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Here at Rolls-Royce we do a lot more than just make jet-engines. From beginning to end there are many different stages in an engine’s life, requiring the skills and knowledge of a wide range of people.

Click ‘Start’ to journey through the life-cycle of designing your own engine, making critical decisions that you think will maximise your engine’s success for a customer. At the end of this process you will have a score card to see how well you did!

Before we begin let’s choose which kind of customer you’d like to cater for.

Civil

Hello I'm Susan Draper, I work for one of the largest commercial airlines in the world. On the whole as Civil Aerospace customers, we are the commercial airline companies who operate short, medium and long-haul passenger flights across the world.

Defence

Hello I'm Squadron Leader Thomas Paternelli. Our needs for engines vary, whether they are for aircraft used for combat or transporting troops and supplies, we require a wide variety of engines for purpose built aircraft to suit each mission.

Select a customer below to learn more about them in their own words. Once you’re happy with your choice highlighted in green and displayed on the right, then press confirm to proceed.

Civil Aerospace

Civil Customers include businesses, governments and private individuals who invest in corporate jets in order to benefit from the speed, reliability and safety of air travel. We often need reliable aftermarket servicing to ensure that our chosen aircraft engines last for as long as possible, and demonstrate optimal performance and safety throughout their lifetime

Read more: http://www.rolls-royce.com/products-and-services/civil-aerospace.aspx

Defence Aerospace

Defence Aerospace requires aftermarket maintenance to extend the life of the engines and ensure optimal safety and reliability.

Read more: http://www.rolls-royce.com/products-and-services/defence-aerospace.aspx

Civil
Defence

Civil Aerospace Market Sectors

Now that you've chosen which type of customer you wish to be creating an engine for, you now need to select one type of engine to develop further!

  • Long Haul
  • Regional
  • Corporate
  • Combat Jet
  • Military Trainer
  • Military Transport

Did you know?

Rolls-Royce in Derby each year produces many hundreds of civil engines which are capable of carrying out over 45 million passengers per year – equivalent range of aircraft to the wider population of England.

Did you know numerous government Defence departments across the world use Rolls-Royce engines in their aircraft, powering approximately 25% of the world’s defence fleet.

Long Haul

A long haul airliner is designed to carry large numbers of passengers over long distances, often on intercontinental routes. Typically, these are very large, so called ‘wide body’ aircraft carrying several hundred passengers. Perhaps the most famous example is the Boeing  747 ‘Jumbo Jet’, powered by four Rolls-Royce RB211 engines.

Are you sure you want to proceed catering for the long haul market?

Regional

A regional jet typically operates over relatively short distances, such as on domestic routes or to neighbouring countries. These are normally smaller than long haul airliners, usually carrying around 150 passengers. A well known example is the Airbus A320, powered by the V2500 engine, built by IAE; a joint venture between Rolls-Royce, Pratt and Whitney, JAEC and MTU.

Are you sure you want to proceed catering for the regional market?

Corporate

Corporate jets are typically small aircraft, focussed on providing luxury transport to a small number of passengers willing to pay a premium for the additional comfort and convenience such aircraft can provide. Although small, they often operate over long distances. An example of such an aircraft is the Gulfstream V, powered by two Rolls-Royce BR710 engines.

Are you sure you want to proceed catering for the corporate market?

Long Haul

A combat jet, or fighter aircraft, is a military aircraft designed mainly for air-to-air combat with other aircraft. The key features of a combat jet are its relatively small size, manoeuvrability and its speed. The Eurofighter Typhoon is an example of such an aircraft. Built by BAE systems, Alenia Aeronautica and EADS, it is powered by the EJ200 engine which is a joint venture between Rolls-Royce and European gas turbine manufacturers MTU Aero Engines, Avio and ITP.

Regional

Military Trainers are used to take new pilots through flight training programmes until they are qualified to fly their respective service’s aircraft. The best known example of a military trainer is the RAF Hawk, the Red Arrows aircraft. The Hawk is powered by a Rolls-Royce Turbomeca Adour 151 turbofan engine and is used as a training vehicle for pilots undertaking advanced flight training.

Corporate

Military Transport aircraft are used to deliver troops, weapons and military equipment to areas of military operations, usually outside of the commercial flight routes in uncontrolled airspace. Military transporters can perform other roles such as aerial refuelling of other aircraft with more limited flight endurance, or delivering aid to areas affected by natural disasters.

This section gives you more information about your chosen area of operation. Answer the questions correctly, and you will have the opportunity to develop your engine further in the next section and win points for getting the perfect scorecard.

The civil aviation industry is cyclical, being sensitive to the economic cycle. In times of economic hardship, people simply fly less often than they do in the good times. This is true of both the leisure and business sectors. However, over the long term, there are various factors that were driving the growth of air traffic, and which are likely to come back into play when the global economic situation improves. They include:

  • The rapid growth of emerging markets where economies and demographic developments are both being driven by, and benefiting from air travel:
  • The liberalisation of aviation markets around the world, which is giving greater market access to airlines, and wider choice for passengers;
  • The continuing growth of low-cost carriers across the planet, but particularly in Asia;
  • The emergence of megacities, and increasing congestion at airports.
  • The top ten defence spenders are the USA, UK, France, Japan, Germany, Saudi Arabia, Italy, India, South Korea and Australia. Combined, their annual spend is $1 trillion.
  • The US marketplace dominates the defence business, accounting for 66% of spending.
  • However, there is a good spread of spending across the globe, and the dynamics are changing. Whilst defence spending in traditional markets is decreasing or flattening, emerging markets such as India, Saudi Arabia and South Korea offer significant opportunities for growth.
  • Operations and maintenance account for the largest proportion of the spend a third.
  • Current global military deployments, in Afghanistan for example, offer opportunities in the services and military transport markets.
  • Cost reduction initiatives resulting from constrained defence budgets mean that customers are seeking cost-effective products and services. Some customers are moving towards long-term service contacts which are often more cost-effective.
  • There is growth in the Intelligence, Surveillance and Reconnaissance (ISR) market.
  • There is continued investment in research and technology, often shared between government and industry.

In conclusion, substantial opportunity exists within the Defence market. Demand for military aero engines and engine-related services is worth around $450 billion over the next twenty years (original equipment $170 billion; aftermarket services $280 billion). The spend on research, development, technology and engineering is in addition to the $450 billion, with global engine research and development worth around $20 billion (over twenty years).

The Civil Aviation Authority (CAA) regulates the UK aerospace industry. Their responsibilities include:

  • Air Safety
  • Economic Regulation
  • Airspace Regulation
  • Consumer Protection
  • Environmental Research & Consultancy

Other similar organisations include:

  • European Aviation Safety Agency (EASA)
  • Federal Aviation Administration (FAA)

The Advisory Council for Aeronautics Research in Europe (ACARE) has set out a vision of air travel in 2020, which many European countries have signed up to. Their goals include:

  • A reduction in perceived aircraft noise to half the current level.
  • A 50% cut in CO2 emissions per passenger kilometre.
  • Increased punctuality - 99% of all flights arriving and departing within 15 minutes of the timetable, in all weather conditions.
  • A steady and continuous fall in travel charges through substantial cuts in operating costs.

Unlike civil aviation the defence sector has less stringent requirements in terms of noise and emissions. The focus of the defence aerospace sector is on mission readiness and being able to perform a given task in the best way. This includes fuel usage as fuel is now a significant element of spend in military operations and is prompting the application of the latest propulsion technologies.

While the defence sector is not governed by the same environmental and noise legislation as civil aviation the safety rules are just as rigorous. Safety issues are regulated by organisations such as:

  • Civil Aviation Authority (CAA)
  • European Aviation Safety Agency (EASA)Federal Aviation Administration (FAA)

In the UK the CAA regulates the safety of all aviation in partnership with EASA. The Ministry of Defence (MoD) provide board members and seconded staff to the CAA.

Civil Aviation industry faces a multitude of complex challenges due to its the increasingly high profile. and vulnerable position it is in.

The whole industry actively guards against risks including:

  • Market risk. As stated earlier, civil aviation is very sensitive to economic cycles as factors such as GDP growth, price of raw materials, aircraft productivity challenges airlines to provide higher level of services at a reasonable price.
  • Operational risk. Flight safety is the top priority in the industry. An effective planning, decision making and execution process will reduce the uncertainties and risk-prone activities in engine design, aircraft service and maintenance.
  • Political risk. Civil Aviation is also a highly political charged industry. Policy changes from aviation authorities on emission reduction, flight punctuality and pricing regulations require key players to be more forward looking and flexible both operationally and financially.
  • External events. External events such as snowy and icy conditions, epidemics, war, terrorism, and even volcanic ash eruption, could can lead to disruption to normal operations.
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Engine Format

  • Turbojet
  • Turboprop
  • Turbofan (Low Bypass)
  • Turbofan (High Bypass)

Choosing An Engine Format

Choose the type of engine you wish to make and pay close attention to the engines charateristics for your chosen market sector!

Turbojet

Turbojet engines are general purpose engines that provide propulsion to aircraft, they can be very noisy.

How they work

Air enters a turbojet engine through a compressor, increasing its pressure, it is then combined with fuel and burnt in a combustion chamber. The resulting hot, high pressure air passes through a turbine, driving the compressor, and exits through the exhaust nozzle at high velocity to produce thrust.

Turboprop

In Turboprop engines, a turbine drives an external propeller instead of a fan and is popular in long range applications as it is even more fuel efficient than a turbofan engine. However, the significant noise and vibration generated by the propeller is a disadvantage. A turboprop engine cannot achieve supersonic flight.

More information

The TP400-D6 is being developed and produced by EPI Europrop International, an international cooperation comprising Rolls-Royce, Snecma, MTU and ITP. The engine is being designed for the A400M military transport, Europe's response to the increased requirements for transport capacity within Europe and for peacekeeping missions abroad. The TP400 is the most powerful Western turboprop ever made and had its first flight in December 2009.

Turbofan (Low Bypass)

Turbofan engines are usually found in modern commercial aircraft. A turbofan engine operates in much the same way as turbojet, but with a large fan situated at the front of the engine which is also powered by the turbine. Not all air passing through the fan enters the engine core, some will instead bypass the core and exit through a nozzle at the rear of the engine – this bypass flow is at lower velocity but higher mass than the core flow causing the thrust produced by the fan to be of greater efficiency. As a result, Turbofans are more fuel efficient and quieter than Turbojets but have lower exhaust velocities so this efficiency is only realised at comparatively lower speeds, although supersonic flight is still achieved. The ratio of air entering the bypass to air entering the core is known as the bypass ratio.

Low bypass

Like high bypass-ratio turbofans, low bypass-ratio turbofans have a large fan that is driven by a low-pressure turbine at the rear of the engine. The difference is that this fan is smaller than in the high bypass engine. This comes at the penalty of reduced thrust and greater noise, while providing several crucial benefits such as lower engine weight, reduced drag and the ability to fly at higher airspeeds. These factors make low-bypass ratio turbofans a good choice for some defence applications.

More information

The EJ200 turbofan engine is a collaborative engine developed by EUROJET which comprises Rolls-Royce, MTU, Avio and ITP. It powers the Eurofighter Typhoon and is Europe’s leading combat engine. The technology of the EJ200 engine makes it both smaller and simpler in layout than current powerplants of a similar thrust class, while giving it lower fuel consumption and an unprecedented power to weight ratio-all vital factors for enhancing the multi-mission performance and effectiveness of combat aircraft.

Turbofan (High Bypass)

Turbofan engines are usually found in modern commercial aircraft.

A turbofan engine operates in much the same way as turbojet, but with a large fan situated at the front of the engine which is also powered by the turbine. Not all air passing through the fan enters the engine core, some will instead bypass the core and exit through a nozzle at the rear of the engine – this bypass flow is at lower velocity but higher mass than the core flow causing the thrust produced by the fan to be of greater efficiency.

As a result, Turbofans are more fuel efficient and quieter than Turbojets but have lower exhaust velocities so this efficiency is only realised at comparatively lower speeds, although supersonic flight is still achieved.

In order to make the best possible engine, you should commit to the most relevant research and development projects.

Research & Development Projects
  • Improved Fuel Nozzle Design
  • Maintenance Process Improvement
  • High Temperature Materials
  • Aerodynamics
  • Computational Engineering

    • Tip: Click each area to learn more about it
  • £50 •
  • £40 •
  • £90 •
  • £30 •
  • £50 •
Fuel nozzles have to chop up fuel into small droplets and mix it very well with air coming from the compressor. In the future, we will use a weaker mixture of fuel to air in the flame, although the temperature leaving the combustor will increase (because there will be less dilution air downstream of the flame). This will reduce the already very low NOx emissions from our engines. The difficult bit is keeping the weaker flame alight at all flight conditions. A lot of engineers around the world are working on this task - it is very difficult.
Maintenance consists of replacing "time expired" parts, and repairing parts that are fit to go back into service. Repair consists of cleaning stuck-on dirt from aerofoil surfaces, replacing abradable seals between rotating parts and stationary parts, and ëadding metalí to restore the shape of worn aerofoils.
The gas turbine engines in the Rolls-Royce product range are about 20x as powerful for a given core size compared to same size piston engines. This benefit can be made even greater by running the engines hotter and hotter. The more fuel burnt in the combustor the more powerful the engine. This requires combustor and turbine materials that can survive at very high temperatures. Fuel efficiency also improves with running the engine hotter. Since the 1940s engineers have worked to develop better and better metals and ceramics that allow gas turbine engines to run hotter. Every ten years this has allowed new engines to run 100K hotter. This work is very hard, and gets harder.
A gas turbine engine consists of compressors, a combustor, and turbines (and some engines have a fan). Apart from the combustor, all these components consist of rotating and stationary aerofoils mounted on discs and within casings. The aerofoils have the task of turning the airflow to create pressure (compressors and fan) or produce work to drive the compressors and fan (turbines). Aerodynamics is the business of designing the aerofoils to do their job with the minimum of losses and the maximum of efficiency.
As air or combustion gases pass though compressors and turbines some of the air does not go in the direction we would like. It gets "stuck" on the surfaces of the aerofoils due to the "stickiness" or viscosity of the gas. This "boundary layer" causes all sorts of problems, giving losses and reducing efficiency. Computational modelling is used to model billions of little packets ("finite elements") of gas as they pass though a component, obeying simple science like Newton’s Laws, to understand the stickiness better and allow engineers to adjust aerofoil shapes in three dimensions to reduce losses. A similar approach is used to calculate stresses in complex three dimensional structures like turbine discs, to ensure they are safe but as light as possible.
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Supply

Now that you’ve chosen your engine type and preferred research projects don’t forget that thousands of components go into actually making your engine. It’s the role of the supply department to find the right suppliers.

Press the button to spin the wheel and step into the shoes of a supply manager to find the right supplier for a randomly chosen component of your engine.

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In any company building up an effective chain of suppliers is vital to ensure that parts or materials arrive on time and are of the right quality. Choose the right supplier for your project after you’ve studied what they can do and how they can do it. To better understand how the factors of Location, Cost, Capability and Lead time affect your success click on the help button (?) to learn more.

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Start

Choose a Service

  • Time & Material
  • Fixed Price
  • TotalCare®

Choose a Service

Selling an engine is only the start of our relationship with the customer. We also provide a number of services to help maintain and operate the engines successfully. As the engine manufacturer we have three key strengths that allow us to do this:
  • Knowledge unique to the designer
  • Information on how our engines are operating in service
  • Service centres across the globe (garages for our engines)

Our service packages are tailor made to best suit the requirements of the customer.

Your task is to work with your customer in order to make the best selection from our portfolio.

Time & Material


Traditional aftermarket product where the cost of repairing and overhauling an engine is incurred by the customer at shop visit. The customer selects the maintenance provider and has full workscope and cost control.
  • Technical Data - Engine Manuals and technical support data
  • On-wing Technical Support - trouble shooting, technical operational support
  • Rolls-Royce Representative support on site (subject to fleet size)
  • On-WingCare support
Pros
  • Replacement parts catalogue prices can be set at commercially competitive rates.
  • Attractive to an operator that retains aircraft for a short term.
  • Attractive to second & third tier operators
Cons
  • Revenue derived from replacement part sales, which can be up to six years after entry into service.
  • Research & Development funding costs therefore take a considerable time to recover and start making a profit.
  • Other manufacturers can offer alternative replacement parts, undercutting the Rolls-Royce catalogue price

Fixed Price

Labour prices are fixed for specified tasks such as engine strip and build and component repair. This provides operators with the ability to improve budgeting for shop visits and provides a mechanism to manage fleets costs over time.

Fixed price contracts also provide an auditable process more acceptable to the maintenance provider than the old Cost Plus method (open book invoicing with an agreed margin on sales, typically around 6%).
  • Technical Data - Engine Manuals and technical support data.
  • On-wing Technical Support - trouble shooting, technical operational support.
  • Rolls-Royce Representative support on site (subject to fleet size).
  • On-WingCare support.
Pros
  • Allows the maintenance provider to retain performance improvements, rather than passing these on, the case in a Time & Material contract.
  • Quicker invoice approval process.
Cons
  • Revenue derived from replacement part sales, which can be up to six years after entry into service.
  • Research & Development funding costs therefore take a considerable time to recover and start making a profit.
  • Other manufacturers can offer alternative replacement parts, undercutting the Rolls-Royce catalogue price.

TotalCare®

TotalCare® is a flexible approach to achieving an engine support service that has the correct fit and scope of services to meet the operator's specific needs. It provides a single source solution ensuring "peace of mind" for the lifetime of the engine.

In return for paying an agreed $ per engine flying hour, the operator transfers all off-wing maintenance of the engines to Rolls-Royce. Additional services such as spare engine availability and transportation can be added.
  • Engine Health Monitoring
  • Spare engine availability guarantee
  • On-WingCare support
  • Asset Management
Pros
  • Revenue based on utilisation rather than restoration, considerably improving cash flow against a Time and Material type contract.
  • Rolls-Royce has access to fleet data that improves decision making and reduced Life Cycle Costs.
  • Greater control over the use of Rolls-Royce replacement parts and engine workscope instructions.
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Engine weight:
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