A330 RR Trent 700 T7lm03r80-Ata-72

SECTION 3 - ENGINE MECHANICAL ARRANGEMENT
(ATA Chapter 72)

 Rolls-Royce 2008
Trent 700 Line Maintenance Mechanical Arrangement
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Revision 9.0 Page 3-1

Section Objectives
On completion of this section, you should be able to: -
• Define the modular construction of the Trent 700 engine.
• Define the key features of the modules that make a Trent 700 engine.
• Evaluate fan trim balancing.
• Identify the borescope procedures for the Trent 700.

Main Rotating Assemblies

The Rolls-Royce Trent 700 engine is a three-shaft high
bypass ratio turbofan engine. The three-shaft configuration
permits each rotor system to rotate at a speed close to its
ideal operating point.
Each rotor system consists of a compressor, turbine and
connecting shaft.
The turbine develops the power to drive the compressor
via the shaft.
The three shafts are inside each other with the LP being
the innermost, the IP in the middle and the HP on the
outside.
The three rotating assemblies comprise: -
• Low Pressure (LP) compressor (Fan) connected by a
shaft to a four-stage turbine.
• Intermediate pressure (IP) compressor connected by a
shaft to a single stage turbine.
• High Pressure (HP) compressor connected by a shaft to
a single stage turbine.
• Each shaft is supported by roller bearings and ball
bearings.
• The external gearbox is driven from the HP shaft
through an internal gearbox and an intermediate
(step-aside) gearbox.

Main Rotating assemblies

Engine Main Bearing Arrangement

Bearings provide a means of accurately locating rotors and
transmitting force whilst offering minimal rotational resistance.
Two types of bearings are used within a gas turbine engine.
Bearing Housings
They are ball and roller bearings.
There are four bearing housings within the Trent 700 which
Ball bearings can withstand radial and axial forces and are
are referenced as followed:
therefore suitable for transmitting thrust and for locating the
position of the shafts. The ball bearings in the Trent 700 are of • Front bearing Housing (FBH).
a deep-seated design.
• Internal Gearbox (IGB).
Roller bearings can withstand radial loads while allowing axial
• HP/IP Bearing chamber (HP/IP).
movement of the shafts.
• Tail Bearing Housing (TBH).
The location bearings for all three spools are positioned in the
Rotating Assemblies
internal gearbox which is part of the intermediate case
The LP rotor is supported by two roller bearings and a single (module 33).
ball (location) bearing.
The roller bearings are positioned in the respective bearing
The IP rotor is supported by two roller bearings and a single housings i.e.,
ball (location) bearing.
• The LP compressor and IP compressor shaft roller
The HP rotor is supported by a single ball (location) bearing bearings are in the front bearing housing in the module
and a single roller bearing. 32.
• The HP turbine and IP turbine roller bearings are in the
HP/IP bearing chamber in the module 51.
• The LP turbine roller bearing is in the tail bearing
housing in the module 52.

Engine Bearing Arrangment

Engine Modules
The Trent 700 engine is an assembly of eight (8) modules. The modular method of construction gives several important
These modules can be independently replaced and are benefits.
identified as follows:
• Decreased turn-round time for repair.
• Module 01(31) - LP compressor rotor.
• Lower overall maintenance costs.
• Module 02(32) - IP compressor.
• Reduced spare engine holdings.
• Module 03(33) - Intermediate case.
• Maximum life achieved from each module.
• Module 04(41) - HP system (includes compressor,
• Savings on transport costs.
combustor and turbine).
• Ease of transport and storage.
• Module 05(51) - IP turbine.
• On-wing test capability after module change.
• Module 06(61) - External gearbox.
The engine is completed by the addition of various non-
• Module 07(34) - LP compressor case. modular items and systems such as fuel, oil etc.
• Module 08(52) - LP turbine. Note: Modules 01, 02, 03, 04, 05 and 08 form the core
The numbers in brackets are the Air Transport Association engine. This is defined as a “short engine” and can be
(ATA) method of numbering the modules, as used in the replaced as a complete assembly.
Engine Manual.
Note: - The fan blades are non-modular items and as such
are not part of the module 01 (31).

Trent Modular Breakdown

Description
The LP compressor module consists of the fan disc and shaft. to shaft attachment bolts. The sleeve also incorporates a 60
The fan blades and annulus fillers are non-modular. tooth phonic wheel and with the use of electrical pick-ups the
LP rotor speed can be measured. A single tooth will also be
Fan Disc
found to the rear of the phonic wheel. This tooth is aligned
The fan disc is manufactured from Titanium and has 26 with fan blade number one and its purpose is to give a once
dovetail slots machined into it. These are for the 26 wide per revolution signal, again with the aid of an electrical pick
chord fan blades to locate into. Each fan blade is held in the up, to the EIVMU for trim balancing.
axial position by two (2) shear keys and in the radial position
Inside the LP Compressor shaft is a failsafe shaft in case the
by a slider assembly. Between each blade is an annulus filler,
LP Compressor shaft should fail and at the rear there is a
which locates into the disc by location lugs on the disc. At the
helical spline to enable the LP Turbine shaft to locate into.
rear of the disc is a curvic coupling for the LP Compressor
Shaft to attach too. The rear of the LP compressor shaft is held in location by a
ball bearing, which maintains it in the correct axial position.
Bolted to the front of the disc is a make-up piece and support
ring (Pre SB72-C972), make-up piece only (post SB72-C972) LP Compressor Blades
and attached to the make up piece (for either standards) is a The 26 wide chord fan blades are manufactured using
spinner and spinner fairing. The spinner assembly gives a Titanium and Diffusion Bonded Super Plastically Formed
smooth contour to the air entering the LP compressor. The process. The blades incorporate an inner platform with a
make-up piece and support ring are part of the module 01. dovetail feature for location to the disc. On the base of the
Bolted to the rear of the disc is a rear seal plate, which makes blade there are two shear keys to enable the blades to be
a small part of the inner annulus wall. It also isolates LP held axially and also the fan blade details, P/N, S/N etc.
compressor air from the IP5 and IP8 air, which pressurizes
Annulus fillers
the front bearing housing.
There are 26 aluminium annulus fillers located between the
LP Compressor Shaft fan blades. They are located into the fan disc integral hooks
The LP Compressor Shaft is attached to the fan disc by a and provide an aerodynamic profile at the base of each blade.
curvic coupling that provides accurate location between the
two assemblies. Behind the curvic coupling is the LP
Compressor front roller inner race sleeve that is attached to
the shaft by an interference fit and to the fan disc by the disc

LP Compressor Module (1)

IP Compressor Module
The IP compressor module is an eight stage axial assembly This is the VSV case, which can be divided into two
consisting of four main sections: - semi-circular half cases. Stage 1 and 2 stator vanes, which
are variable, are installed in these half casings and are
• Front bearing housing
connected to the VSV mechanism.
• Variable stator vane case
IP Compressor Case
• The IP compressor case The IP compressor case is flanged and bolted to the rear of
• The IP compressor rotor the VSV case and is made of steel and contains stages 3 to 8
of the compressor; it also can be divided into two semi-circular
Front Bearing Housing half cases. The stage 8 stator vanes, also known as the IP
The front bearing housing, most of which is made of titanium, compressor outlet guide vanes are contained in a case which
includes a hub, which locates the LP and IP compressor is flanged and bolted to the rear of the IP compressor case.
bearings and an oil sump, the front bearing housing also
IP Compressor Rotor
includes the LP and IP shaft speed probes. Connected to the
hub are 58 titanium Fixed Inlet Guide vanes, these vanes are The IP compressor rotor is an assembly of eight rotor discs
welded together as one unit and there are lugs on the outer made of titanium and welded together to form a drum, in
ring. These lugs align with the titanium outlet guide vanes at between the discs there are spacers which have interstage
the torsion ring to make the FBH/OGV joint. seal fins. The discs at stages 1 to 6 have axial dovetail slots
into which the rotor blades are installed, retaining plates and
The mating parts of this joint are aligned with dowels and are lock plates keep the blades in position. Stages 7 and 8 have
connected with bolts that pass through the dowels. This blades that are installed in circumferential dovetail slots, these
FBH/OGV joint holds the LP compressor case to the core blades are locked in position with nut and screw lock
engine. Two electrical cables pass internally through two of assemblies.
the ESS vanes to transmit signals from the shaft speed
probes. Six more vanes contain tubes to supply oil to and The IP front stubshaft is attached to the stage 1 disc with
from the roller bearings. Behind the Fixed Inlet Guide vanes bolts, the forward end of the stubshaft has a phonic wheel.
are 58 variable inlet guide vanes. The rear stubshaft is attached to the stage 6 disc with a curvic
Variable Stator Vane Case coupling. Splines in the stubshaft engage with splines on the
IP turbine shaft.
The IP compressor case can be divided into two cylindrical
parts. The front part, which is made of titanium, contains the
first two stages of the compressor.
IP Compressor Module (2)

Intermediate Case Module

The intermediate case is made from two titanium cylindrical
casings, which are welded together. In the rear case there are
ten vanes, which support the internal gearbox housing. These
aerofoil shaped vanes are hollow and some contain tubes,
which supply oil to and from the internal gearbox.
Other vanes will supply IP compressor air for cooling and
sealing bearing chambers. The internal gearbox contains the
three location bearings for the three compressor shafts and
provides the drive for the external gearbox drive housing.
The front part of the casing has a strengthened top section to
include the front engine mount. Above and below the centre
line are the positions for the installation of the 'A' frame struts.
These struts connect to the inside of the LP case.
The front part of the intermediate case is installed around the
rear part of the IP compressor case. The flange connecting to
a flange at the rear of the VSV case.
The rear part of the intermediate case is installed around the
HP compressor case. The flange connecting to a flange of the
combustion chamber outer case.

Intermediate Case Module (3)

HP System Module Combustion Chamber and Outer Case

The system comprises: - The outer case is flanged and bolted to the rear of the
intermediate case and to the front of the IP turbine module.
• HP compressor.
There are 24 openings through which the fuel spray nozzles
• Combustion chamber and outer case. are installed. There are also two igniter plugs installed through
• HP turbine. bosses in the combustion outer case. The combustion
chamber is fully annular and consists of a liner, which is
Hp Compressor
located inside the combustion chamber inner case. At the
The HP compressor rotor is a six-stage assembly of titanium front of the inner case are the HP compressor OGV's and at
discs welded together to form one drum. The first stage its rear are 40 HP turbine nozzle guide vanes (NGV's).
blades are installed in axial dovetail slots and are locked with
HP Turbine
retaining plates and lock plates. Stages 2 to 6 are installed in
circumferential dovetail slots and locked with nuts and screws. The HP turbine is a single stage disc connected to a mini disc
to the rear of the HP compressor drum. On the rear of the disc
The rotor blades 1 to 3 are made of titanium and the others of
is a flange, which attaches to a stubshaft. On the front face of
a heat resistant alloy.
the disc there are two sets of seal fins, which control the flow
Welded to the rear of the stage 6 disc is a titanium cone, of cooling air. The disc has fir tree roots into which fit 92
which tapers rearwards. At the rear of this cone is a mini disc shrouded turbine blades.
to which the HP turbine is connected.
The HP compressor case is an assembly of six flanged,
cylindrical casings, bolted together. The flanged joints are also
the location for the rotor path abradable linings.
There are slots in this assembly for the installation of the
stator vanes.
The stage 6 stator vanes are also the HP compressor outlet
guide vanes (OGV's). These are installed at the entrance of
the combustion chamber inner case.

HP System Module (4)

IP Turbine Module
The IP turbine is a single stage disc, which has a flange on its
rear face. Attached to this with bolts are the flanges of two
shafts which go forward through the centre of the disc. One of
these is a stubshaft, which is supported by the inner race of a
roller bearing to hold the IP turbine in position. The other shaft
passes through the stubshaft and the HP system and
connects to the IP compressor shaft with splines.
The disc has fir tree roots into which fit 126 turbine blades. In
front of the IP turbine blades are 26 hollow NGV's. In 13 of
these NGV's is a strut, which is attached to the turbine case
by a bolt. The inner end of each strut is connected to the
structure, which holds the HP/IP bearing support assembly.
Through some of the other NGV's are tubes to supply oil to
and from the bearings and IP 8 cooling air to cool the housing.
The IP turbine case is flanged and bolted between the
combustion chamber outer case at the front, and the LP
turbine case at the rear.
Adjacent to the rear flange is a turbine case cooling (TCC) air
manifold and location bosses for eleven thermocouples. To
the rear of the turbine blades are the LP1 NGV's.

IP Turbine Module (5)

LP Turbine Module
The LP turbine has four discs, which are bolted together to
form a drum. The discs have fir tree roots into which fit the The tail bearing housing support structure includes a hub,
turbine blades. which is held concentric in an outer case by twelve radial
In front of each stage of turbine blades there is a stage of hollow vanes. Some of the vanes contain tubes, which supply
NGV's. The first stage of NGV's, which are hollow, are oil to and from the bearing housing, there is also a supply of
installed as 3 vane sets in the outlet from the IP turbine case. IP8 air to cool and seal the bearings.
One vane in each set of eleven sets contains a thermocouple Five of the vanes have pressure inlets in the leading edge to
and another set includes an overheat detector. Stages 2, 3 measure LP turbine outlet pressure (P50). These pressure
and 4 NGV’s, which are solid, are installed in the LP turbine values are used as part of the engine pressure ratio (EPR)
case. At the inner ends of the NGV's are honeycomb liners, system. The front flange of the case is attached with bolts to
which touch the fins of the interstage seals between the rotor the rear flange of the LP turbine case, and at the rear flange
discs. to the common nozzle assembly (CNA). Around the case are
The stage 3-turbine disc has a flange on the front which is two flanges to increase the strength. Attached to these
attached to the turbine shaft with a curvic coupling, this shaft flanges, at the top, is the rear mount.
goes forward through the centre of the IP shaft and connects
with the LP compressor shaft with splines. Also connected to
the rear of the stage 3 disc flange is a stubshaft, this is
connected to the inner race of the LP roller bearing to hold the
LP turbine in position at the rear.
The LP turbine case is a one-piece cylinder flanged and
bolted between the IP turbine case at the front, and the tail
bearing housing at the rear. Around the case is a cooling duct
through which cooling air flows. On the inner surface between
the NGV locations there are seal segments, which touch the
turbine blade shrouds.

LP Turbine Module (8)

Spring Loaded LP Turbine Bearing

It is possible when the engine is running within a certain
power range that the LP location bearing may suffer damage
from skidding due to load cross over. Load cross over is when
the LP location bearing is not axially loaded, either forwards or
rearwards; it is known that ball bearing skidding can be
eliminated if the bearing is always loaded axially.
On the Trent 700 engine the LP turbine rear stubshaft has, in
addition to a roller bearing, a spring-loaded ball bearing. The
bearing is part of a spring pack assembly housed within the
tail bearing housing. This spring pack ensures the LP location
bearing is loaded uni-directionally rearwards, thus eliminating
load cross-over and preventing the bearing skidding.

Spring loaded LP Turbine Bearing

External Gearbox Module

The external gearbox is a one-piece aluminium gearcase Gearbox Mounted Components
mounted on the lower part of the LP compressor case. The
Front Face
gearbox assembly transmits power from the engine to provide
drives for the accessories mounted on the gearbox front and • Air Starter Motor.
rear faces. During engine starting the gearbox also transmits
• No2 Hydraulic Pump (Blue hydraulics - Engine No 1 and
power from the air starter motor to the engine.
Yellow hydraulics - Engine No 2).
The gearbox also provides a means of hand turning the HP
• Centrifugal Breather.
rotor system through the centrifugal breather assembly for
maintenance purposes. • Dedicated Alternator.
The gearbox is driven from the HP rotor via the intermediate Rear Face
gearbox, an angle drive and lower bevel gearbox.
• No1 Hydraulic Pump (Green hydraulics on both engines).
The drives for the installed accessories are sealed by non-
contact air blown labyrinth seals fed by IP Compressor stage • Integrated Drive Generator (IDG).
8 air. The interface areas are protected by a drains system. • Oil Pumps
• LP/HP Fuel Pumps.

External Gearbox Module (06)

LP Compressor Case Module

The LP compressor case is made up of two aluminium cases
flanged and bolted together. The front case contains the LP
compressor and the rear case includes the Outlet Guide
Vanes (OGV). The outside construction of the front case is
made up of 72 axial ribs equally spaced between the front and
rear flange, between these ribs are diagonal ribs that form a
triangle, this type of construction is known as isogrid. Kevlar
material that has great strength is wrapped around the front
casing. This is to contain any failed blade released from the
disc. Opposite the blade track there is an attrition lining and at
each side of this there are acoustic linings.
The rear case includes an OGV outer ring to which are
attached, with bolts, 58 hollow titanium OGV's. The inner ends
of the vanes are attached to a torsion ring.
The titanium blades and the two outer titanium supports (‘A’
frames) connect the case to the core engine.

LP Compressor Case Module (07)

Gas Generator Fairings

Purpose
The gas generator fairings give a smooth inner surface to the
annulus through which the LP compressor air flows.
Location
Six fairings are installed over Zone 2, which is the area
around the front part of the IP compressor.
Description
Each fairing is made of carbon fibre with a honeycomb core.
The inner surface has a fireproof protection.
At the front edge bolts attach the fairings to the LP
compressor OGV torsion ring with floating anchor nuts. The
rear edge is attached to mounting brackets on the rear
support diaphragm with bolts and floating anchor nuts.
The fairings can be removed to give access to:
• The Variable Stator Vane (VSV) mechanism.
• The Variable Inlet Guide Vane (VIGV) mechanism.
• The front bearing oil pipes.
• 2 off IP Compressor borescope ports.

Gas Generator Fairings

Engine Left Hand View
Diagram to show the components on the left side of the Trent

700 engine.

Engine Left Hand View

Engine Right Hand View
Diagram to show the components on the right side of the

Trent 700 engine.
.

Engine Right Hand View

Maintenance Practices • Nicks.

Fan Blade Inspection - MM TASK 72-31-41-200-801 • Scores or dents.
Ensure the CNA cover FK24273 is installed • Loss of surface protection.
Examine blade surfaces for: Examine annulus filler seals for:
• Cracks. • Damage.
• Blueing or heat discolouration. • Missing seals.
• Nicks. The Maintenance Manual gives details of accept/reject
• Arc-burns. standards.
Examine blade tips for: Air Intake Fairing/Spinner inspection - MM TASK 72-35-
41-200-801
• Blueing or heat discolouration.
Examine the spinner for:
Examine blade root and leading edge for:
• Grooves, scores, cracks, delamination and loss of
• Nicks. polyurethane varnish and/or paint.
Examine blade leading and trailing edges for: • Missing rubber tip or filler.
• Bends. • Attachment flange cracking.
The Maintenance Manual gives details of accept/reject Examine fairing for:
standards and any applicable fly-on limits.
• Cracks, bulges and dents.
Annulus Filler Inspection - MM TASK 72-31-41-200-801
• Missing, loose or damaged ‘P’ seal.
Examine annulus fillers for:
Examine the make-up piece for:
• Cracks.
• Scores.
• Bends.
• Shank nuts with damaged threads.
• Distortion.
The Maintenance Manual gives details of accept/reject
Examine fillers outer surface for: standards and any applicable fly-on limits.

Blade Inspection / check

Maintenance Practices
Air Intake Fairing/Spinner and Make-up Piece Post SB72-C972 Make –up piece
Removal/Installation
• Hold the make-up piece and remove the 36 bolts.
WARNING:
• Install six slave bolts into the extraction holes in the make-
MAKE SURE CNA REAR COVER FK24273 IS INSTALLED. up piece flange and gradually tighten until the make-up piece
MOVEMENT OF AIR THROUGH THE ENGINE CAN CAUSE can be removed.
THE LP COMPRESSOR TO TURN VERY QUICKLY AND
CAUSE INJURY. • Place the make-up piece bottom down on a flat surface.
Removal Note The make-up piece weighs 40lb (18KG).

Installation
• Get access to air intake cowl.
Pre SB72-C972 Make-up piece
• Install work mats in air intake.
• Install the support ring in position ensuring the dowels
• Mark a line from the annulus filler surface across the
locate and the annulus filler pins locate to the ring.
make-up piece, fairing and spinner using the OMat 262
marker. • Tighten the bolts to the values given in the AMM.
• Remove fairing retaining bolts. Note The make-up piece weighs 17 lbs (8 kgs).
• Remove the fairing using extractor HU29255 and adapter • Install the make-up piece using the line made before
HU35451 to remove the fairing. removal as a guide.
Note The spinner weighs 11 lbs (5 kgs). • Attach to the support ring using 27 bolts and tighten to
torque values in the AMM.
• Remove the spinner.
• Install the spinner using the line made before removal as a
Pre SB72-C972 Make-up piece
guide.
• Hold the make-up piece and remove the 27 bolts.
Note The spinner weighs 11 lbs (5 kgs).
• Remove the make-up piece from the support ring and place
• Tighten the bolts to the values given in the AMM.
bottom down on a flat surface.
• Install the fairing and tighten the bolts to the values in the
• Remove the support ring.
AMM.
Note The make-up piece weighs 17 lbs (8 kgs).
Fairing / Spinner and Make up Piece Removal / Installation

Air Intake Fairing/Spinner and Make-up Piece General Notes
Removal/Installation - continued 1/ If the Fairing or the spinner is replaced it is not necessary
WARNING: to do Test 11 – The vibration survey (pre and post SB72-
C972.
MAKE SURE CNA REAR COVER FK24273 IS INSTALLED.
MOVEMENT OF AIR THROUGH THE ENGINE CAN CAUSE 2/ Pre 72-C972. The make-up piece and support ring are not
THE LP COMPRESSOR TO TURN VERY QUICKLY AND usually replaced on-wing. They are part of the Module
CAUSE INJURY. 01and carry the front plane balance weights. If it is
necessary to replace these components record the position
Installation
of all balance weights and install in the same position on
Post SB72-C972 Make-up piece the new part.
• Install the make-up piece using the line made during 3/ Post SB72-C972. The make-up piece is not usually
removal replaced on-wing. They are part of the Module 01and carry
the front plane balance weights. If it is necessary to
• Attach the make-up piece to the disc using 36 bolts.
replace this part.
• Tighten the bolts to the values given in the AMM. A/ Record the position of all balance weights and install
Note The make-up piece weighs 40lb (18KG). in the same position on the new part.
• Install the spinner using the line made before removal as a B/ Record the serial number.of the LP Compressor
guide. Disc on the new make-up piece.
Note The spinner weighs 11 lbs (5 kgs). C/ Ensure that there are no trim balance weights
installed on the new make-up piece.
• Tighten the bolts to the values given in the AMM.
D/ Carry out Test 11 – Engine Vibration Survey and if
• Install the fairing and tighten the bolts to the values in the required Test 16/16A LP Compressor Rotor Trim
AMM. Balance procedure.

Fairing / Spinner and Make up Piece Removal /

Installation
Maintenance Practices • forward approximately 1in (25mm) and lower the blade
back to the bottom of disc groove.
LP Compressor Blade Removal/Installation
WARNING: • pull the blade slowly forward until the rear shear key
engages in the front safety slot.
WHEN HANDLING THE LP COMPRESSOR BLADES USE
SUITABLE GLOVES TO AVOID INJURY FROM THE EDGES • Hold the blade and lift it radially until the rear shear key
OF THE BLADE. disengages from the front safety slot: then pull the blade
forward approximately 1in (25mm) and lower the blade
WARNING: back to the bottom of the disc groove.
THE WEIGHT OF THE BLADE IS 21 LBS (9.5 KG). • Pull the blade forward and remove it.
Removal • If a single blade is to be replaced make a note of the radial
• Remove air intake fairing/spinner and make-up piece. moment weight of the removed blade.
• Remove the support ring (preSB72-C972 only). • If a full set of fan blades is to be replaced or the blades are
to be redistributed for balance record the following:
• Using the OMat 262 marker, mark the blade and the
annulus fillers either side of the blade to be removed. • Position.
Correlate each annulus filler to the disc for refit purpose. • Radial Moment Weight.
• Make sure the blade to be removed is at the bottom. • Axial Moment Weight.
• Safety the LP compressor to the outlet guide vanes at three • Tangential Moment Weight.
equally spaced positions.
• NOTE:
• Pull annulus filler forward to disengage it from the disc and
then turn the annulus filler in the direction of its curve to • Fan Blades that have a 25,0 mm blue triangle marked on
clear the blade and remove it. the suction surface, 100,0 mm from outer tip and 50,0 mm
from the leading edge are to SB 72-C974 standard This
• Use extractor HU 29255 and adapter HU 37954 to remove modification introduces blade root flanks that are grit
the slider assembly. blasted, and a coating of Metco 58 is applied to improve
• Hold the blade and lift it radially until the two shear keys adhesion of the dry film lubrication (PL237).
disengage from their safety slots: then pull the blade

Fan Blade Slider assembly

LP Compressor Blade Removal/Installation
Installation
• Clean the fan blade and re-apply dry film lubricant to the • Lift and push the blade aft until the two shear keys engage
fan blade and disc. in their related safety slots. There will be a very distinctive
clicking sound as the shear keys locate into the safety
• Use a replacement blade with a radial moment weight as slots.
near as possible to that of the removed blade.
• Put the slider assembly into the opening of the disc groove
Subtract the radial moment weight of the removed blade
above the blade and push it aft.
from the radial moment weight of the replacement blade.
• Hit the slider assembly lightly with a soft face hammer to
If the moment weight difference (MWD) is between +100
make sure it is fully installed.
and -100 oz ins. of the removed blade then install the
blade. • Install the annulus fillers in their initial positions. Make sure
If the MWD is more than +100 or -100 oz ins. of the the seal fins are not turned back. There will be a distinctive
removed blade then it will be necessary to replace the clicking sound made as the annulus filler hooks locate into
blade opposite MM SUBTASK 72-31-41-420-050. position.
• Install the replacement blade. • Inspect the rear of each annulus filler to ensure they are
correctly located under the fan rear seal.
• Make sure the two shear keys are safetied to the blade with
rubber straps. • Pre 72-C972 – Install the support ring, make-up piece,
spinner and fairing (AMM 72-35-41-400-801)
• Make sure the position where the blade to be installed is at
the bottom (6 o’clock position). • Post 72-C972 – Install the make-up piece spinner and
fairing (AMM 72-35-41-400-801)
• Carefully lift the blade into the disc groove and push the
blade aft until the rear shear key comes against the disc • Remove the three safeties from the LP compressor.
front face.
• Lift and push the blade aft until the front shear key comes
against the disc front face.
• Lift and push the blade aft until the rear shear key engages
into the front safety slot.
SLIDER ASSEMBLY
.Maintenance Practices
LP Compressor Blade Tip Clearance Check
After replacing a single blade it is necessary to carry out a tip • If the tip clearance is more than the maximum limit do one
clearance check. of the following:
CAUTION: a) Repair the attrition lining to FRSG001.
THE CLEARANCE CHECK MUST BE CARRIED OUT WITH b) Replace the applicable LP Compressor Blade to get the
THE ENGINE ATTACHED TO THE PYLON AND THE required tip clearance.
GEARBOX INSTALLED OR THE RESULT OF THE
• If the tip clearance is less than the minimum limit do one
CLEARANCE CHECK WILL NOT BE ACCURATE.
of the following:
CAUTION:
a) Use OMat 5-97 Garnet paper on the attrition lining to
MAKE SURE THAT TOOLS, EQUIPMENT AND/OR decrease the thickness of the attrition lining to get the
PERSONS ARE NOT ON/IN THE LP COMPRESSOR CASE required tip clearance.
WHILE YOU DO THIS CHECK. THE ADDED WEIGHT ON
b). Replace the applicable LP Compressor Blade to get the
THE CASE CAN CHANGE ITS SHAPE WHICH CAN CAUSE
required tip clearance.
AN INCORRECT RESULT AND DAMAGE CAN OCCUR
• Carry out the LP compressor trim balance test No.16 (MM
With the replacement blade at bottom dead centre (6 o’clock
TASK 71-00-00-700-816).
position) measure the clearance between the blade tip and
the attrition lining. Note
• For the most accurate results pull the blade forwards and If the moment weight difference (MWD) is between +10 and
radially outwards. -10 oz ins. of the removed blade you do not have to do a fan
trim balance test. Do the vibration survey test No.11 (MM
• Measure and record the blade leading edge tip clearance TASK 71-00-00-700-811).
at position D.
• Measure and record the blade trailing edge tip clearance at
position E.
• Repeat for the required eight positions

Lp Compressor Rotor Blade tip and Annulus Filler

Clearance
. Maintenance Practices
Annulus Filler Removal/Installation
Removal
• Ensure the CNA cover has been installed. • Compressor washing fluid is the preferred lubricant but if
this is not available engine oil (Omat1011) may be used.
• Remove the spinner, fairing, make-up piece and location
ring (refer to SB 72 C972). • Locate the annulus fillers to their original position but
slightly forward of the disc.
• Use a temporary marker (Omat 262A) to number the
annulus fillers. • Push the filler rearwards to engage the filler hooks into the
fan disc. There maybe a very distinctive metallic click
• Apply the same number that has been written on the when the filler is correctly located,
annulus fillers to the disc. This is to ensure the annulus
fillers are re-fitted in the same position. • Inspect the filler for correct installation by ensuring that the
rear edge is underneath the LP Compressor Plate Seal.
• Pull the annulus filler forward to disengage it from the LP
Compressor Disc. Note: This inspection is very important as incorrect
fitment may result in the loss of the annulus filler during
• Carry on pulling the annulus filler forward and also turning engine operation.
in the direction of its curve to clear the blades. Be careful
not to scratch the blades as you remove the fillers from the • Use Fitting Tool- Fan Blade Assy (HU39483) to ensure the
engine. seal fins are in the correct position.
Installation • Ensure the forward edge of the filler is correctly aligned.
CAUTION
YOU MUST NOT USE PRE-SB72-B703 AND POST SB72- Note:
B703 ANNULUS FILLERS TOGETHER. THESE If more than five (5) annulus fillers have no position
STANDARDS ARE NOT INTERCHANGEABLE. IF YOU USE information or have to be replaced it is recommended that all
THESE STANDARDS TOGETHER, HIGH N1 VIBRATION of the annulus fillers be fitted in a light-heavy-light sequence.
AND ENGINE DAMAGE CAN OCCUR.
• Lubricate the annulus filler rubber seal with compressor
washing fluid (Omat1070) diluted with water to a ratio of 1
part compressor washing fluid to 4 parts water.
Fan Blade Annulus Fillers

A set is defined as:

Maintenance Practices N1 phase angle.
LP Compressor (Fan) Trim Balancing N1 displacement.
Collection of data via MCDU Fan Unbalance Menu N2 and N3 vib from both accelerometers.
Acquisition of 8 sets of points N1 speed.
Vibration data can be collected in flight or on the ground. N2 speed.
Flight vibration data may be collected automatically or at N3 speed.
selected speeds during stabilised cruise conditions in
readiness for trim balance on the ground. The data collected Date and UTC.
is speed, amount of unbalance (amplitude) and the position of Engine S/N.
out of balance (phase angle) when referenced to the number
one blade. Flight vibration data is useful when LP vibration is seen to rise
over a period of time.
8 N1 speeds can be selected through the MCDU menus in the
following N1 speed ranges: Acquisition during ground run
20-50%, 50-65%, 65-75%, 75-85%, 85-90%, 90-95%, 95-99% This menu allows you to acquire a vibration data set (same as
for flight acquisition) thanks to a display updated every 3
These selected speeds shall be memorised in NVM of the seconds.
EIVMU until they are next changed through MCDU menus.
Last Cruise FLT screen = max vib during last flight.
Default values are: 50, 60, 67, 76, 84, 88, 92, 96% RPM (+/-
2%). Previous Cruise FLT screen = Max vib during last 8 previous
flights.
At each of these speeds, 8 sets of points shall be stored, for
each of the last two flights, with the data being recorded: Flt N1 SPD Sets screen = Data collected during flight in sets
• Flight phase 6 (A/C in stabilised cruise). Ground Run ACQN = Vibration data collected during a ground
run.
• N1 Speed within the correct range (default value +/- 2%).
• N1 speed accuracy during data collection +/-1.5%.
• N1 speed stabilised for 15 seconds.

Fan Unbalance Menu

LP Compressor (Fan) Trim Balancing
Max Flight Vib Display Menu
Max Flight Vibrations Acquisition Note:
The EIVMU shall store in its NVM four levels of data during Exceedences of maximum vibration levels are not taken into
flight phase 6 (cruise), for each of the last 8 flights: account during the first three minutes of engine start up.
• N1, N2 and N3 vibrations.
• The max vibration level reached for each accelerometers
(A and B).
The following data shall also be acquired at the same time:
• Associated N1, N2 and N3 speeds.
• N1, N2 and N3 vibrations from both accelerometers.
• N1 phase angle from both accelerometers (A and B).
• Broadband vibrations from both accelerometers A and B).
• Engine S/N.
• Date and UTC (with tenth of minutes).
The time exposure (in seconds) above the maximum
operating levels, for each shaft theses are:
• 2,4 IPS for N1 vib.
Only one maximum value is stored for the whole range (RPM)
and for one leg, for each of the four-speed/sensor couples.

Max Flight Vib Display Menu

There are two methods of trim balancing the LP Compressor, - Speed (% N1).
trial weight method or one shot. The most common method - Amplitude (IPS).
used is the one shot method and this is summarised below.
Refer to the current AMM when carrying out any Trim Balance - Phase (Degrees).
procedure. • Decel engine to 82% and collect the same data. Allow
On-wing One Shot Procedure engine to stabilise for 30 seconds then record data as
previous.
One shot trim balancing may be carried out with the engine
on-wing using data collected during ground running or from • Decel engine to 79% and collect the same data. Allow
cruise flight information gained via the EIVMU. engine to stabilise for 30 seconds then record data as
previous.
Data Collection
• Decel engine to ground idle and shut down engine to
On Ground:
normal procedure.
Note:
• Average the data and calculate the required number of trim
a) Observe normal operating limits during this test. balance weights and there position.
b) Both engines may need to be run to stabilise the aircraft. Note:
c) It is recommended that data be collected from 3 runs then There is only one trim balance weight available (35 grams).
averaged at 79, 82, and 85% N1. However experience shows
that best results are obtained over the 75 to 85% N1 speed
range, with 80% being the best point to use if the trim balance
calculation is to be based on a single speed.
d) During ground running, engine N1 speeds in excess of 85%
can cause excessive aircraft buffeting.
Start engine to normal procedures. If engine is cold allow 5
minutes to warm up at ground idle.
• Accelerate engine to 85%N1. Allow engine to stabilise for 1
minute then record the following data (see Table 1):
TRIM BALANCE EXAMPLE

Maintenance practices Refer to the weight position figure and determine 202°. (If this
LP Compressor (Fan) Trim Balancing figure exceeds 360o then subtract 360o before determining
the bolt position). This coincides to a position between bolts
On-wing One Shot Procedure 30 and 31.
Example Table Calculation: Step 5 Weight Selection
Data recorded in flight and retrieved on the ground from the From the previous step it can be seen that weights need to be
MCDU. The data used for trim balance will be an average. fitted between holes 30 and 31. This is defined as being
• Amplitude (U) = 0.55 IPS (inches per second). “space centred.” If it was determined that the weight position
was directly in line with a bolt then it would be defined as “hole
• Speed = 85% N1. centred.”
• Phase Angle (A) = 63 degrees. As our example is space centred we must use Figure 3 and
Step 1 Table 5.
By using table 2 it can be seen that at 85%. Refer to table 5 and find the nearest figure to 34.2 oz.in in the
right column. (It is better to be slightly under rather than
• N1 the Mass Coefficient (K) = 62.1. over).
• Phase Adjust (B) = 139 degrees. In this example we will use 33.89 oz.in. Adjacent to this figure
Enter all the above data into Table 1. is a number in brackets (6). This is the number of trim
balance bolts required and the left column indicates how
Step 2 many pitches that the bolts will be fitted to around point B.
Multiply the amplitude (U) by the mass coefficient (K) to get Point B is the point of un-balance.
the Trim Amount.
Step 6
Trim Amount = 0.55 x 62.1 = 34.2 oz.in
Install the weights in the correct position using the asterix as
Step 3 the datum point (No 1 trim balance weight position).
Calculate the trim angular position by adding the phase adjust Operate the engine and check the LP Vibration. If it is not
(B) to the recorded phase angle (A). satisfactory re-lube the fan blade roots.
Trim Angle = 63+139 = 202 degrees.
Step 4
Weight Distribution Calculation Table

Step 2
Dependent on whether the original data being used for the
trim balance is Ground or Flight use table 2 to determine the
Mass Coefficient and the Phase Adjust.
In our example it can be seen that at 85%.
• N1 the Mass Coefficient (K) = 62.1.
• Phase Adjust (B) = 139 degrees.
Once the figures are known enter them into Table 1.

Influence Coefficients
On-wing One Shot Procedure
Step 4
Refer to the weight position figure and determine 202°. (If this
figure exceeds 360° then subtract 360° before determining the
bolt position). This coincides to a position between bolts 30
and 31.

Fan Trim Balance Weight Positions

Weight Selection
From the position found in the Trim Balance Weight Position
chart use either the Hole Centred or Space Centred peacock
charts to determine the number of trim balance weights
required.
From our example it can be seen that weights need to be
fitted between holes 30 and 31. This is defined as being
“space centred.” If it was determined that the weight position
was directly in line with a bolt then it would be defined as “hole
centred.”
As our example is space centred we must use Figure 3 and
Table 5.

Peacock Chart (Hole Centred)

Refer to table 5 and find the nearest figure to 34.2 oz.in in the
right column. (It is better to be slightly under rather than
over).
In this example we will use 33.89 oz.in. Adjacent to this figure
is a number in brackets (6). This is the number of trim
balance bolts required to be fitted. The left column indicates
how many pitches that the bolts will be fitted to around point
B.
Point B is the point of un-balance.

Peacock Chart (Space Centred)

ETOPS awareness
High N1 vibration may cause the pilot to shut down an engine
during flight. The most likely area that can cause high N1
vibration is the LP compressor, therefore it is important that
you observe the following: -
• Before removing blades and annulus fillers mark them so
that they can be put back in the same position on the disc
during replacement.
• Ensure all bolts are correctly torque loaded. Remember a
bolt that is missing causes out of balance.
• Before fitting a spinner make sure that no tools are left
inside the spinner or make-up piece or any item that should
not be there.
• Always make sure make-up piece, spinner and fairing
assembly go back in the same position as before removal.
• Make sure the annulus filler seal fins are not turned back.
Careful inspection of the blades, make-up piece, spinner and
fairing assembly is very important. Failure to notice damage
outside the accept/reject standard may lead to mechanical
failure and subsequent IFSD.

Engine Internal Inspection
WARNING: CAUTION:
YOU MUST NOT START BORESCOPE INSPECTION FOR DO NOT PUT TOO MUCH ANTI-SEIZE COMPOUND ONTO
2-3 HOURS AFTER ENGINE SHUTDOWN. THE ENGINE IS THE PLUG THREAD. IF TOO MUCH COMPOUND IS
HOT IMMEDIATELY AFTER SHUTDOWN AND CAN CAUSE APPLIED IT COULD GO INTO THE ENGINE AND CAUSE
BURNS OR DAMAGE TO BORESCOPE EQUIPMENT. DAMAGE.
WARNING: CAUTION:
YOU MUST DEACTIVATE THE THRUST REVERSER YOU MUST MAKE SURE THAT THE BORESCOPE TIP IS
BEFORE YOU DO WORK ON OR AROUND IT. THRUST NOT IN THE PATH OF THE BLADES WHEN YOU TURN
REVERSER CAN OPERATE ACCIDENTALLY AND CAUSE THE ENGINE. IF THE BORESCOPE AND BLADES TOUCH,
AN INJURY AND/OR DAMAGE. DAMAGE TO THE BORESCOPE/BLADES WILL OCCUR.
WARNING:
YOU MUST NOT GET CLEANING FLUID ON YOUR SKIN,
IN YOUR EYES OR IN YOUR MOUTH. YOU MUST WEAR
APPLICABLE GLOVES, EYE PROTECTION AND FACE
MASK. DO NOT BREATH THE FUMES FROM THE FLUID.
IF YOU GET CLEANING FLUID ON YOUR SKIN, IN YOUR
EYES OR MOUTH, FLUSH IT AWAY WITH WATER. GET
MEDICAL HELP IF YOU GET FLUID IN YOUR EYES OR
MOUTH. KEEP CLEANING FLUID AWAY FROM SPARKS
AND HEAT. CLEANING FLUID IS A POISONOUS,
FLAMMABLE SOLVENT, WHICH CAN CAUSE INJURY
AND/OR DAMAGE.

Borescope Access Ports
There are a total of 22 Borescope Ports on the Trent 700, 14 The second access port is located in the LP1 NGV to enable
on the core and 8 around the combustor. Excluding the viewing of trailing edge of the IP Turbine and also the leading
combustor the borescope ports are all on the right side of the edge of the LP Turbine stage 1.
core at approximately the 5 o’clock position. Access to the
LP Turbine
core borescope positions are by opening the right C Duct.
There are 3 borescope access ports on the LP Turbine
IP Compressor (module 08) to view the remaining LP Turbine stages.
To view the IP Compressor Stage 1 leading edge a fibrescope Access to view the trailing edge of the LP Turbine Stage 4 is
will be required to be inserted through the fan and fixed inlet gained though the exhaust.
guide vanes.
There are 4 borescope access ports on the IP Compressor
case to view the compressor. The lower right core fairing will
require removal to gain access to two of the borescope ports.
HP Compressor
There are 4 borescope access ports on the HP Compressor
case. The Inlet Cowl Anti Ice pipe will require removal to gain
access to the HP2S borescope port. The HP5S is the only
access port that is painted yellow. It also has a C Seal on it to
prevent the loss of any hot gases.
Combustion Chamber
There are 8 borescope access ports located radialy around
the combustion case, 3 of which have T30 thermocouples
located in them.
IP Turbine
There are 2 borescope access ports located in the module 05,
one in the IP NGV to view the leading edge of the IP Turbine
and the trailing edge of the HP Turbine.
Borescope Access Ports

Turning the Low Pressure (LP) system
WARNING: Safety Precaution
YOU MUST BE CAREFUL WHEN YOU DO WORK ON THE Make sure engine has been shut down for at least 5 minutes.
ENGINE PARTS AFTER THE ENGINE IS SHUT DOWN. The LP system can be turned by hand and entails the
THE ENGINE PARTS CAN STAY HOT FOR ALMOST 1 following procedure: -
HOUR.
• Install CNA rear cover.
WARNING:
• Position a suitable access platform in a safe position at the
YOU MUST NOT TOUCH HOT PARTS WITHOUT
air intake cowl.
APPLICABLE GLOVES. HOT PARTS CAN CAUSE INJURY.
IF YOU GET AN INJURY PUT IT INTO COLD WATER FOR • Put the intake mat into position in the air intake cowl. Make
10 MINUTES. sure red warning flag of the mat can be seen externally of
WARNING: the intake cowl.
MAKE SURE THAT THE CNA COVER IS INSTALLED • Enter the intake cowl.
MOVEMENT OF AIR THROUGH THE ENGINE CAN CAUSE • Hand turn the LP compressor.
THE LP COMPRESSOR TO TURN VERY QUICKLY AND
CAUSE INJURY. • When task is complete ensure all equipment is removed.
WARNING:
TAKE CARE TO AVOID INJURY TO FINGERS AND HANDS
WHEN YOU TURN THE LP SYSTEM.

Hand Turning the LP System

Turning the Intermediate Pressure (IP) System
Opening of the VIGV/VSV Vanes
Before the IP system turning tool can be used, it is necessary
to open the VIGV's as follows: -
• Open the fan cowl doors.
• Open thrust reverser 'C' ducts.
• Drain the HP fuel system into a clean container IAW the
MM.
• Get access to the VIGV actuators by removing the gas
generator fairings.
• Attach the correct spanner to the spanner flats on the VIGV
bellcrank and pull the actuator rams to the retracted
position (VIGV's open).
• Remove spanner and replace gas generator fairings.
Note:
More fuel may drain as the actuator rams are retracted.

VIGV / VSV Mechanical System

Turning the Intermediate Pressure (IP) System
The IP system is turned using tool may be turned using one of HU40324
two tools available. The tool numbers are:
This tool is a simple Tufnell rod, which requires insertion into
HU40324 and HU38122. the IP Compressor through the fan blades.
Note: Note:
The same warnings and cautions apply as for turning the LP The same warnings and cautions apply as for turning the LP
system. system.
Turning the IP system is as follows: - Turning the IP system is as follows: -
HU 38122 • Before install the turning tool ensure the LP Compressor is
secured to prevent it rotating.
• Before installing the turning tool turn the clamp using the
lever through 180o and lock the thumbnut. • Open the VIGV/VSV system
• Put the turning tool (HU38122) through the LP compressor • Put the turning tool through the LP Compressor Blades at a
blades, inlet guide vanes and variable inlet guide vanes at position that is comfortable and onto the leading edge of
approximately top dead centre. the IP Compressor Stage 1.
• Position the turning tool on the forward edge of the inlet • Push the turning tool (HU40324) in and out of the IP
guide vanes (see diagram). Compressor inlet to turn the IP System.
• Loosen thumb nut and turn the clamp back through 180o Note:
• Ensure clamp is engaged on the trailing edge of the inlet The IP System can only turned in one direction with this tool.
guide vane and tighten thumbnut.
• Turn hand knob clockwise to turn the IP system.
• On completion loosen thumbnut and turn clamp through
180o to disengage clamp from trailing edge of inlet guide
vane and remove turning tool.
• Carry out fuel leak test IAW the MM.

IP Hand Turning
Turning the High Pressure (HP) System
Hand turning the HP system is done using a special tool
installed through the breather housing. This position can be
used to turn the HP system clockwise or counter-clockwise.
The procedure is as follows: -
• Open the fan cowl doors.
• Remove the two bolts and remove breather cover.
• Remove and discard seal.
• Carefully install H.P system turning tool E2J52189 or
HU40025.
• Using breather cover bolts and washers secure turning tool
to breather housing.
Note:
The maximum torque to be applied to the tool is 44 lbf/ft (5,96
m.daN).
• When hand turning is completed remove the two bolts and
washers and carefully remove tool.
• Install new sealing ring to breather cover and fit breather
cover to breather housing.
• Torque load the bolts to the correct figure.

Hand Turning the HP System

External Gearbox Drive Shaft Removal/Installation
Removal
• Remove the nuts that secure the upper shroud.
• Using 3 extraction screws lower upper shroud as far as
possible.
• Remove extraction screws.
• Remove nuts and shroud retaining segments from the
lower shroud.
• Using 3 extraction screws lift the lower shroud as far as
possible.
• Remove extraction screws.
• Remove the bolts that connect the drive shaft to the drive
shaft coupling and adapter.
• Using 3 extractor screws move drive shaft down until it
touches the stop of the driving bevel gearshaft.
• Manually hold drive shaft coupling and drive shaft adapter.
Then turn the drive shaft coupling by ½ a spline until you
can move the two parts up.
• Remove the drive shaft with upper and lower shrouds.
• Remove and discard all sealing rings.
Installation
Installation is the reverse procedure of the removal sequence
ensuring new seal rings are fitted and the correct lubrication
and torque loading procedures are adhered to.

External Gearbox Removal / Replacement

End of Section

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SECTION 3 - ENGINE MECHANICAL ARRANGEMENT

(ATA Chapter 72)

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Main Rotating Assemblies

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Main Rotating assemblies

Engine Main Bearing Arrangement

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Engine Bearing Arrangment

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Trent Modular Breakdown

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LP Compressor Module (1)

IP Compressor Module (2)

Intermediate Case Module

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Intermediate Case Module (3)

HP System Module Combustion Chamber and Outer Case

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HP System Module (4)

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IP Turbine Module (5)

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LP Turbine Module (8)

Spring Loaded LP Turbine Bearing

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Spring loaded LP Turbine Bearing

External Gearbox Module

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External Gearbox Module (06)

LP Compressor Case Module

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LP Compressor Case Module (07)

Gas Generator Fairings

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Gas Generator Fairings

Engine Left Hand View

Diagram to show the components on the left side of the Trent

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Engine Left Hand View

Engine Right Hand View

Diagram to show the components on the right side of the

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Engine Right Hand View

Maintenance Practices • Nicks.

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Blade Inspection / check

Removal Note The make-up piece weighs 40lb (18KG).

Fairing / Spinner and Make up Piece Removal / Installation

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Fairing / Spinner and Make up Piece Removal /

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Fan Blade Slider assembly

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Lp Compressor Rotor Blade tip and Annulus Filler

Fan Blade Annulus Fillers

A set is defined as:

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Fan Unbalance Menu