Rolls-Royce Trent

Rolls Royce Trent are a family of high bypass turbofan engines manufactured by Rolls-Royce. All are developments of the RB211 with thrust ratings of between 53,000 and 95,000 lb_f (236 to 423 kN). Versions of the Trent are in service on the Airbus A330, A340, A380 and Boeing 777, and variants are in development for the forthcoming 787 and A350 XWB. The Trent has also been adapted for marine and industrial applications.

The Trent has achieved significant commercial success, being the launch engine for all three 787 variants, the A380 and A350. Its overall share of the markets in which it competes is around 40%. [ cite web | title = Biggest Market share for new generation of widebodied aircraft | url = http://www.rolls-royce.com/civil_aerospace/overview/default.jsp | accessdate = 2007-07-22 ] Sales of the Trent family of engines have made Rolls-Royce the second biggest supplier of large civil turbofans after General Electric. [ cite news | title = GE holds the key to power - Airliner delivery analysis 2007 | publisher = Flight International | date = February 21, 2007 | url = http://www.flightglobal.com/articles/2007/02/21/212126/ge-holds-the-key-to-power-airliner-delivery-analysis.html | accessdate = 2007-02-23 ]

Singapore Airlines is currently the largest operator of Trents with five variants in service or on order. [Singapore Airlines has 58 Trent 800 powered 777s and 5 Trent 500 powered A340-500s; it also has a further 19 Trent 700 powered A330-300s, 19 Trent 900 powered A380-800s and 20 Trent XWB powered A350 XWB-900s on order. [http://www.rolls-royce.com/media/showPR.jsp?PR_ID=40508] Should it select the Trent 1000 for its order of 20 787-9s, it will become the first airline to operate 6 different versions of the Trent.]

History

Background

When Rolls-Royce was privatised in April 1987, its share of the large civil turbofan market was only 8 per cent.cite book | last = Pugh | first = Peter | title = The Magic of a Name, Part Three | publisher = Icon Books | date = 2002 | id = ISBN 1840464054] Despite increasing sales success with the RB211, General Electric and Pratt & Whitney still dominated the market. At that time, the aircraft manufacturers were proposing new planes that were going to require higher levels of thrust than before. Furthermore the Boeing 777 and Airbus A330 were to be twin-engined, and their airline customers were demanding that they be capable of operating in the extended twin-engine operations environment (ETOPS) at the time of their initial introduction into service.

Rolls-Royce decided that to succeed in the large engine market of the future, it would have to offer engines for every large civil airliner. In view of the enormous development costs required to bring a new engine to market, the only way to do this would be to have a family of engines based on a common core. The three-shaft design of the RB211 was an ideal basis for the new family as it provided flexibility, allowing the high-pressure (HP), intermediate-pressure (IP) and low-pressure (LP) systems to be individually scaled. Recently freed from the restrictions of state ownership, Rolls decided to launch a new family of engines which was formally announced at the 1988 Farnborough Airshow. Reviving a name last used thirty years previously (see Earlier Trents below), the new engine was named the Trent.

Rolls-Royce has obtained significant sums of 'launch investment' from the British government for the Trent programmes, including £200 million approved in 1997 for Trent 8104, 500 & 600 and £250 million for Trent 600 & 900 in 2001. No aid was sought for Trent 1000. Launch investment is repaid to the government by a royalty on each engine sold.

Trent 600 - first proposal

The initial variant, Trent 600, was to power the McDonnell Douglas MD-11 with British Caledonian as the engine's launch customer. However, when British Airways bought British Caledonian in 1987, they cancelled the MD-11 order. With the collapse in 1991 of Air Europe in the aftermath of the 1990 Gulf War, the only other Trent-powered MD-11 customer was lost. As the MD-11 was itself suffering poor sales due to its failure to meet its performance targets, the Trent 600 was downgraded to a demonstrator programme, engine development being switched to the Trent 700 for the Airbus A330.

Trent 700

in the late 1980s, Rolls-Royce at first proposed a version of the Trent 600 - the Trent 680 - to power it. However, as the A330's design weight increased, it became clear that more thrust would be required and Rolls proposed the Trent 720, the first member of the Trent 700 series.

In April 1989 Cathay Pacific became the first customer to specify an Airbus aircraft powered by Rolls-Royce engines when it ordered ten A330s powered by the Trent 700. The following month TWA followed suit with an order for twenty A330s.

The Trent 700 first ran in August 1990, and certification was achieved in January 1994. 90 minutes ETOPS approval was achieved in March 1995, and this was extended to 120 minutes in December 1995 and 180 minutes in May 1996.cite news | title = Aero-Engines - Rolls-Royce Trent | publisher = Jane's | date = February 13, 2001 | url = http://www.janes.com/aerospace/civil/news/jae/jae010213_2_n.shtml | accessdate = 2007-07-26]

Rolls-Royce claim that the Trent 700 is the quietest and cleanest engine available on the A330. With an upgrade programme ensuring the lowest new engine fuel burn on the A330 this claim appears to now be true across all emissions. Cathay Pacific are the largest operators, with 31 Trent 700-powered A330s. Rolls received orders for 140 of the type during the Paris Air Show in June 2007. The Trent 700 has captured a 52% share of the A330 engine market as of early 2008. [ cite web | title = Biggest Market share for Airbus A330 | url = http://www.rolls-royce.com/civil_aerospace/products/airlines/trent700/default.jsp | accessdate = 2008-03-15 ]

Trent 800

At the same time Boeing were investigating an enlarged development of its 767 model dubbed the 767X, for which Rolls-Royce proposed the Trent 760. By 1990 Boeing abandoned its planned 767X and instead decided to launch a new, larger aircraft family designated 777 with a thrust requirement of 80,000 lbf or more. The Trent 700's 97.4 inch diameter fan would not be big enough to meet this requirement, so Rolls proposed a new version with a 110 inch fan diameter, designated Trent 800. Rolls brought in Kawasaki Heavy Industries and Ishikawajima-Harima Heavy Industries as risk and revenue sharing partners who between them took an 11 per cent stake in the Trent 700 and 800 programmes. [cite web | title = Powerful partner in Japan | url = http://www.rolls-royce.com/japan/en/partners/default.htm | accessdate = 2007-02-02 ]

Testing of the Trent 800 began in September 1993, and certification was achieved in January 1995. The first Boeing 777 with Trent 800 engines flew in May 1995, and entered service with Cathay Pacific in April 1996. 180 minutes ETOPS approval was granted by the FAA on 10 October 1996. [cite web | title = Chronology Of The Boeing 777 Program | url = http://www.boeing.com/commercial/777family/pf/pf_milestones.html | accessdate = 2007-07-26 ]

Initially Rolls-Royce had difficulty selling the engine: British Airways, traditionally a Rolls-Royce customer, submitted a big order for the competing General Electric GE90 engine. The breakthrough came when the company won orders from Singapore Airlines, previously a staunch Pratt & Whitney customer, for its 34 Boeing 777s; this was soon followed by large North American orders from American Airlines and Delta Air Lines for their 777 fleets. British Airways announced in September 1998 that it was returning to Rolls-Royce for its second batch of 777s, and did so again in April 2007. The Trent 800 has a 43% share of the engine market on the 777 variants for which it is available. [ cite web | title = Biggest Market share for Boeing 777 | url = http://www.rolls-royce.com/civil_aerospace/products/airlines/trent800/default.jsp | accessdate = 2007-07-22 ]

Trent 8104

In 1998 Boeing proposed new longer range variants of the 777X; taking advantage of the Trent 800's growth capability, Rolls-Royce designed and built an improved engine designated Trent 8104 which was later scaled upwards to the even larger 8115. However, Boeing required that the participating engine developer assume a risk-sharing role on the overall 777X project. Rolls-Royce was unwilling to do so, and in July 1999 Boeing announced that it had chosen advanced developments of the GE90, the GE90-110B and GE90-115B to be the sole engines on the long-range 777s. This relegated the 8104 to the role of demonstrator engine.

Trent 500

In 1995 Airbus began considering an engine for two new long-range derivatives of its four-engined A340 aircraft, designated A340-500/-600. The existing -200 and -300 models were powered by CFM International CFM56 engines (which had been selected in April 1987 before the Trent family was launched). However, the CFM56 was at the limit of its development capability, and would be unable to power the new A340-500/-600. In April 1996 Airbus signed an agreement with General Electric to develop a suitable engine, but decided not to proceed when GE demanded an exclusivity deal on the A340. After a contest with Pratt & Whitney, Airbus announced on 15 June 1997 at the Paris Air Show that it had selected the Trent 500 to power the A340-500 and -600. [ cite web | title = Airbus A340-600 | url = http://www.flug-revue.rotor.com/frtypen/FRA34060.htm | accessdate = 2007-02-04 ]

The Trent 500 first ran in May 1999 and achieved certification in December 2000. It entered service on the A340-600 with Virgin Atlantic Airways in July 2002 and on the ultra-long range A340-500 with Emirates in December 2003. [ Air Canada had been expected to be the launch customer for the A340-500 in May 2003, but just before this on 1 April 2003 the airline filed for bankruptcy protection which resulted in delivery of its two A340-500s being delayed. This allowed Emirates to be the first airline to operate the type.] As at July 2007 Lufthansa is the largest operator of A340s powered by Trent 500s with 17 delivered to date. A total of 15 customers have placed firm orders for over 150 aircraft. [ cite web | title = Sole Engine for Airbus A340-500/600 | url = http://www.rolls-royce.com/civil_aerospace/products/airlines/trent500/default.jsp | accessdate = 2007-07-22 ]

Trent 900

In the early 1990s Airbus had begun development of a larger successor to the Boeing 747, an aircraft designated A3XX, which was later to be formally launched as the A380. By 1996 its definition had progressed to the extent that Rolls-Royce was able to announce that it would develop the Trent 900 to power the A380. In October 2000, the Trent 900 became the A380's launch engine when Singapore Airlines specified the engine for its order for 10 A380s; this was quickly followed by Qantas in February 2001.

Rolls-Royce has seven risk and revenue sharing partners on the Trent 900: Industria de Turbo Propulsores (low pressure turbine), Hamilton Sundstrand (electronic engine controls), Avio S.p.A. (gearbox module), Marubeni Corporation (engine components), Volvo Aero (intermediate compressor case), Goodrich Corporation (fan casings and sensors) and Honeywell (pneumatic systems). In addition, Samsung Techwin, Kawasaki Heavy Industries and Ishikawajima-Harima Heavy Industries (IHI) are programme associates.

The Trent 900 made its maiden flight on May 17 2004 on Airbus' A340-300 testbed, replacing the port inner CFM56-5 engine, and its final certification was achieved by EASA on 29 October 2004 and FAA on 4 December 2006.cite paper | author = European Aviation Safety Agency | title = RB211 Trent 900 Series Engines Type-Certificate Data Sheet | date = 11-08-2005 | url = http://www.easa.eu.int/doc/Certification/Design_Appro/Engines/TCDS_Rolls_Royce_RB211_Trent_900_E_012.pdf | accessdate = 2007-01-26 ] Rolls-Royce announced in October 2007 that production of the Trent 900 had been re-started after a twelve month suspension caused by delays to the A380. [ cite news | title = Rolls-Royce settles into a launch groove for A380 | publisher = Flight International | date = October 15, 2007 | url = http://www.flightglobal.com/articles/2007/10/15/218490/rolls-royce-settles-into-a-launch-groove-for-a380.html | accessdate = 2007-10-17 ]

On 27 September 2007 British Airways announced the selection of the Trent 900 to power 12 A380 aircraft,cite news | title = Rolls-Royce hit by Airbus delays | publisher = BBC News | date = October 6, 2006 | url = http://news.bbc.co.uk/1/hi/business/5412378.stm | accessdate = 2007-02-15] helping to take the engine's share of the A380 engine market to 52% at the end of April 2008.

Trent 600 - second proposal

In July 2000 Rolls-Royce signed an agreement with Boeing to offer the Trent 600 engine on developments of 767 and 747 aircraft. [ cite web | title = Rolls-Royce signs Trent 600 agreement with Boeing | url = http://defence-data.com/f2000/pagefa1076.htm | accessdate = 2007-01-27 ] The 767 variant was to be a new longer-range version of the Boeing 767-400ER to be powered by the Trent 600 and Engine Alliance GP7172, although in the end this aircraft was never launched. When Boeing finally launched the 747-8 in 2005 it announced that the General Electric GEnx would be the only engine available for the 747-8.

Trent 1000

On April 6, 2004 Boeing announced that it had selected two engine partners for its new 787: Rolls-Royce and General Electric. Initially, Boeing toyed with the idea of sole sourcing the powerplant for the 787, with GE being the most likely candidate. However, potential customers demanded choices and Boeing relented. For the first time in commercial aviation, both engine types will have a standard interface with the aircraft, allowing any 787 to be fitted with either a GE or Rolls-Royce engine at any time as long as the pylon is also modified. [ Engine interchangeability makes the 787 a more flexible asset to airlines, allowing them to change from one manufacturer's engine to the other's in light of any future engine developments which conform more closely to their operating profile. The cost of such a change would require a significant operating cost difference between the two engine types to make it economical. A difference that does not exist with the engiens today.]

As with earlier variants of the Trent family, Rolls partnered with risk and revenue sharing partners on the Trent 1000 program. This time there were six partners: Kawasaki Heavy Industries (intermediate compressor module), Mitsubishi Heavy Industries (combustor and low pressure turbine blades), Industria de Turbo Propulsores (low pressure turbine), Carlton Forge Works (fan case), Hamilton Sundstrand (gearbox) and Goodrich Corporation (engine control system). Between them these partners have a 35 percent stake in the program.

In June 2004, the first public engine selection was made by Air New Zealand who chose the Trent 1000 for its two firm orders. In the largest 787 order, that of Japan's All Nippon Airways, Rolls-Royce was selected as the engine supplier on October 13, 2004. The deal is valued at $1bn (£560m) and covers 30 787-3s and 20 787-8s. The Trent 1000 will be the launch engine on all three current 787 models, the -3 and -8 with ANA and the -9 with Air New Zealand. [ cite news | title = 787 special: Starting block | publisher = Flight International | date = September 26, 2006 | url = http://www.flightglobal.com/articles/2006/09/26/209177/787-special-starting-block.html | accessdate = 2007-02-18 ] On July 7, 2007, Rolls Royce secured its largest ever order from an aircraft leasing company when ILFC placed an order worth $1.3 billion at list prices for Trent 1000s to power 40 of the 787s which it has on order, [ cite web | title = ILFC selects Rolls-Royce Trent 1000 for 40 Boeing 787s | url = http://www.rolls-royce.com/media/showPR.jsp?PR_ID=40516 | accessdate = 2007-07-14 ] and on September 27 2007 British Airways announced the selection of the Trent 1000 to power 24 Boeing 787 aircraft. Trent 1000's share of the 787 engine market was 40% at the end of August 2008.

The first run of the Trent 1000 was on 14 February 2006, [ cite news | title = Trent 1000 completes testbed run | publisher = Flight International | date = February 22, 2006 | url = http://www.flightglobal.com/articles/2006/02/22/204974/trent-1000-completes-testbed-run.html | accessdate = 2007-02-18 ] with first flight on Rolls-Royce's own flying testbed (a modified Boeing 747-200) successfully performed on June 18, 2007 from TSTC Airport in Waco, TX. [ cite news | title = Rolls-Royce flies Boeing 787’s Trent 1000 engine on 747 testbed | publisher = Flight International | date = June 19, 2007 | url = http://www.flightglobal.com/articles/2007/06/19/214894/paris-2007-rolls-royce-flies-boeing-787s-trent-1000-engine-on-747.html | accessdate = 2007-06-19 ] The engine received joint certification from the FAA and EASA on August 7, 2007. [cite news | title = European and US regulators certify Trent 1000 for Boeing 787 | publisher = Flight International | date = August 7, 2007 | url = http://www.flightglobal.com/articles/2007/08/07/215951/european-and-us-regulators-certify-trent-1000-for-boeing-787.html | accessdate = 2007-08-07 ] Entry into service was rescheduled for December 2008 following Boeing's announcement in October 2007 that 787 deliveries would be delayed by six months. [ [http://www.boeing.com/news/releases/2007/q4/071010d_nr.html "Boeing Reschedules Initial 787 Deliveries and First Flight"] , Boeing, 10 October, 2007.] However, continuing delays to the start of the 787 flight test programme mean that deliveries cannot now take place until 2009 at the earliest.

Trent 1500

A Trent 500 replacement engine, known unofficially as the Trent 1500, has been proposed for the Airbus A340-500/600, to help the aircraft compete with the Boeing 777-200LR/300ER. [ cite news | title = Enhanced A340 to take on 777 | publisher = Flight International | date = November 29, 2005 | url = http://www.flightglobal.com/articles/2005/11/29/203391/exclusive-enhanced-a340-to-take-on-777.html | accessdate = 2007-07-23 ] However, the announcement of the A350 XWB, which covers the A340 market, will most likely prevent the Trent 1500 from ever becoming a reality.

The Trent 1500 would retain the 97.4in fan diameter of the current Trent 500 engine, as well as the nacelle, but incorporate the smaller, more advanced, Trent 1000/XWB gas generator and LP turbine, suitably modified.

Trent XWB

By 2004 Airbus was facing pressure from customers to develop a competitor for Boeing's 787, and in October 2005 formally launched the new aircraft designated A350, which was to be essentially an updated A330. Rolls-Royce offered a variant of the Trent 1000, dubbed Trent 1700 which would have been similar to the Trent 1000, but with a throttle-push to 75000lbf static thrust. Unlike the Trent 1000, the Trent 1700 would have been a conventional bleed-air engine, [http://www.flightglobal.com/Articles/2005/10/06/Navigation/177/201998/Rolls-Royce+to+develop+Trent+1700+for+A350.html "Rolls-Royce to develop Trent 1700 for A350"] , David Kaminski-Morrow, Flight International, October 6, 2005.] and would be developed in partnership with Kawasaki. After a lukewarm response from the airlines, Airbus reviewed their A350 proposal, and on 17 July, 2006 announced that they would be offering instead an all-new aircraft called the A350 XWB (Xtra Wide-Body), with a fuselage diameter slightly greater than that of Boeing's 787, to compete with both the 787 and the 777. [ cite news | title = Airbus goes for extra width - A350 XWB special report | publisher = Flight International | date = July 25, 2006 | url = http://www.flightglobal.com/articles/2006/07/25/208045/airbus-goes-for-extra-width-a350-xwb-special-report.html | accessdate = 2007-02-23 ]

Rolls-Royce has reached an agreement with Airbus to supply a new variant, currently called the Trent XWB, for all versions of the Airbus A350 XWB. [cite news | title = Farnborough: Airbus A350 powerplant race ignites as Rolls-Royce reaches agreement to supply Trent, Alliance confirms interest | publisher = Flight International | date = July 25, 2006 | url = http://www.flightglobal.com/articles/2006/07/25/208086/farnborough-airbus-a350-powerplant-race-ignites-as-rolls-royce-reaches-agreement-to-supply-trent.html | accessdate = 2007-02-23 ] Originally announced with a static thrust range of 75000-95000lb_f, by September 2007 Airbus had revised their requirements down to 74000-92000lb_f. [Flat-rated to ISA+25C] Certification is planned for 2011, with the 83000lb_f Trent XWB-83's entry into service on the A350 XWB-900 expected in 2013. This will be followed by the 74000lb_f Trent XWB-74 in 2014 on the A350 XWB-800, and finally the 92000lb_f Trent XWB-92 on the A350 XWB-1000 in 2015. [cite news | title = Flightdeck rethink heralds new A350 XWB design | publisher = Flight International | date = September 27, 2007 | url = http://www.flightglobal.com/articles/2007/09/27/217061/flightdeck-rethink-heralds-new-a350-xwb-design.html| accessdate = 2007-10-17 ] General Electric has yet to confirm that it will offer a GEnx variant for the A350 XWB. Flight International magazine has suggested that the GE/Pratt and Whitney Engine Alliance GP7000 may be the second engine option for the aircraft, at least on the smaller variants. [http://www.flightglobal.com/Articles/2006/07/18/Navigation/177/207937/Farnborough+Engine+Alliance+studying+rival+GP7000+to+Rolls-Royce's+Trent+planned+powerplant+for.html "Engine Alliance studying rival GP7000 to Rolls-Royce's Trent planned powerplant for Airbus A350 XWB"] "Flight International" 18 July 2006]

On 18 June 2007, Rolls-Royce announced that it had signed its biggest ever contract with Qatar Airways for the Trent XWB to power 80 A350 XWBs on order from Airbus worth $5.6 billion at list prices. [ cite news | title = Rolls-Royce inks biggest-ever sale | publisher = Flight International | date = June 19, 2007 | url = http://www.flightglobal.com/articles/2007/06/19/214880/rolls-royce-inks-biggest-ever-sale.html | accessdate = 2007-06-20 ] On 11 November 2007, another large contract was announced at the Dubai Airshow from Emirates Airline for Trent XWBs to power 50 A350-900 and 20 A350-1000 aircraft with 50 option rights. Due to be delivered from 2014, the order is potentially worth up to 8.4 billion US Dollars at list prices, including options. [ cite web | title = Emirates places $8.4bn order for Rolls-Royce Trent XWB | url = http://www.rolls-royce.com/media/showPR.jsp?PR_ID=40569 | accessdate = 2007-11-14 ] By the end of July 2008 Rolls-Royce had secured orders for engines to power a total of 414 A350 aircraft.

Design

Like its predecessor RB211, the Trent uses a three-spool design rather than the more common two-spool configuration. Although inherently more complex, it results in a lighter, shorter, more rigid engine which suffers less performance degradation in service than an equivalent twin-spool.

Although all the engines in the Trent family share a similar layout, their three-spool configuration allows each engine module to be individually scaled to meet a wide range of performance and thrust requirements. For example, the large 116 inch diameter fan of the Trent 900 keeps the mean jet velocity at take-off at a relatively low level to help meet the stringent noise levels required by the Airbus A380's customers.cite web | title = The fan is the thing | publisher = ATW | date = November, 2004 | url = http://www.atwonline.com/magazine/article.html?articleID=1086 | accessdate = 2007-02-03] Similarly, core size changes enable the (HP) turbine rotor inlet temperature to be kept as low as possible, thereby minimising maintenance costs. The overall pressure ratio of the Trent 800 is higher than the 700's despite sharing the same HP system and IP turbine; this was achieved by increasing the capacity of the IP compressor and the LP turbine.

The core turbomachinery is brand new, giving better performance, noise and pollution levels than the RB211. So significant were the improvements that Rolls-Royce fitted the Trent 700's improved HP system to the RB211-524G and -524H,cite news | title = Rolls-Royce standardises on hybrid RB211 after entry success | publisher = Flight International | date = May 6, 1998 | url = http://www.flightglobal.com/articles/1998/05/06/36700/rolls-royce-standardises-on-hybrid-rb211-after-entry.html | accessdate = 2007-01-20] creating -524G-T and -524H-T respectively.

When the RB211 programme originally started, it was intended that none of the compression system would require variable stators, unlike the American competition. Unfortunately, it was found that, because of the shallow working line on the IPC, at least one row of variable stators was required on the IPC, to improve its surge margin at throttled conditions. This feature has been retained throughout the RB211 and Trent series. Although the original intent was not met, Rolls-Royce eliminated the need for many rows of variable stators, with all its inherent complexity, thereby saving weight, cost and improving reliability.

pecifications

Trent 500 Series

The Trent 500 powers the Airbus A340-500 and A340-600. It was certificated at 60,000 lb_f (267kN) thrust, but derated to 53,000 lb_f (236kN) as the Trent 553 to power the A340-500, and to 56,000 lb_f (249 kN) as the Trent 556 for the A340-600 and A340-500HGW. However, a 60,000 lb_f (267kN) version is installed in the A340-600HGW "(High Gross Weight)", a higher-performance version of the A340-600. The Trent 500 has the same wide-chord fan as the Trent 700, together with a core scaled from the Trent 800.

* Three-shaft high bypass ratio 7.6 - 7.5
* Fan diameter: 97.4 inches (2.47 m)
* Eight-stage IP compressor
* Six-stage HP compressor
* Tiled combustor with 20 fuel injectors
* Single-stage HP turbine
* Single-stage IP turbine
* Five-stage LP turbine

Trent 600 Series

This variant was announced but never produced - see History.

Trent 700 Series

The Trent 700 family powers the Airbus A330. It comes in 2 thrust ratings, 67,500 and 71,000 lb_f (300 to 316 kN). It first entered service on Cathay Pacific A330s in March, 1995.

* Three-shaft high bypass ratio 5.0
* Fan diameter: 97.4 inches (2.47 m)
* Eight-stage IP compressor
* Six-stage HP compressor
* Single annular combustor with 24 fuel injectors
* Single-stage HP turbine
* Single-stage IP turbine
* Four-stage LP turbine

Trent 800 Series

The Trent 800 family powers the Boeing 777. It is available on the 777-200, 777-200ER, and 777-300 variants, with thrust ratings spanning 75,000 to 95,000 lb_f (334 to 423 kN). The engine is one of the lightest in its class; a Trent-powered Boeing 777 weighs up to 3.6 metric tons less than General Electric and Pratt & Whitney-powered versions.

* Three-shaft high bypass ratio 6.2 - 5.7
* Fan diameter: 110 inches (2.79 m)
* Eight-stage IP compressor
* Six-stage HP compressor
* Single annular combustor with 24 fuel injectors
* Single-stage HP turbine
* Single-stage IP turbine
* Five-stage LP turbine

Trent 8104/8115

Originally designed for the 777-200LR and 777-300ER (both part of the 777X project), this engine comes in two thrust ratings, 104,000 and 114,000 lb_f (463 to 507 kN), and has been tested up to 117,000 lb_f (520 kN). As Boeing's thrust requirements increased, Rolls-Royce began developing the 115,000 lb_f 8115 which was to be an enlarged version of the 8104, with a 120 inch (3.048 m) fan and a core scaled up 2.5 per cent from the 8104. It featured swept-back fan blades and a host of new technologies such as contra-rotating spools.

The 8115 was never built, as Boeing signed a contract with General Electric to be the sole supplier of engines for the 777X aircraft, owing to GEs willingness to risk-share on the airframe part of the project, and sales of the aircraft to GECAS.

Trent 900 Series

The Trent 900 family powers the Airbus A380. It comes in two thrust ratings, 70,000 and 76,000 lb_f (311 and 338 kN) but is capable of achieving 84,000 lb_f (374 kN). It features a significant amount of technology inherited from the 8104 demonstrator including its 2.95 m diameter swept-back fan which provides greater thrust for the same engine size, and is also about 15 per cent lighter than previous wide-chord blades. It is also the first member of the Trent family to feature a contra-rotating HP spool and uses the core of the very reliable Trent 500. It is the only A380 engine that can be transported on a Boeing 747 freighter.

Whereas most members of the Trent family are controlled by Goodrich FADECs, engine controllers on the Trent 900 are provided by Hamilton Sundstrand, a United Technologies (UTC) company. UTC is also the parent company of Pratt & Whitney, who, with GE Aircraft Engines, is partnering to produce the Engine Alliance GP7000, the other engine available for the A380. This kind of cooperation among competitors is prevalent in the aircraft market as it provides for risk sharing among them and diversity in source countries, a significant factor in an airline's choice of airframe and powerplant.

The Trent 900 will be the first Trent engine fitted with the advanced Engine Health Monitoring (EHM) system based on QUICK Technology^TM.

jetspecs

type = Three-shaft high bypass ratio (8.7 - 8.5) turbofan engine
length = 4.547 m = 179 in
diameter = fan tip 2.946 m = 116 in
weight = 6271 kg = 13,825 lb
compressor = Eight-stage IP compressor, six-stage HP compressor
combustion = Tiled combustor
turbine = Single-stage HP turbine, single-stage IP turbine, five-stage LP turbine
fueltype =
oilsystem =
compression = 37-39
aircon = kg/sec
fuelcon =
specfuelcon =
thrust/weight = 4.93 - 5.63 (assuming 14,190 lbf weight of engine and certified to 70,000 - 80,000 lbf of thrust)

Trent 1000 Series

The Trent 1000 family powers the Boeing 787. The technology found in the Trent 8104 demonstrator is used extensively. The Trent 1000 is a bleedless design, with power take-off from the intermediate-pressure spool instead of the high-pressure spool found in other members of the Trent family, to fulfill the Boeing requirements of a "more-electric" engine. A 112-inch diameter swept-back fan, with a smaller diameter hub to help maximize airflow, was specified. Bypass ratio has been increased over previous variants by suitable adjustments to the core flow. Contra-rotating the IP and HP spools improves IP turbine efficiency, while use of more monolithic parts reduces the parts count for lower maintenance costs. A tiled combustor is featured.

* Three-shaft high bypass ratio 11 - 10.8
* Overall pressure ratio (Top-of-Climb) 52:1
* Fan diameter: 112 inches (2.85 m)
* Take-off thrust: 53000 - 75000 lbf (flat-rated to ISA+15C)
* Airflow: ~2850lb/s
* Single-stage LP compressor
* Eight-stage IP compressor
* Six-stage HP compressor
* Tiled combustor
* Single-stage HP turbine
* Single-stage IP turbine
* Six-stage LP turbine

Trent XWB

The Trent XWB family is planned to power the Airbus A350. Originally intended to have the same 112in diameter fan of the Trent1000/Trent1700, Rolls-Royce have now announced an increase in diameter to 118in for the Trent XWB,cite news | title = Rolls-Royce releases new data on Trent XWB | publisher = Flight International | date = December 12, 2006 | url = http://www.flightglobal.com/articles/2006/12/12/211003/rolls-royce-releases-new-data-on-trent-xwb.html | accessdate = 2007-02-22] to keep the take-off jet noise acceptable at the increased thrust level. The company will probably also have to increase the core flow, to moderate any increase in HP turbine rotor inlet temperature. They are unlikely to increase overall pressure ratio significantly to gain core flow, because this parameter is already very high, so some increase in core size is almost inevitable.

* Three-shaft high bypass ratio:
* Take-off thrust: 74000 - 92000 lbf (flat-rated to ISA+15C)
* Fan diameter: 118 inches (3.0 m)
* Fan:single stage, swept, low hub:tip ratio
* Airflow: ~3170 lb/s
* IP compressor:8 stage axial
* HP compressor:6 stage axial
* Combustor:
* HP turbine:single-stage, aircooled
* IP turbine:2-stage
* LP turbine:6-stage, uncooled

Leading Particulars

Non-aircraft variants

MT30

The Marine Trent 30 is a derivative of the Trent 800, (with a Trent 500 gearbox fitted), producing 30 megawatts (MW) for maritime applications. The current version is a turboshaft engine, 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. It will power the Royal Navy's next generation of aircraft carriers.

Trent 60 Gas Turbine

This derivative is designed for power generation and mechanical drive, much like the Marine Trent. It delivers up to 58 MW of electricity at 42.8% efficiency (http://www.rolls-royce.com/energy/downloads/powergen/b_trent.pdf). It comes in two key versions DLE and WLE. The WLE is water injected, allowing it to produce 58 MW in ISA conditions instead of 52 MW. It shares components with the Trent 700 and 800 (http://www.rolls-royce.com/energy/products/powergen/trent/default.jsp). In power generation roles the heat from the exhaust, some 420'c (http://www.rolls-royce.com/energy/products/powergen/trent/apps.jsp) can be used to heat water and drive steam turbines, improving efficiency of the package.

Earlier Trents

The Trent name has been used for two previous Rolls-Royce engines. The first Trent was the world's first turboprop engine. The name was reused again in the 1960s for the RB203 bypass turbofan which was designed to replace the Spey. Rated at 9980 lb_f (44.4 kN) it was the first three-spool engine, and forerunner of the RB211 series, although it never entered service.

Rolls-Royce began to name its jet engines after rivers in the early 1940s, beginning with the Welland. Rivers were considered to represent the smooth, continuous flow characteristic of the jet engine.

Notes and references

External links

* [http://www.rolls-royce.com Rolls-Royce plc]
** [http://civil.rolls-royce.com/Trent-500-jet-aero-engines/ Trent 500 series]
** [http://civil.rolls-royce.com/Trent-700-jet-aero-engines/ Trent 700 series]
** [http://civil.rolls-royce.com/Trent-800-jet-aero-engines/ Trent 800 series]
** [http://civil.rolls-royce.com/Trent-900-jet-aero-engines/ Trent 900 series]
** [http://civil.rolls-royce.com/Trent-1000-jet-aero-engines/ Trent 1000 series]
** [http://www.rolls-royce.com/civil_aerospace/products/airlines/trentng/ Trent XWB]
** [http://www.rolls-royce.com/marine/product/gasturbines/mt30/default.jsp MT30]