Rolls-Royce Trent

A Rolls-Royce Trent 900 on an A380 , with size comparison to a person standing next to it

Rolls-Royce Trent officially RB211 Trent is a family of Dreiwellen- turbofan - jet engines from Rolls-Royce . These are a further development of the Rolls-Royce RB211 and approved as RB211 variants. The thrust of the different versions is between 236 and 423 kN (53,000 and 95,000 lb _f ). The name Trent was previously used by Rolls-Royce for engine models.

Earlier Trent engines

Rolls-Royce named the world's first turboprop engine “Trent” (RB.50). It was based on a concept by Sir Frank Whittle and was created by a Rolls-Royce Derwent II engine with only seven combustion chambers and no thrust nozzle driving a five-bladed propeller via a gearbox . With this design, the world's first turboprop flight with a converted Gloster Meteor was carried out on September 20, 1945.

The name "Trent" was used again in the 1960s for the RB.203 turbofan engine, which was to replace the Rolls-Royce Spey . The three-shaft RB.203 engine delivered 44.4 kN (9,980 lb _f ) of thrust and was the forerunner of the RB.211 series.

Current Trent engines

In 1987, Rolls-Royce decided to develop a new family of aircraft engines from the Rolls-Royce RB211-524L. For some time from 1942, Rolls-Royce named its engines after British rivers. This principle was revived and given a name after the River Trent .

The first version, the Trent 600, powered the McDonnell Douglas MD-11 . However, due to the poor success of this aircraft, the program was discontinued. The Trent 700 was developed for the Airbus A330 in 1995 and was first ordered by Cathay Pacific .

The Trent 800 with a thrust of 334 to 423 kN (75,000 to 95,000 lb _f ) for the Boeing 777 was also ordered for the first time by Cathay Pacific. However, Rolls-Royce initially had problems selling the engine. Even British Airways , traditionally a Rolls-Royce customer, ordered the General Electric GE90 . Finally, Singapore Airlines (until then a Pratt & Whitney customer) could be won over to equip their 34 Boeing 777s with Trent 800s. This was followed by American Airlines and Delta Air Lines . Since then, Rolls-Royce has led the market for the 777 with the Trent 800, and British Airways also bought Rolls-Royce for their second series of 777s.

Soon after, in 1997, the Trent 500 was selected to power the four-engine long-haul Airbus A340 -500 and -600. First customer was Virgin Atlantic Airways in 2002 .

This was followed by the Trent 900, which delivers 310 to 360 kN (70,000 to 80,000 lb _f ) of thrust for the Airbus A380 .

The latest model in production is the Trent 1000, for the Boeing 787 . Its sub-versions provide between 236 and 334 kN.

The improved Trent XWB was developed for the Airbus A350 XWB . Its sub-versions provide between 334 and 431 kN.

The Trent design has also been adapted for marine and industrial applications.

Three wave concept

The Rolls-Royce RB211 and the Trent have three instead of the usual two engine shafts. This more complex and expensive principle pays off, especially with high thrust classes, as it runs more stably over a larger thrust range due to the possible differences in speed of the three shafts and offers the possibility of better adapting the shaft speeds to the optimal operating status of the various components.

Furthermore, a higher bypass flow ratio is possible, which increases efficiency or makes the engine lighter with the same thrust.

Trent 600

The first modern Trent version, the Trent 600, was derived from the RB211-524L. The thrust was 289 kN (65,000 lb _f ), the fan diameter was 2.59 m. It was intended for the McDonnell Douglas MD-11 , but due to the poor success of this aircraft, the program was discontinued. Rolls-Royce wanted to further develop the engine for future Boeing aircraft such as the 747-X, 747-8 or 767-400ERX, but here Boeing opted for engines from General Electric.

Trent 700

Airbus A330-243 of Egypt Air with Rolls-Royce-Trent-772B engines

The Trent 700 family was developed for the Airbus A330 . The first test run took place in August 1990. In January 1994 the first Trent 700 variant was certified by EASA . In March 1995 the engine received the ETOPS -90 approval, this was extended to ETOPS-120 in December 1995 and ETOPS-180 in May 1996. ETOPS-240 approval was granted in November 2009.

The airline Cathay Pacific introduced the engine in March 1995. The 1,000th Trent 700 engine was also delivered to Cathay Pacific in November 2011. The 1500th unit of the engine was handed over to AirAsia X in December 2014 . Over the entire production period of the A330, the Trent 700 has achieved a market share of around 57 percent (as of July 2014).

Rolls-Royce continued to optimize the engine. In 2009 the improved version Trent 700EP (enhanced performance) was introduced, with this modification the fuel consumption was reduced by 1.3 percent. The Trent 700EP2 was announced at the Farnborough International Airshow in 2012. It should be available from 2015 and reduce fuel consumption by a further percent.

Technical specifications

• Variants:
  • Trent 768-60, certified January 1994
  • Trent 772-60, certified March 1994
  • Trent 772B-60, certified September 1997, can deliver up to 5.4 percent more thrust than the 772-60 at altitudes between 2000 and 8000 feet
  • Trent 772C-60, certified by EASA in March 2006, can deliver up to 8.5 percent more thrust than the 772B-60 at altitudes between 2,000 and 8,000 feet
• Thrust:
  • Trent 768-60: 300 kN (67,500 lb _f ) at takeoff
  • Trent 772-60, 772B-60, 772C-60: 316 kN (71,100 lb _f ) at takeoff
• Dry weight: 6160 kg
• Total length: 5.639 m
• Fan diameter: 2.47 m (97.4 in)
• Bypass ratio
  • Trent 768-60: 5.17: 1
  • Trent 772-60: 5.05: 1
• Total pressure ratio
  • Trent 768-60: 33.5: 1
  • Trent 772-60: 35.3: 1
• stages
  • compressor
    • Fan: 1 (2.47 m diameter; 26 blades)
    • Medium pressure compressor: 8
    • High pressure compressor: 6
  • turbine
    • High pressure turbine: 1
    • Medium pressure turbine: 1
    • Low pressure turbine: 4
• Combustion chamber: annular combustion chamber with 24 fuel nozzles
• Fuel consumption ( TSFC ) during the flight:
  • Trent 772-60: 0.565 lb / lbf hr

Trent 7000

A further development of the Trent 700 is the Trent 7000 engine. The engine was presented for the first time on July 14, 2014 at the Farnborough International Airshow and it was also added that this engine will exclusively power the Airbus A330neo . The first engines were delivered to Airbus in June 2017.

According to the manufacturer, the technology is derived from experience with the Trent 700, the architecture of the Trent 1000-TEN and the technology of the Trent XWB. Among other things, the engine will be equipped with an electronic bleed air system (EBAS) . This means that the engine will have an output of 300–320 kN. Compared to the Trent 700, the new engine should bring 10% fuel savings and be 6 dB quieter. The Trent 7000 has a bypass ratio of 10: 1 compared to a bypass ratio of around 5: 1 on its predecessor. The fan diameter is 284.5 cm (112 inches ) with 20 leaves. The low pressure turbine has six stages.

Technical specifications

• Overall length: 4775 mm / 188 in
• Fan diameter: 2.85 m (112 in)
• Dry weight: 6,445 kg (14.209 lb)

stages

• Compressors: axial, 8 stages IP, 6 stages HP
• Combustion chamber: annular combustion chamber with 18 fuel nozzles
• Turbine:
  • High pressure turbine: 1
  • Medium pressure turbine: 1
  • Low pressure turbine: 6

performance

• Thrust: 324.0 kN / 72.834 lbf (take-off)
• Total print ratio: 50: 1
• Bypass ratio: 10: 1

Trent 800

Trent 800 on a Boeing 777

The development of the Trent 800 originally began as an engine with the designation Trent 760 for an enlarged version of the Boeing 767, the 767X. When Boeing stopped developing this machine and developed the 777 for it, Rolls-Royce found that the fan of the Trent 700 would not provide the necessary thrust. This was increased to 2,974 m and the engine was renamed Trent 800. Testing of the engine began in September 1993 and certification took place in January 1995 (FAA ETOPS-180 approval followed on October 10, 1996). The first Boeing 777 with the Trent 800 flew in May 1995 and was delivered to Cathay Pacific in April 1996. Initially, Rolls-Royce had difficulties selling the engine. British Airways (traditionally a customer of RR) bought the competing GE90 from General Electric instead. The breakthrough came with an order from Singapore Airlines for its 34 Boeing 777s, followed by purchases from North American, American Airlines and Delta Airlines. The Trent 800 now has a 43 percent share in the engines for the Boeing 777.

The MT30 gas turbine , which is used to drive ships, is based on the Trent 800 .

Type	Starting thrust (kN)	Bypass ratio at startup	Total pressure ratio	Fan diameter (m)	Length (m)	Dry matter (kg)	Admission
Trent 875	331.9	6.2: 1	34.5: 1	2,974	4.369	5942	1995
Trent 892	407.5	5.8: 1	40.8: 1	2,974	4.369	5942	1995
Trent 895	422.6	5.8: 1	41.6: 1	2,974	4.369	5942	1999

Trent 500

Rolls-Royce Trent 500 on an Airbus A340-600

The Rolls-Royce Trent 500 was designed as the exclusive drive for the super long-haul aircraft A340-500 and A340-600 .

The Trent 500 was approved in 2000 and entered service with Virgin Atlantic in August 2002 .

The certification is available for a thrust of up to 267 kN (60,000 lb _f ). It is used as the Trent 553 on the A340-500 with 236 kN (53,000 lb _f ) and as the Trent 556 on the A340-600 with a thrust of 249 kN (56,000 lb _f ).

Components from the existing Trent 700 and Trent 800 engines were used in the design. Like the Trent 700, the fan diameter is 2.47 m. A reduced core from the Trent 800 was used for the core components of the engine. A titanium alloy is used for the front part of the engine including the fan with modern, wide blades because of its strength. The hot rear parts are made of a nickel alloy with high temperature resistance. The area of ​​application on the long haul requires particularly high economic efficiency, which justifies the technically complex and expensive 3-shaft concept.

The regulation takes place, as is customary today, fully electronically via a FADEC , the thrust control is not on speed, but on the pressure ratio E ngine P ressure R tio . The EPR value is calculated from the following values: The outlet pressure after the turbine in relation to the inlet pressure in front of the fan. This results in pressure ratios of approx. 1 to 1.6 for a Trent engine at full thrust. Maximum EPR allowed for the Trent 556 (A340-600) = 1.33 and for the Trent 772 (A330) = 1.54.

Technical specifications

• Thrust: certified up to 267 kN (60,000 lb _f )
• Inlet mass flow: 860.5-879.5 kg / s
• Rotor diameter: 2.474 m (97.4 in)
• Length: 3,937 m (155 in)
• Mass: 4,835 kg
• Sidestream ratio: 7.5-7.6: 1
• Overall print ratio: 35: 1
• stages
  • Fan: 1
  • Medium pressure compressor: 8
  • High pressure compressor: 6
  • High pressure turbine: 1
  • Medium pressure turbine: 1
  • Low pressure turbine: 5

Trent 900

Rolls-Royce Trent 900 on the test stand

Trent 900 on an A380

The Rolls-Royce Trent 900 is a further development of the Trent 500. Due to the large inner diameter of 2.95 m, the ends of the fan blades reach speeds of up to Mach 1.5. The engine draws in a mass of over a ton of air per second - this corresponds to around 800 m³ or the air volume of a normal two-story house.

The Trent 900 was approved for the Airbus A380 and A380F in December 2004 . The first 18 engines were delivered to Airbus in Toulouse in spring 2005 . The first A380 prototype also flew with this engine. The certification is available for a thrust of up to 356  kN (80,000  lb _f ).

variants

Rolls-Royce offers four variants, each with a different thrust. All variants are named Trent 9XX, where XX corresponds to the maximum possible thrust in 1000  lb _f .

For the A380-800, currently the only version of the A380, Rolls-Royce offers either the Trent 970 or the Trent 972. Singapore Airlines , Lufthansa and British Airways have opted for the Trent 970, while the more powerful Trent 972 is only used on Qantas and Emirates' latest aircraft . A380s equipped with the Trent 970 are labeled A380-841, while those with the Trent 972 are labeled A380-842. The two more powerful engine variants Trent 977 and Trent 980 are intended for possible heavier variants of the A380, namely the currently frozen cargo variant A380F and the planned extended passenger variant A380-900.

Incidents

On November 4, 2010, four minutes after take-off on the QF32 of the Australian airline Qantas Airways , a Trent 972 engine of an Airbus A380-842 suffered serious engine damage over the Indonesian island of Batam, about 50 km away Parts of the rear engine cowling were catapulted away. Parts of the engine itself also leaked (“uncontained engine failure”). Such a worn part is likely to have penetrated the left wing in the area of ​​the engine mount. The plane with 433 passengers and 26 crew members on board was a no injuries precautionary landing at the airport Singapore conduct from which it was started earlier. Since the fuel drain did not work and there was no immediate danger of falling, the aircraft remained in the air for around 60 minutes to reduce the landing weight through fuel consumption. After the accident, Qantas suspended all A380 flights for several days to inspect the engines. Singapore Airlines and Lufthansa, both users of the somewhat weaker Trent 970 engines, carried out additional inspections on the advice of Rolls-Royce and Airbus. Singapore Airlines left its entire A380 fleet on the ground for a short time, while Lufthansa continued to operate its A380 fleet without restrictions with the exception of one flight. As early as August 2010, the European Aviation Safety Agency , or EASA for short, issued a directive requiring the airlines to intensify checks on all Trent 900 engines, as individual parts were more worn out than originally assumed. According to EASA, this can lead to oil leaks and oil fires or even to the loosening of individual engine parts from their anchoring. On November 11, 2010, EASA published a further directive on the preliminary findings from the engine failure on flight QF32. According to this directive, it can be assumed that leaked oil caught fire and that the medium-pressure turbine then failed. Singapore Airlines replaced one engine each on three of its A380s and Lufthansa replaced one of its A380s - leaked oil was found in all four engines. The fact that oil fire was already described as a possible consequence in the August directive indicates that this defect, known since August, was also the cause of the engine failure on flight QF32. The leakage of engine components from the engine also strengthens this thesis. As Spiegel Online reported, experts assume that the rubble that had leaked out could have penetrated a fuel tank, which would have had serious consequences. The official Australian investigation report published on December 3, 2010 also indicates that counter-thrust could be generated with only one engine during landing, which made the braking process on the runway very difficult. There was a risk that the machine would go over the runway.

Technical specifications

• Thrust:
  • Trent 970: 70,000 lb _f (311 kN)
  • Trent 972: 72,000 lb _f (320 kN)
  • Trent 977: 77,000 lb _f (340 kN)
  • Trent 980: 80,000 lb _f (356 kN)
• Inlet mass flow: 1204.3-1245.1 kg / s
• Rotor diameter: 2.946 m (116 in)
• Length: 4,546 m (179 in)
• Mass: 6,436.5 kg
• Sidestream ratio: 8.5-8.7: 1
• Overall pressure ratio: 36.5-39: 1
• stages
  • Fan: 1
  • Medium pressure compressor: 8
  • High pressure compressor: 6
  • High pressure turbine: 1
  • Medium pressure turbine: 1
  • Low pressure turbine: 5

Trent 1000

Partial view of an RR Trent 1000 on a Boeing 787

A RR Trent 1000 on a Boeing 787 with chevrons on the reverser housing

Rolls-Royce designed this fifth variant of the Trent family for the Boeing 787 with a thrust of 236 to 334 kN (53,000 to 75,000 lb _f ) and a rotor diameter of 2.85 m. In addition to the Rolls-Royce engine, Boeing also selected the competing General Electric GENx for this type of aircraft. A uniform interface is provided for both engines, so that for the first time a simple change of the engine type of an aircraft will be possible. Compared to the Trent 900, the diameter of the fan hub has been reduced by 2.5 cm and blades with a surface area increased by 50% are used. In order to absorb the increased forces due to the larger fan, the bearings of the low-pressure system were moved further towards the front of the fan and larger balls were used in the ball bearing. Changes have also been made to the high and medium pressure compressors.

No bleed air is extracted when the Trent 1000 is in operation , as the 787's air conditioning, pressurized cabin, de-icing system and starter are electrically operated. The enlarged generators required for this (two pieces per engine from Hamilton Sundstrand ) are also used as motors to start the engine (medium pressure system only).

The Trent 1000 ran on the test bench on February 14, 2006, was first tested in flight in July 2007 and was approved on August 7, 2007. Commissioning was scheduled for 2008. On May 21, 2009, Boeing launched an engine for a test run on the B787 for the first time. This was one of the last steps before the first flight, which took place on December 15, 2009.

In March 2016, a Boeing 747 test aircraft with improved Rolls-Royce Trent 1000 TEN engines took off for the first time . TEN stands here as acronym for Thrust, Efficiency and New Technology (German: boost efficiency and new technology ). Among other things, a new medium pressure compressor is used, which is already used in the Trent-XWB for the Airbus A350 . This increases the thrust to up to 347 kN, and the fuel consumption should be approx. 3% lower than with comparable engines from the competition. The first flight on a 787-9 Dreamliner took place in December 2016, in March 2017 the first flight of the larger Boeing 787-10 also took place with Trent 1000 TEN engines. The Trent 1000-TEN is to be delivered for all variants of the Boeing 787 from 2018.

In May 2018, Rolls-Royce anticipated a dramatic increase in the number of Boeing 787s that had to remain on the ground due to hairline cracks and fatigue on Trent 1000 engines.

Technical specifications

• Thrust: 236–333 kN
• Mass: 5402 kg
• Length: 4.06 m
• Fan diameter: 2.84 m
• By-pass ratio: 10-11: 1
• Total print ratio: 50: 1
• Air mass throughput: 1087-1210 kg / s
• stages
  • Fan: 1
  • Medium pressure compressor: 8
  • High pressure compressor: 6
  • High pressure turbine: 1
  • Medium pressure turbine: 1
  • Low pressure turbine: 6

Trent XWB

Trent XWB on the Airbus A350 prototype MSN3 in October 2013

Air intake and fan of the Trent XWB.

Airbus A350 MSN002 with two Trent XWB at the start at the ILA 2016.

This is a 334 to 431 kN (75,000 to 97,000 lb _f ) thrust Trent variant that is intended for all versions of the Airbus A350 . In contrast to the Trent 1000 it has a conventional bleed air system, but is based on improved technology. The turbine has a fan with 22 hollow turbine blades made of titanium and an enlarged diameter of 3.00 m. The principle of the counter-rotating high pressure system was adopted from the Trent 900. As the first Trent, the rear casing is made of composite materials and, compared to the other Trent engines, a two-stage medium-pressure turbine was also chosen for the first time in order to relieve the aerodynamic load. Overall, compared to the Trent 700 of the Airbus A330, it should achieve around 15% lower consumption and better exhaust and noise values.

The development of the engine was announced on December 4, 2006. In September 2008, the preliminary development was completed and the first parts were manufactured from February 2009. The first run took place on June 17, 2010. For flight tests, the engine was mounted on the first A380 (MSN001), which left the factory with this modification on October 18, 2011 and took off for the first test flight on January 20, 2012. The first flight on the A350 MSN1 prototype took place on June 14, 2013. As of May 2014, around 1650 units had already been ordered.

A first Trent XWB-97 engine for the larger Airbus A350-1000 has been tested in flight on the A380 MSN001 in Toulouse since the beginning of November 2015.

Technical specifications

• Thrust: 334-431 kN
• Mass: 6636 kg
• Length: 4.49 m
• Fan diameter: 3.0 m
• By-pass ratio: 9.3: 1 (at start)
• Total print ratio: 50: 1
• stages
  • Fan: 1
  • Medium pressure compressor: 8
  • High pressure compressor: 6
  • High pressure turbine: 1
  • Medium pressure turbine: 2
  • Low pressure turbine: 6

See also

• List of aircraft engines

Web links

Commons : Rolls-Royce Trent  - Collection of Images, Videos and Audio Files

• Trent on the Rolls-Royce-page (English)
• Type Certificate of the RB211 Trent 500 Series - EASA-TCDS-E.060 (PDF; 198 kB)
• Type certification of the RB211 Trent 700 series - EASA-TCDS-E.042 (PDF; 192 kB)
• Type Certificate of the RB211 Trent 800 Series - EASA-TCDS-E.047 (PDF; 195 kB)
• Type certification of the RB211 Trent 900 series - EASA-TCDS-E.012 (PDF; 201 kB)
• Type certification of the Trent 1000 series - EASA-TCDS-E.036 (PDF; 208 kB)
• Type certification of the Trent XWB series - EASA-TCDS-E.111 (PDF; 188 kB)

Individual evidence

1. ↑ ^{a b} www.all-aero.com Article on Trent engines . Retrieved July 31, 2014.
2. ↑ ^{a b c d e f g h i j k l m n o p q r s t u} Type-Certificate Data Sheet RB211 Trent 700 series engines . Retrieved July 31, 2014.
3. ↑ www.airliners.de - "ETOPS rule for A330 extended" of November 18, 2009 . Retrieved July 31, 2014.
4. ↑ ^{a b c d} Rolls Royce Trent 700 information page . Rolls Royce. Retrieved December 21, 2015.
5. ^ Cathay Pacific takes delivery of Rolls-Royce's 1,000th Trent 700 engine . Cathay Pacific. Retrieved July 31, 2014.
6. ↑ Rolls-Royce delivers 1500th Trent 700 . Flight revue. Retrieved February 7, 2015.
7. ↑ www.flightglobal.com - "Rolls-Royce rolls out legacy Trent upgrades" from June 17, 2013 . Retrieved July 31, 2014.
8. ↑ Civil Turbojet / Turbofan Specifications . Retrieved February 2, 2019.
9. ↑ http://www.flugrevue.de - "Rolls-Royce develops Trent 7000" from July 14, 2014 . Retrieved March 3, 2015.
10. ^ Rolls-Royce: Rolls-Royce despatches Trent 7000 engines for A330neo - Rolls-Royce , accessed August 6, 2017
11. ↑ Airbus selects Rolls-Royce Trent 7000 as exclusive engine for the A330neo. In: Press releases. Rolls Royce , July 14, 2014, accessed August 5, 2014 . 
12. ↑ Guy Norris: Rolls-Royce Details Trent 7000 Plans For A330neo. Aviation Week , July 14, 2014, accessed August 5, 2014 . 
13. ↑ Trent 7000 infographic. Rolls Royce , accessed March 3, 2015 . 
14. ↑ EASA Type-Certificate Data Sheet - RB211 Trent 900 series engines ( Memento of the original dated August 6, 2010 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. May 2007 
15. ↑ Trent 900 . Retrieved February 2, 2019.
16. ↑ Archived copy ( Memento of the original from December 5, 2010 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
17. ↑ Archived copy ( memento of the original dated November 19, 2010 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
18. ↑ N24: Problems in Singapore: explosion forces A380 to make an emergency landing ( memento of the original from November 7, 2010 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. , November 4, 2010 
19. ↑ Stern.de: Emergency landing of the Qantas Airbus A380, picture of the damaged wing , seen on October 9, 2012
20. ↑ Qantas' A380 fleet is scheduled to fly again "within days" . November 6, 2010. Retrieved February 2, 2019.
21. ↑ Christoph Landolt: Singapore Airlines left the A380 on the ground - also in Zurich . April 11, 2010. Retrieved February 2, 2019.
22. ↑ After a Qantas emergency landing: Lufthansa keeps A380 on the ground once . November 4, 2010. Retrieved February 2, 2019.
23. ↑ http://flugrevue.de/de/technik/technik/update-trent-900- Zwischenfall-an- a380- von- qantas.33997.htm
24. ↑ Airbus A 380: Oil fire is said to have caused engine failure . Retrieved February 2, 2019.
25. ↑ Experts on A380 breakdown: Oil fire is said to have triggered an engine explosion. In: Spiegel Online . November 11, 2010, accessed June 9, 2018 . 
26. ↑ Press article on the official investigation report . Archived from the original on December 24, 2012. Info: The archive link was automatically inserted and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved February 2, 2019. 
27. ↑ Boeing 787 flies with Trent 1000-TEN engine. In: flightglobal.com. December 8, 2016, accessed April 1, 2017 . 
28. ↑ Problem with the Boeing 787: Even more Dreamliners have to stay on the ground . Retrieved February 2, 2019.
29. ↑ http://flugrevue.de/de//technik/trent-xwb-triebwerk-fuer-airbus-a350-nnahm-tests-auf.25643.htm
30. ↑ flightglobal.com: Trent XWB heads for flight test with first A380. Archived from the original on January 23, 2013 ; Retrieved October 26, 2011 . 
31. ↑ aero.de: first flight for the new Rolls-Royce Trent XWB drive. Retrieved February 21, 2012 . 
32. ↑ FlugRevue June 2009, Extra Part Paris Air Show , pp. 20–21, Trent XWB is taking shape
33. ↑ Patrick Hoeveler: Flight testing for A350-1000 engine: Trent XWB-97 flies on Airbus A380. In: FlugRevue. November 6, 2015, accessed November 6, 2015 .