale en g ineer.

• Sp l_t t h e core eng i ne awa y fr o m t he f an mo dule a n d r o ute t he core t o H ang er N o. 2.

• P os itl on - ma r k an d re m ove t h e S t a g e 2 H P TR b l ade s. P re ser v e the S ta g e 2 btad e r et ai ner s e al wir e f or en gi nee ri n g ins pec - t io n.

• Remove the St a ge _ H P T N asse m b ly.

• Remove t he HPT rotor. Re i n s tall the Stage 2 blades per po si - t ion marks an d ro ut e t he r o to r t o t he ro t or a re a.

• Comply w i th N ot e 2 ab o ve ( d r op chec ks ), the n r em ove t he Sta ge 1 HPT N as s e mb ly .

• Pos i t i o n- m a rk , t h en r em ove t he 4B p r essu r e b alance seal (min i - n ozz l e.

• Remove t he £RF.

• Remove the H PCS ca ses.

• Se n d t he HPC rotor t o the rotor a rea.

High Pressure Turbine Rotor (Reference 72-53-00) • In s tall t he ro t or int o t he lathe bed. Sh im t he b la d es p er t he S H, an d m esu r e each Stage 1 an d 2 b la de t i p at 0 .1 i nch fro m the lea d - . ing a nd tra i l i n g ed g e s as f oll o ws: - Measu r e an d r ec ord th e r a d i us of Bla d e N o. 1, 0 .1 i nch from th e L E of ea c h s t a g e .

- In stall a di al i n d i cat o r an d ze ro o n the measu r e d b la d e, each s t a ge .

- R ec ord r un o uts o f e ach b la d e, for each sta g e , in m i ls ( + = l o n g blad e, - = sh o rte r bl a d e) .

• M ea sure an d re c ord all for war d shaft seal teeth (i.e., G1 t hr o u g h 6 6 an d H I th ro u g h H 6) as fo ll o ws: - Ar b it r a r i ly s e lec t an d m a rk a p o siti o n o n e ach seal t oo th a s 12 o'c l oc k. I _ - R ec ord t h e dia m et er o f each toot h at t h is ma rk in g.

- Install a d i al i ndicat or an d ze ro at each of these ma r ks .

- R e cord runouts at twel v e equally spac e d positions , f or eac h tooth.

• M eas u re an d recor d a ll th erma l s hi e l d s e al t ee th (Vl t hro ug h V 4 ) in the sa m e manne r as d esc r i b e d f or t he f or wa rd sha f t seal t ee t h: i . e . , a d ia m ete r v e r sus twe lv e-p o i r , t r un o ut for each too th .

• Inspect t he Sta ge 1 b l ade r e t ain e r s e a! w i r e. (D e p e n d i ng o n the w i re 's c ond i t i on , t he i nspecto r may wish to r e t urn s e al w i re s to E v en d al e . ) ) ' , 4 8 hJ_ i , | • P o si t ion - mark i llld i - t,lll O Vt , ,_ J x bl : ld t ,s fro m t , : l_'h stage , and meastlre li the sur f ace fillish : it th,, pitch line : - On t he slit- t i o ll (i o nvl'l_l ._ide _il It ) I _lll, / !,lit 9 0 p e rcent of the blade ch o rd .

- On the, pli'.'q._tll'l > ( t'tlllc';IVt') sid , , At I0, S l l, i illd q O percent of I thl" bl,ad e ch o rd.

• ReinstAll blades , p t . r i_ o sition Inalks .

• Heasure and r e c ord the d e pths o f the n , _tches o n ,he d e si g nat e d blad e s. (Four blad e a per sta_;,, were notched d u ring the iaitial / assembly of the engine in o rd e r t o estimate the amount of wear caused by rubbing.; a t, e Fig,ire A -I.)

• Record the overall g ener a l condition of the bl a des, taking into account burns, cracks , missing pieces, _urf a ce appearance, etc.

St age 2 itPTN Assem,bty (R efere_l_ce 72-52-0 0) • R e strain the St age 2 IIP'rN Assembly in the g rind fixture, center s a s s em b l y, b teasurt , th e St a g e 1 and 2 shr o uds a t e ach o f tw o a xi - al l o c a tio ns, f o r eA c h ._ta ge (1 /2 in c h fr o m 1 . t; a nd 1 / 6 inch fro m T El a s follows: - Measure t h e diam e ter b e tween twelve a nd si x o' clock a t each a xial locAt ion (f o ur pl ; ici's).

- Install ;I dial iildicalor ,'iild zl'r o : it tw e l v e o' cl o ck at each AxiAl l o t.it ion.

- R_,c o rd r_lll o ilis : it th,' t,lldS : wild til e c_,i l ter of i'Ach shrtlud , at ,',i<li l o t',It i O ll.

• Rt, c o rd thl, d e pth :llld width o f Ih e iillt'r._l:i!;L, st,:ii ! , . l' oo w's .,-;iariinl,_ , ' it lwi, lvt, o l¢l oc k, :wild _lbl : lill I o ili-t,qu_llx" . , - : , p_ct, d rt';ldilil L . q for each Si,A I l,'lild .

Ib • Rt, t' o rd the drop diilll , l_ { iln |-t-ll t ll th e l' o rll,lrd I : lct , o f Ihl, , tft f | all_e o f th,, ._upporl t o lilt ' l o rw,li-d f : l_'e o f the lul;s th,lt siipp o rt the SlAI_I ' | wiill' o lilt, r ho o k (Dim. K) ,'ii I b equ : illy spaced local i o n._ starti,lg At i - J e lw" _*¢lock : ind w o rkill_ (:h / , Al , l ,' , Also , n o te th e c ondit{on o f t ilt' Il : ll'tg_, t hat stlppclrts t he Stage I vane.q, p a ying at te n t i o n t o :irl,,lS wht'l*t ' t'.nt_ic't h / i.q/ha.q n o t o cc urrt , d.

• Ree,-,rd th e a v e rag e t liickness o| the '_hiin l o c a ted between the Stage 2 SUllport aft fl : Jnge . ' lad th v CRF.

_ , ,1 9 d .

r;.

II 'i q r t ! w .,, _ .r ....

I t B1 1de _ o t¢|l Dep L |l (lUils) B | ide H oL ch De pL h ( m |I s) No. A B C N o . D £ ! 10 2 0 30 1 10 2 0 28 10 20 30 30 1 0 20 14 1 5 3 5 6 0 16 2 0 50 | 41 15 35 6 0 45 20 50 O. 0,12 R

. i

0 1 08 C ha m fer 0 8 C h a _' e r 45 _ Bas i c _ , _ / / 4 5 " B''ic g ri ll e I St q;e 2 Fil;ure A - I . Notch , 'd II1: 'l'url_inl , Ill;idt,s .

, 5 O r 4 ..

• Record t h e ove r all g en er a l assem bly co n d i tio n , no t in g: - T h e c o n d it io n o f ti l e va n e s .

- Ti l e n u mbe r o f co ol in g h c _l e s p l u g ge d in ti lt , supp ort (an d ti l e ap- p ro xi n la l t , per ce nlag4 , t_ f sh r o t , d ho l e._ pl u g g, ,d if d i s a sst,mb l t ,d ) .

- T he co n d i t i o n of the S t a g e 1 a n d 2 shr oud f i l le r m a t e r i a l w ith r espec t to cr ack s , o xid at i on, an d missin g pie c es. ( E st im a t e t he a v e rag t , cl earance d ue t o e ro si o n / o xi da ti o n) .

Stage I ilig h P ress u re Nozzl e Assem b ly (R e ferenc e 72 - 51-00) • Po siti o n-mar k th e v anes pe r th e Sh o p Ha n ua l , us i n g a h e a v y felt - L i p m ark er .

• 8 e a s ure a nd rec o rd the a r e a of e a ch v ane a n d t o ta l ( A 4 ).

• t 4easure the g ap bet w een o uter platf o r m s o n a d jacent v anes at 16 e qu a lly spa ce d [o cati. o ns. N e asur e ments ar e to b e taken at the a ft e nd of th e va n e s.

• R ec or d the o ver a ll g e neral c o ndition of t h e v a nes as r e late d t o burned areas , a ny m issin g pieces , s u rface condition , etc.

• Di sas se m b l e, as re quire d, to r emove si x va ne s eg m en t s, t 4easure su rfa c e finish on s ix v an e s at th e pitch l in e on the c o nca v e an d c o nv ex si de s at 1 0 , 50, an d q O perce n t : h erd .

Co mpressor Rear Frame Assem bly ( Ref erence 7 2 -34-0 0) • Posit / on- m ark and r e mov e the CI ) i ' se a l . l _ • Heasure a n d rec o rd _i g ht e q ual l y spaced d i ameters f o r each la nd o f each of the followin g seals: - C DP s e al ( i :orward a n d A ft ) - No. 4B pressure b a lan c e' s e al (minim_zzle) • Reinstall tilt- CI)P st , ai and mii]in o z z lt, p e r mat c h marks.

tti_h Pr ess:lrt, Compre.;s or R ot or (Ref ero nct , 72-' .11- 00) • Install t he , ' otor in the R / O fixturt . . Mea_3tlre ; i11 ( t r ec o rd the d iam- eter of each s e al ,o o th o t tilt , tll W . g eal at t w elve otclotrk ( a r b i- traily chosen}, to g ether with _ twelve-point runot.t for each to o th, relative t o the twelv e ofcl o ck positi o n.

5l L _il • Rec o rd t he ove rall gene r a l app e aranc e , spec ifi cally not i n g : - The depth and l oc at i on o f any sp o ol rubs and the cond i t i on o f the spoo l coat i n g i n terms o f spal li ng.

- Th e c ond i t io n o f the a i r f o i l s , tak ing in t o account alu mi n um d e pos i ts, t i p c ur l , a nd e ros i on.

!

• Remov e ten blad es p e r stag e , Stage s 7 through 1 6 . Me a s ure an d re- cord the su r face f i n i sh a t 15, 50, a nd 85 perc e nt of blade height a t : - 10- 1 5 percent o f the chord from the L _ on the s uc ti on side.

- 10 - 15 per c e nt of th e ch o r d f r o m th e T E o n th e pre ss ur e s i de .

N ot e: Positio n -m a rk t he bl a d e s prior to r e mov a l.

I b • R ei nsta ll th e b la d e s into t he r o t o r pe r posi t ion marks .

, i HP Compressor Stators, Forward and R e ar (References 72-32-.00 and 72-33-00) 1 J ' • R e c o rd the overall g e n e r a l a p pearance , specifically not i ng: i - Th e c o n diti o n o f th e VS V bushin g s b y sta g e (i.e ., loose, m e t a l- !

t o - me t al , pie c es missi ng, e tc ) • i - T h e co n di t ion a n d location of stator _ an d rubs ( d e p th a n d le ngt h per s t a g e) .

- T he a m o unt / d e g ree of a lumi n um coat i n g spa l li ng .

- T h e c o n di t i on o f t he air f oils , taking i n to ac cou n t al uminum d e- p osits, t ip , cu r l , an d e r osion.

• P o sit i on-mark and re m ove a q u a n ti t y of ten van e s pe r sta g e (fiv e each fr o m each si d e of l ow e r case) , fo r Sta g es 7 th ro ugh the OGV ' s .

R ec ord the su rf a c e finish at th e same l oc ati o ns d e f ine d fo r the c om- , t p ressor bl a des .

• R eins t all t h e va n e s p er position ma rks .

A . 3 ENGINE REASSEMBLY AN D TESTIN C i A t the c omp l e t io n an d a c cept a nc e o f a l l t he i n spe c tion chec ks , rea ss e mbl e the ' en g ine per t h e Shop Ma n ual, u sin_ all o( the origi n al hard w ar e , e x c ept wher e no n -s erv ic eable.

Tes t the e n g i ne per the CF6 S i lop Ma n u al and re tu r n it t o American A i rli n es.

i.

_t 52 4 , I I , ' . .......................... , _.

A PPENDIX B HARDWARE INSPECTION DATA In accordance .with t h e Test Pl a n prese n ted i n A ppend i x A of thi s report, E S N 4 5 1507 was s ubj ec ted to a disas sem bl y an d detailed ins p e c tion of en g ine m odule s and c o mp onent p a rt s. In c lu de d were di m ensional in s pe ct ion c h ec k s of seal s, blade s, s h r ouds , et c . ( to m ea s ure s u c h di s to r tion a nd c le a r an c e c hange s), and L! ai r foil s urf ac e fini s h m eas urem e nts on a s a mplin g of bl a des an d v a ne s t hrough- ou t the engin e . Ove ra ll , the en g ine wa s in exc ellent c on d ition, wit h h e av y r ubs b et ween th e XPT bl a de ti p s and s h r oud s bein g the onl y con d itio n noted th a t pr odu c ed a s i g nifi can t los s in e n g ine p e r for ma n c e.

' / The d e t a il e d hard ware in s p ec ti o n r e sul t s a re p r e s e nted in t h is Sec ti on o f t h e repo rt . T h e s e ob se rv ati on s a r e sp ec ifi c ally t ho se t h at a re p erf o r man c e r e- la t ed; t hey do not i mpl y th a t no o t he r dis c rep a n c ie s we re no ted . T he an a l y - ti c al a ss e ssment of t h es e re sults in reg ar d t o pe rf o rman ce loss is dis c ussed in S ec tion 4.0 .

B.I FAN SECTION An ove r all visual inspe c tion of the fan se c tion reve a led that it was in ex c el- len t c ondi ti on with no significant dis c r e pan c i e s.

B.I.I FAN ROTOR The S tage I fan blades, as re c eived, w er e only s l i ghtly dir t y, with no n ic k s , den ts , o r other eviden ce of FOD. Si x Stage I f a n blade s w er e re moved and th e lead i ng edge s w er e i n s pe c ted on the gl a ss i ne contour m a ste r . All had si m i l a r p r ofil e s, a nd w e r e w it hin th e a cce ptan c e r eq ui re men t s. I _ A v isual i n spe c tion of tll e Stage 2 blades likewis e r ev ealed no dis c rep a n c ies.

B .I .2 FAN STATOR The fan stator c ase assembly had the open-fac e d aluminum honey c omb Stage I fan s hroud m at e ri a l, with no n otable di sc r e pan c ies. Figure B-I is a photograph of the fan s ec tion, with a view of the s hroud. The St a g e 2 shrou d w as of the s a m e materi a l a s Stag e I and wa s a lso in exc e llent c ondition.

B .I.3 STAGE I FAN BLA DE TIP CLEARANCE S ta ge 1 f an bl a d e tip c l ea r a n ce s a r e r eg ul a ted a t t h e El 2 and El 3 lo ca tions of th e St a g e 1 f a n shroud. El 2 is lo ca ted 7. 8 in c h e s a ft of th e forw a rd

r¢

i' , flang e o f t h e fan st at o r c a se , w h ile E l3 is l oc at e d 10.6 i n ches f rom t h e f o r- war d flan ge , a s sho wn i n Figur e B- 2 . T h e a ve ra ge ti p cl e a r an ce at e a ch o f th e tw o l oc ati ons i s c al c ulat ed by a dd i ng t he a v er a ge rotor runou t to t he a v er a ge \ ca s e clearance o f the l o ngest blade.

Average rotor runout i s determ i ned at each loc a tion by me a suring t he cle a r a nce be twe e n e ac h o f the 38 b lade ti p s and the shr ou d a t th e s i x o'clo ck po si t i o n.

T he smalles t cle aran c e (be l o nging o f c o u r s e t o th e long est b la de) i s t h e n s u b - _! _ t r a c t e d f r om t he a v e r a ge of the m ea s u red cl e a r anc es a t e a c h lo c ati o n . U s i ng the establi s hed l o ng blade, clea r ance s to t he s hr o ud are mea s ured at tw e lv e e qually s p a c e d po s i t ion s , from th e sum of which it s average ca se c l e a r a nce i s calculat e d.

The Stage I fan bl a de tip clearan c e s f or ES N 451507, a s calcula te d from th e bla d e d a t a (Table s B-I and B-II) and the s hr ou d data (Table B-I l l), are pre- se nt e d i n T a ble B - IV. The re s ult s rev e al v e ry little di f ferenc es f rom the S h op Manual req u ir e ment s .

. ,- I ¢J r _ I QJ I-I . _ 1 l ' i_ureB-2. L o cations of Stage i Fan Blade Tip Clearance Measurements, L Table B-I . Stage 1 Fan Blade Tip Clearances at E12 (Rotor Runout).

Bl a d e B l ade No. Clearance No. Clearance _ i 0 .154 20 0 . 163 2 0.165 21 0.162 3 0.165 22 0.171 4 0.165 23 0.170 5 0.155 24 0.171 6 0.154 25 0.170 ' 7 0 .159 26 0 .166 8 0.159 27 0.170 9 0.170 28 0.175 10 0.1 7 6 29 0.180 " ii 0.155 30 0.165 12 0.162 31 0.175 13 0.16 5 32 0.164 14 0.170 33 0.173 15 0.164 34 0.162 16 0.175 35 0.165 17 0.175 36 0.160 18 0.170 37 0.170 19 0.162 38 0.175 FI i Average Clearance = 0.166 in.

Smallest Clearance = 0.154 in. (Blade No. 6 Average Rotor Runout = 0.012 inch < Table B-II. S t age I Ban Blade Tip Clearances at El3 (Rotor Runo u t).

Blade Blade No. Clearance No. Clearance

t

i 0.170 20 0.175 2 0.160 21 0.173 3 0.181 22 0.181 • 4 0.193 23 0.175 5 0.1 7 0 2 4 0.1 87 6 0.17 0 2 5 0.1 7 6 7 0. 181 2 6 0 .166 : " 8 0. 17 6 27 0. 182 9 0. 1 9 4 28 0. 1 82 1 0 0. 17 0 29 0. 1 7 6 11 0. 1 7 0 30 0. 1 7 6 12 0.173 31 0.169 13 0.1 8 6 32 0 . 1 67 1 4 0. 180 33 0 . 16 2 ' 15 O. 170 3 4 0 . 177 16 O. 184 3 5 O. 1 7 7 17 0.1 7 6 36 0.170 18 0.169 3 7 0.1 7 5 19 0.167 38 0.170 Average C learance = 0 . 17 5 in.

Sm a llest C learauce = 0.160 in. (Blade No. 2) p Average Rot o r Runout = 0.01 5 i ll.

i_? 58

b 1 t i ,$ I< Tabl e B-Ill. Stage 1 F a n S i _roud / Long Blade Minimum Clearance Measurements.

I_ Position Clearances Clearances No. at El2 at El3 li 12 O'Clock 0.159 0.155 i O'Clock 0.149 0.142 2 O'Clock 0.159 0.153 3 O'Clock 0.164 0.165 4 O'C l ock 0.166 0.161 5 O'Clock 0.167 0.164 6 O'Clock 0.154 0.160 , ' 7 O'Clock 0.159 0.152 8 O'Clock 0.150 0.143 9 O'Clock 0.176 0.173 10 O'Clock 0.176 0.170 , ii O'Clock 0.162 0.158 Average 0.162 0.158 Table B-IV. Stage I Fan Blade T_p Clearances.

!

El2 El3 i Shop Manual Minimum 0.149 0.142 0.145 minimum Average 0.174 0.1 73 0.1.71 max_m l m t , t B .2 HIGH PRESSURE COMPRESSOR SECTION B. 2 .1 HP COMPRESSOR ROTOR ASSEMBLY General The high-pressure compressor rotor (HPCR) was in excellent condition. There were no v a ne-to- s p o ol rubs, nor a ny other discrep a ncies ob s erved in the rotor land coating. Some of the blade tip s were s hiny, a c ondition caused by in- s ignifi c ant rub s . As a re s ult of the s e rub s , there wa s a trivial amount of a lumin um rub coating splatt e r on the airfoils in Stages 12 thr o ugh 16. Figure B-3, which shows the rotor s et-up in the fixture for the CDP seal te e th runout r * m e a s u r em e nts , shows this c ondition.

_t HPCR Airfoil Surface Finish I T en b l a . _e s per s t a ge (S t a g e s 3 through 16) w e re r e m o v e d f rom the r o tor for 1 • me as urement o f the airfoil surfa c e finish. However, d uring th e ch ecks , H e n _ ! it w as n o t e d t h at th e re ading s b e ing tak e n w e r e approximately in new - pa rt co n - _i dition (16 _ in c h ma x im u m ) , a smaller sampl e fro m e a c h s tage w a s ac t u ally me a- i sured . Th e r e sul ts a re presented in Table B - V.

Measurements were t_ken at 10 / 15 per c ent c hord distan c e from the l e ading and I _ tr a iling e dg e s at 15, 5 0 , and 8 5 p erc ent o f blad e h e ight f or b o th s urf a ces , for a t o tal of twelve measur e ments pe r blad e (s e e Figure B-4).

! ' Rotating CDP Seal A visual inspection r e vealed no discr e pancies. Diameter and runout measure- m e nts of ea c h of the CDP seal teeth, Figur 2 B-5, wer e mdd e and the r e sults are shown in Table B-VI. (NOTE: The tw e lve o'clock position was arbitrarily chos e n, and all measurem e nts are relative to that point.) Calculations of the rotating seal to stationary se a l (Table B-IX later in this report) c lear- an c es, as shown in Tabl e B-VII indicated no measurable change from product i on n o min a l c le a r a n ces, 6 0 i s T a ble B-V . HPC R oto r Ai rf o i l S u rfac e F i n i sh Ins pec t i on R e su lt s . l!

II I C oflvex Co nca v _ 1 S t a g e S t a g e Over a ll I S tag e T i p P i tc h R oo[ Average Averag e Tip P it c h R o ot Aver a g e Av er a g e Ave r ag_ i

]

12 12 12 12 24 14 13 I 7 12 15 IO 12 12 22 I I 19 17 17 15 4 II 12 10 |1 25 12 15 17 j 1 3 lO | O 1! 11 22 12 19 18 [8 1 5 5 I0 12 1 2 II 22 12 1 7 1 7 10 12 1Z 11 ll 25 12 12 16 17 14 ] ¢ , 6 15 11 9 12 22 15 14 17 _ 13 8 11 11 ll 2l IO 15 1 5 16 1 4 7 II 9 I 0 I0 1 8 II 1 2 14 t l lO 1 2 II 1 7 1 5 1 2 l_ I I II 1 2 I I I t 23 1 3 I 0 15 1 5 1 3 8 15 13 IO 1 3 22 20 1 5 1 9 13 1 2 12 1 2 21 18 ] 1 6 1 8 13 1 4 12 13 13 2 l 23 ] 17 20 1 9 1 6 9 2 1 l _ 14 16 1 7 1 4 I 18 16 1 2 1 3 t O 1 2 1 6 1 6 I 1 7 1 6 12 1 1 12 12 13 1 9 1 9 2 0 19 ! 17 1 5 I0 15 I_ 1 2 14 21 17 2 0 1 9 !

1 5 1 4 1 3 14 1 7 17 1 9 1 8 17 15 16 1 6 1 5 17 1 7 2 1 1 8 18 1 7 I I I 1 3 13 1 3 1 3 2 3 2 4 26 2& 25 2 0 18 2l 21 21 24 22 17 15 1 4 15 25 27 2 7 26 1 7 1 2 1 4 14 l b 27 2 3 2 b 2 5 2 _ 2 0 ! 2 11 12 18 14 2 O 20 ! 7 l_ I_ 1 5 1 5 I_ 19 16 20 1 7 17 1 5 1 5 1 6 2 0 19 17 19 1 0 l O 1 6 1 2 18 17 1 5 1 7 13 1 3 22 1 6 1 5 1 7 1 6 1 6 16 18 16 i_ 13 15 i i IX 12 2 0 16 1 7 1 8 J 1 5 12 II 13 1 8 16 14 16 )

1_ _2 l_ 13 18 18 i s 17

_5 11 ) 11 12 13 is _4 16 i t6 17

t 14 IS 18 17 I 1 8 1 9 1 8 17 18 16 1 7 14 [ 16 2 0 1 9 22 20 18 14 1 9 1 7 1 7 19 1 6 17 17 Ig 1 8 L5 20 23 23 22 2 0 21 2 4 2 2 16 1 4 1 _ 1 5 2 0 2l 22 2 1 17 1 4 1 3 1 5 1 7 1 9 2 0 1 8 1 9 2L lq 16 24 23 2 4 2 4 28 2 4 21 2 4 2 7 22 22 2 4 2 1 2 L 2 6 23 22 27 22 1 3 2 3 2 3 2 6 2 _ 18 2 1 22 2 0 23 17 17 1 8 17 22 22 I Averag e A i rf o i l Surfac e Fi n i rh • 1 6 _ i nc h e s A A Average New P azt Finish - 15_ inch es A A t I 0- 1 5 % , _ C h (L) :' ".

I , . ,) H .3 % I I ( 'il .' h l l A II ( -- - ___. _ .... 5()_ II¢ i lh t IC I) 1" y I) i C : l I Ci) n c_ivi, IC on vi , x Fil _ ur l ' 1l - 4 . I,oca t ii)n of N iil-I-_ic t , I"ini_ h lill'_i_url'lnl'lll._ - lip ( , l l m l'l l-i ,_ t ll- I_l) t iRI r II l_i(tl,.

i Flgull, 11-5. Poi'W ; ll'il C I ) I' S I'_il o Ro t _l t inl , , .

P Ta b le B-VI . HPC R CDP S e al Te e th Inspe c tion R e sults .

R unout Dat a Too th Nu m b er P o si'_ i o n 6 . 5 ] 4 3 2 ] _ 12 O'Clo ck 0.0 O .0 0. 0 0.0 0.0 0.0 1 O'Cl o ck 0.0 0 .6 0 .I - 0 .I -0.5 0. 5 _! 2 O'Cl o ck -0. 5 -0.2 -0.3 0.I -0 .5 1.0 3 O'Cl oc k -0.9 -0.5 -0.i -0.2 -0.5 0.5 4 O'Clock -0.7 -0.3 -0.4 -I.0 -I.0 -1.6 ,' 5 O' C l o c k 0 .5 0 . 5 -0. I -0. 5 0. 0 0.0 6 O'Clo c k -0.I 0.0 0. 0 -0.I 0.I 1. 5 7 7 O 'Cl o ck - 0 .5 -0.3 0 . 2 0 .I 0 .2 1.5 9 O'Clock -0.3 -0.5 0.0 -0. 5 -1.3 2.1 10 O' C lo c k 0.0 0.0 0.1 0.5 - 1 .0 1 .4 • 1 1 O ' Clock -0 . 5 0 . 0 0 . 5 -0. 8 -0 . 9 0 . 7 8 O' C l oc k 0. 0 0. 0 0.3 -0.2 0.5 2.6 ?

p, J Diame t ers !

12 O 'Clock ]>.13_ _ 17.335 1 7 .532 17.737 17.934 18.133 J Maximum 17.135 1 7.336 17. 5 32 17.737 17.934 18.135 Minimum 17.134 17.334 17.532 17.736 17.932 18.131 Average 17.135 1 7.335 17.532 17.736 17.933 18.133 S]; o p Ma n u a ,1 Dimensi o ns Ma x imum 17.134 17.334 17.534 17.734 17 . 934 18.134 Minimum 17.132 17.332 17.532 17.732 17.932 18.132 t, Serv. Limit 1 7 ,129 17.329 17. 5 29 1 7 .729 1 7 .929 18.129 , Runout data are in m i ls and are po si tive, unless ot h erwise indic a ted.

# D i a met e rs ar e in in c h e s.

¢ , $ Tab L e B - V II. F o r w ar d C I)I' S e a l C l o a r an ce s .

I ' o s i t i on N umb oY i " l) i amet e r I _! 3 4 '_ b Minimum . 006 . 00 7 . 0 0 6 .0 0 8 .007 . 007 M ax imum .0 10 . O0 ° . 0 0 7 .0 09 . 0 0 8 . 009 Av e r a g e . 00 8 . 0 0 8 . 006 .0 09 . 00 8 .008 O ve rall Av e rag e Cl e ara n c e : 0 . 008 I n¢i_ .

P r o ducti on N e w tt ar dware = 0 . 00 85 lnc h N o m i nal .

t B. 2 .2 HIGH PRESSORE COHPRESSOR STATOR ASSEMBLY General Except for b / ade ti p- t o-ca s ing rubs, t he h ig h pressur e compresso r s t a t o r (H P C S ) ass e m bly w a s in exc e llen t cond iti on . A visual inspec t ion of th e airfoils re- vealed no n i cks, den t s , or other discrepanc i es, other t han a negl i g i ble amount of alu mi num spla tt er on th e va n es in S t ages 1 2 throug h 1 6 . A pho t ograp h of the u pp er R PCS as s em b l y i s s hown i n Figure B -6 .

!

Condition of Variable Stator Bushings ' A shake t es t o f eac h o f the v ariable va n e s s h o wed no loo s e o r missing b u s h - / ing s . All va n es a p p ea r ed t o hav e r e t a ined t he ir original t orqu e .

Coating Condition So m e degr e e of bl a de tip-to-casing rubs were seen in all s tages of t h e uppe r c a se, ra nging from 0.001 to 0.008 inch i n depth. Rubs we r e eith e r at or in th e vicinity of tw e lve o'clock. R ubs also w e re noted i n the lower c as e in S t a ge s II thr ou gh 16. The s e w e re up to 0.006 in c h in depth a nd were located generally abo u t s i x o' c loc k .

I So me s tat or l an d coat i n g wa s mis s ing from t he t op half of t he ca sings of Sta g es 12 and 14. St ag e 14 had lost appro x imately i / 4 in c h ax ial l y x 3 / 4 inch c ir- c umferentially at th e le a ding edg e . Stage 12 had several places where the c o a ting was chipped out at the aft e n d of the forward ca se, loc a ted between one a nd two o'cloc k . The loss was an area of appro x imatel y I / 4 in c h wide t im es a t o tal of seven i nc hes i n l en gth (see Figure B-6). Th c s e rubs a n d c o a ti n g l o s se s a r e c o n sidered i n sign i fic a nt.

HPC S Vane Surface Finish A representati v e number of v anes from ea c h of the fi x ed stages (7 through OG V 's) were removed for measurement of the airfoil surf ac e finish. As shown in Table B - V III, the vanes in Stages 7 and 9 through O G V's were still within a ver ag e new-p a rt su r fa c e finish limits. N o limits ar e defined for St a ge 8 v a nes, Mea s urements were taken at the s ame lo c atio n s as on the r otor b lades; i.e., a t 10 / 15 p erc ent chord distance from the leading and t ra iling e dges at 15, 50, a nd 85 percent of bl a de height for both surf ac es, for a tot a l of twelve m ea- s u r e me nt s p e r vane (see Figure B - 7 ).

6 6

_°

I s¢ ° ........

P

Table B-VIII. H P C Stato r Air f oil Surface Finish Inspection R e sults.

Convex C o ncave S t a ce Position St g . S t g . Overa ll Sta ge No . T I p Pitch Root Avg . AvR . Ti p Pitch Root AVR . A vg . Aver a ge 7 3 7 20 20 23 21 30 37 37 35 , 38 15 1 5 1 5 1 5 2 0 30 4 1 3 0 18 3 0 23 _ 39 10 15 1 5 13 20 4 0 14 15 2 0 16 18 22 33 24 " j R 4 1 19 26 22 22 35 37 4 2 38 69 15 20 19 18 20 30 32 27 70 18 22 20 20 17 25 28 23 71 12 22 21 18 18 25 37 27 72 17 15 22 18 18 25 35 38 33 28 23 .. 8 21 40 35 4 5 4 0 4 0 37 4 0 39 68 2 4 25 20 23 15 22 28 22 I ' 22 40 4 0 37 3 9 38 37 35 37 • 3 0 45 42 55 4 7 40 4 2 55 4 6 3X 40 40 60 4 7 4 2 50 6 5 5 2 _ ' 32 4 5 45 50 4? 50 6 5 5 7 5 7 33 4 7 6 0 5 0 5 2 45 65 55 5 5 34 4 2 5S 52 5 0 4 6 45 5 5 5 7 5 2 4 8 4 7 9 38 2 2 27 3 0 26 16 23 23 2 1 39 25 25 27 26 20 23 23 22 4 0 12 15 15 14 16 18 20 18 4 1 3 5 33 38 3 5 25 25 3 0 27 4 2 2 5 28 30 28 25 22 20 22 70 16 18 22 19 15 16 1 5 15 71 25 3 0 3 0 28 25 25 3 0 27 72 22 25 25 24 16 20 2 0 19 73 1 5 22 28 22 15 18 2 0 1 8 74 33 3 5 30 33 25 22 22 26 23 21 23 10 4 1 18 15 21 18 20 2 4 25 23 i_ 4 2 2 0 20 2 5 22 2 4 2 4 32 27 | 4 3 18 18 20 19 3 2 2 0 22 25 44 30 30 32 31 2 2 23 23 23 45 20 20 25 22 20 22 23 22 76 2 0 15 15 17 21 3 2 27 27 77 16 2 3 21 2 0 23 20 22 22 78 26 20 23 2 3 2 0 18 24 21 79 25 1 8 26 23 2 6 2 5 30 2 7 8 0 25 24 22 24 22 18 24 3 0 2 4 2 4 23 d k Table B-VIII. HPC Stator Airfoil Surface Finish Inspection Results (Concluded).

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C o n vex = _ Con c a v e S ta g e { Stage N o. . Tip P itc h 'R oot Av g. A vg . Tip Pi tch R o o t A vg . A vg . Av er a ge . P os iti on Stg . Stg. Overa ll I 11 41 15 1 6 25 1 9 20 23 22 22 42 1 8 25 2 5 2 3 2 0 2 5 2 6 2 4 43 . 34 2 4 3 2 3 0 22 23 20 22 45 1 5 1 8 16 1 6 30 24 25 26 7 6 2 3 20 23 2 2 30 30 35 3 2 • 7 7 20 25 30 25 23 25 2 7 2 5 I 44 25 30 28 2 8 1 8 20 2 2 20 • - 7 8 15 20 2 0 1 8 20 22 21 2 1 ' i 79 2 4 24 2 6 25 28 30 30 29 i_ 8 0 2 0 15 1 5 1 7 22 35 35 35 35 26 2 4 " 12 41 1 7 15 20 1 7 2 1 20 20 2 0 42 1 6 19 20 18 20 20 25 2 2 43 1 5 15 2 0 1 7 1 6 20 22 1 9 78 20 2 5 2 1 22 19 24 2 2 2 2 79 11 14 2 0 15 2 0 2 2 24 2 2 80 20 2 0 21 2 0 1 8 25 2 6 30 2 7 2 2 20 13 41 15 16 20 1 7 20 2 5 2 0 22 42 19 20 2 1 20 20 2 0 26 2 2 43 2 0 15 1 7 17 15 2 0 2 3 19 7 8 14 14 1 8 15 1 6 20 2 0 1 9 79 1 5 15 1 6 1 5 1 5 20 2 0 1 8 80 1 5 1 4 15 15 17 25 2 5 22 24 2 1 19 14 4 5 2 0 20 21 20 20 15 2 4 2 0 46 2 0 2 5 3 0 2 5 2 0 2 0 2 5 22 4 7 3 0 3 0 30 30 20 22 25 2 2 Pa 8 6 3 0 2 5 25 2 7 20 18 20 1 9 8 7 1 5 10 10 1 2 1 5 18 20 1 9 88 12 13 13 1 3 2 1 16 2 0 1 8 1 8 2 0 2 0 15 45 2 0 19 2 0 20 2 5 30 30 28 46 26 1 8 15 2 0 20 2 1 25 2 2 47 2 0 1 5 1 8 18 3O 35 3 0 3 2 8 6 1 7 15 " 1 5 . 16 26 20 26 24 87 1 5 2 5 1 6 1 9 23 26 22 24 _ k 8 8 15 15 20 17 18 2 2 25 2 2 23 26 22 OGV 5 9 20 21 21 21 22 20 24 22 60 2 0 15 18 18 25 2b 3 0 27 10 6 1 5 15 20 1 7 I% 1 8 1 8 1 7 1 0 7 2 4 18 1 9 20 19 l q 24 22 2 2 2 2 21 A vera g e Va n e Ai rfo il S u rfa c e Fini s h = 2 4_ In ch e s AA A v e rag e N e w P ar t Fini s h - 28 B ln c he s AA I ¢ , t 10-15% _ / _- Chord 8 5 % He igh t A B" 50% He igh t i_ C D 15% H ei gh t , / i t /I l l J i t j t jJJ\_ Ty pl ca l Con cave / Con ve x F igu re B - 7 . L o c ations of Su r fa c e Fin i sh Me a s urem e nts - H P Co m pr e sso r S a t a or V a ne.

B. 2 . 3 COMPRESSOR REAR FRAME Gen er al A general inspection of the compressor rear franc revealed no discrepan c ies.

| T he c ombustor was in exc ellent c on d ition, show i ng n o signs of b u r ning, cr a ck- ing, o r other types of d i stress.

Stat ionary CDP Se al, Fo rward Diameter measurements of each land of the forward CDP seal, Figure B-8, w e re obt a in e d at eight equally spaced positions a nd the results wer e compared to the Shop Manu a l requirements, as shown in Table B-IX. Clearance data have been presented in Table B-VIII.

No. 4B Pressure Balanc e Seal A visu a l inspection of the No. 4B pressure bal a nce se a l, Figur e B-9, showed it to be in excellent condition with only very slight rubs loc a ted at approxi- mately the six o'clock position. Dim e nsional inspe c tions consisting of mea- surements of eight equally spaced di a meters w e r e m a de on ea c h land of ea ch of the aft seals. This seal stru c ture provides the stationary seal surfa c e for both the aft CDP s e al a nd balan c e piston seal. These me a surements are pre- sented in Tables B-X and B-XI, while the inspection d a t a for the rot a ting seals ar e pr e sented in Tables B-XXIX a nd B-XXX in Section B.3.3 of this re- port. The resultant c le a r a nces are shown in Tables B-XII a nd B-XIII. Note th a t the 0.010 inch average clear a n c e of the aft CDP s e al is the nomin a l value for sta c kup of production / new hardware. The bal a nce piston se a l w a s within 0.0005 in c h of its nomin a l stackup of 0.010 inch.

¢ i ,,, , _ m , 2 _ _i i i ii i i ii i i FigurL ' B - 8, F o rw a rd C DP Se a l, St a tionary.

Figu re B-9. No. 4B Pr es s ur e B a l a nce Sea l ( Mini-Nozzle).

Table B-IX. Station a ry CDP Seal, Forward Dimensional Inspection.

I . Land Number Diameter 1 2 3 4 5 6 1 18.150 1 7 .948 17.749 17.550 17.351 17.150 2 18.148 17.949 17.749 17.550 17.351 17.150 .. 3 18.148 17.948 17.749 17.550 17 , 350 17.149 4 18.148 17.948 17.748 17.549 17.350 17.149 5 18.148 17.948 17.748 17.549 17.350 17.150 6 18,149 17.947 17.749 17.549 17.350 17.150 7 18.149 17,948 17.750 17.550 17.351 17.151 8 1 8 .149 17.949 17. 7 50 17.550 17.351 17.150 Avg. 1 8 ,149 1 7 .94 8 1 7 .749 1 7 .550 1 7 .351 17.150 P Shop M a nual Requirements Minimum 18.148 17.948 17.748 17.548 17.348 17.148 _ Maximum 18.152 17.952 17.752 17.552 ] , 7,352 17,152 I Serv. Limi t 18.156 17.956 17,756 17.556 17.356 17.156 .... L j .... , . _ Re a a_ngs a re in inches.

_ , 73 Table B-X. No. 4B Pressure Balance Seal, Forward Seal (Aft CDP) Dimensional Inspection.

J , ......

Land Number I Diameter I 2 3 4 1 5 6 !

: _ 1 7,942 8.103 8.262 8.422 8.583 8.745 2 7.943 8.102 8.261 8.422 8.582 8.744 3 7.943 8.102 8.261 8.422 8.582 8.744 4 7.943 8,102 8,261 8.421 8.585 8,745 5 7.942 8.102 8.261 8,422 8.584 8.744 !

6 7.942 8.101 8.261 8.4 2 2 8,582 8,744 7 7.942 8.101 8.262 8.423 8.583 8, 7 44 8 7.942 8.102 8,262 8.422 8,582 8. 7 45 Avg. 7,942 8.102 8.261 8.422 [ 8,583 8.744 Shop M a nual Requirements Minimum 7.942 8.102 8.26z 8.422 8.582 8.742 Maximum 7,945 8,105 8 ,265 8 ,425 8 .5_5 8 . 7_5 Se rv , I ,imit 7,947 8, 1 07 8,267 8 ,42 7 8 . 5_7 8 . 747 Re adings are in inches, !

!

Table B-XI. No. 4B Pressure Balance Seal, Aft Seal (HPT Balance | Piston) Dimensional Inspection.

I: Land Number Diameter i 2 3 4 5 6 1 10.440 10.600 10.760 10.920 11.079 11.239 2 10.440 10.600 10.760 10.920 11.079 11.239 3 10.440 10.601 10.760 10.921 11.079 11.241 4 10.440 10.600 10.760 10.921 11.080 11.240 5 10.441 10.601 10.761 10.921 11.081 11.241 6 1 0 .441 10.600 10.761 10.921 11.081 11.241 7 10.440 1 0 .60 0 10. 7 6 0 10.920 11.080 11.241 8 10.440 10. 5 99 10.760 10.921 11.080 11.240 Avg. 10.440 10.600 10.760 10.921 II.080 11.240 Sh o p Manu a l Requirements • , m. • . .. -- -- --,, Minimum I0.442 i0.602 I0. 762 i0.922 ii.082 ii. 242 Maximum 10.446 10.606 10.766 10.926 11.086 11.246 Serv. Limit 10.448 10.608 10.768 10.928 11.088 11.248 R e a d in g s a re in in c h e s. I Tabl e B-XI I. A f t C I ) P Seal Clearan c e._ .

P o s i t io n Numb e r i 2 3 4 5 6 ! ...... I - Minim u m .018 .009 .00 7 .00 7 .007 .008 Maximum .020 .011 .009 •009 .010 .010 , Av er ag e . 019 . 010 . 008 • 008 . 008 . 0 09 i Ov era ll Averag e C l eara n ce = 0. 0 1 0 I n ch .

Pr o d u ct ion N e w H ard w a r e = 0.010 T n c h Nominal.

Tab le B - XII I. HP T urbin e B alan ce P i st on S e al C learan c es.

P o si t _ on _ ] um b er I = , .... _ .._L_ 1 2 "_ 4 5 6

!

Minimum . 01 2 . 00 7 .008 .00 7 . 008 . 007 Ma xi mum .014 • 009 .010 • 009 . 01 2 .010 A,1_ rage .013 .00 8 .00 9 •008 •010 .009 i, i . • Over a ll Av er a g e Cl e aran ce - 0.00 9 5 In c h.

P rodu c tion N e w Hardwar e = 0.010 In c h Nomina!• ..... j B .3 HIGH PR E SSURE TURBINE SECTION B . 3. 1 S TAGE [ HIGH PRESSURE TURBINE NOZZLE ASSEH B LY General T h e S t ag e I H ig h P r e s s ure T urb i ne Nozzle ( II PTN) A ssem bl y also w a s in e xc e llen t ! cond iti on. Th ere were no b u rn s , cracks, v a n e t r a i l i ng edge bo wi ng , or o the r d is cr e panc ie s. A ll va ne coolin g i , , _ [ esw e re op e n with no spla tte r bu i ldup on the leadi ng edges. Ph o togra p hs of t h e as s e mbly w er e tak en and a r e presen t e d i n F i gur es B- [ O a n d B- l I.

The a ft face o f t he S t age I vane outer h ook sh o oe d good co nt ac t over ti l e full 3 bO" circum f erence. Drop di mens ion s t o t i le v anes from t i l e compre ss o r r e ar f r am e a f t fl ang e revealed li t tl e , o r no, d is tor ti on o f th e vanes th a t could h ave r es u lt ed i n an i nter n al p a r a s iti c leakag e .

prop Dimension - CRF to Stage l Vanes Dr op dim en si on s (D im . "D") fr o m the c o -_p r es so r r e a r fr a m e ( C RF) a f t f l an g e t o th e a f t f ace of t he S ta ge I v a ne o _t er ho o k (see F i gur e B-1 2 ) w e r e t a k e n a t e i gh , equ a ll y space d vane seg m e n ts . At ea c h loca t i o n, m eas u re m en ts w ere t aken t o each e nd of t he s e gm ent . Re s u l ts are pr es ent e d i n Tab l e B-XIV.

T he g a p be t wee n t he af t face of th e S t age l v a n e out e r h oo k and t i l e fo r w ard face of t he S t age 2 HP t urbine nozzle support w a ._ calculated t o be 0.03 7 inch, w h i ch i s w i t hin spe c i fica tio n l i mi t s .

Vane O ut er Pl at form G ap Me a s ure m ent s The ga ps b e t w e e n the o uter p l a tfo rms on ad j a c e nt v an e se g me nt s we re m e asured I _ at l b equa l ly space d l o cati o ns at t h e a ft en d o f th e v an e s . Th e r esu l t s , p r e- s en te d in Ta bl e 8 - X V, sh o w the g / _ # s t o b e n ear ly e q u al an d app rox imat e l y th e no min a l Sh o p M an ual v a lue.

Stage l :'" r N Area Check (A 4 ) 4_ b l e a _ ure m en t of th e in d ivid u al no z zl e vane area an d _ otal calc ul a te d flo w ar e a is pre s ent ed in T a b le B -XV [ . As n oted, t h e m e asu r e d flo w a r e a is a pp rox ima t e l y th e nom i n a_ S ho p H a u u al v a l u(. .

Stal_ e ! H P T N Ai rfoil S u rfac e Fini.,h _ _Ch e _qk s S ix n o zz l es w ere r em ov e d from t he S ta go _ h i g h pres s u re tu r b i ne no zzte asse m - bl y r . o hav e the ir air fo i l su r fac e f ini s h e s in sp ect e d, b l e as ur e m e n ts w e r e take n a t th e pitch l i n e at 1 0 , 50, an d 9 0 per c eq t c hor d o n bo tl_ tl_e conw, x and con- c n w ' . qurl a c t ,. q (see I : igu rc B -1 3 ) . T h e r e. _ l llt . q , as 0 r es t , n t_ , d i n T able B-XV II , s h o w a s mall i n c r e a se o v_ , r t l w Shop H _ ,n lli | l . _ n xi m u _ , l lm,ts o |' 3 q _ , inc h f or the ' conv e x ( s ,acti on) s id c a nd 150 iJ i z: c h l' , ._i the ct )Dc ; .i v t, ( l,r_,.qs u rc ) s ; d L .

d, °" 7 7

,. OF POOR Q U 4 L I TY

Q

7 - " " .... _" ' " _... _ii

O R I G I N 4 L P4 Q E IS

O F P OORQ UA L ITY

_6 Q F _ rD CR F !

F i gu r e B- 1 2. Di me n s io n " D " - D r o p from CRF to _tag e ! H P TN V ane .

Tab l e B-X I V. CRF t o S t age 1 t l PTN V anes D rop D i men si on - D i m e n si o n " D ".

Vane S e gm ent CCW CW Po siti o n N o . En d End 1 4 .86 7 _. 8 6 6 5 4. 87 6 4. 87 5

t #

9 4. 8 7 2 4. 872 • 1 3 4 .872 4 .871 . 17 4 . 8 7 9 4 .878 2 1 4. 87 6 4.8 7 5 25 4 . 8 7 6 4 .87 4 29 4 .873 4 .87 1 I Av e ra g e 4. 8 73 i nc h e _ • _o ,i , T a ble B-XV. S tage 1HPTN Vane Seg m ent G a p s.

No . Ga p No . Gap !

1 0.0 23 9 0.0 2 6 # , : 2 0.027 10 0.0 2 6 3 0.0 2 6 1 1 0.02 6 4 0.026 1 2 0.02 7 5 0 . 0 25 13 0 .02 9 6 0.026 14 0.02 9 7 0.0 20 15 0. 0 29 8 0.02 6 1 6 0.02 3 A v era g e Cap = 0 .0 2 6 i n c h S / M L i m i ts = 0.01 5 / 0.0 45 i nc h , Ib Ta b le B-XVI. Stage 1HPT Nozzle Area Measu r ements (A4).

(Square Inc h es) No zz le No zz le N o z z le Nozzle N o . Area N o . Area No. Area No. Area 1 8 2 7 17 80 0 33 8 05 49 8 1 8 2 8 1 5 1 8 8 09 34 8 26 50 8 30 3 8 21 19 8 24 35 812 51 8 10 4 8 6 8 20 813 3 6 82 2 52 8 3 7 5 82 5 21 8 19 3 7 8 0 3 53 82 0 6 82 6 2 2 82 6 3 8 82 5 54 8 16 7 7 94 23 837 3 9 8 0 2 55 8 33 8 81 0 24 82 6 40 83 1 56 8 1 5 9 8 1 3 2 5 8 1 4 41 8 0 7 5 7 82 2 10 8 16 2 6 8 30 42 804 5 8 818 4 11 80F 27 82 3 43 82 1 59 8 01 12 8 2_ 2 8 8 31 44 82 4 6 0 82 1 13 825 29 8 15 45 8 13 61 838 1 4 8 03 30 822 46 82 9 6 2 8 0 7 " .

15 8 13 3 1 8 11 47 826 63 816 1 6 832 3 2 82 5 4 8 830 6 4 8 22 T ot al ffi5 2. 44 7 S quare Inches Corr. Factor = 0.366 Actual A4 = 52.813 Square I n ches Shop Manual - 52.3.3 / 53.373 Square Inches " o '- _ 0 0 0 ..c ..c ,.c

o

Iv " / pitch Lin e 4 ..... -4 ..... 4 -- L ead in g A Ed ge , j j t " Fi g u z' e B-1 3. HP Turbi n e S t age ] V a n e .

Table B-XVIT. Stage 1HPTN Vane Surfa c e Finish Inspection Results.

J Convex Concave !

Vane Fwd Mid Aft Avg Fwd Mid Aft Avg p4 I: i 40 46 69 200 2 00 153 2 43 47 7 5 250 ZOO 175 3 45 52 78 200 240 173 4 45 45 75 240 200 172 5 35 43 69 190 230 163 6 45 40 67 195 250 171 AVG 46 168 R e adings are in lJ inch es AA B.3 . 2 Sta_e 2 Hish Pressure Turbine Nozzle Assembly General E x cept for the rubs and Li_ typical i n terstage seal grooves, the Stage 2 high pressure turbine nozzle assembly was i n e x cellent conditio n . Stage 2 vanes were like new, with no cracks, burns, or other distress.

Shr oud Rubs and Condition r_ I: A v isual insp e ction of the Stage I shrouds revealed a moderate rub at one ' / o' c lock e xtending across two adjoining shrouds, approximately 3-I / 2 inches in total length. A photograph of the rub is presented in Figure B-14. Ex- cept for this, the Br a delloy was in good condition.

Moderate to heavy r ubs we r e seen on the Stage 2 sh r ouds. These occurred at _ one end or the other on Shrouds No. I, 2, 7, 8, 9, and I0 and just off-center of Shroud No. 6 ( Shroud No. i of II, is positioned at 12 o'cloc k ; shrouds a re numbered CW ALF). P hotographs of seve r al of the rubbed are a s are shown in Figure B-15.

I p Nozzl e Supp ort A vi s ual insp ec tion of th e f o r ward f lan g e t hat suppor t s th e S t ag e I H P t urb i n e noz z l e show e d c on t ac t throu g hout th e f ull 360 " c i rcumf e r e nc e .

M e asurements fr om the f o r wa r d f a c e of t i l e aft mounting f lang e t o t h e for wa r d face of the flange that suppor t s the Stage I vane outer hook (Dim. "K"; Figure B-16) were t a k en at 16 equally spa c ed locations. The results are p r e sented in Table B - XVI[I.

Correspondin_ d{mensions from the CRF aft flange to tileaft face of the Stage I vane outer hook (Dim. "D") averaged 4.873 inches (Table B-XIV). The average thickness of th e shim that mounts between the nozzle support and CRF flanges was 0.020 inch.

Thus, the gap between the Stage I vane outer hook and th e Stage 2 support's forward flange was calculated to b e 0.037 inch versus the 0.042 inch maximum al low e d.

} Interstage Seal G roo v es Me a sur e ments of the interstage se a l g roo v es were m a d e at f our e qua ll y spa c ed positions for e ach seal land, a nd are pr e sented in Table B-XIX. The g r oove depths w e re approximat e ly the same as chose noted for pro ,h l c cion acceptan c e engines, and ar e not believed to r e pr e sent a short-t e rm deterio ra tion.

t t Figure B-14. Stage 1 HPT Shroud - Rub.

8 6 b

. ,_ _ , ,, _ h i. PAGEIS

. OF POO RQUAU T _.

¢ 1 n t t ' _"s t _1 g,, ( _ _1t a go , '2 S t a Vj_ _ '2 !_ S t , a 1 .,. V an t' s S h ro u rl s

i J 1

P Figure B-15. Stage 2 HPTN Assembly - Typical Stage 2 Shroud Rubs.

J IQ r : , L ¢ L __ _ DC A A O g M.$

f ,, Z _ _

...f T . "oL ....

D ,.- , - 1 _ - D ... v , _ ¢. . m , olol Figure B-16. Dim. "K" - Stage 2 ttP Turbine Noz ' _ie Support Measurement.

Table B-XVIII , Stage 2 HPT NozzlL _ : _pport, Dimt ' nsion "K".

No. Dimension No. Dimension J 1 4.859 9 4.855 2 4.855 i0 4.85 5 3 4.855 ii 4.854 4 4.856 12 4.854 5 4.857 13 4.857 6 4. 8 55 14 4.857 7 4.856 15 4.855 8 4 , 857 16 4 , 857 Average = 4.856 Shop Manual = 4.857 / 4.861 Serviceable = 4.853 / 4.865 All readings a r e in inche s Table B-XIX. Stage 2 HPTN Interstage S e al Gro o ve Measurements.

,I ! Seal Land No.

I 2 3 4 Location Widtl_ Depth Width Depth Width Depth Width Depth 12 O'Clock .i00 .050 .112 .050 .115 .050 .114 .050 3 O'Clock .118 .070 .125 .080 .122 .080 .112 .070 6 O'Clock .i15 .040 .120 .040 .118 .035 .116 .035 Ii 9 O'Clock .104 .070 .115 .080 .125 .080 .125 .070 Average .109 .057 .118 .062 .120 .061 .117 .056 .... I _ , _ All readings are in inches ; !

i

6_' Shroud Radii, Sta_es I and 2 _i T h e St a ge 2 h ig h p r e ssur e t,Jrbi_ e n ozz le ass e mbly was re st ra in e d o n t he sh r o ud grind fixture a nd ce nter e d in the l a the bed. E ac h st a ge o f s hr o ud s w a s me a - sured at axial locations 1 / 2 inch from the leading edge and I / 4 inch from the trailing edge, at each end and in the center of each shroud as depicted in Figure B-1 7 . Mea s urements at e ac h of these axial locations consisted of a ¢.

diameter at the 12 o' c lo c k position and runouts relative to that point at ea c h ' of th e oth_ r positions. Th e data and results are present e d in Tables B-XX and B-XXI A study o f the shroud runout d ata revealed th a t, e v en though the engine was in II o pera tion only a short pe riod of time, the Stage 2 shroud geometry no longer • conformed to the elliptical grind shape. (Original buildup records for ESN 451507 w e r e r e searc h ed and they verified that the ellipt_cal grind had been performed.) In addition, a comparison of the diameters taken during the an a ly- tical teardown, with the original grind dimensions, show them to be smaller than new. At 12 / 6 o' c lo c k, the measured diameters wer e 34.618 / 34.613 inches v ers u s 34 625 in c hes n e w . At 3 / 9 o' c lo c k, the diameters were 34.625 / 34.619 _ inches versus 34.644 inches when new.

r _ Th e sh ro ud run ou t d a t a a lso showed that the Stage 2 shroud ends were bowed in- w a rd, some by as mu c h as 0.010 inch. A re v iew of pre v ious data from sev e ral "long-time" engines re v ealed this same ch a racteristic• Up to 0.014 inch in- ward bowing at th e ends had be e n re c orded.

Although the run o ut d a ta fo r the Stage 1 shrouds exhibited an elliptical shape, th e measurements show that S tage I, like Stage 2, w a s smaller in size th a n the origin a l grind dimensions. The di a meters a t 12 / 6 o'cl o ck measured 3 23.301 / 33.302 inches versus 33.308 inches new. At 3 / 9 o'clock, t he measured di a me- ters wer e 33.321 / 33.320 inches versus 33.338 inches new.

In an effort to understand the s h roud deformation and consequently t h e asso c i- ated rubs, measurements over and above those contained in the Test Plan were I taken on the Stage 2 no z zle support (see Figure B-18) and are presented in • Ta b le B - XXII. T h e r e sults a ppear to e xhibit s o me minor amounts o f w a viness but do not fully answ e r the overall problem. Further studies are in process as part of the NASA- L ewis Performance Improvement Program, Contr a ct NAS3- 2 06 2 9.

An a dditional measurement of the St a ge 2 shrouds was made at approximately 0.I00 in c hes from the leading edg e , which was outsid e the blade path and, con- + sequently, the rubb e d a re a s• The results a re presented in Table B-XXIII. As c an be s e en, at this a xi a l location there was up to 0.017 in c h inward cr e ep of the shroud ends.

Figur e s B-19 a nd B-20 depi c t the shrouds snd the support runout d a ta, together with th e lo ca tions of the shroud rubs.

• All Dimensions are in inches Figure B-17. Typleal St a ge 1 / Stage 2 Shr o ud Measurement Locations.

Table B-XX. Stage 1 I IPT Shroud Dimen._ion._.

Runout Data i / 2" from L.E. 1 / 4 '* f rom T.E.

Shroud No. ! 2 3 1 2 3 I 0 3 4 0 2 1 2 5 6 6 1 2 2 " 3 4 4 4 2 1 -i 4 5 8 i0 0 3 7 5 i0 12 13 8 i0 ii 6 13 14 14 Ii ii 8 " 7 14 13 12 i0 i0 8 J 8 Ii 14 14 8 9 lO 9 14 17 15 i0 13 12 i0 ib 15 14 13 12 i0 ii 14 i0 8 9 6 2 12 7 5 3 2 1 -2 13 2 1 0 -2 -2 -5 14 0 2 1 -3 -2 -2 15 -i 0 3 -3 -3 -3 16 5 II 14 0 5 9 17 14 16 16 i0 13 13 18 16 15 12 13 I0 8 I _ 19 1 2 9 7 7 5 3 20 7 6 8 3 3 2 "_ 21 6 8 8 2 4 4 22 I0 8 7 5 5 2 23 6 6 7 1 0 -2 24 7 2 0 0 0 0 Lea d t n .g ' rra i i i 9.._ l)iameter at 1.2 O'Clock 33.301 33. 302 Radius at 12 O'Clock 16.650 16.652 Minimum Rad ills 16. 650 16. 647 MaxJ mum Radi us 16. 667 16. 665 Average Raditm 16. 658 16. 656 _Q Ru n out data dl't ' [fl mil , _ and art, positive, ,mlt , ss otht.rwi,qt, ,_ , ind lc at,d. Other measureme n ts are in i nches .

9 2 T able B - XXI. Sta R e 2 H P T Shroud Dime n sions.

k Runou t data .! 1 / 2" fr o m L.E. 1 / 4" fro m T.E.

Shroud No. 1 2 3 1 2 3 1 _l 0 0 0 0 1 9 i i 2 -Ii - 3 - 9 -6 4 6 3 -8 0 -5 4 i 0 4 -3 1 -9 2 5 1 5 -12 - 6 - 9 0 - 8 - 7 6 -Ii - 8 -13 - 4 - 5 - 9 7 - i0 - i 1 -i0 - 3 4 : I 8 0 5 -2 5 8 3 9 0 1 -5 -2 1 -3 10 -5 -2 -6 0 0 -3 Ii -4 4 2 -4 0 i .......... O Leading Trailing Diameter at 12 O'Clock 34.618 34.613 Radius at 12 O'Clock 17.313 17.309 blinimum Rad ius 17.300 17 . 299 Maximum Ra d ius 17. 31 8 17.317 Average Radius 1 7 .30 9 17.308 s Runout data are in rolls and are positive, unless otherwise I, Indicated. Other measure m ents are in inches.

I+

BB H

B N

" , # Figure B-18. Stage 2 Nozzle Supp o rt - L oc a tions of l)i m o nsional i Inspections.

I.

'_ ' Fable B-XXII . Stage 2 HPT Nozzle Support Diameters Heasurements.

Runout D a ta C l oc k .............

! * Ppsition .... BB _ _H ..... B __ N , , 1 2 0 0 0 0 1 4½ 9 3 5 2 4_ 6 5 8 : 3 9 11 8 1 0 4 7_ 9 4 3 5 9 ½ 1 7 12 12 6 7 11 6 8 7 8 ½ 14 10 7 8 5_ 8 8 5 9 9_ l O 7 l o I 0 9 _ 8 9 9 11 9 ½ 13 7 I 0 Di ame t er a t 1 2 O ' C lo c k 38.921 36. 7 0 7 3 3. 8 5 8 33.59 0 4 Av 8 Dl a 3 9. 91 4 36.699 33 . 8 5 1 3 3 .5 8 4 _ ., j _ , ...... . - _ Shop Man u al Dim t, n_ions !

Maximum 3 8 , 923 36.71 5 I 33 .8 54 33 .59 4 Minimum 38.913 36.709 ) 33 .8 50 33.5 62 Serv . Lim i t 3 8 . 91 3 3 6. 7 07 I 33. 8 46 33 . 56 0 R u no u t data ar e In mils a n d ar t,n eg a t i ve ( smaller ) u nl e ss o t her w ise indi e ated. Diamet e rs ar e t n in c hes.

, = 9.1 . !

O . i00" fr o m h . E . : i

. L 1

Shroud No. i 2 3 ?_ 1 0 4 -10 ii:i 2 -1 2 - 3 - 1 3 _ 3 -13 I - 6 ': ' :

4 - 5 2 -15

• . 5 -1 8 - 7 - 8 :!;: 7 - 8 - 1 2 :: 8 i 5 - 3 : ; 'i 9 1 3 - 6 I 0 - 5 0 - 6 !i' ii - 5 4 3 _ Data are in mils a nd are posi t ive (l a rger) _ u nless o t h e rwise i n di c at ed . :; '

I *

I:{ { _

. , -20 0.I 00 i n . - Lead i ng Edge Engin e (Ref) " -

t ' ! 1o

! • -2 0 0.5 0 0 I n . - Lea ding Edge # 0 O-- 4 I 0 -2 0 ..... _.

- 2 0 0 . 25 0 i n , * Lea ding Edg e - 20 S t age 2 Supp ort i - i0 • 0 ' , l o Shro ud N o. ( o = Rubs) % O ° C lo c k Pos ttl o n 12 3 6 9 12 i Figure B-19. St a g e 2 H PTN Supp ort a nd S_ a _e 2 Shrou d Runouts.

9 6 ,I, / ' : B .3. 3 HIGH PRESSURE TURBINE ROTOR A SS E M B LY \ . , General Excep t f or he a vy bl a de- ti p rubs, t he high-pressur e tu r b i n e rotor w a s i n ex- ce ll ent c ond iti o n . No v i s i b l e discrep a ncies w e r e noted in an y o f t he spoo l f" p a rts. Th e bla de re tai ner se al w i res wer e vi su all y i ns pe c t ed a nd re v e al e d good s e alin g c o nt a ct.

HP Turbine Rotor Airfoil Surface Finish Inspection Results I! A p ro filom e t e r w a s us ed t o m e as ure the a i r foil s ur fa ce finish on e a ch o f f our i_ blad es f ro m e a c h s tag e o f th e h ig h - pressure t ur bin e. M easu r eme n ts we re tak e n _ o n b o th sides at 1 0, 5 0, a n d 9 0 per cen t of t he bl ade ch o rd, a s de pi c t ed i n , I F i g ur e B- 2 1 . T h e re sult s a re sh own i n T abl e B- XX IV .

i" HP Turbine Rotor Blade Tip Measurements The hi g h -pr es s u re tu r bi n e r oto r was i n stall e d on its ge a r in g a x is in a r u n o u t } _ fixtu re , with t h e blad es s himm e d in a cc o rd a n c e with th e Shop . Man u al (s ee F i g ur e .:_ _ _ B-22 ) . Runouts at two axial lo c ations (0.I00 in c h from bot h th e l e ading and i J t r ailing edge s ) of e a ch b la de, tog e t he r w it h t he maximum blad e r adi us of e a ch sta ge , w ere tak en an d a r e p r e s e n ted in Ta b l e s B-XXV a nd B - XXVI .

A n e xa m i v atio n of th e d ata s h o ws ho w uneven l y t he b la de s ha d w o r n , bo t h b la de- t o-b la de and fo rw ar d- t o- aft . I t als o r ev eal ed ho w s eve r e t he ti p rubs w e r e.

Acco r d i ng t o pr od u c t ion record s , t he b la de tip ra d ii duri n g t he i n itial bu il d- up w er e 16 . 5 8 9 i nche s f or S ta ge 1 an d 17 . 242 i nch es f or Stag e 2. T he r e f o r e , t he a ver a ge tip lo s s f o r St a ge 1 was 0. 025 inch ; an d f or Stag e 2 , 0.0 2 0 in ch.

This co n d itio n was sho w n t o be t he maj o r s ource o f eng in e per f orm an ce l o ss not e d during p a rts in spec tion.

s #

F ou r eq uall y s p a ced b lad e t ips in e a ch sta ge o f 4 5 1 50 7 w ere n o t ched t o v ari - .

o us pr e d e t e rmin ed dep t hs. D ur i ng th e anal y ti c al t e ar d own , th e no t c h es w e r e rem e asu re d and th e res ults ar e p re s e nt e d in Fi g ur e B-2 3. Photo gr aphs of t he not c hed bl a d es a t t ear down are s h o w n in Fi g ure B- 2 4. Th e d a t a show a n av e ra ge los s of 0.030 in c h fo r Sta ge I and 0.0 2 8 in c h fo r Sta ge 2 , ag r ee in g favorabl y with th e averag e c han g e c al cu lat ed from th e bla de ti p r adi i m e a s ur e ments (T able s B- X × V an d B -XX VI) a nd th e s hroud r a dii m e a s u reme nts (T ab les B-XX a nd 8 -XX I ). Cal c ulAt ed c l e a r an ces a re prese n ted i n T a bl e B -XX VII .

!

_ . 98 i b 'i ' / F i g u re B -2 1. T y p i c al _P TR Bla de Con ca v e / Con v ex S u rf ace Fiai sh Me asu rem e nt Loc a t i o n s t bl, , '_ C o n vex Co n c ave i B l ad e i Stage No. Fwd Mid Aft | Avg Fwd Mid Aft Avg I ' _ _ i L |i i | • J • • • • • _ 1 1 5 5 5 0 40 4 8 55 1 00 1 40 98 ,i 2 4 7 4 2 42 44 7 5 i 00 1 7 0 115 3 4 5 4 5 40 43 60 ii0 170 113 4 4 5 2 7 4 3 38 60 i00 1 5 0 103 i A vera g e 43 107 :_ "" 2 1 41 4( 3 4I 38 i _ 3 36 .

!i 4 38 Av e ra ge 37 Re adin g s a re i n l_in c h AA New Bl a d e S p ec, if _ ca tlon - 6 3 _ in ch AA maxim o m A verage / _ !

_!_ 10l

¸¸

b i 'J T a ble _ -XXV. S ta ge 1 HPTR B la d e T i p Dimensions.

r

Bla de R u n ou t Data i v N o.

_i : l _ vd Af t No. 1 _ w d Af t No. _ d Aft No. Fvd Af t 16 10 28 19 $ 5 5 17 10 82 14 3 14 7 2 9 19 9 56 18 9 83 17 5 19 9 30 16 $ _ 7 16 7 8 4 16 2 15 4 3 1 20 7 5 8 17 4 85 17 $ : . i 1 8 11 32 1 6 2 59 17 8 86 1 5 3 !I 18 11 3 4 16 6 61 18 10 88 16 2 13 5 33 20 11 60 18 6 8 7 15 3

14 , 35 18 9 62 16 5 8 , 18 2

1 9 11 36 16 5 6_ 16 7 ,0 1 , 2 i_

17 5 37 24 13 64 15 5 9 1 15 4 !_

_ : 20 12 38 18 6 65 16 9 92 18 4

_ . 16 s 3 , 2 0 1 0 66 17 5 , 3 13 7

18 13 40 18 4 67 16 11 9 4 16 8 I 15 o 4 1 20 8 68 17 6 95 16 4 .' i , 18 10 4 2 17 3 69 16 11 96 18 5 !

1 5 6 4 3 1 8 8 70 14 6 97 1 7 2 i : 20 12 44 17 $ 71 I 7 10 98 22 3 14 7 65 22 $ 72 16 5 99 17 4 17 11 4 6 20 6 73 16 9 100 20 4 16 5 47 1 5 ? 76 1 13 2 101 16 0 !

18 14 48 1 4 $ 75' 1 5 11 102 19 1 ._ i_ 1 $ 9 49 19 8 76, 13 5 103 18 2 ' 18 11 50 1 4 6 77 16 10 104 20 2 _ J _ 1 4 6 $ 1 1 8 10 78 1 4 3 10 5 21 2 . ; : 18 10 52 14 6 79 14 g 106 24 4 16 $ 5 3 15 9 80 16 4 10 7 22 10 2 0 9 5 4 16 5 81 1_ 9 1 08 24 8 _ B l ade R _ di L Fo _ rv s rd Af....__ t 148x L mu m 16. 5 63 16.576 i H in Lmu m 16.552 16.562 Avers_ e 16, $5 9 16.5 7 0 Runout Data s r s L n Ntls and a r e Nesstlve. 1 0 H11 Runout - 16. 5 76 Inches - Max / mum _ la de PdJdius PdJd t i are Recorded _ n L nc h es. i t ., i _ !

i , Q 10 2 :.,_ -_.

:!

/ Table B-XXVI. Stage 2 t lPTR Blade Tip Di m ensions.

'_ Blade Runou t Data !

N o. Fwd Af t N o. Fw d Af t No . F wd A f t N o. Pw d Af t '" _ 8 7 3 0 1 1 3 5 9 11 1 1 88 1 3 5 i • 8 2 3 2 9 4 6 1 10 12 90 12 5 - , I_ 11 7 33 9 5 62 11 4 91 8 8 14 0 3 4 11 7 6 3 10 7 92 10 9 1 6 8 35 8 3 64 7 4 9 3 1 3 8 _ 10 8 3 6 12 4 65 10 10 9 ; 15 8 17 1 3 7 9 4 6 6 1 0 4 95 8 7 'Y I"_ 9 7 3 8 12 7 67 7 9 96 11 7 15 2 3 9 11 4 68 9 6 9 7 1 7 11 ' 8 6 4 0 1 5 6 69 10 7 98 20 5 1 3 2 4 1 9 7 70 11 5 99 9 11 10 4 4 2 1 4 9 71 10 8 100 15 14 16 4 4 3 1 0 9 72 9 7 1 0 1 8 7 I 9 8 44 15 12 7 3 1 1 5 ! 102 11 11 t 15 2 45 1 3 4 7 4 10 4 103 9 3 7 6 4 6 16 5 7 5 I O 7 10 4 I I 4 1 3 2 4 7 9 3 7 6 11 3 105 8 5 8 6 4 8 1 0 4 77 9 7 10 6 13 5 i 1 4 8 4 9 1 3 5 7 8 11 6 107 9 3 • II 5 50 1 6 3 79 8 6 108 11 6 16 9 51 11 1 80 9 4 109 9 3 I _ 10 0 52 1 3 2 81 12 5 110 13 5 -o 1 5 3 5 3 8 5 82 7 4 111 9 4 12 1 54 6 7 83 9 11 112 12 5 16 3 55 1 0 1 1 8 4 6 5 1 1 3 1 1 4 10 5 56 8 1 8 5 9 7 1 14 9 6 9 5 57 11 8 8 6 10 5 1 1 5 14 7 :; 9 I 8 4 58 1 1 4 8 7 10 8 1 16 1 2 6 Bl ade R a di i F or w ar d A f_ _3. t H a x lmum 17.225 1 7 .2 3 1 M ini mum ! 7 .211 1 7 . 21 7 Aver a ge 17 .220 17 .225 R uno u t D a ta a re in M ils a n d a re N e ga tive 0 Ml l Ru no u t = 1 7 .2 3 1 I nc h e s • Max im u m Rad iu s Radii a re R ecorded in inches.

10 3 O RIGINAL PAG r _ I _ O F P O0_ n o _,,. , ' , _ 10 5 p Ta ble B-XXVII. HP T urbin e Bla de T l p Cle a r a n c es \ i ' !

i Stage Ho . B lu e print 1 Mini m u m Maximum Average A Blueprint _ ,, , .....

_ 1 LE 0 . 0 72 0 . 087 0 . . 115 0 . 0 99 0 . 027 TE 0.0 7 2 0.071 0 .1 0 3 0.086 0.014 AVG 0 . 07 2 0 . 0 79 0 .1 0 9 0.0 9 3 0 . 0 21 2 LE 0 . 075 0 . 075 0 .107 0.089 0.0 1 _ TE 0.075 0 . 06 8 0 . 100 0 . 08 3 0 . 00 8 A YG 0.0 7 5 0 . 0 72 0 . 1 0 3 0 . 08 6 0 . 0 11 iv I j All r e ad ings a re in in ch es " 10 6 A second _ nd sup pl e m e n i a ry source o f s h ort-te r m tiP T h ard w are d a ta wa s obt a ined f ro m t he tiigh Pres s ure Turb i ne T i p Notch Prog ram . Th i s Contr a ctor-funded pro- , gr a m i s d esigned t o e valua te ti P T bla de tip - to - shroud rubs a nd t he resu l t a nt e ff ect o n bl a de l e n g t hs by use o f bl a de ti p n otches a s utilized o n 4515 0 7 .

The notches, o f va ryi ng dept h s , a re put into se le cted b la de tips du ri n g ne w , ,, en gi ne a s s em b ly. Bore s cope i n sp e cti on s at t e st interv a ls pe r m i t ass e ss ment J o f b l ade l ength chan g e due t o rubs. Figures 8-25 a nd 8-2 6 present t he Sta g e • th a t "_ e a ver a ge bl a de rubs o f 2 2 m ils ( S t a ge _ ) a nd 15 m i l s (S ta ge 2 ) a gree w e ll with the E S N 4515 07 blade tip ru bs o f 25 m_I s and 20 mil s r es pecti ve l y, a s determin e d from the ave rage blade tip r a d i i at t ea rdown c ompared t o t h e a vera g e b l ad e ti p rad ii s t bu i ld u p . It is al s o o f int e r es t t h a t th e bla de If ' 1 an d Sta g e 2 t ip n ot ch d at a f o r a grou p of e ig ht ne w CF6 - 6D e ngi ne s . N ote l engt h s a p pe ar t o re m a in re lati ve ly c o ns ta nt d uring the fi rst 2 0 00 h ours o f r even u e serv i ce o p e ra t i o n . This l e n ds c r edence to the theo r y t hat b la de ti p r ubs a re e v en t -re la ted, n o t t im e-re l ated.

Thermal Shield Seal Teeth '_L While t he HP tu rbine ro t or wa s i n t h e r un o ut fi x ture, me as u r ements o f t h e t he r m al s hi e l d sea l t e eth (se e F i gur e B-27 ) wer e ma de. T o accom p lis h t h i s , ' a po s iti o n, d e s i g nat ed a s 12 o' c l ock , wa s a r bit rar ily s el ec te d an d m ark e d on ea c h too t h. Th e diame ter s wer e measu re d a t thes e positions, together with runout s at 12 equally spaced lo c ations r el a tive t o th e s e po s ition s . Data and r es ults are s h o wn in Table B-XX V I I [. The re s ult s s how that the a v erage s eal diamete rs a re six mi ls s maller t han the n omi n a l s hop manual v a lue.

tiPTurbine Rotor Forward Shaft Seals Meas ur ement s of the ti p turbine rotor fo r ward shaft s e al teeth, also shown in F i g ure B -27 , we re m a de in th e sa me m a nne r as thos e t hat w ere mad e f or t he t h er- i mal sh i e ld tee th ; t h a t i s , a d iam e t er a n d 12 eq u a ll y s pa ced r un o ut s . T ab le s i B -XXI X and B-XXX show the r e s ults. Clear a n c e s between th es e a nd the s tation- a r y seals w e r e pre s ented in T a bles B-Xll and B- X II[ and di s cu ss ed in Se c tion B.2.3.

I_ 1 07

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• I;_ _ , 1 • _ . _ D - _I_ - =,L _ i-

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i • • t - _ , , '_ .._ -. . , _ :" -'+ ': .. : _ " _ v ; ....... , ,. .4 .......... _ '+ _ , -"I _ t ....

• • ; ............ i (_l 4 , = 1 .... t.................. r ................ , .........

, , , rJ 0 _1 :7::; . .__ _ ;..- : i ,_ - _ . ..... l- ; _ _ ' I_ - - i , ....... . - -' ....... , - . - " , ...... L , . ':" : ' _ : . . L _ .., _ - '-: ;: _ ....... _ , t .... _I X :_ ............ j. . ,! " _ ' ,, ,, _ l . . _ = _ ' - _ - " ...... # ' _ ..... 4...... .......... , ,.C) "_ ' _ :'2::: .._: . L : " -. L . . : ...... ; ,_ o _ _ c _ : " l- " " '_ - " - :" - 1 .... - Y " :.......... • ...... _ _ .... i ..... ' _ " .,. d . I ' . ; _' '- _ _1 , _ .... l..... . - -............. " " " ' ' : "- t - :': . . " " ' : : ' : :' . - .1 .......

N _ 0 0 0 0 _, (s_qaul) . , rx_ d T Z l e _ o J.

D ' 10S .' ¢ , llm '" f_ ......

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========== = = = = == == = = === ...... .:T r rc . : - - ::: ' :::!t:::: " "

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_: _ : _ ( E --- ] ....... , - . - I .... - _ r ........ 1....... t - ' i _ ,_ o

.: . ____: - :_-_ _- _ -::r-= -- - ; -- :t:-:4: :::::t -: _ . -;-::: t:.::: !-?-. :.:I ! : : - _ -- - _ . _E I . . . _=.

-- -- '"i---f'_ i,..... :_: - ....... =.:4 ..... ..... :I..... _ ..... . t:: .... o °

- :_: -:- t::_ - - _ .-.. - _ ' _ ,: ._:-_ _ _Tll : ::: : ::: : : :::::: ::: :: u • li_ r, 3 t_. ill

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t ........... - °- :: : f ............ - _., ........... , ..... 1 -- ........ iF . -- . --.

(seq o _I ) q n H d T & IR_ o _ 10 9 I i ,.

;_i ............... , . ..... ..... ji F i gu r e B-27. H P Tu r bin e Rot o r F o rwar d S h af t Se a l s an d T h e rm a l Sh i e l d , Table B-XXV!II. HPTR Thermal Shield Seal Teeth Measurements.

Runout Data / '. Tooth Number / _ , ; Position I 2 3 4 i 12 O'Clock 0.0 0.0 0.0 0.0

I!

2 O'Clock 0.4 -0.9 0.6 0. 5 i _! i O' C l ock -0. i - i . 5 O. 5 0. 1 3 O'Clock 2.2 1.6 2 . 9 3 . 1 4 O' C lock 3 .8 4.2 5.0 6.2 5 O'Clock 3.5 2.6 3.1 3.5 6 O'Clock 1.8 0.9 2.1 1.6 j,_ 7 O'Clock 1.5 0.3 1.9 1.6 8 O'Clock 0.9 -0.2 1.5 1.5 9 O'Clock 0.6 -0.5 1.0 1.6 i0 O'Clock -0.6 -2.0 0.0 0.4 Ii O'Clock -i.0 -1.5 0.0 1.4 w, _ L Diameters ' - " ' I 12 O'Clock 26.621 26.462 [ 26.297 26.043 "! Maximum 26.622 26.463 26.300 26.048 l iI Mini m um 26,620 26.460 26.297 26.043 Average 26.621 26.462 26.298 26.045 , : Shop Manual Dimensions Maximum 26.630 26.470 26,308 26,0 5 8 Minimum 26.622 2 6.462 2 6. 30 0 26,050 Serv. Limit 26.615 26.455 26.293 26.043 • , , , ,, , v Runout data are in mils and are positive, unless ! o th e rwise indi c ated. Di a m e t e rs ar e in in c he s .

Table B-XXIX. HPTR Forward Shaft Forward Seal Teeth Measurements (Aft CDP Seal).

, ! Run o ut D ata Tooth Number Position 1 2 3 4 5 6 12 O'Clock 0 .0 0 . 0 0. 0 0.0 0 . 0 0 . 0 i O'Clock -i.0 -0.5 -0.5 -i.0 -0.6 -0.5 20' Clock -0.5 -0.2 -0.7 0.0 0.0 -i. 6 3 O'Clock 0.5 0.5 -0.5 0.5 0.3 -1.4 4 O'Clock 0.5 1.0 0.0 0.i 0.i -0.2 I '; _ 5 O'Clo c k -0 . 5 1.0 0.4 0. 0 0.5 0 . 2 |7 ,_, 6 O'Clock 0.0 1.0 0.5 O.q 0.6 0.0 ' 7 O'Clock 0.5 0.2 -0.5 1.0 1.5 0. I _ 8 O' C lock 1.0 2 .0 1.0 2 .0 2. 2 1.0 9 O'Clock 1. 5 2 ,0 1.6 1 .6 2.0 1.3 10 O' Clock 1. 5 1.0 1. 5 1.6 1. 8 1.1 J . _ Dia m et e rs i! ii O'Clock 1.0 0.5 - 0 .5 1 .0 1.2 -0.i i 1 2 O'C l ock 7.9 03 8. 082 8 .24 5 8 .40 5 8. 566 8 .7 2 6 Ma x im u m 7. 905 8. 0 8 4 8 . 246 8 .407 8 . 567 8 . 727

t #

Minimum 7.90 3 8. 0 8 1 8 . 2 4 3 8. 404 8. 566 8 . 7 2 5 " , Av e rage 7 . 9 04 8. 0 8 3 8 . 2 45 8. 406 8 . 56 7 8. 7 2 6 J Shop M a nu a l Dim e nsions Ma x imum 7.909 8 . 0 8 7 8 . 2 50 8 .410 8 . 5 7 0 8 . 7 3 0 Minimum 7. 8 99 8 .0 8 3 8 . 2 46 8 . 4 0 6 8 . 566 8 .7 2 6 S erv. L i m it 49 . 896 Minimu m (Su m o f S eal Tee th D ia me t e rs ) . ] Run ou t data ar e i n mils an d ar e po siti v e , u n l e ss ot h e rwis e i nd i c at ed.

Diame t er s a re in in c hes.

=-- i_ 11 2 \ Table B-XXX. HPTR Forward Shaft Aft Seal Teeth Measurements < ' (Balance Piston Seal).

io _ , Runout Data , , , , _ , • ,, _ ,, Tooth Nu m b e r Position I 2 _ 4 5 6 1 2 O'Clock 0.0 0.0 0.0 0.0 0.0 0.0 i O'Clo c k -1.5 -I.i -0.5 -1.4 -1.5 -1 ; 6 20' Cloc k - I . 5 -i . 5 O . 4 -2 . 5 - 2 .4 -2 .0 3 O'Cl o c k -1 . 5 - 1 .7 0.0 -1 . 8 -1. 8 - 3 .0 4 O' C lo c k - 2 . 0 -1.0 -0 .6 - 1, 5 -1. 5 - 2 .6 :: . 5 O ' Cloc k 0.i 0.4 0.6 0 .3 0. 0 -0 . 7 ': 6 O' Cl o c k 0 .9 1. 0 0,6 -3. 0 0 .5 - 2 .4 7 O' C lock 1.8 0.1 0. 5 i.i 0.0 -1.6 80' C lo c k 2.6 i.0 -I.0 -i. 6 -3.6 -2.9 9 O' C lock 2.7 1.4 -0.7 -2.6 -3.4 - 2 .6 i 0 O'C loc k 1. 7 1 . 5 0. 2 - 0.4 0.4 -0. 5 Ii O' C lo c k 1,0 I.i 1,2 0.6 0.6 - i .0 , , ,-- - . , i • J Di a meters J J • , , , .... • .... • • ....

i 12 O' C lo c k 10 .4 1 4 1 0 . 585 10.74 3 1 0 .90 3 1 1 . 0 64 11. 2 24 i I _ Ma x l m u m i0.41 5 I0. 5 8 5 i0.74 5 i0.907 II.064 ii. 2 2 5 Mini m um I 0.41 3 I 0. 5 8 3 i 0. 7 4 2 i0. 9 0 2 ii. 05 7 ii, 221 Average i 0.414 i0. 5 84 i0.74 3 i0. 904 Ii.061 I I . 223 , , . L ,, 4 Shop Man u a l Dimensions Minimum i0.41 3 I0.5 83 i0. 74 3 I0.90 3 II. 06 3 I i . 223 M a x im u m I I 0. 417 1 10.587 lO . 74'7 1 1 0 .9 0 7 11. 0 67 1 i1.2 27 S e rv . L imit 64. 898 M i n im u m (Su m of S ea l T eet h D i am e t e r s) • • - . , . L R un ou t data a re i n mil s an d are pos i t iv e un les s ot h e rwi se ind i cated.

D i ame t e rs a r e in i n c he s .

B . 4 LOW PRESSURE TURBINE SECTION B. 4.1 TURBINE MID FRAME i i Ge n eral _ A v is ual i nspec ti on of t he L urb in e m i d-fra m e ( T MF) a s se m bly s ho w ed it t o be in ' _ excelle nt condition wi t h no defects seen i n any of it s parts.

T M F Forward Flanae (Diameter U) i i The T MF forward flange ou t er d iam e t er (Diame t er U) serves a s t he pri m ary con- ii t ro l of concen t r i c it y o f t he S t age 2 HPT nozzle suppor t , affec ti ng HPT b l ade- t o-shroud c l ear a nces. D i ame t er U w as me a sured a t the 1 2 / 6 o'clock pos iti on, i toge t her w it h runou _ s o f the fl a nge in rel at ion t o t he No. 5 be a r ing hous i ng. "1 The results were accepta ble, as shown in Table B-XXXI.

.7 LPT Pressure Balance Seal ,i§ An e i ght-di am e t er measure m en t o f the stationary LPT pressure b a l a nce seal w a s obt ai ned; t h e re s u lts a re sho w n i n T a b l e B-XX X II . A ve ra ge cl e aran ce M.t h t he _ i rotating se a l (T a ble B -XXXIV) was calculated to be 0.0 3 0 inch. S t ackup of i production new h a rdware produces a no m inal cle a r an ce of 0.0 3 1 inch. . : !i Stage 1LPTN Airfoil Surface Finish q Sur fa ce fin i sh m e a sure m en t s of t he St a ge 1 lo w pressure t urb i ne nozzle air- i f oil s were m a d e o n t he e nd va n e s o f each o f f o v r se gments . T h e re ading s w ere t aken 0. 45 / 0.50 i nch from t he lead ing edge (LE) and t ra i l ing edge (TE) on each side; tip readings w ere t aken 0. 4 5 / 0.50 inch below t he ou t er pla t form as de- b pic t ed in Figu r e B- 2 8. Th e results a r e group e d w ith the other lo w -pressure- ' v a ne d at a in Table B -XXXI I I. ? _ _Q I 1 4 pJ k_ L , J Measuremt_nts.

Runout Dat a • 12 O'Clock .000 6 O'Clock .001 i I i_i I Table B-XXXI. TMF Forward Flange (Diameter U) i I O' C lock .003 7 O 'Clock .000 2 O'Clock .006 8 O'Clock .001 i 3 O'Clock .006 9 O'Clock -.001 i 4 O'Clock .006 10 O'Clock -.003 5 O'Clock .004 ii O'Clock -.004 , Diameters :i 1 2 O ' C l oc k ffi 38 . 7 28 " Ma xi mum = 3 8 .7 3 4 Minimum = 38.727 Av erage = 38 .730 Sho p Manual ffi 38.729 / 38.735 A v e rag e i All r e adin g s a re in in c h es .

I T able B- X X X II. LP T Pr e ss ur e Balan ce Sea l (Stationary Measurements).

N o . Diam e ter N o . D iam e t e r ,, i J 1 19. 0 46 5 19. 0 55 4 2 1 9.048 6 19. 0 59 3 19.047 7 1 9 .05 9 4 1 9 .0 51 8 19 .0 59 A vera g e = 19 .05 3 S / M = 19 . 050 / 19 . 05 4 Avg .

Read ings are in i nc h e s.

i ' . 11 5 Fi g ure B-28 . Locat i on o f Surface Finish M easurement s on LPT Vanes r 1 1 6 ....... !

: !

i / !

Table XX X III. LPTS Airfoil Surface Finish Inspection Resul t s• i J Co n v e x Conc a v e ,_ • _ip P i tc h Pit c h ., S tage S tag e '_ St a ge S / N LE TE LE TE Avg LE TE Avg _ Avg A v g 1 R2 7 28 7 3 9 0 7 2 78 78 56 78 6 7 A 88 18 8 5 76 67 6 7 74 55 8 0 68 A 8 847 9 0 89 85 87 8 5 55 5 4 55 A 8 747 89 8 8 75 8 3 84 80 73 80 77 67 " . J 2 B3941 56 57 5 8 57 57 57 60 65 63 63 3 T2 0 57 6 0 5 8 65 66 62 62 52 57 54 54 _, . ,.- .

4 V08 8 0 45 47 44 46 46 40 38 39 ' : V0 4 0 4 8 8 5 0 65 54 64 7 0 46 58 V035 8 58 40 67 40 51 54 50 42 46 48 • 5 V 174 8 80 5 0 65 6 0 64 53 5 0 51 V1360 58 63 50 55 57 65 45 55 V1760 47 77 53 55 5 8 59 60 34 47 51 Avg Stator 65 57 • . ...

I! S urfa ce finish of n e w airfoils = 63_ in c h ma x imum I17

, l

B . 4 .2 LOW PRESSURE TURBINE ROTOR Gen e r al Visually , t he l ow pressure turb i ne (LPT) rotor a sse m bly w as i n exc e llent con- d i t i on. No FOD or other t ype o f damage wa s noted on t he a i rfo i ls, nor on t he ! spool parts. A photograph of the rotor i nstalled i n i ts t r a n sport a t i on f i x- t ure i s presented i n F i gure B-29.

D im ensional Inspections The rotor w as se t up i n a la t h e bed on t he No. 6 and No. 7 bear i ng journ a ls for rad i i m eauremen t s of t he bl a de t i p s h roud seal serra t i ons, t he i n t ers t age a i r seals and t he pressure bal a nce (P / B) seat t ee t h. The resul t s are sho w n in T a ble B -XXX I V.

LPT Rotor A i rfoil Surface F i n i sh Af t er t he d i m ens i on a l i nspec t ions w ere co m ple t ed, s i x blades f ro m each stage w ere removed t o m eas u re t he a i rf oil surface f i n i sh. W h e n t he i ni ti al me as u re- men t s sho w ed t he f i n i shes t o be at Shop Manual qual i t y _ a reduc e d sa m pl e of blades f ro m each s ta ge w as ac t ually i nspec t ed; t he resul t s of t hes e i ns pe c- t ions are presen t ed i n T a ble B-XXXV. The checks w ere m ade a t t he sa me loc a - ti ons t ha t w er e m easured on the Stage I LPT nozzle vanes ( se e F i gure B-30).

B.4.3 LOW PRESSURE TURBINE STATOR ASSEMBLY Gen e ral T he lo w -pr e ssur e t urb i n e s t a t or a ss em bly , l ike mos t o f t h e e n gi n e, wa s i n e x- celle n t cond i ti on. No d efe c t s we re not e d i n a n y o f t h e h a rd wa r e , Rub pa t - te r n s o n t h e shr o uds and i n te rs t a g e seats were nor ma l. Cas t on e i mpress i ons were m ade of t_ e m ax i m u m dep t h r ub v i sua l ly observed i n each s tage of shrouds a n d seals f ro m each casin g hal f . A s k etch of each i s sho w n in F i g ur e B - 3 1.

The i m press i o n s a re i n t he f i les o f A i rline Suppor t E n g i neer i n g , E vend al e , Ohi o , An e n d view of t he shroud a n d seal rubs i s shown in Fig ure B - 3 2. These rubs w ere shown t o be i ns i gn i f i can t .

LP Turbine Stator Airfoil Surface F i nish B ased on surface f i n i sh results ob ta i n ed fo r ot her a i rfo i ls t hrou g ho ut th e e ng i n e, o nl y a s mall sa m p l e o f S t a g e 2 th ro u gh 5 L F T vanes w ere r e m oved t o i n - s pe c t a i rfo i l surface f i n i s h . These resul ts are presented w i t h t he S teg e 1 vane data i n Table B-XXXIII. The i nspect i on checks w e re m ade at th e same Io- !

cations as def i ned for t he Stag e I va n e s ( see Fi gur e B-28).

/ $

OR I G I NAL PAGEIS

11 9

_ o OF POOR Q UALITY

I Tab l e B -XXXI V . LP T u rbine Ro t or R a di i M ea s urem e nts .

Blade R a d ii '_ , = "..... .... (A v er a ge) li Fo rwa rd A f t O ver all S / M Dim en si on _ 1 2 4.137 24. 1 22 2 4. 143 2 4. 1 2 3 2 4.131 2 4.144 2 4.1 2 1 2 2 4.131 2 4 . 1 2 1 24 .1 32 2 4. 119 24.1 2 6 2 4.137 24. 114 I_ S tag e Ma x imum Mi n im u m Ma x imum Mi n im u m Av er ag e Ma x im u m Mi n im u m 3 2 4.11 2 2 4. 0 9 8 2 4. 11 3 24. i 0 1 2 4.1 0 6 2 4.125 2 4.10 2 4 2 4.115 2 4.1 06 2 4.115 2 4. 1 0 4 2 4. ii 0 2 4. 135 2 4.11 2 5 24.11 8 2 4. 1 08 24. 11 6 2 4.104 2 4. 11 2 2 4 . 135 2 4 . 11 2 ," - Int ers t a g e Sea l Ra d ii : F o rw ard Af t Ov e ra ll S / M Dim ens i ons ( Avera g e ) S tag e Ma x im u m Minimum M ax i mu m Mi n im u m Aver a g e Ma x imum Minim u m 1 1 8 . 200 18. 19 5 N rA 18 .1 9 8 1 8 .2 0 7 1 8 .199 2 1 8 .004 1 8 .001 1 8 .007 1 8 .005 1 8 .004 1 8 .015 1 8 .00 7 3 16 . 8 4 8 16. 8 4 6 1 6 . 84 8 16. 846 1 6 . 8 4 7 1 6 . 8 58 1 6 . 8 5 0 4 15.57 3 15.570 15.573 15.5 7 1 15.572 15.58 8 15 . 580 5 14.214 14.20 8 14.224 14.215 14.215 14.233 14.225 Pr e ssur e B ala n c e S eal R a dii T o oth No. M ax i m um Minimum Av e ra ge !

l t L F1 9.496 9.494 9.4 9 5 F2 :9.496 9.494 9.495 F3 9.496 9.494 9.495 F4 9.496 9.494 9.495 F5 9.496 9.493 9.495 F6 9.496 9.49 3 9.494 - , J S um of Se al Teeth D iam e t ers = 113 . 93 8 S / M Dim ens i o ns = 113 . 934 / 113 . 946 All r e adings ar e i n i nc hes.

, ! Ta b le B-XXXV . L P TR A irf o il Su rf ace Fi n ish Insp e cti o _ R esults.

° Co n vex Conc a ve =b T ip Pit c h I Pit c h S tag e S / N L E T E LE TE A vg S t age LE TE A vg Sta ge Av g Avg i K3948 40 35 50 40 41 40 40 40 K4594 3 0 4 5 2 8 35 35 40 40 4 0 K3336 45 35 45 38 41 3 9 45 40 4 2 41 ' 3 B91 2 5 4 8 38 30 35 3 8 45 4 2 43 B9 2 01 58 4 7 50 8 0 59 5 8 50 54 B8896 59 50 45 35 47 48 4 0 32 36 45 _ • • m , • ] 4 B4009 63 77 40 40 55 36 38 37 B3502 70 62 4 7 3 2 53 40 36 38 B 401 2 70 6 0 62 55 6 2 5 7 3 8 4 2 40 38 5 Y5463 40 35 35 35 36 41 3 8 40 Y 7 404 45 35 35 30 3 6 45 3 8 41 Y5468 35 40 35 35 36 35 40 38 Y7368 50 40 45 45 45 45 50 47 Y6 7 54 45 40 38 38 40 40 40 40 Y 8 6 3 7 4 0 55 5 0 55 50 41 45 35 40 41 Av e rag e Ro t o r 45 41 Surfa ce finish of n e w airfoils ffi 45_ inch m a ximum : I I T Y P ICALCONCAVE / CO N VEX Fig u re B - 30. L oc a tio n of S u rface Finish Meas u rem en t s o n LPT Bl ad es !22 • . I

!

SEALS SHROUDS STAGE I - UPPER -I ._ STAGEl - LOWER _ " • I 00" I STAGE2 - UPPER .._ STAGE2 - LOWER STAGE2 - LOWER t _r STAGE 3 - UPPER STAGE 3 - UPPER STAGE3 - LOWER STAGE 3 - LOWER S T AGE4 - UPPER S T AGE4 - UPPER

t

STAGE4 - LOWER STAGE4 - LOWER _ STAGE 5 - UPPER STAGE 5 - UPPER STAGE 6 - LOWER STAGE5 - LOWER Fig ure B - 3 1. L PT S Shroud a ad In ters tag e Sea l Rub Im press i ons.

_ 1 2 3 Fig ur e B- 32. Low Pre s s ure T u rbine S t a tor A ssem bly - Vi e w of S hrou d an d Seal Rub s .

i"

_ 124

II Q u +_rly

L P Turbine Stator Airfoil Surface Finish Base d on s u r f a ce fi n i sh r e s u l t s ob tain ed f or ot h e r a i r foi ls th r ou gh out t h e e n gine , o n ly a s mal l sam pl e of Stage 2 through 5 L P T va n es w ere rem o ved t o i n - I_ spec t a i rf o i l surf a ce f i n i sh. These re s ults a re prese nt ed with the S t age i .

, vane data in T a ble B - XXX III. The in spec ti o n checks w ere made a t t he same l o- ca ti o n s as defin e d for the Stage I vanes (see Figure B - 28).

[:, L I

: 1

, i p / t I !

., .4 ¢ _ APPE NDIX C \.

QUA LITY ASSURANCE REPORT i_- Introdu ct io n 'v It is th e fundamental pr ece pt of th e Air c r a ft Engin e Group to provid e produ c ts a nd s e rvi ce s th a t fu l fi l l th e Produ c t qu al ity e xp ec tations of c ustom e rs a nd m a int a in le ad e rsh i p in produ c t qu a lity r e putation, in c onform a n ce to th e pol ic y e st a blish e d by th e Ex ec ut ive Offi ce .

T he Qu a li t y Sys te m a s do c ument e d in Ai rcr aft Eng i n e Group Op era t i ng P r o ce du re s prov i d e s fo r th e e stablis h m e nt of Qual i ty assu r an ce r e qu ire m e nts th r oug h t he de s i gn , developm en t , m a nufa c ture, test, d e liv e ry , a p p lication, and post- delivery servi c ing of the produ c t. These instru c tions and Operating Pro ce - dures c learly delineate the c ross-fun c tional responsibilities and pro ce dures for impl e menting the system, whi c h in c ludes c oordination with c ognizant FAA / AFPRO fun c tions prior to issue and implementation.

, The Quality Org a nization impl e ments the Quality System requirements in e ac h of • their assigned areas of responsibility, providing design review participation, quality planning, quality input to Manufa c turing planning, quality assuran c e and inspection, material review control, production testing a nd instrument a - tion c alibration.

The Air c raft Engine Group has additional M a nufa c turing facilities, and Ov e rh a ul / Service Sh o p s su c h as the one at O n tario, C a lifornia. Th es e various facilities are termed "satellite" plants or locations. They are not c on- sidered vendors or suppliers for quality control purposes and have the s a me status and requirements they would have if lo c ated in the Evendale Manuf a ctur- ing Facility.

The spe c ifi c requirements for this c ontr ac t was acc omplished at the following lo c ations: • Production Assembly and Engine Test - Evendale • Ontario S erv i ce S h o p - O nta r io A summary of a c tiviti e s for ea c h lo ca tion is in c luded in this r e port.

Quality System Quality Systems for Evendale and Ontario are constructed to comply with M_litary S pe c i f i c ations MIL-Q-9858A, MIL-I-45 2 0 8 A, and MIL -C- 4566 2 A, and with Federal Aviation Regulations FAR-145 and (wh e re applicabl e ) FAR-21. The total AEG Qu a lity S yst e m h a s b e e n a cce p te d by NASA-LeRC for fabri c ation of eng i ne s und e r prior c o n tr ac ts.

i Inh e r e nt in the system, is the assurance of confor m ance to the quality require- ments. This includes the performance of required inspections and tests. In addition, the system provides change control requirements which assure that design changes are incorporated into manufacturing, procurement, and quality do c um e nt a tion, and into the products.

Engine parts are inspected to documented quality plans th a t define the charac- teristics to be inspected, the gages and tools to be used, the conditions ii under which the inspection is to be performed, the samping plan, laboratory and spe c ial process testing, and the identification and record requirments.

i Work instructions are issued for compliance by operators, inspectors, testers, _ and mechanics. Component part manufacture provides for laboratory overview of • all special and critical processes, including qualification and certification i of personnel, equipment, and processes, i!

ii When work is performed in accordance with work instructions, the operator / _i inspe c tor re c ords that the work has been performed. This is a cc omplished b y the oper a tor / inspe c tor stamping or signing the operation sequence sheet to - signify t h at the o p e ration has been peformed.

i Control of part handling, storage, and delivery is maintained through the entire cycle. Engines and assemblies are stored ir special dollies and i transportation carts Finished assembled parts are stored so as to preclude dam ag e an d cont am ination, o p e nings ar e cov e red , lines ar e c app e d , and p r o t ec- i live c overs ar e applied as required.

A buildup rec o rd a n d t e st l o g is m ai n tained f o r the asse m bl y , i n spection, a n d test of each major component or engine. Component and engine testing is per- formed according to documented test instructions, test plans, and instrumenta- tion plans. Test and instrumentation plans were submitted to NASA for approv- al p rior to th e t e sting.

R ec ords e ss e nti a l to the ec onomi c al a nd effe c tive oper a tion of the Quality Progr a m are maint a in e d, revi e wed, and used as a basis for acti o n. Th ese re c ords in c lude insp ec tion an d test results, n o n c onforming mat e rial findings, i labor a tory analysis, and receiving inspection. _i N o n c onfor m ing ha rd wa re i s co nt r olled b y a s yst em of m a t e ri a l rev i e w at t he :' t a tiv e p r o v ide t_ ,e acce pt (u se-a s - is o r r epa ir) d ec ision. N o n co nf o rm a n ces , _i il co mp o n en t s ource . Bo t h a Quality re p re sentative an d an E ng in ee ring re p re sen- ar e d o c um e nt e d, in c l ud ing t he di sp o s ition a n d c orr ec tiv e ac tion if appli c abl e , _ t o pr e v e nt r ec u r r e n ce .

i Calibatio n '!

The n eed f o r p ro d uc t measu r eme nt i s i den tifie d a nd t he _ esi gn, p roc u re m e nt, a nd appli ca ti o n of me a s urin g e quip men t s p ec ifi ed at t he st ar t o f t he pr oduc t cyc l e. M e a s u r i ng d ev i ces u se d f or pro du c t a ccep ta nce and in s t r um en t s use d t o ,i , $ ,.- e 'I i ', 1 2 7 !

[ _ c ont r ol, r ec or d , monito r , o r in d i c at e r es ults o f , or r e a d ing s du r ing, in s p ec - tion and test are initia l ly inspe c ted, calibrated, and p e riodi c ally re verlfied or recalibrated.

\

' Documented procedures are used to define methods of calibration and verifica- tion of ch a racteristics which govern the accura c y of th e gag e or instrument.

Provisions are made for pro c urement of instrument calibration capability as a _!' part of instrument system a c quisition.

F r equen c y o f r eca libration is spe c ified a nd measuring g ag es and instruments _ . are labeled to indi c ate the period of use befor e recallbratioll is ne ces sary.

Re c ords are maintained for ea c h gage or instrum e nt whi c h li s ts the id e ntifi c a- i! tion, serial nu m b e r, calibration frequency, procedure, a nd r e _ults o f ea ch calibration.

R ec alibr a tion p e riods ( f r equ e n c y o f ca lib ra tion) a re pr e s c rib e d o n t he ba s is _' that the gag es and in st rum e nts ar e within c alibration toleran c e limits at th e e nd of th e r ec alibration p e riod. Th e results of r ec alibration ar e analy ze d to d e t e rmine the e ff ec tiv e n e ss of the r e c a libration p e riod, and adjustm e nt s are mad e to shorten or length e n th e c ycle when justifi e d.

S tandards used to v e rify the gages and in s truments are t r a c eabl e to the .... • National Bureau of Standards.

p , i Quali ty Assurance for Instrumentation _, Items defined as S t an d a rd Instr u mentation (it e ms appearing on the engin e p a rts lists ) will have Quality A ss u r a nce C o ntrol to the s ame degr e e as ot h e r en gin e compon e nts. In s trumentation on _gines for R e venue Se rvi ce will b e s ubj ecte d to the te s t and in s p e c tion c rit e ria id e ntified in the appli c a b l e Sh o p Manual.

It e ms d e fi n ed as " T est Instr u mentation" ( s tandar d te s t instrum e ntati on as id en ti f i e d i n t he a ppli c a b l e en gi ne m a nu a l G EK 92 66 f or C F6 t es t sec tio n 7 2-00) will b e su b ject t o the same c o ntr o ls re q uired f o r measuring and test I _ eq ui p m e nt. T hi s intrum e nt a ti o n i s pe ri o di c ally re v e rifi ed by th e tec h n i c ia n " " a nd r eca libr a ted, a t a pr es cri bed f r e qu ency , agains t s ta nda r ds t r ace abl e t o th e Natio na l B u r e aru o f S tan d ard s.

It em s i d e n tified a s " S p e ci a l In s t r u m e n tati on " (non-parts ll s t or non-Te c h Manual instrum e nt a tion sup p li e d f o r t h is p r og ram ) will have 0_allty Assuranc e Contr o l c o nsist e nt wit h t h e s tat ed o bj ect ives of t hi s pr ogr a m .

T h e i ns trume n t a tion used f or ob tai n i ng d a t a f or th i s con t r a c t fu l f illm e n t h a s n o t affec t ed th e engin e op er ati o n s or perfor m ance .

i_ , _ ACTIVITY SU MMARY BY LOCATION PRODUCTION ASSEMBLY F ' ; I n Pr o du c ti on Ass e mb l y, th e st an d a r d e ngin e bui l d p r oc ed u res wer e u se d to e n s ur e c om p li a n ce t o Q ua li t y S y s t e ms . T he s e p roc edur e s a n d p rac ti ce s a r e appr o ve d und er FAA P r od uct ion C ert i f i cate 10 8 . T he o p era tln g pro ce du re s u t i- / ' " li ze a n Engin e A ssembly B u ild Re cor d (EABR) a nd an Engine As sembly Co nfigura- iI l io n Re c o rd (E AC R ). Th e s e d o c ume nt s , i nco r pora t e d int o a n E n g ine Recor d Bo ok, i s erve a s a h i s t orica l recor d o f t h e c om p li a n ce t o th e Ass e mb l y P roce d ure, a v_ rec o r d o f cr iti ca l ass emb l y dim ens i o n s, a n d a reco rd of th e e ngin e co n f ig u r a- ( S am p l e s of th e EA B R and EACR ca rds a r e pr ovid e d in Figu re s C-I and C- 2 r e s pec tiv e ly.)

I t lon. Wo r k pe rf or m e d i s c l a im e d b y t h e ap p l i ca b le inspec to r or a s se mbl e r, li Pro d uc tion A sse mbl y relea s e s the en g i n e to Test , a nd u po n s ucce ssful to m - |!_ , _ pl et ion o f th e re q u i re d t e s t per fo r ms th e ne ce ssa r y wo rk and in s p ec tio n in _ i !_!_ pr e parati: . n f o r shipm e nt t o the c ust ome r . _i_.

_ PROD UCTION ENGINE TEST In Pro du c t i on Eng i n e T es t th e en gin e is i n s p ec t e d a nd p rep a re d f o r t e st ,i '_ p er Engin e Te st Inst r u ct ion ( ETI ) N u mb er C15. i i L i mit s an d re st r i cti ons o f Pr o d u ct i o n Tes t Speci fi ca t ion s were a pp li e d : ! durin g the te s ti ng o f eng in e s u n d er th is contract. The s a f ety o f the test i i_ crew an d e ngi ne is ensure d by c o n d uc t i ng ETI C -18 C F 6 ce l l check sh ee ts pr i o r to the performance of the te s t.

i i b T h e e ngin e p er fo r man ce da t a an d s af e t y pa r am eter s a re recor d e d b y au t o- m at i c da t a r ec o r din g (ADR). Th e d a t a sys te ms , te s t ce ll, th r us t fr a m e, fu e l m e a s u r in g sys t e ms , a re c alibrat e d o n a p eriod i c bas is b y spec lat_ ze d techn l- c i a ns . Dur i ng tes t in g, t he ADR sys t em i s con t i nu all y mon i t ore d b y t e st e n g l - : i neers t o ens u re t he q ua l i t y of t he da t a b e in g rec o r d e d .

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OR I G I N AL P A G E I $ OF POOR Q UA Lr I _ ! . , 133 t_ ( ONTARIO SERVICE SHOP \ A t th e Ontario f a c i l ity, a Ou a l i c y Con t rol W ork Ins t ru m en ti on ( QC W I D FO I S) wa s ' _ ' w rit t en and coord i na t ed w ith NASA LeRC. The Q C WI prov i ded i nst r ument i ons on i' i .. t hese spec i f i c it e m s as appli c abl e t o t he CF6 D i a g nos ti c program.

f " Asse m bly / D i sasse m bly Con t rol Re w ork Control M W orkscope Definit i on i'" N onconformance I " Qual it y Plann i ng Aud iti ng I n st ru m en tati on C on t ro l ( Saf e t y) M e a sur i ng and Test Eq ui pm e n t Eng i n e T e s t Wit nes s i ng Records Fai lure Re c o r d i ng T o docume nt th e cond iti o n o f th e eng in e h a r d wa re , ph o t ogr a phs w ere ta ken of t he LPT shrouds and sea l s , represm :tatx ve H PT bl a des , LPT b la des , compressor ro t or , st at or c a se, fa n i nle t gu i de v a nes, CDP se al , HPT se al s a nd shroud , HPT ro t or, a nd HPT nozzles. These pho t ogr a phs were of high qu a l it y a nd a re a v ai l- able for rev i e w .

W ork orders w ere w r itt en t o provide work direc ti on for engine t es t , prep-to- test i nspec ti ons a nd for a sse m bly a nd d i s a sse m bly i ns t ruc ti ons. I nspec ti ons t a s req u es t ed w ere wit nessed by t he design a ted DCA S represent a tive.

Ex am ples o f th e work docume nts as i ssued t o the Tes t and Ass e mbly p e rsonnel i are pr e sen t ed i n fi g u res: i • F i gure C- 3 - Te st O p e r a t ing Requ irem e nts Do c umen t • F i gure C- 4 - Prep- t o-Tes t & Tes t Chec k - O f f Shee t _!

• F i gure C-5 - Ins t ru m enta ti o n Check Shee t _, • F i gure C- 6 - I n s pec ti on Check Lis t • Figu re C -7 - W or k Or d er Sam ple • Fi gure C-8 - HPTR Blad e Inspecti on Shee t , , $

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PERFOR.',t_ . I,;CE TEST S S.1 INBOUND TEST T H E FOLLO W I N , S ._CU. N C, - ¢ T c= r - T ESTING I S R E QUI R ED F OR T HE C F 6-6 T AS K !II • k I_. F E C O:_U C T_ IN THE A S O - L._TAK.'O O F6 T E ST CELL , : E N G I NE T HE TE ST IN G " ' WI TH A LIGHT%'_E!GHT 5 EL L H OUT H . M _ 'DT I LE ST .: _XDAK / . C F6 " 6 ;C C E F 'TANCE T ES T COW " LING CON FI GUR A T ION .

1. INST A LL E N GI N E I N T H E O F6 TE ST CEL L A._fO S ET UP PE R C F 6 S H O P M ANUAL, 7E - 0 O- 00 TESTIN G .

_ f 2. Cl_ C K V ARIA SL E ST AT OR V ANE S COL D RIG, BU T D O NOT ADJU S T UNLE S S V , .qV TP_ C KS OUT S ID_ _ F T EE O P EN LI. H ! T B Y : . lO RE _" fl ,_,E G E E DEGR E E DUR:._G ENGI NE O P E_ A T_0.X . NO ADJUST.U.EN T I S TO BE , % _E WIT H OU T TH E CO N_ - CURREN C E O F ASK E : (GINEEKING . !

3 . IN S T A LL INSTRD].4.E:;TATI C .'_ AS DEF!EED B_ " THE IXS T R_NEN T A T ION PL _X F OR " r r ,=.": T ASK !_.iENG I XES . :'i 4 COI _D UC T T HE F O L-v_!NG P ERFORMANCE T ES T : _ : a. PERF O R. H NOR. % _ L P RE F IRE C H._ C } : S I: ; C LUD ; NG A L EAK C HE C }'.

b. START E NGI:C E A ND S TAB I LI ZE FOR F_'_ H !,_ , _ T ESA T GROUND ID L E .

, # c. SE T THE F O LLC._q.'_G T WO S TEA D Y - S T A T E DATA P OI . _, --. S A_D T AKE F ULL D A TA R E _ . _:cGS AF T E R F OU R . H i.',_ T ES S T A B L_- ' :. AT :0X: POKER SETTling CO RRECT ED _A N S PEED SOt 7 6 , 42 % ( 26 : 3 r_m) / 7St 9 0. 11_ ( 3 09 3 rpP .. !

N OTE : PER Y OP_! F ULL FUNC T ]O ' ; AL TEST d . SLOW DECEL TO _ROU._D IDLE AND ANA'YZE THE T;_C P .... , S i , r_"- TO • _ D _TE._ Y dXE l_ TEE E: ; G_:,E C AN B_ SAFETY O P E._T-_ TD T A},EOF_ # _ PO WER W_ TH OUT EX C EEDING A:,'Y "; : : :TS (N : . EG T , V c V_. ALS6 A S CERTA IN THAT AL L .T:CS T ? . D%:. E : : TAT: C N, IN C LUDI: ; G T:.: E KE C 0_E:-,, IS F U NCTI_:CI:;G F ROPERLY.

e . S ET TH E F OLLO I ¢ING S T EA_ ' Y-ST. . _ TE DATA POI,NT S A :,_ T A} F E TWO BA C S - T O - BA C K D A T.' READIN G S A_ T IR . = OFF, ._I_.h'JTES STABI L !SA.''D.X . THE $ ENG INE S ;:. " : .? ,_E D P F: ..,': 'E_, .IT ': .,_ . ['_ C O N T INU O U3 PO,. ' ER F O K ._ M._ : ; i:.? ':40." . - .':_ .', : I_."J-ZS ? !.iZ.R TO SE ' ? TZNG THE F O L L O ; ,IX G PO I:,TS.

TA K E ON E DA_A _ K . F J _DI : : Z .: ,!:TER S : X H IN U TES .

PIODUCrlON , _ F i_ I / r e C- 3. Test O p era t ing R e qu ire nl e l|t s Doc um ol |t I ' O F P OO R QU A LITY _ , _L * O RIGINAL PAGE IS z : _ 5 i i P| ODt ' CT I ON Figu re C -3. T est Ope r a t i n g R e q u ir eme n t s D ocume n t - Co n clu d e d , _ 136 iii, . , • i , 4 _: A P PE NDIX D _ ; _ SYMBOLS AND ACRONYMS _ A4 S tage I High Pres s ure Turbi n e N o z zl e A r ea i_ A54 S ta _ e I L o w Pr e ss ure Tu r b in e N o zzle A r ea AA L Am erican Airlin e s r " A / C A i rcraft il : AC EE Ai rcraft Ener gy Eff i c i ency Pr og ram AC T Actual AD AS Au tom at i c Da t a A c qu i s i t ion Sys t em ALF Aft Loo ki ng Fo rward ASO / O A v i at i on Serv i ce Operat t on / Ont a r t o p Cal i for ni a C-A C hr om el - Alu m e l (Thermo coupl e ) C - C Copper-Constantan (Ther mo couple) i _: , CD P Co m p r e s s o r D i scharge Press u re CRF C om pressor Rear F r ame CS N Cycles Since New i • I_ CSO Cycles S in ce O verhaul C W Clockw i se D A C o Doug l a s Ai rcraft C o mpany DE LT5X D elta E xhaust Gas Te m p e ra t ure (Calculated-Indlcated) ii F A B R En g ine A sse m bl y Bu i ld Record F AC R Eng i ne Ass embly C onf i gurati o n Reco rd EC I E n gin e C ompo - an t I m pr ov e m e n t P rogr a m s EGT Exhaust Gas Tem pera t ure E GTM E xhaust Gas Te m perature M a rgi n E M U Engin e Mainte n ance Unit EPR En gi n e Pressure R at i o ES N En g ine Serial Number SYMBOLS AND A C RO N Y MS - Con tinued ;. E T AC H ig h Pr e ss u r e C ompr e s s or Ef f i c i e n c y ,:_ ' , E T A L PS Lo_ P re s sur e Syst e m Eff icie n c y _ • E TA T H i g h P r e ssur e Tu r bin e Ef f i c ien c y i_i - FAA Federal Av iati on A dmin is tra tion I " q F G L o a d Ce ll T h r ust F / N F usela g e N um ber ,, : FN at N1 N et Thrust at Co n s ta nt Fa n S pe ed FO D Fo re ign O b j ect Damage !! , FP CCM F l igh t Pla nning a n d Cr uis e C on tr o l M an u a l / I FPS Feet P er Sec o n d G E General El ectric Co m pa n y 14 GHd Gall o n s Pe r M i nute I • , HP Hi gh Pre ssu re 'i!

H P C High Pres su re Com p r e ssor i_ ; !

HP C R H ig h P r es s ur e Com p r e ssor Rotor H PC S H i gh Pre ss ure Com pres so r Stat o r , . H P T H igh Pr e ss u r e Turbin e _i HPT N High pr essur e T urb i n e N ozz le H P TR H i gh pr e s sure Turbine Ro t o r HUM Humi d i t y ID R In s tru m entat ion Data Room i L E L e ad in g Edge t LRV F u el L o wer Hea ting Va l v e LP Lo w Pres s ur e LPT LOw Pr es sur e Turb i ne L P T N L o w P ressure T urbin e N o z z le LPTR L o w Press u re Turb i ne Rotor LPTS Lo w Pressur e T u rb i n e Stat or M / C, M CT Ma x imum Continu o us Th r ust M _ X Max im um f MIN Mi nim um N1 F a n Sp ee d N IK Fan Sp ee d, C o r r e ct e d Q

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SY MBO LS AND ACRO NYMS - Continued ._ $ : : ,i , , N2 Cor e Spee d ,_ J N2K C ore S pee d , Co rrecte d _ _. NASA Nat io nal Ae ro na u t i cs and S p a ce A d minis trat ion NO.4B N um ber 4 Ball Bea ri n g '"" _ ' P49 L o w Pressu l e Tur bi ne Inlet T o tal Pressure _ PA RA S Para s t ti c s :, PBA R Bar om etric Pressure it PD S P o r ta ble D igit al Su bsy s te m , i i , . P / N Par t N um b e r . .I PPH Pounds Per Hour i PP S Pounds P er S eco n d PSO Cell Stat i c P re s sure J PS 2 Fan Inlet Static Pressure :- PS3 Compressor D i scharge Stat i c Pressure 4 ':; PSF P ounds Per Square Foot _ _ P SI A Po un ds P er S quare Inch A bsolute PSIG Pounds P er S q uare Inch Ga ug e PT2 Fan I n le t To t al P ressure R2 C oeff i c i e nt of De t er mi n ation P / O Runout R PM Re v olutions P er Minut e _ _ SFC S pecif i c Fu e l. C o ns ump t ion at Con stant Thrust SG SAM F u el S ample Spec i f i c G ravity p , ._ S EE S t andard E rror o f Estim a t e S l I nt ern atio n a l Sys t e m of Un it s ( M etr i c) SL Sea L evel SLS S e a L e v el Stati c SM, S / M Sho p M anual S / N S er i al N u mb er SP E C Spec i f i ca tio n ST A St at i on S TC Stag e T2 Am b i ent Te m perature L P SYMBOLS AND ACRONYMS - Concluded \ T3 Compressor Discharge Total Temperature '_' T51 Indicated Exhaust Gas Temperature :. T5X Calcul a t e d Exhaust Gas Temperature | TC Thermocouple !

_ " TF Fu e l T e mperature 1 !-I TFF2 Low Pressure Turbine Fl o w Function (Area) TMF T urbi ne Mid frame i 1 T / O, TO Takeoff i TRF Turbfne Re a r Frame TSAMP Fuel Sample Temperature TSN Time Since New TSO Time Since Overhaul VIDAR Data Recording System at General Electric / Ontario VSV Variable Sta t or Vane WFK Fu e l Flow Co rrected . : WFM Fu e l Flow, Main WFV Fuel Flow, Verification Delt a n Ef f i c i enc y : _ inca AA Hi croin c h, Arithmet ic Av e r a ge S ta n d a rd De via tion ' 145 i