2009-0073 r1 corrected - civil aviation safety authority · rb211- 535 series engines, model...

COMMONWEALTH OF AUSTRALIA (Civil Aviation Safety Regulations 1998), PART 39.001(1)

CIVIL AVIATION SAFETY AUTHORITY

SCHEDULE OF AIRWORTHINESS DIRECTIVES

of 1

AIRWORTHINESS DIRECTIVE For the reasons set out in the background section, the CASA delegate whose signature appears below issues the following Airworthiness Directive (AD) under subregulation 39.001(1) of CASR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.

Rolls Royce Turbine Engines - RB211 TRENT 700 Series

AD/TRENT 700/1 Engine - IP Turbine Bearing Oil Vent & Scavenge Tube

17/2012

Applicability: RB211 Trent 700 series engines identified in EASA AD 2009-0069 except when previously modified in accordance with Rolls-Royce Service Bulletins 72-E708, 72-E965 or 72-F227.

Requirement: Perform periodic inspections specified in sections (1) and (2) of EASA AD 2009-0069. Carry out terminating action specified in section (3) of EASA AD 2009-0069.

Note: Rolls-Royce Service Bulletin 72-AE792 Rev 4 refers.

Compliance: Periodic inspections must be performed at intervals specified in EASA AD 2009-0069. Terminating action must be completed before the first flight after the next 05 module overhaul, but not later than 31 May 2014, whichever occurs first.

This Airworthiness Directive becomes effective on 20 August 2012.

Background: CASA has reviewed state-of-design ADs applicable to Trent 700 engines and decided EASA AD 2009-0069 should be explicitly mandated for applicable engines in Australian aircraft.

Mike Higgins Delegate of the Civil Aviation Safety Authority

14 August 2012




Page 1 of 1



AD/TRENT 700/2 Engine - IP Turbine Bearing Oil Feed Tube 17/2012

Applicability: RB211 Trent 700 series engines identified in EASA AD 2007-0260 except when previously modified in accordance with Rolls-Royce Service Bulletins 72-F117, 72-F048 or 72-F227.

Requirement: Perform the periodic inspections specified in sections (1) and (2), and carry out the terminating action specified in section (3), of EASA AD 2007-0260 at Revision 1 or later approved revision.

Note: Rolls-Royce Service Bulletin RB211-72-AF045 Rev 2 refers.

Compliance: Periodic inspections must be performed at the intervals specified in EASA AD 2007-0260 at Revision 1 or later approved revision. Terminating action must be completed before the first flight after the next 05 module overhaul, but not later than 31 May 2014, whichever occurs first.




14 August 2012




Page 1 of 1



AD/TRENT 700/3 Engine - HP/IP Turbine Bearing Oil Vent Tubes

17/2012

Applicability: RB211 Trent 700 series engines identified in EASA AD 2007-0201.

Requirement: Perform periodic maintenance specified in EASA AD 2007-0201.

Note: Rolls-Royce Service Bulletin RB211-72-AE302 Rev 5 refers.

Compliance: Periodic inspections must be performed at intervals specified in EASA AD 2007-0201.




14 August 2012




Page 1 of 1



AD/TRENT 700/4 Engine - IP Compressor Shaft - Inspection 17/2012

Applicability: RB211 Trent 700 series engines identified in EASA AD 2007-0136.

Requirement: Inspect the IP compressor drum as specified in EASA AD 2007-0136 Rev 1 or later revision.

Note: Rolls-Royce Service Bulletins RB211-72-AF197 Rev 1 and 72-AE753 Rev 2 refer.

Compliance: Periodic inspections must be performed at intervals specified in EASA AD 2007-0136 Rev 1 or later revision.


Background: CASA has reviewed state-of-design ADs applicable to Trent 700 engines and decided EASA AD 2007-0136 Rev 1 should be explicitly mandated for applicable engines in Australian aircraft.


14 August 2012

EASA AD No.: 2009-0187R2

EASA Form 110 Page 1/3

EASA AIRWORTHINESS DIRECTIVE

AD No.: 2009-0187R2 Date: 06 May 2011 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.

This AD is issued in accordance with EC 1702/2003, Part 21A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which an Airworthiness Directive applies, except in accordance with the requirements of that Airworthiness Directive unless otherwise specified by the Agency [EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption].

Type Approval Holder’s Name :

ROLLS ROYCE PLC

Type/Model designation(s) : RB211 Trent 700, RB211-535 series and -524 engines

TCDS Numbers: EASA E.042, UK CAA No. 1044, 1049, 1043, 1046 and 1048.

Foreign AD : Not applicable

Revision : This AD revises AD 2009-0187R1 dated 08 September 2009 and corrected on 11 September 2009.

ATA 72 Engine – Front Combustion Liner Head Section – Inspection / Replacement

Manufacturer(s): Rolls-Royce plc

Applicability: RB211Trent 700 series engines, all models, all serial numbers. These engines are known to be installed on, but not limited to, Airbus A330 series aeroplanes.

RB211- 524 series engines, models RB211-524H-T-36, H2-T-19, G2-T-19 and G3-T-19, all serial numbers. These engines are known to be installed on, but not limited to, Boeing 747 and Boeing 767 series aeroplanes.

RB211-535 series engines, models RB211-535E4-37, E4-B-37 and E4-C-37 in which Service Bulletin RB211-72-C230 has been incorporated. These engines are known to be installed on, but not limited to, Boeing 757 series aeroplanes.

RB211- 535 series engines, model RB211-535E4-B-75 in which Service Bulletin RB211-72-C230 has been incorporated. These engines are known to be installed on, but not limited to, Tupolev Tu 204 series aeroplanes.

Reason: Routine inspections have revealed cracking on the head sections of two Trent 800 front combustion liners. Cracking in this position could result in an unsafe condition in which hot gas breakout with subsequent downstream component release leads to uncontained high energy debris.

EASA AD No.: 2009-0187R2


For the reason stated above, this AD mandates initial inspection of the head section of the Front Combustion Liner (FCL) and possible repetitive inspections or replacement of the FCL depending upon the acceptance criteria defined in Rolls-Royce Service Bulletin 72-AG073 revision 1.

Revision 1 of this AD was issued to confirm that inspection per the initial issue of Rolls Royce Service Bulletin No. RB211-72-AG073 is an acceptable means of compliance with the inspection requirements of the AD. This AD had been republished to correct a typographical error within the Service Bulletin reference of the Reason paragraph.

Revision 2 of this AD is issued to exclude RB 211 Trent 800 engines from the applicability of this AD as Rolls Royce has now developed a separate inspection programme for those engines. EASA AD 2011-0080 requires accomplishment of this inspection programme. In addition to that, few minor changes have been made to improve the quality of the AD.

Effective Date: 20 May 2011

Required Action(s) and Compliance Time(s):

Required as indicated unless previously accomplished:

For engines that will have accumulated 250 cycles or more, since new or since last front combustion liner head refurbishment, by 30 September 2009:

(1) Before 31 December 2009, borescope inspect the head section of the front combustion liner in accordance with the accomplishment instructions of Rolls-Royce Service Bulletin No. RB.211-72-AG073 revision 1.

It may be noted that the referenced Rolls-Royce Service Bulletin provides both on-wing (paragraph 3A) and in-shop (paragraph 3B) accomplishment instructions.

(1.1) (a) If any crack is found during in-shop inspection, reject the FCL.

(b) If any crack is found during on-wing inspection, follow the instructions for acceptance of the FCL with repeat inspections, or engine removal, in paragraph 3C of the referenced Rolls Royce Service Bulletin.

The replacement of the FCL terminates the repetitive inspections required by paragraph (1.1) of this AD.

(1.2) Within 30 days after any inspections when a crack is found, submit a detailed report of the findings to Rolls-Royce plc. To that end, use the contact details as given in the ‘Remarks’ section of this AD.

(2) Accomplishment of the borescope inspection, done before 14 September 2009 [effective date of EASA AD 2009-0187], in accordance with the initial issue of Rolls-Royce Service Bulletin No. RB.211-72-AG073 is acceptable for compliance with the inspection requirements of this AD.

Ref. Publications: Rolls-Royce Service Bulletin No. RB.211-72-AG073, Initial Issue.

Rolls-Royce Service Bulletin No. RB.211-72-AG073, Revision 1.

The use of later approved revisions of these documents is acceptable for compliance with the requirements of this AD.

Remarks : 1. If requested and appropriately substantiated, EASA can approve Alternative Methods of Compliance for this AD.

2. The required actions and the risk allowance have granted the issuance of a Final AD with Request for Comments, postponing the public consultation process after publication.

3. Enquiries regarding this AD should be referred to the Airworthiness Directives, Safety Management & Research Section, Certification Directorate, EASA. E-mail [email protected]

EASA AD No.: 2009-0187R2


4. For any question concerning the technical content of the requirements in this AD, please contact your designated Rolls-Royce representative or download the publication from your Aeromanager account at www.aeromanager.com.

If you do not have a designated representative or Aeromanager account, please contact Corporate Communications at Rolls-Royce plc.

PO Box 31, Derby, DE24 8BJ, United Kingdom, telephone: +44 (0) 1332 242424, or send an e-mail through http://www.rolls-royce.com/contact/civil_team.jsp identifying the correspondence as being related to Airworthiness Directives .

EASA AD No.: 2009-0257



AD No.: 2009-0257 Date: 03 December 2009 This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.

This AD is issued in accordance with EC 1702/2003, Part 21A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which an AD applies, except in accordance with the requirements of that AD unless otherwise specified by the Agency [EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption].


Rolls-Royce plc

Type/Model designation(s) : RB211 Trent 500 series engines RB211 Trent 700 series engines

TCDS Number : EASA.E.042 and EASA.E.060


Supersedure : None

ATA 79 Engine – Fuel System, Fuel-to-oil Heat Exchanger (FOHE) –Replacement


Applicability: RB211 Trent 768-60, 772-60, 772B-60 and 772C-60 engines.

These engines are known to be installed on, but not limited to Airbus A330 series aircraft.

RB211 Trent 553-61, 556-61, 556B-61, 560-61, 553A2-61,556A2-61, 556B2-61, 560A2-61 engines.

These engines are known to be installed on, but not limited to, Airbus A340-500/600 series aeroplanes.

Reason: In January 2008 a Boeing 777 powered by RR Trent 800 crashed short of the runway as a result of dual loss of engine response during the final stages of approach. The investigation of the incident has established that, under certain ambient conditions, ice can accumulate on the walls of the fuel pipes within the aircraft fuel system, which can then be released downstream when fuel flow demand is increased. This released ice can then collect on the FOHE front face and limit fuel flow through the FOHE. This type of icing event was previously unknown and creates ice concentrations into the fuel system beyond those specified in the certification requirements.

In May 2009 an EICAS surge message was set following a successful go-around manoeuvre on a single Trent 700 engine of an A330 aircraft, subsequent analysis concluded the likely cause to be temporary ice accumulation causing fuel flow restriction in the FOHE. The incident has

EASA AD No.: 2009-0257


indicated the potential susceptibility to ice blockage for Airbus aircraft in combination with RR engines that feature similar fuel systems to the Trent 800.

This Airworthiness Directive has therefore been raised to mitigate the risk due to the potential unsafe condition of dual loss of engine response due to FOHE blockage on the A340/Trent 500 and A330/Trent 700 aircraft.

This Airworthiness Directive instructs replacement of the FOHE with a modified standard incorporating enhanced anti-icing and de-icing performance.

Effective Date: 17 December 2009


Within 6 000 flight hours from 10 July 2009 or before 01 January 2011, whichever occurs first:

Replace the FOHE with an FOHE modified in accordance with either:

Rolls-Royce Alert Service Bulletin RB211-79-AG338 original issue section 3 Accomplishment Instructions for Trent 700 engines;

or Rolls-Royce Alert Service Bulletin RB211-79-AG346 original issue section 3 Accomplishment Instructions for Trent 500 engines.

Ref. Publications: Rolls-Royce Alert Service Bulletin RB211-79-AG338 original issue.

Rolls-Royce Alert Service Bulletin RB211-79-AG346 original issue.

The use of later approved revisions is acceptable for compliance with the requirements of this AD.


2. This AD was posted on 27 October 2009 as PAD 09-129 for consultation until 24 November 2009. The Comment Response Document can be found at http://ad.easa.europa.eu/.

3. Enquiries regarding this AD should be referred to the Airworthiness Directives, Safety Management & Research Section, Certification Directorate, EASA. E-mail: [email protected].

4. For any question concerning the technical content of the requirements in this AD, please contact: Rolls-Royce plc. PO Box 31, Derby, DE24 8BJ, United Kingdom. Phone: +44 (0) 1332 242424, Fax: +44 (0) 1332 249936. Email: [email protected] or download the publication from https://www.aeromanager.com

EASA AD No.: 2012-0201

CAP.00110-003 © European Aviation Safety Agency. All rights reserved. 1/2

Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.


AD No.: 2012-0201 Date: 26 September 2012 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.

This AD is issued in accordance with EC 748/2012, Part 21.A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by the Agency [EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption].

Design Approval Holder’s Name:

Rolls-Royce plc

Type/Model designation(s):

RB211 Trent 700 engines

TCDS Number: EASA.E.042

Foreign AD: Not applicable

Supersedure: None

ATA 72 Engine – High / Intermediate Pressure Turbine Bearing Support Structure – Inspection / Modification

Manufacturer(s): Rolls-Royce plc (RR)

Applicability: RB211 Trent 768, 772, 772B and 772C engines, serial numbers 41221, 41425, 41428, 41430, 41431, 41432, 41435, 41437, 41438, 41440, 41442, 41445, 41446, 41451, 41452, 41454, 41455, 41456, 41459, 41460, 41461, 41462, 41463, 41464, 41465, 41466, 41468, 41469, 41470 and 41471.

These engines are known to be installed on, but not limited to, Airbus A330 aeroplanes.

Reason: In August 2011, a Trent 700 engine was removed for high oil consumption, which was found to have been caused by a small hole in the oil feed tube of the High Pressure / Intermediate Pressure (HP/IP) Bearing Support. The hole was the result of frettage (chafing) with a fractured outer heat shield. This is a known problem and recognised unsafe condition that has re-emerged having been previously addressed by EASA AD 2007-0260R1.

Investigation by RR revealed a build error that, in contradiction to the build records, the previous configuration of outer heat shield (Pre-Service Bulletin (SB) 72-F117 standard) was fitted on the oil feed tube service pipe of the HP/IP structure. As the build error may have been reproduced several times, it is assumed that further post-SB 72-F117 standard structures may be in service with pre-SB72-F117 outer heat shields fitted to the oil feed tube.

The frettage on the oil feed tube within the HP/IP turbine bearings support structure results from contact with the fracture edges of the tubes outermost heat shield, which has been found to fracture under thermal cycling and then to chafe against the oil tube with the potential to cause holes and consequent oil leaks.

EASA AD No.: 2012-0201

CAP.00110-003 © European Aviation Safety Agency. All rights reserved. 2/2


This condition, if not detected and corrected, could lead to ejected oil burning in the area to the rear of the HP turbine disc, possibly resulting in HP turbine disc overheat and a disc burst, with consequent damage to the aeroplane and injury to occupants.

To address this potential unsafe condition, RR issued Non-Modification SB (NMSB) RB.211-72-AG873 to instruct inspection for cracking and tube frettage of certain engines that may still have pre-SB 72-F117 standard oil feed heat shields installed and, depending on findings, the accomplishment of follow-on repetitive inspections and corrective actions.

For the reasons described above, this AD requires the actions as specified in RR NMSB RB.211-72-AG873.

Effective Date: 10 October 2012


Required as indicated, unless accomplished previously:

(1) Within the compliance time periods specified in Sections 1.D (1) and 1.D (2) of RR NMSB RB.211-72-AG873 (for on-wing and in-shop inspections, respectively), to be calculated from the effective date of this AD (instead of from the NMSB issue date), as applicable to engine configuration and depending on the flight hours and/or engine cycles accumulated by the 05 module installed on the engine, accomplish all inspections and corrective actions in accordance with the instructions of Section 3 of RR NMSB RB.211-72-AG873.

(2) At the next scheduled overhaul of the 05 module after the effective date of this AD, modify the HP/IP turbine bearing support structure in accordance with the instructions of RR SB RB.211-72-F227 (any revision), or in accordance with the instructions of RR SB RB.211-72-F117 (any revision).

(3) Modification of an engine as required by paragraph (2) of this AD constitutes terminating action for the inspections required by paragraph (1) of this AD.

Ref. Publications: Rolls-Royce NMSB RB.211-72-AG873 dated 27 February 2012.

Rolls-Royce SB RB.211-72-F117 dated 06 June 2006, or Revision 1 dated 14 September 2006, or Revision 2 dated 25 September 2006.

Rolls-Royce SB RB.211-72-F227 dated 30 March 2007, or Revision 1 dated 08 October 2007.


Remarks: 1. If requested and appropriately substantiated, EASA can approve Alternative Methods of Compliance for this AD.

2. Based on the required actions and the compliance time, EASA have decided to issue a Final AD with Request for Comments, postponing the public consultation process until after publication.

3. Enquiries regarding this AD should be referred to the Safety Information Section, Executive Directorate, EASA. E-mail: [email protected].

4. For any question concerning the technical content of the requirements in this AD, please contact your designated Rolls-Royce representative, or download the publication from your Aeromanager account at www.aeromanager.com.

If you do not have a designated representative or Aeromanager account, please contact Corporate Communications at Rolls-Royce plc, P.O. Box 31, Derby, DE24 8BJ, The United Kingdom. Telephone: +44 (0) 1332 242424, or email from http://www.rolls-royce.com/contact/civil_team.jsp identifying the correspondence as being related to Airworthiness Directives.

mailto:[email protected]

http://www.aeromanager.com/

http://www.rolls-royce.com/contact/civil_team.jsp

EASA AD No : 2009-0243R3

TE.CAP.00110-003 © European Aviation Safety Agency. All rights reserved. 1/4



AD No.: 2009-0243R3 [Correction2: 15 November 2012] Date: 13 November 2012 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.

This AD is issued in accordance with EU 748/2012, Part 21.A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by the Agency [EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption].


ROLLS-ROYCE plc

Type/Model designation(s) :

RB211-524, RB211 Trent 700 and RB211 Trent 800 Engines

TCDS Numbers: EASA.E.042, United Kingdom 1046, 1048 and 1051.

Foreign AD : None

Revision: This AD revises EASA AD 2009-0243R2 dated18 February 2011, including the Correction dated 22 February 2011.

ATA 72 Engine – Front Combustion Liner Inner Wall – Inspection


Applicability: This AD applies to the following engines, if Rolls-Royce Service Bulletin (SB) RB.211-72-D133 or Rolls-Royce SB RB.211-72-E902 is incorporated:

RB211-524-524G2-T-19, RB211-524G3-T-19, RB211-524H-T-36 and RB211-524H2-T-19 engines, all serial numbers, except those incorporating Modification (Mod) 72-G706. These engines are known to be installed on, but not limited to, Boeing 747-400 and 767 series aeroplanes.

RB211 Trent 768-60, 772-60, 772B-60 and 772C-60 engines, all serial numbers, except those incorporating Mod. 72-G707. These engines are known to be installed on, but not limited to, Airbus A330 series aeroplanes.

RB211 Trent 875-17, 877-17, 884-17, 884B-17, 892-17, 892B-17 and 895-17 engines, all serial numbers, except those incorporating Mod. 72-AG705. These engines are known to be installed on, but not limited to, Boeing 777 series aeroplanes.

Reason: Cracking has been found on the inner wall between intermediate dilution chutes on a total of five front combustion liners of the standard corresponding to Rolls-Royce SB RB.211-72-D133. The lives of two of these liners were confirmed to be below the currently valid borescope inspection interval. Ultimately, crack propagation could result in hot gas breakout with potential of downstream component distress and multiple turbine blade release beyond containment capabilities of the engine casings. Thus, cracking of this nature constitutes a potentially unsafe condition.

EASA AD No : 2009-0243R3



Since Rolls-Royce SB RB.211-72-E902 introduces further developments of Rolls-Royce SB RB.211-72-D133, engines incorporating Rolls-Royce SB RB.211-72-E902 are also considered to be potentially affected and are therefore included in the applicability of this AD.

Consequently, EASA issued AD 2009-0243 to require a change to the initial and repeat borescope inspection intervals for the front combustion liner.

AD 2009-0243R1 was issued to clarify the required actions for combustion liners that had been inspected before the effective date of the original issue of the AD and in accordance with earlier revisions of Rolls-Royce Non-Modification Service Bulletin (NMSB) RB.211-72-AF458.

AD 2009-0243R2 was issued to remove RB211-535 series engines from the Applicability, following a determination by engineering assessment that those engines are not affected by the unsafe condition addressed by this AD.

Since AD 2009-0243R2 was issued, Rolls-Royce developed Mod. 72-AG705, 72-G706 and 72-G707, which have been accepted as terminating action for the inspections of NMSB RB.211-72-AF458.

For the reason describe above, this AD is revised to exclude modified engines and to specify that in-service modification of an engine constitutes terminating action for the repetitive inspections required by this AD.

This AD has been republished to correct Service Bulletin number 72-AG705, where the prefix ‘A’ (indicating Alert) was inadvertently removed.

Effective Date: Revision 3: 27 November 2012

Revision 2: 04 March 2011

Revision 1: 10 December 2009

Original issue: 24 November 2009



A. Definitions

In the following LIFE will be referred as the lowest of the following lives: - life of the combustion liner since new, - life of the combustion liner since inner wall replacement - life of the combustion liner since the combustion liner was last inspected in accordance with section 3 Accomplishment instructions, sub-section A. Borescope Inspection, of Rolls-Royce NMSB RB.211-72-AF458 Revision 2 or later approved revision.

B. Actions Required

It is required to carry out the borescope inspections as specified in section 3 Accomplishment instructions, subsection A. Borescope Inspection, of Rolls-Royce NMSB RB.211-72-AF458 Revision 4 or later approved revision before the limits specified in paragraph C of this AD.

C. Inspection Requirements

(i) Initial Inspection Requirements

1. If the engine has a combustion liner installed with a LIFE (see paragraph A. of this AD) that is equal to or greater than the initial inspection threshold specified in Table 1 column (b) included in paragraph C.(iii) of this AD at the effective date of the original issue of this AD, or

the engine has a combustion liner installed with a LIFE (see A. above) that is not known,

carry out the action specified in paragraph B of this AD within 250 cycles after the effective date of the original issue of this AD.

EASA AD No : 2009-0243R3



2. If, on 24 November 2009 [the effective date of the original issue of this AD]. the engine has a combustion liner installed with a LIFE (see paragraph A. of this AD) that is less than the initial inspection threshold specified in paragraph C (iii), column (b) of Table 1 of this AD, carry out the action specified in paragraph B. of this AD. before the LIFE (see paragraph A. of this AD) has reached the limit specified in paragraph C.(iii), column (c) of Table 1 of this AD.

(ii) Repetitive Inspection Requirements

Following accomplishment of the Initial Inspection Requirement identified in paragraph C.(i) of this AD, carry out the action specified in paragraph B. of this AD at intervals not exceeding those specified in paragraph C.(iii), column (d) of Table 1 of this AD.

(iii) Table 1: Initial Inspection Thresholds and Limits

Column: (a) (b) (c) (d)

Affected Engines Initial Inspection Threshold

Initial Inspection Limit, if LIFE < Initial Inspection Threshold

Repeat Inspection Interval

RB211-524G2-T-19 RB211-524G3-T-19 RB211-524H2-T-19

1 150 cycles 1 400 cycles 1 400 cycles

RB211-524H-T-36 550 cycles 800 cycles 800 cycles

RB211 Trent 700

(all Models)

1 250 cycles 1 500 cycles 1 500 cycles

RB211 Trent 800

(all Models)

750 cycles 1 000 cycles 1 000 cycles

D. Terminating Action:

Modification of an engine, in accordance with the instructions of Rolls-Royce SB 72-AG705, SB 72-G706, or SB 72-G707, as applicable to engine type, constitutes terminating action for the repetitive inspections required by this AD for that engine.

Ref. Publications: Rolls-Royce NMSB RB.211-72-AF458 Revision 4 dated 09 March 2009, or Revision 5 dated 20 April 2011.

Rolls-Royce SB 72-AG705 dated 13 July 2012.

Rolls-Royce SB 72-G706 dated 21 June 2012.

Rolls-Royce SB 72-G707 dated 21 June 2012.



2. The original issue of this AD was posted on 28 September 2009 as PAD 09-114 for consultation until 26 October 2009. The Comment Response Document can be found at http://ad.easa.europa.eu.

3. Enquiries regarding this AD should be referred to the Safety Information Section, Executive Directorate, EASA. E-mail [email protected].

4. For any questions concerning the technical content of the requirements in this AD, please contact:


EASA AD No : 2009-0243R3



Rolls-Royce plc., P.O. Box 31, Derby, DE24 8BJ, United Kingdom Telephone: +44 (0) 1332 242424 Fax: +44 (0) 1332 249936

E-mail: [email protected] or download the publication from https://www.aeromanager.com.

EASA Cancellation Notice No : 2012-0272-CN




CANCELLATION NOTICE

AD No.: 2012-0272-CN

Date: 21 December 2012 Note: This Airworthiness Directive (AD) Cancellation Notice (CN) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.


ROLLS-ROYCE plc




Foreign AD: None

Cancellation: This Notice cancels United Kingdom (UK) Civil Aviation Authority (CAA) AD No. 004-03-99 dated 22 March 1999.

ATA 72 CANCELLED: Engine – High Pressure Compressor to High Pressure Turbine Joint Bolts – Inspection


Applicability: RB211 Trent 768-60 and 772-60 engines, all serial numbers up to 41057 inclusive, except those incorporating RR Modification (Mod.) 72-C491.


Reason: During the late 1990’s, Rolls-Royce (RR) identified the risk of failure for bolts in the joint between the high pressure compressor (HPC) pack and the high pressure turbine (HPT).

This condition, if not detected and corrected, could lead to HP Stage 6 compressor disc damage and cracking, possibly resulting in an uncontained engine failure and consequent damage to the aeroplane and injury to occupants.

To address this potential unsafe condition, RR published Non-Modification Service Bulletin (NMSB) RB.211-72-C729, applicable to pre-Mod. 72-C491 engines, which includes instructions to amend the vibration monitoring procedures, as well as the vibration acceptance standards.

On 22 March 1999, the UK CAA issued AD 004-03-99, classifying RR NMSB RB.211-72-C729 as mandatory, requiring the monitoring of N3 vibration levels to detect bolt failure in the joint between the HPC pack and the HPT and, depending on findings, the accomplishment of applicable corrective actions.

Since that AD was issued, RR SB 72-C491, which introduced an enhanced HPC rotor shaft-to-HPT rotor disc retaining bolting, was classified as mandatory by CAA UK AD 004-10-99 in October 1999. Modification of an engine as required by AD 004-10-99 terminates the actions required by CAA UK AD 004-03-99 for that engine.

EASA Cancellation Notice No : 2012-0272-CN



For affected engines installed on aeroplanes registered in Europe, the compliance time for AD 004-10-99 (referencing RR SB 72-C491 Revision 1) expired on 30 June 2000. The results of a recent world-wide survey of shop visit reports confirmed that all engines have been modified to incorporate RR SB 72-C491. After review of all available information, EASA have determined that the unsafe condition addressed by CAA UK AD 004-03-99 no longer exists and can no longer develop.

For the reasons described above, this EASA AD Cancellation Notice cancels CAA UK AD 004-03-99.

Effective Date: 21 December 2012


None

Ref. Publications: Rolls-Royce NMSB RB.211-72-C729 dated 26 March 1999, or Revision 1 dated 16 April 1999.

Rolls-Royce SB 72-C491 dated 20 March 1998, or Revision 1 dated 8 October 1999.

Remarks: 1. This AD-CN was posted on 12 November 2012 as PAD 12-142-CN for consultation until 10 December 2012. No comments were received during the consultation period.

2. Enquiries regarding this AD-CN should be referred to the Safety Information Section, Executive Directorate, EASA. E-mail: [email protected].

3. For any question concerning the technical content of this AD-CN, please contact your designated Rolls-Royce representative, or download the publication from your Aeromanager account at www.aeromanager.com.

If you do not have a designated representative or Aeromanager account, please contact Corporate Communications at Rolls-Royce plc, P.O. Box 31, Derby, DE24 8BJ, United Kingdom. Telephone: +44 (0) 1332 242424, or email from http://www.rolls-royce.com/contact/civil_team.jsp identifying the correspondence as being related to Airworthiness Directives.




EASA AD No : 2013-0042




AD No.: 2013-0042

Date: 26 February 2013 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.


Design Approval Holder’s Name :

ROLLS-ROYCE PLC


RB211-524, Trent 500, Trent 700 and Trent 800 series Engines

TCDS Numbers: EASA.E.042, EASA.E.060, United Kingdom Nos. 1046, 1048 and 1051


Supersedure: This AD supersedes EASA AD 2009-0073R1 dated 08 April 2009.

ATA 72 Engine – High Pressure Compressor Rotor Discs and Rotor Shafts – Inspection / Replacement


Applicability: RB211 Trent 553-61, 553A2-61, 556-61, 556A2-61, 556B-61, 556B2-61, 560-61 and 560A2-61 engines, all serial numbers. These engines are known to be installed on, but not limited to, Airbus A340 series aeroplanes.

RB211 Trent 768-60, 772-60, 772B-60 and 772C-60 engines, all serial numbers. These engines are known to be installed on, but not limited to, Airbus A330 series aeroplanes.

RB211 Trent 875-17, 877-17, 884-17, 884B-17, 892-17, 892B-17 and 895-17 engines, all serial numbers. These engines are known to be installed on, but not limited to, Boeing 777 series aeroplanes.

RB211-524G2-T-19, RB211-524G3-T-19, RB211-524H-T-36 and RB211-524H2-T-19 engines. These engines are known to be installed on, but not limited to, Boeing 747 and 767 series aeroplanes.

Reason: During manufacture of a number of high pressure compressor (HPC) Stage 1 and 2 discs with axial dovetail slots, anomalies at the disc post corners were found. Fatigue crack initiation and subsequent crack propagation at the disc post may result in failure of two blades and the disc post.

This condition, if not detected and corrected, could lead to an uncontained engine failure and consequent release of high energy debris, possibly resulting in

EASA AD No : 2013-0042



damage to the aeroplane and injury to occupants.

To address this potential unsafe condition, EASA issued AD 2009-0073 (later revised) to require repetitive inspections of the axial dovetail slots and, depending on findings, accomplishment of the applicable corrective action(s).

Since EASA AD 2009-0073R1 was published, the relevant Rolls-Royce (RR) Non-Modification Service Bulletin (NMSB), RB.211-72-AF964, has been amended to Revision 3, adding several HPC rotor discs and -shafts, identified by Part Number (P/N) in Section 1.A of that NMSB, which also need to be inspected.

For the reasons described above, this new EASA AD retains the requirements of EASA AD 2009-0073R1, which is superseded, and extends the applicability to all HPC rotor discs and HPC rotor shafts identified in Section 1.A of RR NMSB RB.211-72-AF964 at Revision 3.

Effective Date: 12 March 2013



(1) For engines with an HPC rotor disc/shaft installed with a P/N as listed in Section 1.A of RR NMSB RB.211-72-AF964 Revision 3, as applicable to engine type, during each qualifying shop visit (as defined in Section 1.C.(1) of RR NMSB RB.211-72-AF964 Revision 3) after the part exceeds 1 000 cycles since new (CSN), inspect the axial dovetail slots in accordance with the instructions of Section 3 of RR NMSB RB.211-72-AF964 Revision 3.

(2) If, during any inspection as required by paragraph (1) of this AD, discrepancies are detected, before release to service of the engine, accomplish the applicable corrective action(s) in accordance with the instructions of Section 3 of RR NMSB RB.211-72-AF964 Revision 3.

(3) If, on the effective date of this AD, an engine with an affected part (P/N as listed in Section 1.A of RR NMSB RB.211-72-AF964 Revision 3) that has accumulated or exceeded 1 000 CSN is undergoing overhaul and in a condition as defined in Section 1.C.(2) of RR NMSB RB.211-72-AF964 Revision 3, before release to service of the engine, inspect the axial dovetail slots and, depending on findings, accomplish the applicable corrective action(s), in accordance with the instructions of Section 3 of RR NMSB RB.211-72-AF964 Revision 3.

(4) From the effective date of this AD, installation on an aeroplane of an engine that contains an affected part (HPC rotor disc/shaft with a P/N as listed in Section 1.A of RR NMSB RB.211-72-AF964 Revision 3) is allowed, provided that, after installation, that engine is inspected and, depending on findings, corrected, as required by paragraphs (1) and (2) of this AD.

Ref. Publications: Rolls-Royce NMSB RB.211-72-AF964 Revision 3 dated 11 January 2013.

The use of later approved revisions of this document is acceptable for compliance with the requirements of this AD.


2. This AD was posted on 21 January 2013 as PAD 13-017 for consultation until 18 February 2013. The Comment Response Document can be found at http://ad.easa.europa.eu.





EASA AD No : 2013-0042



If you do not have a designated representative or Aeromanager account, please contact Corporate Communications at Rolls-Royce plc., P.O. Box 31, Derby, DE24 8BJ, United Kingdom, telephone: +44 (0) 1332 242424, or send an e-mail through http://www.rolls-royce.com/contact/civil_team.jsp identifying the correspondence as being related to Airworthiness Directives.


EASA AD No.: 2013-0038




AD No.: 2013-0038 [Correction: 28 February 2013] Date: 27 February 2013 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.



ROLLS-ROYCE plc





Supersedure: This AD supersedes EASA Emergency AD 2013-0030-E dated 13 February 2013.

ATA 72 Engine – Air Guide Tube / Phonic Ring – Inspection


Applicability: Group 1: RB211 Trent 700 series engines, serial numbers (s/n) 41073, 41134, 41206, 41170, 41065, 41128, 41242, 41244, 41224 and 41225.

Group 2: RB211 Trent 700 series engines, s/n 41062, 41095, 41117, 41146, 41149, 41160, 41215, 41216, 41237, 41250, 41256, 41264 and 41266.

These engines are known to be installed on, but not limited to, Airbus A330 series aeroplanes.

Reason: During overhaul of a Trent 700 engine, it has been discovered that installation of an air guide tube had been omitted during the build of the engine, due to a mix of pre- and post-SB 72-D351 parts. The affected engine had a pre-SB 72-D351 low pressure turbine (LPT) installed and had inadvertently been fitted with a post-SB 72-D351 phonic ring. Further investigation on the maintenance records of other Trent 700 engines concluded that a limited number of engines may have been similarly re-assembled incorrectly following maintenance.

This condition, if not detected and corrected, could lead to failure of the central oil tube and oil leakage into the LPT, possibly resulting in uncontained LPT failure and consequent damage to, and reduced control of, the aeroplane.

To address this potential unsafe condition, EASA issued Emergency AD 2013-0030-E to require a one-time inspection to determine what standard of phonic ring was installed and, depending on findings, corrective action. Identification of a combination of pre-SB 72-D351 module and post-SB 72-D351 phonic ring, Part Number FW17273, requires corrective action.

EASA AD No.: 2013-0038



Identification of a post-SB 72-D351 module confirms that no corrective action is necessary.

Since that AD was issued, Rolls-Royce published Non-Modification Service Bulletin (NMSB) RB.211-72-AH312 that provides the inspection and correction instructions as relevant to the requirements of EASA AD 2013-0030-E, and identified a further 13 engines that were (re)assembled at the same overhaul facility and therefore could be at risk of the same build error.

For the reason described above, this AD retains the requirements of EASA AD 2013-0030-E, which is superseded, and expands the Applicability by adding engines which must also be inspected.

This AD has been republished to correct a typographical error in the Reason.

Effective Date: 01 March 2013



(1) For Group 1 engines, as identified in the Applicability section of this AD:

Before next flight after 13 February 2013 [the effective date of EASA AD 2013-0030-E], inspect the LPT module standard to determine whether this is pre-SB 72-D351 and, if so, inspect the LPT phonic ring standard and, depending on findings, accomplish the corrective actions in accordance with Section 3 of the instructions of Rolls-Royce NMSB RB.211-72-AH312.

(2) For Group 2 engines, as identified in the Applicability section of this AD:

Within 2 months after the effective date of this AD, inspect the LPT module standard to determine whether this is pre-SB 72-D351 and, if so, inspect the LPT phonic ring standard and, depending on findings, accomplish the corrective actions in accordance with Section 3 of the instructions of Rolls-Royce NMSB RB.211-72-AH312.

(3) From the effective date of this AD, do not install an affected engine (s/n as identified in the Applicability of this AD) on an aeroplane, unless it has been inspected and, depending on findings, corrected in accordance with the instructions of Rolls-Royce NMSB RB.211-72-AH312.

Ref. Publications:

Rolls-Royce NMSB RB.211-72-AH312 original issue dated 22 February 2013.


Rolls-Royce SB RB.211-72-D351 Revision 1 dated 16 November 2004.


2. Based on the required actions and the compliance time, EASA have decided to issue a Final AD with Request for Comments, postponing the public consultation process until after publication.


4. For any question concerning the technical content of the requirements in this AD, please contact your designated Rolls-Royce representative, or download the publication from your Aeromanager account at www.aeromanager.com, or contact at Rolls-Royce plc. Corporate Communications, P.O. Box 31, Derby, DE24 8BJ, United Kingdom, telephone: +44 (0) 1332 242424, or send an e-mail through http://www.rolls-royce.com/contact/civil_team.jsp identifying the correspondence as being related to Airworthiness Directives.




EASA AD No.: 2013-0155




AD No.: 2013-0155 Date: 18 July 2013 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.



ROLLS-ROYCE plc


RB211-535 and Trent 700 engines

TCDS Numbers: United Kingdom No. 1044 and EASA.E.042


Supersedure: None

ATA 72 Engine – High Pressure / Intermediate Pressure Turbine Discs – Identification / Replacement


Applicability: RB211-535E4-37, E4-B-37 and E4-C-37 engines, all serial numbers. These engines are known to be installed on, but not limited to, Boeing 757 series aeroplanes.

RB211 Trent 768-60, 772-60, 772B-60 and 772C-60 engines, all serial numbers. These engines are known to be installed on, but not limited to, Airbus A330 series aeroplanes.

Reason: During a recent inspection of a high pressure (HP) turbine disc forged by a specific supplier, the disc was found to be contaminated with a steel inclusion, due to an inadequate cleaning procedure in the operation of the melt furnace, following a steel melt. Analysis of melt and inspection data concluded that all discs manufactured from the batch of material in which this steel inclusion was found, had a significant risk of containing steel inclusions. Rolls-Royce has carried out an analysis of the effect of the steel inclusions on the Declared Safe Cyclic Lives (DSCL) of the affected HP and intermediate pressure (IP) turbine discs. This analysis concluded that the currently published DSCL cannot be supported for several discs containing the subject inclusions.

This condition, if not corrected, could lead to an uncontained HP or IP turbine disc failure, possibly resulting in damage to, and reduced control of, the aeroplane.

For the reasons described above, this AD requires removal from service of certain HP and IP turbine discs before their accumulated cyclic lives have reached the revised limits.

Effective Date: 01 August 2013

EASA AD No.: 2013-0155





(1) Within 30 days after the effective date of this AD, determine whether a HP or IP turbine disc, as identified by Part Number (P/N) and serial number (s/n) in Appendix 1 of this AD, is installed on the engine and, if so, determine the accumulated flight cycles (FC) since new for each affected HP or IP turbine disc as applicable.

(2) If, as a result of the determination as required by paragraph (1) of this AD, the accumulated cyclic life since new of an affected HP or IP turbine disc is equal to or exceeds the applicable reduced cyclic life limit as specified in Appendix 1 of this AD, before next flight, replace the affected HP or IP turbine disc with a serviceable part in accordance with the instructions of Rolls-Royce Non-Modification Service Bulletin (NMSB) RB.211-72-AH215 or NMSB RB.211-72-AH152 Revision 1, as applicable.

(3) If, as a result of the determination as required by paragraph (1) of this AD, the accumulated cyclic life since new of an affected HP or IP turbine disc is less than the applicable reduced cyclic life limit as specified in Table 1 of this AD, before exceeding the applicable reduced cyclic life limit as specified in Appendix 1 of this AD, replace the affected HP or IP turbine disc with a serviceable disc in accordance with the instructions of Rolls-Royce NMSB RB.211-72-AH215 or NMSB RB.211-72-AH152 Revision 1, as applicable.

(4) From the effective date of this AD, do not install a HP or IP turbine disc having a P/N and s/n as listed in Appendix 1 of this AD, unless it has been determined that the total accumulated cyclic life since new of the component is less than the applicable reduced cyclic life limit as specified in Appendix 1 of this AD.

Ref. Publications: Rolls-Royce NMSB RB.211-72-AH215 original issue, dated 6 December 2012.

Rolls-Royce NMSB RB.211-72-AH152 original issue, dated 28 February 2013, or Revision 1 dated 3 July 2013.



2. This AD was posted on 23 March 2013 as PAD 13-050 for consultation until 19 April 2013. The Comment Response Document can be found at http://ad.easa.europa.eu.


4. For any question concerning the technical content of the requirements in this AD, please contact your designated Rolls-Royce representative, or download the publication from your Aeromanager account at www.aeromanager.com, or contact Rolls-Royce plc. Corporate Communications, P.O. Box 31, Derby, DE24 8BJ, United Kingdom, telephone: +44 (0) 1332 242424, or send an e-mail through http://www.rolls-royce.com/contact/civil_team.jsp identifying the correspondence as being related to Airworthiness Directives.

http://ad.easa.europa.eu/




EASA AD No.: 2013-0155



Appendix 1: Reduced cyclic lives for HP / IP Turbine Discs

Engine P/N s/n Reduced Cyclic Life Limit

RB211-535

UL39767 LDRCZ19900

11 400 FC UL39767 LDRCZ19903

UL39767 LDRCZ19904

Trent 700

FK26893 LDRCZ19901

8 687 FC

(see Note)

FK26893 LDRCZ20081

FK26893 LDRCZ20082

FK26893 LDRCZ20084

FK26893 LDRCZ20088

FK26893 LDRCZ20089

FK26893 LDRCZ20090

FK26893 LDRCZ20093

FK26893 LDRCZ20094

FK26893 LDRCZ20097

FK26893 LDRCZ20099

FK26893 LDRCZ20100

FK20795 or

FW53118 LDREB12176

9 270 FC

(see Note)

FK20795 or

FW53118 LDREB12177

FK20795 or

FW53118 LDREB12178

FK20795 or

FW53118 LDREB12179

FK20795 or

FW53118 LDREB12180

Note: If maximum approved cyclic life of an affected HP or IP turbine disc, as specified in the latest issue of the applicable Time Limits Manual (TLM), is lower than the applicable cyclic life limit specified in Appendix 1 of this AD, the disc must be removed before exceeding the applicable TLM limit.

EASA AD No.: 2013-0190




AD No.: 2013-0190 Date: 20 August 2013 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.



ROLLS-ROYCE plc





Supersedure: None

ATA 73 Engine Fuel & Control – Engine Electronic Control – Software Update


Applicability: RB211 Trent 768-60, 772-60, 772B-60 and 772C-60 engines, all serial numbers.


Reason: An operator of an A330 aeroplane fitted with RR Trent 772B engines experienced an engine uncontained multiple turbine blade failure. Investigation results showed that High Pressure/Intermediate Pressure (HP/IP) oil vent tubes may be affected by carbon deposit and may also be damaged by their outer heat shields, which in this case led to combustion inside the tube. The consequent chain of events resulted in an engine internal fire which caused the failure of the IP Turbine (IPT) disc drive arm.

This condition, if not corrected, could lead to uncontained multiple turbine blade failures or an HP/IP turbine disc burst, possibly resulting in damage to, and reduced control of, the aeroplane.

Prompted by these findings, an Intermediate Pressure Turbine Overspeed System (IPTOS) protection function was introduced, and subsequently required by EASA AD 2009-0075 for Airbus A330 aeroplanes.

Since that AD was issued, following further engineering evaluation, some limitations have been identified and modifications have been developed to improve the effectiveness of the IPTOS protection function within the Engine Electronic Control (EEC).

EASA AD No.: 2013-0190



For the reasons described above, this AD requires introduction of the enhanced IPTOS protection function by installation of a reprogrammed EEC, which shuts down the engine when shaft failure is detected.

Effective Date: 03 September 2013



(1) Not later than 31 December 2018, modify the engine by installing an EEC incorporating EEC software standard A14.1.3 in accordance with the instructions of Rolls-Royce Alert Service Bulletin (ASB) RB.211-73-AG829.

(2) The modification as required by paragraph (1) of this AD does not affect the aeroplane modifications as required by EASA AD 2009-0075. After installation on an aeroplane of Trent 700 engines, modified as required by paragraph (1) of this AD, that aeroplane remains compliant with EASA AD 2009-0075.

(3) Installation of an EEC incorporating an EEC software standard later than A14.1.3 is acceptable to comply with the requirement of this AD.

(4) After modification of an engine as required by paragraph (1) of this AD, do not install any EEC unit on that engine, unless the software standard is A14.1.3 or higher.

Ref. Publications: Rolls-Royce ASB RB.211-73-AG829 dated 18 April 2012.



2. This AD was posted on 02 July 2013 as PAD 13-090 for consultation until 30 July 2013. The Comment Response Document can be found at http://ad.easa.europa.eu/.



If you do not have a designated representative or Aeromanager account, please contact Corporate Communications at Rolls-Royce plc, P.O. Box 31, Derby, DE24 8BJ, The United Kingdom. Telephone: +44 (0) 1332 242424, or email from http://www.rolls-royce.com/contact/civil_team.jsp identifying the correspondence as being related to Airworthiness Directives.





EASA AD No.: 2014-0031




AD No.: 2014-0031 Date: 04 February 2014 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.



ROLLS-ROYCE plc





Supersedure: This AD supersedes EASA AD 2013-0060 dated 11 March 2013.

ATA 72 Engine – Low Pressure Compressor Blades – Inspection / Replacement


Applicability: RB211 Trent 768-60, 772-60, 772B-60 and 772C-60 engines, all serial numbers.


Reason: Low Pressure (LP) compressor partial aerofoil blade release events occurred in service on RR Trent 700 engines. While primary containment of the released sections was achieved in each case, some of the releases did exhibit secondary effects that are considered to present a potential hazard. Previously, expeditious actions by RR mitigated the risks presented by these effects, by removal from service of batches of LP compressor blades. However, some causal factors still exist that are not fully understood.

This condition, if not detected and corrected, could lead to LP compressor blade release with possible consequent loss of the engine nose cowl, under cowl fires and forward projection of secondary debris, possibly resulting in damage to the aeroplane and/or injury to persons on the ground.

To address this potential unsafe condition, EASA issued AD 2012-0247 to require a one-time inspection of the higher life LP compressor blades.

After identification of a population of these LP compressor blades that were incorrectly inspected, EASA issued AD 2013-0060, superseding AD 2012-0247, to require re-inspection of the affected blades.

Since EASA AD 2013-0060 was issued, to mitigate the risk of further partial fan blade release events, RR issued Non-Modification Service Bulletin (NMSB)

EASA AD No.: 2014-0031



RB.211-72-AH465, providing instructions for a programme of repetitive ultrasonic inspections of the affected LP compressor blades to detect sub-surface anomalies in the aerofoil.

For the reasons described above, this AD supersedes EASA AD 2013-0060 and requires repetitive inspections of all affected LP compressor blades and, depending on findings, replacement.

Effective Date: 18 February 2014



Note: Where in this AD, reference is made to an RR SB or NMSB with an ‘A’ (Alert) in the number, it should be recognised that an earlier or later revision may not have that ‘A’. This kind of change does not effectively alter the publication references for the purpose of this AD.

(1) For LP Compressor blades Part Number (P/N) FK23411, P/N FK25441, P/N FK25968, P/N FW11901, P/N FW15393, P/N FW23643, P/N FW23741, P/N FW23744, P/N KH23403 and P/N KH23404, before exceeding 3 600 FC since new and, thereafter, at intervals not to exceed 2 400 FC, accomplish an ultrasonic inspection of each LP compressor blade in accordance with the instructions of Section 3 of RR NMSB RB.211-72-AH465.

LP compressor blade ultrasonic inspections accomplished in accordance with the instructions referenced in the mandatory inspection section of the applicable engine Time Limits Manual (TLM) T-Trent-1RR are acceptable to comply with the inspection requirements of paragraph (1) of this AD.

(2) LP compressor blade ultrasonic inspections, accomplished before the effective date of this AD in accordance with the instructions of Rolls-Royce NMSB RB.211-72-G702, or NMSB RB.211-72-G872, or NMSB RB.211-72-H311, or Engine Manual (EM) E-Trent-1RR, Task 72-31-11-200-806, are acceptable to comply with the inspection requirements of paragraph (1) of this AD.

(3) For any blade that, on the effective date of this AD, has already exceeded 2 200 FC since last inspection, the next inspection must be accomplished before exceeding 3 000 FC since the last inspection. Thereafter, repetitive inspections must be accomplished as required by paragraph (1) of this AD.

(4) If, during any inspection as required by paragraph (1) or (3) of this AD, a LP Compressor blade fails the ultrasonic inspection, before next flight, or before release to service of the engine, as applicable, replace the affected blade with a serviceable one.

(5) From the effective date of this AD, installation on an engine of a replacement LP compressor blade having P/N FK23411, P/N FK25441, P/N FK25968, P/N FW11901, P/N FW15393, P/N FW23643, P/N FW23741, P/N FW23744, P/N KH23403 or P/N KH23404, that has accumulated or exceeded 3 600 FC since new, or 2 400 FC since inspection in accordance with RR NMSB RB.211-72-AH465, or since an inspection as specified in paragraph (2) of this AD, whichever occurred later, is allowed, provided that, prior to installation, the replacement LP compressor blade has passed the ultrasonic inspection in accordance with the instructions of Section 3 of RR NMSB RB.211-72-AH465.

Ref. Publications: Rolls-Royce NMSB RB.211-72-G702 dated 23 May 2011.

Rolls-Royce NMSB RB.211-72-G872 dated 2 April 2012, or Revision 1 dated 2 July 2012, or Revision 2 dated 08 March 2013.

Rolls-Royce NMSB RB.211-72-H311 dated 08 March 2013.

Rolls-Royce NMSB RB.211-72-AH465 dated 15 July 2013.

EASA AD No.: 2014-0031



RR Trent 700 EM E-Trent-1RR.

RR Trent 700 TLM T-Trent-1RR.



2. This AD was posted on 19 November 2013 as PAD 13-170 for consultation until 17 December 2013. The Comment Response Document can be found at http://ad.easa.europa.eu.



If you do not have a designated representative or Aeromanager account, please contact Corporate Communications at Rolls-Royce plc, P.O. Box 31, Derby, DE24 8BJ, United Kingdom. Telephone: +44 (0) 1332 242424, or

send an email through http://www.rolls-royce.com/contact/civil_team.jsp identifying the correspondence as being related to Airworthiness Directives.





EASA AD No : 2014-0152




AD No.: 2014-0152 [Correction: 25 June 2014] Date: 20 June 2014 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.



ROLLS-ROYCE PLC


RB211 Trent 500, 700, 800 and 900 engines

TCDS Numbers: EASA.E.012, EASA.E.042, EASA.E.047 and EASA.E.060


Supersedure: This AD supersedes EASA AD 2013-0002 dated 04 January 2013.

ATA 72 Engine – Intermediate Pressure Compressor Rotor Shaft and Balance Weights – Inspection / Modification


Applicability: Models RB211 Trent 553-61, 553A2-61, 556-61, 556A2-61, 556B-61, 556B2-61, 560-61 and 560A2-61 engines, all serial numbers. These engines are known to be installed on, but not limited to, Airbus A340-500 and A340-600 series aeroplanes.

Models RB211 Trent 768-60, 772-60, 772B-60 and 772C-60 engines, all serial numbers. These engines are known to be installed on, but not limited to, Airbus A330 series aeroplanes.

Models RB211 Trent 875-17, 877-17, 884-17, 884B-17, 892-17, 892B-17 and 895-17 engines, all serial numbers. These engines are known to be installed on, but not limited to, Boeing 777 series aeroplanes.

Models RB211 Trent 970-84, 970B-84, 972-84, 972B-84, 977-84, 977B-84 and 980-84 engines, all serial numbers. These engines are known to be installed on, but not limited to, Airbus A380 series aeroplanes.

Reason: Cracks have been found on the rear balance land feature of the Intermediate Pressure (IP) Compressor rotor shaft of two in-service Trent 800 engines and on one in-service Trent 700 engine. The cracking had initiated from frettage marks caused by balance weights, but the key factors behind the crack propagation are not fully understood. Stress analysis of the damage condition has shown that it presents a possible threat to the rotor integrity.

This condition, if not detected and corrected, could lead to IP Compressor rotor shaft failure and consequent non-contained high energy debris, possibly

EASA AD No : 2014-0152



resulting in damage to the aeroplane.

EASA initially issued AD 2007-0052 to address this unsafe condition with visual inspections of the balance land. Subsequently, RR improved the inspection methods for the Trent 700 and 800 engines and developed a modification for those engines, accomplishment of which terminates the need for on-wing inspections. EASA AD 2010-0266 incorporated these changes and superseded EASA AD 2007-0052 requiring, for the Trent 700 and 800 engines, repetitive on-wing borescope and in-shop Eddy Current (EC) inspections of the IP Compressor rotor shaft for discrepancies and, depending on findings, corrective actions.

For the Trent 500 engines, EASA AD 2010-0266 (later revised) required repetitive in-shop visual inspections, in accordance with RR Alert Non-Modification Service Bulletin (NMSB) RB.211-72-AF260 at Revision 4 or, alternatively, in-shop EC inspections in accordance with RR NMSB RB.211-72-G448 Revision 1, to detect discrepancies in the IP Compressor rotor shaft and, depending on findings, corrective actions.

Since EASA AD 2010-0266R1 was issued, efforts to develop an on-wing EC inspection, intended to increase the effectiveness of the programme for Trent 700 and 800 engines, failed. Consequently, EASA issued AD 2011-0221 (later revised), superseding EASA AD 2010-0266R1and partially retaining its requirements, to require introduction of new balance weight design for Trent 700 and 800 engines. For Trent 500 engines, the requirements are not changed technically relative to EASA AD 2010-0266R1.

Since EASA AD 2011-0221R1 was issued, it was reported that during a recent inspection at shop visit, cracking was detected in a Trent 500 IP Compressor rotor shaft rear balance land. Further engineering evaluation carried out by RR concluded that the mechanism which led to this occurrence may be also present in Trent 900 engines.

Consequently, EASA issued AD 2013-0002, retaining the requirements of EASA AD 2011-0221R1, which was superseded, expanding the Applicability to include all Trent 900 engines, and adding repetitive on-wing inspections for Trent 500 and Trent 900 engines to the requirements.

Since EASA AD 2013-0002 was issued, it was found that for post-mod 72-G401 Trent 800 engines and post-mod 72-G402 Trent 700 engines, which were excluded from the Applicability of that AD, the in-shop inspections must remain required. Those modifications constitute terminating action only for the repetitive on-wing inspections.

In addition, RR have developed modifications for Trent 500 (mod 72-H555) and Trent 900 (mod 72-H561), introducing the new balance weight design, which cancels the required on-wing inspections for those engines.

For the reasons described above, this AD retains the requirements of EASA AD 2013-0002, which is superseded, and requires modification of the affected engines. This AD also clarifies that modification does not constitute terminating action for the repetitive in-shop inspections.

This AD is re-published to correct a RR NMSB in the section ‘Ref. Publications’ where the ATA number and issue date were wrong.

Effective Date: 04 July 2014


Required as indicated, unless already accomplished:

Note: Where in this AD, reference is made to an RR Mod, SB or NMSB with an ‘A’ (Alert) in the number, it should be recognised that an earlier or later revision may not have that ‘A’. This kind of change does not effectively alter the publication references for the purpose of this AD.

EASA AD No : 2014-0152



Trent 700 and Trent 800 engines:

(1) Within the compliance times specified in Table 1 or Table 2 of this AD, as applicable to engine type, accomplish repetitive on-wing visual borescope inspections of the IP Compressor rotor shaft for discrepancies in accordance with the instructions of the associated NMSB. On-wing inspections are not required for engines that have had SB (mod) 72-G401 (Trent 800) or SB (mod) 72-G402 (Trent 700) incorporated.

Table 1 – Trent 700 engine inspections

Compliance time NMSB Instructions

Within 625 flight cycles (FC) after 20 January 2011 [the effective date of AD 2010-0266R1] and thereafter at intervals not to exceed 625 FC

RB.211-72-AG270 Revision 4

Table 2 – Trent 800 engine inspections

Compliance time NMSB Instructions

Within 475 FC after 20 January 2011 [the effective date of AD 2010-0266R1] and thereafter at intervals not to exceed 475 FC

RB.211-72-AG264 Revision 5

(2) During each shop visit after the effective date of this AD in which the engine is sufficiently disassembled to expose the IP Compressor module rear face, accomplish an EC inspection of the IP Compressor rotor shaft for discrepancies in accordance with the instructions of RR NMSB RB.211-72-AG085 Revision 2.

(3) An EC inspection accomplished in shop in accordance with paragraph (2) of this AD is acceptable in lieu of an on-wing visual borescope inspection as required by paragraph (1) of this AD.

If the engine is insufficiently disassembled to expose the rear face of the IP Compressor module, an in-shop visual borescope inspection in accordance with the instructions of RR NMSB RB.211-72-AG270 Revision 4, or RR NMSB RB.211-72-AG264 Revision 5, as applicable to engine type, is acceptable in lieu of an inspection as required by paragraph (1) of this AD.

(4) If, during any inspection as required by paragraph (1) or (2) of this AD, or as specified in paragraph (3) of this AD, discrepancies (as detailed in NMSB RB.211-72-AG264, NMSB RB.211-72-AG270, or NMSB RB.211-72-AG085, as applicable) are detected, within the time period specified in the NMSB or before release to service of the engine, as applicable, accomplish the applicable corrective action(s), depending on findings as detailed in NMSB RB.211-72-AG264, NMSB RB.211-72-AG270, or NMSB RB.211-72-AG085, as applicable, or replace the affected parts with serviceable parts.

(5) At the next shop visit in which the IP Compressor module is scheduled for a module check and repair, module overhaul, or engine refurbishment, or where the engine is disassembled sufficiently to expose the rear face of the IP Compressor module, or within 90 months, whichever occurs first after 28 November 2011 [the effective date of EASA AD 2011-0221], modify the engine (introduction of new balance weight design) in accordance with the instructions of RR SB RB.211-72-AG401 Revision 2 (for RB211 Trent 800) or SB RB.211-72-AG402 Revision 2 (for RB211 Trent 700), as applicable.

EASA AD No : 2014-0152



(6) Modification of an engine as required by paragraph (5) of this AD constitutes terminating action for the repetitive on-wing inspections as required by paragraph (1) of this AD for that engine.

(7) Inspections and modification of an engine (introduction of new balance weight design) accomplished before the effective date of this AD, in accordance with all referenced SBs and NMSBs at any previous revisions, are considered acceptable to comply with the requirements of paragraphs (1), (4) and (5) of this AD for that engine.

Trent 500 engines:

(8) Within 340 FC after 18 January 2013 [the effective date of EASA AD 2013-0002] and, thereafter, at intervals not to exceed 340 FC, accomplish an on-wing visual borescope inspection of the IP Compressor rotor shaft rear balance land in accordance with the instructions of RR NMSB RB.211-72-AH058. On-wing inspections are not required for engines that have had SB (mod) 72-H555 incorporated.

(9) During each shop visit after the effective date of this AD in which the engine is sufficiently disassembled to expose the rear face of the IP Compressor module, accomplish an EC inspection of the IP Compressor rotor shaft in accordance with the instructions of RR NMSB RB.211-72-G448 Revision 3.


If the engine is insufficiently disassembled to expose the rear face of the IP Compressor module, an in-shop visual borescope inspection in accordance with the instructions of RR NMSB RB.211-72-G448 Revision 3 is acceptable in lieu of an inspection as required by paragraph (8) of this AD.

(11) If, during any inspection as required by paragraph (8) or (9) of this AD, or as specified in paragraph (10) of this AD, as applicable, discrepancies (as detailed in NMSB RB.211-72-G448 or NMSB RB.211-72-AH058, as applicable) are detected, within the time period specified in the NMSB or before release to service of the engine, as applicable, accomplish the applicable corrective action(s), depending on findings (as detailed in NMSB RB.211-72-G448 or NMSB RB.211-72-AH058, as applicable) or replace the affected parts with serviceable parts.

(12) At the next shop visit in which the IP Compressor module is scheduled for a module check and repair, module overhaul, or engine refurbishment, or where the engine is disassembled sufficiently to expose the rear face of the IP Compressor module, or within 90 months, whichever occurs first after the effective date of this AD, modify the engine (introduction of new balance weight design) in accordance with the instructions of RR SB RB.211-72-AH555.


Trent 900 engines:

(14) Within 280 FC after 18 January 2013 [the effective date of EASA AD 2013-0002] and, thereafter, at intervals not to exceed 280 FC, accomplish an on-wing visual borescope inspection of the IP Compressor rotor shaft rear balance land in accordance with the instructions of RR NMSB RB.211-72-AH059. On-wing inspections are not required for engines that have had SB (mod) 72-H561 incorporated.

EASA AD No : 2014-0152



(15) During each shop visit after the effective date of this AD in which the engine is sufficiently disassembled to expose the rear face of the IP Compressor module, accomplish an EC inspection of the IP Compressor rotor shaft in accordance with the instructions of RR NMSB RB211-72-G448 Revision 3.


If the engine is insufficiently disassembled to expose the rear face of the IP Compressor module, an in-shop visual borescope inspection in accordance with the instructions of RR NMSB RB.211-72-G448 Revision 3 is acceptable in lieu of an inspection as required by paragraph (14) of this AD.

(17) If, during any inspection as required by paragraph (14) or (15) of this AD, or as specified in paragraph (16) of this AD, as applicable, discrepancies (as detailed in NMSB RB.211-72-G448 or in NMSB RB.211-72-AH059, as applicable) are detected, within the time period specified in the NMSB or before release to service of the engine, as applicable, accomplish the applicable corrective action(s), depending on findings as detailed in NMSB RB.211-72-G448 or NMSB RB.211-72-AH059, as applicable, or replace the affected parts with serviceable parts.

(18) At the next shop visit in which the IP Compressor module is scheduled for a module check and repair, module overhaul, or engine refurbishment, or where the engine is disassembled sufficiently to expose the rear face of the IP Compressor module, or within 90 months, whichever occurs first after the effective date of this AD, modify the engine (introduction of new balance weight design) in accordance with the instructions of RR SB RB.211-72-AH561.


Ref. Publications: Rolls-Royce NMSB RB.211-72-AG085 Revision 2 dated 7 July 2011.

Rolls-Royce NMSB RB.211-72-AG264 Revision 5 dated 21 March 2011.

Rolls-Royce NMSB RB.211-72-AG270 Revision 4 dated 21 March 2011.

Rolls-Royce NMSB RB.211-72-G448 Revision 3 dated 7 July 2011.

Rolls-Royce SB RB.211-72-AG401 Revision 2 dated 5 July 2011, or Revision 3 dated 28 January 2014.

Rolls-Royce SB RB.211-72-AG402 Revision 2 dated 7 July 2011.

Rolls-Royce NMSB RB.211-72-AH058 dated 13 December 2012.

Rolls-Royce NMSB RB.211-72-AH059 dated 11 December 2012.

Rolls-Royce SB RB.211-72-AH555 original dated 18 October 2013, or Revision 1 dated 13 December 2013.

Rolls-Royce SB RB.211-72-AH561 dated 21 October 2013.



2. This AD was posted on 23 January 2014 as PAD 14-019 for consultation until 20 February 2014. The Comment Response Document can be found at http://ad.easa.europa.eu/.


EASA AD No : 2014-0152





If you do not have a designated representative or Aeromanager account, please contact Corporate Communications at Rolls-Royce plc., P.O. Box 31, Derby, DE24 8BJ, United Kingdom, Telephone: +44 (0) 1332 242424, or

send an e-mail through http://www.rolls-royce.com/contact/civil_team.jsp identifying the correspondence as being related to airworthiness directives.




EASA AD No.: 2014-0243R1




AD No.: 2014-0243R1 [Correction: 23 March 2015] Date: 10 December 2014 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.


Design Change Approval Holder’s Name:

ROLLS-ROYCE plc





Revision: This AD revises EASA AD 2014-0243 dated 06 November 2014, which superseded EASA AD 2014-0089 dated 15 April 2014.

ATA 73 Engine Fuel and Control – Low Pressure Fuel Tubes and Clips, Fuel Oil Heat Exchanger Mounts – Inspection / Replacement


Applicability: RB211 Trent 768-60, 772-60, 772B-60 and 772C-60 engines, all serial numbers, if fitted with fuel tube Part Number (P/N) FW53576, which was incorporated through RR modification 73-F343 in production, or by in-service modification in accordance with RR Service Bulletin (SB) RB.211-73-F343.


Reason: Fuel leaks from the engine have occurred in-service due to damage to sections of the fan case Low Pressure (LP) fuel tube which runs between the Fuel Oil Heat Exchanger (FOHE) and the High Pressure Fuel Pump. Frettage damage between the securing clips and the tube outer surface has been caused by excessive movement within the system. Previous experience on a similar engine type indicated that this movement was increased by deterioration of the FOHE mounting hardware. The thinning of the tube wall causes the tube to fracture and fuel loss to occur.

Fuel leak detection and the associated flight crew procedures can be complex, leading to some flight crews failing to detect and/or address such situations.

This condition, if not detected and corrected, could lead to a critical fuel imbalance or in-flight fuel starvation, possibly resulting in engine in-flight shut-down and, consequently, reduced control of the aeroplane.

To address this potential unsafe condition, RR issued Non-Modification Service Bulletin (NMSB) RB.211-73-AH522 to provide instructions to detect and replace deteriorated hardware.

EASA AD No.: 2014-0243R1



Consequently, EASA issued AD 2014-0089 to require repetitive on-wing and in-shop inspections and, depending on findings, replacement of fan case LP fuel tubes, clips and FOHE mounting hardware.

Since that AD was issued, reports were received of a limited number of P-clip tang fractures at clip point 4881 that resulted in frettage and leaks from the LP Fuel tube between the FOHE to LP/HP fuel pump, which occurred prior to the next required inspection in accordance with NMSB RB.211-73-AH522. In all cases, it has been reported that the tangs were found broken at the clip point. Prompted by these occurrences, RR published NMSB RB.211-73-AH837 to provide instructions for additional specific visual inspections of the upper P-clip attaching feature and the bracket holding this P-clip to the oil tank, at shorter intervals than those specified in NMSB RB.211-73-AH522.

For the reasons described above, EASA issued AD 2014-0243, retaining the requirements of EASA AD 2014-0089, which was superseded, and adding repetitive on-wing inspections of the uppermost clip-stack (P/N CP4881) on the FOHE to fuel pump LP fuel tube (P/N FW53576) and the relevant associated bracket (P/N FW26692) and, depending on findings, accomplishment of the applicable corrective action(s).

EASA AD 2014-0243 was revised to correct an omission in paragraph (8) and to add credit in paragraph (7) for certain in-shop inspections.

This AD is re-published to correct an error in paragraph (5), which inadvertently stated to replace any damaged FOHE, instead of any damaged FOHE mounts.

Effective Date: Revision 1: 10 December 2014

Original issue: 20 November 2014



Note: Where in this AD, reference is made to an RR SB or NMSB with an ‘A’ (Alert) in the number, it should be recognised that an earlier or later revision may not have that ‘A’. This kind of change does not effectively alter the publication references for the purpose of this AD.

(1) Within the compliance time specified in Table 1 of this AD and, thereafter, at intervals not to exceed 4 000 flight hours (FH), accomplish an on-wing inspection of fan case LP fuel tubes P/N FW53576 and the relevant associated clips, and FOHE mounts and associated hardware in accordance with the instructions of RR NMSB RB.211-73-AH522.

(2) Inspections on an engine, accomplished before 29 April 2014 [the effective date of EASA AD 2014-0089] in accordance with instructions of RR NMSB RB.211-73-G848 (at any Revision), are acceptable in lieu of the initial inspections as required by paragraph (1) of this AD for that engine.

Table 1

FH accumulated by the Engine since new, on 29 April 2014 [the effective date of EASA AD 2014-0089]

Compliance time

3 200 FH or more Within 800 FH after 29 April 2014 [the effective date of EASA AD 2014-0089]

Less than 3 200 FH Before exceeding 4 000 FH since new

EASA AD No.: 2014-0243R1



(3) Within 800 FH after the effective date of this AD and, thereafter, at intervals not to exceed 800 FH, visually inspect the uppermost clip-stack (P/N CP4881) on the FOHE to fuel pump LP fuel tubes (P/N FW53576) upper section and the relevant associated bracket (P/N FW26692) in accordance with the instructions of RR NMSB RB.211-73-AH837.

(4) From 29 April 2014 [the effective date of EASA AD 2014-0089], during each engine shop visit, inspect the fan case LP fuel tubes P/N FW26589, P/N FW36335, P/N FW26587, P/N FW53576 and P/N FW53577 and the relevant associated clips, and the FOHE mounts and associated hardware, in accordance with the instructions of RR NMSB RB.211-73-AH522.

(5) If, during any inspection as required by paragraph (1) or (4) of this AD, any discrepancies (as defined in RR NMSB RB.211-73-AH522) are detected, within the compliance time(s) specified in RR NMSB RB.211-73-AH522 (for on-wing inspection), or before release to service of the engine (for in-shop inspection), as applicable, replace any damaged fan case LP fuel tube(s) and relevant associated clips, and/or any damaged FOHE mounts and associated hardware, in accordance with the instructions of RR NMSB RB.211-73-AH522.

(6) If, during any inspection as required by paragraph (3) of this AD, any discrepancies (as defined in RR NMSB RB.211-73-AH837) are detected, accomplish the applicable corrective action(s), depending on findings, as specified in paragraph (6.1) or (6.2) of this AD, as applicable.

(6.1) For the clip-stack (P/N CP4881), before next flight, remove the clip, inspect the fuel tube in accordance with the instructions of RR NMSB RB.211-73-AH837, and, depending on condition, replace the affected fan case LP fuel tube and relevant associated clips in accordance with the instructions of RR NMSB RB.211-73-AH837.

(6.2) For the associated bracket (P/N FW26692), within 100 FH after detection of the discrepancy, replace the bracket and inspect the fuel tube in accordance with the instructions of RR NMSB RB.211-73-AH837, and, depending on condition, replace the affected fan case LP fuel tubes and relevant associated clips in accordance with the instructions of RR NMSB RB.211-73-AH837.

(7) An in-shop inspection accomplished in accordance with the instructions of RR NMSB RB.211-73-AH522 is acceptable in lieu of an on-wing inspection as required by paragraph (1) of this AD.

An in-shop inspection accomplished in accordance with the instructions of RR NMSB RB.211-73-AH522 is acceptable in lieu of a visual inspection as required by paragraph (3) of this AD.

(8) Replacement of fan case LP fuel tubes and the relevant associated clips or FOHE mounts and associated hardware with serviceable parts, as required by paragraph (5) or (6) of this AD, as applicable, does not constitute terminating action for the repetitive inspections required by paragraphs (1), (3) and (4) of this AD.

Ref. Publications: Rolls-Royce NMSB RB.211-73-AH522 dated 20 September 2013, or Revision 1 dated 18 March 2014.

Rolls-Royce SB RB.211-73-F343 dated 08 November 2006, or Revision 1 dated 14 May 2009, or Revision 2 dated 1 July 2009, or Revision 3 dated 15 July 2009, or Revision 4 dated 26 May 2011.

Rolls-Royce NMSB RB.211-73-AH837 dated 09 September 2014.


EASA AD No.: 2014-0243R1




2. The original issue of this AD was posted on 10 September 2014 as PAD 14-140 for consultation until 08 October 2014. The Comment Response Document can be found at http://ad.easa.europa.eu/.

3. Enquiries regarding this AD should be referred to the Safety Information Section, Certification Directorate, EASA. E-mail: [email protected].


If you do not have a designated representative or Aeromanager account, please contact Corporate Communications at Rolls-Royce plc., P.O. Box 31, Derby, DE24 8BJ, United Kingdom, telephone: +44 (0) 1332 242424, or






EASA AD No.: 2015-0105




AD No.: 2015-0105 Date: 10 June 2015 Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation.

This AD is issued in accordance with EU 748/2012, Part 21.A.3B. In accordance with EU 1321/2014 Annex I, Part M.A.301, the continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by the Agency [EU 1321/2014 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption].


ROLLS-ROYCE plc





Supersedure: This AD supersedes EASA AD 2014-0168 dated 16 July 2014.

ATA 72 Engine – High / Intermediate Pressure Turbine Bearing Support Oil Feed Tube Sealing Sleeve – Inspection / Replacement


Applicability: RB211 Trent 768-60, 772-60, 772B-60 and 772C-60 engines, all serial numbers (s/n). These engines are known to be installed on, but not limited to, Airbus A330 aeroplanes.

Reason: Several occurrences were reported of high oil consumption on Trent 700 engines, caused by fracture of the High/Intermediate Pressure (HP/IP) turbine support internal oil feed tube Part Number (P/N) FW46689. The oil feed tube threaded end adaptor and sealing sleeve P/N FW15003 are designed to form a sliding joint which, if restrained, can compress the oil feed tube during thermal contraction of the turbine casing at the end of the flight cycle. On each subsequent flight, the thermal growth and contraction of the turbine casing relative to the oil tube, during the heating and cooling phases of the flight cycle, apply a load cycle to the tube, which may lead to low cycle fatigue fracture.

This condition, if not detected and corrected, could lead to fire and overheating of the turbine discs and, consequently, an uncontained engine failure, possibly resulting in damage to the aeroplane and injury to occupants and/or persons on the ground.

Investigation of the affected oil feed tube sealing sleeve P/N FW15003 found that one supplier of this part had manufactured some sealing sleeves with the internal diameter below the drawing minimum, which can cause binding at the sliding joint. Investigation of the supply history identified a population of engines which have potentially been fitted with an affected sleeve during manufacture, or during Module 51 rework (check, repair or higher level work scope) between 1 July 2009 and 31 October 2013, as identified in RR Non-Modification Service Bulletin (NMSB) RB.211-72-AH673.

EASA AD No.: 2015-0105



Prompted by these findings, EASA issued AD 2014-0168 to require a one-time inspection of the affected engines and removal from service of all affected P/N FW15003 oil feed tube sealing sleeves.

Since that AD was issued, investigation results confirmed that most occurrences were attributable to the non-conforming sealing sleeve. However, a more recent event of high oil consumption was reported, on an engine which did not have an affected sealing sleeve fitted. Investigation established that some external oil feed adaptors P/N FW49471 have been manufactured with an outer diameter larger than the drawing maximum.

This condition can restrain the sliding joint in a similar way as an undersized sealing sleeve, possibly resulting in the same unsafe condition addressed by EASA AD 2014-0168.

For the reasons described above, this AD retains the requirements of EASA AD 2014-0168, which is superseded, and requires a one-time inspection of more oil feed sealing sleeves, and, depending on findings, replacement of the sealing sleeves and external tubes.

Effective Date: 24 June 2015



Note: Where, in this AD, reference is made to an RR Mod, SB or NMSB with an ‘A’ (Alert) in the number, it should be recognised that an earlier or later revision may not have that ‘A’. This kind of change does not effectively alter the publication references for the purpose of this AD.

Re-statement of the requirements of EASA AD 2014-0168:

(1) For engines s/n up to 42330 inclusive, except s/n 42310, 42311, 42312, 42314 to 42317 inclusive, 42321 to 42327 inclusive, and 42329:

Within 6 months after 01 August 2014 [the effective date of EASA AD 2014-0168], inspect the P/N FW15003 oil feed tube sealing sleeve and, if it is determined that the oil feed tube sealing sleeve was manufactured by supplier A, as defined in RR NMSB RB211-72-AH673, and does not have the marking 102013, 112013 or 102013L, take a replicast and replace the affected oil feed tube sealing sleeve with a serviceable oil feed tube sealing sleeve in accordance with the instructions of RR NMSB RB211-72-AH673.

(2) Within 30 days after taking the replicast, as required by paragraph (1) of this AD, send the replicast to RR in accordance with the instructions of RR NMSB RB211-72-AH673.

(3) For all engines: From 01 August 2014 [the effective date of EASA AD 2014-0168], it is allowed to install on any engine an oil feed tube sealing sleeve P/N FW15003 manufactured by supplier A (as defined in RR NMSB RB211-72-AH673), provided the part has the marking 102013, 112013 or 102013L.

New requirements of this AD:

(4) For engines s/n up to 42330 inclusive: Within 1 600 flight cycles or 24 months, whichever occurs first after the effective date of this AD, inspect each P/N FW15003 oil feed sealing sleeve to identify the marking 102013, 112013 or 102013L in accordance with the instructions of RR NMSB RB.211-72-AJ035.

A review of engine maintenance records is acceptable to make the determination as specified in this paragraph, provided those records can be relied upon for that purpose, and the markings on the P/N FW15003 oil feed sealing sleeve can be conclusively identified from that review.

EASA AD No.: 2015-0105



(5) If, during the inspection as required by paragraph (4) of this AD, a sealing sleeve P/N FW15003 is found without marking 102013, 112013 or 102013L, before next flight or (if inspected in shop) before release to service of the engine, as applicable, replace the affected external oil feed tube P/N FW14193 and the sealing sleeve with serviceable parts in accordance with the instructions of RR NMSB RB.211-72-AJ035.

(6) For all engines: From the effective date of this AD, it is allowed to install on any engine an oil feed tube sealing sleeve P/N FW15003, provided the part has the marking 102013, 112013 or 102013L.

Ref. Publications: Rolls-Royce NMSB RB.211-72-H673 dated 30 January 2014, or Revision 1 dated 21 February 2014, or NMSB RB.211-72-AH673 Revision 2 dated 27 June 2014.

Rolls-Royce NMSB RB.211-72-AJ035 dated 11 May 2015, or Revision 1 dated 20 May 2015.



2. This AD was posted on 05 May 2015 as PAD 15-056 for consultation until 02 June 2015. The Comment Response Document can be found at http://ad.easa.europa.eu.

3. Enquiries regarding this AD should be referred to the Safety Information Section, Certification Directorate, EASA. E-mail: [email protected].


If you do not have a designated representative or Aeromanager account, please contact Corporate Communications at Rolls-Royce plc., P.O. Box 31, Derby, DE24 8BJ, United Kingdom, Telephone: +44 (0) 1332 242424, or






2009-0073 r1 corrected - civil aviation safety authority · rb211- 535 series engines, model...

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