Rolls-Royce Trent

Rolls- Royce Trent, officially RB211 Trent, is a family of three-shaft turbofan jet engines from Rolls -Royce. These are a development of the Rolls- Royce RB211 and RB211 admitted as variants. The thrust of the different versions is 236-423 kN ( 53,000 lbf and 95,000 ). The name Trent has already been used by Rolls- Royce engines for earlier models.

8.1 variants
8.2 incidents
8.3 Specifications

9.1 Specifications

Previous Trent engines

Rolls- Royce named the first turboprop engine in the world " Trent " ( RB.50 ). It was based on a concept by Sir Frank Whittle and was built by one provided with only seven combustion chambers and without exhaust nozzle Rolls -Royce Derwent II engine driving a five-leaved propeller through a gearbox. With this construction, the world's first turboprop flight with a converted Gloster Meteor was carried out on 20 September 1945.

The name " Trent " was re- used in the 1960s for the RB.203 turbofan engine, which should be the Rolls-Royce Spey replace. The three-shaft engine RB.203 yielded 44.4 kN ( 9,980 lbf ) thrust and was the forerunner of RB.211 series.

Current Trent engines

In 1987, Rolls- Royce to develop from the Rolls -Royce RB211 - 524L a new family of aircraft engines. Rolls- Royce had appointed from 1942, its engines for some time after British rivers. This principle was revived and led to a name from the River Trent.

The first version, the Trent 600 powered the McDonnell Douglas MD -11. Because of the limited success of this aircraft, the program was, however, reinstated. For the Airbus A330, the Trent 700 was developed in 1995 and first appointed by Cathay Pacific.

The Trent 800 with a thrust 334-423 kN ( 75000-95000 lbf ) for the Boeing 777 was also the first time ordered by Cathay Pacific. However, Rolls- Royce initially had trouble selling the engine. Even British Airways, traditionally a Rolls- Royce customer, ordered the General Electric GE90. Finally, Singapore Airlines was (until then Pratt & Whitney customer ) are obtained to equip their 34 Boeing 777 with Trent 800. This was followed by American Airlines and Delta Air Lines. Since then, Rolls- Royce Trent 800 was the market leader for the 777, and also British Airways bought Rolls- Royce for their second series of 777

Soon after, in 1997, the Trent 500 selected, A340 -500 and -600 to drive the four-engine long-haul aircraft Airbus. Was the launch customer in 2002 Virgin Atlantic Airways.

It was followed by the Trent 900, with the 310-360 kN ( 70,000 to 80,000 lbf ) of thrust for the A380 delivers.

The latest in production model is the Trent 1000 for the Boeing 787 make its subversions 236-334 kN.

For the new Airbus A350 XWB is further improved Trent XWB developed. His lower versions should make 329-409 kN.

The Trent - design has also been adapted for use in the Navy and industry.

Three wave concept

The Rolls- Royce RB211 and Trent have three instead of the usual two engine shafts. Especially at high thrust classes pays off this elaborate and expensive concept, since it stable running by the so- possible speed differences of the three waves over a larger thrust range and offers the possibility to better match the speeds of the waves at the optimum operating condition of the various components.

Furthermore, a higher by-pass ratio is possible, which increases efficiency and makes easier the engine for the same thrust.

Trent 600

This first modern version of Trent, the Trent 600, was derived from the RB211 - 524L. The thrust was 289 kN ( 65,000 lbf ), the fan diameter was 2.59 m. It was intended for the McDonnell Douglas MD -11, because of the low success of this aircraft, the program was discontinued, however. Rolls- Royce wanted to develop the engine for future Boeing aircraft such as 747 -X, 747-8 or 767 - 400ERX, but Boeing decided here for engines from General Electric.

Trent 700

The Trent 700 family has been developed for the Airbus A330, where it has a market share of about 53 percent. The fan diameter is 2.47 m, the dry weight is 4785 kg, the length is 3,912 m and the thrust range is between 300 ( Trent 768) and 316 kN ( Trent 772b ). It has a bypass ratio of 5.1:1 and a total pressure ratio of 33.7 or 35,5:1. First flight was in 1994 (or 1997 for the Trent 772b ), putting Cathay Pacific in March 1995.

Trent 800

The development of the Trent 800 engine originally started as designated Trent 760 for an enlarged version of the Boeing 767, the 767X. As Boeing stopped the development of this machine and for the developed 777, put Rolls -Royce finds that the fan of the Trent 700 would not provide the required thrust. So this was increased to 2,974 m and the engine in Trent renamed 800. The test of the engine began in September 1993, was certified in January 1995 ( the ETOPS -180 approval of the FAA followed on 10 October 1996 ). The first Boeing 777 with Trent 800 flew in May 1995 and was delivered to Cathay Pacific in April 1996. Initially Rolls- Royce had difficulty selling the engine. British Airways (Traditional customer RR) instead bought the competing model GE90 General Electric. The breakthrough came with an order from Singapore Airlines for its 34 Boeing 777, followed by purchases of North American, American Airlines and Delta Airlines. Meanwhile, the Trent 800 has a share of 43 percent of the engines for the Boeing 777

The Trent 800 is a gas turbine MT30, which is used as ship propulsion.

Trent 500

The Rolls- Royce Trent 500 has been designed as an exclusive drive for super long-range A340 -500 and A340 -600.

The Trent 500 was approved in 2000, commissioning was in August 2002 at Virgin Atlantic.

The certification is for a boost of up to 267 kN ( 60,000 lbf ) ago. It is on the A340 -500 used as Trent 553 to 236 kN ( 53,000 lbf ) and as Trent 556 on the A340 -600 with a thrust of 249 kN ( 56,000 lbf ).

In the design you drew on components of existing engines Trent 700 and the Trent 800. The fan diameter is as in the Trent 700 2.47 m. For the core components of the engine a reduced core of the Trent 800 was used. For the front of the engine including the fans with modern, wide blades is because of the strength of a titanium alloy application. The hot rear parts consist of a nickel alloy with a high temperature resistance. The application area on the long haul requires particularly high economic efficiency, which is technically difficult and expensive three -wave approach is justified.

The regulation is as usual today, electronically through a FADEC the thrust control is not on speed, but on the pressure ratio Engine Pressure Ratio. The EPR value is calculated from the following values : discharge pressure by turbine relative to the input pressure in front of the fan whereas the result is a Trent engine pressure ratios of about 1 to 1.6 at full thrust.

Specifications

Thrust: certified up to 267 kN ( 60,000 lbf )
Inlet mass flow: 860.5 to 879.5 kg / s
Rotor diameter: 2.474 m ( 97.4 in )
Length: 3,937 m ( 155 in )
Mass: 4835 kg
Bypass ratio: 7,5-7,6:1
Overall pressure ratio: 35:1
Levels Fan: 1
Intermediate-pressure compressor: 8
High-pressure compressor: 6
High-pressure turbine: 1
Intermediate-pressure turbine: 1
Low-pressure turbine: 5

Trent 900

The Rolls- Royce Trent 900 is a further development of the Trent 500 Due to the large inner diameter of 2.95 m, the ends of the fan blades reach a speed of up to Mach 1.5. Here, the engine draws in a mass of about one ton of air per second - this corresponds approximately to the air volume of a normal house with two floors.

The Trent 900 has been approved in December 2004 for the Airbus A380 A380F respectively. The first 18 engines were delivered to Airbus in Toulouse in the spring of 2005. The first A380 prototype also flew with this engine. The certification is available ( 80,000 lbf ) for a boost of up to 356 kN.

Variants

Rolls- Royce offers four variants each with a different thrust. All the variants are named Trent 9XX, where XX corresponds to the respective maximum possible boost in 1000 lbf.

For the A380 - 800, which currently single version of the A380, Rolls- Royce offers either on the Trent 970 or Trent 972. Singapore Airlines, Lufthansa and British Airways have chosen the Trent 970, while Qantas so far is the only customer for the upgraded engine Trent 972. The Trent 970 equipped A380 carry the designation A380 -841, while those discharged with the Trent 972, the designation A380 -842. The two more powerful engine variants Trent 977 and Trent 980 are provided for possible severe variants of the A380, including the currently frozen cargo variant A380F and the angedachte stretched passenger variant A380 900th

Incidents

On 4 November 2010 it came on flight QF32 the Australian airline Qantas Airways four minutes after the start of a Trent 972 engine of an Airbus A380 -842 over the approximately 50 km from the Indonesian island of Batam to severe engine damage, in which parts the rear engine casing were catapulted away. This also parts of the engine were yourself ( " uncontained engine failure "). One such leaked part is likely to have penetrated in the field of engine suspension and the left wing. The plane with 433 passengers and 26 crew members on board was able to perform without injured a precautionary landing at Singapore airport, from which it was previously started. Since the fuel drain was not working and no immediate danger of falling existed, the aircraft remained around 60 minutes in the air to reduce the landing weight of the fuel consumption. After the accident, continued for several days all Qantas A380 flights from to inspect the engines. Singapore Airlines and Lufthansa, both users of the somewhat weaker Trent 970 engines, led to the suggestion of Rolls- Royce and Airbus by additional inspections. Singapore Airlines Reserve left for this its entire A380 fleet for a short time on the ground, while Lufthansa with the exception of a flight operating its A380 fleet with no restrictions on. In August 2010, the European Aviation Safety Agency, EASA short, issued a directive in which the airlines intensified checks on all engines of the type Trent 900 were required because individual parts wore out more than originally thought. According to EASA, this can lead to oil leaks and oil burn up to release single engine parts from its anchorage. On 11 November 2010, EASA issued a further directive of the preliminary findings from the engine failure on flight QF32. According to this directive is to be assumed that leaked oil caught fire and then failed the intermediate-pressure turbine. Singapore Airlines exchanged on three of its A380 per one engine and Lufthansa replaced an engine of its A380 - in all four engines leaked oil was found. That has already been described in the directive of August oil fire as a possible consequence, suggests that this known since August deficiency is also the cause of the engine failure on flight QF32. Also, the leakage of engine components from the engine strengthens this hypothesis. As Spiegel Online reported that experts go on the assumption that the well-trodden debris and a fuel tank could penetrate, which would have had serious consequences. The published on 3 December 2010 official Australian investigation report also points out that during the landing with only one engine reverse thrust was produced, which significantly complicated the deceleration process on the runway. There was a danger that the machine ran over the runway addition.

Specifications

Thrust: Trent 970: 70,000 lbf (311 kN)
Trent 972: 72,000 lbf (320 kN)
Trent 977: 77,000 lbf (340 kN)
Trent 980: 80,000 lbf ( 356 kN)

Fan: 1
Intermediate-pressure compressor: 8
High-pressure compressor: 6
High-pressure turbine: 1
Intermediate-pressure turbine: 1
Low-pressure turbine: 5

Trent 1000

Rolls- Royce designed this fifth variant of the Trent family for the Boeing 787 with a thrust 236-334 kN ( 53000-75000 lbf ) and a rotor diameter of 2.85 m. Boeing also chose next to the Rolls- Royce engine, the General Electric GEnx competing for this aircraft type. For both engines, a uniform interface is provided so that a simple change of engine type of aircraft will be the first time. Compared with the Trent 900, the diameter of the fan hub have been reduced by 2.5 cm and blades used with an enlarged surface area by 50%. To cope with the increased forces due to the larger blower, the bearing of the low pressure system have been moved further forward to the wind and larger balls used in ball bearings. Also at the high and medium pressure compressor changes were made.

In operation of the Trent 1000 no bleed air is taken as air conditioning, cabin pressure, defrosting and starter of the 787 operated electrically. The need for increased generators ( per engine two pieces of Hamilton Sundstrand ) (only medium pressure system ) used as motors for starting the engine.

The Trent 1000 was on 14 February 2006 on the test stand, was first tested in flight in July 2007 and received on 7 August 2007 his approval. The commissioning was provided in 2008. On 21 May 2009, Boeing launched the first time an engine at a test run on the B787. This is one of the last steps before the first flight, which took place on December 15, 2009.

Specifications

Thrust: 236-333 kN
Mass: 5402 kg
Length: 4.06 m
Brass Diameter: 2.84 m
Bypass ratio: 10-11:1
Overall pressure ratio: 50:1
Air mass flow rate: 1087-1210 kg / s
Levels Fan: 1
Intermediate-pressure compressor: 8
High-pressure compressor: 6
High-pressure turbine: 1
Intermediate-pressure turbine: 1
Low-pressure turbine: 6

Trent XWB

This is a Trent variant with 334-431 kN ( 75000-97000 lbf ) of thrust, which is intended for all versions of the Airbus A350. Unlike the Trent 1000 will receive a conventional bleed air system, but based on this technology and to get a fan with 22 hollow blades made of titanium and an increased diameter of 3.00 m. From the Trent 900, the principle of counter-rotating high-pressure system was adopted. First Trent is the rear housing made of composite materials and compared to the other Trent engines a two-stage intermediate pressure turbine was also first elected in order to relieve aerodynamic. Overall, it is expected to achieve an approximately 15 % lower fuel consumption and better exhaust and noise values over the Trent 700 for the Airbus A330.

The announcement of the development of the engine took place on 4 December 2006. In September 2008, the pre-development was completed and the first parts were manufactured from February 2009. The first run took place on 17 June 2010. For flight testing the engine on the first A380 ( MSN001 ) has been assembled, the 18 October 2011 left the workshops with this modification, and took off on its first test flight on 20 January 2012. Currently ( May 2009) have been appointed about 1000.

Specifications

Thrust: 334-431 kN
Mass: 6636 kg
Length: 4,49 m
Brass Diameter: 3.0 m
Bypass ratio: 9,3:1 ( at startup)
Overall pressure ratio: 50:1
Levels Fan: 1
Intermediate-pressure compressor: 8
High-pressure compressor: 6
High-pressure turbine: 1
Intermediate-pressure turbine: 2
Low-pressure turbine: 6

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