et une image de synthèse de ce nouveau moteur
Jeannot a écrit:Sans aucin doute il faudra un nouveau pylone.
Although weighing considerably more than the Trent 700, Rolls says the performance benefits of the newer technology Trent 1000-derivative will easily exceed the penalties of the larger engine’s drag and mass. The engine will be cantilevered further forward and higher on the wing pylon to ensure adequate ground clearance and load distribution Goodhead adds. Compared to the 97.5 in. fan diameter and 5:1 bypass ratio of the current Trent 772, the Trent 7000 will have the same 112 in. fan diameter and 10:1 bypass ratio of the newest 787 engine.
Advances in the core design give the new engine an overall pressure ratio of 50:1 compared to 36:1 on the Trent 700. Combined with the higher bypass ratio, the Trent 7000 specific fuel consumption is 10% lower than that of the baseline engine. “When that’s integrated with the airframe changes of the A330-800/900neo it will result in a 14% lower fuel burn per seat,” says Goodhead. The bigger fan will also significantly cut noise, enabling the A330-800/900neo to meet stiffer London airport ‘quota count’ (QC) noise regulations of QC1/0.25 for departure and arrivals respectively, compared to the QC 2/0.5 capabilities of the current aircraft.
The Trent 7000 version of the ‘TEN’ will also be adapted to power the A330’s pneumatic and electric systems with the addition of bleed offtakes and a different power gearbox. The changes will be based on standard three-shaft offtake systems such as that used in the Trent 900 engine for the A380 which takes bleed air for environmental control and wing anti-icing from ports in both the intermediate and high pressure spools, depending on demand level and flight phase. Other adaptations related to the bleed system will include modifications to the front bearing housing assembly to prevent the potential for oil-related vapor from entering the air system.
Paul a écrit:Si ce moteur n'est pas une version améliorée et adaptée du Trent 1000-Ten, je m'appelle Hermégilde.
Même diamètre, même nombre de pales, même nombre d'étages HP, IP et LP, même gamme de poussée, même high bypass ratio, même taux de compression.
“Even if the ALPS programs composite parts would be ready to go into the T7000 we would not see the weight benefits we have projected as part of this program for an existing engine using the technology,” Goodhead says. “To gain the 150-200kg weight gains we talk about, one has to design the engine from scratch with the technology. Applying it to a T1000 derivative does not bring the necessary benefits. The ALPS technology will see first application in our Advance engine.”
Another subject we covered was the engines maintenance cost. The red box in the slide talks about comparable economics for Total Care services and LLPs (Life Limited Parts in the engine). We asked Goodhead what this all means.
“It means that an airline ordering an A330ceo or A330neo will be offered similar prices for our Total Care maintenance including Life-Limited Parts.”
This is significant as engine maintenance costs constitutes about 2/3 of total maintenance costs and the 787 engines have higher maintenance costs, according to our market intelligence.