P.O. Box 31, DERBY DE24 8BJ, UK Telephone: 44 (0) 1332 242424 Fax: 44 (0) 1332 249936 

# Rolls-Royce 

# -
TRANSMITTA The technical information contained in this document has been approved under the authority of - See Planning Information, Approval.
Signed Date Jan. 26/10
N. J. Wright

RB211 TRENT 800 SERIES PROPULSION SYSTEMS NON-MODIFICATION SERVICE BULLETIN 

# ALERT

This document transmits Revision 1 to Service Bulletin RB211-72-AG244 Document History Service Bulletin Revision Status Initial Issue Aug. 7/09 Bulletin Revision 1 Remove Pages 1 to 9 of the Service Bulletin

Page 1 and 2 of Appendix 1 Supplement Revision Status

Incorporate Pages 1 to 10 of the Service Bulletin

Pages 1 to 8 of Appendix 1



# ALERT Reason for change Compliance statement expanded. Appendices reformatted and graphics resequenced to improve readability without technical changes. Compliance statement expanded. Appendices reformatted and graphics resequenced to improve readability without technical changes.

Transmittal 

### - Page 1 of 4

CHECK THAT ALL PREVIOUS TRANSMITTALS HAVE BEEN INCORPORATED If any have not been received please advise Customer Data Services, Rolls-Royce plc, Derby, England O Rolls-Royce plc (date as above) Printed in Great BritainPage 1 and 2 of Appendix 2 Pages 1 to 26 of Appendix 2 Compliance statement expanded. Appendices reformatted and graphics resequenced to improve readability without technical changes. All pages of Appendix 3 Compliance statement expanded. Appendices reformatted and graphics resequenced to improve readability without technical changes.Printed in Great Britain



# RB.211−72−AG244 Transmittal - Page 2LIST 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 Jan.26/10 R 2 1 Jan.26/10 R 3 1 Jan.26/10 R 4 1 Jan.26/10 R 5 1 Jan.26/10 R 6 1 Jan.26/10 R 7 1 Jan.26/10 R 8 1 Jan.26/10 R 9 1 Jan.26/10 R 10 1 Jan.26/10 Appendix 1 R 1 1 Jan.26/10 R 2 1 Jan.26/10 R 3 1 Jan.26/10 R 4 1 Jan.26/10 R 5 1 Jan.26/10 R 6 1 Jan.26/10 R 7 1 Jan.26/10 R 8 1 Jan.26/10 Appendix 2 R 1 1 Jan.26/10 R 2 1 Jan.26/10 R 3 1 Jan.26/10 R 4 1 Jan.26/10 R 5 1 Jan.26/10 R 6 1 Jan.26/10 R 7 1 Jan.26/10 R 8 1 Jan.26/10 R 9 1 Jan.26/10 R 10 1 Jan.26/10 R 11 1 Jan.26/10 R 12 1 Jan.26/10 R 13 1 Jan.26/10 R 14 1 Jan.26/10 R 15 1 Jan.26/10 R 16 1 Jan.26/10 R 17 1 Jan.26/10 R 18 1 Jan.26/10 R 19 1 Jan.26/10 R 20 1 Jan.26/10 R 21 1 Jan.26/10 R 22 1 Jan.26/10Printed in Great Britain



# RB.211−72−AG244 Transmittal - Page 3R 23 1 Jan.26/10 R 24 1 Jan.26/10 R 25 1 Jan.26/10 R 26 1 Jan.26/10Printed in Great Britain



# RB.211−72−AG244 Transmittal - Page 41. Planning Information A. Effectivity Boeing 777 aircraft RB211 TRENT875-17 Engines incorporating SB72-D672 standard LP compressor blades RB211 TRENT877-17 Engines incorporating SB72-D672 standard LP compressor blades RB211 TRENT884-17 Engines incorporating SB72-D672 standard LP compressor blades RB211 TRENT884B-17 Engines incorporating SB72-D672 standard LP compressor blades RB211 TRENT892-17 Engines incorporating SB72-D672 standard LP compressor blades RB211 TRENT892B-17 Engines incorporating SB72-D672 standard LP compressor blades RB211 TRENT895-17 Engines incorporating SB72-D672 standard LP compressor blades
B. Reason A Trent 895 powered Boeing 777-200 aircraft experienced release of an LP compressor blade in January 2009. The released blade was to Service Bulletin (SB) 72-D672, Introduction of Laser Shock Peening (LSP) with an undercut root standard. The blade life was 33,499 hours 4657 cycles since new. The blade release was due to cracking within the undercut feature on the convex side of the root section with a primary origin to the rear of the shear key slot. The current standard of LP compressor blade root lubrication system uses a metal spray coating applied to the blade root bedding flanks, onto which is applied a Dry Film Lubricant (DFL). Some LP compressor blades to SB 72-D672 standard have previously been run with an earlier root coating system that did not use this metal spray coating. Investigation has revealed that the effectiveness of the current coating system may be reduced as a result of previous running without the metal spray coating being present, leading to increased blade root stress levels. ENGINE - LP COMPRESSOR BLADES - INSPECTION OF LP COMPRESSOR BLADE ROOTS NON-MODIFICATION SERVICE BULLETIN - NON - MOD.72-AG244Printed in Great Britain



# RB.211−72−AG244 Page 1 of 10 Aug 7/09 Jan.26/10 RIn the specific case of the released blade, a review of its in-service modification history shows that it operated for a significant number of cycles prior to embodiment of LSP and the root metal spray coating. A review of the Engine Health Monitoring data has also identified it operated at high N1 speeds compared to the Trent 800 fleet average N1 speeds. The combination of operation at high N1 speed, plus a period of operation without LSP, plus a period of operation without the blade root metal spray coating resulted in increased fatigue life usage. This is considered to have led to crack initiation and propagation prior to reaching the blades declared life limit. A fleet-wide review of all in-service Trent 800 LP compressor blades to SB 72-D672 standard has identified a specific number of blades that carry an increased susceptibility to cracking, as a result of a combination of operation at high N1 speed and a period of operation without LSP and the root metal spray coating. A once-around-the-fleet ultrasonic inspection instructed by Non-Modification Service Bulletin (NMSB) 72-E175 Revision 5 has been completed and has not identified any cracks present in any of the identified blades. This NMSB introduces an ultrasonic inspection of specific LP compressor blades to SB 72-D672 standard, to detect root cracks in the undercut radius. The first inspection must be carried out when the blades reach a specified life, which differs from blade to blade as a result of differences in operating history. The inspection must then be repeated at intervals not exceeding 100 cycles. Appendix 3 specifies the affected LP compressor blades, and the life at which the first inspection must be accomplished for each blade. Revision 1 of this NMSB is issued to clarify the inspection requirements in 1.D. Compliance. In addition, Appendix 1 and 2 have been reformatted and resequenced to improve readability without any technical changes. R R R C. Description This NMSB instructs repeat ultrasonic inspection of LP compressor blade roots for a sub-population of SB 72-D672 standard LP compressor blades in order to maintain serviceability. The affected LP compressor blades are listed in Appendix 3A R through Appendix 3F of this NMSB. Advise your Rolls-Royce service representative of any rejected LP compressor blades following the inspection in accordance with NMSB. Refer to Table 1. D. Compliance
ALERT LP compressor blades to SB 72-D672 standard as listed in Appendix 3A R through Appendix 3F. RPrinted in Great Britain



# RB.211−72−AG244 Page 2 Aug 7/09 Jan.26/10 RCarry out an inspection, using the procedure defined in Accomplishment Instructions (3.A. or 3.B.). For those LP compressor blades listed in Appendix 3A, R the initial inspection must be carried out within 120 flight cycles from initial issue of this NMSB. For those LP compressor blades listed in Appendix 3B R through 3F, the initial inspection must be carried out on or before the dates stated in the R Appendices. The inspection must be repeated at intervals not exceeding 100 flight cycles.
NOTE : The intent of this NMSB is for the LP compressor blades to receive the first inspection at a convenient time that is close to but not later than the appropriate date stated in Appendix 3B through 3F, such that the first of the repeat inspections occurs after the stated date. R R R R If a set of LP compressor blades is removed from an engine and fitted to another and the blades are currently being inspected at 100 cycle repeat intervals or are due to start the first inspection within 100 cycles or less, then R R R the LP compressor blades must be inspected prior to installation and at 100 cycles repeat intervals thereafter. R R A record of accomplishment is required for each inspection. It is anticipated that this NMSB will be the R subject of an Airworthiness Directive. E. Approval The technical content of this Non-Modification Service Bulletin was approved under the authority of Design Organisation Approval EASA.21J.035 on Aug.7/09 and was re-approved on Jan.25/10. R R F. Manpower Estimated man-hours (in service and at overhaul): (1) 3 hours per engine (blades not removed) (2) 8 hours per engine (blades removed)
NOTE : Personnel engaged in the execution of NDT procedures contained in this NMSB should be approved in accordance with the necessary requirements of the national controlling regulatory authority. Minimum qualification level should be ASNT level 2 or equivalent. G. Tooling (1) Equipment - Ultrasonic inspection to Appendix 1 procedure. (a) Ultrasonic flaw detector capable of operating in the 10MHz range. (b) HU81567 Kit comprising:Printed in Great Britain



# RB.211−72−AG244 Page 3 Aug 7/09 Jan.26/10 RPart Number Description HU81566 10 MHz twin crystal probe QC6890 Test piece
NOTE : Item (1)(b) is supplied by Rolls-Royce. (2) Equipment - Ultrasonic inspection to Appendix 2 procedure (a) Ultrasonic flaw detector capable of operating in the 3 to 8 MHz range. (b) HU81574 Kit comprising: Part Number Description HU81573 5 MHz, 45 degree, single crystal shear wave probe HU81576 Probe guide QC6895 Test piece
NOTE : Item (2)(b) is supplied by Rolls-Royce. (3) Consumable materials Material Description OMat 655 Ultrasonic couplant OMat 150 Acetone OMat 2-101 Lint-Free Cloth OMat 582 Scotchbrite pad H. References (1) Rolls-Royce Service Bulletins: (a) NMSB 72-D347 Engine - LP Compressor Blades - Re-application of Dry Film Lubricant to LP Compressor Blade Roots and LP Compressor Disc Dovetail Slots. (b) SB 72-D672 Engine - Compressor Blades - Introduction of Laser Shock Peening to Blade Roots. (c) NMSB 72-E175 Engine - LP Compressor Blades - Inspection of Fan Blade Roots.Printed in Great Britain



# RB.211−72−AG244 Page 4 Aug 7/09 Jan.26/10 R(2) Trent 800 Engine Manual (a) 72-31-11-000-801, Remove the Low Pressure (LP) Compressor Blades and Dampers (b) 72-31-11-420-801, Install the Low Pressure (LP) Compressor Blades and Dampers (c) 72-31-15-000-801, Disassemble the Low Pressure (LP) Compressor Rear Spinner (d) 72-31-15-400-801, Assemble the Low Pressure (LP) Compressor Rear Spinner (e) 72-35-11-000-801, Remove the Air Intake Fairing/Spinner (f) 72-35-11-400-801, Install the Air Intake Fairing/Spinner (g) 72-31-11-300-001, Low Pressure (LP) Compressor Rotor Blades - Apply Dry Film Lubricant (FRSA028) (3) Aircraft Maintenance Manual (a) 72-31-11-000-801-R00, LP Compressor Rotor Blades - Removal/Installation (b) 72-31-11-400-801-R00, LP Compressor Rotor (Individual) Blade Installation (c) 72-35-11-000-801-R00, Air Intake Fairing/Spinner - Removal/Installation (d) 72-35-11-400-801-R00, Air Intake Fairing/Spinner Installation (e) 72-31-12-000-801-R00, LP Compressor (Fan) Annulus Fillers - Removal/Installation (f) 72-31-12-400-801-R00, LP Compressor (Fan) Annulus Fillers InstallationPrinted in Great Britain



# RB.211−72−AG244 Page 5 Aug 7/09 Jan.26/10 R2. Material Information
None.Printed in Great Britain



# RB.211−72−AG244 Page 6 Aug 7/09 Jan.26/10 R3. Accomplishment Instructions. A. Inspect LP compressor blades - Blades removed from the engine.

CAUTION : IN ORDER TO REDUCE THE POTENTIAL FOR MULTIPLE ENGINE IN FLIGHT SHUTDOWN, POWER LOSS OR OTHER ANOMALIES DUE TO MAINTENANCE ERROR, ROLLS-ROYCE RECOMMENDS THAT OPERATORS AVOID PERFORMING MAINTENANCE ON MULTIPLE ENGINES INSTALLED ON THE SAME AIRCRAFT AT THE SAME TIME. IF IT IS NOT POSSIBLE TO AVOID MAINTENANCE ON MORE THAN ONE ENGINE AT THE SAME TIME, ROLLS-ROYCE RECOMMENDS THAT ADDITIONAL CONTROLS ARE APPLIED IN ORDER TO MAKE SURE THAT MAINTENANCE TASKS HAVE BEEN COMPLETED AS DEFINED. MAINTENANCE GUIDELINES SHOULD BE REVISED, WHERE POSSIBLE, TO PROMOTE THIS RECOMMENDATION.
WARNING : BE CAREFUL TO AVOID INJURY WHEN YOU MOVE THE LP COMPRESSOR BLADE, SINCE IT WEIGHS 24 POUNDS (11 KG). USE APPLICABLE GLOVES ON YOUR HANDS WHEN YOU HOLD THE LP COMPRESSOR BLADE. THE LEADING EDGE OF THE LP COMPRESSOR BLADE CAN CAUSE AN INJURY IF ERODED AND SHARP.
NOTE : This procedure assumes that the task is being accomplished on an installed engine. Where inspection is being carried out in an Airmotive environment, the corresponding EM tasks have been quoted in parentheses. (1) Remove all LP compressor blades in accordance with AMM Task 72-31-11-000-801-R00 (or EM Task 72-31-11-000-801), make sure that the position of all annulus fillers and blades are temporarily marked on the components to aid reinstallation. (2) Ultrasonically inspect the blades. (a) Calibrate the probe and flaw detector in accordance with Appendix 1. (b) Remove the LP compressor blade rubber strap by pulling over the pins and remove the shear key, see Fig.1. (c) Ultrasonically inspect the blades in accordance with Appendix 1. (d) Reject any blades with unacceptable indications in accordance with Appendix 1. (e) Install the shear key and fit the rubber strap over the securing pins on all blades deemed acceptable. (f) Repeat steps (b) to (e) for all blades.Printed in Great Britain



# RB.211−72−AG244 Page 7 Aug 7/09 Jan.26/10 R(3) Install all blades which are considered acceptable, in their original positions in accordance with AMM Task 72-31-11-400-801-R00 (or EM Task 72-31-11-420-801). Make sure that dry film lubricant is reapplied to all blades in accordance with NMSB 72-D347.
NOTE : Where blade inspection is being carried out in an Airmotive environment, it is recommended that the dry film lubricant should be re-applied in accordance with the Engine Manual, 72-31-11, Repair 001 (FRSA028). (4) Install annulus fillers in accordance with AMM Task 72-31-12-400-801-R00 (or EM Task 72-31-11-420-801). (5) Install air intake fairing/spinner and spinner extension, AMM Task 72-35-11-400-801-R00 (or EM Task 72-35-11-400-801 and 72-31-15-400-801) and put the airplane back to its usual condition. (6) Record accomplishment of NMSB 72-AG244. Make sure that the engine cycles since new are stated. A copy of the Form 1 for the inspection should be filed in the certificate section at the front of the engine logbook. B. Inspect LP compressor blades - Blades not removed from engine. (1) Remove air intake fairing/spinner and spinner extension in accordance with AMM Task 72-35-11-000-801-R00 (or EM Task 72-35-11-000-801 and 72-31-15-000-801). (2) Remove annulus fillers, in accordance with AMM Task 72-31-12-000-801-R00 (or EM Task 72-31-11-000-801), make sure that the position of all annulus fillers are temporarily marked to aid reinstallation. (3) Ultrasonically inspect the blades (a) Calibrate the probe and flaw detector in accordance with Appendix 2. (b) Rotate LP compressor to position blade to be inspected at approximately 10 o' clock position and immobilise. (c) Ultrasonically inspect the blades in accordance with Appendix 2. (d) Reject any blade with unacceptable indications in accordance with Appendix 2. (e) Remove immobiliser. (f) Repeat steps (b) to (e) for all blades in turn. (4) Install annulus fillers in accordance with AMM Task 72-31-12-400-801-R00 (or EM Task 72-31-11-420-801).Printed in Great Britain



# RB.211−72−AG244 Page 8 Aug 7/09 Jan.26/10 R(5) Install air intake fairing/spinner and spinner extension in accordance with AMM Task 72-35-11-400-801-R00 (or EM Tasks 72-35-11-400-801 and 72-31-15-400-801) and put the Airplane back to its usual condition. (6) Record accomplishment of NMSB 72-AG244. Make sure that the engine cycles since new are stated. A copy of the Form 1 for the inspection should be filed in the certificate section at the front of the engine logbook.Printed in Great Britain



# RB.211−72−AG244 Page 9 Aug 7/09 Jan.26/10 RR

LP Compressor Blade reject details R Table 1 RPrinted in Great Britain



# RB.211−72−AG244 Page 10 Aug 7/09 Jan.26/10 RBLADE ROOT ULTRASONIC INSPECTION - BLADES REMOVED 1. Calibration A. Make sure flaw detector is set for twin crystal operation. B. Connect probe HU81566 to the flaw detector. C. Apply couplant to test piece QC6890 on the convex angled face, see Fig.1. D. Using zero delay and a time base range of approximately 40mm for a velocity of 6150M/S, place probe on test piece as shown in Fig.1, opposite large slot 6,35mm (0.25in.) marked A. The signal from the slot will appear behind a signal that is generated by the undercut geometry, see Fig.2. E. Identify the large signal from this slot and position the signal at the 5 divisions mark on the time base. Adjust this to 50 percent screen height and then increase gain by 20dB. F. Slide the probe towards the 0,5mm (0.020in.) deep slot marked B. G. The signal reflected from slot B should appear at position, 5, on the time base. Identify this signal and adjust the gain to bring the signal to 40 percent screen height. H. If a monitor gate is available position this as close to the undercut signal as possible, without the undercut triggering the gate and over the signal from slot B, (at this stage the delay can be increased and the range reduced to aid accuracy of settings). Monitor gate width should be 1.2 divisions approximately, see Fig.2. Adjust any audible or visual alarms to trigger at 50 percent screen height. I. The probe and flaw detector are now calibrated. 2. Inspection A. Remove any loose/flaking dry film lubricant from the blade root using acetone (OMat 150) and a lint-free cloth (OMat 2-101). B. Apply couplant to the root convex angled face 40 mm (1.575in.) either side of the shear key slot position, see Fig.3. APPENDIX 1Printed in Great Britain



# RB.211−72−AG244 Appendix 1 - Page 1 of 8 Aug 7/09 Jan.26/10 RC. Inspect the LP compressor blade 40mm (1.575in.) either side of the shear key slot. Due to cracks initiating at or near the corner of the shear key it is necessary to pay particular attention to the root adjacent to the shear key slot. Inspect to the very edge, until the probe drops off the corner. Crack signals will appear at the same time base position as the calibration slots (5 division mark).
NOTE : Crack signals in the undercut radius are expected to fall in the gated area of the time base. If the crack initiates closer to the re-entrant angle of the undercut it will have the effect of markedly increasing the size of the undercut signal, see Fig.4. Cracks which are in the re-entrant angled corner of the undercut may appear either as tight handover signals or distinct signals before or after the reflected signal from the undercut feature, (see Fig.5 and Fig.6). Visual observation of the screen is necessary to detect this. Only inspect within the area specified. Spurious signals from the blade material are possible in the area outside the inspection requirement.
CAUTION : YOU MUST USE ONLY ACETONE AND A LINT-FREE CLOTH TO CLEAN THE BEDDING FLANK (ZONE B). DO NOT USE ABRASIVE MEDIA ON THE BEDDING FLANK AS THIS CAN CAUSE WEAR AND CRACKING IN THE LP COMPRESSOR BLADE ROOT.
NOTE : False signals can sometimes be generated by patchy dry film lubricant in the undercut (zone A Fig.3) and also on the convex angled face (zone C Fig.3) where the probe runs along. To aid interpretation of any signals found it is recommended to remove the dry film lubricant from the undercut and convex angled face using scotchbrite (OMat 582) as shown in Fig.3. Do not dress the bedding flank area (zone B Fig.3). When dressed test the blade. D. Wipe off excess couplant from blade using a lint-free cloth (OMat 2-101). 3. Acceptance/Rejection criteria A. Accept LP compressor blades that do not produce signals that trigger the monitor gate and where there is no sudden increase in the amplitude of the undercut signal. B. Reject blades with signals greater than 50 percent screen height that trigger the monitor gate, or blades where there has been a sudden unexplained increase in the size of the undercut signal, see notes above. C. Replace any rejected blades in accordance with Aircraft Maintenance Manual, Task 72-31-11-400-801-R00. D. Advise Rolls-Royce plc of reject findings as a result of this NMSB, please complete reject details in Table 1 of this NMSB and send to your local Rolls-Royce representative and the Technical Help Desk.Printed in Great Britain



# RB.211−72−AG244 Appendix 1 - Page 2 Aug 7/09 Jan.26/10 RR

Inspection - Calibration R Fig.1 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 1 - Page 3 Aug 7/09 Jan.26/10 RR

Showing Monitor Gate Positioned Just behind the Undercut Signal and Over the Calibration Slot Signal R Fig.2 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 1 - Page 4 Aug 7/09 Jan.26/10 RR

Inspection of LP Compressor Blade Root R Fig.3 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 1 - Page 5 Aug 7/09 Jan.26/10 RR

Expected Screen Display from Crack Close to Re-entrant Angle on Undercut R Fig.4 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 1 - Page 6 Aug 7/09 Jan.26/10 RR

Screen Display Showing Genuine Crack Signal Close to Undercut R Fig.5 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 1 - Page 7 Aug 7/09 Jan.26/10 RR

Screen Display Showing Genuine Crack in the Re-entrant Corner of the Undercut Appearing Before the Undercut signal R Fig.6 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 1 - Page 8 Aug 7/09 Jan.26/10 RBLADE ROOT ULTRASONIC INSPECTION - BLADES NOT REMOVED 1. Calibration A. Make sure flaw detector is set for single crystal operation; velocity should be set at approximately 3353 meters per second (132,000 inches per second) and the range at 75mm (3in.). B. Connect probe HU81573 leads to flaw detector. C. Apply couplant to test piece QC6895. On the concave aerofoil surface, locate the front edge of the probe on the scribed line, see Fig.7. A large signal should be observed at approximately 8 divisions on the screen as shown in Fig.9; this signal is generated from the bottom of the root. Accurately adjust range to position this signal at 8 divisions on the timebase. D. Slide the probe along the scribed line on the concave side, until opposite the large slot marked A on the convex side of the test piece as shown in Fig.7 and Fig.8. E. Identify the signal from this slot that should appear at position 6.2 divisions on the timebase. Adjust this to 50 percent screen height and then increase gain by 12dB. F. Slide the probe along the scribed line until opposite the position of the smaller slot marked B (see Fig.8), which is on the convex side of the testpiece. G. The signal reflected from slot B should appear at the same position, on the timebase. Identify this signal and adjust the gain to bring the signal to 50 percent screen height. H. If a monitor gate is available position this to start at timebase position 5.6 divisions and to finish at timebase position 6.6 divisions. Adjust any audible or visual alarms to trigger at 50 percent screen height. The screen display is shown as Fig.9. I. Slide the probe along the scribed line until opposite the slot marked C on the convex side of the test piece (this slot is difficult to see, as it is in the tight radius closest to the root end face). Observe that the signal from this slot, which is of the lower amplitude, falls within the gated range. J. The probe and flaw detector are now calibrated. APPENDIX 2Printed in Great Britain



# RB.211−72−AG244 Appendix 2 - Page 1 of 8 Aug 7/09 Jan.26/10 R2. Inspection A. Fit the probe guide to the LP compressor disc as shown in Fig.10. Apply the couplant to the concave aerofoil just above the probe guide, the inspection zone is approximately 40mm (1.6in.) either side of the shear key slot position, see Fig.10. B. Slide the probe along the LP compressor blade (see Fig.11), make sure correct coupling by observing that the large signal from the bottom of the convex root positioned at the 8 divisions mark on the timebase is always present. Inspect the blade approximately 40mm (1.6in.) either side of the shear key slot. Due to cracks initiating at or near the corner of the shear key it is necessary to pay particular attention to the root adjacent to the shear key slot. Inspect to the very edge, until the signal from the root disappears.
NOTE : If there is a genuine crack indication, this will effectively mask the bottom of the blade and result in a much reduced signal from this feature at division 8 on the timebase, see Fig.12. 3. Acceptance/Rejection criteria A. Accept LP compressor blades that do not produce signals that trigger the monitor gate. B. Reject blades with signals greater than 50 percent screen height that trigger the monitor gate. C. Check rejected blades utilising the blade out procedure, Appendix 1. D. Replace any rejected blades in accordance with Aircraft Maintenance Manual, Task 72-31-11-400-801-R00. E. Advise Rolls-Royce plc of reject findings as a result of this NMSB, please complete reject details in Table 1 of this NMSB and send your local Rolls-Royce representative and the Technical Help Desk.Printed in Great Britain



# RB.211−72−AG244 Appendix 2 - Page 2 Aug 7/09 Jan.26/10 RR

Probe on Test Piece QC6895 R Fig.7 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 2 - Page 3 Aug 7/09 Jan.26/10 RR

Calibration Slots on Test Piece QC6895 R Fig.8 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 2 - Page 4 Aug 7/09 Jan.26/10 RR

Monitor Gate Positioned over the Calibration Slot Signal set to 50 per cent and signal generated by bottom of blade root R Fig.9 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 2 - Page 5 Aug 7/09 Jan.26/10 RR

Showing Probe Guide in Position and Area either side of Shear Key Slot to be Inspected R Fig.10 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 2 - Page 6 Aug 7/09 Jan.26/10 RR

Showing Probe and Probe Guide Fitted to the Disc R Fig.11 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 2 - Page 7 Aug 7/09 Jan.26/10 RR

Screen Display Showing Crack Signal. Note Loss of Signal from Bottom of Blade R Fig.12 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 2 - Page 8 Aug 7/09 Jan.26/10 RThe LP compressor blades listed below are subject to inspection in accordance with section 1.D. Compliance of this NMSB.
NOTE : The ESN data is provided for information only. If an engine has had a recent shop visit, the ESN data may not be correct. APPENDIX 3APrinted in Great Britain



# RB.211−72−AG244 Appendix 3A - Page 1 of 4 Aug 7/09 Jan.26/10 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 3A - Page 2 Aug 7/09 Jan.26/10 RAppendix 3A continued: R The LP compressor blades listed below are subject to inspection in accordance with section 1.D. Compliance of this NMSB. R R NOTE : The ESN data is provided for information only. If an engine has had a recent shop visit, the ESN data may not be correct. R RPrinted in Great Britain



# RB.211−72−AG244 Appendix 3A - Page 3 Aug 7/09 Jan.26/10 RRPrinted in Great Britain



# RB.211−72−AG244 Appendix 3A - Page 4 Aug 7/09 Jan.26/10 RThe following LP compressor blades listed are subject to inspection in accordance with this NMSB from 1st January 2012.
NOTE : The ESN data is provided for information only. If an engine has had a recent shop visit, the ESN data may not be correct. APPENDIX 3BPrinted in Great Britain



# RB.211−72−AG244 Appendix 3B - Page 1 of 2 Aug 7/09 Jan.26/10 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 3B - Page 2 Aug 7/09 Jan.26/10 RThe following LP compressor blades listed are subject to inspection in accordance with this NMSB from 1st January 2013.
NOTE : The ESN data is provided for information only. If an engine has had a recent shop visit, the ESN data may not be correct. APPENDIX 3CPrinted in Great Britain



# RB.211−72−AG244 Appendix 3C - Page 1 of 4 Aug 7/09 Jan.26/10 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 3C - Page 2 Aug 7/09 Jan.26/10 RAppendix 3C continued: R The following LP compressor blades listed are subject to inspection in accordance with this NMSB from 1st January 2013. R R NOTE : The ESN data is provided for information only. If an engine has had a recent shop visit, the ESN data may not be correct. R RPrinted in Great Britain



# RB.211−72−AG244 Appendix 3C - Page 3 Aug 7/09 Jan.26/10 RRPrinted in Great Britain



# RB.211−72−AG244 Appendix 3C - Page 4 Aug 7/09 Jan.26/10 RThe following LP compressor blades listed are subject to inspection in accordance with this NMSB from 1st January 2014.
NOTE : The ESN data is provided for information only. If an engine has had a recent shop visit, the ESN data may not be correct. APPENDIX 3DPrinted in Great Britain



# RB.211−72−AG244 Appendix 3D - Page 1 of 2 Aug 7/09 Jan.26/10 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 3D - Page 2 Aug 7/09 Jan.26/10 RThe following LP compressor blades listed are subject to inspection in accordance with this NMSB from 1st January 2015.
NOTE : The ESN data is provided for information only. If an engine has had a recent shop visit, the ESN data may not be correct. APPENDIX 3EPrinted in Great Britain



# RB.211−72−AG244 Appendix 3E - Page 1 of 2 Aug 7/09 Jan.26/10 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 3E - Page 2 Aug 7/09 Jan.26/10 RThe following LP compressor blades listed below are subject to inspection in accordance with this NMSB from 1st January 2016.
NOTE : The ESN data is provided for information only. If an engine has had a recent shop visit, the ESN data may not be correct. APPENDIX 3FPrinted in Great Britain



# RB.211−72−AG244 Appendix 3F - Page 1 of 4 Aug 7/09 Jan.26/10 RPrinted in Great Britain



# RB.211−72−AG244 Appendix 3F - Page 2 Aug 7/09 Jan.26/10 RAppendix 3F continued: R The following LP compressor blades listed below are subject to inspection in accordance with this NMSB from 1st January 2016. R R NOTE : The ESN data is provided for information only. If an engine has had a recent shop visit, the ESN data may not be correct. R RPrinted in Great Britain



# RB.211−72−AG244 Appendix 3F - Page 3 Aug 7/09 Jan.26/10 RRPrinted in Great Britain



# RB.211−72−AG244 Appendix 3F - Page 4 Aug 7/09 Jan.26/10 R