Wikipedia

Rolls-Royce Trent

For the 1944 turboprop engine, seeRolls-Royce RB.50 Trent.For the 1960s low bypass turbofan, seeRolls-Royce RB.203 Trent.

TheRolls-Royce Trentis a family ofhigh-bypass turbofansproduced byRolls-Royce.It continues thethree spoolarchitecture of theRB211with a maximum thrust ranging from 61,900 to 97,000lbf(275 to 431kN). Launched as theRB-211-524Lin June 1988,[1]the prototype first ran in August 1990.[2]Its first variant is theTrent 700introduced on theAirbus A330in March 1995, then theTrent 800for theBoeing 777(1996), theTrent 500for theA340(2002), theTrent 900for theA380(2007), theTrent 1000for theBoeing 787(2011), theTrent XWBfor theA350(2015), and theTrent 7000for theA330neo(2018). It also has marine and industrial variants such as theRR MT30.

Trent
A Trent 1000 turbofan engine installed on a test bench at the Rolls-Royce Test Facility in Derby, UK.
Type Turbofan
National origin United Kingdom
Manufacturer Rolls-Royce Holdings
First run 27 August 1990
Major applications Airbus A330
Airbus A340-500
Airbus A340-600
Airbus A350
Airbus A380
Boeing 777
Boeing 787
Developed from Rolls-Royce RB211
Variants Rolls-Royce Trent 500
Rolls-Royce Trent 700
Rolls-Royce Trent 800
Rolls-Royce Trent 900
Rolls-Royce Trent 1000
Rolls-Royce Trent XWB
Rolls-Royce Trent 7000
Developed into Rolls-Royce MT30

Development

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Despite the success of the RB211, Rolls-Royce's share of the large civilturbofanmarket was only 8% when it was privatised in April 1987, the market being dominated byGeneral ElectricandPratt & Whitney.[3]In June 1987, Rolls-Royce was studying whether to launch a 65,000 lbf (290 kN) thrust variant of the RB211, to be called theRB211-700,for theAirbus A330twin-jet, the long-rangeBoeing 767and theMD-11,derived from the747-400's -524D4D, with growth potential to 70,000 lbf (310 kN).[4]By June 1988, Rolls-Royce was investing over $540 million to develop the upratedRB-211-524Lwith a new 95 in (240 cm) fan (up from 86 in (220 cm)) for the -524G/H and a fourth LP turbine stage up from three, targeting 65,000 to 70,000 lbf (290 to 310 kN).[5]

At the September 1988Farnborough Airshow,the 65,000–72,000 lbf (290–320 kN) -524L development was confirmed, estimated at £300 million, to power the MD-11 and A330 as a full-scale model was unveiled byFrank Whittle.[1]In June 1989, theRB211-524L Trentwas confirmed for the A330, rated at 74,000 lbf (330 kN).[6]Rated at 65,000 lbf (290 kN) for the MD-11, theTrentmade its first run on 27 August 1990 inDerby.[2]By September 1992, the 94.6 in (240 cm)Trent 600for the MD-11 was abandoned and prototypes were rebuilt asTrent 700engines for the A330 with a 97.4 in (247 cm) fan.[7]

The UK government granted Rolls-Royce £450 million ofrepayable launch investment,repaid with interest, to develop the RB.211 engine and the Trent family up to theTrent 900.[8]Rolls-Royce obtained £200 million for the Trent 8104, 500 and 600 variants in 1997, and £250 million for the Trent 600 and 900 variants in 2001.

New proposed planes required higher thrust and customers wanted the Boeing 777 and Airbus A330twinjetsto flyExtended-range Twin-engine Operationsat introduction. Rolls-Royce decided to offer an engine for every large civil airliner, based on a common core to lower development costs, and thethree-shaftdesign provided flexibility, allowing each spool to be individually scaled. In keeping with Rolls-Royce's tradition of naming its jet engines after rivers,[9]the engine family is named after theRiver Trentinthe MidlandsofEngland,a name previously used for theRB.50,Rolls-Royce's first workingturbopropengine; and the 1960sRB.203,a 9,980 lbf (44.4 kN) bypass turbofan and the first three-spool engine, designed to replace theSpeybut never introduced.[citation needed]

In 2019, Rolls-Royce delivered 510 Trent engines.[10]

Design

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Nickel-alloy high pressure turbine blades with cooling holes for use in gas hotter than their melting point

Like its RB211 predecessor, the Trent uses a concentricthree-spooldesign rather than atwo-spoolconfiguration. The Trent family keeps a similar layout, but each spool can be individually scaled and can rotate more closely to its optimal speed. The core noise levels and exhaust emissions are lower than those of the RB211.

Hollowtitaniumfan blades with an internalWarren-girderstructure achieve strength, stiffness and damage tolerance at low weight.[11]To operate in temperatures above theirmelting point,cooling air is bled from the compressor through laser-drilled holes in the hollowturbine blades,made from asingle crystalof anickelalloy and covered bythermal barrier coatings.[11]Eachturbine bladeremoves up to 560 kW (750 hp) from the gas stream.[11]

In April 1998, theRB211-524HTwas introduced for the 747-400 with theTrent 700core, replacing the previous RB211-524G/H with 2% betterTSFC,up to a 40% lower NOx emissions and a 50 °C cooler turbine.[12]TheTrent 800LP spool rotates at 3300rpm,[13]its 110 in (279 cm) diameter fan tip travels at 482 m/s. TheTrent 900's 116 in (290 cm) fan keeps a low mean jet velocity at take-off to lower theAirbus A380's noise.[14]

Variants

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First Trent 600

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At theMcDonnell Douglas MD-11programme launch at the end of 1986, the airframe was only offered withGE CF6-80C2 orPW4000engines, however Rolls-Royce was preparing to propose the747-400'sRB211-524D4D rated at 58,000 lbf (260 kN).[15]By June 1988, Rolls-Royce was investing over $540 million to develop the upratedRB-211-524Lwith a new 95 in (240 cm) fan (up from 86 in (220 cm)) for the -524G/H and a fourth LP turbine stage up from three, targeting 65,000 to 70,000 lbf (290 to 310 kN).[5] Rated at 65,000 lbf (290 kN), theTrentmade its first run on 27 August 1990 inDerby.[2]By July 1991, the MD-11 Trent was abandoned after the demise ofAir Europe,its only customer.[16]By February 1992, there were fourTrent 600engines with a 94.6 in (240 cm) fan.[17]By September 1992, three had been rebuilt asTrent 700engines for the A330 with a 97.4 in (247 cm) fan.[7]

Trent 700

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Main article:Rolls-Royce Trent 700
TheTrent 700nacelle on theA330has anexhaust mixer

Rolls-Royce was studying aRB211development for theAirbus A330at its launch in June 1987. TheTrent 700was first selected byCathay Pacificin April 1989, first ran in summer 1992, was certified in January 1994[18]and put into service in March 1995. Keeping the characteristicthree-shaftarchitecture[18]of the RB211, it is the first variant of the Trent family. With its 97.4 in (247 cm) fan for a 5:1bypass ratio,it produces 300.3–316.3 kN (67,500–71,100 lbf) ofthrust[18]and reaches anoverall pressure ratioof 36:1.[19]It competes with theGE CF6-80E1 and thePW4000to power the A330.

Trent 800

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Main article:Rolls-Royce Trent 800

TheTrent 800is one of the engine options for the earlyBoeing 777variants. Launched in September 1991,[20]it first ran in September 1993,[21]was grantedEASAcertification on 27 January 1995,[13]and entered service in 1996.[22]It reached a 40% market share,[23]ahead of the competingPW4000andGE90,and the last Trent 800-powered 777 was delivered in 2010.[24]The Trent 800 has the Trent familythree shaftarchitecture, with a 280 cm (110 in) fan.[25]With a 6.4:1 bypass ratio and an overall pressure ratio reaching 40.7:1, it generates up to 413.4 kN (92,900 lbf) ofthrust.[13]

Trent 8100

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In the earlyTrent 800studies in 1990, Rolls-Royce forecast a growth potential from 85,000 to 95,000 lbf (380 to 420 kN) with a new HP core.[25]By March 1997, Boeing studied777-200X/300Xgrowth derivatives for a September 2000 introduction: GE was proposing a 454 kN (102,000 lbf) GE90-102B, while P&W offered its 436 kN (98,000 lbf) PW4098 and Rolls-Royce was proposing a 437 kN (98,000 lbf)Trent 8100.[26]Rolls-Royce was also investigating another variant, theTrent 8102,which would produce over 445 kN (100,000 lbf) of thrust.[27]By December 1997, the -300XMTOWgrew to 324,600 kg (715,600 lb).[28]The 454 kN (102,000 lbf)Trent 8104design was to be completed by June 1998, while the -200X entry into service slipped to mid-2002.[29]Higher thrust was obtained with new swept fan blades while keeping a 2.79 m (110 in) fan.[29]

The 104,000 lbf (460 kN) Trent 8104 first ran on 16 December 1998, and exceeded 110,000 lbf (490 kN) of thrust five days later, before two other engines would join by mid-1999.[30]The swept fan blades produce 2–3% more flow at a given speed with the same 2.8 m (110 in) fan, for an additional 10,000 lbf (44 kN) of thrust, while fan efficiency is 1% better.[30][30]The HP compressor rotors and stators and the IP compressor stators were designed with 3Daerodynamics.[30]As the 777-200X/300X grew to a MTOW of 340,500 kg (750,700 lb), thrust requirements drifted to 110,000–114,000 lbf (490–510 kN).[30]The fan diameter was to reach 2.9 m (110 in) to increase the thrust.[30]

By June 1999, the 8104 served as a basis for the proposed 115,000 lbf (510 kN)Trent 8115,with a scaled core by 2.5% geometrically and 5% aerodynamically and a fan enlarged from 2.8 to 3.0 m (110 to 118 in), while keeping the Trent 800 architecture: an eight-stage IP compressor and a six-stage HP compressor both driven by a single-stage turbine, and a five-stage LP turbine.[31]In July 1999, Boeing selected theGeneral Electric GE90over the Trent 8115 and P&W offer to exclusively power the longer-range 777s, as GE offered to substantially finance the airframe's development, for around $100 million.[32]Rolls-Royce later dropped the Trent 8115 but continued to work on the Trent 8104 as a technology demonstrator.[33]

Trent 500

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Trent 500 on wing, cowlings open
Main article:Rolls-Royce Trent 500

TheTrent 500exclusively powers the largerA340-500/600variants. It was selected in June 1997,[34]first ran in May 1999,[35]first flew in June 2000,[36]and achieved certification on 15 December 2000.[37]It entered service in July 2002 and 524 engines were delivered on-wing until the A340 production ended in 2011. Keeping the three spool architecture of the Trent family, it has theTrent 700's 2.47 m (97 in) fan and aTrent 800core scaled down.[36]It produces up to 275 kN (62,000 lbf) of thrust at take-off and has a bypass ratio up to 8.5:1 in cruise.[37]

Trent 900

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Main article:Rolls-Royce Trent 900
Trent 900on theA380assembly line

TheTrent 900powers theAirbus A380,competing with theEngine Alliance GP7000.Initially proposed for theBoeing 747-500/600Xin July 1996,[38]this first application was later abandoned but it was offered for theA3XX,[39]launched as the A380 in December 2000.[40]It first ran on 18 March 2003,[41]made its maiden flight on 17 May 2004 on anA340testbed,[42]and was certified by theEASAon 29 October 2004.[43]Producing up to 374 kN (84,000 lbf), the Trent 900 has the same three shaft architecture of the Trent family with a 2.95 m (116 in) fan.[43]It has an 8.5–8.7:1bypass ratioand a 37–39:1overall pressure ratio.[44]

Second Trent 600

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In March 2000, Boeing was to launch the longer range767-400ERXpowered by 65,000–68,000 lbf (290–300 kN) engines, with deliveries planned for 2004.[45]In July, Rolls-Royce was to supply its Trent 600 for the 767-400ERX andBoeing 747X,while theEuropean Unionwas limiting theEngine Allianceoffer on quadjets.[46]The 68,000–72,000 lbf (300–320 kN) Trent 600 was scaled from the Trent 500 with a swept fan diameter raised to 2.59 m (102 in) for a higher bypass ratio and lower fuel burn.[46][47]Boeing offered the longer-range 767-400ERX with a higher MTOW and a higher thrust for better takeoff performance.[48]The 767-400ERX was dropped in 2001 to favour theSonic Cruiser.[49]When Boeing launched the747-8in November 2005, it was exclusively powered by theGeneral Electric GEnx.[50]

Trent 1000

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Main article:Rolls-Royce Trent 1000

TheRolls-Royce Trent 1000is one of the two engine options for theBoeing 787 Dreamliner,competing with theGeneral Electric GEnx.It first ran on 14 February 2006 and first flew on 18 June 2007 before a joint EASA/FAA certification on 7 August 2007 and service introduction on 26 October 2011. The 62,264–81,028 lbf (276.96–360.43 kN) engine has a bypass ratio over 10:1, a 2.85 m (112 in) fan and keeps the characteristic three-spool layout of the Trent series.

The updated Trent 1000 TEN with technology from theTrent XWBand theAdvance3 aims for up to 3% betterfuel burn.It first ran in mid-2014, was EASA certified in July 2016, first flew on a 787 on 7 December 2016 and was introduced on 23 November 2017.Corrosion-relatedfatigue crackingof IP turbine blades was discovered in early 2016,groundingup to 44 aircraft and costing Rolls-Royce at least £1354 million. By early 2018 it had a 38% market share of the confirmed order book. TheTrent 7000is a version withbleed airused for theAirbus A330neo.

Trent 1500

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When the 380 t (840,000 lb) MTOWA340-600HGW first flew in November 2005, Airbus was studying an enhanced version of the larger A340 variants to enter service in 2011.[51]It would better compete with the777-300ERand its 8–9% lower fuel burn than the A340-600: improvedGeneral Electric GEnxorTrent 1500engines would erode this by 6–7%.[51]The Trent 1500 would keep the Trent 500's 2.47 m (97 in) fan diameter andnacelle,with the smaller, advancedTrent 1000core and a revised LP turbine for a bypass ratio increased from 7.5–7.6:1 to 9.5:1.[51]The last A340 was delivered in 2011 as it was replaced by the updatedA350XWBdesign.

Trent XWB

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The 3 m (120 in) fan of theTrent XWB
Main article:Rolls-Royce Trent XWB

TheTrent XWBwas selected in July 2006 to exclusively power theAirbus A350 XWB.[52]The first engine was run on 14 June 2010,[53]it first flew on anAirbus A380testbed on 18 February 2012,[54]was certified in early 2013,[55]and first flew on an A350 on 14 June 2013.[56]It keeps the characteristic three-shaft layout of the Trent, with a 3 m (120 in) fan, an IP and HP spool.[57]The XWB-84 generates up to 84,200 lbf (375 kN) of thrust and the XWB-97 up to 97,000 lbf (431 kN). The engine has a 9.6:1 bypass ratio and a 50:1pressure ratio.[58]It had its firstin-flight shutdownon 11 September 2018, as the fleet accumulated 2.2 million flight hours.[59]It is the most powerful among all Trent engines.

Trent 7000

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Main article:Rolls-Royce Trent 7000

TheRolls-Royce Trent 7000exclusively powers theAirbus A330neo.Announced on 14 July 2014,[60]it first ran on 27 November 2015,[61]made its first flight on 19 October 2017 aboard on an A330neo,[62]received its EASAtype certificationon 20 July 2018 as aTrent 1000variant,[63]was first delivered on 26 November,[64]and was cleared for ETOPS 330 by 20 December.[65]Compared to the A330'sTrent 700,the 68,000–72,000 lbf (300–320 kN) engine doubles the bypass ratio to 10:1 and halves emitted noise.[60]Pressure ratio is increased to 50:1 and it has a 112 in (280 cm) fan and ableed airsystem.[66]Fuel consumptionis improved by 11%.[67]

Non-aircraft variants

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MT30 (Marine Turbine)

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Main article:Rolls-Royce MT30

The MT30 (Marine Turbine) is a derivative of the Trent 800 (with a Trent 500 gearbox fitted), producing 36MWfor maritime applications. The current version is aturboshaftengine, producing 36 MW, using the Trent 800 core to drive a power turbine which takes power to an electrical generator or to mechanical drives such as waterjets or propellers. Amongst others, it powers theRoyal Navy'sQueen Elizabeth-class aircraft carriers.

Industrial Trent 60 Gas Turbine

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This derivative is designed for power generation and mechanical drive, much like the Marine Trent. It delivers up to 66 MW of electricity at 42% efficiency.[68]It comes in two key versions DLE (Dry Low Emission) and WLE (Wet Low Emission). The WLE is water injected, allowing it to produce 58 MW at ISO conditions instead of 52 MW. It shares components with the Trent 700 and 800.[68]The heat from the exhaust, some 416–433 °C,[68]can be used to heat water and drive steam turbines, improving efficiency of the package. Besides Rolls-Royce, the Trent 60 is also packaged by UK-based Centrax LTD,[69]a privately owned engineering firm based in Newton Abbot, UK.

Operational history

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First run in August 1990 as the modelTrent 700,the Trent has achieved significant commercial success, having been selected as the launch engine for all three of the 787 variants (Trent 1000), the A380 (Trent 900) and the A350 (Trent XWB). Its overall share of the markets in which it competes is around 40%.[70]Sales of the Trent family of engines have made Rolls-Royce the second biggest supplier of large civil turbofans afterGeneral Electric,[71]relegating rivalPratt & Whitneyto third position. By June 2019, the Trent family had completed over 125 million hours.[72]

British AirwaysandThai Airwaysare currently the largest operator of Trents, with four variants in service or on order, followed bySingapore AirlinesandCathay Pacificwith three variants in service.[a]

Incidents

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On 17 January 2008, aBritish AirwaysBoeing 777-236ER, operating asFlight 38from Beijing to London, crash-landed atHeathrow Airportafter both Trent 800 engines lost power during the aircraft's final approach. The subsequent investigation found that ice released from the fuel system had accumulated on the fuel-oil heat exchanger, leading to a restriction of fuel flow to the engines.[74]This resulted in Airworthiness Directives mandating the replacement of the heat exchanger.[75]This order was extended to the 500 and 700 series engines after a similar loss of power was observed on one engine of an Airbus A330[75]in one incident, and both engines in another.[76]The modification involves replacing a face plate with many small protruding tubes with one that is flat.[77]

On 4 November 2010, aQantasAirbus A380-842 (Registration VH-OQA), operating asFlight 32en route from Singapore to Sydney, suffered anuncontained engine failure(explosion) in one of its four Trent 972-84. The cause was traced to an incorrectly manufactured oil feed stub pipe.[citation needed]

Research

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Affordable Near-Term Low Emissions

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Between 1 March 2000 and 28 February 2005, theEUfunded theEEFAEproject, aiming to design and test two strategies to reduce CO2by 12–20% andnitrous oxidesby up to 80% from 2007/2008, with an overall budget of €101.6 Million including €50.9 from the EU and coordinated byRolls-Royce plc.[78]It was equally shared between theANTLEdemonstrator and theCLEANprogramme for longer term technology applications.[79]The ANTLE programme targeted reductions of 12% inCO2emissions, 60% inNOxemissions, 20% in acquisition cost, 30% in life cycle cost and 50% in development cycle, while improving reliability by 60%.[79]The test phase ended by summer 2005.[79]

The ANTLE engine was based on aRolls-Royce Trent 500.[80]Rolls-Royce Deutschlandwas responsible for the high pressure compressor, Rolls-Royce UK for the combustion chamber and the high pressure turbine, ItalianAviofor the intermediate pressure turbine, andITPfor the Low Pressure Turbine (LPT) and the external casing for an investment of €20.5 million, a 20% stake in the programme.[79]Volvo Aerowas responsible for the rear turbine structures.[81]It has a new 5 stage HPcompressor,a lean burn combustor and unshrouded HPturbineand a variable-geometry IP turbine. Hispano Suiza's new accessory gearbox,Goodrich's new distributed control system, and Techspace Aero's new oil system were also fitted.

Advanced Low-Pressure System (ALPS)

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After flight tests in 2014 of CTi fan blades with a titanium leading edge and carbon casing, they had indoor and outdoor tests in 2017, includingcrosswind,noise andtip clearancestudies,fluttermapping, performance andicing conditionstrials.[82] In late 2018 Rolls-Royce has ground tested its ALPS demonstrator: aTrent 1000fitted with composite fan blades and case, includingbird striketrials.[82][83]

Advance

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On 26 February 2014, Rolls-Royce detailed its Trent future developments. The Advance is the first design, which could be ready from the end of the 2020s and aims to offer at least 20% betterfuel burnthan the first generation of Trents.[84]The Advancebypass ratioshould exceed 11:1 and itsoverall pressure ratio60:1.[85]

In previous Trents, the HP spool was similar in all models and the engine grew by increasing the intermediate pressure spool's work. The Advance reverses this trend and the load is shifted towards the high pressure spool, with a greater pressure ratio, up to 10 compressor stages compared to 6 on the Trent XWB and a two-stage turbine replacing the current single-stage. The IP compressor will shrink from the 8 stages of today's XWB to 4 and the IP turbine will be single- rather than of two stages.[86]

The Advance3 ground-based demonstrator includeslean burn,run before on a Trent architecture only;ceramic matrix composite(CMC) for turbine high-temperature capability in the first stage seal segments and cast-bond first stage vanes; hybridball bearingswith ceramic rollers running on metallic races, required to manage high load environments inside smaller cores.[87]

Opened in 2016, R-R's $30 million CMC facility inCaliforniaproduced its first parts, seals, for the start of their deployment before being used in the static components of the second-stage HP turbine.[88]The twin fuel-distribution system in the lean-burn combustor adds complexity with a sophisticated control and switching system and doubles the pipework but should improve fuel consumption and reduceNOxemissions.[88]Hybrid ceramicbearingsare newly configured to deal with loading changes and will cope with higher temperatures.[88]

Morevariable vanesin one IP and four HP compressor stages will be optimised for constant changes through theflight envelope.[88]An air pipe is produced byadditive manufacturingand prototype components come from new suppliers.[88]The Advance3 will survey bearing load, water ingestion, noise sources and their mitigation, heat and combustorrumblewhile blade-tip, internalclearancesand adaptive control operation areradiographedin-motion to verify thethermo-mechanicalmodelling.[88]TheBoeing New Midsize Airplaneneeds falls in its thrust range.[88]Advanced cooled metallic components and ceramic matrix composite parts will be tested in a late 2018 demonstrator based on a Trent XWB-97 within the high temperature turbine technology (HT3) initiative.[88]

The core will be combined with a Trent XWB-84 fan and a Trent 1000 LP turbine for mid-2017 ground testing.[89]The Advance3 demonstrator was sent from theBristolproduction facility to theDerbytest stand in July 2017 to be evaluated until early 2018.[88]The demonstrator began initial runs at Derby in November 2017.[90]

In early 2018, the demonstrator attained 90% core power, reaching a 450 psi (31 bar) P30 pressure at the rear of theHPcompressor, while measuringbearingloads, changed by the different compressor arrangement.[91]The lean burn combustor did not generate anyrumbleas further tests will cover water ingestion,noise,X-raysof the engine operating, and core-zone and hot-endthermal surveys.[82]By July 2018, the Advance3 core ran at full power.[92]By early 2019, the engine had run over 100 hours.[93]

Advanced low-emission combustion system (ALECSys)

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A standalone engine will test the ALECSys on ground before another will beflight tested.[88]Indoor ground tests of the lean-burn combustor were concluded on a modified Trent 1000 in January 2018, before being sent toManitobafor cold-weather trials in February 2018, coveringstart-upsandiceingestion.[82]Noise testing will follow on an outside rig, then flight tests in the next couple of years after 2018.[82]

UltraFan

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The UltraFan is ageared turbofanwith avariable pitch fansystem that promises at least 25% efficiency improvement.[84]The UltraFan aims for a 15:1 bypass ratio and 70:1 overall pressure ratio.[85]

The Ultrafan keeps the Advance core, but also contains a geared turbofan architecture with variable-pitch fan blades. The fan varies pitch to optimise for each flight phase, eliminating the need for athrust reverser.Rolls-Royce planned to usecarbon compositefan blades instead of its usual hollow titanium blades. The combination was expected to reduce weight by 340 kg (750 lb) per engine.[86]

The variable pitch fan facilitates lowpressure ratiofan operability.[94]Rolls-Royce worked withIndustria de Turbo Propulsoresto testion plating(IP) turbine blade technologies.[95]InDahlewitznear Berlin, Rolls-Royce built a power rig simulating loading conditions in flight, sized for 15–80 MW (20,000–107,000 hp) gear systems; and recruited 200 engineers. The ratio of the initial test gear will approach 4:1 and thrust could be up to 440 kN (100,000 lbf).[96]The test rig is an €84 million ($94 million) investment.[88]

In partnership withLiebherr,the 75 MW (100,000 hp) UltraFan gearbox was first run in October 2016.[97][98]After the initial set of low-speed fan rig tests and the casting of second-generationtitanium aluminideIP turbine blades, the initial UltraFan demonstrator concept design was to be frozen in 2017.[89]Tests simulated aircraft pitch and roll on an attitude rig in September 2016 to assess oil flow in the gearbox.[99]The gearbox went through high-power tests in May 2017.[99][100]The UltraFan was to be 300 cm (120 in) in diameter. Fan blades withtitaniumleading edges were evaluated under the ALPS programme.[88]

At the September 2017 International Society for Air Breathing Engines (ISABE) conference in Manchester, UK, Rolls-Royce's Chief Technology Officer Paul Stein announced it reached 52 MW (70,000 hp).[101]In early 2018, a third gearbox was tested forenduranceandreliability.[82]The first gearbox was then disassembled for evaluation, confirming the component'sperformancepredictions.[82]In April 2018,Airbusagreed to provide aircraft integration and itsnacelleand for flight testing, co-funded by the European Union research programmeClean Sky2.[102]

At the April 2018ILA Berlin Air Show,flight testing was confirmed on Rolls-Royce'sBoeing 747-200.[103]The demonstrator generated 310–360 kN (70,000–80,000 lbf) of thrust, exploiting current testing on the Advance 3 and the 52 MW (70,000 hp) gearbox.[103]Fan diameter could be up to 356 cm (140 in), compared to theTrent XWB's 300 cm (118 in) and theGE9X's 340 cm (134 in).[103]

Higher bypass and lower fan pressure ratio induce low-speedfan instabilitythat is remedied by variable-pitch blades instead of a variable areajet nozzle.[104]Along with eliminating the thrust reverser, a short, slim nacelle is lighter and lessdraggy,but in reverse-thrust the flow is distorted, turning thenozzleinto thebypass duct,and then partly reversed again into the intermediatecompressor.[104]The large fan could lead togull-wingairframes.[104]By July 2018, the UltraFan configuration was frozen. Detailed design and component manufacture was set to enable 2021 ground tests.[92]The 800 mm (2 ft 7 in) diameterplanetary gearboxhas five planet gears, is sized to power 110–490 kN (25,000–110,000 lbf) turbofans and amassed over 250 hours of run time by early 2019.[93]

In February 2019, introduction was delayed until 2027, to re-engine current aircraft, after full-scale ground tests in 2021.[105]A variable-pitch fan or a more electric architecture would be needed beyond the 25% improvement over theTrent 800,for the 2030s-2040s.[105]A 100–500 kW (130–670 hp) integrated starter-generator on the shaft cold end would allow a smalleraccessory drive.[105]It could drive an aft-fuselageboundary layer suctionfan for a 35% better efficiency gain.[105]

By February 2020, Rolls-Royce was manufacturing the 355 cm (140 in) diameter carbon fibre fan blades in Bristol, UK, saving with the composite fan case up to 700 kg (1,500 lb) on a twinjet.[106]By March 2022, Rolls-Royce had transferred the power gearbox, tested to 64 MW (86,000 hp), from Dahlewitz to its UK site for assembly,[107]

By May 2023, the first run was made with an 80,000 lbf (360 kN) demonstrator having a 14:1 bypass ratio, carbon-titanium fan blades, an Advance3 core and a new combustor.[108]With 10% better fuel efficiency than the Trent XWB, the architecture could cover a 111–444 kN (25,000–100,000 lbf) thrust range for single- or twin-aisles in the 2030s.[108]

In November 2023, it was announced that the demonstrator had achieved at least 85,000 lbf (380 kN) in maximum power tests, exceeding the design brief of 80,000lbf and had accumulated over 70 hours of run-time.[109]

At the 2024 Farnborough Air Show, Rolls-Royce announced upgrades to its Trent engines, with some enhancements drawing on the UltraFan technology demonstrator project.[110]

Applications

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Specifications

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Gas Turbine Engines[111]
Variant Thrust Mass Bypass Pressure Config Fan CruiseTSFC First run Application
Trent 600 (1) 290 kN
65,000 lbf 		8 IPC, 6 HPC
1 HPT, 1 IPT, 4 LPT 		94.6 in (240 cm) 0.59 lb/lbf/h
17 g/kN/s[112] 		1990 MD-11
Trent 700[113] 300–316kN
67,500–71,100lbf 		6,160kg
13,580lb 		5.0:1[19] 36:1[19] 97.4in(247cm)
26 blades 		0.562 lb/lbf/h
15.9 g/kN/s 		1992 Airbus A330
Trent 800[13] 334–415 kN
75,000–93,400 lbf 		6,078 kg
13,400 lb 		6.4:1 33.9–40.7:1 8 IPC, 6 HPC
1 HPT, 1 IPT, 5 LPT 		110 in (279 cm)
26 blades 		0.560 lb/lbf/h
15.9 g/kN/s 		1993 Boeing 777-200/200ER/300
Trent 500[37] 240–250 kN
53,000–56,000 lbf 		4,990 kg
11,000 lb 		7.6:1 36.3:1 97.4 in (247 cm)
26 blades 		0.542 lb/lbf/h
15.4 g/kN/s 		1999 Airbus A340-500/600
Trent 600 (2) 280 kN
63,000 lbf 		4,840 kg
10,660 lb 		41:1 102 in (259 cm)
26 blades 		dropped Boeing 747X
767-400ERX
Trent 900[114] 334–374 kN
75,100–84,100 lbf 		6,246 kg
13,770 lb 		8.7–8.5:1 37–39:1 116 in (295 cm)
24 blades 		0.522 lb/lbf/h
14.8 g/kN/s 		2003 Airbus A380
Trent 1000[115] 285–331 kN
64,100–74,400 lbf 		5,936–6,120 kg
13,087–13,492 lb 		10:1 50:1 8 IPC, 6 HPC
1 HPT, 1 IPT, 6 LPT 		112 in (284 cm)
20 blades 		0.506 lb/lbf/h
14.3 g/kN/s[b] 		2006 Boeing 787
Trent 7000[116] 300–320 kN
68,000–72,000 lbf 		6,445 kg
14,209 lb[63] 		2015 Airbus A330neo
Trent XWB[57] 370–430 kN
84,000–97,000 lbf 		7,277 kg
16,043 lb 		9.6:1 8 IPC, 6 HPC
1 HPT, 2 IPT, 6 LPT 		118 in (300 cm)
22 blades 		0.478 lb/lbf/h
13.5 g/kN/s[c] 		2010 Airbus A350 XWB

See also

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Related development

Related lists

Footnotes

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Notes

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  1. ^As of March 2024Singapore Airlineshas 12 Trent 900 powered Airbus A380-800s, 63 Airbus A350-900s (including 7 A350-900ULRs) powered by Trent XWB, as well as 22 Boeing 787-10s powered by Trent 1000 engines.[73]Singapore Airlines' LCC subsidiary Scoot also operates all of their current Boeing 787s (11 Boeing 787-8s and 10 Boeing 787-9s) with Trent 1000s.
  2. ^10% better than Trent 700
  3. ^15 per cent fuel consumption advantage over the original Trent engine

References

edit
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