the magazine ISSUE 144 MARCH 2015
for customers
Cool watercats
Finnish Navy fast patrol
Growing green
Modern horticulture with MTU Onsite Energy
Direct to Doha
Qatar Airways has put the Trent XWB into service
Model engineer
A top scientist explains whole engine modelling
Rolls-Royce is a global company providing integrated power solutions for customers in aerospace and land & sea markets. We support our customers through a worldwide network of offices, manufacturing and service facilities.
Welcome to the March issue
Take off from Doha, hover over Indianapolis and land at Brize Norton. Then go to sea on an intelligent ship and join the Finnish Navy as they protect their country’s coastline. You can do it all in this issue. For over 30 years the magazine has been highlighting how Rolls-Royce works closely with customers all over the world. Providing power systems for use on land, at sea and in the air. Seeking to be ‘trusted to deliver excellence’ in all we do. We hope you find this latest issue both informative and entertaining.
David Howie Editor
rolls-royce.com
the magazine CONTENTS
inside the magazine
Editorial Board: Tom Bell, Ian Craighead, Lawrie Haynes, Mikael Makinen, Peter Morgan, Colin Smith, Tony Wood Editor: David Howie david.howie@rolls-royce.com Design & Production: Hubert Burda Media UK LP Print: Pureprint Group Printed in England ISSN 0142-9469 © Rolls-Royce plc 2015 the magazine March 2015 Rolls-Royce plc 62 Buckingham Gate, London SW1E 6AT England www.rolls-royce.com
2 Direct to Doha
Following delivery to Qatar Airways, the world’s most efficient large aero engine is now in service. The Rolls-Royce Trent XWB is the power behind the new Airbus A350 XWB airliner.
6 Bridge the reality gap
Integrating ship systems, maximising the use of data and re-designing the working environment of the bridge – it is all happening in the marine world of today as the industry prepares for what could be a very different future at sea.
9 Greenhouse effect
A commercial grower in southern Germany, Heiko Hagdorn, has invested in an MTU Onsite Energy package to generate the power and heat that his horticultural business needs.
12 All the sevens
Development work on the Trent 7000 is underway. It will power the new Airbus A330neo, the successor to the A330ceo currently powered by the market-leading Trent 700.
16 Finnish Watercat Front cover: The Finnish Navy M18 Watercat can reach speeds of over 40 knots.
A new type of fast, agile, aluminium-hulled vessel is due to enter service this year with the Finnish Navy. Powered by Rolls-Royce waterjets, it can carry 26 fully-laden troops at over 40 knots.
20 Tactical air transport
Europe’s newest military airlifter, the A400M ‘Atlas’, has arrived in the UK at RAF Brize Norton. Featuring extraordinarily powerful TP400 turboprop engines, the aircraft will achieve initial operational capability with 70 Squadron this year.
25 A model engineer
Whole engine modelling looks at the behaviour of the powerplant during the aircraft’s operation, allowing the design of a robust, quiet and efficient engine. Leading this work at Rolls-Royce is Dr Gerald Paysan.
28 Presidential pilot
When Lt Col John ‘Mooch’ Sarno dropped into the Rolls-Royce Indianapolis plant, his mode of transport caused quite a stir. He was on board a MV-22 Osprey from the US Presidential Helicopter Squadron.
30 The Exmouth revolution
HMS Exmouth has claimed its place in history by being the world’s first all-gas-turbine powered warship. Today the gas turbine is the engine of choice for naval vessels, back then, it was revolutionary.
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Direct to
o Doha
the magazine AVIATION
Doha in the Gulf state of Qatar is where the story begins as the world’s most efficient large aero engine enters service‌ the magazine
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ith its tailfin proudly adorned with a burgundycoloured oryx, the national animal of Qatar, the world’s first Airbus A350 XWB to enter airline service became the focus of worldwide public and media attention when it made its recent commercial debut, taking Qatar Airways’ flight QR67 from Doha to Frankfurt. The role of operational launch airline is a major coup for Qatar Airways, underscoring the extraordinary progress it has made from start-up business just 21 years ago, with a workforce of 75 and a fleet of two Airbus A310s, to its position today as one of the world’s major carriers. With 146 aircraft flying to 146 destinations worldwide, the airline boasts one of the most modern fleets – and now, in the brand-new shape of the A350 XWB, the most advanced, fuel-efficient and environmentally friendly widebody aircraft in its class. The Trent XWB, as sole powerplant available for the new aircraft, is the world’s most efficient large civil aero engine and is set to prove a significant success where it counts the most – on the bottom line. With 1,500 engines already sold to 40 customers, sales of the Trent XWB account for more than half of the entire Rolls-Royce civil aerospace order book.
Generate
Crucially for Rolls-Royce, these sales will create a powerful annuity of aftermarket services that will generate revenues for decades to come, with the A350 XWB likely to remain in service at least until 2050 and probably far beyond. “This engine is the culmination of ten years of hard work and the start of a new chapter for our business,” John Rishton, Rolls-Royce Chief Executive Officer said,
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following the delivery of the first aircraft to Qatar Airways at the end of 2014. “We are very proud to have worked with Qatar Airways and Airbus to produce the A350 XWB, using the latest technology to deliver new standards in customer service.” Seven more aircraft are due for delivery to Doha this year, the first of a total of 80 Qatar Airways has on order. Fortythree will be A350-900s (as is the first aircraft in service) and the remaining 37 will be the longer fuselage -1000 version. Innovative throughout, the A350 XWB (which stands for ‘extra wide body’) exploits latest design developments and advanced materials. More than 50 per cent of its weightefficient airframe is made from advanced materials that
Above The Doha coastal skyline. Below (left-right) Didier Evrard, Executive Vice President and Head of Programmes, Airbus, Mr Akbar Al Baker, Group Chief Executive, Qatar Airways, Eric Schulz, President – Civil Large Engines, Rolls-Royce.
combine composites, titanium and advanced aluminium alloys. Its carbon fibre-reinforced fuselage results in lower fuel burn and easier maintenance. Its advanced composite wing is optimised for Mach 0.85 cruise speed and its fuel burn, operating costs and CO2 emissions are all 25 per cent lower than those of its current competitor. Inside, airlines now have greater flexibility of seating by taking advantage of a cabin that’s 18cm wider than its competitor. This means eight-, nine- and ten-abreast seating in economy can be roomier than before. More headroom, wider panoramic windows and greater overhead luggage space bring extra benefits.
Quietest
Outside, the 25 per cent lower fuel burn of the Trent XWB delivers a similar reduction in carbon emissions while the engine is also one of the quietest Rolls-Royce has produced. The world’s most efficient large civil aero engine and the sixth member of the Trent family, it contains more than 20,000 components and has been tested to extremes of performance on the ground and in the air, across the full range of environments. In service, the new engine will set new standards of world-class reliability and durability.
The Trent XWB is the world’s most efficient large civil aero engine.
Cabin crew with the distinctive Qatar tailfin.
This engine is the culmination of ten years of hard work and the start of a new chapter for our business. Work began on the Trent XWB in 2005. Today the engine programme embraces the expertise of 16 manufacturing plants, 11 engineering and testing facilities, 12 engineering partners and 75 suppliers worldwide. The aircraft it powers promises to guarantee operators optimum revenue potential and operating efficiency. The A350-900 can accommodate 315 passengers in a two-class configuration and has true long-haul capability with a range of up to 14,350km (7,750 nautical miles). Although an all-new aircraft, the A350 in all its versions inherits flightdeck commonality features from Airbus’ fly-by-wire aircraft family while introducing the latest in display technology and integrated modular avionics. A350 XWBs will retain the same handling characteristics as the A320, A330, A340 and A380 families, which for Airbus-rated aircrew means less training time when transitioning from one aircraft to another, providing flexibility and operator profitability. But what you cannot put a price on is the pride Qatar Airways justifiably feels by becoming the world’s first operator to fly the A350 XWB and its Rolls-Royce engines into commercial service. Author: John Hutchinson is an independent writer on a range of topics including technology. He has worked in various corporate and media communication roles, never far from the leading-edge industry of aerospace.
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BRIDGE THE REALITY GAP U
nmanned cargo ships carrying a sizeable chunk of the world’s trade from 2025 onwards may at first seem a far-fetched idea. But scientists at Rolls-Royce have been working on the concept for at least 18 months and now expect to have a small coastal prototype vessel on the water within the next three to four years. Oskar Levander, VP Innovation – Marine, at Rolls-Royce, is leading the team. He says that the ability to transmit and process “big data” now offers the potential to transform the way in which commercial shipping operates. In his opinion, this essential global business is poised to enter a new era in which increasingly complex shipboard systems will be monitored remotely by teams of ship masters and marine engineers on shore, ultimately paving the way for certain types of cargo ships to operate without a human being on board. “It’s not a question of if,” declares Levander, “but when.” The ability to handle big data means that ships are already becoming “intelligent” in their own right. On-board sensors can track many different variables – from propeller power, to fuel consumption and, to optimal trim and ballast arrangements; and from speed through the water to weather conditions prevailing throughout
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the course of a ship’s voyage. As well as providing decision-making support for seafarers on board ships today, the integration of shipboard systems and the transmission ashore of huge volumes of data provides the basis for ships to be operated remotely. Not only would fully sensored ships send constant feedback to shore-based operators, but they would also be designed with equipment health monitoring (EHM) and predictive maintenance for all key components. Full and even duplicated redundancy would ensure that ship safety could be safeguarded at all times.
Productive
Automation and remote control without shipboard human intervention could yield many benefits, Levander points out. Ships would have more space for cargo, thereby becoming more productive and generating more revenue. They would not require the resources and systems associated with human habitation, such as hot water, central heating, air conditioning, fresh water, food and waste disposal. Unmanned ships would immediately become safer. More than half of ship casualties are caused by human error, according to statistics from DNV-GL, a classification society. Many of these are a result of navigation error, a field which is
the magazine MARINE
engines. About 9,000 gas turbine engines in service on airliners have complex data streamed from up to 20 engine sensors. Data is used to monitor performance, plan maintenance, analyse and manage fleet-wide criteria and gather knowledge to support development for the next generation of engines. In the marine market, the company has pioneered development of the Unified Bridge, for example, designed with the best ergonomics to provide bridge personnel with intuitive, integrated, flexible and comprehensive information at all times.
Objectives
“Intelligent” ships pave the way for the unmanned cargo ship of the future. Above A view of the future. How a ship’s bridge could look with all systems integrated. Right Unmanned cargo ships are a real possibility and could be safer and more efficient.
already highly automated and offers scope to be controlled from shore. Shore-based ship management teams comprising experienced master mariners and engineers could oversee significant numbers of automated ships. They would enjoy good working conditions and normal family life, meaning that recruitment of suitable senior staff could well be easier. Meanwhile, Mikael Mäkinen, President – Marine, for Rolls-Royce, under whose watch this work is being carried out, points out that ships’ growing complexity and the many systems in operation on board urgently require more integration. One of the challenges facing seafarers today, he says, is keeping on top of all the different systems on board. Integrating shipboard systems is a top priority for Rolls-Royce and an important step on the path to greater automation in the future. On board the Far Scorpion, for example, a Bergen-based anchor handling tug supply ship owned by Norway’s Farstad and working in the North Sea, no less than 15GB of data are sent ashore each day for monitoring and to build environmental, operational and performance profiles. This is a marine extension of the approach Rolls-Royce takes with its TotalCare® monitoring system for aircraft
The first Unified Bridge has already been installed on board the Stril Luna, a Simon Møkster-owned platform supply vessel on charter to Norwegian state oil company Statoil. Unified Bridges have also been ordered for two other offshore support vessels and a high-end research vessel (yacht) currently under construction at Norwegian shipyard Kleven AS. “One of the objectives of the Unified Bridge,” says Iiro Lindborg, a Rolls-Royce Development Project Manager, “is to integrate the different operations of bridge and vessel functions into one harmonised system eg, one common screen for functions such as Dynamic Positioning, joystick and propulsion control. At any one time, we aim to provide the user with everything he or she needs, but nothing more. The industry needs to move away from isolated individual systems. “The conceptual work for the next stage of bridge development has been carried out parallel to unified bridge product realisation, initially for tugs, cargo ships and platform supply vessels,” Lindborg explains. The Operator Experience (oX) concept envisages a bridge environment which automatically adapts to an individual’s personal preferences. “User experience is the key focus point of the solutions developed for these concepts,” he adds. It will use “augmented reality” in visual displays on bridge
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Right Intelligent systems that manage data effectively could transform marine operations. Below Oskar Levander, VP Innovation – Marine, Rolls-Royce.
windows to demonstrate specific vessel operations, such as the transfer of cargo from a platform supply vessel to an oil rig, for example. It will also use virtual assistance to provide audio-visual warnings of hazards including the risk of ice or the approach of service vessels such as pilot boats and tugs. Ultimately, see-through vision will enable those on the bridge to watch operations undertaken in blind-spots on vessels such as large container ships, with up to 11 tiers of containers on deck.
Prediction
Levander concedes that there is a long way to go before unmanned deep-sea cargo ships are seen plying the world’s oceans. But he points out that few people were receptive to his prediction, in the early years of this century, that ships would soon be using liquid natural gas (LNG) as fuel. Today, there are about 150 ships of various types either in operation or under construction, designed to run on LNG
including 18 new container vessels contracted by UASC, a leading Middle East-controlled global container line. In fact, since Rolls-Royce went public with its unmanned ship concept, feedback has been resoundingly positive, Levander says. However, Levander is well aware that regulation will be a challenge. Much of global shipping’s safety framework is laid out in the International Maritime Organisation’s Safety of Life at Sea (SOLAS) Convention, first introduced in 1914 after the Titanic was lost. The current version dates from 1974 but has been amended many times as new technologies have evolved and specific safety and environmental issues have come to the fore. A new version of SOLAS is envisaged in ten years’ time or so. Unlike previous versions, however, Levander and his colleagues are hoping that the new one may be drafted so that a suitable regulatory framework for unmanned merchant vessels becomes part of shipping’s safety framework. Levander insists that advances in automation and data handling provide new opportunities to make commercial shipping more efficient and to improve the lives of those engaged in this critical global business. But whether the regulatory framework can be adapted to match the pace of development pioneered by Levander and his team remains the ultimate question. Author: Paul Bartlett has spent more than three decades in international shipping. Today he runs his own shipping consultancy specialising in ship finance and technological innovation. He contributes regularly to a range of international shipping publications.
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the magazine ENERGY An MTU Onsite Energy package is providing heat and power for a commercial grower in southern Germany.
Greenhouse effect Tomato plants as far as the eye can see. It feels like the middle of summer again even though it is cold and rainy outside. In Heiko Hagdorn’s greenhouse, it is summer all year round.
T
he heat recovered from an MTU Onsite Energy CHP plant keeps the temperature at a constant 22°C – the perfect condition for growing tomatoes. Are you one of those people who can hardly wait to pick the first tomatoes of the summer season? The pride of holding the shiny red fruit in your hands is one of the highlights of the
amateur gardener’s year. Heiko Hagdorn can enjoy that pleasure as early as March. That is when he picks the first tomatoes in his greenhouse. And not just one or two, but several hundred kilos a day. Of course, Heiko is no amateur gardener. He owns one of the biggest vegetable growing businesses in southern Germany. His vine, cherry and cocktail tomatoes are sold to the
Edeka supermarket chain through vegetable wholesaler Gemüsering Stuttgart. And he is always certain of one thing: “They taste delicious.” Why? “Because we leave our tomatoes on the vine until they are ripe, instead of picking them while they are still green and allowing them to ripen in transit,” he explains. That means the tomatoes are always fresh and full of flavour when they are made into a salad,
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soup or sauce, or served at the table just as they come. To achieve all this, he and his team have to work very hard. Almost everything they do in the vast greenhouse, which is easily big enough for a football team to train in, is manual work. “Picking the tomatoes is the least of it,” he recounts. And it is certainly true that the crops – as he refers to them – have to be constantly nurtured. They are planted in January – not in the ground as an amateur gardener might do, but on coconut matting a metre off the floor. They grow about 20 to 25cm a week. That is substantially more than you would expect in your garden greenhouse at home. But Heiko is able to provide the perfect growing conditions for his tomatoes. His plants are drip-watered. Inside the greenhouse the scale of the business And not with rainwater or round-the-clock, but becomes obvious. precisely between the hours of 9am and 4pm with water that has been specially enriched with nutrients. “After that, the plants have had enough food,” he says. With a little know-how, you can have every chance of producing
Tips for a fruitful tomato harvest
Perfect
a plentiful tomato crop from your own garden every year.
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Water your tomatoes regularly – every day during hot The temperature in the greenhouse weather. The best time for watering is early in the morning. As is highly conducive to growth too. long as the ground is still cool, you should use tempered water. During the daytime it is a pleasant With the exception of bush tomatoes, all varieties need 22°C, which is turned down to 15°C something to climb up. Spiral rods made of stainless steel or at night. Under such perfect grandparents used to farm the land aluminium are practical and easy to clean. conditions, the plants develop their where the greenhouse now stands Regularly remove the side shoots that appear between the leaf first blossoms after only a few and kept livestock there. Later on, and the main stem. weeks. On the large vine tomatoes, they began to grow vegetables the blossom clusters are then outdoors. But the business was tough pruned so that each cluster and soon became unprofitable. All produces five tomatoes. other kind of garden. Except that the amateur the same, Heiko did not want to give up his “Unfortunately, the tomatoes do not all ripen gardener has to wait for the bees to arrive when parents’ business, so he looked around for new at the same rate. The ones closest to the plant nature provides. Heiko orders his bees from a possibilities. He went to the Netherlands, to stem ripen first. If we allowed all the blossoms wholesaler and they are delivered to the study the world’s best vegetable growers. There to grow into tomatoes, the earliest would be greenhouse by post in a cardboard box. he learned the secrets of tomato cultivation and overripe while the last are still green,” the Tomatoes are not just Heiko’s job, but his decided to go into the business himself in 2008. tomato expert explains. As he is talking, a passion. “I think there is something splendid Potential bumble bee buzzes past his face. They are about tomatoes,” he says, when asked why they “Only six to seven per cent of the tomatoes required for pollinating the plants just as in any have been his specific choice of crop. His eaten in Germany are actually grown here, so there is plenty of potential available,” he explains. Now his enthusiasm has infected his family too. His parents, Pia and Helmut, help out in the greenhouse, while his wife, Karin, organises the workforce. And Heiko’s Dutch mentor comes by once a week to advise the family on how to look after the tomato crops. In 2014, the family decided to invest in a Combined Heat and Power (CHP) module so Bees are needed for the they could generate their own power for the pollination process. greenhouse. “Simply because it’s sustainable,”
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Left Xxxxxxx xxxx xxxx xxxxxxxxxxxxxxxxx Below Xxxxxxx xxxxx xxxxxx xxxxxxxxx xxx
Hagdorn’s CHP module. The energy provider starts up the CHP module using an interface and then draws the power. “As we can be very flexible, we benefit from more favourable remuneration models. We are working on the assumption that the CHP module will have paid for itself in five to six years, even if it only runs for around 3,000 hours a year,” Heiko outlines. Not only is the power from the module used by the Hagdorns in their greenhouse, even the CO2 emissions benefit plant growth.
These are purified and then used later on to fertilise the crops. “There are lots of tricks of the trade that you learn along the way,” Heiko relates. Along that way, he has developed from tomato lover to professional grower and is now an energy trader as well. So he is a few steps ahead of the average amateur gardener. Author: Lucie Maluck
You can find more pictures from the greenhouse at www.mtureport.com/tomatoes
Heiko Hagdorn takes a look at the MTU Onsite Energy package.
Heiko reasons. The 12V Series 4000 L64 unit from MTU Onsite Energy generates 1,523kW of electrical power and 1,507kW of heat. Most important for the Hagdorns is the thermal energy for heating the greenhouse. This is not needed every day, but rather in cloudy or colder weather. That is why the Hagdorns have installed a heat storage tank where they store the heat captured from the CHP module. So it is there “on tap” whenever the temperature in the greenhouse drops too far.
Renewable
But what happens to the electricity? “We feed it into the public power grid,” explains Heiko. That does not happen continuously, but only when the energy provider needs electrical power. Following the shutdown of numerous nuclear power plants in Germany and the large increase in renewable energy sources, the country’s power supply became more erratic than in the past. If there is a fresh wind along the coast and sunny weather across the country, the renewable energy sources are running at full tilt and there is a surplus of power available. However, if coastal winds are still and clouds cover the sky, energy providers have to turn to smaller, local power plants such as the
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ALL THE SEVENS
700&7000 Lucky number seven could apply to developments in the Rolls-Royce Trent civil aero-engine family.
T
here are now seven Trent marques following the announcement last year of the latest version to be launched, the Trent 7000 for the Airbus A330neo. And which Trent engine is currently the most successful in terms of the largest fleet in service? Why the Trent 700 of course. This is the engine that powers the Airbus A330 flying today, now re-designated the A330ceo or ‘current engine option’. The Trent 700 celebrates 20 years in service this month (March). It entered service with Cathay Pacific – a big operator of the aircraft/engine combination – and the airline continues to accept new A330/Trent 700s into its fleet today. There are now around 1,600 Trent 700 engines in service around the world, the 1,500th having been delivered last year and it remains the most popular engine on the A330 with 64 per cent of the airframe operators choosing it as their engine option. It is the only engine that was specifically designed for the A330. Average time on wing is now circa 5,000 cycles with the lead engine currently heading towards 40,000 hours without being removed. It has an enviable reputation for reliability in the market – causing least disruption for A330 operators. “It holds its head high amongst its peer group,” says Ashley Owen, Chief Engineer Trent 700. “Its market share position has been developed over the years because it is just better integrated with the aircraft. It also has the highest thrust rating. That’s important in markets like China where there are routes such as in and out of Lhasa, Tibet. Here, hot and high performance is vital and the Trent 700 scores really well over the competition. Most A330s flying in China use Trent 700s.”
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Ashley and his team continue to work on new developments for the Trent 700 engine. “We are designing a new fan blade and making some modifications to the containment system. We are also designing a new electronic engine control (EEC) system which is a major project. “The developments in electronics and processor capability have been extraordinary in the past 20 years. We want to bring our EEC up-to-date so that we can continue to upload software improvements that improve safety or reliability throughout the life of the programme. “Our agreement with Airbus is to certify the new EEC as ‘equivalent’ to the existing system so that there is no disruption in introducing it. In other words it can replicate the current EEC perfectly. Thereafter, we will have the capacity to load new software as and when we need to. Customers expect to see continuous improvement. It’s important in keeping the engine competitive for the future.” The new EEC is being developed by Controls and Data Services, a wholly-owned subsidiary of the Rolls-Royce Group. Over 60 airlines currently operate the A330/Trent 700 combination. Even though production of new Trent 700 engines for airlines will cease in the next two-three years (as the A330neo/Trent 7000 assumes the
the magazine AVIATION
Ashley Owen and Jon Wandless (front) Chief Engineers for the Trent 700 and Trent 7000 respectively.
We are using the Rolls-Royce philosophy of ‘invent once and reuse many times’ as far as this engine is concerned. the magazine ISSUE 144 13
mantle), Ashley is quick to point out that the fleet is still young. “We are only about 20 per cent through the expected flying hours for the Trent 700 fleet – we have done 30 million so far – there is a lot more to do,” he says. The engine will still be produced for air freight and military air-tanker applications. The Trent 700 engineering team is very aware of their responsibility in terms of the reputation of the Trent and of Rolls-Royce. Almost all of the 60 airlines who fly the Trent 700 are widebody operators who have, or are likely, to buy the Trent XWB, Trent 1000 or Trent 7000 for the A350 XWB, Boeing 787 and A330neo respectively. “Customers need to feel good about Rolls-Royce and what we demonstrate on Trent 700 performance can influence their decision making for the future,” says Ashley. “It’s a good motivator for the Trent 700 engineering team, they know that the work they are doing is important for the future development of the Trent family and of the civil engine business for Rolls-Royce.”
The Trent 700 is the market leader on the A330.
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Our biggest challenge in the development of the Trent 7000 engine is the speed of the programme. That future business on the A330 family is now embedded with the Trent 7000 programme for the new A330neo. Rolls-Royce was selected by Airbus at last year’s Farnborough International Air Show as the sole engine provider. At present Rolls-Royce is in the design phase for the engine, with the first test runs due to take place in October this year.
Modifications
That is remarkably quick for designing and developing a large civil aero engine but this is an interesting programme, not just in terms of the speed at which it is being done, but also in its heritage. The Trent 7000 is not, as you might think, a development of the Trent 700, it is in fact a Trent 1000TEN engine (originally developed for the Boeing 787) with some modifications. As a latest generation engine, the Trent 1000TEN is not even scheduled to enter service on the Boeing 787 until 2016. All the major machinery of the Trent 7000 will be that of the -1000TEN, however, it will have a new nacelle and will be modified to provide bleed air for the cabin. The 787 is an all-electric aircraft and does not require air to be drawn from the engine. The change from all-electric also leads to other engineering differences to make it applicable to the A330neo, including the fact that the Trent 7000 will require a new gearbox and will have an air, not electric, starter mechanism. A new EEC providing the communication between airframe and engine will also be developed and again it is being produced by Rolls-Royce Controls and Data Services. “We are using the Rolls-Royce philosophy of ‘invent once and reuse many times’ as far
as this engine is concerned,” says Jon Wandless, Chief Engineer Trent 7000. “The innovation in this programme is in taking the technology we have already proven on the Trent 1000TEN and re-purposing it for the -7000. I am not aware of us ever doing this before on a civil large engine, although the company has plenty of experience of doing so on other programmes.” Trent 7000 development is scheduled to be completed in just 42 months as opposed to the normal schedule of six to eight years for a new civil engine. There are four development engines in the test programme, the first two of which are effectively Trent 1000TENs but with the key aspects such as the cabin bleed modification incorporated. Although the -7000 will be required to clear all its type-tests on parameters such as speeds, pressures and temperatures, it will not be required to complete major engine tests such as blade-off, ice, water and bird ingestion, as these have already been confirmed by the -1000TEN.
Composite
The new engine will produce 72,000lb thrust just as the Trent 700 does now – but at a far greater efficiency. First flight of the Trent 7000 will be on an A330neo in February 2017 and the first aircraft is scheduled to enter service in late 2017, ramping rapidly to full rate production shortly afterwards. So far, 240 engines are on order. According to Airbus itself: ‘aerodynamic improvements for the aircraft include composite A350 XWB-style winglets and 3.7 metre increased wing span. As a result of these upgrades, the A330neo delivers fuel savings of 14 per cent per seat compared to the in-production A330, while also providing even quieter operations, a range increase of approximately 400 miles, additional payload capability, decreased maintenance costs and superior passenger comfort.’ Two versions of the new aircraft will be produced and they will have 95 per cent spares commonality with A330ceo aircraft. The A330-800neo retains the current-production A330-200’s fuselage length, while the A330-900neo uses the A330-300’s longer fuselage. The A330-800neo will offer up to ten extra seats for a capacity of 252 passengers, with the A330-900neo accommodating as many as ten additional seats and 310 travellers, at a comfort standard of 18-inch wide seats in economy class. For crew, the familiarity to the A330ceo is a benefit as pilot training is straightforward. Drawing on the full Airbus family concept, the A330neo will share the same pilot-type rating as current-production A330 aircraft, a common type rating with the A350 XWB. For passengers, new cabin features such as full LED mood lighting and Wi-fi connectivity will be available as well as new comfort standards derived from the A350 programme.
“Airbus has seen a sweet spot in the market that it wants to secure with the A330neo. The Boeing 787 is a thoroughbred aircraft which is all new-technology and composite materials but consequently priced appropriately. It is also simply not available for airlines to buy and receive between 2017 and 2021 as the Boeing production line is full,” says Jon. “The A330neo provides a great, modern and economic aircraft option for airlines and has the advantage of commonality with the A330ceo, which is very popular. The bulk of the fuel saving benefit will be derived from our Trent 7000 engines. “Our biggest challenge in the development of the Trent 7000 engine is the speed of the programme. It is not that we need to do anything radical or novel. We understand the technology and the work we need to undertake but it has to be done at a pace that will allow Airbus and ourselves to hit that window of opportunity in the market. “It is essential that we work in very close association with Airbus. It is that close co-operation and understanding that will be the key to success on a programme of this scale and speed,” he adds. Author: David Howie is Director of Brand for Rolls-Royce. He joined the company from a marketing consultancy and prior to that was a press officer.
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Finnish WATERCAT
Today’s navies are adapting to the challenges of the ever-changing world security situation and defence budget constraints. In many cases, smaller, more agile craft are being favoured over the more traditional, larger naval combat ships.
Rolls-Royce waterjets power the M18 at speeds of over 40 knots.
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the magazine MARINE
F
or one Finnish boat builder, being lightweight and fast is just two of the things they’re particularly good at when it comes to designing naval craft, and their latest offering, for the Finnish Navy, ticks all the boxes for the demands of modern naval duties. Marine Alutech, located in the south of the country near the small city of Salo, has been in business for 25 years and is a regular user of Rolls-Royce waterjets across a range of their designs. They specialise in aluminium-hulled high-speed craft, for governmental customers, such as navies, coast guards, port authorities and sea rescue services. The market for fast craft vessels that can be deployed quickly and effectively in a variety of scenarios is particularly buoyant. Rolls-Royce is a leading supplier of waterjets for such craft, with the characteristics of responsive manoeuvrability, rapid acceleration and deceleration, and their suitability for shallow waters making them the favoured propulsion over propellers and thrusters. The latest type of high-speed craft, designed and produced by Marine Alutech to enter service is the Watercat M18 AMC. The first of 12 Combat Support Service Vessels (CSSV), No. U701 will enter service with the Finnish Navy this year. Niko Haro, the company’s CEO, took to the
controls of this impressive craft when Rolls-Royce visited last year, and put it through its paces during rigorous sea trials. He says: “We specialise in fast craft that have specific, important roles to play. Our latest design, the M18 AMC has been designed for a range of duties which all demand high speed. In 2012, Marine Alutech secured the contract to develop and deliver 12 Watercat M18 AMC multipurpose vessels. These high-speed troop carrying landing crafts are propelled by twin Rolls-Royce Steel series 40A3 waterjets with mixed flow stainless steel pumps.
Payload
With a displacement of 26 tonnes, which can increase to around 32 tonnes with a full payload, they are powered by two 660kW main engines. The waterjets’ steering capability allows the M18, which is 19.90m long, to turn in a radius of less than two boat lengths at speed. With a full complement of 26 troops and equipment, the publically declared speed is ‘more than 40 knots’. “These highly agile boats are capable of supporting missions such as troop transportation, medical and evacuation tasks, landing operations as well as patrolling and escort work in the Gulf of Finland and along the Baltic coast and globally as well,” adds Niko.
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Niko sees export potential for the M18. “We’ve had a lot of interest from navies outside our usual ‘home’ markets of Northern Europe. This design offers something different, but captures all the capabilities that modern navies are looking for. “In the past, navies typically specify what they want for their craft, but that can be expensive and, in most countries, that approach is changing. There is a shift to buying proven technology – this takes away the risk of buying something that’s completely new, so being able to offer a design virtually off-the-shelf can be beneficial in some markets. We’ve already had serious interest in the Middle East and South America.”
Performance
Rigorous sea trials for the first of the series, No. U701, were carried out during the summer. Jouni Hirvenkivi, Marine Alutech’s project manager for
the M18 contract, explains: “Firstly, we thoroughly test the whole propulsion train from the engines, through the gear boxes to the waterjets. “These vessels need to be fast, so we have to ensure we have the power required during early sea trials before going any further. We also monitor the general sea keeping of the boat – how it handles in the water. And we try it out in calm and rough seas. Essentially, we have to prove the capability of the design.” In order to secure the contract for 12 craft, Marine Alutech produced their own prototype vessel – the M16. This gave the opportunity to take a design from the drawing board and prove the overall performance, manoeuvrability and speed. The M16 is actually lighter than the M18 production craft, so is a little faster.
Firepower
The M18 is equipped for a variety of combat situations, offering a mix of protection for the crew and passengers, and suitable firepower for offensive deployments. On the roof stands the main armament – (RWS) remote controlled rapid-fire 50 calibre machine gun and co-axial 7.62. The latter stage of the sea trial programme covered weapons tests, and this is a period when the Navy must be present. Jouni adds: “During weapons trials, we go out into open sea, and the vessel is under Finnish Navy command and proudly carries the Finnish Navy ensign. “We’ve been in some rough waves following the wake of one of their much larger craft, and such is the power of the M18, we’ve jumped clean out of the water, which is pretty exhilarating, and I’m proud to say she handed like a dream.”
Above left Niko Haro, CEO of Marine Alutech. Left The Finnish Navy M18 Watercat is put through its paces. Above The prototype M16 Watercat comes into dock.
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These vessels need to be fast, so we have to ensure we have the power required during early sea trials before going any further. While these boats will spend most of their time in Finnish waters, they’re actually equipped for missions in international waters. Naval boats of this size aren’t typically graced with names – these 12 will be numbered in sequence U701-U712, and will collectively be known as the ‘Jehu’ class. Jouni jokes: “There are many meanings for this word, but there are a couple I like and they fit the capabilities of these mean-looking boats – ‘destruction’ and ‘big boss’ – I’m not sure which suits them best, but when you’re behind the wheel at 40 knots with the bow rising with the sheer power, there is a certain air of dominance about these highly agile craft.”
Marine Alutech has invested in a purpose-built production building for this project, which allows for three craft to be in the various stages of build at any one time. They will all be delivered by the end of 2016. In service, the M18 will typically have a crew of four: master, helmsman, navigator, and weapons operator, but can manage with two if needed. The vessels are fighting craft and are designed and built to cope with the rigours of a modern combat zone. They feature advanced ventilation and filtration systems so they can operate safely in areas contaminated by nuclear, biological or chemical warfare. “The boats are fully fly by wire,” says Niko, “It’s a bit like being in an attack helicopter. We actually studied military operations from helicopters and combat vehicles when fine tuning the design.” Author: Craig Taylor is Head of Communications – Marine for Rolls-Royce. He has previously worked in communications roles in the nuclear power and public transport industries.
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British Prime Minister, David Cameron, on a visit to RAF Brize Norton to see the new A400M.
TACTICAL AIR
TRANSPORT 20 rolls-royce.com
the magazine DEFENCE
At RAF Brize Norton, the doors of the massive hangar at the base are opened wide to welcome the service’s newest aircraft.
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lanked by one of the UK’s Airbus A330 Voyager tanker/transports to one side and a Boeing C-17 strategic airlifter to the other, the recently-delivered A400M “Atlas” looks instantly at home with the types that it will be operated alongside for the next few decades. Painted in regulation military grey, the A400M is squat and business-like in appearance. Its frontal profile is dominated by a high T-tail and fixed in-flight refuelling probe – both of which instantly mark it out as a military model – but perhaps most strikingly by the four Europrop International (EPI) TP400-D6 turboprop engines which hang from its all-composite wing. The most potent powerplant of its kind ever developed for a Western type, the TP400 drives an eight-bladed propeller with a span of over 5.3m (17ft 5in). Maximum available power is 11,000shp (8,200kW), with each total engine weighing in at 908kg (2,000lb). The first of 22 Atlas tactical transports on order for the RAF, aircraft ZM400 has been eagerly awaited, and the service’s expectations for it are sky-high. A successor to the already-retired Lockheed Martin C-130K, the A400M will, over the next few years, also progressively take over the responsibilities of the newer-generation J-model Hercules, the last of which are due to leave UK service during 2022. RAF officials speak of the Atlas as promising a “stepchange” in capability; a claim backed up by its performance statistics. The A400M has a high cruise speed of Mach 0.72 at 37,000ft – closer to the jet-powered C-17 than the C-130J’s M0.55, and has a maximum useful payload capacity of 32t; some 13t more than the Hercules. In practical
terms, the new aircraft will fly further and faster and carry more vital equipment and personnel to the point of need. With a typical payload of 12t, a C-130J has a range of around 2,000nm (3,700km), according to the RAF. The A400M will carry a 30t cargo over 450nm further, with this range rising to 3,450nm while lifting a 20t load, and to a maximum ferry distance of 4,700nm. “Equipment is getting bigger and heavier, and we need something bigger to carry it all,” says Wg Cdr Dorian “Doz” James, officer commanding the 24 Sqn training unit at Brize Norton which is now preparing crews to operate the type. Importantly, the new fleet can be expected to assume some of the heavy lifting which has until now only been possible using C-17s or commercial cargo types. This includes the ability to move a large armoured vehicle weighing up to 30t, or a
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All of the UK’s examples should be delivered by 2018, under an acquisition worth £2.8 billion ($4.2 billion). With a first handful of the RAF’s 24 C-130Js scheduled for retirement this year, it will not be long before the Atlas starts to perform strategic air transport tasks, from around mid-2015. The RAF is already rapidly gaining experience using ZM400, which has made visits to locations including Cyprus, Germany and Gibraltar during its short service life. A first active UK unit – 70 Sqn – is expected to achieve initial operational capability (IOC) status later this year, with the milestone linked to the delivery of the RAF’s first seven aircraft, and by the completion of training for sufficient crews to support their use. Work to prepare the first crews is now approaching full swing at Brize Norton, with 70 Sqn having been reformed in an administrative role last October and its lead instructors having begun a conversion course in January, using the A400M Training Services-run “school house”. Opened in 2014, this currently houses one of the RAF’s eventual two full-mission simulators for the new airlifter, in addition to maintenance trainers and other classroom-based equipment.
Review
The A400M is powered by four TP400 turboprops. The scale of the engine can be seen (left).
support helicopter up to the size of a Boeing CH-47 Chinook. “Every A400M crew will be capable of worldwide operations carrying passengers, freight and the majority of the loads that we carry today,” says James. Other expected tasks will include maritime reconnaissance and search and rescue support when the type is deployed to the Falkland Islands from late in 2017, and also medical evacuation. Another key application for the A400M will be more covert, with the model to gain full capability to support special forces operations by the time that the UK’s last Hercules leave use.
Ability
It will provide a genuine tactical lift capability to the UK and the other seven nations which are currently also contracted to field the Atlas. “The aircraft will give the RAF the ability to move people and equipment rapidly around the globe for military and humanitarian operations, combining the intercontinental range of the C-17 with the ability to do the tactical rough landings of the C-130,” says the Ministry of Defence.
In January Airbus announced that a production schedule review was under way, as it adds the required extra tactical capabilities expected of the aircraft, such as its defensive aids system, on-board cargo handling equipment, airdrop functionality and clearances to undergo in-flight refuelling. Airbus Defence & Space cites the capability being provided with the ten operational A400Ms so far handed over to France, Germany, Turkey and the UK. “The current aircraft in service are showing good performance, with the aircraft exceeding specifications in its strategic, logistical role.” The RAF’s phased introduction plan calls for the first flights to be made in so-called “non-benign” inter-theatre airspace from mid-2016, and an intra-theatre deployable capability is expected by early 2017. Full tactical support duties – including aerial delivery – should be assumed towards the end of 2018, and a fully deployable capability should be declared in March 2019. “Plans for aircraft operations will be conservative in nature, reflecting immaturities in the platform itself, limited asset availability and our operator inexperience,” says 70 Sqn officer commanding Wg Cdr Simon Boyle. Training for tactical flying will prepare crews to operate at a height of 250ft by day or night, while the most capable pilots will receive instruction in how to support special forces personnel. This will include tactical flying at just 150ft, and other operations up to high-altitude paratroop insertion from 40,000ft. In line with the type’s phased receipt of responsibilities from the C-130J force, the special forces role should be operational by March 2022. At Brize Norton, Base Hangar is a temporary home, with a purpose-built structure for the A400M being constructed.
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Once the fleet has grown in size, 70 Sqn will be followed by a second unit to reform with the type after operating the Hercules. Industry will play a key part in supporting the Atlas through its UK service life; both at its main operating base and at company facilities. Rolls-Royce in 2014 announced an £18 million investment in infrastructure at its Bristol site, which will include adapting an existing testbed to allow the TP400 to be run while off the wing. This maintenance, repair and overhaul capability will initially be used to support engines in service with the RAF, but could also assist other nations.
Supporting
“We look forward to supporting this latest (A400M) customer and its operations around the world,” EPI President Ian Crawford says of the first arrival. “We look forward to delivering new levels of performance and capability to the RAF’s transport fleet.” The EPI consortium has brought together Europe’s leading engine suppliers to develop the A400M’s three-shaft TP400-D6 and be responsible for its entire propulsion system – also including its propellers and gearboxes. Rolls-Royce has a 28 per cent stake, with France’s Snecma holding 28 per cent, Germany’s MTU 28 per cent and Spain’s ITP 16 per cent. By late last year more than 100 production engines had been delivered to Airbus, and the in-service fleet had logged over 4,000 flight hours. As ZM400 conducts regular circuits at Brize Norton, Atlas sightings are also more frequent elsewhere in Europe and beyond. The French Air Force has already used its first six
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examples to support training tasks, and to perform logistic transport flights to locations including Jordan, Mali and French Guiana. Late in the first quarter of this year, Malaysia should become the fifth nation to take delivery of an A400M, also following Turkey and Germany. Kuala Lumpur is the first – and so far only – nonEuropean customer for the type: a situation that Airbus Defence & Space is working hard to change through export campaigns in regions including Asia, Latin America and the Middle East. With the UK’s first Atlas now on the ramp at RAF Brize Norton and additional operating capabilities to be added to the A400M for its user nations over the coming years, the type’s true potential is about to be realised. Author: Craig Hoyle is a defence editor for Flight International and has reported on defence aerospace programmes since 1996.
The first of the A400M aircraft in service has been named ‘City of Bristol.’
the magazine PROFILE
A model engineer DR GERALD PAYSAN ASSOCIATE FELLOW, WHOLE ENGINE MODELLING When it comes to the future of the jet engine, Dr Paysan has the big picture. And usually in 3D. the magazine ISSUE 144 25
Xxxxxxx xxxx xxxx xxxxxxxxxxxxxxxxx Xxxxxxx xxxxx xxxxxx xxxxxxxxx xxx
P
aysan is Global Chief of Structural Systems Design and an Associate Fellow for Whole Engine Modelling. “When we design an engine we often think about the aerodynamic design first and how to design the individual elements to go with it. For example how many turbine stages do we need? But it is equally important to think about how we design the whole engine structurally and how the individual elements interact.” Whole engine modelling looks at the behaviour of the product during the aircraft’s operation allowing the design of a robust, quiet and efficient engine. Complex mathematical and computer models are used to define how engine components must work together to meet customers’ requirements. This informs detailed design work at component and sub system level. At the heart of the model is a finite element analysis of the whole product.
Geometry
Career
•
Dr Gerald Paysan graduated from TU Berlin in 1993 with a Diploma in Engineering. After that he spent six years researching on structural component design and lifing and on exploring a new multiphysics based approach to simulating fretting wear and fretting fatigue within joints, leading to his PhD. His first industrial job, in 1999, was with Daimler Chrysler Rail Systems. In 2001, he joined the whole engine mechanics team in Rolls-Royce in Dahlewitz. He led both the whole engine mechanics and the intermediate casing design and make activities for the TP400 and then became
• •
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Chief of Whole Engine Thermo-Mechanical Design, firstly for Rolls-Royce in Dahlewitz and then globally. Since 2012 he has been Global Chief of Structural Systems Design where he is responsible for the development of Rolls-Royce capabilities in this area. He describes the best part of his job as: “Working with great people across the world, I work in a key area for the company offering great opportunity to make an impact. Involvement in the entire lifecycle of the product from cradle to grave and the close work with universities and research partners on the development of technology that matters.”
•
Finite element analysis is a way of predicting the mechanical behaviour of a complex structure, such as an engine, by splitting it into small parts of known geometry, such as quadrilaterals, triangles, hexaeders or tetraeders. The mechanical equations which describe the behaviour of these individual parts and the interfaces with their neighbours can be combined to create a system of equations that describes the engine as a whole. The number of equations and calculations needed depends on how detailed the model needs to be. For a very high fidelity model millions of calculations are performed. Banks of high performing computers are needed for these types of analyses. Models can run for several days or even weeks. “Which is why,” according to Paysan “it’s important to have models of different complexity or ‘fidelity’ so you have the right methods at the right time; quick methods for the early stages of development and really detailed models, which represent complex behaviour, later for certification and in-service support. Beyond this, a key element of our improvement strategy is to use the knowledge gained from these very detailed models to inform our faster design methods, so we can maximise the value.” Whole engine modelling supports the lifecycle of the product. “A critical source of competitive advantage, particular in the corporate jet market, is cabin
comfort. Airframers are striving to achieve noise levels at room level. Engines are an integral part of the aircraft system and one of the sources which can lead to noise in the cabin. We therefore make great efforts to ensure smooth running engines. Vibration is very much a system problem well suited to whole engine modelling.” Vibration is increased if the centre of gravity of any one of the rotating parts is slightly off centre. Paysan’s team put huge effort into reducing the imbalances of each individual component as well as defining specific ways of assembling these parts to reduce the remaining imbalances in the assembled engine. “We achieve balancing qualities which are far better than industrial standards – the remaining module imbalance on corporate jet engines is equal to a shift on centre of gravity of less than two microns, less than the diameter of a human hair.”
allows the behaviour of the engine in these circumstances to be calculated and decisions as to the optimum design of individual components and sub systems to be arrived at.” Whole engine modelling can also be used to help solve problems once an engine has entered service. The model can simulate the engine’s
validate our methods and then apply these to different products and product variants, reducing costs and the time taken to develop new products.” More multi-physics based system level optimisation combining key analysis types such as mechanical, thermo-mechanical and CFD, virtual reality techniques as well as a systematic approach to model validation is needed to make this a reality. It is all about finding the right balance between testing and analysis. “When you have differences between the test data and the model how do you know what to adjust?” The answer is again to break the problem into smaller parts. Initially starting with an individual component such as an intermediate casing. For instance, to validate the mechanical behaviour the component is hit with a modal impact hammer to excite the structure and measure its resonance
A key element of our improvement strategy is to use the knowledge gained from these very detailed models to inform our faster design methods.
The daily operation of an aircraft places a variety of mechanical and thermal loads on an aircraft engine. For example, a large airliner making a hard landing can place forces of up to 5G on the engines. This causes components throughout the engine to bend and flex in response. Designing to withstand this level of load will have a profound effect on the product as a whole in terms of weight, reliability, fuel efficiency and cost. “A whole engine model
situation at the time the problem occurred. This can help service engineers understand what happened and recommend improvements. A major focus for Paysan’s team is to develop detailed whole engine models which accurately represent the physics of very unlikely extreme
events, such as the loss of a fan blade or foreign object damage, which engines have to be designed to withstand. These are non-linear events which happen very fast. According to Paysan: “It is vital to have an understanding of the loads the engine is exposed to during the event and as it runs down.” Looking to the future, Paysan sees “more engine design and validation by computer reducing the need for doing some of the large and expensive tests that we do today. This doesn’t mean we wouldn’t do any testing but doing more tests that help us develop and
behaviour. The behaviour can then be compared to the finite element model of that component and the model adjusted to reflect the test data. Once this has been done at a component level a sub system can be assembled and the process repeated eventually reaching a whole engine level. “This is a very systematic way to get a good representation of the dynamic behaviour of the engine which has been very well received by customers. This world-class approach allows us to compete globally.”
Author: Simon Kirby consults and lectures in marketing communications with a particular interest in technology. He has worked in communications roles extensively in both the public and private sector.
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Presidential
PILOT
It was ‘eyes up’ at the Rolls-Royce plant in Indianapolis recently when a V-22 Osprey from the Presidential Helicopter Squadron flew in for a visit.
L
t Col John ‘Mooch’ Sarno was coming to town to give a speech to the Rolls-Royce employees as part of the company’s Voice of the Customer programme. The aircraft was from the Marine Helicopter Squadron One (HMX-1). “We have 12 airplanes in HMX-1,” said Lt Col Sarno, “and today we have 12 airplanes that are up. I know with the engines there is never an issue. As long as we turn the engines on, she’ll go.”
He also said that VIPs have started requesting V-22s when they are visiting war zones like Iraq and Afghanistan, instead of the traditional helicopter ride. The V-22 Osprey is powered by two Rolls-Royce AE 1107C engines. Lt Col Sarno is no stranger to war zones and has piloted more than 60 combat sorties in Afghanistan. “We have the fullest confidence in the plane. We know the engines will get us home,” he said.
Left Coming into land at the Rolls-Royce Meridian office, Indianapolis. Right Employees get a close look at the V-22 and a chance to meet the crew from the US Marine Corps.
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the magazine AVIATION
the magazine ISSUE 144 29
Fifty years ago plans began to emerge that would lead to a prime place in maritime history for HMS Exmouth as the world’s first all-gas-turbine powered warship.
The Exmouth revolution D
uring the 1950s, jet power revolutionised aviation, with airframe and aero-engine manufacturers no longer restrained by the limitations of piston engines and propellers and able now to use gas turbine power to create faster, higher, more potent and more profitable aircraft for military and commercial markets alike. But in the world of naval ships, the gas turbine revolution progressed at a much more placid pace. Steam propulsion, proven and refined for more than a century, still ruled the waves. By the mid-1950s, Rolls-Royce and the Royal Navy had given a
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glimpse of the potency of marine jet power in the form of HMS Grey Goose, a fast patrol vessel refitted with purpose-built RM60 gas turbines – the first gas turbinepowered naval vessel in the world. Around the same time another major British aero-engine business, Bristol, began development of a marine version of its Proteus turboprop, one of the most advanced aero engines of its type then in service.
Benefits
Far-sighted Bristol engineers realised the benefits their marinised Proteus would deliver at sea and, working with ship design specialist Vosper and the UK
Admiralty, jointly produced HMS Brave Borderer, the prototype of a new class of fast patrol boats. She impressed naval authorities from the start of sea trials in 1958, displaying high speed (“During preliminary trials the craft has exceeded 50 knots”, demurely reported an Admiralty press release) and excellent sea-keeping qualities. In particular her marine Proteus engine demonstrated superb performance flexibility with high power for small size and low mass, weighing about 75 per cent less than an equivalent low-speed diesel engine. Crucially, it also performed well in lower speed ranges and gave the Brave-class boats ability to
accelerate rapidly from a cold start. Marine Proteus engines went on to power a broad range of fast patrol craft, hovercraft and hydrofoils, but reservations remained within senior naval circles about the suitability of gas turbines for larger ocean-going warships, in which propulsive machinery weight was not a major drawback. One concern was that gas turbine propulsion, with its much lighter weight low down in the ship’s hull, could introduce stability problems. But by 1960, encouraged by the outstanding success of the Brave boats and ongoing sales of marine Proteus engines, the Bristol company (now renamed Bristol
the magazine HISTORICAL
Above HMS Exmouth shows a turn of speed. Right Managing the engines in the control room. Below The Olympus marine gas turbine.
Siddeley and later to merge with Rolls-Royce) began studies of a much larger marine unit of around 22,000 shaft horsepower (shp). Its basis was the Olympus turbojet, at the time one of the world’s most powerful aero engines. This work soon attracted the attention of the German Navy, which ordered a marinised Olympus gas generator for shore trials on a specially-built test bed. Although the project was later abandoned, this early running experience with the marine Olympus – plus knowledge gained through Proteus service at sea – identified areas where relatively straightforward changes to design and materials would be needed to make the Olympus fully fit for naval duties. Success followed in 1968 when the Finnish Navy commissioned two corvettes, named Turunmaa and Karjalla, each equipped with one marine Olympus on its main shaft supplemented by a diesel engine on each side. The Turunmaa became the
first vessel to go to sea with Olympus power. By now the outstanding benefits of gas turbine power had become clear to many senior Royal Navy staff. In particular they welcomed the greatly reduced maintenance man-hours of gas
increasing interest in the potential of gas turbines, the Royal Navy ordered the complete replacement of conventional propulsion machinery on board one of its 12 Blackwood-class anti-submarine frigates, HMS Exmouth, which had been commissioned in 1957. Now
turbines compared with steam turbines – typically 90 per cent fewer. They also recognised the major operational plus-point of starting ‘on the button’ and running rapidly to full power, removing the time-consuming handicap of first having to raise sufficient steam. To underscore its
with a single Olympus TM1A as main power plant, plus two Proteus for cruising and manoeuvring, Exmouth began sea trials in 1968 as the world’s first all-gas-turbine warship. With the Olympus already selected as main power plant for the
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Navy’s future Type 82 destroyer and Type 19 high-speed frigate, Exmouth’s prime task was to gain experience of the engine at sea. As had the Brave vessels a decade earlier, Exmouth impressed the powers of the UK Admiralty with her quietness and smoothness, rapid acceleration and ease of maintenance. Less impressively, just nine days into sea trials Exmouth cruised slowly back to her berth after the Olympus, with just 64 runninghours from new, suffered failure of the entire ring of first-stage compressor blades.
Fatigue
Engineers soon determined the cause of this setback. The blades had failed because the shape of the ship’s newly-fitted inlet ducts for the gas turbines’ installation had caused a break-away of air flow, creating a stagnant zone in the flow at one point around the engine’s compressor face. This meant the first-stage blades had suffered a complete load reversal on each revolution, leading inevitably to early fatigue failure. FlowHMS Exmouth returns to port.
straighteners fitted in the ducting soon enabled trials to resume. Lesson learned: pay great attention to air inlet ducting in future vessels to ensure smooth supplies of air to the gas turbine. Exmouth, with her distinctive streamlined funnel for the gas turbines’ exhaust system, undertook extended trials and naval exercises throughout the 1970s, working from Crete and Malta in the Mediterranean and widely in UK and international waters. Intensive service on day-runner duties in support of ships working-up to active service status under the Flag Officer Sea Training thoroughly proved her propulsion in a regime of frequent stops and starts and gave Exmouth a reputation for reliability and availability across a broad range of day-to-day duties. The success of the pioneering Exmouth ensured the trouble-free introduction of Rolls-Royce Olympus engines into naval service in the Royal Navy’s new Type 42 destroyers and Types 21 and 22 frigates. Later versions of the Olympus produced up to 28,000shp (21,000MW).
Above A diagram showing the layout of the gas turbines on board.
The engine powered vessels of 18 navies worldwide, many of which are still operational today. In all, marine Olympus engines were specified for 107 warships ranging between 700-tonne corvettes and 20,000-tonne aircraft carriers. Her task complete and her engines removed for service elsewhere, HMS Exmouth – the ship that effectively delivered the marine gas turbine revolution –
finished her days in the breaker’s yard in 1979. In her wake, Britain’s Royal Navy today remains a major user of gas turbine power, having operated Rolls-Royce marine gas turbines continuously since the flying Brave of nearly six decades ago.
Exploit
Rolls-Royce is also powering the Senior Service into the future, with its new Type 26 Global Combat Ships and aircraft carriers Queen Elizabeth and Prince of Wales designed to exploit the power and flexibility of Rolls-Royce MT30 engines, based on the world’s leading big-fan aero engine, the Trent. Exmouth effectively signalled the end of steam naval power worldwide, all major navies moving to embrace gas turbines. Many selected Rolls-Royce engines, establishing the company in its enduring role as a major specialist in marine power systems both for naval and merchant marine markets. Author: John Hutchinson is an independent writer on a range of topics including technology. He has worked in various corporate and media communication roles, never far from the leading-edge industry of aerospace.
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