All pages of

Appendix 1

Page 1 of Appendix 1 To amend Compliance

(1.D.(3)). To remove

statement from References

(1.H.(5)). To add note to

Accomplishment Instructions

(3.B.(1) and 3.C.(b)). To

clarify when inspection is

required and to amend date

in Accomplishment

Instructions (3.E.(2)(b)).

Printed in Great Britain

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Transmittal - Page 2
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 May 10/11

R 2 1 May 10/11

R 3 1 May 10/11

R 4 1 May 10/11

R 5 1 May 10/11

R 6 1 May 10/11

R 7 1 May 10/11

R 8 1 May 10/11

R 9 1 May 10/11

R 10 1 May 10/11

R 11 1 May 10/11

Appendix 1

R 1 1 May 10/11

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Transmittal - Page 3
1. Planning Information

A. Effectivity

Airbus A330

RB211 TRENT 768-60, TRENT 768-60/15, TRENT 768-60/16, TRENT 768-60/17

Propulsion Systems.

RB211 TRENT 772-60, TRENT 772-60/15, TRENT 772-60/16, TRENT 772-60/17

Propulsion Systems.

RB211 TRENT 772B-60, TRENT 772B-60/15, TRENT 772B-60/16, TRENT 772B-60/17

Propulsion Systems.

RB211 TRENT 772C-60, TRENT 772C-60/15, TRENT 772C-60/16 Propulsion Systems.

B. Reason

There have been two reported events in-service where partial loss of a single

acoustic panel has occurred on a Trent 700 air intake cowl. It is understood

the most likely cause is disbonding of the acoustic panel facing sheet from the

honeycomb core. To reduce the risk of service disruption it has become

necessary to introduce an inspection of the air intake cowl acoustic panels to

determine their condition.

Permitted damage limits and repairable damage limits have been provided to

assist operators with managing their fleet. Any acoustic panel found to have

damage outside of these limits must to be rejected.

Revision 1 of this Non-Modification Service Bulletin (NMSB) is issued to

clarify when the inspection of air intake cowls with a life less than 20000

hours or 5000 cycles since new is required (refer to Compliance (1.D.(3)).

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C. Description

This NMSB instructs a tap test inspection of the air intake cowl acoustic

panels to determine their condition.

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Advise Bombardier Aerospace-Shorts and your assigned Rolls-Royce Field Service

Office (FSO) of NMSB accomplishment and inspection results. Refer to Appendix

1.

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NACELLE - POWERPLANT - AIR INTAKE COWL - INSPECTION OF INTAKE ACOUSTIC PANELS

(BOMBARDIER AEROSPACE-SHORTS NON-MODIFICATION SERVICE BULLETIN RB211-71-018) -

NON-MODIFICATION SERVICE BULLETIN - NON - MOD.71-AG419

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D. Compliance

ALERT

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

Rolls-Royce recommends that the actions detailed in Bombardier Aerospace-Shorts

NMSB RB211-NAC-71-018 and 3. Accomplishment Instructions, are done at the

following opportunities given the age of the air intakes since new or life

since replacement of the air intake acoustic barrel assembly (all three

acoustic panels).

NOTE: It is imperative that operators continue to maintain an accurate record

of the air intake cowl lives to avoid the need to repeat the Yearly

Fleet Leader life calculations in the future.

(1) When the complete component life history is available, inspect the air

intake cowl in accordance with Compliance (1.D.(3) to (7)).

(2) When the history of an air intake is partial or unknown, prior to

inspection of the air intake cowl in accordance with Compliance (1.D.(3)

to (7)), apply one of the following methods to estimate the accumulated

life of the air intake cowl.

(a) If it can be proven that an air intake cowl has been in continued use

with one particular operator from its entry into service until the

date the NMSB is accomplished the aircraft life from that operators

fleet leader should be adopted.

(b) If it cannot be proven that the air intake cowl has been in continued

use with a particular operator from its entry into service until the

date the NMSB is accomplished, the Yearly Fleet Leader method is to be

applied. Refer to Accomplishment Instructions (3.E.).

(3) For air intakes with a life less than 20000 hours or 5000 cycles since

new, whichever occurs first, accomplish the initial inspection of the

acoustic panels within 24 months after the air intake cowl has accumulated

20000 hours or 5000 cycles, whichever occurs first.

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(4) For air intakes with a life greater than 20000 hours or 5000 cycles since

new, whichever occurs first, accomplish the initial inspection of the

acoustic panels within 24 months from issue of this NMSB.

(5) If it can be shown that previous repair of the air intake introduced a new

complete inner barrel assembly (all three acoustic panels) then the

initial inspection can be delayed and performed after 20000 hours or 5000

cycles of service have been completed since the repair was accomplished.

(6) If no damage is found during the initial inspection do a repeat inspection

of the air intake acoustic panels in accordance with this NMSB every 24

months.

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(7) If damage is found, re-inspect the acoustic panels in accordance with

Accomplishment Instructions 3.B. Damage Limits Criteria.

E. Approval

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

under the authority of Design Organisation Approval EASA.21J.035 on Mar.9/11

and was re-approved on Apr.18/11.

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The technical content of this Non-Modification Service Bulletin has been

approved under the authority of the EASA Design Organisation Approval

No.EASA.21J.031.

F. Manpower

Refer to Bombardier Aerospace-Shorts NMSB RB211-NAC-71-018

G. Tooling Price and Availability

Refer to Bombardier Aerospace-Shorts NMSB RB211-NAC-71-018

H. References

(1) Engine Manual, 71-61-00, Removal and Installation.

(2) Aircraft Maintenance Manual, 70-20-01, Stripping and Cleaning, 71-61-41,

Removal/Installation

(3) Structural Repair Manual, 54-01-06, Composite Structure Tap Test,

54-01-07, Acoustic Treatment Areas - Repair Limits, 54-10-01, Air Intake

Cowl - Identification

(4) Engine Overhaul Processes Manual, TSD594-J

(5) This Service Bulletin is covered by A/C Service Bulletin Number

A330-71-3024

(6) Bombardier Aerospace-Shorts NMSB RB211-NAC-71-018

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2. Material Information

None.

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3. Accomplishment Instructions

A. The actions contained in Bombardier Aerospace-Shorts NMSB RB211-NAC-71-018, 3.

Accomplishment Instructions have been developed to allow inspection to be

completed with the air intake cowl installed on-wing. It is permitted for the

inspection to be accomplished with the air intake cowl removed.

CAUTION: IN ORDER TO REDUCE THE POTENTIAL FOR MULTIPLE-ENGINE IN-FLIGHT SHUTDOWN,

POWER LOSS OR OTHER ANOMALY 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 THAT 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.

NOTE: To enable an effective tap test inspection to be done the aircraft or

air intake cowl needs to be positioned in an environment that is not

unduly affected by background noise as this may result in a false

indication.

(1) If necessary remove the air intake cowl in accordance with current

overhaul or maintenance procedures (Engine Manual 71-61-00, Removal or

Aircraft Maintenance Manual, 71-61-41, Removal/Installation).

(2) Inspect the air intake cowl in accordance with Bombardier Aerospace-Shorts

NMSB RB211-NAC-71-018 and 3. Accomplishment Instructions.

(3) If applicable install the air intake cowl or a replacement, to the engine,

in accordance with current overhaul or maintenance procedures (Engine

Manual 71-61-00, Removal and Installation or Aircraft Maintenance Manual,

71-61-41, Removal/Installation).

B. Permitted damage limits criteria

(1) The following permitted damage limits may be applied depending on the

extent of disbond found on the air intake cowl acoustic panels, provided

that the stated damage separation limits are not exceeded.

Multiple occurrences of Level 1 to Level

5 disbond on each individual air intake

cowl acoustic panel provided there is a

minimum distance between damage areas

equal to 5 times the length of the

largest damage

Permitted to fly

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Multiple occurrences of Level 1 to Level

5 disbond on each individual air intake

cowl acoustic panel provided there is a

minimum distance between damage areas and

closest existing repaired area equal to 5

times the length of the largest damaged /

repaired area

Permitted to fly

Table 1

NOTE: If two or more damages are within the damage area of five times the

length of the largest damage, consider the two or more damages as a

single one.

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NOTE: If an aircraft is returned to service under fly-on conditions, the

tap test inspection will have to be repeated on the disbonded

region of the air intake cowl acoustic panel at the stated

inspection interval to establish if it has become larger. If the

damage has become larger then the relevant permitted limits and

inspection intervals will apply.

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Disbond

Level

Limits Inspection Intervals

1 Up to 50,8 mm (2 in.) x 50,8

mm (2 in.) is permitted

providing there is a minimum

distance between the damage

areas, including closest

repair, of 5 times the

length of the largest area

of damage.

Repeat the inspection every 267

flight cycles or repair the

affected unit on-wing before the

next flight.

2 From 50,8 mm (2 in.) x 50,8

mm (2 in.) up to 101,6 mm (4

in.) x 101,6 mm (4 in.) is

permitted providing there is

a minimum distance between

the damage areas, including

closest repair, of 5 times

the length of the largest

area of damage.

Repeat the inspection every 230

flight cycles or repair the

affected unit on-wing before the

next flight.

3 From 101,6 mm (4 in.) x

101,6 mm (4 in.) up to 152,4

mm (6 in.) x 152,4 mm (6

in.) is permitted providing

there is a minimum distance

between the damage areas,

including closest repair, of

5 times the length of the

largest area of damage.

Repeat the inspection every 170

flight cycles or repair the

affected unit on-wing before the

next flight.

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4 From 152,4 mm (6 in.) x

152,4 mm (6 in.) up to 203,2

mm (8 in.) x 203,2 mm (8

in.) is permitted providing

there is a minimum distance

between the damage areas,

including closest repair, of

5 times the length of the

largest area of damage.

Repeat the inspection every 100

flight cycles or repair the

affected unit on-wing before the

next flight.

5 From 203,2 mm (8 in.) x

203,2 mm (8 in.) up to 254

mm (10 in.) x 254 mm (10

in.) is permitted providing

there is a minimum distance

between the damage areas,

including closest repair, of

5 times the length of the

largest area of damage.

Repeat the inspection every 10

flight cycles or replace the

affected air intake cowl before

the next flight.

Table 2

(2) If the level of disbond found is greater than the permitted damage limits

provided, then no fly-on is permissible. Replace the affected air intake

cowl before the next flight.

(3) Inspect all marked areas of disbond to make sure that the damage is within

one of the repair damage limit scenarios provided in Table 3. To repair

damage that is within the specified damage limits, refer to the repair

scheme provided in Bombardier Aerospace-Shorts NMSB RB211-NAC-71-018,

Appendix C.

C. Repair damage limits criteria

Damage

Zone

Limits Repair

1 Maximum damage area for a

single strip of damage along

the forward edge of an acoustic

panel of 101,6 mm (4 in.) x

203,20 mm (8 in.)

It is permitted to carry out repair

of multiple damages in these areas

providing there is a minimum

distance between damaged areas,

including closest repair, of 5 times

the length of the largest area of

damage

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2 Maximum damage area for a

single strip of damage along

the aft edge or side edges of

an acoustic panel of 50,8 mm (2

in.) x 203,20 mm (8 in.)

It is permitted to carry out repair

of multiple damages in these areas

providing there is a minimum

distance between damaged areas,

including closest repair, of 5 times

the length of the largest area of

damage

3 Maximum damage area for a

single damage in the central

acoustic area of an acoustic

panel of 203,20 mm (8 in.) x

203,20 mm (8 in.)

It is permitted to carry out repair

of multiple damages to the central

acoustic area providing there is a

minimum distance between damaged

areas, including closest repair, of

5 times the length of the largest

area of damage

Table 3

NOTE: If two or more damages are within the damage area of five times the

length of the largest damage, consider the two or more damages as a

single one.

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NOTE: Multiple occurrences of damage scenarios 1, 2 and 3 (refer to Table 3)

may be repaired on each individual acoustic panel, provided there is a

minimum distance between damage areas equal to 5 times the length of the

largest area of damage.

NOTE: Multiple occurrences of damage scenarios 1, 2 and 3 (refer to Table 3)

may be repaired on each individual acoustic panel, provided there is a

minimum distance between damage areas and closest existing repaired area

equal to 5 times the length of the largest damaged/repaired area.

(1) Make sure the total loss of acoustic area, specified in the damage limits

above in Table 3, does not exceed the limits given in the Structural

Repair Manual (SRM), 54-01-07 for repair of the acoustically treated

areas.

NOTE: If an operator finds a disbonded area, in an air intake acoustic

panel, that is outside of the Permitted damage limits criteria

(section 3.B.) and Repair damage limits criteria (section 3.C.),

contact Bombardier Aerospace - Shorts AOG Technical Helpline on +44

7850 77 0826 before continuing this NMSB accomplishment.

D. Post requisite instructions.

Remove all tools, equipment and unwanted materials from the work area.

E. Trent 700 air intake cowl - life calculation - Yearly Fleet Leader method.

(1) When the complete component life history is available, inspect the air

intake cowl in accordance with Compliance (1.D.).

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(2) To estimate the accumulated life of the air intake cowl when the history

is partial or unknown, apply the following methodology:

NOTE: This methodology is based on the Yearly Fleet Leader and allows the

calculation of conservative values to cover periods during which

the accumulation of flight cycles/hours is unknown. It can be

applied to calculate the life from new or to cover only certain

periods of the component history.

(a) For periods where no history is available the Yearly Fleet Leader

accumulated life cycles/hours for the Airbus A330 (Trent 700 engine)

aircraft must be considered. The actual fleet leader lives from 1995

to 2009 have been provided in Table 4.

R (b) Yearly Fleet Leader lives from Jan.1/11 onwards can be obtained from

Airbus.

(c) Calculations must include the accumulated Airbus A330 (Trent 700

engine) aircraft flight cycles/hours from the date of the air intake

cowls initial entry into service until the date when this NMSB is

accomplished.

(d) If an operator does not have a record of the entry into service date

of the air intake cowl (it is not included on the air intake cowl

plate or aircraft log book) operators must contact Bombardier

Aerospace-Shorts to get the date of manufacture for each serialised

unit.

(e) If the entry into service date cannot be established then the

conservative start date of Apr.1/95 must be used.

(f) Each year of service must be divided into twelve equal periods (one

per month), except for the year 1995, which must be divided into nine

equal periods.

(g) The start date and end date of each period during which the history of

life accumulation is unknown must be rounded up to consider complete

months only.

(3) Calculation example:

An operator needs to calculate the life of an air intake cowl from

Apr.17/02 (air intake cowl first flight). The operator wants to know the

parts life on Nov.30/09.

For periods where no history is available the Yearly Fleet Leader

accumulated Flight Cycles (FC) and Flight Hours (FH) must be considered.

Refer to Table 4.

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(4) The calculation parameters are:

(a) Date of first flight - Apr.17/02.

Actual, recorded, life accumulated between Apr.17/02 and Jun.16/03 =

+723 FC and +1990 FH.

No history is available for the following period Jun.16/03 to

Dec.11/06.

Actual, recorded life, accumulated between Dec.11/06 and Nov.30/09 =

+2100 FC and +6500 FH.

(5) Calculation of life history.

(a) Actual, recorded life, accumulated between Apr.17/02 and Jun.16/03 =

+723 FC and 1990 FH.

(b) Conservative life (calculated using Yearly Fleet Leader data) for the

period from Jun.16/03 to Dec.11/06:

To cover period from Jun.16/03 to Dec.31/03: +7x(1404/12) = +819 FC or

+7x(5068/12) = +2956 FH.

To cover year 2004 = +1557 FC or +5450 FH.

To cover year 2005 = +1558 FC or +5543 FH.

To cover year 2006 = +1665 FC or +5600 FH.

(c) Total +5599 FC or +19549 FH

NOTE: This period of conservative life is rounded up to complete

months.

Actual, recorded life, accumulated between Dec.11/06 and Nov.30/09 =

+2100 FC and +6500 FH.

Total life (FC) = +723 FC +5599 FC +2100 FC = +8422 FC

Total life (FH) = +1990 FH +19549 FH +6500 FH = +28039 FH

As a result on Nov.30/09, the subject component has a life of 8422 FC

and 28039 FH.

NOTE: This calculation will remain valid as long as the operator

maintains traceability for this component until the end of the

parts life. If the operator loses an additional part of the

component history, a new calculation will need to be performed

with updated parameters.

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It is imperative that the operators continue to maintain an

accurate record of the air intake cowl lives to avoid the need

to repeat the Yearly Fleet Leader calculations in the future.

Year Yearly Fleet Leader

Life (FC)

Yearly Fleet Leader

Life (FH)

1994 333 309

1995 938 2083

1996 1178 3506

1997 1270 3434

1998 1327 3499

1999 1269 3827

2000 1415 5642

2001 1413 5434

2002 1465 5423

2003 1404 5068

2004 1557 5450

2005 1558 5543

2006 1665 5600

2007 1733 5582

2008 1619 5445

2009 1674 5887

2010 1749 5634

Airbus A330 Trent 700 Yearly Fleet Leader Lives 1994 to 2010

Table 4

F. Accomplishment of this NMSB should be recorded in the engine logbook or in

accordance with the local SB tracking system procedures. Metal stamp, vibro

etch or electro etch on the air intake cowl modification plate that NMSB

71-AG419/x has been done.

NOTE: The forward slash and number indicate how many times this NMSB has been

done (for example, NMSB 71-AG419/1, denotes that one inspection has been

done).

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Non-Modification Service Bulletin 71-AG419

1. If no instances of disbond have been found on all tested acoustic panels, or if

all instances of disbond on the panels have been repaired then record the

accomplishment of this NMSB in accordance with local Service Bulletin tracking

system procedures. Metal stamp, vibro etch or electro etch on the air intake

cowl modification plate that NMSB 71-AG419/x has been done.

NOTE: The forward slash and number indicate how many times this NMSB has been

done (for example, NMSB 71-AG419/1, denotes that one inspection has been done).

2. If fly-on is used, please notify Bombardier Aerospace-Shorts and your assigned

Rolls-Royce FSO of the results of the initial inspection and all repeat

inspections, to make sure that an accurate record of all air intake cowl

inspections can be maintained.

3. Advise Bombardier Aerospace-Shorts and your assigned Rolls-Royce FSO of NMSB

accomplishment and inspection results regardless of findings. An inspection

record sheet can be found in Bombardier Aerospace-Shorts NMSB RB211-NAC-71-018,

Appendix B.

APPENDIX 1

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Appendix 1 - Page 1 of 1

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