TURBINE ENGINE MAINTENANCE

• The detailed procedures recommended by the

engine manufacturer should be followed when
performing inspections or maintenance.

• For inspection purpose, the turbine engine is

divided into two main sections, the cold section and
the hot section.
• The atmosphere near the ground is filled with tiny
particles of dirt, oil, soot, and other foreign matter.

• A large volume of air is introduced into the

compressor, and centrifugal force throws the dirt
particles outward so that they build up to form a
coating on the casing, the vanes, and the compressor
blades.

• The efficiency of the blades is impaired by dirt

deposits in a manner similar to that of an aircraft wing
under icing conditions.
• The condition can be remedied by periodic
inspection, cleaning, and repair of
compressor components.

• Minor damage to axial-flow engine

compressor blades may be repaired if the
damage can be removed without exceeding
the allowable limits established by the
manufacturer.
• Well-rounded damage to leading and
trailing edges that is evident on the opposite
side of the blade is usually acceptable
without re-work, provided the damage is in
the outer half of the blade only and the
indentation does not exceed values
specified in the engine manufacturer's
service and overhaul instruction manuals.
• When working on the inner half of the blade,
damage must be treated with extreme caution.

• Repaired compressor blades are inspected by either

magnetic particle or fluorescent penetrant inspection
methods or they are dye checked to ensure that all
traces of the damage have been removed. All repairs
must be well blended so that surfaces are Smooth.
• No cracks of any extent are tolerated in any area.
• Whenever possible, stoning and local rework
of the blade are performed parallel to the
length of the blade. Rework must b
accomplished by hand, using stones, files or
emery cloth.
• Do not use a power tool to buff the entire
area of the blade.
 Causes of Blade Damage
• Loose objects often enter an engine either
accidentally or through carelessness.
Items, such as pencils, handkerchiefs, and
cigarette lighters are often drawn into the
engine.
Do not carry any objects in shirt pockets
when working around turbojet engines.
• A compressor rotor can be damaged beyond
repair by tools that are left in the air intake, where
they are drawn into the engine on subsequent
starts. Prior to starting a turbine engine make a
minute inspection of engine inlet ducts to assure
that items such as nuts, bolts, lock wire, or tools
were not left there after work had been
performed.
• Corrosion pitting is not considered serious on the
compressor stator vanes of axial-flow engines if the
pitting is within the allowed tolerance.

• Do not attempt to repair any vane by straightening,

brazing, welding, or soldering. Crocus cloth, fine
files, and stones are used to blend out damage.

• Inspect the downstream edge of the guide vanes very

closely, because cracks are generally more prevalent
in this area.
 Inspection And Cleaning Of The Combustion Section.

• Engine parts can be degreased by using the emulsion-

type cleaners or chlorinated solvents. The emulsion-type
cleaners are safe for all metals since they are neutral and
noncorrosive.
• Cleaning parts by the chlorinated solvent method leaves
the parts absolutely dry; if they are not to be subjected
to further cleaning operations, they should be sprayed
with a corrosion-preventive solution to protect them
against rust or corrosion.
• Extreme care must be taken to prevent dirt, dust,
cotter pins, lock wire, nuts, washers, or other
foreign material from entering the engine. If, at
any time, such pieces are dropped, the assembly of
the engine must stop until the dropped article is
located, even though this may require a
considerable amount of disassembly.
Marking Materials for Combustion Section Parts

• Layout dye (lightly applied) or chalk may be used to

mark parts that are directly exposed to the engine's
gas path, such as turbine blades and disks, turbine
vanes and combustion chamber liners.

• A wax marking pencil may be used for parts that are

not directly exposed to the gas path. Do not use a
wax marking pencil on a liner surface or a turbine
rotor.
• The use of carbon alloy or metallic pencils
is not recommended because of the
possibility of causing intergranular attack,
which could result in a reduction in material
strength.
 Combustion Section Inspection
• The entire external combustion case should be inspected
for evidence of hotspots, exhaust leaks, and distortions
before the case is opened. After the combustion case has
been opened, the combustion chambers can be inspected
for localized overheating, cracks, or excessive wear.
• Inspect the first-stage turbine blades and nozzle guide
vanes for cracks, warping, or foreign object damage.
Also inspect the combustion chamber outlet ducts and
turbine nozzle for cracks and for evidence of foreign
object damage.
• Inspect the combustion chambers and covers for
cracks by using dye penetrant or the fluorescent
penetrant inspection method. Any cracks, nicks, or
dents in the cover are usually cause for rejection.
• Inspect the interior of the combustion liners for
excess weld material expelled from the
circumferentially welded seams. To prevent future
damage to the turbine blades, remove weld
material or slag that is not thoroughly fused to the
base material of the combustion liner.
 INSPECTION AND REPAIR OF TURBINE DISK

• Any cracks on turbine blades and disk should be

scrutinized most carefully under at least a 9- to
12-power magnifying glass.

• Cracks, on the disk, however minute necessitates

the rejection of the disk and replacement of the
turbine rotor.
• Stress rupture cracks usually appear as minute hairline
cracks on or across the leading or trailing edge at a right
angle to the edge length.

• Deformation, caused by over-temperature, may appear as

waviness and/or areas of varying airfoil thickness along
the leading edge.

• The leading edge must he straight and of uniform

thickness along its entire length.
• When any stress rupture cracks or deformation of the
leading edges of the first-stage turbine blades are found,
an over-temperature condition must be suspected.

• Blades removed for a detailed inspection or for a check of

turbine disk stretch must be re-installed in the same slots
from which they were removed. Number the blades prior
to removal.
Turbine Blade waviness
• Blade tip curling within a one-half-inch square
area on the leading edge of the blade tip is
usually acceptable if the curling is not sharp.
Curling is acceptable on the trailing edge if it
does not extend beyond the allowable area.
 Turbine Blade Replacement Procedure

• Turbine blades are generally replaceable, subject

to moment-weight limitations.

• If visual inspection of the turbine assembly

discloses several broken, cracked, or eroded
blades, replacing the entire turbine assembly may
be more economical than replacing the damaged
blades.
 Turbine Nozzle Vane Inspection

• Inspect the turbine nozzle vanes for bowing, measuring the

amount of bowing on the trailing edge of each vane.
• Bowed nozzle vanes may be an indication of a
malfunctioning fuel nozzle. Vanes are rejected which are
bowed more than the allowable amount. Bowing is always
greater on the trailing edge thus if this edge is within
limits, the leading edge is also acceptable.
 Exhaust Section
• The exhaust section of the turbojet engine is susceptible to
heat cracking. Inspect the exhaust cone and tailpipe for
cracks, warping, buckling, or hotspots.

• Hotspots on the tail cone are a good indication of a

malfunctioning fuel nozzle or combustion chamber.
• The ratings for commercial engines are
defined by the SAE (Society of Automotive
Engineers).These ratings are:
 Takeoff (wet)
 Takeoff (dry)
 Maximum continuous
 Normal rated
 Maximum cruise
 COMMERCIAL RATINGS

• Takeoff (wet): This is the maximum allowable

thrust for takeoff. The rating is obtained by actuating the
water-injection s)stem and setting the computed "wet"
thrust with the throttle, in terms of a predetermined
turbine discharge pressure or engine pressure ratio for
the prevailing ambient conditions. The rating is
restricted to takeoff, is time-limited, and will have an
altitude limitation.
Engines without water injection do not have this rating.
 Takeoff (dry).
• This is the maximum allowable thrust without the use
of water injection. The rating is obtained by adjusting
the throttle to the takeoff (dry) thrust for the existing
ambient conditions, in terms of a predetermined
turbine discharge pressure or engine pressure ratio.
• The rating is time-limited and is to be used for
takeoff only.
 Maximum continuous
• This rating is the maximum thrust which may
be used continuously and is intended only for
emergency use at the discretion of the pilot.
The rating is obtained by adjusting the throttle
to a predetermined turbine discharge pressure
or engine pressure ratio.
 Normal rated
• Normal rated thrust is the maximum
thrust approved for normal climb. The rating
is obtained in the same manner as maximum
continuous.
Maximum continuous thrust and normal
rated thrust are the same on some engines
 Maximum cruise.

• This is the maximum thrust approved for

cruising. It is obtained in the same manner
as maximum continuous
 Idle

• This is not an engine rating, but rather a

throttle position suitable for minimum thrust
operation on the ground or in flight.
It is obtained by placing the throttle in the idle
detent on the throttle quadrant.