In 1954 Rolls-Royce introduced the first commercial bypass engine, the Rolls-Royce Conway, with a 21,000 lbf (94 kN) thrust aimed at what was then the “large end” of the market. This was far too large for smaller aircraft such as the Sud Caravelle, BAC One-Eleven or Hawker Siddeley Trident which were then under design. Rolls then started work on a smaller engine otherwise identical in design, the RB.163, using the same two-spool turbine system and a fairly small fan delivering bypass ratios of about 0.64:1. In keeping with Rolls-Royce naming practices, the engine is named after the River Spey.
The first versions entered service in 1964, powering both the 1-11 and Trident. Several versions with higher power ratings were delivered through the 1960s, but development was ended nearing the 1970s due to the introduction of engines with much higher bypass ratios, and thus better fuel economy. Spey-powered airliners continued in widespread service until the 1980s, when noise limitations in European airports forced them from service.
In the late 1950s the Soviet Union started the development of a new series of large cruisers that would put the Royal Navy at serious risk. After studying the problem, the RN decided to respond in a “non-linear” fashion, and instead of producing a series of new cruisers themselves, they would introduce a new strike aircraft with the performance needed to guarantee successful attacks on the Soviet fleet. The winning design was the Blackburn Buccaneer, which had an emphasis on low altitude performance (i.e. to evade enemy radar) as opposed to outright speed.
Flying at low altitude, in denser air, requires much more fuel; the air-fuel mixture in a jet engine needs to be kept very close to a constant value to burn properly, and more air requires proportionally more fuel. This presented a serious problem for aircraft such as the Buccaneer, which would have had very short range unless the engines were optimised for low-level flight. The early pre-production versions, powered by the de Havilland Gyron Junior, also proved to be dangerously underpowered.
Rolls-Royce attacked this problem by offering a militarized version of the Spey, which emerged as the RB.168. The resulting Spey-powered Buccaneer S.2 served into the 1990s. The Spey proved so successful in this role that it was produced under license, and developed, in the United States as the TF41 and F113, and was used in a number of British and US designs.
The British versions of the McDonnell Douglas F-4 Phantom II F-4K (designated Phantom FG.Mk.1) replaced the 16,000 lb thrust J79 turbojets with a pair of 12,250 lb thrust dry and 20,515 lb thrust with afterburning RB.168-15R Spey 201 turbofans. These provided extra thrust for operation from smaller British aircraft carriers, and provided additional bleed air for the boundary layer control system for slower landing speeds. The air intake area was increased by twenty percent, while the aft fuselage under the engines had to be redesigned. Compared to the original turbojets, the afterburning turbofans produced a ten and fifteen percent improvement in combat radius and ferry range, respectively, and improved take-off, initial climb, and acceleration, but a lower top speed.
Spey 25
A fully updated version of the military RB.168 was also built to power the AMX International AMX attack aircraft. A licensed version built by the XAEC is known as the WS-9 Qin Ling.
With the need for a 10,000 to 15,000 lbf (44 to 67 kN) thrust class engine starting up again with the removal of the Spey from service, Rolls then used the Spey turbomachinery with a much larger fan to produce the Rolls-Royce Tay.
A total of 2,768 were built.
Variants: RB.163-1 RB.163-2 RB.163-2W RB.163 Mk.505-5 RB.163 Mk.505-14 RB.163 Mk.506-5 RB.163 Mk.506-14 RB.163 Mk.511-8 Gulfstream II and Gulfstream III (USAF designation F113-RR-100 for the Gulfstream C-20) RB.163 Mk.512-14DW BAC One-Eleven AR 963 (RB.163) Boeing 727 (proposed); it was to have been built under licence by Allison F113-RR-100 US military designation for the Mk.511-8 engines fitted to the Gulfstream C-20. RB.168-62 RB.168 Mk.101 (Military Spey) Blackburn Buccaneer RB.168 Mk.202 (Military Spey) McDonnell Douglas F-4 Phantom II modified F4J for British service (“Phantom FG1”). (surplus engines were purchased and used by Richard Noble for the Thrust SSC land speed record car of 1997.) RB.168 Mk.250 (Military Spey) Hawker Siddeley Nimrod MR1/MR2 RB.168 Mk.251 (Military Spey) Hawker Siddeley Nimrod R1 and AEW RB.168 Mk.807 AMX International AMX, built under licence by FiatAvio WS-9 Qin Ling (Mk 202) powering the Xian JH-7 (Xian FBC-1 Flying Leopard) AR 168R Joint development with Allison Engine Company for the TFX competition (won by the Pratt & Whitney TF30 Allison TF41 (RB.168-62 and Model 912) LTV A-7 Corsair II (USAF -D and US Navy -E models), licence built by the Allison Engine Company RB.183 Mk 555-15 Spey Junior Fokker F28
First run in December 1967, the Rolls-Royce RB.203 Trent was a British medium-bypass turbofan engine of around 10,000lb thrust, bearing no relation to the earlier Rolls-Royce RB.50 Trent turboprop or the later high bypass Rolls-Royce Trent turbofan.
The RB.203 was a private venture engine based around the core of the Rolls-Royce Turbomeca Adour turbofan used in the SEPECAT Jaguar and the later Hawker Siddeley Hawk.
The RB.203, the first three-spool engine, was intended as a civilian replacement for the earlier Rolls-Royce Spey.
Type: Three-spool medium bypass turbofan Length: 82.2 in (208.8 cm) Diameter: 38.7 in (98.3 cm) Dry weight: 1,751 lb (794 kg) Compressor: Single-stage fan, four-stage intermediate pressure, five-stage high pressure Combustors: Annular chambers Turbine: Single-stage high pressure, single-stage intermediate, two-stage low pressure Maximum thrust: 16000 lb (71.4 kN) Overall pressure ratio: 16:1 Bypass ratio: 3:1 Thrust-to-weight ratio: 5.55:1
The Rolls-Royce RB.162 was a simply constructed and lightweight British turbojet engine produced by Rolls-Royce Limited. Developed in the early 1960s, the RB.162 was designed to meet an anticipated need for a lift engine to power VTOL aircraft with the emphasis on simplicity, durability and lightweight construction. Development costs were shared by Britain, France and Germany after signing a joint memorandum of agreement. The engine featured fibre glass compressor casings and plastic compressor blades to save weight which also had the effect of reducing production costs. The engine has no oil system, a metered dose of oil instead being injected into the two main bearings by the compressed air used to turn the compressor at startup. Although the RB.162 was a successful design the expected large VTOL aircraft market did not materialise and the engine was only produced in limited numbers.
In 1966 British European Airways (BEA) had a requirement for an extended range aircraft to serve Mediterranean destinations. After a plan to operate a mixed fleet of Boeing 727 and 737 aircraft was not approved by the British Government Hawker Siddeley offered BEA a stretched and improved performance version of the Trident that they were already operating. This variant, the Trident 3B, used, in addition to its three Rolls-Royce Spey turbofan engines, a centrally mounted RB.162-86 which was used for takeoff and climb in the hot prevailing conditions of the Mediterranean area. The ‘boost’ engine was shut down for cruising flight. Some conversion was needed for the change from vertical to horizontal installation. With the RB.162 fitted the Trident 3B had a 15% increase in thrust over the earlier variants for an engine weight penalty of only 5%.
First run in January 1962, only 86 were built.
A design study for a turbofan version of the RB.162 was designated RB.175. Another projected derivative, the RB.181 was to be a scaled down version of the RB.162 producing approximately 2,000 lbs of thrust. Seven of these lift engines were to power the unbuilt Lockheed/Short Brothers CL-704 VTOL variant of the F-104 Starfighter.
First run in 1953, the Rolls-Royce RB.106 was an advanced military turbojet engine by Rolls-Royce and was sponsored by the Ministry of Supply.
A two-shaft design with two axial flow compressors each driven by its own single stage turbine and reheat, it was of similar size to the Rolls-Royce Avon, allowing it to be used as a drop-in replacement, but it would have produced about twice the thrust at 21,750 lbf (96.7 kN). The two-shaft layout was relatively advanced for the era; the single-shaft de Havilland Gyron matched it in power terms, while the two-spool Bristol Olympus was much less powerful at the then-current state of development. Apart from being expected to power British aircraft such as those competing for Operational Requirement F.155 it was selected to be the powerplant for the Avro Canada CF-105 Arrow. However funding was cut with the 1957 Defence White Paper which terminated most aircraft development then under way. The Arrow moved to an indigenous two-spool design similar to the RB.106, the Orenda Iroquois.
A scaled-up version of the RB106 intended for F.155 was the Rolls-Royce RB122. The RB.106 project was cancelled in March 1957, at a reported total cost of £ 100,000.
RB.106 Type: Two-shaft turbojet Compressor: axial flow; LP followed by HP Turbine: axial flow; HP single stage; LP single-stage Maximum thrust: 21,750 lbf (96.7 kN)
The Rolls-Royce Turbomeca RTM322 is a turboshaft engine produced by Rolls-Royce Turbomeca Limited, a joint venture between Rolls-Royce plc and Turbomeca. The engine was designed to suit a wide range of military and commercial helicopter designs. The RTM322 can also be employed in maritime and industrial applications.
The first order for the RTM322 was received in 1992 to power 44 Royal Navy Merlin HM1s which subsequently entered service in 1998. According to Rolls-Royce 1,500 engines are made or ordered, and about 80% of AW101’s use the engine.
The Rolls-Royce/MAN Turbo RB.193 was a vectored thrust turbofan engine joint development project by Rolls-Royce/MAN Turbo originally designed to meet a requirement for the VFW VAK 191B project. Design work commenced after a contract from the Federal German Ministry of Defence was signed in December 1965. Bristol Siddeley (from 1966 part of Rolls-Royce) were sub-contracted to manufacture components for the engine.
The design was similar in concept and closely related to the earlier Bristol Siddeley Pegasus, employing the same layout of ‘hot’ and ‘cold’ pairs of rotating thrust nozzles, internal airflow was the same as the Spey. Tethered flight testing of the VFW VAK 191B commenced in 1966 with the first free hovering flight taking place at Bremen in October 1971. The aircraft later successfully transitioned from hovering to forward flight at Manching in October 1972. Production did not follow after cancellation of the associated aircraft project. By the end of the test programme in 1975 the RB.193 had accumulated 12 hours of flight time and 91 flights and cost £8,000,000 (1966).
A VFW VAK 191B aircraft fitted with an RB.193-12 is on display at the Deutsches Museum Flugwerft Schleissheim, panels have been removed to allow viewing of the rotating nozzle and mechanisms.
Specifications:
RB.193-12 Type: High bypass twin-spool turbofan Diameter: 33 in Dry weight: 1,742 lb (790 kg) Compressor: Axial compressor, 3-stage fan, 2-stage LP, counter-rotating 6-stage HP Turbine: 3-stage LP, Single-stage air cooled HP Maximum thrust: 10,163 lb (4,610 kg)
The Rolls-Royce/MAN Turbo RB.153 was a high-performance 6,850 pounds-force (3,110 kgf) dry thrust turbofan engine developed jointly by Rolls-Royce Limited and MAN Turbo. Developed for the German EWR VJ 101D interceptor with a German-developed thrust-deflector system and first run in January 1963. The engine was also proposed for a number of other military VTOL projects including the Hawker P.1157. A commercial-version of the engine was also considered for the Messerschmitt Me P.160 airliner. The VJ101D project was cancelled and the engine never flew, being retained as a test bed.
In 1940 the Air Ministry placed a contract with the Gloster Aircraft Company for prototypes of a new twin-engined jet fighter aircraft to the requirement of F.9/40, this aircraft became the Gloster Meteor. At the same time Power Jets was authorised to design a new engine that was intended to power the same aircraft. The W.2 was built under contract by the Rover Car Company in the early 1940s. It was originally intended to be produced by Rover as the W.2B/23.
The W.2 was basically a larger version of Whittle’s original flying design, the Whittle Supercharger Type W.1, or simply W.1, which flew in 1941 in the Gloster E. 28/39 experimental testbed aircraft. The engines used a single double-sided centrifugal compressor, or impeller, with the compressed air being taken off at several ports around the extreme outer edge of the compressor disk. They both used Whittle’s “reverse flow” design, in which the flame cans (combustion chambers) were placed around the turbine to produce a shorter engine. This required the heated air to flow forward before reversing its direction to pass through the single-stage axial-flow turbine. For the W.2, the impeller was 19 inches (480 mm) in diameter and there were ten flame cans. Air was bled from the compressor and fed into the inner portion of the turbine for cooling. The entire engine weighed about 850 pounds (390 kilograms).
Whittle was constantly frustrated by Rover. He thought that that there was an inability to deliver production-quality parts, and became increasingly vocal about his complaints. Whittle accused Rover of “tampering” with the design of the engine in order to avoid patent fees and enable Rover to claim the design as their own, whilst Rover’s development work was proceeding at a slow pace. Rover was losing interest in the project after the delays and constant harassment from Whittle. Earlier, in 1940, Stanley Hooker of Rolls-Royce had met Whittle, and later introduced him to Rolls’ CEO, Ernest Hives. Rolls had a fully developed supercharger division, which Hooker directed, which was naturally suited to jet engine work. Hives agreed to supply key parts to help the project along. Eventually, in early 1943, Spencer Wilks of Rover met Hives and Hooker, and decided to trade the jet factory at Barnoldswick for Rolls’ Meteor tank engine factory in Nottingham. A handshake sealed the deal.
Power Jets W.2/700
Active interest in jet propulsion was first shown by Rolls-Royce during 1938, when a department was established for the design of gas turbines. In 1939 the first projects were put in hand, and by 1940 test rigs for components had been set up. Towards the end of that year the company was making components for Whittle units on behalf of Power Jets, Ltd., and was undertaking the manufacture of turbine blades, casings, pumps and other components.
During 1941 a special test plant was installed, with a Vulture to drive the compressors.
Rover handed over a total of 32 W.2B/23 engines to Rolls-Royce as well as four “straight-through” W.2B/26 engines, developed by Rover’s Adrian Lombard. Rolls-Royce named their engines, and the continuous flow of air through the jets inspired Hooker to name them after the flow of British rivers. The W.2B/23 became the RB.23 Welland (RB standing for Rolls Barnoldswick), and the W.2B/26 became the RB.26 Derwent. Adrian Lombard moved with the engines from Rover to Rolls-Royce. Stanley Hooker helped in the task of ironing out the remaining problems, and things soon improved. A flight-quality /23 was fitted to a Gloster G.40, an updated version of the E.28 that had flown the W.1, and was flown by John Grierson on 1 March 1943. Starting in April, the ratings had been improved to 1,526 lbf (6.79 kN) thrust, and passed a run at 1,600 lbf (7.1 kN) on 7 May 1943. The prototype F.9/40 was finally fitted with 1,700 lbf (7.6 kN) engines and was flown by Michael Daunt on 24 July 1943.
The first Rolls-Royce turbojet, known as the WR1, measured 54in in diameter and was designed for a thrust of 2,000 lb. Built primarily to demonstrate that the aircraft gas turbine could be made cornpletely reliable, it ran for some 35 hr. Two examples were built, but combustion trouble was experienced.
Rolls-Royce there upon assumed control of the W.2 project, with Frank Whittle and his small team at Power Jets acting in an advisory capacity. Together, they ironed out the problems with the W.2 and finally put the engine into mass production as the 1600lbf thrust Rolls-Royce Welland. These engines were installed in the Gloster Meteor F Mk1 and early F Mk3’s and entered service in 1944.
Early in 1943 Rolls-Royce took over research on the W2B/23 unit from the Rover company, whose engineers had developed straight-through combustion; units of the type were installed in the Gloster E.28/39 experimental aircraft, and in the tails of two Vickers-Armstrongs Wellingtons. Like the earlier Power Jets W.1, the trombone configuration featured a simple double-sided centrifugal compressor, reverse-flow combustion chambers and an air-cooled axial-flow turbine section. The first Rolls-Royce/Whittle W2B/23 passed its 100-hr type-test in April 1943, and was given the name Welland; in June 1943 two were fitted in the Gloster F.9/40 (prototype of the Meteor), and by May 1944 Wellands were being regularly delivered for R.A.F. Meteors. The Welland had a reverse-flow combustion system, a maximum diameter of 43in and could develop 1,700 lb, although for the F9/40 it was at first derated to 1,450 lb.
Rolls-Royce Welland
The Halford H1 development was not held up like the W2/B hence it powered the the first Meteor to fly on the 5th March 1943 beating the Rover W2/B 23 powered DG205 by a week.
The first examples produced by Rover had serious problems with “surging”, in which the speed of the engine would suddenly increase out of control. Maurice Wilks eventually delivered a solution, by adding a set of 20-vane diffusers to the exhaust area. This solved the surging, but they now found that they had serious problems with the turbines failing, due to heat. J.P. Herriot of the Air Inspection Department (A.I.D.) was sent to Rover to provide improved turbine materials, and soon the engine achieved a 25-hour test at 1,250 lbf (5.6 kN) in November 1942. Meanwhile, the prototype Gloster F.9/40, soon to be known as the Meteor, was ready for flight, although the engines were not. Taxi tests were started by test pilot Jerry Sayer while the flight-quality engines waited. A real flight-test of the engine itself took place on 9 August 1942, fitted in the tail of a Vickers Wellington bomber.
Two Wellands were installed in the first production Meteor Mk.1, Serial number EE210/G, (the “/G” signifying “Guard”, meaning that the aircraft was to have an armed guard at all times while on the ground) which was test flown by Daunt on 12 January 1944. This Meteor was then sent to the US in exchange for a General Electric J31 (Power Jets W.1) powered Bell XP-59A Airacomet, RG362/G. The Meteor was first flown at Muroc Army Airfield by John Grierson on 15 April. Several test flights followed, and by December it had been shipped back to the UK. Production of the Meteor continued, with EF211 to 229 and 230 through 244 entering service No. 616 Squadron RAF in May 1944. The Wellands were rated at 1,600 lbf (7.1 kN), with 180 hours between overhauls. The Jumo 004B, which entering service only a few weeks earlier, was rated at 1,984 lbf (8.8 kN), but required overhaul after 10–20 hours. Flying from RAF Manston, near the English Channel, the 616 first saw action against the V-1 flying bombs en route to London on 27 July 1944.
From October 1943 a total of 167 Wellands were dispatched from the Rolls-Royce facility at Barnoldswick. By this point, Adrian Lombard’s straight-through design, which became the Rolls-Royce Derwent, had proved to be both more reliable and somewhat more powerful, and production of the Welland ended.
Variants:
W.2 Design thrust of 1600 lbf and a dry weight of approximately 850lb. Early versions could not exceed 1000lbf thrust without compressor surge.
W.2Y Direct flow combustion chamber design, May 1940, unbuilt.
W.2B Rover developed unit.
W.2/700 New compressor diffuser, improved compressor rotor and a static thrust of 2,000 lbf at 16,700 rpm.
W.2/800
W.2/850 A developed version of greater thrust of 2,485 lbf (1,127 kgf) at 16,500 rpm and a higher dry weight of 950lb (431 kg).
Rolls-Royce Welland Mass produced version of the W.2. Developed 1600lbf static thrust. 167 built
Applications: The following aircraft were used for test purposes only: Gloster E.28/39 F.9/40 Vickers Wellington
Production aircraft: Gloster Meteor
The W.2B/700 was to be used in the Miles M.52 supersonic research aircraft. In order to achieve the thrust required for supersonic flight, a version of the engine was developed using a turbine-driven “augmenter” ducted fan (an early form of turbofan). The NO.4 augmenter was mounted behind the engine, drawing fresh air through ducts surrounding the engine. Power was boosted even further by supplying the air to the world’s first “reheat jetpipe” or afterburner which was actually a very early athodyd or ramjet. The hope was that this combination of the W.2/700, turbofan augmenter and re-heat/ramjet would produce the required power for the proposed 1,000mph aircraft.
First run in May 1937, the Rolls-Royce Vulture liquid-cooled engine had its 24 cylinders arranged in four banks of six, in the form of an X, and may be considered as two Kestrel-size units with a common crankshaft. It was test flown in a modified Hawker Henley and was used on operations in Avro Manchester bombers, though various troubles, and the desirability of concentrating on the Merlin and Griffon, led to discontinuance of development. (The basic Manchester airframe, with four Merlins in place of two Vultures, became the splendidly successful Lancaster.) The Vulture was also installed in the Hawker Tornado fighter and Vickers-Armstrongs Warwick bomber.
Although the Vulture used cylinders of the same bore and stroke of the Kestrel, the redesigned cylinder blocks had increased cylinder spacing to accommodate a longer crankshaft, necessary for extra main bearings and wider crankpins.
Few details of the engine were ever released, but when it was first described in Flight, in June 1942, it was noted that the capacity was 2,592 cu in. Maximum power ratings were 1,845 h.p. at 3,000 r.p.m. at 5,000 ft in low gear, and 1,710 h.p. at 3,000 r.p.m. at 15,000 ft in high gear. Detail construction followed previous practice in that light-alloy cylinder blocks, head and coolant jacket were employed, with “wet” cylinder liners of steel. The crankshaft was carried in seven bearings. Each cylinder had four valves, operated by overhead camshaft, and two sparking plugs; there were two independent screened magnetos. Variabledatum automatic boost control, with two-position mixture control, was used in conjunction with an S.U. twin-choke, down draught carburettor, and there were two vertical air intakes, coupled by a single entry. The two-speed supercharger delivered mixture to two trunk pipes, each feeding two blocks of cylinders.
The engine was originally designed to produce around 1,750 horsepower (1,300 kW), but continuing problems with the Vulture design meant that the engines were derated to around 1,450-1,550 hp in service by limiting the maximum rpm.
The Vulture had been intended to power the Hawker Tornado interceptor, but with the cancellation of Vulture development, Hawker abandoned the Tornado and concentrated on the Hawker Typhoon, which was powered by the Napier Sabre. Likewise, the same cancellation caused the abandonment of the Vulture-engined version of the Vickers Warwick bomber.
The only aircraft type designed for the Vulture to actually go into production was the twin-engined Avro Manchester. When the engine reliability problems became clear, the Avro team persuaded the Air Ministry that switching to a four-Merlin version of the Manchester, which had been in development as a contingency plan, was preferable to retooling Avro’s factories to make the Handley Page Halifax. The resulting aircraft was initially called the Manchester Mark III and then renamed Avro Lancaster, going on to great success as the RAF’s leading heavy bomber.
The engine suffered from an abbreviated development period and the reliability of the Vulture was very poor. Apart from delivering significantly less than the designed power, the Vulture suffered from frequent failures of the big end connecting rod bearings, which was found to be caused by a breakdown in lubrication, and also from heat dissipation problems. Rolls-Royce were initially confident that they could solve the problems, but the company’s much smaller Merlin was already nearing the same power level as the Vulture’s original specification, and so production of the Vulture was discontinued in 1943 after only 538 had been built.
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
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: in Entry Into Service: 110
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
