Engine Trent XWB Airbus 350

CONTENTS Book Issue: Initial Issue Consisting of: Section 1

Engine Introduction

Initial Issue

Section 2

Powerplant Maintenance Practices

Initial Issue

Section 3

Borescope Inspection Practices

Initial Issue

Section 4

Engine Inspection – Fan Blades

Initial Issue

Section 5

Engine Internal Inspection – Cold Section

Initial Issue

Section 6

Engine Internal Inspection – Hot Section

Initial Issue

Section 7

Part Condition Terminology

Initial Issue

Section 8

Practical Exercise

Initial Issue

Initial Issue – July 2014

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PREFACE

Rolls-Royce plc 2014. Rolls-Royce plc proprietary information

Trent XWB Borescope Inspection

Preface

Notice to Holders The information in this training material is the property of Rolls-Royce plc and may not be copied, or communicated to a third party or used for any purpose other than that for which it is supplied without the express written consent of Rolls-Royce plc. To the extent Rolls-Royce plc has an agreement covering the control and disclosure of information with the company, organization or individual receiving this training material then this training material shall be held in confidence and controlled in accordance with such agreement’s terms. A portion of the material in this training material is the property of the Airbus Companies and has been included with their permission. To the extent that any of this material is identical to materials that an airline customer receives directly from the Airbus Companies, it shall be held in confidence and otherwise controlled by the terms of such airline customer's AGTA and CSGTA agreements covering Airbus Proprietary Information and Materials. Whilst the information in this training material is given in good faith based upon the latest information at the date of issue available to Rolls-Royce plc, no warranty or representation is given concerning such information, which must not be taken as establishing any contractual or other commitment binding upon Rolls-Royce plc or any of its subsidiary or associated companies, or the Airbus Companies. This training material is not on an official publication, no revision service will be provided and must not be used for operating or maintaining the equipment herein described. The official publications and manuals must be used for those purposes: they may also be used for up-dating the contents of the training material. Positional Referencing. It is to be noted that throughout these course notes any reference to a position or unit location is referred to as being viewed from the rear, unless otherwise stated. This is presuming the student is standing at the rear of the engine and/or aircraft and looking forward.


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Preface

COURSE TERMINAL OBJECTIVES At the end of the course, students will be able to: 1. Describe the configuration of the Trent XWB engine. 2. Describe the tasks necessary to carry out a Borescope Inspection (BSI). 3. Describe and use the tooling to prepare for Borescope Inspection. 4. Describe and use the tooling to rotate the engine shafts. 5. Locate, remove and refit the Borescope access plugs. 6. Carry out a Borescope Inspection of the Trent XWB engine. 7. Compare damage limits in the AMM to that typically found in service. 8. Identify damage using the standardised terminology.


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Preface

Rolls-Royce/Airbus Business Agreement

Airbus Responsibilities

The business agreement introduces new business and technical interfaces. The propulsion system is divided into two work packages:

 Variable Frequency Generators (VFG) and QAD adaptor.

RR Responsibilities

 Aircraft mounted equipment.

 The bare engine and associated engine systems.  The Engine Section Stators (ESS) anti-icing system.  The Variable Frequency Generator Oil Cooling System.  The technical aerodynamics.

definition

of

the

nacelle

internal

 Hydraulic Pumps. Airborne

Vibration

Monitoring

 Engine Bleed Air System (EBAS) valves only (not IP check valve).  Engine Inlet Cowl assembly (Manufacture). Goodrich Responsibilities

 Engine Mounts.

 Fan Cowl Assembly.

 Fire and Overheat detection system.  Engine Fire Extinguishing System.

 Thrust Reverser Assembly including actuation system.

 Hydraulic pipe-work.

 Inlet Cowl (In service maintainability).

 Engine Bleed Air System (EBAS) pipe-work and IP check valve

 Power Door Operating System (PDOS).

 Inlet anti-icing valves, controllers including pipe-work.

 Primary Exhaust Nozzle.

 Nacelle Hold Open Rods.  Primary Exhaust Plug.


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Preface

ABBREVIATIONS


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A Abs AC A/C ACARS ACMF A/D ADIRS AFDX AGB AOHE Al AlV ALT Amb AMM Approx APU ARINC ASG ATA ATRU AVM B BITE BV C C CAA CAS CFB

Preface

Built In Test Equipment Bleed Valve

CIPS CLB CLR CLSD CMC CMS COS CTL D dB DC DCV DECEL DEP Deg F Deg C DISCH DMC DP DRTO DU E EAI EASA EBAS EBU ECAM

Degree Celsius Civil Aviation Authority Calibrated Air Speed Centrifugal Breather

ECS ED EDP EEC

Absolute Alternating Current Aircraft Airplane Communication Addressing and Reporting System Aircraft Condition Monitoring Function Analogue to Digital Air Data Inertial and Reference System Avionics Full Duplex Ethernet Accessory Gearbox Air Oil Heat Exchanger Alumel (Aluminium alloy in thermocouples) Anti-ice Valve Altitude or Alternate Ambient Aircraft Maintenance Manual Approximate (ly) Auxiliary Power Unit Aeronautical Radio Incorporated Auto Start Generator Air Transport Association Auto Transformer Rectifier Unit Airborne Vibration Monitor


CAC Inlet Ice Protection System Climb Clear (on cockpit push button) Closed Central Maintenance Computer Central Maintenance System Cowl Opening System Control Decibel Direct Current Directional Control Valve Decelerate, Deceleration Data Entry Plug Degree Fahrenheit Degree Centigrade Discharge Display Management Computer Differential Pressure De-Rated Take-Off Display Unit Engine Anti-Ice European Aviation Safety Agency Engine Bleed System Engine Build Up Electronic Centralised Aircraft Monitoring System Environmental Control System Engine Display Engine Driven Pump Engine Electronic Controller Preface Page 5



EECS EEPROM

EGB EGT EIS EIPM EMCD EMI Ems EMU ENG ETRAC ETRAS E/WD EOSC ESS ESSAIV ESN ETOPS EXT PXR F F FAA FADEC FAV FBH FCD FCSB FCFGS FCU FCOS FCPC

Engine Electronic Control System Electrically Erasable Programmable Read only Memory EFIS Electronic Flight Instrument System External Gearbox Exhaust Gas Temperature Electronic Instrument System Engine Interface power Management Electric Magnetic Chip Detector Electro Magnetic Interference Engine Monitoring System Engine Monitor Unit Engine Electric Thrust Actuation System Controller Electrical Thrust Reverser Actuation System Engine / Warning Display Engine Oil Surface Cooler Engine Section Stators Engine Support Stator – Anti-Ice Valve Engine Serial Number Extended Twin Operation System External Power Degree Fahrenheit Federal Aviation Administration Full Authority Digital Engine Control Fan Air Valve Front Bearing Housing Fan Cowl Door Fan Cowl Door Support Beam Flight Control Flight Guidance System Flight Control Unit Fan Cowl Opening System Flight Control Primary Computer


Preface

FDR FDU FEC FFT FLT FLEX FMS FMGEC FMU FMV FOGV FOHE FSN FREQ FWC FWD FWS G GBX gpm GND GSE H HCU HMU HOR HP HPC HPSOV HPV HPT Hz

Flight Data Recorder Fire Detection Unit Fan Exhaust Cowl Fuel Flow Transmitter Flight Flexible Take-Off Rating Flight Management System Flight Management Guidance Envelope Computer Fuel Metering Unit Fuel Metering Valve Fan Outlet Guide Vanes Fuel Oil Heat Exchanger Fuel Spray Nozzle Frequently Flight Warning Computer Forward Flight Warning System Gearbox Gallons per Minute Ground Ground Support Equipment Hydraulic Control Unit Hydro-Mechanical Unit Hold Open Rod High Pressure HPBV HP Bleed Valve High Pressure Compressor High Pressure Shut-Off Valve High Pressure Valve HP Turbine Hertz Preface Page 6



I/O IFS IFSD IGB IGN IGV IP IPBV IPC IPC IPT ISA IV J JAA JAR JB JCT K K K Kg KGPH KT KV KVA L L ELE lb(s) lbf lbs/hr

Input/Output Inner Fixed Structure In Flight Shut Down Intermediate Gear Box Ignition Inlet Guide Vane Intermediate Pressure IP Bleed Valve Illustrated Parts Catalogue Intermediate Pressure Compressor Intermediate Pressure Turbine International Standard Atmosphere Isolation Valve Joint Aviation Authorities Joint Airworthiness Requirements Junction Box Junction Degree Kelvin Kilo Kilogram Kilogram per Hour Knot Kilo Volt Kilo Volt Ampere Left Elliptical Leading Edge Pound(s) (weight) Pounds Force Pounds per Hour


Preface

LE L/G LH LP LPC LPT LPTCCV LPTOS LRU LVDT M MAINT MAX MCD MCDU MCT MDU MEL MMEL MHz MIN MM mm MN MPM MOD ms MTBF MTBR MTO MUF mV

Leading Edge Landing Gear Left Hand Low Pressure Low Pressure Compressor Low Pressure Turbine LP Turbine Case Cooling Valve Low Pressure Turbine Overspeed Line Replaceable Unit Linear Variable Differential Transducer Maintenance Maximum Magnetic Chip Detector Multi-Purpose Control Display Unit Maximum Continuous Thrust Manual Drive Unit Minimum Equipment List Master Minimum Equipment List Megahertz Minimum Maintenance Millimetres Mach Number Main Processing Module Modification Millisecond Mean Time Between Failure Mean Time Between Removals Maximum Take-Off Muffler (noise reduction) Millivolts Preface Page 7



N N N1 N2 N3 dot ND NGV NH NI NL NLC NLT NRV NVM O OAT OBV ODMS ODS ODSC OGV OLN OPS OPV OVHT OVSPD P P0 P160 P20 P24 P25 P30

Rotational Speed Low Pressure Assembly Speed Intermediate Pressure Assembly SpeedN3 High Pressure Assembly Speed Rate of Change of N3 Navigation Display Nozzle Guide Vane HP Shaft Speed IP Shaft Speed NL Shaft Speed LP Compressor Speed LP Turbine Shaft Speed Non Return Valve Non Volatile Memory Outside Air Temperature Oil Bypass Valve Oil Debris Monitoring System Oil Debris Sensor Oil Debris Signal Conditioner Outlet Guide Vane Operational Limitations Note Overspeed Protection System Over Pressure Valve Over Heat Overspeed Ambient Pressure Fan Exit Pressure Engine Intake Pressure IP Compressor Inlet Pressure IP Compressor Exit Pressure HP Compressor Delivery Pressure


Preface

Pamb PADS P/B PDOS PFD PFPS PMA Poil POSN PP PPH PRESS Prox Prox (Ind) PRSOV PRV PS PSI PSIA PSID PSIG PWR Q QAD QEC Qoil QTT QTY R R RAT RAD ALT RCC

Ambient Pressure Pneumatic Air Source and Distribution management System Pushbutton Power Door Opening System Primary Flight Display Propulsion Fire Protection System Permanent Magnet Alternator Oil Pressure Position Power Plant Pounds Per Hour Pressure Proximity Sensor Proximity Sensor (Inductive) Pressure Regulating Shut-Off Valve Pressure Regulating Valve Pressure Switch Pounds per Square Inch Pounds per Square Inch Absolute Pounds per Square Inch (Differential) Pounds per Square Inch Gauge Power Quick Attach Detach Quick Engine Change Oil Quantity Quantity Transmitter Quantity Right Ram Air Turbine Radio Altitude Remote Charge Converter Preface Page 8



REF REV RFI RPDU RTD RVDT S SC S/C S/D S/G SAGB SASV SAT SB SCV SD SADC sec SED SER NO SFC SLS SLV Sol Sov SPM SPDU SSPC SAV SW SYS

Reference Reverser Radio Frequency Interference Remote Power Distribution UnitRR RollsRoyce plc Resistive Temperature Device Rotary Variable Differential Transducer Signal Conditioner Short Circuit Shut Down Starter/Generator Step-Aside Gearbox Secondary Air System Valve Static Air Valve Service Bulletin Start Control Valve System Display System Data Acquisition Concentrator Second Secondary Engine Display Serial Number Specific Fuel Consumption Sea Level Static Sync Lock Valve Solenoid Shut-Off Valve Signal Processing Module Secondary Power Distribution Unit Solid State Power Controller Stator Vane Angle Switch System


Preface

T T0 T20 T24 T25 T30 TAI TAT TBD TBH TC TCAF TCAR TCC TCCV TCM TDC TE TEMP T fuel TGT THR TLA TOGA Toil TOS TPR TR TRA TRAS TRU TRPU

Ambient Air Temp Engine Intake Temperature IP Compressor Inlet Temperature IP Compressor Exit Temperature HP Compressor Exit Temperature Thermal Anti-Ice Total Air Temperature To Be Determined/Decided Tail Bearing Housing Thermocouple Turbine Cooling Air Front Turbine Cooling Air Rear Turbine Case Cooling Turbine Case Cooling Valve Thrust Control Malfunction Top Dead Centre Trailing Edge Temperature Fuel Temperature Turbine Gas Temperature Thrust Throttle Lever Angle Take-Off/Go Around Oil Temperature Turbine Overspeed Turbofan Power Ratio Thrust Reverser Throttle Resolver Angle Thrust Reverser Actuation System Transformer Rectifier Unit Thrust Reverser Power Unit Preface Page 9



TSN TSO U U/S V V VAC VCAS VFG VIGV VSV VSVA W WOW

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Time Since New Time Since Overhaul Unserviceable Volts Volts Alternating Current Calibrated Airspeed Variable Frequency Generator Variable Inlet Guide Vane Variable Stator Vane Variable Stator Vane Actuator Weight on Wheels


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Section 1 – Introduction

 Rolls-Royce plc 2014 Use or disclosure is subject to the legend on the Notice to Holders page


Introduction

Course terminal Objective To introduce borescope inspection personnel to the Trent XWB engine and identify the inspection areas, locations of the borescope access ports and the limitations stated in the Aircraft maintenance Manual (AMM). Section 1 - Introduction Objectives At the end of this section the student will be able to: 

State the bearing arrangement of the Trent XWB engine.



Recognise the modular breakdown of the Trent XWB engine.



Identify the location and describe the purpose and operation of the engine modules.



Identify and locate the Trent XWB engine components installed on the left and right side of the engine.



Identify the location and describe the purpose of the borescope access positions on the Trent XWB engine.

Initial issue - Aug 2014

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Introduction

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Introduction

Main Rotating Assemblies The engine utilises three main rotating assemblies for efficient thrust production.

Burning of the fuel/air mixture in the combustion chamber produces a gas flow with increased volume and kinetic energy; this energy is used by the turbine to create a rotation force which drives the shaft that connects the turbine to the compressor.

Location

Low Pressure System

The three rotating systems form the main assembly of the engine and are located throughout the engines internal area.

The Low Pressure (LP) system rotates counter clockwise and comprises of a single stage LP Compressor (Fan) connected by a shaft to a six stage LP Turbine.

Introduction

Purpose The purpose of the rotating assemblies is to compress all the air entering the engine. The compressed air is used primarily to produce thrust from the Fan and produce a high energy gas flow when burnt with fuel in the combustion chamber. The high pressure (HP) rotating system also drives the external gearbox which in turn drives the mounted accessory components and so allowing the engine and aircraft systems to be operated. Description The three rotating assemblies are called the Low Pressure (LP), Intermediate Pressure (IP) and High Pressure (HP) systems. Each system is mechanically independent from the other but each system can affect the other two. The rotating assemblies operate separately to each other with the HP system on the outside, the IP system in the middle, and the LP system in the centre. Each system has a compressor, a shaft and a turbine.


Intermediate System The Intermediate (IP) system rotates counter clockwise and comprises of an eight-stage compressor connected by a shaft to a two stage IP turbine. High Pressure System The High Pressure (HP) system rotates clockwise and comprises of a six-stage compressor connected by a shaft to a single stage turbine. Each of the rotating assemblies is supported independently by a combination of roller (support) bearings and ball (location/ thrust) bearings. The External Gearbox (EGB) is driven from the HP system via the Internal Gearbox (IGB) and the Intermediate Gearbox. IGB bevel gears transmit HP shaft rotation force to the intermediate gearbox bevel gears, and then via the radial drive shaft the rotation force is transmitted to drive EGB.

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Introduction

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Engine Main Bearing Arrangement Introduction Bearings are used within engineering assemblies to allow rotational movement between two parts i.e. a shaft and a structure. Location The bearings are located inside the engine in four main areas. These areas are:  Front Bearing Housing (FBH) (Module 32)  Internal Gearbox (IGB) (Module 33)  HP/IP Bearing Chamber (Module 51)  Tail Bearing Housing (TBH) (Module 52) Purpose Bearings provide a means of accurately supporting and locating the rotors whilst transmitting force and offering minimal rotational resistance. Description Two types of bearings are used in the Trent XWB engine, ball bearings and roller bearings. Ball (location) bearings are located in the Internal Gearbox (IGB) of the Compressor Intermediate module and the Front Bearing Housing (FBH) of the IP Compressor module. Ball bearings can withstand radial and axial forces and are therefore suitable for transmitting thrust and locating shafts. Roller bearings are located in all the main areas mentioned above and transmit radial loads while allowing axial movement of the shaft. The LP and IP rotor assemblies are each supported by three bearings. The HP rotor is supported by two bearings. Initial issue - Aug 2014

Introduction

LP Rotor Assembly LP rotor system is supported by two roller bearings and a single ball (location) bearing. The LP ball bearing in the FBH positions the LP compressor shaft for location, support and thrust transmission to the rear mount. The central roller bearing in the internal gearbox supports the rear of the LP compressor shaft and the front of the LP turbine shaft. The final roller bearing in the TBH supports the rear of the LP turbine shaft. IP Rotor Assembly The IP rotor system is supported by two roller bearings and a single ball bearing. The front roller bearing supports the IP compressor and the rear roller bearing supports the IP turbine. The central ball (location) bearing positions the shaft and also transmits the thrust developed by the IP system. HP Rotor Assembly The HP rotor system is supported in two positions. A roller bearing supports the HP turbine. The ball (location) bearing supports the HP compressor, locates the HP system, and also transmits the thrust developed by the HP rotor system.

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Introduction

ENGINE MAIN BEARING ARRANGEMENT Initial issue - Aug 2014

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Introduction

Reasons for moving the XWB LP Location bearing from the Internal Gearbox to the Front Bearing Housing 

The loads imposed on the Trent XWB turbine are greater than that of previous Trent’s.



Larger bearings required more room, but not enough room in IGB.



FBH large enough to take 52mm ball (Thrust) bearing.



By increasing the size of the LP location bearing the amount of air into the IP Drum can be reduced.



IP Drum traditionally acts as a piston to counter act the effect of the turbine. In these traditional design large quantities of IP5 air is directed into the IP Drum to pressurize the ‘piston’.



Fan air seal leakage adds to inefficiency.



By moving the LP location bearing to the FBH not as much IP5 air is required therefore saving fuel.


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Introduction

FRONT BEARING HOUSING Initial issue - Aug 2014

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Trent XWB Modular Breakdown Introduction The Trent XWB is designed as a series of modules to ease assembly and overhaul. A module consists of a number of parts in a self-contained unit that interface with other modules and systems. Purpose The purpose of building the Trent XWB Engine in a modular format is to ease manufacture, engine assembly, maintenance and repair. Description There are seven modules, that when assembled together, are connected to the associated engine systems to form the Trent XWB engine. Each module is numbered in accordance with the Air Transport of America (ATA) numbering convention. This type of construction uses a modular approach that offers a number of important benefits such as:  Decreasing repair turn-round time.  Lowering overall maintenance costs.  Reducing spare engine holdings.  Maximizing module life.

Introduction

The Trent XWB engine seven modules are numbered and named as follows:  Module 31 - LP Compressor Rotor Module.  Module 32 - IP Compressor Module.  Module 33 - Compressor Intermediate Module.  Module 41 - HP System Module  Module 51 - IP Turbine Module.  Module 52 - LP Turbine Module.  Module 61 - External Gearbox Module. The modules are connected to their respective partners i.e. compressor to turbine, by a axial drive shaft and to the neighbouring module by bolts on the outer flange. The external gearbox is mounted to the bottom of the LP Compressor Case and driven by a radial shaft connected to the intermediate gearbox. Non-Modular Components Components that are not part of the module are described as being non-modular such as tubes, harnesses and in the case of the Trent XWB the LP Compressor Case and the LP Compressor Blades. The annulus fillers and spinner assembly are also classed as non-modular items.

 Easier transportation and storage.  More economical transportation and storage.


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Introduction

TRENT XWB MODULAR BREAKDOWN Initial issue - Aug 2014

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LP Compressor Module (Module 31) Location The LP Compressor is located at the front of the engine. Purpose The purpose of the LP compressor module is to provide location and drive to the LP compressor blades. Description The LP compressor module consists of the fan disc, LP compressor shaft, and fan air seal. Together they are called the module 31. Fan Disc The fan disc retains the fan blades in position using 22 curved dovetail shaped slots that react to the loads from the blades. A radial slot is machined into each dovetail to locate a shear key at the bottom of the fan blades to secure the blades axially. Annulus fillers are installed between the blades to give a smooth contour to the internal surface and provide the inner annulus of the LP compressor. Two hooks attach the fillers to the LP disc. A pin at the front of the annulus filler aligns the spinner support ring.

Introduction

the rest to mark one turn of the shaft when the LP system has got to be balanced. Fan Air Seal Behind the LP compressor disc is a LP Fan Air Seal which is bolted to the LP compressor shaft. The air seal contains a 5-fin labyrinth seal, the fins are subject to fan air pressure on one side and IP5 pressure on the other. The pressure drop across this seal is used to control bearing loads in the Front Bearing Housing. The seal also provides an inner aerodynamic line between the LP and IP compressors.

The disc is bolted to the LP compressor shaft through a double row curvic coupling. LP Compressor Shaft The LP shaft is attached to the disc with a curvic coupling and bolts. Behind the coupling is the LP/IP location bearing group assembly, which keeps the shaft in the correct radial position. At the rear it is attached to the LP turbine with a helical splined coupling. On the shaft is a phonic wheel to monitor the LP speed (N1). The phonic wheel has one tooth smaller than Initial issue - Aug 2014

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Introduction

LP COMPRESSOR MODULE (31) Initial issue - Aug 2014

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Introduction

Spinner Assembly Location The spinner is located at the front of the engine and is attached to a support ring on the front of the LP compressor disc. Purpose The purpose of the spinner is to aerodynamically guide the air entering the engine into the LP compressor. It also allows any debris to be deflected to the outer section of the fan blades and down the bypass duct to protect the engine core. Description The spinner assembly consists of the spinner and spinner support ring. Spinner The spinner is a one piece, filament wound component that is conical in shape, painted black and coated with polyurethane to prevent erosion and minimise ice formation. A white line painted on the spinner from the tip rearwards provides an indication of engine rotation in poor lighting conditions whilst the engine is running.

A rubber tip at the end of the spinner vibrates during engine running to act as a de-icing feature and break up any ice that may form on the spinner. The outer surface extends rearwards to touch the annulus fillers and provide an aerodynamic cover for the support ring. The spinner attaches to the nose cone support ring by 22 MORTORQ screws which itself is attached to the LP compressor disc with 20 bolts. Spinner Support Ring The spinner support ring is attached to the front of the LP compressor disc. It is also the attachment for the spinner; forward module and LP compressor blade trim balance weights. Offset alignment pins fitted to the rear face of the support ring ensure the ring is only installed onto the disc in one position. Extraction inserts provide assistance in removal of the spinner support ring during maintenance.

The tell tale rotation line starts at the tip just bellow the rubber de-icing feature and corresponds with the # 1 fan blade hub position, it then spirals down the cone in an anti-clockwise direction twice and also ends at the # 1 fan blade hub position. At the # 1 hub position on the base of the spinner sequence of numbers 1, 2, & 3 are painted next to corresponding fan blades, these are also painted in anti-clockwise direction for ease of identification maintenance crews. Initial issue - Aug 2014

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Introduction

SPINNER ASSEMBLY Initial issue - Aug 2014

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LP Compressor Blade and Annulus Filler Assemblies Introduction The Trent XWB has 22 hollow wide chord, titanium, swept LP Compressor Blades designed to maximize efficiency and minimise noise. Location The LP Compressor Blades are located at the front of the engine in the LP Compressor Disc.

Introduction

Etched on the bottom of each blade is the blades own specific information that includes:  The Assembly Part Number.  The Serial No.  The Tangential, Axial and Radial Moment Weights of the blade. Annulus Fillers

Purpose

22 aluminium annulus fillers provide a smooth aerodynamic profile between each fan blade into the compressors.

The purpose of the LP Compressor Blades is to produce the majority of the thrust and to raise the air pressure induced into the engine sufficiently for the IP compressor to operate.

The annulus fillers are each axially located into position on the LPC disc by two hooks. A single pin at the front of each annulus filler provides location to the spinner support ring.

Description

Rubber flap type seals on each side of the annulus filler minimises leakage of air from between the fan blade and annulus fillers.

Each LP Compressor blade is manufactured by diffusion bonding two titanium plates to a central titanium membrane, which is then super-plastically formed to give the correct aerofoil shape. The leading edge of the blade is of elliptical shape to increase the efficiency of the blade. Each blade locates into the LP Compressor disc by a curved dovetail and retained axially by a shear key installed to the base of the blade. The shear key is retained to the fan blade by a flexible strap. The blade root is laser peened and lubricated with a dry film lubricant to reduce surface stress between the blade roots and disc dovetail during service. A slider assembly inserted between the dovetail slot of the disc and the base of the blades locates the blades radially and ensures the shear key is secured in position into the slot in the disc. Initial issue - Aug 2014

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Introduction

FAN BLADE AND ANNULUS FILLER ASSEMBLIES Initial issue - Aug 2014

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IP Compressor Module (Module 32) Location The IP compressor is located between the LP Compressor and the Intermediate Case. Purpose The purpose of the IP Compressor is to compress the air from the inner annulus of the LP Compressor, increase its pressure and deliver it at the correct conditions to the HP Compressor. Description The IP compressor module is an eight-stage axial compressor assembly consisting of four main sections:  Front Bearing Housing (FBH)  The IP Compressor Stage 1-3 case.  The IP Compressor Stage 4-8 case.  The IP Compressor rotor. Front Bearing Housing (FBH) The FBH contains the LP location, IP compressor roller bearing and the LP and IP systems speed probes. Around the outer annulus is hollow Engine Section Stators (ESS), which during certain conditions, are heated with hot air from the eighth stage of the IP compressor. The ESSs are welded together and fixed to the fan outlet guide vanes (OGV) to form the FBH/OGV joint. The FBH/OGV joint holds the LP compressor case to the core engine. Electrical cables, from the shaft speed probe; pass internally through the ESS vanes. Other vanes contain tubes to supply oil to and from the roller bearings. Behind the ESS vanes is a single stage of Variable Inlet Guide Vanes (VIGVs). Initial issue - Aug 2014

Introduction

IP Compressor Stage One to Three Case The stage one to three case is split into two semi-circular half cases to aid production and repair. Two stages of Variable Stator Vanes (VSVs) are installed in the half casings that are connected to the VSV/VIGV mechanism. The two half casings are lined with abradable linings between the variable stators. IP Compressor Stage Four to Eight Case The IP Compressor Stage four to eight case is split into two semi-circular half cases, the forward flanged is bolted to the stage one to three case. The stage four to eight vanes are located in T slots, the stage eight vanes are known as the IP compressor outlet guide vane (OGVs). The two half cases are lined with abradable lining between the stator vanes. IP Compressor Rotor Eight discs are welded together to form a drum with the blades being mounted to the disc by axial and circumferential dovetail slots. All the blades run against abradable linings to help maintain tip clearances. A stubshaft mounted to the front of the stage one rotor has a phonic wheel, with teeth machined into it, for measurement of the IP rotor speed (NI) and an inner race for the IPC front roller bearing. To enable the IP Compressor to be rotated a drive arm at the rear of the stage six disc, is attached by a curvic coupling to the IP stub shaft within the compressor intermediate case module. Helical Spines within the IP connects the IP Compressor to the IP Turbine driveshaft.

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Introduction

IP COMPRESSOR MODULE (32) Initial issue - Aug 2014

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Compressor Intermediate Case Module (Module 33) Location The compressor intermediate case is located between the IP compressor case and the HP system. Purpose The purpose of the compressor intermediate case is to provide:  Support for the IP and HP compressor cases.  A structure through which the thrust of the engine is transmitted to the aircraft.  Location of the Internal and Intermediate Gearbox.  ‘A’ frame location points. Description The compressor intermediate case is a fabricated major structural part of the engine that forms the aerodynamic duct between IP & HP compressors. The module also provides, housing for the internal gearbox and a mounting position for the intermediate gearbox. Intermediate Case The front part of the intermediate case is installed over the rear part of the IP compressor and is bolted to a flange mid-way along the IP compressor case. The rear part of the intermediate case is installed around the front part of HP compressor case and is bolted to a flange on the combustor outer case. The outer casing incorporates a triangular box that features integral lugs. Thrust is transmitted from the engine to the rear mount and then to the aircraft via thrust links that are attached to the integral lugs of the intermediate case. Initial issue - Aug 2014

Introduction

The rear flange of the triangular box features a V- groove that locates the thrust reverser inner surface in position when the thrust reverser assembly is closed around the engine. Two ‘A’ frames are attached to the intermediate case by four lugs to provide torsional stability between the intermediate case and the LP Compressor case. The inner structure of the intermediate case incorporates the internal gearbox housing, which is supported by eight hollow aerofoil shaped struts. Some of the struts provide locations for tubes that take oil to and from the internal gearbox housing. Others supply air to the internal areas for cooling and sealing. There is also instrumentation within two other struts. Internal Gearbox The internal gearbox housing contains the LP roller bearing and IP and HP location bearings for the three rotating assemblies. There are also gears from the HP rotating systems that drive the Intermediate Gearbox. This allows the HP rotating system to drive the external gearbox and to be turned for maintenance. Intermediate Gearbox Provision is made at the 6 o’clock position for the location of the intermediate gearbox. The intermediate gearbox transfers drive from the HP system to the external gearbox through a radial driveshaft in the 6 o’clock strut in the compressor intermediate case.

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Introduction

INTERMEDIATE CASE MODULE (33) Initial issue - Aug 2014

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High Pressure (HP) System Module (Module 41) Location The HP system module is located between the Compressor Intermediate Case (Module 33) and the Intermediate Pressure (IP) Turbine (Module 51). Purpose The primary purpose of the HP system is to efficiently deliver compressed air at the required conditions for combustion; also converts the combustion sections gas flow into a rotating force using a Turbine. The HP systems secondary purpose is to deliver compressed air to engine/aircraft systems. Description The HP system comprises three sub-assemblies that work together. The HP system sub-assemblies are; the HP compressor, the combustor section and the HP turbine. HP Compressor The HP compressor rotor is manufactured in three subassemblies bolted together; the last sub-assembly also incorporates the HP rotating assembly drive shaft. The three sub-assemblies are:  Stage 1-3 drum assembly.  Stage 4 disc.  Stage 5, 6 and cone assembly. Stages 1-3 are of blisk construction, and welded together to form a drum assembly. Definition: A blisk is a single component consisting of a rotor disk and blades manufactured from a single piece of material. Stage 4 is a conventional bladed disc to which the stage 1-3 drum and stage 5, 6 and cone assembly are bolted. Stages 5 and 6 are conventionally bladed discs that are welded together and onto the cone. The cone also Initial issue - Aug 2014

Introduction

incorporates a mini disc to which the HP turbine attaches too. Combustion Section The combustion chamber is of annular design with tiled inner and outer walls. The tiles are coated with a thermal barrier coating (TBC) to protect the base metal from the heat in the combustor and cooled by HP compressor stage 6 air. At the rear of the combustor are the 20 HP nozzle guide vanes (HPNGV) assemblies. Each vane is coated with TBC and cooled by HP compressor stage 6 air. The HPNGV’s allow the gas flow from the combustor to enter the HP turbine at the correct speed, angle and direction. Fuel is supplied into the combustor by 20 fuel spray nozzles (FSN) that bolt to the single skin combustion outer case and protrude into the combustor at the front of the combustor. HP Turbine The HP turbine blades are installed into the HP Turbine disc, by fir-tree type root fixtures. The blades are internally cooled by HP compressor stage 6 air and have TBC applied to the blade surfaces. The disc is bolted at the front to the mini disc and at the rear to a stubshaft that extends rearwards; this is supported by the HP roller bearing. The HP turbine case is bolted to the outer combustion case and the IP turbine case. A cooling manifold on the outside allows fan air to cool the casing and reduce clearance between the HP turbine blade tip and the seal segments located in the HP turbine case. At the rear of the HP Turbine is the HP/IP bearing structure; this also contains the IP stage 1 NGV’s which are cooled by HP3 air. A thermocouple is located in one of the IP 1 NGV’s to monitor the HP3 cooling air in the cavity between the HP turbine and IP Turbine stage 1 discs. Page 1-21



Introduction

HP SYSTEM MODULE (41) Initial issue - Aug 2014

Page 1-22



IP Turbine (IPT) Module (Module 51) Location The IP turbine module is located between the HP system (module 41) and the LP turbine (module 52). Purpose The purpose of the IP turbine (IPT) is to extract energy from the gas flow exiting the HP turbine to drive the IP compressor and provide a structural load path between the HP system and LP turbine. Description The IP turbine module is a two stage rotating assembly that has seven sub-assemblies: IP Turbine Case - The single piece IP turbine case provides location of the IPT stage 2 NGV’s, LPT stage 1 NGV’s and IPT stage 1 and 2 seal segments. A cooling manifold on the outer casing allows fan air to cool the casing via a modulating turbine case-cooling valve (TCCV). IP Turbine Stage 2 NGVs - The IPT stage 2 NGVs are manufactured in pairs, which are located between the stage 1 and 2 IPT blades and cooled by HP3 air. IP Turbine Blades - There are two stages of IP blades within the Trent XWB and are located to the discs by fir-tree roots. The blades have shrouded tips with fin seals, that run in seal segments and are internally cooled by HP Compressor (HPC) stage three air. HP3 air also cools the stage one blades. IP Turbine Discs - There are three discs within the IPT module, they are:  IPT Stage 1 Disc – The IPT stage 1 disc has two rearward facing arms. The outer arm bolts to a mini disc and the inner arm locates to the IPT stage 2 disc. Initial issue - Aug 2014

Introduction



IPT Stage 2 Disc – The IPT stage 2 disc has two forward facing arms and a rear drive arm. The front outer arm bolts to the mini disc and the front inner arm locates to the IPT stage 1 disc. The rearwards facing arm is bolted to the IPT shaft to allow the energy from the turbine blades to drive the IP Compressor and to a stubshaft to support the rear of the IP system.  IPT Mini-Disc – The primary purpose of the IPT mini-disc is to provide a fin seal at the base of the IPT stage 2 NGV’s to prevent gas leakage. The secondary purpose is to provide strength to the IPT 1 and 2 joint. LP Turbine Stage 1 NGV’s - Located to the rear of the IPT 2 blades the LP1 NGV’s are manufactured in pairs and cooled by HP3 air. In 12 of the NGV’s are thermocouples that measure the temperature of the gas flowing through the turbine section. This temperature is indicated on the flight deck as Engine Gas Temperature (EGT). Near to top dead centre a separate thermocouple passes through one NGV to monitor the IP8 cooling air at the rear of the IPT 2 disc. IP Turbine Stubshaft - The IP turbine stubshaft provides the inner race of the IP rear roller bearing to provide radial support for the IP System.

Page 1-23



Introduction

IP TURBINE MODULE (51) Initial issue - Aug 2014

Page 1-24



LP Turbine (LPT) Module (Module 52) Location The LP turbine module is located at the rear of the engine after the IP turbine (module 51). Purpose The purpose of the LP turbine is to extract energy from the gas flow exiting the IP turbine to drive the LP compressor. Description The LPT module is a six stage rotating assembly that consists of eight sub-assemblies: LP Turbine Case and Stage 2 to 6 NGV’s The LPT case provides location for the uncooled LPT Stage 2 to 6 NGV’s and seal segments. The NGV’s are hollow, cast as multi-vane assemblies and retained in circumferential slots in the LPT casing. Borescope inspection access is provided to each stage and a manifold is located on the outer surface. Fan air is supplied to the manifold via a modulating TCCV to cool and contract the casing to prevent blade tip air losses. LP Turbine Blades The LP turbine blades locate into the discs by fir-tree roots at the bottom and have circumferential seal-fins attached to the outer shrouds at the tips. The seal fins run in seal segments to control gas leakage. All the stages are cast with stages one and two being solid and stages 3 to 6 semi-hollow. LP Turbine Discs Six individual LP turbine discs are bolted together and feature circumferential seal fins to control the cooling air and hot gas leakage in the LP turbine. Fir-tree roots allow the turbine blades to be located to the discs. The stage 5 disc Initial issue - Aug 2014

Introduction

incorporates a drive arm that attaches to the LP turbine shaft via a bolted curvic coupling. LP Turbine Shaft The LP turbine shaft is connected to the front of the LP turbine stage five disc by a bolted curvic coupling. The shaft goes through the centre of the IP shaft to connect with the LP compressor shaft by helical splines and a threaded nut. LP Turbine Stubshaft The LP turbine stubshaft is bolted to the rear of the stage 5 disc and provides radial support for the LP turbine roller bearing in the TBH. A phonic wheel at the rear of the stubshaft, having teeth machined into it, provides an indication of LP turbine speed to the Engine Electronic Controller (EEC). Exhaust Case and LP Turbine Bearing Support The exhaust case is bolted to the rear of the LP turbine case and provides a location feature for the hot nozzle assembly at its outer flange and the exhaust plug at its inner flange. The outer case has integral lugs that allow attachment of the rear engine mount to the engine. In the centre of the exhaust case the LP turbine bearing support incorporates the LP turbine rear roller bearing and four speed probes that interact with the LP stubshaft phonic wheel to provide an LP turbine speed signal to the EEC. The bearing support is held concentric to the outer case by twelve radial hollow struts that straighten the gas flow and contain IP8 air and oil servicing tubes to the bearing chamber. A conical air seal maintains the IP8 air pressure around the bearing chamber and a heat shield inside the air seal protects the bearing chamber from excessive temperatures.

Page 1-25



Introduction

LP TURBINE MODULE (52) Initial issue - Aug 2014

Page 1-26



Engine Transmission System Intermediate Gearbox Location The Intermediate Gearbox is attached to the intermediate case module at the 6 o’clock position. Purpose The purpose of the intermediate gearbox is to transfer the drive from the HP system to the external gearbox. It also provides a means to rotate the engine HP system during the start cycle and maintenance. Description The intermediate gearbox provides drive to the HP System during starting and from the HP System during normal operation to the external gearbox. The intermediate gearbox is driven by the HP System through two matched helical gears (Internal Gear Box), which then provides drive to the external gearbox by the angle driveshaft. External Gear Box Module (61) Location The external gearbox is located at and mounted to the bottom of the LP compressor case. Purpose To provide a mounting point and mechanical power for the engine driven accessories and aircraft systems units such as hydraulic pumps and electrical generators. It also provides a means to rotate the engine HP system during the start cycle and maintenance.


Introduction

Description Power from the HP system is transmitted via the intermediate gearbox and an angle drive shaft to the external gearbox. The power is used by the accessory gear train inside the gearbox to drive a total of eight accessory units plus the centrifugal breather. The eight components are described later in this text. During a ground engine start, power is transmitted to the HP System from the air turbine starter motor, through the EGB and to the Intermediate Gearbox via a drive shaft. The centrifugal breather housing provides a means of hand turning the HP rotor system for maintenance purposes. All the accessory interfaces are protected by a drains system that removes any leaking fluids from the gearbox area prevent the build up of fluid and the risk of fire. The Hydro-Mechanical Unit (HMU) is mounted to an adaptor block on the right side of the external gearbox and is connected to the LP/HP fuel pump assembly by a rear cover and transfer tubes.

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Introduction

ENGINE TRANSMISSION SYSTEM Initial issue - Aug 2014

Page 1-28



Introduction

Components Mounted on the Front Face  Permanent Magnet Alternator (PMA).  Variable Frequency Generator (VFG-2).  Air Turbine Starter Motor.  Two Hydraulic Pumps.  Centrifugal Breather.


Page 1-29



Introduction

COMPONENTS MOUNTED ON THE FRONT FACE Initial issue - Aug 2014

Page 1-30



Introduction

Components Mounted on the Rear Face  Variable Frequency Generator (VFG-1).  Oil Pump Assembly.  LP/HP Fuel Pump Assembly.


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Introduction

COMPONENTS MOUNTED ON THE REAR FACE Initial issue - Aug 2014

Page 1-32



LP Compressor Case Location The LP compressor case is at the front of the engine and covers the LP compressor. Purpose The purpose of the LP compressor case is to  Withstand the extreme force of a fan blade release  Reduce noise from the fan when the engine is running  Provide a mounting position for engine system components. Description The LP compressor casing assembly consists of four main sub-assemblies and is a non-modular assembly:  The LP compressor front case (LPC FC).  The LP compressor rear case (LPC RC).  The LP compressor outlet guide vane (LPC OGV) assembly.  LP compressor supports. LP Compressor Front Case (LPC FC) The LPC FC is at the front of the LP compressor case and is a titanium-designed ring with circumferential stiffening ribs that provide reinforcement to the fan track area in the unlikely event of an LP compressor blade release. The inner surface of the containment case features on-wing replaceable front and rear acoustic panels to absorb noise generated by the fan and a fan track for which the fan is able to cut its own seal to prevent fan tip air losses. The LPC FC is bolted to the LP compressor rear case. Initial issue - Aug 2014

Introduction

LP Compressor Rear Case (LPC RC) and the LPC Case Supports. The composite LPC RC is bolted to the rear of the outer mount ring that is part of the LPC outer guide vane assembly. A titanium V-groove ring is bolted to the rear of the LPC RC. The inner surface of the rear fancase has apertures for air oil heat exchangers for the engine and variable frequency generators (VFG) oil systems. Acoustic panels are also secured to the inside surface of rear fan case to absorb noise from the LP compressor. LPC case supports (A frames) provide torsional stiffness between the LP compressor rear case and the engine core. They have an aerodynamic fairing over them and provide a route for electrical harnesses and other services between the LP compressor case and the core. LPC Outer Guide Vane (LPC OGV) Assembly 48 titanium outlet guide vanes are welded to an inner mount ring that forms the core to fancase interface. The assembly bolts to the outer mount ring to provide the radial support for the LP compressor case and aerodynamic control to the airflow entering the bypass duct. The outer surface of the outer mount ring also provides mounting points for the external gearbox and the forward engine mount that is located at the top of the outer mount ring.

Page 1-33



Introduction

LP COMPRESSOR CASE (NON MODULAR) Initial issue - Aug 2014

Page 1-34



Introduction

Engine Components – Left Side The following components are located on or are visible on the left side of the engine: Fire Zone 1 (Fan Case)

Zone 3 (The Core) 

One HP3 Engine Handling Bleed Valve.



Left Igniter Plug.



Engine Electronic Controller (EEC).





Ten Fuel Spray Nozzles & Fuel Manifold.

Data Entry Plug (DEP).





IP Turbine Case Cooling Valve (IP TCCV).

Engine Monitoring Unit (EMU).





LP Turbine Case Cooling Valve (LP TCCV).

Two Igniter Boxes.





Six Turbine Gas Temperature (TGT) Thermocouples.

Rear VFG.





Rear Engine Mount and Thrust Links.

Forward VFG.





One Cooling Air Control Valve (CACV).

Forward Engine Mount.





Vibration Transducer.

Inlet Cowl Anti-Ice Valve.



Start Air Valve.





External Gearbox.

Two Engine Surface Air Oil Coolers (SAOC) for VFG Oil.



Drains Mast.



Two Oil Bypass Valves.

Underside

Zone 2 (Under the Core Fairings) 

Three IP8 Engine Handling Bleed Valves.



Left Solenoid Bank.



Left VIGV/VSV Actuator.



Zone two Fire and Overheat Detectors.


Page 1-35



Introduction

ENGINE COMPONENTS – LEFT SIDE Initial issue - Aug 2014

Page 1-36



Engine Components – Right Side The following components are located or are visible on the right side of the engine: Fire Zone 1 (The Fan Case)

Introduction

Zone 3 (The Core) 

Two HP3 Engine Handling Bleed Valves.



Right Igniter Plug.





Ten Fuel Spray Nozzles & Fuel Manifold.

Oil tank, including the Oil Quantity Transmitter.





Six Turbine Gas Temperature (TGT) Thermocouples.

Oil Debris Monitoring System (ODMS) - Includes the Scavenge Filter Housing incorporating the Oil Debris Sensor and the Scavenge Filter P Transducer.



Rear Engine Mount and Thrust Links.



Two Cooling Air Control Valves (CACV).

Engine Fuel Oil Heat Exchanger (FOHE) - includes the LP Fuel Filter, the LP Fuel Filter p Transducer, Low Oil Pressure Switch and Oil Pressure Transducer.



HP Turbine Case Cooling Valve (HP TCCV).



Vibration Transducer.



Underside



Two Engine Oil Bypass Valves (OBV).



External Gearbox.



Engine Fuel Temperature Sensor.



Drains Mast.



Engine Oil Temperature Sensors.



Forward Engine Mount.



Fuel Flow Transmitter.

Zone 2 (Under the Core Fairings) 

Two IP8 Engine Handling Bleed Valve.



Right Solenoid Bank.



Right VIGV/VSV actuator.



Zone two Fire and Overheat Detectors.



Engine Section Stators (ESS) Anti-Ice Valves and Manifold.


Page 1-37




ENGINE COMPONENTS – RIGHT SIDE

Introduction

Page 1-38



Borescope Access Location The Trent XWB engine has a total of 28 borescope access ports along the length of the right side of the engine between the 3 and 6 o’clock positions. Purpose The purpose of the borescope ports is to allow internal inspection of the internal components of the gas path for inspection using borescope equipment. LP Compressor There are no borescope access ports on the LP Compressor as it can be visually inspected from the front of the engine. IP Compressor There are 8 borescope access ports for the IP Compressor: Stage 1 leading edge – Through the front of the IP Compressor. IPC1/2 – Trailing edge stage 1 / leading edge stage 2. IPC2/3 – Trailing edge stage 2 / leading edge stage 3. IPC3/4 – Trailing edge stage 3 / leading edge stage 4. IPC4/5 – Trailing edge stage 4 / leading edge stage 5. IPC5/6 – Trailing edge stage 5 / leading edge stage 6. IPC6/7 – Trailing edge stage 6 / leading edge stage 7. IPC7/8 – Trailing edge stage 7 / leading edge stage 8. IPC 8 – Trailing edge stage 8. HP Compressor There are 5 borescope access ports for the HP Compressor: HPC1 – Leading edge stage 1 only. HPC1/2 - Trailing edge stage 1 / leading edge of stage 2. HPC2/3 – Trailing edge stage 2 / leading edge stage 3. Initial issue - Aug 2014

Introduction

HPC3/4 – Trailing edge stage 3 / leading edge stage 4. HPC4/5 – Trailing edge stage 4 / leading edge stage 5. Combustion Chamber / HP Nozzle Guide Vanes (HP NGV) There are 6 borescope access ports positioned around the circumference of the combustion outer case to allow inspection of the combustion chamber and the HP NGVs. HP Turbine. A single borescope port (HPT) accesses the space between a pair of HP NGV’s to allow the HP turbine blade leading edge to be inspected. IP Turbine There are two IP turbine access ports: HPT/IPT1 – Trailing edge HPT / leading edge IPT 1. IPT1/2 – Trailing edge IPT 1 / leading edge IPT 2. LP Turbine There are 6 borescope access ports for the LP Turbine: IPT2/LPT1 – Trailing edge IPT2 / leading edge LPT1. LPT1/2 – Trailing edge LPT1 / leading edge LPT2. LPT2/3 – Trailing edge LPT2 / leading edge LPT3. LPT3/4 – Trailing edge LPT3 / leading edge LPT4. LPT4/5 – Trailing edge LPT4 / leading edge LPT5. LPT5/6 – Trailing edge LPT5 / leading edge LPT6. The trailing edge of LPT stage 6 is accessed through the exhaust.

Page 1-39



Introduction

BORESCOPE ACCESS POSITIONS Initial issue - Aug 2014

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Introduction

Maintenance Practices Fan Set Immobilisation Job Set-Up Aircraft maintenance configuration – SUPPLIED BY AIRBUS INDUSTRIE. Safety precautions – SUPPLIED BY AIRBUS INDUSTRIE. Make sure that the engine 1; (2) shutdown occurred not less than 5 minutes before you do this procedure. Open the applicable circuit breaker(s) – SUPPLIED BY AIRBUS INDUSTRIE. Get access. Put the applicable access platform into a safe position at the left side of the engine. Put the applicable access platform into a safe position at the right side of the engine. Procedure Install the Immobiliser RRT061241; refer to TRENTXWB-A-72-31-13-00A01-722C-D.


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Introduction

FAN SET IMMOBILISATION Initial issue - Aug 2014

Page 1-42



Maintenance Practices Turning of IPC Job Set-Up Aircraft maintenance configuration – SUPPLIED BY AIRBUS INDUSTRIE. Safety precautions –

Introduction

5. Use the Turning tool (HU43985-2) to turn the IP compressor rotor stage 1 blades as necessary. This will turn the IP system. 1. Remove the Turning tool (HU43985-2) carefully from the LP compressor blades, the engine section stator and the VIGVs.

SUPPLIED BY AIRBUS INDUSTRIE. Make sure that the engine 1; (2) shutdown occurred not less than 5 minutes before you do this procedure. Open the applicable circuit breaker(s) – SUPPLIED BY AIRBUS INDUSTRIE. Get access. 1. Put the applicable access platform into a safe position at the left side of the engine. 2. Put the applicable access platform into a safe position at the right side of the engine. Procedure 1. Install the Immobiliser RRT061241; refer to TRENTXWB-A-72-31-13-00A01-722C-D. 2. Turn the IP system. 3. Install the Turning tool (HU43985-2). 4. Put the Turning tool (HU43985-2) through the LP compressor blades, the engine section stator and the VIGVs. If necessary, turn the LP compressor blades to get access to the IP compressor stage 1 rotor blade, refer to TRENTXWBA-72-00-00-00A01-950C-A. Initial issue - Aug 2014

Page 1-43



Introduction

IP TURNING TOOL Initial issue - Aug 2014

Page 1-44



Maintenance Practices HPC Turing, Job Set-Up Aircraft maintenance configuration – SUPPLIED BY AIRBUS INDUSTRIE. Safety precautions – SUPPLIED BY AIRBUS INDUSTRIE. Make sure that the engine 1, (2) shutdown occurred not less than 5 minutes before you do this procedure. Open the applicable circuit breaker(s): SUPPLIED BY AIRBUS INDUSTRIE. Getting access. Open the fan cowls. Put the applicable access platform into a safe position at the left side of the engine. Put the applicable access platform into a safe position at the right side of the engine. Procedure 1. Install the Immobiliser (RRT061241); refer to TRENTXWB-A-72-31-13-00A01-722C-D. 2. Install the Turning tool (RRT050571). Refer to Fig 1, Sheet 1, Fig 1, Sheet 2, and Fig 1, Sheet 3. 3. Hold the cover and remove the four bolts and the four washers. 4. Remove the cover from the External gearbox (CSN 72610001 250). 5. Remove and discard the sealing ring Initial issue - Aug 2014

Introduction

6. Install the Turning tool (RRT050571) to the breather 7. Ensure the drive shaft has engaged with the breather 8. Install the four screws to attach the Turning tool (RRT050571) to the External gearbox (CSN 72610001 250). 9. Use an applicable wrench to turn the Turning tool (RRT050571). This will turn the HP system. Note If the tool clutch disengages, remove the tool; find the cause before you continue. 1. Remove the Turning tool (RRT050571). 2. Remove the four screws that attach the Turning tool RRT050571 to the External gearbox (CSN 72610001 250). 3. Remove the turning tool from the breather. 4. Install a new sealing ring to the breather; refer to ROLLSROYCE-STDP-70-02-01-00A01-950A-A. 5. Lubricate the four bolts; refer to ROLLSROYCESTDP70-70-03-00A01-950A-A. 6. Put the cover in its position on the External gearbox (CSN 72610001 250) and install the four bolts and the four washers. 7. Use the Torque wrench No specific to torque the four bolts to the AMM torque figure refer to ROLLSROYCESTDP-70-70-03- 00A01-950A-A. 8. Remove the Immobiliser RRT061241; refer to TRENTXWB-A-72-31-13-00A01-522C-D.

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Introduction

HP TURNING TOOL Initial issue - Aug 2014

Page 1-46



Introduction

Section 1 – Introduction The trainee should now be able to: 

State the bearing arrangement of the Trent XWB engine.



Recognise the modular breakdown of the Trent XWB engine.



Identify the location and describe the purpose and operation of the engine modules.



Identify and locate the Trent XWB engine components installed on the left and right side of the engine.



Identify the location and describe the purpose of the borescope access positions on the Trent XWB engine.

End of the Introduction Section


Page 1-47

Section 2 Powerplant Maintenance Practices

 Rolls-Royce plc 2014. Use or disclosure is subject to the legend on the Notice to Holder page


Maintenance Practices – Warnings, Cautions & Notes WARNING You must be careful when you do work on the engine components after the engine is stopped. The engine components can stay hot for one hour.


WARNING You must use applicable gloves on your hands when you hold the LP compressor blades. The leading edges of the blades can cause an injury.

CAUTION WARNING You must not touch hot parts without applicable gloves. Hot parts can cause injury. If you get an injury, put it in cold water for 10 minutes and get medical aid.

Do not start the borescope inspection while the engine is hot. You must let its temperature decrease (refer to the borescope manufacturer’s recommendations for the applicable temperature). The engine is hot immediately after the engine stops and can cause burns and damage to borescope inspection equipment.

WARNING You must isolate the electrical power supply at least three minutes before you work on the ignition system. this will let the system voltage decrease. the ignition system uses very high voltages, which are dangerous. the electrical power is sufficiently strong to cause an injury or kill you.

Initial Issue – Aug 2014

CAUTION You must make sure that the borescope tip is not in the path of the blades when you turn the engine. If the borescope and the blades touch, damage to the blades/borescope will occur.

Page 2-1




CAUTION You must not use the bolts to pull the borescope blanking plug(s) into position. If you do not obey this instruction, damage to the plug and/or the engine can occur.

CAUTION You must not apply too much anti-seize compound. If you apply too much anti-seize compound, it can go into the engine and cause damage. Note When you look from the rear, the HP-system rotor turns clockwise. This is opposite to the LP and IP system rotors, which turn counterclockwise. Note There is no borescope access to the rear of stage 5 and the front and rear of stage 6 HP compressor blades. Note The “20% of the blades in a stage” and “30% of the blades in a stage” are used to show the number of blades that can have acceptable damage, when referring to the tables of blade numbers in a stage and plug access positions of the AMM.


Page 2-2




Nacelle Major Units The nacelle comprises of the following items:  Air intake cowl.  Left and right fan cowl doors.  Left and right thrust reverser halves (C-ducts).  Exhaust Nozzle Assembly and Plug.  Engine including the front and rear mounts. The above components are installed to the aircraft pylon and provide inlets and outlets for engine ventilation flows.


Page 2-3




POWERPLANT MAJOR ASSEMBLIES Initial Issue – Aug 2014

Page 2-4



Fan Cowl Doors Introduction The fan cowl doors cover the front of the engine to form the forward section of the nacelle. They provide a smooth aerodynamic surface for the airflow during flight and can be opened independently for maintenance of the engine. Location The fan cowl doors are located between the air inlet cowl and the thrust reverser. Description There are two (2) fan cowl doors covering the left and right sides of the engine. They are made from a composite construction and are mounted to the pylon by four hinges at the top and held together during flight by four (4) latches at the bottom. The area underneath the fan cowl is a designated as Fire Zone 1 and is isolated from the other areas of the engine. The ram air that ventilates fire zone 1 is exhausted through an outlet grill on the lower left side of the air inlet cowl. Each door has a number of panels and outlets as follows: Left Fan Cowl Door  Starter air valve manual operating aperture.


cowl doors once the hydraulic actuator has opened the door and locked in position. Centrifugal Breather Outlet The centrifugal breather outlet allows air from the oil system to be discharged overboard at the rear of the engine drains mast, during engine operation.

Right Fan Cowl Door  Engine Oil tank access door Hold-Open Rods Each door has two non-locking fixed length hold-open rods that attach to brackets on the fan case and to fittings on the fan cowl doors. The hold open rods take the weight of the fan Initial Issue – Aug 2014

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FAN COWL DOORS Initial Issue – Aug 2014

Page 2-6



Thrust Reverser Assembly Purpose The Thrust Reverser (T/R) system allows the flight crew to redirect the engines LP Compressor outlet air (fan air) in a forward direction to create a controllable reverse thrust to aid the aircraft braking system in decreasing the speed of the aircraft on the ground. Description There are two halves to each T/R assembly, called C-ducts, through which the fan air flows. Cascade Segments The cascade segments control the direction of the fan air exhaust when the translating sleeves are deployed. The cascades are graphite-epoxy assemblies located between the torque box and the cascade segment attachment ring. Blocker Door and Drag Links The blocker doors prevent fan air exiting rearwards when the translating sleeve is extended. The blocker doors are attached at the forward end to the translating sleeve and at the rear to the inner fixed structure by a drag link.


inner and outer sleeve. The inner sleeve forms the outer wall of the fan duct and the outer sleeve forms the exterior contour of the T/R. The sleeves are located to the rear of the fan cowl and are attached to the C-ducts by sliders and tracks. The translating sleeves are mechanically linked together by a crossover flex-shaft to ensure the sleeves deploy and stow together. The crossover shaft is connected to the actuator synchronisation system. Electrically Powered Actuators Three electrically driven actuators that are synchronised by flex-shafts operate each C-duct. The upper and lower actuators have internal locks with the lower actuators also incorporating a track lock. The centre non locking actuator has a manual drive attachment to enable movement of the sleeves for maintenance. Electric Thrust Reverse Actuation Control (ETRAC) The ETRAC computer is airframe mounted and controls the electric motor functions to drive the actuation system of the thrust reverser. The ETRAC also controls the actuator lock mechanisms.

The six-blocker doors each C-duct (12 in total per engine) are made from epoxy-graphite. Four of the doors are a common shape. The remaining two doors positioned at the 12 and 6 o’clock position, are contoured to the shape of the upper and lower bifurcations. Translating Sleeves The translating sleeves are composite assemblies with an Initial Issue – Aug 2014

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THRUST REVERSER ASSEMBLY Initial Issue – Aug 2014

Page 2-8



Power Door Opening System (PDOS) Introduction To allow engine and associated systems maintenance access, the fan cowl doors and thrust reverser halves can be opened using hydraulic power by a self-contained electro/hydraulic system. The whole PDOS hydraulic system contains engine oil and uses this oil as the operating medium. Location The Power Door Operating System has a number of components located in the pylon and on the engine. Description The PDOS system comprises of the following components:  Electrically powered hydraulic power pack.  Hydraulic tubes and hoses.  Hydraulic actuators mounted to each fan cowl door and thrust reverser half.  Fan cowl and thrust reverser actuator operating switches.  Fan cowl door position sensors. Hydraulic Power Pack Each engine has one power pack. The power pack is an independent unit located in the forward upper part of the pylon. The power pack consists of an oil reservoir, electric motor, pump and valves. Hydraulic Tubes and Hoses  The hydraulic tubes and hoses allow oil to be sent from the power pack to the actuators. Fan Cowl Hydraulic Actuators Each fan cowl door has a hydraulic actuator, attached between a bracket on the fan cowl door and the engine fancase which open and close the doors. The actuators, when extended hold the Fan Cowl Doors open to allow the Initial Issue – Aug 2014


Hold-Open-Rods (HORs) to be secured in the lock position during maintenance. If a fault occurs with the PDOS system then the Fan Cowl Doors can be opened manually but must be opened by two persons (2 mechanics) until the HORs can be locked in the maintenance position. Thrust Reverser Cowl Hydraulic Opening Actuators Each Thrust Reverser (T/R) cowl has a hydraulic actuator to open and close the T/R cowl for maintenance. The T/R cowl hydraulic opening actuator is attached between a bracket on the engine fancase and the T/R cowl. If a fault occurs with the PDOS system then the T/R cowl can be opened by connecting a hand pump to a quick disconnect connector at the base of the actuator. Fan Cowl Actuation and Control Switch Each fan cowl door has its own operating switch located on the outer surface of the air inlet cowl to allow the fan cowl doors to be opened independently. The right fan cowl door switch is at the 4 o’clock position; the left door switch is at the 8 o’clock position. Thrust Reverser Actuation & Control Switches Each T/R cowl actuator has its own operating switch located on the rear bulkhead of the air inlet cowl. The switch for the right half is at the 4 o’clock position and the switch for the left half is at the 8 o’clock position. Fan Cowl Door Position Sensors To prevent extension of wing Drop Nozzle Device (DND) clashing into the inboard fan cowls, a cowl detection switch has been integrated into fan cowl hinge. It must be noted that the cowl detection proximity switch will not prevent the fan cowl door opening when the DND is already extended. Page 2-9




POWER DOOR OPERATING SYSTEM (PDOS) Initial Issue – Aug 2014

Page 2-10




END OF SECTION


Page 2-11

Section 3 Borescope Inspection Practices

Rolls-Royce plc 2014. Use or disclosure is subject to the legend on the Notice to Holder Page


Borescope Inspection Practices Introduction Borescope equipment permits the inspection of gas turbine engine parts which would otherwise be inaccessible with the engine installed and in service. Engine removal, either due to suspected internal damage or because of Maintenance Schedules based on "Hard Time Life" philosophy, involves high costs to operators. It is an obvious advantage to allow an engine to remain in service until defects are revealed by one or more of the following:  Performance analysis  Oil analysis  Borescope inspection  Repetitive monitoring of allowable damage Borescope inspection requirements basically fall into 3 categories:  Scheduled Inspections  Special Inspections  Non-scheduled Inspections Scheduled Inspections


deterioration. Further assessment can then be made to establish whether the engine:  Continues in service to next scheduled inspection  Continues in service with reduced periodicity  Is removed, immediately or within a specified time Special Inspections Defects may be highlighted by either service experience or shop inspection and by the introduction of special inspections, these particular defects can be monitored whilst the engine remains in service. Non-scheduled Inspections Borescope inspection can be used to great effect to assess the serviceability of an engine after such incidents as: • • •

Ingestion of foreign objects Engine surge EGT or RPM exceedance.

These are regular inspections carried out as part of an approved Maintenance Schedule, the frequency of which is dependent upon either engine cycles or flight times. The combustion & turbine sections are of primary concern due to the high stresses and temperatures in these areas. All defects should be assessed against the AMM and recorded, ideally on a specific chart to identify and record any Initial Issue – July 2014

Page 3-1





Page 3-2




Borescope Visual Inspection Equipment

Flexible Borescopes

Borescope Probes

Flexible borescopes are used for viewing internal components which are not clearly visible, due to inherent obstruction, when viewed through rigid probes.

The probes are high precision optical instruments which enable the inspection of otherwise inaccessible areas. They fall into two main categories - Rigid and Flexible. Light Source Light sources are designed to concentrate as much light as possible into the instruments light guide cable. Most light sources utilise a standard 100 or 150 watt tungsten-halogen projector lamp. However for large cavities or where photography/CCTV is required a much higher illumination level is needed and in this case metal-halide and xenon arc lamps will provide the necessary results.

The flexible probe is used in conjunction with a guide tube aptly named, for the tube is inserted into the engine access point to guide the flexible probe into the viewing position. The stop should be set as necessary before inserting the probe to ensure correct positioning for positive viewing and to prevent the probe from encroaching into the path of rotating components.

Most light sources are usually powered by 110-240 volt AC, 50-400 Hz AC supplies but additionally there are some which use 12-15 volts DC supplies for portability. Light Guide Cable The light guide cable interconnects the light source to each rigid or flexible borescope. Within many flexible borescopes however, the light guide cable is an integral part of the unit in order to reduce light loss, i.e. the light guide fibres run from the light guide connector to the fiberscope tip without any other connection. Right-Angled Viewer Viewers of different section lengths are available to facilitate access into operator confined locations. Initial Issue – July 2014

Page 3-3





Page 3-4



Rigid Borescopes – Use, Care & Maintenance Inspection before use 

Remove protective cap & inspect the objective and eyepiece windows. Clean if necessary with lens tissues or cotton applicators moistened with a solvent of 70% ether/30% methylated spirits.  Check focus control.  Check the end faces of the light guide cable for clearness - clean if necessary.  Check the light guide cable for broken, bent or crushed areas.  Check the length of the borescope visually for any abnormalities. Operation    

On introduction of the borescope, view through the eyepiece and confirm direction. Adjust illumination to a comfortable level and focus to give a sharp image. Take care when removing scope. Clean after use, following manufacturers recommendations. Fit protective caps and store in the correct storage container to prevent damage.



Always  Follow the manufacturer’s recommendations.

instructions

&

 Handle with care at all times. Shocks or bends can damage the optics.  Check the end faces of the light source cable for clearness - clean as necessary.  Clean the equipment before use & also prior to stowage on completion.  Always fit protective caps when the scope is not in use. Never   

Subject the instrument to any unnecessary force. Use in a flammable atmosphere. Force the focusing barrel or rotational control against the stops.  Totally immerse the scope into liquids (the outer insertion tube is liquid proof but not the main body). Lay the scope on hard surfaces where it could be exposed to pressure or weight which could bend the shaft.

Page 3-5





Page 3-6



Flexible Fibrescopes – Use, Care & Maintenance Inspection before use 

Turn the diopter adjustment ring until the network of fibres is its sharpest.  Rotate the focusing ring to the stop and check that an object 20mm from objective lens can be seen clearly. Rotate fully in opposite direction and check that an object 1m from the lens can be seen clearly.  Inspect the insertion tube for dents, deformity and other irregularities.  Operate the angle knob slowly and to the limit in each direction, making sure that the bending section flexes smoothly and correctly without abnormal friction, resistance etc.  Operate the angle free knob and check that the bending section is freed or locked properly. Operation  

 


Always     Never    

Follow the manufacturer’s instructions and recommendations and handle with care at all times. Ensure that the O-ring seal on the optical adapter (or distal hood) is in good condition and correctly fitted. Ensure that the equipment is clean before use and also prior to stowage on completion. Fit protective caps when the scope is not in use. Subject the distal end to shocks and impacts. Sharply bend or strain the light guide cable. Twist the bending section by hand or Insert into live electrical equipment. Leave finger on angle knobs when removing the scope. Apply excessive force when inserting or removing the insertion tube.

Prior to insertion, set the angle free knob(s) to the free position. Confirm the insertion direction by looking through the ocular, advancing the insertion tube slowly and never forcing it. Adjust the focus and brightness controls to obtain sharp images at best illumination. During withdrawal of the fibrescope, put the bending section at the neutral state and ensure lock is in the free position. Ease out the scope whilst viewing through it.


Page 3-7





Page 3-8



Industrial Videoscopes – Use, Care and Maintenance Inspection before use Inspect the insertion tube for any dents, kinks or deformities. Make sure there is no movement restriction. Unravel the entire insertion tube and perform an articulation check by moving the main joystick in all directions Test the articulation lock trigger. Make sure that when enabled the scope holds direction. Remove protective cap & inspect the objective and eyepiece windows. Clean if necessary with lint free cotton buds and Isopropyl alcohol Check the very distal end. Make sure that an O-Ring is fitted in the correct place prior to fitting an Adaptor Tip/Lens Operation Prior to inspection, make sure that the angle lock trigger is disengaged, enabling the scope to articulate freely throughout its range. Confirm the direction by articulating the scope, and checking the direction of movement on screen. Advance slowly to the inspection area, do not force the insertion tube. Use the brightness, sharpness, colour and gain settings in order to obtain sharp clear images, which are correctly illuminated. Initial Issue – July 2014


When withdrawing the scope, remember to disengage the angle lock trigger and withdraw smoothly to avoid any obstruction. Always Follow the manufacturer’s instructions & recommendations. Handle with care at all times. Shocks or bends can damage the optics. Check both surfaces of the optical adaptor tip in use for clearness - clean as necessary. Check the lens covering the CCD Sensor use for clearness clean as necessary. Clean the equipment before use & also prior to stowage on completion. Always fit protective caps when the scope is not in use. Never Subject the instrument to any unnecessary force. Use in a flammable atmosphere. Force the articulation joystick when in an area where articulation is impossible (ie. Using a 4mm scope inside a 4mm tube) Totally immerse the scope into liquids (the insertion tube is liquid proof but not the main body). Lay the scope on hard surfaces where it could be exposed to pressure or weight which could bend or damage the insertion tube. Page 3-9





Page 3-10




REMOVE WITH CARE

HANDLE WITH CARE

CARE & MAINTENANCE Initial Issue – July 2014

Page 3-11




DO NOT USE TOOLS – USE FINGERS

DO NOT USE IN MOVING MACHINERY


Page 3-12




DO NOT USE IN CHEMICALS, ACIDS ETC

KNOW YOUR ACCESS ROUTE


Page 3-13




READ INSTRUCTIONS

DO NOT USE FORCE TO REMOVE


Page 3-14




DO NOT EXCEED TEMPERATURE LIMITS

REPLACE CORRECTLY IN THE CASE


Page 3-15




HANDLE WITH CARE

DO NOT PUSH – VIEW AND STEER


Page 3-16




HANDLE WITH CARE

KNOW YOUR ACCESS ROUTE


Page 3-17




However, if a borescope becomes trapped, DO NOT PANIC STOP - THINK - ASSESS


Page 3-18




END OF SECTION


Page 3-19

Section 4 Engine Inspection – Fan Blade



Fan Blade Inspection

Maintenance Practices LP Compressor Blade Inspection. The following is a brief description of these tasks. Refer to the AMM for the full description and further inspection criteria/limitations. AMM Task TRENTXWB-A-72-31-13-00A01-310A-A Inspection of the LP Compressor Blade is in two (2) parts. The first part inspection is above the annulus filler line. The second part is on and below the annulus filler line. Part one is carried out if the blade is installed and parts one and two are carried out if the blade has been removed. 1. Install the fan air exhaust and engine exhaust plug blanks to prevent the LP Compressor from rotating. 2. Install protective mat (RRT054314) in the inlet cowl. 3. Safety the LP Compressor in position using the immobiliser (RRT061241).


Page 4-1




INLET PROTECTIVE MAT & FAN IMMOBILISER Initial Issue – July 2014

Page 4-2



4. Part one inspection, above the annulus line. Inspect the fan blade for the following: a. Cracks – reject the blade b. Rippling in the airfoil surfaces – Refer to AMM procedure for current acceptable/rejection limitations. Note It is possible to see the panel line on the airfoil surface. This is usual and is not the same as ripples caused by blade damage. c. Examine the tip for contamination material from the attrition liner. If there is contamination material, use a nonmetallic scraper to remove it. d. Examine the tip and aerofoil surfaces for heat discoloration or blueing. Refer to AMM procedure for current acceptable/rejection limitations. Note Heat discolouration (or blueing) occurs when a blade tip or an aerofoil surface is damaged by heat. The heat is caused when the blade rubs against the compressor case. A dark blue oxide colour is seen on the surface of the blade tip or the aerofoil surface. The more the blade tip or aerofoil surface is damaged by heat, the darker the blue colour becomes. e. Arc-burns – reject the blade. Note



An arc-burn shows as a small circular or semicircular area on the surface that has been damaged by heat (dark blue oxide colour). The arc-burn area can include cracks pitting or can be melted. f. Examine the aerofoil surfaces for scratches, dents or nicks in zone B above the annulus filler line. Refer to AMM procedure for current acceptable/rejection limitations. g. Examine the aerofoil surfaces for scratches, dents and nicks in zone C and D. Refer to AMM procedure for current acceptable/rejection limitations. h. Examine the leading edge for nicks in zone C. Refer to AMM procedure for current acceptable/rejection limitations. i. Examine the leading edge for nicks in zone D. Refer to AMM procedure for the current acceptable/rejection limitations. j. Examine the leading edge for nicks in zone B. Refer to AMM procedure for the current acceptable/rejection limitations. k. Examine the trailing edge for nicks above the annulus line. Refer to AMM procedure for the current acceptable/rejection limitations. l. Examine the leading edge and the trailing edge for bends. m. If there are more than three bent LP Compressor blade, reject all of the bent LP Compressor blade. n. If there is more than one bend in one LP Compressor blade, reject the LP Compressor blade. Page 4-3





FAN BLADE DIMENSIONS

Page 4-4



o. If the bend is not smooth or has kinks, tears, cracks or nicks, reject the LP Compressor blade. p. If there is untwist, reject the LP Compressor blade. q. If the bend extends into the panel area, reject the LP Compressor blade. r. If the bend has a circumferential dimension A that is not more than 0.197 in. (5.00 mm), do the steps that follow. s. If the dimension of the bend is in the limits that follow, accept the LP Compressor blade. If the dimension of the bend is not in the limits that follow, reject the LP Compressor blade. - The axial dimension B is more than eight (8) times the length of circumferential dimension A - The radial dimension C is more than 15 times the length of the circumferential dimension A - The bend does not extend into the panel area. t. If the bend has a circumferential dimension A that is more than 0.197 in. (5.00 mm) but not more than 0.346 in. (8.8 mm), do the steps that follow. If the dimension of the bend is in the limits that follow, replace the LP Compressor blade. Replace the LP Compressor blade before not more than 125 flight hours or 25 flight cycles. Use the first of the flight hours or flight cycle limits to occur.



The axial dimension B is more than eight (8) times the length of circumferential dimension A - The radial dimension C is more than 15 times the length of the circumferential dimension A - The bend does not extend into the panel area. u. If the dimension of the bend is not in the limits in step u, reject the LP Compressor blade. v. If the bend has a circumferential dimension A that is more than 0.346 in. (8.80 mm), reject the LP Compressor blade. 5. Part two inspection. If an LP Compressor blade is removed, examine the LP Compressor blade on and below the annulus line as follows. WARNING YOU MUST MAKE SURE THAT YOU CAN HOLD THE WEIGHT OF THE COMPONENT BEFORE YOU REMOVE/INSTALL IT. THE COMPONENT IS HEAVY. IF IT FALLS, IT CAN CAUSE INJURY TO PERSONNEL AND DAMAGE TO EQUIPMENT. Be careful when you move an LP Compressor blade because it weighs 41.9 ibm (19kg). a. Examine the airfoil surfaces and dovetail root for cracks. b. If there is a crack, reject the LP Compressor blade. Page 4-5





FAN BLADE BEND LIMITS Page 4-6



c. Examine the aerofoil surfaces for rippling. d. If the rippling is not more than 0.006 in. (0.15 mm) in height, accept the LP Compressor blade. Note Rippling can be caused when the LP Compressor blade is made. e. If the rippling is more than 0.006 in. (0.15 mm) in height, reject the LP Compressor blade. f. Examine the aerofoil surfaces for scores and galling on the annulus line. g. If there are scores or galling that are not more than 0.001 in. (0.03 mm) in depth, accept the LP Compressor blade. h. If there are scores or galling that are more than 0.001 in. (0.03 mm) in depth, reject the LP Compressor blade. i. Examine the aerofoil surfaces for nicks in zone B below the annulus line. j.

If there are nicks, reject the LP Compressor blade.

k. Examine the trailing edge for nicks in zone B below the annulus line. l.


m.

Examine the dovetail root for nicks in zone A.

n.




CAUTION YOU MUST NOT USE SCOTCHBRITE TO REMOVE THE DRY-FILM LUBRICANT. SCOTCHBRITE CAN CAUSE DAMAGE TO THE METAL-SPRAYED ANTI-WEAR COATING BELOW THE LUBRICANT. Clean the surfaces of the dovetail root to remove loose dry film lubricant on them, refer to TRENTXWB-A-72-31-1300A01-250A-A. o.

Examine the layer of metal spray on the dovetail root.

p. If there is a missing or damaged layer of metal spray, reject the LP Compressor blade. q. Examine the dovetail root for missing or damaged dry film lubricant. r. If there is missing or damaged dry film lubricant, repair the dry film lubricant. Refer to TRENTXWB-A-72-31-1300A01-600A-A. s. Examine the shear key (part of the LP Compressor blade) for dents, burrs and missing or damaged dry film lubricant. t. If there are dents or burrs, replace the shear key. Refer to TRENTXWB-A-72-31-13-02A03-600A-A. u. If there is missing or damaged dry film lubricant, repair the dry film lubricant. Refer to TRENTXWB-A-72-31-1302A03-600A-A. Page 4-7





LP COMPRESSOR FAN SET Page 4-8




END OF SECTION


Page 4-9

Section 5 Engine Internal Inspection – Cold Section Intermediate Pressure (IP) Compressor Inspection



Cold Section Inspection

ENGINE BORESCOPE PLUG IDENTIFICATION Initial Issue – Aug 2014

Page 5-1





Page 5-2




IP COMPRESSOR BORESCOPE PLUGS Initial Issue – Aug 2014

Page 5-3





Page 5-4




IP Compressor Inspection

Consumable Materials

Introduction This section describes the procedure to carry out a borescope inspection of the IP compressor blades. You can do an inspection of the front surface of the stage 1 IP compressor blades through the front of the engine. This must be done using a flexible borescope. The inspection of the remaining IP compressor blades is through eight borescope access holes with appropriate borescope inspection equipment. To gain access to the Borescope plugs, remove the right lower & right centre Gas Generator Fairings (TASK TRENTXWB-A-72-2131).

Reference OMat 1011 OMat 4/62

Description Engine Lubricating Oil High Temperature Anti-seize compound

Note If blade damage is found in the IP compressor, then it is recommended that a full borescope inspection of the HP compressor (TASK TRENTXWB-A-72-41-00) is also carried out. Equipment Reference HU 33285 HU 51166 RRT073426

RRT054314


Description Extractor Extractor adaptor IP Turning Tool Torque wrench 0 to 75 lbfin (0 to 8.47Nm) Equipment – Borescope Inspection Mat

Page 5-5




FAN BLADE IMMOBILISER Initial Issue – Aug 2014

Page 5-6




Blanking Plugs Where instructed, the impact extractor and adaptor are used to assist with removal of the plugs. The plugs are designed to prevent incorrect fitting and are not interchangeable, so there should be no errors during installation. It is an advantage however to segregate and identify each plug to its respective port position. On completion of the inspection, the plugs should be refitted in accordance with AMM instructions, paying particular attention to torque loading of securing bolts. Never use the securing bolts to pull the plugs into position. This may result in damage to the engine or the plug. Ref: Standard Practices TRENTXWB-A-70-70-03-00A01-950A-A. Viewing Area from each Plug Position ID Mark on casing

Access

Viewing Area Trailing Edge (T/E) Leading Edge (L/E)

IPC1/2A

IP Stator (VSV) 1

T/E Stage 1 & L/E Stage 2

IPC2/3B

IP Stator (VSV) 2


IPC3/4C

IP Stator 3


IPC4/5D

IP Stator 4


IPC5/6E

IP Stator 5

T/E Stage 5 & L/ E Stage 6

IPC6/7E

IP Stator 6


IPC7/8E

IP Stator 7


IPC8F

IP Stator 8

T/E Stage 8


Page 5-7





Page 5-8




Turning of the IP System Task: TRENTXWB-A-72-00-00-01A01-950B-A Preparation (for all borescope procedures) WARNING WHEN OPENING THE THRUST REVERSER YOU MUST COMPLETE THE OPERATIONS IN THE CORRECT SEQUENCE. IF YOU DO NOT COMPLY WITH INSTRUCTION, INJURIES TO PERSONNEL AND DAMAGE TO EQUIPMENT CAN OCCUR.

CAUTION DO NOT START THE BORESCOPE INSPECTION WHILE THE ENGINE IS HOT. YOU MUST LET ITS TEMPERATURE DECREASE (REFER TO THE BORESCOPE MANUFACTURER’S RECOMMENDATIONS FOR THE APPLICABLE TEMPERATURE). THE ENGINE IS HOT IMMEDIATELY AFTER THE ENGINE STOPS AND CAN CAUSE BURNS AND DAMAGE TO BORESCOPE INSPECTION EQUIPMENT.

CAUTION WARNING YOU MUST BE CAREFUL WHEN YOU DO WORK ON THE ENGINE PARTS AFTER THE ENGINE IS SHUTDOWN. THE ENGINE PARTS CAN STAY HOT FOR ALMOST ONE HOUR.

YOU MUST MAKE SURE THAT THE BORESCOPE TIP IS NOT IN THE PATH OF THE BLADES WHEN YOU TURN THE ENGINE. IF THE BORESCOPE AND THE BLADES TOUCH, DAMAGE TO THE BLADES/BORESCOPE WILL OCCUR.

Complete the following: WARNING YOU MUST NOT TOUCH HOT PARTS WITHOUT APPLICABLE GLOVES. HOT PARTS CAN CAUSE AN INJURY. IF YOU GET AN INJURY, PUT IT IN COLD WATER FOR 10 MINUTES AND GET MEDICAL AID.




Open the fan cowl doors.



Open the thrust reverser cowl doors.



Put the applicable access platform into a safe position at the engine

Page 5-9





IP SYSTEM MANUAL TURNING

Page 5-10




IP Compressor Inspection



Carefully insert the correct diameter probe into the engine. With the probe pointing towards the front of the engine, this will to allow you view the trailing edge and rear surface of the rotor stage. After rotating the probe/viewer though 180deg, now pointing towards the rear of the engine, the leading edge and front surface of the next rotor stage can be viewed.



Carefully rotate the IP compressor to inspect all blades at all stages ensuring that the borescope tip does not come into contact with the compressor blades. It is also imperative that you do not feed the flexible scope through multiple rotor stages, as it is possible to damage the engine and borescope equipment.

Use dimensions below to help when you do an inspection of the IP compressor blades. Note The approximate widths of the compressor blades measured in a straight line at the Mid-height position are as follows: IP Compressor Blade Reference & Dimensions Rotor Stage

Number 34

Width (Mid Height) 4.82 in (122.5 mm)

Height (Vertical Centre Line) 8.16 in (207.3 mm)

1 2

46

3.09 in (78.4 mm)

6.34 in (161.1 mm)

3

64

2.29 in (58.1 mm)

5.07 in (128.7 mm)

4

60

1.96 in (49.9 mm)

4.01 in (102.0 mm)

5

64

1.85 in (47.0 mm)

3.31 in (84.1 mm)

6

69

1.65 in (41.8 mm)

2.84 in (72.0 mm)

7

70

1.65 in (41.8 mm)

2.51 in (63.7 mm)

8

64

1.79 in (45.4 mm)

2.29 in (58.2 mm)

CAUTION WHEN YOU INSTALL/REMOVE THE INTERMEDIATE PRESSURE (IP) TURNING TOOL, DO NOT PUSH THE TURNING TOOL TOO MUCH. IF YOU PUSH TOO MUCH, DAMAGE TO THE LP COMPRESSOR FAN, THE ENGINE SECTION STATOR AND VARIABLE INLET GUIDE VANES (VIGV) BLADES CAN OCCUR.

CAUTION Do a borescope inspection of the IP compressor blades: 

For the leading edge and front surface of the IP compressor stage 1, carefully put a 0.320 in. (8.13 mm) diameter probe (flexible) between the LP compressor blades. For all other stages, carefully remove the associated borescope-blanking plug.


WHEN YOU TURN THE IP SYSTEM, DO NOT PUSH THE IP TURNING TOOL TOO MUCH. DAMAGE TO THE IP COMPRESSOR BLADE ASSEMBLY CAN OCCUR.

Page 5-11




IP COMPRESSOR BLADE REFERENCE POINTS Initial Issue – Aug 2014

Page 5-12




Damage Assessment The IP compressor should be inspected and classified in accordance with the AMM with reference to the zones, platform and tip. Inspect for the following damage: 

Bent



Broken



Burned



Burrs



Cracked



Curled



Dented



Eroded



Missing material



Nicked



Rounded



Rubbed



Torn

The terminology applied to damage is defined in Standard Practices: ROLLS-ROYCE-STDP-70-01-02-01A01-913A-D.


Page 5-13




IP COMPRESSOR BLADE REFERENCE & ZONES Initial Issue – Aug 2014

Page 5-14




Page intentionally left blank


Page 5-15




Section 5 Engine Internal Inspection – Cold Section High Pressure (HP) Compressor Inspection


Page 5-16





Page 5-17




HP COMPRESSOR BORESCOPE PLUGS Initial Issue – Aug 2014

Page 5-18



HP Compressor Inspection Introduction Stages 1, 2 and 3 are termed as ‘blisks.’ A blisk is a blade and disc manufactured from a single piece of material. Stages 1-3 are manufactured in this way and welded together to form a drum assembly. Stage 4 is a conventional disc to which the stage 1-3 drum and stage 5, 6 and cone assembly are bolted. Stages 5 and 6 are conventionally bladed discs that are welded together. When viewing the blisk arrangement, it quite different to viewing a conventional blade/disc arrangement, especially the platform area. This describes the procedure to do a borescope inspection of the HP compressor blades. The inspection of the HP compressor blades is through five borescope access holes, using the appropriate borescope inspection equipment. Equipment Reference Description HU33285 Impact Extractor HU51166 Extractor adaptor RRT050571 HP Turning tool RRT061241 Immobiliser Torque wrench 0 to 150 lbf.in (0 to 16.9 Nm) Equipment – Borescope Inspection Consumable Materials Reference Description OMat 1011 Engine Lubricating Oil OMat 4/62 High Temperature Anti-seize Initial Issue – Aug 2014


Blanking Plugs Where instructed, the impact extractor and adaptor are used to assist with removal of the plugs. The plugs are designed to prevent incorrect fitting and are not interchangeable, so there should be no errors during installation. It is an advantage however to segregate and identify each plug to its respective port position and note the orientation upon removal. On completion of the inspection, the plugs should be refitted in accordance with AMM instructions, paying particular attention to torque loading of securing bolts. Never use the securing bolts to pull the plugs into position. This may result in damage to the engine or the plug. Ref: Standard Practices TRENTXWB-A-70-70-03-00A01-950A-A. Viewing Area from Each Position ID Mark on Casing

Access

Viewing Area Trailing Edge (T/E) Leading Edge (L/E)

HPC1 G

HP Stator 1

Stage 1 L/E

HPC1/2 H

HP Stator 2


HPC2/3 J

HP Stator 3


HPC3/4 K

HP Stator 4


HPC4/5 L

HP Stator 5


Page 5-19




HP COMPRESSOR BORESCOPE PLUGS


Page 5-20



Maintenance Practices


the shaft into the Breather. You must ensure the splines on the shaft and turning tool engage correctly before securing the four captive bolts.

The following is a brief description of rotating the HP system, when inspection of the HPC and HPT are required. Refer to the AMM for the full description and approved procedure.

9. Use the correct size wrench to turn the HP Turning Tool to rotate the HP System.

Turn the HP System AMM Task: TRENTXWB-A-72-00-00-00A01-950C-A

10. If the turning tool clutch disengages, remove the tool and find the cause before you continue.

The WARNINGS and CAUTIONS relating to the temperature of the engine and installation of covers and plugs are highlighted in Section 2 (Maintenance Practices) and within the AMM procedures.

11. When the task is complete remove the HP Turning Tool from the Breather mating flange.

1. Ensure the applicable circuit breaker (s) are positioned to ensure personnel safety and equipment de-activation, prior to engine access for borescope inspection procedures. 2. Open the Fan Cowls. 3. Put applicable access platform into a safe position to access for inspection procedure. 4. Install the fan immobilisers. The engine inlet cover, engine exhaust covers will help to prevent the LP system from windmilling if required.

12. Install a new sealing ring to the cover plate. 13. Install the cover plate with the four attachment screws and torque tighten the screws to 12.4 N.m or 1.24 daN. m (110 lbf.in). 14. Remove the fan immobilisers, engine inlet cover & exhaust if installed and ensure the engine is clear of tools and equipment. 15. Close the Fan Cowls. 16. Re-activate the applicable circuit breaker (s) to reinstate systems functionality, Refer to applicable AMM procedure.

5. Remove the four bolts securing the HP turning point cover plate, located on the front face of the Centrifugal Breather. 6. Remove the cover plate. 7. Remove and discard the sealing ring on the cover plate. 8. Install the HP Turning Tool (RRT050571) into the end of the Centrifugal Breather. You must ensure that the Turning Tool shaft is central and supported when inserting Initial Issue – Aug 2014

Page 5-21





TURN THE HP SYSTEM

Page 5-22




HP Compressor Inspection

Do a borescope inspection of the HP compressor blades:

Task: TRENTXWB-A-72-41-00-05A01-520A-D



Use dimensions below to help when you do an inspection of the HP compressor blades.

For inspection of the stages, carefully remove the associated borescope-blanking plug.



Carefully insert the correct diameter probe into the engine. With the probe pointing towards the front of the engine, this will to allow you view the trailing edge and rear surface of the rotor stage. After rotating the probe/viewer though 180deg, now pointing towards the rear of the engine, the leading edge and front surface of the next rotor stage can be viewed.



Carefully rotate the HP compressor to inspect all blades at all possible stages ensuring that the borescope tip does not come into contact with the compressor blades. It is also imperative that you do not feed the flexible scope through multiple rotor stages, as it is possible to damage the engine and borescope equipment.

Note: The approximate widths of the compressor blades measured in a straight line at the mid-height position are as follows: HP Compressor Blade Reference & Dimensions Rotor Stage

Number

Blade reference Chord (Width at 50% blade Height)

Blade Reference Height (Vertical Centre Line)

1

51

1.84 in. (46.8 mm)

2.43 in. (61.6 mm)

2

72

1.39 in. (35.1 mm)

1.93 in. (49.0 mm)

3

76

1.36 in. (34.5 mm)

1.57 in. (40.0 mm)

4

78

1.36 in. (34.5 mm)

1.28 in. (32.6 mm)

5

72

1.28 in. (32.6 mm)

1.12 in. (28.4 mm)

Note: Stage 6 has 70 blades, but you are not able to carry out a borescope inspection on this particular stage due to non-access.


Page 5-23




HP COMPRESSOR BLADE BORESCOPE POINTS


Page 5-24




Damage Assessment The HP compressor should be inspected and classified in accordance with the AMM with reference to the zones, platform and tip. Inspect for the following damage: 

Bent



Broken



Burned



Burrs



Cracked



Curled



Dented



Missing Material



Nicked



Rounded



Torn

The terminology applied to damage is defined in Standard Practices: ROLLS-ROYCE-STDP-70-01-02-01A01-913A-D.


Page 5-25




HP COMPRESSOR BLADE ACCEPTANCE ZONES Initial Issue – Aug 2014

Page 5-26





Page 5-27





Page 5-28




HP COMPRESSOR BLADE ACCEPTANCE ZONES Page 5-29







Page 5-30




END OF SECTION


Page 5-31

Section 6 - Engine Internal Inspection – Hot Section Combustion System



Hot Section Inspection

Combustion Chamber Borescope Plug Positions Location Six borescope plugs are positioned around the combustion outer casing and are identified in the AMM as position *P. The identification marking on the engine casing is etched ‘Comb K’. Purpose The spacing of the six plugs allows inspection of the entire combustion chamber by use of ridged inspection equipment.

Initial Issue

Page 6-1




COMBUSTION SYSTEM BORESCOPE PLUGS Initial Issue

Page 6-2




Combustion Chamber

Blanking Plugs

Ref: TRENTXWB-A-72-41-11-02A01-720A-D

The combustion chamber blanking plugs are designed to be removed and refitted using a ¼ inch (6.35 mm) square drive. They are then located into dedicated holes in the casing.

Ref: TRENTXWB-A-72-41-11-02A01-720A-D Combustion outer case – Borescope plug (72-41-11, 02-250)

On completion of the inspection the plugs should be refitted in accordance with AMM instructions.

Removal/Install procedure Introduction Routine inspection of hot sections is expected to be carried out at 1000 Cycle intervals. This describes the procedure to carry out a borescope inspection of the Combustion System. You can do a general inspection of the combustion system though six borescope access plugs located around the combustion chamber outer casing. This should be carried out using a rigid 8mm borescope with a more detailed supporting inspection being done using flexible borescope equipment. Preparation Complete all tasks as listed for opening of the Fan Cowl Doors and Thrust Reversers. Equipment Reference

Description

STD-7028

Equipment – Borescope Inspection

Apply the High temperature anti-seize compound to the threads of the borescope plug. Note When refitting the borescope blanking plugs, offer up the plugs to the casing and manually turn the borescope blanking plugs clockwise until the spigot locates into one of the two combustion chamber outer casing holes. Use the correct square drive to tighten the borescope blanking plugs then continue to turn the borescope blanking plugs clockwise until you hear continuous clicks. Viewing Area from each Position Port Letter

Access

Viewing Area

*P

Comb system mid point

General

Consumable Materials Reference

Description

OMat 4/62

High Temperature Anti-seize

Initial Issue

Page 6-3




COMBUSTION SYSTEM BORESCOPE PLUGS Initial Issue

Page 6-4




Combustion Chamber Inspection Carefully insert the correct borescope probe into the combustion chamber and view its general condition though the six-borescope access ports and assess & record if necessary, all observed damage. The borescope inspection should be checked for the following: 1. Heatshields: 

Cracked



Burned



Eroded



Not aligned



Burn holes

2. Burner seal Flares: 

Cracked.



Burned.



Eroded.



Missing material

3. Rear inner combustion liner: 

Cracked



Burned



Eroded



Missing material

Initial Issue

Page 6-5




COMBUSTION SYSTEM – CHAMBER SECTION Initial Issue

Page 6-6




Combustion Chamber Inspection

Damage Assessment

4. Rear outer combustion liner:

Any combustion system damage should be assessed and classified in accordance with the AMM applying restrictions as necessary.



Cracked



Burned



Eroded



Missing material

The Rolls-Royce plc, Operations Room – Technical Helpdesk or a Rolls-Royce representative should also be informed as instructed by the AMM if required.

5. Fuel spray nozzles: 

Cracked



Incorrect position



Burned



Eroded



Missing material

Primarily the HP Nozzle Guide Vanes (HPNGVs) are inspected via the same six borescope plug positions as the combustion chamber but the HPNGV damage limitations and criteria are listed within the AMM under HPNGV inspection and not within the combustion chamber inspection AMM reference. Each of the above damage criteria has a related action that must be carried out before the specified maximum time limit. These time limits are provided in the AMM in hours and cycles with the limit that occurs first being the limiting factor.

Initial Issue

Page 6-7




COMBUSTION CHAMBER OUTER TILE INSPECTION Initial Issue

Page 6-8




Combustion System Inspection Combustor Tile Inspection The combustor tiles should be inspected for the following damage: Inner and outer combustor tiles and dilution chutes: 

Cracked



Burned



Eroded



Distorted



Missing Material



Burn Holes

Each of the above damage criteria has a related action that must be carried out before the specified maximum time limit. These time limits are provided in the AMM in hours and cycles with the limit that occurs first being the limiting factor.

Initial Issue

Page 6-9




COMBUSTION CHAMBER INNER TILE INSPECTION Initial Issue

Page 6-10




Combustion System Inspection Burner Head Inspection After a bird strike or a suspected bird strike, inspect the combustion section particularly the Fuel Spray Nozzles (FSN) for and surrounding area for the following damage: 1. Heat shields: 

Not aligned or Movement out of position



Burned

2. Fuel spray nozzles: 

Incorrect position

Each of the above damage criteria has a related action that must be carried out before the specified maximum time limit. These time limits are provided in the AMM in hours and cycles with the limit that occurs first being the limiting factor. Damage Assessment Any combustion system damage should be assessed and classified in accordance with the AMM applying restrictions as necessary.

Initial Issue

Page 6-11




COMBUSTION SYSTEM – BURNER HEAD SECTION Initial Issue

Page 6-12




Combustion System Inspection After a birdstrike or if you think a bird has gone into the engine, do an inspection of the combustion system at 50, 100 and 500 flight cycles for the types of damage specified in the inspection criteria of the relevant AMM and include: -

Heatshields not aligned or movement out of position.

-

Heatshields burned.

-

Fuel spray nozzles in the incorrect position.

After the failure of a fuel pump, do an inspection of the combustion system at 50, 100 and 500 flight cycles for the types of damage specified in the inspection criteria of the relevant AMM. If you find combustion chamber damage, you must do an inspection of the HP Nozzle Guide Vanes (NGV), refer to TRENTXWB-A-72-41-10-02A01-312A-A and HP Turbine blades, refer to TRENTXWB-A-72-41-52-00A01-312A-A. At each subsequent inspection, you must do an inspection of the HP NGV.

Initial Issue

Page 6-13




COMBUSTION SYSTEM – BURNER HEAD SECTION Initial Issue

Page 6-14





Initial Issue

Page 6-15




High Pressure (HP) Nozzle Guide Vanes

Initial Issue

Page 6-16




High Pressure Nozzle Guide Vane Borescope Plug Positions Location Six borescope plugs are positioned around the combustion outer casing and are identified in the AMM as position *P. The identification marking on the engine casing is etched ‘Comb K’. A single borescope plug is located at the 3 o’clock position, Right side of the engine. The plug locates within the HP system module, HP Turbine Case. The plug is identified in the AMM as position Q. The identification marking on the engine casing is etched HPT M. Purpose The plugs allow inspection of the HPNGVs primarily via the six combustion chamber plugs, to inspect any damage against the limitations detailed in the AMM. The single plug on the HPT casing allows access adjacent to the HPNGV outer platform and is designed to view the HP Turbine rotor blades.

Initial Issue

Page 6-17




HP NGV BORESCOPE ACCESS Initial Issue

Page 6-18



HP Nozzle Guide Vane Inspection


Consumable Materials

TASK TRENTXWB-A-72-41-10-02A01-312A-A

Reference

Description

Introduction

OMat 4/62

This describes the procedure to carry out a borescope inspection of HP Nozzle Guide Vanes (NGVs). You can do a general inspection of the NGVs though six borescope access plugs (*P) located equally around the combustion chamber outer casing. This should be carried out using a rigid 8mm borescope with a more detailed supporting inspection being done using flexible borescope equipment. In addition, a closer but restricted inspection though the dedicated NGV access port (Q) can be carried out on certain vanes only.

Ref: AMM

High Temperature compound

Preparation Complete all tasks as listed for the opening of the Fan Cowl Doors and Thrust Reversers. Equipment Reference STD-1016 STD-7028 Impact extractor Extractor adapter

Description Torque wrench 0 to 300 lbfin (0 to 33.89 Nm) Equipment – Borescope Inspection HU33285 HU51166

Anti-seize

Seal Blanking Plugs The combustion chamber blanking plugs are designed to be removed and refitted using a ¼ inch (6.35 mm) square drive. On completion of the inspection the plugs should be refitted in accordance with AMM instructions. Note When refitting the combustion chamber borescope blanking plugs (*P), offer up the plugs to the casing and manually turn the borescope blanking plugs clockwise until the spigot locates into one of the two combustion chamber outer casing holes. Use the correct square drive to tighten the combustion chamber borescope blanking plugs then continue to turn the borescope blanking plugs clockwise until you hear continuous clicks. Note When installing the dedicated NGV blanking plug, ensure that the central rod is correctly aligned before securing and torque loading into its final location.

Initial Issue

Page 6-19




HP NGV BORESCOPE ACCESS PLUGS Initial Issue

Page 6-20




HP Nozzle Guide Vane Inspection

Damage Assessment


To assist in making an assessment of any damage, refer to the diagrams below for essential NGV dimensions and categorization of type of damage.

Do a borescope inspection of the HP Nozzle Guide Vanes (NGVs). Carefully insert the correct diameter probe into the engine via the six combustion chamber borescope inspection ports and view the general condition of the HP NGVs. Assess & record if necessary, all observed damage.

Any NGV damage should be assessed and classified in accordance with the AMM applying restrictions as necessary.

Do an inspection of the leading edge, trailing edge, platform, and concave airfoil surface. Look for the following types of damage: 

Cracked



Nicked



Gauged



Missing Material



Battered



Dented



Holes



Peeled



Missing Thermal Barrier Coating (TBC)



Burned



Eroded



Corroded

Initial Issue

Page 6-21




HP NGV DIMENSIONS AND CATEGORISATION Initial Issue

Page 6-22




Damage Assessment The leading edge is from the seventh row of cooling holes (when you look rearward on the airfoil concave surface) to 10.2 mm (0.40 in.) aft of the first row of cooling holes (when you look rearward on the convex surface. There is a difference in the thickness of coating on the platform and airfoil. The change in thickness is near the fillet radius. This change in thickness can be seen as a crack. If there is a line in this area make sure you know what it is before you apply the accept/reject standards. A hole usually occurs when material releases from a surface. Missing material can only occur on the edge of a surface. The vanes can have lines from the dies used in the casting process, which can be seen as shadows on the surface of the vanes. Make sure that these lines are not seen as cracks. Damage accept/reject standards for the HP Nozzle Guide Vane convex surfaces. Note It is not necessary to do a borescope inspection of the convex surface as part of regular maintenance. If you do a borescope inspection of the convex surface, apply the limits as specified in the AMM.

Initial Issue

Page 6-23




HP NGV DIMENSIONS AND CATEGORISATION Initial Issue

Page 6-24





Initial Issue

Page 6-25




High Pressure (HP) Turbine Blades

Initial Issue

Page 6-26




High Pressure (HP) Turbine Blades

Blanking Plugs

Introduction

The two borescope plugs are distinctively different but have similar securing threads. Although incorrect fitting of plugs is designed to be impossible, it is an advantage to identify them to their respective ports.

The following is an overview of the procedure to carry out a borescope inspection of the HP turbine blades. You can view the leading edge of the HP turbine blades through the HP Nozzle Guide Vane (NGV) borescope access port (Q) and the trailing edge of the blades can be viewed though the IP Turbine stage 1 borescope access port (R). The ports are located on the HP & IP turbine casings.

On completion of the inspection, the plugs should be refitted in accordance with AMM instructions, paying particular attention to torque loading of securing bolts. Ref. Standard Practices: ROLLSROYCE-STDP-70-70-03-00A01-913A-D

Preparation

Note

Complete all tasks as listed for the opening of the Fan Cowl Doors and Thrust Reversers.

When installing the dedicated NGV blanking plug, ensure that the central rod is correctly aligned at the engine casing before securing into its final location.

Equipment Reference RRT061241 RRT050571 STD-1016 STD-7028 Impact extractor Extractor adapter

Description Immobiliser HP Turning tool Torque wrench 0 to 150 lbfin (0 to 16.90 Nm) Equipment – Borescope Inspection HU33285 HU51166

Viewing Area from Each Position Port

Access

Viewing Area

HP NGV (Q) HP Turbine Case

HPT Leading Edge

IPT 1 (R)

HPT Trailing Edge

IP Turbine Case

Consumable Materials Reference OMat 4/62

Initial Issue

Description High Temperature compound

Anti-seize

Page 6-27




HP TURBINE BORESCOPE PLUGS Initial Issue

Page 6-28



HP Turbine Inspection Install Ground Support Equipment


For both front and rear inspections of the HP turbine look for the following type of damage: 

Cracked



Burned



Eroded



Missing material



Corroded



Pitted

Note



Missing Thermal Barrier Coating (TBC)

The dimensions given are strait line approximations and do not account for curved surfaces.



Dents

Gain Access to the HP System Turning Point For associated tasks to turn the HP System complete all tasks as listed and covered for Cold Section Inspection, Turning of the HP System for the inspection of the HP compressor. HP Turbine Inspection Use dimensions below to help when you do an inspection of the HP turbine blades.

Do a borescope inspection of the 68 HP turbine blades: 

Carefully insert the correct diameter probe into the engine at the HP NGV borescope port to inspect the leading edge and front surface of the HP turbine.



Rotate the HP system, AMM TASK TRENTXWB-A-7200-00-00A01-950C-A) to inspect all HP turbine blades ensuring that the borescope tip does not come into contact with the turbine blades. Carefully insert the correct diameter probe into the engine at the IPT stage 1 borescope port to inspect the trailing edge and rear surface of the HP turbine.





Rotate the HP system to inspect all HP turbine blades ensuring that the borescope tip does not come into contact with the turbine blades.

Initial Issue

Page 6-29




HP TURBINE BORESCOPE POINTS & DIMENSIONS Initial Issue

Page 6-30




Damage Assessment To assist in making an assessment of any damage, refer to the diagrams below. Any HP turbine damage should be assessed, classified and in accordance with the AMM, apply the relevant restrictions as necessary. The terminology applied to damage is defined in Standard Practices: ROLLSROYCE-STDP-70-01-02-01A01-913A-D.

Initial Issue

Page 6-31




HP TURBINE BLADE INSPECTION Initial Issue

Page 6-32





Page 6-33





Page 6-34




Examine the borescope access hole in the vane boss of the HP nozzle guide vane (NGV). Note You get access to the vane boss through the opening in the HP turbine case. Make sure that the bush in the vane boss stays in its position. If the bush in the vane boss is missing, replace the engine in not more than 10 hours.

Initial Issue

Page 6-35





Page 6-36





Initial Issue

Page 6-37




Intermediate Pressure (IP) Turbine Blades

Initial Issue

Page 6-38




Intermediate Pressure (IP) Turbine Blades

Blanking Plugs


Although incorrect fitting of plugs is designed to be impossible, it is an advantage to identify them to their respective ports.

Introduction The following is an overview of the procedure to carry out a borescope inspection of the IP turbine blades. You can view the leading edge of the IP turbine stage 1 blades through the IP borescope access port (R) and the trailing edge of the stage 1 blades can be viewed though the access port (S). You can view the leading edge of the IP turbine stage 2 blades through the IP borescope access port (S) and the trailing edge of the stage 2 blades can be viewed though the access port (T). The three ports are located on the HP / IP turbine casings. Preparation Complete all tasks as listed for Turning of the IP System for the opening of the Fan Cowl Doors and Thrust Reversers.

On completion of the inspection, the plugs should be refitted in accordance with AMM instructions, paying particular attention to torque loading of securing bolts. Ref. Standard Practices: ROLLSROYCE-STDP-70-70-03-00A01-913A-D. Viewing Area from Each Position Port

Access

Viewing Area

HPT/IPT 1

HP/IP Turbine Case

IPT 1 Leading Edge

IPT 1 & 2

IP Turbine Case

IPT 1 Trailing Edge, IPT 2 Leading Edge

& IP Turbine Case

IPT 2 Trailing Edge, LPT 1 Leading Edge

IPT 2 LPT

Equipment Reference RRT061241 RRT073246 STD-1016 STD-7028

Description Immobiliser IP Turning tool Torque wrench 0 to 150 lbfin (0 to 16.9 Nm) Equipment – Borescope Inspection

Consumable Materials Reference OMat 4/62

Initial Issue

Description High Temperature compound

Anti-seize

Page 6-39




IP1 & IP2 TURBINE BORESCOPE PLUGS & POSITIONS Initial Issue

Page 6-40





Page 6-41





Page 6-42



Install Ground Support Equipment Gain Access to the IP System Turning Point: For associated tasks to turn the IP System complete all tasks as listed and covered for Cold Section Inspection, Turning of the IP System for the inspection of the IP compressor. IP Turbine Inspection Use dimensions below to help when you do an inspection of the IP turbine blades.


Do a borescope inspection of the 142 IP turbine stage 2 blades: 

Carefully insert the correct diameter probe into the engine. At the IP 1/2 borescope port to inspect the leading edge and front surface of the IP turbine stage 2 blades.



Rotate the IP system, AMM TASK TRENTXWB-A-7200-00-00A01-950B-D) to inspect all IP turbine stage 2 blades ensuring that the borescope tip does not come into contact with the turbine blades.



Carefully insert the correct diameter probe into the engine. At the IPT stage IPT/LPT position to inspect the trailing edge and rear surface of the IP turbine stage 2.



Rotate the IP system to inspect all IP turbine blades ensuring that the borescope tip does not come into contact with the turbine blades.

Note The dimensions given are straight line approximations and do not account for curved surfaces. Do a borescope inspection of the 114 IP turbine stage 1 blades: 

Carefully insert the correct diameter probe into the engine. At the IP borescope port to inspect the leading edge and front surface of the IP turbine stage 1 blades.



Rotate the IP system, AMM TASK TRENTXWB-A-7200-00-00A01-950B-D) to inspect all IP turbine stage 1 blades ensuring that the borescope tip does not come into contact with the turbine blades.



Carefully insert the correct diameter probe into the engine. At the IPT stage ½ position to inspect the trailing edge and rear surface of the IP turbine stage 1.



Rotate the IP system to inspect all IP turbine blades ensuring that the borescope tip does not come into contact with the turbine blades.

Initial Issue

Page 6-43




IP TURBINE DIMENSIONS & AREAS STAGE 1 Initial Issue

Page 6-44




IP TURBINE DIMENSIONS & AREAS STAGE 2 Initial Issue

Page 6-45




IP TURBINE DIMENSIONS & AREAS Initial Issue

Page 6-46




Examine the borescope access hole in the vane boss of the HP nozzle guide vane (NGV). Note You get access to the vane boss through the opening in the HP turbine case. Make sure that the bush in the vane boss stays in its position. If the bush in the vane boss is missing, replace the engine in not more than 10 hours. For both front and rear inspections of the IP turbines look for the following types of damage: 

Cracked



Dented



Missing material



Nicked



Scratched



Scored

Damage Assessment Any IP turbine damage should be assessed and classified in accordance with the AMM and any restrictions applied as necessary. The terminology applied to damage is defined in Standard Practices: ROLLSROYCE-STDP-70-01-02-01A01-913A-D. Note You cannot see all the IP turbine NGVs when the engine is installed on the aircraft. Initial Issue

Page 6-47




IP TURBINE BLADE INSPECTION Initial Issue

Page 6-48




IP TURBINE BLADE INSPECTION Initial Issue

Page 6-49




Low Pressure (LP) Turbine Blades

Initial Issue

Page 6-50



Low Pressure (LP) Turbine Blades Introduction The following is an overview of the procedure to carry out a borescope inspection of the LP turbine blades. You can view the LP turbine blades through the six LP turbine borescope access ports. The first port (LP1) is located on the HP/IP turbine casing, while the remainder is located on the LP turbine case.


attention to torque loading. Ref. Standard Practices: ROLLSROYCE-STDP-70-70-03-00A01-913A-D Viewing Area from each Position LP Turbine Stage

Number of Blades

1

158

2

166

Preparation

3

150

Complete all tasks as listed for Turning of the IP System for the opening of the Fan Cowl Doors and Thrust Reversers.

4

140

5

134

Equipment

6

140

Reference RRT061241 STD-1019 STD-7028

Description Immobiliser Torque wrench 0 to 300 lbfin (0 to 33.89 Nm) Equipment – Borescope Inspection

Consumable Materials Reference OMat 405B

Damage Assessment Any LP turbine damage should be assessed classified and in accordance with the AMM, apply restrictions as necessary. The terminology applied to damage is defined in Standard Practices: ROLLSROYCE-STDP-70-01-02-01A01-913A-D.

Description Graphite Grease

Blanking Plugs The six borescope plugs are all very similar in appearance. Although incorrect fitting of plugs is designed to be impossible, it is an advantage to identify them to their respective ports. On completion of the inspection, the plugs should be refitted in accordance with AMM instructions, paying particular Initial Issue

Page 6-51




LP TURBINE BORESCOPE PLUGS Initial Issue

Page 6-52





Page 6-53





Page 6-54



Install Ground Support Equipment Go into the air intake and while remaining in contact with other personnel, who are performing the inspection, turn the LP Compressor slowly with your hand. LP Turbine Inspection Use dimensions below to help when you do an inspection of all LP turbine blades of all stages. For each blade, dimension A is for the blade leading edge height, B is the mid-height blade width and C is the blade trailing edge height. Note The dimensions given are strait line approximations and do not account for curved surfaces. Do a borescope inspection of all LP turbine blades: 

Carefully insert the correct diameter probe into the engine the LP1 turbine borescope port (T) to inspect the leading edge and front surface of the stage one LP turbine blades.



Rotate the LP system to inspect all LP turbine blades ensuring that the borescope tip does not come into contact with the turbine blades.



Carefully insert the correct diameter probe into the engine at each of the remaining LP turbine borescope ports (U, V, W, X & Y)) to inspect the trailing edge and rear surface of the IP turbine stage in front. Rotate the probe though 180deg to inspect the leading edge and front surface of the IP turbine behind.



The trailing edge and rear surface of the LP turbine stage 6 can be inspected from the rear of the exhaust unit.

Initial Issue




At each stage, rotate the LP system to inspect all LP turbine blades ensuring that the borescope tip does not come into contact with the turbine blades.

For all LP turbine stages, both front and rear inspections of the turbine look for the following type of damage: 

Cracks



Nicks



Scratched



Dented



Galled



Missing material



Shroud Curl

Page 6-55




LP TURBINE DIMENSIONS & AREAS Initial Issue

Page 6-56




LP TURBINE DIMENSIONS & AREAS Initial Issue

Page 6-57




LP TURBINE AREAS Initial Issue

Page 6-58




LP TURBINE BLADE DAMAGE TYPES Initial Issue

Page 6-59





Page 6-60





Page 6-61





Page 6-62




END OF SECTION

Initial Issue

Page 6-63

Section 7 Part Condition Terminology




BORESCOPE INSPECTION - PART CONDITION TERMINOLOGY Your attention is drawn to the Airbus A350 Aircraft Maintenance Manual (AMM) TRENTXWB-A-70-01-02-01A01950A-A, which references to a full list of terminology in ROLLSROYCE-STDP-70-01-02-01A01-950A-A. This section provides the names and descriptions of specific types of damage. This is to prevent errors which can occur when different names are used for the same type of damage. Always use the correct name for the specified type of damage or condition when an inspection is made on a component. The following pages list types of damage which may be seen during borescope inspection.


Page 7-1



BATTERED Initial Issue – July 2014


BENT Page 7-2



BROKEN Initial Issue – July 2014


BURNED Page 7-3



CARBONED Initial Issue – July 2014


CRACKED Page 7-4



CURLED Initial Issue – July 2014


DENTED Page 7-5



DEPOSITS Initial Issue – July 2014


GOUGE Page 7-6




NICKED


OVERHEATED

Page 7-7



SCORE Initial Issue – July 2014


SCRATCH Page 7-8




END OF SECTION


Page 7-9

Section 8 Practical Exercise




IP COMPRESSOR BLADE INSPECTION Initial Issue – Aug 2014

Page 8-1




HP COMPRESSOR SHAFT STAGES (1 to 3) Initial Issue – Aug 2014

Page 8-2




HP COMPRESSOR BLADES STAGES (4 & 5) Initial Issue – Aug 2014

Page 8-3




FUEL SPRAY NOZZLES Initial Issue – Aug 2014

Page 8-4




COMBUSTION SYSTEM Initial Issue – Aug 2014

Page 8-5




HP NOZZLE GUIDE VANES Initial Issue – Aug 2014

Page 8-6




HP TURBINE BLADES Initial Issue – Aug 2014

Page 8-7




IP TURBINE BLADES Initial Issue – Aug 2014

Page 8-8





IP TURBINE NGV DAMAGE

Page 8-9




LP TURBINE BLADES Initial Issue – Aug 2014

Page 8-10




END OF SECTION


Page 8-11

Engine Trent XWB Airbus 350

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