Rolls-Royce Trent

Despite the success of the RB211, Rolls-Royce's share of the large civil turbofan market was only 8% when it was privatised in April 1987, the market being dominated by General Electric and Pratt & Whitney. In June 1987, Rolls-Royce was studying whether to launch a thrust variant of the RB211, to be called the RB211-700, for the Airbus A330 twin-jet, the long-range Boeing 767 and the MD-11, derived from the 747-400's -524D4D, with growth potential to . By June 1988, Rolls-Royce was investing over $540 million to develop the uprated RB-211-524L with a new fan (up from ) for the -524G/H and a fourth LP turbine stage up from three, targeting . At the September 1988 Farnborough Airshow, the -524L development was confirmed, estimated at £300 million, to power the MD-11 and A330 as a full-scale model was unveiled by Frank Whittle. In June 1989, the RB211-524L Trent was confirmed for the A330, rated at . Rated at for the MD-11, the Trent made its first run on 27 August 1990 in Derby. By September 1992, the Trent 600 for the MD-11 was abandoned and prototypes were rebuilt as Trent 700 engines for the A330 with a fan. The UK government granted Rolls-Royce £450 million of repayable launch investment, repaid with interest, to develop the RB.211 engine and the Trent family up to the Trent 900. 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 A330 twinjets to fly Extended-range Twin-engine Operations at introduction. Rolls-Royce decided to offer an engine for every large civil airliner, based on a common core to lower development costs, and the three-shaft design provided flexibility, allowing each spool to be individually scaled. In keeping with Rolls-Royce's tradition of naming its jet engines after rivers, the engine family is named after the River Trent in the Midlands of England, a name previously used for the RB.50, Rolls-Royce's first working turboprop engine; and the 1960s RB.203, a bypass turbofan and the first three-spool engine, designed to replace the Spey but never introduced. In 2019, Rolls-Royce delivered 510 Trent engines. ==Design==

Like its RB211 predecessor, the Trent uses a concentric three-spool design rather than a two-spool configuration. 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. Hollow titanium fan blades with an internal Warren-girder structure achieve strength, stiffness and damage tolerance at low weight. In April 1998, the RB211-524HT was introduced for the 747-400 with the Trent 700 core, replacing the previous RB211-524G/H with 2% better TSFC, up to a 40% lower NOx emissions and a 50 °C cooler turbine. The Trent 800 LP spool rotates at 3300 rpm, ==Variants==

First Trent 600 At the McDonnell Douglas MD-11 programme launch at the end of 1986, the airframe was only offered with GE CF6-80C2 or PW4000 engines, however Rolls-Royce was preparing to propose the 747-400's RB211-524D4D rated at . By June 1988, Rolls-Royce was investing over $540 million to develop the uprated RB-211-524L with a new fan (up from ) for the -524G/H and a fourth LP turbine stage up from three, targeting . By February 1992, there were four Trent 600 engines with a fan. By September 1992, three had been rebuilt as Trent 700 engines for the A330 with a fan. and reaches an overall pressure ratio of 36:1. it first ran in September 1993, was granted EASA certification on 27 January 1995, It reached a 40% market share, ahead of the competing PW4000 and GE90, and the last Trent 800-powered 777 was delivered in 2010. The Trent 800 has the Trent family three shaft architecture, with a fan. Trent 8100 In the early Trent 800 studies in 1990, Rolls-Royce forecast a growth potential from with a new HP core. By March 1997, Boeing studied 777-200X/300X growth derivatives for a September 2000 introduction: GE was proposing a GE90-102B, while P&W offered its PW4098 and Rolls-Royce was proposing a Trent 8100. Rolls-Royce was also investigating another variant, the Trent 8102, which would produce over of thrust. By December 1997, the -300X grew to . The Trent 8104 design was to be completed by June 1998, while the -200X entry into service slipped to mid-2002. The Trent 8104 first ran on 16 December 1998, and exceeded of thrust five days later, before two other engines would join by mid-1999. By June 1999, the 8104 served as a basis for the proposed Trent 8115, with a scaled core by 2.5% geometrically and 5% aerodynamically and a fan enlarged from , 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. In July 1999, Boeing selected the General Electric GE90 over 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. Rolls-Royce later dropped the Trent 8115 but continued to work on the Trent 8104 as a technology demonstrator. Trent 500 The Trent 500 exclusively powers the larger A340-500/600 variants. It was selected in June 1997, first ran in May 1999, first flew in June 2000, It produces up to of thrust at take-off and has a bypass ratio up to 8.5:1 in cruise. Trent 900 on the A380 assembly line The Trent 900 powers the Airbus A380, competing with the Engine Alliance GP7000. Initially proposed for the Boeing 747-500/600X in July 1996, this first application was later abandoned but it was offered for the A3XX, launched as the A380 in December 2000. It first ran on 18 March 2003, made its maiden flight on 17 May 2004 on an A340 testbed, and was certified by the EASA on 29 October 2004. Producing up to , the Trent 900 has the same three shaft architecture of the Trent family with a fan. Second Trent 600 In March 2000, Boeing was to launch the longer range 767-400ERX powered by engines, with deliveries planned for 2004. In July, Rolls-Royce was to supply its Trent 600 for the 767-400ERX and Boeing 747X, while the European Union was limiting the Engine Alliance offer on quadjets. Boeing offered the longer-range 767-400ERX with a higher MTOW and a higher thrust for better takeoff performance. The 767-400ERX was dropped in 2001 to favour the Sonic Cruiser. When Boeing launched the 747-8 in November 2005, it was exclusively powered by the General Electric GEnx. Trent 1000 . The Rolls-Royce Trent 1000 is one of the two engine options for the Boeing 787 Dreamliner, competing with the General 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 engine has a bypass ratio of over 10:1, a fan, and the three-shaft layout characteristic of the Trent series. The updated Trent 1000 TEN with technology from the Trent XWB and the Advance3 aims for up to 3% better fuel 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-related fatigue cracking of IP turbine blades was discovered in early 2016, grounding up to 44 aircraft and costing Rolls-Royce at least £ million. By early 2018 it had a % market share of the confirmed order book. The Trent 7000 is a version with bleed air used for the Airbus A330neo. Trent 7000 As a direct derivative of Trent 1000, the Rolls-Royce Trent 7000 exclusively powers the Airbus A330neo. Announced on 14 July 2014, it first ran on 27 November 2015, made its first flight on 19 October 2017 aboard on an A330neo, received its EASA type certification on 20 July 2018 as a Trent 1000 variant, and was cleared for ETOPS 330 by 20 December. Compared to the A330's Trent 700, the engine doubles the bypass ratio to 10:1 and halves emitted noise. Fuel consumption is improved by 11%. Trent 1500 When the MTOW A340-600HGW first flew in November 2005, Airbus was studying an enhanced version of the larger A340 variants to enter service in 2011. The last A340 was delivered in 2011 as it was replaced by the updated A350XWB design. Trent XWB The Trent XWB was selected in July 2006 to exclusively power the Airbus A350 XWB. The first engine was run on 14 June 2010, it first flew on an Airbus A380 testbed on 18 February 2012, was certified in early 2013, and first flew on an A350 on 14 June 2013. It keeps the characteristic three-shaft layout of the Trent, with a fan, an IP and HP spool. It had its first in-flight shutdown on 11 September 2018, as the fleet accumulated 2.2 million flight hours. It is the most powerful among all Trent engines. Non-aircraft variants MT30 (Marine Turbine) The MT30 (Marine Turbine) is a derivative of the Trent 800 (with a Trent 500 gearbox fitted), producing 36 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. Amongst others, it powers the Royal Navy's s. Industrial Trent 60 Gas Turbine 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. 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. a privately owned engineering firm based in Newton Abbot, UK. == Operational history ==

First run in August 1990 as the model Trent 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%. Sales of the Trent family of engines have made Rolls-Royce the second biggest supplier of large civil turbofans after General Electric, relegating rival Pratt & Whitney to third position. By June 2019, the Trent family had completed over 125 million hours. British Airways and Thai Airways are currently the largest operator of Trents, with four variants in service or on order, followed by Singapore Airlines and Cathay Pacific with three variants in service. Incidents On 17 January 2008, a British Airways Boeing 777-236ER, operating as Flight 38 from Beijing to London, crash-landed at Heathrow Airport after 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. This resulted in Airworthiness Directives mandating the replacement of the heat exchanger. 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 The modification involves replacing a face plate with many small protruding tubes with one that is flat. On 4 November 2010, a Qantas Airbus A380-842 (Registration VH-OQA), operating as Flight 32 en route from Singapore to Sydney, suffered an uncontained engine failure (explosion) in one of its four Trent 972-84. The cause was traced to an incorrectly manufactured oil feed stub pipe cracking and causing a turbine disc to overspeed and fracture. In the aftermath of the incident, Qantas, Lufthansa and Singapore Airlines replaced their affected engines. Rolls Royce would pay a $104m settlement to Qantas, and introduce safeguards including a software fix to shut down the engine during an overspeed event. ==Research==

Affordable Near-Term Low Emissions Between 1 March 2000 and 28 February 2005, the EU funded the project, aiming to design and test two strategies to reduce by 12–20% and nitrous oxides by up to 80% from 2007/2008, with an overall budget of €101.6 Million including €50.9 from the EU and coordinated by Rolls-Royce plc. It was equally shared between the demonstrator and the CLEAN programme for longer term technology applications. The ANTLE engine was based on a Rolls-Royce Trent 500. Rolls-Royce Deutschland was responsible for the high pressure compressor, Rolls-Royce UK for the combustion chamber and the high pressure turbine, Italian Avio for the intermediate pressure turbine, and ITP for the Low Pressure Turbine (LPT) and the external casing for an investment of €20.5 million, a 20% stake in the programme. It has a new 5 stage HP compressor, a lean burn combustor and unshrouded HP turbine and 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) 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, including crosswind, noise and tip clearance studies, flutter mapping, performance and icing conditions trials. Advance 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% better fuel burn than the first generation of Trents. Opened in 2016, R-R's $30 million CMC facility in California produced its first parts, seals, for the start of their deployment before being used in the static components of the second-stage HP turbine. The core will be combined with a Trent XWB-84 fan and a Trent 1000 LP turbine for mid-2017 ground testing. The Advance3 demonstrator was sent from the Bristol production facility to the Derby test stand in July 2017 to be evaluated until early 2018. In early 2018, the demonstrator attained 90% core power, reaching a P30 pressure at the rear of the compressor, while measuring bearing loads, changed by the different compressor arrangement. The lean burn combustor did not generate any rumble as further tests will cover water ingestion, noise, X-rays of the engine operating, and core-zone and hot-end thermal surveys. By early 2019, the engine had run over 100 hours. The UltraFan aims for a 15:1 bypass ratio and 70:1 overall pressure ratio. 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 a thrust reverser. Rolls-Royce planned to use carbon composite fan blades instead of its usual hollow titanium blades. The combination was expected to reduce weight by per engine. The variable pitch fan facilitates low pressure ratio fan operability. Rolls-Royce worked with Industria de Turbo Propulsores to test ion plating (IP) turbine blade technologies. In Dahlewitz near Berlin, Rolls-Royce built a power rig simulating loading conditions in flight, sized for gear systems; and recruited 200 engineers. The ratio of the initial test gear will approach 4:1 and thrust could be up to . The test rig is an €84 million ($94 million) investment. After the initial set of low-speed fan rig tests and the casting of second-generation titanium aluminide IP turbine blades, the initial UltraFan demonstrator concept design was to be frozen in 2017. The UltraFan was to be in diameter. Fan blades with titanium leading edges were evaluated under the ALPS programme. In early 2018, a third gearbox was tested for endurance and reliability. At the April 2018 ILA Berlin Air Show, flight testing was confirmed on Rolls-Royce's Boeing 747-200. Higher bypass and lower fan pressure ratio induce low-speed fan instability that is remedied by variable-pitch blades instead of a variable area jet nozzle. By July 2018, the UltraFan configuration was frozen. Detailed design and component manufacture was set to enable 2021 ground tests. In February 2019, introduction was delayed until 2027, to re-engine current aircraft, after full-scale ground tests in 2021. By February 2020, Rolls-Royce was manufacturing the diameter carbon fibre fan blades in Bristol, UK, saving with the composite fan case up to on a twinjet. By March 2022, Rolls-Royce had transferred the power gearbox, tested to , from Dahlewitz to its UK site for assembly, By May 2023, the first run was made with an demonstrator having a 14:1 bypass ratio, carbon-titanium fan blades, an Advance3 core and a new combustor. In November 2023, it was announced that the demonstrator had achieved at least in maximum power tests, exceeding the design brief of 80,000lbf and had accumulated over 70 hours of run-time. At the 2024 Farnborough Air Show, Rolls-Royce announced upgrades to its Trent engines, with some enhancements drawing on the UltraFan technology demonstrator project. By 2025, Rolls-Royce planned to run two versions by 2028, the scaled-down UltraFan 30 for single-aisles and the UltraFan 80 for widebodies, with two engines for each and flight tests to follow before 2030. ==Applications==

• Airbus A330 (Trent 700) • Airbus A330neo (Trent 7000) • Airbus A340 (-500 and -600 series only) (Trent 500) • Airbus A350 (Trent XWB) • Airbus A380 (Trent 900) • Boeing 777 (-200, -200ER and -300 series only) (Trent 800) • Boeing 787 Dreamliner (Trent 1000) ==Specifications==