Flight International online news 11:30: Rolls-Royce says it plans to grow the Trent 1000’s thrust to keep pace with whatever gross weights the Boeing 787-9 and a possible -10X stretched derivative are finalised at, says the UK engine maker.


The Trent 1000 is on schedule to be certificated in July 2007 at 70,000lb thrust (312kN) for the 787-3 and -8 versions. “Boeing is working with us on a higher gross- weight variant of the -9, as well as a possible derivative and we will ensure Boeing has the best level of technology available to ensure the Trent 1000 has that capability,” says R-R director of Boeing programmes, Dominic Horwood.

“The Trent 1000 is optimised for the 787, and is the hand that fits the glove. The bottom line is we will power all variants of the 787.”

Higher ratings are being planned for the Trent 1700 engine now in development for the Airbus A350, and it is likely R-R will use common technology to ensure growth margin to at least match the 75,000lb-thrust levels required by the Airbus twinjet.

As with General Electric and its competing GEnx, R-R is thought to be offering four main thrust ratings on the A350 from 63,000lb to 75,000lb.

Horwood’s comments come as assembly of the first Trent 1000 for the 787 officially began at the UK company’s Derby headquarters on 7 November in advance of the scheduled first run of the engine on 14 February 2006.

“We’re starting with the assembly of the intermediate-pressure compressor and high-pressure compressor, and we will have all the modules built up by the end of this year,” says Horwood.

“During December we will dress the fan case and in January 2006 we will ‘stack’ the core, before mating it with the fan case and putting the engine to test in February,” Horwood adds.

Major parts arriving for assembly include the superplastic-formed/diffusion-bonded titanium outlet guide vane (OGV) unit which “is the largest we’ve ever done, and the most swept”, says Horwood.

The OGV will be situated behind the 20-bladed front fan. “It is quite a leap in design, with fewer blades, advanced shaping, a high degree of sweep and a low hub:tip ratio,” he adds.


Kieran Daly thinks Rolls-Royce and GE must love the 787. Read his blog.

Source: Flight International