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Trusted to deliver excellence

© 2014 Rolls-Royce Deutschland Ltd & Co KGThe information in this document is the property of Rolls-Royce Deutschland Ltd & Co KG 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 Deutschland Ltd & Co KG.

This information is given in good faith based upon the latest information available to Rolls-Royce Deutschland Ltd & Co KG, 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

Deutschland Ltd & Co KG or any of its subsidiary or associated companies.

Rolls-Royce Technology for FutureAircraft Engines

RAeS Hamburg

March 20 2014

Ulr ich Wenger, Head o f Engin eer ing & Techno log y

Rol ls-Royc e Deutsc hland


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Contento 1. Introduction to Rolls-Royce

o 2. Engine Technology in the Pasto Engines for Commercial Jets

o Turboprops

o Engines for Business Jets

o 3. Sustainable Aviationo ACARE / Flight Path 2050 Targets

o Future Engine Concepts

o 4. Technology Development at Rolls-Royce

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3

1. Introduction to Rolls-Royce:Power Systems for 4 Markets


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4

2013 Financial Highlights


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5


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6Rolls-Royce Deutschland 2013at a Glance


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7Sustainable Growth in Germany


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8Rolls-Royce in Germany

Rolls-Royce Power Systems

Friedrichshafen


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2. Engine Technology in the Past

• First jet propelled flight took place 75 years ago:

Heinkel He 178 with HeS3designed by Pabst von Ohain,27.08.1939 Rostock

• First commercial jet airplane 1949/52:DeHavilland Comet DH106

DeHaviland Ghost at first flight.Rolls-Royce Avon engines on production aircrafts.(later also in S.A. Caravelle)

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Source: Wikipedia


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Supersonic

Concorde, RR/Snecma Olympus, Turbojet Engine

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First flight: 21.01.1976

No of Aircraft built: 16(+4)

Cruise Speed: Ma 2,2


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RR Olympus, developed by Bristol Aero Engines for Vulcan Bomber

Rolls-Royce proprietary information

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Engine Design RR Olympus Turbojet engine, no bypass flow

Medium pressure ratio

Variable geometry at inlet and exhaust (afterburner)

Minimum frontal area

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13Turboprops

Turboprop Engine RR Dart

•

2 axial-centrifugal compressors• Tubular combustor

• First run 1946

Commercial airplanes:

• Fokker F27 Friendship

• Vickers Viscount

• Douglas DC-3 re-engineing• Gulfstream GI

• Convair 600/640

•

YS-11Rolls-Royce proprietary information

Source: Wikipedia


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Turboprops 14

Turboprop Engine RR Tyne

Applications in military aircraft:• Breguet Atlantique, maritime patrol

• Transall C-160

• First flight Atlantique: 21.10.1961

• Medium air speed, conventionalpropeller delivers good efficiency

• Low fuel burn requires moderatepressure ratio of about 13,5. Two shaft

core engine allows very effectivecomponents

Source: Wikipedia


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Turboprops

Airbus A400M

EPI TP400 D6

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• Air speed nearly at jet level (Ma 0,72) => modern propeller with complex controlrequired (one power lever to control per engine)

• Low fuel burn on long missions => Turboprop with high pressure ratio(ca. 26);optimum component efficiencies; 2 shaft core, free power turbine

• First flight of the engine on C-130 testbed: 17.12.2008


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16

Bypass Engine RR Conway

• First bypass engine in commercial service• 2 shafts, 2 axial compressors

• BPR=0,6


• Boeing 707

• Douglas DC-8


Source: Wikipedia


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17

High Bypass Engine RR RB 211

• 3 shafts• BPR ca. 5

• Wide Chord Fan (Honeycomb)

on later versions (-535, -524)


• Boeing 757, 767, 747

• Lockheed L 1011 Tristar


Source: Wikipedia


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Trent XWB - Advanced Technology for A350

2 stage IP turbine

Advancedmaterials

Blisktechnology

Bearing loadmanagement

Low emissionscombustor

Hollowlightweight

titanium fansystem

Full 3D aerocompressors

Integratedintelligent enginehealth monitoring

Turbine end wallprofiling

Soluble core HPturbine blades

Rolls-Royce proprietary informationCopyright: Airbus

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Milestones Business Jets

Gulfstream GI RR DartGulfstream GII RR Spey

Gulfstream GIII RR Spey

Gulfstream GIV RR Tay

Gulfstream G350/450 RR Tay 8C

Gulfstream GV/G550 BR710

Gulfstream G650 BR725

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BR725 Engine for Gulfstream G650 21

Smoke free

combustor

16 lobe mixer forminimal jet noise

New swept fan,

Trent technology,

increased diameter,

increased bypass ratio

Improved HPC with

5 stages of blisk

New 3stage LPT


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3. Sustainable Aviation• Climate Change (CO2 Emissions)

• Noise • problematic close to Airports

Circa 1900 Today

Pasterz Gletscher, Österreich

Rolls-Royce proprietary information-1 0 1 2 3 4 5 6

1

0.5

0

-0.5

-1

85 dB(A) Take-off Noise

737-200DC9-50

RJ100

717-200

Startbahn

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Pasterz Glacier, Austria


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Source: World Resources Institute 2005

~700 million tonnes of

CO2 per year

~1050 million tonnes of

CO2 per year

Greenhouse gas emissions (all gasses) for (2005)

28.0

25.911.9

10.4

8.5

4.34.0

3.2 2.31.6

Electricity and heat

Agriculture, land use change andforestry

Manufacturing and construction

Transport

Other fuel combustion

Industrial processes

Fugitive emis si ons

Waste

Marine

Aviation

Man-made greenhouse gas emissions (all gasses)

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Global Aviation CO2 Emissions Scenario24



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Flightpath 2050Goals to take ACARE beyond 2020

The Advisory Council for Aviation Research andInnovation in Europe (ACARE) has set newtechnology goals to achieve by 2050

75% reduction in CO2 per passenger kilometre

90% reduction in NOx emissions, and

65% reduction in noise

Strategic Research & Innovation Agenda – goals:

Meeting Societal and Market Needs

Maintaining and Extending Industrial Leadership

Protecting the Environment and the Energy Supply

Ensuring Safety and Security

Prioritising Research, Testing Capabilities & Education

Airframe Engine ATM &Operations

RequiresImprovementin all areas


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ACARE 2020 and Flight Path 2050 Targets


X

X

26

Trent 1000 is 12% more fuel efficient than Trent 800

Alt ti F l


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27


Alternative Fuels


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4. Technology Development at Rolls-Royce28


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0.30

0.35

0.40

0.45

0.50

0.55

0.60

0.65

0.70

0.700

0.725

0.975

1.000

0.950

0.925

0.900

0.875

0.825

0.850

0.800

0.775

0.750

0.4

0.425

0.450

0.475

0.500

0.525

0.550

0.575

0.600

0.625

propulsiveefficiency prop

thermal efficiency th

x transfer efficiency tran

Current

Rolls Royce

HBR engines

theoretical limitfor Open Rotorpropulsiveefficiency

theoretical limitstoichiometric TET,optimum componenten

efficiency, 80+ OPR. S p e c i f i c F u e l C o n s u m p t i o n

l b / h r / l b f @ 0 . 8

M n

Turbofan Thermodynamic Cycle Efficiencies

practical limit forlow NOx

30%theoretical

improvement atMa 0.8

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Fuel Burn Reduction and CO2 Improvements

1985 1990 1995 2000 2005 2010 2015 2020 2025

Year

Reference

+12-15%

- 5-8 %

3rd Generation BPR=5-8

RB211, Trent 700, V2500

4th Generation BPR=8-10

Trent 500/900, GP7000

5th Generation BPR>10

Trent 1000, GENX

- 15 %

- 20 %

UHBR, BPR>20, CRTF

ACARE Vision 2020 Target

- 10%

New Architectures

Open rotor, BPR>35

ATF or GTF BPR >11

2030


30

Commercial Jets2nd Generation BPR


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Type Test Turbine Entry Temperatures (TET)

Process Temperatures, Trends

• High OR cycles

increase turbine entrytemperatures

• Required HPTtechnology:• Materials & Coatings

• Cooling design &

airsystem design

Current

Development

Engines

Ss

S

S

S

S

Yy


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Composite Fan Research today32


Eeeeeeeeeeeeeeeeeeeee

ee

E

e


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Rolls-Royce Carbon-Titanium Fan, CTi Fan

• Composite/Ti fan

blade for nextgeneration largeengine


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Rolls-Royce UltraFan

• With further increasing bypass ratios,a geared LP-system offers benefits

• Current nacelle designs with TRU

could be replaced by variable pitchcomposite fan (VP fan) and variablearea nozzle (VAN)


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35

Technology Demonstrators

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Potential “Game Changers”

Pressure GainCombustion

Engine – Airframe Optimisation

Advanced CyclesICR

Integrated electricalsystems

Adaptive cycles

Open rotor

T b l i H b id P l i (NASA C )


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37Turboelectric Hybrid Propulsion (NASA Concept)

• Seperate power- andthrust generation

• Blended wing body withmaximum L/D ratio

• Electrcally driven fanswith wing boundarylayer suction

• Gas turbine in wing tipsgenerates electrical

power


Source: Paper ISABE 2011-1340

C t (Ai b /R ll R )


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38eConcept (Airbus/Rolls-Royce)

• Blended Wing Body

• 1 GT-Engine with

Generators

• 6 electrically drivenFans

• Battery to storeelectrical energy

eConcept presented by

EADS at Aero Salon Paris

2013


Source: Airbus


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Summary 39

Gasturbines still have a lot of potential inaircraft propulsion

Rolls-Royce and the aerospace industrycarry out a lot of research to fulfil thechallenging ACARE targets which will makeair travel more sustainable.

This overview presented some of thetechnologies on which RR works currently

My personal opinion about future airtransport: In 20 years we will still fly, and probably subsonic

Gasturbines will largely generate the power for

aircraft propulsion

We will see more propellers and hybrid systems in

use on aircraft

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