EASA AIRWORTHINESS DIRECTIVE CANCELLATION NOTICE · PDF fileEASA AIRWORTHINESS DIRECTIVE...

EASA AD Cancellation Notice No : 2010-0242-CN

EASA Form 116 /2

EASA AIRWORTHINESS DIRECTIVE

CANCELLATION NOTICE

AD No.: 2010-0242-CN Date: 02 March 2011 Note: This Airworthiness Directive (AD) Cancellation Notice 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.

Type Approval Holder’s Name :

ROLLS-ROYCE PLC

Type/Model designation(s) :

RB211 Trent 900 series engines

TCDS Number : EASA.E.012

Foreign AD : Not applicable

Cancellation : This notice cancels EASA AD 2010-0242R1 dated 21 December 2010, which revised EASA Emergency AD 2010-0242-E dated 22 November 2010; the original issue of this AD superseded EASA AD 2010-0236-E dated 10 November 2010.

ATA 72 Engine – High Pressure / Intermediate Pressure (HP/IP) Structure – Inspections

Manufacturer(s): Rolls-Royce plc

Applicability: RB211 Trent 900 series engines, variants RB211 Trent 970-84, RB211 Trent 970B-84, RB211 Trent 972-84, RB211 Trent 972B-84, RB211 Trent 977-84, RB211 Trent 977B-84 and RB211 Trent 980-84, all serial numbers.

These engines are known to be installed on, but not limited to, Airbus A380 series aeroplanes.

Reason: On 4 November 2010, an uncontained engine failure occurred on a Rolls-Royce RB211 Trent 900 involving release of high energy debris and resulting in damage to the aeroplane. Analysis of the preliminary elements from the incident investigation showed that an oil fire in the High Pressure / Intermediate Pressure (HP/IP) structure cavity could have initiated a sequence of events leading to rupture of the drive arm of the IP Turbine (IPT) disc and subsequent overspeed and burst of that same disc.

Pending conclusion of the investigation, EASA issued AD 2010-0242-E, which superseded AD 2010-0236-E, requiring repetitive inspections of the Low Pressure Turbine (LPT) case drain, HP/IP structure air buffer cavity and oil service tubes in order to detect any abnormal oil leakage, and if any discrepancy was found, prohibiting further engine operation.

Progress of the on-going investigation showed that the most probable primary failure was an oil feed tube fracture, initiated by thin wall section, leading to an oil leak and fire. This thin wall section was confirmed to have originated during the manufacturing process. Manufacturing and inspection data, and stress analysis performed by Rolls-Royce, confirmed that oil feed tubes with a

EASA AD Cancellation Notice No : 2010-0242-CN

EASA Form 116 /2

defined minimum thin wall section feature a higher life and lower risk of fracture.

EASA issued revised AD 2010-0242R1 to extend the inspection threshold and interval requirements for engines where the HP/IP structure is within the population assessed as being at lower risk.

Since issuance of AD 2010-0242R1, the latest progress of the on-going investigation, further assessment of manufacturing data and additional stress analysis continue to support the above failure scenario. In addition, all HP/IP structures containing an oil feed tube with a wall section below a certain threshold, and therefore having a potential risk of fracture, have been removed from service. Finally inspections performed as required by AD 2010-0236-E, AD 2010-0242-E and AD 2010-0242R1 have not identified any engine with a risk to develop a failure scenario similar to the uncontained engine failure event.

As an additional safety measure, EASA issued AD 2010-0262 to require modification of Trent 900 Engine Electronic Controllers (EEC) to introduce IPT Overspeed Protection System (IPTOS) software which allows detection of certain engine conditions that may potentially lead to an IP turbine overspeed, and, if these conditions are met, shut down the engine before the level of overspeed reaches the disc burst speed.

For the reasons described above, the HP/IP structure inspections are not considered necessary anymore and AD 2010-0242R1 is cancelled.

Additional notes:

- Rolls-Royce has issued Revision 5 of Rolls-Royce NMSB 72-AG590 to advise the cancellation of Trent 900 HP/IP structure inspection requirements.

- The inspections previously required by this AD are intrusive and introduce some risk from possible maintenance errors. The root cause of the incident having been addressed through other adequate measures, it is considered prudent to cancel these inspections.

Effective Date: 02 March 2011

Compliance: Not applicable.

Ref. Publications: Rolls-Royce RB211 Trent 900 Alert NMSB 72-AG590 Revision 5 dated 28 February 2011.

Remarks : 1. Enquiries regarding this AD Cancellation Notice should be referred to the Airworthiness Directives, Safety Management & Research Section, Certification Directorate, EASA; E-mail: [email protected].

2. For any question concerning the technical content of this AD Cancellation Notice, 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. Phone: +44 (0) 1332 242424, or e-mail from http://www.rolls-royce.com/contact/civil_team.jsp identifying the correspondence as being related to Airworthiness Directives.

EASA AD No : 2010-0262

EASA Form 110 Page 1/2


AD No.: 2010-0262 Date: 13 December 2010 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 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


RB211 Trent 900 series engines



Supersedure : None

ATA 73 Engine Fuel & Control – Intermediate Pressure Turbine Overspeed Protection System Software – Introduction


Applicability: RB211 Trent 900 series engines, variants RB211 Trent 970-84, RB211 Trent 970B-84, RB211 Trent 972-84, RB211 Trent 972B-84, RB211 Trent 977-84, RB211 Trent 977B-84 and RB211 Trent 980-84, all serial numbers.

These engines are known to be installed on, but not limited to, Airbus A380 series aeroplanes.

Reason: An uncontained engine failure has recently occurred on a Rolls-Royce RB211 Trent 900 involving release of high energy debris and resulting in damage to the aeroplane. Analysis of the available elements from the incident investigation shows that an oil fire in the High Pressure / Intermediate Pressure (HP/IP) structure cavity may have initiated a sequence of events leading to rupture of the drive arm of the IP Turbine (IPT) disc and subsequent overspeed and burst of that same disc.

This condition, if not detected and corrected, could lead to additional uncontained engine failures, possibly resulting in damage to the aeroplane and injury to persons on the ground.

Rolls-Royce has developed a modification of the Engine Electronic Controller (EEC) software, featuring an IPT Overspeed Protection System (IPTOS). The purpose of the IPTOS functionality is to detect engine conditions that may potentially lead to an IP turbine overspeed, and shut down the engine before the level of overspeed reaches the disc burst speed.

For the reasons described above, this AD requires modification of the EEC to introduce the IPTOS functionality by installing Software version 10.6.

EASA AD No : 2010-0262

EASA Form 110 Page 2/2

The requirements of this AD address some of the findings from the subject incident investigation. It is issued independently from other requirements (*) and does not constitute terminating action for any of these requirements.

(*) At the time of issuance of this AD, the requirements from AD 2010-0242-E are in force in response to the same incident investigation.

Effective Date: 27 December 2010

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

Required as indicated, unless accomplished previously:

(1) Within 10 Flight Cycles (FC) after the effective date of this AD, incorporate introduction of software 10.6 to the EEC in accordance with the instructions of Rolls-Royce Alert Service Bulletin (SB) RB.211-73-AG639.

(2) After modification of an engine installed on an aeroplane, as required by paragraph (1) of this AD, do not intermix with any EEC software standards prior to modification 73-F328 (standard 9.2.1) on that aeroplane.

(3) From the effective date of this AD, do not install an engine on an aeroplane, unless the engine has been modified as required by paragraph (1) of this AD.

(4) Incorporation of later approved versions of EEC software standards that will include IPTOS functionality is acceptable to comply with the requirement of paragraph (1) of this AD.

Ref. Publications: Rolls-Royce Alert SB RB.211-73-AG639 dated 3 December 2010.

The use of later approved revisions of this document 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].

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. Phone: +44 (0) 1332 242424, or e-mail from http://www.rolls-royce.com/contact/civil_team.jsp identifying the correspondence as being related to Airworthiness Directives.

EASA AD No: 2012-0260R1

TE.CAP.00110-003 © European Aviation Safety Agency. All rights reserved. 1/3

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


AD No.: 2012-0260R1 Date: 05 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.

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].

Design Approval Holder’s Name :

ROLLS-ROYCE plc


RB211 Trent 900 engines



Revision: This AD revises EASA AD 2012-0260 dated 11 December 2012.

ATA 79 Engine Oil System – Fuel-to-Oil Heat Exchanger – Replacement [Time Between Overhaul]


Applicability: 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 aeroplanes.

Reason: During a revenue service flight, a Trent 900 engine experienced increased N2 intermediate pressure (IP) vibrations, followed by an engine surge. The pilot shut down the engine, the aeroplane carried out an air turn-back, and a 3-engine landing was successfully performed. Subsequent investigation results revealed the presence of oil by-pass seal material from the Fuel-to-Oil Heat Exchanger (FOHE) in the restrictor hole of the Tail Bearing Housing (TBH) cover plate. The blocked restrictor hole caused oil starvation to the low pressure (LP) and IP location bearings.

This condition, if not detected and corrected, could lead to LP location bearing damage, possibly resulting in uncontained engine failure and consequent damage to the aeroplane.

To correct this potential unsafe condition, EASA issued AD 2012-0260 to require implementation of a time between overhaul (TBO), i.e. repetitive replacement of the affected FOHE with a new or overhauled FOHE unit.

Since that AD was issued, Rolls-Royce introduced a modified FOHE through Modification 79-H282. The improvements applied to this new FOHE reduce the risk of deterioration of the oil by-pass seal, and remove the need of the

EASA AD No: 2012-0260R1



mandatory TBO.

Consequently, this AD is revised to confirm that the mandatory TBO does not apply to engines incorporating Modification 79-H282, and in-service modification of an engine in accordance with Rolls-Royce Service Bulletin (SB) 79-H282 is an optional terminating action for the repetitive FOHE replacements required by this AD.

Effective Date: Revision 1: 12 July 2013

Original issue: 25 December 2012



(1) For engines having a FOHE Part Number (P/N) 47111-1241 installed: Within the compliance time as indicated in Table 1 of this AD, as applicable, and, thereafter, at intervals not to exceed 5 000 engine hours (EH), replace the FOHE with a new or overhauled unit in accordance with the instructions of Rolls-Royce Non-Modification Service Bulletin (NMSB) RB.211-79-AH031.

Table 1 – Initial FOHE Replacement

Engine condition, on the effective date of this AD:

Compliance Time:

On-wing Before exceeding 5 000 EH time since new (TSN) or time since overhaul (TSO), or within 500 EH after 25 December 2012 [the effective date of the original issue of this AD], whichever occurs later

In-shop Before release to service of the engine, if the FOHE has reached or exceeded 5 000 EH TSN or TSO

(2) From 25 December 2012 [the effective date of the original issue of this AD], do not install a FOHE P/N 47111-1241 on an engine, or an engine with a P/N 47111-1241 FOHE installed on an aeroplane, unless that FOHE has accumulated less than 5 000 EH TSN or TSO.

(3) Actions, accomplished prior to the effective date of this AD in accordance with the instructions of Rolls-Royce NMSB RB.211-79-AH031 at original issue, are acceptable to comply with the initial requirements of paragraph (1) of this AD.

(4) Modification of an engine in accordance with the instructions of Rolls-Royce Service Bulletin (SB) RB.211-79-H282 constitutes terminating action for the repetitive FOHE replacements required by this AD for that engine.

(5) After modification of an engine as specified in paragraph (4) of this AD, installation of a P/N 47111-1241 FOHE is allowed, provided that, following installation, the requirements of this AD are applied to that FOHE.

Ref. Publications: Rolls-Royce Alert NMSB RB.211-79-AH031 dated 25 October 2012, or Revision 1 dated 01 July 2013.

Rolls-Royce SB RB.211-79-H282 dated 28 March 2013.

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

EASA AD No: 2012-0260R1




2. The original issue of this AD was posted on 07 November 2012 as PAD 12-140 for consultation until 05 December 2012. 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 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

send an e-mail 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: 2012-0220R1




AD No.: 2012-0220R1 Date: 13 May 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.

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].


ROLLS-ROYCE plc





Revision: This AD revises EASA AD 2012-0220 dated 22 October 2012.

ATA 72 Engine – Low Pressure Turbine Disc Seal Fins and Interstage Seals – Inspection / Replacement




Reason: Following a revenue service flight, a Trent 900 engine experienced increased low pressure vibration. The vibration did not exceed any engine limits, and the engine was not shut down during flight. Upon post-flight inspection of the engine, debris was found in the exhaust tail pipe and the engine was removed. The results of a subsequent strip inspection revealed that the stage 2 Low Pressure Turbine (LPT) disc had suffered material loss from a portion of the rear disc seal fin area of the disc, with impact damage to downstream LPT stages. All debris was contained within the engine casings.

Preliminary findings showed that the rear disc seal fins had rubbed into the stage 3 Interstage Seal (ISS) honeycomb seal, which overheated and cracked, finally resulting in releasing a portion of the seal fin area of the disc.

This condition, if not detected and corrected, could lead to LPT stage 2 disc cracks, possibly resulting in an uncontained engine failure and subsequent damage to the aeroplane.

To address this potential unsafe condition, EASA issued AD 2012-0220 to

EASA AD No: 2012-0220R1



require on-wing inspections of LPT disc seal fins and interstage seals, each time it has been determined that the Engine Health Monitoring (EHM) vibratory levels have been exceeded in flight, and in-shop inspections of the LPT disc seal fins and interstage seals, to detect cracks or damage and, depending on findings, the accomplishment of applicable corrections action(s).

This AD is revised to correct the definition of affected areas in accordance with applicable engine manuals, to acknowledge standardisation of the alert notifications sent to the operators, and to clarify conditions when inspections are not required.

This AD is still considered an interim measure and further AD action may follow.

Effective Date: Revision 1: 20 May 2013

Original issue: 05 November 2012


Required as indicated, unless accomplish previously:

(1) From 05 November 2012 [the effective date of the original issue of this AD], accomplish the following actions:

(1.1) Within 10 engine flight cycles (EFC) following receipt of an Engine Health Monitoring (EHM) notification for N1 vibration levels exceeding the alert limits during flight (see Note 1), perform trouble shooting to determine vibration indication fault or high vibration, in accordance with the Airbus A380 Trouble Shooting Manual (TSM) Task 77-00-00-810-803-A, paragraph 2 - Fault Confirmation.

If it cannot be confirmed that the vibration increase has been caused by an indication fault, inspect the LPT disc seal fins and interstage seals in accordance with the instructions of Rolls-Royce Technical Variance (TV) 125060, or in accordance with the instructions of the relevant Aircraft Maintenance Manual (AMM) Chapter (see Note 2).

Note 1: Rolls-Royce Operational Service Desk (OSD) automatically receives, monitors and analyses EHM data, and will send a notification containing the wording as shown below.

This alert is the subject of an EASA AD, and inspection of the LPT interstage seals may be required.

Note 2: The instructions contained in TV125060 are expected to be incorporated in an upcoming Revision of the Airbus A380 AMM.

(1.2) For operators who are not using the Rolls-Royce EHM service, within 200 EFC after the effective date of this AD and thereafter, at intervals not to exceed 200 EFC, inspect the LPT disc seal fins and interstage seals in accordance with the instructions of Rolls-Royce TV125060, or in accordance with the instructions of the relevant AMM Chapter (see Note 2).

(2) From 05 November 2012 [the effective date of the original issue of this AD], each time the engine is subject to an “Engine Check and Repair Shop Visit” or “Engine Refurbishment Shop Visit” (see Note 3), or if the engine is in such a shop visit on the effective date of this AD, inspect the LPT disc seal fins and interstage seals in accordance with the instructions of Rolls-Royce Alert Non-Modification Service Bulletin (NMSB) RB.211-72-AH054. If, during this inspection, any crack or material loss from the disc seal fin is found, before release to service of the engine, replace the affected parts with serviceable parts.

EASA AD No: 2012-0220R1



Note 3: “Engine Check and Repair Shop Visit”, “Engine Refurbishment Shop Visit” and “Hospital Shop Visits” are defined in the applicable paragraphs of Trent 900 Generic Engine Management Programme (EMP).

(3) Inspections and corrective actions, accomplished before the effective date of this AD, in accordance with the instructions of Rolls-Royce TV125658 are acceptable for compliance with the initial requirements of paragraphs (1.2) and (2) of this AD.

(4) If, during any inspection as required by paragraph (1.1) or (1.2) of this AD, as applicable, any crack or material loss from the disc seal fin is found, before next flight, remove the engine from the aeroplane and, before release to service of the engine, replace the affected parts with serviceable parts.

(5) Corrective actions, as required by paragraphs (2) or (4) of this AD, as applicable, do not constitute terminating action for the repetitive inspections required by paragraphs (1) and (2) of this AD.

(6) Inspections as defined in paragraph (2) of this AD are not required when the engine is in one of the following conditions:

- removed from the aeroplane, but not inducted into a Repair or Overhaul Shop.

- subject to a “Hospital Shop Visit” (see Note 3).

- in a shop visit, but areas to be inspected are exposed (see Note 4).

Note 4: When the areas to be inspected are exposed, they are subject to inspections and acceptance criteria in accordance with the Engine Manual.

Ref. Publications: Airbus A380 AMM and TSM.

Rolls-Royce Trent 900 Generic EMP issue 15, dated 12 December 2012.

Rolls-Royce Alert NMSB RB.211-72-AH054 dated 14 September 2012, or Revision 1 dated 05 November 2012.

Rolls-Royce Technical Variance TV125060 issue 1, dated 27 July 2012, or issue 2 dated 30 January 2013.

Rolls-Royce Technical Variance TV125658 issue 2, dated 14 August 2012.



2. The original issue of this AD was posted on 17 September 2012 as PAD 12-120 for consultation until 01 October 2012. 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. 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: 2013-0240




AD No.: 2013-0240 [Correction: 04 October 2013] Date: 30 September 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.

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





Supersedure: None

ATA 72 Engine – Low Pressure Turbine Exhaust Case and Support Assembly (Tail Bearing Housing) – Inspection / Replacement




Reason: Rolls-Royce performed a re-analysis of the structural features of the Trent 900 low pressure turbine exhaust case and support assembly (also known as Tail Bearing Housing, or TBH). The result of this re-analysis indicates that the TBH may not retain full limit load capability in all fail-safe conditions. In addition, during previous inspections of Trent 900 TBH mounts and vanes, cracks have been found in the outer annulus leading edge (LE) fillet of some vanes.

These conditions, if not detected and corrected, could lead to disconnection of the TBH structural ring from the mounts, possibly resulting in damage to, or reduced control of, the aeroplane.

To address this potential unsafe condition, Rolls-Royce have published Alert Non-Modification Service Bulletins (NMSB) RB.211-72-AG971 and RB.211-72-AH154, now both at Revision 1, providing inspection instructions and criteria for replacement of parts.

For the reasons described above, this AD requires on-wing and in-shop inspections of the TBH structural features to detect cracks or damage and, depending on findings, the accomplishment of applicable corrective action(s).

This AD is re-published to correct a typographical error in paragraph (4).

Effective Date: 14 October 2013

EASA AD No: 2013-0240





(1) Within the compliance times specified in Table 1 of Appendix 1 of this AD, as applicable, accomplish on-wing inspections of the TBH features in accordance with the instructions of the specified sections of the Rolls-Royce Alert NMSB, as referenced in Table 1.

(2) Within the compliance times specified in Table 2 of Appendix 1 of this AD, as applicable, accomplish in-shop inspections of the TBH features in accordance with the instructions of the specified sections of the Rolls-Royce Alert NMSB, as referenced in Table 2.

(3) If, during any on-wing inspection as required by paragraph (1) of this AD, any crack is found on the TBH Mount Lug Run-outs, remove the engine in accordance with the criteria and within the compliance times defined in paragraph 3.A.(2) of Royce Alert NMSB RB.211-72-AG971.

(4) If, during any in-shop inspection as required by paragraph (2) of this AD, any crack is found on the TBH Mount Lug Run-outs, before release to service, repair the engine in accordance with the instructions of sections 3.B.(1) or 3.C.(1), as applicable, of Rolls-Royce Alert NMSB RB.211-72-AG971.

(5) If, during any on-wing inspection as required by paragraph (1) of this AD, any crack or damage is found on the TBH Mount Lug Forging LE Areas or Fail Safe Catcher, re-inspect or remove the engine in accordance with the criteria and within the compliance times defined in sections 3.A.(3) or 3.A.(4), as applicable, of Rolls-Royce Alert NMSB RB.211-72-AH154.

(6) If, during any in-shop inspection as required by paragraph (2) of this AD, any crack or damage is found on the TBH Mount Lug Forging LE Areas or Fail Safe Catcher, before release to service, repair the engine in accordance with the instructions of sections 3.B.(2) or 3.B.(3), as applicable, of Rolls-Royce Alert NMSB RB.211-72-AH154.

(7) Inspections and corrective actions, accomplished before the effective date of this AD, in accordance with the instructions of applicable sections of Rolls-Royce Alert NMSB RB.211-72-AG971 Initial Issue or Rolls-Royce Alert NMSB RB.211-72-AH154 Initial Issue are acceptable for compliance with the requirements of paragraph (1) or (2) of this AD, as applicable.

(8) If, on or before the effective date of this AD, the last in-shop inspection of the Mount Lug Run-Outs was accomplished in accordance with the instructions of section 3.C of Rolls-Royce Alert NMSB RB.211-72-AG971 Initial Issue, then the compliance time interval for the next in-shop inspection of the Fail Safe Catcher, as required by paragraph (2) of this AD, may be counted from that previous inspection.

(9) Inspections and corrective actions, accomplished before the effective date of this AD, in accordance with the instructions of Rolls-Royce Technical Variance (TV) TV124801 or TV124851 (at any issue) are acceptable in lieu of actions in accordance with the instructions of section 3.A or 3.B, as applicable, of Rolls-Royce Alert NMSB RB.211-72-AG971.

(10) Inspections and corrective actions, accomplished before the effective date of this AD, in accordance with the instructions of Rolls-Royce TV132043 or TV132217 (at any issue) are acceptable in lieu of actions in accordance with the instructions of section 3.A or 3.B, as applicable, of Rolls-Royce Alert NMSB RB.211-72-AH154.

(11) Before exceeding 17 200 engine flight cycles (FC) by a TBH since first installation on an engine, that TBH must be removed from service. This life limit will be introduced in the applicable Airworthiness Limitation Section (ALS) of the Engine Manual.

EASA AD No: 2013-0240



(12) Corrective actions, as required by paragraph (3), (4), (5) or (6) of this AD, as applicable, do not constitute terminating action for the repetitive inspections required by paragraph (1) and (2) of this AD.

Ref. Publications: Rolls-Royce Alert NMSB RB.211-72-AG971 original issue dated 20 September 2012, or Revision 1, dated 27 September 2013.

Rolls-Royce Alert NMSB RB.211-72-AH154 original issue dated 29 May 2013, or Revision 1, dated 18 June 2013.

Rolls-Royce TV124801 issue 2, dated 04 July 2012.

Rolls-Royce TV124851 issue 2, dated 04 July 2012.

Rolls-Royce TV132043 issue 1, dated 25 March 2013.

Rolls-Royce TV132217 issue 2, dated 15 April 2013.



2. This AD was posted on 04 July 2013 as PAD 13-096 for consultation until 25 July 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. 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.

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




EASA AD No: 2013-0240



Appendix 1

Note 1: FC = Flight Cycles.

Note 2: Since new = FC accumulated by the TBH since first installation on an engine.

Note 3: Rolls-Royce NMSB RB.211-72-AG971 Rev 1 Section 3.B provides instructions for in-shop inspections of Mount Lug Run-out and Fail Safe Catcher, as Section 3.C provides instructions for in-shop inspection of the full TBH.

Table 1 – TBH On-wing Inspections

TBH Feature

Applicable Rolls-Royce NMSB and Section

Acceptable Alternative Rolls-Royce NMSB and Section

Compliance Time

Initial Inspection

Interval

(not to exceed)

Mount Lug Run-outs RB.211-72-AG971 Rev 1 Section 3.A

In-shop: RB.211-72-AG971 Rev 1 Section 3.B or 3.C (see Note 3)

Before exceeding 2 200 FC since new (see Note 2)

2 200 FC

Mount Lug Forging LE Areas and Fail Safe Catcher

– When TBH has accumulated no more than 900 FC since new (see Note 2) on the effective date of this AD

RB.211-72-AH154 Rev 1 Section 3.A

In-shop:

RB.211-72-AH154 Rev 1 Section 3.B, or

RB.211-72-AG971 Rev 1 Section 3.B or 3.C, as applicable (see Note 3)


1 000 FC Mount Lug Forging LE Areas and Fail Safe Catcher

– When TBH has accumulated more than 900 FC since new (see Note 2) on the effective date of this AD

RB.211-72-AH154 Rev 1 Section 3.A

In-shop:

RB.211-72-AH154 Rev 1 Section 3.B, or

RB.211-72-AG971 Rev 1 Section 3.B or 3.C, as applicable (see Note 3)

Within 100 FC after the effective date of this AD

EASA AD No: 2013-0240



Appendix 1 (continued)

Table 2 – TBH In-shop Inspections

TBH Feature

Applicable Rolls-Royce NMSB and Section

Acceptable Alternative Rolls-Royce NMSB and Section

Compliance Time

Initial Inspection

Interval

(not to exceed)

Mount Lug Run-outs

RB.211-72-AG971 Rev 1 Section 3.B

On-wing: RB.211-72-AG971 Rev 1 Section 3.A

In-shop: RB.211-72-AG971 Rev 1 Section 3.C (see Note 3)


2 200 FC

Top Core Vanes RB.211-72-AG971 Rev 1 Section 3.C

n/a


3 800 FC

Mount Lug Forging LE Areas and Fail Safe Catcher

– When TBH has accumulated no more than 900 FC since new (see Note 2) on the effective date of this ADC

RB.211-72-AH154 Rev 1 Section 3.B

On-wing: RB.211-72-AH154 Rev 1 Section 3.A

In-shop: RB.211-72-AG971 Rev 1 Section 3.B or 3.C, as applicable (see Note 3)


1 000 FC Mount Lug Forging LE Areas and Fail Safe Catcher

– When TBH has accumulated more than 900 FC since new (see Note 2) on the effective date of this AD

RB.211-72-AH154 Rev 1 Section 3.B

On-wing: RB.211-72-AH154 Rev 1 Section 3.A

In-shop: RB.211-72-AG971 Rev 1 Section 3.B or 3.C, as applicable (see Note 3)

Within 100 FC after the effective date of this AD

EASA AD Cancellation Notice No.: 2012-0145-CN




CANCELLATION NOTICE

AD No.: 2012-0145-CN Date: 30 January 2014 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.

Design Approval Holder’s Name:

ROLLS-ROYCE plc

Type/Model designation(s):


TCDS Number: EASA.E.012

Foreign AD: Not applicable

Cancellation: This Notice cancels EASA AD 2012-0145R1 dated 10 August 2012.

ATA 72 CANCELLED: Engine – Low Pressure Turbine Shaft and Bearing Housing End Cover – Inspection / Replacement


Applicability: RB211 Trent 970-84, 970B-84, 972-84, 972B-84, 977-84, 977B-84 and 980-84 engines, all serial numbers (s/n).


Reason: During a revenue service flight, a Trent 900 engine experienced a high Intermediate Pressure (IP/N2) vibration fault along with several other fluctuating engine parameters, including Low Pressure (LP/N1) faults. The flight crew decided to throttle back the engine to idle and performed an air turn back. The other engines continued to operate normally and an uneventful landing was made.

The results of an initial investigation revealed that the LP system was seized. Removal of the Low Pressure Turbine (LPT) bearing housing end cover revealed that the oil transfer tube assembly had fractured because the spherical seat between the oil transfer tube and the end cover was missing (not installed).

This non-conformity caused the fracture of the oil transfer tube, leading to reduced oil flow and subsequent damage to the LP and IP bearings. Rolls-Royce determined that other Trent 900 engines could potentially be affected.

This condition, if not detected and corrected, could lead to LP location bearing damage which could result in uncontained engine failure and subsequent damage to the aeroplane.

To address this potential unsafe condition, EASA issued AD 2012-0145 (later




revised) to require an inspection for the presence of the spherical seat plate between the oil transfer tube and the LPT bearing housing end cover and, depending on findings, replacement of the LPT shaft and bearing housing end cover in accordance with the instructions of Rolls-Royce Alert Non-Modification Service Bulletin (NMSB) RB.211-72-AH051, or NMSB RB.211-72-H056, as applicable to engine s/n.

Since AD 2012-0145R1 was issued, all the affected engines were inspected for conformity and presence of the spherical seat, and corrected, as applicable. In addition, Rolls-Royce amended the assembly instructions to incorporate requirements for inspections for new and overhauled engines, thereby preventing possible recurrence of the affected non-conformity.

For the reasons described above, this Notice cancels EASA AD 2012-0145R1.

Effective Date: 30 January 2014


None

Ref. Publications: Rolls-Royce Alert NMSB RB.211-72-AH051 initial issue dated 03 August 2012.

Rolls-Royce NMSB RB.211-72-H056 initial issue dated 03 August 2012.

Remarks: 1. This AD-CN was posted on 08 January 2014 as PAD 14-004-CN for consultation until 29 January 2014. 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, 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.








CANCELLATION NOTICE

AD No.: 2012-0273-CN Date: 13 March 2014 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.

Design Approval Holder’s Name:

ROLLS-ROYCE plc

Type/Model designation(s):




Cancellation: This Notice cancels EASA AD 2012-0273 dated 21 December 2012.

ATA 72 CANCELLED: Engine – Intermediate Pressure Compressor Rear Stub Shaft Piston Ring – Inspection

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

Applicability: RB211 Trent 970-84, 970B-84, 972-84, 972B-84, 977-84, 977B-84 and 980-84 engines, if incorporating RR production Modification (Mod.) 72-G585, or modified in-service through RR Service Bulletin (SB) RB.211-72-G585 (at any revision), with a Module 33 installed having a serial number (s/n) prior to HC0320, except s/n HC0277, HC0281, HC0294, HC0301, HC0309, HC0313, HC0315 and HC0318.


Reason: During take-off of an A380 aeroplane on a customer acceptance flight, a low oil pressure warning message was observed by the flight crew. The take-off was aborted and the aeroplane returned to the gate without further incident. Initial post-flight inspection of the engine revealed that the oil pump drive shear neck had failed. Upon further inspection of the engine, pieces of debris were found in the oil pump Internal Gear Box (IGB) rear scavenge screen and smaller pieces of profiled debris were found on the Electrical Magnetic Chip Detector (EMCD). From the material recovered, the origin was found to be the piston ring seal, which fits in the groove of the Intermediate Pressure Compressor Rear Stub Shaft (IPC RSS). This piston ring was introduced as part of Rolls-Royce Mod.72-G585 which incorporated a modified 52-spline IP Turbine Shaft, IPC RSS and coupling assembly.

Therefore, only engines incorporating Mod.72-G585 were determined to be affected.

This condition, if not detected and corrected, could lead to loss of oil pressure




on one or more of the engines, possibly resulting in reduced control of the aeroplane.

To address this potential unsafe condition, EASA issued AD 2012-0273 to require a one-time inspection of the IPC RSS piston ring, to ensure that the piston ring is correctly located in the IPC RSS groove and is intact and, depending on findings, the accomplishment of applicable corrective action(s).

Since that AD was issued, RR issued Non-modification Service Bulletin (NMSB) RB.211-72-AH256, containing all instructions previously released as Technical Variance (TV). It has now been confirmed that all affected engines (i.e. those having a Module 33 identified by s/n in the Applicability) have been inspected for conformity and presence of the IPC RSS piston ring, and corrected, as applicable. In addition, RR amended the assembly instructions to incorporate requirements for inspections of new and overhauled engines, thereby preventing possible recurrence of the affected non-conformity.

For the reasons described above, this Notice cancels EASA AD 2012-0273.

Effective Date: 13 March 2014


None.

Ref. Publications: Airbus QSR RR/L/EN/12-00005, dated 14 December 2012.

Rolls-Royce TV129978 issue 1, dated 19 December 2012; or issue 2 dated 20 December 2012.

Rolls-Royce TV129994 issue 1, approval date 21 December 2012.

Rolls-Royce TV129940 issue 1, dated 20 December 2012.

Rolls-Royce NMSB RB.211-72-AH256 original issue, dated 23 January 2013.

Remarks: 1. This AD-CN was posted on 11 February 2014 as PAD 14-035-CN for consultation until 11 March 2014. 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, 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 : 2014-0152




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

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

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/.

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

EASA AD No : 2014-0152




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, 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 : 2012-0057R2




AD No.: 2012-0057R2 Date: 07 November 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





Revision: This AD revises EASA AD 2012-0057R1 dated 22 January 2013. The original issue of this AD superseded EASA AD 2010-0008R1 dated 04 August 2010.

ATA 72 Engine – Intermediate Pressure Shaft Rigid Coupling – Inspection / Replacement




Reason: Wear, beyond Engine Manual limits, has been identified on the abutment faces of the splines on the Trent 900 Intermediate Pressure (IP) shaft rigid coupling on several engines during strip. The shaft to coupling spline interface provides the means of controlling the turbine axial setting and wear through of the splines would permit the IP turbine to move rearwards.

Rearward movement of the IP turbine would enable contact with static turbine components and would result in loss of engine performance with potential for in-flight shut down, oil migration and oil fire below the LP turbine discs prior to sufficient indication resulting in loss of LP turbine disc integrity. Some of these conditions present a potential unsafe condition to the aeroplane.

Consequently, EASA issued AD 2010-0008R1 to require inspection of the IP shaft rigid coupling splines and, depending on the results, further repetitive inspections or corrective actions.

Since EASA AD 2010-0008R1 was issued, it was found that when an engine is removed from one aeroplane engine position and is re-installed in a different aeroplane and/or engine position, it may exhibit a change in wear rate. It was therefore found necessary to introduce specific inspection

EASA AD No : 2012-0057R2



requirements to address these cases.

Rolls-Royce (RR) also introduced a modification to the design of the IP shaft rigid coupling through Service Bulletin (SB) RB.211-72-G585 and Modification (Mod) 72-G585 in order to reduce the spline wear rate to an acceptable level. Until service experience confirmed its efficacy, it was deemed necessary to also require repetitive inspections of engines that had been modified in accordance with that RR SB or Mod, but with extended intervals compared with those for engines not incorporating that modification. The inspection technique for engines incorporating the modification differed from that for engines not incorporating the modification.

Prompted by these developments, EASA issued AD 2012-0057 (later revised), retaining the requirements of EASA AD 2010-0008R1, which was superseded, and adding repetitive inspections for post-SB and post-Mod 72-G585 engines.

Since EASA AD 2012-0057R1 was issued, in-service evidence has demonstrated that post-SB RB.211-72-G585 and post-Mod 72-G585 IP shaft rigid couplings successfully eliminate the wear associated with the earlier standard, therefore cancelling the requirement for inspections and replacements.

For the reason described above, this AD is further revised to limit the inspection and replacement requirements to pre-SB RB.211-72-G585 and pre-Mod 72-G585 IP shaft rigid couplings, identified by Part Number (P/N) FW33264 (RR Fig. Item No. 01415).

Effective Date: Revision 2: 07 November 2014

Revision 1: 22 January 2013

Original issue: 17 April 2012


Required as indicated, unless already accomplished:

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 engines in pre-SB RB.211-72-G585 or pre-Mod 72-G585 standard, incorporating IP shaft rigid coupling P/N FW33264 (RR Fig. Item No. 01415):

On-wing - Within the applicable compliance times indicated in Appendix 1 of this AD, accomplish the actions specified in that Appendix, as applicable, in accordance with the instructions of sections 1.D(1)(a) and 3.A of RR Alert Non Modification Service Bulletin (NMSB) RG.211-72-AG329 Revision 4.

Each time the engine is inducted into an engine shop (in-shop), accomplish the actions specified in sections 1.D(1)(b) and 3.B of RR NMSB RB.211-72-AG329 Revision 4.

(2) DELETED.

(3) For an engine where a new pre-SB RB.211-72-G585 or pre-Mod 72-G585 standard IP shaft rigid coupling P/N FW33264 (RR Fig. Item No. 01415) has been installed during an in-shop inspection, or the IP shaft rigid coupling has passed the in-shop inspection, as required by paragraph (1) or (2) of this AD, except those as specified in paragraph (4) of this AD, within 400 flight cycles (FC) after this last in-shop inspection, accomplish on-wing inspections as required by paragraph (1) or (2) of this AD, as applicable.

(4) For an engine where the pre-SB RB.211-72-G585 or pre-Mod 72-G585 standard IP shaft rigid coupling P/N FW33264 (RR Fig. Item No. 01415) has passed the borescope inspection in accordance with the instructions

EASA AD No : 2012-0057R2



of NMSB RB.211-72-AG329 Revision 4, accomplish the next on-wing inspection, as required by paragraph (1) of this AD, within the time specified in Figure 10 of NMSB RB.211-72-AG329 Revision 4, and thereafter as specified in Appendix 1 of this AD.

(5) If, during any inspection as required by this AD, discrepancies are found, exceeding the criteria as specified in RR NMSB RB.211-72-AG329 Revision 4, that would allow an IP shaft rigid coupling to remain in service or return to service, before next flight (on-wing inspection), or before release to service of the engine (in-shop inspection), as applicable, replace the affected IP shaft rigid coupling with a serviceable part.

(6) Inspections and corrective actions, accomplished prior to 17 April 2012 [the effective date of the original issue of this AD], in accordance with the instructions of RR NMSB RB.211-72-AG329 original issue, Revision 1, Revision 2 or Revision 3, are acceptable to comply with the requirements of paragraph (1) of this AD. After 17 April 2012 [the effective date of the original issue of this AD], repetitive inspections and corrective actions must be accomplished in accordance with the instructions of RR NMSB RB.211-72-AG329 Revision 4.

(7) Replacement of an IP shaft rigid coupling as required by paragraph (5) of this AD, or replacement of an engine with a serviceable engine, if a pre-SB RB.211-72-G585 or pre-Mod 72-G585 standard IP shaft rigid coupling P/N FW33264 (RR Fig. Item No. 01415) is installed, does not constitute terminating action for the repetitive inspections required by this AD.

Ref. Publications: RR RB211-Trent 900 NMSB 72-AG329 Revision 4, dated 23 March 2012.

The use of later approved revisions of this document is acceptable for compliance with the requirement of 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, Certification 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, 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 : 2012-0057R2



Appendix 1 - On-wing Borescope Inspection – Initial and Repetitive Inspection

For engines with pre-SB RB.211-72-G585 or pre-Mod 72-G585 standard IP shaft rigid coupling P/N FW33264 (RR Fig. Item No. 01415) installed

Condition, on 18 August 2010 [the effective date of EASA AD 2010-0008R1]

Action Compliance Time Initial Inspection

Compliance Times Repetitive Inspections

Engines where the coupling life is 250 FC or less (see Note)

Inspect the IP shaft rigid coupling splines – measurement of spline crest – in accordance with section 3.A of Rolls-Royce NMSB RB.211-72-AG329 Revision 4

Before the engine has accumulated 400 FC since new

As specified in sections 1.D(1)(a) and 3.A and Figures 9 and 10 of Rolls-Royce NMSB RB.211-72-AG329 Revision 4

Engines where the coupling life is more than 250 FC (see Note)

Within 150 flight cycles after 18 August 2010 [the effective date of EASA AD 2010-0008R1]

Note: Coupling life is the time since new, or since last inspection of the coupling in accordance with the Cleaning, Inspection and Repair Manual. If the coupling life cannot be determined, the life since last shop visit should be used to establish the inspection threshold.

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