Quote: Rolls-Royce has drawn up a technology-insertion roadmap aimed at enabling its Trent XWB turbofan to deliver the nominal 92,000lb (409kN) of take-off thrust required by the stretched A350-1000 when it enters service in 2015.
The UK manufacturer plans to introduce a strengthened fan system, and materials and aerodynamic modifications in the core of the -1000's Trent XWB, to ensure that the top-end member of the engine family offers comparable time-on-wing to the variants that will power the baseline A350-900 and -800 "shrink"
Parapente From United Kingdom, joined Mar 2006, 1548 posts, RR: 10
Reply 2, posted (5 years 5 months ago) and read 4309 times:
I noted that the 1000 is to have increased core temperatures/pressures. They were already quite high. I think that this is one of the unsung revolutions. It can be noted that Cfm are suggesting that their new engine will match the GTF - even though it is " conventional" how? by massively increasing said core temperatures/pressures. I then noted P&W state that they too could do this to the GTF for a further 10% improvement. It is clearlythe way yo go. I assume that all this is trickle down technology from the military side? I know nothing about how it is being achieved except fot these ceramic blisks can take temperatures that metals cannot.If it all adds up to cleaner/leaner burn then all power to their elbows!
Thanks for that Aviationbuff - it is at least something. But in the end aside from higher T, it is a set of mostly unspecified mods to a largely unknown design - Hmmm. At least it shows that the main engine is optimised for the 350-900. I thought that getting the extra thrust was just going to mean that the -900 version would be understressed. Presumably if these higher temps can be tolerated on the version for the -1000 what is to stop them being fed back into the engine for the -900 presumably with a drop in fuel consumption???
They seem to be keeping this thing (XWB) fairly tight, presumably to give minimum guidance to you know who.
It T can be upped this much, presumably there is some room for improvement in the T1000 T too (sorry about that, 2 tempting) - the blading system for the XWB cannot be all that different from the T1000 can it?
How do ceramic blisks go when there is Canada goose for lunch? Presumably most of the goose goes through the bypass, but I doubt ceramics like much in the way of a goose sandwich.