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

R Mar.23/12
R issued to revise the in-shop inspection Revision 3 of this NMSB was

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

R added to the Wear Limits and Repeat Inspection Intervals (cycles) column was

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

R C. Description

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:

R NOTE: Coupling life is the time since new, or last in-shop piece part

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

R Mar.23/12
(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,

R and was re-approved on Mar.23/12. Jan.13/10, Jul.6/10, Nov.26/10

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

R Mar.23/12
F. Manpower

(1) On-wing

(a) Time to gain access

1 person - 0.5 hour

(b) Time to inspect

R engine cooling time) 2 persons - 1.5 hours (excluding

(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

R (1) Rolls-Royce RB211 Service Bulletin:

R 72-G585

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

R Mar.23/12
(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

R Mar.23/12
2. Material Information

None

Printed in Great Britain

RB.211−72−AG329

Page 6

Nov.26/09

R Mar.23/12
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

R Mar.23/12
(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

R Mar.23/12
(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

R Fig.9. See note below.

(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

R Mar.23/12
(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.

R average spline crest measurement of 1 mm or more may be accepted (a) An

R inspection is carried out in accordance with Fig.10 providing the next

of

R

R this NMSB. Subsequent repeat inspection intervals will be

determined by Fig.9 of this NMSB.

R (i) If the average spline crest measurement is less than 1 mm then

R inspect the coupling in accordance with step 3.B.(1) above.

R C. For both borescope inspections carried out on-wing and in-shop, send 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

R Mar.23/12
210123

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

R Mar.23/12
deh0007291

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

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IP Coupling Slot

Fig.3

Printed in Great Britain

RB.211−72−AG329

Page 13

Nov.26/09

R Mar.23/12

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

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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 end 
deh0007294

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

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Measured IP Coupling Spline

Fig.5 (sheet 2 of 2)

Printed in Great Britain

RB.211−72−AG329

Page 16

Nov.26/09

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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

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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

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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

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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

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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

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100

150

200

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600

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800

850

900

950

1000

1050

1100

1150

1200

1250

1300

1350

1400

1450

1500

1550

1600

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1700

1750

1800

1850

1900

1950

2000

20

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20

20

20

20

20

20

40

40

40

40

50

50

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50

50

50

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50

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100

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100

100

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150

150

150

150

150

200

200

200

200

200

200

250

250

250

250

250

250

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300

20

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100

100

100

100

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200

200

200

200

250

250

250

250

250

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300

300

300

350

350

350

350

400

400

400

400

400

450

20

40

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250

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400

400

400

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500

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500

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550

550

550

600

20

50

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200

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250

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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

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350

400

450

500

550

600

650

700

100

150

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350

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450

500

550

600

650

700

100

150

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350

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450

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550

600

650

700

100

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350

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550

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700

100

150

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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 3

see 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

R Wear Limits and Repeat Inspection Intervals (cycles)

R Fig.9

Printed in Great Britain

RB.211−72−AG329

Page 22

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R Mar.23/12
deh0013647

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

R Fig.10

Printed in Great Britain

RB.211−72−AG329

Page 23

Nov.26/09

R Mar.23/12
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

R Mar.23/12
deh0013564

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

R Service Data Proforma

Printed in Great Britain

RB.211−72−AG329

Appendix 1 - Page 2

Nov.26/09

R Mar.23/12