TCDS E39NE

Engines of models described herein conforming with this data sheet (which is part of Type Certificate Number E39NE) and other approved data on file with the Federal Aviation Administration, meet the minimum standards for use in certificated aircraft in accordance with pertinent aircraft data sheets and applicable portions of the Federal Aviation Regulations, provided they are installed, operated, and maintained as prescribed by the approved manufacturer's manuals and other approved instructions. TYPE CERTIFICATE (TC) HOLDER: Rolls-Royce, Deutschland Ltd. & Co. KG Eschenweg 11, 15827 Blankenfelde-Mahlow, Germany TYPE CERTIFICATE (TC) RECORD: Rolls-Royce, plc transferred TC E39NE to Rolls-Royce Deutschland on February 21, 2019 I. MODELS RB211 Trent 768-60 RB211 Trent 772-60 RB211 Trent 772B-60 TYPE RATINGS (See NOTE 1) Maximum continuous Thrust pounds at sea level static Takeoff (5 minutes) Thrust pounds at sea level static Equivalent bare engine thrust High by-pass turbofan (by-pass ratio of 5.17:1 for the 768-60 and 5.05:1 for the 772-60 and 772B-60), axial flow, three-shaft. Single-stage low pressure fan driven by four stage turbine. Eight stage intermediate pressure compressor driven by single stage turbine. Six-stage high pressure compressor driven by single stage turbine. Annular combustion chamber. 60410(2) 63560(4) 63560(4) 67500(1) 71100(3) 71100(5)(6) 68400 72000 72000 (1) (2) (3) (4) (5) (6) Flat rated to ISA + 15oC for all altitudes. ISA + 15oC up to 20,000 feet varying linearly to ISA +10oC at 25,000 feet ISA + 10oC above 25,000 feet. ISA + 15oC up to 8,000 feet varying linearly to ISA + 10oC at 10,000 feet ISA + 10oC above 10,000 feet. ISA + 15oC up to 5,000 feet varying linearly to ISA + 10oC at 10,000 feet ISA + 10 oC above 10,000 feet. ISA + 22oC up to 2,000 feet varying linearly to ISA + 15oC at 5,000 feet ISA + 15oC up to 8,000 feet varying linearly to ISA + 10oC at 10,000 feet ISA 10oC above 10,000 feet. The Trent 772B-60 has the same ratings as the 772-60 except between 2,000 ft and 8,000 ft altitude or when the ambient temperature is greater than ISA +15oC, where the 772B-60 produces increased thrust at take- off ratings. The magnitude of this increase varies with altitude and ambient temperature and is limited to a maximum of 5.4%. * PAGE 1 2 3 4 5 6 7 8 REV. 8 1 8 6 5 5 8 5 TCDS NUMBER E39NE U.S. DEPARTMENT OF TRANSPORTATION REVISION: 8 DATE: August 6, 2024 FEDERAL AVIATION ADMINISTRATION ROLLS-ROYCE, Deutschland Ltd. & Co. KG TYPE CERTIFICATE DATA SHEET E39NE MODELS: RB211 TRENT 768-60 RB211 TRENT 772-60 RB211 TRENT 772B-60 LEGEND: "- -" INDICATES "SAME AS PRECEDING MODEL" "---" NOT APPLICABLE NOTE: SIGNIFICANT CHANGES IF ANY, ARE BLACK-LINED IN THE LEFT MARGIN. TCDS E39NE PAGE 2 I. MODELS RB211 Trent 768-60 RB211 Trent 772-60 RB211 Trent 772B-60 PRINCIPAL DIMENSIONS, inches Length From front fan case flange to rear of CNA Radius, maximum CENTER OF GRAVITY - complete powerplant Aft from powerplant station 100 Below centerline Stbd. from engine centerline CENTER OF GRAVITY - basic engine Aft from powerplant station 100 Below centerline Stbd. from engine centerline WEIGHT Dry Powerplant Basic Engine ENGINE PARTICULARS BUILD STND RR Drawing Introduction Sheet (DIS) 222 54 - - - - - - - - 28.2 1.4 0.1 - - - - - - - - - - - - 25.4 1.6 0.2 - - - - - - - - - - - - 14368 11023 - - - - - - - - Basic engine is the dry powerplant less nacelle, intake, cowl doors, CNA and thrust reverser. 2150 Issue 4 2141 Issue 3 2179 Issue 1 FUELS APPROVED FUELS OILS APPROVED OILS OIL CONSUMPTION OIL CAPACITY Nominal total system capacity Nominal oil tank capacity Minimum useable oil (including effect of attitude) COMPONENTS ELECTRONIC FULL AUTHORITY FUEL CONTROL Fuel control Fuel pump Fuel metering unit IGNITION SYSTEM Ignition system plugs Ignition system units EQUIPMENT See relevant Engine Operating Instructions for approved oils. 1.42 U.S. pints/hour overall inflight maximum for unrestricted operation. 93.9 U.S. pints 49.2 U.S. pints 32.5 U.S. pints - - - - - - RB211 Trent 768-60 RB211 Trent 772-60 RB211 Trent 772B-60 Lucas EEC 2000-03AB1 Argotech 721400 Lucas FMU 700 MK1 - - - - - - Lucas EEC 2000-06BE1 - - - - Champion CH34691 Simmonds 430081 - - - - - - - - For identification of equipment approved for use on these engines, refer to Chapter 1 of appropriate Rolls-Royce Drawing Introduction Sheet (DIS). TCDS E39NE PAGE 3 CERTIFICATION BASIS 14 CFR 21.29 and 14 CFR part 33 effective February 1, 1965, amendments 33- 1 through 33-15. Pursuant to 14 CFR 21.29(a)(1)(ii), the Type Certificate was issued in validation of the British Civil Aviation Authority Certification Standards JAR-E change 8 plus OP E/91/1 which was found to provide a level of safety equivalent to that provided by 14 CFR part 33, amendment 33-15. MODEL APPLICATION ISSUED/ DELETED DATE REVISED RB211 TRENT 768-60 RB211 TRENT 772-60 RB211 TRENT 772B-60 FEB 12 1992 FEB 12 1992 MAR 2, 1998 NOV 1, 1994 NOV 1, 1994 OCT 9, 1998 The aviation authority for the United Kingdom, the UK Civil Aviation Authority (CAA), originally type certificated this engine. The FAA validated this product under U.S. Type Certificate Number E39NE. Effective September 28, 2003, the European Aviation Safety Agency (EASA) began oversight of this product on behalf of the UK. IMPORT REQUIREMENTS The following models comply with 14 CFR part 34, amendment 7A , effective May 24, 2024. See NOTE 11 for detailed summary of the certification basis for fuel venting and exhaust emissions: RB211 TRENT 768-60; RB211 TRENT 772-60; and RB211 TRENT 772B-60. To be considered eligible for installation on U.S. registered aircraft, each new engine to be exported to the United States with UK CAA or EASA airworthiness approval shall have a Joint Aviation Authorities (JAA) or EASA Form 1, Authorized Release Certificate. The JAA or EASA Form 1 should state that the engine conforms to the type design approved under the U.S. Type Certificate E39NE, is in a condition for safe operation and has undergone a final operational check. Additional guidance is contained in FAA Advisory Circular 21-23, "Airworthiness Certification of Civil Aircraft, Engines, Propellers, and Related Products Imported into the United States." NOTES Notes 1 through 20, which follow. NOTE 1. The engine ratings are based on static test stand operation under the following A & B conditions: A. (1) Compressor inlet air at 59oF and 29.92” Hg. (2) No aircraft accessory loads or optional air extraction. (3) 100% air intake recovery corrected from the datum air intake system defined by drawing ATF12161 or approved alternatives. (4) Engine exhaust system defined by Common Nozzle Assembly (CNA) FK16544, Jet Pipe FK 16545, and Tail Plug FK 16507. (5) Turbine gas temperature and rotor speed limitations are not exceeded. B. Equivalent Bare Engine Thrust (LBF) The equivalent bare thrust (lbf) is rated thrust excluding the losses of propulsion fan duct and thrust reverser and jet pipe washed by the fan stream. NOTES TCDS E39NE PAGE 4 NOTE 2. MAXIMUM PERMISSIBLE ENGINE ROTOR SPEEDS (%) 100% HP = 10,611 RPM 100% IP = 7,000 RPM 100% LP = 3,900 RPM Maximum takeoff (5 minutes) (See NOTES 18, 19 and 20) HP 100.0 IP 103.3 LP 99.0 Maximum overspeed (20 seconds) HP 100.0 IP 103.3 LP 99.0 Maximum reverse thrust (30 seconds) LP 80.8 NOTE 3. MAXIMUM PERMISSIBLE TEMPERATURES TURBINE GAS TEMPERATURE (TGT) oC Starting Below 50% N3 (ground starting) Below 50% N3 (inflight starting) Above 50% N3 Takeoff (5 minutes) Maximum continuous (unrestricted) Overtemperature (20 seconds) 700 Momentary max. during start or relight 850 850 900 May be used up to 10 minutes in the event of one engine failure. 850 920 Fuel Maximum temperature at outlet from HP fuel pump (oC) Unrestricted Max. during transient overshoots on reducing rpm (15 min. limit) 120 140 Oil Combined scavenge temperature (oC) Minimum for starting Minimum for opening up Maximum for unrestricted use -40 50 190 NOTE 4. FUEL AND OIL PRESSURE LIMITS Fuel MINIMUM FUEL PRESSURE Between sea-level and 41,000 feet, not less than 5 psig plus true fuel vapor pressure, measured at inlet to engine LP fuel pump. Oil Minimum acceptance for flight Ground idle to 70% HP rpm Above 95% HP rpm Minimum to complete flight Ground idle and 70% HP rpm Above 95% HP rpm 35 psig 60 psig 24 psig 50 psig TCDS E39NE PAGE 5 NOTE 5. MAXIMUM PERMISSIBLE COMPRESSOR AIR BLEEDS Air delivery for aircraft services, excluding powerplant anti-icing. The air is automatically scheduled from the engine IP stage 8 and HP stage 6 compressor bleed ports via two valves in the aircraft ducting which select the appropriate supply in response to signals sensing HP compressor delivery pressure (P30), IP compressor delivery pressure (P25) and altitude together with a synthesized HP compressor delivery temperature (T30Syn). With valve controller ABG SEMCA DRG 6764A010000 the switchover from the HP to the IP compressor delivery port occurs at engine power settings where the following conditions are met: (a) T30Syn is greater than 450oC + 2.5oC and P30 is greater than 75 psi + 2.5 ambient pressure or (b) Altitude is greater than 26,000 ft + 250 and P30 is greater than 85 psi + 2.5 ambient pressure or (c) P25 is greater than 40 psi + 4.0 ambient pressure. Maximum HP6 bleed, (% of gas generator compressor flow); This bleed decreases linearly between the values listed below for the low idle and switchover points. 1. Normal operation: i. Low Idle ii. At switchover point (1.26 EPR) 2. Abnormal (one engine inoperative): i. Low Idle ii. At switchoverpoint (1.26 EPR) 11.6 5.2 12.7 5.8 Maximum IP8 bleed (5 of gas generator compressor flow); This bleed (IP8) decreases linearly between the values listed below for the switchover and maximum continuous points) 1. Normal operation: i. At switchover point ii. Max. continuous iii. Above max. continuous 2. Abnormal (one engine inoperative): i. At switchover point ii. Max. continuous iii. Above max. continuous 4.5 3.1 2.4 5.3 4.0 2.9 Maximum LP bleed (% of fan flow) 1. Normal & Abnormal (one engine inoperative): i. From low idle to max. continuous ii. Above max. continuous 1.23 0.96 Maximum HP3 bleed for powerplant anti-icing (% of HPC inlet flow); This bleed decreases linearly between the values listed below for the 1450K TET and max. continuous points) 1. Normal & Abnormal (one engine inoperative): i. From low idle to 1450K TET ii. Max. continuous iii. Above max. continuous 0.75 0.69 0.44 TCDS E39NE PAGE 6 NOTE 6. SHAFT POWER EXTRACTION LIMITATIONS Accessory drive provisions (continuous power as listed may be extracted under all engine operating conditions) MODELS DRIVE ROTATION (AS VIEWED) FROM GEARBOX) SPEED RATIO TO HP ROTOR SPEED TORQUE (lb - in) CONTINUOUS MAXIMUM IN- STANTANEOUS OVERHANG (IN - LB) ALL MODELS STARTER IDG HYDRAU LIC PUMPS Rear pump Front pump CW CW CW CW 1.00057 0.855 0.4002 0.3919 SEE BELOW 2956 1500 1500 SEE BELOW 5000 1730 1730 290 1300 183 183 CW = CLOCKWISE CCW = COUNTERCLOCKWISE Max starter torque varies with air temperature as follows: Air temperature (oC) Max torque (lb - in) 10 -20 -40 7440 8640 10800 NOTE 7. Power settings, power check, and control of the engine output is to be based on Rolls-Royce (RR) engine charts included in RR Operating Instructions referring to engine pressure ratio (EPR). Pressure probes are included in the engine for this purpose. NOTE 8. Life limited parts are identified in the Engine Manual. NOTE 9. This engine approval includes bare engine plus thrust reverser, engine mounting feet and links, core engine cowlings, and engine accessories, coolers, filters, harness, and instrumentation transmitters as defined in the appropriate RR DIS. Hydraulic pumps and IDG are aircraft supply. NOTE 10. RB211 series manuals under CAA requirements accepted as equivalent to 14 CFR 33.4 and 14 CFR 33.5 requirements are: MODEL RB211- OPERATING INSTRUCTIONS MAINTENANCE MANUAL INSTALLATION MANUAL ENGINE MANUAL TRENT 768-60 TRENT 772-60 F-TRENT-A330 F-TRENT-A330 M-TRENT-A330 M-TRENT-A330 EL 2837 EL 2837 E-TRENT-IRR E-TRENT-IRR TRENT 772B-60 F-TRENT-A330 M-TRENT-A330 EL 2837 E-TRENT-1RR Each of the documents listed below must state that it is approved by the European Aviation Safety Agency (EASA) or, for approvals made before September 28, 2003 by the United Kingdom Civil Aviation Authority. Any such documents including those approved under a delegated authority, are accepted by the FAA and are considered FAA approved. • Service bulletins, • Structural repair manuals, • Vendor manuals, • Aircraft flight manuals, and • Overhaul and maintenance manuals. • Technical Variances These approvals pertain to the type design only. TCDS E39NE PAGE 7 NOTE 11. The following emissions standards promulgated in 14 CFR part 34, amendment 7A, effective May 24, 2024, and 40 CFR part 1031, effective December 23, 2022, have been complied with for: RB211 TRENT 768 -60; RB211 TRENT 772- 60; and RB211 TRENT 772B-60. Fuel Venting Emission Standards: 14 CFR §§ 34.10(a) and 34.11; in addition, 40 CFR 1031.30(b). Smoke Number (SN) Emission Standards: 14 CFR 34.21(e)(2); in addition, 40 CFR 1031.60(a)(5). Carbon Monoxide (CO) Emission Standards: 14 CFR 34.21(d)(1)(ii); in addition, 40 CFR 1031.60(d). Hydrocarbons (HC) Emission Standards: 14 CFR 34.21(d)(1)(i); in addition, 40 CFR 1031.60(c). Oxides of Nitrogen (NOX) Emission Standards: 14 CFR 34.23(b)(1); in addition, 40 CFR 1031.60(e)(5). non-volatile Particulate Matter (nvPM) Mass Concentration Emission Standards: 14 CFR 34.25(a)(1) and 40 CFR 1031.60(a)(6) (Tier 10) nvPM Mass and Number Emission Standards: 14 CFR 34.25(a)(2) and 40 CFR 1031.60(b)(2) (Tier 11 in-production) In addition to the FAA’s finding of compliance based on the certification requirements defined in this TCDS, the engine manufacturer has declared that the ICAO emissions standards identified in Annex 16, Volume II, Fourth Edition, Part III, Chapter 2, Section 2.2.2 for SN, Section 2.3.2 for CO and HC, Section 2.3.2.e for NOx (also known as CAEP/8), Chapter 4, Section 4.2.2.1 for nvPM Mass Concentration (CAEP/10), Section 4.2.2.2 for nvPM Mass and Number (CAEP/11), and Part II Chapter 2 for fuel venting have also been demonstrated. NOTE 12. The engine is fitted with a Digital Electronic Engine Fuel Control system in which the software meets the "critical" standard of RTCA DO-178A/ED12A. NOTE 13. In icing conditions, the engine may be operated satisfactorily at LP rotor speeds (N1) down to low idle. Minimum corresponding N1 at low idle for these engines is 21.4 percent. NOTE 14. These engines are fitted with an independent IP and LP spool overspeed governor. Dispatch with this item unserviceable is not permitted. NOTE 15. These engines satisfy the certification basis as defined in this Data Sheet when operating with the FADEC in reversionary control mode. NOTE 16. VARIANTS RB211 Trent 768-60 RB211 Trent 772-60 RB211 Trent 772B-60 Basic model. Same as basic model except for increased thrust rating. Same as 772-60 model except for increased takeoff thrust ratings at altitude between 2,000 feet and 8,000 feet. NOTE 17. The RB211 Trent 700 series engines have been approved to operate with certain faults present in the control system, based on satisfaction of 14 CFR part 33 requirements and appropriate 14 CFR part 25 control system reliability requirements. The following criteria exist as dispatch and maintenance requirements for the engine control system. Fault Class 1 Level A: Fault Class 1 Level B: Fault Class 2: No dispatch allowed Dispatchable; maximum operating interval for Fault Class 1 level B fault(s) is 150 operating hours Dispatchable; maximum operating interval for Fault Class 2 fault(s) is 500 operating hours Fault levels Class 1 and 2 constitute Rolls -Royce nomenclature. The airframe manufacturers may use different nomenclature in adapting these fault categories to the aircraft maintenance and display systems; however, the maximum operating intervals are restricted as shown above. NOTE 18. The take-off rating and its associated operating limitations may be used for up to 10 minutes in the event of engine out contingency, but their use is otherwise limited to no more than 5 minutes. NOTE 19. Post modification 73-C780, the maximum Take-off speeds for the LP and HP shafts are increased to 99.5% and 100.7% respectively. The speed signals transmitted to the aircraft, however, are trimmed in order to maintain the same cockpit indicated Maximum Take-off speeds as the pre-modification standard, i.e., 99.0% and 100.0%. TCDS E39NE PAGE 8 NOTE 20. Post modification 73-E502 for the data entry plug for the selection of increased HP redline speed, the maximum take-off speed for the HP shaft is increased to 101.7%. However the speed signal transmitted to the aircraft is trimmed to maintain the same cockpit indication as the pre mod standard i.e. 100.0%. ----END----