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



# RB.211−71−AG419 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 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 10/11Printed in Great Britain



# RB.211−71−AG419 Transmittal - Page 31. 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)). R R R C. Description This NMSB instructs a tap test inspection of the air intake cowl acoustic panels to determine their condition. R R Advise Bombardier Aerospace-Shorts and your assigned Rolls-Royce Field Service Office (FSO) of NMSB accomplishment and inspection results. Refer to Appendix 1. R R R 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-AG419Printed in Great Britain



# RB.211−71−AG419 Page 1 of 11 Mar 10/11 May.10/11 RD. 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. R R (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.Printed in Great Britain



# RB.211−71−AG419 Page 2 Mar 10/11 May.10/11 R(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. R R 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-71-018Printed in Great Britain



# RB.211−71−AG419 Page 3 Mar 10/11 May.10/11 R2. Material Information
None.Printed in Great Britain



# RB.211−71−AG419 Page 4 Mar 10/11 May.10/11 R3. 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 flyPrinted in Great Britain



# RB.211−71−AG419 Page 5 Mar 10/11 May.10/11 RMultiple 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. R R R
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. R R R R R R 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.Printed in Great Britain



# RB.211−71−AG419 Page 6 Mar 10/11 May.10/11 R4 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 damagePrinted in Great Britain



# RB.211−71−AG419 Page 7 Mar 10/11 May.10/11 R2 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. R R R
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.).Printed in Great Britain



# RB.211−71−AG419 Page 8 Mar 10/11 May.10/11 R(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. (b) Yearly Fleet Leader lives from Jan.1/11 R 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.Printed in Great Britain



# RB.211−71−AG419 Page 9 Mar 10/11 May.10/11 R(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.Printed in Great Britain



# RB.211−71−AG419 Page 10 Mar 10/11 May.10/11 RIt 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).Printed in Great Britain



# RB.211−71−AG419 Page 11 Mar 10/11 May.10/11 RNon-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 1Printed in Great Britain



# RB.211−71−AG419 Appendix 1 - Page 1 of 1 Mar 10/11 May.10/11 R