J E Trent Popular Books

J E Trent Biography & Facts

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 61,900 to 97,000 lbf (275 to 431 kN). Launched as the RB-211-524L in June 1988, the prototype first ran in August 1990. 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 has also marine and industrial variants like the RR MT30. Development Despite the RB211 success, the large civil turbofan market was dominated by General Electric and Pratt & Whitney, and Rolls-Royce share was only 8% when it was privatised in April 1987. In June, Rolls-Royce was studying whether to launch a RB211-700, a 65,000 lbf (290 kN) development 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 70,000 lbf (310 kN). By June 1988, Rolls-Royce was investing over $540 million to develop the uprated RB-211-524L with a new 95 in (240 cm) fan up from 86 in (220 cm) for the -524G/H and a fourth LP turbine stage up from three, targeting 65,000 to 70,000 lbf (290 to 310 kN). At the September 1988 Farnborough Airshow, the 65,000–72,000 lbf (290–320 kN) -524L development was confirmed, estimated at £300 million, to power the MD-11 and A330 as a full-scale model was unveiled by Frank Whittle. In June 1989, the RB211-524L Trent was confirmed for the A330, rated at 74,000 lbf (330 kN). Rated at 65,000 lbf (290 kN) for the MD-11, the Trent made its first run on 27 August 1990 in Derby. By September 1992, the 94.6 in (240 cm) Trent 600 for the MD-11 was abandoned and prototypes were rebuilt as Trent 700 engines for the A330 with a 97.4 in (247 cm) fan. In keeping with Rolls-Royce's tradition of naming its jet engines after rivers, this engine is named after the River Trent in the Midlands of England. The UK government granted Rolls-Royce £450 million repayable launch investment, repaid with interest, to develop the RB.211 engine and the Trent family up to the Trent 900. Rolls-Royce obtained £200 million for the Trent 8104, 500 and 600 variants in 1997, and £250 million for the Trent 600 and 900 variants in 2001, no aid was sought for Trent 1000 variant. 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. The engine family is named after the River Trent, a name previously used for the RB.50, Rolls-Royce's first working turboprop engine; and the 1960s RB.203, a 9,980 lbf (44.4 kN) bypass turbofan and the first three-spool engine, designed to replace the Spey but never introduced. In 2019, Rolls-Royce delivered 510 Trent engines. Design Like its RB211 predecessor, the Trent uses a concentric three-spool design rather than a two-spool configuration. The Trent family keeps a similar layout, but each spool can be individually scaled and can rotate more closely to its optimal speed. The core noise levels and exhaust emissions are lower than those of the RB211. Hollow titanium fan blades with an internal Warren-girder structure achieve strength, stiffness and damage tolerance at low weight. 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. Each turbine blade removes up to 560 kW (750 hp) from the gas stream. In April 1998, the RB211-524HT was introduced for the 747-400 with the Trent 700 core, replacing the previous RB211-524G/H with 2% better TSFC, up to a 40% lower NOx emissions and a 50 °C cooler turbine. The Trent 800 LP spool rotates at 3300 rpm, its 110 in (279 cm) diameter fan tip travels at 482 m/s. The Trent 900's 116 in (290 cm) fan keeps a low mean jet velocity at take-off to lower the Airbus A380 noise. Variants First Trent 600 At the McDonnell Douglas MD-11 program launch at the end of 1986, it was only offered with GE CF6-80C2 or PW4000 engines, but Rolls-Royce was studying to propose the 747-400's RB211-524D4D rated at 58,000 lbf (260 kN). By June 1988, Rolls-Royce was investing over $540 million to develop the uprated RB-211-524L with a new 95 in (240 cm) fan up from 86 in (220 cm) for the -524G/H and a fourth LP turbine stage up from three, targeting 65,000 to 70,000 lbf (290 to 310 kN). Rated at 65,000 lbf (290 kN), the Trent made its first run on 27 August 1990 in Derby. By July 1991, the MD-11 Trent was abandoned after the demise of Air Europe, its only customer. By February 1992, there were four Trent 600 engines with a 94.6 in (240 cm) fan. By September 1992, three were rebuilt as Trent 700 engines for the A330 with a 97.4 in (247 cm) fan. Trent 700 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 and put into service in March 1995. Keeping the characteristic three-shaft architecture of the RB211, it is the first variant of the Trent family. With its 97.4 in (247 cm) fan for a 5:1 bypass ratio, it produces 300.3 to 316.3 kN (67,500-71,100 lbf) of thrust and reaches an overall pressure ratio of 36:1. It competes with the GE CF6-80E1 and the PW4000 to power the A330. Trent 800 The Trent 800 is one of the engine options for the early Boeing 777 variants. Launched in September 1991, it first ran in September 1993, was granted EASA certification on 27 January 1995, and entered service in 1996. It reached a 40% market share, ahead of the competing PW4000 and GE90, and the last Trent-powered 777 was delivered in 2010. The Trent 800 has the Trent family three shaft architecture, with a 280 cm (110 in) fan. With a 6.4:1 bypass ratio and an overall pressure ratio reaching 40.7:1, it generates up to 413.4 kN (92,940 lbf) of thrust. Trent 8100 In the early Trent 800 studies in 1990, Rolls-Royce forecast a growth potential from 85,000 to 95,000 lbf (380 to 420 kN) with a new HP core. By March 1997, Boeing studied 777-200X/300X growth derivatives for a September 2000 introduction: GE was proposing a 454 kN (102,000 lbf) GE90-102B, while P&W offered its 436 kN (98,000 lbf) PW4098 and Rolls-Royce was proposing a 437 kN (98,000 lbf) Trent 8100. Rolls-Royce was also studying a Trent 8102 over 445 kN (100,000 lbf). By December 1997, the -300X MTOW grew to 324,600 kg (715,600 lb). The 454 kN (102,000 lbf).... Discover the J E Trent popular books. Find the top 100 most popular J E Trent books.