Rolls-Royce Trent

The Rolls-Royce Trent is a family of high-bypass turbofans produced by Rolls-Royce. It continues the three spool architecture of the RB211 with a maximum thrust ranging from Template:Cvt. Launched as the RB-211-524L in June 1988,<ref name=Flight10sep1988/> the prototype first ran in August 1990.<ref name=AvWeek10sep1990/> Its first variant is the Trent 700 introduced on the Airbus A330 in March 1995, then the Trent 800 for the Boeing 777 (1996), the Trent 500 for the A340 (2002), the Trent 900 for the A380 (2007), the Trent 1000 for the Boeing 787 (2011), the Trent XWB for the A350 (2015), and the Trent 7000 for the A330neo (2018). It also has marine and industrial variants such as the RR MT30.

Development

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.<ref name="The_Magic_Of_A_Name">Template:Cite book</ref> In June 1987, Rolls-Royce was studying whether to launch a Template:Cvt 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 Template:Cvt.<ref>Template:Cite magazine</ref> By June 1988, Rolls-Royce was investing over $540 million to develop the uprated RB-211-524L with a new Template:Cvt fan (up from Template:Cvt) for the -524G/H and a fourth LP turbine stage up from three, targeting Template:Cvt.<ref name="archive.aviationweek.com">Template:Cite magazine</ref>

At the September 1988 Farnborough Airshow, the Template:Cvt -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.<ref name=Flight10sep1988>Template:Cite magazineTemplate:Dead link</ref> In June 1989, the RB211-524L Trent was confirmed for the A330, rated at Template:Cvt.<ref>Template:Cite magazine</ref> Rated at Template:Cvt for the MD-11, the Trent made its first run on 27 August 1990 in Derby.<ref name=AvWeek10sep1990>Template:Cite magazine</ref> By September 1992, the Template:Cvt Trent 600 for the MD-11 was abandoned and prototypes were rebuilt as Trent 700 engines for the A330 with a Template:Cvt fan.<ref name="Rolls ties global strategy to Trent">Template:Cite magazine</ref>

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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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,<ref>Template:Cite book</ref> 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 Template:Cvt bypass turbofan and the first three-spool engine, designed to replace the Spey but never introduced.Template:Citation needed

In 2019, Rolls-Royce delivered 510 Trent engines.<ref>Template:Cite news</ref>

Design

File:2013-09-18 TrentTurbineBlades.jpg

Nickel-alloy high pressure turbine blades with cooling holes for use in gas hotter than their melting point

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.<ref name=RollsNov2003/> To operate in temperatures above their melting point, cooling air is bled from the compressor through laser-drilled holes in the hollow turbine blades, made from a single crystal of a nickel alloy and covered by thermal barrier coatings.<ref name=RollsNov2003/> Each turbine blade removes up to Template:Cvt from the gas stream.<ref name=RollsNov2003>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

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.<ref name="RB211524GH-T">Template:Cite news</ref> The Trent 800 LP spool rotates at 3300 rpm,<ref name=TCDS800/> its Template:Cvt diameter fan tip travels at {{#expr:2.79*pi*3300/60round0}} m/s. The Trent 900's Template:Cvt fan keeps a low mean jet velocity at take-off to lower the Airbus A380's noise.<ref name="Trent900_fan">Template:Cite news</ref>

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 Template:Cvt.<ref>Template:Cite magazine</ref> By June 1988, Rolls-Royce was investing over $540 million to develop the uprated RB-211-524L with a new Template:Cvt fan (up from Template:Cvt) for the -524G/H and a fourth LP turbine stage up from three, targeting Template:Cvt.<ref name="archive.aviationweek.com"/> Rated at Template:Cvt, the Trent made its first run on 27 August 1990 in Derby.<ref name=AvWeek10sep1990/> By July 1991, the MD-11 Trent was abandoned after the demise of Air Europe, its only customer.<ref>Template:Cite magazine</ref> By February 1992, there were four Trent 600 engines with a Template:Cvt fan.<ref name=AvWeek17feb1992>Template:Cite magazine</ref> By September 1992, three had been rebuilt as Trent 700 engines for the A330 with a Template:Cvt fan.<ref name="Rolls ties global strategy to Trent"/>

Trent 700

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File:Airbus A330-200 XL AW (XLF) F-GRSQ - MSN 501 (9859164524).jpg

The Trent 700 nacelle on the A330 has an exhaust mixer

Rolls-Royce was studying a RB211 development for the Airbus A330 at its launch in June 1987. The Trent 700 was first selected by Cathay Pacific in April 1989, first ran in summer 1992, was certified in January 1994<ref name="TCDS700"/> and put into service in March 1995. Keeping the characteristic three-shaft architecture<ref name="TCDS700"/> of the RB211, it is the first variant of the Trent family. With its Template:Cvt fan for a 5:1 bypass ratio, it produces Template:Cvt of thrust<ref name="TCDS700">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and reaches an overall pressure ratio of 36:1.<ref name=700poster/> It competes with the GE CF6-80E1 and the PW4000 to power the A330.

Trent 800

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The Trent 800 is one of the engine options for the early Boeing 777 variants. Launched in September 1991,<ref name=AvWeek16sep1991>Template:Cite magazine</ref> it first ran in September 1993,<ref name=AvWeek14sep1992>Template:Cite magazine</ref> was granted EASA certification on 27 January 1995,<ref name=TCDS800/> and entered service in 1996.<ref name=RollsJapan>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> It reached a 40% market share,<ref name=RollsTrent800>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> ahead of the competing PW4000 and GE90, and the last Trent 800-powered 777 was delivered in 2010.<ref name=MRO29sep2017>Template:Cite news</ref> The Trent 800 has the Trent family three shaft architecture, with a Template:Cvt fan.<ref name=AvWeek16apr1990/> With a 6.4:1 bypass ratio and an overall pressure ratio reaching 40.7:1, it generates up to Template:Cvt of thrust.<ref name=TCDS800>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Trent 8100

In the early Trent 800 studies in 1990, Rolls-Royce forecast a growth potential from Template:Cvt with a new HP core.<ref name=AvWeek16apr1990>Template:Cite magazine</ref> By March 1997, Boeing studied 777-200X/300X growth derivatives for a September 2000 introduction: GE was proposing a Template:Cvt GE90-102B, while P&W offered its Template:Cvt PW4098 and Rolls-Royce was proposing a Template:Cvt Trent 8100.<ref>Template:Cite news</ref> Rolls-Royce was also investigating another variant, the Trent 8102, which would produce over Template:Cvt of thrust.<ref>Template:Cite news</ref> By December 1997, the -300X Template:Abbr grew to Template:Cvt.<ref>Template:Cite news</ref> The Template:Cvt Trent 8104 design was to be completed by June 1998, while the -200X entry into service slipped to mid-2002.<ref name=Flight3june1998/> Higher thrust was obtained with new swept fan blades while keeping a Template:Cvt fan.<ref name=Flight3june1998>Template:Cite news</ref>

The Template:Cvt Trent 8104 first ran on 16 December 1998, and exceeded Template:Cvt of thrust five days later, before two other engines would join by mid-1999.<ref name=Flight27jan1999/> The swept fan blades produce 2–3% more flow at a given speed with the same Template:Cvt fan, for an additional Template:Cvt of thrust, while fan efficiency is 1% better.<ref name=Flight27jan1999/> The HP compressor rotors and stators and the IP compressor stators were designed with 3D aerodynamics.<ref name=Flight27jan1999/> As the 777-200X/300X grew to a MTOW of Template:Cvt, thrust requirements drifted to Template:Cvt.<ref name=Flight27jan1999/> The fan diameter was to reach Template:Cvt to increase the thrust.<ref name=Flight27jan1999>Template:Cite news</ref>

By June 1999, the 8104 served as a basis for the proposed Template:Cvt Trent 8115, with a scaled core by 2.5% geometrically and 5% aerodynamically and a fan enlarged from Template:Cvt, 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.<ref>Template:Cite news</ref> 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.<ref>Template:Cite news</ref> Rolls-Royce later dropped the Trent 8115 but continued to work on the Trent 8104 as a technology demonstrator.<ref>Template:Cite news</ref>

Trent 500

File:Rolls-Royce Trent 556-61 engine (8459419360).jpg

Trent 500 on wing, cowlings open

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The Trent 500 exclusively powers the larger A340-500/600 variants. It was selected in June 1997,<ref name="Flug Revue A340">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> first ran in May 1999,<ref name=ICED2003>Template:Cite news</ref> first flew in June 2000,<ref name=Flight25july2000/> and achieved certification on 15 December 2000.<ref name=TCDS500/> It entered service in July 2002 and 524 engines were delivered on-wing until the A340 production ended in 2011. Keeping the three spool architecture of the Trent family, it has the Trent 700's Template:Cvt fan and a Trent 800 core scaled down.<ref name=Flight25july2000>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> It produces up to Template:Cvt of thrust at take-off and has a bypass ratio up to 8.5:1 in cruise.<ref name=TCDS500>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Trent 900

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File:Airbus Lagardère - Trent 900 engine MSN100 (6).JPG

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,<ref name=Flight24july1996>Template:Cite news</ref> this first application was later abandoned but it was offered for the A3XX,<ref name=Flight26feb1997>Template:Cite magazine</ref> launched as the A380 in December 2000.<ref name=CNN19dec2000>Template:Cite news</ref> It first ran on 18 March 2003,<ref name=Flight20may2003>Template:Cite news</ref> made its maiden flight on 17 May 2004 on an A340 testbed,<ref name=Airbus17may2004>Template:Cite press release</ref> and was certified by the EASA on 29 October 2004.<ref name=TCDS900>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Producing up to Template:Cvt, the Trent 900 has the same three shaft architecture of the Trent family with a Template:Cvt fan.<ref name=TCDS900/> It has an 8.5–8.7:1 bypass ratio and a 37–39:1 overall pressure ratio.<ref name=Brochure>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Second Trent 600

In March 2000, Boeing was to launch the longer range 767-400ERX powered by Template:Cvt engines, with deliveries planned for 2004.<ref name=Flight20march2000>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref name=Flight25July2000/> The Template:Cvt Trent 600 was scaled from the Trent 500 with a swept fan diameter raised to Template:Cvt for a higher bypass ratio and lower fuel burn.<ref name=Flight25July2000>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>Template:Cite press release</ref> Boeing offered the longer-range 767-400ERX with a higher MTOW and a higher thrust for better takeoff performance.<ref>Template:Cite press release</ref> The 767-400ERX was dropped in 2001 to favour the Sonic Cruiser.<ref>Template:Cite magazine</ref> When Boeing launched the 747-8 in November 2005, it was exclusively powered by the General Electric GEnx.<ref>Template:Cite press release</ref>

Trent 1000

File:Trent 1000 GoodwinHall VirginiaTech.jpg

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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 Template:Cvt engine has a bypass ratio over 10:1, a Template:Cvt fan and keeps the characteristic three-spool layout 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 £{{#expr:554+450+(450-100)}} million. By early 2018 it had a {{#expr:420/(1277-176)*100round0}}% market share of the confirmed order book. The Trent 7000 is a version with bleed air used for the Airbus A330neo.

Trent 1500

When the Template:Cvt MTOW A340-600HGW first flew in November 2005, Airbus was studying an enhanced version of the larger A340 variants to enter service in 2011.<ref name=Flight29nov2005/> It would better compete with the 777-300ER and its 8–9% lower fuel burn than the A340-600: improved General Electric GEnx or Trent 1500 engines would erode this by 6–7%.<ref name=Flight29nov2005/> The Trent 1500 would keep the Trent 500's Template:Cvt fan diameter and nacelle, with the smaller, advanced Trent 1000 core and a revised LP turbine for a bypass ratio increased from 7.5–7.6:1 to 9.5:1.<ref name=Flight29nov2005>Template:Cite news</ref> The last A340 was delivered in 2011 as it was replaced by the updated A350XWB design.

Trent XWB

File:Rolls-Royce Trent XWB Fan, ILA 2018.jpg

The Template:Cvt fan of the Trent XWB

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The Trent XWB was selected in July 2006 to exclusively power the Airbus A350 XWB.<ref name=Flight25jul2006>Template:Cite news</ref> The first engine was run on 14 June 2010,<ref name=first_test>Template:Cite news</ref> it first flew on an Airbus A380 testbed on 18 February 2012,<ref name=first_flight_test>Template:Cite news</ref> was certified in early 2013,<ref name=RollsRoyce7feb2013>Template:Cite press release</ref> and first flew on an A350 on 14 June 2013.<ref name=rr140613>Template:Cite press release</ref> It keeps the characteristic three-shaft layout of the Trent, with a Template:Cvt fan, an IP and HP spool.<ref name=TCDS-XWB/> The XWB-84 generates up to Template:Cvt of thrust and the XWB-97 up to Template:Cvt. The engine has a 9.6:1 bypass ratio and a 50:1 pressure ratio.<ref name=infographic>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> It had its first in-flight shutdown on 11 September 2018, as the fleet accumulated 2.2 million flight hours.<ref name=AvWeek17sep2018>Template:Cite news</ref> It is the most powerful among all Trent engines.

Trent 7000

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The Rolls-Royce Trent 7000 exclusively powers the Airbus A330neo. Announced on 14 July 2014,<ref name=launchPR>Template:Cite press release</ref> it first ran on 27 November 2015,<ref name=firstrun7000>Template:Cite press release</ref> made its first flight on 19 October 2017 aboard on an A330neo,<ref name=Rolls19oct2017>Template:Cite press release</ref> received its EASA type certification on 20 July 2018 as a Trent 1000 variant,<ref name=TCDS7000/> was first delivered on 26 November,<ref name=Flight27nmov2018>Template:Cite news</ref> and was cleared for ETOPS 330 by 20 December.<ref name=flight20dec2018>Template:Cite news</ref> Compared to the A330's Trent 700, the Template:Cvt engine doubles the bypass ratio to 10:1 and halves emitted noise.<ref name=launchPR/> Pressure ratio is increased to 50:1 and it has a Template:Cvt fan and a bleed air system.<ref name=AvWeek14Jul2014>Template:Cite news</ref> Fuel consumption is improved by 11%.<ref name=AI140723>Template:Cite news</ref>

Non-aircraft variants

MT30 (Marine Turbine)

{{ safesubst:#invoke:Unsubst||date=__DATE__ |$B= {{ safesubst:#invoke:Unsubst||date=__DATE__ |$B= Template:Ambox }} }} {{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}} 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 Template:Sclasss.

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.<ref name=SiemensTrent60>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref name=SiemensTrent60/> The heat from the exhaust, some 416–433 °C,<ref name=SiemensTrent60/> can be used to heat water and drive steam turbines, improving efficiency of the package. Besides Rolls-Royce, the Trent 60 is also packaged by UK-based Centrax LTD,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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%.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Sales of the Trent family of engines have made Rolls-Royce the second biggest supplier of large civil turbofans after General Electric,<ref>Template:Cite news</ref> relegating rival Pratt & Whitney to third position. By June 2019, the Trent family had completed over 125 million hours.<ref>Template:Cite press release</ref>

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.Template:Efn

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.<ref>Template:Cite news</ref> This resulted in Airworthiness Directives mandating the replacement of the heat exchanger.<ref name="Trent700">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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<ref name="Trent700"/> in one incident, and both engines in another.<ref>Template:Cite news</ref> The modification involves replacing a face plate with many small protruding tubes with one that is flat.<ref>Template:Cite news</ref>

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.Template:Citation needed

Research

Affordable Near-Term Low Emissions

Between 1 March 2000 and 28 February 2005, the EU funded the Template:Abbr project, aiming to design and test two strategies to reduce Template:Co2 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> It was equally shared between the Template:Abbr demonstrator and the CLEAN programme for longer term technology applications.<ref name=ITP29jun2005/> The ANTLE programme targeted reductions of 12% in [[carbon dioxide|Template:CO2]] emissions, 60% in [[nitrogen oxide|Template:Nox]] emissions, 20% in acquisition cost, 30% in life cycle cost and 50% in development cycle, while improving reliability by 60%.<ref name=ITP29jun2005/> The test phase ended by summer 2005.<ref name=ITP29jun2005>Template:Cite press release</ref>

The ANTLE engine was based on a Rolls-Royce Trent 500.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref name=ITP29jun2005/> Volvo Aero was responsible for the rear turbine structures.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref name=Flight6feb2018/> In late 2018 Rolls-Royce has ground tested its ALPS demonstrator: a Trent 1000 fitted with composite fan blades and case, including bird strike trials.<ref name=Flight6feb2018>Template:Cite news</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

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.<ref name=Rolls26feb2014/> The Advance bypass ratio should exceed 11:1 and its overall pressure ratio 60:1.<ref name=AvWeek26feb2014/>

In previous Trents, the HP spool was similar in all models and the engine grew by increasing the intermediate pressure spool's work. The Advance reverses this trend and the load is shifted towards the high pressure spool, with a greater pressure ratio, up to 10 compressor stages compared to 6 on the Trent XWB and a two-stage turbine replacing the current single-stage. The IP compressor will shrink from the 8 stages of today's XWB to 4 and the IP turbine will be single- rather than of two stages.<ref name=AvWeek25Aug2014/>

The Advance3 ground-based demonstrator includes lean burn, run before on a Trent architecture only; ceramic matrix composite (CMC) for turbine high-temperature capability in the first stage seal segments and cast-bond first stage vanes; hybrid ball bearings with ceramic rollers running on metallic races, required to manage high load environments inside smaller cores.<ref>Template:Cite news</ref>

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.<ref name=Flight15June2017/> The twin fuel-distribution system in the lean-burn combustor adds complexity with a sophisticated control and switching system and doubles the pipework but should improve fuel consumption and reduce [[NOx|Template:Nox]] emissions.<ref name=Flight15June2017/> Hybrid ceramic bearings are newly configured to deal with loading changes and will cope with higher temperatures.<ref name=Flight15June2017/>

More variable vanes in one IP and four HP compressor stages will be optimised for constant changes through the flight envelope.<ref name=Flight15June2017/> An air pipe is produced by additive manufacturing and prototype components come from new suppliers.<ref name=Flight15June2017/> The Advance3 will survey bearing load, water ingestion, noise sources and their mitigation, heat and combustor rumble while blade-tip, internal clearances and adaptive control operation are radiographed in-motion to verify the thermo-mechanical modelling.<ref name=Flight15June2017/> The Boeing New Midsize Airplane needs falls in its thrust range.<ref name=Flight15June2017/> Advanced cooled metallic components and ceramic matrix composite parts will be tested in a late 2018 demonstrator based on a Trent XWB-97 within the high temperature turbine technology (HT3) initiative.<ref name=Flight15June2017>Template:Cite news</ref>

The core will be combined with a Trent XWB-84 fan and a Trent 1000 LP turbine for mid-2017 ground testing.<ref name=AW170406>Template:Cite news</ref> The Advance3 demonstrator was sent from the Bristol production facility to the Derby test stand in July 2017 to be evaluated until early 2018.<ref name=Flight15June2017/> The demonstrator began initial runs at Derby in November 2017.<ref>Template:Cite news</ref>

In early 2018, the demonstrator attained 90% core power, reaching a Template:Cvt P30 pressure at the rear of the Template:Abbr compressor, while measuring bearing loads, changed by the different compressor arrangement.<ref name=AvWeek6feb2018>Template:Cite news</ref> 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.<ref name=Flight6feb2018/> By July 2018, the Advance3 core ran at full power.<ref name=AvWeek15jul2018>Template:Cite news</ref> By early 2019, the engine had run over 100 hours.<ref name=AvWeek9may2019/>

Advanced low-emission combustion system (ALECSys)

A standalone engine will test the ALECSys on ground before another will be flight tested.<ref name=Flight15June2017/> Indoor ground tests of the lean-burn combustor were concluded on a modified Trent 1000 in January 2018, before being sent to Manitoba for cold-weather trials in February 2018, covering start-ups and ice ingestion.<ref name=Flight6feb2018/> Noise testing will follow on an outside rig, then flight tests in the next couple of years after 2018.<ref name=Flight6feb2018/>

UltraFan

The UltraFan is a geared turbofan with a variable pitch fan system that promises at least 25% efficiency improvement.<ref name=Rolls26feb2014>Template:Cite press release</ref> The UltraFan aims for a 15:1 bypass ratio and 70:1 overall pressure ratio.<ref name=AvWeek26feb2014>Template:Cite news</ref>

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 Template:Cvt per engine.<ref name=AvWeek25Aug2014>Template:Cite news</ref>

The variable pitch fan facilitates low pressure ratio fan operability.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Rolls-Royce worked with Industria de Turbo Propulsores to test ion plating (IP) turbine blade technologies.<ref>Template:Cite press release</ref> In Dahlewitz near Berlin, Rolls-Royce built a power rig simulating loading conditions in flight, sized for Template:Convert gear systems; and recruited 200 engineers. The ratio of the initial test gear will approach 4:1 and thrust could be up to Template:Cvt.<ref>Template:Cite news</ref> The test rig is an €84 million ($94 million) investment.<ref name=Flight15June2017/>

In partnership with Liebherr, the Template:Cvt UltraFan gearbox was first run in October 2016.<ref>Template:Cite press release</ref><ref>Template:Cite news</ref> 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.<ref name=AW170406/> Tests simulated aircraft pitch and roll on an attitude rig in September 2016 to assess oil flow in the gearbox.<ref name=Flight25May2017/> The gearbox went through high-power tests in May 2017.<ref name=Flight25May2017>Template:Cite news</ref><ref>Template:Cite news</ref> The UltraFan was to be Template:Cvt in diameter. Fan blades with titanium leading edges were evaluated under the ALPS programme.<ref name=Flight15June2017/>

At the September 2017 International Society for Air Breathing Engines (ISABE) conference in Manchester, UK, Rolls-Royce's Chief Technology Officer Paul Stein announced it reached Template:Cvt.<ref>Template:Cite press release</ref> In early 2018, a third gearbox was tested for endurance and reliability.<ref name=Flight6feb2018/> The first gearbox was then disassembled for evaluation, confirming the component's performance predictions.<ref name=Flight6feb2018/> In April 2018, Airbus agreed to provide aircraft integration and its nacelle and for flight testing, co-funded by the European Union research programme Clean Sky 2.<ref>Template:Cite press release</ref>

At the April 2018 ILA Berlin Air Show, flight testing was confirmed on Rolls-Royce's Boeing 747-200.<ref name=AvWeek2may2018/> The demonstrator generated Template:Cvt of thrust, exploiting current testing on the Advance 3 and the Template:Cvt gearbox.<ref name=AvWeek2may2018/> Fan diameter could be up to Template:Cvt, compared to the Trent XWB's Template:Cvt and the GE9X's Template:Cvt.<ref name=AvWeek2may2018>Template:Cite news</ref>

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.<ref name=AvWeek9may2018/> Along with eliminating the thrust reverser, a short, slim nacelle is lighter and less draggy, but in reverse-thrust the flow is distorted, turning the nozzle into the bypass duct, and then partly reversed again into the intermediate compressor.<ref name=AvWeek9may2018/> The large fan could lead to gull-wing airframes.<ref name=AvWeek9may2018>Template:Cite news</ref> By July 2018, the UltraFan configuration was frozen. Detailed design and component manufacture was set to enable 2021 ground tests.<ref name=AvWeek15jul2018/> The Template:Cvt diameter planetary gearbox has five planet gears, is sized to power Template:Cvt turbofans and amassed over 250 hours of run time by early 2019.<ref name=AvWeek9may2019>Template:Cite news</ref>

In February 2019, introduction was delayed until 2027, to re-engine current aircraft, after full-scale ground tests in 2021.<ref name=AvWeek5nov2019/> A variable-pitch fan or a more electric architecture would be needed beyond the 25% improvement over the Trent 800, for the 2030s-2040s.<ref name=AvWeek5nov2019/> A Template:Cvt integrated starter-generator on the shaft cold end would allow a smaller accessory drive.<ref name=AvWeek5nov2019/> It could drive an aft-fuselage boundary layer suction fan for a 35% better efficiency gain.<ref name=AvWeek5nov2019>Template:Cite news</ref>

By February 2020, Rolls-Royce was manufacturing the Template:Cvt diameter carbon fibre fan blades in Bristol, UK, saving with the composite fan case up to Template:Cvt on a twinjet.<ref>Template:Cite news</ref> By March 2022, Rolls-Royce had transferred the power gearbox, tested to Template:Cvt, from Dahlewitz to its UK site for assembly,<ref>Template:Cite news</ref>

By May 2023, the first run was made with an Template:Cvt demonstrator having a 14:1 bypass ratio, carbon-titanium fan blades, an Advance3 core and a new combustor.<ref name=Flight18may2023/> With 10% better fuel efficiency than the Trent XWB, the architecture could cover a Template:Cvt thrust range for single- or twin-aisles in the 2030s.<ref name=Flight18may2023>Template:Cite news</ref>

In November 2023, it was announced that the demonstrator had achieved at least Template:Cvt in maximum power tests, exceeding the design brief of 80,000lbf and had accumulated over 70 hours of run-time.<ref name=Flight13nov2023>Template:Cite news</ref>

At the 2024 Farnborough Air Show, Rolls-Royce announced upgrades to its Trent engines, with some enhancements drawing on the UltraFan technology demonstrator project.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

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

Gas Turbine Engines<ref>Template:Cite news</ref>

Variant	Thrust	Mass	Bypass	Pressure	Config	Fan	Cruise TSFC	First run	Application
Trent 600 (1)	Template:Cvt				8 IPC, 6 HPC 1 HPT, 1 IPT, 4 LPT	Template:Cvt	Template:Cvt<ref name="PittNorsworthy">Template:Cite book</ref>	1990	MD-11
Trent 700<ref>{{#invoke:citation/CS1|citation	CitationClass=web }}</ref>	Template:Cvt	Template:Cvt	5.0:1<ref name=700poster/>		citation	CitationClass=web }}</ref>	Template:Cvt 26 blades	Template:Cvt	1992	Airbus A330
Trent 800<ref name=TCDS800/>	Template:Cvt	Template:Cvt	6.4:1	33.9–40.7:1	8 IPC, 6 HPC 1 HPT, 1 IPT, 5 LPT	Template:Cvt 26 blades	Template:Cvt	1993	Boeing 777-200/200ER/300
Trent 500<ref name=TCDS500/>	Template:Cvt	Template:Cvt	7.6:1	36.3:1		Template:Cvt 26 blades	Template:Cvt	1999	Airbus A340-500/600
Trent 600 (2)	Template:Cvt	Template:Cvt		41:1		Template:Cvt 26 blades		dropped	Boeing 747X 767-400ERX
Trent 900<ref name="FAA T900">{{#invoke:citation/CS1|citation	CitationClass=web }}</ref>	Template:Cvt	Template:Cvt	8.7–8.5:1		37–39:1	Template:Cvt 24 blades	Template:Cvt	2003	Airbus A380
Trent 1000<ref name=TCDS1000>{{#invoke:citation/CS1|citation	CitationClass=web }}</ref>	Template:Cvt	Template:Cvt	10:1	50:1	8 IPC, 6 HPC 1 HPT, 1 IPT, 6 LPT	Template:Cvt 20 blades	Template:CvtTemplate:Efn	2006	Boeing 787
Trent 7000<ref>{{#invoke:citation/CS1|citation	CitationClass=web }}</ref>	Template:Cvt	Template:Cvt<ref name=TCDS7000>{{#invoke:citation/CS1|citation						CitationClass=web }}</ref>	2015	Airbus A330neo
Trent XWB<ref name=TCDS-XWB>{{#invoke:citation/CS1|citation	CitationClass=web }}</ref>	Template:Cvt	Template:Cvt	9.6:1		8 IPC, 6 HPC 1 HPT, 2 IPT, 6 LPT	Template:Cvt 22 blades	Template:CvtTemplate:Efn	2010	Airbus A350 XWB

External links

• Rolls-Royce plc
  • Trent 500 series
  • Trent 700 series
  • Trent 800 series
  • Trent 900 series
  • Trent 1000 series
  • Trent XWB
  • Trent 60
  • MT30
• Journey through a Trent engine