Home' Asian Aviation : AAV July August 2011 Contents be nal nozzle optimisation to balance speci c fuel
consumption with operability.
A "real-time" digital X-ray facility that R-R has
introduced for Trent XWB development in the Derby
factory in England is said to the most powerful such
equipment in western Europe. Young says that the
manufacturer is able to compare actual working of
all engine parts with intended operation, with the
equipment saving "weeks" of time over previous lm-
technolog y methods.
X-ray results obtained by the end of May are
contributing to further performance improvements
and engine optimisation. e o cial cites the rst
two low-pressure turbine stages, where R-R has
recognised blade-tip movement relative to the blade
seal, as an example; the introduction of tighter
tip clearances should enable performance to be
maintained for longer.
On-wing tooling has been validated during early
maintainability tasks as R-R prepares to install the
engine on the FTB, which will provide a fourth
"parallel stream" of testing. is began in 2010 with
rig work, ahead of initial performance-envelope
expansion. Subsequently, the manufacturer has
begun maturity testing, followed by function and
performance testing before engine-certification
e A340 testbed will be tted with a brand-new
pylon, with a new engine mounting that suspends
the Trent XWB from the fan and rear-engine cases
instead of the previous attachments to the core, which
is no longer loaded. R-R has "felt for some time that
this was the preferable mounting and have worked
with Airbus" to develop it, concludes Young.
Rolls-Royce (R-R) is pondering how best
to deliver new Trent 1000 engines from its
Asian factory in Singapore to Boeing s 787
'Dreamliner final assembly line in the USA. The
company is also working "very closely" on power
requirements for a 787-10X development, now
" e goal is to be ready with an engine for the whole
 family", meaning that the engine manufacturer
will look at payload-range or economics as Boeing
does, according to Trent 1000 Programme Director
Simon Carlisle. e company is con dent that the
Trent 1000 will be a mature engine when the 787
is delivered to Japanese carrier All Nippon Air ways
(ANA), probably before October.
The powerplant is the only one approved "to
74,000-lb thrust, [for] 330 minutes extended-range
twin-engine operations, [having performed] over
1,000 ights [and own] over 2,800 hours", the
company says. Boeing s ight-testing has "gone very
well for us," says R-R, which had produced nearly
50 complete or partly manufactured engines by the
beginning of June.
At that time, the US manufacturer still had to
complete two important ight-test jobs: function
and reliability trials and extended-range twin-engine
operations (ETOPS) clearance. Carlisle concedes
that Trent 1000 development has been restricted
by repeated delays in the aircra programme: " e
programme has been much slower than we would
have liked. We ll never know what 2007 entry-into -
ser vice would have been like, but the engine is now
much more reliable."
In July, Boeing plans to perform operational
787 validation flights with ANA and the engine
manufacturer is already setting up ser vice-
support capacity (both people and parts) --
initially in Japan where all early operations will
take place, before international flights begin --
then in Europe and the USA.
By the time ANA inaugurates international 787
ser vices at the end of 2011, R-R expects to see more
orders being placed. In May, it was "seeing more
[sales] campaign activity" as carriers were "beginning
to wind up acquisitions in anticipation of the end of
e UK company claims a 50 percent share of 787
customers, with one of the 21 Trent 1000 customers
remaining "unannounced" as Asian Aviation went
to press. Programme Chief Engineer Andrew Green
claims that a new Trent 1000 delivers up to a 1.5
percent efficiency advantage over the competing
General Electric GEnx engine, at ranges below 3,000
" e [engine s] superior performance retention
is worth an additional 1 percent through [more
e cient] fuel burn, saving over US$1 million per
aircra over 15 years."
e rst four ANA 787s will be powered by
Trent 1000 'Package A engines before an improved
'Package B variant is introduced from the h
member of the eet. A prospective Trent 1000C will
be "all about economy", according to R-R .
e manufacturer acknowledges that it has been
working to understand Boeing s plans, so that it can
meet thrust requirements. e company says the
Trent 1000 provides "very signi cant" margins over
probable future carbon dioxide, noise, nitrous oxide,
smoke, and ultra-hydrocarbon emissions standards.
R-R adds that it regards the 787-8 s claimed QC0.25
noise quotient as "pretty unprecedented".
e overall Trent family, including the Trent
700, 800, and 900, has logged 65 million ying
hours, with e ciency said to have improved by 15
percent since the original Trent 700 was developed.
Since R-R has always "pushed back technology into
smaller engines", Green says that the initial model
has bene ted from both the Trent 800 and Trent
A Trent 900 product-improvement programme,
now under way, is expected to bene t both the Trent
1000 and the Trent 800.
Powering Boeing's 'Dreamliner'
AsianAviation | JULY-AUGUST 2011 33
The Trent 1000 is scheduled to enter service with Japan's All
Nippon Airways later this year, powering the Boeing 787.
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