### All pages of Appendix 1 Page 1 and 2 of Appendix 1 To revise 1.A. Effectivity , 1.B. Reason, 1.E. Approval and 1.I. References. Updated 1.C. Compliance, 3.B. Accomplishment Instructions and Fig.9 to revise the inspection intervals following an in-shop borescope inspection. Added 1.C. Description and Fig.10. Minor non-technical changes also made.**Printed in Great Britain**



# RB.211−72−AG329 Transmittal - Page 2

### LIST OF EFFECTIVE PAGES
The effective pages to this Service Bulletin following incorporation of Revision 4 are as follows:
Page Revision Number Revision Date

Bulletin R 1 4 Mar.23/12 R 2 4 Mar.23/12 R 3 4 Mar.23/12 R 4 4 Mar.23/12 R 5 4 Mar.23/12 R 6 4 Mar.23/12 R 7 4 Mar.23/12 R 8 4 Mar.23/12 R 9 4 Mar.23/12 R 10 4 Mar.23/12 R 11 4 Mar.23/12 R 12 4 Mar.23/12 R 13 4 Mar.23/12 R 14 4 Mar.23/12 R 15 4 Mar.23/12 R 16 4 Mar.23/12 R 17 4 Mar.23/12 R 18 4 Mar.23/12 R 19 4 Mar.23/12 R 20 4 Mar.23/12 R 21 4 Mar.23/12 R 22 4 Mar.23/12 R 23 4 Mar.23/12
Appendix 1 R 1 4 Mar.23/12 R 2 4 Mar.23/12**Printed in Great Britain**



# RB.211−72−AG329 Transmittal - Page 3

### 1. Planning Information
A. Effectivity

Airbus A380
RB211 TRENT970-84 Engines incorporating IP rigid shaft coupling FW33264 (pre SB72-G585 standard) R R
RB211 TRENT970B-84 Engines incorporating IP rigid shaft coupling FW33264 (pre SB72-G585 standard) R R
RB211 TRENT972-84 Engines incorporating IP rigid shaft coupling FW33264 (pre SB72-G585 standard) R R
RB211 TRENT972B-84 Engines incorporating IP rigid shaft coupling FW33264 (pre SB72-G585 standard) R R
RB211 TRENT977-84 Engines incorporating IP rigid shaft coupling FW33264 (pre SB72-G585 standard) R R
RB211 TRENT977B-84 Engines incorporating IP rigid shaft coupling FW33264 (pre SB72-G585 standard) R R
RB211 TRENT980-84 Engines incorporating IP rigid shaft coupling FW33264 (pre SB72-G585 standard) R R

B. Reason
Wear, beyond Engine Manual limits, has been identified on the abutment faces of the splines on the IP shaft rigid coupling FW33264 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 turbine to move freely rearwards. Rearward movement would enable contact with static turbine components and would result in loss of engine performance with potential for in-flight shut down or oil firing below IP and LP turbine discs.

Revision 1 to this Non-Modification Service Bulletin (NMSB) was issued to amend paragraph 1.B. to clarify the potential outcomes of rearward shaft movement based on the latest understanding and to clarify Fig.8.
Revision 2 of this NMSB was issued to permit use of the mean average wear measurement and wear rate for individual engines to determine the repeat inspection requirements; the original graph (previously Fig.8) was replaced by a new table (Fig.9). A new Fig.8 was added to provide an example of a borescope image of a spline crest that has been completely worn through. ENGINE - IP SHAFT RIGID COUPLING - BORESCOPE INSPECTION OF COUPLING SPLINES - ALERT - NON-MODIFICATION SERVICE BULLETIN - NON - MOD.72-AG329**Printed in Great Britain**



# RB.211−72−AG329 Page 1 of 23 Nov.26/09 Mar.23/12 R

### Revision 3 of this NMSB was R issued to revise the in-shop inspection requirements to permit a borescope inspection of the IP shaft rigid coupling splines if the level of strip does not allow access to the area. Also, another column was R added to the Wear Limits and Repeat Inspection Intervals (cycles) table to state the repeat inspection intervals for crest measurements of 2,31 mm and above, for clarification.
Revision 4 of this NMSB is issued to revise the effectivity to inspect P/N FW33264 (pre SB72-G585 standard) only and to revise the inspection intervals following an in-shop borescope inspection. The inspection requirements for an engine removed from one aircraft engine position and re-installed onto a different aircraft and/or engine position, without the engine going into the shop has also been added. R R R R R R
C. Description R
This NMSB instructs a repeat borescope inspection of the IP coupling to inspect for spline abutment face wear at intervals stated in 1.D. Compliance. R R
D. Compliance

ALERT
Inspection of the IPT shaft coupling splines should be carried out in accordance with the accomplishment instructions in sections 3.A. and 3.B. as follows:
(1) All Trent 900 engine variants listed in 1.A. Effectivity:
(a) On-wing - Carry out the action specified in 3.A. On-wing borescope inspection, as follows:

NOTE : Coupling life is the time since new, or last in-shop piece part R 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.
(i) Engines where the life since new at the date of initial issue of this NMSB was 250 cycles or less.
(1) Carry out initial inspection before the Engine has achieved 400 cycles since new.
(2) Repeat inspections at intervals specified in 3.A. Borescope Inspection.**Printed in Great Britain**



# RB.211−72−AG329 Page 2 Nov.26/09 Mar.23/12 R

### (ii) Engines where the life since new at the date of initial issue of this NMSB was more than 250 cycles:
(1) For engines where the life has exceeded 250 cycles since new, an inspection should be carried out at a convenient maintenance check within 150 cycles of the date of initial issue of this NMSB.
(2) Repeat inspections at intervals specified in 3.A. Borescope Inspection.
(iii) For an engine removed from one aircraft engine position and re-installed onto a different aircraft and/or engine position without the engine going into the shop, the engine must be inspected before returning to service. Providing the average spline crest length is more than 0.5 mm the engine may be returned to service. The first on-wing inspection must be carried out in accordance with Fig.10 of this NMSB. Subsequent inspection intervals will be determined by Fig.9 of this NMSB. R R R R R R R R
(1) If the average spline crest measurement is 0.5 mm or less, then the engine must be rejected to have its coupling replaced. R R R
(iv) Engines that have had the coupling replaced during shop visit or had the coupling piece part inspected in accordance with the Cleaning, Inspection and Repair Manual, R R R and assessed as being acceptable for further service, in accordance with this NMSB during shop visit:
(1) Carry out a repeat inspection before the Engine has achieved 400 cycles since the shop visit.
(2) Repeat inspections at intervals specified in 3.A. Borescope Inspection.
(b) In-shop - Carry out the action specified in 3.B. In-shop inspection for all engines.
E. Approval
The technical content of this Non-Modification Service Bulletin was approved under the authority of Design Organisation Approval EASA.21J.035 on Nov.26/09, Jan.13/10, Jul.6/10, Nov.26/10 R and was re-approved on Mar.23/12.
This NMSB is subject to the incorporation requirements of an EASA Airworthiness Directive. R R**Printed in Great Britain**



# RB.211−72−AG329 Page 3 Nov.26/09 Mar.23/12 R

### F. Manpower
(1) On-wing
(a) Time to gain access
1 person - 0.5 hour
(b) Time to inspect
2 persons - 1.5 hours (excluding R engine cooling time)

(c) Time to restore to serviceable condition
1 person - 0.5 hour
(d) Low power ground running will be required on completion of this inspection to confirm that there is no leakage from the IGB oil vent tube used for access.
(2) In-shop
No additional manpower
G. Material Price and Availability

Component PIPC and EIPD Fig/Item No. Part No. Price
Gasket 79-22-49, 12-681 AGS3896 FOC
H. Tooling
(1) HU43985 - Turning tool
(2) Flexible, 6 mm diameter, videoscope with forward view stereo measuring tip.

I. References
(1) Rolls-Royce RB211 Service Bulletin: R

72-G585 R
Engine - IP Turbine Shaft - Introduction of a 52 Spline IP Turbine Shaft and revised IP Compressor Rear Shaft and Coupling Assembly R R
(2) Engine Manual, Task 72-00-00-200-808
(3) Cleaning, Inspection and Repair Manual, Task 72-33-21-200-804**Printed in Great Britain**



# RB.211−72−AG329 Page 4 Nov.26/09 Mar.23/12 R

### (4) Aircraft Maintenance Manual, Task 71-00-00-700-822-A, Task 72-00-00-200-803A
(5) Powerplant Illustrated Parts Catalogue (PIPC) 79-22-49
(6) Engine Illustrated Parts Data (EIPD) 79-22-49**Printed in Great Britain**



# RB.211−72−AG329 Page 5 Nov.26/09 Mar.23/12 R

### 2. Material Information

None**Printed in Great Britain**



# RB.211−72−AG329 Page 6 Nov.26/09 Mar.23/12 R

### 3. Accomplishment Instructions
A. On-wing Borescope Inspection

WARNING : YOU MUST BE CAREFUL WHEN YOU DO WORK ON THE ENGINE PARTS AFTER THE ENGINE IS SHUTDOWN. THE ENGINE PARTS CAN STAY HOT FOR ALMOST 1 HOUR.

WARNING : YOU MUST NOT TOUCH HOT PARTS WITHOUT APPLICABLE GLOVES. HOT PARTS CAN CAUSE AN INJURY. IF YOU GET AN INJURY PUT IT IN COLD WATER FOR 10 MINUTES AND GET MEDICAL AID.

CAUTION : IN ORDER TO REDUCE THE POTENTIAL FOR MULTIPLE ENGINE IN-FLIGHT SHUTDOWN, POWER LOSS OR OTHER ANOMALIES DUE TO MAINTENANCE ERROR, ROLLS-ROYCE RECOMMENDS THAT OPERATORS AVOID PERFORMING MAINTENANCE ON MULTIPLE ENGINES INSTALLED ON THE SAME AIRCRAFT AT THE SAME TIME. IF IT IS NOT POSSIBLE TO AVOID MAINTENANCE ON MORE THAN ONE ENGINE AT THE SAME TIME, ROLLS-ROYCE RECOMMENDS THAT ADDITIONAL CONTROLS ARE APPLIED IN ORDER TO ENSURE THAT MAINTENANCE TASKS HAVE BEEN COMPLETED AS DEFINED. MAINTENANCE GUIDELINES SHOULD BE REVISED, WHERE POSSIBLE, TO PROMOTE THIS RECOMMENDATION.

CAUTION : DO NOT START THE BORESCOPE INSPECTION WHILE THE ENGINE IS HOT. YOU MUST LET ITS TEMPERATURE DECREASE (REFER TO THE BORESCOPE MANUFACTURERS RECOMMENDATIONS FOR THE APPLICABLE TEMPERATURE). THE ENGINE IS HOT IMMEDIATELY AFTER THE ENGINE STOPS AND CAN CAUSE BURNS AND DAMAGE TO BORESCOPE INSPECTION EQUIPMENT.

(1) Gain Access
(a) Prepare the engine for inspection as would be done for borescope inspection of the HP compressor blades in accordance with Aircraft Maintenance Manual (AMM) Task 72-00-00-200-803-A, Paragraphs 3.B to 3.F. This will allow access to the triangular cover plate PIPC Fig/Item No.79-22-49, 12-680 shown in Fig.1.

NOTE : Do not remove the HP compressor borescope access plugs. Do not carry out an inspection of the HP compressor blades.
(b) Remove triangular cover plate PIPC Fig/Item No.79-22-49, 12-680 and gasket PIPC Fig/Item No.79-22-49, 12-681 from the oil vent tube PIPC Fig/Item No.79-22-49, 12-700 at the 9 o'clock position when viewed from the rear. Discard the gasket. Refer to Fig.1.
(2) Perform Borescope Inspection:
(a) Insert the flexible borescope through the oil vent tube until the end is just protruding through the inner end and the IP coupling is in view.**Printed in Great Britain**



# RB.211−72−AG329 Page 7 Nov.26/09 Mar.23/12 R

### (b) Turn IP system using turning tool HU43985 until the IP coupling lock button comes into the centre of view.
(c) Articulate scope rearwards so that the tip clears the rim of the coupling and continue to feed to the inner surface.
(d) Articulate the scope forwards towards the coupling shoulder ensuring the scope travels slightly upwards (clockwise as viewed from the rear) and around the coupling surface, it may be necessary to twist the scope anticlockwise as it is being fed around (Fig.2 illustrates the borescope route).
(e) It should now be possible to view the timing splines on the IP turbine shaft through one of the six slots in the coupling sleeve as shown in Fig.3.
(f) The timing splines on the IP turbine shaft should be approximately in the centre of the slot as shown in Fig.3. Record an image of the spline position relative to the slot. If the spline position is obviously closer to the rear of the slot in the sleeve this is an indication that there may be wear on the coupling splines.
(g) Continue to feed the scope into the slot so that the scope is fed between the timing splines on the shaft and the coupling locking splines, feed the scope towards the far end of the slot until you have the view shown in Fig.4.
(h) Take a measurement straight along the edge of the coupling spline crest from the rear of the spline to the point where it meets the spline chamfer on the shaft, or to the point where there is a change in angle on the spline edge. See Fig.5 thru Fig.7
(i) If it is not clear where the end point of the measurement should be, (e.g. if the end point is obscured or partially obscured by carbon or other material (as shown in Fig.4) measure straight along the visible portion of the spline crest edge and record an image of the measurement.
(ii) If it is clear where the end point of the measurement should be, take the measurement and record an image of the measurement.
(iii) If it is not possible to take a measurement of a spline crest in any position ignore that position and proceed to step (2)(i) below.**Printed in Great Britain**



# RB.211−72−AG329 Page 8 Nov.26/09 Mar.23/12 R

### (i) Withdraw the flexible borescope from the engine until the end is clear of the coupling sleeve, back to the position where it is possible to view the timing splines on the IP turbine shaft through the slot on the sleeve (paragraph (e) above). Use the turning tool HU43985 to rotate the IP system by one sixth of a rotation. It will now be possible to view the next slot in the sleeve.
(j) Re-insert the borescope into the engine following steps (f) to (h) taking measurements and recording images of the spline crests at the new position.
(k) Repeat steps (i) and (j) until a measurement has been taken, where possible, at each of the six slot positions.

(l) Assess the measured dimension in accordance with the table shown in Fig.9. See note below. R
(i) Add together the dimensions from each position where a dimension was recorded and divide this total by the number of positions where a dimension was recorded to obtain the mean average. Use the mean average of the recorded dimensions to do the assessment.
(ii) Re-inspect the splines at the interval specified in Fig.9. See note below. R R
(iii) Each time the engine is re-inspected the mean average spline dimension should be assessed against Fig.9.

NOTE : See Fig.9, Note 5 for the inspection requirements for an engine returned to service following a borescope inspection at shop visit or for an engine being installed onto a different aircraft or position without a shop visit. R R R R
(m) Take a general look around the joint area, between the splines on the IP turbine shaft and coupling for signs of wear and loose material/particles and take images of any findings.
(3) Close up:
(a) Refit the cover plate PIPC Fig/Item No.79-22-49, 12-680 and make sure a new gasket PIPC Fig/Item No.79-22-49, 12-681 is fitted.
(b) Torque tighten the three bolts PIPC Fig/Item No.79-22-49, 12-683 to 15,2 Nm (135 lbfin).
(c) Restore the engine for service operation as detailed within the AMM Task 72-00-00-200-803-A Borescope Inspection of the HP Compressor Blades, Paragraphs 5.A. to 5.E.**Printed in Great Britain**



# RB.211−72−AG329 Page 9 Nov.26/09 Mar.23/12 R

### (d) Carry out the Fuel and Oil Leak Test on the engine in accordance with the AMM, Task 71-00-00-700-822-A.
B. In-shop Inspection
(1) If the IP shaft rigid coupling is exposed during engine strip.
(a) Inspect the IP shaft rigid coupling in accordance with Cleaning, Inspection and Repair Manual Task 72-33-21-200-804.
(2) If the Compressor Intermediate Module 33 (03) is separated from the Module 41 (04) but not scheduled to be stripped.
(a) Inspect the IP shaft rigid coupling splines as instructed within Engine Manual Task 72-00-00-200-808.
(3) If the engine is in the shop but the level of strip does not allow access to the area, a borescope inspection of the IP shaft rigid coupling splines is permitted. Refer to step 3.A.(1) of this NMSB to gain access and step 3.A.(3) to close up, following the borescope inspection.

(a) An R average spline crest measurement of 1 mm or more may be accepted providing the next R inspection is carried out in accordance with Fig.10 of R R this NMSB. Subsequent repeat inspection intervals will be determined by Fig.9 of this NMSB.
(i) If the average spline crest measurement is less than 1 mm R then inspect the coupling in accordance with step R 3.B.(1) above.
C. For both borescope inspections carried out on-wing and in-shop, send R copies of images taken during the borescope inspection along with details of the measurements taken and the coupling/engine life at the time of the inspection to Rolls-Royce, via your local Field Service Representatives, for onward transmittal to Service Engineering. The proforma attached as Appendix 1 to this NMSB shows the information required and may be used to return the data to Rolls Royce.

D. A record of accomplishment is required.**Printed in Great Britain**



# RB.211−72−AG329 Page 10 Nov.26/09 Mar.23/12 R210123

210232 210229

210230



## A



# A 72−33−10

05−660 BOLT 12−683 PLATE 12−680

GASKET

12−681 INSERT 12−794

OIL VENT TUBE 12−700

OIL VENT TUBE 12−500
deh0007290 **NOTE:** All IPC Fig/Item numbers are 79−22−49 unless identified differently



### IP Coupling Access Point Fig.1**Printed in Great Britain**



# RB.211−72−AG329 Page 11 Nov.26/09 Mar.23/12 Rdeh000729 1 TIMING SPLINES BORESCOPE ROUTE LOCKING BUTTON



### Route to IP Coupling Spline Fig.2**Printed in Great Britain**



# RB.211−72−AG329 Page 12 Nov.26/09 Mar.23/12 R

### IP Coupling Slot Fig.3**Printed in Great Britain**



# RB.211−72−AG329 Page 13 Nov.26/09 Mar.23/12 R 

### Timing Splines on IP Turbine - shaft shown centrally located in sleeve slot

### View inside IP Coupling Slot Fig.4**Printed in Great Britain**



# RB.211−72−AG329 Page 14 Nov.26/09 Mar.23/12 R 

### If carbon, or other material, is present that makes it difficult to see the end of the spline, measure the clearly visible portion of spline as shown Not possible to clearly identify the

spline crest enddeh0007294 SPLINE CREST



### Measured IP Coupling Spline Fig.5 (sheet 1 of 2)**Printed in Great Britain**



# RB.211−72−AG329 Page 15 Nov.26/09 Mar.23/12 R

### Measured IP Coupling Spline Fig.5 (sheet 2 of 2)**Printed in Great Britain**



# RB.211−72−AG329 Page 16 Nov.26/09 Mar.23/12 R Not possible to clearly identify the

spline crest end



### Measure along the flat part of the spline crest. If any steps are seen this may be an indication of wear Spline Crest

### Examples of normally worn splines Fig.6 (sheet 1 of 2)**Printed in Great Britain**



# RB.211−72−AG329 Page 17 Nov.26/09 Mar.23/12 R 

### No noticeable wear step evident. No significant reduction in spline crest length.

### Examples of normally worn splines Fig.6 (sheet 2 of 2)**Printed in Great Britain**



# RB.211−72−AG329 Page 18 Nov.26/09 Mar.23/12 R 

### No noticeable wear step evident. No significant reduction in spline crest length. Full Spline Crest length (approx. 2.65mm)

### Example of worn splines Fig.7 (sheet 1 of 2)**Printed in Great Britain**



# RB.211−72−AG329 Page 19 Nov.26/09 Mar.23/12 R 

### Spline crest length significantly reduced Change in spline crest angle Wear step

### Example of worn splines Fig.7 (sheet 2 of 2)**Printed in Great Britain**



# RB.211−72−AG329 Page 20 Nov.26/09 Mar.23/12 R 

### Full Spline Crest length (approx. 2.65mm)

### Stereoscopic image of a spline crest that has worn through (Dashed lines show approximation to original profile) Fig.8**Printed in Great Britain**



# RB.211−72−AG329 Page 21 Nov.26/09 Mar.23/12 R100 150 200 250 300 350 400 450 500 550 600 650 700 750 800 850 900 950 1000 1050 1100 1150 1200 1250 1300 1350 1400 1450 1500 1550 1600 1650 1700 1750 1800 1850 1900 1950 2000 20 20 20 20 20 20 20 20 40 40 40 40 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 20 20 20 20 40 40 50 50 50 50 50 50 50 50 50 50 100 100 100 100 100 100 100 100 100 100 150 150 150 150 150 150 150 150 150 200 200 20 20 40 40 50 50 50 50 50 50 100 100 100 100 100 100 150 150 150 150 150 150 200 200 200 200 200 200 250 250 250 250 250 250 300 300 300 300 20 20 40 50 50 50 50 100 100 100 100 100 150 150 150 150 200 200 200 200 250 250 250 250 250 300 300 300 300 350 350 350 350 400 400 400 400 400 450 20 40 50 50 50 100 100 100 150 150 150 150 200 200 200 250 250 250 300 300 300 300 350 350 350 400 400 400 450 450 450 500 500 500 500 550 550 550 600 20 50 50 50 100 100 150 150 150 200 200 250 250 250 300 300 300 350 350 400 400 400 450 450 500 500 500 550 550 600 600 600 650 650 650 700 700 Up to 0.5 40 50 50 100 100 150 150 200 200 250 250 300 300 350 350 400 400 450 450 500 500 550 550 600 600 650 650 700 700 700 50 50 100 100 150 200 200 250 250 300 350 350 400 400 450 500 500 550 550 600 650 650 700 700 50 100 100 150 200 250 250 300 350 350 400 450 500 500 550 600 600 650 700 50 100 150 200 250 300 300 350 400 450 500 550 600 650 650 700 100 150 200 250 300 350 400 450 500 550 600 650 700 100 150 200 250 300 350 400 450 500 550 600 650 700 100 150 200 250 300 350 400 450 500 550 600 650 700 100 150 200 250 300 350 400 450 500 550 600 650 700 100 150 200 250 300 350 400 450 500 550 600 650 700 100 150 200 250 300 350 400 450 500 550 600 650 700 100 150 200 250 300 350 400 450 500 550 600 650 700 100 150 200 250 300 350 400 450 500 550 600 650 700 Up to Life (Cyc) Crest (mm) 0.51 to 0.6 0.61 to 0.7 0.71 to 0.8 0.91 to 1 1.01 to 1.1 1.11 to 1.2 1.21 to 1.3 1.31 to 1.4 1.41 to 1.5 1.51 to 1.6 1.61 to 1.7 1.71 to 1.8 1.81 to 1.9 1.91 to 2 2.01 to 2.1 2.11 to 2.2 2.21 to 2.3 0.81 to 0.9

see note 3see note 2

**NOTE 2:** Where the spline crest measured dimension is in area ’A’ above but there is obviously some material remaining on the spline crest a further 10 cycle fly on is permitted.

**NOTE 4:** Each time the engine is re−inspected the remaining spline dimension should be assessed against this chart engine should be rejected (see Fig 8) 

# B **A**

**NOTE 3:** Where the spine crest measured dimensions is in area `B ́ above the coupling should be re−inspected at a maximum of 750 cycles 100 150 200 250 300 350 400 450 500 550 600 650 700 More than 2.3

deh0013648 **NOTE 5:** For an engine being installed onto a different aircraft and/or engine position without the engine going into the shop or for an engine being installed following a boroscope inspection at shop visit, the next inspection must be carried out in accordance with Fig 10 of this NMSB. Subsequent repeat inspection intervals will be determined by Fig 9 of this NMSB Where there is no spline crest material remaining the **NOTE 1:** The ’Up to Life (Cyc)’ column refers to the life of the coupling 

### R

Wear Limits and Repeat Inspection Intervals (cycles) R Fig.9 R**Printed in Great Britain**



# RB.211−72−AG329 Page 22 Nov.26/09 Mar.23/12 Rdeh0013647 Example : Coupling life = 420 cycles since new and average spline crest length before the engine returns to service equals 2.15mm then the next inspection interval in accordance with Fig 10 would be 320 cycles The above table must be used to determine the first on−wing inspection for an engine being installed **NOTE 1:** Wear limits and First Inspection Interval to be carried following shop visit or engine removal without a shop visit LENGTH DIMENSION (mm)

>0.5 to 1.1 1.11 to 1.2 1.21 to 1.3 1.31 to 1.4 1.41 to 1.5 1.51 to 1.6 1.61 to 1.7 1.71 to 1.8 1.81 to 1.9 1.91 to 2.0 2.01 to 2.1 2.11 to 2.2 2.21 to 2.3 Above 2.3 NEXT INSPECTION INTERVAL FOLLOWING RETURN TO

50 − 100 Cycles 70 − 120 Cycles 90 − 140 Cycles 110 − 160 Cycles 130 − 180 Cycles 150 − 200 Cycles 170 − 220 Cycles 190 − 240 Cycles 210 − 260 Cycles 230 − 280 Cycles 250 − 300 Cycles 270 − 320 Cycles 290 − 340 Cycles 350 − 400 Cycles SERVICE AVERAGE SPLINE CREST

1.0 to 1.1 1.11 to 1.2 1.21 to 1.3 1.31 to 1.4 1.41 to 1.5 1.51 to 1.6 1.61 to 1.7 1.71 to 1.8 1.81 to 1.9 1.91 to 2.0 2.01 to 2.1 2.11 to 2.2 2.21 to 2.3 Above 2.3 ON WING IN SHOP

Subsequent repeat inspection intervals will be determined by Fig 9 of this NMSB **NOTE 2:** onto a different aircraft and/or engine position without the engine going into the shop or for an engine being installed following a borescope inspection at shop visit. The inspection must not be carried out prior to the earliest appropriate number of cycles or later than the latest appropriate number of cycles for the average spline crest length dimension

For an engine removed and re−installed onto the same aircraft and same wing position **NOTE 3:** there is no requirement to carry out a borescope inspection prior to installation, the next inspection will be determined from the last on−wing inspection

If 320 cycles later the average spline crest length = 1.75mm then the next inspection interval in accordance with Fig 9 would be 750 cycles (using 1.71 to 1.8mm column and row 750 (420 + 320 = 740) 

### R

Fig.10 R**Printed in Great Britain**



# RB.211−72−AG329 Page 23 Nov.26/09 Mar.23/12 R

### Non-Modification Service Bulletin Service Data Proforma APPENDIX 1**Printed in Great Britain**



# RB.211−72−AG329 Appendix 1 - Page 1 of 2 Nov.26/09 Mar.23/12 Rdeh0013564 Rolls−Royce Service Representatives are required to upload this document onto MAXIMO−SDM NMSB Number*

Engine Serial Number Module Serial Number Coupling Hours Since New Coupling Cycles Since New Coupling Hours Since Overhaul Coupling Cycles Since Overhaul Overhaul Base Operator

Please provide details of measurements taken and attach photographs taken during borescope inspection. Non Modification Service Bulletin Service Data Proforma

Inform your assigned Rolls−Royce Service Representative of NMSB accomplishment and inspection results within 10 working days of NMSB completion

72−AG329

Required (Y / N)*
Y

Y Y Y Y N Y



### R

Service Data Proforma R**Printed in Great Britain**



# RB.211−72−AG329 Appendix 1 - Page 2 Nov.26/09 Mar.23/12 R