CTC-229 Borescope Inspection

TRAINING MANUAL
CFM56-ALL
BORESCOPE INSPECTION
SEP 2003
CTC-229 Level 3
TOC
CFM56-ALL
TRAINING MANUAL
Published by CFMI
CFMI Customer Training Center

Snecma Services
Site de Melun-Montereau,
Arodrome de Villaroche
Chemin de Viercy, B.P. 1936,
77019 - Melun Cedex
FRANCE
EFFECTIVITY
ALL CFM56 ENGINES
CFMI PROPRIETARY INFORMATION
CFMI Customer Training Services

GE Aircraft Engines
Customer Technical Education Center
123 Merchant Street
Mail Drop Y2
Cincinnati, Ohio 45246
USA
GENERAL
Page 1
Issue 01
CFM56-ALL
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
ALL CFM56 ENGINES
GENERAL
Page 2
Issue 01
CFM56-ALL
TRAINING MANUAL
This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult
pertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (GE and
SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.
Therefore, None of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported
or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and
CFM International.
COPYRIGHT 1998 CFM INTERNATIONAL
EFFECTIVITY
ALL CFM56 ENGINES
GENERAL
Page 3
Issue 01
CFM56-ALL
TRAINING MANUAL
EFFECTIVITY
ALL CFM56 ENGINES
GENERAL
Page 4
Issue 01
CFM56-ALL
TRAINING MANUAL
LEXIS
EFFECTIVITY
ALL CFM56 ENGINES
LEXIS
Page 5
Issue 02
CFM56-ALL
A
A/C AIRCRAFT
AC
ALTERNATING CURRENT
ACARS
AIRCRAFT COMMUNICATION
ADRESSING and REPORTING SYSTEM
ACAU AIR CONDITIONING ACCESSORY UNIT
ACMS
AIRCRAFT CONDITION MONITORING
SYSTEM
ACS AIRCRAFT CONTROL SYSTEM
ADC AIR DATA COMPUTER
ADEPT
AIRLINE DATA ENGINE PERFORMANCE
TREND
ADIRS
AIR DATA AND INERTIAL REFERENCE
SYSTEM
ADIRU
AIR DATA AND INERTIAL REFERENCE
UNIT
AGB ACCESSORY GEARBOX
AIDS AIRCRAFT INTEGRATED DATA SYSTEM
ALF AFT LOOKING FORWARD
ALT ALTITUDE
ALTN ALTERNATE
AMB AMBIENT
AMM AIRCRAFT MAINTENANCE MANUAL
AOG AIRCRAFT ON GROUND
A/P AIRPLANE
APU AUXILIARY POWER UNIT
ARINC
AERONAUTICAL RADIO, INC.
(SPECIFICATION)
ASM AUTOTHROTTLE SERVO MECHANISM
A/T AUTOTHROTTLE
EFFECTIVITY
ALL CFM56 ENGINES
TRAINING MANUAL
ATA
ATC
ATHR
ATO
AVM
AIR TRANSPORT ASSOCIATION

AUTOTHROTTLE COMPUTER
AUTO THRUST
ABORTED TAKE OFF
AIRCRAFT VIBRATION MONITORING
B
BITE BUILT IN TEST EQUIPMENT
BMC BLEED MANAGEMENT COMPUTER
BPRV BLEED PRESSURE REGULATING VALVE
BSI BORESCOPE INSPECTION
BSV BURNER STAGING VALVE (SAC)
BSV BURNER SELECTION VALVE (DAC)
BVCS
BLEED VALVE CONTROL SOLENOID
C
C
CELSIUS or CENTIGRADE
CAS CALIBRATED AIR SPEED
CBP (HP) COMPRESSOR BLEED PRESSURE
CCDL
CROSS CHANNEL DATA LINK
CCFG
COMPACT CONSTANT FREQUENCY
GENERATOR
CCU COMPUTER CONTROL UNIT
CCW COUNTER CLOCKWISE
CDP (HP) COMPRESSOR DISCHARGE PRESSURE
CDS COMMON DISPLAY SYSTEM
CDU CONTROL DISPLAY UNIT
CFDIU
CENTRALIZED FAULT DISPLAY
INTERFACE UNIT
CFDS
CENTRALIZED FAULT DISPLAY SYSTEM
LEXIS
Page 6
Issue 02
CFM56-ALL
CFMI JOINT GE/SNECMA COMPANY (CFM
INTERNATIONAL)
CG
CENTER OF GRAVITY
Ch A channel A
Ch B channel B
CHATV
CHANNEL ACTIVE
CIP(HP)
COMPRESSOR INLET PRESSURE
CIT(HP)
COMPRESSOR INLET TEMPERATURE
cm.g CENTIMETER X GRAMS
CMC CENTRALIZED MAINTENANCE COMPUTER
CMM COMPONENT MAINTENANCE MANUAL
CMS CENTRALIZED MAINTENANCE SYSTEM
CMS CENTRAL MAINTENANCE SYSTEM
CODEP
HIGH TEMPERATURE COATING
CONT
CONTINUOUS
CPU CENTRAL PROCESSING UNIT
CRT CATHODE RAY TUBE
CSD CONSTANT SPEED DRIVE
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW
CTAI COWL THERMAL ANTI-ICING
CTEC
CUSTOMER TECHNICAL EDUCATION
CENTER
CTL CONTROL
Cu.Ni.In
COPPER.NICKEL.INDIUM
CW CLOCKWISE
D
DAC DOUBLE ANNULAR COMBUSTOR
DAMV
DOUBLE ANNULAR MODULATED VALVE
EFFECTIVITY
ALL CFM56 ENGINES
TRAINING MANUAL
DAR DIGITAL ACMS RECORDER
DC
DIRECT CURRENT
DCU DATA CONVERSION UNIT
DCV DIRECTIONAL CONTROL VALVE BOEING
DEU DISPLAY ELECTRONIC UNIT
DFCS
DIGITAL FLIGHT CONTROL SYSTEM
DFDAU
DIGITAL FLIGHT DATA ACQUISITION
UNIT
DFDRS
DIGITAL FLIGHT DATA RECORDING
SYSTEM
DISC DISCRETE
DIU DIGITAL INTERFACE UNIT
DMC DISPLAY MANAGEMENT COMPUTER
DMD DEMAND
DMS DEBRIS MONITORING SYSTEM
DMU DATA MANAGEMENT UNIT
DOD DOMESTIC OBJECT DAMAGE
DPU DIGITAL PROCESSING MODULE
DRT DE-RATED TAKE-OFF
E
EAU ENGINE ACCESSORY UNIT
EBU ENGINE BUILDUP UNIT
ECA ELECTRICAL CHASSIS ASSEMBLY
ECAM
ELECTRONIC CENTRALIZED AIRCRAFT
MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
ECU ELECTRONIC CONTROL UNIT
EE
ELECTRONIC EQUIPMENT
EEC ELECTRONIC ENGINE CONTROL
LEXIS
Page 7
Issue 02
CFM56-ALL
EFH ENGINE FLIGHT HOURS
EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM
EGT EXHAUST GAS TEMPERATURE
EHSV
ELECTRO-HYDRAULIC SERVO VALVE
EICAS
ENGINE INDICATING AND CREW
ALERTING SYSTEM
EIS ELECTRONIC INSTRUMENT SYSTEM
EIU ENGINE INTERFACE UNIT
EIVMU
ENGINE INTERFACE AND VIBRATION
MONITORING UNIT
EMF ELECTROMOTIVE FORCE
EMI ELECTRO MAGNETIC INTERFERENCE
EMU ENGINE MAINTENANCE UNIT
EPROM
ERASABLE PROGRAMMABLE READ
ONLY MEMORY
(E)EPROM (ELECTRICALLY) ERASABLE
PROGRAMMABLE READ ONLY MEMORY
ESN ENGINE SERIAL NUMBER
ETOPS
EXTENDED TWIN OPERATION SYSTEMS
EWD/SD
ENGINE WARNING DISPLAY / SYSTEM
DISPLAY
F
F
FARENHEIT
FAA FEDERAL AVIATION AGENCY
FADEC
FULL AUTHORITY DIGITAL ENGINE
CONTROL
FAR FUEL/AIR RATIO
FCC FLIGHT CONTROL COMPUTER
FCU FLIGHT CONTROL UNIT
EFFECTIVITY
ALL CFM56 ENGINES
TRAINING MANUAL
FDAMS
FLIGHT DATA ACQUISITION &
MANAGEMENT SYSTEM
FDIU FLIGHT DATA INTERFACE UNIT
FDRS
FLIGHT DATA RECORDING SYSTEM
FDU FIRE DETECTION UNIT
FEIM FIELD ENGINEERING INVESTIGATION MEMO
FF
FUEL FLOW (see Wf) -7B
FFCCV
FAN FRAME/COMPRESSOR CASE
VERTICAL (VIBRATION SENSOR)
FI
FLIGHT IDLE (F/I)
FIM FAULT ISOLATION MANUAL
FIN FUNCTIONAL ITEM NUMBER
FIT
FAN INLET TEMPERATURE
FLA FORWARD LOOKING AFT
FLX TO
FLEXIBLE TAKE-OFF
FMC FLIGHT MANAGEMENT COMPUTER
FMCS
FLIGHT MANAGEMENT COMPUTER
SYSTEM
FMGC
FLIGHT MANAGEMENT AND GUIDANCE
COMPUTER
FMGEC
FLIGHT MANAGEMENT AND GUIDANCE
ENVELOPE COMPUTER
FMS FLIGHT MANAGEMENT SYSTEM
FMV FUEL METERING VALVE
FOD FOREIGN OBJECT DAMAGE
FPA FRONT PANEL ASSEMBLY
FPI FLUORESCENT PENETRANT INSPECTION
FQIS FUEL QUANTITY INDICATING SYSTEM
FRV FUEL RETURN VALVE
FWC FAULT WARNING COMPUTER
LEXIS
Page 8
Issue 02
CFM56-ALL
FWD FORWARD
G
g.in GRAM X INCHES
GE
GENERAL ELECTRIC
GEAE
GENERAL ELECTRIC AIRCRAFT
ENGINES
GEM GROUND-BASED ENGINE MONITORING
GI
GROUND IDLE (G/I)
GMM GROUND MAINTENANCE MODE
GMT GREENWICH MEAN TIME
GND GROUND
GPH GALLON PER HOUR
GPU GROUND POWER UNIT
GSE GROUND SUPPORT EQUIPMENT
H
HCF HIGH CYCLE FATIGUE
HCU HYDRAULIC CONTROL UNIT
HDS HORIZONTAL DRIVE SHAFT
HMU HYDROMECHANICAL UNIT
HP
HIGH PRESSURE
HPC HIGH PRESSURE COMPRESSOR
HPCR
HIGH PRESSURE COMPRESSOR
ROTOR
HPRV
HIGH PRESSURE REGULATING VALVE
HPSOV
HIGH PRESSURE SHUT-OFF VALVE
HPT HIGH PRESSURE TURBINE
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
EFFECTIVITY
ALL CFM56 ENGINES
TRAINING MANUAL
HPTC
HIGH PRESSURE TURBINE CLEARANCE
HPTCCV
HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVE
HPTN
HIGH PRESSURE TURBINE NOZZLE
HPTR
HIGH PRESSURE TURBINE ROTOR
Hz
HERTZ (CYCLES PER SECOND)
I
I/O
INPUT/OUTPUT
IAS INDICATED AIR SPEED
ID
INSIDE DIAMETER
ID PLUG
IDENTIFICATION PLUG
IDG INTEGRATED DRIVE GENERATOR
IFSD IN FLIGHT SHUT DOWN
IGB INLET GEARBOX
IGN IGNITION
IGV INLET GUIDE VANE
in.
INCH
IOM INPUT OUTPUT MODULE
IPB ILLUSTRATED PARTS BREAKDOWN
IPC ILLUSTRATED PARTS CATALOG
IPCV INTERMEDIATE PRESSURE CHECK VALVE
IPS INCHES PER SECOND
IR
INFRA RED
K
K
k
KIAS
kV
KELVIN
X 1000
INDICATED AIR SPEED IN KNOTS
KILOVOLTS
LEXIS
Page 9
Issue 02
CFM56-ALL
Kph
KILOGRAMS PER HOUR
L
L
LEFT
L/H LEFT HAND
lbs. POUNDS, WEIGHT
LCD LIQUID CRYSTAL DISPLAY
LCF LOW CYCLE FATIGUE
LE (L/E)
LEADING EDGE
LGCIU
LANDING GEAR CONTROL INTERFACE
UNIT
LP
LOW PRESSURE
LPC LOW PRESSURE COMPRESSOR
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
LPTC LOW PRESSURE TURBINE CLEARANCE
LPTN LOW PRESSURE TURBINE NOZZLE
LPTR LOW PRESSURE TURBINE ROTOR
LRU LINE REPLACEABLE UNIT
LVDT LINEAR VARIABLE DIFFERENTIAL
TRANSFORMER
M
mA
MILLIAMPERES (CURRENT)
MCD MAGNETIC CHIP DETECTOR
MCDU
MULTIPURPOSE CONTROL AND
DISPLAY UNIT
MCL MAXIMUM CLIMB
MCR MAXIMUM CRUISE
EFFECTIVITY
ALL CFM56 ENGINES
TRAINING MANUAL
MCT MAXIMUM CONTINUOUS
MDDU
MULTIPURPOSE DISK DRIVE UNIT
MEC MAIN ENGINE CONTROL
milsD.A.
Mils DOUBLE AMPLITUDE
mm. MILLIMETERS
MMEL
MAIN MINIMUM EQUIPMENT LIST
MO AIRCRAFT SPEED MACH NUMBER
MPA MAXIMUM POWER ASSURANCE
MPH MILES PER HOUR
MTBF
MEAN TIME BETWEEN FAILURES
MTBR
MEAN TIME BETWEEN REMOVALS
mV
MILLIVOLTS
Mvdc MILLIVOLTS DIRECT CURRENT
N
N1 (NL)
LOW PRESSURE ROTOR ROTATIONAL
SPEED
N1* DESIRED N1
N1ACT
ACTUAL N1
N1CMD
COMMANDED N1
N1DMD
DEMANDED N1
N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
N2 (NH)
HIGH PRESSURE ROTOR ROTATIONAL
SPEED
N2* DESIRED N2
ACTUAL N2
N2ACT
N2K CORRECTED CORE SPEED
N/C NORMALLY CLOSED
N/O NORMALLY OPEN
LEXIS
Page 10
Issue 02
CFM56-ALL
NAC NACELLE
NVM NON VOLATILE MEMORY
O
OAT OUTSIDE AIR TEMPERATURE
OD
OUTLET DIAMETER
OGV OUTLET GUIDE VANE
OSG OVERSPEED GOVERNOR
OVBD
OVERBOARD
OVHT
OVERHEAT
P
Pb
BYPASS PRESSURE
Pc
REGULATED SERVO PRESSURE
Pcr CASE REGULATED PRESSURE
Pf
HEATED SERVO PRESSURE
P/T25 HP COMPRESSOR INLET TOTAL AIR
PRESSURE/TEMPERATURE
P/N PART NUMBER
P0
AMBIENT STATIC PRESSURE
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE
PCU PRESSURE CONVERTER UNIT
PLA POWER LEVER ANGLE
PMC POWER MANAGEMENT CONTROL
PMUX
PROPULSION MULTIPLEXER
PPH POUNDS PER HOUR
PRSOV
PRESSURE REGULATING SERVO VALVE
Ps
PUMP SUPPLY PRESSURE
PS12 FAN INLET STATIC AIR PRESSURE
EFFECTIVITY
ALL CFM56 ENGINES
TRAINING MANUAL
PS13 FAN OUTLET STATIC AIR PRESSURE
PS3HP
COMPRESSOR DISCHARGE STATIC AIR
PRESSURE (CDP)
PSI POUNDS PER SQUARE INCH
PSIA POUNDS PER SQUARE INCH ABSOLUTE
PSID POUNDS PER SQUARE INCH DIFFERENTIAL
psig POUNDS PER SQUARE INCH GAGE
PSM POWER SUPPLY MODULE
PSS (ECU) PRESSURE SUB-SYSTEM
PSU POWER SUPPLY UNIT
PT
TOTAL PRESSURE
PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
FLOW)
PT25 HPC TOTAL INLET PRESSURE
Q
QAD
QEC
QTY
QWR
QUICK ATTACH DETACH

QUICK ENGINE CHANGE
QUANTITY
QUICK WINDMILL RELIGHT
R
R/H RIGHT HAND
RAC/SB
ROTOR ACTIVE CLEARANCE/START
BLEED
RACC
ROTOR ACTIVE CLEARANCE CONTROL
RAM RANDOM ACCESS MEMORY
RCC REMOTE CHARGE CONVERTER
RDS RADIAL DRIVE SHAFT
RPM REVOLUTIONS PER MINUTE
LEXIS
Page 11
Issue 02
CFM56-ALL
RTD RESISTIVE THERMAL DEVICE
RTO REFUSED TAKE OFF
RTV ROOM TEMPERATURE VULCANIZING
(MATERIAL)
RVDT ROTARY VARIABLE DIFFERENTIAL
TRANSFORMER
S
S/N SERIAL NUMBER
S/R SERVICE REQUEST
S/V SHOP VISIT
SAC SINGLE ANNULAR COMBUSTOR
SAR SMART ACMS RECORDER
SAV STARTER AIR VALVE
SB
SERVICE BULLETIN
SCU SIGNAL CONDITIONING UNIT
SDAC
SYSTEM DATA ACQUISITION
CONCENTRATOR
SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF
ARINC SPEC)
SDU SOLENOID DRIVER UNIT
SER SERVICE EVALUATION REQUEST
SFC SPECIFIC FUEL CONSUMPTION
SFCC
SLAT FLAP CONTROL COMPUTER
SG
SPECIFIC GRAVITY
SLS SEA LEVEL STANDARD (CONDITIONS : 29.92
in.Hg / 59F)
SLSD SEA LEVEL STANDARD DAY (CONDITIONS :
29.92 in.Hg / 59F)
SMM STATUS MATRIX
EFFECTIVITY
ALL CFM56 ENGINES
TRAINING MANUAL
SMP SOFTWARE MANAGEMENT PLAN
SN
SERIAL NUMBER
SNECMA
SOCIETE NATIONALE DETUDE ET DE
CONSTRUCTION DE MOTEURS DAVIATION
SOL SOLENOID
SOV SHUT-OFF VALVE
STP STANDARD TEMPERATURE AND PRESSURE
SVR SHOP VISIT RATE
SW SWITCH BOEING
SYS SYSTEM
T
T oil OIL TEMPERATURE
T/C THERMOCOUPLE
T/E TRAILING EDGE
T/O TAKE OFF
T/R THRUST REVERSER
T12 FAN INLET TOTAL AIR TEMPERATURE
T25 HP COMPRESSOR INLET AIR TEMPERATURE
T3
HP COMPRESSOR DISCHARGE AIR
TEMPERATURE
T49.5 EXHAUST GAS TEMPERATURE
T5
LOW PRESSURE TURBINE DISCHARGE TOTAL
AIR TEMPERATURE
TAI
THERMAL ANTI ICE
TAT TOTAL AIR TEMPERATURE
TBC THERMAL BARRIER COATING
TBD TO BE DETERMINED
TBO TIME BETWEEN OVERHAUL
TBV TRANSIENT BLEED VALVE
LEXIS
Page 12
Issue 02
CFM56-ALL
TC(TCase) HP TURBINE CASE TEMPERATURE
TCC TURBINE CLEARANCE CONTROL
TCCV TURBINE CLEARANCE CONTROL VALVE
TCJ TEMPERATURE COLD JUNCTION
T/E TRAILING EDGE
TECU
ELECTRONIC CONTROL UNIT INTERNAL
TEMPERATURE
TEO ENGINE OIL TEMPERATURE
TGB TRANSFER GEARBOX
Ti
TITANIUM
TLA THROTTLE LEVER ANGLE AIRBUS
TLA THRUST LEVER ANGLE BOEING
TM
TORQUE MOTOR
TMC TORQUE MOTOR CURRENT
T/O TAKE OFF
TO/GA
TAKE OFF/GO AROUND
T/P TEMPERATURE/PRESSURE SENSOR
TPU TRANSIENT PROTECTION UNIT
TR
TRANSFORMER RECTIFIER
TRA THROTTLE RESOLVER ANGLE AIRBUS
TRA THRUST RESOLVER ANGLE BOEING
TRDV THRUST REVERSER DIRECTIONAL VALVE
TRF TURBINE REAR FRAME
TRPV THRUST REVERSER PRESSURIZING VALVE
TSI TIME SINCE INSTALLATION (HOURS)
TSN TIME SINCE NEW (HOURS)
TTL TRANSISTOR TRANSISTOR LOGIC
TRAINING MANUAL
UTC UNIVERSAL TIME CONSTANT
V
VAC
VBV
VDC
VDT
VIB
VLV
VRT
VSV
VOLTAGE, ALTERNATING CURRENT

VARIABLE BLEED VALVE
VOLTAGE, DIRECT CURRENT
VARIABLE DIFFERENTIAL TRANSFORMER
VIBRATION
VALVE
VARIABLE RESISTANCE TRANSDUCER
VARIABLE STATOR VANE
W
WDM
Wf
WFM
WOW
WTAI
WATCHDOG MONITOR
WEIGHT OF FUEL OR FUEL FLOW
WEIGHT OF FUEL METERED
WEIGHT ON WHEELS
WING THERMAL ANTI-ICING
U
UER UNSCHEDULED ENGINE REMOVAL
EFFECTIVITY
ALL CFM56 ENGINES
LEXIS
Page 13
Issue 02
CFM56-ALL
TRAINING MANUAL
IMPERIAL / METRIC CONVERSIONS
METRIC / IMPERIAL CONVERSIONS
1 mile
1 ft
1 in.
1 mil.
1,609 km
30,48 cm
25,4 mm
25,4
1 km
1m
1 cm
1 mm
1 sq.in.
6,4516 cm
1 m = 10.76 sq. ft.

1 cm = 0.155 sq.in.
1 USG
1 cu.in.
=
=
3,785 l (dm)
16.39 cm
1 m = 35.31 cu. ft.

1 dm = 0.264 USA gallon
1 cm = 0.061 cu.in.
1 lb.
=
=
=
=
= 0.454 kg
1 kg
= 0.621 mile
= 3.281 ft. or 39.37 in.
= 0.3937 in.
= 39.37 mils.
= 2.205 lbs
1 psi. = 6.890 kPa
1 Pa = 1.45 10-4 psi.

1 kPa = 0.145 psi
1 bar = 14.5 psi
= 1.8 x C + 32
EFFECTIVITY
ALL CFM56 ENGINES
= ( F - 32 ) /1.8
LEXIS
Page 14
Issue 02
CFM56-ALL
TRAINING MANUAL
TABLE OF CONTENTS
EFFECTIVITY
ALL CFM56 ENGINES
CONTENTS
BORESCOPE
INSPECTION
Page 15
Sep 03
CFM56-ALL
SECTION
PAGE
TRAINING MANUAL
SECTION
PAGE
LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
BASIC ENGINE PARTICULARS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
INSPECTION OF FAN AND BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
INSPECTION OF HIGH PRESSURE COMPRESSOR. . . . . . . . . . . . . . . . 91
INSPECTION OF COMBUSTOR SECTION . . . . . . . . . . . . . . . . . . . . . . . 103
INSPECTION OF HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . 127
INSPECTION OF LOW PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . 147
APPENDIX : NUMBER OF BLADES PER ROTOR . . . . . . . . . . . . . . . . . 157
SERVICE BULLETINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
EFFECTIVITY
ALL CFM56 ENGINES
CONTENTS
BORESCOPE
INSPECTION
Page 16
Sep 03
CFM56-ALL
TRAINING MANUAL
INTRODUCTION
EFFECTIVITY
ALL CFM56 ENGINES
TOC
INTRODUCTION
Page 17
Sep 03
CFM56-ALL
TRAINING MANUAL
ON CONDITION MAINTENANCE
CFM56 engines use a maintenance concept called On
Condition Maintenance. This means that engines have
no periodic overhaul schedules and can remain installed
under the wing until something important occurs, or when
lifetime limits of parts are reached.
For this reason, to monitor and maintain the health of an
engine, different tools are available.
Engine performance trend monitoring.
To evaluate engine deterioration over a period of time,
certain engine parameters, such as gas temperature,
are recorded and compared to those initially observed
at engine installation on the aircraft. Any abnormalities
can be immediately identified and further investigation
initiated.
For troubleshooting, record and report the following
engine and aircraft data as soon as engine and records
are available for initial inspection.
- Hours since engine last used.
- Flight data prior to, during, and after the event.
- Hours since last shop visit.
- Service Bulletin compliance.
- Pilots report of the event.
- Condition of engine inlet.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
- Any obvious incidents that may have contributed to,

or immediately preceded, an event.
Lubrication particles analysis.
Lubrication oil circulating in the engine is filtered, and
large, visible-to-the-eye particles (larger than 10 microns)
are collected in filters and magnetic chip detectors, for
visual inspection. Analysis of these particles, that usually
indicate worn or broken engine parts, may show that the
internal parts of the engine have to be inspected in detail.
Engine vibration monitoring system.
Sensors located in various positions in the engine, send
vibration values to the on-board monitoring system. When
vibration values are excessive, the data recorded can be
used to take remedial balancing action.
Borescope inspection.
To visually check the condition of engine internal parts
that are not easily accessible, borescope probes can be
inserted through various ports that are located on the
engine outer casing.
INTRODUCTION
Page 18
Sep 03
CFM56-ALL
CTC-229-001-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
INTRODUCTION
Page 19
Sep 03
CFM56-ALL
TRAINING MANUAL
SCHEDULED / UNSCHEDULED INSPECTION

These are the 2 basic types of borescope inspections.
- Scheduled inspection
- Unscheduled inspection
Scheduled
The purpose of the scheduled inspection is to inspect
for defects inside the engine at regular time intervals,
depending on :
- the Maintenance Review Board (MRB)
- the Maintenance Planning Document (MPD).
A scheduled inspection is performed on specific areas of
the engine to assess its condition.
If no defects are found, the engine is serviceable.
If defects are found, refer to the AMM to find out if the
engine is serviceable, with or without cycle limitations.
Unscheduled
The purpose of the unscheduled inspection is to find
defects inside the engine at abnormal time intervals, or
after an engine event, such as FOD, hot start, overspeed,
vibration, etc...
If an engine experiences such a problem, it may have to
be inspected to ascertain internal defects.
During an unscheduled inspection, all areas of the engine
may be inspected.
As a supplement refer to the NDTM. The AMM, engine
section, special inspection, will list the engine events and
which inspection ports must be used by the inspector.
As a supplement, refer to the Non Destructive Test

Manual (NDTM). In the On Condition paragraph of each
engine section, there is a list of possible defects.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
INTRODUCTION
Page 20
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-003-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
INTRODUCTION
Page 21
Sep 03
CFM56-ALL
TRAINING MANUAL
EFFECTIVITY
ALL CFM56 ENGINES
TOC
INTRODUCTION
Page 22
Sep 03
CFM56-ALL
TRAINING MANUAL
BASIC ENGINE PARTICULARS
EFFECTIVITY
ALL CFM56 ENGINES
TOC
BASIC ENGINE
PARTICULARS
Page 23
Sep 03
CFM56-ALL
TRAINING MANUAL
CFM56 MAIN CHARACTERISTICS

CFM56 engines consist of two independent rotating
systems:
- The low pressure system, with a rotational speed
designated N1.
- The high pressure system, with a rotational speed
designated N2.
Type of engine
Turbo fan
Arrangement
Two spool axial flow
Rotation
Clockwise (ALF)
Fan & Booster Module

Fan
(-2, -3, -5A, -7B) :
Booster
(-5B, -5C) :
Booster
Stage 1
Stages 2 to 4
Stages 2 to 5
(ALL) :
High Pressure Compressor (HPC) Module
Combustor Section
(-2, -3, -5A, -5C) :
Annular SAC
(-5B, -7B) :
Annular SAC (option DAC)
(ALL) :
High Pressure Turbine (HPT) Module
Stage 1
Low Pressure Turbine (LPT) Module
(-2, -3, -5A, -5B, -7B) :
Stages 1 to 4
(-5C) :
Stages 1 to 5
(ALL) :
Accessory Drive Module
Inlet Gearbox (IGB)
Transfer Gearbox (TGB)
Accessory Gearbox (AGB)
Stages 1 to 9
EFFECTIVITY
ALL CFM56 ENGINES
TOC
BASIC ENGINE
PARTICULARS
Page 24
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-004-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
BASIC ENGINE
PARTICULARS
Page 25
Sep 03
CFM56-ALL
TRAINING MANUAL
FAN AND BOOSTER

(ALL) :
After entering the air inlet cowl, the total engine airflow
passes through fan rotor blades, which form stage 1 of
the low pressure compressor (LPC).
Most of the airflow (secondary), is ducted overboard
through Outlet Guide Vanes (OGVs). The remaining
airflow (primary), is directed through a booster, where it
is pressurized.
(-5B, -5C) :
The booster has 4 stages: stage 2 to stage 5.
(-2, -3, -5A, -7B) :
The booster has 3 stages: stage 2 to stage 4.
(ALL) :
The OGV assembly consists of vanes and an inner
shroud. A splitter fairing separates the primary and
secondary airflows.
Booster stator.
The stator assembly consists of vanes and inner & outer
shrouds. All vane stages are bolted together.
The shrouds have abradable material, which faces
rotating parts.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
Booster spool rotating air seals rub against the inner

shroud, and rotor blades rub against the outer shrouds.
Booster rotor.
The booster rotor consists of a booster spool mounted
on the rear of the fan disk. The blades are installed in
circumferential dovetail slots.
(-5A, -5B, -5C, -7B) :
Each stage has 2 blade locks to ensure the blades are
retained and prevented from rotating in the slot. The
position of the locks is shifted between stages.
Borescope ports.
(-2, -3, -5A, -7B) :
At approx. the 3:30 clock position, there is an unplugged
hole S0, through the OGV inner shroud, at the stage 3
vane assembly.
(-5B, -5C) :
At approx. the 3:30 clock position, there are 2 unplugged
holes, S03 and S05, through the OGV inner shroud.
S03 is located at the stage 3 vane assembly, and S05 at
the stage 5 vane assembly.
BASIC ENGINE
PARTICULARS
Page 26
Sep 03
CFM56-ALL
TRAINING MANUAL
FAN AND BOOSTER
CTC-229-005-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
BASIC ENGINE
PARTICULARS
Page 27
Sep 03
CFM56-ALL
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (HPC)

(ALL) :
The HPC is a 9-stage compressor mounted between the
fan frame and the combustor case.
It consists of a rotor and front and rear stators.
Front stator.
The front stator is constructed with upper and lower
cases bolted together at their split-line flanges.
It consists of :
- the inlet guide vanes (IGVs).
- the variable stator vanes (VSVs), stages 1, 2 and 3.
- the fixed stator vanes stages 4 and 5.
The case has internal machined circumferential slots that

hold the fixed vanes of stages 6, 7 and 8. The vanes are
assembled into segments.
Fixed vane stage 9 is part of the combustion case.
Rotor.
The stage 1-2 spool is mounted on the rotor shaft. It has
individual axial blade slots and inter-stage labyrinth seals.
The stage 3 disk supports the stage 4-9 spool and also
has individual axial blade slots.
The IGVs and VSVs stages 1, 2 and 3 are installed

individually through the case.
The stage 4-9 spool is bolted onto the stage 3 disk. It

has circumferential dovetail blade grooves and inter-stage
labyrinth seals.
There are 2 circumferential slots machined inside the

front stator case to hold fixed vane stages 4 and 5. The
vanes are assembled into segments.
Each stage on the 4-9 spool has 2 blade locks to

immobilize the blades. Their position is shifted between
stages for balancing purposes.
Rear stator.
The rear stator case is made up of two halves bolted
together at their split-line flanges. It is installed inside the
front stator casing.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
BASIC ENGINE
PARTICULARS
Page 28
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-006-00
EFFECTIVITY
TOC
BASIC ENGINE
PARTICULARS
ALL CFM56 ENGINES
Page 29
Sep 03
CFM56-ALL
TRAINING MANUAL
THE HIGH PRESSURE COMPRESSOR (HPC)

(ALL) :
Borescope ports.
There are 9 plugged borescope ports on the lower stator
case, at approximately the 5 oclock position, and they
are numbered S1 thru S9, where S1 is the most forward.
Special tools.
Deep-well socket.
In case the shaft of borescope plugs S7, S8 or S9
breaks, remove the inner plug with a deep-well socket,
using the six flats at the end of the shaft.
Ports S1, S3, S5, and S6 have a 10mm diameter.

Ports S2, S4, S7, S8 and S9 have an 8mm diameter.
S7, S8 and S9 plugs have a particular design. They are
double plugs.
IMPORTANT : WHEN RE-INSTALLING PLUGS S7, S8

OR S9, BE SURE TO APPLY THE RECOMMENDED
LUBRICANT TO THE THREADS AND CAREFULLY
FOLLOW THE TORQUING PROCEDURES IN
THE AMM .
CAUTION: MAKE SURE TO FOLLOW THE

PROCEDURE IN THE AIRCRAFT MAINTENANCE
MANUAL (AMM) WHEN YOU REMOVE PLUGS S7, S8
AND S9.
The inner thread engages the HPC rear stator case,
while the outer thread is tightened on the HPC case.
A spring-loaded system enables the outer plug to drive
the inner plug.
Both inner and outer plugs have specific torque values.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
BASIC ENGINE
PARTICULARS
Page 30
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-007-00
EFFECTIVITY
TOC
BASIC ENGINE
PARTICULARS
ALL CFM56 ENGINES
Page 31
Sep 03
CFM56-ALL
TRAINING MANUAL
COMBUSTOR SECTION
(ALL) :
The combustor section, consisting of the combustion
case and chamber, is located between the HPC and the
LPT.
It produces the necessary energy to drive the turbine
rotors.
Fuel, supplied by 20 fuel nozzles around the combustion
case, is mixed with air from the HPC and ignited by 2
igniter plugs, which are at the 4 and 8 oclock positions.
The front face of the combustor is attached to the rear of
the HPC and its rear face is bolted onto the LPT module
front flange.
The rear part of the combustor houses the HPT module
and the stage 1 LPT nozzle.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
Single Annular Combustor (SAC).

The combustion chamber is housed in the combustion
case and is installed between the HPC stator stage 9 and
the HPT nozzle.
The combustion chamber consists of :
- The dome, which supports the fuel nozzles, sleeves
and deflectors.
- The outer and inner cowls, which are bolted to the
outer and inner liners and the dome.
- The outer and inner liners, which are designed with
panel overhangs containing closely spaced holes
for film cooling.
BASIC ENGINE
PARTICULARS
Page 32
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-008-00
EFFECTIVITY
ALL CFM56 ENGINES
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BASIC ENGINE
PARTICULARS
Page 33
Sep 03
CFM56-ALL
TRAINING MANUAL
COMBUSTOR SECTION
(-5B, -7B) :
Double Annular Combustor (DAC).
The combustion case has 20 double-tip fuel nozzles
mounting pads and accommodates 3 fuel supply
manifolds.
The combustion chamber is a short, conical structure
with a double burner and is contained in the combustion
case.
The Double Annular Combustor has an outer dome,
known as pilot, and an inner dome, known as main.
The DAC consists of :
- outer and inner liners.
- cowl.
- centerbody.
- 20 pilot swirl cups.
- 20 main swirl cups.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
The outer and inner liners are designed with panel

overhangs which have closely spaced holes providing
air film cooling. Both inner and outer liners are thermal
barrier coated.
The cowl forms the front end of the combustor and is
scalloped to allow passage for HPC delivery air and for
fuel nozzles installation.
The centerbody separates the pilot area from the main
area. There are 40 centerbodies that are a cast part,
which is cooled through film air cooling holes and internal
heat transfer is increased by fins.
Each swirl cup consists of a primary and a secondary
swirl nozzle. They force the air to rotate in opposite
directions for efficient mixing of air with fuel.
BASIC ENGINE
PARTICULARS
Page 34
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-009-00
EFFECTIVITY
TOC
BASIC ENGINE
PARTICULARS
ALL CFM56 ENGINES
Page 35
Sep 03
CFM56-ALL
TRAINING MANUAL
COMBUSTOR SECTION
(ALL) :
Borescope ports.
There are 4 borescope ports located around the
combustor case to enable inspection of the combustion
chamber.
The ports are numbered S12 to S15 and accommodate a
simple plug with a hexagonal head.
Ports S12, S13, S14 and S15 have a 10mm diameter.
Two other ports are available using the spark igniter ports
S10 and S11, which also have a 10mm diameter.
Refer to the AMM for removal procedures.
(-5B, -7B) :
The DAC combustion chamber has an extra port, S14.5,
at approximately the 9 oclock position.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
BASIC ENGINE
PARTICULARS
Page 36
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-010-00
EFFECTIVITY
TOC
BASIC ENGINE
PARTICULARS
ALL CFM56 ENGINES
Page 37
Sep 03
CFM56-ALL
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (HPT) & STAGE 1

LPT NOZZLE
(ALL) :
The HPT converts the kinetic energy of gasses from the
combustion chamber into torque to drive the HPC and it
is housed in the combustion case.
It is a single-stage assembly that consists of :
- the HPT nozzle.
- the HPT rotor.
- the HPT shroud and stage 1 LPT nozzle.
The HPT shroud and stage 1 LPT nozzle assembly forms

the connection between the core section and the LPT
module.
Stage 1 LPT nozzle is housed within the combustion
case, and consists of an assembly of vane sectors. It
features trailing edge slots for cooling purposes.
The HPT nozzle is made up of segments which consist of

vanes brazed onto inner and outer platforms.
The forward inner and outer platforms are pushed by
springs against the combustion case inner and outer
liners. The vanes rear outer platforms are pushed against
the shroud support by spring-loaded clips.
The HPT rotor is a single stage assembly housed in the
combustion case and consists of individual replaceable
blades with dovetail roots that slide into slots on the outer
rim of a disk.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
BASIC ENGINE
PARTICULARS
Page 38
Sep 03
CFM56-ALL
TRAINING MANUAL
THE HPT & STAGE 1 LPT NOZZLE
CTC-229-011-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
BASIC ENGINE
PARTICULARS
Page 39
Sep 03
CFM56-ALL
TRAINING MANUAL
THE HIGH PRESSURE TURBINE (HPT) & STAGE 1

LPT NOZZLE
(ALL) :
Borescope ports.
The HPT section / stage 1 LPT nozzle borescope ports
are located around the combustor case.
(-2, -3, -5A) :
They are numbered S17 and S18.
(-5B, 5C, -7B) :
They are numbered S16 and S17.
(ALL) :
Having an 8 mm diameter, they accommodate long
spring-loaded plugs with hexagonal heads, and can be
used to inspect the blades trailing edges.
Blades leading edges can be viewed through combustion
chamber ports S12 thru S15.
(-2, -3, -5A) :
CAUTION : DO NOT MIX PLUGS S17 & S18 WITH
PLUGS S12 TO S15. INSTALLING THEM IN THE
WRONG PLACE MAY CAUSE ENGINE DAMAGE.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
(-5B, 5C, -7B) :

CAUTION : DO NOT MIX PLUGS S16 & S17 WITH
PLUGS S12 TO S15. INSTALLING THEM IN THE
WRONG PLACE MAY CAUSE ENGINE DAMAGE.
(ALL) :
Ports S10 and S11 correspond to the igniter plugs and
can be used to look at the HPT front sections.
They have a 10mm diameter.
Refer to the AMM for igniter plugs removal procedure.
Because of their location, HPT blades cannot be
inspected with a rigid probe. Use a flexible probe with a
guide tube, and pass through the combustion chamber
and HPT nozzles, to access the HPT blades.
BASIC ENGINE
PARTICULARS
Page 40
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-012-00
EFFECTIVITY
TOC
BASIC ENGINE
PARTICULARS
ALL CFM56 ENGINES
Page 41
Sep 03
CFM56-ALL
TRAINING MANUAL
THE LOW PRESSURE TURBINE (LPT)

The LPT drives the fan and booster through the LPT
shaft. The LPT rotor/stator has:
(-2, -3, -5A, -5B, -7B) : 4 stages
(-5C) : 5 stages.
(ALL) :
It is located between the HPT and the turbine frame.
Its front flange is mounted on the rear flange of the
combustion module.
There is an aluminization coating on:
(-2, -3, -5A) : rotor stg 1 (-5B, -5C, -7B) : rotor stg 1 & 2.
(ALL) :
On all stages, each blade tip shroud has 2 seal teeth for
air sealing, and 3 of the blades have hard-coated tips
to rub against honeycomb material on the stator seal
segments.
Borescope ports.
The LPT borescope ports are located on the combustion
case and around the LPT case at approximately:
(-5A, -5B, -5C, -7B) 5 and 8 oclock (-2, -3) 3, 5 and 8
oclock.
(-2, -3, -5A) :
5 ports are available to inspect the LPT.
They are designated S17, S18 ( stage 1), S20 (stage 2),
S21 (stage 3) and S22 (stage 4).
EFFECTIVITY
ALL CFM56 ENGINES
TOC
(-5B, -7B) :
S19 (stage 3) and S20 (stage 4).
(-5C) :
S19 (stage 3), S20 (stage 4) and S21 (stage 5).
(ALL) :
Stg 1 ports have an 8 mm diameter, and long plugs with
hexagonal heads.
(-2, -3, -5A, -5B, -7B) :
Stages 2 to 4 ports have a 10mm diameter, and are fitted
with (-2, -3, -5A) short plugs with hexagonal heads locked
with wire (-5B, -7B) short self-locking plugs with socket
cylindrical socket heads.
(-5C) :
Stages 2 to 5 ports have a 10mm diameter, and are fitted
with short plugs with hexagonal heads locked with wire.
(ALL) :
CAUTION: DO NOT MIX SHORT AND LONG PLUGS
BETWEEN PORTS. ENGINE DAMAGE MAY OCCUR.
BASIC ENGINE
PARTICULARS
Page 42
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-013-00
EFFECTIVITY
TOC
BASIC ENGINE
PARTICULARS
ALL CFM56 ENGINES
Page 43
Sep 03
CFM56-ALL
TRAINING MANUAL
ACCESSORY DRIVE SYSTEM

(ALL) :
At engine start, the accessory drive system transmits
external power from the engine air starter to drive the
core engine.
When the engine is running, the accessory drive system
extracts part of the core engine power and transmits it
through a series of gearboxes and shafts in order to drive
the engine and aircraft accessories.
(-2) :
For maintenance tasks, the core can be turned manually
through a handcranking pad on left side of the TGB.
(-3, -5A, -5B, -5C, -7B) :
For maintenance tasks, the core can be turned manually
through a handcranking pad on the front face of the AGB.
(-2, -5A, -5B, -5C) :

The accessory drive system is located at 6 oclock and
consists of the following components:
(-3, -7B) :
The accessory drive system is located at 9 oclock
and consists of the following components:
(ALL) :
- The Inlet Gearbox (IGB), that takes power from the
HPC front shaft.
- The Radial Drive Shaft (RDS), that transmits the
power to the Transfer Gearbox.
- The Transfer Gearbox (TGB), which redirects the
torque.
- The Horizontal Drive Shaft (HDS), that transmits
power from the TGB to the Accessory Gearbox.
- The Accessory Gearbox (AGB), that supports and
drives both engine and aircraft accessories.
EFFECTIVITY
ALL CFM56 ENGINES
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BASIC ENGINE
PARTICULARS
Page 44
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-014-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
BASIC ENGINE
PARTICULARS
Page 45
Sep 03
CFM56-ALL
TRAINING MANUAL
EFFECTIVITY
ALL CFM56 ENGINES
TOC
BASIC ENGINE
PARTICULARS
Page 46
Sep 03
CFM56-ALL
TRAINING MANUAL
REQUIREMENTS
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 47
Sep 03
CFM56-ALL
TRAINING MANUAL
BORESCOPE ACCESS LIMITATIONS

(ALL) :
There are two limitation factors that have to be
considered when preparing for borescope inspection on
CFM56 engines.
These considerations are :
- the size of the borescope probe to be inserted into
the engine.
- the temperatures of the engine parts at each
inspection port.
The purpose of having probe size and temperature
limitations is to prevent damage to the borescope
equipment.
Without size limitations a probe could be lodged, or
seized in a borescope port during installation, or removal.
The use of temperature limitations prevents melting, or
heat distortion, of a borescope probe, if it is inserted
into a hot engine. Without these limitations there can be
subsequent deformation of borescope probes, excessive
replacement/repair costs of equipment, and even Foreign
Object Damage (FOD) to the engine itself.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 48
Sep 03
CFM56-ALL
ENGINE
LOCATION
BOOSTER
HPC CASE
PORT No.
-2/-3/-5A
-5B/-5C
-7B
S0
S03
S0
TRAINING MANUAL
PORT SIZE
(MM)
WRENCH
SIZE
AREAS VIEWED
N/A
N/A
100F(38C)
200F(93C)
STAGE 3 T/E
--
--
STAGE 4 L/E
--
--
--
S05
--
N/A
N/A
STAGE 5 T/E
--
--
S1
S1
S1
10 MM
1/2 HEX
STAGE 1 L/E
30 mn
--
S2
S2
S2
8 MM
1/2 HEX
STAGE 1 T/E
30 mn
--
30 mn
20 mn
1 hr
30 mn
1 hr
30 mn
1.5 hrs
1 hr
2.0 hrs
1.5 hrs
2.5 hrs
1.5 hr
2.5 hrs
1.5 hrs
STAGE 2 L/E
S3
S3
S3
10 MM
1/2 HEX
STAGE 2 T/E
STAGE 3 L/E
S4
S4
S4
8 MM
1/2 HEX
STAGE 3 T/E
STAGE 4 L/E
S5
S5
S5
10 MM
1/2 HEX
STAGE 4 T/E
STAGE 5 L/E
S6
S6
S6
10 MM
1/2 HEX
STAGE 5 T/E
S7
S7
S7
8 MM
11/16 HEX
STAGE 6 T/E
STAGE 6 L/E
STAGE 7 L/E
S8
S8
S8
8 MM
11/16 HEX
STAGE 7 T/E
STAGE 8 L/E
S9
S9
S9
8M
11/16 HEX
STAGE 8 T/E
STAGE 9 L/E
EFFECTIVITY
ALL CFM56 ENGINES
TOC
WITHOUT MOTORING TIME TO

REACH
REQUIREMENTS
Page 49
Sep 03
CFM56-ALL
TRAINING MANUAL
BORESCOPE ACCESS LIMITATIONS

(ALL) :
Probe 1 diameter limitation.
Consult the table for port diameters where probe 1 can
be used.
Borescope equipment temperature limitations.
It is not recommended that borescope inspection be
accomplished at temperatures above 130F (54C).
WARNING: HIGH TEMPERATURES MAY CAUSE
SERIOUS BURNS TO PERSONNEL AND DAMAGE TO
THE FIBER OPTIC EQUIPMENT.
To speed up the engine cool down time after shutdown,

the engine starter may be used to dry motor the engine,
(Refer to the AMM).
This sufficiently reduces the hot section area temperature
to allow inspection. But as the temperature will rise
again due to engine temperature soak-back, it is further
recommended that engine hot section inspection be
accomplished within 20 minutes, or before the internal
engine temperature reaches 130F (54C).
CAUTION: REFER TO AIRPLANE OPERATION
MANUAL FOR STARTER DUTY CYCLE PRIOR TO
MOTORING THE ENGINE.
Consult the table for information about time limitations,

prior to inspecting a hot engine.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 50
Sep 03
CFM56-ALL
ENGINE
LOCATION
COMBUSTION
CASE
PORT No.
-2/-3/-5A
-5B/-5C
-7B
S10
S10
S10
S11
LPT CASE
S11
S11
TRAINING MANUAL
PORT SIZE
(MM)
WRENCH
SIZE
AREAS VIEWED
10 MM
1 1/4 HEX
10 MM
1 1/4 HEX
WITHOUT MOTORING TIME TO

REACH
100F(38C)
200F(93C)
COMBUSTOR
3.5 hrs
2.0 hrs
HPT NOZZLE L/E & T/E
4.5 hrs
3.0 hrs
HPT BLADE L/E
4.5 hrs
3.0 hrs
HPT SHROUD
4.5 hrs
3.0 hrs
S12
S12
S12
10 MM
7/8 HEX
COMBUSTOR
3.5 hrs
2.0 hrs
S13
S13
S13
10 MM
7/8 HEX
COMBUSTOR
3.5 hrs
2.0 hrs
S14
S14
S14
10 MM
7/8 HEX
AND
S15
S15
S15
10 MM
7/8 HEX
HPT NOZZLE L/E
4.5 hrs
3.0 hrs
S17
S16
S16
8 MM
7/8 HEX
HPT BLADES T/E
4.5 hrs
3.0 hrs
S18
S17
S17
8 MM
7/8 HEX
LPT STAGE 1 L/E
4.5 hrs
3.0 hrs
S20
S18
S18
10 MM
9/16 HEX
STAGE 1 T/E
4.5 hrs
3.0 hrs
STAGE 2 L/E
4.5 hrs
3.0 hrs
4.5 hrs
2.0 hrs
STAGE 4 L/E
4.5 hrs
2.0 hrs
STAGE 4 T/E
4.5 hrs
2.0 hrs
STAGE 5 L/E
4.5 hrs
2.0 hrs
S21
S19
S19
10 MM
9/16 HEX
STAGE 2 T/E
STAGE 3 L/E
S22
S20
S20
10 MM
9/16 HEX
STAGE 3 T/E
-5C ONLY
--
S21
--
EFFECTIVITY
ALL CFM56 ENGINES
TOC
10 MM
9/16 HEX
REQUIREMENTS
Page 51
Sep 03
CFM56-ALL
TRAINING MANUAL
DOCUMENTATION
(ALL) :
AMM.
The Aircraft Maintenace Manual (AMM) provides
comprehensive instructions on how to perform a
borescope inspection and provides the limits for the
various engine parts.
There are no definitive measurement devices for the
borescope.
Evaluating inconsistencies is not an easy task because
all measurements by borescope are comparative.
The inspector can make a comparison with some known
area within the field of view which can then be referenced
to a specific paragraph in the maximum serviceable limits
specified in the AMM.
Note : The language used in the serviceability limits may
take some study for proper interpretation.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 52
Sep 03
CFM56-ALL
TRAINING MANUAL
---------------------------------------------------------------------------------------------------------------------------------------------INSPECT/CHECK
MAXIMUM
REMARKS
SERVICEABLE LIMITS
---------------------------------------------------------------------------------------------------------------------------------------------Stages 1-4 compressor
blade airfoil leading
and trailing edge,
upper 75 percent:
A.Tears
Not serviceable
B.Nicks, missing
material and
erosion
Any number 0.04 in. (1.0

mm) max depth
C.Dents
Any number 0.04 in. (1.0

mm) max depth or 0.060
in. (1.52 mm) max
deflection from original
contour
CTC-229-015-00
AIRCRAFT MAINTENANCE MANUAL INSPECTION CRITERIA
EFFECTIVITY
ALL CFM56 ENGINES
TOC
Replace the engine

Ref. TASK 71-00-00-000042) or repair (Ref. TASK
72-31-00-300-004).
See limit extensions
Ref. TASK 72-00-00-200025) or repair (Ref. TASK
72-31-00-300-004).
See limit extensions
(Ref. TASK 72-00-00-200025) or repair (Ref. TASK
72-31-00-300-004).
REQUIREMENTS
Page 53
Sep 03
CFM56-ALL
TRAINING MANUAL
DOCUMENTATION
(ALL) :
NDTM.
Words such as nicks, dents and scratches, for example,
are often used in the AMM.
The records and maps will remain in the engine folder

until the damaged parts are repaired, or replaced.
The NDTM (Non Destructive Test Manual) provides a

comprehensive list and an explanation of these words in
its Introduction section.
Note : When defect/damage maps are used, accomplish

the mapping at the inspection site. Do not rely on memory
of the defect in order to carry out the mapping in an office
after the inspection.
It also provides sample forms on which to record the

defects encountered, which include record forms and
maps for each rotor stage.
Recording of defects.
It is highly recommended that a record be maintained for
each borescope inspection conducted.
The maps are provided so that any damage within
serviceable limits can be recorded pictorially by blade
number and position on the blade.
Photo recording.
Whenever photos are made of a defect, a record of the
photo should be made immediately.
If the photo is not recorded relative to the engine
serial number, stage, port, direction of view and date,
correlation of the hardware damage and the photo will be
extremely difficult.
Refer to the NDTM for more information.
Propagation of the damage can then be pictorially

illustrated during subsequent inspections. The rotor blade
maps are oriented about the zero reference for inspection
continuity.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 54
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-016-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 55
Sep 03
CFM56-ALL
TRAINING MANUAL
MATERIALS AND EQUIPMENT

(ALL) :
Rigid borescope probe set.
CFMI have designed their own light source 856A1322
and rigid borescope set 856A1320, including various
probes, adapters and extensions.
Optional equipment is available for cameras, computers,
VCRS, and special tools that attach to the equipment.
Other borescope systems may be acceptable if they meet
CFMI specifications.
Refer to the NDTM specifications for more information on
the required characteristics.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 56
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-017-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 57
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
Rigid borescope probe set.
There are 4 rigid borescope probes for inspection of the
internal areas of the engine and each probe is used for a
specific purpose :
- Probe 1 (black) : Magnification, close inspection,
detailed evaluation and confirmation of defects
(cannot be used in every hole due to its diameter).
- Probe 2 (yellow) : General inspection.
- Probe 3 (green) : Fore-oblique angle probe, platform
inspection.
- Probe 4 (blue) : Retro angle probe, blade tip
inspection.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 58
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-018-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 59
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
Flexible probe set.
Flexible borescope set 856A1321 and guide tube
856A1310 (blue) or 856A1351 (red), are designed to be
used on CFM56 engines and meet CFMI specifications.
(-5B, -7B) :
Guide tube 856A1702 (red) is used for DAC engines.
(ALL) :
Optional equipment is available for cameras, computers,
VCRS, and special tools that attach to the borescope
equipment.
Other borescope systems may be acceptable if they meet
CFMI specifications.
Refer to the NDTM specifications for more information on
the required characteristics.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 60
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-019-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 61
Sep 03
CFM56-ALL
TRAINING MANUAL
EQUIPMENT CHECKS
(ALL) :
The borescope resolution monitor.
Before starting any inspection inside the engine, the
inspector should ensure that the viewing definition of
the rigid and flexible borescope probes is as precise as
possible.
Borescope resolution monitor 856A1323 allows both rigid
and flexible probes to be checked against a calibrated
display.
The male end of the light bundle is inserted into a light
source and the female end is connected to the male
connector on the resolution monitor.
The rigid or flexible probe is inserted and hand-tightened
into a clamping device located on the arm on the
resolution monitor. The probes lens faces a resolution
target.
The light intensity is adjusted to obtain the best view
and the borescope probe is aligned to ensure that the
resolution target is centered in the field of view.
If only part of the target is illuminated, then the borescope
probe is not serviceable for engine inspection.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 62
Sep 03
CFM56-ALL
TRAINING MANUAL
LIGHT BUNDLE
RESOLUTION
TARGET
CLAMPING
DEVICE
BORESCOPE
LENS
BORESCOPE RESOLUTION MONITOR
CTC-229-020-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 63
Sep 03
CFM56-ALL
TRAINING MANUAL
EQUIPMENT CHECKS
(ALL) :
The resolution target.
Rigid probes.
The resolution target is divided into group and element

numbers, which gradually diminish in size towards the
center of the display.
For rigid probes with a 1:1 magnification at 2in., the

6 individual lines (3 vertical and 3 horizontal) of group 3,
element 4, should be distinguishable.
Group 0 is the largest display and group 7 is the smallest.
For rigid probes with a magnification of 1:1 at 7in., the

6 individual lines of group 5, element 2, should be
distinguishable.
All 7 groups have 6 elements in each.

Group 0, element 1, is located at the lower right of the
target and its 6 lines (horizontal and vertical) should be
clearly visible to the eye.
Group 1 is located in the top right side of the target and is
smaller than group 0.
Flexible probes.
For flexible probes with 90 direction of view, the
6 individual lines of group 1, element 4, should be
distinguishable.
In the center of the display, group 2 is located on the left

side of the target and group 3 is located on the right side.
Each group continues to diminish in size down to group 7.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 64
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-021-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 65
Sep 03
CFM56-ALL
TRAINING MANUAL
CORE ENGINE ROTATION

(-5A, -5B, -5C) :
Two pads on the accessory gearbox (AGB) are used to
rotate the core engine:
- The handcranking pad
- The starter pad for motor-driven rotation
(ALL) :
Manual method:
- Insert a 34 inch square drive socket attached to a 2ft.
long breaker bar into the handcranking drive pad.
The handcranking pad is located on the front face of the

AGB .
The starter pad is located on the rear face of the AGB.
Refer to the AMM (72-63-00) or (80-11-10) for
procedures to remove the handcranking pad cover or the
starter.
(-3, -7B) :
A pad is available on the front face of the AGB, to perform
either manual or motor-driven core engine rotation.
(-2) :
A pad is available on the left side of the transfer gearbox
(TGB), to perform either manual or motor-driven core
engine rotation.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 66
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-022-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 67
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
The N2 rotor can also be turned with a pneumatic motor.
(-2) :
Pneumatic motor 856A1142 is installed on the
handcranking pad on the left side of the TGB.
(-3) :
handcranking pad on the front side of the AGB.
(-5A, -5B, -5C) :
Pneumatic motor 856A1488 is installed on the starter
pad on the rear side of the AGB.
(-7B) :
handcranking pad on the front side of the AGB.
Air drive method:

Install the pneumatic motor assembly on the pad.
The direction of rotation and speed of the core engine
rotor can be selected through a hand, or foot control
device.
Refer to the AMM for instructions on installation and use.
Note : When using the pneumatic motor, the air supply
must be free of unwanted water, or other particles. It is
highly recommended to install a filter upstream and also
a device to add lubricant to the air supply.
(-ALL) :
Supplied by a shop, or line air supply, this device provides
a smooth, even speed for turning the core rotor.
Reversible control, as well as speed control are provided
and the need for an additional mechanic to turn the rotor
is eliminated.
A 360 protractor is integral with the device.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 68
Sep 03
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TRAINING MANUAL
CTC-229-023-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 69
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
Another way of turning the core is through Electronic
Turning Tool (ETT) Sweeney, P/N 18946, which adapts on
the same pad as the pneumatic motor.
ETT method:
Install the plate adapter, drive shaft and ETT motor
assembly on the adequate pad, with a QAD clamp.
The direction of rotation and speed of the core engine
rotor can be selected on the control box.
The ETT can control rotation and help avoid overshoot
during inspection of the rotor blades. It also has an
automatic feature to count blades and damage can be
flagged for a quick future reference.
The information can also be stored for the next
inspection.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 70
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-024-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 71
Sep 03
CFM56-ALL
TRAINING MANUAL
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REQUIREMENTS
Page 72
Sep 03
CFM56-ALL
TRAINING MANUAL
INSPECTION OF FAN AND BOOSTER
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 73
Sep 03
CFM56-ALL
TRAINING MANUAL
FAN AND BOOSTER

(ALL) :
N1 rotor indexing.
Setting a reference angular position for the rotor provides
an easy method to return quickly and accurately to a
defect found earlier.
The following procedure enables the reference point for
the N1 rotor to be obtained. Refer to the AMM, 72-00-00,
for more information.
Align the leading edge of fan blade No 1 with the T12
temperature sensor, installed on the fan inlet cowl.
The No 1 fan blade is easily identified : it faces a
spherical indent mark on the spinner rear cone.
Numbering fan blades is performed by turning the rotor in
the clockwise direction (FLA).
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 74
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-025-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 75
Sep 03
CFM56-ALL
TRAINING MANUAL
FAN AND BOOSTER

(ALL) :
Visual inspection of the fan blades is performed on a
regular basis depending on the MRB, or MPD.
If defects are found, then an unscheduled inspection is
required.
Possible defects:
- missing material, tip curl.
- nicks, dents, pits or scratches, usually due to
ingestion of small foreign objects such as sand,
stones, dust, tarmac, etc.
- distortion, cracks and deformation, usually due to
heavier foreign object damage (FOD), such as
birds, ice, hail, tires, etc.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 76
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-026-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 77
Sep 03
CFM56-ALL
TRAINING MANUAL
FAN AND BOOSTER

(ALL) :
Visual inspection of the outlet guide vanes (OGV) is
performed on a regular basis depending on the MRB, or
MPD.
If defects are found, then an unscheduled inspection is
required.
Possible defects:
- missing material.
- nicks, dents, pits or scratches, usually due to
ingestion of small foreign objects such as sand,
stones, dust, tarmac, etc.
- distortion, cracks and deformation, usually due to
heavier foreign object damage (FOD), such as
birds, ice, hail, tires, etc.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 78
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-064-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 79
Sep 03
CFM56-ALL
TRAINING MANUAL
FAN AND BOOSTER

(ALL) :
Rigid probe No 2 (yellow), installed on a long right angle
adapter, can be used to reach the front of the splitter
fairing area in order to inspect the booster.
From this position the following are visible:
- Stator vane stage 1
- Rotor stage 2 leading edge through stator stage 1.
Borescope equipment is not needed to inspect stator
stage 1 and stage 2 rotor blades if the fan blades are
removed (when fan blades have to be relubricated, for
example).
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 80
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-027-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 81
Sep 03
CFM56-ALL
TRAINING MANUAL
FAN AND BOOSTER

(-2, -3, -5A, -7B) :
To inspect the booster, unplugged borescope port S0
can be accessed with a probe installed on a long right
angle adapter.
(-5B, -5C) :
To inspect the booster, unplugged borescope port S03
can be accessed with a probe installed on a long right
angle adapter.
(ALL) :
The port is located between 2 OGVs, at approximately
the 3 oclock position.
Insert the No 2 (yellow) borescope probe into the port
and go through the 2 cases to reach the inspection area.
Depending on the configuration of the long right angle
extension, it is possible to turn the probe to change the
direction of view and adjust the focus directly from the
extension.
The following components are visible:
- Rotor stage 3 trailing edge.
- Rotor stage 4 leading edge.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 82
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-028-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 83
Sep 03
CFM56-ALL
TRAINING MANUAL
FAN AND BOOSTER

(-5B, -5C) :
After inspection through port S03, continue inspection of
the booster through port S05, using probe No 2 (yellow),
installed on a long right angle adapter.
Port S05 is located at approximately 4 oclock.
Insert the borescope probe into the port and go through
the 2 cases to reach the inspection area.
The rotor stage 5 trailing edge is visible through port S05.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 84
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-029-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 85
Sep 03
CFM56-ALL
TRAINING MANUAL
FAN AND BOOSTER

(ALL) :
Booster rotor damage may occur after the engine
experienced an abnormal problem. The following list
provides examples of conditions where a complete
borescope inspection should be performed:
- Fan, or Low Pressure Compressor stall (this may
occur during engine deceleration).
- Foreign Object Damage (FOD) and suspected
bird ingestion.
- High level of N1 rotor vibration.
- N1 rotor overspeed.
- Heavy landing (acceleration above threshold limit).
Booster blade inspection areas.
There are 3 areas on the booster blades, which are
dimensionally defined using letters.
Area E :
- This area of the blade starts from the top of the
platform and extends toward the blade tip for
approximately 10 mm.
Refer to the AMM for precise area.
Area G :
- This area of the blade starts from the tip of the
blade and extends toward the blade platform for
approximately 20 mm.
Refer to the AMM for precise area.
Other airfoil areas :
- This is the remaining area of the blade that does not
include areas E and G.
Note : Defects should be classified in terms of criticality.
Defects seen in one area can be more critical than the
same defects seen in another.
(-5A, -5B, -5C, -7B) :
Blade locks :
Each booster rotor stage has blade locks. Experience has
shown that they sometimes work loose and, therefore,
should also be inspected.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 86
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-030-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 87
Sep 03
CFM56-ALL
TRAINING MANUAL
FAN AND BOOSTER

(ALL) :
During an inspection of the booster, any defects should
be assessed against the serviceability limits in the Aircraft
Maintenance Manual.
Possible defects:
- Cracks or tears.
- Nicks and scratches.
- Dents.
- Erosion.
- Tip curl.
- Pits.
- Distortion of leading and/or trailing edges.
- Missing material.
Map the defects on the special reporting form.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 88
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-031-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 89
Sep 03
CFM56-ALL
TRAINING MANUAL
EFFECTIVITY
ALL CFM56 ENGINES
TOC
FAN AND
BOOSTER
BORESCOPE
INSPECTION
Page 90
Sep 03
CFM56-ALL
TRAINING MANUAL
INSPECTION OF HIGH PRESSURE COMPRESSOR
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
COMPRESSOR
BORESCOPE
INSPECTION
Page 91
Sep 03
CFM56-ALL
TRAINING MANUAL
HIGH PRESSURE COMPRESSOR (HPC)

(ALL) :
HPC rotor blade damage may occur after the engine
experienced an abnormal operating problem. The
following list provides examples of conditions where
a complete HPC borescope inspection should be
performed:
- HPC stall
(this may occur during engine acceleration).
- Foreign Object Damage (FOD).
- High level of N2 rotor vibration.
- Heavy landing.
- Oil fumes detected in cabin air.
General inspection method.

To inspect the blades, it is necessary to open the VSVs.
Refer to the appropriate procedure in the AMM.
Inspection starts with stage 1 rotor, through port S1.
Probe No 2 (yellow) is used for a general inspection of
the blades.
Probes No 3 (green) and No 4 (blue) may be necessary
for defect assessment.
Probe No 3 is used to inspect the L/E platform area and
probe No 4 to inspect the L/E blade tip area.
Alignment rod.
Repeat the same method for ports S2 to S9.
The HPC stator vanes may move slightly, causing
misalignment of the borescope port and the
corresponding hole in the stator. If it is impossible to
introduce the probe into the port, use an alignment rod to
realign the stator vane segment.
Refer to the AMM for more information.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
COMPRESSOR
BORESCOPE
INSPECTION
Page 92
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-032-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
COMPRESSOR
BORESCOPE
INSPECTION
Page 93
Sep 03
CFM56-ALL
TRAINING MANUAL
N2 ROTOR INDEXING
(ALL) :
Stage 4 of the High Pressure Compressor is the first
stage where the blades are retained in position with blade
locks. These locks can be used to determine a reference
point.
5. The next blade is blade No 1. Position the leading

edge of blade No 1 in line with the leading edge of
the stage 4 stator vane.
The following procedure enables the reference point for

the N2 rotor to be obtained. Refer to the AMM for more
information.
6. If using a rotation tool, position the pointer on the

protractor to the 0 alignment mark.
If turning the core manually through the
handcranking pad, position the wrench to the top
vertical position.
1. Open the VSV system. (AMM section 75-31-00).

The N2 rotor is now in the zero reference position.
2. Insert probe No 3 (green) into borescope port S4,
and look rearward at the compressor stage 4 rotor
blades.
3. Rotate the core (manually, or with a tool) in the
CW direction so that blades convex side comes
into view. Continue turning until the first blade lock
appears in the field of view.
4. Continue rotating the core until the second blade
lock appears. This lock is located 2 blades past the
first blade lock.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
COMPRESSOR
BORESCOPE
INSPECTION
Page 94
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-033-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
COMPRESSOR
BORESCOPE
INSPECTION
Page 95
Sep 03
CFM56-ALL
TRAINING MANUAL
Inspection areas:
- The outer third of the rotor blade tip area and the
anti-erosion hard coating on the concave side.
- The squealer tips.
- The stage 1 blade stiffener near the tip of the blade.
- The blade locks on stages 4 to 9, which maintain the
blades in the circumferential slots.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
COMPRESSOR
BORESCOPE
INSPECTION
Page 96
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-034-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
COMPRESSOR
BORESCOPE
INSPECTION
Page 97
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
Rotor blades specific inspection areas.
Refer to the AMM for the precise dimensions of the

following critical areas:
HPC rotor blade stages are all different.
The lower area of the airfoil.

This is the airfoil root radius area, plus the area
which extends toward the blade tip over approximately
25% of the height of the airfoil, and wraps around the
leading and trailing edges.
From stage 1 to stage 9, they become smaller and are

under greater load as the air pressure increases.
They are divided into 2 groups:
- stages 1 to 4
- stages 5 to 9
Critical inspection areas are not dimensionally identical
for each stage, and the level of criticality is also different.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
The top area of the airfoil.

- For stages 1 to 4, this is the blade tip.
- For stages 5 to 9, this is the blade tip, plus Area A.
Remaining areas.
They include:
- For stages 1 to 4, the area which wraps round the
leading and trailing edges over the remaining 75%
of the airfoil height.
- For stages 5 to 9, the area which wraps round the
leading and trailing edges, over a height limited to
Area B.
HIGH PRESSURE
COMPRESSOR
BORESCOPE
INSPECTION
Page 98
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-035-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
COMPRESSOR
BORESCOPE
INSPECTION
Page 99
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
Possible defects:
When the HPC blades are inspected, the following
defects should be evaluated with the AMM serviceability
limits :
- Cracks, or tears.
- Nicks and scratches.
- Dents.
- Erosion.
- Tip curl.
- Pits.
- Distortion of leading and/or trailing edges.
- Missing material.
- Dirt buildup.
- Cracks in blade locking lugs.
- Missing, or loose locking lugs.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
COMPRESSOR
BORESCOPE
INSPECTION
Page 100
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-036-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
COMPRESSOR
BORESCOPE
INSPECTION
Page 101
Sep 03
CFM56-ALL
TRAINING MANUAL
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
COMPRESSOR
BORESCOPE
INSPECTION
Page 102
Sep 03
CFM56-ALL
TRAINING MANUAL
INSPECTION OF COMBUSTOR SECTION
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 103
Sep 03
CFM56-ALL
TRAINING MANUAL
COMBUSTION SECTION
(ALL) :
Single Annular Combustor (SAC).
The combustor is inspected through ports S12, S13, S14,
S15 and igniter ports S10 and S11, using probes 1, 2, 3
or 4.
Inspect for defects in the following 3 areas :
- outer liner.
- inner liner.
- dome assembly.
Probe 1 (black, hi-mag) is recommended for viewing the

aft end of the inner and outer liners. It is also used for
evaluating defects that were found when using probes 2,
3, or 4.
Note: If any defects are found during this inspection, do a
complete inspection of the combustion chamber. Map the
defects on the special reporting form.
Probe 2 (yellow) is recommended for general viewing of

the combustion chamber, especially the dome area.
Probe 3 (green) is recommended for viewing
circumferentially around the combustion chamber and
the inner liner near the borescope ports.
Probe 4 (blue) is recommended for viewing the outer liner
around the borescope port.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 104
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-038-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 105
Sep 03
CFM56-ALL
TRAINING MANUAL
COMBUSTION SECTION
(ALL) :
Borescope inspection of the combustion section may
be required for a visual assessment as part of the oncondition maintenance plan.
Inspection of SAC inner liner.

The inner liner has a dome band and 4 panels.
Panel 1 features medium and large dilution holes.
It may also result from engine problems, FOD, emission

of pollution, trend symptoms such as overtemperature, or
troubleshooting / fault isolation.
The following are the inspection areas for the combustion
chamber liners.
Inspection of SAC outer liner.
Panel 3 features medium dilution holes.

There are many film cooling holes under the overhang
between each panel of the inner and outer liners.
Both inner and outer liners have a thermal barrier coating
(TBC) on their inner surface.
The outer liner has a dome band and 5 panels.

Panel 1 features 2 igniter holes (with ferrules), and
medium and large dilution holes. Four of the large
holes are used as borescope ports.
Panel 3 features medium dilution holes.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 106
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-039-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 107
Sep 03
CFM56-ALL
TRAINING MANUAL
COMBUSTION SECTION
(ALL) :
Possible defects on SAC liners.
Carbon deposits are often misinterpreted as defects
(holes, burn-through, cracks, etc.). Use the high
magnification probe, and higher light intensity to confirm
the type of defect.
The aft panel of the inner liner is prone to distortion and
cracking. The first evidence of this is a discoloration in a
round spot approximately the size of a large dilution hole,
which is followed by distortion and cracking. This usually
occurs uniformly around the liner.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 108
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-040-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 109
Sep 03
CFM56-ALL
TRAINING MANUAL
COMBUSTION SECTION
(ALL) :
Inspection of the SAC dome area.
The following areas of the combustion chamber also
need to be inspected:
- Fuel nozzle tips.
- Fuel nozzle stems outside the combustor dome.
- Sleeves with 2 concentric swirlers.
- Deflectors.
- Inner cowl.
- Outer cowl.
- Damper wire.
- Spectacle, or dome plate.
- Dome area, which includes all of the above
components.
A thermal barrier coating is applied to the deflectors and
the spectacle plate.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 110
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-041-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 111
Sep 03
CFM56-ALL
TRAINING MANUAL
COMBUSTION SECTION
(ALL) :
Possible defects in the SAC dome area.
The following defects should be assessed with the AMM
serviceability limits :
- Cracks, or tears.
- Erosion.
- Distortion of internal parts.
- Missing material.
- Dirt buildup.
- Burn-through holes.
- Flaking of Thermal Barrier Coating (TBC).
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 112
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-042-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 113
Sep 03
CFM56-ALL
TRAINING MANUAL
COMBUSTION SECTION
Inspection of SAC chamber after birdstrike/FOD.

Insert a rigid probe into the left igniter position and
examine the position of the fuel nozzle tips in relation to
the bore of the inner and outer ferrules to make sure they
are in the bore of the ferrules.
Inspect the tip of the fuel nozzle that is counterclockwise
from the igniter.
Turn the borescope probe until the tips of the second fuel
nozzle, clockwise from the igniter are visible.
Inspect the other fuel nozzles visible from the igniter.
Insert the probe in the right igniter and then the other
borescope ports and repeat the same steps
.
All the fuel nozzles must be examined in turn and
assessed against the AMM serviceability limits.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 114
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-065-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 115
Sep 03
CFM56-ALL
TRAINING MANUAL
COMBUSTION SECTION
(-5B, -7B) :
Double Annular Combustor (DAC).
The combustor is inspected through ports S12, S13, S14,
S14.5, S15 and igniter ports S10 and S11.
Inspect for defects in the following 3 areas :
- outer liner.
- inner liner.
- dome assembly.
Probe 2 (yellow) is recommended for general viewing of
the combustion chamber.
Probe 1 (black) is recommended for viewing the aft ends

of the inner and outer liners. It is also used for evaluating
defects that were found when using probes 2, 3, or 4.
If any defects are found during this inspection, a complete
inspection of the combustion chamber is performed. Map
the defects on the special reporting form.
Note: Take care when introducing the probe into the
chamber, so as not to damage the thermal barrier coating
on the centerbody.
Probe 3 (green) is recommended for viewing

circumferentially around the combustion chamber and the
inner liner that is adjacent to the borescope port.
Probe 4 (blue) is recommended for viewing the outer liner
that is adjacent to the borescope port.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 116
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-043-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 117
Sep 03
CFM56-ALL
TRAINING MANUAL
COMBUSTION SECTION
(-5B, -7B) :
Inspection of DAC outer liner.
The outer liner has a dome band and 4 panels.
Panel 1 features 2 igniter holes (with ferrules), and small
dilution holes.
Panel 2 features 5 borescope holes and 2 small dilution
holes near the igniters.
Inspection of DAC inner liner.
The inner liner has a dome band and 4 panels.
Panel 2 features small dilution holes.
There are many film cooling holes under the overhang
between each panel of the inner and outer liners.
Both inner and outer liners have a thermal barrier coating
(TBC) on their inner surface.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 118
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-044-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 119
Sep 03
CFM56-ALL
TRAINING MANUAL
COMBUSTION SECTION
(-5B, -7B) :
Inspection of DAC dome area.
The following areas of the combustion chamber also
need to be inspected:
- Fuel nozzle tips.
- Fuel nozzle stems outside the combustor dome.
- Spectacle plate and inner and outer deflectors.
- Inner and outer liners.
- Centerbodies.
- Dome area, which includes all of the above
components.
A thermal barrier coating is applied to the deflectors and
spectacle plate.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 120
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-045-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 121
Sep 03
CFM56-ALL
TRAINING MANUAL
COMBUSTION SECTION
(-5B, -7B) :
Possible defects in the DAC dome area.
Whenever the combustion chamber is inspected, the
following defects should be assessed with the AMM
- Cracks, or tears.
- Erosion.
- Distortion of internal parts.
- Missing material.
- Dirt buildup.
- Burn-through holes.
- Flaking of Thermal Barrier Coating (TBC).
EFFECTIVITY
ALL CFM56 ENGINES
TOC
Possible defects on the DAC outer and inner liners.

Carbon deposits are often misinterpreted as defects
(holes, burn-through, cracks, etc.). Use the high
magnification probe, and higher light intensity to confirm
the type of defect.
The aft panel of the inner liner is susceptible to distortion
and cracking. The first evidence of this is a discoloration
in a round spot approximately the size of a large dilution
hole, which is followed by distortion and cracking. This
usually occurs uniformly around the liner.
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 122
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-046-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 123
Sep 03
CFM56-ALL
TRAINING MANUAL
COMBUSTION SECTION
(-5B, -7B) :
Inspection of DAC chamber after birdstrike/FOD.
Insert a rigid probe into the left igniter position and
examine the position of the fuel nozzle tips in relation to
the bore of the inner and outer ferrules to make sure they
are in the bore of the ferrules.
Inspect the tip of the fuel nozzle that is counterclockwise
from the igniter.
Turn the borescope probe until the tips of the second fuel
nozzle, clockwise from the igniter are visible.
Inspect the other fuel nozzles visible from the igniter.
Insert the probe in the right igniter and then the other
borescope ports and repeat the same steps
.
All the fuel nozzles must be examined in turn and
assessed against the AMM serviceability limits.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 124
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-047-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 125
Sep 03
CFM56-ALL
TRAINING MANUAL
EFFECTIVITY
ALL CFM56 ENGINES
TOC
COMBUSTION
CHAMBER
BORESCOPE
INSPECTION
Page 126
Sep 03
CFM56-ALL
TRAINING MANUAL
INSPECTION OF HIGH PRESSURE TURBINE
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 127
Sep 03
CFM56-ALL
TRAINING MANUAL
HIGH PRESSURE TURBINE (HPT)

(ALL) :
Inspection with rigid probe.
Inspect the HPT nozzles through ports S13 and S15.
Use probe No 1 (black, high magnification) to inspect the
nozzle segments. The high intensity light source is used
to accurately inspect the nozzles.
Insert the probe into the ports and inspect the concave
sides and leading edges of the nozzle segments.
Note: If defects are found, a complete inspection of
the combustion chamber and the nozzles has to be
performed.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 128
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-048-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 129
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
Inspection with flexible probe.
Use the flexible probe with a guide tube to inspect the
HPT nozzle segments on the convex sides, the trailing
edges and the platforms.
CAUTION : DO NOT INSERT THE BORESCOPE BETWEEN
BLADES WHILE ROTATING THE ROTOR. THIS WILL
BREAK THE PROBE AND MAY REQUIRE ENGINE
DISASSEMBLY TO REMOVE THE BROKEN PIECE.
Carefully push the flexible probe into the guide tube to

inspect the next HPT nozzle segment.
Remove the flexible probe and guide tube, re-insert them
in another borescope port and repeat the previous steps.
It is more convenient to use port S12 to inspect the
bottom left hand side of the engine, and port S14, to
inspect the right hand side.
Insert guide tube 856A1310 (blue), or 856A1351 (red),

and position it between two nozzle vanes.
Carefully insert the flexible probe into the guide tube and
monitor the probe insertion in between the nozzle vanes.
Inspect the convex side and trailing edge.
Inspect the inner and outer platforms by turning the
flexible probe inside the guide tube.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 130
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-049-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 131
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
Inspection of the HPT nozzle is usually carried out in
conjunction with the combustion chamber inspection.
HPT nozzle inspection areas.
The HPT nozzle vanes are cast shells and internally
divided into forward and aft cooling compartments.
CDP cooling air enters the vane compartments through
the inner and outer ends of the vanes and exits through
holes in the vaness leading edge and slots in the trailing
edge. The vanes have a thermal barrier coating.
The following are the inspection areas for the vanes :
- Leading edge.
- Trailing edge.
- Thermal barrier coating.
- Nose holes.
- Gill holes.
- Trailing edge slots.
- Concave surfaces.
- Convex surfaces, or the aft side of the vane.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 132
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-050-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 133
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
Possible defects.
Whenever the HPT nozzle is inspected, the following
defects should be assessed with the AMM serviceability
limits:
- Discoloration (anywhere).
- Missing thermal barrier coating,
- Erosion,
- Spalled areas,
- Craze cracks, and metal splatter,
- Missing material,
- Dirty airfoils.
Leading edge damage :

- cracks.
- burns and/or bulges.
- blocked cooling air passages.
Concave and convex surfaces :
- cracks.
Trailing edge damage :
- bulking and/or bowing.
- cracks.
Other airfoil areas :
- cracks.
- nicks, scores, scratches, or dents.
Inner and outer platforms :
- burns.
- cracks.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 134
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-051-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 135
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
Inspection with a rigid probe.
(-2, -3, -5A) :
Inspect the HPT rotor blade T/E and the rear portion of
the HPT shroud, through ports S17 and S18.
(-5B, -5C, -7B) :
Inspect the HPT rotor blade T/E and the rear portion of
the HPT shroud, through ports S16 and S17.
(ALL) :
First, go through HPC port S4 and use probe No 3
(green) to perform the N2 rotor zero index position
procedure.
Once the core rotor is indexed, inspect the HPT blade
T/E, tips, concave and convex sides.
Use probes 2, 3 and 4. Probe No 2 (yellow) is used for
general inspection. Probes No 3 (green) and No 4 (blue)
are used to carry out a detailed inspection of the platform
and tip areas.
If defects are found, an inspection of the L/E has to be
performed.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 136
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-052-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 137
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
Inspection with a flexible probe.
Use the flexible probe with the guide tube to inspect the
HPT blade L/E and the forward part of the HPT shroud.
Insert the guide tube 856A1310, or 856A1351, through
the S10, or S11 ports and position it between two nozzle
vanes.
Carefully insert the flexible probe into the guide tube and
monitor the probe insertion in between the nozzle vanes.
Guide the tip of the flexible probe between the nozzle
vanes by using the tip deflection control and position it to
see the L/E of the HPT blades.
Rotate the core engine to inspect all the blades, then
inspect the HPT shroud segments.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 138
Sep 03
CFM56-ALL
TRAINING MANUAL

CTC-229-053-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 139
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
HPT rotor damage may occur after engine abnormal
operation.
The following list provides examples of the conditions
where a complete inspection should be performed :
(ALL) :
Individual replaceable shroud segments face the blade
tips and are cooled with CDP air.
They can be checked during inspection of the HPT rotor
leading edge and nozzle guide vane trailing edge.
The inspection areas of the HPT are as follows:
- Core stall (N2).

- Overtemperature.
- Metal in the tailpipe.
- N2 overspeed, abnormal core vibrations, hard
landing.
Rotor inspection areas.
Rotor blades are internally cooled by CDP air which
enters through the blade root and exits through several
rows of holes and a series of trailing edge slots.
To help you estimate the HPT blade wear, 2 of the blades
(-2, -3, -5A, -7B) or 4 of the blades (-5C) have 3 tip wear
notches 0.010, 0.020 and 0.030 inch. They are located
180 apart (-2, -3, -5A, -7B) or 90 apart (-5C) around the
rotor.
1- Blades:
- Leading edge.
- Trailing edge.
- Thermal barrier coating.
- Nose holes.
- Gill holes.
- Trailing edge slots.
- Concave surfaces.
- Convex surface.
- Wear notches.
- Platforms.
2- HPT shrouds.
A missing notch does not necessarily mean the part is

not serviceable.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 140
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-054-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 141
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
Specific rotor blades inspection areas.
Specific inspection areas for the HPT blades are defined
as follows:
Area C :
- All around the blade, extending from the first T/E slot
just above the root fillet, toward the tip of the blade,
up to the sixth T/E slot.
Area B :
- All around the blade, extending from the seventh T/E
slot, toward the tip of the blade, up to the twelfth
T/E slot.
Area A :
- All around the blade, extending from the thirteenth
T/E slot, up to the tip film holes.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 142
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-055-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 143
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
Possible defects.
The following defects may be observed and should be
assessed with the serviceability limits in the AMM.
Trailing edge :
- cracks.
Tip area :
- cracks.
- bent, curled, or missing pieces.
- tip trailing edge wear.
Blade platform :
- nicks and dents.
- cracks.
Concave and convex airfoil surfaces :
- cracks.
- distortion.
- burning.
Cooling holes :
- cracks.
- plugging.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 144
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-056-00
HPT ROTOR BLADE POSSIBLE DEFECTS
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 145
Sep 03
CFM56-ALL
TRAINING MANUAL
EFFECTIVITY
ALL CFM56 ENGINES
TOC
HIGH PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 146
Sep 03
CFM56-ALL
TRAINING MANUAL
INSPECTION OF LOW PRESSURE TURBINE
EFFECTIVITY
ALL CFM56 ENGINES
TOC
LOW PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 147
Sep 03
CFM56-ALL
TRAINING MANUAL
LOW PRESSURE TURBINE (LPT)

(ALL) :
The LPT features long span blades. Moving the probe in
and out enables a full-length inspection, which always
starts at the blade platform.
(-2, -3, -5A, -5B, -7B) :

Stage 2 thru 4 blades.
(-5C) :
Stage 2 thru 5 blades.
Index the N1 rotor, and turn it CW (ALF) to see the L/E

and concave side.
Turn it CCW (ALF) to see the T/E and convex side.
(-2, -3, -5A) :

These three stages are viewed respectively through ports
S20, S21 and S22.
(-5B, -7B) :
These three stages are viewed respectively through ports
S18, S19 and S20.
(-5C) :
These four stages are viewed respectively through ports
S18, S19, S20 and S21.
Stage 1 blades.
Inspection of the leading edges and the concave sides of
the stage 1 LPT blades can be done during inspection of
the HPT blade trailing edges.
(-2, -3, -5A) : Borescope plugs S17, S18, are removed
and an initial overall inspection, using the yellow probe,
may be performed to evaluate the blade condition.
(-5B, -5C, -7B) : Borescope plugs S16, S17, are removed
and an initial overall inspection, using the yellow probe,
may be performed to evaluate the blade condition.
(ALL) : Use probes 2, 3 and 4 (yellow, green and blue)
to inspect the blade roots and tips.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
(ALL) :
Through a given nozzle stage port, it is possible to view
the T/E of the previous stage blade, and the L/E of the
current stage blade.
Use probes 2, 3 and 4. To obtain a better evaluation of
the defects, use probe 1 (black) where possible.
The trailing edge of the last stage blades can be
inspected through an instrumentation boss on the turbine
frame.
LOW PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 148
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-057-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
LOW PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 149
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
LPT rotor blade damage may occur after the engine
experienced an abnormal operating condition. The
following list provides examples of the conditions where
a complete LPT borescope inspection should be
performed:
- Engine stall (This may occur during engine
acceleration HPC, or deceleration LPC).
- Foreign Object Damage (FOD) and suspected bird
ingestion.
- High level of vibration on the N1 rotor.
- Engine overtemperature.
- When flames are seen out of the nozzle during start
procedure.
Inspection areas.
On the LPT blades, there are 2 specific areas which are
dimensionally defined through section letters:
Area E (tip of the blade):
The portion of the blade airfoil starting from the
bottom of the tip shroud extending toward the
blade platform.
Area E (bottom of the blade):
Portion of the blade airfoil starting from the top of the
blade platform and extending toward the blade tip.
Other areas:
This is the remaining area of the blade which is all
leading and trailing edges, not including area E.
The following are inspection areas of the LPT rotor
blades and nozzles :
- Rotor blade leading and trailing edge.
- Rotor blade concave and convex surfaces.
- Hard face surface of the rotor blade tip shroud.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
LOW PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 150
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-058-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
LOW PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 151
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
Possible defects.
Whenever the LPT blades are inspected, the following
defects should be assessed against the AMM
- Cracks in the airfoil surface, platform, or tip shroud.
- Convex and/or concave surfaces nicks and dents.
- Leading edge distortion and melting, due to
overtemperature.
- Large dent, or missing pieces of metal.
- Metallization of the leading edges and/or concave
surface (Gold coloration).
- Gaps in the tip shroud interlocks.
- Bent or bowed airfoil.
- Shingled, or unlatched tip shroud.
- Circumferential wear.
- Seal teeth wear.
- Flaking on the hardened seal teeth.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
LOW PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 152
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-059-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
LOW PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 153
Sep 03
CFM56-ALL
TRAINING MANUAL

(ALL) :
Possible defects on last stage blades.
In addition to the regular defects previously described,
the following can also be found on the last stage blades:
- No more axial preload on the tip shroud assembly.
- Tip shroud interlock wear.
- Wear on the lateral faces of the tip shroud.
- Tip shroud not flush.
- Peeling airfoil surfaces on leading and trailing
edges.
- Tip shrouds unlatched.
- Tip shrouds shingled.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
LOW PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 154
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-060-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
LOW PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 155
Sep 03
CFM56-ALL
TRAINING MANUAL
EFFECTIVITY
ALL CFM56 ENGINES
TOC
LOW PRESSURE
TURBINE
BORESCOPE
INSPECTION
Page 156
Sep 03
CFM56-ALL
TRAINING MANUAL
APPENDIX : NUMBER OF BLADES PER ROTOR
APPENDIX
EFFECTIVITY
ALL CFM56 ENGINES
TOC
BORESCOPE
INSPECTION
Page 157
Sep 03
CFM56-ALL
TRAINING MANUAL
BLADE QUANTITIES
Here is a table giving the quantity of blades on the

following rotors, for each engine model:
- The fan and booster rotor, where Stage 1 is the fan
rotor itself
- The high pressure compressor rotor
- The high pressure turbine rotor
- The low pressure turbine rotor.
APPENDIX
EFFECTIVITY
ALL CFM56 ENGINES
TOC
BORESCOPE
INSPECTION
Page 158
Sep 03
CFM56-ALL
ENGINE
MODEL
FAN & BOOSTER

ST1
ST2
ST3
ST4
CFM56-2
44
83
83
CFM56-3
38
68
CFM56-5A
36
CFM56-5B
HP
TURBINE
HP COMPRESSOR
ST5
LP TURBINE
ST1
ST2
ST3
ST4
ST5
ST6
ST7
ST8
ST9
ST1
ST1
ST2
83
38
53
60
68
75
82
82
80
76
72
174
162 157 160
68
68
38
53
60
68
75
82
82
80
76
72
174
162 157 160
76
76
76
38
53
60
68
75
82
82
80
76
80
162
150 150 134
36
64
70
70
68
38
53
60
68
75
82
82
80
76
80
162
150 150 134
CFM56-5C
36
70
74
70
66
38
53
60
68
75
82
82
80
76
80
160
144 138 146
CFM56-7B
24
74
78
74
38
53
60
68
75
82
82
80
76
80
162
150 150 134
APPENDIX
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
BORESCOPE
INSPECTION
ST3
ST4
ST5
126
Page 159
Sep 03
CFM56-ALL
TRAINING MANUAL
APPENDIX
EFFECTIVITY
ALL CFM56 ENGINES
TOC
BORESCOPE
INSPECTION
Page 160
Sep 03
CFM56-ALL
TRAINING MANUAL
SERVICE BULLETINS
EFFECTIVITY
ALL CFM56 ENGINES
TOC
SERVICE
BULLETINS
BORESCOPE
INSPECTION
Page 161
Sep 03
CFM56-ALL
TRAINING MANUAL
SERVICE BULLETINS
In addition to standard borescope inspection of the

various engine sections, some areas necessitate
particular attention.
The following page provides a list of recommended
Service Bulletins, classified by ATA chapter number,
subject and engine applicability.
EFFECTIVITY
ALL CFM56 ENGINES
TOC
SERVICE
BULLETINS
BORESCOPE
INSPECTION
Page 162
Sep 03
CFM56-ALL
ATA
CHAPTER
72-32-00
SB NUMBER AND APPLICABILITY

PER ENGINE MODEL
SERVICE BULLETIN TITLE

-2C
-2A
-2B
-3
-5A
-5B
-5C
-7B
Inspection of HPC Stage 1 Disk Bore
--
--
--
--
--
72-064
--
--
Compressor Front Stator - On-Wing

Borescope Inspection for HPC Stator to
Rotor Contact
--
--
--
--
--
72-553 72-427 72-515
On-Wing Borescope Inspection of the

Combustion Chamber Outer Cowl
72-850 72-445 72-591 72-897 72-536 72-246 72-366 72-304
Borescope Inspection of Inner Liner

Supports on DAC Chambers
--
--
--
--
--
72-124
--
--
Borescope Inspection of Combustion

Chamber Inner Cowl Bolts
--
--
--
--
--
72-237
--
--
72-52-00
On-Wing Borescope Inspection of

HPT Blades
--
--
--
--
--
72-098 72-431
72-326
72-240 72-462
72-54-00
Low Pressure Turbine - Borescope

Inspection for Stage 1 LPT Blade Position
--
--
--
--
--
72-441
--
72-383
72-55-00
On-Wing Borescope Inspection of the

LPT Shaft Suspected for Hydrogen
Embrittlement
72-841
--
--
72-886
--
--
--
--
72-42-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
SERVICE
BULLETINS
BORESCOPE
INSPECTION
Page 163
Sep 03
CFM56-ALL
TRAINING MANUAL
EFFECTIVITY
ALL CFM56 ENGINES
TOC
SERVICE
BULLETINS
BORESCOPE
INSPECTION
Page 164
Sep 03
CFM56-ALL
TRAINING MANUAL
REFERENCE ILLUSTRATIONS
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 165
Sep 03
TRAINING MANUAL
CFM56-ALL
CTC-229-004-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 166
Sep 03
TRAINING MANUAL
CFM56-ALL
CTC-229-004-2-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 167
Sep 03
TRAINING MANUAL
CFM56-ALL
CTC-229-004-3-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 168
Sep 03
TRAINING MANUAL
CFM56-ALL
CTC-229-004-4-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 169
Sep 03
TRAINING MANUAL
CFM56-ALL
CTC-229-004-5-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 170
Sep 03
TRAINING MANUAL
CFM56-ALL
CTC-229-004-6-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 171
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-005-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 172
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-005-1-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 173
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-005-2-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 174
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-005-2-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 175
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-005-3-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 176
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-005-3-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 177
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-005-4-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 178
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-005-4-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 179
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-005-5-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 180
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-005-5-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 181
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-005-6-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 182
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-005-6-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 183
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-007-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 184
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-010-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 185
Sep 03
CFM56-ALL
TRAINING MANUAL
CFM56-5B AS AN EXAMPLE
CTC-229-010-3-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 186
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-010-4-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 187
Sep 03
CFM56-ALL
TRAINING MANUAL
CFM56-ALL
CTC-229-012-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 188
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-013-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 189
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-013-1-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 190
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-013-1-2-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 191
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-013-2-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 192
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-013-2-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 193
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-013-2-2-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 194
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-013-3-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 195
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-013-3-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 196
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-013-4-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 197
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-013-4-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 198
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-013-5-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 199
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-013-5-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 200
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-013-6-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 201
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-013-6-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 202
Sep 03
CFM56-ALL
TRAINING MANUAL
856A1320
CTC-229-017-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 203
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-019-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 204
Sep 03
CFM56-ALL
TRAINING MANUAL
CFM56-2
CTC-229-022-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 205
Sep 03
CFM56-ALL
TRAINING MANUAL
CFM56-3
CTC-229-022-2-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 206
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-022-3-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 207
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-022-4-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 208
Sep 03
CFM56-ALL
TRAINING MANUAL
CFM56-7B
CTC-229-022-5-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 209
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-025-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 210
Sep 03
CFM56-ALL
TRAINING MANUAL
CFM56-5B AS AN EXAMPLE
CTC-229-032-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 211
Sep 03
CFM56-ALL
TRAINING MANUAL
CFM56-ALL
CTC-229-041-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 212
Sep 03
CFM56-ALL
TRAINING MANUAL
CFM56-5B, -7B
CTC-229-045-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 213
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-055-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 214
Sep 03
CFM56-ALL
TRAINING MANUAL
CTC-229-060-1-00
EFFECTIVITY
ALL CFM56 ENGINES
TOC
REFERENCE
ILLUSTRATIONS
Page 215
Sep 03

CTC-229 Borescope Inspection

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TRAINING MANUAL

CFMI Customer Training Center

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CFMI Customer Training Services

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CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

AIR TRANSPORT ASSOCIATION

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

KILOGRAMS PER HOUR

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

QUICK ATTACH DETACH

CFMI PROPRIETARY INFORMATION

VOLTAGE, ALTERNATING CURRENT

CFMI PROPRIETARY INFORMATION

IMPERIAL / METRIC CONVERSIONS

METRIC / IMPERIAL CONVERSIONS

1 m = 10.76 sq. ft.

1 m = 35.31 cu. ft.

1 psi. = 6.890 kPa

1 Pa = 1.45 10-4 psi.

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

- Any obvious incidents that may have contributed to,

CFMI PROPRIETARY INFORMATION

SCHEDULED / UNSCHEDULED INSPECTION

As a supplement, refer to the Non Destructive Test

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

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CFMI PROPRIETARY INFORMATION

BASIC ENGINE PARTICULARS

CFMI PROPRIETARY INFORMATION

CFM56 MAIN CHARACTERISTICS

Two spool axial flow

Fan & Booster Module

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

FAN AND BOOSTER

CFMI PROPRIETARY INFORMATION

Booster spool rotating air seals rub against the inner

FAN AND BOOSTER

CFMI PROPRIETARY INFORMATION

THE HIGH PRESSURE COMPRESSOR (HPC)

The case has internal machined circumferential slots that

The IGVs and VSVs stages 1, 2 and 3 are installed

The stage 4-9 spool is bolted onto the stage 3 disk. It

There are 2 circumferential slots machined inside the

Each stage on the 4-9 spool has 2 blade locks to

CFMI PROPRIETARY INFORMATION

CFMI PROPRIETARY INFORMATION

THE HIGH PRESSURE COMPRESSOR (HPC)

Ports S1, S3, S5, and S6 have a 10mm diameter.

IMPORTANT : WHEN RE-INSTALLING PLUGS S7, S8