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Reflections on 50 years in R&D

Professor Phil Ruffles

March 8th 2011

RB211 and Trent Family

• Variants -9• Engines sold and on Order RB211 -3760,Trent -2060

sold,2600 on order• Aircraft RB211-L1011,B747,B757, B 767 Tu 204 Trent - A 330 A340 A350 A 380 B777 B787• 71 Trent Operators• Revenue 40bn to date,35bn

New engines on order. Aftermarket is additional

The Launch – 29 March 1968

RB211 Advantages of three shafts

• Picture and Chart which summarises the benefits of 3 shaft engines

yngeng.pptThe RB211 family - 35 years of evolution

Three-shaft configuration

Optimum aerodynamics

Shorter engine

Fewer stages

Improved operation

Better structural integrity

Better Modularity

Improved performance retention

Greater growth potential

Load bearing

LP spool

IP spool

HP spool

5

RB211-06

Designed for market leadership through technology

33,260 lb thrust in 1966-06 was unable to meet

increasing demand for thrust during aircraft development

Subsequently redesigned for 40,600lb from April to October in 1968 to become -22C

Uprated to 42,000lb (-22B) to compensate for weight growth

RB211-Scale of advancePerformance advance Thrust +95% Cruise sfc -21% Noise -19PNdB

Turbine entry temp. +150ºC Pressure ratio 17 > 25 Airflow x 3.7

RB211-22 (1972)

Conway RCo43 (1965)

45in.dia.

Weight 8861lb

Weight 4855lb

85.5in.dia.

RB211-22 The Hyfil fan

• The Hyfil fan offered a 300 lb weight and two per cent fuel consumption benefit

• High risk of Hyfil was recognised so a Titanium alloy alternative was designed in parallel

— as early as 1969 Hyfil blades were experiencing integrity problems

— replacement with Titanium blades allowed continued testing

• The Hyfil blade was replaced by the Titanium blade in Spring 1970

RB211-The review of early milestones

RB211-06 detailed design commenced at 33260lbs thrust

RB211-22 order received at 40600lbs thrust

First run of -06 engine

First run of -22 engine

First flight of RB211 in VC10

First flight of L1011

Type approval obtained for 42000lbs at ISA+3,

40600lbs at ISA+15

L1011 obtains type approval – airline service starts

Type approval obtained for 42000 lbf at ISA+15 (-22B)

• 34 development engines were built, compared with today’s usual six or seven

• 36 flight engines were sent to Lockheed, compared with today’s usual seven or eight

Mid 1967

Mar 1968

Aug 1968

Jan 1970

Mar 1970

Nov 1970

Feb 1972

Apr 1972

Feb 1973

RB211-06 Realising 40,000lb thrust• RB211-06, Engine 5 – Test Report (Jan 1969):

• Seizure of LP spool during initial attempts to start engine

• Strip revealed distorted blades, severe foul with seal segments

• Turbine module from Engine 3 fitted to resume testing

• After 19hrs 40mins, several Hyfil fan blades were found damaged

• Hyfil assembly removed and Titanium assembly fitted to resume testing

• Surge at 36,000 lbf after 21hrs 34mins (day temperature: -7°C)

• Engine rejected from test due to seized HP spool

• Strip examination revealed HP turbine blade foul with seal segments

• Thermal deterioration of the flame tube had also occurred

• Best performance to date!

• RB211-06, Engine 7 (March 1969):• Engine achieved 40,000lbf but surged and seized on run-down due to

HP turbine blade failure

RB211-06 Realising 40,000lb thrust

‘The Evidence’ !

RB211 Early development problems

Fan bladeintegrity

Poor performance ofcompressors and turbines

Combustion chamberand NGV cooling, cracking and collapse

HP turbine bladecooling/fatigue(IPNGV excitation)

Deletion of composites and strengthening of engine structure

IP NGVperformance

Operability

Temperature traverseEngine overweight

LP blade profilechanges

Rolls-Royce Receivership-February 4th 1971

• Engine 10011, fitted with a package of performance modifications, returned best performance to date on evening of Feb 3rd 1971

• The SFC shortfall was approx 8% with thrust close to 40,000lb

• This demonstrated the engine’s potential and had a major bearing on the events that followed

• The receiver allocated 12 development engines compared with the previous 18 - this required a clear focus on priorities

• Contract with Lockheed was re-negotiated with technical spec eased

• HP turbine blade was fixed, turbine sealing improved and further performance improvements made

• 14 months after bankruptcy the engine entered service at 40,600lbs, 41/2 months late, derated and overweight!

• 12 months later thrust was fully recovered and SFC target met.

RB211 Early service problems

HP turbine life(800 hours initially)

Fan disc

LP locationbearing

Accessory reliability HP

compressorstators

HP compressorsurge Combustion liner life

(800 hours initially) Rate per 1,000 hours

1973 19740

Fan disc Surge/compressor damage

Other reasons

Turbine blade/combustion liner deterioration

-22 total engine-caused removals

’72

RB211-524 and RB211-535

Boeing 767

Boeing 747

Lockheed L-1011

Tupolev Tu 204

Boeing 757

Thrust – lb x 100070

60

50

40 -535F5-535E4

-535C

-524G/H

-524D4-B

-524D4-524C

-524B

Improved -22B

-22B

-524B4-B

-524G/HT(pkg 3)

RB211-22B/-524/-535 and Trent HP turbine blades

1972-75

RB211-22B

Extruded bladesLP feed, cut back

trailing edge

Suction and trailing edge cooling

HP feed to leading edge

Interlock

1545K -1550K

1979

RB211-22B/535C

Multi-pass cast DS blade

HP feedExtensive film cooling

1660K

1983

RB211 535E4

Second generation

multi-pass cast DS blade1680K

1977

RB211-524Equiaxed

HP feed racetrack 36 NGVs

1660K

1987-96

RB211-524 Strategy 2C-2.5CModified interlock

Multi-passSingle crystal

36 NGVs1730K-1751K

1995

Trent 800Multi-pass

Single crystal Root damper

HPNGV shapingParallel shroud

40 NGVs1840K

Rolls-Royce Changing pace of technology 1980-1990

Widespread us of key systems across all components

80’s 90’s

Early use of CFD, FEA etc – development of turbine key systems

Emergence use of modelling/analysis tools, e.g. TACITUS

RB211 535 V2500 RB211 524G/H

Rolls-Royce Modelling Capability1980 to 1986

1981 1985 19861982 19841983

Date (year)

Analysis time

Time to influence design

0

1

2

3

4

5

6

9

8

7

10

V2500 Plan B

Benefit from vector processor

Improving Method Quality

Disc temperature prediction

Disc LCF lifing

Analysis of 14 aerofoils at six operating points

(Inc OGV in 3D)

Impractical or

impossible

Transient dynamic response

Rotor blade vibration analysis

Whole engine modelling

(FE)

Rolls-Royce Computer Simulation

• Computer Simulation has changed the way Engineering is carried out– 1960’s 1st Computers used– 1970’s 1st Turbine design system(1976)– 1980’s Mechanical Analysis concurrent with

design. – 1990’s Faster, greater complexity, more

iterations Digital Pre-assembly(Trent 800)– 2000’s Simulation validation via test then used

for subsequent certification– 2010 Whole engine modelling & Fan Blade-Off

simulation

RB211-535, V2500, RB211-524 improvement programmes

Attempts at performance improvement programmes through technology introduction provided mixed successes due to technology management and process difficulties

Derwent – The new product introduction process

Stage 1PreliminaryConceptDefinition

Stage 2Full Concept Definition

Stage 3ProductRealisation

Stage 4Production

Stage 5ServiceSupport

Stage 1 Exit review

Stage 6Disposal

Stage 2 Exit reviewCritical design review

Design verification reviewProduction readiness review

In-service review

Production process check

Audit gates

Integrated team and product structure

WholeSystem

(Product)

Sub-systemSub-system

ComponentComponent

ComponentComponent

Product & Functional structure

Chief DesignEngineer

Team leader of Sub-system

Team leader of Sub-system

Tea

m le

ader

of

Co

mp

on

ent

Etc

IPT structure

Tea

m le

ader

of

Co

mp

on

ent

Tea

m le

ader

of

Co

mp

on

ent

Tea

m le

ader

of

Co

mp

on

ent

Chief Devt.Engineer

Chief Engineer

New

Product Planning

Full Concept Definitio

n

Product Realisation

Production DisposalService Support

• Facilities

• People/skills

• Supply Chain

• Infrastructure

R&T Strategy Planning New Capability Realisation

Research and

Technology Programme

Global Academic Network

UNIVERSITY UNIVERSITY TECHNOLOGY CENTRESTECHNOLOGY CENTRES

Technology Validation

• Generic

• Project specific

Strategic Research

Applied Research

Requirements:

•Airframers

•Operators

Solutions

Rolls-Royce Capability Acquisition

Rolls-Royce Technology Acquisition

• Prior to mid 1970’s technology acquisition was determined by functions, largely with a research focus

• High Temperature Demonstrator Unit 1st run in 1972• Structured Advanced engineering programmes

launched in 1976 including Demonstrator engines• University Technology Centres launched in 1990• Technology Strategy linked to Corporate and

Product strategy from 1995 onwards• Technology programmes key to success of Trent

Engine family and growth of Company in other sectors

Research and technology management

Relative to competition: Lead/Neutral/Lag

Strategic research Applied research Validation

Fuel Cells3D Compressor

BladingHigh Temp. Demo. Unit

Base

Titanium Disc

Key

Wide Chord Fan

Pacing

MMC Blisk

EmergingFuel CellsT

echn

olog

y C

ateg

orie

sM

atur

ity

Leve

ls

Increasing cost/Reducing uncertainty/Reducing time to market

The Trent Family F

an d

iam

eter

97.5

86.5

110

Trent 1000 74,000lb

Trent 900 80,000lb

Trent 500 56,000lb

Trent 700 72,000lb

Trent 800 95,000lb

RB211-524G/H-T 60,000lb

EIS 1996 EIS 2007

EIS 1995 EIS 2002

EIS 2011

• 2060 engines delivered• 2600 orders backlog

• (December 2009)

EIS 2013Trent XWB

84,000lb

Trent 1000 – High technology at low risk

Optimized lightweight fan system

Active anti icing

Soluble core manufacturing of HPT blade

Advanced LPT design

IP power off-take

More electric Accessories and Engine Health

Monitoring

Developing our Engineering TalentEngineering

Directors

FellowsChief

Engineers

Technical

Leadership

Project

Leadership

Recruits

Graduate Level Recruits

& Apprentices

Movement out of Engineering

Some External

Losses

Recruits

Technical

Managers

Specialists Project

Managers

Associate Fellows

Product Development –Keys to Success

• Competitive Product Concepts• Technology acquired ahead of product

development• Stage Gate Product introduction process

– Formal gate reviews– Risk assessment and management

• Integrated Product Teams– Robust product requirements– Work package management– Clearly defined deliverables

• The best digital tools inc verification• Well trained and motivated people