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Rolls-Royce Trent 800

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Trent 800
Boeing 777 nacelle
Type Turbofan
National origin United Kingdom
Manufacturer Rolls-Royce plc
First run September 1993[1]
Major applications Boeing 777
Produced 1993–present
Developed from Trent 700
Developed into Trent 500
Trent 900
MT30

The Rolls-Royce Trent 800 is a high-bypass turbofan produced by Rolls-Royce plc, one of the engine options for the first-generation Boeing 777 variants, also known as 777 Classics. 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 800-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.

Development

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Rear view of a 777 nacelle with separate core and bypass flows

By 1990, as Boeing was studying the enlarged 767-X, Rolls-Royce was proposing its Trent engine with a larger 110 in (280 cm) fan driven by a new, bigger LP turbine, a modified IP compressor and no exhaust mixer. It would attain 75,000 to 85,000 lbf (330 to 380 kN), to be certified in early 1995 for a mid-1995 introduction, with growth potential to 90,000–95,000 lbf (400–420 kN) with a new HP core.[2]

Certification was applied for on 2 April 1992.[3] By September 1992, its fan was to be tested in December and a full test was planned for September 1993.[1] Certification was granted by the EASA on 27 January 1995.[3] The first Boeing 777 with Trent 800 engines flew on 26 May 1995 and ETOPS approval was granted by the FAA on 10 October 1996.[4] The Trent 800 entered service on the Boeing 777 in 1996,[5] with Thai Airways on 31 March. By June 1998, the 33 aircraft fleet had a Trent 800 dispatch reliability over 99.96%.[6]

After being rebuffed by British Airways who selected the GE90 for their initial batch of Boeing 777s, Rolls-Royce launched the Trent 800 in September 1991 with a £250 million ($432.5 million) order from Thai Airways for their 15 Boeing 777s, with first deliveries for January 1996.[7] In 1995, the Trent 800 won a large order from Singapore Airlines, a traditional Pratt & Whitney customer. The Singapore order was followed by large orders from American Airlines and Delta Air Lines. British Airways announced in September 1998 that it was returning to Rolls-Royce for its second batch of 777s, and did so again in April 2007. [8] Other major operators of Trent 800-powered 777s include Air New Zealand and Kenya Airways. In 1996, Rolls-Royce had a 32% market share, above GE but behind PW.[8] By July 1999, Rolls had won 45% of all engine orders for the 777.[9] The Trent 800 later reached a 40% share of the engine market on the 777 variants for which it is available.[10] The last Trent 800-powered 777 was delivered in 2010.[11]

Rolls-Royce had unsuccessfully offered the Trent 8104 for the second-generation 777 (originally 777-X, eventually produced as the -300ER, -200LR, 777-200LRF or 777F). However Boeing selected GE Aviation as the exclusive engine supplier for the second-generation 777 with high-output derivatives of the General Electric GE90, and again for the third-generation Boeing 777X (-8, -9) which will be equipped by the General Electric GE9X. [12]

As of 2014, Rolls-Royce is offering an upgraded version of the engine, known as the Trent 800EP. It incorporates technology from Trent 1000 and Trent XWB engines including elliptical leading edges on intermediate- and high-pressure compressor blades. Rolls-Royce claims that it provides a 0.7% fuel-burn benefit.[13]

Design

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The 280 cm (110 in) fan has 26 wide chord titanium fan blades.[8]

The Trent 800 is an axial flow, high bypass turbofan with three coaxial shafts. The fan is driven by a 5-stage axial LP turbine (3300 rpm), the 8-stage IP compressor (7000 rpm) and the 6-stage HP compressor (10611 rpm) are each powered by a single stage turbine. It has an annular combustor with 24 fuel nozzles and is controlled by an EEC. The engine has a 6.4:1 bypass ratio in cruise and an overall pressure ratio of 33.9 to 40.7:1 at sea level, for a 340.6–413.4 kN (76,580–92,940 lbf) take-off thrust.[3] The 280 cm (110 in) fan has 26 diffusion bonded, wide chord titanium fan blades.[8]

The Trent 800 is the lightest Boeing 777 engine, with a 8,000 lb (3.6 t) weight saving over the GE90 and 5,400–6,500 lb (2.4–2.9 t) over the PW4000.[10] The Trent 800 weighs 6.078 t (13,400 lb) dry,[3] while the GE90 is 17,400 lb (7.89 t),[14] and the PW4000 is 16,260 lb (7.38 t).[15]

Japanese KHI and Marubeni Corporation are risk and revenue sharing partners on the Trent 800.[5]

Incidents

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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.[16] On 26 November 2008, Delta Air Lines Flight 18 from Shanghai to Atlanta, a Trent 895-powered Boeing 777, experienced an "uncommanded rollback" of one engine while in cruise at 39,000 feet (12,000 m). The National Transportation Safety Board (NTSB) concluded the cause of both incidents was the same - ice clogging the inlet side of the fuel-oil heat exchanger (FOHE) of the affected engines.[17]

These incidents, along with a similar incident in May of 2009 involving an Airbus A330 with Rolls Royce Trent-700 engines, resulted in Airworthiness Directives mandating the replacement of the fuel-oil heat exchangers in similar Rolls Royce Trent series engines.[18] Rolls-Royce developed a modification to prevent the problem recurring that involved replacing a face plate that had many small protruding tubes with one that is flat.[19][20]

Engines on display

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Rolls-Royce Trent 800 at Imperial War Museum Duxford

A Trent 800 is on display at the Rolls-Royce Heritage Trust Collection, Derby.

A Trent 800 is on display at the Imperial War Museum Duxford, in the first hall.

Variants

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RB211 Trent 875-17 (Trent 875-17)
Certified 27 January 1995, pressure ratio of 33.9, takeoff thrust of 340.6 kN (76,580 lbf).[3]
RB211 Trent 877-17 (Trent 877-17)
Certified 27 January 1995, pressure ratio of 34.7, takeoff thrust of 351.0 kN (78,910 lbf).[3]
RB211 Trent 884-17 (Trent 884-17)
Certified 27 January 1995, pressure ratio of 37.5, takeoff thrust of 380.0 kN (85,430 lbf).[3]
RB211 Trent 884B-17 (Trent 884B-17)
Certified 26 November 1999, pressure ratio of 37.5, takeoff thrust of 380.0 kN (85,430 lbf).[3]
RB211 Trent 892-17 (Trent 892-17)
Certified 13 November 1996, pressure ratio of 39.6, takeoff thrust of 406.8 kN (91,450 lbf).[3]
RB211 Trent 892B-17 (Trent 892B-17)
Certified 16 April 1997, pressure ratio of 39.6, takeoff thrust of 406.8 kN (91,450 lbf).[3]
RB211 Trent 895-17 (Trent 895-17)
Certified 22 June 1999, pressure ratio of 40.7, takeoff thrust of 413.4 kN (92,940 lbf).[3]

Specifications (Trent 800)

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Data from EASA[3]

General characteristics

  • Type: Three-shaft high bypass turbofan engine
  • Length: 4,568 mm (179.8 in)
  • Diameter: 280 cm (110 in)
  • Dry weight: 6,078 kg (13,400 lb)

Components

  • Compressor: Eight-stage IP axial compressor, six-stage HP axial compressor
  • Combustors: Single annular combustor with 24 fuel injectors
  • Turbine: Single-stage HP turbine, single-stage IP turbine, five-stage LP turbine

Performance

See also

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Related development

Comparable engines

Related lists

References

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Notes

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  1. ^ a b "Rolls ties global strategy to trent engine family". Aviation Week. 14 September 1992. pp. 73–74.
  2. ^ "Rolls-Royce to Enlarge Trent Engine Fan For 767-X But Retain Much Commonality". Aviation Week. 16 April 1990. pp. 21–22.
  3. ^ a b c d e f g h i j k l "Type-Certificate Data Sheet No. E.047" (PDF). EASA. 21 February 2019.
  4. ^ "Chronology Of The Boeing 777 Program". Boeing. Archived from the original on 9 June 2007.
  5. ^ a b "Powerful partner in Japan". Rolls-Royce. 2006. Archived from the original on 20 May 2007.
  6. ^ Guy Norris/ (3 June 1998). "Rolls-Royce completes Trent 8104 design and waits for 777-X". Flightglobal.
  7. ^ "Rolls-Royce Launches Trent 800 Engine With Order to Equip Thai Airways 777s". Aviation Week. 16 September 1991. pp. 21–22.
  8. ^ a b c d Guy Norris (11 September 1996). "A coming of age". Flight International.
  9. ^ Michael Harrison (8 July 1999). "Blow to Rolls as Boeing picks US rival". The Independent.
  10. ^ a b "Rolls-Royce Trent 800". Rolls-Royce.
  11. ^ Sean Broderick (29 September 2017). "Trent 800 Aftermarket To Waver Slightly Through 2021". MRO network.
  12. ^ Guy Norris/ (3 June 1998). "Rolls-Royce completes Trent 8104 design and waits for 777-X". Flightglobal.
  13. ^ Thierry Dubois (15 July 2014). "Rolls-Royce Upgrades In-service Trent Engines". AINonline. Archived from the original on 8 August 2014. Retrieved 3 August 2014.
  14. ^ "Type Certificate Data Sheet E00049EN" (PDF). FAA. 23 June 2016. Archived from the original (PDF) on 9 February 2020. Retrieved 27 October 2019.
  15. ^ "TCDS E46NE" (PDF). FAA. 23 January 2012.
  16. ^ "Rolls-Royce to modify Trent as tests replicate BA 777 icing". Flight International. 12 March 2009. Retrieved 15 March 2009.
  17. ^ Rosenker, Mark V. (11 March 2009). "NTSB Safety Recommendation Number A-09-19-20" (PDF). U.S. NTSB. Retrieved 7 July 2012.
  18. ^ "Airworthiness Directives; Rolls-Royce plc RB211-Trent 500, 700, and 800 Series Turbofan Engines" (PDF). Archived from the original (PDF) on 19 October 2015.
  19. ^ "Rolls-Royce: Trent 800 fix only part of broader icing issue". Flight International. 12 March 2009. Retrieved 15 March 2009.
  20. ^ Kaminsky-Morrow, David (9 February 2010). "Rolls-Royce: Trent modification will 'eliminate' fuel-ice risk". FlightGlobal. Retrieved 1 April 2020.
  21. ^ "Aero-engines—Rolls-Royce Trent". Jane's. 13 February 2001. Archived from the original on 10 November 2007.
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"Rolls-Royce Trent 800". Rolls-Royce.

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