CFM56-5B, -7B HPT:

Borescope Inspection Guide

January 2023

Book Number: GE K 119346

CFM, CFM56, LEAP and the CFM logo are trademarks of CFM International,a 50/50 joint company between Snecma (Safran group) and GE. The information in this document is CFM Proprietary Information and is disclosed in confidence. It is the property
of CFM Internationaland its parent companies, and shall not be used, disclosed to others or reproducedwithout the express written consent of CFM. If consent is given for reproduction in whole or in part, this notice shall appear in anysuch reproduction in
whole or in part. The information contained in this document may also be controlled by the U.S. and French export control laws. Unauthorizedexport or re-export is prohibited.
This guide is designed to aid Airline Maintenance Personnel
with the identification of typical visual findings during a CFM56
High-Pressure Turbine (HPT) Module borescope inspection.
Engine model specific limitations and detailed acceptance and
non-acceptance criteria are only found in the Engine Manuals
and/or Aircraft Maintenance Manuals

Contact CFM if further assistance is needed in classification of

HPT borescope inspection findings.

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CFM International Proprietary Information

CFM, CFM56, and the CFM logo are trademarks of CFM International, a
50/50 joint company between SAFRAN Aircraft Engines and GE. The
information in this document is CFM Proprietary Information and is
disclosed in confidence. It is the property of CFM International and its
parent companies, and shall not be used, disclosed to others or
reproduced without the express written consent of CFM. If consent is
given for reproduction in whole or in part, this notice shall appear in any
such reproduction in whole or in part. The information contained in this
document may also be controlled by the U.S. and French export control
laws. Unauthorized export or re-export is prohibited.

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Table of Contents

Title Page Number

Introduction 5
HPT Shroud 6
HPT Nozzle 14
HPT Blade 24

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Introduction

This guide is intended exclusively for the owners and

operators of CFM engines. It has been prepared as a guide
for use in the analysis of borescope findings on CFM HPT
components. The purpose of the guide is to enable
identification of the typical visual findings during the
borescope inspection.
The data and images presented here do not supersede or
replace any of the engine or aircraft manufacturer’s
Instructions for Continued Airworthiness. This document
and the material within it are subordinate to the Aircraft
Maintenance Manual and Engine Manual.

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 HPT Shroud

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HPT Shroud Contents

A. Surface Cracks
B. TDC Curling
C. TDC Burning/Erosion
D. Burn-through
E. Wear on rub land

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A. HPT Shroud Surface Cracks
Configuration Specific: No Axial Crack – serviceable condition Circumferential Cracks
and Axial Crack –
Region Specific: No serviceable condition

CycleRange: N/A
Description: Surface Axial & Circumferential
cracks on shroud
Detection: BSI

AMM Criteria:
Surface cracks permitted any number and any
length axially.
Connected Cracks next to edge TDC Erosion Example, that
Any number of circumferential cracks that are not – serviceable condition looks like cracks/scratches
connected and are no more than 1 inch (25.40 mm) – serviceable any amount
long. 25 cycles Continue-In-Service for circumferential
cracks longer than that.
Circumferential cracks that are connected to axial
cracks cannot be more than 0.25 inch (6.35 mm) long
and not less than 0.25 inch (6.35 mm) from the shroud
edge. Connected cracks closer to the shroud edge are
acceptable if they are within the limit for missing
material. 25 cycles Continue-In-Service for connected Treat this condition as missing material
cracks beyond the above limits.
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B. HPT Shroud TDC Curling
Configuration Specific: Applicable to all repaired shrouds TDC curling– serviceable condition
with TDC coating
Region Specific: No
Cycle Range: N/A
Description: Curling on shroud edges
Detection: BSI

AMM Criteria:
Missing TDC due to curling– serviceable
condition
Airbus:

TDC curling max LIMITS 0.2 inch(5.08mm) X 0.40 inch

(10.16mm), Total area= 51.61mm^2

Boeing:

TDC curling max LIMITS 0.2 inch(5.08mm) X 0.40 inch

(10.16mm), Total area= 51.61mm^2

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 B. HPT Shroud TDC Curling
• Description: Burning, Missing Material on Split-line Aft Eroded TDC (leading/trailing
Corner bend into flow-path – edge) bend into flow-path –
erosion or chipped/missing
serviceable serviceable
TDC exposing the
backstrip*
• AMM Criteria: Any amount
if the shroud does not drop
into the flowpath

• Description: Missing
material on split-line
• AMM Criteria: Serviceable
or serviceable with reduced Eroded TDC bend into flow-path – Example of shroud that drops into
borescope inspection serviceable flowpath (whole shroud moved) –
interval 25-400 cycles - not serviceable
depends on the missing
material area and its
location on the splitline.
*Backstrip is a parent material of the HPT
Shroud. On repaired shrouds, it is visible
when the coating chips.

CFM56-5B, -7B HPT BSI Guide GEK 119346 / January 2023

 C, D. HPT Shroud TDC Burning/Erosion, Burn-through
• Description: Burning, erosion
or chipped/missing TDC
exposing the backstrip*
• AMM Criteria: Any amount if
the shroud does not drop
into the flowpath

• Description: Burn through on

the rub land (this include
holes through the backstrip)
• AMM Criteria: Not
Serviceable. The Continue-In-
Service limit is from 75-25
cycles, depends on the burn
through area

*Backstrip is a parent material of the HPT

Shroud. On repaired shrouds, it is visible
when the coating chips.

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 C, D. HPT Shroud TDC Burning/Erosion, Burn-through
• Description: Burning, Missing TDC around cooling Burn-through – Continue-In-Service
holes - serviceable condition condition
erosion or chipped/missing
TDC exposing the
backstrip*
• AMM Criteria: Any amount
if the shroud does not
drop into the flowpath

• Description: Burn through

on the rub land (this
include holes through the
backstrip)
• AMM Criteria: Not Missing TDC around cooling hole Burn-through – Continue-In-Service
Serviceable. The Continue- row 3 - serviceable condition condition
In-Service limit is from 75-
25 cycles, depends on the
burn through area
*Backstrip is a parent material of the
HPT Shroud. On repaired shrouds, it is
visible when the coating chips.

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 C, D. HPT Shroud TDC Burning/Erosion, Burn-through
Missing TDC on Split-line Missing Material
• Description: Burning, on Other Split-line Areas
(no leaf seal exposure)
erosion or chipped/missing (leaf seal liberated)
TDC exposing the Missing material beyond
backstrip* aft corner tolerance
• AMM Criteria: Any amount
if the shroud does not drop
into the flowpath

• Description: Missing
material on split-line
• AMM Criteria: Serviceable
or serviceable with Missing Material Split-line Missing Material
on Forward Corner vs. Missing TDC
reduced borescope
(leaf seal exposed) (area calculation)
inspection interval 25-400
cycles - depends on the
missing material area and
its location on the splitline.

*Backstrip is a parent material of the HPT Split-line Missing Material

Shroud. On repaired shrouds, it is visible
when the coating chips.
Missing TDC

All serviceable conditions CFM56-5B, -7B HPT BSI Guide GEK 119346 / January 2023
E. HPT Shroud wear on rub land

Configuration Specific: N/A Typical Blade rub on shroud. Serviceable

condition
Region Specific: N/A
Cycle Range: N/A
Description: Tip Rub on shroud face
Detection: BSI

AMM Criteria:
Airbus: Rubs/wear - Any amount

Boeing: Rubs/wear - Any amount

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CFM56-5B, -5C, -7B HPT Shroud evolution
No Cooling bumps inside pocket
5C engines S B 72-0586 released 2005 2080M28P05
After repair 2118M94G01
Mat: N5
2080M28P02 5B engines S B 72-0830 released 2012
2080M28P10
7B engines S B 72-0867 released 2012
After repair
After repair 2118M94G07
2118M94G03
Mat: N500
Mat: N5

HPT Shrouds with and without

cooling bumps are interchangeable
Cooling bumps inside pocket
only in complete sets
5B SB72-0730 – 2009
5B - S B 72-0618
2080M28P06 7B SB72-0740 - 2009 2080M28P09
After repair 2118M94G02 After repair 2118M94G06
7B - S B 72-0609 5B SB72-0885 – 2013
Mat: N5 7B SB72-093 9 - 2013 Mat: N500

Repair with improved Thermally Densified Coating (TDC – R195):

Puck relased by S B 72-0851 (-5B), S B 72-0903 (-7B) for HPT Shroud PN 2080M28P09 after repair have following PNs:
-P09 ------->2118M94G06
-P10 ------->2118M94G07
Puck relased by S B 72- SB0 6 6 4 (5C), 72-0719 (-5B), S B 72-0735 (-7B) for HPT Shroud PN 2080M28P02, -P06, after repair
have following PNs:
-P02 ------->2118M94G03
-P05 -------> 2118M94G01 (only 5C)
-P06 ------->2118M94G02
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 HPT Nozzle

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HPT Nozzle Contents

A. General Practice
B. Nozzle Configuration
C. Leading Edge
D. Concave Surface
E. Convex Surface
F. Trailing Edge
G. Platform
H. Other Cracks
I. Best Practices

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A. General Practice

The following slides reference

AMM limits for SAC/DAC engines

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B. HPT Nozzle Configuration

Concave surface

Aft looking Fwd

T E side view

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C. HPT Nozzle Leading Edge
AMM Criteria:
Airbus: Subtask 72-51-00-290-052-A
Missing
1. Leading edge of vane airfoil for: Material
A. Cracks that interconnect nose holes. Any number, 0.3 in. (7.62 mm) long; no
missing material. (baffle
If crack is not more than 1 inch (25.4 mm), then do an inspection again in 400 holes
cycles. exposed)
Airbus AMM T A S K 72-00-00-200-025 Overserviceable Limit Extension:
Leading edge missing material, from cracking or burn-through, up to 0.5 in.
(12.7 mm) X 0.5 in. (12.7 mm) per vane. Maximum of 4 vanes per 90 degree arc:
25 cycles
Crack
Boeing: SUBTASK 72-00-00-220-003-F00, 72-00-00-220-008-F00 connecting
(1) Examine the leading edges of the 42 HPT nozzle guide vanes as follow: nose holes
(a) Cracks that connect nose holes (11.4 mm
1. There is no limit to the number with these conditions: length)
a) The cracks are not longer than 0.3 inch (7.60 mm)
b) There is no missing material.
2. Do the inspection again after each 800 cycle interval with these conditions: Row 8 Row 9
a) The cracks are not longer than 0.3 inch (7.60 mm).
b) The total area of missing material is not more than 0.25 square inch (161
square mm) per vane. Maximum of 4 vanes per 90° arc. Current AMM limit requires an inspection every
c) Missing material does not extend aft of rows 3 or 9. 400 cycles with these conditions: The crack
3. Do the inspection again after each 400 cycle interval with these conditions:
length with missing material is not greater than
a) The cracks are not more than 1 inch (25.4 mm) in length.
b) The total area of missing material is not more than 0.25 square inch (161 25.4 mm and area of missing material is less
square mm) per vane. Maximum of 4 vanes per 90° arc. than 161 square mm.
c) Missing material does not extend aft of rows 3 or 9.
4. The Continue-In-Service limit is 25 cycles with this condition:
a) The area of missing material is not more than 0.3 square inch (193 square
mm) per vane. Maximum of 4 vanes per 90° arc.
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 D. HPT Nozzle Concave Surface -
Burning/Missing Coating vs. Missing Material
Row 10 Row 11 Row 12 Note: Use the number
AMM Sections: of baffle impingement
holes to estimate the
Airbus: Subtask 72-51-00-290-052-A amount of missing
2. Concave surface of vane airfoil for: area.
C. Burns. Each visible baffle
Any number; no missing material or burn through. hole equates to
If missing material caused by burns is not more than 0.04 square in. approximately 0.01
(25.81 square mm), and no more than 4 airfoils for each engine have in2
missing material caused by burns, do the inspection again in 400
cycles. For this case ~5 baffle
See limit extension Airbus AMM T A S K 72-00-00-200-025: holes are clearly
visible so that
Concave surfaces of airfoil missing material, from cracking or
corresponds to
burnthrough, up to 0.75 in. (19.04 mm) diameter per vane: 25 cycles
missing material area
of 0.05 in2
Boeing: SUBTASK 72-00-00-220-004-F00, 72-00-00-220-
009-F00
Row 12 Row 11 Row 10 Missing material
(2) Examine the concave surfaces as follow: (Baffle holes
(c) Burns exposed)
1) There is no limit to the quantity with this condition:
a) There is no burn-through into the inner cooling Missing TBC
passages. coating on concave
2)The Continue-In-Service limit is 25 cycles with this
surface.
condition:
a) The area which is burned through is not larger than
Serviceable
0.45 square inch (290 square mm) on each vane. condition. No
(d) Missing thermal barrier coating (TBC) Parent material is
1) There is no limit to the quantity of TBC that can be missing. missing (No baffle
holes exposed)

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 Row 16 Gap is considered missing
E. HPT Nozzle Convex Surface material. 200 or 25 cycles to
remove engine, depending on size
AMM Criteria:
Airbus: Subtask 72-51-00-290-052-A
Convex surface of vane airfoil for:
A. Radial cracks. Any number.
B. Axial cracks. Any number.
C. Burns and bulges. Any number.
Baffle
D. Missing panel. Not serviceable.
holes
See limit extension: Airbus AMM TASK 72-00-00-200-025: 200 or 25 cycles provided exposed
HPT blades are within limits
E. Missing Thermal Barrier Coating (TBC) Any amount.

Boeing SUBTASK 72-00-00-220-005-F00, 72-00-00-220-010-F00

(3) Examine the convex surfaces as follow:
(b) Burns or bulges
NOTE: An open area of the cavity caused by bulging is to be interpreted Radial crack
as missing material where the following limits apply.
1) Permitted if there is no missing material.
2) If there is missing material, do the inspection again after each 800
cycle interval with these conditions:
Area of bulging/lifted
material (extends
a) The total area of missing material is not more than 0.05 square inch
beyond the thickness
(32.3 square mm) per vane. Maximum of 4 vanes per 90° arc.
of the panel). 200 or
b) Bulging does not occur aft of cooling hole row 16.
25 cycles to remove
3) The Continue-In-Service limit is 200 cycles with this condition:
the engine, depending
a) The missing material is not more than 0.20 square inch (129 sq. mm) on size
4) The Continue-In-Service limit is 25 cycles with this condition:
a) The missing material is not larger than 0.45 square inch (290 sq. mm)
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E. HPT Nozzle Convex Surface

Cracks aft of Row 16 with no missing Exposed baffle holes. No bulging/lifted material
material or bulging. Serviceable. Missing material ~3mm2. (beyond the thickness of the
Missing material is aft of panel) observed. This area is
Row 16. Remove in 200 not deemed as missing
cycles. material.

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F. HPT Nozzle Trailing Edge
AMM Criteria: HPT Nozzle Concave Side
Airbus: Subtask 72-51-00-290-052-A
Trailing edge of vane airfoil for:
(a) Axial cracks starting from slots adjacent to trailing edge
Any number.
(b) Burns and cracks.
Any number.
(c) Buckling or bowing
Any amount.
(d) Missing material (loss of metal).
Total area removed from trailing edge not to be more than 0.5 in. (12.7 mm) in
axial direction.
See limit extension: Airbus AMM T A S K 72-00-00-200-025: Trailing edge missing
material up to 0.75 in. (19 mm) in axial direction: 25 cycles
Boeing: SUBTASK 72-00-00-220-006-F00, 72-00-00-220-011-F00
Examine the trailing edges as follow:
(a) Cracks or burns
1) There is no limit to the number of cracks or the amount of burns permitted.
(b) Buckled or bowed material
1) There is no limit.
(c) Missing material
1) The maximum quantity of missing material from each vane is 0.5
inch (12.7 mm) length in the axial direction.
2) The Continue-In-Service limit is 25 cycles with these conditions:
a) The missing material is not longer than 0.75 inch (19.05 mm) in the axial
direction.
b)Make sure that the HPT blades must be in limits ( T A SK 72-00-00-200- T E missing material is measured in the axial
807-F00).
direction. Condition is serviceable.

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F. HPT Nozzle Trailing Edge

TE missing material is measured in the axial direction. TE missing material is measured in the axial direction.
Maximum axial length of 13.72mm exceeds maximum Maximum axial length of 12.42mm is within maximum
limit of 12.7mm. Remove within 25 cycles. limit of 12.7mm. Condition is serviceable.

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G. HPT Nozzle Platform
(Platform edge missing material )
AMM Criteria:
Airbus: Subtask 72-51-00-290-052-A
Missing metal or burning of parent metal: No through holes, but any
amount of missing material from cracking or burning is permitted
If through hole is within 1 inch (25.4 mm) of the leading edge of inner or outer
platform, through hole is no larger than 0.06 square inch (38.71 square mm),
and no more than 4 segments per engine have through holes on the inner or
outer platform, do the inspection again in 400 cycles.
Airbus AMM Overserviceable Limit Extension: D. Inner and outer platforms
missing material, from cracking or burnthrough, up to 0.5 in. (12.7 mm)
diameter per segment – 25 cycles
Boeing: SUBTASK 72-00-00-220-007-F00, 72-00-00-211-003-F00
(6) Examine the inner and outer platforms as follow:
(b) Missing metal or burning of parent metal
1) There is no limit of missing metal or burning of parent metal
with no through holes. HPT Nozzle Outer Platform
2) Do the inspection again after 400 cycle interval with these
conditions:
a) The through hole is in or less than 1 inch (25.4mm) of the
leading edge of the inner or outer platform.
b) The through hole is not more than 0.06 square inch
(38.71square mm).
c) No more than 4 segments for each engine have through
holes on the inner or outer platform. The Continue-In-Service limit
is 25 cycles with this condition: Through hole is not more than 0.12
square inch (77.42 square mm).

The area of the hole referred to is the longest measurement perpendicular to the platform
edge to the missing material area edge. Measure the diameter of missing material from the
HPT NGV platform edge to the widest point on the area of missing material for each location
of missing material (circled area is the limiting location). Continue in service 25 cycles
applies to this condition (edge is estimated from existing corners of platform)
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 H. HPT Nozzle Other Cracks (Leading Edge)
AMM Criteria: Area of burning material approximately 0.56
inches x 0.25 inches. Condition meets repeat
Airbus: Subtask 72-51-00-290-052-A
inspection - 800 cycles between inspections.
Other cracks (not in gill hole rows):
Any number; no missing material
If missing material caused by cracks is not more than 0.04 square in. (25.81 square
mm), and no more than 4 airfoils for each engine have missing material caused by
cracks, do the inspection again in 400 cycles.
AMM T A S K 72-00-00-200-025 Overserviceable Limit Extension:
A. Leading edge missing material, from cracking or burn-through, up to 0.5 in. (12.7
mm) X 0.5 in. (12.7 mm) per vane. Maximum of 4 vanes per 90 degree arc : 25
cycles.
Boeing: SUBTASK 72-00-00-220-003-F00, 72-00-00-220-008-F00
(b) Other Cracks
1) There is no limit to the number with these conditions:
a) The cracks are not longer than 0.5 inch (12.7 mm).
b) There is no missing material.
2) Do the inspection again after each 800 cycle interval with these conditions:
a) The cracks are not longer than 0.5 inch (12.7 mm)
b) The total area of missing material is not more than 0.25 square inch (161
square mm) per vane. Maximum of 4 vanes per 90 degree arc.
c) Missing material does not extend aft of rows 3 or 9
3) Do the inspection again after each 400 cycle interval with these conditions:
a) The cracks are not more than 1 inch (25.4 mm) in length
b) The total area of missing material is not more than 0.25 square inch (161
square mm) per vane. Maximum of 4 vanes per 90 degree arc
c) Missing material does not extend aft of rows 3 or 9
Row 1 Row 2 Row 3
4) The Continue-In-Service limit is 25 cycles with this condition:
a) The cracks are longer than 1 in. (25mm) in length. Crack is approximately 0.63 inches long not
b) The total area of missing material is not more than 0.3 square inch (193 connecting nose holes. The crack length is greater
square mm) per vane. Maximum of 4 vanes per 90 degree arc than 0.5 inches (12.7mm), the engine must be
inspected every 400 cycles.
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 I. Best Practices – Crack Measurement
Crack length evaluated
to limits in Leading
Edge region
Lifting (missing) material
evaluated to limits in
Crack length
Leading Edge region
evaluated to
limits in Convex
Airfoil region

Crack length evaluated

to limits in Leading
Edge region

Row 2 Row 3
Crack length
evaluated to
limits in Convex
Airfoil region

Row 3
Row 2

For cracks that extend between regions, best-

practice is to measure the crack length within
each region separately and evaluate to the
limits in that region.
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 HPT Blade

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HPT Blade Contents

A. Configurations
B. General Practice
C. Leading Edge Missing Material
D. Impact Damage
E. Trailing Edge Crack
F. Leading Edge Oxidation

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 A. HPT Blade Configurations
Applicable Blade areas covered in
AMM. Refer to as needed

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 B. HPT Blade General Practice

This is an example of too much

magnification exaggerating the
effect of blade oxidation. The TBC
coating locally is eroded, and
oxidation has began. But otherwise
the blade is acceptable per AMM
limits. Avoid aggressive zoom.

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B. HPT Blade General Practice

When applicable, show surrounding

blades sets next to damaged blade(s).
This gives an idea for scale, and
general condition of the rest of the
blades to help determine engine
health

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B. HPT Blade General Practice

This is shows a clear example of

damage without using excessive
zoom. When providing photos, show
an overview of the entire part with
area of damage. This helps the
product support engineer have a
better understanding of size and
location of the damage. Then
progressively zoom in showing a clear
image of the damage.

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B. HPT Blade General Practice

When removing igniters carefully

inspect for fragmentation of the tip.
You will likely find impact damage to
the HPT blade(s) if you see this
condition

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B. HPT Blade General Practice
These are examples of repaired tips showing a weld line that
are sometimes interpreted incorrectly as a crack.
Serviceable with no restriction.

Weld Line

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B. HPT Blade Leading Edge BSI View
A good view of the leading edge Area B/C and Convex gill row 1 is essential

Good leading edge view. The crack is confirmed once gill

Note the crack. row 1, hole #3 is visible.

Not Optimal Leading Edge view for Row 1,

inspecting Convex gill row 1. Hole #3 AMM NOTE: Once there is leading edge
oxidation, you are more likely to see cracks
at cooling row 1, (convex gill hole row)
holes 2, 3 and 4 up from the platform.
Make sure that your borescope orientation
Convex gill row 1, holes #2, #3, and #4 are provides good visibility of these holes.
typical locations where cracks are found
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C. HPT Blade Leading Edge Missing Material
Configuration Specific: More likely to be seen on Pre CFM56-5B Cavity 3/4
S B 72-0652 / CFM56-7B S B 72-0643 (Improved FOS) engines. Cavity 2
Region Specific: Typically seen in Middle East and other
environments where engines may ingest sand and dust. Cavity 1
Cycle Range: 3,000 to 7,000 cycles.
Description: The internal cavity 3-4 tip turnaround which feeds
the lead edge clogs with dirt. The result is overheat of the lead
edge and eventual creep rupture exposing internal cavities 1-3.
Detection: May be detected by vibration indication.

AMM Reference Criteria :

Airbus-5B: Task 72-52-00-290-001-B
Through wall hole in area A and area B.
Permitted with these conditions:
a) Cavity 2 is not exposed.
b) Not more than 2 blades have a through wall hole.

Boeing-7B: SUBTASK 72-00-00-210-056-F00 This shows a condition that violates the AMM
Through wall hole in area A and B
allowance since Cavity 2 is exposed.
Permitted with these conditions:
a) Cavity 2 is not exposed.
b) Not more than two blades have a through wall hole.

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 C. HPT Blade Leading Edge Missing Material
Configuration Specific: No LE edge missing material in area
Region Specific: Middle East “C”. Unserviceable. Continue in
Cycle Range: 5000-6000 service for 50 cycles.
Description: L E missing material in area “C”
Detection: May be detected at BSI

AMM Criteria:
Airbus: 72-52-00-290-001-B
M. Through wall hole in Area C
Permitted with these conditions:
a) Engines covered by S B 72-0644, 72-0849, or 72-0913.
b) Hole size less than 0.070 in. (1.8 mm) diameter or 0.0038 in2 (2.45
mm2) equivalent area.
Do the inspection again after each 100 cycles.
LE edge missing material in area “C”
AMM TASK 72-00-00-200-025 Overserviceable Limit Extension: measures .002 in2. Engine affected by
P.Through wall hole in area C, less than 0.3 in. (7.62 mm) in diameter 72-0636, inspect after each 100 cycles.
or 0.071 in.2 (45.81 mm2) equivalent area: 50 cycles

Boeing: SUBTASK 72-00-00-210-056-F00

(k) Through wall hole in Area C
1) Engines affected by SB 72-0636, 72-0886, or 72-0918.
Permitted with these conditions:
a) Hole size less than 0.070 in. (1.8 mm) diameter, or 0.0038 in2
(2.45 mm2) equivalent area.
<1> Do the inspection again after each 100 cycles.
2) The Continue-In-Service limit is 50 cycles, with this condition:
a) The hole size is less than 0.30 inch (7.6 mm) diameter.
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D. HPT Blade Missing Material / Impact Damage
(With Thru-Wall Hole)
AMM Reference Criteria : Configuration / Region: All
Airbus-5B: Task 72-52-00-290-001-B configurations and all operating regions.
Through wall hole in area A and area B.
Description: Impact damage,
Permitted with these conditions:
typically from a fragmented igniter.
a) Cavity 2 is not exposed.
b) Not more than 2 blades have a through wall hole.
c) Do the inspection again after each 100 cycles.
- After a minimum of four inspections, if the size of the through wall hole has not
increased, increase the inspection interval to be in or less than every 400 cycles.
- After a minimum of four inspections, if the size of the through wall hole has
increased, maintain the inspection interval at 100 cycles.
- After a minimum of four inspections at 400 cycle intervals, if the size of the
through wall hole has not changed, increase the inspection interval to within every
1600 cycles.

Boeing-7B: SUBTASK 72-00-00-210-056-F00

(j) Through wall hole in area A and B
1)Permitted with these conditions:
a) Cavity 2 is not exposed.
b) Not more than two blades have a through wall hole.
c) Do the inspection again after each 100 cycles
<1> After a minimum of four inspections, if the size of the through wall hole has
not changed, increase the inspection interval to within every 400 cycles.
<a> After a minimum of four inspections at 400 cycle intervals, if the size of
the through wall hole has not changed, increase the inspection interval to in
or less than every 1600 cycles.
<2> After a minimum of four inspections, if the size of the through wall hole has
increased, maintain the inspection interval at 100 cycles. Row 1

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D. HPT Blade Impact Damage
(Without Thru-Wall Hole)

Configuration Specific: Finding frequency increasing on -7B, few

observed on -5B
Region Specific: No
Cycle Range: Any
Description: F.O.D. striking the L E of the HPT blades
Detection: BSI

AMM Reference Criteria:

Airbus: 72-52-00-290-001-B
Boeing: SUBTASK 72-00-00-210-056-F00
Nicks and dents in Area A and B
1) Permitted.

Likely impact damage. Typically acceptable per

AMM limits and stable – if a through wall hole
is present, re-inspect per previous page

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E. HPT Blade Trailing Edge Crack
Configuration Specific: Failure is unique to Pre-1957M10P01 Blades. Aft looking forward view of an Airfoil
Typically seen after blade repair. Trailing Edge Convex Side at the platform.
Region Specific: No
Cycle Range: Yes, this is a medium to high-cycle failure mode with
recent events ranging from 15,000 to 19,000 blade cycles since new.
Description: Cracks may develop in early configuration HPT blades,
later blades have added cooling that essentially eliminates these
cracks. If undetected airfoil separation can occur.
Detection: Cracks maybe found on routine inspection

AMM Reference Criteria :

Airbus: Task 72-52-00-290-001-B
Boeing: SUBTASK 72-00-00-210-053-F00.
This crack was measured at 0.190 inches
Examine the trailing edgeof the HPT blades: long. The condition is permitted with repeat
Limits are provided for cracks of various lengths and repeat inspection inspections within every 200 cycles
intervals are provided.
One crack per blade is permitted.

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 F. HPT Blade Leading Edge Oxidation
(China and Middle East)
Configuration Specific: No
Region Specific: Typically found in China and Middle East
Cycle Specific: No
Description: T BC erosion exposes parent material that allows
oxidation to begin
Detection: May be detected by BSI.
AMM Reference Criteria :
Airbus-5B:TASK 72-52-00-290-004-A HPT blades have spots of parent metal
oxidation, indicated by black discoloration on
N. Discoloration and oxidation
the leading edge. Inspect again after 400 cycles.
a) Discoloration without oxidation is permitted.
b) Oxidation is permitted with reduced inspection interval as follows:
1. If you see oxidation with continuous radial length of 0.50 inch
(12.7 mm) or less, do the inspection again after each 400 cycles.
2. If the oxidation has a continuous radial length of more than 0.50
inch (12.7mm), do the inspection again after each 200 cycles.
Boeing-7B: SUBTASK 72-00-00-210-056-F00
(i) Discoloration, Missing Thermal Barrier Coating (TBC) or oxidation HPT blade with parent
1) Discoloration without oxidation is permitted. metal oxidation
2) Any amount of TBC can be missing. continuous radial length
3) Oxidation related to the missing TBC is permitted with reduced of 11mm. Inspect again
inspection interval as follows: after 400 cycles.
a) If you see oxidation with continuous radial length of 0.50 inch
(12.7 mm) or less, do the inspection again after each 400 cycles.
b) If the oxidation has a continuous radial length of more than 0.50
inch (12.7mm), do the inspection again after each 200 cycles.
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 F. HPT Blade Leading Edge Oxidation
(China and Middle East)
Configuration Specific: No
Region Specific: Typically found in China and Middle East
Cycle Specific: No
Description: Parent metal oxidation where the cumulative length of radial
oxidation on a single blade is greater than 0.5” and there is a notch
feature around the location of the split shelf on the leading edge
Detection: May be detected by BSI .

AMM Reference Criteria :

The HPT blades have leading edge of parent metal
Airbus-5B:TASK 72-52-00-290-004-A oxidation. If it can be measured accurately, a notch
depth greater than 0.015” is criteria for planning
N. Discoloration and oxidation removal. If cracks are visible out of the suction
a) Discoloration without oxidation is permitted. side gill holes, inspect per AMM limits.
b) Oxidation is permitted with reduced inspection interval as follows: This is an extreme condition rarely observed.
1. If you see oxidation with continuous radial length of 0.50 inch
(12.7 mm) or less, do the inspection again after each 400 cycles. China SB 5B-72-0913, SB 7B-72-0974
2. If the oxidation has a continuous radial length of more than 0.50 Refer to paragraph 4., A P P E N D IX - A, Table 1
inch (12.7mm), do the inspection again after each 200 cycles.
Boeing-7B: SUBTASK 72-00-00-210-056-F00
(i) Discoloration, Missing Thermal Barrier Coating (TBC) or oxidation
1) Discoloration without oxidation is permitted.
2) Any amount of TBC can be missing.
3) Oxidation related to the missing TBC is permitted with reduced
inspection interval as follows:
a) If you see oxidation with continuous radial length of 0.50 inch
(12.7 mm) or less, do the inspection again after each 400 cycles.
b) If the oxidation has a continuous radial length of more than 0.50
inch (12.7mm), do the inspection again after each 200 cycles.
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 F. HPT Blade Leading Edge Oxidation
(China)
Configuration Specific: No
Region Specific: Typically found in China
Cycle Specific: 6,000 to 18,500 cycles
Description: HPT blades have parent metal oxidation. Measure the radial
length of the oxidation.
Detection: May be detected by BSI, Elevated EGT. The HPT blades have spots
of parent metal oxidation,
AMM Reference Criteria : indicated by black
discoloration on the leading
Airbus-5B:TASK 72-52-00-290-004-A
edge. Inspect again after
N. Discoloration and oxidation 100 cycles. This is an
a) Discoloration without oxidation is permitted. extreme case rarely found.
b) Oxidation is permitted with reduced inspection interval as follows:
1. If you see oxidation with continuous radial length of 0.50 inch
(12.7 mm) or less, do the inspection again after each 400 cycles. China SB 5B-72-0913, SB 7B-72-0974
2. If the oxidation has a continuous radial length of more than 0.50 Refer to paragraph 4., A P P E N D IX - A, Table 1
inch (12.7mm), do the inspection again after each 200 cycles.
Boeing-7B: SUBTASK 72-00-00-210-056-F00
(i) Discoloration, Missing Thermal Barrier Coating (TBC) or oxidation
1) Discoloration without oxidation is permitted.
2) Any amount of TBC can be missing.
3) Oxidation related to the missing TBC is permitted with reduced
inspection interval as follows:
a) If you see oxidation with continuous radial length of 0.50 inch
(12.7 mm) or less, do the inspection again after each 400 cycles.
b) If the oxidation has a continuous radial length of more than 0.50
inch (12.7mm), do the inspection again after each 200 cycles.
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40 / CFM Proprietary Information subject to restrictions on the cover