The Magic of a Name by Peter Pugh
Author:Peter Pugh
Language: eng
Format: epub
Publisher: Icon Books
David Hygate, working for Rolls-Royce at Airbusâs headquarters in Toulouse at the time, recalled that the competition with Pratt & Whitney became very intense, and through the early months of 1997 the two fought to convince Airbus that they should choose their engines.
Rolls-Royce had offered a re-cored Trent 700, effectively a 600. However, in view of the problems with the earlier 600, Rolls-Royce did not want to call it a 600 and â as it produced 56,000lb of thrust â named it the Trent 500.
In June 1997 at the Paris Air Show, Airbus announced that it had selected the Rolls-Royce Trent 500. The larger of the two new models, the A340-600, would be 11 metres longer than the A340-300 and would be able to carry 378 passengers, in three classes, some 370km further â i.e. 13,900km. The smaller, the A340-500, would have the new wing, engines and increased weights of the -600, with a slightly stretched -300 airframe and about 48 per cent more fuel capacity, allowing it to carry 313 passengers and giving a range of over 15,700km.
Airbus maintained that its arrangement with Rolls-Royce was not exclusive because it â[allowed] other engine manufacturers to come in at a later dateâ. However, Pratt & Whitney, which had proposed its PW4500 engine, ruled itself out, insisting that it would need to have a sole-source agreement to justify the investment.
On 1 September 1997, Virgin and Air Canada placed the first orders for the Rolls-Royce Trent-500-powered A340s, and by the end of September seven airlines had placed orders for 100 of the A340 variants, all to be powered by Trent 500s. Rolls-Royce Chief Executive, John Rose, said:
This is the strongest launch we have ever had for a new engine programme. Itâs tremendous news for the Trent family.
As Airbus committed itself to the programme, it forecast sales of 1,500 aircraft in the category by 2010, and it expected to supply 50 per cent of them.
Development of the Trent 500 went smoothly. It was certificated at 60,000lb thrust but was derated to 53,000lb for the long-range A340-500 and to 56,000lb for the higher-capacity A340-600. Within two years, over $5 billion of orders were won, much of it with new customers, making it one of Rolls-Royceâs most successful engine launches in its history. The Trent 500 had the same 97.5-inch fan diameter as the Trent 700 and a reduced-flow core derived from the Trent 800. The reduced core size provided an 8.5:1 bypass ratio, giving low fuel burn and extremely low noise. The fan consisted of 26 titanium wide-chord hollow fan blades with a composite conical spinner. The LP fan was driven by a five-stage LP turbine, an eight-stage IP compressor driven by a single-stage IP turbine, and a six-stage HP compressor driven by a single-stage HP turbine. In the compression system, the eight-stage IP compressor included three variable stator stages to optimise the compressor operating characteristics. These were at the front of the engine in a cooler environment. Both the IP and HP compressors had double casings to separate the gas path from the load-carrying structure.
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