AIRCRAFT

ENGINE
TRENT 10 0 0

Joh n Ch r istian H . De Leon

P ART 1
0 1. TRENT TECHNOLOGY
ADVANCES
0 5.
INTERESTING FACTS

0 2.
A SIGNIFICANT
ARCHITECTURAL INNOVATION

0 6.
STAGES

0 3.
INTELLIGENT INNOVATION

0 7.
KEY PARAMETERS

0 4.
KEY PRINCIPLES & BENEFITS
OF THREE
- SHAFT
0 8.
TEMPERATURE LIMITS AND
PRESSURE LIMITS

table of con ten ts

RR • Best engine for
Boeing 787 Dreamliner.
the
• The Trent 1000 engine is a three
shaft high bypass ratio, axial flow,
turbofan with Low Pressure, • It is a new ultra-high-

Intermediate Pressure and High thrust variant of the

Pressure Compressors driven by
separate turbines through coaxial
shafts .
• It is a bleed less design
Trent family and uses a
three-shaft layout.
• Least environmental impact

TRENT 10 0 0 - BO EING 787 ENGINE

 TRENT TECHNOLOGY ADVANCES

WHOLE ENGINE COMPRESSORS TURBINES

 Contra-rotating HP system  3D Compressor  Single Crystal Materials
 IP shaft power off take aerodynamics  Advanced Coatings
 Low Noise Technology  Active anti icing  3D Aerodynamics
 High Strength Disc Materials

FAN SYSTEM  Soluble Core Technology

 2nd Generation
SPF/DB WCFOB
 Swept Design
 Ribbed Armco
Containment CONTROLS
 Swept OGV COMBUSTOR  FADEC
 Low NOx  More electric
 Tiled Design Accessories
 Health Monitoring
 Cast Ti Intercase
 A SIGNIFICANT ARCH ITECTURAL
INNO VATIO N

1 2 3

Higher propuls ive efficiency Improved thrus t-to-weight Introduction of a novel

through increa s ed bypa s s ra tio through the dua l-us e electrica l power
ra tio a pplica tion of a dva nced generation s ys tem that

ma teria ls . doubled as the engine

Higher engine thermal s ta rt s ys tem
efficiency through increa s ed
overa ll pres s ure ra tio a nd
improved component
efficiencies .
 INTELLIGENT
INNO VATIO N
1 2 3
THETHREE-SHAFTARCHITECTURE A BLEEDLESS ENGINETO SUIT THE
Incorporate the LATEST
REQUIREMENTS OF THE MORE
SWEPT AERO HOLLOW-FAN-
ELECTRICBOEING787.
- the three-spool design
BLADE TECHNOLOGYevolved
affords intermediate from the predecessor Trent
This offers reductions in fuel burn
pressure power off -take with and weight for the overall aircraft and 900 engine.
demonstrated benefits in enables increased levels of electrical
engine operability and fuel energy to be transferred to the

consumption aircraft via the Intermediate Pressure

(IP) spool power off -take. In addition,
this unique three shaft technology
improves engine operability
 INTELLIGENT
INNO VATIO N
4 5 6

Incorporate SURFACECOOLERS Des ign the Trent 1000 with IMPROVE COMPONENT LIFE
for com pact a nd efficient the la tes t computationa l THE TRENT 1000 FEATURES
rejection of VFSG and engine fluid dyna mics -ena bled NEWTECHNOLOGY
.
oil heat 3D AERODYNAMICS FOR
Soluble core High Pres s ure (HP)
HIGH EFFICIENCYAND low
turbine bla des , new ma nufa cturing
nois e.
methods produce more effective
cooling for longer-life bla des a nd
improved fuel burn. Improved
ma teria ls a ls o increa s e lives of
dis cs a nd s ha ft
 INTELLIGENT
INNO VATIO N
7 8

Usage of VARIABLE The engine ha s 15% LOWER

FREQUENCY STARTER FUELBURN tha n thos e of a
GENERATOR (VFSG) which deca de a go, a nd delivers
reduce fuel burn a nd nois e 40% LOWER EMISSIONS
on the 787 THAN REQUIREDby current
interna tiona l legis la tion
WHY 3 SHAFTS?
 Key p r in cip les & ben efits
of th r ee- sh aft
1 2 3 4
Engine : Shorter,
Optimised blade Lighter weight Modular design
stiffer shafts
speeds improving engines resulting allowing easier
allowing improved
engine efficiency in higher revenue maintainability
performance
earning potential
retention
 Air p assin g th r ou gh th e en gin e is squ eezed to m or e th an 70 0 lb p er sq
in ch , wh ich is 50 tim es n or m al air p r essu r e

The engine sucks in 1.25 tons of air per second during take off.

Each high pressure turbine blade produces more than 800 HP (same as a NASCAR engine)

Air p assin g th r ou gh th e en gin e is squ eezed to m or e th an 70 0 lb p er sq

in ch , wh ich is 50 tim es n or m al air p r essu r e

The engine has about 30,000 individual components

In ter estin g
Facts
Th e fu el in th e en gin e com b u stion ch am ber b u r n s at abou t
3632 d eg F th e su n ’s su r face is abou t 9941 d eg F

The blade tip travels at more than 900mph – faster than the speed of sound.

At tak e- off th e Boein g 787 Dr eam lin er ’s two Tr en t 10 0 0 s will d eliver

th r u st of 150 ,0 0 0 lbf, wh ich is equ ivalen t to th e p ower of 1,50 0 car s.
STAGES
The LP a nd IP a s s emblies rotate independently
in a n a nti-clockwis e direction, the HP a s s embly
rota tes clockwis e, when viewed from the rea r of
the engine. The Compres s or a nd Turbine ha ve
the following fea tures :
 KEY P ARAMETERS
General characteristics Performance

• Type: Three-shaft high bypass ratio • Maximum thrust: 53,000– 75,000 lbf

(11-10.8:1) turbofan engine (240– 330 kN) (flat -rated to ISA+15C)

(Takeoff thrust)
• Length: 4.738 m (186.5 in)
• Overall pressure ratio: 52:1 (Top-of-Climb)
• Diameter: 2.85 m (112 in) (Fan)
• Thrust-to-weight ratio: 6.189:1
• Dry weight: 5,765 kg (12,710lb)
(Trent 1000-J/ -K at maximum thrust)
• Take-off thrust: 53000 - 75000 lbf
• Mass flow: 2,400 - 2,670 lb/s
• Fan: 20 blades, 112" diameter (2.85metres)
 Clim atic O p er atin g En velop e
The engine may be used in ambient temperatures up to ISA +40 °C.

Tu r bin e Gas Tem p er atu r e – Tr im m ed (°C)

Maximum during ground starts and shutdown: 700

Maximum during in-flight relights: 900
Maximum for take-off (5 min. limit): 900
Maximum Continuous (unrestricted duration): 850
Maximum over-temperature (20 second limit): 920

Fu el tem p er atu r e (°C)

TEMP ERATURE
Minimum fuel temperature: -45
Maximum fuel temperature: 65

LIMITS Oil temperature ( °C)

Range is -40 to 205
 P RESSURE LIMITS
Fu el p r essu r e (k P a)
Minimum absolute inlet pressure Maximum pressure at inlet
(measured at engine inlet) (measured at the pylon interface):

• Steady state conditions with engine • Steady state conditions with

running: 34.5 + vapour pressure engine running:
483
• Transient conditions with engine • Transient conditions with engine
running (2 seconds): 13.8 + vapour running (2 seconds):
pressure 966
• Static after engine shut down:
1172
MAXIMUM P ERMISSIBLE
RO TO R SP EEDS
En d of
P ar t 1