POTENTIAL SOURCES OF WEAR METALS TO AID TROUBLESHOOTING

NAVAIR 17-15-50.3

TM 38-301-3

T.O. 33-1-37-3

CGTO 33-1-37-3

ENGINE:

F110-GE-129 (Cont)

AIRCRAFT:

(F-16)

During the first 25 hours of flight, the maximum acceptable rate of Fe increase is 6 PPM in 10 engine

flight hours (EFH), and the maximum acceptable concentration is 19 PPM.

Between 25 and 60 flight hours, Fe trending must not exceed 4 PPM in 10 EFH, and the concentration

must not exceed 19 PPM.

Between 60 and 100 flight hours, Fe trending must not exceed 3 PPM in 10 EFH, and the concentration

must not exceed 19 PPM. For any given engine, the rate at which the maximum concentration drops will depend

on the rate of oil consumption. Once Fe trending has dropped to 3 PPM or less in 10 EFH, a drain and re-service

may be performed to reduce any high concentrations of Fe.

Engines exhibiting Fe trend/concentration within these limits shall remain on normal surveillance (Code

A). After the engine has accumulated 100 flight hours, the trending and concentration limits defined in the tables

must be applied.

12. F110-GE-129 Engine maximum allowable consumption is 1.5 half pints per EOT. Consumption inspection is

recommended at every servicing (calculated). If the maximum consumption rate is exceeded, troubleshoot per

applicable technical order (2J-F110-3-9, 2J-F110-6-4, 2J-F110-6-13, or 1F-16CJ-70FI-00-11).

13. For effect of oil servicing dilution the F110 typical lube system operating volume is 5 gallons.

POTENTIAL SOURCES OF WEAR METALS TO AID TROUBLESHOOTING

1. Main bearings or gearshafts:

a. A sudden increase of Fe may indicate main bearing distress; small amounts of Ag and Ni may

accompany the Fe.

b. A moderate increasing trend of Fe may indicate excessive wear of gears and gearshaft splines.

c. For a confirmed significant Ti reading (8-9 ppm for emission), the numbers 1 and 2, and possible number

3 bearing inner races may be turning on the inner race journals.

d. Increasing Cr may indicate the inner race may be spinning on the number 4 and 5 bearing journals.

e. An abnormal rise in Fe may indicate loose No. 3 bearing locking nut: This may be accompanied by rises

in Ti or Ni.

2. Accessory items:

a. Lube and scavenge pump distress may be indicated by increasing trends in Fe and Cu together. Al may

accompany the Fe and Cu.

b. Following hydraulic pump replacement, a rise in Cu level may be expected during the break-in period (10-

12 engine flight hours (EFH)). This trend will continue to rise during this period. A rise in Cu (3 ppm emission) in

15 EFH may indicate hydraulic pump head port relief valve failure. Troubleshoot per applicable technical order

(2J-F100-3-9, 2J-F110-6-4, 2J-F110-6-13, or IF-16CJ-70FI-00-11 for the F110-GE-129 engine).

Boost pump bearing distress may be indicated by increasing trends in Cu and Zn together.

a. Increasing trends in Fe may indicate gearbox problems. Mg and Ag wear metals may accompany the

increase in Fe.

A-87