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The Trent 1000 has caused Rolls-Royce a number of challenges over the last 18 months. We recognise that this situation has had a negative impact on many airlines and their passengers, and we deeply regret the disruption that this has created.

We understand that many people will be interested to find out more about what caused these issues and what we have been doing to solve the problems with the different Trent 1000 engine types. Here we try to answer all your questions and give you a clearer picture of the progress we have made in returning the Trent 1000 fleet to full health.

“We sincerely regret the operational impact to our customers and we are working closely with them to minimise this. We deeply appreciate their continued support,” says Chris Cholerton, President of Civil Aerospace at Rolls-Royce. “We remain absolutely committed to eliminating these issues from the Trent 1000 fleet and providing the best powerplant for the Boeing 787.”

Look out for more Trent 1000 Package B and Package C updates to this site soon. There are additional FAQs answered here.

So what is going on with the Trent 1000 Package B and Package C engines?

At Rolls-Royce, we constantly monitor the health of our engines. In particular, we keep a close eye on the amount of time they are able to stay on wing, so we can help the airlines we serve get the most value from their engines.

Our monitoring revealed a number of durability issues with our Trent 1000 Package B and Package C engines. Such in-service issues can sometimes develop with advanced engineering. Unexpected things happen on all engine systems when building new equipment with new technologies. In this case, some parts wore out faster than we forecast. Of course, this is not an excuse, but an explanation.

The first issue we tackled was sulphidation on the Intermediate Pressure (IP) turbine blade. Sulphidation is a form of chemical corrosion, caused by pollutants in the air which can vary greatly from airport to airport. These can then react with the high temperatures found in the hot section of an engine.

To guard against this corrosion, we introduced a new blade design featuring an improved protective coating. This new design improves engine durability and more than 95% of the flying fleet now has this new standard of blade.

Another durability issue, this time with the high pressure (HP) turbine blade, required attention. The condition of the blades deteriorated earlier than expected. A new blade design was made available in October 2018 to rectify this.

日本一本道最新高清无码Further investigation revealed that improvements were also required for the intermediate-pressure compressor (IPC) rotor blade. Under certain conditions the blades could vibrate, which caused a few of them to crack.

We are now progressing with the installation of a modified IPC blade for Pack C engines, which represent about half the Trent 1000 family's installed base.

As a number of Pack C engines operate with original IPC blades without issues, and don't need immediate replacement of the component, we foresee that the fleet-wide implementation of the new IPC blades will stretch into the mid-term.

Meanwhile, a redesign for the IPC blades for Pack B and Trent 1000 TEN engines has been completed. The new IPC blade for the Trent 1000 TEN has been fully qualified and is now in production. The Pack B blade will follow in 2020.

Those were essentially the three issues and all have happened at the same time, making it more challenging to resolve.

日本一本道最新高清无码This has caused disruption to our valued customers, which we sincerely regret. Rolls-Royce remains committed to providing the best powerplant on the Boeing 787.

Trent 1000 TEN HPT blade enhancement

Since the entry into service of the Trent 1000 TEN, Rolls-Royce has communicated to operators that the high-pressure turbine blades in these engines would have a limited life of 1,000 cycles. In April we announced that, for a sub-set of the Trent 1000 TEN fleet, HPT blades were deteriorating faster than anticipated and that we were implementing an accelerated inspection regime.

日本一本道最新高清无码We have completed a detailed technical evaluation of our work on an improved high pressure turbine blade for Trent 1000 TEN, the last major redesign activity required for the issues which we have identified with the engine. Our understanding of the technical issues has significantly improved and we have now rescheduled its introduction to 2021.

We will further step up our investment in engineering to support the specialist team which has been assembled to focus on resolving the final design and engineering challenges on the Trent 1000. This effort will be aided by a bespoke facility we have created in Derby dedicated to test Trent 1000 engines, which is now fully operational, enabling faster testing and validation of new component designs.

Our response

In order to get to a minimal AOG situation as soon as possible, we have significantly increased capacity at our MRO facilities, invested in new tools, equipment and people, launched new initiatives to reduce engine turnaround time and increased production capacity to ensure parts supply.

In November 2019 we announced that we are further accelerating plans to grow our MRO, with several major projects underway to deliver a near term increase in capacity for the Trent 1000. These include part of our existing sites in Dahlewitz and Montreal transitioning to become service hubs with the capability of handling Trent 1000 engine overhauls. We have secured the use of an additional test bed at Dallas Fort Worth to support Trent 1000 engine tests. Additionally, we are investing to expand our capacity in Derby and double our overhaul capacity at Heathrow.

日本一本道最新高清无码To minimise the impact on customers, further activities are underway including accelerated investments in spare engines.

Trent 1000 Package B and Package C engines durability: an illustrated guide

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13 April 2018

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    Q&A

    Why are high-life package B engines to be de-paired?
    Precautionary action is being taken in agreement with airworthiness authorities so high-life engines are not operated together following a higher rate of engine surge events than we’d expect.
    How many Trent 1000 powered planes are grounded?
    There are 340 aircraft in service and despite significantly increasing our Trent 1000 related maintenance, repair and overhaul capacity over the last twelve months, the number of aircraft on ground (AOG) remains at a high level. We sincerely regret the disruption that this has caused our customers.
    When will the Package B and Package C engines’ durability issue be entirely resolved?

    日本一本道最新高清无码 We have a robust solution in place to eliminate these issues from the fleet as quickly as possible. We foresee that the number of aircraft on the ground due to Package B and Package C durability issue will be reduced to a single-digit figure by Q2 2020.

    All the technical changes are expected to be fully embodied into the Trent 1000 Package B and Package C fleets by 2022.

    What new measures have you added to your testing process to reduce the likelihood of similar durability issues?

    日本一本道最新高清无码 As aviation meets unprecedented operational situations, we learn and, of course, share the knowledge we gain from them, so that engine systems and industry-wide protocols are as reliable as possible.

    日本一本道最新高清无码Armed with this new understanding, we’re going to be building even more durable engines going forward.

    Is the engine safe to fly?

    Travelling by aircraft is the safest form of travel and safety will always be our first priority. All of our service management actions have been fully supported by Boeing and the airworthiness authorities. They are precautionary measures that we are taking to ensure the engines continue to remain safe to operate.

    How many Trent 1000 engines are there in total?

    There are over 800 Trent 1000 engines in service across Package B, Package C and Trent 1000 TEN standards.

    Which airlines are affected?

    We are unable to comment on specific airlines or their operations.

    How long will this disruption last for?

    We are determined to reduce the unacceptable level of disruption we are causing customers and to bring the number of aircraft on ground (AOG) down to single digit levels by the end of Q2 2020 – as stated in our update of 20 September 2019.

    What’s the latest on ETOPS for the Trent 1000?

    Currently some Trent 1000 engines are subject to Extended Twin Operations (ETOPS) restrictions and an inspection regime to manage an intermediate pressure compressor blade issue. We recently  announce an improvement in the ETOPS restriction for the Package C engine standard which harmonises the regulations for all Trent 1000 models. As new standard blades are installed full ETOPS capability is restored.

    What financial impact will this have?
    Are you responding to an in-service event?

    日本一本道最新高清无码No. What we’re doing here is looking at the parts to ensure there aren’t any issues. This is a form of proactive maintenance to catch any issues before they become issues that would affect airline operation and cause them to report problems.

    What does the compressor do?

    The Intermediate Pressure Compressor is a set of spinning discs with small blades which squeezes the air drawn in by the fan at the front of the engine, preparing it for further squeezing in the high pressure compressor and eventually being mixed with fuel and ignited in the combustor. There are 8 rotor stages within the Intermediate Pressure Compressor, each of which features a number of blades. The blades are manufactured from a titanium alloy.

    How do you do inspections?

    The required inspections take a few hours to complete and can be completed without the engine being removed from the aircraft. It involves placing a probe within the engine and can usually be done between flights.

    If an issue is found and a part needs replacing, how quickly can you do that?

    日本一本道最新高清无码Each inspection takes a number of hours to complete, but if an issue is identified with a part, the engine would need to be removed and taken to one of our facilities. The time each engine spends in overhaul depends on the improvements we need to incorporate into that engine. We are using all techniques available to us to accelerate engine overhaul and have been investing in increased capacity to support the increased requirement for inspections.

    What does high cycle mean?

    日本一本道最新高清无码A cycle may broadly be described as one take-off and one landing. Engines with high cycles, while not necessarily older by date, can be considered to be more mature and therefore more relatively likely to see durability issues.