| Trent 7000 | |
|---|---|
_(cropped).jpg) | |
| Rolls-Royce Trent 7000 installed onAirbus A330-900neo | |
| Type | Turbofan |
| National origin | United Kingdom |
| Manufacturer | Rolls-Royce Holdings |
| First run | 27 November 2015[1] |
| Major applications | Airbus A330neo |
| Developed from | Rolls-Royce Trent 1000 |
TheRolls-Royce Trent 7000 is ahigh-bypass turbofan engine produced byRolls-Royce, an iteration of theTrent family exclusively powering theAirbus A330neo. Announced on 14 July 2014,[2] and first run on 27 November 2015.[1] Its maiden flight was on 19 October 2017 on the A330neo.[3] It received its EASAtype certification on 20 July 2018 as aTrent 1000 variant.[4] It was first delivered on 26 November,[5] and was cleared forETOPS 330 by 20 December.[6] Compared to the A330'sTrent 700, the 68,000–72,000 lbf (300–320 kN) engine doubles thebypass ratio to 10:1 and halves emitted noise.[2]Pressure ratio is increased to 50:1, and it has a 112 in (280 cm) fan and ableed air system.[7]Fuel consumption is improved by 11%.[8]
Announced on 14 July 2014 at theFarnborough Airshow, the Trent 7000 is the exclusive engine for theAirbus A330neo, succeeding theTrent 700 used for theAirbus A330.[2] It first ran on 27 November 2015 on a test bed inDerby.[1] Although the first two test engines were made in Derby, further test engines and production Trent 7000 is assembled in theRolls-Royce Singapore facility.[9]
In 2015 Rolls-Royce experienced development problems with theTrent 1000 TEN, and had to involve extra resources to support the on-time March 2017787-10 maiden flight; this led to delays in the Trent 7000 programme.[10] The first pair of engines were shipped to Airbus in June 2017,[11] and the type made its first flight on 19 October 2017 aboard its A330neo application. This directly followed a period of ground testing which included altitude, icing, cross-wind, noise and cyclic testing in the USA, and endurance, operability and functional performance testing in the UK.[3]
As it is based on the Trent 1000, it was feared that it could share its durability problems and that could deter buyers.[12] However, Rolls-Royce's CEOWarren East claimed the 7000 was not affected by the Trent 1000 issues.[13]
The Trent 7000 received its EASAtype certification on 20 July 2018,[14] and is certified as a Trent 1000 variant.[4] Certification was delayed from the initially planned first quarter of 2017.[15] At the time,ETOPS testing was halfway through as 3,000 engine cycles are planned, to be completed by early August. The engine was then planned to be disassembled, examined and reported by the end of September, for an ETOPS certification in time for the year-end introduction.[15]
By August 2018, quantity production was proving to be challenging and in October Rolls-Royce only expected 500 large engines deliveries in 2018, down from 550.[16] Rolls-Royce confirmed 10 deliveries by the end of October, below the 30 needed for 15 A330neos deliveries by year-end.[17]
The A330-900 was initially cleared for 180 min ETOPS with a limitation of 500 engine cycles for the first delivery toTAP Portugal on 26 November. Full ETOPS required an EASA approval plan with a 3,000 cycles validation test plus three simulated diversions followed by disassembly and examination before the end of December.[5] ETOPS 330 was secured by 20 December.[6]
In 2019, Rolls-Royce delivered 106 Trent 7000s, up from eight in 2018, while it achieved a 99.9% dispatch reliability.[18]
The Trent 7000's architecture comes from the latest version of the Trent 1000, the TEN, using the A330's Trent 700 experience and technology from theTrent XWB. The 68,000–72,000 lbf (300–320 kN) engine doubles thebypass ratio and halves emitted noise compared to the Trent 700.[2] Maximumpressure ratio is increased to 50:1 from 36:1 and it has ableed air system for environmental control and wing anti-icing.[7]
Compared to the 20-year-older Trent 700 introduced in 1995, the Trent 7000 features a smaller fan hub and a larger fan —112 inches (2.8 m) compared to 97 inches (2.5 m). This doubles the bypass ratio from 5 to 10,[8] giving it the highest bypass ratio of any Trent engine.[19] The fan has 20 blades.[20]
Theoverall pressure ratio is increased due toTrent XWB core compressor technology, improvingthermal efficiency. This is associated with a 200 °C (360 °F) increase in internal temperatures;Thermally-coated high-pressure turbine blades are used instead of the more expensiveceramic matrix composites, which are used in the nextRolls-Royce engine generation,Ultrafan. The larger fan and higher bypass ratio require two more stages in the low-pressure turbine; the engine is heavier.[8] The Trent 700 weighs 6,160 kg (13,580 lb),[21] while the Trent 7000 weighs 6,445 kg (14,209 lb)[4] 285 kg (628 lb) more.
Despite the additional weight and the extra drag resulting from the wider diameter, Rolls-Royce reportedfuel consumption would improve by 11%. Sincebleed air is used instead of electrical power generation (as in the 787's Trent 1000), the IPaccessory drive is less loaded and enables the high-pressure compressor to maintain stability at low power settings, improving low-speed fuel consumption for short-haul operations. The engine features active turbine clearance control providing the optimal level of cooling air for different phases of flight.[8]
At take-off, the fan displaces up to 1.3 t (2,900 lb) of air per second, thejet nozzle velocity is almost 1,000 mph (450 m/s) and each high pressure turbine blade generates around 800 hp (600 kW), rotating at 12,500 rpm with their tips reaching 1,200 mph (540 m/s).[3] Rolls-Royce reports the engine is 10 dB quieter than the Trent 700.[15]
Data from EASA[4]
Related development
Comparable engines
Related lists
Media related toRolls-Royce Trent 7000 at Wikimedia Commons