RECOMMENDATIONS, DIRECTIONS AND REQUIREMENTS

NAVAIR 17-15-50.3

TM 38-301-3

T.O. 33-1-37-3

CGTO 33-1-37-3

(Cont)

ENGINE:

F110-GE-100

AIRCRAFT:

(F-16)

Loose No. 3 locknut

Ti Ni

Loose No. 3 bearing locking nut

Loose No. 3 bearing locking nut, frame or shaft wear in forward area of mid sump

Cu Mg Zn

Contaminated with 10W30 automotive oil

RECOMMENDATIONS, DIRECTIONS AND REQUIREMENTS

1. Historically, high or abnormal wear metal levels have been tracked to engine accessory item failures. Main

engine bearing failures on the F110 engine are typically caused by spalling, which is detected by Chip detectors.

Bearing failures may occur without any indication reflected in the JOAP analysis. Chip detector inspection results

and JOAP analysis results may be used together to increase the accuracy of the evaluation process for the F110

engine.

2. Chip detectors shall be inspected when increases in JOAP wear metal concentrations cause concern or when

the OAP lab request a Red cap sample. Debris on the chip detector may indicate part distress.

3. When high wear metal concentrations are noted, a sample would be taken from the hydraulic tank servicing

port to isolate the wear metal source to either the lube oil or hydraulic components. When the hydraulic system is

generating the wear metals, the concentration level will be significantly higher in the hydraulic oil sample. A

significant rise in Fe accompanying Ti may indicate a loose No. 3 locknut.

4. When an F110 engine has a wear metal concentration in the high range, or a trend approaching the abnormal

limit, the engine shall be placed on surveillance in accordance with T.O. IF-16C-2-70FI-00-11 and T.O. 33-1-37-3.

5. If an engine has been disassembled for inspection due to wear metal concentration limits being exceeded,

that engine shall be placed on surveillance in accordance with T.O. IF-16C-2-70FI-00-11 or IF-16CG-70FI-00-11

and T.O. 33-1-37-3.

6. Any wear metal concentration which requires the engine to be placed on surveillance or requires engine

maintenance shall be confirmed by analyzing a second sample taken from the suspect engine. The base engine

manager shall be notified of any special sample red cap requests and engine surveillance code changes.

7. When an engine is on surveillance, oil filter and chip detector inspections shall be accomplished by the

appropriate personnel each time an oil sample is taken. Results will be reported to the OAP laboratory and base

engine manager. Again, JOAP analysis and chip detector inspection results shall be used together to effectively

evaluate the condition of the F110 engine.

8. When an F110 engine is on surveillance, oil samples shall be drawn after each flight and analysis results shall

be known before the next flight. All flight is restricted to the local area.

9. An engine on surveillance may be operated for maintenance or test cell operations as long as samples are

taken and analyzed and results received at intervals not to exceed one hour engine operating time. Under no

circumstances shall an engine be operated past the one hour time without having the sample results.

10. When an F110 engine is on surveillance, any of the following require maintenance action to correct

problem(s) causing the wear metal increases:

a. If any wear metal concentration level moves into a higher range (i.e., marginal to high).

b. The wear metal trend continues to increase.

Chips are found on the chip detectors.

A-82