AERO ENGINE MAINTENANCE AND

REPAIR

HINDUSTAN INSTITUTE
OF TECHNOLOGY AND
SCIENCE
 Inspection of Jet Engines
 Gas turbine engine inspection & checks
 Use of instruments for online maintenance
 Special inspection procedures :Foreign Object Damage, Blade damage etc
 Maintenance procedures of gas turbine engines
 Trouble shooting and rectification procedures
 Component maintenance procedures
 Systems maintenance procedures
 Gas turbine testing procedures
 test schedule preparation
 Storage of Engines
 Preservation and de-preservation procedures
The basic operation of the gas turbine or turbo jet engine is relatively
simple. Air is brought into the front of the turbine engine and
compressed. Fuel is mixed with this air and burned and the heated
exhausted gases rush out the back of the engine. The parts of the turbo jet
engine work together to change fuel energy to energy of motion to cause
the greatest thrust.

A turbine engine has major 3 sections such as:

1. Air compressor
2. Combustion section
3. Turbine section
The engine may also be divided into cold section and hot section. The front part of
the engine contains the air compressor which is the cold section. The Combustion
and the turbine sections make up the hot section of the engine.

The compressor packs several tons of air into the combustion chamber every minute
and works somewhat like a series of fans. The fuel is forced into the combustion
chamber through nozzles, a spark provides ignition, and the mixture burns, creating
hot exhaust gases. These gases expand and are ejected from the rear of the engine.
As the gases leave, they spin a turbine which is located behind the combustion
chamber. By means of an interconnecting shaft, the rotating turbine is connected to
and turns the compressor, completing the cycle.

After rushing by the turbine, the hot gases continue to expand and blast out through
the exhaust nozzle with a high velocity, creating the force which propels a jet aircraft.
DETAILS OF STARTING AND OPERATING PROCEDURES

Starters for gas turbine engines may be classified as

• Air turbine starters,
• Electric starters, and
• Fuel Air (F/A) combustion starters.

ELECTRIC STARTERS

The comparatively small gas turbine engines (6000lbs of thrust) are equipped with heavy duty
electric starters or starter generators. These are simply electric motors or motor generator
units which produce very high starting torque because of the large amounts of electric
power they consume.

The electric starter is coupled to the engine through a reduction gear and a ratchet
mechanism or clutch, which automatically disengages after the engine has reached a self
sustaining speed.

The electric supply, which may be of a high or low voltage, is passed through a system of relays and
resistances to allow the full voltage to be build up progressively as the starter gain speed. The
electric supply also provides the power for the operation of the ignition system. The electric
supply is automatically cancelled when the starter load is reduced, either the engine has started
satisfactorily or the time cycle is completed.
AIR TURBINE STARTERS

This type of starters requires a high volume air supply, which is provided by a ground
starter unit, a compressed air bottle on the airplane, an auxiliary power unit on the aircraft, or
compressed bleed air from other engines on the aircraft.

The low pressure air turbine starter is designed to operate with a high volume, low pressure air
supply, usually obtained from an external turbo compressor unit mounted on a ground service cart
or from the airplanes low pressure air supply. The supply must produce a pressure of about 35 psi g
and a flow of more than 100 lbs/min.

The starter is light weight turbine air motor equipped with a rotating assembly, a reduction gear
system, a splined output shaft, a cut out switch mechanism, an over speed switch scroll assembly and
a gear housing.

The low pressure air introduced into the scroll through a 3” duct. From the scroll, air passes
through nozzles vanes to the outer rim of the turbine wheel. Since this is an inward flow
turbine design the air expands radially inward toward the centre of the wheel and is then expelled
through the exducer. The exhausted air passes through the screen and out to the atmosphere. The
expansion of air from a pressure about 35 psi g to atmospheric pressure imparts energy to the
turbine wheel, causing it to reach a speed of about 55,000 rpm. This low torque high speed is
converted to a high torque low speed by means of the 23.2: 1 reduction gearing.
COMBUSTION STARTERS

The two types of combustion starters are the

• gas turbine starters, and
• cartridge type starters.

A gas turbine starter is completely self-contained. It has its own fuel and ignition system, its own
starting system (usually electric or hydraulic) and a self contained oil system. This type of starter
provides a high power output for a low weight.

The starter consists of a small, compact gas turbine engine, having a turbine driven centrifugal
compressor, a reverse flow combustion system and a mechanically independent free
power turbine. The free power turbine connected to the main engine via a two stage reduction
gear, an automatic clutch and output shaft.

When the starting cycle is initiated the gas turbine starter is rotated by its own starter motor until
it reaches a self sustaining speed at which point the starting and ignition systems automatically
switch off. Then the acceleration continues up to a control speed of
60,000 rpm. When it is accelerating, the exhaust gas is being directed via nozzle guide vanes, on to
the free power turbine to drive the main engine. Once the main engine reaches a self sustaining
speed, a cut out switch operates and shut down the gas turbine starter. As the starter runs down,
the clutch automatically disengages from the output shaft and the main engine accelerates up to
idling rpm under its own power.
Routine Operational Inspections

A typical airline may designate standard service operations and

inspections by such names as “No. 1 service, No. 2 service, “A” check,
“B” check
No. 1 service:
It is performed by station personnel each time the airplane lands or after
several landings.
The service will include correction of critical log items as well as
regular service (fuel and resupply), and a walk around inspection.
The engine inspection at this time includes a look at the engine inlet and
fan, observation of any fuel or oil leakage from engine pods, and an
examination of the tail pipe and turbine section with a flashlight.
No. 2 service:
Review of the flight log and cabin log, check of engine oil quantity,
visual inspection of the engine with cowls open.
“A” check:
It is performed after approximately 100hrs of operation. Inspection
and service related to the engine are as follows.
1. Fill oil tanks and enter the quarts added for each engine in the
inspection records.
2. Service the constant- speed drive as required.
3. Check engine inlet, cowling, and pylon for damage, irregularities,
and leakage.
4. Inspect the engine exhaust section for damage using a strong
inspection light and note the condition of rear turbine.
5. Check the thrust- reverser ejector and reverser buckets for
security and damage.

6. Check the reverser system, with ejectors extended, for cracks,

buckling, and damage
“B” check:
The “B” check is more comprehensive than the “A” check; it includes
the following:

1. Check engine nose cowl, inlet chamber, guide vanes, and first-
stage compressor blades using a strong inspection light.
2. Check engine, installations, midsection, and cowling. Spray
cowling latches with approved lubricant.
3. Check the fire extinguisher indicator disks.
4. Perform oil filtering in accordance with maintenance manual.
5. Remove oil screen, and check it for carbon and metal.
6. Install oil screen and torque screen-cover nuts to proper value
(approximately 25 to 30 in ∙ lb [2.83 to 3.39 N ∙ m]).
7. Check oil quantity within 2 h after engine shutdown and add approved oil
as required. Enter oil added on work-control record.
8. Check CSD oil. Add approved oil as required but do not overfill.
9. Check starter oil. Add approved oil to level of filler port. Make a record of
oil added.
10. Check the ignition system as follows:

a. Move four air-bleed switches on the air-conditioning panel to off.

b. Move start lever to idle.
c. Move start-control switch on overhead panel to flight position.
d. See that the igniter at the combustion chamber is firing.
e. Return controls to the off position.
f. Move start-control switch to ground position.
g. Move start lever to the start position.
h. Ensure that the igniters are firing by use of an approved tester.
i. Return controls to the off position.
j. Close engine cowling and check security of latches and inspection plates.

In checking the ignition systems of a modern gas-turbine engine, it is important that

body contact not be made with the high-energy output. The voltage is such that a flow
of current through the body could be fatal.
11. Check reversers and deflector doors as follows:

a) Place reverser in reverse-thrust position. Install lock clamps and

warning tags on reverse levers.
b) Using a strong inspection light, check the tail pipe and fairing, the
reverser clamshells, the turbine exit area, outlet guide vanes, and rear
turbine blades.
c) Check deflector doors and fittings for cracks.
d) Check for delamination of the door inner and outer skin using an
inspection light and testing by hand.
e) Check the inner and outer skin for dents, cracks, and punctures.
f) Check the deflector door forward link to the support pivot bolt for
tightness. The bolt should not turn by hand.
PERIODIC INSPECTIONS

Periodic inspections are required after a given

• number of operation hours,
• flight cycles, or a combination of both.

These inspections are classified as

• Routine inspection
• Minor, or major inspection.

Scheduling of inspections is established by the operator of the

aircraft.
ROUTINE OPERATION CHECKS PERFORMED TO ENSURE THE GAS
TURBINE ENGINE

operational checks in gas turbine engine.

To ensure that a gas turbine engine is in satisfactory operating condition,

engine and aircraft manufacturers specify certain operational checks to be
routinely performed by maintenance personnel

DRY MOTORING CHECKS

The dry motoring check is required during or after inspection or maintenance to

ensure that the engine rotates freely, that instrumentation function properly,
starter operation meets speed requirements for successful starts.

This check is also used to prime and leak checks the lubrication system when
maintenance has required replacement of system components.
PROCEDURE:

1. Ascertain that all conditions required prior to a normal start are met.
2. Position engine controls and switches as follows:

1. Ignition, OFF
2. Fuel shutoff lever, OFF
3. Throttle, Idle
4. Fuel Booster Pump, ON

3. Energize the starter and motor the engine as long as necessary to

check instruments for positive indications of engine rotation and oil pressure.

4. De-energize the starter and make the following checks during coast down:
(a)Listen for unusual noises. Check for roughness.
(b) Inspect the lubricating system lines, fittings and accessories
for leakage.
(c)Check the oil level in the oil tank.
WET MOTORING CHECK

It is necessary to check the operation of fuel system components after removal and
replacement or to perform a de preservation of the fuel system.

PROCEDURE:

1. Position engine controls and switches as follows:

1. Ignition, OFF
2. Fuel shutoff lever, OFF
3. Throttle, Idle
4. Fuel Booster Pump, ON

2. Energize the starter.

3. when core engine speed(N2) reaches 10 percent, move the fuel shutoff lever to ON and
check for oil pressure indication.
. 4. Continue motoring the engine until the fuel flow is 500-600 lb/h
or for a maximum of 60s. Observe the starter operating limits.

5. Move the fuel shutoff lever to OFF and continue motoring the
engine for at least 30 s to clear the fuel from the combustion chamber
. check to see that fuel flow drops to zero.

5. De-energize the starter and, during coast down, check for unusual
noises.
6. Inspect the fuel system lines, fittings and accessories for leakage.
7. Check the concentric fuel shroud for leakage. No leakage is
permitted.
8. Inspect the lubrication system for leakage.
9. Check the oil level in the oil tank.
IDLE CHECK

The idle check consists of checking for proper engine operation as evidenced by leak
free connections, normal operating noise, and correct indications on engine
related instruments. Engine drain lines must be disconnected from drain cans to check
for leakage.

PROCEDURE

1. Start the engine according to approved procedure.

2. Stabilize the engine at the ground idle.
3. Check fan speed (N1), Core engine speed (N2), Oil pressure, and exhaust gas
temperature (EGT) should be within the proper ranges according to the ground idle
speed chart and engine specifications.

4. Visually inspect fuel, lubrication, and pneumatic lines, fittings and accessories for
leakage
5. De-energize flight idle solenoid. During operations above ground idle, do not
exceed the open cowling limitations imposed by the airframe manufacturer.
6. Stabilize at flight idle and check the same parameters checked for ground idle. See
that they are within the limitations set forth on the flight idle speed charts.

POWER ASSURANCE CHECK

The power assurance check is performed to make sure that the engine will achieve
takeoff power on a hot day without exceeding rpm and temperature
limitations. During the tests the engine is not used to supply power for any aircraft
systems (Electric, Hydraulic or other).

The engine is tested at 50% and, 75%, and maximum power.

During the power assurance check EGT must be observed constantly to avoid the
possibility of over temperature. If the EGT approach maximum allowable, the
throttle must be retarded sufficiently to hold the EGT within limits.
PROCEDURE

1. Set the engine power at nominal N2 speed as indicated on the appropriate chart
for the total air temperature (TAT).
2. Four minutes after the throttle lever is set, record the average readings of TAT, N1
speed, N2 speed, EGT, EPR (Engine Pressure Ratio) and fuel flow (Wf)
3. Using N1 (where N1= Target N1- observed N1) as a correction factor,
adjust readings according to the parameter adjustments set forth in the operations manual.

4. Before a hot engine is shut down it should be operated at ground idle speed
for about 3 minutes to permit temperature reduction and stabilization. As
soon as the engine is shut down the EGT gauge

should be observed to see that EGT start decrease. If the EGT does not decrease, an
internal fire is indicated, and the engine should be dry motored at once to blow out the
fire.

After the engine is shut down, technician should listen for unusual noises in the engine
such as scraping, grinding, bumping and squealing.
Over speed inspection for a gas turbine engine
engine-turbo fan

Over speed inspection for a typical high-bypass fan engine is primarily

concerned with rotating assemblies. Manufacturer specifies the following
inspections if the fan has been operated at speed from
116 to 120 percent rpm.

1. Check the fan rotor for freedom of rotation.

2. Check the first-stage fan shroud for excessive rub.
3. Inspect the low pressure compressor with a borescope.
4. Inspect the inlet and exhaust nozzles for particles.
5. Inspect all four stages of the LPT with a borescope for blade and vane
damage. Inspect the fourth stage blades through the exhaust nozzle.
6. If the fan speed has exceeded120percent, the fan rotor, fan mid
shaft, and LPT rotor must be removed, disassembled, and inspected
in accordance with instructions.
7. If the core- engine rotor (high pressure compressor, high
pressure turbine) has been operated at speeds from 107 to 108.5
percent, the following inspections are to be carried out.

a. Inspect the exhaust nozzle for particles.

b. Inspect the core compressor with a borescope for blade and vane
damage.
c. Inspect the HPT with a borescope for blade damage.

8. If the core engine rotor has been operated above 108.5 percent,
the engine must be removed, disassembled, and inspected
according to
instruction.
NON ROUTINE OPERATIONS

During the operation of the gas turbine engine, various events may
occur which cause the engine to require immediate special inspection
to determine whether the engine has been damaged and what
corrective actions must be taken. Among some of the events which
require special inspections are foreign object injection, bird
ingestion, ice ingestion, over limit operation (temperature
and rpm), excessive “G” loads, and any other event that could
cause internal and external engine damage.

Instruments used for Non routine inspections

a. Borescope
b. Fiberscope
c. Electronic imaging
BORESCOPE
• The borescope was used for examining the
insides of cylinder bores on
reciprocating engine and is now extensively
used on turbine engines.
• The borescope is a rigid instrument that may be
compared with a small periscope.
• At the one end is an eye piece with one or more
lenses attached to the light carrying tube. At the
end of the tube are a mirror, a lens, and strong
light.
• The tube is inserted through engine borescope
ports located in the engine case at points
necessary to allow for examination of all critical
areas inside the engine. The ports are normally
closed.
• When the borescope inspections are to be
performed, the technician should identify the
plugs which are removed to be sure that they are
reinstalled in the same ports.
FIBERSCOPE
• A variation of the rigid borescope is the fiberscope.
• The flexible fiberscope has a controllable bending section near the tip so that
the observer can direct the scope after it has been inserted into an engine
inspection port.
• The bending action allows the fiberscope to scan the area inside the engine
once inside the port. Many times it is necessary to inspect around the corners
inside the engine when no inspection entry port is available to allow a direct
line of sight.
ELECTRONIC IMAGING
• A new imaging technique, Electronic imaging, is able to produce sharp,
true-color, magnified images that can be seen on a video monitor. One such
system is the video- probe 2000.
• A video imaging system includes an inspection probe, a video processor,
and a video monitor for displaying the image.
• The system uses a tiny charged- coupled device (CCD) sensor in the tip of
the probe.
• The CCD sensor acts like a miniature TV camera to transmit the image
electronically to a video monitor.

First light is transmitted to the inspection area, either by light emitting

diodes or by fiber –optic light guides. A fixed focus lens in the tip of the
probe gathers reflected light from the area and directs it to the surface of the
CCD sensor. The signal then travels down the length of the probe through
amplifiers. The video processor receives the signal, digitizes it, assembles it, and
outputs it directly to a video monitor, video tape recorder.
FOREIGN OBJECT DAMAGE (FOD) & BLADE DAMAGE

Foreign object damage to a gas-turbine engine may consist of anything from small nicks and
scratches to complete disablement or destruction of the engine.
The flight crew of an aircraft may or may not aware that FOD has occurred during a
flight. If damage is substantial, however, it will be indicated by vibration and by changes in
the engines operating parameters.

When FOD has occurred, the inspections required depend on the nature of the foreign
objects.
• external inspection indicates substantial damage to the fan section or to the inlet
guide vanes -the engine must be removed and overhauled.
• Damage to the forward section of the engine is slight, - a boroscope inspection of
the interior of the engine is necessary.

Damage to vanes, fan blades, compressor blades can be repaired if it does not exceed the
limits specified by the manufacturer.
If the engine operates normally after repairs are made, it can be placed back in service.

.
FAN BLADE SHINGLING

Fan blade shingling is the overlapping of the midspan shrouds of the fan
blades.
Shingling will take place, when the blades of a rotating fan encounter resistance which
forces them sideways an appreciable distance.

• Shingling can be caused by engine stall, bird strike, FOD, or engine over speed, in
which case the fan must be inspected at both the upper and lower surfaces of the
midspan shrouds for chafing, scoring, and other damage adjacent to the interlock
surfaces.
• All blades that are overlapped or show indications of overlapping must be removed
and inspected according to manual.
• No cracks are permitted in the fan blades.
• Blade tips are examined for curl, and the lightening holes are checked for
cracks and deformation.
• Inspection of the abradable material for damage due to rubbing of fan
blade tips and inspects the fan speed sensor head for damage due to blade contact
CONDITIONING MONITORING

Trend analysis involves the recording and analysis of gas turbine engine
performance and certain mechanical parameters over a period of time.

The primary aim of trend analysis is to provide a means of detecting significant changes in
the performance parameters resulting from changes in mechanical condition of the engine

A gas turbine engine operates with various performance parameters at steady state
condition.

Once the initial relationships have been established for the various parameters, a specific
change will not vary significantly from this calibration unless some external force
affects it.

Thus, abnormal performance of an engine will be indicated by parameter relationships

deviating from the norm.
CONDITIONING MONITORING
Data collection methods will vary depending on whether the data are collected
manually or by an onboard computer.
Data should be collected at regular intervals. Variable loads extracted from the
engine, such as generator, hydraulic, air conditioning, and bleed air, will have an effect
on trend accuracy.
To minimize these effects, each time a set of reading is taken, with regard to altitude
and power.
To reduce fluctuations in the data, ensure that the engine parameters are
stabilized before taking the data readings.
Condition monitoring devices are designed to give an indication of any engine
deterioration at the earliest possible stage.
This facilitates quick diagnosis which can be followed by either further
monitoring or immediate action on the problem.
Condition monitoring devices and equipment can be categorized into the areas of flight
recorders and ground indicators.
HEAVY MAINTENANCE

The scope of line maintenance consists of removal and installation of

external components and engine accessories as well as hot section
inspection. Much of the work considered to be line maintenance is removal
and replacement of malfunctioning line replaceable units (LRU).

Heavy maintenance consists of removal, installation and repair of components

considered beyond the capabilities of the line maintenance facility.
Heavy maintenance procedures require considerable equipment and engine
knowledge.
Heavy maintenance normally performed at an overhaul facility.
MAINTENANCE PRECAUTIONS

1. The ignition system is potentially lethal, therefore any work done on the high energy
ignition units, the igniter plugs or the harness must be disconnected and at least 1
min allow to elapse before the high tension lead is disconnected.
2. Before carrying out work on electrical system, make sure that the system is safe, by
switching off the power or by tripping and tagging the appropriate circuit breakers.
3. When the oil system is replenished, care must be taken so that no oil is spilled. If any oil
is accidentally spilled, clean it off immediately.

4. Before inspecting the air intake or the exhaust system, make sure that there is no
possibility of the starter system being operated or the ignition system being energized.
5. After any repair, adjustment, or component change, ensure that no loose items have
been left inside the air intake and exhaust system.
6. Observe fire safety precautions at all times when procedures involve the use of fuels or
similar combustibles.
Trouble shooting and rectification procedures
Troubleshooting may be defined as the detection of fault indications and the
isolation of the fault or faults causing the indications.
When the fault is isolated or identified, the correction of the fault is simply a
matter of applying the correct procedures.

Fault indicators
Fault indicators include any instruments or devices on an aircraft which can
give a member of the crew information about a problem developing in the
operation of the engine.
These indicators may be divided into two groups:
i. The standard engine instruments used to monitor the operation of the
engines, and
ii. Special devices designed to detect indications of trouble which may not be
revealed by the engine instruments.
Trouble shooting and rectification procedures
Typical engine instruments for a gas turbine engine are
 EGT (Exhaust Gas Temperature) gauges,
 percent rpm gauges (N1 and N2),
 EPR (Engine Pressure Ratio) gauges,
 oil temperature gauges,
 oil pressure gauges, and
 fuel gauges.
When turboshaft or turboprop engines are installed, torque-indicating gauges
are often included. These instruments are all effective in detecting faults.

For long-term troubleshooting, these parameters are monitored over a period of

time so that a trend can be noticed. This will allow corrective action to be taken
as promptly as possible.
TROUBLE SHOOTING AND PROCEDURES

Interstage Turbine Temperature (ITT) is the temperature of the exhaust gases

between the high pressure and the low pressure turbines.
 Storage of Engines
The preparation of the engine for storage and transportation is of major
importance, because storage and transportation call for special treatment to
preserve the engine.

The fuel system will resist corrosion during storage, it is filled with a special
oil and all openings are sealed off.

The external and internal surfaces of the engine are also protected, either by
special inhibiting powders or by paper impregnated with inhibiting powder.

The engine is enclosed in a reusable bag or plastic sheeting into which a

specific amount of desiccant is inserted.

If the engine is to be transported, it is often packed in a crate or metal case.

 Preservation and de-preservation procedures
If an engine is to be stored for a time after having been run in, it should be preserved
against corrosion. This is particularly important for the interiors of cylinders, where
the products of combustion will initiate corrosion of the bare cylinder walls within a
very short time.

Preservation Run-in
Engine which is to be stored should be run in with a preservation oil as the
lubricant.

The last 15 min of operation should be done with clear (unleaded) gasoline at about
two-thirds of full rpm. This will tend to remove the accumulation of corrosive
residues which are in the cylinders and combustion chambers.
Interior Treatment
➢ When the engine is stopped, the preservative oil should be drained from the
crankcase or sump.

➢ Spark plugs are then removed from the cylinders, and preservative oil is
sprayed into the cylinders as the engine is rotated, several times for each
cylinder.

➢ The rotation can be accomplished with the starter. Each cylinder is then
sprayed one more time without further turning of the crankshaft.

➢ After all cylinders have been sprayed and preservative oil has been sprayed in
the crankcase through the oil filler neck or any other crankcase opening,
dehydrator plugs containing silica gel are installed in the spark plug holes
and in the sump drain.

➢ The dehydrator plugs absorb the moisture within the engine, thus reducing the
tendency for the interior to corrode.

➢ The short exhaust stacks should be removed and preservative oil sprayed
into the exhaust ports. The ports should then be covered with airtight plugs.
Exterior Treatment

➢ All openings into the engine should be sealed with airtight plugs or with
waterproof tape.
➢ If the carburetor is removed for separate preservation, a dehydrator bag can be
placed in the carburetor opening before it is sealed.
➢ The bag should be tied to an exterior fitting so that it can be easily removed
when the engine is prepared for operation.
➢ After the engine is completely sealed, it may be sprayed lightly with preservative
oil or other approved coating.
➢ If the engine is to be stored for as long as 6 months, it should be sealed in a
waterproof plastic bag.
➢ The bag is first placed over the mounting bolts in the engine case, and the engine is
installed in the case with the mounting bolts sticking through the bag.
➢ The bag is sealed at the engine mounting bolts when the bolts are tightened.
Exterior Treatment

➢ After a number of dehydrator bags are placed in the waterproof bag with the
engine, the waterproof bag should be sealed according to the directions
furnished.

➢ An indicator is also placed in the bag with the desiccant exposed through a
window to show when the humidity level in the bag has reached a point
where it is necessary to repressive the engine.
➢ When the desiccant in the bags or dehydrator plugs loses its color and
begins to turn pink, the preservation is no longer effective and must be redone.
➢ The desiccant material in the bags and dehydrator plugs must be inspected
frequently.
➢ When the desiccant material turns from blue to pink, it is no longer
effective and must be replaced or dried in an oven.
➢ The interior of the engine must be inspected and resprayed periodically.
➢ The preservation process should be repeated if any signs of corrosion are
found.
Inspection after Storage

➢ When an engine is removed from storage after having been preserved, certain
inspections should be made to ascertain that it has not been damaged by
corrosion.
➢ The exterior inspection consists of a careful examination of all parts to see if
corrosion has taken place on any bare metal part or under the enamel.
➢ Corrosion under enamel will cause the enamel to rise in small mounds or
blisters above the smooth surface.
➢ Interior inspections should be performed in all areas where it is possible to
insert an inspection light.
➢ The most vulnerable area is inside the cylinders where the bare steel of the
cylinders has been exposed to the combustion of fuel.
➢ Inspection of the cylinders is done by removing the spark plugs from the
cylinders and inserting an inspection light in one of the spark plug holes.
➢ The inside of the cylinder can then be seen by looking through the other spark
plug hole.
Inspection after Storage

➢ If rust is observed on the cylinder walls, it is necessary to remove the

cylinder and dispose of the rust.
➢ If the cylinder walls are badly pitted, it will be necessary to regrind the
cylinders and install oversize pistons and rings.
➢ The rocker-box covers should be removed to inspect for corrosion of the
valve springs.
➢ Pitted springs will be likely to fail in operation owing to stress
concentrations caused by the pitting.
➢ When the exhaust port covers are removed to permit installation of the
exhaust stacks, the ports and the valve stems can be examined for
corrosion.
➢ A small amount of corrosion on the cast aluminum inside the exhaust port
is not considered serious; however, if the valve stem is rusted, the rust
must be removed or the valve replaced.