Hum quid du t-7000 alors?
Problème technique pour le T1000-ten ou pb de priorisation?
Ok Merci, début 2015 donc ...Paul a écrit:Le GEnx a déjà une version certifiée à 80K lb, le GEnx-1B78/P2
Rolls-Royce has successfully completed the first flight of its new Trent 1000 TEN (thrust, efficiency and new technology) engine which will power the Boeing 787 Dreamliner family of aircraft.
Capable of up to 78,000lbs thrust it will be available to power all three variants of the Boeing 787: the -8, -9 and future -10.
The engine’s first flight was on a Boeing 747 flying test bed which took off from an airfield in Tucson, Arizona, US. A distinctive paint scheme on the engine nacelle - depicting a ‘perfect ten pin’ bowling image - easily identified the Trent 1000 TEN engine on the aircraft.
Iain Dudley, Head of Marketing, Trent 1000 said:” We are delighted that the first flight went so smoothly and we look forward to a successful programme on the 747 test bed before flight
Jeannot a écrit:Je suis etonné que persoone n'est fait allusion au vol du T1000 Ten. Voici un oublie réparé
Paul a écrit:Je ne crois pas que Boeing (et ses clients) tolérerait que RR repousse l'entrée en service du Ten pour favoriser le T7000. Je crois plutôt à quelques soucis technique pour améliorer la fiablilité et autres comme le laisse entendre RR dans l'article.
De plus, le Ten vient tout juste de faire son premier vol, il devait être certifié fin 2015 à l'origine.
The Trent 1000-TEN development has been delayed by a year, however. Flight testing on R-R’s Boeing 747 testbed began in May, nearly six months late. Engine certification by the European Aviation Safety Agency is expected by late June or early July. Final certification on the 787-9 is now scheduled in 2017, or roughly a year behind schedule.
So far, the most critical elements in the package of new technologies developed for the Trent 1000-TEN are not driving the schedule delays. Last year, R-R discovered that a new, cost-saving material used to make the banded stators in the compressor was not ready for operational service, so the company redesigned the component with a conventional metal, Moore says.
“That was a cost reduction opportunity and on the basis of the test results it didn’t work out as we thought it would,” he says. “We took time to fix that. Certification is an important milestone but what you want is a robust product and something the customer can use as an everyday, reliable machine.”
Moreover, fatigue testing on the Trent 1000-TEN revealed cracking in the fan case about one-third of the way through the 3,000h-cycle, Moore says. In that case, a pedestal attaching a solenoid to the fan case cracked under the pressure. After tearing down the engine, R-R discovered that the out-of-balance testing conditions had exceeded the design parameters, so the components were being shaken harder than the engine was expected to experience in service. R-R’s engineers have slightly lowered the pedestal to prevent cracking and the redesigned component should re-enter testing by July, Moore says.