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MODULE 15/17


All turbine engines which are to be either stored or shipped for overhaul should be
packed in such a way as to prevent damage from corrosion or rough handling. The
procedure to be followed is outlined below and should be observed irrespective of the
condition of the engine.

The fuel used in turbine engines usually contains a small quantity of water that, if left
in the system, could cause corrosion. All the fuel should therefore be removed and
replaced with an approved inhibiting oil by one of the following methods:
Motoring Method.
This should be used on all installed engines where it is convenient to turn the engine
using the normal starting system. A header tank is used to supply inhibiting oil
through a suitable pipe to the engine. A filter and an on/off cock are incorporated in
the supply pipe, which should be connected to the low-pressure inlet to the engine
fuel system and the aircraft LP cock closed. After draining the engine fuel filter a
motoring run should be carried out bleeding the high-pressure pump and fuel control
unit, and operating the HP cock several times while the engine is turning. Neat
inhibiting oil will eventually be discharged through the fuel system and combustion
chamber drains. When the motoring run is complete the bleeds should be locked, the
oil supply pipe disconnected and all apertures sealed or blanked off.
Pressure Rig Method.
This may be used on an engine that is installed either in the aircraft or in an engine
stand. A special rig is used which circulates inhibiting oil through the engine fuel
system at high pressure. The fuel filter should be drained and, where appropriate, the
aircraft LP cock closed. The inlet and outlet pipes from the rig should be connected to
the high pressure fuel pump pressure tapping and the system low pressure inlet
respectively, and the rig pump turned on. While oil is flowing through the system the
components should be bled and the HP cock operated several times. When neat
inhibiting oil flows from the combustion chamber drains the rig should be switched off
and disconnected, the bleed valves locked and all apertures sealed or blanked off.
Gravity Method.
This is used when the engine cannot be turned. A header tank similar to the one
used in the motoring method is required but in this case the feed pipe is provided
with the fittings necessary for connection at several positions in the engine fuel
system. The fuel filter should first be drained then the oil supply pipe connected to
each of the following positions in turn, inhibiting oil being allowed to flow through the
adjacent pipes and components until all fuel is expelled:

High pressure fuel pump pressure tapping.


Fuel control unit pressure tapping.


Burner Manifold.


Low pressure inlet pipe.

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Components should be bled at the appropriate time and the HP cock operated
several times when inhibiting the fuel control unit. All bleeds and apertures should be
secured when the system is full of inhibiting oil.
22.1.2 PACKING.

The engine should be securely attached to its transportation stand, all blanks fitted
and apertures taped over to prevent the ingress of moisture. A compartment is
usually provided on the stand for the documents relating to the engine, and any other
information considered relevant should also be included. If the engine has been
removed because of suspected internal failure, any metal found in the filters, broken
blades or other evidence should also be packed for examination during overhaul.
Engines are wrapped in a hermetically sealed moisture-proof bag, which should be
examined before covering the engine. Any large tears or holes should be repaired
using the repair kit contained within the bag but small cuts may be repaired with
adhesive PVC tape. Sponginess of the bag material is caused by contamination with
oil or fluid and may sometimes be eliminated by washing with water. If the area
remains tacky after washing the bag should be rejected.
Some engines or components are packed into rigid containers of wood or metal
these will have a mounting frame within them. Wooden containers will require the
engine to be sealed in a moisture proof bag within the container however, metal
containers are usually sealed and pressurised to approx. 5 PSI and do not require a
Bags containing silica gel desiccant should be placed in the air intake and exhaust
unit and attached at convenient positions around the engine. Approximately 14 to 18
kg (30 to 40 lb) of desiccant will be required depending on the size of the engine and
the manufacturer may specify the use of Vapour phase inhibitor paper (VPI) in
addition (see Leaflet BL/1-7). A humidity indicator should then be placed in the bag
where it can be easily seen and the bag sealed up. Where possible the humidity
indicator should be inspected at frequent intervals to ensure that the condition of the
air inside the bag is still `safe' (i.e. the colour of the indicator is blue). If an `unsafe'
condition is shown (i.e. the colour of the indicator is lilac or pink) the bag should be
inspected and repaired as necessary, and the desiccant renewed.

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An Engine within a Moisture Proof Bag Mounted in a Transit Stand.

Figure 22.1.
22.1.3 STORAGE.

Complete engines and individual components should be kept in a clean, wellventilated store with an even temperature of 10 to 20C. Components should be
stored in open racks in their original packing and rubber items kept away from strong
sunlight, oil, grease or heat sources. Any desiccant packs attached to stored
components should be checked frequently for moisture contamination.
With certain components (rubber seals, etc) the manufacturer may recommend that
the number of components in a stack is limited to a specific number to prevent
Components that have a shelf life should be used in sequence, any that become time
expired being removed for overhaul, test and repacking.

The maintenance manual will describe the process for storing the engine and aircraft.
In general terms this will consist of inhibiting the fuel system using one of the
methods described. If the fuel system actuates the airflow control system this will
also be inhibited by opening the purge valves on the control unit. The inlet, exhaust
and by-pass ducts will be blanked off and there may be a requirement to place
vapour phase inhibitor paper inside.
If the aircraft is to be stored for a long period the engines may have to be removed
and stored in their containers for which we have already described the process. If the
engine is to be stored beyond six month on the wing then the external surfaces of the
engine will usually be treated with an anti corrosion compound. The engine may also
have to be restored periodically to carry out a ground run. This will allow an
assessment of the engines condition and reprime the oil system to prevent
degradation of the bearings. On turboprop aircraft the propeller will also be exercised
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to ensure its operation. The engine would then be reinhibited for a further period of
After storage the engine is restored by purging the inhibiting oil from the fuel system,
this is usually done by motoring the engine with the LP and HP cocks open and
drains fitted to the purge valves or the supply pipe to the burners disconnected. If the
fuel system has fuel actuated airflow control systems these will also need purging to
ensure proper operation. Once the engine has been deinhibited a full performance
engine ground run is carried out to ensure the engine is able to perform its task. Any
residual inhibiting oil in the fuel system will be burnt off, which may be visible as white
smoke in the exhaust.

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