| 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 | 1993–2010 |
| Developed from | Trent 700 |
| Developed into | Trent 500 Trent 900 MT30 |
TheRolls-Royce Trent 800 is ahigh-bypass turbofan produced byRolls-Royce plc, one of the engine options for the first-generationBoeing 777 variants, also known as 777 Classics. Launched in September 1991,[2] it first ran in September 1993,[1] was grantedEASA certification on 27 January 1995,[3] and entered service in 1996.[4] It reached a 40% market share,[5] ahead of the competingPW4000 andGE90, and the last Trent 800-powered 777 was delivered in 2010.[6] The Trent 800 has theTrent familythree shaft architecture, with a 280 cm (110 in) fan.[7] With a 6.4:1bypass ratio and anoverall pressure ratio reaching 40.7:1, it generates up to 413.4 kN (92,900 lbf) ofthrust.[3]
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By 1990, as Boeing was studying the enlarged767-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 noexhaust mixer.[7] 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.[7]
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 theEASA on 27 January 1995.[3] The firstBoeing 777 with Trent 800 engines flew on 26 May 1995 andETOPS approval was granted by theFAA on 10 October 1996.[8] The Trent 800 entered service on the Boeing 777 in 1996,[4] with Thai Airways on 31 March. By June 1998, the 33 aircraft fleet had a Trent 800 dispatch reliability over 99.96%.[9]
After being rebuffed byBritish 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 fromThai Airways for their 15 Boeing 777s, with first deliveries for January 1996.[2] In 1995, the Trent 800 won a large order fromSingapore Airlines, a traditionalPratt & Whitney customer. The Singapore order was followed by large orders fromAmerican Airlines andDelta 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.[10] Other major operators of Trent 800-powered 777s includeAir New Zealand andKenya Airways. In 1996, Rolls-Royce had a 32% market share, above GE but behind PW.[10] By July 1999, Rolls had won 45% of all engine orders for the 777.[11] The Trent 800 later reached a 40% share of the engine market on the 777 variants for which it is available.[5] The last Trent 800-powered 777 was delivered in 2010.[6]
Rolls-Royce had unsuccessfully offered theTrent 8104 for the second-generation 777 (originally 777-X, eventually produced for the -300ER, -200LR, 777-200LRF and 777F). However Boeing selectedGE Aviation as the exclusive engine supplier for the second-generation 777 with high-output derivatives of theGeneral Electric GE90, and again for the third-generationBoeing 777X (-8, -9) which will be equipped by theGeneral Electric GE9X.[9]
As of 2014, Rolls-Royce is offering an upgraded version of the engine, known as the Trent 800EP. It incorporates technology fromTrent 1000 andTrent 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.[12]
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The Trent 800 is anaxial 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 anannular combustor with 24 fuel nozzles and is controlled by anEEC. The engine has a 6.4:1bypass ratio in cruise and anoverall pressure ratio of 33.9 to 40.7:1 at sea level, for a 340.6–413.4 kN (76,600–92,900 lbf) take-offthrust.[3] The 280 cm (110 in) fan has 26diffusion bonded, wide chordtitanium fan blades.[10]
The Trent 800 is the lightestBoeing 777 engine, with a 8,000 lb (3.6 t) weight saving over theGE90 and 5,400–6,500 lb (2.4–2.9 t) over thePW4000.[5] The Trent 800 weighs 6.078 t (13,400 lb) dry,[3] while the GE90 is 17,400 lb (7.89 t),[13] and the PW4000 is 16,260 lb (7.38 t).[14]
JapaneseKawasaki Heavy Industries (KHI) andMarubeni Corporation are risk and revenue sharing partners on the Trent 800.[4]
On 17 January 2008, a British Airways Boeing 777-236ER, operating asBritish Airways Flight 38 (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-oilheat exchanger, leading to a restriction of fuel flow to the engines.[15] 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 ft (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.[16]
These incidents, along with a similar incident in May 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.[17] 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.[18][19]
Data from EASA[3]
Related development
Comparable engines
Related lists
