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 2
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

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 3
1. 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.13/12
Failure 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.13/12
I. 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

Printed in Great Britain

(4) Time Limits Manual (TLM), 05-00-01, 05-10-01, 05-10-02

RB.211−72−AG875

Page 5

Dec.13/12

Dec.13/12
2. Material Information

None

Printed in Great Britain

RB.211−72−AG875

Page 6

Dec.13/12

Dec.13/12
3. 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.13/12
It 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.13/12
deh0013083

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.13/12
Recording 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.13/12
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'.

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.13/12
Group 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.13/12
72-31-20, 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.13/12
72-51-63, 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.13/12
72-51-61, 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.13/12
72-51-61, 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.13/12
8. 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.13/12
72-51-31, 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.13/12
72-41-31, 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.13/12
Group 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.13/12
72-31-11, 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.13/12
72-31-11, 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.13/12
IPC 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.13/12
Time 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.13/12
2. 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.13/12
Step 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.13/12
FLUn =

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.13/12
D. 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.13/12
Step 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.13/12
If 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.13/12
Appendix 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.13/12
E. 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'.

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(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

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D. 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.

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F. 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

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% 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.

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(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.

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(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.

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(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.

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(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).

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Datum Flight Profiles RB211-535E4-B-37 (Flight Profile C)

Fig.1

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Datum Flight Profiles RB211-535E4-B-37 (Flight Profile D)

Fig.2

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Datum Flight Profiles RB211-535E4-B-37 (Flight Profile E)

Fig.3

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Datum Flight Profiles RB211-535E4-C-37 (Flight Profile F)

Fig.4

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