118. I Level Power Plants - AMDO



118. INTERMEDIATE LEVEL (I-LEVEL) POWER PLANTS FUNDAMENTALS

References:

[a] OPNAVINST 4790.2H, Naval Aviation Maintenance Program (NAMP), Vol. I

[b] NAVAIR 15-01-500, Preservation of Naval Aircraft

[c] Local Directives and Standard Operating Procedures

[d] NTSP for Gas Turbine Engine Test Systems

(avtechtra.navy.mil/ntspapproved.htm)

[e] OPNAVINST 4790.2H, Naval Aviation Maintenance Program (NAMP), Vol. V

[f] NAVAIR 17-15-50.1, Joint Oil Analysis Program Manual, Vol. 1

.1 Discuss modular engine maintenance. [ref. a, ch. 16]

a. Modern technology and new maintenance concepts have changed some inspection and repair management procedures. Newly designed engines are constructed in separate modules, for example, compressor, combustion, turbine, afterburner, gearbox, torquemeter, or combinations thereof to simplify the repair and maintainability process. Modular engines are routinely inspected while installed using the special/phase inspection concept. They are removed only for cause, for example, LCF, failure, and maximum operating time.

b. When the engine is removed, perform the same AESR screening and pre-induction inspection process as with other engines. Repair of the modular engine is accomplished by removal and repair/replacement of the defective modules. This repair action is accomplished using the applicable CERRC and accompanying CERR SCC or with conventional MIM or WP with accompanying CERR SCC.

c. Inspection requirements subsequent to or concurrent with engine repair vary. Some modular engines, for example, F404 and T700, have engine MRC decks with accompanying SCCs. Earlier designed modular engines, for example, T400 and T56, have the QECA MRCs with accompanying SCC. Subsequent to or concurrent with repair, the inspection requirements outlined in the applicable engine MRC/QECA MRCs will be performed.

* Modular engine design allows I-level activities to readily remove and replace interchangeable modules with RFI spares. The MSR provides the method for recording the maintenance data for these modules and their life limited assemblies and components. A paper copy of the MSR will be attached to and accompany the component to its final destination. The electronic CM ALS MSR record will be transferred using CM via the WAN. Read MSR section Vol I, 13.3.16.

* The MSR composition is as follows:

(a) Module Service Record (OPNAV 4790/135).

(b) Inspection Record (OPNAV 4790/22A)*.

(c) Technical Directives (OPNAV 4790/24A)*.

(d) Miscellaneous/History (OPNAV 4790/25A)*.

(e) Preservation/Depreservation Record (OPNAV 4790/136A)**.

(f) Assembly Service Record (OPNAV 4790/106A)*.

(g) Equipment History Record (EHR) Card (OPNAV 4790/113)*.

(h) Scheduled Removal Component Card (OPNAV 4790/28A)*.

* CERR: Complete Engine Repair Requirements

* LOW CYCLE FATIGUE (LCF): A fatigue cracking failure mode that is defined by the frequency and characteristics of the loading that causes the crack. LCF is caused by stresses built up by mechanical/thermal cycles which occur only a few times per flight. The four most significant LCF events are: stop/start/stop cycles, rapid major changes in operating temperature, rapid major changes in rotational speed, and significant increases in aerodynamic loading of the blades/disks.

* AERONAUTICAL EQUIPMENT SERVICE RECORD (AESR) - An insert to the basic aircraft logbook used as a service record for various aircraft equipment, such as power plants and propellers.

.2 Discuss proper engine preservation/storage/transportation.

[ref. b, ch. 3]

1. General

Engines must be preserved within 10 days of the last engine run. Removed engines must be stored indoors. Preservation tags shall be attached to the engine data plate. Level I preservation is not recommended for removed engines unless they will be reinstalled within 28 days.

a. Engines shall be cleaned, inspected, and have corrosion control performed.

b. Operational Engine Protection.

(1) Level I. Keep fuel systems at least 95% of fuel. Seal seams and openings of engine, except compressor inlet and exhaust outlet, using barrier material, MIL-PRF-131 Class 1, held in place with tape, SAE AMS-T-22085 Type II. Tape shall only be used for sealing seams and small openings. Seal engine inlet, exhaust, and other large openings with a fitted engine cover. If covers are not available, large openings may be sealed with barrier material, MIL-PRF-131 Class 1, held in place with tape, SAE AMS-T-22085 Type II, or with rigid fillers secured in place with safety wire. Reinstall all lines and fittings, caps, and covers on exposed fittings or openings. Cap fluid system openings with fluid-tight closures.

(2) Levels II and III Internal. Protect the engine fuel system internally with MIL-PRF-6081 Grade 1010 oil using an appropriate engine test stand in accordance with the applicable MIM. If a compressor spray is required, spray in accordance with instructions in the applicable MIM.

(3) Level II External. Protect externally as specified for Level I. Statically dehumidify engine using desiccant, MIL-D-3464 Type I, in accordance with instructions for Level II External Preservation of Operational Engines. In addition, cover engine with waterproof cover or shroud made from plastic sheet, ASTM D4801 Type III, or barrier material, MIL-PRF-131 Class 1.

(4) Level III External. Reinstall all lines and fittings, caps, and covers on exposed fittings or openings. Cap fluid system openings with fluid-tight closures. Place engine in a dehumidified bag, dehumidified enclosure, or Shipping and Storage Container.

c. Nonoperational Engine Protection. Non-operational engines cannot be placed in Level I preservation because of the inability to comply with the 28 day maintenance requirement.

(1) Levels II and III Internal. Protect internally with MIL-PRF-6081 Grade 1010 oil using the "cold pres" method described in Chapter 3, Section VII.

(2) Levels II and III External. Protect the same as for operational removed engines.

.3 Discuss inventory control of QEC accessories. [ref. a, ch. 12]

1. QEC: Quick Engine Change

2. Major Engine Inspection.

This is a comprehensive inspection performed to determine the material condition of the engine. The organizational activity removes a QECA due for inspection from the aircraft, turns it in to the supporting IMA, requisitions an RFI QECA, and installs it in the aircraft. The removed QECA is inspected by the IMA and returned to RFI status. MRCs provide all requirements necessary for performing major engine inspections, and include the inspection requirements for the engine and all applicable QEC accessories for the respective aircraft applications. These MRCs are normally used by the IMA. When O-level activities retain QEC components they will be inspected using the applicable QECA MRCs .QECA MRC tasks will be a part of CM ALS for NTCSS Optimized OMA NALCOMIS activities.

3. Definition.

a. QUICK ENGINE CHANGE ASSEMBLY(QECA) - An engine completely assembled with a QECK on a QECS with all accessories, less the propeller for reciprocating or turboprop engines.

b. QUICK ENGINE CHANGE KIT (QECK) - A kit containing all items required for a QECA, less GFE, engine, and propeller. Contractor furnished accessories may be deleted subject to approval by the COMNAVAIRSYSCOM when storage limitations, bulk, or their general nature warrant such deletion. The kit, as delivered, will be assembled as far as practical, compatible with packaging limitations.

c. QUICK ENGINE CHANGE STAND (QECS) - A structural frame, equipped with castors and floor locks on which a QECA may be mounted.

.4 Discuss the following elements of an engine test facility:

a. IMRL accountability [ref. c] : Inventory

b. Manning [ref. c]: AMO’s manning

c. Training/certification [ref. a, ch. 16; ref. d]: GTETS Operator training, certification, proficiency, and recertification requirements are outlined in Volume V, Chapter 24.

Volume V, Chapter 24.

1. The GTETS Qualifier shall:

(1) Be an E-5 or above with NEC 6422/MOS 6023 and certified as an operator in the activity.

(2) Be certified on the test cell and type engine for which training is to be provided.

(3) Receive GTETS Qualifier training from a NATEC JTS representative and be thoroughly familiar with safety and emergency procedures.

(4) Administer practical certification and recertification examinations for GTETS Operators.

(5) Assist the program manager in developing, implementing and tracking GTETS Operator proficiency training.

(6) Ensure GTETS Operators complete proficiency training conducive to maintaining required certification levels.

2. Certification

a. Formal local (in-service) training and OJT can be provided under the supervision of a NATEC JTS representative or designated GTETS Qualifier for the test cell and type engine regardless of command assigned. Training shall be obtained at the AIMD, IMA or MALS using the standardized training approved by the NTSP in conjunction with locally prepared site specific OJT. OJT syllabuses shall be developed and maintained by the program manager, GTETS Qualifiers, and QA personnel and be approved for use by the MO. Marine Corps personnel will use the MATMEP individual qualification record for Aircraft Power Plant Test Cell Operator (MOS 6023).

b. NATEC on-site training can be provided by a NATEC JTS representative and is normally requested by the activity to be performed coincident with the initial installation and calibration of the test facility. NATEC on-site training can also be requested to improve technical knowledge and skill to improve operational readiness.

c. Upon completion of training, the nominee must satisfactorily complete a written exam administered by QA and a practical exam (pass/fail) administered by a GTETS Qualifier or NATEC JTS representative. Both written and practical examinations shall be prepared by QA, GTETS Qualifiers or NATEC JTS representatives and maintained by QA. The MO will issue a letter of certification indicating the engine test system and type engine(s).

d. GTETS Operators and Qualifiers are required to maintain proficiency for each type engine for which they are certified. As a minimum, GTETS Operators and Qualifiers will run any type/model aircraft engine each 90 days, and will run at least one engine for each type certified every 12 months. Engine runs for proficiency may be run on any type test cell with a certified operator for that test cell, and will be documented in the individual’s qualification/certification record. Every attempt should be made to maintain proficiency on all type engines for safety and effectiveness. Failure to maintain proficiency on one type engine within a one-year period will result in loss of certification for that specific type engine.

e. GTETS Operators will be recertified every 24 months. Recertification will consist of a written examination administered by QA and a practical exam (pass/fail) administered by a GTETS Qualifier or NATEC JTS representative on any one type engine for which they are certified. Afloat activities that are unable to operate their test cell for extended periods of time (greater than 3 months) may perform their recertification practical exams at another activity with a NATEC JTS representative or GTETS Qualifier designated in writing for that type test cell. Additionally, for planning purposes and operational commitments, recertification exams can be completed up to 3 months prior to the GTETS Operator’s certification expiration date. Recertification exams should place emphasis on safety and emergency procedures. GTETS Operators exceeding 24 months will not be considered certified until they have completed refresher training by a GTETS Qualifier or NATEC JTS representative and successfully completed a written and practical examination. GTETS Operators failing either the written or practical examinations will be required to complete refresher training or complete the entire OJT syllabus, as determined by the program manager.

f. Prior to designation, GTETS Qualifiers shall be trained by a NATEC JTS representative for the test system and type engine. Previous training by NATEC for initial certification as a GTETS Operator does not satisfy this requirement. GTETS Qualifiers are not required to recertify as GTETS Operators while assigned to the same command as long as proficiency is maintained.

g. Activities without GTETS Qualifiers may request such services from the nearest activity authorized to conduct GTETS Operator training for the same test system and type engine(s) being certified on.

h. Previously certified GTETS Operators may be certified at the discretion of the MO after successfully completing a written exam administered by QA and a practical examination administered by a GTETS Qualifier or NATEC JTS representative. Previously certified GTETS Operators failing either the written or practical examinations will be required to complete refresher training or complete the entire OJT syllabus, as determined by the program manager. Previous certification records shall be retained in the individual’s qualification/certification record.

d. Technical evaluation [ref. a, ch. 16]

* Engine Test Cell Technical Evaluation: Prior to correlation, all newly constructed and significantly modified (affecting aerodynamic or thermodynamic flow) or rebuilt fixed engine test facilities must undergo a comprehensive technical evaluation conducted by the NAVAIRWARCENACDIV Lakehurst NJ, under the direction of COMNAVAIRSYSCOM to ensure they are suitable and supportable for use. Unless waived by

COMNAVAIRSYSCOM, a technical evaluation and an engine correlation must be satisfactorily completed before service engines can be made RFI and installed in aircraft. Evaluation should be requested by message to NAVAIRWARCENACDIV and COMNAVAIRSYSCOM prior to acceptance of the facility by the local activity resident officer in charge of construction.

e. Correlation Program [ref. c]

* Engine Test Cell Correlation. To ensure engines consistently meet all performance requirements, a test cell correlation for each engine type tested shall be conducted for all enclosed, permanent turbofan, jet, shaft, or prop engine test facilities. Test cell correlation may also be required when engine test procedures and parameters are changed or the design of engine dress kit hardware, for example, inlet screen/bellmouth or exhaust nozzle, is modified such that it could affect aerodynamic/thermodynamic flow. Outdoor (open air) jet engine test systems generally do not require correlation unless certain site-specific conditions alter airflow dynamics to the engine. Outdoor (open air) turboshaft engine test systems using a torque tube to measure torque output also require correlation. If a torque tube is replaced with a different torque tube for any reason, a recorrelation must be performed for both indoor and outdoor turbo-shaft test systems. The interval between correlation shall not exceed 3 years to maintain integrity of engine performance. However, with joint ACC/TYCOM and NAVAIRWARCENACDIV Lakehurst NJ concurrence, an extension of the correlation frequency requirement for a specific type engine test system may be granted. All activities are responsible for contacting the ACC/TYCOM and NAVAIRWARCENACDIV Lakehurst NJ concerning test cell correlation requirements.

f. Aviation electrician support [ref. a, ch. 16]

* Electrical Power Requirements: The instruments used in conjunction with the test stand are designed to operate on predetermined power ratings within relatively small tolerances. Changes in voltage or frequency or a combination of both will effect the accuracy of the instrumentation and contribute to component failures. Therefore, whenever possible station or commercial power will be used. If not available, and electrical power is supplied by a portable generator, the operator will ensure:

(1) The portable generator is 115 volts A.C., three phase, and four wire.

(2) The portable generator is monitored to ensure its voltage and frequency remain stable.

g. Calibration [ref. a, ch. 16]

* Jet Engine Test Facility Calibration: I-level activities with calibration capability will use calibration intervals cited in the Metrology Requirement List.

(1) A qualified operator and an electrician will be available at all times to assist during calibration and work by the field team representatives.

(2) A list of known instrument discrepancies will be compiled and made available to the calibration team.

h. Scheduled maintenance [ref. a, ch. 16]

* The appropriate engine shop(s)/work center(s) will verify SERNOs of installed SRC/EHR/ASR or CM ALS components during the inspection/repair action. To preclude extensive disassembly, only those accessories/components which are exposed during required maintenance actions need be verified. The inventory is performed using a locally prepared form containing a preprinted list of SRC/EHR/ASR or CM ALS components with a column provided for recording the serial numbers and part numbers of the installed items. NTCSS Optimized OMA NALCOMIS activities use the Life Limited Component Report PART II to verify component SERNOs and part numbers. It is desirable to ensure RFI engines have all SRC/ASR or CM ALS items with sufficient time remaining to reach the next scheduled engine removal.

i. Fuel requirements [ref. c; ref. e, ch. 3]

1. The Power Plants and Test Cell Supervisor shall:

(1) Ensure integrity of fuel systems during routine maintenance, including covers/caps on open or removed fuel cells, lines, and components.

(2) If contamination is present, assist QA in conducting an immediate investigation of the aircraft/test cell fuel system and components to determine the source of contamination.

NOTE: If the source of contamination is not isolated to a particular fuel cell/tank, the refueling source shall be determined and the cognizant activity Fuels Officer/Supervisor notified.

(3) Refer to the MIMs and T/M/S NATOPS for possible specific gravity and minimum flow setting adjustment if aircraft/test cells have been serviced with fuels other than JP-5.

(4) Ensure non-RFI and inactive fuel cells/tanks are properly preserved and protected against contamination.

j. Operational coordination [ref. c]

k. Documentation [ref. a, ch. 13]

1. Report: Engine Transaction Report and End of Quarter Engine Report.

For those O-level and I-level activities with reportable engines refer to NAVAIRINST 13700.15 for reporting procedures.

2. Aeronautical Equipment Service Record

(1) Engines.

Phase and major engine inspection records are maintained on one page. Special and conditional inspections are maintained as separate pages within this section of the AESR. The record provides space for identifying the type of inspection performed. The left column of the record is titled "Type or Description of Inspection" to facilitate proper descriptive entries for individual inspections. All phase inspections, special inspections, conditional inspections, and major engine inspections (except fluid sampling, engine wash, recurring special engine inspections not requiring NDI or disassembly/reassembly, or servicing) require AESR entries by the activity performing the inspection. This includes those engine inspections performed as a part of the aircraft phase inspection.

l. FOD prevention [ref. e, ch. 12]

m. SE requirements [ref. c; ref. e, chs. 17, 18]

.5 Discuss the environmental controls required to support an oil analysis lab. [ref. f, ch. 4]

a. For laboratories requiring recertification, the officer-in-charge/senior civilian manager must verify in writing, using a JOAP-TSC supplied checklist that the laboratory meets all operating requirements listed below. The JOAP-TSC or the appropriate Service Program Manager depending upon the nature and severity of the operating deficiency may grant an operating waiver for certain operating requirements.

b. Operating requirements are as follows:

(1) Space requirement (as determined by Program Manager).

(2) Environmental control of equipment spaces.

(3) Staffing adequate for projected workload (as determined by Program Manager).

(4) Necessary operating supplies available.

(5) Required instrument and support equipment available.

(6) Full time qualified operator/evaluator assigned and present (Army evaluators must be certified, see Volume II, Appendix N).

.6 Discuss the purpose of the oil lab correlation process. [ref. f, ch. 4]

a. Purpose.

To ensure uniform and continuous high quality oil analysis results throughout the Joint Oil Analysis Program. The Correlation Program quickly identifies laboratories experiencing instrument and/or operator problems and provides managers and laboratory personnel a means to compare their performance with other laboratories having the same type of spectrometer.

b. Policy.

All DOD oil analysis laboratories, (organic or under contract to a DOD agency or US military service for the purpose of analyzing samples from US government equipment or supplies) will participate in the JOAP Correlation Program. The applicable Program Manager may grant a participation waiver for extenuating circumstances. The JOAP Correlation Program is also extended to the following categories of laboratories:

(1) Privately owned laboratories with oil analysis contracts with elements of the DOD.

(a) If the contract does not specify that the DOD will provide participation free of charge in the JOAP Correlation Program, the privately owned laboratory must pay an annual fee to participate in the program.

(b) Contact the JOAP-TSC for current fees and processing instructions. Cash or negotiable instruments cannot be accepted by the JOAP-TSC. Payment must be made through the local contracting office or the major command approving the contract.

(2) Federal Government owned laboratories other than DOD laboratories.

(3) Laboratories of an allied nation providing support to the military forces of that nation or to US military forces.

c. Correlation Procedures.

The Correlation Program for spectrometers is conducted monthly by the JOAP-TSC. Two sample pairs are mailed from the JOAP-TSC to each participating JOAP laboratory scheduled to arrive not later than the 5th working day of the month. The spectrometer is standardized and the same qualified operator analyzes the sample pairs. Results are submitted to the JOAP-TSC to arrive not later than the 21st of each month. Results may be submitted either by e-mail, mail, FAX, or by message using the message format contained in Volume II. E-mailing the correlation data to corr@joaptsc.navy.mil is the preferred method of

transmittal as the data can then be directly downloaded into the database and a data receipt will be returned. If you receive a receipt, then no other method of transmittal is required. On the 25th of each month or the first workday immediately following the 25th, the JOAP-TSC computes the mean of all spectrometer results for each sample for all required elements for the two categories of spectrometers (JOAP Rotrode and other). Using standard statistical techniques, acceptable reproducibility 1 and reproducibility 2 criteria are calculated. These acceptable criteria are compared to each laboratory's results and points are assigned. From these points, an overall score is assigned for each spectrometer. These scores are used, in addition to facility and personnel requirements, to classify laboratories as JOAP certified or as uncertified. Laboratories with spectrometers in R/M status will report this status to the JOAP-TSC prior to 21st of the month. Correlation samples will be retained and analyzed when the spectrometer is repaired. Contact the JOAP-TSC for special instructions when the R/M period exceeds two correlation-reporting periods. A message or e-mail request for maintenance help to the JOAP-TSC or some other agency with info copy to the TSC does not constitute requesting R/M status unless a specific request for R/M status is included in the message. Either call the TSC or send a message or e-mail specifically requesting R/M status and try to provide the TSC with a "get well" date.

.7 Discuss engine management versus APU management. [ref. e, ch. 10]

1. Auxiliary Power Unit Management and Support Equipment Gas Turbine Engine Management

a. The objective of this program is to provide the policy and procedures for maintenance of APUs and SEGTEs under the three-degree repair concept per NAVAIR NOTE 4700. Under this concept, each APU and SEGTE I-level MIM identifies specific maintenance actions as either first-, second-, or third-degree functions. These functions are determined largely by degree of difficulty and recurring frequency. Selected IMAs are assigned to provide a specific degree of support for specific APUs and SEGTEs. IMA assignments are in NAVAIR NOTE 4700.

b. The Maintenance Plan will designate three-degree I-level repair functions for removed APUs and SEGTEs. APUs and SEGTEs assigned a three-degree repair function will be maintained in APU SEGTE (Work Center 412). Installed SEGTEs will undergo O-level maintenance plus preservation or depreservation in the SE Gas Turbine Repair Shop (Work Center 91A).

(1) APU and SEGTE inspections are accomplished under the applicable MRCs upon expiration of the established interval. A major APU or SEGTE inspection is a comprehensive inspection performed to determine the material condition of the APU or SEGTE. This inspection is often performed with the APU or SEGTE removed from the enclosure, but may be accomplished on certain installed APUs and SEGTEs using a borescope or other inspection aids as directed in the MRCs. Major APU or SEGTE inspections are performed by the supporting IMA unless directed otherwise by the ACC. APU and SEGTE inspections are accomplished during first-degree repair; therefore, APUs and SEGTEs installed following first-degree repair are zero timed for inspection purposes. MRCs prepared to the latest specifications are aligned with the level of maintenance performing the inspections. All tasks performed on installed APUs and SEGTEs by IMAs are in the phase, daily, or servicing special MRCs. APU and SEGTE MRCs are provided for IMA use.

(2) The IMA shall screen AESRs or CM ALS AESRs and perform appropriate inspections on all removed APUs and SEGTEs requiring unscheduled I-level repair. IMAs with CM ALS for APUs or SEGTEs will ensure that tracked serialized components are accurately reflected in the CM ALS and that all maintenance has been properly documented in CM maintenance task to correctly update the ALS.

(3) APUs and SEGTEs not installed in an aircraft or enclosure do not accumulate time for inspection purposes.

(4) APU and SEGTE screening sequence procedures are given in Figure 10-5.

(5) RFI APUs and SEGTEs received from supply shall have AESRs or CM ALS AESRs screened to determine which inspections, if any, have been performed and when the next inspection is due. (6) APU and SEGTE documentation procedures. The enclosure is considered to be the end item when work is performed on SEGTEs at an IMA (Work Center 91A); therefore, APUs and SEGTEs sent to IMA (Work Center 412) for inspection or repair must have a MAF or WO turn-in document initiated.

FYI,

Engine Maintenance For Preservation

(1) Level I.

(a) 7 day. Check fuel level, maintain 95% full. Check barrier material and repair or replace if torn or damaged.

(b) 28 day. Install engine on test stand or aircraft. Hot run the engine and cycle systems, including afterburner, twice.

(2) Level II.

(a) 7 day. Check humidity indicator. If humidity exceeds 40%, replace desiccant and indicator. Inspect barrier material and closures for tears or damage. Repair or replace barrier material and closures as required.

(b) 28 day. Inspect and renew CPC coatings if required.

(c) 56 day (operational engines). Service the engine oil reservoir with the applicable lubricant. If starter can be used, the engine shall be rotated through a one minute starter cycle. If starter cannot be used, manually turn the engine through the starter pad using an external device. Ensure lubrication is redistributed throughout the engine during rotation. If a compressor oil spray is required, the compressor shall be resprayed while the engine is being rotated.

(d) 56 day (nonoperational engines).

1. If shaft(s) can be rotated, service the engine oil reservoir with the applicable lubricant and connect an external source of MIL-PRF-6081 Grade 1010 oil to the main fuel inlet. Manually turn the engine through the starter pad using an external device. Ensure lubrication is redistributed throughout the engine during rotation.

2. If shaft(s) cannot be rotated, disconnect the necessary oil lines, remove pressure oil system plugs, and inject generous quantities of lubricating oil into the bearings. If thorough coating of the bearings cannot be accomplished by pressure flushing or fill and drain procedures, remove external covers and accessories as necessary to permit spray covering of these areas. Remove engine driven fuel system accessories and rotate by hand while pumping MIL-PRF-6081 Grade 1010 oil through the fuel passages, or place accessories on test benches for preservation.

(3) Level III.

(a) For engines stored in Shipping and Storage Containers or statically dehumidified bags, check humidity indicator every 28 days. If humidity exceeds 40%, replace desiccant and indicator. Recheck humidity indicator within 72 hours. Repeat desiccant replacement and 72 hour inspection until an acceptable humidity level is achieved. Inspect can or bag for tears or damage. Repair or replace can or bag as required.

(b) For engines stored in dynamically dehumidified bags or dehumidified enclosure, no maintenance of the engine is required. The dehumidification system shall be maintained in accordance with Chapter 6.

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