Bonjour !
Suite du post occasionné par la publication de l'article de Flight Global sur RR today !
Pour ce qui est du T1000 !
Noter que l'on n'était pas loin du compte dans les comentaires précédents...
Confirmation de la version C, sur le B789, mais des test et peut être une implantation "Préalable" sur le B788, RR ne veut pas être lié à l'EIS du B789, on les comprend !
Un grand pas vers les spec's, "within 1%" pour la version C, qui seront comblés, pour le B789 c'est bien ! Des paquets de techno, à rentrer progressivement , bien ! Ils reviennent de loin RR, quand même, plus de 4% avoués, au départ sur les versions "A" de ANA
Ils essayent de comprendre, ce que veut Boeing pour le 787-10, hum, visiblement Boeing n'en est pas là !
Une diversion sur le confort "Pression et Humidité" des pax ..; hum, pas trop compris la relation ...
On en parle pas mal sur A.net, du bruit aussi d'ailleurs, à suivre !
--------- La première partie de FlightGlobal , Andrew Doyle -----------
http://www.flightglobal.com/news/articles/in-focus-rolls-royce-steps-up-work-on-three-shaft-engine-technologies-368728/
Part 1
------
Rolls-Royce is simultaneously investing in a suite of technologies that - if all goes to plan - will equip the next iteration of the three-shaft Trent in time for future widebody developments that could go into service around the end of the decade.
The Trent 1000 has already powered ANA's initial 787s on several hundred revenue flights, and the first long-range variant equipped with "Package B" engines began flights to Frankfurt in January.
"I suspect this is where you'll start to see some of the real benefits of the aeroplane, with the high humidity rates and the differences in cabin pressure," says Trent 1000 programme director Simon Carlisle. "It will be good to see that they start to get passenger differentiation at that point in time."
The first four ANA aircraft have Package A engines, which will be replaced with Package B units. "We had a lot of milestones last year for a project that's been fairly long in the tooth," says Carlisle. "We certified two engines, we cleared ETOPS, we did function and reliability [testing], we delivered the first aeroplane and we went into service."
In terms of development,
Carlisle is focused on the 74,000lb-thrust (330kN) Package C Trent 1000 that will debut on board the stretched 787-9. The intention is that this will also
become the standard powerplant for the baseline -8, allowing Rolls-Royce to maintain a common bill of materials to simplify production and support.
Further down the line, a further 787 stretch known as the -10X could become a reality. "We're still talking to Boeing and trying to understand what their plans for the -10X are, specifically in terms of size and timing, and they continue to be the key points of that discussion," says Carlisle. "We feel well placed because we have an engine that's capable of going up to 74k of thrust. It has more capability if required."
According to Boeing figures, the Package B engine is 2.3% better on fuel-burn than Package A, although B remains 2% off the Rolls-Royce specification. C is projected to be "just over 1% off spec" says Carlisle, but further technology insertion should get the engine back to specification.
"We are looking at putting some more technology in. We are doing some stuff with the LP turbine case cooling and changing some of the aerodynamics in the compressor. Not huge change packages, but some," says Carlisle.
The plan calls for certain improvements developed for the Trent XWB to be introduced on the 1000. "The thing that is very attractive to us is the [XWB's] high- and intermediate-pressure 'rising line' compressors," says Carlisle. "It's a good technology and it's easily transferable into the Trent 1000. Similarly, we've got a whole load of demonstrator programmes running that are churning out technologies that we are looking at."
FLEXIBLE TESTING
Although the Package C engine will enter service powering the 787-9, it will be flight-tested on the -8.
"What we were keen to do is not link the certification and qualification of an engine to a new airplane delivery. It would be bad for us if the -9 suddenly started to slip and we couldn't put a better engine on the -8 because it was linked to the -9," says Carlisle. "Boeing have exactly the same view, but their motivation is that by doing that they can offload some of the flight testing from the -9."
European Aviation Safety Agency approval of the Package C powerplant is targeted for the end of the first quarter of 2013. Entry into service with 787-9 launch customer Air New Zealand is scheduled for April 2014, and Rolls-Royce is now focused on achieving the required production-rate ramp-up after years of delays to the airframe programme.
"It's early days," says Carlisle. "We've been changing the product, incorporating modifications. They all need to get flushed through and stabilised in the supply chain. We, like Boeing, have got improvements we need to make there to get to the point where we feel more confident about the rate at which we produce engines and the cadence with which we produce them on a routine basis. It's no different from other programmes.
"It's quite a shallow beach for the Trent 1000 on the 787. We have only ANA until, notionally, Q3 this year... There are about 12 aircraft to deliver, then we start to see LAN and LOT come on line. From my perspective, having a single operator to focus on with high-cyclic usage is a great learning position to be in."
The manufacturer is building about one Trent 1000 per week, which will increase to 1.5 at the end of 2012. The rate will further rise to two per week during 2013.
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par Poncho (Admin) Mar 12 Avr 2011 - 16:03
quand j'ai parlé de version C pour le T1000 aussi , bien nécessaire (Surtout pour ameliorer la sécurité à mon avis) il y a presque 1 an !
du matin, du café au coin de la gare !
