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2011 Rolls-Royce plc The information in this document is the property of Rolls-Royce plc and may not be copied or communicated to a third party, or used for any purpose other than that for which it is supplied without the express written consent of Rolls-Royce plc. This information is given in good faith based upon the latest information available to Rolls-Royce plc, no warranty or representation is given concerning such information, which must not be taken as establishing any contractual or other commitment binding upon Rolls-Royce plc or any of its subsidiary or associated companies. Reflections on 50 years in R&D Professor Phil Ruffles March 8 th 2011 Slide 2 RB211 and Trent Family Variants -9 Engines sold and on Order RB211 -3760,Trent -2060 sold,2600 on order Aircraft RB211-L1011,B747,B757, B 767 Tu 204 Trent - A 330 A340 A350 A 380 B777 B787 71 Trent Operators Revenue 40bn to date,35bn New engines on order. Aftermarket is additional Slide 3 The Launch 29 March 1968 Slide 4 RB211 Advantages of three shafts Picture and Chart which summarises the benefits of 3 shaft engines Slide 5 RB211-06 Designed for market leadership through technology 33,260 lb thrust in 1966 -06 was unable to meet increasing demand for thrust during aircraft development Subsequently redesigned for 40,600lb from April to October in 1968 to become - 22C Uprated to 42,000lb (-22B) to compensate for weight growth Slide 6 RB211-Scale of advance Performance advance Thrust+95% Cruise sfc-21% Noise-19PNdB Turbine entry temp.+150C Pressure ratio17 > 25 Airflowx 3.7 RB211-22 (1972) Conway RCo43 (1965) 45in. dia. Weight 8861lb Weight 4855lb 85.5in. dia. Slide 7 RB211-22 The Hyfil fan The Hyfil fan offered a 300 lb weight and two per cent fuel consumption benefit High risk of Hyfil was recognised so a Titanium alloy alternative was designed in parallel as early as 1969 Hyfil blades were experiencing integrity problems replacement with Titanium blades allowed continued testing The Hyfil blade was replaced by the Titanium blade in Spring 1970 Slide 8 RB211-The review of early milestones RB211-06 detailed design commenced at 33260lbs thrust RB211-22 order received at 40600lbs thrust First run of -06 engine First run of -22 engine First flight of RB211 in VC10 First flight of L1011 Type approval obtained for 42000lbs at ISA+3, 40600lbs at ISA+15 L1011 obtains type approval airline service starts Type approval obtained for 42000 lbf at ISA+15 (-22B) 34 development engines were built, compared with todays usual six or seven 36 flight engines were sent to Lockheed, compared with todays usual seven or eight Mid 1967 Mar 1968 Aug 1968 Jan 1970 Mar 1970 Nov 1970 Feb 1972 Apr 1972 Feb 1973 Slide 9 RB211-06 Realising 40,000lb thrust RB211-06, Engine 5 Test Report (Jan 1969): Seizure of LP spool during initial attempts to start engine Strip revealed distorted blades, severe foul with seal segments Turbine module from Engine 3 fitted to resume testing After 19hrs 40mins, several Hyfil fan blades were found damaged Hyfil assembly removed and Titanium assembly fitted to resume testing Surge at 36,000 lbf after 21hrs 34mins (day temperature: -7C) Engine rejected from test due to seized HP spool Strip examination revealed HP turbine blade foul with seal segments Thermal deterioration of the flame tube had also occurred Best performance to date! RB211-06, Engine 7 (March 1969): Engine achieved 40,000lbf but surged and seized on run-down due to HP turbine blade failure Slide 10 RB211-06 Realising 40,000lb thrust The Evidence ! Slide 11 RB211 Early development problems Fan blade integrity Poor performance of compressors and turbines Combustion chamber and NGV cooling, cracking and collapse HP turbine blade cooling/fatigue (IPNGV excitation) Deletion of composites and strengthening of engine structure IP NGV performance Operability Temperature traverse Engine overweight LP blade profile changes Slide 12 Rolls-Royce Receivership-February 4 th 1971 Engine 10011, fitted with a package of performance modifications, returned best performance to date on evening of Feb 3 rd 1971 The SFC shortfall was approx 8% with thrust close to 40,000lb This demonstrated the engines potential and had a major bearing on the events that followed The receiver allocated 12 development engines compared with the previous 18 - this required a clear focus on priorities Contract with Lockheed was re-negotiated with technical spec eased HP turbine blade was fixed, turbine sealing improved and further performance improvements made 14 months after bankruptcy the engine entered service at 40,600lbs, 41/2 months late, derated and overweight! 12 months later thrust was fully recovered and SFC target met. Slide 13 RB211 Early service problems HP turbine life (800 hours initially) Fan disc LP location bearing Accessory reliability HP compressor stators HP compressor surge Combustion liner life (800 hours initially) Rate per 1,000 hours 1973 1974 0 Fan disc Surge/ compressor damage Other reasons Turbine blade/combustion liner deterioration -22 total engine-caused removals 72 Slide 14 RB211-524 and RB211-535 Boeing 767 Boeing 747 Lockheed L-1011 Tupolev Tu 204 Boeing 757 Thrust lb x 1000 70 60 50 40 -535F5 -535E4 -535C -524G/H -524D4-B -524D4 -524C -524B Improved -22B -22B -524B4-B -524G/HT (pkg 3) Slide 15 RB211-22B/-524/-535 and Trent HP turbine blades 1972-75 RB211-22B Extruded blades LP feed, cut back trailing edge Suction and trailing edge cooling HP feed to leading edge Interlock 1545K -1550K 1979 RB211-22B/535C Multi-pass cast DS blade HP feed Extensive film cooling 1660K 1983 RB211 535E4 Second generation multi-pass cast DS blade 1680K 1977 RB211-524 Equiaxed HP feed racetrack 36 NGVs 1660K 1987-96 RB211-524 Strategy 2C-2.5C Modified interlock Multi-pass Single crystal 36 NGVs 1730K-1751K 1995 Trent 800 Multi-pass Single crystal Root damper HPNGV shaping Parallel shroud 40 NGVs 1840K Slide 16 Rolls-Royce Changing pace of technology 1980-1990 Widespread us of key systems across all components 80s 90s Early use of CFD, FEA etc development of turbine key systems Emergence use of modelling/analysis tools, e.g. TACITUS Technology introduction RB211 535 V2500 RB211 524G/H IT power and capability Slide 17 Rolls-Royce Modelling Capability 1980 to 1986 19811985 198619821984 1983 Date (year) Analysis time Time to influence design 0 1 2 3 4 5 6 9 8 7 10 V2500 Plan B Benefit from vector processor Improving Method Quality Disc temperature prediction Disc LCF lifing Analysis of 14 aerofoils at six operating points (Inc OGV in 3D) Impractical or impossible Transient dynamic response Rotor blade vibration analysis Whole engine modelling (FE) Slide 18 Rolls-Royce Computer Simulation Computer Simulation has changed the way Engineering is carried out 1960s 1st Computers used 1970s 1st Turbine design system(1976) 1980s Mechanical Analysis concurrent with design. 1990s Faster, greater complexity, more iterations Digital Pre-assembly(Trent 800) 2000s Simulation validation via test then used for subsequent certification 2010 Whole engine modelling & Fan Blade-Off simulation Slide 19 RB211-535, V2500, RB211-524 improvement programmes Attempts at performance improvement programmes through technology introduction provided mixed successes due to technology management and process difficulties Slide 20 Derwent The new product introduction process Stage 1 Preliminary Concept Definition Stage 2 Full Concept Definition Stage 3 Product Realisation Stage 4 Production Stage 5 Service Support Stage 1 Exit review Stage 6 Disposal Stage 2 Exit review Critical design review Design verification review Production readiness review In-service review Production process check Audit gates Slide 21 Integrated team and product structure Whole System (Product) Sub-system Component Product & Functional structure Chief Design Engineer Team leader of Sub-system Team leader of Sub-system Team leader of Component Etc IPT structure Team leader of Component Team leader of Component Team leader of Component Chief Devt. Engineer Chief Engineer Slide 22 New Product Planning Full Concept Definition Product Realisation ProductionDisposal Service Support Facilities People/skills Supply Chain Infrastructure R&T Strategy Planning New Capability Realisation Research and Technology Programme Global Academic Network UNIVERSITY TECHNOLOGY CENTRES Technology Validation Generic Project specific Strategic Research Applied Research Requirements: Airframers Operators Solutions Rolls-Royce Capability Acquisition Slide 23 Rolls-Royce Technology Acquisition Prior to mid 1970s technology acquisition was determined by functions, largely with a research focus High Temperature Demonstrator Unit 1 st run in 1972 Structured Advanced engineering programmes launched in 1976 including Demonstrator engines University Technology Centres launched in 1990 Technology Strategy linked to Corporate and Product strategy from 1995 onwards Technology programmes key to success of Trent Engine family and growth of Company in other sectors Slide 24 Research and technology management Relative to competition: Lead/Neutral/Lag Strategic research Applied research Validation Fuel Cells 3D Compressor Blading High Temp. Demo. Unit Base Titanium Disc Key Wide Chord Fan Pacing MMC Blisk Emerging Fuel Cells Technology Categories Maturity Levels Increasing cost/Reducing uncertainty/Reducing time to market Slide 25 The Trent Family Fan diameter 97.5 86.5 110 Trent 1000 74,000lb Trent 900 80,000lb Trent 500 56,000lb Trent 700 72,000lb Trent 800 95,000lb RB211-524G/H-T 60,000lb EIS 1996 EIS 2007 EIS 1995 EIS 2002 EIS 2011 2060 engines delivered 2600 orders backlog (December 2009) EIS 2013 Trent XWB 84,000lb Slide 26 Trent 1000 High technology at low risk Optimized lightweight fan system Active anti icing Soluble core manufacturing of HPT blade Advanced LPT design IP power off-take More electric Accessories and Engine Health Monitoring Slide 27 Developing our Engineering Talent Engineering Directors Fellows Chief Engineers Technical Leadership Project Leadership Recruits Graduate Level Recruits & Apprentices Movement out of Engineering Some External Losses Recruits Technical Managers Specialists Project Managers Associate Fellows Slide 28 Product Development Keys to Success Competitive Product Concepts Technology acquired ahead of product development Stage Gate Product introduction process Formal gate reviews Risk assessment and management Integrated Product Teams Robust product requirements Work package management Clearly defined deliverables The best digital tools inc verification Well trained and motivated people