SECTION 4

LP COMPRESSOR (FAN) MAINTENANCE

(Chapter 71)
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IAE V2500 Line and Base Maintenance LP Compressor (Fan) Maintenance

Nose Cone
The Glass-fibre cone smoothes the airflow into the fan. It is
secured to the front blade-retaining ring by 24 bolts. A
Fairing is attached to the front blade-retaining ring by 6
bolts.
Note:
Balance weights must not be placed at these 6 bolt
locations on the fairing.
The Nose Cone is balanced during manufacture by
applying weights to its inside surface.
The nose cone is un-heated. A soft rubber cone tip
provides ice protection. As ice builds up on the tip, it
becomes un-balanced and flexes. This causes the ice to
be dislodged from the rubber tip and is then ingested by
the fan before it has built up to a significant mass. The
Nose Cone retaining bolt flange is faired by a titanium
fairing which is secured by six bolts.
The arrangement is shown below.
Note:
Take care when removing the Nose Cone retaining bolts.
Balance weights may be fitted to some of the bolts. The
position of these bolts with their respective weights must
be marked before removal, so as to ensure they are
refitted to the same position.

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Front Blade Retaining Ring

The Assembly is shown below.
The Front Blade Retaining Ring is secured to the Fan Disk
by a ring of 36 bolts. A second (outer ring) passes through
the retaining ring and permits the individual securing of the
Annulus Fillers by 22 bolts.
Both these sets of bolts must be removed before
attempting to remove the Front Blade Retaining Ring.
After the removal of the 22 annulus filler securing bolts and
all 36 retaining ring bolts, it is possible to remove the front
blade retaining ring by the use of 6 ‘pusher bolts being
inserted into 6 threaded holes designed specifically for this
purpose.
Note:
The fan blades and annulus filler positions are not
identified. For this reason it is important to identify and
make a note of the original blade and annulus filler
positions prior to their removal.
When the Nose Cone is fitted, it is possible to identify the
positions of blades numbers 1,2 and 3 by noting that the
front blade retaining ring has etched on it’s outer edge
these blade number positions. These numbers are marked
in a counter-clockwise direction when viewing the engine
from the front.
Having established the original positions of the blades it is
important to number the blades and their corresponding
annulus filler by using an approved marker pen (Material
VS 06-69 ref 70-30-00).

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Fan Trim Balance Procedure

Reference 71-00-00-860-010 Engine Operation Limits, b) Vibration guidelines
Guidelines and Special Procedures.
− N1 (peak): 2.0 Units
Vibration limits and fan trim balance vibration
1. Fan trim balance is recommended any time N1 peak
guidelines:
vibration exceeds this 2.0 Unit guideline. Perceivable
a) Vibration Limits (Steady State) airframe vibrations generally accompany N1 vibration
levels above this guideline value. Waiting until N1 peak
− N1 (peak): 5.0 Units.
vibration approaches or exceeds the 5.0 unit limit may
− N2 (peak): 5.0 Units. require multiple fan trim balances to bring N1 vibration
1. Engines that have vibrations within the vibration limits down to an acceptable value.
are acceptable. Note:
2. Engines that have N1 peak vibrations that exceeds the 5.0 units (Aircraft ECAM display) = 1.5 inches per second
above limit, troubleshoot as per Trouble Shooting of displacement due to the imbalance.
Manual (ref. TSM task 77-30-00-810-826) or (ref. TSM
2. Aircraft/Flight Crew Operating Manual (FCOM)
task 77-30-00-810-827).
correlation.
3. Engines that have N2 peak vibrations that exceeds the
above limit, troubleshoot as per Trouble Shooting − As stated in the FCOM, if N2 vibration during
engine start exceeds limit, the start should be
Manual (ref. TSM task 77-30-00-810-828) or (ref. TSM
aborted. Subsequent starts may be initiated without
task 77-30-00-810-829).
maintenance action for up to three start attempts.
4. A non-revenue ferry flight to a maintenance base is
permissible with N1 or N2 vibration above limits, if no − The above limits and guidelines are stable (steady
fault in the respective trouble shooting procedures in state) and as such may not be stable, therefore the
steps 2 and 3 above. This condition is permissible for aircraft level is advisory and not a limit. Vibration
only one engine per aircraft. above the advisory level may or may not require
maintenance action, as described in the FCOM;
initially depending on icing conditions or other
engine parameter shifts and finally if the advisory
level is confirmed at steady state conditions.

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Fan Trim Balance

There are two methods available to balance the fan, the Caution:
‘one shot’ and ‘trial weight’ the method. Both use data Operate both engines for this test with the non-test engine
gained from the Engine Vibration Monitoring system set at 1.25 EPR for aircraft stability. Engine speed greater
(EVMS). than 85% N1 (4645 rpm) can cause aircraft buffeting.
The one shot method allows balancing of the fan with An N1 Keep-Out-Zone (KOZ) of 61-74% N1 (AOW1056)
fewer engine ground runs required and has proved itself has been introduced during all stages of engine operation
effective in service use. on the ground, including Ground Testing, Taxiing and
If necessary a Vibration survey (Test No 8) may be ‘Hold’ periods. This is to prevent the blade from
performed to obtain the vibration characteristics of the experiencing high stresses as a result of ‘Fan Blade
engine. flutter’. This is particularly acute during ‘cross-wind’
conditions. The KOZ is being incorporated into EEC
Note:
software (availability A5 SCN17-3rd Qtr 2002)
• If vibration exceeds limits during the survey ground run,
For cruise flight, data at 5 speeds, pre-selected or
slowly bring engine speed to idle and shutdown.
automatically is collected. Data stored in the memory of
• Angles are counter clockwise viewed from the front of the EVMU is accessed through the MCDU menu in the
the engine. flight deck and should be printed for later reference and
Data: (speed, amplitude and phase angle) may be calculation.
collected on ground or during cruise flight, collection in
flight is either automatic or for selected speeds and on the
ground may be manually selected ref: AMM.
Best results are obtained from data in the 80-90% N1
speed range with 85% N1 being the best single speed
point, for ground running an average of correction.

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EVMU
Engine Unbalance
Read Eng 2

N1 DISP PHASE DATE

RPM MIL DEG D/M
3041 0.2 + 0 03/01
NO ACQUISITION
4199 0.5 +230 03/01
4524 0.5 +236 03/01
5088 0.6 +189 03/01

< RETURN

EVMU PRINTOUT FROM FLIGHT

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One Shot Method Acquire in flight, read on ground) or Task 77-32-34-869-

010 (Acquisition of unbalance data on ground).
The following procedure may be used to trim balance an
engine fan whilst mounted on the aircraft wing. The data Some aircraft are fitted with software (customer option)
collection will be via the aircraft EVMU system. Data may which permits the engineer to interrogate via the MCDU
be collected during a ground run or in cruise flight. the stored data regarding out of balance correction
required.
Definitions
This information is contained in the EVMU and by
• Speed (N1) expressed as a percentage 100% = 5650
accessing the EVMU Engine Unbalance menu, it is
rpm. Note! (1% N1 = 56.5 rpm)
possible to establish the necessary adjustments required
• Amplitude (U) indicated vibration levels expressed in to eliminate out of balance situations.
Mils (P-P) from the EVMU system.
Note:
• Phase Angle (A) indicated angle in degrees from the Prior to carrying out any adjustments, the engineer must
EVMU system. first confirm the accuracy of the current status regarding
• Phase Lag (B) dynamic phase lag of the LP system the configuration of weights (position and part number)
between phase angle and true position of unbalance. that are already installed and recorded in the system.
Mass Coefficient (K) value by which the amplitude must To accomplish this it is necessary to physically verify the
be multiplied to give correction mass required or a given position and part number of the balance weights already
speed installed onto the front blade-retaining ring.
Fan Trim Balance with the EVMU (One Shot Method)
Task (77-32-34-750-010)
This procedure can be used for consecutive fan trim
balances if necessary. If consecutive fan trim balances
with this method do not give significant results, carryout a
fan trim balance with the ‘Trial Weight’ method.
Reference Task (77-32-34-750-010-01) to carryout either
of these procedures, flight or ground vibration data must
be available.
Reference Task 77-32-34-869-048 (Unbalance data.

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Annulus Fillers
After removal of the Front Blade retaining ring the Annulus
Fillers can be removed as follows:
• lift the front end of the Annulus Filler 3 to 4 inches
• twist the Annulus Filler through about 60 degrees
counter-clockwise
• draw the Annulus Filler forward to clear the blades
Remove the annulus fillers on either side of the blade to be
removed. The blade to be removed can than be pulled
forward to clear the dovetail slot in the fan disc.
Examine the outer surface of the Annulus Filler for cracks,
nicks, dents and scores.
Limits in the AMM can be applied to assess the damage for
accept or reject.
If the surface coating of the annulus filler is damaged to the
point of requiring a repair the AMM has a procedure that
allows this to be done.
AMM ref 72-31-11-300-010 gives comprehensive instructions
as to the correct procedure for repair.

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Annulus Fillers
Caution:
When re-fitting the Annulus Fillers, it is extremely
important that correct location of the Annulus Fillers into
the Rear Retaining Ring is achieved.
If the Annulus Filler is not correctly installed, it is possible
that when the Front Retaining Ring is subsequently torque
tightened in place onto the Fan Disk, it may result in the
deformation and displacement of the Rear Retaining Ring.
This could cause it to come into contact with the inlet
housing of LP Compressor Module.

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Reposition of the Annulus Filler Seals

AMM (72-31-11-300-017) Procedure
During the installation of the Annulus Filler it is possible to • Push the plastic between the Fan Blade and the
cause the sealing strips to be incorrectly seated. Annulus Filler at the rear of the Fan.
If this were to be left uncorrected, it is possible that the • Note: If this is difficult to do, it can be an indication that
Fan Blade would be displaced slightly prevented from it’s the seal is caught.
normal radial operating position.
• Slide the plastic strip forward to move the seal into the
This in turn would cause the Fan Module to become un- correct position. Accomplish this procedure on both
balanced and vibration levels for the engine could be sides of the Fan Blade starting at the trailing edge of
exceeded. the blade and moving it forward to the leading edge.
The task referenced above documents the procedure to • Note: When the seal is in the correct position you can
eliminate this. easily move the plastic strip from the front to the rear of
The task requires a stiff plastic strip to be used to the blade.
reposition the seals if they ‘ rolled’ as shown in the
diagram below.
Note: An expired credit card is suitable, or a plastic
checklist card
Caution:
Make sure the plastic strip has a smooth surface and
edges. If you use a strip with a rough edge surface or
edges, damage to the seal can occur.
Make sure that you do not break the plastic strip and leave
pieces of it in the Fan. Pieces of plastic can damage the
rubber.

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Fan Blade Inspection Inspection Standards

Fan blade inspection procedures are briefly described in Blades are inspected for signs of the following;
these notes. This information is for guidance only and the • Nick’s.
AMM ref Chapter 71-31-11-200-010 should be used as the
reference document. • Cracks.
General • Dents.
The fan blade surface area is divided into zones. The • Scores.
zones are; • Surface scratches.
• Ar. • Bends on the leading or trailing edges.
• At.
• Arc burns (lightning strikes).
• Br.
Any blade, which has Arc burns or cracks must be rejected
• Bt. and a replacement blade fitted.
• Cr. An Arc burn is evident by a small circular or semi-circular
• Ct. heat affected area of the blade surface that may contain a
shallow pitting, remelting or cracking.
• F.
Visually a dark blue discoloration is associated with the
The acceptance limits for damage vary depending on heat-affected area
which zone is damaged.

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Fan Blade Inspection

General Fly Back Limits
The leading and trailing edges of the fan blades should be Accept dimension X between 0.2 and 0.5 in. (12,7 mm)
examined for bends (deformations). providing dimensions Y & Z follow the same criteria as
above. The blade must be changed within 125 hours or 25
• The maximum number of bent blades in a fan rotor
flights, whichever is the sooner as per AMM
assembly is three.
recommendations.
• No more than one bend in a blade is permitted.
• If any bend has associated cracks, kinks, creases tears
or nick’s then the blade must be rejected as per AMM
recommendations.
• Bends must be outboard of the annulus fillers, if any
bend extends below the annulus filler platform, reject
the blade as per AMM recommendations.
• Any blade untwist is acceptable as per AMM
recommendations.
• No bending is acceptable in the area F as per AMM
recommendations.
• There must be a smooth transition between the
undamaged airfoil surface and the bent area. If there is
not a smooth transition reject the blade as per AMM
recommendations.
Acceptance Limits
X maximum = 0.2 in. (5,08 mm)
Y must not be less than 8 times dimension X if Y is less
than 8 times X, reject the fan blade.
Z must not be less than 15 times dimension X if Z is less
than 15 times X, reject the fan blade.
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Introduction of LPC Rotor Balancing Procedure in Fan

Blade Replacement.
AMM 72-31-11-400-010
When a replacement blade is installed, procedures to keep
the balance of the LP compressor rotor are necessary.
The correct method used depends on the difference
between the old and new blade “weight and moment”,
which is etched onto the bottom of the fan blade root as
shown below.

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Introduction of LPC Rotor Balancing Procedure in Fan

Blade Replacement.
AMM 72-31-11-400-010 Method 3
When a replacement blade is installed, procedures to keep Method 3 uses a pair of replacement blades. The moment
the balance of the LP compressor rotor are necessary. weight difference of the damaged blade position is
compensated by non-damaged blade replacement at a
There are four methods used to correct the balance in this
diametrically opposite position.
task. These are:
Method 4
• Method 1.
In method 4, the distribution of all the 22 fan blades is
• Method 2.
changed. Removal and installation of all blades is
• Method 3. necessary.
• Method 4. When two or more blades are replaced, select the
applicable method in each case if method 4 is not used.
The methods can be selected according to the conditions
of damage seen on the LPC rotor. Note:
Method 1 Seven methods of fan blade installation procedure are
given in this task. Four of the seven methods are used
Method 1 uses the trim balance weights on the 36 bolt
when balance correction is applied. The remaining three
hole flange (front blade retaining ring) to compensate the
methods are used when the balance correction is not
moment weight difference between the removed and
applied. (see chart below)
installed blade.
Method 2
Method 2 uses the balance weights on the 22 bolt hole
flange (front blade retaining ring) to compensate for the
moment weight difference.

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Fan
An example of balance weight fitted to positions on the
22 Bolt Hole Flange.
In this example the balance weights are positioned to
supplement the radial moment weight of a replacement
blade that has a lower radial moment weight than that of
the damaged blade replaced.

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Fan Blade Inspection - TAP Test

The Transient Acoustic Propagation (TAP) test of the fan Inspection of the Fan Blades
blades is detailed in Maintenance Manual
• Apply a small amount of ultrasonic couplant to the
Ch 72-00-00 Inspection/Check 09 PB600. lower convex airfoil adjacent to the annulus filler (as
TAP Tester System Check shown).

• Connect probe to tester. • Attach probe to the fan blade.

• Press the ON switch, the display shows RRM THOR • Press the ON switch.
UNIT • Press the EXEC switch. The display will show the value
• Press the MENU switch, the display shows SYSTEM or message after approximately 4 seconds.
TEST. If the display shows more than 700 dB/sec, reject the
engine as per AMM recommendations.
• Press the EXEC switch, the display shows the
SYSTEM OK. • Repeat for all 22 fan blades.
• Press the OFF switch.
Functional Check of the TAP Test Set
• Apply a small amount of ultrasonic couplant to the TAP
test block.
• Put the test block on a flat surface and attach the probe
to the centre of the test block.
• Press the ON switch, the display shows RRM THOR
UNIT.
• Press the EXEC switch, the display shows a value -
make sure this is within the values engraved on the
side of the test block.

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Fan Blade Repairs

Detailed information regarding the repair of damage on the
Low Pressure Compressor (LPC) Fan Blades by local
material removal can be found in the AMM Task (72-31-
11-300-016). Repair Scheme VRS1506.
Caution:
• The maximum number of dressed blades for a
given Compressor Fan Blade set, is the equivalent of
three blades dressed to the maximum limit. The
remaining blades must not be dressed.
• Titanium component – You must use silicon carbide
type abrasive wheel stones and papers to dress, blend
and polish the Fan Blade.
• Titanium component – Do not use force with
mechanical cutters or the material will become too hot.
• Titanium component – If the material shows a
change in colour to darker than a light straw colour, the
Fan Blade is to be rejected.
Note:
The repair scheme VRS1506 allows scalloping of the
leading edge of the fan blade. Remove damage from the
airfoil surface and if damage is found in Zone ‘AD’ then
you must blend parallel with the leading edge, by removing
material above the repaired area.

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Fan Blade Root Dry Film Lubricant Inspection

AMM Task (72-31-11-200-012)
Examine the Blade Root of the Stage 1 Fan Blade for Dry
Film Lubricant peeling.
If the dry film lubricant shows any sign of peeling, carryout
a repair of the coating as per AMM recommendations.

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Repair of Fan Blade Chocking Pads

AMM (72-31-11-300-019)
Repair Scheme Number VRS 1063
Should the Chocking Pads become detached from the Fan
Blade, it is possible to carryout a repair utilising the
referenced task above.
Background
VRS 1063 is an existing AMM repair for the reattachment
of LPC fan blade chocking pads, which can become
detached during engine running and during removal of fan
blades.
Early standard blades have pads which are bonded to the
fan blades using silicoset rubber compound and later
standard blades have stick-on pads which use a double
sided adhesive tape.
The two configurations are called ‘Assembly A’ and
‘Assembly B’ in the repair.
The purpose of the amendment to the repair is to include a
procedure for a replacement of the stick-on pads and also
to add the Uni-Directionally Profiled (UDP) blade part
numbers 6A6519 for (A1) engines and 6A6521 for (A5/D5)
engines.

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Repair of Fan Blade Chocking Pads

Note:
There are two methods of attaching the chocking pads to
the blade root:
Assembly A
AMM (72-31-11-300-019).
Repair Scheme Number VRS 1063.
This method uses primer for Silicoset (material no. V08-
014) in conjunction with Cold Curing Silicone Compound
(material no. V08-013). Essentially this method involves
gluing the pads onto the fan blade.
Assembly B
AMM (72-31-11-300-019).
Repair Scheme Number VRS 1063.
This method uses double-sided adhesive tape to affix the
pads to the blade.

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Repair of the Fan Disk Rear Ramp

During the removal operation of a fan blade, it is possible Bond the rear ramp to the disk:
to dislodge the rear ramp from its location in the ‘dove-tail’
• Apply masking tape to the rear ramp. Using masking
slot in the fan disk.
tape (Material No. V02-019) Note! The masking tape is
Great care must be taken to inspect the fan disk and the used in order to allow the engineer to hold and place
security of the rear ramps, as they play an important role in the rear ramp accurately in the dovetail slot. See
providing a firm fixing and support for the individual fan diagram on next page.
blades.
• Apply the adhesive to the disk and rear ramp bond
Should it be discovered that a rear ramp has become areas. Use toughened acrylic adhesive with initiator
separated from the disk it must be refitted/replaced and a (Material No. V08-114) Use a small spatula or trowel to
full description of the task can be found in the AMM task apply the adhesive. Note The four ‘pips’ on the rear
reference 72-31-12-300-010. This is summarised as ramp, are to ensure adequate thickness of adhesive is
follows: maintained between the mating surfaces. See diagram
Remove the stage 1 fan blade from the stage 1 fan disk on next page.
assembly • Fix the rear ramp to the fan disk and remove the
Clean the disk and rear ramp bonding surfaces: masking tape from the rear ramp.

• Hand abrade the disk and rear ramp bonding area, • Use finger pressure to hold the rear ramp in position for
using a scotch brite pad (material No. V05-126) or three minutes.
garnet paper (Material No. V05-017) • Cure the adhesive for one hour at room temperature
• Swab degrease the disk and rear ramp bonding areas, between 21 deg. C. and 25 deg. C.
using a clean lint-free cloth made moist with methyl • Visually and dimensionally examine the bonded rear
ethyl keytone (material No. V01-076) ramp.
Caution: • Install the stage 1 fan blade to the fan disk assembly.
Mating surfaces of the component must be scrupulously
clean and contact surfaces must not be touched by hand
or otherwise contaminated. Bonding must be carried out
immediately following surface preparation

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Repair of the Stage 1 Fan Disk

After removal of a fan blade it is also necessary to carryout 5. Visually examine the dry film lubricant on the dovetail
an inspection of the fan disk in accordance with the AMM slot of the disk. Use a dental mirror:
task 72-31-12-200-010. This task includes the examination
• The layer must be smooth and bonded correctly to the
of the dovetail slots for peeling of the dry film lubricant.
surface of the part.
(Use a dental mirror in order to accomplish this.
• The layer must not have any flakes or cracks.
If there is any amount of peeling of dry film lubricant,
carryout the repair VRS1149 in accordance with the AMM 6. Identify the repair:
Ref task 72-31-12-300-011.This is summarised as follows:
• A log book entry is necessary when you have touched
1. Remove the stage 1 fan blade from the stage 1 fan disk up the slot surface of over 50%. Write VRS1149 in the
assembly: engine log book.
2. Clean the missing coat areas on the dovetail slot:
• Use a lint-free cloth made moist with clean isopropyl
alcohol (Material No. V01-124).
3. Apply the dry film lubricant to the dovetail slot of the
disk:
• Touch up the dry film lubricant to the missing coat areas
with a clean brush (Material No. V01-005), use multi-
purpose high load dry lubricant (Material No.V10-005)
or bonded lubricant (Material No. V10-106).
• Apply three coats of the dry lubricant to the total
thickness of between 0.001 and 0.002 in (0.025 and
0.051mm) to surface ‘BJ’ (see diagram below).
4. Air dry as follows:
• If V10-005 multi-purpose high load dry lubricant was
used, dry for 20 minutes
• If V10-106 bonded lubricant was used, dry for 30
minutes.
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Fan Trim Balance Procedure Answer = (1.5/2)*(5346/60)*6.283

=419.9 mils/sec
Additional information for reference use only
= 0.42 inches of movement per second
Definitions:

1. Speed N1 expressed as a % - 100%= 5650 rpm

2. Amplitude ‘U’ indicated vibration level expressed in Mils
(P-P) ‘Peak to Peak’ from the Engine Vibration
Monitoring Unit EMVU
3. Phase Angle ‘A’ indicated angle in degrees from the
EMVU system.
4. Phase Lag ‘B’ dynamic phase lag of the LP system
between phase angle and true position of unbalance.
5. Mass Coefficient ‘K’ value by which the phase
amplitude must be multiplied to give correction mass for a
given speed.

Mils = American ‘Thousands’ of an inch

Vibration is measured in “/sec i.e. velocity. Displacement is
Out of balance point
the movement of the casing when subjected to Rotation
unbalanced loading effects:

(a+b)= Total displacement (U)

To carry out conversion use formulae

Velocity = (U/2) * (rpm/60) * (2*pi)

(a) (b)
Worked example: given that U = 1.5 rpm = 5346
(approx. 95%)
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