the borescope inspection of the engine Trent 1000 G/01A SN 10166, performed after the IFSD event occurred to the B787-8 registration marks LN-LND, highlighted the fracture of two IPT blades. One of these is attributable to the same corrosion fatigue fracture mechanism that was responsible for ten previous cases of IFSD in the Trent 1000 fleet. In one of those cases, in addition to IFSD the blade release also caused damage on the LPT drive arm, proving further negative effects on safety could be possible as a consequence of a IPT blade fracture beside what happened in the B787-8 marks LN-LND event, in which damages to the aircraft and to objects on the ground were recorded. Indeed, for this matter EASA has already recognized the need to maintain fleet safety and has mandated several Rolls-Royce recommended safety actions in the last two years through 6 ADs, the latest and only live action being issued in NMSB 72-AK186, which instructs a hard life for pre-modification blades and is mandated by EASA AD 2019-0135. However, the in-flight IPT blade failure of the Trent 1000 G/01A SN 10166 happened 200 flight cycles before the hard life limit, demonstrating this not sufficient to avoid detrimental effects on safety.
