Extra inspections of CFM LEAP-1A after multiple take-off aborts |

The FAA has issued a notice of proposed rule-making for the CFM LEAP-1A, requiring inspection and the replacement of certain parts after multiple take-off aborts have been reported caused by compressor stall of the engine. The LEAP-1A powers the Airbus A320neo family. The NRPM was published on Tuesday. It says that “the FAA was notified by the engine manufacturer of three aborted takeoffs and two air-turn back (ATBs) caused by High-Pressure Compressor stall. Additional manufacturer investigation revealed that wear on the No. 3 bearing spring finger housing can lead to high levels of non-synchronous vibration (NSV), which could induce HPC stall.” “This condition, if not addressed, could result in engine power loss at a critical phase of flight such as takeoff or climb, loss of engine thrust control, reduced controllability of the airplane, and loss of the airplane,” the FAA document says. CFM issued a service bulletin on June 14, which specifies procedures for monitoring NSV during engine operation. It also specifies procedures for replacing the No. 3 bearing spring finger housings, inspecting the stage 2 High-Pressure Turbine nozzle assembly honeycomb and HPT stator stationary seal honeycomb, and replacing the stage 2 HPT nozzle assembly honeycomb and HPT stator stationary seal. Repetitive calculations The NRPM, which will be followed by an Airworthiness Directive, requires repetitive calculations of the levels of NSV. If vibrations are outside certain parameters, the No. 3 bearing spring finger housing should be replaced. The AD will also require operators to check the stage 2 HPT nozzle assembly honeycomb and HPT stator stationary seal honeycomb for rubs. Depending on the findings, these parts would need replacement too. The FAA estimates that 48 engines installed on airplanes in the US fleet are affected. “The FAA estimates that 33 engines installed on airplanes of US registry would require replacement of the No. 3 bearing spring finger housing.” The European regulator EASA still has to adopt this NPRM. The issue is a setback for the CFM LEAP. Like the Pratt & Whitney Geared Turbofan, the LEAP has also suffered from durability issues as well as powder metal contamination, but at a lower scale than the GTF. CFM partners GE Aerospace and Safran have been working on various updates for some time, but this will take until the second half of next year to be fully implemented. The LEAP should get much better durability with the introduction of the Advantage model.

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