“It’s possible we actually want to spend the money and have components to improve the durability and time-on-wing for service of a given engine,” says East. “Because we make more profit out of that than trying to squeeze a technical profit on the [original equipment].
“So generally it’s a good idea to make as little loss as possible on [original equipment]. But when you get in the detail, and you get to the smaller numbers, it might actually be better not to do that, economically, for the programme and our overall profit.”
“We have now designed eight of the nine component fixes required, seven of which have been certified,” it stated. The intermediate-pressure turbine fix is now fitted to almost 100% of the in-service fleet across all engine variants. The revised intermediate compressor has now been fitted to over 50% of package C engine variants and has now been certified for the Trent 1000 TEN variant with the package B planned for the second half of 2020. Roll-out of the revised high-pressure turbine blade has been embodied into almost half of package B and C engine variants and design work for the Trent 1000 TEN high-pressure turbine blade is expected in the first half of 2021.
We expect to reduce this to single digits by the end of the second quarter,” says the company.
Rolls-Royce points out that, despite the coronavirus situation, its maintenance and overhaul facilities are still operating.
“Design work remains on schedule to resolve the last remaining technical issue,” it says, referring to the new high-pressure turbine blade being developed for the Trent 1000 TEN powerplant.
Ground-testing of the new blade is “progressing through the second quarter”, says the company, and it is expecting the blade to be ready for introduction to the fleet by the end of the first half of 2021.