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The article explores developments in aeroengine manufacturing that support aviation sustainability. It describes the CFM International RISE Technology Demonstration programme aimed at reducing fuel consumption and carbon emissions by more than 20 percent compared to the most efficient engines in existence, as well as the next-generation GE9X engine GE Aerospace is working on. It discusses the fuel efficiency of Rolls-Royce's Ultrafan engine.

The article focuses on a growth in the business of British automobile maker Rolls-Royce PLC. It mentions the market of Rolls-Royce cars in the U.S. which are used only for carriage trade due to high prices, and prospects of its aircraft engines in the U.S. market. It discusses an increase in the production of Pratt & Whitney jet engines, that are based on Rolls design, in the U.S., and Capital Airlines' use of Vickers Viscount transport planes that have Rolls-Royce Dart turboprop engines.

The article focuses on the recovery of Rolls-Royce Ltd. from a slum stemming from troubles in both aircraft and automobile engine sales in 1962-1963. It says that Rolls has been able to overcome the slump in 1964 which involves the decline in procurement of big jet airliners and the decision of British government to frown on writing off costly cars as business expense. It cites that Rolls' 1964 sales rose by 2%, while profits increased by 11% to 18 million dollars.

The article reports that engine maker Rolls-Royce PLC is committed to expanding its engine offerings to as many aircraft as possible. The company has evolved and upgraded its basic product from the Trent 700 line, for the Airbus A330 and the Trent 800, for the original Boeing 777. Some upgrades that have made their way into the Trent family since its inception include three-dimensional modeling to improve airflow, swept fan blades and a tiled combuster to improve fuel burn and reduce oxides of nitrogen by 30 percent.

This article focuses on the innovative supply-chain practices that are trickling into the aerospace industry. Producing turbine airfoils for its jet engines used to be a complicated affair at Rolls-Royce PLC. The result: Production schedules have been shortened about 10%, costs are declining and Rolls managers have more time to concentrate on their core business. Unfortunately, the Rolls-Royce-Howmet arrangement stands out in the aerospace and defense industry, where innovative supply-chain management practices are still the exception, not the rule, and change occurs at a glacial pace. Sandra Kearney, one of the report's authors, says that aerospace suppliers need to be gearing up for the emergence of low-cost, highly efficient competitors-the aerospace manufacturing equivalent of Southwest Airlines. Some of IBM's findings are echoed in a new survey of North American aerospace executives conducted by Computer Sciences Corp. in cooperation with Aerospace Industries Association. Of the 349 respondents, 41% said they did not know their inventory "turn rate," a measure of how quickly materials are moved through a factory-over the past year. INSET: Chain Reaction.

Engine-makers General Electric Co., Pratt & Whitney Corp., and Rolls-Royce PLC, are moving quickly to certify their powerplants for the Airbus A380 mega-transport, which is scheduled to begin flight test early next year. Plans now call for the GE-P & W Engine Alliance, formed by General Electric and Pratt & Whitney, to certify their GP7000 engine in July 2005 and to fly it on the A380 in November of that year. Great Britain-based Rolls-Royce Corp., is moving out much more quickly since its Trent 900 is the launch engine for the A380. The manufacturer plans to certify its powerplant this October and anticipates first flight of a Trent 900-powered A380 in the first quarter of 2005.

The article reports that the aircraft engine company Rolls-Royce is developing snake-like robots which could be used to identify and repair damage in airplane engines. The article notes that the technology is being developed as part of Miror, a European research project, and looks at the use of cameras, ultraviolet (UV) lasers, and grinding tools on the robot. The use of intelligent algorithms in monitoring airplane engine health is discussed.

Reports that Rolls-Royce is forming regional-based joint ventures and partnerships that provide customers with an array of aftermarket services on a global scale as it aggressively pursues maintenance, repair and overhaul of its engines. Potential annual revenue of the global engine services market for commercial aviation; Company's 1998 after-market engine business; Joint venture with American Airlines.

The focuses on the move of commercial aircraft engine manufacturers to limit engine choices that may save development costs and increase support expense for airline companies. Topics discussed include the features of exclusive designated engine opted by aircraft original equipment manufacturers (OEM) for many models, the high confidence of Rolls-Royce in the reliability of its designs, and the engine model offering of Airbus for a particular aircraft program.

The article focuses on the business prospects of Rolls-Royce PLC. There are hazards in Rolls' civil jet engine business, around 42 per cent of total revenues and roughly equal to its mostly cost-plus military business. The most immediate concern is an engine called the V2500. This is being produced by an international consortium. The engine, designed for Airbus Industries' competitive new short-to-medium-range A320 airliner, is intended to go into service in 1989. The V2500 has been plagued with trouble. The Rolls' glitch, forced a top-to-bottom redesign of the component in question and still failed to produce the efficiency needed.

The article looks at competition between aircraft-engines and equipment manufacturers in the U.S. as of August 1980, focusing on industrial conglomerate General Electric (GE) and aerospace company Pratt & Whitney (P&W), a subsidiary of United Technologies Corp. (UT). Demand by aircraft builders such as Boeing, Lockheed, and McDonnell-Douglas for new jet engines, governments support for British aero engines producer Rolls-Royce, and P&W's operations in Canada are also discussed. INSET: Move over, you two.

The article presents information on the development of the Advance 3 demonstrator by aerospace engine manufacturer Rolls-Royce. It discusses the assembly of the demonstrator, its high-pressure core, the engine's fan drive gear system, and technology demonstrations of Advance 3 to be held by the company.

The article offers information related to Rolls-Royce PLC, a British aircraft engine maker with related businesses in the defence aerospace, marine and energy markets. It is stated that Rolls-Royce has pioneered two of the most important technological advances in naval marine propulsion which are the use of aero gas turbines and the development of nuclear propulsion. The company prides itself having the skills to meet the most demanding targets.

The article reports on consideration of several aerospace industries for upgradation of replacement of the Boeing B-52 engine. Topics discussed include analysis of options by the U.S. Air Force for replacement of TF-33s engines from military aircrafts developed by Pratt & Whitney; adoption of redesigning services by GE Aviation for the TF33 inlet and turbine exhaust services; and introduction of the BR700 series by Rolls-Royce.

The article reports that aerospace engineering firm Rolls-Royce PLC has started testing a powerful gearbox and has inaugurated a research site focused on high-temperature composite materials. Rolls-Royce has plans to design the UltraFan, an engine aimed at future airliners and the first Rolls-Royce large commercial turbofan to incorporate a gear-driven fan. The UltraFan is projected to have a very large, 15:1 bypass ratio and overall pressure ratio of 70:1.

The article offers information on the GE9X engine, the GE90 from General Electric for Boeing 777 aircraft and the Trent 1000-TEN engine from Rolls-Royce for Boeing 787 aircraft.

The article discusses efforts by aircraft engine developer Rolls-Royce to create a more efficient engine to power aerospace engineering company Airbus's aircraft. Other topics of the article include operating/maintenance costs for four-engine aircraft, collaboration between Rolls-Royce and Lufthansa Technik (LHT), and the marketability of improved aircraft engines.

Reports on Rolls-Royce's bid to develop materials for aircraft engines. Installation of a team of materials and stress engineers and designers in the technology park of Warwick University in 1989; Formation of an interdisciplinary team to work with academics to develop components made from ceramics or glass; Advantages and disadvantages of using ceramic materials in aircraft engines.

The article offers information on Rolls-Royce Merline XX fighter engine created by Rolls-Royce PLC which was tested in Detroit, Michigan on August 2, 1941.

The article reports on the problems confronted by British firm Rolls-Royce, Ltd. concerning the development cost on the design for the RB-211 aircraft engine that has prompted the company to ask for a 48 million dollar loan from the British government.

The article discusses the military aircraft engine market, examining programs by companies including Pratt & Whitney, General Electric (GE), and Rolls-Royce. The article looks at funding for the industry. The article also looks at U.S. military engine demonstrators including the Future Affordable Turbine Engine (FATE), the Adaptive Versatile Engine Technology (ADVENT) and the Highly Efficient Embedded Turbine Engine (HEETE).

Focuses on the growth of engine original equipment manufacturers in China and the Asia-Pacific region. Investments of General Electric in the Asia-Pacific region; Relationship of Rolls-Royce with China; Contribution of Pratt & Whitney throughout the Asia-Pacific.

The article discusses the General Electric (GE) GEnx-1B 787 and the Rolls-Royce Trent 1000, engines which were developed for use on the Boeing 787 airplane. The aircraft manufacturer Boeing says that approximately one third of orders do not have a designated supplier, including orders from the International Lease Finance Corp. Bill Fitzgerald and Simon Carlisle, program directors at GE and Rolls-Royce, discuss engine upgrades.

This article discusses the development of the jet engine to be used in the F136 and F-35 fighter planes. In spite of the uncertainty of government funding for the planes, General Electric and Rolls Royce are proceeding with testing on the engine. A maximum afterburner test was successfully performed, leading engineers to believe that the engine would be ready for the F136 in 2010 and for the F-35 in 2011.

The article reports on the performance of several aircraft engine companies that added variants or incorporated advanced technology into their powerplants. Variants to the PW300 and PW500 families of Pratt & Whitney have been added for new applications from Embraer, Hawker Beechcraft and Bombardier. Another powerplant manufacturer that have survived the downturn is Rolls-Royce, which powers the high-thrust range of the business jet market.

The article explores the challenge faced by the duopoly in the narrow-body airliner power sector posed by the emergence of new technology. For the wide-body market, General Electric producers three engines, including the CF6-80, the GE90, and GEnx. The GEnx was selected for Boeing's 787 and 747-8. Rolls-Royce's Trent 1000 is offered across the entire A350 family. The GP7200 is the result of the partnership of GE and Pratt & Whitney.

The article examines the potential impact of three fighter programs, with the F-35 in forefront, on the combat aircraft engine market. The Fiscal 2010 U.S. defense budget which was signed into law in October 2009 put and end to Pentagon efforts to cancel the General Electric/Rolls-Royce F136. The decision also ensured that Pratt & Whitney's F135 will have to compete to power the F-35 Joint Strike Fighter. Information is also presented on the initiatives of France's Snecma and Eurojet.

The article focuses on the poor prospects for any potential future commercial aero engine tie-up between American aerospace manufacturer Pratt & Whitney and engine-maker Rolls-Royce. It mentions that a new collaboration to power future midsize aircraft was dropped amid continuing differences in strategic policy and direction between the two engine-makers.

The article reports that engine manufacturers Rolls-Royce and General Electric fine-tune engine improvements as Boeing 787 prepares for delayed first flight. It notes that Rolls-Royce was able to finish its new software load for the Trent 1000 engines installed on the first four flight-test airframes. Boeing test pilots Mike Carriker and Randy Neville tested out the software during a flight at Waco, Texas. It also cites that General Electric will deliver its first improved low-pressure turbine for the upgraded GEnx-1B engine.

The article deals with the competition among contractors vying to produce the alternate engine for the Joint Strike Fighter (JSF) of the U.S. It relates that the Senate is expected to vote on whether to follow through on its allocation for the General Electric Rolls-Royce F136 in the 2010 defense budget. It discusses the value of winning the alternative engine contract for Pratt & Whitney. It describes the challenges facing General Electric/Rolls-Royce Fighter Engine Team regarding the call for competition to keep the costs of the JSF in check.

The article offers updates for Rolls-Royce's development of the Trent XWB engine. Preliminary design has been completed and the company has finalized deals with international partners to share risk and revenues for the engine. The engine is expected to start operating in the second quarter of 2010 while flight testing on Airbus' A380 developmental aircraft would begin in 2011. The partners include Alliant Techsystems and Eaton Aerospace.

This article reports that engine makers General Electric (GE) and Rolls-Royce are taking advantage of the delay in the delivery of Boeing 787 aircraft. Both companies produces engine for the aircraft. GE has a chance to get more weight out of the GEnx-1B engine, improve preparations for full-scale production and design. Rolls-Royce has amassed 3,500 cycles on the Trent 1000 test fleet ahead of powering the maiden flight of the 787.

The article reports on the testing program of the fast-paced Trent 1000 engines from Rolls-Royce PLC. The company expects to reach maximum thrust levels quickly as it starts assessing the performance of the new engine, designed for the Boeing 787. On February 14, 2006, the powerplant was run for the first time for about 5 minutes on Rolls's "55 bed" test stand at Derby, England. It reached high-idle thrust and about 70% of the high-pressure spool speed. The engine was started by a Hamilton Sundstrand starter-generator, a new technology being incorporated on the Trent 1000 to replace air starters.

Advanced gas generator trials have verified performance of the high-efficiency, low-smoke combustion system slated for use in General Electric Co. and Rolls-Royce PLC's F136 Joint Strike Fighter alternate engine that will be tested this summer. The 50 hours of trials conducted as part of the integrated high-performance turbine engine technology initiative were aimed at demonstrating the project's Phase 2 goals, including significant improvements in combustor and turbine temperatures. Tests of the core, dubbed XTC76/3B, were run by Allison Advanced Development Co. at Rolls-Royce's facilities here between August and October 2003.

Rolls-Royce PLC is relying on naval and industrial versions of its Trent and RB211 aeroengine lines, until the commercial aerospace business recovers. Some relief is expected to come from the engine maintenance, repair and overhaul business, which accounted for roughly $2 billion in sales last year. Following a spurt of acquisitions, notably the purchase of Vickers in 1999, marine systems now represent 17% of group revenues and energy systems, 11%. In 2002, while both commercial engine and defense businesses declined, marine system revenues expanded to 984 million pounds from 827 million pounds a year earlier. In April 2003 Rolls formed a teaming arrangement with French naval shipyard DCN to jointly market the WR-21 and other marine propulsion systems in France, Great Britain and third-party markets.

Reports that the three biggest aviation engines manufacturers, General Electric, Pratt & Whitney and Rolls-Royce, plan to use performance specifications that had been intended for Boeing's Sonic Cruiser program, in the proposed 250-seat midsize aircraft. Issues still to be addressed by Boeing; Broad parameters for the engines defined by Boeing; Reasons for dropping the Sonic Cruiser program.

Focuses on the completion of the detail design of F136 powerplant by General Electric Co. (GE) and Rolls-Royce PLC in Ohio. Creation of F136 engine for conventional takeoff, landing operations and short takeoff/vertical landing; Test on the capabilities of F136; Details of the arrangement between GE and Rolls-Royce.

Reports that engine makers are refining their propulsion offerings for Boeing's Mac 0.95 sonic cruiser transport and are using parametric studies to help focus on likely candidates. Different concepts studied to meet the transport's wide-ranging requirements; Technologies of General Electric, Pratt & Whitney and Rolls-Royce.

The article discusses issues relating to middle-of-the-market (MOM) aircraft engine power requirements as of June 22, 2015. Topics explored include the compliance of manufacturers to specific aircraft engine power requirements outlined in the past, remarks from Rolls-Royce Aerospace president Tony Wood regarding the market for new-generation aircraft and the engine development strategies being implemented by Rolls-Royce Aerospace.

The article offers information on the efforts of jet engines maker Rolls-Royce for industrialization of the Trent XWB engines for the Airbus A350 aircraft in its Derby, England assembly. Topics discussed include concerns of Simon Burr, Rolls-Royce's chief operating officer for civil large engines; modifications to the production assembly site in Derby; and investment in the industrial system and the development of pulsed lines.

The article reports on the manufacturing and technical issues of the jet engine maker Rolls-Royce Trent XWB engine which forced airlines to cancel flights and lease replacement planes. It cites on the problem on its innovative geared turbofan engine with its faulty knife-edge seal. The article also reports on the teething issues which is not uncommon with jet engine and will surface only after years in service.