RoseFlyer From United States of America, joined Feb 2004, 10186 posts, RR: 52
Reply 2, posted (10 years 4 weeks 18 hours ago) and read 3662 times:
First of all the Rolls Royce name that you see on cars is a completely different company then the Rolls Royce that makes turbine engines. The car company pays for a license to use the name.
There are multiple locations for Rolls-Royce. They are primarily based in the UK and some manufacturing goes on there. However they have a large American base as well in Indianapolis as well as other cities. All the smaller jet engines that you find on ERJs and similar planes are made in Indianapolis (I got the honor to tour the facility last year and it is huge). There are also a number of other divisions including the Marine, Defense and Energy sectors as well that they are big players in. Check out the corporate website as linked by troubleshooter for full PR information.
If you have never designed an airplane part before, let the real designers do the work!
AvionicMech From United Kingdom, joined Jan 2005, 315 posts, RR: 3
Reply 3, posted (10 years 4 weeks 18 hours ago) and read 3649 times:
The RR facility in the UK is in Derby. I had a tour round it during my apprenticeship which was really quite interesting actually plus RR gave us all a £5 voucher I think it was, to get some food in their canteen, which when you are a poor apprentice is gratefully appreciated.
I cant remember all that much about it but I remember seeing a fully built Trent engine and thinking how much bigger it was than our 'silly little' RB211's. I don't know if they still do tours or if it is just for customers or what but it might be worth contacting them if you are interested.
Jetlagged From United Kingdom, joined Jan 2005, 2601 posts, RR: 25
Reply 5, posted (10 years 4 weeks 16 hours ago) and read 3557 times:
Rolls-Royce is a British company, but it has international partners on various engine programmes.
Quoting RoseFlyer (Reply 2): First of all the Rolls Royce name that you see on cars is a completely different company then the Rolls Royce that makes turbine engines. The car company pays for a license to use the name.
Rolls-Royce Motor Cars used to be under the same ownership as the aero engine company. When Rolls-Royce went bankrupt in 1971, the car company was sold and the aero engine company became state owned. The car company is now owned by BMW. The aero engine company is no longer under state ownership.
Like AvionicMech I had a tour round the Derby plant in the late seventies. They really went out of their way for a group of aero engineering students.
The glass isn't half empty, or half full, it's twice as big as it needs to be.
Vc10 From United Kingdom, joined Nov 2001, 1421 posts, RR: 15
Reply 9, posted (10 years 4 weeks 5 hours ago) and read 3451 times:
Now we won't forget Rolls Royce establishment in Barnoldswick in Lancashire.
This place is still there and remembered as the home of Rolls Royce jet engines by the "B" in their engine numbering ie RB 211
GDB From United Kingdom, joined May 2001, 13369 posts, RR: 77
Reply 12, posted (10 years 4 weeks 3 hours ago) and read 3426 times:
R/R aero engines, (as well as other subsidiaries no doubt), is a result of a long series of mergers between UK engine companies post WW2, the most significant being Bristol Siddeley in 1966, which became R/R (Bristol).
BS (yes that was the official shorthand for Bristol Siddeley), made engies like the Pegasus, which powered the Harrier VSTOL combat aircraft, and the Olympus, which in it's -593 version powered Concorde.
R/R's time in state ownership lasted from 1971-87, problems with the early RB211 and a general recession, caused a Conservative government to nationalized them, as they were a big military contractor, for warships as well as most UK combat aircraft.
In 1996 they brought out Allison in the US, greatly expanding the global reach of R/R, also significant as it's unusual for companies that are major defence contractors in the US, being allowed to pass into foreign ownership.
A decade ago, many 'experts' in the financial services, predicted R/R would eventually be brought out by a bigger US rival, probably GE, but the Trent series of engines have greatly increased R/R's share of the civil engine market.
I can remember when R/R's only in production engine that was selling well worldwide, was the RB211-535 on the 757.
GDB From United Kingdom, joined May 2001, 13369 posts, RR: 77
Reply 14, posted (10 years 4 weeks ago) and read 3380 times:
The blades were to made of a material called 'Hyfill', a sort of honeycomb.
Lighter and stronger was the hope, as it turned out, they were anything but stronger, bird strike tests had bad results.
Leading to more conventional fan blades, with all the re-designs, weight issues leading to delays.
There were other delays, on this the first R/R big high-bypass fan, until the mid 70's the L-1011 was the only application too, ending when BA order RB.211 747-236 aircraft.
In the mid 60's R/R were going to develop the larger RB.207, (applications were the embryonic A300 and it's rear mounted engined UK rival, the BAC 3-11, plus later 747 versions).
At the lower (around 30,000lb) end of the scale, the RB.178, (applications included HS-178, very similar to the 757, in 1967! With a Trident style forward fuselage, and possibly the Vickers Superb, basically a double deck VC-10, up to 284 pax).
RB.178 originally was a much improved R/R Conway, rather like how the original JT8 was improved to the -200 engine as fitted to MD-80, but the project grew into a high bypass fan.
With no Vickers Superb, BEA unsure on future Trident developments, leading to the HS-178, the RB.178 stayed a technology demonstrator only.
The emergence of the L-1011, requiring an engine easier to develop than the large RB.207, led to the middle path of the RB.211 being pursued (this in part led to the original UK exit from Airbus, for 10 years from 1968), the final blow was the government axing the BAC 3-11.
But R/R's hopes of a easier entry to the civil big fan market were not at first realized with the RB.211, in time of course it became a good engine, but delays and R/R bankruptcy delayed higher powered version for some years, which put the L-1011 at a serious disadvantage compared to the DC-10, whose higher powered CF-6 engines enabled longer ranged (-30) DC-10's to be offered much sooner than a similar improved Tristar.
Going back to the mid 60's, one reason R/R spent a lot of money (with could have made developing those other big fans mentioned above, quicker and easier), into buying out Bristol Siddeley, was because BS were to be the UK part of a European consortium, to license produce PW JT9D engines for the 747's on order by some European carriers, Snecma in France being another, so presumably BOAC and AF 747's would be included in this, at least.
R/R, already struggling to develop big fan engines, probably were alarmed at BS assembled JT9's being called 'British Engines' and maybe knocking R/R out of the emerging big fan market.
So R/R brought out their major UK rival, ending any BS assembled JT9Ds, in fairness, R/R at the time did need to expand their portfolio of products, BS got them on to Concorde, Harrier to name two high profile projects, as well as plenty of others, not just in the aero engine range.
In the end, only PW built JT9Ds, which in fairness to R/R, had more than their share of problems early on, these were all very new technology engines after all.