View source for Rolls-Royce Trent

{{short description|Family of turbofan aircraft engines}}
{{About||the 1944 turboprop engine|Rolls-Royce RB.50 Trent|the 1960s low bypass turbofan|Rolls-Royce RB.203 Trent}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
{{Use dmy dates|date=January 2025}}
{{Use British English|date=August 2017}}
{|{{Infobox aircraft begin
 |name=Trent
 |image= File:Test_Facility.jpg
 |caption=A Trent 1000 turbofan engine installed on a test bench at the Rolls-Royce Test Facility in Derby, UK.
}}{{Infobox aircraft engine
 |type=[[Turbofan]]
 |manufacturer=[[Rolls-Royce Holdings]]
 |national origin=[[United Kingdom]]
 |first run=27 August 1990
 |major applications= [[Airbus A330]]<br/>[[Airbus A340-500]]<br/>[[Airbus A340-600]]<br/>[[Airbus A350]]<br/>[[Airbus A380]]<br/>[[Boeing 777]]<br/>[[Boeing 787]]
 |number built =
 |developed from = [[Rolls-Royce RB211]]
 |developed into = [[Rolls-Royce MT30]]
 |variants with their own articles = [[Rolls-Royce Trent 500]]<br/>[[Rolls-Royce Trent 700]]<br/>[[Rolls-Royce Trent 800]]<br/>[[Rolls-Royce Trent 900]]<br/>[[Rolls-Royce Trent 1000]]<br/> [[Rolls-Royce Trent XWB]]<br/>[[Rolls-Royce Trent 7000]]
}}
|}

The '''Rolls-Royce Trent''' is a family of [[high-bypass turbofan]]s produced by [[Rolls-Royce Holdings|Rolls-Royce]]. It continues the [[Turbofan#Three-spool|three spool]] architecture of the [[Rolls-Royce RB211|RB211]] with a maximum thrust ranging from {{cvt|61,900|to|97000|lbf|kN|lk=on}}. Launched as the '''RB-211-524L''' in June 1988,<ref name=Flight10sep1988/> the prototype first ran in August 1990.<ref name=AvWeek10sep1990/> Its first variant is the [[#Trent 700|Trent 700]] introduced on the [[Airbus A330]] in March 1995, then the [[#Trent 800|Trent 800]] for the [[Boeing 777]] (1996), the [[#Trent 500|Trent 500]] for the [[Airbus A340|A340]] (2002), the [[#Trent 900|Trent 900]] for the [[Airbus A380|A380]] (2007), the [[#Trent 1000|Trent 1000]] for the [[Boeing 787]] (2011), the [[#Trent XWB|Trent XWB]] for the [[Airbus A350|A350]] (2015), and the [[#Trent 7000|Trent 7000]] for the [[A330neo]] (2018). It also has marine and industrial variants such as the [[Rolls-Royce MT30|RR MT30]].

==Development==

Despite the success of the RB211, Rolls-Royce's share of the large civil [[turbofan]] market was only 8% when it was privatised in April 1987, the market being dominated by [[General Electric]] and [[Pratt & Whitney]].<ref name="The_Magic_Of_A_Name">{{cite book |last=Pugh |first=Peter |title=The Magic of a Name, Part Three |publisher=Icon Books |year=2002 |isbn=1-84046-405-4}}</ref> In June 1987, Rolls-Royce was studying whether to launch a {{cvt|65,000|lbf|kN}} thrust variant of the RB211, to be called the '''RB211-700''', for the [[Airbus A330]] twin-jet, the long-range [[Boeing 767]] and the [[MD-11]], derived from the [[747-400]]'s -524D4D, with growth potential to {{cvt|70,000|lbf|kN}}.<ref>{{cite magazine |url=https://archive.aviationweek.com/issue/19870720/#!&pid=22 |title=Rolls Examines Development of Rb211-700 Engine for Future Twinjet Aircraft |magazine=Aviation Week |date=8 June 1987 |page=23 |access-date=4 November 2019 |archive-date=15 March 2022 |archive-url=https://web.archive.org/web/20220315144931/https://archive.aviationweek.com/issue/19870720/#!&pid=22 |url-status=live }}</ref> By June 1988, Rolls-Royce was investing over $540 million to develop the uprated '''RB-211-524L''' with a new {{cvt|95|in|cm}} fan (up from {{cvt|86|in|cm}}) for the -524G/H and a fourth LP turbine stage up from three<!--note: source is "4 LP compressor stage up from 3" but meant probably LP turbine stages, see respective stage counts-->, targeting {{cvt|65,000 to 70,000|lbf|kN}}.<ref name="archive.aviationweek.com">{{cite magazine |url=https://archive.aviationweek.com/issue/19880620/#!&pid=30 |title=Rolls-Royce Will Invest $540 Million in Developing Uprated RB211 Version |magazine=Aviation Week |date=20 June 1988 |page=30 |access-date=26 October 2019 |archive-date=15 March 2022 |archive-url=https://web.archive.org/web/20220315145017/https://archive.aviationweek.com/issue/19880620/#!&pid=30 |url-status=live }}</ref>

At the September 1988 [[Farnborough Airshow]], the {{cvt|65,000-72,000|lbf|kN}} -524L development was confirmed, estimated at £300 million, to power the MD-11 and A330 as a full-scale model was unveiled by [[Frank Whittle]].<ref name=Flight10sep1988>{{cite magazine |url=https://www.flightglobal.com/pdfarchive/view/1988/1988%20-%202532.html |title=Rolls confirms faith in -524L |date=10 September 1988 |magazine=[[Flight International]]}}{{dead link|date=January 2025|fix-attempted=yes}}</ref> In June 1989, the '''RB211-524L Trent''' was confirmed for the A330, rated at {{cvt|74,000|lbf|kN}}.<ref>{{cite magazine |url=https://archive.aviationweek.com/issue/19890626/#!&pid=90 |title=TWA Confirms Orders for 20 A330s, Selects Rolls Engine |magazine=Aviation Week |date=26 June 1989 |page=91 |access-date=4 November 2019 |archive-date=15 March 2022 |archive-url=https://web.archive.org/web/20220315145019/https://archive.aviationweek.com/issue/19890626/#!&pid=90 |url-status=live }}</ref> Rated at {{cvt|65,000|lbf|kN}} for the MD-11, the [[#First Trent 600|Trent]] made its first run on 27 August 1990 in [[Derby]].<ref name=AvWeek10sep1990>{{cite magazine |url=https://archive.aviationweek.com/issue/19900910/#!&pid=18 |title=Engine Makers Intensify Commercial Marketing Effort |magazine=Aviation Week |date=10 September 1990 |page=18}}</ref> By September 1992, the {{cvt|94.6|in|cm}} '''Trent 600''' for the MD-11 was abandoned and prototypes were rebuilt as [[#Trent 700|Trent 700]] engines for the A330 with a {{cvt|97.4|in|cm}} fan.<ref name="Rolls ties global strategy to Trent">{{cite magazine |url=https://archive.aviationweek.com/issue/19920914#!&pid=72 |title=Rolls ties global strategy to Trent engine family |magazine=Aviation Week |year=1992 |page=72 |access-date=26 October 2019 |archive-date=17 July 2017 |archive-url=https://web.archive.org/web/20170717231432/http://archive.aviationweek.com/issue/19920914/#!&pid=72 |url-status=live }}</ref>

The UK government granted Rolls-Royce £450 million of [[Government funding|repayable launch investment]], repaid with interest, to develop the RB.211 engine and the Trent family up to the [[#Trent 900|Trent 900]].<ref>{{cite web |url=https://publications.parliament.uk/pa/cm200405/cmselect/cmtrdind/151/15106.htm#a20 |title=The UK aerospace industry's current performance – Repayable launch investment (RLI) |publisher=House of Commons |date=5 April 2005 |work=Select Committee on Trade and Industry – Fifteenth Report |access-date=11 September 2017 |archive-date=3 December 2018 |archive-url=https://web.archive.org/web/20181203055843/https://publications.parliament.uk/pa/cm200405/cmselect/cmtrdind/151/15106.htm#a20 |url-status=live }}</ref> Rolls-Royce obtained £200&nbsp;million for the Trent&nbsp;8104, 500 and 600 variants in 1997, and £250&nbsp;million for the Trent&nbsp;600 and 900 variants in 2001.

New proposed planes required higher thrust and customers wanted the Boeing 777 and Airbus A330 [[twinjet]]s to fly [[ETOPS|Extended-range Twin-engine Operations]] at introduction. Rolls-Royce decided to offer an engine for every large civil airliner, based on a common core to lower development costs, and the [[Turbofan#Three-spool|three-shaft]] design provided flexibility, allowing each spool to be individually scaled. In keeping with Rolls-Royce's tradition of naming its jet engines after rivers,<ref>{{cite book |last=Gunston |first=Bill |title=World Encyclopedia of Aero Engines |year=1989 |publisher=Patrick Stephens Limited |location=Cambridge, United Kingdom |isbn=978-1-85260-163-8}}</ref> the engine family is named after the [[River Trent]] in [[the Midlands]] of [[England]], a name previously used for the [[Rolls-Royce RB.50 Trent|RB.50]], Rolls-Royce's first working [[turboprop]] engine; and the 1960s [[Rolls-Royce RB.203 Trent|RB.203]], a {{cvt|9980|lbf|kN}} bypass turbofan and the first three-spool engine, designed to replace the [[Rolls-Royce Spey|Spey]] but never introduced.{{citation needed|date=January 2025}}

In 2019, Rolls-Royce delivered 510 Trent engines.<ref>{{cite news |url=https://www.flightglobal.com/air-transport/rolls-royce-nears-break-even-delivery-for-a350-900-powerplant/137001.article |title=Rolls-Royce nears break-even delivery for A350-900 powerplant |first=David |last=Kaminski-Morrow |date=28 February 2020 |work=Flightglobal |archive-date=28 February 2020 |access-date=28 February 2020 |archive-url=https://web.archive.org/web/20200228150945/https://www.flightglobal.com/air-transport/rolls-royce-nears-break-even-delivery-for-a350-900-powerplant/137001.article |url-status=live }}</ref>

==Design==
[[File:2013-09-18 TrentTurbineBlades.jpg|thumb|Nickel-alloy high pressure turbine blades with cooling holes for use in gas hotter than their melting point]]

Like its RB211 predecessor, the Trent uses a concentric [[Turbofan#Three-spool|three-spool]] design rather than a [[Turbofan#Boosted two-spool|two-spool]] configuration. The Trent family keeps a similar layout, but each spool can be individually scaled and can rotate more closely to its optimal speed. The core noise levels and exhaust emissions are lower than those of the RB211.

Hollow [[titanium]] fan blades with an internal [[Warren-girder]] structure achieve strength, stiffness and damage tolerance at low weight.<ref name=RollsNov2003/> To operate in temperatures above their [[melting point]], cooling air is bled from the compressor through laser-drilled holes in the hollow [[turbine blade]]s, made from a [[single crystal]] of a [[nickel]] alloy and covered by [[thermal barrier coating]]s.<ref name=RollsNov2003/> Each [[turbine blade]] removes up to {{cvt|560|kW}} from the gas stream.<ref name=RollsNov2003>{{cite web |last=Spittle |first=Peter |url=http://users.encs.concordia.ca/~kadem/Rolls%20Royce.pdf |title=Gas turbine technology |publisher=[[Rolls-Royce plc]] |date=November 2003 |access-date=21 July 2012 |archive-date=31 October 2014 |archive-url=https://web.archive.org/web/20141031143409/http://users.encs.concordia.ca/~kadem/Rolls%20Royce.pdf |url-status=live }}</ref>

In April 1998, the [[Rolls-Royce RB211#RB211-524 series|RB211-524HT]] was introduced for the 747-400 with the [[#Trent 700|Trent 700]] core, replacing the previous RB211-524G/H with 2% better [[thrust specific fuel consumption|TSFC]], up to a 40% lower NOx emissions and a 50&nbsp;°C cooler turbine.<ref name="RB211524GH-T">{{cite news |title=Rolls-Royce standardises on hybrid RB211 after entry success |work= Flight International |url=http://www.flightglobal.com/news/articles/rolls-royce-standardises-on-hybrid-rb211-after-entry-36700 |date=6 May 1998}}</ref> The [[#Trent 800|Trent 800]] LP spool rotates at 3300 [[Revolutions per minute|rpm]],<ref name=TCDS800/> its {{cvt|110|in|cm|0}} diameter fan tip travels at {{#expr:2.79*pi*3300/60round0}} m/s. The [[#Trent 900|Trent 900]]'s {{cvt|116|in|cm|adj=on}} fan keeps a low mean jet velocity at take-off to lower the [[Airbus A380]]'s noise.<ref name="Trent900_fan">{{cite news |url=https://atwonline.com/aircraft-amp-engines/fan-thing |title=The fan is the thing |publisher=[[Air Transport World]] |date=31 October 2004 |last=Donoghue |first=J.A. |archive-url=https://web.archive.org/web/20070902013214/http://www.atwonline.com/magazine/article.html?articleID=1086 |archive-date=2 September 2007}}</ref>

==Variants==

=== First Trent 600 ===
At the [[McDonnell Douglas MD-11]] programme launch at the end of 1986, the airframe was only offered with [[GE CF6]]-80C2 or [[PW4000]] engines, however Rolls-Royce was preparing to propose the [[747-400]]'s [[RB211]]-524D4D rated at {{cvt|58,000|lbf|kN}}.<ref>{{cite magazine |url=https://archive.aviationweek.com/issue/19870105#!&pid=34 |title=Orders Spur McDonnell To Launch MD-11 Program |date=5 January 1987 |magazine=Aviation Week |page=35 |access-date=26 October 2019 |archive-date=4 October 2018 |archive-url=https://web.archive.org/web/20181004041045/http://archive.aviationweek.com/issue/19870105#!&pid=34 |url-status=live }}</ref> By June 1988, Rolls-Royce was investing over $540 million to develop the uprated '''RB-211-524L''' with a new {{cvt|95|in|cm}} fan (up from {{cvt|86|in|cm}}) for the -524G/H and a fourth LP turbine stage up from three<!--note: source is "4 LP compressor stage up from 3" but meant probably LP turbine stages, see respective stage counts-->, targeting {{cvt|65,000 to 70,000|lbf|kN}}.<ref name="archive.aviationweek.com"/>
Rated at {{cvt|65,000|lbf|kN}}, the '''Trent''' made its first run on 27 August 1990 in [[Derby]].<ref name=AvWeek10sep1990/> By July 1991, the MD-11 Trent was abandoned after the demise of [[Air Europe]], its only customer.<ref>{{cite magazine |url=https://archive.aviationweek.com/issue/19910729/#!&pid=32 |title=Rolls, McDonnell Douglas Cancel Plans for Trent-powered MD-11 |date=29 July 1991 |magazine=Aviation Week |page= 32}}</ref> By February 1992, there were four '''Trent 600''' engines with a {{cvt|94.6|in|cm}} fan.<ref name=AvWeek17feb1992>{{cite magazine |url=https://archive.aviationweek.com/issue/19920217#!&pid=66 |title=Rolls-Royce Completes Design Work on Trent 700 Engine for A330, MD-12 |magazine=Aviation Week |date=17 February 1992 |page=67}}</ref> By September 1992, three had been rebuilt as [[#Trent 700|Trent 700]] engines for the A330 with a {{cvt|97.4|in|cm}} fan.<ref name="Rolls ties global strategy to Trent"/>

===Trent 700===
{{Main|Rolls-Royce Trent 700}}
[[File:Airbus A330-200 XL AW (XLF) F-GRSQ - MSN 501 (9859164524).jpg|thumb|The [[Rolls-Royce Trent 700|Trent 700]] nacelle on the [[Airbus A330|A330]] has an [[exhaust mixer]]]]

Rolls-Royce was studying a [[RB211]] development for the [[Airbus A330]] at its launch in June 1987. The [[Trent 700]] was first selected by [[Cathay Pacific]] in April 1989, first ran in summer 1992, was certified in January 1994<ref name="TCDS700"/> and put into service in March 1995. Keeping the characteristic [[Turbofan#Three-spool|three-shaft]] architecture<ref name="TCDS700"/> of the RB211, it is the first variant of the Trent family. With its {{cvt|97.4|in|cm}} fan for a 5:1 [[bypass ratio]], it produces {{cvt|300.3|-|316.3|kN|lbf}} of [[thrust]]<ref name="TCDS700">{{cite web |title=Type-Certificate Data Sheet RB211 Trent 700 series engines |url=https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E%20042%20TCDS%20issue%2005.pdf |date=21 February 2019 |publisher=EASA}}</ref> and reaches an [[overall pressure ratio]] of 36:1.<ref name=700poster/> It competes with the [[GE CF6]]-80E1 and the [[PW4000]] to power the A330.

===Trent 800===
{{Main|Rolls-Royce Trent 800}}

The [[Trent 800]] is one of the engine options for the early [[Boeing 777]] variants. Launched in September 1991,<ref name=AvWeek16sep1991>{{cite magazine |url=https://archive.aviationweek.com/issue/19910916/#!&pid=32 |title=Rolls-Royce Launches Trent 800 Engine With Order to Equip Thai Airways 777s |magazine=Aviation Week |date=16 September 1991 |pages=21–22 |access-date=8 January 2025 |archive-date=1 February 2023 |archive-url=https://web.archive.org/web/20230201120529/https://archive.aviationweek.com/issue/19910916/#!&pid=32 |url-status=live }}</ref> it first ran in September 1993,<ref name=AvWeek14sep1992>{{cite magazine |url=https://archive.aviationweek.com/issue/19920914#!&pid=72 |title=Rolls ties global strategy to trent engine family |magazine=Aviation Week |date=14 September 1992 |pages=73–74 |access-date=26 October 2019 |archive-date=17 July 2017 |archive-url=https://web.archive.org/web/20170717231432/http://archive.aviationweek.com/issue/19920914/#!&pid=72 |url-status=live }}</ref> was granted [[EASA]] certification on 27 January 1995,<ref name=TCDS800/> and entered service in 1996.<ref name=RollsJapan>{{cite web |title= Powerful partner in Japan |url= http://www.rolls-royce.com/japan/en/partners/default.htm |archive-url= https://web.archive.org/web/20070520074900/http://www.rolls-royce.com/japan/en/partners/default.htm |url-status= dead |archive-date= 20 May 2007 |publisher= Rolls-Royce |date= 2006}}</ref> It reached a 40% market share,<ref name=RollsTrent800>{{cite web |title=Rolls-Royce Trent 800 |url=https://www.rolls-royce.com/products-and-services/civil-aerospace/airlines/trent-800.aspx |publisher=Rolls-Royce |access-date=8 January 2025 |archive-date=15 January 2015 |archive-url=https://web.archive.org/web/20150115052051/http://www.rolls-royce.com/civil/products/largeaircraft/trent_800/ |url-status=live }}</ref> ahead of the competing [[PW4000]] and [[GE90]], and the last Trent 800-powered 777 was delivered in 2010.<ref name=MRO29sep2017>{{cite news |url=https://www.mro-network.com/engines-engine-systems/trent-800-aftermarket-waver-slightly-through-2021 |title=Trent 800 Aftermarket To Waver Slightly Through 2021 |first=Sean |last=Broderick |date=29 September 2017 |work=MRO network}}</ref> The Trent 800 has the Trent family [[Turbofan#Three-spool|three shaft]] architecture, with a {{cvt|280|cm|in}} fan.<ref name=AvWeek16apr1990/> With a 6.4:1 bypass ratio and an overall pressure ratio reaching 40.7:1, it generates up to {{cvt|413.4|kN|lbf}} of [[thrust]].<ref name=TCDS800>{{cite web |url=https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E%20047%20TCDS%20issue%2004.pdf |title=Type-Certificate Data Sheet No. E.047 |date=21 February 2019 |publisher=EASA |access-date=4 November 2019 |archive-date=16 March 2019 |archive-url=https://web.archive.org/web/20190316025539/https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E%20047%20TCDS%20issue%2004.pdf |url-status=live }}</ref>

=== Trent 8100 ===

In the early [[#Trent 800|Trent 800]] studies in 1990, Rolls-Royce forecast a growth potential from {{cvt|85,000 to 95,000|lbf|kN}} with a new HP core.<ref name=AvWeek16apr1990>{{cite magazine |url=https://archive.aviationweek.com/issue/19900416/#!&pid=20 |title=Rolls-Royce to Enlarge Trent Engine Fan For 767-X But Retain Much Commonality |magazine=Aviation Week |date=16 April 1990 |pages=21–22}}</ref> By March 1997, Boeing studied [[Boeing 777#Second generation models|777-200X/300X]] growth derivatives for a September 2000 introduction: GE was proposing a {{cvt|454|kN|lbf}} GE90-102B, while P&W offered its {{cvt|436|kN|lbf}} PW4098 and Rolls-Royce was proposing a {{cvt|437|kN|lbf}} '''Trent 8100'''.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/as-board-approves-777-200x300x-specifications-23/ |title=[Boeing] board approves 777-200X/300X specifications |date=5 March 1997 |work=Flightglobal |archive-date=21 August 2017 |access-date=30 October 2019 |archive-url=https://web.archive.org/web/20170821172446/https://www.flightglobal.com/news/articles/as-board-approves-777-200x300x-specifications-23/ |url-status=live }}</ref> Rolls-Royce was also investigating another variant, the '''Trent 8102''', which would produce over {{cvt|445|kN|lbf}} of thrust.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/ge-is-first-to-agree-mou-for-777-200x300x-powerplant-13689/ |title=GE is first to agree MoU for 777-200X/300X powerplant |date=26 March 1997 |work=Flightglobal |archive-date=19 September 2017 |access-date=30 October 2019 |archive-url=https://web.archive.org/web/20170919234451/https://www.flightglobal.com/news/articles/ge-is-first-to-agree-mou-for-777-200x300x-powerplant-13689/ |url-status=live }}</ref> By December 1997, the -300X {{abbr|[[maximum take-off weight|MTOW]]|Maximum takeoff weight}} grew to {{cvt|324,600|kg}}.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/boeing39s-long-stretch-30280/ |title=Boeing's long stretch |date=3 December 1997 |work=Flightglobal |archive-date=30 October 2019 |access-date=30 October 2019 |archive-url=https://web.archive.org/web/20191030093920/https://www.flightglobal.com/news/articles/boeing39s-long-stretch-30280/ |url-status=live }}</ref> The {{cvt|454|kN|lbf}} '''Trent 8104''' design was to be completed by June 1998, while the -200X entry into service slipped to mid-2002.<ref name=Flight3june1998/> Higher thrust was obtained with new swept fan blades while keeping a {{cvt|2.79|m|in}} fan.<ref name=Flight3june1998>{{cite news |url=https://www.flightglobal.com/news/articles/rolls-royce-completes-trent-8104-design-and-waits-for-777-x-37776/ |title=Rolls-Royce completes Trent 8104 design and waits for 777-X |first=Guy |last=Norris |date=3 June 1998 |work=Flightglobal |archive-date=30 October 2019 |access-date=30 October 2019 |archive-url=https://web.archive.org/web/20191030123444/https://www.flightglobal.com/news/articles/rolls-royce-completes-trent-8104-design-and-waits-for-777-x-37776/ |url-status=live }}</ref>

The {{cvt|104,000|lbf|kN}} Trent 8104 first ran on 16 December 1998, and exceeded {{cvt|110000|lbf|kN}} of thrust five days later, before two other engines would join by mid-1999.<ref name=Flight27jan1999/> The swept fan blades produce 2–3% more flow at a given speed with the same {{cvt|2.8|m|in}} fan, for an additional {{cvt|10,000|lbf|kN}} of thrust, while fan efficiency is 1% better.<ref name=Flight27jan1999/> The HP compressor rotors and stators and the IP compressor stators were designed with 3D [[aerodynamics]].<ref name=Flight27jan1999/> As the 777-200X/300X grew to a MTOW of {{cvt|340,500|kg|lb}}, thrust requirements drifted to {{cvt|110,000-114,000|lbf|kN}}.<ref name=Flight27jan1999/> The fan diameter was to reach {{cvt|2.9|m|in}} to increase the thrust.<ref name=Flight27jan1999>{{cite news |url=https://www.flightglobal.com/news/articles/initial-trent-8104-tests-reveal-new-growth-potential-47307/ |title=Initial Trent 8104 tests reveal new growth potential |first=Guy |last=Norris |date=27 January 1999 |work=Flightglobal |archive-date=30 October 2019 |access-date=30 October 2019 |archive-url=https://web.archive.org/web/20191030125631/https://www.flightglobal.com/news/articles/initial-trent-8104-tests-reveal-new-growth-potential-47307/ |url-status=live }}</ref>

By June 1999, the 8104 served as a basis for the proposed {{cvt|115000|lbf|kN}} '''Trent 8115''', with a scaled core by 2.5% geometrically and 5% aerodynamically and a fan enlarged from {{cvt|2.8 to 3.0|m|in|0}}, while keeping the Trent 800 architecture: an eight-stage IP compressor and a six-stage HP compressor both driven by a single-stage turbine, and a five-stage LP turbine.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/ultimate-power-52007/ |title=Ultimate power |date=9 June 1999 |first=Guy |last=Norris |work=Flightglobal |archive-date=30 October 2019 |access-date=30 October 2019 |archive-url=https://web.archive.org/web/20191030133505/https://www.flightglobal.com/news/articles/ultimate-power-52007/ |url-status=live }}</ref> In July 1999, Boeing selected the [[General Electric GE90]] over the Trent 8115 and P&W offer to exclusively power the longer-range 777s, as GE offered to substantially finance the airframe's development, for around $100 million.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/ge90-secures-exclusive-position-on-777x-53942/ |title=GE90 secures exclusive position on 777X |date=14 July 1999 |first1=Guy |last1=Norris |first2=Paul |last2=Lewis |work=Flightglobal |archive-date=18 August 2016 |access-date=30 October 2019 |archive-url=https://web.archive.org/web/20160818030957/https://www.flightglobal.com/news/articles/ge90-secures-exclusive-position-on-777x-53942/ |url-status=live }}</ref> Rolls-Royce later dropped the Trent 8115 but continued to work on the Trent 8104 as a technology demonstrator.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/a-question-of-choice-62872/ |title=A question of choice |date=1 March 2000 |work=Flightglobal |archive-date=30 October 2019 |access-date=30 October 2019 |archive-url=https://web.archive.org/web/20191030133503/https://www.flightglobal.com/news/articles/a-question-of-choice-62872/ |url-status=live }}</ref>

===Trent 500===
[[File:Rolls-Royce Trent 556-61 engine (8459419360).jpg|thumb|Trent 500 on wing, cowlings open]]
{{Main|Rolls-Royce Trent 500}}

The [[Trent 500]] exclusively powers the larger [[Airbus A340#-500/600 larger variants|A340-500/600]] variants. It was selected in June 1997,<ref name="Flug Revue A340">{{cite web |title=Airbus A340-600|url=http://www.flug-revue.rotor.com/frtypen/FRA34060.htm |website=Flug Revue |archive-url=https://web.archive.org/web/20090903005751/http://www.flug-revue.rotor.com/frtypen/FRA34060.htm |archivedate=3 September 2009 |date=21 March 2000}}</ref> first ran in May 1999,<ref name=ICED2003>{{cite news |url=https://www.designsociety.org/download-publication/24217/the_design_of_the_ |work=International Conference on Engineering Design |date=19 August 2003 |title=The Design of The Rolls-Royce Trent 500 Aero Engine |author=G E Kirk |archive-date=3 November 2019 |access-date=8 January 2025 |archive-url=https://web.archive.org/web/20191103080027/https://www.designsociety.org/download-publication/24217/the_design_of_the_ |url-status=live }}</ref> first flew in June 2000,<ref name=Flight25july2000/> and achieved certification on 15 December 2000.<ref name=TCDS500/> It entered service in July 2002 and 524 engines were delivered on-wing until the A340 production ended in 2011. Keeping the three spool architecture of the Trent family, it has the [[#Trent 700|Trent 700]]'s {{cvt|2.47|m|in}} fan and a [[#Trent 800|Trent 800]] core scaled down.<ref name=Flight25july2000>{{cite web |url=http://www.flightglobal.com/pdfarchive/view/2000/2000-1%20-%200430.html |title=Trent 500 Shapes Up |date=25 July 2000 |magazine=[[Flight International]] |access-date=8 January 2025 |archive-date=6 March 2016 |archive-url=https://web.archive.org/web/20160306101137/https://www.flightglobal.com/pdfarchive/view/2000/2000-1%20-%200430.html |url-status=live }}</ref> It produces up to {{cvt|275|kN|lbf}} of thrust at take-off and has a bypass ratio up to 8.5:1 in cruise.<ref name=TCDS500>{{cite web |url=https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E%20060%20TCDS%20issue%2004.pdf |title=Type-Certificate Data Sheet E.060 for RB211 Trent 500 Series Engines |date=21 February 2019 |publisher=EASA}}</ref>

===Trent 900===
{{Main|Rolls-Royce Trent 900}}
[[File:Airbus Lagardère - Trent 900 engine MSN100 (6).JPG|thumb|[[Rolls-Royce Trent 900|Trent 900]] on the [[Airbus A380|A380]] assembly line]]

The [[Trent 900]] powers the [[Airbus A380]], competing with the [[Engine Alliance GP7000]]. Initially proposed for the [[Boeing 747#747-500X, -600X, and -700X|Boeing 747-500/600X]] in July 1996,<ref name=Flight24july1996>{{cite news |url=https://www.flightglobal.com/news/articles/r-r-offers-trent-900-on-747-x-12373/ |title=R-R offers Trent 900 on 747-X |date=24 July 1996 |work=[[Flight International]] |first=Max |last=Kingsley-Jones |archive-date=4 November 2019 |access-date=8 January 2025 |archive-url=https://web.archive.org/web/20191104141731/https://www.flightglobal.com/news/articles/r-r-offers-trent-900-on-747-x-12373/ |url-status=live }}</ref> this first application was later abandoned but it was offered for the [[A3XX]],<ref name=Flight26feb1997>{{cite magazine |url=https://www.flightglobal.com/pdfarchive/view/1997/1997%20-%200482.html |title=Kawasaki, R-R reconsider plans for Trent 900 engine |date=26 February 1997 |magazine=Flight International |first=Andrew |last=Doyle |access-date=8 January 2025 |archive-date=7 August 2017 |archive-url=https://web.archive.org/web/20170807195203/https://www.flightglobal.com/pdfarchive/view/1997/1997%20-%200482.html |url-status=live }}</ref> launched as the A380 in December 2000.<ref name=CNN19dec2000>{{cite news |url=https://money.cnn.com/2000/12/19/europe/airbus/ |title=Airbus jumbo on runway |date=19 December 2000 |work=CNN |archive-date=11 April 2021 |access-date=8 January 2025 |archive-url=https://web.archive.org/web/20210411053200/https://money.cnn.com/2000/12/19/europe/airbus/ |url-status=live }}</ref> It first ran on 18 March 2003,<ref name=Flight20may2003>{{cite news |url=https://www.flightglobal.com/news/articles/thrust-advance-165711/ |title=Thrust advance |date=20 May 2003 |work=Flight International |archive-date=23 October 2019 |access-date=8 January 2025 |archive-url=https://web.archive.org/web/20191023144810/https://www.flightglobal.com/news/articles/thrust-advance-165711/ |url-status=live }}</ref> made its maiden flight on 17 May 2004 on an [[A340]] testbed,<ref name=Airbus17may2004>{{cite press release |url=https://www.airbus.com/newsroom/press-releases/en/2004/05/airbus-a380-engine-begins-flight-trials-on-a340-testbed.html |date=17 May 2004 |title=Airbus A380 Engine Begins Flight Trials on A340 Testbed |publisher=Airbus |access-date=8 January 2025 |archive-date=23 October 2019 |archive-url=https://web.archive.org/web/20191023153200/https://www.airbus.com/newsroom/press-releases/en/2004/05/airbus-a380-engine-begins-flight-trials-on-a340-testbed.html |url-status=live }}</ref> and was certified by the [[European Aviation Safety Agency|EASA]] on 29 October 2004.<ref name=TCDS900>{{cite web |url=https://www.easa.europa.eu/sites/default/files/dfu/TCDS%20E.012_Issue%2009.pdf |title=Type certificate data sheet E.012 |publisher=EASA |date=21 February 2019 |access-date=23 October 2019 |archive-date=16 March 2019 |archive-url=https://web.archive.org/web/20190316025536/https://www.easa.europa.eu/sites/default/files/dfu/TCDS%20E.012_Issue%2009.pdf |url-status=dead}}</ref> Producing up to {{cvt|374|kN|lbf}}, the Trent 900 has the same three shaft architecture of the Trent family with a {{cvt|2.95|m|in}} fan.<ref name=TCDS900/> It has an 8.5–8.7:1 [[bypass ratio]] and a 37–39:1 [[overall pressure ratio]].<ref name=Brochure>{{cite web |url=http://www.rolls-royce.com/Images/brochure_Trent900_tcm92-11346.pdf |archive-url=https://web.archive.org/web/20101205122456/http://www.rolls-royce.com/Images/brochure_Trent900_tcm92-11346.pdf |url-status=dead |archive-date=5 December 2010 |title=Trent 900 Brochure |publisher=Rolls-Royce |date=6 July 2009}}</ref>

===Second Trent 600===

In March 2000, Boeing was to launch the longer range [[Boeing 767#767-400ERX|767-400ERX]] powered by {{cvt|65000-68000|lbf|kN}} engines, with deliveries planned for 2004.<ref name=Flight20march2000>{{cite web |url=http://www.flightglobal.com/pdfarchive/view/2000/2000%20-%200694.html |title=Lauda and Kenya eye heavy 767 |last=Norris |first=Guy |work=Flight International |date=20 March 2000 |access-date=4 November 2019 |archive-date=8 March 2012 |archive-url=https://web.archive.org/web/20120308114444/http://www.flightglobal.com/pdfarchive/view/2000/2000%20-%200694.html |url-status=live }}</ref> In July, Rolls-Royce was to supply its Trent 600 for the 767-400ERX and [[Boeing 747#747X and 747X Stretch|Boeing 747X]], while the [[European Union]] was limiting the [[Engine Alliance]] offer on quadjets.<ref name=Flight25July2000/> The {{cvt|68,000-72,000|lbf|kN}} Trent 600 was scaled from the Trent 500 with a swept fan diameter raised to {{cvt|2.59|m|in}} for a higher bypass ratio and lower fuel burn.<ref name=Flight25July2000>{{cite web |url=http://www.flightglobal.com/pdfarchive/view/2000/2000-1%20-%200364.html |title=R-R offers Trent 600 for 767-400ERX and 747X |work=Flight International |first1=Julian |last1=Moxon |first2=Guy |last2=Norris |date=25 July 2000 |access-date=4 November 2019 |archive-date=5 November 2012 |archive-url=https://web.archive.org/web/20121105171326/https://www.flightglobal.com/pdfarchive/view/2000/2000-1%20-%200364.html |url-status=live }}</ref><ref>{{cite press release |title=Rolls-Royce signs Trent 600 agreement with Boeing |url=http://www.investegate.co.uk/article.aspx?id=200007251102343932O |date=25 July 2000 |author=Rolls-Royce |access-date=28 March 2015 |archive-date=2 April 2015 |archive-url=https://web.archive.org/web/20150402160945/http://www.investegate.co.uk/article.aspx?id=200007251102343932O |url-status=live }}</ref>  Boeing offered the longer-range 767-400ERX with a higher MTOW and a higher thrust for better takeoff performance.<ref>{{cite press release |url=https://boeing.mediaroom.com/2000-07-26-The-Newest-Boeing-767-Is-Inspired-By-The-Future-Introducing-The-Boeing-767-400ER |title=The Newest Boeing 767 Is Inspired by the Future - Introducing The Boeing 767-400ER |date=26 July 2000 |publisher=Boeing}}</ref> The 767-400ERX was dropped in 2001 to favour the [[Boeing Sonic Cruiser|Sonic Cruiser]].<ref>{{cite magazine |url=http://www.flightglobal.com/pdfarchive/view/2001/2001%20-%201119.html |title=Boeing Sonic Cruiser Ousts 747X |date=3 April 2001 |magazine=Flight International |first1=Guy |last1=Norris |first2=Emma |last2=Kelly |access-date=4 November 2019 |archive-date=4 November 2019 |archive-url=https://web.archive.org/web/20191104074612/https://www.flightglobal.com/pdfarchive/view/2001/2001%20-%201119.html |url-status=live }}</ref> When Boeing launched the [[Boeing 747-8|747-8]] in November 2005, it was exclusively powered by the [[General Electric GEnx]].<ref>{{cite press release |url=http://boeing.mediaroom.com/2005-11-14-Boeing-Launches-New-747-8-Family |title=Boeing Launches New 747-8 Family |publisher=Boeing |date=14 November 2005 |access-date=4 November 2019 |archive-date=21 September 2013 |archive-url=https://web.archive.org/web/20130921054840/http://boeing.mediaroom.com/2005-11-14-Boeing-Launches-New-747-8-Family |url-status=live }}</ref>

===Trent 1000===
[[File:Trent 1000 GoodwinHall VirginiaTech.jpg|thumb]]
{{unreferenced section|date=January 2025}}
{{Main|Rolls-Royce Trent 1000}}

The [[Rolls-Royce Trent 1000]] is one of the two engine options for the [[Boeing 787 Dreamliner]], competing with the [[General Electric GEnx]]. It first ran on 14 February 2006 and first flew on 18 June 2007 before a joint EASA/FAA certification on 7 August 2007 and service introduction on 26 October 2011. The {{cvt|62,264-81,028|lbf|kN}} engine has a bypass ratio over 10:1, a {{cvt|2.85|m|in}} fan and keeps the characteristic three-spool layout of the Trent series.

The updated Trent 1000 TEN with technology from the [[#Trent XWB|Trent XWB]] and the [[#Research|Advance]]3 aims for up to 3% better [[fuel economy in aircraft|fuel burn]]. It first ran in mid-2014, was EASA certified in July 2016, first flew on a 787 on 7 December 2016 and was introduced on 23 November 2017. [[Corrosion]]-related [[fatigue crack]]ing of IP turbine blades was discovered in early 2016, [[aircraft on ground|grounding]] up to 44 aircraft and costing Rolls-Royce at least £{{#expr:554+450+(450-100)}} million. By early 2018 it had a {{#expr:420/(1277-176)*100round0}}% market share of the confirmed order book. The [[#Trent 7000|Trent 7000]] is a version with [[bleed air]] used for the [[Airbus A330neo]].

=== Trent 1500 ===

When the {{cvt|380|t|lb}} MTOW [[A340-600]]HGW first flew in November 2005, Airbus was studying an enhanced version of the larger A340 variants to enter service in 2011.<ref name=Flight29nov2005/> It would better compete with the [[777-300ER]] and its 8–9% lower fuel burn than the A340-600: improved [[General Electric GEnx]] or '''Trent 1500''' engines would erode this by 6–7%.<ref name=Flight29nov2005/> The Trent 1500 would keep the Trent 500's {{cvt|2.47|m|in}} fan diameter and [[nacelle]], with the smaller, advanced [[#Trent 1000|Trent 1000]] core and a revised LP turbine for a bypass ratio increased from 7.5–7.6:1 to 9.5:1.<ref name=Flight29nov2005>{{cite news |url=https://www.flightglobal.com/news/articles/exclusive-enhanced-a340-to-take-on-777-203391/ |title=Enhanced A340 to take on 777 |work=Flight International |date=29 November 2005 |first1=Max |last1=Kingsley-Jones |first2=Guy |last2=Norris |archive-date=7 March 2016 |access-date=29 October 2017 |archive-url=https://web.archive.org/web/20160307102539/https://www.flightglobal.com/news/articles/exclusive-enhanced-a340-to-take-on-777-203391/ |url-status=live }}</ref> The last A340 was delivered in 2011 as it was replaced by the updated [[A350XWB]] design.

===Trent XWB===
[[File:Rolls-Royce Trent XWB Fan, ILA 2018.jpg|thumb|The {{cvt|3|m|in}} fan of the [[Trent XWB]]]]
{{Main|Rolls-Royce Trent XWB}}

The [[Trent XWB]] was selected in July 2006 to exclusively power the [[Airbus A350 XWB]].<ref name=Flight25jul2006>{{cite news |title=Farnborough: Airbus A350 powerplant race ignites as Rolls-Royce reaches agreement to supply Trent, Alliance confirms interest |work=Flight International |date=25 July 2006 |url=https://www.flightglobal.com/news/articles/farnborough-airbus-a350-powerplant-race-ignites-as-rolls-royce-reaches-agreement-to-supply-trent-208086/ |first=Guy |last=Norris}}</ref> The first engine was run on 14 June 2010,<ref name=first_test>{{cite news |first=David |last=Kaminski-Morrow |title=A350's Trent XWB engine runs for first time |url=http://www.flightglobal.com/news/articles/picture-a350s-trent-xwb-engine-runs-for-first-time-343426 |date=18 June 2010 |work=Flight Global |archive-date=12 April 2019 |access-date=8 January 2025 |archive-url=https://web.archive.org/web/20190412101902/https://www.flightglobal.com/news/articles/picture-a350s-trent-xwb-engine-runs-for-first-time-343426/ |url-status=live }}</ref> it first flew on an [[Airbus A380]] testbed on 18 February 2012,<ref name=first_flight_test>{{cite news |first=Dominic |last=Perry |title=Trent XWB powerplant makes maiden sortie |url=http://www.flightglobal.com/news/articles/trent-xwb-powerplant-makes-maiden-sortie-368460 |date=18 February 2012 |work=Flight Global |archive-date=14 December 2014 |access-date=8 January 2025 |archive-url=https://web.archive.org/web/20141214171312/http://www.flightglobal.com/news/articles/trent-xwb-powerplant-makes-maiden-sortie-368460/ |url-status=live }}</ref> was certified in early 2013,<ref name=RollsRoyce7feb2013>{{cite press release |url=https://www.rolls-royce.com/media/press-releases/2013/070213-easa-type-certification.aspx |title=Trent XWB achieves important milestone with award of EASA type certification |publisher=Rolls-Royce |date=7 February 2013 |archive-date=26 March 2023 |archive-url=https://web.archive.org/web/20230326022944/https://www.rolls-royce.com/media/press-releases/2013/070213-easa-type-certification.aspx |url-status=dead}}</ref> and first flew on an A350 on 14 June 2013.<ref name=rr140613>{{cite press release |title=World's most fuel efficient engine powers first flight |url=http://www.rolls-royce.com/media/press-releases/yr-2013/14062013-engine-powers-first-flight.aspx |publisher=Rolls-Royce |date=14 June 2013}}</ref> It keeps the characteristic three-shaft layout of the Trent, with a {{cvt|3|m|in}} fan, an IP and HP spool.<ref name=TCDS-XWB/> The XWB-84 generates up to {{cvt|84200|lbf|kN|0}} of thrust and the XWB-97 up to {{cvt|97000|lbf|kN|0}}. The engine has a 9.6:1 bypass ratio and a 50:1 [[Overall pressure ratio|pressure ratio]].<ref name=infographic>{{cite web |url= http://www.rolls-royce.com/~/media/Files/R/Rolls-Royce/documents/civil-aerospace-downloads/trent-xwb-infographic.pdf |title= Trent-XWB infographic |publisher= Rolls-Royce |date= May 2017 |access-date=  |archive-date= 14 March 2023 |archive-url= https://web.archive.org/web/20230314080600/https://www.rolls-royce.com/~/media/Files/R/Rolls-Royce/documents/civil-aerospace-downloads/trent-xwb-infographic.pdf |url-status= live }}</ref> It had its first [[Turbine engine failure|in-flight shutdown]] on 11 September 2018, as the fleet accumulated 2.2 million flight hours.<ref name=AvWeek17sep2018>{{cite news |url=http://aviationweek.com/commercial-aviation/rolls-reaffirms-a350-diversion-unrelated-trent-1000-issues |title=Rolls Reaffirms A350 Diversion Unrelated To Trent 1000 Issues |date=17 September 2018 |first=Guy |last=Norris |work=Aviation Week Network |archive-date=21 September 2018 |access-date=8 January 2025 |archive-url=https://web.archive.org/web/20180921044222/http://aviationweek.com/commercial-aviation/rolls-reaffirms-a350-diversion-unrelated-trent-1000-issues |url-status=live }}</ref> It is the most powerful among all Trent engines.

===Trent 7000===
{{Main|Rolls-Royce Trent 7000}}

The [[Rolls-Royce Trent 7000]] exclusively powers the [[Airbus A330neo]]. Announced on 14 July 2014,<ref name=launchPR>{{cite press release |url=http://www.rolls-royce.com/media/press-releases/yr-2014/140714-a330neo.aspx |title=Airbus selects Rolls-Royce Trent 7000 as exclusive engine for the A330neo |publisher=[[Rolls-Royce Holdings]] |date=14 July 2014 |access-date=8 January 2025 |archive-date=20 April 2017 |archive-url=https://web.archive.org/web/20170420041948/https://www.rolls-royce.com/media/press-releases/yr-2014/140714-a330neo.aspx |url-status=dead }}</ref> it first ran on 27 November 2015,<ref name=firstrun7000>{{cite press release |url= http://www.rolls-royce.com/media/press-releases/yr-2015/pr-27-11-2015-rr-celebrates-first-run-of-trent-7000-demonstrator-engine.aspx |title= Rolls-Royce celebrates first run of Trent 7000 demonstrator engine |publisher= [[Rolls-Royce Holdings]] |date= 27 November 2015 |access-date= 31 May 2016 |archive-date= 24 March 2021 |archive-url= https://web.archive.org/web/20210324043658/http://www.rolls-royce.com/media/press-releases/yr-2015/pr-27-11-2015-rr-celebrates-first-run-of-trent-7000-demonstrator-engine.aspx |url-status= dead }}</ref> made its first flight on 19 October 2017 aboard on an A330neo,<ref name=Rolls19oct2017>{{cite press release |url=http://www.rolls-royce.com/media/press-releases/yr-2017/19-10-2017-rr-trent-7000-powers-airbus-a330neo-first-test-flight.aspx |title=Rolls-Royce Trent 7000 powers Airbus A330neo first test flight |date=19 October 2017 |publisher=Rolls-Royce}}</ref> received its EASA [[type certification]] on 20 July 2018 as a [[#Trent 1000|Trent 1000]] variant,<ref name=TCDS7000/> was first delivered on 26 November,<ref name=Flight27nmov2018>{{cite news |url=https://www.flightglobal.com/news/articles/trent-7000-delays-held-up-full-a330neo-etops-clearan-453946/ |title=Trent 7000 delays held up full A330neo ETOPS clearance |date=27 November 2018 |first=David |last=Kaminski-Morrow |work=Flightglobal |archive-date=3 April 2019 |access-date=8 January 2025 |archive-url=https://web.archive.org/web/20190403134234/https://www.flightglobal.com/news/articles/trent-7000-delays-held-up-full-a330neo-etops-clearan-453946/ |url-status=live }}</ref> and was cleared for ETOPS 330 by 20 December.<ref name=flight20dec2018>{{cite news |url=https://www.flightglobal.com/news/articles/a330neo-engine-secures-330min-etops-clearance-454578/ |title=A330neo engine secures 330min ETOPS clearance |date=20 December 2018 |first=David |last=Kaminski-Morrow |work=Flightglobal |archive-date=3 April 2019 |access-date=8 January 2025 |archive-url=https://web.archive.org/web/20190403133858/https://www.flightglobal.com/news/articles/a330neo-engine-secures-330min-etops-clearance-454578/ |url-status=live }}</ref> Compared to the A330's [[#Trent 700|Trent 700]], the {{cvt|68000|–|72000|lbf|kN}} engine doubles the bypass ratio to 10:1 and halves emitted noise.<ref name=launchPR/> Pressure ratio is increased to 50:1 and it has a {{cvt|112|in|cm}} fan and a [[bleed air]] system.<ref name=AvWeek14Jul2014>{{cite news |first=Guy |last=Norris |title=Rolls-Royce Details Trent 7000 Plans For A330neo |url=http://aviationweek.com/farnborough-2014/rolls-royce-details-trent-7000-plans-a330neo |work=Aviation Week |date=14 July 2014 |access-date=20 October 2019 |archive-date=29 July 2014 |archive-url=https://web.archive.org/web/20140729014108/http://aviationweek.com/farnborough-2014/rolls-royce-details-trent-7000-plans-a330neo |url-status=dead}}</ref> [[Thrust specific fuel consumption|Fuel consumption]] is improved by 11%.<ref name=AI140723>{{cite news |url=https://airinsight.com/new-rolls-royce-trent-7000/ |title=The All-New Rolls-Royce Trent 7000 |date=23 July 2014 |publisher=airinsight |archive-date=16 June 2022 |access-date=8 January 2025 |archive-url=https://web.archive.org/web/20220616041701/https://airinsight.com/new-rolls-royce-trent-7000/ |url-status=live }}</ref>

===Non-aircraft variants===

==== MT30 (Marine Turbine) ====
{{unreferenced section|date=January 2025}}
{{Main|Rolls-Royce MT30}}
The MT30 (Marine Turbine) is a derivative of the Trent 800 (with a Trent 500 gearbox fitted), producing 36&nbsp;[[Megawatt|MW]] for maritime applications. The current version is a [[turboshaft]] engine, producing 36&nbsp;MW, using the Trent 800 core to drive a power turbine which takes power to an electrical generator or to mechanical drives such as waterjets or propellers. Amongst others, it powers the [[Royal Navy]]'s {{sclass|Queen Elizabeth|aircraft carrier|1}}s.

====Industrial Trent 60 Gas Turbine====
This derivative is designed for power generation and mechanical drive, much like the Marine Trent. It delivers up to 66&nbsp;MW of electricity at 42% efficiency.<ref name=SiemensTrent60>{{cite web |url=http://www.energy.siemens.com/ru/en/fossil-power-generation/gas-turbines/industrial-trent-60.htm |title=Gas Turbine Industrial Trent 60 |access-date=28 March 2015 |archive-date=24 September 2015 |archive-url=https://web.archive.org/web/20150924001219/http://www.energy.siemens.com/ru/en/fossil-power-generation/gas-turbines/industrial-trent-60.htm |url-status=dead}}</ref> It comes in two key versions DLE (Dry Low Emission) and WLE (Wet Low Emission). The WLE is water injected, allowing it to produce 58&nbsp;MW at ISO conditions instead of 52&nbsp;MW. It shares components with the Trent 700 and 800.<ref name=SiemensTrent60/> The heat from the exhaust, some 416–433&nbsp;°C,<ref name=SiemensTrent60/> can be used to heat water and drive steam turbines, improving efficiency of the package. Besides Rolls-Royce, the Trent 60 is also packaged by UK-based Centrax LTD,<ref>{{cite web |url=http://www.centraxgt.com/products/generator-set-trent-60-wle-66-mw |title=Generator Set Trent 60 WLE (66 MW)|access-date=28 March 2015 |publisher=Centrax Gas Turbines |archive-url=https://web.archive.org/web/20150402180551/http://www.centraxgt.com/products/generator-set-trent-60-wle-66-mw |archive-date=2 April 2015}}</ref> a privately owned engineering firm based in Newton Abbot, UK.

== Operational history ==

First run in August 1990 as the model [[Trent 700]], the Trent has achieved significant commercial success, having been selected as the launch engine for all three of the 787 variants ([[Trent 1000]]), the A380 ([[Trent 900]]) and the A350 ([[Rolls-Royce Trent XWB|Trent XWB]]). Its overall share of the markets in which it competes is around 40%.<ref>{{cite web |title=Biggest Market share for new generation of widebodied aircraft |url=http://www.rolls-royce.com/civil_aerospace/overview/default.jsp |access-date=22 July 2007 |archive-url=https://web.archive.org/web/20070718184017/http://www.rolls-royce.com/civil_aerospace/overview/default.jsp |archive-date=18 July 2007}}</ref> Sales of the Trent family of engines have made Rolls-Royce the second biggest supplier of large civil turbofans after [[GE-Aviation|General Electric]],<ref>{{cite news |title=GE holds the key to power – Airliner delivery analysis 2007 |publisher=[[Flight International]] |date=21 February 2007 |url=http://www.flightglobal.com/articles/2007/02/21/212126/ge-holds-the-key-to-power-airliner-delivery-analysis.html |access-date=23 February 2007 |archive-date=27 December 2007 |archive-url=https://web.archive.org/web/20071227073621/http://www.flightglobal.com/articles/2007/02/21/212126/ge-holds-the-key-to-power-airliner-delivery-analysis.html |url-status=live }}</ref> relegating rival [[Pratt & Whitney]] to third position. By June 2019, the Trent family had completed over 125 million hours.<ref>{{cite press release |url=https://www.rolls-royce.com/media/press-releases/2019/19-06-2019-rr-and-aeroflot-celebrate-engine-record.aspx |title=Rolls-Royce and Aeroflot celebrate engine record |date=19 June 2019 |publisher=Rolls-Royce |access-date=26 June 2019 |archive-date=23 December 2022 |archive-url=https://web.archive.org/web/20221223144325/https://www.rolls-royce.com/media/press-releases/2019/19-06-2019-rr-and-aeroflot-celebrate-engine-record.aspx |url-status=live }}</ref>

[[British Airways]] and [[Thai Airways]] are currently the largest operator of Trents, with four variants in service or on order, followed by [[Singapore Airlines]] and [[Cathay Pacific]] with three variants in service.{{efn|As of March 2024 [[Singapore Airlines]] has 12 Trent 900 powered Airbus A380-800s, 63 Airbus A350-900s (including 7 A350-900ULRs) powered by Trent XWB, as well as 22 Boeing 787-10s powered by Trent 1000 engines.<ref>{{cite web |url=https://mainlymiles.com/2024/03/29/singapore-airlines-fleet-march-2024/ |title=Singapore Airlines Fleet: March 2024 |archive-url=https://web.archive.org/web/20240414000927/https://mainlymiles.com/2024/03/29/singapore-airlines-fleet-march-2024/ |archive-date=14 April 2024 }}</ref> Singapore Airlines' LCC subsidiary Scoot also operates all of their current Boeing 787s (11 Boeing 787-8s and 10 Boeing 787-9s) with Trent 1000s.}}

=== Incidents ===

On 17 January 2008, a [[British Airways]] Boeing 777-236ER, operating as [[British Airways Flight 38|Flight 38]] from Beijing to London, crash-landed at [[Heathrow Airport]] after both Trent 800 engines lost power during the aircraft's final approach. The subsequent investigation found that ice released from the fuel system had accumulated on the fuel-oil heat exchanger, leading to a restriction of fuel flow to the engines.<ref>{{cite news |title=Rolls-Royce to modify Trent as tests replicate BA 777 icing |publisher=[[Flight International]] |date=12 March 2009 |url=http://www.flightglobal.com/articles/2009/03/12/323769/rolls-royce-to-modify-trent-as-tests-replicate-ba-777.html |access-date=15 March 2009 |archive-date=15 March 2009 |archive-url=https://web.archive.org/web/20090315014538/http://www.flightglobal.com/articles/2009/03/12/323769/rolls-royce-to-modify-trent-as-tests-replicate-ba-777.html |url-status=live }}</ref> This resulted in Airworthiness Directives mandating the replacement of the heat exchanger.<ref name="Trent700">{{cite web |title=Airworthiness Directives; Rolls-Royce plc RB211-Trent 500, 700, and 800 Series Turbofan Engines |url=http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/0/28a1f5ba17de1ccc862576f500578b42/$FILE/2010-07-01.pdf |archive-url=https://web.archive.org/web/20151019042222/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/0/28a1f5ba17de1ccc862576f500578b42/%24FILE/2010-07-01.pdf |archive-date=19 October 2015}}</ref> This order was extended to the 500 and 700 series engines after a similar loss of power was observed on one engine of an Airbus A330<ref name="Trent700"/> in one incident, and both engines in another.<ref>{{cite news |title=EASA suspects dual-engine icing in A330 incident |url=http://www.flightglobal.com/news/articles/easa-suspects-dual-engine-icing-in-a330-incident-339432/ |author=David Kaminsky-Morrow |work=FlightGlobal |date=12 March 2010 |archive-date=26 August 2017 |access-date=4 November 2011 |archive-url=https://web.archive.org/web/20170826115636/https://www.flightglobal.com/news/articles/easa-suspects-dual-engine-icing-in-a330-incident-339432/ |url-status=live }}</ref> The modification involves replacing a face plate with many small protruding tubes with one that is flat.<ref>{{cite news |url=http://www.flightglobal.com/news/articles/rolls-royce-trent-modification-will-eliminate-fuel-ice-338177/ |title=Rolls-Royce: Trent modification will 'eliminate' fuel-ice risk |first=David |last=Kaminsky-Morrow |work=FlightGlobal |date=9 February 2010 |archive-date=28 December 2018 |access-date=4 November 2011 |archive-url=https://web.archive.org/web/20181228034938/https://www.flightglobal.com/news/articles/rolls-royce-trent-modification-will-eliminate-fuel-ice-338177/ |url-status=live }}</ref>

On 4 November 2010, a [[Qantas]] Airbus A380-842 (Registration VH-OQA), operating as [[Qantas Flight 32|Flight 32]] en route from Singapore to Sydney, suffered an [[uncontained engine failure]] (explosion) in one of its four Trent 972-84. The cause was traced to an incorrectly manufactured oil feed stub pipe cracking and causing a turbine disc to overspeed and fracture.<ref>{{cite web |title=In-flight uncontained engine failure Airbus A380-842, VH-OQA, overhead Batam Island, Indonesia, on 4 November 2010 |url=https://www.atsb.gov.au/publications/investigation_reports/2010/aair/ao-2010-089|work=[[Australian Transport Safety Bureau]]|access-date=15 Jun 2025}}</ref> In the aftermath of the incident, Qantas, Lufthansa and Singapore Airlines replaced their affected engines.<ref>{{cite news |url=https://www.abc.net.au/news/2011-03-28/rolls-royce-under-scrutiny-after-qantas-explosion/2639322 |title=Rolls-Royce under scrutiny after Qantas explosion |first=Sarah |last=Ferguson |work=ABC |date=28 March 2011 |access-date=15 Jun 2025}}</ref>
Rolls Royce would pay a $104m settlement to Qantas, and introduce safeguards including a software fix to shut down the engine during an overspeed event.<ref>{{cite news |url=https://www.industryweek.com/operations/safety/article/21960613/rolls-royce-admits-fell-short-in-engine-blast |title=Rolls Royce Admits 'Fell Short' in Engine Blast |work=Industry Week |date=27 June 2013 |access-date=15 Jun 2025}}</ref>

==Research==

===Affordable Near-Term Low Emissions===

Between 1 March 2000 and 28 February 2005, the [[European Union|EU]] funded the {{abbr|EEFAE|Efficient and Environmentally Friendly Aero Engine}} project, aiming to design and test two strategies to reduce {{co2}} by 12–20% and [[oxides of nitrogen|nitrous oxides]] by up to 80% from 2007/2008, with an overall budget of €101.6 Million including €50.9 from the EU and coordinated by [[Rolls-Royce plc]].<ref>{{cite web |url=https://cordis.europa.eu/project/rcn/52463/en |title=Efficient and environmentally friendly aircraft engine (EEFAE) |work=[[CORDIS]] |date=12 April 2005 |access-date=23 April 2019 |archive-date=16 April 2019 |archive-url=https://web.archive.org/web/20190416045841/https://cordis.europa.eu/project/rcn/52463/en |url-status=live }}</ref> It was equally shared between the {{abbr|ANTLE|Affordable Near-Term Low Emissions}} demonstrator and the [[Component Validator for Environmentally Friendly Aero Engine|CLEAN]] programme for longer term technology applications.<ref name=ITP29jun2005/> The ANTLE programme targeted reductions of 12% in [[carbon dioxide|{{CO2}}]] emissions, 60% in [[nitrogen oxide|{{nox}}]] emissions, 20% in acquisition cost, 30% in life cycle cost and 50% in development cycle, while improving reliability by 60%.<ref name=ITP29jun2005/> The test phase ended by summer 2005.<ref name=ITP29jun2005>{{Cite press release |url=http://www.defense-aerospace.com/article-view/release/59720/europe%27s-%E2%80%9Cgreen%E2%80%9D-aero-engine-completes-tests-(jul-6).html |title=Conclusion of Tests on the European 'ANTLE' Aircraft Engine, Developed to Safeguard the Environment |publisher= ITP Industria de Turbopropulsores |date=29 June 2005}}</ref>

The ANTLE engine was based on a [[Rolls-Royce Trent 500]].<ref>{{cite web |author=Paul Rodrigez Garcia |author2=Keith R Holland |date=July 2013 |url=https://www.researchgate.net/publication/252932027 |title=Exploring and developing processing techniques for the extraction of aircraft combustion noise |work=20th International Congress on Sound and Vibration}}</ref> [[Rolls-Royce Deutschland]] was responsible for the high pressure compressor, Rolls-Royce UK for the combustion chamber and the high pressure turbine, Italian [[Avio]] for the intermediate pressure turbine, and [[Industria de Turbo Propulsores|ITP]] for the Low Pressure Turbine (LPT) and the external casing for an investment of €20.5 million, a 20% stake in the programme.<ref name=ITP29jun2005/> [[Volvo Aero]] was responsible for the rear turbine structures.<ref>{{Cite web |url=https://www.diva-portal.org/smash/get/diva2:1000936/FULLTEXT01.pdf |title=Development of Structural Components for ANTLE and CLEAN, the European Technology Validator Engines |first1=Robert |last1=undberg |first2=Mats |last2=Leijon |first3=Linda |last3=Ström |first4=Ola |last4=Isaksson |date=2005 |publisher=American Institute of Aeronautics and Astronautics}}</ref> It has a new 5 stage HP [[gas compressor|compressor]], a lean burn combustor and unshrouded HP [[turbine]] and a variable-geometry IP turbine. Hispano Suiza's new accessory gearbox, [[Goodrich Corporation|Goodrich]]'s new distributed control system, and Techspace Aero's new oil system were also fitted.

=== Advanced Low-Pressure System (ALPS) ===
After flight tests in 2014 of CTi fan blades with a titanium leading edge and carbon casing, they had indoor and outdoor tests in 2017, including [[crosswind]], noise and [[tip clearance]] studies, [[Aeroelastic flutter|flutter]] mapping, performance and [[icing conditions]] trials.<ref name=Flight6feb2018/>
In late 2018 Rolls-Royce has ground tested its ALPS demonstrator: a [[Trent 1000]] fitted with composite fan blades and case, including [[bird strike]] trials.<ref name=Flight6feb2018>{{cite news |url=https://www.flightglobal.com/news/articles/analysis-rolls-royce-advances-new-technology-demons-445377/ |title=Rolls-Royce advances new-technology demonstrators |date=6 February 2018 |first=Michael |last=Gubisch |work=Flightglobal |archive-date=6 March 2018 |access-date=6 March 2018 |archive-url=https://web.archive.org/web/20180306202646/https://www.flightglobal.com/news/articles/analysis-rolls-royce-advances-new-technology-demons-445377/ |url-status=live }}</ref><ref>{{Cite web |title=Rolls-Royce UltraFan one step closer as Advanced Low Pressure System (ALPS) testing gets underway |url=https://www.rolls-royce.com/media/press-releases/2019/25-02-2019-rr-ultrafan-one-step-closer-as-advanced-low-pressure-system-alps-testing-gets-underway.aspx |access-date=22 May 2024 |website=www.rolls-royce.com}}</ref>

=== Advance ===

On 26 February 2014, Rolls-Royce detailed its Trent future developments. The Advance is the first design, which could be ready from the end of the 2020s and aims to offer at least 20% better [[Thrust specific fuel consumption|fuel burn]] than the first generation of Trents.<ref name=Rolls26feb2014/> The Advance [[bypass ratio]] should exceed 11:1 and its [[overall pressure ratio]] 60:1.<ref name=AvWeek26feb2014/>

In previous Trents, the HP spool was similar in all models and the engine grew by increasing the intermediate pressure spool's work. The Advance reverses this trend and the load is shifted towards the high pressure spool, with a greater pressure ratio, up to 10 compressor stages compared to 6 on the Trent XWB and a two-stage turbine replacing the current single-stage. The IP compressor will shrink from the 8 stages of today's XWB to 4 and the IP turbine will be single- rather than  of two stages.<ref name=AvWeek25Aug2014/>

The Advance3 ground-based demonstrator includes [[lean burn]], run before on a Trent architecture only; [[ceramic matrix composite]] (CMC) for turbine high-temperature capability in the first stage seal segments and cast-bond first stage vanes; hybrid [[ball bearing]]s with ceramic rollers running on metallic races, required to manage high load environments inside smaller cores.<ref>{{cite news |url=http://aviationweek.com/caring-engines-today-and-future/advance3-moving-state-art-forward |title=Advance3 - Moving The State of the Art Forward |date=23 February 2016 |work=Aviation Week}}</ref>

Opened in 2016, R-R's $30 million CMC facility in [[California]] produced its first parts, seals, for the start of their deployment before being used in the static components of the second-stage HP turbine.<ref name=Flight15June2017/> The twin fuel-distribution system in the lean-burn combustor adds complexity with a sophisticated control and switching system and doubles the pipework but should improve fuel consumption and reduce [[NOx|{{nox}}]] emissions.<ref name=Flight15June2017/> Hybrid ceramic [[Bearing (mechanical)|bearings]] are newly configured to deal with loading changes and will cope with higher temperatures.<ref name=Flight15June2017/>

More [[Variable geometry turbomachine|variable vanes]] in one IP and four HP compressor stages will be optimised for constant changes through the [[flight envelope]].<ref name=Flight15June2017/> An air pipe is produced by [[additive manufacturing]] and prototype components come from new suppliers.<ref name=Flight15June2017/> The Advance3 will survey bearing load, water ingestion, noise sources and their mitigation, heat and combustor [[Rumble (noise)|rumble]] while blade-tip, internal [[Engineering tolerance|clearances]] and adaptive control operation are [[radiograph]]ed in-motion to verify the [[Thermomechanical analysis|thermo-mechanical]] modelling.<ref name=Flight15June2017/> The [[Boeing New Midsize Airplane]] needs falls in its thrust range.<ref name=Flight15June2017/> Advanced cooled metallic components and ceramic matrix composite parts will be tested in a late 2018 demonstrator based on a Trent XWB-97 within the high temperature turbine technology (HT3) initiative.<ref name=Flight15June2017>{{cite news |url=https://www.flightglobal.com/news/articles/analysis-rolls-royce-moves-forward-with-advance3-de-438290/ |first=Dominic |last=Perry |work=Flight Global |title=Rolls-Royce moves forward with Advance3 demonstrator |date=16 June 2017}}</ref>

The core will be combined with a Trent XWB-84 fan and a Trent 1000 LP turbine for mid-2017 ground testing.<ref name=AW170406>{{cite news |url=http://aviationweek.com/commercial-aviation/rolls-royce-might-pitch-ultrafan-boeing-new-midsize-airplane |title=Rolls-Royce Might Pitch UltraFan For Boeing New Midsize Airplane |date=3 April 2017 |first=Guy |last=Norris |work=Aviation Week & Space Technology}}</ref> The Advance3 demonstrator was sent from the [[Bristol]] production facility to the [[Derby]] test stand in July 2017 to be evaluated until early 2018.<ref name=Flight15June2017/> The demonstrator began initial runs at Derby in November 2017.<ref>{{cite news |url=http://aviationweek.com/commercial-aviation/rolls-marks-trent-and-advance-milestones |title=Rolls Marks Trent And Advance Milestones |date=27 November 2017 |first=Guy |last=Norris |work=Aviation Week Network}}</ref>

In early 2018, the demonstrator attained 90% core power, reaching a {{cvt|450|psi|bar}} P30 pressure at the rear of the {{abbr|HP|high pressure}} compressor, while measuring [[mechanical bearing|bearing]] loads, changed by the different compressor arrangement.<ref name=AvWeek6feb2018>{{cite news |url=http://aviationweek.com/singapore-airshow-2018/next-gen-core-demo-boost-rolls-royce |title=Next-Gen Core Demo Boost for Rolls-Royce |date=6 February 2018 |first=Guy |last=Norris |work=Aviation Week Network |archive-date=8 March 2018 |access-date=8 March 2018 |archive-url=https://web.archive.org/web/20180308233239/http://aviationweek.com/singapore-airshow-2018/next-gen-core-demo-boost-rolls-royce |url-status=live }}</ref> The lean burn combustor did not generate any [[Rumble (noise)|rumble]] as further tests will cover water ingestion, [[Noise pollution|noise]], [[X-ray]]s of the engine operating, and core-zone and hot-end [[Thermal scanner|thermal survey]]s.<ref name=Flight6feb2018/> By July 2018, the Advance3 core ran at full power.<ref name=AvWeek15jul2018>{{cite news |url=http://aviationweek.com/propulsion/ultrafan-concept-frozen-rolls-throttles-new-core |title=UltraFan Concept Frozen As Rolls Throttles Up New Core |date=15 July 2018 |first=Guy |last=Norris |work=Aviation Week & Space Technology}}</ref> By early 2019, the engine had run over 100 hours.<ref name=AvWeek9may2019/>

=== Advanced low-emission combustion system (ALECSys) ===

A standalone engine will test the ALECSys on ground before another will be [[flight test]]ed.<ref name=Flight15June2017/> Indoor ground tests of the lean-burn combustor were concluded on a modified Trent 1000 in January 2018, before being sent to [[Manitoba]] for cold-weather trials in February 2018, covering [[Aircraft engine starting|start-ups]] and [[Icing (aviation)|ice]] ingestion.<ref name=Flight6feb2018/> Noise testing will follow on an outside rig, then flight tests in the next couple of years after 2018.<ref name=Flight6feb2018/>

=== UltraFan ===

The UltraFan is a [[geared turbofan]] with a [[variable pitch fan]] system that promises at least 25% efficiency improvement.<ref name=Rolls26feb2014>{{cite press release |url=http://www.rolls-royce.com/media/press-releases/yr-2014/260214-next-generation.aspx |title=Rolls-Royce shares next generation engine designs |publisher=rolls-royce.com |date=26 February 2014 |access-date=26 October 2016 |archive-date=27 April 2017 |archive-url=https://web.archive.org/web/20170427191241/http://www.rolls-royce.com/media/press-releases/yr-2014/260214-next-generation.aspx |url-status=live }}</ref> The UltraFan aims for a 15:1 bypass ratio and 70:1 overall pressure ratio.<ref name=AvWeek26feb2014>{{cite news |url=http://aviationweek.com/commercial-aviation/rolls-royce-reveals-next-gen-engine-plan |title=Rolls-Royce Reveals Next-Gen Engine Plan |work=Aviation Week |date=26 February 2014 |archive-date=3 April 2015 |access-date=28 March 2015 |archive-url=https://web.archive.org/web/20150403054304/http://aviationweek.com/commercial-aviation/rolls-royce-reveals-next-gen-engine-plan |url-status=live }}</ref>

The Ultrafan keeps the Advance core, but also contains a geared turbofan architecture with variable-pitch fan blades. The fan varies pitch to optimise for each flight phase, eliminating the need for a [[thrust reverser]]. Rolls-Royce planned  to use [[carbon composite]] fan blades instead of its usual hollow titanium blades. The combination was expected to reduce weight by {{cvt|750|lb|kg|order=flip}} per engine.<ref name=AvWeek25Aug2014>{{cite news |url=http://aviationweek.com/commercial-aviation/rolls-royce-details-advance-and-ultrafan-test-plan |title=Rolls-Royce Details Advance And UltraFan Test Plan |work=Aviation Week & Space Technology |date=25 August 2014 |archive-date=17 September 2014 |access-date=17 September 2014 |archive-url=https://web.archive.org/web/20140917162504/http://aviationweek.com/commercial-aviation/rolls-royce-details-advance-and-ultrafan-test-plan |url-status=live }}</ref>

The variable pitch fan facilitates low [[Overall pressure ratio|pressure ratio]] fan operability.<ref>{{cite web |url=https://www.aerosociety.com/Assets/Docs/Events/746/GBD_Propulsion_211014_RR_1.pdf |title=Next Generation Engines |publisher=Rolls-Royce |first=Mark |last=Thomas |date=21 October 2014}}</ref> Rolls-Royce worked with [[Industria de Turbo Propulsores]] to test [[ion plating]] (IP) turbine blade technologies.<ref>{{cite press release |url=http://www.rolls-royce.com/media/press-releases/yr-2015/pr-15-07-2015-rr-rolls-royce-joins-with-itp.aspx |title=Rolls-Royce joins with ITP for UltraFan™ research programme |date=15 July 2015 |publisher=Rolls-Royce |access-date=25 January 2017 |archive-date=29 April 2017 |archive-url=https://web.archive.org/web/20170429125937/http://www.rolls-royce.com/media/press-releases/yr-2015/pr-15-07-2015-rr-rolls-royce-joins-with-itp.aspx |url-status=live }}</ref> In [[Dahlewitz]] near Berlin, Rolls-Royce built a power rig simulating loading conditions in flight, sized for {{convert|15|-|80|MW|hp|abbr=on}} gear systems; and recruited 200 engineers. The ratio of the initial test gear will approach 4:1 and thrust could be up to {{cvt|100,000|lbf|kN|order=flip}}.<ref>{{cite news |url=http://aviationweek.com/technology/rolls-freezes-design-first-ultrafan-test-gear |title=Rolls-Royce Freezes Design of First UltraFan Test Gear |date=27 May 2015 |first=Guy |last=Norris |work=Aviation Week & Space Technology |archive-date=30 May 2015 |access-date=30 May 2015 |archive-url=https://web.archive.org/web/20150530224343/http://aviationweek.com/technology/rolls-freezes-design-first-ultrafan-test-gear |url-status=live }}</ref> The test rig is an €84 million ($94 million) investment.<ref name=Flight15June2017/>

In partnership with [[Liebherr]], the {{cvt|100,000|hp|MW|order=flip}} UltraFan gearbox was first run in October 2016.<ref>{{cite press release |url=http://www.rolls-royce.com/media/press-releases/yr-2016/pr-24-10-2016-rr-runs-worlds-most-powerful-aerospace-gearbox-for-the-first-time.aspx |title=Rolls-Royce runs world's most powerful aerospace gearbox for the first time |date=24 October 2016 |publisher=Rolls-Royce |access-date=30 November 2016 |archive-date=16 April 2017 |archive-url=https://web.archive.org/web/20170416132851/http://www.rolls-royce.com/media/press-releases/yr-2016/pr-24-10-2016-rr-runs-worlds-most-powerful-aerospace-gearbox-for-the-first-time.aspx |url-status=live }}</ref><ref>{{cite news |url=http://www.ainonline.com/aviation-news/air-transport/2016-10-24/rolls-royce-performs-first-run-ultrafan-gearbox |title=Rolls-Royce Performs First Run of UltraFan Gearbox |work=Aviation International News |first=Gregory |last=Polek |date=24 October 2016}}</ref> After the initial set of low-speed fan rig tests and the casting of second-generation [[titanium aluminide]] IP turbine blades, the initial UltraFan demonstrator concept design was to be frozen in 2017.<ref name=AW170406/> Tests simulated aircraft pitch and roll on an attitude rig in September 2016 to assess oil flow in the gearbox.<ref name=Flight25May2017/> The gearbox went through high-power tests in May 2017.<ref name=Flight25May2017>{{cite news |url=https://www.flightglobal.com/news/articles/ultrafan-gearbox-starts-high-power-testing-437613/ |title=UltraFan gearbox starts high-power testing |date=25 May 2017 |work=Flight Global |archive-date=25 May 2017 |access-date=25 May 2017 |archive-url=https://web.archive.org/web/20170525143624/https://www.flightglobal.com/news/articles/ultrafan-gearbox-starts-high-power-testing-437613/ |url-status=live }}</ref><ref>{{cite news |url=http://atwonline.com/engines/rolls-royce-begins-ultrafan-gearbox-high-power-testing |title=Rolls-Royce begins UltraFan gearbox high-power testing |date=25 May 2017 |first=Victoria |last=Moores |work=Aviation Week Network}}</ref> The UltraFan was to be {{cvt|300|cm}} in diameter. Fan blades with [[titanium]] leading edges were evaluated under the ALPS programme.<ref name=Flight15June2017/>

At the September 2017 International Society for Air Breathing Engines (ISABE) conference in Manchester, UK, Rolls-Royce's Chief Technology Officer Paul Stein announced it reached {{cvt|70,000|hp|MW|order=flip}}.<ref>{{cite press release |url=https://www.rolls-royce.com/media/press-releases/yr-2017/04-09-2017-rr-sets-new-aerospace-record-with-ultrafan-power-gearbox.aspx |title=Rolls-Royce sets new aerospace record with UltraFan® Power Gearbox |date=4 September 2017 |publisher=Rolls-Royce |access-date=11 September 2017 |archive-date=7 April 2018 |archive-url=https://web.archive.org/web/20180407213434/http://www.rolls-royce.com/media/press-releases/yr-2017/04-09-2017-rr-sets-new-aerospace-record-with-ultrafan-power-gearbox.aspx |url-status=live }}</ref> In early 2018, a third gearbox was tested for [[endurance]] and [[Reliability engineering|reliability]].<ref name=Flight6feb2018/> The first gearbox was then disassembled for evaluation, confirming the component's [[Physical test|performance]] predictions.<ref name=Flight6feb2018/> In April 2018, [[Airbus]] agreed to provide aircraft integration and its [[nacelle]] and for flight testing, co-funded by the European Union research programme [[Clean Sky]] 2.<ref>{{cite press release |url=http://www.airbus.com/newsroom/press-releases/en/2018/04/airbus-and-rolls-royce-sign-ultrafan-engine-integration-collabor.html |date=25 April 2018 |title=Airbus and Rolls-Royce sign UltraFan engine integration collaboration agreement |publisher=Airbus |access-date=26 April 2018 |archive-date=26 April 2018 |archive-url=https://web.archive.org/web/20180426144604/http://www.airbus.com/newsroom/press-releases/en/2018/04/airbus-and-rolls-royce-sign-ultrafan-engine-integration-collabor.html |url-status=live }}</ref>

At the April 2018 [[ILA Berlin Air Show]], flight testing was confirmed on Rolls-Royce's [[Boeing 747]]-200.<ref name=AvWeek2may2018/> The demonstrator generated {{cvt|70,000–80,000|lbf|kN|order=flip}} of thrust, exploiting current testing on the Advance 3 and the {{cvt|70,000|hp|MW|order=flip}} gearbox.<ref name=AvWeek2may2018/> Fan diameter could be up to {{cvt|140|in|cm|sigfig=3|order=flip}}, compared to the [[Trent XWB]]'s {{cvt|118|in|cm|sigfig=3|order=flip}} and the [[GE9X]]'s {{cvt|134|in|cm|sigfig=3|order=flip}}.<ref name=AvWeek2may2018>{{cite news |url=http://aviationweek.com/commercial-aviation/airbus-rolls-ultrafan-demonstrator-fly-747-testbed |title=Airbus-Rolls UltraFan Demonstrator To Fly on 747 Testbed |date=2 May 2018 |first=Guy |last=Norris |work=Aviation Week Network |archive-date=3 May 2018 |access-date=3 May 2018 |archive-url=https://web.archive.org/web/20180503165224/http://aviationweek.com/commercial-aviation/airbus-rolls-ultrafan-demonstrator-fly-747-testbed |url-status=live }}</ref>

Higher bypass and lower fan pressure ratio induce low-speed [[Compressor stall|fan instability]] that is remedied by variable-pitch blades instead of a variable area [[jet nozzle]].<ref name=AvWeek9may2018/> Along with eliminating the thrust reverser, a short, slim nacelle is lighter and less [[Air drag|draggy]], but in reverse-thrust the flow is distorted, turning the [[nozzle]] into the [[bypass duct]], and then partly reversed again into the intermediate [[compressor]].<ref name=AvWeek9may2018/> The large fan could lead to [[Gull wing|gull-wing]] airframes.<ref name=AvWeek9may2018>{{cite news |url=http://aviationweek.com/commercial-aviation/airbus-rolls-ultrafan-demonstrator-using-boeing-747-testbed |title=Airbus-Rolls UltraFan Demonstrator Using Boeing 747 As Testbed |date= 9 May 2018 |first=Guy |last=Norris |work=Aviation Week & Space Technology}}</ref> By July 2018, the UltraFan configuration was frozen. Detailed design and component manufacture was set to enable 2021 ground tests.<ref name=AvWeek15jul2018/> The {{cvt|800|mm|ftin}} diameter [[planetary gearbox]] has five planet gears, is sized to power {{cvt|25,000-110,000|lbf|kN|order=flip}} turbofans and amassed over 250 hours of run time by early 2019.<ref name=AvWeek9may2019>{{cite news |url=https://aviationweek.com/propulsion/ultrafan-testing-remains-key-focus-rolls-despite-nma-withdrawal |title=UltraFan Testing Remains Key Focus For Rolls Despite NMA Withdrawal |date=9 May 2019 |first=Guy |last=Norris |work=Aviation Week & Space Technology}}</ref>

In February 2019, introduction was delayed until 2027, to re-engine current aircraft, after full-scale ground tests in 2021.<ref name=AvWeek5nov2019/> A variable-pitch fan or a more electric architecture would be needed beyond the 25% improvement over the [[#Trent 800|Trent 800]], for the 2030s-2040s.<ref name=AvWeek5nov2019/> A {{cvt|100-500|kW}} integrated starter-generator on the shaft cold end would allow a smaller [[accessory drive]].<ref name=AvWeek5nov2019/> It could drive an aft-fuselage [[boundary layer suction]] fan for a 35% better efficiency gain.<ref name=AvWeek5nov2019>{{cite news |url=https://aviationweek.com/propulsion/rolls-royce-studies-more-electric-ultrafan |title=Rolls-Royce Studies More-Electric UltraFan |date=5 November 2019 |first=Guy |last=Norris |work=Aviation Week & Space Technology |archive-date=11 November 2019 |access-date=12 November 2019 |archive-url=https://web.archive.org/web/20191111224526/https://aviationweek.com/propulsion/rolls-royce-studies-more-electric-ultrafan |url-status=live }}</ref>

By February 2020, Rolls-Royce was manufacturing the {{cvt|355|cm|in}} diameter carbon fibre fan blades in Bristol, UK, saving with the composite fan case up to {{cvt|700|kg}} on a twinjet.<ref>{{cite news |url=https://www.flightglobal.com/singapore-air-show-2020/rolls-royce-starts-building-ultrafan-blades/136635.article |title=Rolls-Royce starts building UltraFan blades |first=Dominic |last=Perry |date=11 February 2020 |work=Flightglobal}}</ref> By March 2022, Rolls-Royce had transferred the power gearbox, tested to {{cvt|64|MW}}, from Dahlewitz to its UK site for assembly,<ref>{{cite news |archive-url=https://archive.today/20230124082414/https://www.flightglobal.com/aerospace/crucial-ultrafan-gearbox-transferred-to-rolls-royces-uk-facilities/147893.article |archive-date=24 January 2023 |url=https://www.flightglobal.com/aerospace/crucial-ultrafan-gearbox-transferred-to-rolls-royces-uk-facilities/147893.article |title=Crucial UltraFan gearbox transferred to Rolls-Royce's UK facilities |first=David |last=Kaminski-Morrow |date=11 March 2022 |work=FlightGlobal}}</ref>

By May 2023, the first run was made with an {{cvt|80,000|lbf|kN}} demonstrator having a 14:1 bypass ratio, carbon-titanium fan blades, an Advance3 core and a new combustor.<ref name=Flight18may2023/> With 10% better fuel efficiency than the Trent XWB, the architecture could cover a {{cvt|111|-|444|kN}} thrust range for single- or twin-aisles in the 2030s.<ref name=Flight18may2023>{{cite news |url=https://www.flightglobal.com/air-transport/rolls-royce-runs-ultrafan-for-first-time/153336.article |title=Rolls-Royce runs UltraFan for first time |first=Dominic |last=Perry |date=18 May 2023 |work=FlightGlobal}}</ref>
In November 2023, it was announced that the demonstrator had achieved at least {{cvt|85,000|lbf|kN}} in maximum power tests, exceeding the design brief of 80,000lbf and had accumulated over 70 hours of run-time.<ref name=Flight13nov2023>{{cite news |url=https://www.flightglobal.com/air-transport/rolls-royce-runs-ultrafan-at-full-power/155792.article |title=Rolls-Royce runs UltraFan at full power |first=Dominic |last=Perry |date=13 November 2023 |work=FlightGlobal}}</ref>
At the 2024 Farnborough Air Show, Rolls-Royce announced upgrades to its Trent engines, with some enhancements drawing on the UltraFan technology demonstrator project.<ref>{{Cite web |title=Rolls-Royce Rolls Out Trent Engine Upgrades |work= Aviation Week Network |url=https://aviationweek.com/shownews/farnborough-airshow/rolls-royce-rolls-out-trent-engine-upgrades |date= July 19, 2024 |archive-date=16 August 2024 |archive-url=https://web.archive.org/web/20240816112343/https://aviationweek.com/shownews/farnborough-airshow/rolls-royce-rolls-out-trent-engine-upgrades |url-status=live }}</ref>

By 2025, Rolls-Royce planned to run two versions by 2028, the scaled-down UltraFan 30 for [[single-aisle]]s and the UltraFan 80 for [[Widebody|widebodies]], with two engines for each and flight tests to follow before 2030.<ref name=Flight10June2025/>
The UltraFan 30 would have a thrust above {{cvt|30,000|lbf|kN}}, a fan diameter towards {{cvt|90|in|cm}} compared to the current 81 in (206 cm) [[PW1100G]] and a [[bypass ratio]] towards 15:1, up from 10-12:1 on current geared engines.<ref name=Flight10June2025/>
Rolls-Royce launched its HEAVEN R&D programme in January 2023, partly funded by the EU’s [[Clean Sky#Clean Sky 3 / Clean Aviation|Clean Aviation]] scheme which will allocate up to €70 million by 2029.<ref name=Flight10June2025/>
For Rolls-Royce, efficiency benefits from an [[open rotor]] like the [[CFM RISE]] are eroded by installation requirements like noise and blade-out protections.<ref name=Flight10June2025>{{cite news |url= https://www.flightglobal.com/engines/rolls-royce-revs-up-ultrafan-test-plan-including-narrowbody-sized-engine/163291.article |title= Rolls-Royce revs up UltraFan test plan, including narrowbody-sized engine |date= 10 June 2025 |work= FlightGlobal}}</ref>

==Applications==
* [[Airbus A330]] ([[Trent 700]])
* [[Airbus A330neo]] ([[Trent 7000]])
* [[Airbus A340]] (-500 and -600 series only) ([[Trent 500]])
* [[Airbus A350]] ([[Trent XWB]])
* [[Airbus A380]] ([[Trent 900]])
* [[Boeing 777]] (-200, -200ER and -300 series only) ([[Trent 800]])
* [[Boeing 787 Dreamliner]] ([[Trent 1000]])

==Specifications==

{| class="wikitable sortable" style="text-align:center; font-size:95%;"
|+Gas Turbine Engines<ref>{{cite news |url=http://www.geocities.jp/nomonomo2007/AircraftDatabase/AWdata/AviationWeekPages/GTEnginesAWJan2008.pdf |title=Gas Turbine Engines |date=28 January 2008 |work=Aviation Week |pages=137–138 |access-date=3 July 2017 |archive-url=https://web.archive.org/web/20181106021310/http://www.geocities.jp/nomonomo2007/AircraftDatabase/AWdata/AviationWeekPages/GTEnginesAWJan2008.pdf |archive-date=6 November 2018 }}</ref>
! Variant
! Thrust
! Mass
! Bypass
! Pressure
! Config
! Fan
! Cruise [[Thrust specific fuel consumption|TSFC]]
! First run
! Application
|-
|-
! [[#First Trent 600|Trent 600 (1)]]
| {{cvt|65,000|lbf|kN|disp=br|order=flip}}
| 
| 
| 
| rowspan= 2| 8 IPC, 6 HPC<br/>1 HPT, 1 IPT, 4 LPT
| {{cvt|94.6|in|cm|0}}
| {{cvt|0.59|lb/lbf/h|g/kN/s|disp=br}}<ref name="PittNorsworthy">{{cite book |title=Economics of the U.S. commercial airline industry: productivity, technology and deregulation |url={{GBurl|subiBwAAQBAJ|p=46}} |year=1999 |given1=Ivan L. |surname1=Pitt |given2=John Randolph |surname2=Norsworthy |page=46 |publisher=Springer Science+Business Media, LLC |isbn=978-1-4613-7286-8 |doi=10.1007/978-1-4615-5031-0 |oclc=828735404}}</ref>
| 1990
| align="left" | [[MD-11]]
|-
! [[Trent 700]]<ref>{{cite web |title=Type-Certificate Data Sheet RB211 Trent 700 series engines |url=https://www.easa.europa.eu/system/files/dfu/Trent%20700%20series%20issue%2003.pdf |date=14 October 2014 |publisher=EASA |access-date=1 July 2017 |archive-url=https://web.archive.org/web/20160816231340/https://www.easa.europa.eu/system/files/dfu/Trent%20700%20series%20issue%2003.pdf |archive-date=16 August 2016}}</ref>
| {{cvt|67,500|-|71,100|lbf|kN|disp=br|order=flip|lk=on}}
| {{cvt|6160|kg|lb|disp=br|lk=on}}
| 5.0:1<ref name=700poster/>
| 36:1<ref name=700poster>{{cite web |publisher=Rolls-Royce |url=http://www.rolls-royce.com/site-services/images/trent-700-poster.aspx |title=Trent 700 poster |access-date=1 July 2017 |archive-date=24 February 2016 |archive-url=https://web.archive.org/web/20160224151138/http://www.rolls-royce.com/site-services/images/trent-700-poster.aspx |url-status=live }}</ref>
| {{cvt|97.4|in|cm|abbr=|lk=on|0}}<br/>26 blades
| {{cvt|0.562|lb/lbf/h|g/kN/s|disp=br}}
| 1992
| align="left"| [[Airbus A330]]
|-
! [[Trent 800]]<ref name=TCDS800/>
| {{cvt|75,000|-|93,400|lbf|kN|disp=br|order=flip}}
| {{cvt|6078|kg|lb|disp=br}}
| 6.4:1
| 33.9–40.7:1
| rowspan=4 | 8 IPC, 6 HPC<br/>1 HPT, 1 IPT, 5 LPT
| {{cvt|110|in|cm|0}}<br/>26 blades
| {{cvt|0.560|lb/lbf/h|g/kN/s|disp=br}}
| 1993
| align="left" | [[Boeing 777]]-200/200ER/300
|-
! [[Trent 500]]<ref name=TCDS500/>
| {{cvt|53,000|-|56,000|lbf|kN|disp=br|order=flip}}
| {{cvt|4990|kg|lb|disp=br}}
| 7.6:1
| 36.3:1
| {{cvt|97.4|in|cm|0}}<br/>26 blades
| rowspan=2 | {{cvt|0.542|lb/lbf/h|g/kN/s|disp=br}}
| 1999
| style="text-align:left;"| [[Airbus A340]]-500/600
|-
! [[#Second Trent 600|Trent 600 (2)]]
| {{cvt|63,000|lbf|kN|disp=br|order=flip}}
| {{cvt|10,660|lb|kg|order=flip|disp=br}}
| 
| 41:1
| {{cvt|102|in|cm|0}}<br/>26 blades
| dropped
| align="left" | [[Boeing 747#747X and 747X Stretch|Boeing 747X]]<br/>[[Boeing 767#767-400ERX|767-400ERX]]
|-
! [[Trent 900]]<ref name="FAA T900">{{cite web |website=Federal Aviation Administration |title=Type Certificate Data Sheet |date=6 June 2007 |url=http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/09b47c27a9cfb982862573080054f9ea/$FILE/E00075EN.pdf |archive-url=https://web.archive.org/web/20081031181925/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/09b47c27a9cfb982862573080054f9ea/$FILE/E00075EN.pdf |archive-date=31 October 2008 |access-date=3 November 2007}}</ref>
| {{cvt|75,100|-|84,100|lbf|kN|disp=br|order=flip}}
| {{cvt|6,246|kg|lb|disp=br}}
| 8.7–8.5:1
| 37–39:1
| {{cvt|116|in|cm|0}}<br/>24 blades
| {{cvt|0.522|lb/lbf/h|g/kN/s|disp=br}}
| 2003
|align="left" | [[Airbus A380]]
|-
! [[Trent 1000]]<ref name=TCDS1000>{{cite web |url=https://www.easa.europa.eu/system/files/dfu/TCDS%20E.036_%20issue%2007_20161107_1.0.pdf |title=Type certificate data sheet |publisher=EASA |date=11 July 2016 |archive-url=https://web.archive.org/web/20170606013939/https://www.easa.europa.eu/system/files/dfu/TCDS%20E.036_%20issue%2007_20161107_1.0.pdf |archive-date=6 June 2017 |url-status=dead}}</ref>
| {{cvt|64,100|-|74,400|lbf|kN|disp=br|order=flip}}
| {{cvt|5,936|–|6,120|kg|lb|disp=br}}
| rowspan=2 | 10:1
| rowspan=3 | 50:1
| rowspan=2 | 8 IPC, 6 HPC<br/>1 HPT, 1 IPT, 6 LPT
| rowspan=2 | {{cvt|112|in|cm|0}}<br/>20 blades
| rowspan=2 | {{cvt|{{#expr:0.562*0.9round3}}|lb/lbf/h|g/kN/s|disp=br}}{{efn|10% better than Trent 700}}
| 2006
| align="left" | [[Boeing 787]]
|-
! [[Trent 7000]]<ref>{{cite web |url=https://www.rolls-royce.com/~/media/Files/R/Rolls-Royce/documents/civil-aerospace-downloads/trent-7000-infographic.pdf |title=Trent 7000 infographic |publisher=[[Rolls-Royce Holdings]] |date=Nov 2016 |access-date=1 July 2017 |archive-date=20 April 2017 |archive-url=https://web.archive.org/web/20170420041942/https://www.rolls-royce.com/~/media/Files/R/Rolls-Royce/documents/civil-aerospace-downloads/trent-7000-infographic.pdf |url-status=live }}</ref>
| {{cvt|68,000|-|72,000|lbf|kN|disp=br|order=flip}}
| {{cvt|6445|kg|lb|disp=br}}<ref name=TCDS7000>{{cite web |url=https://www.easa.europa.eu/sites/default/files/dfu/TCDS%20E%20036%20issue%2015.pdf |title=Type certificate data sheet E.036 |publisher=EASA |date=20 July 2018 |access-date=23 October 2019 |archive-date=5 February 2022 |archive-url=https://web.archive.org/web/20220205212407/https://www.easa.europa.eu/sites/default/files/dfu/TCDS%20E%20036%20issue%2015.pdf |url-status=dead}}</ref>
| 2015
| align="left" | [[Airbus A330neo]]
|-
! [[Trent XWB]]<ref name=TCDS-XWB>{{cite web |url=https://www.easa.europa.eu/system/files/dfu/EASA%20E%20111%20TCDS_RR%20Trent%20XWB_issue%2003_%20201612004_1.0.pdf |title=Type Certificate Data Sheet E.111 |date=20 April 2016 |publisher=EASA |archive-url=https://web.archive.org/web/20160725133110/https://www.easa.europa.eu/system/files/dfu/EASA%20E%20111%20TCDS_RR%20Trent%20XWB_issue%2003_%20201612004_1.0.pdf |archive-date=25 July 2016 |df= dmy-all }}</ref>
| {{cvt|84,000|-|97,000|lbf|kN|disp=br|order=flip}} 
| {{cvt|7,277|kg|lb|disp=br}} 
| 9.6:1
| 8 IPC, 6 HPC<br/>1 HPT, 2 IPT, 6 LPT
| {{cvt|118|in|cm|0}}<br/>22 blades
| {{cvt|{{#expr:0.562*0.85round3}}|lb/lbf/h|g/kN/s|disp=br}}{{efn|15 per cent fuel consumption advantage over the original Trent engine}}
| 2010 
| align="left" | [[Airbus A350 XWB]]
|}

==See also==
{{Portal|Aviation|United Kingdom}}
{{Aircontent
|related=
* [[Rolls-Royce RB211]]

|similar engines=
|lists=
* [[List of aircraft engines]]
|see also=
}}

==Footnotes==
===Notes===
{{notelist}}

===References===
{{Reflist}}

==External links==
{{Commons category}}
*[http://www.rolls-royce.com/ Rolls-Royce plc]
**[http://www.rolls-royce.com/civil/products/largeaircraft/trent_500/ Trent 500 series]
**[http://www.rolls-royce.com/civil/products/largeaircraft/trent_700/ Trent 700 series]
**[http://www.rolls-royce.com/civil/products/largeaircraft/trent_800/ Trent 800 series]
**[http://www.rolls-royce.com/civil/products/largeaircraft/trent_900/ Trent 900 series]
**[http://www.rolls-royce.com/civil/products/largeaircraft/trent_1000/ Trent 1000 series]
**[http://www.rolls-royce.com/civil/products/largeaircraft/trent_xwb/ Trent XWB]
**[https://web.archive.org/web/20121109180440/http://www.rolls-royce.com/energy/energy_products/gas_turbines/trent_60/ Trent 60]
**[http://www.rolls-royce.com/marine/products/diesels_gas_turbines/gas_turbines/mt30.jsp MT30]
*[https://www.youtube.com/watch?v=zaanOUZgzOY Journey through a Trent engine]

{{Rolls-Royce Trent series}}
{{Rolls-Royce plc aeroengines}}

[[Category:High-bypass turbofan engines]]
[[Category:Rolls-Royce aircraft gas turbine engines|Trent]]
[[Category:1990s turbofan engines]]
[[Category:Three-spool turbofan engines]]