LIST OF EFFECTIVE PAGES

The effective pages to this Service Bulletin following incorporation of Revision

1 are as follows:

Page Revision Number Revision Date

Bulletin

R 1 1 Jun.18/13

R 2 1 Jun.18/13

R 3 1 Jun.18/13

R 4 1 Jun.18/13

R 5 1 Jun.18/13

R 6 1 Jun.18/13

R 7 1 Jun.18/13

R 8 1 Jun.18/13

R 9 1 Jun.18/13

R 10 1 Jun.18/13

R 11 1 Jun.18/13

R 12 1 Jun.18/13

R 13 1 Jun.18/13

R 14 1 Jun.18/13

R 15 1 Jun.18/13

R 16 1 Jun.18/13

R 17 1 Jun.18/13

R 18 1 Jun.18/13

R 19 1 Jun.18/13

R 20 1 Jun.18/13

R 21 1 Jun.18/13

R 22 1 Jun.18/13

R 23 1 Jun.18/13

R 24 1 Jun.18/13

R 25 1 Jun.18/13

R 26 1 Jun.18/13

Appendix 1

R 1 1 Jun.18/13

R 2 1 Jun.18/13

Printed in Great Britain

RB.211−72−AH154

Transmittal - Page 2
1. Planning Information

A. Effectivity

Airbus A380

RB211 TRENT970-84

RB211 TRENT970B-84

RB211 TRENT972-84

RB211 TRENT972B-84

RB211 TRENT977-84

RB211 TRENT977B-84

RB211 TRENT980-84

B. Reason

Problem

Inspections of the Tail Bearing Housing (TBH) to Non-Modification Service

Bulletin (NMSB) 72-AG971 have identified crack indications in the mount lug

forging Leading Edge (LE) area which require additional inspection criteria as

part of a revised containment strategy.

An on-wing and in-shop inspection regime has been defined for the mount lug

forging LE areas to contain the issue and further inform root cause

understanding.

C. Description

This NMSB instructs the following:

On-wing or in-shop Non-Destructive Test (NDT) inspections of the mount lug

forging LE area which is required on all TBH across the Trent 900 fleet every

1000 flight-cycles.

Additionally for every engine inspected, a visual inspection of the TBH fail

safe catcher for signs of contact with the engine mounts. This visual

assessment is to inform root cause understanding.

This NMSB details the on-wing and in-shop inspection techniques for the TBH.

ENGINE - LP TURBINE EXHAUST CASE AND SUPPORT ASSEMBLY (TAIL BEARING HOUSING) MOUNT

LUG FORGING LEADING EDGE INSPECTIONS - NON-MODIFICATION SERVICE BULLETIN - NON -

MOD.72-AH154

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On-wing, the mount lug forging LE area is to be Fluorescent Penetrant

Inspection (FPI) crack tested. In-shop, the mount lug forging LE area can

either be inspected using a local FPI method or through a full FPI of the

entire TBH.

This NMSB applies to all the below TBH part numbers:

FW27718, FW35923, FW51434.

Results of the inspections are to be returned to Rolls-Royce. Return Appendix 1

(or similar form) to your Rolls-Royce Service representative.

Revision 1 of this NMSB is issued to revise the NOTE included in 3.A.(3).(t).

to change the number of flight cycles from 5 to 10 and minor non-technical

changes.

R

R

R

D. Compliance

ALERT

This NMSB is anticipated to be the subject of an EASA Airworthiness Directive.

Rolls-Royce recommends that the following action is undertaken to maintain

continued airworthiness.

This NMSB applies to both on-wing and in-shop activities.

(1) On-wing:

Accomplish the first inspection in accordance with section 3.A.

Accomplishment Instructions, accomplish the first inspection within 1000

flight cycles for the TBH mount lug forging LE areas if it is not to be

done in-shop. For engines approaching or above the 1000 flight cycle limit

at issue of this NMSB (72-AH154) the following compliance strategy must be

adhered to:

For Engines above 900

flight cycles

Inspect within 100 flight cycles

Any TBH that received a full FPI in accordance with NMSB 72-AG971, 3.C.

Accomplishment Instructions are deemed as compliant with this NMSB

(72-AH154). Any TBH that have received a local FPI in accordance with

either Repeater TV132043 all issues or Repeater TV132217 all issues are

deemed as compliant with this NMSB.

Subsequent inspections whether in-shop or on-wing should be within 1000

cycles of previous inspection.

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(2) In-shop:

Mount Lug Forging LE area (Local Inspection)

This inspection must be applied on all Engines where the Module 52 is

level 1 (Serviceability). The inspection must be carried out whilst the

part is at module level and strip of the module to piece part is not

required.

For Engines where the Module 52 is Level 2 (Check and Repair) or above,

this local inspection is not required if the TBH receives a full

Fluorescent Penetrant Inspection in accordance with NMSB 72-AG971, 3.C.

Accomplishment Instructions. Otherwise the local inspection is required.

All Engines in-shop at issue of this NMSB (72-AH154), must receive this

inspection if they have not been previously inspected. This is regardless

of rebuild status.

For Engines that are hospital shop visit, this inspection can be applied

but is not compulsory.

All Engine Rework definitions can be found in the applicable paragraphs of

the Trent 900 Generic Engine Management Programme (EMP).

For all Engines not currently installed on an Aircraft and not planned for

induction into overhaul shop, this inspection can be applied but it is not

compulsory.

Accomplish the first inspection in accordance with section 3.B.

Accomplishment Instructions, accomplish the first inspection within 1000

flight cycles for the TBH mount lug forging LE area if it is not to be

done on-wing. For engines approaching or above the 1000 flight cycles

limit at issue of this NMSB (72-AH154), the following compliance strategy

must be adhered to:

For Engines above 900

flight cycles

Inspect within 100 flight cycles

(3) Any TBH that have received a full FPI in accordance with NMSB 72-AG971,

3.C. Accomplishment Instructions, are deemed as compliant with this NMSB

(72-AH154). Any TBH that have received a local FPI in accordance with

either Repeater TV132043 all issues or TV132217 all issues are deemed as

compliant with this NMSB.

Subsequent inspections whether in-shop or on-wing should be within 1000

cycles of the previous inspection.

Printed in Great Britain

RB.211−72−AH154

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E. Approval

The technical content of this Non-Modification Service Bulletin was approved

under the authority of Design Organisation Approval EASA.21J.035 on May.30/13

and re-approved on Jun.18/13.

R

R

The inspection procedures described in this SB are reviewed and technically

accepted by Airbus Design Office to apply to the Airbus fleet affected.

This SB does not contain any change information that revises the equipment

R covered by Airbus approved modifications. definition

F. Manpower

(1) On-wing

(a) Time to gain access

2.5 hours (2 person)

(b) Time to inspect Mount Lug Forging LE Areas

2 hours (2 person)

(c) Time to restore to serviceable condition

2.5 hours (2 person)

(2) In-shop

(a) Time to inspect Mount Lug Forging LE Areas

2 hours (2 persons)

The FPI defined in this Technical Instruction shall only be performed by

personnel qualified to Fluorescent Penetrant Inspection FPI Level 2 or higher

and in possession of an up to date eyesight record in accordance with

EN4179/NAS410 or alternative standards/guidelines accepted by the applicable

National Aviation Authority.

G. Material Price and Availability

OMat 632 - Aerosol penetrant - Commercially Available.

OMat 617 - Aerosol developer - Commercially Available.

OMat 150 - Acetone - Commercially Available.

OMat 2/101 - Lint-Free Cloths - Commercially Available.

OMat 677 - Penetrant Test Panel - Commercially Available.

Printed in Great Britain

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H. Tooling Price and Availability

Dark Non-Reflective cover to darken the area for inspection - Commercially

Available.

UV Light source - Spectroline Tritan 365 UV/White LED Inspection Lamp,

Portable, Battery Operated Version, Part Number - TRI-365MH/FB Kit, Unit Price

- Approximately £1200, Supplier - RSL NDT Ltd.

Mirror - Commercially Available.

I. References

(1) Engine Manual

(a) Task 72-52-51-200-801, Cleaning/Inspection and Repair Data Task,

Examine the LP Turbine Exhaust Case.

(2) Aircraft Maintenance Manual (AMM)

(a) 71-13-00, Maintenance Practices, Opening of Fan Cowl Doors.

(b) 78-26-00, Maintenance Practices, Opening/Closing of the Fan Exhaust

Cowl or Thrust Reverser.

(c) 78-30-00, Deactivation/Reactivation, Make the Thrust Reverser

Unserviceable for Maintenance.

(d) 78-11-41-000-801-A, Removal of the Exhaust Nozzle.

(e) 78-11-42-000-804-A, Removal of the Aft Exhaust Plug.

(f) 78-11-42-000-803-A, Removal of the Forward Exhaust Plug.

(g) 78-11-41-400-801-A, Installation of the Exhaust Nozzle.

(h) 78-11-42-400-804-A, Installation of the Aft Exhaust Plug.

(i) 78-11-42-400-803-A, Installation of the Forward Exhaust Plug.

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2. Material Information

None.

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3. Accomplishment Instructions

A. On-wing (Mount Lug Forging LE Area Inspection)

WARNING: YOU MUST BE CAREFUL WHEN YOU WORK ON THE ENGINE AFTER THE ENGINE IS

SHUTDOWN. THE ENGINE CAN STAY HOT FOR UP TO ONE HOUR.

WARNING: YOU MUST NOT TOUCH HOT PARTS WITHOUT APPLICABLE GLOVES. HOT PARTS CAN

CAUSE INJURY. IF YOU GET AN INJURY, PUT IT IN COLD WATER FOR 10 MINUTES.

THEN GET MEDICAL AID.

CAUTION: IN ORDER TO REDUCE THE POTENTIAL FOR MULTIPLE ENGINES IN-FLIGHT

SHUTDOWN,POWER LOSS, OR OTHER ANOMALY DUE TO MAINTENANCE ERROR,

ROLLS-ROYCE RECOMMENDS THAT ADDITIONAL CONTROLS ARE APPLIED IN ORDER TO

ENSURE THAT MAINTENANCE TASKS HAVE BEEN COMPLETED AS DEFINED.

MAINTENANCE GUIDLINES SHOULD BE REVISED, WHERE POSSIBLE, TO PROMOTE THIS

RECOMMENDATION.

(1) To get access to the Mount Lug Forging LE area.

(a) Open the Fan Cowl Doors in accordance with AMM Task 71-13-00,

Maintenance Practices to get access.

(b) Make the Thrust Reverser unserviceable for maintenance in accordance

with AMM Task 78-30-00, Deactivation/Activation.

WARNING: YOU MUST MAKE THE THRUST REVERSER UNSERVICEABLE (INSTALL AND

SAFETY THE INHIBITION DEVICE) BEFORE YOU DO WORK ON OR AROUND THE

THRUST REVERSER. IF YOU DO NOT INSTALL AND SAFETY THE INHIBITION

DEVICE, THERE IS A RISK THAT THE THRUST REVERSER CAN OPERATE

ACCIDENTALLY. THIS CAN CAUSE INJURY TO PERSON AND/OR DAMAGE TO

THE EQUIPMENT.

(c) Open the Exhaust Cowl Doors in accordance with the AMM, Task 78-26-00,

Maintenance Practices, Opening/Closing of the Fan Exhaust Cowl or

Thrust Reverser.

(d) Remove the Exhaust Nozzle to allow access to the rear of the TBH in

accordance with AMM, Task 78-11-41-000-801-A, Removal of the Exhaust

Nozzle.

(e) Remove the Aft Exhaust Plug in accordance with AMM, Task

78-11-42-000-804-A, Removal of the Aft Exhaust Plug.

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(f) Remove the Forward Exhaust Plug in accordance with AMM, Task

78-11-42-000-803-A, Removal of the Forward Exhaust Plug.

NOTE: Steps (d) to (f) are optional tasks intended to improve access

to the TBH. If suitable access can be gained without

performming some or all of Tasks (d) to (f) then they are not

required.

(g) Use appropriate staging and platforms to gain access to the Tail

Bearing Housing.

(2) Processing the Penetrant Test Panel

WARNING: PROTECTIVE GLOVES AND SAFETY GLASSES MUST BE WORN AT ALL TIMES

DURING THE INSPECTION. IF YOU GET AN INJURY, SEEK MEDICAL AID

IMMEDIATELY.

(a) The OMat 677 - penetrant test panel must be processed at the beginning

of each shift and viewed in each Engine that is to be inspected during

the shift in order to ensure that the test environment and materials

are acceptable.

(b) Ensure the OMat 677 - penetrant test panel is clean and there is no

residual fluorescence.

(c) Cover the region of the Engine to be inspected with a dark

non-reflective cover in order to reduce the white light levels in the

leading edge inspection area.

(d) Apply OMat 632 penetrant to the OMat 677 - penetrant test panel by

sponge applicator or brush. The penetrant must be dispensed from a

sealed aerosol can and any unused penetrant must go to waste following

the inspection.

(e) Leave the penetrant in contact with the panel for 20 minutes.

(f) After the 20 minutes contact time, take the OMat 677 penetrant test

panel inside the darkened area to process. Allow 3 minutes for eye

adaptation to the low light levels.

(g) Remove the excess penetrant from the panel surface by wiping

thoroughly with a clean, dry OMat 2/101 - lint free cloth whilst

illuminating the panel with UV light.

(h) Soak a clean OMat 2/101 - lint free cloth in water and then gently

squeeze the excess water out to reduce the flow of water on the panel

surface.

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(i) Whilst illuminating the OMat 677 - penetrant test panel with UV light,

wipe off the penetrant with the wet cloth before immediately wiping

over with a clean, dry OMat 2/101 lint free cloth. Repeat this process

using the minimum application necessary to achieve acceptable

background fluorescence.

(j) Ensure that the panel is dry by wiping with a clean, dry OMat 2/101

lint free cloth.

(k) Apply a light, even coating of OMat 617 - non-aqueous wet developer

from a sealed aerosol can to the OMat 677 - penetrant test panel.

(l) Allow 10 minutes contact time for the developer prior to inspecting

the panel.

(m) Ensure there are no white light sources or fluorescent items

(including clothing) within the darkened area.

(n) Hold the OMat 677 - penetrant test panel alongside the leading edge of

the Top Core Vanes and illuminate it with UV light.

(o) Inspect the OMat 677 - penetrant test panel and check the visible

indications match the control photograph for that panel.

(p) If the panel matches the photograph then the inspection materials and

environment are acceptable and the inspection can be performed.

(q) Repeat steps (m) to (p) for each engine to be inspected during the

shift. Ensure that the inspection area is darkened for each engine.

(r) Restore the OMat 677 - penetrant test panel to a completely clean

condition and ensure there is no residual fluorescence and store in

acetone.

(3) Carry out the Inspection of the Mount Lug Forging LE Area.

WARNING: PROTECTIVE GLOVES AND SAFETY GLASSES MUST BE WORN AT ALL TIMES

DURING THE INSPECTION. IF YOU GET AN INJURY, SEEK MEDICAL AID

IMMEDIATELY.

(a) Clean the inspection areas (See Fig.1) with a clean OMat 2/101 - lint

free cloth moistened with OMat 150 - acetone.

(b) Discard the soiled cloth after use

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(c) Repeat the swabbing using fresh OMat 150 - acetone and a fresh OMat

2/101 - lint free cloth until all deposits have been removed.

NOTE: THE INSPECTION SURFACE, MUST BE CLEAN, DRY AND FREE FROM SOILS,

OIL, GREASE, PAINT, COATINGS, CORROSION PRODUCTS, SCALE,

SMEARED METAL, WELDING FLUX, CHEMICAL RESIDUES OR ANY OTHER

MATERIALS THAT COULD PREVENT PENETRANT FROM ENTERING A

DISCONTINUITY, AFFECT PROCESS PERFORMANCE OR PRODUCE AN

UNACCEPTABLE BACKGROUND.

(d) Allow 5 minutes for the area to completely dry prior to penetrant

application.

(e) Apply OMat 632 penetrant to the inspection areas in Fig.1 The

penetrants must be dispensed from a sealed aerosol can and any unused

penetrant must go to waste.

(f) Ensure that the inspection areas are fully covered with penetrant with

the aid of the UV lamp and mirror.

(g) Leave the penetrant in contact with the components for 20 minutes.

NOTE: THE PENETRANT CONTACT TIME MUST NOT EXCEED 1 HOUR. IF IT DOES

THE PENETRANT MUST BE REAPPLIED AND 5 MINUTES CONTACT TIME

ALLOWED.

(h) After the 20 minutes contact time, remove the excess penetrant from

the inspection surfaces by wiping thoroughly with a clean OMat 2/101 -

lint-free cloth.

(i) Soak a clean OMat 2/101 - lint-free cloth in water and then gently

squeeze the excess water out to reduce the flow on the component

surface.

(j) Whist illuminating the inspection area with UV light, wipe off the

penetrant with the wet cloth before immediately wiping over with a

clean, dry OMat 2/101 lint-free cloth. Repeat this process using the

minimum application necessary to achieve acceptable background

fluorescence.

(k) Ensure that the inspection area is dry by wiping with a dry OMat 2/101

lint-free cloth.

(l) Apply a light, even coating of OMat 617 - non-aqueous wet developer

from a sealed aerosol can to the inspection areas.

(m) Allow a minimum of 10 minutes and a maximum of 15 minutes contact time

for the developer prior to inspection.

(n) Cover the region of the engine with a dark non-reflective cover in

order to reduce the white light levels.

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(o) Positioned inside a darkened area, allow 3 minutes for eye adaptation

to the low light levels.

(p) Illuminate the inspection surfaces with UV light in the darkened area

and view by line of sight or by using the mirror as necessary.

(q) Assess the Inspection areas for crack indications. White light may be

used to aid assessment.

(r) The wipe off technique shall be used to determine the nature of any

indications.

(i) Dampen a cotton swab with acetone.

(ii) Wipe once across the indication.

(iii) Allow the acetone to evaporate and inspect immediately.

(iv) If the indication reappears then record it is a crack. If the

indication does not reappear then apply a light, even coating

of OMat 617 - non-aqueous wet developer from a sealed aerosol

can to the area.

(v) Allow the solvent in the developer to evaporate and inspect

immediately.

(vi) If the indication reappears record it as a crack. If the

indication does not reappear then allow 10 minutes contact time

for the developer.

(vii) If the indication reappears after the 10 minutes contact time

then record it as a crack. If the indication does not reappear

then that area is acceptable.

(s) Record any suspected crack indication in Appendix 1.

(i) Determine whether the indication is continuous or discontinuous

where possible.

(ii) Measure the length of the indication using a fluorescent

comparator gauge.

(iii) Photograph any crack indications.

(t) No cracks detected ACCEPT.

(i) Any discontinuous cracks

that total less than 6mm in

length (see Fig.2.).

RE-INSPECT WITHIN 75 FC.

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(ii) Any discontinuous cracks

that total greater than or

equal to 6mm and less than

9mm in length (see Fig.2.).

RE-INSPECT WITHIN 50 FC.

(iii) Any discontinuous cracks

that total greater than or

equal to 9mm and less than

12mm in length (see

Fig.2.).

REMOVE ENGINE WITHIN 100 FC.

(iv) Any discontinuous cracks

that total 12mm in length

or greater (see Fig.2.).

REMOVE ENGINE OR REFER TO

ROLLS-ROYCE.

(v) Any single continuous crack

less than 2mm in length

(see Fig.2.).

RE-INSPECT WITHIN 75 FC.

(vi) Any single continuous

crack greater than or equal

to 2mm and less than 5mm in

length (see Fig.2.).

RE-INSPECT WITHIN 50 FC.

(vii) Any single continuous

crack greater than or equal

to 5mm and less than 8mm in

length (see Fig.2.).

REMOVE ENGINE WITHIN 100 FC.

(viii) Any single continuous

crack equal to or greater

than 8mm in length (see

Fig.2.).

REMOVE ENGINE OR REFER TO

ROLLS-ROYCE.

NOTE: ANY FINDINGS OUTSIDE THE ABOVE LIMITS CAN BE REFERRED TO

R ROLLS-ROYCE TO DETERMINE IF UP TO 10 FLIGHT CYCLES ADDITIONAL

FLY ON CAN BE GRANTED IN ORDER TO FACILITATE ENGINE REMOVAL.

(u) Once all indications have been evaluated and recorded, remove the

penetrant processing materials from the inspection surface by wiping

with a clean OMat 2/101 - lint-free cloth moistened with OMat 150 -

Acetone.

(4) Inspect the fail safe catcher for signs of contact.

(a) Visually inspect the LE face of the fail safe catcher (see Fig.3,

Fig.4. and Fig.5.).

NOTE: ON-WING VISIBILITY OF THE LE FACE OF THE FAIL SAFE CATCHER IS

LIMITED. VIEW AS MUCH OF THE LE FACE AS ACCESS ALLOWS AND

ASSESS FOR DAMAGE SIMILAR TO THAT IN FIG.8.

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NOTE: IF DAMAGE IS SEEN ON THE SURFACE ADJACENT TO THE FAIL SAFE

CATCHER, CONTACT AIRBUS FOR DISPOSITION.

NOTE: IF DAMAGE IS FOUND ON FAIL SAFE CATCHER USE BOROSCOPE

INSPECTION EQUIPMENT TO MEASURE THE EXTENT OF THE DAMAGE IF

REQUIRED.

(b) If scored, galled, fretted or dented on the center lug (fail safe lug)

front surface:

(i) Not more than 8,00 mm in

width and 1,00 mm in depth.

ACCEPT.

(ii) More than 15,00 mm in

width and 2,60 mm in depth.

REJECT.

(iii) More than in (i) and less

than in (ii).

REPAIR, FRS3253 AMM TASK

70-42-11-300-801-A WITHIN 100 FC.

(iv) If the minimum cross

section area (Area A, See

Fig.6.) of the catcher in

the repaired areas is less

than 1155 sqmm after

repair.

REJECT.

(v) Photograph any damage and

note location of the damage

on the fail safe catcher

and or the engine mounts.

See Fig.8 for an example of

typical damage.

(5) Measure the distances between the fail safe catcher and the engine mount.

R (a) When the engine is fully cooled, (minimum of 3 hours after shutdown)

measure the distance A and B as illustrated in Fig.7.

(b) Record in Appendix 1.

(6) Close access to the TBH.

(a) Make sure the work area is clean and clear of tools and other items.

(b) If applicable, install the Forward Exhaust Plug in accordance with

AMM, Task 78-11-42-400-803-A, Installation of the Forward Exhaust

Plug.

(c) If applicable, install the Aft Exhaust Plug in accordance with AMM,

Task 78-11-42-400-804-A, Installation of the Aft Exhaust Plug.

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(d) If applicable, install the Exhaust Nozzle in accordance with AMM, Task

78-11-41-400-801-A, Installation of the Exhaust Nozzle.

(e) Close the Fan Exhaust Cowls in accordance with AMM, Task 78-26-00,

Maintenance Practices.

(f) Make the Thrust Reverser serviceable after maintenance in accordance

with AMM 78-30-00, Deactivation/Activation as necessary.

(g) Close the Fan Cowl Doors in accordance with AMM Task 71-13-00,

Maintenance Practices.

(7) Accomplishment of this Non-Modification Service Bulletin should be

recorded in accordance with local SB tracking system procedures.

B. In-shop - Local Inspection Mount Lug Forging LE areas.

(1) Processing the penetrant test panel.

(a) The OMat 677 - penetrant test panel must be processed at the beginning

of each shift and viewed in each engine that is to be inspected during

the shift in order to ensure that the test environment and materials

are acceptable.

(b) Ensure the OMat 677 - penetrant test panel is clean and there is no

residual fluorescence.

(c) Cover the region of the engine to be inspected with a dark

non-reflective cover in order to reduce the white light levels in the

leading edge inspection area.

(d) Apply OMat 632 penetrant to the OMat 677 - penetrant test panel by

sponge applicator or brush. The penetrant must be dispensed from a

sealed aerosol can and any unused penetrant must go to waste following

the inspection.

(e) Leave the penetrant in contact with the panel for 20 minutes.

(f) After the 20 minutes contact time, take the OMat 677 penetrant test

panel inside the darkened area to process. Allow 3 minutes for eye

adaptation to the low light levels.

(g) Remove the excess penetrant from the panel surface by wiping

thoroughly with a clean, dry OMat 2/101 - lint-free cloth whilst

illuminating the panel with UV light.

(h) Soak a clean OMat 2/101 - lint-free cloth in water and then gently

squeeze the excess water out to reduce the flow of water on the panel

surface.

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(i) Whilst illuminating the OMat 677 - penetrant test panel with UV light,

wipe off the penetrant with the wet cloth before immediately wiping

over with a clean, dry OMat 2/101 lint-free cloth. Repeat this process

using the minimum application necessary to achieve acceptable

background fluorescence.

(j) Ensure that the panel is dry by wiping with a clean, dry OMat 2/101

lint-free cloth.

(k) Apply a light, even coating of OMat 617 - non-aqueous wet developer

from a sealed aerosol can to the OMat 677 - penetrant test panel.

(l) Allow 10 minutes contact time for the developer prior to inspecting

the panel.

(m) Ensure there are no white light sources or fluorescent items

(including clothing) within the darkened area.

(n) Hold the OMat 677 - penetrant test panel alongside the leading edge of

the Top Core Vanes and illuminate it with UV light.

(o) Inspect the OMat 677 - penetrant test panel and check that the visible

indications match the control photograph for that panel.

(p) If the panel matches the photograph then the inspection materials and

environment are acceptable and the inspections can be performed.

(q) Repeat steps (m) to (p) for each engine to be inspected during the

shift. Ensure that the inspection area is darkened for each engine.

(r) Restore the OMat 677 - penetrant test panel to a completely clean

condition and ensure there is no residual fluorescence and store in

acetone.

(2) Carry out the inspection of the mount lug forging LE Area.

WARNING: PROTECTIVE GLOVES AND SAFETY GLASSES MUST BE WORN AT ALL TIMES

DURING THE INSPECTION. IF YOU GET AN INJURY, SEEK MEDICAL AID

IMMEDIATELY.

(a) Clean the inspection areas (see Fig.1) with a clean OMat 2/101 -

lint-free cloth moistened with OMat 150 - Acetone.

(b) Discard the soiled cloth after use.

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(c) Repeat the swabbing using fresh OMat 150 - acetone and a fresh OMat

2/101 - lint-free cloth until all deposits have been removed.

NOTE: THE INSPECTION SURFACE, MUST BE CLEAN, DRY AND FREE FROM SOILS,

OIL, GREASE, PAINT, COATINGS, CORROSION PRODUCTS, SCALE,

SMEARED METAL, WELDING FLUX, CHEMICAL RESIDUES OR ANY OTHER

MATERIAL THAT COULD PREVENT PENETRANT FROM ENTERING A

DISCONTINUITY, AFFECT PROCESS PERFORMANCE OR PRODUCE AN

UNACCEPTABLE BACKGROUND.

(d) Allow 5 minutes for the area to completely dry prior to penetrant

application.

(e) Apply OMat 632 penetrant to the inspection areas in Fig.1. The

penetrant must be dispensed from a sealed aerosol can and any unused

penetrant must go to waste.

(f) Ensure that the inspection areas are fully covered with penetrant with

the aid of the UV lamp and mirror.

(g) Leave the penetrant in contact with the components for 20 minutes.

NOTE: THE PENETRANT CONTACT TIME MUST NOT EXCEED 1 HOUR. IF IT DOES

THE PENETRANT MUST BE REAPPLIED AND 5 MINUTES CONTACT TIME

ALLOWED.

(h) After the 20 minutes contact time, remove the excess penetrant from

the inspection surfaces by wiping thoroughly with a clean OMat 2/101 -

lint free cloth.

(i) Soak a clean OMat 2/101 - lint-free cloth in water and then gently

squeeze the excess out to reduce the flow of water on the component

surface.

(j) Whist illuminating the inspection area with UV light, wipe off the

penetrant with the wet cloth before immediately wiping over with a

clean, dry OMat 2/101 lint-free cloth. Repeat this process using the

minimum application necessary to achieve acceptable background

fluorescence.

(k) Ensure that the inspection area is dry by wiping with a dry OMat 2/101

lint free cloth.

(l) Apply a light, even coating of OMat 617 - non-aqueous wet developer

from a sealed aerosol can to the inspection areas.

(m) Allow a minimum of 10 minutes and a maximum of 15 minutes contact time

for the developer prior to inspection.

(n) Cover the region of the engine with a dark non-reflective cover in

order to reduce the white light levels.

Printed in Great Britain

RB.211−72−AH154

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(o) Ensure there are no white light sources or fluorescent items

(including clothing) within the inspection area.

(p) Positioned inside the darkened area, allowing 3 minutes for eye

adaptation to the low light levels.

(q) Illuminate the inspection surface with UV light in the darkened area

and view by line of sight or by using the mirror as necessary.

(r) Assess the Inspection areas for crack indications. White light may be

used to aid assessment.

(s) The wipe off technique shall be used to determine the nature of any

indications.

(i) Dampen a cotton swab with acetone.

(ii) Wipe once across the indication.

(iii) Allow the acetone to evaporate and inspect immediately.

(iv) If the indication reappears then record it is a crack. If the

indication does not reappear then apply a light, even coating

of OMat 617 - non-aqueous wet developer from a sealed aerosol

can to the area.

(v) Allow the solvent in the developer to evaporate and inspect

immediately.

(vi) If the indication reappears, record it as a crack. If the

indication does not reappear then allow 10 minutes contact time

for the developer.

(vii) If the indication reappears after 10 minutes contact time then

record it as a crack. If the indication does not reappear then

that area is acceptable.

(t) Record any suspected crack indications in Appendix 1.

(u) Photograph any cracks indications.

(i) No cracks detected ACCEPT.

(ii) Any cracks. REJECT.

(v) Once all indications have been evaluated and recorded, remove the

penetrant processing materials from the inspection surface by wiping

with a clean OMat 2/101 - Lint-Free Cloth moistened with OMat 150 -

acetone.

Printed in Great Britain

RB.211−72−AH154

Page 17

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(3) Inspect the fail safe catcher for signs of contact.

(a) Visually inspect the LE face of the fail safe catcher (see Fig.8.).

(b) Inspect in accordance with CIR: 72-52-51-200-801, Examine the LP

Turbine Exhaust, Subtask, 72-52-51-210-110, Examine the LP Turbine

Mounting Lug at location 10.

(c) If Scored, galled, fretted or dented on the center lug (fail safe lug)

front surface:

(i) Not more than 8,00 mm in

width and 1,00 mm in depth,

if the minimum cross

section area ( Area A, See

Fig.6.) of the mount lug is

more than 1155 sqmm after

repair.

REPAIR, FRS3253

(ii) More than in (i) REJECT

(d) Photograph any damage and note location of the damage on the fail safe

catcher. See Fig.8. for an example of typical damage.

(4) Accomplishment of this Non-Modification Service Bulletin should be

recorded in accordance with local SB tracking system procedures.

Printed in Great Britain

RB.211−72−AH154

Page 18

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deh0014024

B

A B

A−A

B−B

B

VIEW LOOKING REARWARD

LEADING

EDGE

OUTER ANNULUS

LEADING EDGE FILLET

LEADING

EDGE

B

VANE 1 VANE 14

INSPECTION AREA

VANES 1 AND 14 ONLY

OUTER ANNULUS

LEADING EDGE FILLET

INSPECTION AREA

VANES 1 AND 14 ONLY

A

A

A

15.00 mm (0.590 in)

30.00 mm (1.180 in)

10.00 mm (0.393 in)

VANE TRAILING EDGE

OVER−THICKNESS AREA

MOUNT LUG

LEADING EDGE FILLET

OUTER ANNULUS

VANES 1 AND 14 ONLY

INSPECTION AREA

LEADING EDGES

Mount Lug Forging LE Area

Fig.1.

Printed in Great Britain

RB.211−72−AH154

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deh0014025

A

A−A

VANE 1

A

VANE 14

A

A

B

C

D

A

A

DISCONTINUOUS CRACK

INDICATION

CONTINUOUS CRACK

INDICATION

LEADING EDGES

A

A

A + B + C + D =

DISCONTINUOUS LENGTH A = CONTINUOUS LENGTH

VIEW LOOKING REARWARD

Discontinuous and continuous crack indication

Fig.2.

Printed in Great Britain

RB.211−72−AH154

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deh0014027

A

INSPECTION AREA

A

B

Fail Safe Catcher inspection location

Fig.3.

Printed in Great Britain

RB.211−72−AH154

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deh0014105

B

INSPECTION AREA

Fail Safe Catcher inspection location

Fig.4.

Printed in Great Britain

RB.211−72−AH154

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deh0014026

A

A

INSPECTION AREA

VIEW LOOKING REARWARD

Fail Safe Catcher inspection location

Fig.5.

Printed in Great Britain

RB.211−72−AH154

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deh0014108

A−A

AFTER REPAIR

REPAIRED

AREA A

AREA

A

A

B

Repair Acceptance criteria

Fig.6.

Printed in Great Britain

RB.211−72−AH154

Page 24

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deh0014106

A

A

VIEW LOOKING FORWARD

A

A

A B

A−A

Distance between Fail Safe Catcher and Engine Mount

Fig.7.

Printed in Great Britain

RB.211−72−AH154

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deh0014107

A

A

B

30.0 mm

FAIL SAFE CATCHER

DAMAGE

FAIL SAFE CATCHER

DAMAGE

B

INSPECT LE FACE OF

FAIL SAFE CATCHER

(1.181 in)

30.0 mm

(1.181 in)

In-shop Fail Safe Catcher Inspection Locations

Fig.8.

Printed in Great Britain

RB.211−72−AH154

Page 26

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This form (or similar) to be completed for every engine/component inspected.

Results to be sent to Rolls-Royce via your Service Representative.

Feedback Sheet NMSB 72-AH154

Overhaul Base

Operator

Engine Mark

Date of Inspection

Engine Serial Number

Engine Hours Since New

Engine Cycles Since New

08 Module Serial Number

08 Module Hours Since New

08 Module Cycles Since New

Component Part Numbers

Component Serial Number

Component Hours Since New

Component Cycles Since New

APPENDIX 1

Printed in Great Britain

RB.211−72−AH154

Appendix 1 - Page 1 of 2

Jun 13/13

R Jun.18/13
Inspection results and comments

On-wing Inspection of Mount

Lug Forging Leading Edge Area

(if applicable)

Any crack indications?

Max continuous length

Max discontinuous length

Photographs of crack

indications

On-wing inspection of Fail

Safe Catcher LE face and any

photographs of damage (if

applicable)

Distance A between Fail Safe

Catcher LE and Engine mount

(mm)

Distance B between Fail Safe

Catcher TE and Engine mount

(mm)

In-shop Inspection of Mount

Lug Forging Leading Edge Area

(if applicable)

Any crack indications?

Photographs of any crack

indications

In-shop inspection of Fail

Safe Catcher LE face and any

R photographs of damage

On-wing inspection of Fail

Safe Catcher LE face and any

photographs of damage (if

applicable)

In-shop Inspection of entire

Tail Bearing Housing (if

applicable)

Printed in Great Britain

RB.211−72−AH154

Appendix 1 - Page 2

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