EASA AD No : 2014-0152

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EASA AIRWORTHINESS DIRECTIVE

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.

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].

Type Approval Holder’s Name :

ROLLS-ROYCE PLC

Type/Model designation(s) :

RB211 Trent 500, 700, 800 and 900 engines

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

Foreign AD : Not applicable

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 
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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 NonModification 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 Action(s) 

and Compliance 

Time(s):

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.
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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.
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(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.

(10) An EC inspection accomplished in shop in accordance with paragraph 

(9) of this AD is acceptable in lieu of an on-wing visual borescope 

inspection as required by paragraph (8) 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-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.

(13) Modification of an engine as required by paragraph (12) of this AD 

constitutes terminating action for the repetitive on-wing inspections as 

required by paragraph (8) of this AD for that engine.

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.

(15) During each shop visit after the effective date of this AD in which the 
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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.

(16) An EC inspection accomplished in shop in accordance with paragraph 

(15) of this AD is acceptable in lieu of an on-wing visual borescope 

inspection as required by paragraph (14) 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-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.

(19) Modification of an engine as required by paragraph (18) of this AD 

constitutes terminating action for the repetitive on-wing inspections as 

required by paragraph (14) of this AD for that engine.

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.

The use of later approved revisions of these documents is acceptable for 

compliance with the requirements of this AD.

Remarks : 1. If requested and appropriately substantiated, EASA can approve 

Alternative Methods of Compliance for this AD.

2. 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/.

3. Enquiries regarding this AD should be referred to the Safety Information 

Section, Executive Directorate, EASA. E-mail ADs@easa.europa.eu.
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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.