Rolls-Royce

Paul a écrit:Désolé ce n'est pas 12 ans mais plutôt 20-25 ans pour 90-100% de la valeur de l'appareil. N'empêche que la tendance est à la baisse pour la durée de vie moyenne d'un avion à un point tel que qu'il parait que certains loueurs vont chercher à obtenir compensation auprès des motoristes pour la diminution prématurée de la valeur résiduelle des moteurs après 12 ans.

Laurent Simon a écrit:Cependant, même avec ces chiffres, n'y a t il pas possibilité de faire un chgt de moteur (vers GE ou PW) ? Le coût du chgt ne serait il pas largement inférieur au gain potentiel ?

Les concurrents de RR n'auraient ils pas intérêt à proposer ce chgt, ce qui pourrait contribuer à augmenter à terme leur part de marché ?

Poncho (Admin) a écrit:Je pense que les concurrents on suivi le même chemin avec le même genre d'accord, avec un peu de retard peut-être.

Jeannot a écrit:Sur ces fameuses statistiques il pourrait aussi y avoir le fait que certains des anciens oiseaux à moteurs GE ont subi une dépose complète des moteurs et sont donc en attente de destruction et donc ne seraient pas comptés dans les avions stockés. Il y aurait donc stockés et stockés...

The UK engine manufacturer said it decided on the Seletar facility based on its proven expertise at building Trent 1000 engines for the Boeing 787.

“There are many areas of commonality with the Trent 1000 that we build here already, so it means we already have the expertise to build [the new engine],” Rolls-Royce Singapore director Bicky Bhangu said.

The Singapore operation expects to ramp up production from its current 170+ power plants a year to 250 a year by 2017, and to increase production of its titanium-formed fan blades to correspond with the production hike.

Rolls-Royce regional director-ASEAN & Pacific Jonathan Asherson said the company is also looking to boost operations in Singapore to create a regional hub there for all its business arms.

“We are getting fan casings made in Malaysia, already have several [component] suppliers in Thailand, and are looking at Indonesia as a possible site for some manufacturing,” he said.

Asherson said the move to build the Trent 7000 from scratch in Singapore, not outsourced from Rolls-Royce headquarters in Derby, UK, is a highly significant move for the company.

“This is not just a delegation of authority from Derby to Singapore; the authority itself has moved here,” he said.

Beochien a écrit:En plus l'A330 NEO va se cogner la "Learning curve" de Singapore pour une fab très intégrée ...
Comme si la learning curve du GTF n'était pas suffisante pour Airbus ...

Yesterday the FT published an interesting story about how the UK is concerned with Rolls-Royce. The company has come under pressure with missing its numbers. Today came news that two senior managers are leaving the firm.

Rolls-Royce is entering the concept design phase for the High Temperature Turbine Technology demonstrator (HT3), which is designed to deliver advanced turbine technology for the company’s recently unveiled Advance and UltraFan engine developments.
The HT3 will be based on an XWB-97 donor engine from the Airbus A350-1000 certification and test effort and follow-ons from the Trent 1000-based EFE (environmentally friendly engine) demonstrator program. The initiative is one of several new technology test and validation programs getting underway for Advance, UltraFan and other potential enhancements to the existing Trent family over the next two years.
“We will get testing toward the back end of 2016 or in early 2017,” says Rolls-Royce Aerospace Future Programs and Technology Chief Engineer Alan Newby. The demonstrator will be focused on advanced high-temperature metals as well as the initial development of ceramic matrix composite (CMC) and other advanced high temperature materials. “Advanced manufacturing technologies will allow us to do very complex, cooled metallic airfoils,” Newby says.
Initial CMC applications envisioned by Rolls include shroud segments and vanes, with progressively more complex applications as testing proceeds. “With EFE we committed to one new build every year and that’s how I see things going with HT3,” adds Newby.

Although Rolls is just beginning extensive testing of CMCs inside its engines, the company has also gained experience in the application of large-scale structural CMCs for engine exhaust components. A lightweight CMC nozzle was tested in 2014 on one of the Trent 1000s powering Boeing’s 787 ecoDemonstrator. The tests were conducted under the FAA’s Continuous Lower Energy, Emissions and Noise (Cleen) program, and evaluated the heat resistance and strength of the nozzle over 12 flights.
The nozzle was the largest single piece of CMC material to fly and was developed under a joint effort between Boeing, Rolls, ATK affiliate COI Ceramics and Albany Engineered Composites. Initial results showed CMCs were more heat resistant and considerably lighter than conventional metallic alloys and offered the potential for fuel savings on future designs.
Boeing believes tests of the acoustically treated oxide CMC nozzle could prove a breakthrough in improving propulsion system efficiency and open up a possible gateway to more closely integrated airframe-engine designs.
But Boeing says that current high production costs for CMCs mean that no applications in commercial airliner engine nozzles are likely in the near term. General Electric has meanwhile developed an oxide-oxide (Ox-Ox) CMC for use on the Passport business jet engine exhaust mixer, centerbody and core cowls. The engine is set to make its service debut on the Bombardier Global 7000/8000 large corporate aircraft in 2016 and 2017 respectively.

Jeannot a écrit:Pour P&W c'est impossible ! Avec tous les ennuis qui commencent à pointer (et nous en sommes qu'au début), les pénalités de retard (cf Al Baker), les couts induits par les remplacements, les annulations de commandes, etc.., ils vont en fait demander à RR de venir les aider (bis repetitam) et leur payer une fortune en frais de consulting et d'ingénierie.

Beochien a écrit:Au passage, j'ai vu récemment MTU (Moteurs de locomotives) dans l'orbite de RR !
Je me demande si MTU, côté pièces sous ensembles et turbo-fans est dans le même groupe ??
MTU doit être à 15-20 % dans les GTF de P&W, non  ??