So from going by your history, you would not have worked on the Trent 1000 which had serious problems resulting in the grounding of Boeing 787 Dreamliners powered by these engines. British Air as well as an increasing number of other airlines, (Al Nippon, Air New Zealand, LATAM; Ethiopian, Thai Airways, Air Tanzania ) have snubbed RR and have ordered GE engines for their future 787s. The so-called ultra fan is nothing more than a geared fan engine without an airliner to power.
@@tonyguest9744 i flew Boeing 744’s with RB211’s on them, and we used to joke that “RR” stands for “Rotating Rubbish.” 🤣 (we also had B744’s with GE CF6-80’s and the joke was that “GE” stands for “Great Engines.”)
Why does anything always have to be "the biggest" ? Get that American mindset out it's super outdated 😂 Disclaimer: this reply is intended to be lighthearted funny
I found out the other day that engines like this go for up to $50M each. No wonder they use them as long as possible. Each engine costs as much as a small fighter jet. And it's not just that they need to absorb those extremely high power and heat loads, im assuming the requirements are similar as for helicopters, and they also need to be able to function with no lubrication for up to an hour to make sure they can land safely if the oil system fails. Although perhaps the requirements are more relaxed for a plane, since a helicopter absolutely relies on the gearbox to stay in the air, while a plane losing an engine isn't as serious. But in either case gearbox design is an interestingly difficult and complex issue at high power levels. You have the issue of boxes for large vessels, which aren't as weight critical, but need to endure tens of thousands of horsepower for days, weeks, years, and for flight applications where it needs to transmit high power loads and also be as failproof as possible, able to run with no lubrication for a period of time. I never knew until recently that when you see a twin or triple engine helicopter with engines rated at 5,000hp, that doesn't mean it can actually produce 10 or 15,000hp, the limit is what the gearbox can handle, which is usually between half and two-thirds the potential power. That means if you lose an engine, the remaining ones have a reserve and are able to keep the total power output almost constant, so you can reach a safe landing. The fact that they typically only run at about half output means the engines are less stressed and last much longer than they would at higher settings. The main limitation barring really large and powerful helicopters has always been the design of a gearbox that can handle that power, and it's not something that scales up very easily, the difficulties multiply as the size and power level rise. Which makes the achievements the Soviets reached in helicopter design that much more impressive. Iirc from your video on the V-12 they actually designed their own custom gearbox to handle the power requirements, because one didn't exist. Which is especially impressive since generally gearboxes are sourced from specialized manufacturers with lots of experience and the right tools for the job, and they have had enough trouble making them work at higher levels. At least making them profitable enough to be worthwhile. I can't help but suspect that what they came up with worked, but was a big part of why the aircraft failed in the end. Maybe the gearbox worked but it was just too big and heavy, or not reliable enough, to put into mass production, and the intended production numbers didn't justify trying to do it again better. Sorry for the tangent but somehow i found that to be a very interesting topic, and something i wasn't really aware of before. One doesn't really think of the gearbox as being perhaps the most difficult and crucial component of a machine, but it turns out that it frequently is. Now i wonder when electrical transmission of power will ever be developed to work in the same niches? It works well enough for locomotives, i wonder if it can ever work for aircraft?
"also need to be able to function with no lubrication for up to an hour " Turbine mechanic here, no such requirements exist for turbine engines in North America, EU as far as I know. Engines are shut down if oil pressure or qty drops below certain thresholds. The engine will still continue to windmill and require some lubrication, and this done through the core still rotating and providing oil pressure.
Fortunately, due to the absence of reciprocating bearing loads, turbine engines can and do typically operate with extremely low oil pressure in comparison to piston engines
trains run diesel electric as it allows for one engine to power multiple sets of wheels without resorting to driveshafts. they also work better when they are heavy as they rely on the friction of steel on steel for traction... a plane is the opposite extreme, it wants to be as light as possible.
@@simoncolenutt5228 I think they both have the right equally to use the name and logo, since they were split. Rolls Royce Motors (BMW) and Rolls Royce PLC.
It's a bit early to say that the trent engines are outdated, actually, the trent xwb and trent 1000 or 7000 are the most advanced and efficient trent engines. Rolls-royce is constantly working to improve reliability. And the ultrafan is a demonstrator, as he said in the video we won't see any ultrafan design engines before decades. Trent engines cost développement has to be absorbed and the aircraft manufacturers have to produce a new airframe to fit the engines. I am working for Rolls-royce as a jet engines mechanic, cheers
Aircraft manufacturer’s don’t design and build airframes to fit the engines. It’s the other way round - airframe performance and design requirements define the needs the engine manufacturer has to meet.
Even though I'm pro-USA MADE...I must take the position that the best tech. will win, regardless of the company's location! I salute the engineers & staff of the "big three" for thier marvelous designs thru the years, John S.
When it comes to serious engineering, my trust is limited to the UK, USA and Germany. Scandinavian countries, along with Japan and South Korea build good large ships engines these days.
Pratt has been working the geared turbofan for decades and they’re just finally ironing out the bugs. I’ve met a few insiders and the amount of engineering that goes into those gearboxes is absolutely insane. At those speeds and loads, EVERY detail is critical. Rolls has a long slog ahead of them.
finally RR putting some money into engineering and "tidying up" management. moves not seen since stanley hooker was in charge. would love to see an RR ultrafan A321..
I think the likely first application of the UltraFan technology will be the replacment for the Trent XWB on the A350. This could result in a 8-10% lower fuel burn, significant for such a powerful engine. A slightly smaller variant will replace the Trent 7000 on the A330neo.
@@artrandy who cares , no one is attaching timelines. We all know the a350 and 787 will get a new engine someday. The a330neo is not that competitive against the 787, and it will become less competitive when the 787 gets a new engine
140 inch (3.49 metres) fan, that's huge, spinning at around 2800 RPM. that is a lot of load for a planetary reduction gear set to absorb, especially at climb thrust through lower altitudes. If heat and lubrication problems can be solved. Well done Rolls Royce!
11:17 Easy question. The engine was so beautiful that Tiffany & Co decided to do a branding deal for it which is why the blades are spec'd in that beautiful shade of Tiffany blue.
You have no clue how carbon fiber works. 1. There is no “high pressure”. Turbines operate at fractions of an atmosphere at high altitudes. 2. Blades mainly have to resist tensile stress due to centripetal forces. Carbon fiber is extremely good at resisting tensile stress.
GE uses Carbon Fibre blades, the titanium edge is just to stop the edge of blade resembling a toothbrush after so many flight hours. RR pioneered the Carbon fibre main fan in the RB211 ( destined for Lockheed TriStar ) - which was a massive leap that almost destroyed the company, but after extended running the leading edge of blades started to break up, by the way carbon fibre composite was invented in UK at RAE Farnborough
@@chrissmith2114 In 1958, at the Union Carbide Parma Technical Center in Cleveland, OH, Roger Bacon accidentally produced the first petroleum-based carbon fibers when he tried to measure the triple point of carbon by heating strands of rayon in argon.
I was under the impression that PW had many problems with their GTF design. Having something geared that is spinning at very high rpm for hours and hours sounds a little stressful to the alloy being used. Was Pratt able to fix this problem and is so how?
The only issues RR have are high pressure turbines…they can handle the heat but the ceramic layer on the blades doesn’t stay on as long as they expected. Apart from that it’s a great engine
Geared turbofans will be the settled engine architecture for the next generation, of that there is no doubt. Propfans will never be quiet, fast or reliable enough. If GE don't get themselves in GEar soon, it will be a Pratt / RR duopoly.
The gear boxes, P and W are now having problems with service life. They need to make a gearbox has a longer service life but is small enough to fit and light enough. It also needs to be able to pack a sad with out sending shrapnel through the wings and fuselage. They need to think outside the box. Easy to say but hard to do. They need to get the gear box right. Imagine the spinoffs if they do . Pardon the puns.
Would it be wise to use a turbo shaft engine installed inside the aircraft with two drive shaft leading to the fans on the wings - No compressor fans, No turbo fans No combustion chambers - and it becomes pure jet less fuel.
I think it's a great advance. But I wonder if the cool air around the blades and the hot air from them, should mix more tightly in a nozzle, similar to the space rockets, for a 2nd air expansion stage, increasing thrust and fuel efficiency
My memory may be playing tricks but didn't the 2 spool P&W and GE engines competing with the RB211 need variable inlet guide vanes to avoid compressor stall so were a more complex engine.
When we feel love and kindness toward others, it not only makes others feel loved and cared for, but it helps us also to develop inner happiness and peace.
It’s still a solution waiting for a problem. Missing the 777X pushed this back nearly two decades. I just don’t see a new airframe design opening up for at least another 10 years or so. The engines on almost ALL of the current aircraft are good “enough” that it doesn’t justify what the UltraFan currently offers.
The happiness that is genuinely satisfying is accompanied by the fullest exercise of our faculties and the fullest realization of the world in which we live.
The industry never told the public that modern jet engines compress their own air for thrust at cruising altitude and use very little fuel. Modern airliners haven't even got the internal space to carry large quantities of fuel.
As far as widebodies are concerned, UltraFan technology will surely be developed for an A350Neo, sometime in the early 2030s, when current A350-900 and -1000 orders will have been fulfilled. There would be no point in developing an aircraft before then, as Airbus would not have separate production facilities for it. Whether RR are still supplying engines for the B787 by then, is any ones guess, but with RR having an exclusive on the 350 until 2030, and it looking likely at this stage that it will be extended so as to benefit Airbus from UltraFan technology, it seems to me that Boeing are most comfortable with GE for w/bs and Airbus with RR. With the B777X and therefore the GE9X stuck in limbo land for a few more years yet, Im sure GE would like a slice of the A350 'apple pie', but since GE declined to develop an engine for the A350-1000, because of commitments to Boeing iro the GE9X, Airbus will be sceptical about relying on an engine manufacturer who will always put Boeing first..........
Here's hoping this one has a lower likelihood of rapid unscheduled disassembly in flight. I remember watching a documentary about Rolls-Royce jet engines; they talked about all these high tech tools they used in the design and manufacturing process, and then they had a guy tapping on the first stage compressor blades with a mallet and listening to the resonance to choose which blades should be installed in pairs on opposite sides of the turbine shaft. Well whaddya know, it was the first stage compressor blades that kept exploding in flight. Typical British engineering -- design 95% of an excellent product, and then have Nigel bodge together the final bits in his garage over the weekend using some spare plywood.
very professional video, but the important fact why the gearbox must be installed is omitted: the problem is in the Ma number, which depends on the gas temperature, which means that the turbine can spin faster than the fan for the same radius, and thus it is more efficient and needs fewer stages
I still think an electric ducted fan powered by a gas turbine generator is a simpler and lighter solution. Yes batteries will be required but I think that is possible with current technology.
I’m a former Boeing 747-400 pilot and some of our aircraft had Roll Royce (RR) RB211 engines on them. We used to joke that “RR” means “Rotating Rubbish.” 😂 p.s. some our our aircraft had GE CF6-80 or GE nX engines, our joke was that “GE” means “Great Engines.” (although the nX had some issues with engine core icing)
So essentially a dual spool turbofan with a gear, following P&W's GTF. Main difference other than materials science is the animations here show a planetary configuration rather than the sun and star of the gtf.
That is exactly same as the Outlet Guide Vanes which sit directly behind the main Fan Blades. These vanes are static and help to refine the airflow created by the spinning Fan Blades. The Titanium used on these parts has a small percentage of aluminium and vanadium in its composition. The Fan blades are made at the RR plant in Barnoldswick and the OGV’s are made at RR Hucknall.
When I was a kid, I assumed all jet engines had epicyclic gearboxes that run the fan and compressor stages at different speeds. I thought that was how they worked, Lol. This has only been thought of now?
Rolls Royce has an amazing and tragic legacy if you look at its origins. The tragedy being the one that flew and pushed the envelope died in a plane crash. The other half made cars. Aerospace has always been about taking high risks to move people forward and upward in new and more advanced ways. And yet cars are accessible to many more, but not owning a Rolls Royce 🙄
I'm so proud of Rolls-Royce. I worked on the Spey 101 Buccaneer. Spey 202 Phantom and Spey 250 Nimrod engines. All Derby engines.
So from going by your history, you would not have worked on the Trent 1000 which had serious problems resulting in the grounding of Boeing 787 Dreamliners powered by these engines.
British Air as well as an increasing number of other airlines, (Al Nippon, Air New Zealand, LATAM; Ethiopian, Thai Airways, Air Tanzania ) have snubbed RR and have ordered GE engines for their future 787s.
The so-called ultra fan is nothing more than a geared fan engine without an airliner to power.
Thank you for your service the UK is still a World Leader in Aviation
@@diamondderek848 Get off your high horse.
Not a world leader as it is to being a subcontracor.
@@diamondderek848In which dimension?
@@tonyguest9744 i flew Boeing 744’s with RB211’s on them, and we used to joke that “RR” stands for “Rotating Rubbish.” 🤣 (we also had B744’s with GE CF6-80’s and the joke was that “GE” stands for “Great Engines.”)
This channel is so underrated
Keep it up!
I think not on this viewing.
Might not be the largest manufacturer, but definitely the most iconic sounds
Why does anything always have to be "the biggest" ?
Get that American mindset out it's super outdated 😂
Disclaimer: this reply is intended to be lighthearted funny
The best and most beautiful things in the world cannot be seen, nor touched... but are felt in the heart.
I found out the other day that engines like this go for up to $50M each. No wonder they use them as long as possible. Each engine costs as much as a small fighter jet. And it's not just that they need to absorb those extremely high power and heat loads, im assuming the requirements are similar as for helicopters, and they also need to be able to function with no lubrication for up to an hour to make sure they can land safely if the oil system fails. Although perhaps the requirements are more relaxed for a plane, since a helicopter absolutely relies on the gearbox to stay in the air, while a plane losing an engine isn't as serious.
But in either case gearbox design is an interestingly difficult and complex issue at high power levels. You have the issue of boxes for large vessels, which aren't as weight critical, but need to endure tens of thousands of horsepower for days, weeks, years, and for flight applications where it needs to transmit high power loads and also be as failproof as possible, able to run with no lubrication for a period of time. I never knew until recently that when you see a twin or triple engine helicopter with engines rated at 5,000hp, that doesn't mean it can actually produce 10 or 15,000hp, the limit is what the gearbox can handle, which is usually between half and two-thirds the potential power. That means if you lose an engine, the remaining ones have a reserve and are able to keep the total power output almost constant, so you can reach a safe landing. The fact that they typically only run at about half output means the engines are less stressed and last much longer than they would at higher settings. The main limitation barring really large and powerful helicopters has always been the design of a gearbox that can handle that power, and it's not something that scales up very easily, the difficulties multiply as the size and power level rise. Which makes the achievements the Soviets reached in helicopter design that much more impressive. Iirc from your video on the V-12 they actually designed their own custom gearbox to handle the power requirements, because one didn't exist. Which is especially impressive since generally gearboxes are sourced from specialized manufacturers with lots of experience and the right tools for the job, and they have had enough trouble making them work at higher levels. At least making them profitable enough to be worthwhile. I can't help but suspect that what they came up with worked, but was a big part of why the aircraft failed in the end. Maybe the gearbox worked but it was just too big and heavy, or not reliable enough, to put into mass production, and the intended production numbers didn't justify trying to do it again better.
Sorry for the tangent but somehow i found that to be a very interesting topic, and something i wasn't really aware of before. One doesn't really think of the gearbox as being perhaps the most difficult and crucial component of a machine, but it turns out that it frequently is.
Now i wonder when electrical transmission of power will ever be developed to work in the same niches? It works well enough for locomotives, i wonder if it can ever work for aircraft?
"also need to be able to function with no lubrication for up to an hour "
Turbine mechanic here, no such requirements exist for turbine engines in North America, EU as far as I know.
Engines are shut down if oil pressure or qty drops below certain thresholds. The engine will still continue to windmill and require some lubrication, and this done through the core still rotating and providing oil pressure.
@@ghostrider-be9ek what engine has a pump ran by n3.........
@@swell07_ i did not specify which spool from which engine - what is your point exactly and how does it matter?
Fortunately, due to the absence of reciprocating bearing loads, turbine engines can and do typically operate with extremely low oil pressure in comparison to piston engines
trains run diesel electric as it allows for one engine to power multiple sets of wheels without resorting to driveshafts.
they also work better when they are heavy as they rely on the friction of steel on steel for traction...
a plane is the opposite extreme, it wants to be as light as possible.
This is a fabulous channel; and Sky is the iconic voice. Please continue over the years... you have a great thing, here.
You are Sky's mum and I claim my prize.
@@TheRobbexyou seem like a big bundle of sticks
Amazing content, great graphics, solid information!
Excellent, informative as always.
It should be mentioned that Rolls-Royce and Rolls-Royce are not the same company. Nor are Rolls-Royce and Rolls-Royce.
Ah but Rolls-Royce do own the name Rolls-Royce so they do allow Rolls-Royce to use it under licence
I actually genuinely agree with you @@simoncolenutt5228
A milk bars not made of milk either!, a chocolate fish cannot swim and a steamroller doesn't roll steam
@@simoncolenutt5228 I think they both have the right equally to use the name and logo, since they were split. Rolls Royce Motors (BMW) and Rolls Royce PLC.
Trolling jokes aside...wow what a fantastic piece of kit if they can make it...
It's a bit early to say that the trent engines are outdated, actually, the trent xwb and trent 1000 or 7000 are the most advanced and efficient trent engines. Rolls-royce is constantly working to improve reliability. And the ultrafan is a demonstrator, as he said in the video we won't see any ultrafan design engines before decades. Trent engines cost développement has to be absorbed and the aircraft manufacturers have to produce a new airframe to fit the engines.
I am working for Rolls-royce as a jet engines mechanic, cheers
Brainwashed.
Aircraft manufacturer’s don’t design and build airframes to fit the engines. It’s the other way round - airframe performance and design requirements define the needs the engine manufacturer has to meet.
Awesome video ❤
✈Extremely interesting video. ✈
Very interesting to watch ❤
When I think of Rolls-Royce, it’s the Olympus 593 from Concorde (though it was originally a Bristol design)
RR were like the Microsoft of their day, they bought out rival engine companies like Bristol-Siddeley , De Havilland, etc etc to get the technology
@@chrissmith2114 "RR were like..." How could they have bought out de Havilland engines? De Havilland were part of Bristol Siddeley by 1961.
Even though I'm pro-USA MADE...I must take the position that the best tech. will win, regardless of the company's
location! I salute the engineers & staff of the "big three" for thier marvelous designs thru the years, John S.
When it comes to serious engineering, my trust is limited to the UK, USA and Germany.
Scandinavian countries, along with Japan and South Korea build good large ships engines these days.
Pratt has been working the geared turbofan for decades and they’re just finally ironing out the bugs. I’ve met a few insiders and the amount of engineering that goes into those gearboxes is absolutely insane. At those speeds and loads, EVERY detail is critical. Rolls has a long slog ahead of them.
I bet they get some serious wear and tear. I wonder how come US airforce went with RR for the B52 upgrades. Seems almost UnAmerican
@@patrickbrowne7191 Agree, PW GTF is still in problems. The punishment from going beyond the limit.
@@patrickbrowne7191 The new Rolls-Royce engine for the B52 is an American engine. Built in Indianapolis. Rolls-Royce bought Allison Engines in 1995.
@@patrickbrowne7191they still get made in the US, so it keeps Americans in work at least
GE has always been ahead but rolls royce also keeps its self afloat from its nuclear sub manufacturing
Great vid sky!
finally RR putting some money into engineering and "tidying up" management. moves not seen since stanley hooker was in charge. would love to see an RR ultrafan A321..
Very interesting and great job Sky👍!
Thank you ❤
I think the likely first application of the UltraFan technology will be the replacment for the Trent XWB on the A350. This could result in a 8-10% lower fuel burn, significant for such a powerful engine. A slightly smaller variant will replace the Trent 7000 on the A330neo.
A330neo can't remain competitive when the 787 gets a new engine and further improves in efficiency with a 64.75 wingspan from the 60m it has today
@@mmm0404
When is the 787 getting a new engine? And are you talking about GE or RR, or both.........?
@@artrandy beyond 2030, they could choose to go exclusive with GE unless customers pressure them to have RR as an option again.
@@mmm0404
So you don't have an answer to my question, confirming that your comment was just idle speculation.......
@@artrandy who cares , no one is attaching timelines. We all know the a350 and 787 will get a new engine someday. The a330neo is not that competitive against the 787, and it will become less competitive when the 787 gets a new engine
As Corsican, i am happy to see part of my island in this excellent video.
Зашёл поставить лайк и написать комментарий для продвижения этого видео!)
how about the RN211 snd the Trent both be of which I have worked on on the Queen of the skies b on -200s snd -400s
Fascinating.
Your channel rocks 👍
I'm an ultrafan
Of Ultrafan.
140 inch (3.49 metres) fan, that's huge, spinning at around 2800 RPM. that is a lot of load for a planetary reduction gear set to absorb, especially at climb thrust through lower altitudes. If heat and lubrication problems can be solved. Well done Rolls Royce!
الأول ❤❤ ДА
Awesome technology...
11:17 Easy question. The engine was so beautiful that Tiffany & Co decided to do a branding deal for it which is why the blades are spec'd in that beautiful shade of Tiffany blue.
Ultrafan, a great achievement. BUT where is the certification? Where are the scaleable engines? Where are the orders?
Combining titanium with composite at high pressures, what could go wrong in this 'Titan' leap?
You have no clue how carbon fiber works. 1. There is no “high pressure”. Turbines operate at fractions of an atmosphere at high altitudes.
2. Blades mainly have to resist tensile stress due to centripetal forces. Carbon fiber is extremely good at resisting tensile stress.
GE uses Carbon Fibre blades, the titanium edge is just to stop the edge of blade resembling a toothbrush after so many flight hours. RR pioneered the Carbon fibre main fan in the RB211 ( destined for Lockheed TriStar ) - which was a massive leap that almost destroyed the company, but after extended running the leading edge of blades started to break up, by the way carbon fibre composite was invented in UK at RAE Farnborough
@@chrissmith2114 In 1958, at the Union Carbide Parma Technical Center in Cleveland, OH, Roger Bacon accidentally produced the first petroleum-based carbon fibers when he tried to measure the triple point of carbon by heating strands of rayon in argon.
actually I think of the Merlin V12 used in WWII. Aviation fan!
The German DB series of engines were more reliable than RR Merlins.
@@John-nc4blInteresting, where did you get this information?
Which engine stage is more efficient ? 😁
What matters is the value we've created in our lives, the people we've made happy and how much we've grown as people.
I was under the impression that PW had many problems with their GTF design. Having something geared that is spinning at very high rpm for hours and hours sounds a little stressful to the alloy being used. Was Pratt able to fix this problem and is so how?
The only issues RR have are high pressure turbines…they can handle the heat but the ceramic layer on the blades doesn’t stay on as long as they expected. Apart from that it’s a great engine
Lets hope they sort out HPT cooling issues and compressor shockwaves because I'm getting really bored doing boroscopes in all weathers
07:25 silent, unless it's in transient combustion during final approach. Then it's the loudest.
Awesome Video🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂🙂
Do you think that the 747 could be reintroduced with 2 engines with these engines slung under their wings?
Action may not always bring happiness, but there is no happiness without action.
And now, what next? 15:1 is the dream shot. The propfan has been there for ages. RB3011 and friends are staring at that new milestone.
Impossibilities are merely things which we have not yet learned.
All of this so the fan blades do not exceed Mach 1?
Geared turbofans will be the settled engine architecture for the next generation, of that there is no doubt. Propfans will never be quiet, fast or reliable enough. If GE don't get themselves in GEar soon, it will be a Pratt / RR duopoly.
The gear boxes, P and W are now having problems with service life. They need to make a gearbox has a longer service life but is small enough to fit and light enough. It also needs to be able to pack a sad with out sending shrapnel through the wings and fuselage. They need to think outside the box. Easy to say but hard to do. They need to get the gear box right. Imagine the spinoffs if they do . Pardon the puns.
I am the aviation ultra fan. :)
Ultrafan appears promising. The fuel reduction predictions actually leads me to have thought bubble visions of a next generation... “B747-1000”.
Would it be wise to use a turbo shaft engine installed inside the aircraft with two drive shaft leading to the fans on the wings - No compressor fans, No turbo fans No combustion chambers - and it becomes pure jet less fuel.
I think it's a great advance. But I wonder if the cool air around the blades and the hot air from them, should mix more tightly in a nozzle, similar to the space rockets, for a 2nd air expansion stage, increasing thrust and fuel efficiency
Thought it said ULTRAFLANGE . Still watched
My memory may be playing tricks but didn't the 2 spool P&W and GE engines competing with the RB211 need variable inlet guide vanes to avoid compressor stall so were a more complex engine.
In spring it’s a good idea to coat your brassicas in mulch.
Good video. 👍
Earlier Trents had FOHE issues, and the 900 and 1000 had issues with cracking.
When we feel love and kindness toward others, it not only makes others feel loved and cared for, but it helps us also to develop inner happiness and peace.
It’s still a solution waiting for a problem. Missing the 777X pushed this back nearly two decades. I just don’t see a new airframe design opening up for at least another 10 years or so. The engines on almost ALL of the current aircraft are good “enough” that it doesn’t justify what the UltraFan currently offers.
A350 neo will fit the timeline nicely.
Say "Hi" to your GE co-workers for us.
A thing long expected takes the form of the unexpected when at last it comes.
Yeah, I'd still call it 3 spool since the main fan is operating at a speed different than both the compressor group and the turbine group.
Great indeed is the sublimity of the Creative, to which all beings owe their beginning and which permeates all heaven.
The happiness that is genuinely satisfying is accompanied by the fullest exercise of our faculties and the fullest realization of the world in which we live.
Lol ironic that in the last of your videos i watched i left a comment about geared fans and here you are talking all about them.
Ranging between 25k-105k lbs of thrust......looking forward f/ the smallest version to power upcoming Narrowbody aircrafts ✈
Continuing my personal crusade, please note that the plural of aircraft is aircraft in the English language.
They are making new engines for the B 52 right now maybe they can come up with something for the 220 or 737
@@ronparrish6666 wish B-52 got RR Pearl instead
@@stradivarioushardhiantz5179 I'd be happy if they brought back the noisy Conway's from the 707 and DC. 8
@FirstDagger
The English-who invented the language BTW-say “aircrafts”.
RR? Reminds me of Trent 1000, that "success". I hope this one will do better.
I am also a Rolls-Royce Ultrafan
The industry never told the public that modern jet engines compress their own air for thrust at cruising altitude and use very little fuel. Modern airliners haven't even got the internal space to carry large quantities of fuel.
As far as widebodies are concerned, UltraFan technology will surely be developed for an A350Neo, sometime in the early 2030s, when current A350-900 and -1000 orders will have been fulfilled. There would be no point in developing an aircraft before then, as Airbus would not have separate production facilities for it. Whether RR are still supplying engines for the B787 by then, is any ones guess, but with RR having an exclusive on the 350 until 2030, and it looking likely at this stage that it will be extended so as to benefit Airbus from UltraFan technology, it seems to me that Boeing are most comfortable with GE for w/bs and Airbus with RR.
With the B777X and therefore the GE9X stuck in limbo land for a few more years yet, Im sure GE would like a slice of the A350 'apple pie', but since GE declined to develop an engine for the A350-1000, because of commitments to Boeing iro the GE9X, Airbus will be sceptical about relying on an engine manufacturer who will always put Boeing first..........
Here's hoping this one has a lower likelihood of rapid unscheduled disassembly in flight. I remember watching a documentary about Rolls-Royce jet engines; they talked about all these high tech tools they used in the design and manufacturing process, and then they had a guy tapping on the first stage compressor blades with a mallet and listening to the resonance to choose which blades should be installed in pairs on opposite sides of the turbine shaft. Well whaddya know, it was the first stage compressor blades that kept exploding in flight. Typical British engineering -- design 95% of an excellent product, and then have Nigel bodge together the final bits in his garage over the weekend using some spare plywood.
Surprised RR was that far behind Pratt & GE. At least 20 years ago, everything was a RR.
2:22--So advanced it turns backwards
Why this UK is almost decade lagging behind GE in plastic fan blade?
RR developed a composite in the 1960’s for the R.211 called Hyfil, but it failed bird strike testing.
@@ClockworksOfGL Rolls & Pratt went with hollow Titanium. Pratt still doesn't have a composite fan capability.
very professional video, but the important fact why the gearbox must be installed is omitted: the problem is in the Ma number, which depends on the gas temperature, which means that the turbine can spin faster than the fan for the same radius, and thus it is more efficient and needs fewer stages
Imagine if the Ultrafan was developed for the Ruslan’s
It's likely to make it's commercial debut on a A350 neo.
I still think an electric ducted fan powered by a gas turbine generator is a simpler and lighter solution. Yes batteries will be required but I think that is possible with current technology.
Price?
I’m a former Boeing 747-400 pilot and some of our aircraft had Roll Royce (RR) RB211 engines on them. We used to joke that “RR” means “Rotating Rubbish.” 😂 p.s. some our our aircraft had GE CF6-80 or GE nX engines, our joke was that “GE” means “Great Engines.” (although the nX had some issues with engine core icing)
Though no one can go back and make a brand new start, anyone can start from not and make a brand new ending.
0:17 i was actually thinkin of ww2 era rolls royce engines for planes but..
modern aviation i would first come up with Prat Whitney, not saying who's better manufacturer though
Time to buy shares in Rolls Royce jet engine?
I bought mine just after Covid😃😃...........
So essentially a dual spool turbofan with a gear, following P&W's GTF. Main difference other than materials science is the animations here show a planetary configuration rather than the sun and star of the gtf.
Rolls Royce blades are hollow titanium. Not solid.
That is exactly same as the Outlet Guide Vanes which sit directly behind the main Fan Blades. These vanes are static and help to refine the airflow created by the spinning Fan Blades. The Titanium used on these parts has a small percentage of aluminium and vanadium in its composition. The Fan blades are made at the RR plant in Barnoldswick and the OGV’s are made at RR Hucknall.
Which blades?
@@Tbizzhfan blades. The very front one.
@@becaracha didn't this video say composite with titanium leading edge?
@@Tbizzh only latest engine.
Freedom is not worth having if it does not connote freedom to err.
why the music ?
Liebherr developed the ultrafan gearbox
I wonder if, with wing modifications, could a 747 fly with only two of these giants.
So RR dropped the triple spool architecture in favor of the ultrafan which is just a geared fan engine.
You cannot step twice into the same river, for other waters are continually flowing in.
"The history of Rolls Royce is full of ups and downs."
Sure... take-offs and landings; no surprise there, heh!
When I was a kid, I assumed all jet engines had epicyclic gearboxes that run the fan and compressor stages at different speeds. I thought that was how they worked, Lol. This has only been thought of now?
Pratt & Whitney want you to believe they invented it, but Garrett/Allied Signal/Lycoming had geared fans in production 40+ years ago.
@@IndyEng-o3j Ok, good to know, because to me it's the perfectly logical thing to do and I don't understand the P&W hyperbole.
"Respond to this pressure"?
How can you talk about the RB211 and not mention the RB211!
Earliest i ever caught one of your videos. Probably because i was going though some of your old stuff earlier.
10:13 - so much for H&S - NEVER put your self under a load - get a stick or something else - thats pretty poor, RR
The future is open fan Jets
He had concluded that pigs must be able to fly in Hog Heaven.
Rolls Royce has an amazing and tragic legacy if you look at its origins. The tragedy being the one that flew and pushed the envelope died in a plane crash. The other half made cars. Aerospace has always been about taking high risks to move people forward and upward in new and more advanced ways. And yet cars are accessible to many more, but not owning a Rolls Royce 🙄
trent mk4 with additional features