SECTION 1 - INTRODUCTION

 Rolls-Royce plc 2003

Trent 700 Line Maintenance Introduction

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Trent 700 Line Maintenance Introduction

Course Objectives
Upon completion of this course each student will be able to:
• Recall the operation and configuration of the Trent 700 engine and systems.
• Describe, identify and locate all the engine line replacement units (LRU’s).
• Identify flight deck systems that interface with the engine.
• Service the engine and undertake routine maintenance.
• Remove and install engine LRU’s, taking the necessary safety precautions.
• Use the manuals and relevant aircraft systems to diagnose and rectify faults.

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Trent 700 Line Maintenance Introduction

Engine Identification Thrust Levels

The engine identification is built up from 6 basic TRENT 895
blocks: TRENT 892 93500 lbf
TRENT 890 91450 lbf
RB211 - The family designation
TRENT 884 86910 lbf
TRENT - This is used instead of a numercial TRENT 877 80270 lbf
designation eg. 524 or 535 TRENT 875 77900 lbf
TRENT 772B 71100 lbf
7 - Series TRENT 772 71100 lbf
TRENT 768 67500 lbf
72 - Approximate thrust TRENT 560 60000 lbf
TRENT 556 56000 lbf
B - Engine with Bump rating TRENT 553 53000 lbf
RB211-524H2, H-T & H36 59450 lbf
-A - A letter coding indicating minor RB211-524G2, G3 & G-T 56870 lbf
performance changes RB211-524D4X 52810 lbf
RB211-524D4 51950 lbf
-60 - Indicates the aircraft the engine RB211-524C2 50600 lbf
is fitted to. RB211-524B02, B2 & B4 49500 lbf
RB211-535E4B 43000 lbf
/16 - Engine build configuration
RB211-535E4 40100 lbf
In the above examples the engine would be written as RB211-535C 37600 lbf
RB211 TRENT 772B-A-60/16. RB211-22B 42000 lbf

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Leading Particulars
• Fan diameter - 97.4 ins
• Take off thrust
(S.L. Static) - Trent 768 67,500 lbs
- Trent 772 71,100 lbs • Dry Powerplant weight - 13932 lbs (6319kg)
- Trent 772B 71,100 lbs • Direction of - Anti-clockwise
rotation all viewed from the
• System - Single Stage fan shafts rear
(N1 Indication) 4 Stage turbine
• R.P.M's 100% N1 - 3900 R.P.M.
• System - 8 Stage axial flow 100% N2 - 7000 R.P.M.
(N2 Indication) compressor single 100% N3 - 10611 R.P.M.
stage turbine

• System - 6 Stage axial flow

(N3 Indication) compressor single
stage turbine

• Flat rated (768)

temperature (772) - ISA +15°C
(772B) - ISA +22°C

• By-pass ratio -Trent 768 5.17:1

Trent 772 5.05:1
Trent 772B 5.05:1

• Overall pressure - Trent 768 33.5:1

ratio at take off Trent 772 35.3:1
Trent 772B 35.3:1

• Overall length - 222 ins (5,64m)

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Propulsion System Outline
Engine power to operate the Airbus A330 is provided by two
propulsion systems located on pylons to the underside of the
wings.
Looking forward from the rear of the aircraft they are
numbered one and two, the left-hand (port) engine being
number one.
The Rolls-Royce Trent engine is a 3-shaft high by-pass ratio
turbo fan engine with Low Pressure (LP), Intermediate
Pressure (IP) and High Pressure (HP) compressors driven by
turbines through the co-axial shafts.
All the air entering the engine through the air intake cowl
passes through the LP Compressor (fan) and is then directed
into two main flows by the splitter fairing, the bypass airflow
and the gas generator airflow.
The LP system consists of a single stage wide chord hollow
fan blade compressor driven by a 4-stage turbine.
The IP system consists of an 8-stage axial flow compressor
driven by a single stage turbine.
The HP system consists of a 6-stage axial flow compressor
driven by a single stage turbine.
The Combustion system is of annular construction
incorporating spray nozzles through which fuel is supplied
from the fuel system. The fuel supply satisfies the demand
set by the engine throttle and determined by aircraft operating
conditions.

The bypass airflow passes through the fan outlet guide vanes
(OGV's) into the by-pass casing and enters the common
nozzle assembly (CNA). The air passing through the gas
generator and exhausting from the LP turbine also enters the
CNA.

Both flows are combined and exhausted through the

CNA to atmosphere.

Exhausting both flows through the CNA results in a low

velocity jet efflux producing high propulsive efficiency.

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Propulsion System Outline

A drive is taken from the HP shaft to a core engine mounted
intermediate gearbox (step a-side gearbox, SAGB) which
turns a shaft to drive the external gearbox to provide drives
for the following:-

• LP and HP fuel pumps

• Engine Oil pumps

• Centrifugal breather

• Hydraulic pumps

• Integrated drive generator

• Dedicated alternator

During engine starting, the drive from the starter motor is

transmitted through the external gearbox to rotate the HP
shaft.

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Trent 700 Line Maintenance
Maintenance Practices
The Maintenance practices explained throughout these
course notes may not be a word for word copy of what is
described in the Airbus A330 Aircraft Maintenance Manual
(AMM), but rather an understanding of the principles of a
particular maintenance task.
It is therefore essential that these course notes should never
be used when working on an engine, the official A330 Aircraft
Maintenance Manual must be used at all times.
The Aircraft Maintenance Manual will list all warnings and
cautions at the beginning of each task. In the course notes
they will be listed at the beginning of each maintenance
section of each chapter. Take time to read these warnings
and cautions so that you become familiar with them.
Also listed at the end of each chapter is a list of precautions
under the heading of ETOPS AWARENESS. ETOPS stands
for Extended Range Twin Engine Operation. In the past the
only aircraft with the capability of flying long range operations
were either three or four engined. With the development of
more powerful turbo fan engines it became possible to
operate twin-engined aircraft with equivalent long-range
capability. For the first time the regulatory authorities and
manufacturers had to consider the airworthiness and safety
implications of twin-engined aircraft operating a long way
from any en-route airfield.
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Introduction
Typically these routes are over water but there are some over
land. The certification rules of all regulatory authorities
prevent operations of twin-engined aircraft more than a
specific distance (expressed as flying time) from an alternate
airfield, en-route.
In the early 1980's the design of twin engine aircraft with long
range capability and with reliable engines and systems
demanded a rational evaluation of the technical and
operation factors involved.
It was deemed by the major certification authorities that a
threshold of 60 minutes flying time at single engine cruise
speed from a suitable alternate airfield was acceptable.
Any operation that is planned to involve a flight by a twin-
engined public transport aircraft beyond this 60 minute
threshold from an alternate airfield is considered an extended
range operation ETOPS. In the early 1980's the ETOPS limit
was 120 minutes from an alternate airfield. However, this limit
has changed to 180 minutes for experienced ETOPS
operators who are able to demonstrate the reliability of their
aircraft and engines.
The airlines regard the 180 minute rule as a logical
progression from the early position. This rule enables twin
engine aircraft to operate virtually any current commercial
route. It will allow greater operational flexibility in varying the
routes and also permit more choice in selecting alternate
airfields. It is therefore crucial to the success of ETOPS that
the engines have demonstrated a very high level of reliability.
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Maintenance Practices (continued)

The most important parameter is the In-flight Shutdown

(IFSD) rate, since engine problems that result in shutdowns
are of particular significance to ETOPS.

During the development of the RB211 Trent 700 engine

previous data was gathered from all RB211's of IFSD's and
significant events. A lesson-learned log was established to
see if the problem was a design fault, if it was, the fault was
designed out of the Trent 700. However, when collecting this
data it was found that some IFSD's were caused by human
error either during overhaul or at line maintenance level.

Only you can prevent this problem happening in your airline

by exercising the most stringent self-quality control when
carrying out maintenance on engines.

We have given you some guidelines under the heading of

ETOPS AWARENESS. Remember if the IFSD rate of your
airline rises above a certain value it may lose its ETOPS
operation approval, which will add to the airlines overall
running costs. THINK ETOPS.

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Engine Danger Areas

The diagram opposite details the danger areas around the
engine when ground running. The diagram shows the no-go
areas in front of the nose cowl due to the pressure drop while
running the engine and the no-go area behind the CNA where
the energy in the engine's exhaust gases have to dissipate.

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End of section

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