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Rolls-Royce Trent 500 / Trent 700 / Trent 800 / Trent 900 / Trent 1000

RR-Trent-900
Trent 900

 

Rolls-Royce Trent is the name given to a family of three-spool, high bypass turbofan aircraft engines manufactured by Rolls-Royce plc. All are developments of the RB211 with thrust ratings of 53,000 to 95,000 pounds-force (240 to 420 kN). The Trent has also been adapted for marine and industrial applications.

When Rolls-Royce was privatised in April 1987, its share of the large civil turbofan market was only 8%. 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 would require unprecedented levels of thrust. 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-range Twin-engine Operations (ETOPS) environment 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. 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 30 years earlier, the new engine was named the Trent. The Trent name had 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 designed to replace the Spey. Rated at 9,980 lbf (44.4 kN) it was the first three-spool engine, forerunner of the RB211 series, but it never entered service.

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 and 600 and £250 million for Trent 600 and 900 in 2001. No aid was sought for Trent 1000. Launch investment is repaid to the government by a royalty on each engine sold.

Like its RB211 predecessor, the Trent uses a three-spool design rather than the more common two-spool configuration. Although inherently more complex, it results in a shorter, more rigid engine which suffers less performance degradation in service than an equivalent twin-spool. The advantage three spools gives is that the front-most fan (driven by the third, rearmost turbine) can be tuned to rotate at its optimal (fairly low) speed; the two compressors are driven by the two other turbines via their spools. The three spools are concentric, of course, like a matryoshka doll.

All the engines in the Trent family share a similar layout, but 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 (290 cm) 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. Similarly, core size changes enable the (High Pressure) 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 Intermediate Pressure turbine; this was achieved by increasing the capacity of the IP compressor and the Low Pressure turbine.

Trent engines use hollow titanium fan blades with an internal Warren-girder structure to achieve strength, stiffness and robustness at low weight. The blades can rotate at 3300 RPM with a tip speed of 1730 km/h, well above the speed of sound. The single-crystal nickel alloy turbine blades are also hollow, and air is pushed through laser-drilled holes in them to cool them because the gas temperature is higher than the melting point of the blades. They each remove up to 560 kW from the gas stream.

The completely redesigned core turbomachinery delivers better performance, noise and pollution levels than the RB211. So significant are the improvements that Rolls-Royce fitted the Trent 700's improved HP system to the RB211-524G and -524H, 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 Intermediate Pressure Compressor (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.

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 both of the 787's 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.

On 17 January 2008, a British Airways Boeing 777-236ER, operating as BA038 from Beijing to London, crash-landed at Heathrow 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 in one incident, and both engines in another. The modification involves replacing a face plate with many small protruding tubes with one that is flat.

The initial variant, the Trent 600, was to power the McDonnell Douglas MD-11 with British Caledonian as the engine's launch customer. However, British Airways cancelled the MD-11 order when it acquired British Caledonian in 1987. With the collapse in 1991 of Air Europe in the aftermath of the 1990-91 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.

Rolls-Royce Trent 700
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 Trans World Airlines 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.

Rolls-Royce Trent 800
At the same time, Boeing was 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 (360 kN) or more. The Trent 700's 2.47 m (97 in) diameter fan would not be big enough to meet this requirement, so Rolls proposed a new version with a 2.80 m (110 in) fan diameter, designated Trent 800.

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.

Initially Rolls-Royce had difficulty selling the engine; British Airways, traditionally a Rolls-Royce customer, submitted a large order for the competing General Electric GE90 engine. The breakthrough came when it won orders from Singapore Airlines, previously a staunch Pratt & Whitney customer, for its 34 Boeing 777s. The Trent 800 has a 41% share of the engine market on the 777 variants for which it is available.

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. This development was the first engine to break through 100,000 lbf (440 kN) thrust and subsequently the first to reach 110,000 lbf (490 kN). However, GE Aviation former president James McNerney (now Boeing CEO) successfully offered the aircraft manufacturer up to $500 million in money to develop the 777X in exchange for exclusivity in powering the family. Boeing agreed in July 1999 to such a deal with the GE90-110B and GE90-115B to be the sole engines on the long-range 777s. This resulted in the 8104 becoming just a demonstrator programme, despite setting further industry firsts for thrust levels achieved and the first to demonstrate the use of a fully swept wide chord fan.

Rolls-Royce Trent 500
In 1995, Airbus began considering an engine for two new long-range derivatives of its four-engine A340 aircraft, designated 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. Two year later, in May 1999, the Trent 500 first ran and certification was achieved 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.

As of January 2009, firm orders had been received from 15 customers for 139 A340s powered by Trent 500s; Lufthansa was the largest operator, with 21 in service.

In 1999 a derivative of the Trent 892, the Trent 895 received certification from both the UK and the European authorities. The 95,000 lb thrust engine was scheduled for British Airways Boeing 777-200s.

Rolls-Royce Trent 900
 
Rolls-Royce Trent 900 on testIn 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 Airbus 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.

The Trent 900 first ran on May 17, 2004 on Airbus' A340-300 testbed, replacing the port inner CFM56-5 engine, and its final certification was granted by the European Aviation Safety Agency (EASA) on 29 October 2004 and the Federal Aviation Administration (FAA) on 4 December 2006. Rolls-Royce announced in October 2007 that production of the Trent 900 had been restarted after a twelve month suspension caused by delays to the A380.

On 27 September 2007, British Airways announced the selection of the Trent 900 to power 12 A380 aircraft, helping to take the engine's share of the A380 engine market to 52% at the end of February 2009.

On 4 November 2010, a Trent 900 experienced an uncontained failure on Qantas Flight 32 over Singapore. After investigation, Rolls-Royce announced the problem was specific to the Trent 900, and in particular unrelated to failure of a Trent 1000 under test. However, others have noted that although the specific part may be only found in the 900, in both cases the intermediate pressure turbine and lubrication system are suspect.

In July 2000, Rolls-Royce signed an agreement with Boeing to offer the Trent 600 engine on developments of 767 and 747 aircraft. 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.

On 6 April 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.

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 $1 billion (£560 million) and covers 30 787-3s and 20 787-8s. The Trent 1000 will be the launch engine on all three current 787 models, the -8 with ANA and the -9 with Air New Zealand. On 7 July 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, and on 27 September 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, with first flight on Rolls-Royce's own flying testbed (a modified Boeing 747-200) successfully performed on June 18, 2007 from TSTC Waco Airport in Waco, TX. The engine received joint certification from the FAA and EASA on 7 August 2007 (written 7/8/7 outside the US). Entry into service has been delayed by more than two years to the last quarter of 2010 following a series of delays to the Boeing 787 programme. The Trent 1000, along with the General Electric GEnx, is distinguished from other turbofans with the use of noise-reducing chevrons on the engine nacelle when in use.

A Trent 500 replacement engine, known unofficially as the Trent 1500, was proposed for the Airbus A340-500/600 to help them compete with the Boeing 777-200LR/300ER. 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 2.47-metre (8 ft 1 in) fan diameter of the current Trent 500 engine, as well as the nacelle, but incorporates the smaller, more advanced, Trent 1000/XWB gas generator and LP turbine, suitably modified.

The Trent XWB is a series of turbofan engines, developed from the RB211 and it is used exclusively for the Airbus A350 XWB

 

Major applications :
Airbus A330
Airbus A340 (-500 and -600 series only)
Airbus A350
Airbus A380
Boeing 777 (-200, -200ER and -300 series only)
Boeing 787 Dreamliner

 

Variants:
Rolls-Royce Trent 500
Rolls-Royce Trent 700
Rolls-Royce Trent 800
Rolls-Royce Trent 900
Rolls-Royce Trent 1000


Specification

Trent 553                             
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 53,000 lbf
Basic Engine Weight: 10,400 lb
Thrust to Weight Ratio: 5.1
Length: 154 in
Fan Diameter: 97.4 in
Entry Into Service: 2003
Applications: Airbus A340-500

 

Trent 556
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 56,000 lbf
Basic Engine Weight: 10,400 lb
Thrust to Weight Ratio: 5.4
Length: 154 in
Fan Diameter: 97.4 in
Entry Into Service: 2002
Applications: Airbus A340-500, Airbus A340-600

 

Trent 560
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 60,000 lbf
Basic Engine Weight: 10,400 lb
Thrust to Weight Ratio: 5.76
Length: 154 in
Fan Diameter: 97.4 in
Entry Into Service: 2002
Applications: Airbus A340-600

 

Trent 600
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 65,000 lbf
Basic Engine Weight: 10,400 lb
Thrust to Weight Ratio: 6.3
Length: 154 in
Fan Diameter: 97.4 in
Entry Into Service: Not Used

 

Trent 768
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 67,500 lbf
Basic Engine Weight: 10,550 lb
Thrust to Weight Ratio: 6.4
Length: 154 in
Fan Diameter: 97.4 in
Entry Into Service: 1996
Applications: Airbus A330-200, Airbus A330-300

 

Trent 772
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 71,100 lbf
Basic Engine Weight: 10,550 lb
Thrust to Weight Ratio: 6.7
Length: 154 in
Fan Diameter: 97.4 in
Entry Into Service: 1994
Applications: Airbus A330-200, Airbus A330-300

 

Trent 772B
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 71,100 lbf
Basic Engine Weight: 10,550 lb
Thrust to Weight Ratio: 6.7
Length: 154 in
Fan Diameter: 97.4 in
Entry Into Service: 1998
Applications: Airbus A330-200, Airbus A330-300

 

Trent 772C
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 71,100 lbf
Basic Engine Weight: 10,550 lb
Thrust to Weight Ratio: 6.7
Length: 154 in
Fan Diameter: 97.4 in
Entry Into Service: 2007
Applications: Airbus A330-200, Airbus A330-300

 

Trent 875
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 75,000 lbf
Basic Engine Weight: 13,100 lb
Thrust to Weight Ratio: 5.7
Length: 172 in
Fan Diameter: 110 in
Entry Into Service: 1995
Applications: Boeing 777-200

 

Trent 877
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 77,000 lbf
Basic Engine Weight: 13,100 lb
Thrust to Weight Ratio: 5.9
Length: 172 in
Fan Diameter: 110 in
Entry Into Service: 1996
Applications: Boeing 777-200

 

Trent 884
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 84,000 lbf
Basic Engine Weight: 13,100 lb
Thrust to Weight Ratio: 6.4
Length: 172 in
Fan Diameter: 110 in
Entry Into Service: 1997
Applications: Boeing 777-200ER

 

Trent 890
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 90,000 lbf
Basic Engine Weight: 13,100 lb
Thrust to Weight Ratio: 6.9
Length: 172 in
Fan Diameter: 110 in
Entry Into Service: 1998
Applications: Boeing 777-200ER

 

Trent 892
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 92,000 lbf
Basic Engine Weight: 13,100 lb
Thrust to Weight Ratio: 7.0
Length: 172 in
Fan Diameter: 110 in
Entry Into Service: 1997
Applications: Boeing 777-200ER, Boeing 777-300

 

Trent 895
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 93,400 lbf
Basic Engine Weight: 13,100 lb
Thrust to Weight Ratio: 7.1
Length: 172 in
Fan Diameter: 110 in
Entry Into Service: 1999
Applications: Boeing 777-200ER

 

Trent 8104
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 104,000 lbf
Basic Engine Weight: 14,400 lb
Thrust to Weight Ratio: 7.2
Length: 172 in
Fan Diameter: 110 in

Trent 8115
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 115,000 lbf
Length: 172 in
Fan Diameter: 120 in
Entry Into Service: Not Used

 

Trent 970
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 75,152 lbf
Basic Engine Weight: 13,842 lb
Thrust to Weight Ratio: 5.4
Length: 179 in
Fan Diameter: 116 in
Entry Into Service: 2007
Applications: Airbus A380-841

 

Trent 970B
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 78,304 lbf
Basic Engine Weight: 13,842 lb
Thrust to Weight Ratio: 5.6
Length: 179 in
Fan Diameter: 116 in
Entry Into Service: 2008
Applications: Airbus A380-841

 

Trent 972
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 76,752 lbf
Basic Engine Weight: 13,842 lb
Thrust to Weight Ratio: 5.5
Length: 179 in
Fan Diameter: 116 in
Applications: Airbus A380-842

 

Trent 972B
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 80,231 lbf
Basic Engine Weight: 13,842 lb
Thrust to Weight Ratio: 5.8
Length: 179 in
Fan Diameter: 116 in
Applications: Airbus A380-842

 

Trent 977
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 80,781 lbf
Basic Engine Weight: 13,842 lb
Thrust to Weight Ratio: 5.8
Length: 179 in
Fan Diameter: 116 in
Applications: Airbus A380-843F

 

Trent 977B
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 83,835 lbf
Basic Engine Weight: 13,842 lb
Thrust to Weight Ratio: 6.0
Length: 179 in
Fan Diameter: 116 in
Applications: Airbus A380-843F

 

Trent 980-84
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 84,098 lbf
Basic Engine Weight: 13,842 lb
Thrust to Weight Ratio: 6.0
Length: 179 in
Fan Diameter: 116 in
Applications: Airbus A380-941

 

Trent 1000-A
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 63,800 lbf
Basic Engine Weight: 11,924 lb
Thrust to Weight Ratio: 5.4
Length: 160 in
Fan Diameter: 112 in
Entry Into Service: 2009
Applications: Boeing 787-8

 

Trent 1000-C
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 69,800 lbf
Basic Engine Weight: 11,924 lb
Thrust to Weight Ratio: 5.9
Length: 160 in
Fan Diameter: 112 in
Entry Into Service: 2009
Applications: Boeing 787-8, Boeing 787-9

 

Trent 1000-D
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 69,800 lbf
Basic Engine Weight: 11,924 lb
Thrust to Weight Ratio: 5.9
Length: 160 in
Fan Diameter: 112 in
Entry Into Service: 2009
Applications: Boeing 787-8, Boeing 787-9

 

Trent 1000-E
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 53,200 lbf
Basic Engine Weight: 11,924 lb
Thrust to Weight Ratio: 4.5
Length: 160 in
Fan Diameter: 112 in
Entry Into Service: 2009
Applications: Boeing 787-3

 

Trent 1000-H
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 58,000 lbf
Basic Engine Weight: 11,924 lb
Thrust to Weight Ratio: 4.9
Length: 160 in
Fan Diameter: 112 in
Entry Into Service: 2009
Applications: Boeing 787-3, Boeing 787-8

 

Trent 1000-J
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 73,800 lbf
Basic Engine Weight: 11,924 lb
Thrust to Weight Ratio: 6.2
Length: 160 in
Fan Diameter: 112 in
Entry Into Service: 2010
Applications: Boeing 787-9

 

Trent 1000-K
Three-shaft high bypass ratio: 9.3
Fan diameter: 3.0 m (118 in)
Fan: single stage, swept, low hub:tip ratio
Airflow: approx. 1,440 kg (3,200 lb) per second
Overall pressure ratio >=52:1 (Top-of-Climb)
IP compressor: 8 stage axial
HP compressor: 6 stage axial
Static Thrust: 73,800 lbf
Basic Engine Weight: 11,924 lb
Thrust to Weight Ratio: 6.2
Length: 160 in
Fan Diameter: 112 in
Entry Into Service: 2010
Applications: Boeing 787-9

 

 

 

 

 

 

 

 


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