Indian institute of space science and

technology
Thiruvananthapuram

TRENT
1000
Aircraft
engine

Done by :
Priyanka Ojha
,
K.Raghava.

TRENT 1000-BOEING 787

ENGINE
The Trent 1000 engine is a three shaft high bypass ratio, axial
flow, turbofan with Low Pressure, Intermediate Pressure and
High Pressure Compressors driven by separate turbines
through coaxial shafts.
Best engine for the Boeing 787 Dreamliner.
It is a new ultra-high-thrust variant of the Trent family and
uses a three-shaft layout.
Least environmental impact
it is a bleedlessdesign.

A significant architectural innovation

Higher propulsive efficiency through
increased bypass ratio.
Higher engine thermal efficiency through
increased overall pressure ratio and
improved component efficiencies.
Improved thrust-to-weight ratio through the
application of advanced materials.
Introduction of a novel dual-use electrical
power generation system that doubled as
the engine start system.

Intelligent innovation
Thethree-shaftarchitecture- the three-spool design
affords intermediate pressure power off-take with
demonstrated benefits in engine operability and fuel
consumption.
The Trent 1000 is a bleedless engine to suit the
requirements of the More Electric Boeing 787-This
offers reductions in fuel burn and weight for the overall
aircraft and enables increased levels of electrical energy to
be transferred to the aircraft via the Intermediate Pressure
(IP) spool power off-take. In addition, this unique threeshafttechnology improves engine operability.
Incorporate the latest swept aero hollow-fan-blade
technology evolved from the predecessor Trent 900
engine.
Incorporate surface coolers for compact and efficient
rejection of VFSG and engine oil heat.

Intelligent innovation
Design the Trent 1000 with the latest computational fluid
dynamics-enabled 3D aerodynamics for high efficiency and
low noise.
improve component life the Trent 1000 features new
technology- soluble core High Pressure (HP) turbine blades,
new manufacturing methods produce more effective cooling
forlonger-lifeblades and improved fuel burn. Improved
materials also increase lives of discs and shafts
Usage of Variable frequency starter generator(VFSG)
which reduce fuel burn and noise on the 787.
The engine has 15% lower fuel burn than those of a decade
ago, and delivers 40% lower emissions than required by
current international legislation.

Key principles & benefits of three-shaft

Engine : Shorter, stiffer
shafts allowing
improved performance
retention
Optimised blade speeds
improving engine
efficiency
Lighter weight engines
resulting in higher
revenue earning
potential
Modular design allowing
easier maintainability

Interesting Facts
At take-off the Boeing 787 Dreamliners two Trent 1000s will deliver
thrust of 150,000 lbf, which is equivalent to the power of 1,500 cars.
The engine sucks in 1.25 tons of air per second during take off (thats
about the volume of a racket ball court every second).
Air passing through the engine is squeezed to more than 700 lb per sq
inch, which is 50 times normal air pressure.
The engine has about 30,000 individual components
The fuel in the enginecombustionchamber burns at about 3632 deg F
the suns surface is about 9941 deg F.
The force on a fan blade at take-off is about 100 tons. That is like
hanging a freight train off each blade. The first generation of turbine
blades had about 10 tons of force.
The blade tip travels at more than 900mph faster than the speed of
sound.
Each high pressure turbine blade produces more than 800 horsepower
the same as a NASCAR engine.

Stages
The LP and IP assemblies
rotate independently in an
anti-clockwise direction,
the HP assembly rotates
clockwise, when viewed
from the rear of the
engine. The Compressor
and Turbine have the
following features:
Compressor
LP Single
stage
IP 8 stage
HP 6 stage

Turbine
LP 6 stage
IP single
stage
HP single
stage

Key parameters
General characteristics
Type:Three-shaft high bypass ratio (1110.8:1)turbofanengine
Length:4.738m (186.5in)
Diameter:2.85m (112in) (Fan)
Dry weight:5,765kg (12,710lb)
Take-off thrust: 53000 - 75000 lbf
Fan:20 blades, 112" diameter(2.85 metres)

Performance
Maximumthrust:53,00075,000lbf (240330kN) (flat-rated
to ISA+15C) (Takeoff thrust)
Overall pressure ratio:52:1 (Top-of-Climb)
Thrust-to-weight ratio:6.189:1 (Trent 1000-J/-K at maximum
thrust)
Mass flow:2,400 - 2,670 lb/s

Temperature Limits
Climatic Operating Envelope
The engine may be used in ambient temperatures up to ISA +40C.

Turbine Gas Temperature Trimmed (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

Fuel temperature (C)

Minimum fuel temperature: -45
Maximum fuel temperature: 65

Oil temperature (C)

Range is -40 to 205

Pressure Limits
Fuel pressure (kPa)
Minimum absolute inlet pressure (measured at engine inlet):
Steady state conditions with engine running: 34.5 + vapour pressure
Transient conditions with engine running (2 seconds): 13.8 + vapour
pressure
Maximum pressure at inlet (measured at the pylon interface):
Steady state conditions with engine running: 483
Transient conditions with engine running (2 seconds): 966
Static after engine shut down: 1172

Maximum permissible rotor

speeds
Rotor

HP

IP

LP

Reference speeds, 100% rpm

13391

8937

2683

Without SB 72G319

Maximum for takeoff

98.6%

100.8%

101.4%

Maximum
continuous

97.8%

99.5%

101.4%

Maximum for takeoff

100.2%

103.5%

101.5%

Maximum
continuous

99.2%

100.8%

101.5%

With SB 72-G319

(Data makes allowance for instrumentation accuracies)

Fan system
Features:
Low fan speed, life of engine blades,
elliptical leading edge blades, low
hub-to-tip ratio.
Moving a tonne of air per second, the
fan produces over 85% of the
engines thrust.
A 2.8m (110in) diameter swept-back
fan, with a smaller diameter hub to
help maximize airflow, This produces
a higher bypass ratio without any
increase in external diameter.
The biggest and most swept set of
outlet guide vanes made from
superplastic-formed/diffusion-bonded
titanium; a forged titanium,
lightweight and acoustically-treated
rigid fan case.

Fan System
Fan blades rotate 3300 times
per minute with a tip speed of
1730 km/hr
Heavy blades need more
energy to move and therefore
require more fuel.
Centripetal force is about 900
kN
Blades are about 10 kg in
mass, 100 cm high and about
40 cm wide.
Made of Titanium alloy
containing small amounts of
Fe, O, V and Al.
Melting point-1604 -1660

Fully swept titanium fan

Trent 1000 - the worlds best

fan
The proven swept fan design
is the lightest in the industry
and balances the requirement
for low noise with high
performance. It does this by
combining lower rotational
speed with advanced
aerodynamic profiles. The low
hub diameter enables a more
compact design and even
lower weight to be achieved.
The hollow titanium fan blade
is the lightest weight solution
due to its stiff girder structure

Fan Blade Hollow

titanium

First, at an atomic level, three sheets

of titanium material, are fused. It has
to be done in an ultra-clean
production facility through a process
of diffusion bonding.
Then the process of superplastic
forming creates a hollow within the
blade. Argon gas is used to inflate
the titanium in a furnace operating
at almost 1000C. The two outer
titanium panels are expanded, while
the middle sheet is stretched into a
zig-zag shape, creating the final
hollow 3D aerodynamic shape of the
blade and giving extraordinary
rigidity to the structure
The hollow titanium fan blade
coupled with linear friction welding

Rotor blisk

Compressor -Intro
The compressor is made up of the fan and alternating
stages of rotating blades and static vanes. The
compression system of a Trent engine comprises the
fan, eight intermediate pressure stages and six high
pressure stages.
The primary purpose of the compressor is to increase
the pressure of the air through the gas turbine core. It
then delivers this compressed air to the combustion
system.
The pressure rise is created as air flows through the
stages of rotating blades and static vanes. The blades
accelerate the air increasing its dynamic pressure, and
then the vanes decelerate the air transferring kinetic
energy into static pressure rises

Compressor-facts
At the start of an IPC the
temperatures are around
1500C
The air leaves HPC at
about 7000C
It compresses air at about
10,000 rpm
High strength, corrosion
resistant to high
temperatures, resistant to
deformation and low
density is required.
So we choose nickel based
alloys.
Blades are made by
forging and grinding.

Intermediate Pressure (IP)

compressor
Benefits:
Improved life, improved
efficiency, improved robustness,
optimised to reduce fuel
consumption
Features:
3D-bladed aero compressor, IP
power offtake, welded titanium
drum, 8 stages of titanium
blades, active Variable Stator
Vane (VSV) schedule control
incorporates a de-icing system,
in which 44 of the sector stators
are pneumatically heated to
prevent ice accumulation from
freezing fog.

IP power offtake
Benefits:
Lower fuel burn, significantly lower
idle noise, reduced brake wear,
improved operability
Features:
Enabled by 3-shaft design, allows
lower idle speed, lowers handling
bleed requirement
Unlike its predecessors, the Trent
1000 power off-take is from the aft
of the IP compressor rather than
the usual front end of the HP
compressor, allowing a greater
stability margin and lower flight
and ground idle thrust
The contra-rotating HP system
delivers superior efficiency for the
HP and IP turbine systems

High Pressure (HP) compressor

Benefits:
Improved Foreign Object
Damage (FOD) protection, high
life system, improved robustness
Features:
RR1000 material, inertia welded
discs, titanium rotor 1 blades,
improved blade root sealing
a new HP turbine casting design;
as well as a higher temperature
RR1000, R-Rs proprietary
powder metallurgy alloy. This is
used in the last two stages of
the HP compressor drum and HP
turbine disc.
OTE :- RR1000 is a powder nickel alloy introduced into the
ent 1000 to gain benefits in cycle operating temperature and component life.

increasing

Compressor stages

Static pressure
Total
pressure
Temperature

ncreasing pressure and temperature through compre

Combustor-Intro
Air and fuel flow through the annular
combustor. Air is diffused around the
outside of the combustion chamber, slowing
Fuel injector
it down; the speed at which the air leaves
the compressor would blow out the flame
were it to pass directly through. In the vane
illustration, blue shows the combustion feed

air from the HP compressor, and white

through yellow to red, the hot combustion

gases in the burning zones being cooled

before entering the turbine system.

Igniter Secondary zon

Nozz

The gas temperatures within the combustor

are above the melting point of the nickel
alloy walls. Cooling air and thermal barrier
coatings are therefore used to protect the
walls and increase component lives. Dilution
air is used to cool the gas stream before
entering the turbines.

Diffuser Primary zone

Dilution

Combustor system
Benefits:
Low risk, improved efficiency, low emissions, low noise.
Temperature in the combustion chamber can peak at
2100*C
The thermobarrier coating is around 250mm thick.
Cooler air from the compressor cools the walls of the
combuster.
Materials used is Partially Yttria stabilized Zirconia
whose melting point is in range of 2700-2850*C
Features:
Phase 5 tiled combustor, single skin casing reduces
leakage, 18 fuel spray nozzles, proven relight
capability, anti-carboning design
The combustion chamber is designed for long life and

Features of Combuster system

The use of heat-resistant ceramic tiles to line the
combustor also reduces NOx emissions. The tiles
mean you need less cooling air to cool the
combustor. With less cooling air, which takes up
space, the same amount of fuel burns in a larger
volume, lowering peak temperature.
The "tiled combustor" also is designed to increase
durability and reduce maintenance costs. The
area exposed to high temperatures is lined with
2-by-6-inch, overlapping, heat-resistant tiles. This
lining can grow and shrink with temperature
cycles, shielding the metal rings of the combustor
from the full effects of the heat and reducing
cracking stress.

Turbine-Intro
The turbine is an assembly of
discs with blades that are
attached to the turbine shafts,
nozzle guide vanes, casings
and structures.

IP turbine
turbine
HP turbine

Turbine blades convert the

energy stored within the gas
into kinetic energy. Like the
compressor, the turbine
comprises of a rotating disc
with blades and static vanes,
called nozzle guide vanes. The
gas pressure and temperature
both fall as it passes through
the turbine.

LP

Turbine -facts
Turbine blades rotate at about
10,000 rpm.
Work in temperatures up to
16000C
Each blades extracts about 560
kW of power from the hot gas.
The blade has to survive 5 million
flying miles.
Turbine blades are made of a
single crystal of nickel based
super alloy to increase strength.
They are coated in an advanced
ceramic material to insulate them
from the extreme temperatures
they are exposed to.

HP/IP turbine
Benefits:
Low risk, improved efficiency,
improved durability
Features:
Active tip clearance control,
RR1000 powder metallurgy
disc, contra-rotating, 3D
profiled end wall
aerodynamics, soluble core
HP blades, lower HP blade
count (66), increased cooling
effectiveness, anti blockage
A high pressure ratio along
with contra-rotating the IP and
HP spools improves efficiency

LP turbine
Benefits:
Light weight,
improved efficiency,
lower cost of
ownership
Features:
6 stage LP turbine,
platform damping
standard, case
cooling, fabricated
tail bearing housing

Turbine blade

Turbine - Cooling
Technology
HP Turbine blade
HP turbine blades and
nozzle guide vanes are
designed with cooling
passages and thermal
HP turbine
barrier coatings, to ensure blade cooling
long life while operating atflows
such high temperatures.
Cooling air is taken from
the compressor and is fed
around the combustor into
the blades to cool the
aerofoils.
Blade cooling air

High pressure turbine

blade
. This blade is grown as a single crystal of a RollsRoyce alloy in a vacuum furnace. As it grows, it
incorporates a complex series of air passages to
cool the blade. Then it needs external cooling holes
created by incredibly accurate laser drilling. And on
top of all that is a thermal barrier coating that
surpasses that used to make the tiles on the space
shuttle.
The blade lives in the high-pressure turbine, where
the gas temperature is at least 400
degreesabovethe melting point of the blades alloy.
It sits in a disc that rotates at more than 10,000 rpm

Material

Air
speed

RPM

Pressure(k
Pa)

Temperature(
0
C)

Fan

Titanium

250

3500

204

80

LPC

Nickel alloy

300

6800

930

290

HPC

Nickel alloy

400

10200

3790

600

Combustor

Nickel alloy

600

10200

3790

1500

HPT

Nickel alloy

600

10200

3450

1500

LPT

Single crystal 600

nickel alloy

6800

1450

1100

Exhaust

Single crystal 500

nickel alloy

3500

720

860

Fan (LP compressor) IP compressor HP compressor IP turbine LP turbine

Turbine

LP
IP
HP

Trent 1000 three shaft configuration

Noise reduction
Rear view of Trent 1000
showing noise reducing
'chevrons', also called
'sawteeth'.
Uses "crenellations" or
"chevrons" on the trailing
edge of the nacelles in
order to reduce noise.
These chevrons help to
"premix" the core air and
bypass air flows before
they exit the aircraft.

NEW NACELLE FEATURES

IMPROVE ON LEGACY DESIGNS
The nacelle design maximizes
composite and weight-saving materials
to improve maintenance cost and fuel
burn. Highlights include:
A single-piece inlet barrel construction
for low noise.
Lightweight composite fan cowls.
A proven translating sleeve thrust
reverser system that utilizes compact
state-of-the-art 5,000pounds per
square inch (psi) hydraulic actuation.
Advanced titanium alloy exhaust
system components.
A single-piece aft fairing.
Composite diagonal brace.
Advanced titanium alloy strut.

view of the nacelle shows the inlet, fan cowls, thrust reverser, exhaust plug, an

Variable frequency starter

generator (VFSG) system
Replaces the heritage bleed air
system used to feed the airplanes
environmental control system, thereby
realizing direct weight savings through
the elimination of relatively heavy bleed
air components such as regulation
valves, ducting, and coolers.
Eliminates the energy loss of the bleed
air system pre-cooler.
Eliminates the throttling losses of
bleed air provided from discrete engine
compression stages.
Eliminates the single-purpose air turbine
starters and their associated oil system
and maintenance.
Simplifies the auxiliary power unit (APU)
design to be a shaft power-only machine.

Pressure and temperature stations for Trent 1000

Performance curves
On the Trent 1000 up to 30% of the power produced by the IP
Turbine can be transmitted to the Electrical generators when
operating at idle. This is a significant amount of the overall turbine
power and will therefore have a significant effect on engine
matching.
During the following description the pressure ratio across the two
compressors (P30/P24) and the level of power offtake (defined as a
fraction of the total gas generator shaft power for a specified
condition) will be kept constant. The shift of the compressor
operating point is defined as the variation of the corrected
inlet/outlet mass flow.
HPC outlet non-dimensional mass flow =

IPC inlet non-dimensional mass flow =

Typical HP compressor map with constant speed and constant

efficiency iso-lines

Propulsive efficiency
Bypass ratio has increased thereby increasing the size
of the engine. Up to a point, fan efficiency increases
with size. The Trent 1000 engine has a bypass ratio of
10 and a fan diameter of 112 inches, compared to the
predecessor Trent 700, which has diameter of 97
inches and a bypass ratio of 5. The Trent 1000
increases fuel consumption efficiency by 13 to 14
percent, compared to the Trent 700.
Reduce the fan pressure ratio, the ratio of the air
pressure going out of the fan nozzle versus the air
pressure coming into the fan. The lower fan pressure
ratio, and the resulting lower exhaust velocity, improve
propulsive efficiency and SFC

Thermal Efficiency
Thermal efficiency can increase by reducing aerodynamic
losses in the engine components and increasing the overall
pressure ratio (and resulting temperatures) in the core. The
higher the pressure, the better the efficiency.
But since NOx emissions increase as pressures and
temperatures rise, combustor technologies need to adjust.
Rolls-Royce cites as critical technologies those that minimize
the need for cooling air, improve cooling configurations for
blades and improve materials and thermal barrier coatings.
Rolls-Royce has increased the overall compression ratio from
the Trent 700 to the Trent 1000 from 33 to 50
The blisks end up increasing the overall efficiency of the
engine by reducing the aerodynamic losses.