Rotor bow and bearings have been a probem, due mainly to the position of the number four bearing compartment inside the combuston section and the thermal effects on the component.
The number four bearing was initially prone to break-ups due to it being squeeze-film type and the oil pressure on start-ups not being sufficient. This problem was rectified by IAE with longer FADEC auto start schedules raising the pressure before and during light up.
One surge in four years is extremely lucky, especially in a climate such as Hong Kong. Surging and surging msgs have been a problem with the engine. Fuel is used as a servo medium in the core airflow system components, spurrious msgs were produced on transient fuel px during accel/decel.
Bleed schedules such as this are an on-going problem but IAE have introduced numerous mods to iron out the problems, such as; bleed valve solonoids and bleed valves(prone to sticking) and FADEC software upgrades improving schedules and reliability. P3 ice ups are not so common anymore also, these also produce the infamous 'FADEC 1(2)' ECAM msg.
Credit to IAE, they take note of cutomers and the problems and do offer great support. The engine continues to be upgraded with the new 'Select One' efficient type engines entering service.
My experience is Airline line and hangar based, but im sure the guys at Rolls-Royce will be helpful on your assignment. East Kilbride is the overhaul facility for this engine.