LIST OF EFFECTIVE PAGES The effective pages to this Service Bulletin are as follows: Page Revision Number Revision Date

Bulletin 1 Dec.13/12 2 Dec.13/12 3 Dec.13/12 4 Dec.13/12 5 Dec.13/12 6 Dec.13/12 7 Dec.13/12 8 Dec.13/12 9 Dec.13/12 10 Dec.13/12 11 Dec.13/12 Appendix 1 1 Dec.13/12 2 Dec.13/12 Appendix 2 1 Dec.13/12 2 Dec.13/12 3 Dec.13/12 4 Dec.13/12 5 Dec.13/12 6 Dec.13/12 7 Dec.13/12 8 Dec.13/12 Appendix 3 1 Dec.13/12 2 Dec.13/12 3 Dec.13/12 4 Dec.13/12 Appendix 4 1 Dec.13/12 2 Dec.13/12 3 Dec.13/12 4 Dec.13/12 5 Dec.13/12 6 Dec.13/12 7 Dec.13/12 Appendix 5 1 Dec.13/12 2 Dec.13/12 3 Dec.13/12**Printed in Great Britain**



# RB.211−72−AG875 Transmittal - Page 24 Dec.13/12 5 Dec.13/12 6 Dec.13/12 7 Dec.13/12 8 Dec.13/12 9 Dec.13/12 10 Dec.13/12 11 Dec.13/12 12 Dec.13/12 13 Dec.13/12 14 Dec.13/12 15 Dec.13/12 16 Dec.13/12**Printed in Great Britain**



# RB.211−72−AG875 Transmittal - Page 31. Planning Information A. Effectivity Boeing 757 RB211-535E4-B-37, 535E4-B-37/15, 535E4-B-37/19, 535E4-B-37/20, 535E4-B-37/21, 535E4-B-37/23, 535E4-B-37/25, 535E4-B-37/35, 535E4-B-37/39, 535E4-B-37/41, 535E4-B-37/44 Engines.
B. Reason Problem The RB211-535E4 series of engine have a number of flight profiles published to define the operation of the 3 main configurations; the 535E4, the 535E4-B and the 535E4-C. The 535E4-B engine had only one published flight profile; the E4-B flight profile. A problem has been identified on the E4-B flight profile which necessitated a comprehensive review of operational shaft speed data. The 535E4 and the 535E4-C marks of engine are not affected by this problem. Due to operation of the RB211-535E4-B engine outside of the current published flight profile shaft speed limits during take-off and climb, two new flight profiles have been developed for the 535E4-B engine which encompass the higher shaft speeds, one for each aircraft type and their associated Provisional Group A part lives. Nominally for the Boeing 757-200: Flight Profile D Nominally for the Boeing 757-300: Flight Profile E The existing RB211-535E4-B flight profile will be renamed 'Flight Profile C'. For a summary of all flight profiles on the RB211-535E4 series of engine, including the two new flight profiles introduced by this NMSB, refer to table in section E of Appendix 5. The new flight profiles will be published in the Aircraft Maintenance Manual (AMM). Once instructed in the AMM, affected operators of the E4-B engine should assume operation to these new flight profiles (refer to Appendix 1). Accordingly, the Time Limits Manual (TLM) will also be updated to include approved Group A Part Declared Safe Cyclic Life (DSCL) limits for each new flight profile. The TLM will be updated by 30th November 2016 The AMM will be updated by 30th November 2016 CHANGES TO TIME LIMITS MANUAL AND AIRCRAFT MAINTENANCE MANUAL RESULTING FROM CHANGES TO THE RB211-535E4-B FLIGHT PROFILE - NON-MODIFICATION SERVICE BULLETIN - NON - MOD.72-AG875**Printed in Great Britain**



# RB.211−72−AG875 Page 1 of 11 Dec.13/12 Dec.13/12Failure to comply with this Non-Modification Service Bulletin (NMSB) will introduce a risk of exceeding the Group A part life limits and thus premature component failure. This NMSB is related to Worldwide Communication WW/10811/1/2 Dec 09. C. Description This NMSB introduces two new flight profiles 'Flight Profile D' and 'Flight Profile E' and their associated Provisional Group A and Group B parts lives for the RB211-535E4-B engine. D. Compliance (1) ALERT Rolls-Royce recommends that within 6 weeks of the initial issue date of this NMSB, the following actions should be undertaken on Group A parts for planning purposes only, after this, NMSB 72-AG875 goes live. For engines which will be built up during this specified time, this NMSB should not be applied. The lives defined in NMSB 72-AG875 must be used in conjunction with the TLM until the TLM is updated with component lives for new flight profiles, 'Flight Profile D' and 'Flight Profile E' by the 30th November 2016.
NOTE: The existing RB211-535E4-B flight profile is now designated 'Flight Profile C'. NOTE: Definition of a sub-fleet is a group of engines that are expected to be subject to a specific flight profile, based upon their monitored shaft speeds. (a) Refer to Appendix 5 to establish if any engine sub-fleet is currently operating or has historically operated above the RB211-535E4-B Flight Profile C. If no engine sub-fleet operation has been or is operating beyond RB211-535E4-B Flight Profile C then no further action is required. (b) If an engine sub-fleet has been or is operating beyond RB211-535E4-B Flight Profile C then the accomplishment instructions shown in section 3 of this NMSB should be followed. This Non Modification Service Bulletin, and in particular the life limits given in Appendix 2, are anticipated to be the subject of EASA and FAA Airworthiness Directives (AD).**Printed in Great Britain**



# RB.211−72−AG875 Page 2 Dec.13/12 Dec.13/12(2) RECOMMENDED Rolls-Royce recommends that within 6 weeks of the initial issue date of this NMSB, the following actions should be undertaken on Group B parts. The lives defined in NMSB 72-AG875 must be used in conjunction with the TLM until the TLM is updated with component lives for new flight profiles, 'Flight Profile D' and 'Flight Profile E' by the 30th November 2016.
NOTE: The existing RB211-535E4-B flight profile is now designated 'Flight Profile C'. NOTE: Definition of a sub fleet is a group of engines that are expected to be subject to a specific flight profile, based upon their monitored shaft speeds. (a) Refer to Appendix 5 to establish if any engine sub-fleet is currently operating or has historically operated above the RB211-535E4-B Flight Profile C. If no engine sub-fleet operation has been or is operating beyond RB211-535E4-B Flight Profile C then no further action is required. (b) If an engine sub-fleet has been or is operating beyond RB211-535E4-B Flight Profile C then the accomplishment instructions shown in section 3 of this NMSB should be followed. This Non Modification Service Bulletin and in particular, the life limits given in Appendix 2 are anticipated to be the subject of EASA and FAA Airworthiness Directive (AD) E. Approval The technical content of this Non-Modification Service Bulletin was approved under the authority of Design Organisation Approval EASA.21J.035 on Dec.7/12. F. Manpower Not applicable G. Material Price and Availability Not applicable H. Tooling Price and Availability Special tools are not required**Printed in Great Britain**



# RB.211−72−AG875 Page 3 Dec.13/12 Dec.13/12I. References (1) Rolls-Royce RB211 Service Bulletins: (a) 72-8717 Engine - LP Compressor - Wide Chord Fan Blade (WCFB) Annulus Filler to Air Seal with Improved Bonding Features (b) 72-9434 Engine - HP Compressor - Stage 3 Rotor Disc Corrosion Removal and Re-Protection using Sermetals (c) 72-9700 Engine - LP Compressor - Introduction of revised Annulus Fillers (d) 72-B106 Engine - LP Compressor Blades and Dampers - Introduction of Trimmed Annulus Filler Seals (e) 72-C901 Engine - LP Compressor Blades and Dampers, LP Compressor Annulus Fillers - Introduction of Thickened Top Flange (f) 72-D365 Engine - LP Turbine Stage 2 Disc - Introduction of Rework to Maintain Cyclic Life (g) 72-G017 Engine - LP Compressor Blades - Introduction of Revised Fan Blade Annulus Filler Assemblies with Reduced Weight (2) Rolls-Royce RB211 Non-Modification Service Bulletins: (a) 72-9661 Engine - HP Compressor - Stage 3 Disc revised Lives for Rework (b) 72-D181 Engine - LP Turbine Rotor - Stage 2 Turbine Disc Reduced Cyclic Life - Engine Management and On-wing Inspection - Non-Modification Service Bulletin**Printed in Great Britain**



# RB.211−72−AG875 Page 4 Dec.13/12 Dec.13/12(c) 72-E087 Engine - LP Compressor Blade Annulus Filler Inspections - Cancellation of Non-Modification Service Bulletin (d) 72-AH029 Engine - Low Pressure (LP) Turbine Stage 2 Disc - Life Reduction - Non-Modification Service Bulletin (3) Aircraft Maintenance Manual (AMM), 70-01-10 (4) Time Limits Manual (TLM), 05-00-01, 05-10-01, 05-10-02**Printed in Great Britain**



# RB.211−72−AG875 Page 5 Dec.13/12 Dec.13/122. Material Information
None**Printed in Great Britain**



# RB.211−72−AG875 Page 6 Dec.13/12 Dec.13/123. Accomplishment Instructions A. The procedures and life limits detailed in Appendices 2, 3 & 4 are to be utilised by affected Operators prior to their incorporation into the AMM on the date detailed in Section 1.D. Compliance.
(1) Using the historical flight profile information obtained from the actions defined in 1.D. Compliance and engine component life records, for each applicable engine and component, establish the total number of flight cycles accrued in each flight profile (this could be one or more profiles). Maintain this record going forward as part of local critical part life monitoring procedures. Then depending on whether the engine is on-wing or in-shop go to step (2) or step (3) below as applicable.
NOTE: If an operator cannot historically determine, or prove by analysis, what profile an engine or component was operated in, regardless of whether the engine has been operated on a Boeing 757-200 or -300 then the cyclic life accrued in this period should be assumed to be completed within the 'Flight Profile E' flight profile. (2) On-wing: Engines on-wing at the time of NMSB release may continue to use the current published E4-B DSCLs (Flight Profile C) as defined in the TLM until 30th November 2016. After that date engines on-wing will be subject to the provisional lives defined in Appendix 2 of this NMSB. After release of this NMSB, should 'on-wing' engines be removed for a shop visit, then the instructions contained within step 3.A.(3) will then become applicable.**Printed in Great Britain**



# RB.211−72−AG875 Page 7 Dec.13/12 Dec.13/12It is recommended that operators that are flying or have been flying outside the published flight profile should calculate their accrued life (see notes) and then should compare it with the provisional lives defined in this NMSB against the relevant flight profile (defined as the flight profile the operator will be flying in going forward; Flight Profile C, D or E). Operators should then use this information to facilitate shop visit planning in order to make sure that they will comply with the provisional lives before the 30th of November 2016.
NOTE: If it has been established that there has been movement from one flight profile to a different flight profile during the history of the engine/component (e.g. Flight Profile C to Flight Profile D) then a pro-rata life calculation will be necessary to establish the equivalent CSN in the engine/components current flight profile. Guidance on when these calculations might be necessary and how to complete these calculations is described in sections 4 and 5 below with further guidance and examples contained in Appendix 4. NOTE: For LP turbine stage 2 discs that have previously embodied the mid-life rework defined in SB 72-D365, it is necessary to review the life history and retrospectively apply the provisional re-work threshold life. As defined in SB 72-D365, if the disc life at re-work is found to be above the provisional re-work threshold the accrued life post re-work is unchanged. If the disc life at re-work is found to be below the provisional re-work threshold then the disc should be artificially aged in accordance with the provisional re-work threshold and the accrued life should be re-calculated. further guidance is given in Appendix 4 section 2.D. Example 4 and also in NMSB 72-AH029.**Printed in Great Britain**



# RB.211−72−AG875 Page 8 Dec.13/12 Dec.13/12(3) In-shop: Post release of this NMSB, engines that are inducted into the shop should follow the instructions defined in Fig.1, which provides guidance covering the replacement of Group A parts in-shop. NOTE: A Shop visit refers to refurbishment where discs are de-bladed and where shafts are reduced to shaft assembly piece part level. NOTE: If it has been established that there has been movement from one flight profile to a different flight profile during the history of the engine/component (e.g. Flight Profile C to Flight Profile D) then a pro-rata life calculation will be necessary to establish the equivalent CSN in the engine/components current flight profile. Guidance on when these calculations might be necessary and how to complete these calculations is described in sections 4 and 5 below with further guidance and examples contained in Appendix 4. NOTE: For LP turbine stage 2 discs that have previously embodied the mid-life rework defined in SB 72-D365, it is necessary to review the life history and retrospectively apply the provisional re-work threshold life. As defined in SB 72-D365, If the disc life at re-work is found to be above the provisional re-work threshold the accrued life post re-work is unchanged. If the disc life at re-work is found to be below the provisional re-work threshold then the disc should be artificially aged in accordance with the provisional re-work threshold and the accrued life should be re-calculated. further guidance is given in Appendix 4 section 2.D. Example 4 and also in NMSB 72-AH029. (4) If an engine sub-fleet is currently operating above the current published profile (Flight Profile 'C') i.e. in profile Flight Profile 'D' or Flight Profile 'E' then the remaining life of the Group A components in the new profile should be calculated. It may be necessary to perform a pro-rata life calculation if the component has historically operated in more than one flight profile. See Appendix 4, Section 2.A. Example 1, for guidance on these calculations. (a) Typically, the provisional lives of all Group A components for Flight Profile 'D', as presented in Appendix 2 should be used for all engines operated on the Boeing 757-200 aircraft.**Printed in Great Britain**



# RB.211−72−AG875 Page 9 Dec.13/12 Dec.13/12(b) Typically, the provisional lives of all Group A components for Flight Profile 'E', as presented in Appendix 2 should be used for all engines operated on the Boeing 757-300 aircraft.
NOTE : There is a possibility of operating a Boeing 757-300 in accordance with Flight Profile 'D' or a Boeing 757-200 in accordance with Flight Profile 'E'. It is the responsibility of the operator to demonstrate compliance with the AMM to determine the relevant flight profile. Moving from profiles Flight Profile 'C' (currently published) to either one of the more arduous profiles Flight Profile 'D' or Flight Profile 'E' reduces the lives of some of the Group A components, at the same time the consumed lives (equivalent CSN) of the Group A components in profiles Flight Profile 'D' and Flight Profile 'E' when calculated, will also be reduced, this is called artificial unageing. (5) If an engine sub-fleet has previously been identified as operating above the currently published Flight Profile 'C' but is now operating within Flight Profile 'C', then the remaining life of the Group A components in Flight Profile 'C' should be calculated as per the pro-rata life calculation as shown in Appendix 4, Section 2.B. Example 2, for these calculations: (a) Typically, the provisional lives of all Group A components for Flight Profile 'D', as presented in Appendix 2 should be used for all engines operated on the Boeing 757-200 aircraft. (b) Typically, the provisional lives of all Group A components for Flight Profile 'E', as presented in Appendix 2 should be used for all engines operated on the Boeing 757-300 aircraft. Moving from profiles Flight Profile 'D' or Flight Profile 'E' (more arduous) to Flight Profile 'C' flight profile (currently published) increases the lives of some of the Group A components, at the same time the consumed lives (equivalent CSN) of the Group A components in Flight Profile 'C' flight profile when calculated, will also be increased, this is called artificial ageing. (6) Any interim lives defined for planning purposes as part of the investigation will no longer apply as they are superseded by the new lives defined in this NMSB for Flight Profile 'D' and Flight Profile 'E'. All guidance surrounding shaft speed data capture and flight profile monitoring, as given in the AMM, still apply. B. If a Group B part is identified as exceeding the provisional part life defined in Appendix 3, then the Group B part must be replaced within 6 weeks of the issue date on Aeromanager of NMSB 72-AG875 as recommended under Section 1.D.(2) Compliance, of this NMSB.**Printed in Great Britain**



# RB.211−72−AG875 Page 10 Dec.13/12 Dec.13/12deh0013083 YES

YES NO ENGINE BUILD LIFE IS DEFINED AS THE NUMBER OF FLIGHT CYCLES TO NEXT PLANNED SHOP VISIT. FOR CHECK AND REPAIR SHOP VISITS, THIS IS THE REMAINING NUMBER OF FLIGHT CYCLES TO NEXT PLANNED SHOP VISIT ENGINE SHOP VISIT

MODULE BE STRIPPED WHERE DISCS ARE DE−BLADED AND/OR SHAFTS ARE REDUCED TO SHAFT ASSEMBLY PIECE

PART LEVEL ?

WILL ANY

NO

YES NO YES

REPLACE THE AFFECTED GROUP A PART

RETURN TO SERVICE

STRIP MODULE TO

ALLOW ACCESS TO THE AFFECTED

GROUP A PART. IF THIS RESULTS IN ADDITIONAL PARTS THAT ARE AFFECTED, THEY

MUST ALSO BE

ASSESSED CAN THE NEXT PLANNED SHOP
FOR IT TO OCCUR BEFORE THE 30TH NOVEMBER 2016? PLANNED SHOP VISIT

DUE BEFORE THE 30TH NOVEMBER

IS THE NEXT

2016 ? FOR EACH

VISIT? A PARTS PLUS THE ENGINE BUILD

LIFE EXCEED THE EXISTING APPLICABLE MODULE, WILL ACCURED LIFE OF THE GROUP

DSCL (FLIGHT PROFILE C) BEFORE NEXT PLANNED SHOP

YES NO STRIPPED MODULE, WILL ACCRUED LIFE OF
ENGINE BUILD LIFE EXCEED ITS PROVISIONAL LIFE BEFORE ITS NEXT PLANNED

NO FOR EACH

SHOP VISIT? THE GROUP A PARTS PLUS THE

VISIT BE RE−ARRANGED THE ACCURED LIFE IN THE FLIGHT PROFILE THE ENGINE WILL BE OPERATED IN THE ACCRUED LIFE ASSUMING FLIGHT PROFILE C OPERATION

Group A Part Replacement Logic During Overhaul Fig.1**Printed in Great Britain**



# RB.211−72−AG875 Page 11 Dec.13/12 Dec.13/12Recording and Control of the Lives of Parts: Time Limits Manual 05-00-01-800-000 The following section of Chapter 05-00-01-800-000 in the Time Limits Manual, has been amended to include reference to the new E4-B flight profiles. All other sections of Chapter 05-00-01-800-000 remain unchanged and should be followed as normal. 1. Movement of Group A and B Parts between Flight Profiles A. Where the engine configuration allows, Group A and Group B parts may be moved between any combination of 535E4-37 Flight Profile A, 535E4-37 Flight Profile B, 535E4-B-37 Flight Profile C, 535E4-B-37 Flight Profile D, 535E4-B-37 Flight Profile E and 535E4-C-37 operation. B. The published Declared Life of Group A and Group B parts may be different from one flight profile to another. The Time Limits Manual contains six sets of Declared Cyclic lives applicable to Group A (Chapter 05-10-01) and Group B (Chapter 05-10-02) parts:
Engine Flight profile Reference New Flight profile Reference Aircraft Type

535E4 E4 Flight Profile A Flight Profile A 757-200

E4 Flight Profile B Flight Profile B 757-200

535E4-B E4-B Flight Profile Flight Profile C 757-200 and 757-300

E4-B 757-200 Heavy Flight Profile D 757-200

E4-B 757-300 Heavy Flight Profile E 757-300 APPENDIX 1**Printed in Great Britain**



# RB.211−72−AG875 Appendix 1 - Page 1 of 2 Dec.13/12 Dec.13/12535E4-C E4-C Flight Profile Flight Profile F 757-200 and 757-300

NOTE : The flight profiles given in the above sequence from Flight Profile 'A' to Flight Profile 'F' are not in any particular hierarchy or order in relation to shaft speed limits or nature of operation. The aircraft type associated with each flight profile has been included for guidance purposes only and is reflective of the fleet at the date of issue of this NMSB. New operators of the 535E4-B-37 engine rating should assume Flight Profile 'E' by default until a full 12 months worth of shaft speed data shows compliance to Flight Profile 'C' or Flight Profile 'D'. C. The flight profiles applicable to 535E4-37 Flight profiles A and B, the 535E4-B-37 Flight Profile C, 535E4-B-37 Flight Profile D, 535E4-B-37 Flight Profile E and the 535E4-C-37 Flight Profile F are published in the Aircraft Maintenance Manual, Chapter 70-01-10.**Printed in Great Britain**



# RB.211−72−AG875 Appendix 1 - Page 2 Dec.13/12 Dec.13/12Group A Parts Lives for E4-B Flight Profile 'D' and Flight Profile 'E': Time Limits Manual 05-10-01-800-001 1. Maximum Approved Lives of LP Compressor Rotor Disc

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-31-12, 01-210 UL16174 22,600 22,600
72-31-12, 01-210 UL16194 22,600 22,600
72-31-12, 01-210 UL21343 22,600 22,600
72-31-12, 01-210 UL24536 22,600 22,600
2. Maximum Approved Lives of LP Compressor Shaft

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-31-20, 01-100 UL16140 17,200 17,200
72-31-20, 01-100 UL16217 17,200 17,200
72-31-20, 01-100 UL24100 17,200 17,200
72-31-20, 01-100 UL16211 17,200 17,200
72-31-20, 01-100 UL27910 17,200 17,200
72-31-20, 01-100 UL28351 17,200 17,200
72-31-20, 01-150 UL16141 17,200 17,200 APPENDIX 2**Printed in Great Britain**



# RB.211−72−AG875 Appendix 2 - Page 1 of 8 Dec.13/12 Dec.13/1272-31-20, 01-150 UL16218 17,200 17,200
72-31-20, 01-150 UL24101 17,200 17,200
72-31-20, 01-150 UL16212 17,200 17,200
72-31-20, 01-150 UL27911 17,200 17,200
72-31-20, 01-170 UL16142 17,200 17,200
72-31-20, 01-170 UL16219 17,200 17,200
72-31-20, 01-170 UL24102 17,200 17,200
3. Maximum Approved Lives of LP Turbine Shaft

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-51-63, 01-200 UL17734 (Assy) 16,000 16,000
72-51-63, 01-200 UL19434 (Assy) 16,000 16,000
72-51-63, 01-200 UL20331 (Assy) 16,000 16,000
72-51-63, 01-200 UL37584 (Assy) 16,000 16,000
72-51-63, 01-200 UL37761 (Assy) 16,000 16,000
72-51-63, 01-200 FW30429 (Assy) 16,000 16,000
72-51-63, 01-200 FW30430 (Assy) 16,000 16,000**Printed in Great Britain**



# RB.211−72−AG875 Appendix 2 - Page 2 Dec.13/12 Dec.13/1272-51-63, 01-200 FW30431 (Assy) 16,000 16,000
72-51-63, 01-200 FW30432 (Assy) 16,000 16,000
72-51-63, 01-200 FW30433 (Assy) 16,000 16,000
72-51-63, 01-200 FW30434 (Assy) 16,000 16,000
72-51-63, 01-214 UL14859 16,000 16,000
72-51-63, 01-214 UL19435 16,000 16,000
72-51-63, 01-214 UL20332 16,000 16,000
72-51-63, 01-214 UL37585 16,000 16,000
72-51-63, 01-214 UL37762 16,000 16,000
4. Maximum Approved Lives of LP Turbine Disc Stage 1

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-51-61, 01-300 UL10175 27,650 27,650
72-51-61, 01-300 UL17724 27,650 27,650
72-51-61, 01-300 UL18946 27,650 27,650
72-51-61, 01-300 UL29028 27,650 27,650
72-51-61, 01-300 UL37342 27,650 27,650**Printed in Great Britain**



# RB.211−72−AG875 Appendix 2 - Page 3 Dec.13/12 Dec.13/1272-51-61, 01-300 UL38584 27,650 27,650
5. Maximum Approved Lives of LP Turbine Disc Stage 2 A. The life of the following components can be extended by rework and artificial ageing as defined in and by the incorporation of SB 72-D365.
NOTE : Until the TLM is updated the pre-rework provisional life will act as the theshold life. It is permissible to rework a disc that had a greater cyclic life than the threshold for Flight Profile 'D' and 'E' in accordance with SB 72-D365. SB 72-D365 instructs that where a part with a cyclic life greater than its threshold has been reworked, the part retains its existing life. B. The following lives are subject to mandatory NMSB 72-D181.

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-51-61, 01-350 UL11508 14,400 14,400
72-51-61, 01-350 UL17141 14,400 14,400
72-51-61, 01-350 UL18947 14,400 14,400
72-51-61, 01-350 UL29029 14,400 14,400
72-51-61, 01-350 UL37352 14,400 14,400
C. The life (Flight Cycles) of the following parts have been reworked in accordance with SB 72-D365.

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-51-61, 01-350 FW16685 22,700 22,700**Printed in Great Britain**



# RB.211−72−AG875 Appendix 2 - Page 4 Dec.13/12 Dec.13/1272-51-61, 01-350 FW16686 22,700 22,700
72-51-61, 01-350 FW16687 22,700 22,700
72-51-61, 01-350 FW16688 22,700 22,700
72-51-61, 01-350 FW16689 22,700 22,700
6. Maximum Approved Lives of LP Turbine Disc Stage 3.

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-51-61, 01-470 UL11578 25,630 25,630
72-51-61, 01-470 UL18954 25,630 25,630
72-51-61, 01-470 UL29031 25,630 25,630
72-51-61, 01-470 UL37349 25,630 25,630
7. Maximum Approved Lives of IP Compressor Rotor Shaft (Stage 1 to 6).

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-32-31, 01-080 UL16758 25,000 22,700
72-32-31, 01-080 UL30176 25,000 22,700**Printed in Great Britain**



# RB.211−72−AG875 Appendix 2 - Page 5 Dec.13/12 Dec.13/128. Maximum Approved Lives of IP Compressor Rotor Rear Stub Shaft.

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-33-21, 01-260 UL14081 26,500 26,500
72-33-21, 01-260 UL18796 26,500 26,500
72-33-21, 01-260 UL20016 26,500 26,500
9. Maximum Approved Lives of IP Turbine Shaft.

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-51-33, 01-185 UL14860 26,500 26,500
72-51-33, 01-185 UL19437 26,500 26,500
72-51-33, 01-185 UL20005 26,500 26,500
72-51-33, 01-185 UL37571 26,500 26,500
72-51-33, 01-185 UL37760 26,500 26,500
10. Maximum Approved Lives of IP Turbine Disc.

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-51-31, 01-150 UL17774 26,500 26,500**Printed in Great Britain**



# RB.211−72−AG875 Appendix 2 - Page 6 Dec.13/12 Dec.13/1272-51-31, 01-150 UL19818 26,500 26,500
72-51-31, 01-150 UL27940 26,500 26,500
11. Maximum Approved Lives of HP Compressor Rotor Disc Stage 1 and 2.

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-41-31, 01-170 UL11678 15,700 15,700
72-41-31, 01-170 UL24024 15,700 15,700
12. Maximum Approved Lives of HP Compressor Rotor Disc Stage 3. A. The life (Flight Cycles) of the following components may be extended by incorporation of SB 72-9434 and reference to NMSB 72-9661.

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-41-31, 01-240 UL11706 15,000 15,000
72-41-31, 01-240 UL15358 15,000 15,000
72-41-31, 01-240 UL24738 15,000 15,000
72-41-31, 01-240 UL22578 15,000 15,000
B. The life (Flight Cycles) of the following part numbers are as listed in table below:

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)**Printed in Great Britain**



# RB.211−72−AG875 Appendix 2 - Page 7 Dec.13/12 Dec.13/1272-41-31, 01-240 UL29347 25,100 25,100
72-41-31, 01-240 UL29349 25,100 25,100
13. Maximum Approved Lives of HP Compressor Rear Rotor Shaft Assembly.

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-41-31, 01-370 UL16994 18,200 15,000
72-41-31, 01-370 UL18095 18,200 15,000
72-41-31, 01-370 UL18096 18,200 15,000
72-41-31, 01-370 UL18114 18,200 15,000
72-41-31, 01-370 UL26989 18,200 15,000
14. Maximum Approved Lives of HP Turbine Disc.

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-41-51, 01-350 UL10323 13,900 11,400
72-41-51, 01-350 UL27680 14,500 14,000
72-41-51, 01-350 UL27681 14,500 14,000
72-41-51, 01-350 UL39767 14,500 14,000**Printed in Great Britain**



# RB.211−72−AG875 Appendix 2 - Page 8 Dec.13/12 Dec.13/12Group B Parts Lives for Profile Flight Profile 'D' and Flight Profile 'E'. Time Limits Manual 05-10-02-800-002 Not all Group B part lives are affected for the new Flight profiles - Flight Profile 'D' and Flight Profile 'E' when compared to Flight Profile 'C'. For completeness the lives for rotating parts only have been given below. Static parts are not affected. 1. Maximum Approved Lives of LP Compressor (Fan) Blades

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-31-11, 01-280 FW12308 23,000 23,000
72-31-11, 01-280 FW12309 23,000 23,000
72-31-11, 01-280 FW12372 23,000 23,000
72-31-11, 01-280 FW12373 23,000 23,000
72-31-11, 01-280 FW12374 23,000 23,000
72-31-11, 01-280 FW12375 23,000 23,000
72-31-11, 01-280 FW12376 23,000 23,000
72-31-11, 01-280 FW12379 23,000 23,000
72-31-11, 01-280 FW12529 23,000 23,000
72-31-11, 01-280 UL21345 23,000 23,000
72-31-11, 01-280 UL22286 23,000 23,000
72-31-11, 01-280 UL23122 23,000 23,000 APPENDIX 3**Printed in Great Britain**



# RB.211−72−AG875 Appendix 3 - Page 1 of 4 Dec.13/12 Dec.13/1272-31-11, 01-280 UL24528 23,000 23,000
72-31-11, 01-280 UL24530 23,000 23,000
72-31-11, 01-280 UL24532 23,000 23,000
72-31-11, 01-280 UL24534 23,000 23,000
72-31-11, 01-280 UL27992 23,000 23,000
72-31-11, 01-280 UL28601 23,000 23,000
72-31-11, 01-280 UL28602 23,000 23,000
72-31-11, 01-280 UL29511 23,000 23,000
72-31-11, 01-280 UL29556 23,000 23,000
72-31-11, 01-280 UL30817 23,000 23,000
72-31-11, 01-280 UL30819 23,000 23,000
72-31-11, 01-280 UL30933 23,000 23,000
72-31-11, 01-280 UL30935 23,000 23,000
72-31-11, 01-280 UL33707 23,000 23,000
72-31-11, 01-280 UL33709 23,000 23,000
72-31-11, 01-280 UL38029 23,000 23,000
72-31-11, 01-280 UL38032 23,000 23,000**Printed in Great Britain**



# RB.211−72−AG875 Appendix 3 - Page 2 Dec.13/12 Dec.13/1272-31-11, 01-280 UL38373 23,000 23,000
72-31-11, 01-280 UL38375 23,000 23,000
72-31-11, 01-280 UL38377 23,000 23,000
72-31-11, 01-280 UL38379 23,000 23,000
The declared life for the following blade serial numbers is limited to 10,000 cycles: GB80870, GB81315, GB83871, GB87679, GB87705, GB87805, GB88227, GB88894, GB89740, RGH13261, RGH27905 2. Maximum Approved Lives of LP Compressor Annulus Filler A. The life (Flight Cycles) of the following part numbers are as listed. B. SB 72-E087 introduces new lives which are detailed in the table below:

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-31-11, 01-350 UL16208 12,000 12,000
The following part number has been introduced by the incorporation of SB 72-8717:

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-31-11, 01-350 UL16160 12,000 12,000
The following part number has been introduced by the incorporation of SB 72-9700:**Printed in Great Britain**



# RB.211−72−AG875 Appendix 3 - Page 3 Dec.13/12 Dec.13/12IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-31-11, 01-350 UL35848 8,800 8,900
The following part number have been introduced by the incorporation of SB 72-B106:

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-31-11, 01-350 UL38852 12,000 12,000
72-31-11, 01-350 UL38855 8,800 8,900
The following part number have been introduced by the incorporation of SB 72-C901:

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-31-11, 01-350 UL39738 3,500 3,500
The following part number have been introduced by the incorporation of SB 72-G017:

IPC FIG/ITEM PART NO. FLIGHT PROFILE D PROVISIONAL LIVES

(FLIGHT CYCLES) FLIGHT PROFILE E PROVISIONAL LIVES

(FLIGHT CYCLES)
72-31-11, 01-350 FW61408 11,100 11,200**Printed in Great Britain**



# RB.211−72−AG875 Appendix 3 - Page 4 Dec.13/12 Dec.13/12Time Limits Manual: Working examples for the movement between flight profile monitoring procedures i.e. E4-B Flight Profile 'C' to Flight Profile 'D' and vice-versa

CAUTION: LIFE CALCULATIONS FOR THE MOVEMENT BETWEEN FLIGHT PROFILES OF COMPONENTS WITH MID LIFE REWORKS E.G. LP TURBINE STAGE 2 DISC, CAN POTENTIALLY BE COMPLEX. IF YOU ARE UNSURE OF HOW TO DO THE CALCULATION CONTACT ROLLS-ROYCE FOR FURTHER ADVICE. 1. Calculations for movement of engines between flight profiles Step 1: Calculate the Fraction of the component's Life Used (FLU) in the original* flight profile monitoring procedure:

FLU = Cycles used in original* flight profile monitoring procedure

---------------------------------------------------------------- Declared Life in original* flight profile monitoring procedure NOTE : It is not necessary to record a value for the FLU (it may remain as the fraction above) however if one is recorded, it should be calculated to a minimum of three decimal places. Step 2: Calculate equivalent Cycles Since New (CSN) for the component in the new** flight profile monitoring procedure.
Equivalent CSN = FLU x Declared Life in the new** flight profile monitoring procedure

NOTE : Record the equivalent CSN as an integer, calculated to the next highest whole number, against the component. Step 3: If required, calculate the cycles remaining to the Declared Life in the new** flight profile monitoring procedure.
Cycles remaining = Declared Life in the new** flight profile monitoring procedure - Equivalent CSN
* Original: Values relating to the previous Flight Profile(s) the engine/component had operated in. ** New: Values relating to the Flight Profile the engine/component will now be operated in. APPENDIX 4**Printed in Great Britain**



# RB.211−72−AG875 Appendix 4 - Page 1 of 7 Dec.13/12 Dec.13/122. Movement between flight profile monitoring procedures A. Example 1: HP Compressor Rear Rotor Shaft Assembly part number UL16994, having flown 6000 cycles in profile E4-B Flight Profile 'D', moving to profile Flight Profile 'E'. Step 1:

FLU = Cycles used in original flight profile monitoring procedure

----------------------------------------------------------- Declared Life in original flight profile monitoring procedure

FLU = 6000 Flight Cycles

--------------------- 18200 Flight Cycles
Step 2:
Equivalent CSN = FLU x Declared Life in the Flight Profile 'E' flight profile

Equivalent CSN =6000 ------ X 15000 = 4945.05 Flight Cycles 18200 Rounding up gives equivalent CSN in the Flight Profile 'E' flight profile of 4946 Flight Cycles
NOTE : Component returns to service with artificially decreased CSN - this is also known as artificial un-ageing Step 3:

If required, calculate the cycles remaining to the Declared Life in the Flight Profile 'E' flight profile i.e. 15000-4946 = 10054 Flight Cycles remaining in profile 'Flight Profile E' (NOTE: Quoted lives are for example only) B. Example 2: HP Compressor Rear Rotor Shaft Assembly part number UL16994, having flown 5000 cycles in profile Flight Profile 'E', moving to profile Flight Profile 'D'.**Printed in Great Britain**



# RB.211−72−AG875 Appendix 4 - Page 2 Dec.13/12 Dec.13/12Step 1:

FLU = Cycles used in original flight profile monitoring procedure

-------------------------------------------------------------- Declared Life in original flight profile monitoring procedure

FLU = 5000 Flight Cycles

--------------------- 15000 Flight Cycles
Step 2:
Equivalent CSN = FLU x Declared Life in the Flight Profile 'D' flight profile

Equivalent CSN =5000 ------- X 18200 = 6066.67 Flight Cycles 15000 Rounding up gives equivalent CSN in the Flight Profile 'D' flight profile of 6067 Flight Cycles
NOTE : Component returns to service with artificially increased CSN - this is also known as artificial ageing Step 3:

If required, calculate the cycles remaining to the Declared Life in the 'Flight Profile D' flight profile i.e. 18200-6067 = 12133 Flight Cycles remaining in profile 'Flight Profile D' (NOTE: Quoted lives are for example only) C. Example 3: LP Turbine stage 2 disc part number UL29029 (pre SB 72-D365), having originally flown 1000 cycles in profile Flight Profile 'C', is then moved to flight profile Flight Profile 'D' and has completed a further 15000 cycles. It is proposed that this disc is reworked in accordance with SB 72-D365 Revision 5. Post rework, the engine will continue in service in Flight Profile 'D' flight profile. The life reductions as defined by NMSB 72-AH029 also now need to be taken into account. Step 1:**Printed in Great Britain**



# RB.211−72−AG875 Appendix 4 - Page 3 Dec.13/12 Dec.13/12FLUn = Cycles used in original flight profile monitoring procedure n

-------------------------------------------------------------- Declared Life in original flight profile monitoring procedure n*

FLU1 = 1000 Flight Cycles

--------------------- 16700 Flight Cycles

FLU2 = 15000 Flight Cycles

--------------------- 14400 Flight Cycles
* For pre-rework calculation, this value is the applicable provisional rework threshold life. Step 2:
Total Equivalent CSN

= (FLU1 x Declared Life in the Flight Profile 'D' flight profile) + (FLU2 x Declared Life in the Flight Profile 'D' flight profile)

Total Equivalent CSN = 1000 15000 (---- X 14400 ) + (---- X 14400 ) = 15862.28 Flight Cycles 16700 14400
Rounding up gives equivalent CSN in the Flight Profile 'D' flight profile of 15863 Flight Cycles (an artificially decreased CSN)
NOTE : Accomplishment of SB 72-D365: 15863 flight cycles is greater than the Flight Profile 'D' threshold life of 14400. However it is permissible to rework a disc that has a greater cyclic life than the threshold for Flight Profile 'D'. For this example, SB 72-D365 instructs that the part will retain its existing life. Step 3:

If required, calculate the cycles remaining to the Provisional Life in the Flight Profile 'D' flight profile i.e. 22700 - 15863 = 6837 Flight Cycles remaining in profile Flight Profile 'D' (NOTE: Quoted lives are for example only)**Printed in Great Britain**



# RB.211−72−AG875 Appendix 4 - Page 4 Dec.13/12 Dec.13/12D. Example 4: LP Turbine stage 2 disc part number FW16686 (Post SB 72-D365), having originally flown 15000 cycles in profile Flight Profile 'C', it was reworked to SB 72-D365 and artificially aged to 18100 cycles (as instructed by SB 72-D365 revision 4). It has then flown a further 1000 cycles in profile Flight Profile 'C' and it is then moved to flight profile Flight Profile 'D' and has completed a further 1000 cycles. The engine will continue in service in Flight Profile 'D' flight profile. The life reductions as defined by NMSB 72-AH029 also now need to be taken into account. Before Rework (Pre SB 72-D365) Step 1: Calculate FLU before the rework:

FLU= Cycles used in original flight profile monitoring procedure

-------------------------------------------------------------- Declared Life in original flight profile monitoring procedure*

FLU = 15000 Flight Cycles

--------------------- 16700 Flight Cycles
* For pre-rework calculation, this value is the applicable provisional rework threshold life Step 2: Calculate the Total Equivalent CSN before the rework
Total Equivalent CSN

= (FLU1 x Declared Life in the Flight Profile 'D' flight profile*)

Total Equivalent CSN = 15000 (---- X 14400 ) = 12934.13 Flight Cycles 16700
Rounding up gives equivalent CSN in Flight Profile 'D' flight profile of 12935 flight cycles (an artificially decreased CSN)
NOTE : Retrospective accomplishment of SB 72-D365 Revision 5 (now as Profile 'D') 12935 cycles is less than the Flight Profile 'D' threshold life of 14400 cycles. Therefore you artificially age to 14400 cycles. Post Rework (Post SB 72-D365)**Printed in Great Britain**



# RB.211−72−AG875 Appendix 4 - Page 5 Dec.13/12 Dec.13/12Step 1: Calculate FLU post the rework:

FLUn= Cycles used in original flight profile monitoring procedure n

-------------------------------------------------------------- Declared Life in original flight profile monitoring procedure n**

FLU1 = 1000 Flight Cycles

--------------------- (26300 - 16700) Flight Cycles

FLU2 = 1000 Flight Cycles

--------------------- (22700 - 14400) Flight Cycles
** For a post rework calculation, this value is the difference between the rework threshold life and the post rework life limit. Step 2: Calculate the Total Equivalent CSN post the rework
Total Equivalent CSN

= (FLU1 x Declared Life in the Flight Profile 'D' flight profile**) + (FLU2 x Declared Life in the 'Flight Profile D' flight profile**)

Total Equivalent CSN = 1000 1000 (---- X 8300 ) + (---- X 8300 ) = 1864.58 Flight Cycles 9600 8300
Rounding up gives equivalent CSN post rework in the Flight Profile 'D' flight profile of 1865 Flight Cycles (an artificially decreased CSN)
NOTE : From Step 2 above, the disc has retrospectively been artificially aged (now as Flight Profile 'D') to 14400 cycles. The component has then completed a further 1865 (Equivalent CSN in flight profile D) flight cycles since the rework. Therefore:
Total Equivalent CSN

= Threshold Life (at rework) + Equivalent CSN (post rework)

14400 + 1865 = 16265 Equivalent CSN (Flight Profile D)
Step 3:**Printed in Great Britain**



# RB.211−72−AG875 Appendix 4 - Page 6 Dec.13/12 Dec.13/12If required, calculate the cycles remaining to the Provisional Life in the Flight Profile 'D' flight profile i.e. 22700 - 16265 = 6435 Flight Cycles remaining in profile Flight Profile 'D' (NOTE: Quoted lives are for example only)**Printed in Great Britain**



# RB.211−72−AG875 Appendix 4 - Page 7 Dec.13/12 Dec.13/12Appendix 5 - Revised 535E4-B flight profiles Flight Profile 'D' and Flight Profile 'E'. The following contents will be instructed in the Aircraft Maintenance Manual under Temporary Revision. NOTE: Only Flight Profile illustrations for the existing E4-B flight profile (Flight Profile C), the new E4-B heavy flight profiles (Flight Profiles D and E) and the newly named E4-C flight profile (Flight Profile F) have been included in this section of the document. All other 535E4 flight profiles remain unchanged. 1. Prepare for the Flight Profiles and Operational Monitoring Datum Flight Profiles, refer to Appendix 5 Fig.1 Fig.2, Fig.3 and Fig.4. A. Engine operation must be monitored. The average shaft speeds are required to be less than or equal to the shaft speeds given in the datum Flight Profile. If the average shaft speeds exceed the shaft speeds given in the datum Flight Profile for the engine, operators must contact Rolls-Royce. This applies to all RB211-535 engine marks. B. For RB211-535C-37 Engines; refer to RB211-535C-37 Engine datum flight profile. C. For RB211-535E4-37 Engines; refer to Flight Profile 'A' and Flight Profile 'B'. You must have Airworthiness Authority approval in the country in which the operation is registered to use the life limits given in Flight Profile 'A' or 'B' as described in the Rolls-Royce Time Limits Manual (Chapter 05-10-01). There are two modes of operation for the 535E4-37. The two modes are Flight Profile 'A' and Flight Profile 'B'. (1)Flight Profile 'A' When the average maximum HP (N3), IP (N2) and LP (N1) speeds at takeoff and during climb are less than or equal to the limits of 535E4-37 Flight Profile 'A', the operator can use Flight Profile 'A'. The lives of the Group 'A' parts for these engines are as given in the Rolls-Royce Time Limits Manual for Flight Profile 'A' (Chapter 05-10-01). APPENDIX 5**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 1 of 16 Dec.13/12 Dec.13/12(2)Flight Profile 'B' When the average maximum HP (N3), IP (N2) and LP (N1) speeds at takeoff and during climb are more than the limits of 535E4-37 Flight Profile 'A', but are less than or equal to the limits of 535E4-37 Flight Profile 'B', the operator must use Flight Profile 'B'. The lives of the Group A parts for these engines are as given in the Rolls-Royce Time Limits Manual for Flight Profile 'B' (Chapter 05-10-01). D. For RB211-535E4-B-37 Engines; refer to Flight Profile 'C', Flight Profile 'D' and Flight Profile 'E'. There are three flight profiles for the 535E4-B-37 engines. The three flight profiles are Flight Profile 'C', Flight Profile 'D' and Flight Profile 'E'. You must have Airworthiness Authority approval in the country in which the operation is registered to use the life limits given in Flight Profile 'C' as described in the Rolls-Royce Time Limits Manual (Chapter 05-10-01).
NOTE : Flight Profile 'C' is the new designation for the existing 535E4-B-37 Flight Profile and will be the least arduous. Flight Profile 'E' will be the most arduous flight profile for the 535E4-B-37 rating. (1)Flight Profile 'C'. When the average maximum HP (N3), IP (N2) and LP (N1) speeds at takeoff and during climb are less than or equal to the limits of 535E4-B-37 Flight Profile 'C' the operator can use Flight Profile 'C'. The lives of the Group A parts for these engines are as given in the Rolls-Royce Time Limits Manual for Flight Profile 'C' (Chapter 05-10-01). (2)Flight Profile 'D' When the average maximum HP (N3), IP (N2) and LP (N1) speeds at takeoff and during climb are more than the limits of 535E4-B-37 Flight Profile 'C' but are less than or equal to the limits of 535E4-B-37 Flight Profile 'D' the operator must use Flight Profile 'D'. The lives of the Group A parts for these engines are as given in the Rolls-Royce Time Limits Manual for Flight Profile 'D' (Chapter 05-10-01). (3)Flight Profile 'E' When the average maximum HP (N3), IP (N2) and LP (N1) speeds at takeoff and during climb are more than the limits of 535E4-B-37 Flight Profile 'C' but are less than or equal to the limits of 535E4-B-37 Flight Profile 'E' the operator must use Flight Profile 'E'. The lives of the Group A parts for these engines are as given in the Rolls-Royce Time Limits Manual for Flight Profile 'E' (Chapter 05-10-01). (4)For RB211-535E4-C-37 Engines, refer to Flight Profile 'F'.**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 2 Dec.13/12 Dec.13/12E. If operators are unable to establish historical operations, default to Flight Profile 'E' and contact Rolls-Royce. Summary Table of 535E4 Flight Profiles Engine Flight profile Reference New Flight profile Reference Aircraft Type

535E4 E4 Flight Profile A Flight Profile A 757-200

E4 Flight Profile B Flight Profile B 757-200

535E4-B E4-B Flight Profile Flight Profile C 757-200 and 757-300

E4-B 757-200 Heavy Flight Profile D 757-200

E4-B 757-300 Heavy Flight Profile E 757-300

535E4-C E4-C Flight Profile Flight Profile F 757-200 and 757-300

NOTE : The flight profiles given in the above sequence from Flight Profile 'A' to Flight Profile 'F' are not in any particular hierarchy or order in relation to shaft speed limits or nature of operation. The aircraft type associated with each flight profile has been included for guidance purposes only and is reflective of the fleet at the date of issue of this NMSB. New operators of the 535E4-B-37 engine rating should assume Flight Profile E by default until a full 12 months worth of shaft speed data shows compliance to Flight Profile 'C' or Flight Profile 'D'. 2. New Operators, or New Sub-fleets within an existing Operator, for Operational Flight Profiles, refer to Appendix 5 Fig.1, Fig.2, Fig.3 and Fig.4. A. For RB211-535C-37 and 535E4-C-37 Engines (Flight Profile 'F') do the steps that follow: (1)The new operators or sub-fleets must assume the operation to applicable datum flight profile for a minimum of the first 12 months of operation. This is to permit the consideration of seasonal variation.**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 3 Dec.13/12 Dec.13/12(2)After six months, if an operator thinks the operation of their fleet or any of their sub-fleets is more than the limits of the applicable flight profile, the operator must contact Rolls-Royce for advice and continue to monitor engine operation. (3)After 12 months, if an operator has data that shows the operation of their fleet or any of their sub-fleets is more than the limits of the applicable flight profile, the operator must contact Rolls-Royce for advice and continue to monitor engine operation. B. For RB211-535E4-37 Engines do the steps that follow: (1)The new operators or sub-fleets must assume the operation to 535E4-37 Flight Profile 'B' for a minimum of the first 12 months of operation. (2)The compliance with 5435E4-37 Flight profile 'A' can only be considered after the collection of data for one full years operation. This is to permit the consideration of seasonal variations. (3)If this data shows that their operation is less than or equal to the limits of 535E4-37 Flight Profile 'A', the operator must approach their Airworthiness Authority to apply for permission to account Group 'A' part life with the use of 535E4-37 Flight Profile 'A'. (4)If this permission is given, 535E4-37 Flight Profile 'A' can be taken from the entry into service of the operators new fleet or sub-fleet. (5)After six months, if an operator thinks the operation of their fleet or any of their sub-fleet is more than the limits of 535E4-37 Flight Profile 'B', the operator must contact Rolls-Royce for advice and continue to monitor engine operation. (6)After 12 months, if an operator has data that shows the operation of their fleet or any of their sub-fleets is more than the limits of 535E4-37 Flight Profile 'B', the operator must contact Rolls-Royce for advice and continue to monitor engine operation. C. For RB211-535E4-B-37 Engines do the steps that follow: (1)New operators or sub-fleets must assume operation to 535E4-B-37 Flight Profile 'E' for the first 12 months of operation. (2)The compliance with 535E4-B-37 Flight Profile 'C' or Flight Profile'D' can only be considered after the collection of data for one full years operation. This is to permit the consideration of seasonal variations. (3)If this data shows that their operation is less than or equal to the limits of 535E4-B-37 Flight Profile 'C' or Flight Profile 'D', the operator must approach their Airworthiness Authority to apply for permission to account Group A part life with the use of 535E4-B-37 Flight Profile 'C' or Flight Profile 'D'.**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 4 Dec.13/12 Dec.13/12(4)If this permission is given, 535E4-B-37 Flight Profile 'C' or Flight Profile 'D' can be taken from the entry into service of the operators new fleet or sub-fleet. (5)After six months, if an operator thinks the operation of their fleet or any of their sub-fleets is more than the limits of 535E4-B-37 Flight Profile 'E', the operator must contact Rolls-Royce for advice and continue to monitor engine operation. (6)After 12 months, if an operator has data that shows the operation of their fleet or any of their sub-fleets is more than the limits of 535E4-B-37 Flight Profile 'E', the operator must contact Rolls-Royce for advice and continue to monitor engine operation. 3. Construction of the Operational Flight Profile and Data - All RB211-535 Engine Marks A. It is very important for each operator to prepare and analyse their own operational flight profile and data. Differences between the operators data and the applicable datum flight profile can make it necessary to change the specified life limits for Group A parts. B. For flight profile monitoring, the operator must decide if their RB211-535 powered Boeing 757 aircraft must be treated as one fleet, or as two or more sub-fleets. This decision must be based on operators knowledge of their fleet specification and how they operate or utilize their engines. C. If a number of engines have been operated almost the same with respect to the aspects that follow, then those engines can be grouped together into the same fleet or sub-fleet: (1)Aircraft type or configuration (2)Installed engine rating (3)De-rate (4)Route structure (5)Usually interchangeable between route flown**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 5 Dec.13/12 Dec.13/12D. The operator must gather flight data for their fleet or each of their sub-fleets and use this to monitor the Operational Flight Profile flown by their fleet or sub-fleets. (1)The data is not necessary from every flight flown by every engine in a given fleet or sub-fleet. However, the data that is gathered must be of a minimum number of flights for the fleet or each sub-fleet as given in the table below. Number of Aircraft in the fleet or Sub-fleet Minimum Number of Flights to be Recorded Each Year 1 20 2 40 3 50 4-5 60 6-10 100 11-15 130 14-20 150 21-25 180 26-30 200 Over 30 220 (2)The data collected must be representative of the operation of their engine fleet or each of their engine sub-fleets as a whole, and must have the conditions that follow:

(1) Cover at least 12 months of operation, to permit the consideration of seasonal variations. (2) Be collected at different times of the day or night. (3) Include all months operated, with the ratio to the whole operation maintained. (4) Include all routes operated, with the ratio to the whole operation maintained. (5) Include all aircraft operated, with the ratio to the whole operation maintained. E. For example, if a quarter of all flights are on one route, or made by a sub fleet of engines, this must be reflected in the data collected. Similarly, if the majority of flights are made in the summer months, then this should also be reflected in the data collected. NOTE : Also refer to Chapter 05-00-01 of the Time Limits Manual. It is the responsibility of the operator to make sure that the data is representative of their operation.**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 6 Dec.13/12 Dec.13/12F. The average operational flight profile must be assembled from the points that follow: (1)Average maximum shaft speeds during take-off. (2)Average maximum shaft speeds during climb. 4. Measurement of the Data using Digital Flight Data Recording (DFDR) - All RB211-535 engine marks. A. Make arrangements to set the Digital Flight Data Recording (DFDR) equipment to record the maximum shaft speeds of the HP (N3), IP (N2), and LP (N1) during takeoff and climb. Record the data then find the averages of the HP, IP, and LP shaft speeds, after the airplane lands. B. Alternatively, after the airplane lands, remove the DFDR data from the airplane, then interrogate it to find the maximum shaft speeds of the HP (N3), IP (N2) and LP (N1) during takeoff and climb. Record the data then find the averages of the HP, IP, and LP shaft speeds. 5. Measurement of the data using Manual Data Capture - RB211-535E4-37, 535E4-B-37 and 535E4-C-37.

This is an alternative to the use of DFDR data.

A. Make arrangement so that at takeoff, the necessary HP (N3), IP (N2) and LP (N1) shaft speeds are calculated from the flight log data. (1)Calculate the shaft speeds, use the Engine Pressure Ratio (EPR) and outside Air Temperature (OAT) where A=EPR-1.4 and B=1.775+(1.0065 x OAT) as follows: LP (N1) speed= 75.7 + (65 x A) + (0.2333 x B) IP (N2) speed= 75.81 + (49.5 x A) + (0.1283 x B) HP (N3) speed= 81.41 + (27.75 x A) + (0.1133 x B) B. Record the calculated values, and then find the averages of the takeoff HP, IP and LP shaft speeds. C. Because the takeoff values are calculated values and not actual shaft speeds, the average of the calculated shaft speed must be compared with the limits that are given in the table below. The average of the calculated shaft speeds must be compared with Datum Flight Speed Profile. % Shaft Speed Engine LP (N1) Takeoff IP (N2) Takeoff HP (N3) Takeoff**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 7 Dec.13/12 Dec.13/12% Shaft Speed RB211-535E4-37 Flight Profile 'A' < or = 94.6 < or = 92.6 < or = 90.9 RB211-535E4-37 Flight Profile 'B' < or = 100.5 < or = 92.6 < or = 94.3 RB211-535E4-B-37 Flight Profile 'C' < or = 97.5 < or = 92.6 < or = 92.1

RB211-535E4-B-37 Flight Profile 'D' < or = 94.4 < or = 91.5 < or = 92.4

RB211-535E4-B-37 Flight Profile 'E' < or = 97.3 < or = 93.1 < or = 94.2

RB211-535E4-C-37 Flight Profile 'F' < or = 100.6 < or = 92.8 < or = 93.4
D. Arrangements must be made so that during climb, operation of the 'Manual Event' button records the HP (N3), IP (N2) and LP (N1) speeds. (1)The button must be operated during climb at 20,000 feet. (2)Download the data before the next flight. The values given are values of actual shaft speed.

NOTE: If you do not download the data, it will be written over on the next leg. E. Calculate the average of the recorded shaft speeds in climb and compare with the data in the Datum Flight Speed Profile for 'typical 20,000 feet' for the applicable engine rating. 6. Monitoring of the Operational Flight Profile Data. A. For RB211-535-C-37 and 535E4-C-37 (Flight Profile F) engines do the steps that follow: (1)The operator must reassess their flight profile flown at regular intervals. A compliance report with supporting data must be sent to the operators Airworthiness Authority.

The interval recommended by Rolls-Royce is 12 months. This is to permit the consideration of seasonal variations. (2)If the operational flight profile shows that an operator fleet or any of their sub-fleets is more than the limits of the applicable datum flight profile, the operator must contact Rolls-Royce and continue to monitor their operational flight profile. B. For RB211-535E4-37 engines do the steps that follow: (1)The operator must reassess their flight profile flown at regular intervals.**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 8 Dec.13/12 Dec.13/12(2)A compliance report with supporting data must be sent to the operators Airworthiness Authority.

The interval recommended by Rolls-Royce is 12 months. This is to permit the consideration of seasonal variations. (3)For operators that already have agreement of compliance to the limits of 535E4-37 Flight Profile 'A' from their Airworthiness authority.

(1) If the operational flight profile shows that their fleet or applicable sub-fleet stays within the limits of 535E4-37 Flight Profile 'A', the operator must continue to use the Group A parts lives related to 535E4-37 Flight Profile 'A' for that sub fleet. (2) If the operational flight profile shows that their fleet or sub fleet is more than the limits of 535E4-37 Flight Profile 'A' the operator must take 535E4-37 Flight Profile 'B' for that sub fleet, and the Group A parts lives as given in the time limits manual 05-10-01 for 535E4-37 Flight Profile 'B'. The operator must inform their Airworthiness Authority of the change in flight profile allocation. The date of the change of flight profile must be taken as the start of that operational flight profile period. (4)For operators that use the lives related to 535E4-37 Flight Profile 'B'. (1) If the operational flight profile shows that their fleet or applicable sub fleet stays within the limits of 535E4-37 Flight Profile 'B', the operator must continue to use the Group A parts lives related to 535E4-37 Flight Profile 'B' for that sub fleet. (2) If the operational flight profile shows that their fleet or applicable sub fleet is less than or equal to the limits of 535E4-37 Flight Profile 'A', the operator must use the procedure for new operators if it is necessary that they use the Group 'A' parts lives related to 535E4-37 Flight Profile 'A' for that sub fleet. The date of change of flight profile must be taken as the start of that operational flight profile period. C. For RB211-535E4-B-37 engines do the steps that follow: (1)The operator must reassess their flight profile flown at regular intervals. (2)A compliance report with supporting data must be sent to the operators Airworthiness Authority.

The interval recommended by Rolls-Royce is 12 months. This is to permit the consideration of seasonal variations.**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 9 Dec.13/12 Dec.13/12(3)For operators that already have agreement of compliance to the limits of 535E4-B-37 Flight Profile 'C' from their Airworthiness authority.

(1) If the operational flight profile shows that their fleet or applicable sub-fleet stays within the limits of 535E4-B-37 Flight Profile 'C', the operator must continue to use the Group A parts lives related to 535E4-B-37 Flight Profile 'C' for that sub fleet. (2) If the operational flight profile shows that their fleet or applicable sub fleet is more than the limits of 535E4-B-37 Flight Profile 'C', the operator must take 535E4-B-37 Flight Profile 'D' (757-200 operators) for that sub fleet and the Group A parts lives as given in the Time Limits Manual 05-10-01 for 535E4-37 Flight Profile 'D'. The operator must inform their Airworthiness Authority of the change in flight profile allocation. The date of change of flight profile must be taken as the start of the next 12 month operational flight profile period. Retrospective application of a flight profile for the previous 12 months is not required providing the following steps are complied with: 1. For the critical group A parts installed in the affected fleet or sub fleet that have 200 flight cycles remaining or less against the previous flight profile (Flight Profile 'C') declared lives. A pro-rata life calculation must be done in no more than two weeks to find the equivalent CSN in Flight Profile 'D'. NOTE: Guidance on how to do the pro-rata life calculation is given in chapter 05-00-01 of the Time Limits Manual. 2. For the critical group A parts installed in the affected fleet or sub fleet that have more than 200 flight cycles remaining against the previous flight profile (Flight Profile 'C') declared lives. A pro-rata life calculation must be done in no more than four weeks to find the equivalent CSN in Flight Profile 'D'. NOTE: Guidance on how to do the pro-rata life calculation is given in chapter 05-00-01 of the Time Limits Manual. (4)For operators that use the lives related to 535E4-B-37 Flight Profile 'D' (typically, but not limited to 757-200 operators).

(1) If the operational flight profile shows that their fleet or applicable sub fleet stays within the limits of 535E4-B-37 Flight Profile 'D', the operator must continue to use the Group A parts lives related to 535E4-B-37 flight profile 'D' for that sub fleet.**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 10 Dec.13/12 Dec.13/12(2) If the operational flight profile shows that their fleet or applicable sub fleet is more than the limits of 535E4-B-37 Flight Profile 'D', the operator must take 535E4-B-37 Flight profile 'E' and the Group A parts lives as given in the Time Limits Manual 05-10-01 for 535E4-B-37 Flight Profile 'E'. the operator must inform their Airworthiness Authority of the change in flight profile allocation. The date of change of flight profile must be taken as the start of the next 12 month operational flight profile period. Retrospective application of a flight profile for the previous 12 months is not required providing the following steps are complied with: 1. For the critical group A parts installed in the affected fleet or sub fleet that have 200 flight cycles remaining or less against the previous flight profile (Flight Profile 'D') declared lives. A pro-rata life calculation must be done in no more than two weeks to find the equivalent CSN in Flight Profile 'E'. NOTE: Guidance on how to do the pro-rata life calculation is given in chapter 05-00-01 of the Time Limits Manual. 2. For the critical group A parts installed in the affected fleet or sub fleet that have more than 200 flight cycles remaining against the previous flight profile (Flight Profile 'D') declared lives. A pro-rata life calculation must be done in no more than four weeks to find the equivalent CSN in Flight Profile 'E'. NOTE: Guidance on how to do the pro-rata life calculation is given in chapter 05-00-01 of the Time Limits Manual. (3) If the operational flight profile shows that their fleet or applicable sub fleet is less than or equal to the limits of 535E4-B-37 Flight Profile 'C', the operator must approach their Airworthiness Authority to apply for permission to account for Group A part life with the use of the 535E4-B-37 Flight profile 'C'. If the permission is given, the date of change of flight profile must be taken as the start of the next 12 month operational flight profile period. Retrospective application of a flight profile for the previous 12 months should not be done. 1. A pro-rata life calculation should be done for the critical Group A parts installed in the affected fleet or sub fleet in no more than four weeks to find the equivalent CSN in Flight Profile 'C'. NOTE: Guidance on how to do the pro-rata life calculation is given in chapter 05-00-01 of the Time Limits Manual.**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 11 Dec.13/12 Dec.13/12(5)For operators that use the lives related to 535E4-B-37 Flight Profile 'E' (typically, but not limited to 757-300 operators).

(1) If the operational flight profile shows that their fleet or applicable sub-fleet stays within the limits of 535E4-B-37 Flight Profile 'E', the operator must continue to use the Group A parts lives related to 535E4-B-37 Flight Profile 'E' for that sub fleet. (2) If the operational flight profile shows that their fleet or applicable sub fleet is less than or equal to the limits of 535E4-B-37 Flight Profile 'D', the operator must approach their Airworthiness Authority to apply for permission to account for Group A part life with the use of the 535E4-B-37 Flight profile 'D'. If the permission is given, the date of change of flight profile must be taken as the start of the next 12 month operational flight profile period. Retrospective application of a flight profile for the previous 12 months should not be done. 1. A pro-rata life calculation should be done for the critical Group A parts installed in the affected fleet or sub fleet in no more than four weeks to find the equivalent CSN in Flight Profile 'D'. NOTE: Guidance on how to do the pro-rata life calculation is given in chapter 05-00-01 of the Time Limits Manual. D. Intermixing between Engine Types. Refer to Rolls-Royce Time Limits Manual (Chapter 05-00-01). E. The Definition of a Flight Cycle - All RB211-535 engine marks. Normal flights - A normal take-off through to landing which agrees with the appropriate flight profile is specified as one flight cycle. Refer to Rolls-Royce Time Limits Manual (Chapter 05-00-01). F. Pilot training flights - Refer to Rolls-Royce Time Limits Manual (Chapter 05-00-01).**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 12 Dec.13/12 Dec.13/12Datum Flight Profiles RB211-535E4-B-37 (Flight Profile C) Fig.1**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 13 Dec.13/12 Dec.13/12Datum Flight Profiles RB211-535E4-B-37 (Flight Profile D) Fig.2**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 14 Dec.13/12 Dec.13/12Datum Flight Profiles RB211-535E4-B-37 (Flight Profile E) Fig.3**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 15 Dec.13/12 Dec.13/12Datum Flight Profiles RB211-535E4-C-37 (Flight Profile F) Fig.4**Printed in Great Britain**



# RB.211−72−AG875 Appendix 5 - Page 16 Dec.13/12 Dec.13/12