Expert Aviation Consulting Solutions

 A high-pressure wash on a CFM56-3C is basically a deep clean of the engine’s “lungs.” With the engine off and spun by the starter (no fuel or ignition), technicians spray a strong, fine jet of water, sometimes mixed with approved cleaner, into the front of the compressor. That water knocks loose the sticky grime that builds up from dust, salt air, soot, and oil. The muck gets flushed through and drained out, then the engine is motored to dry it. The result is a cleaner airflow path, so the engine breathes easier: exhaust temperature drops a bit, fuel use can improve slightly, throttle response can feel smoother, and you gain back some performance margin, especially helpful in hot or coastal conditions. 

 On-wing diagnostics for a CFM56-3C combine data trending with targeted inspections so you can pinpoint issues without pulling the engine. Engineers start by reviewing recent engine-trend data (EGT margin, fuel flow at fixed N1/EPR, N1/N2 speed relationships, oil temp/pressure, and oil consumption) and performing a power-assurance check to compare measured thrust indicators against book values for the day’s OAT and pressure. If something’s off, they run vibration surveys using the engine’s accelerometers to isolate fan, booster, or core imbalance, and they check for bleed-air leaks and abnormal noises. Next, they do borescope inspections through dedicated ports, fan/booster and HPC from the inlet, combustor via igniter ports, and HPT/LPT from the exhaust, to look for FOD, erosion, cracks, tip rubs, coke on nozzles, or burned liners. They’ll also verify sensor/actuator health (Tt2, P2.5/P3 lines, VBV/VSV movement), inspect external lines and harnesses, and sample/strain oil for chips if indicated. The findings are correlated back to the trend deltas to decide whether to balance on-wing, wash the compressor, adjust controls, or plan a shop visit.