Trent-1000

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.

Beochien a écrit:Incidents T1000 chez ANA !
QQ précisions chez AvWeek, ça manquait !

17 moteurs sur 100, ont eu des aubes remplacées, les inspections continuent.
3 Incidents depuis le début de l'année, IFSD probable ...
Ce sont les traitements des aubes de l'IPT qui seraient en cause !
La solution (Autre que le remplacement pièce pour pièce) ne serait pas si loin ... (Fin 2016, pour le développement du moins)
Bon, pour les avions affectés, c'est peut être beaucoup moins clair, de fortes interruptions de service pendant un bon mois, sont programmées, peut être juste pour les inspections ... hum !

http://aviationweek.com/commercial-aviation/ana-makes-progress-boeing-787-engine-fix

Rolls-Royce is also “developing a new type of turbine blade, which will be completed by the end of 2016,” the airline says.


The airline identified the cause as erosion and cracking of turbine blades. Industry sources believe the issue is with the coating of the intermediate pressure turbine blades.

Rolls-Royce (Hall 4 Stand B18) is incorporating a new electronic engine control unit, accessory-drive train/gearbox, air-start capability and related external changes, and is adapting the design to work with the new engine bleed-air system (EBAS). It will also have a new Aircelle nacelle.

Poncho (Admin) a écrit:La prise d'air comprimé... vu que l'a330 n'est pas "All électric"

Même pas sûr que l'accrochage sous l'aile ne soit pas identique

Rolls-Royce (Hall 4 Stand B18) is incorporating a new electronic engine control unit, accessory-drive train/gearbox, air-start capability and related external changes, and is adapting the design to work with the new engine bleed-air system (EBAS). It will also have a new Aircelle nacelle.

http://www.ainonline.com/aviation-news/aerospace/2016-07-09/rolls-royce-pretty-active-trent-7000

Poncho (Admin) a écrit:C'est ce qui permet sur le TEN à la fois 2% de gain de conso et une poussée nettement supérieure.
Ce surcroit de poussée ne sera pas nécessairement utile au T7000, sauf à transformer l'A330-800 en dragster