when did rolls royce start making plane engines
1914
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as a basis for the first British armoured car used in both world wars. Aero-engine manufacture began in 1914 because the government requested it. Rolls-Royce's Eagle, the first example was made in 1915, was the first engine to make a non-stop trans-Atlantic crossing by aeroplane when in June 1919 two Eagles powered the converted Vickers Vimy bomber on the transatlantic flight of Alcock and Brown. In 1921 Rolls-Royce opened a new factory in Springfield, Massachusetts in the United States (to help meet demand) where a further 1,701 "Springfield Ghosts" were built. This factory operated for 10 years, closing in 1931.
Rolls-Royce Limited
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engine. When World War I broke out in August 1914, Rolls-Royce (and many others) were taken by surprise. As a manufacturer of luxury cars, Rolls-Royce was immediately vulnerable, and Claude Johnson thought the bank would withdraw its overdraft facility on which Rolls-Royce depended at that time. Nevertheless, believing that war was likely to be short-lived the directors initially decided not to seek government work making aero engines. However, this position was quickly reversed and Rolls-Royce was persuaded by the War Office to manufacture fifty air-cooled V8 engines under licence from Renault. Meanwhile, the Royal Aircraft Factory asked Rolls-Royce to design
Rolls-Royce Limited
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Rolls-Royce Nene The Rolls-Royce RB.41 Nene is a 1940s British centrifugal compressor turbojet engine. The Nene was a complete redesign, rather than a scaled-up Rolls-Royce Derwent with a design target of 5,000 lbf, making it the most powerful engine of its era. It was Rolls-Royce's third jet engine to enter production, and first ran less than 6 months from the start of design. It was named after the River Nene in keeping with the company's tradition of naming its early jet engines after rivers. The design saw relatively little use in British aircraft designs, being passed over in favour of
Rolls-Royce Nene
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Rolls-Royce Deutschland Rolls-Royce Deutschland is a subsidiary of aircraft engine maker Rolls-Royce plc with facilities at Dahlewitz outside Berlin and Motorenfabrik Oberursel at Oberursel near Frankfurt am Main. It was formerly BMW Rolls-Royce (BRR), a joint venture company between BMW and Rolls-Royce established in 1990 to produce the BR700 family of jet engines. Rolls-Royce took full control of the company in 2000, renaming it Rolls-Royce Deutschland. As well as continuing to produce the Rolls-Royce BR700 family of turbofans, the subsidiary is also involved in the Europrop TP400 engine for the Airbus A400M military transport plane. Rolls-Royce Deutschland has inherited responsibility
Rolls-Royce Deutschland
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in September 2011 and the business continued to trade as Tognum AG until January 2014, when it was renamed Rolls-Royce Power Systems AG. Rolls-Royce Holdings confirmed in March 2014 that they would purchase Daimler AG's 50% stake in the joint venture. Daimler AG will continue to supply engines to Rolls-Royce as part of existing long term supply agreements which run to 2025, this results from smaller MTU engines being derived from Daimler AG's range of diesel engines used in their on-highway commercial vehicles. Rolls-Royce will fund the acquisition through a mixture of cash and some borrowing, paying Daimler AG around
Rolls-Royce Power Systems
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the specialist coachbuilders completely in-house by buying the remaining capital of Park Ward Limited which since 1936 in conjunction with Rolls-Royce had been building short production runs of all-metal saloon bodies on Bentley chassis. In 1959 Rolls-Royce bought coachbuilder H J Mulliner and the two businesses were put together as H J Mulliner Park Ward. Luxury cars did not fit with the new mood of postwar austerity. After starting design and development of what became their C series diesel engine range in 1948 Rolls-Royce began to produce diesel engines in 1951. By 1955 it provided diesel engines for automotive, railway,
Rolls-Royce Limited
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to Ernest Hives. Hives took the problem to the Ministry of Supply, telling Lord Beaverbrook that he already had his hands full making Merlin aero engines, and Rolls-Royce would want £1 million to its credit and 'no interference' to make tank engines, Beaverbrook telegrammed back, An order for 1,000 engines followed, and a new tank design specification was created: A27M, splitting design of the Meteor powered Cromwell away from Leyland to Birmingham Railway Carriage and Wagon Company (BRC&W) resolved the cooling problems, ultimately delivering before Leyland's version, although production leadership later switched back to Leyland when BRC&W could not keep
Rolls-Royce Meteor
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bombers and also allied aircraft such as the American P-51 Mustang and some marks of Kittyhawk. Experimental engines were developed as alternatives for high performance aircraft such as the H-24 configuration Rolls-Royce Eagle 22, the two-stroke Rolls-Royce Crecy and the Rolls-Royce Pennine and Rolls-Royce Exe, the Exe being the only one of these last three engines to fly. However the successful development of the Merlin and Griffon, and the introduction of jet engines precluded significant production of these types. Production of Rolls-Royce designed aircraft piston engines ceased in 1955 with the last variants of the Griffon. Between 1961 and 1981
Rolls-Royce aircraft piston engines
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No British company could offer anything like it, and when Fairey imported 50 of the type (renaming them as the "Fairey Felix") the Air Ministry had enough and ordered Napier and Rolls-Royce to start work on cast-block engines of their own. Arthur Rowledge, one of Napier's chief engineers and the designer of the Napier Lion engine, became fed up with management and left for Rolls. In this one move any Napier design effort ended while Rolls' received a boost. Applying every known advance since the D-12 was introduced, Rowledge designed the new engine to use supercharging at all altitudes, allowing
Rolls-Royce Kestrel
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Rolls-Royce was licensed to build the Teledyne Continental range of light aircraft piston engines including the Continental O-520. As of 2017 examples of the Falcon, Griffon, Kestrel and Merlin remain airworthy. Various types of Rolls-Royce aircraft piston engines are on public display at the following museums: Rolls-Royce aircraft piston engines Rolls-Royce produced a range of piston engine types for aircraft use in the first half of the 20th Century. Production of own-design engines ceased in 1955 with the last versions of the Griffon, licensed production of Teledyne Continental Motors general aviation engines was carried out by the company in the
Rolls-Royce aircraft piston engines
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turn Rolls-Royce from a significant player in the aero-engine industry into a global leader. Already in the early 1970s, the engine was reckoned by the company to be capable of at least 50 years of continuous development. The RB211 was officially superseded in the 1990s by the Rolls-Royce Trent family of engines, the conceptual offspring of the RB211. In 1966, American Airlines announced a requirement for a new short-medium range airliner with a focus on low-cost per-seat operations. While it was looking for a twin-engined plane, the aircraft manufacturers needed more than one customer to justify developing a new airliner.
Rolls-Royce RB211
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engine project and its facilities, Rover was given the contract and production equipment to make Meteor tank engines, which continued until 1964. Although Rolls-Royce under Stanley Hooker were soon to be able to start producing the Whittle-designed W.2B/23 engine (known within Rover as the B.23, later named by Rolls-Royce the Welland), they evaluated the 4 Lombard/Herriot re-designed Rover W.2B/B.26 engines under test at the time of the takeover, and selected the Rover design for their own jet engine development (it became the Rolls-Royce Derwent engine). After the Second World War, the company abandoned Helen Street and bought the two shadow
Rover Company
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Rolls-Royce/Snecma Olympus 593 The Rolls-Royce/Snecma Olympus 593 was an Anglo-French afterburning (reheated) turbojet which powered the supersonic airliner Concorde. It was initially a joint project between Bristol Siddeley Engines Limited (BSEL) and Snecma. It was based on the Bristol Siddeley Olympus 22R engine. Rolls-Royce Limited acquired BSEL in 1966 during development of the engine making BSEL the Bristol Engine Division of Rolls-Royce. Until regular commercial flights by Concorde ceased, the Olympus turbojet was unique in aviation as the only afterburning turbojet powering a commercial aircraft. The overall thermal efficiency of the engine in supersonic cruising flight (supercruise) was about 43%,
Rolls-Royce/Snecma Olympus 593
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many Rolls-Royce B range engines are still in use. Rolls-Royce B range engines The Rolls-Royce B range was a range of petrol engines first intended to be installed in a car but in 1943 developed into a range to power the British Army's wheeled vehicles. The Alvis Saladin and Rolls-Royce Phantom IV were fitted with 8-cylinder versions. The B range of engines were all of the inline configuration, with crossflow inlet-over-exhaust cylinder heads and were naturally aspirated. They were heavily rationalized engines, which made use of as many common parts across the range as possible, for example, the 8 cylinder
Rolls-Royce B range engines
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250 engines have been produced, of which approximately 16,000 remain in service, making the Model 250 one of the highest-selling engines made by Rolls-Royce. Allison Model 250 The Allison Model 250, now known as the Rolls-Royce M250, (US military designations T63 and T703) is a highly successful turboshaft engine family, originally developed by the Allison Engine Company in the early 1960s. The Model 250 has been produced by Rolls-Royce since it acquired Allison in 1995. In 1958, the Detroit Diesel Allison division of General Motors was chosen by the US Army to develop a new light turbine engine to power
Allison Model 250
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At the end of 1972 Rolls-Royce Motors employees in the United Kingdom were 5,855 in the car division and 2,311 in the Diesel division, a total of 8,166 people. In May 1973 it was sold to Rolls-Royce Motors Holdings Limited in preparation for its public flotation. At that time the Car Division as well as making cars and special coachwork carried out investment foundry work and the machining of aero-engine components and produced piston engines for light aircraft together with other petrol and multi-fuel engines. Both divisions carried out development work for H M Government. The car division's headquarters were
Rolls-Royce Limited
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insisted on the continuation of its trijet heritage. Although from the start it was intended that the A340 would be powered by four CFM56-5 turbofan engines, each capable of , Airbus had also considered developing the aircraft as a trijet due to the limited power of engines available at the time, namely the Rolls-Royce RB211-535 and Pratt & Whitney JT10D-232 (redesignated PW2000 in December 1980). As refinements in the A340's design proceeded, a radical new engine option was offered by International Aero Engines, a group comprising Rolls-Royce, Pratt & Whitney, Japanese Aero Engines Corporation, Fiat and MTU Aero Engines (MTU).
Airbus A340
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Rolls-Royce Limited Rolls-Royce was a British luxury car and later an aero engine manufacturing business established in 1904 by the partnership of Charles Rolls and Henry Royce. Building on Royce's reputation established with his cranes they quickly developed a reputation for superior engineering by manufacturing the "best car in the world". The First World War brought them into manufacturing aero engines. Joint development of jet engines began in 1940 and they entered production. Rolls-Royce has built an enduring reputation for development and manufacture of engines for defence and civil aircraft. In the late 1960s Rolls-Royce became hopelessly crippled by its
Rolls-Royce Limited
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eventually supplanted by gas turbine engines, which exhibit even more favourable power-to-size and power-to-weight ratios. Some of the most significant Merlin-powered hydroplanes include: The Meteor was a tank engine developed from the Merlin in World War II. It was detuned, did not have a supercharger, and ran on lower-octane pool petrol (as did the early Merlins). Manufacture was transferred from Rolls-Royce to Rover, who developed the smaller Meteorite V-8 engine from it. Rolls-Royce Merlin alternative uses The Rolls-Royce Merlin, although designed as an aero engine, was used in other applications both on land and at sea. A derivative called the
Rolls-Royce Merlin alternative uses
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engine was not ready the chassis was incomplete. Three-cylinder engines were quite popular in the early years of motoring, and one was part of the ambitious programme of the new company. The layout produced less vibration than 2-cylinder engines and was much simpler to make than a six-cylinder with its long crankshaft. However, Royce was making his range of engines using a standard two-cylinder block, putting two together for the four-cylinder and three for the six. The three-cylinder engine did not fit in with this production, having each of its cylinders cast separately, and this is thought to be the
Rolls-Royce 15 hp
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a cotton mill that Rover used to produce the production version of Whittles gas turbine and was purchased by Rolls Royce in 1943. The model number of many Rolls Royce jet engines start with the initials RB (e.g. RB199) which stands for Rolls Barnoldswick, as Rolls Royce aero's design centre was situated in Barnoldswick. Hope Technology, a manufacturer of mountain bike parts such as disc brakes, hubs, and headsets, is based in Barnoldswick. Albert Hartley Textiles is the last remaining textiles mill in the town and is a big employer for the local area. Originally there were 13 mills in
Barnoldswick
7021797
Rolls-Royce RB401 The Rolls-Royce RB.401 was a two-spool business jet engine which Rolls-Royce started to develop in the mid-1970s as a replacement for the Viper. RB.401-06 prototype engines were already being manufactured when a decision to develop the higher thrust RB.401-07 was taken. Although ground testing of both the -06 and -07 continued into the early 1980s, a lack of funds caused the project to be cancelled. Although the basic configuration of both engines was almost identical, the -07 variant had a larger fan diameter. The -06 version HP compressor was based on the eight-stage version of the RC34B research
Rolls-Royce RB401
45869
E65 7 Series was BMW's first model to use a 6-speed automatic transmission. In 2002, the Z4 two-seat coupe/convertible replaced the Z3. In 2004, the 1 Series hatchbacks replaced the "3 Series Compact" models like BMW's entry-level models. 2003 Rolls-Royce Phantom was the first Rolls-Royce vehicle produced under BMW ownership. This was the end result of complicated contractual negotiations that began in 1998 when Rolls-Royce plc licensed use of the Rolls-Royce name and logo to BMW, but Vickers sold the remaining elements of Rolls-Royce Motor Cars to Volkswagen. In addition, BMW had supplied Rolls-Royce with engines since 1998 for use
BMW
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Rolls-Royce Holdings Rolls-Royce Holdings plc is a British multinational public limited company incorporated in February 2011 that owns Rolls-Royce, a business established in 1904 which today designs, manufactures and distributes power systems for aviation and other industries. Rolls-Royce is the world’s second-largest maker of aircraft engines and has major businesses in the marine propulsion and energy sectors. All of its shares are tradeable on the London Stock Exchange and other markets. Rolls-Royce was the world's 16th largest defence contractor in 2011 and 2012 when measured by defence revenues. It had an announced order book of £71.6 billion as of January
Rolls-Royce Holdings
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million, because Rolls-Royce plc had recently had joint business ventures with BMW. BMW's contract to supply engines and components to Rolls-Royce Motors allowed BMW to cancel the contract with 12 months' notice. Volkswagen would be unable to re-engineer the Rolls-Royce and Bentley vehicles to use other engines within that time frame. With the Rolls-Royce brand identification marks split between the two companies and Volkswagen's engine supply in jeopardy, the two companies entered into negotiations. Volkswagen agreed to sell BMW the Spirit of Ecstasy and grille shape trademarks and BMW agreed to continue supplying engines and components until 2003. Volkswagen continued
Rolls-Royce Motor Cars
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a hollow wide-chord unsnubbered fan to improve efficiency. It also used more advanced materials, including titanium in the HP compressor and carbon composites in the nacelle. Later engines incorporate some features (e.g. FADEC) from improved models of the -524. Rolls-Royce RB211 The Rolls-Royce RB211 is a British family of high-bypass turbofan engines made by Rolls-Royce plc. Mismanagement of the initial development and consequent cost issues led to the effective nationalisation of Rolls-Royce Limited, in order to save the workforce and the engine businesses important to the nation and many other aerospace and aircraft operating companies. The engines are capable of
Rolls-Royce RB211
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Rolls-Royce aircraft piston engines Rolls-Royce produced a range of piston engine types for aircraft use in the first half of the 20th Century. Production of own-design engines ceased in 1955 with the last versions of the Griffon, licensed production of Teledyne Continental Motors general aviation engines was carried out by the company in the 1960s and 1970s. Examples of Rolls-Royce aircraft piston engine types remain airworthy today with many more on public display in museums. In 1915, the Eagle, Falcon, and Hawk engines were developed in response to wartime needs. The Eagle was very successful, especially for bombers. It was
Rolls-Royce aircraft piston engines
19957958
Rolls-Royce B range engines The Rolls-Royce B range was a range of petrol engines first intended to be installed in a car but in 1943 developed into a range to power the British Army's wheeled vehicles. The Alvis Saladin and Rolls-Royce Phantom IV were fitted with 8-cylinder versions. The B range of engines were all of the inline configuration, with crossflow inlet-over-exhaust cylinder heads and were naturally aspirated. They were heavily rationalized engines, which made use of as many common parts across the range as possible, for example, the 8 cylinder versions used 2 sets of the oil bath air
Rolls-Royce B range engines
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is still in service, the Dornier Do 31 reached flight testing status but did not enter service. The new aircraft types required advanced lift jet engines with high thrust-to-weight ratios, development programmes for new powerplants employing vectored thrust or vertically mounted pure lift engines ran concurrently with the aircraft designs. Engine types included the Bristol Siddeley BS.100, Rolls-Royce Medway and Pegasus, Rolls-Royce/MAN Turbo RB153/RB193, Rolls-Royce RB.108 and the RB.162. All of the NATO requirements had been withdrawn by April 1967. Research flight testing continued with the Dornier Do 31 until the project was cancelled in 1970, VAK 191B flight testing
NBMR-3
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the engine was interesting in its own right, but the additional exhaust thrust at high speed could have made it a useful stop gap between engines such as the Rolls-Royce Merlin and anticipated jet engines. Serial numbers were even, because Rolls-Royce practice was to have even numbers for engines rotating clockwise when viewed from the front. The reciprocating sleeve valves were open-ended, rather than sealing in a junk head. The open end uncovered the exhaust ports high in the cylinder wall at the bottom of the sleeves' stroke, leaving the ports cut into the sleeve to handle the incoming charge
Rolls-Royce Crecy
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Minister of Aircraft Production and the Boards of Rover and Rolls-Royce, the Rover jet factory at Barnoldswick was exchanged for the Rolls-Royce Meteor tank engine factory in Nottingham. A handshake sealed the deal. Rover handed over a total of 32 W.2B/23 engines to Rolls-Royce as well as four "straight-through" W.2B/26 engines, developed by Rover's Adrian Lombard. The W.2B/23 became the RB.23 Welland and the W.2B/26 became the RB.26 Derwent. Adrian Lombard moved with the engines from Rover to Rolls-Royce. Stanley Hooker helped in the task of ironing out the remaining problems, and things soon improved. A flight-quality /23 was fitted
Rolls-Royce Welland
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this work had to be put aside in favour of the simpler turbojet designs with shorter introduction times. The ending of the war changed priorities dramatically and, by 1946, Rolls-Royce agreed that existing engines like the Rolls-Royce Avon were advanced enough that it was time to start work on new concepts like bypass. In a bypass design some of the air from the compressor bypasses the hot core of the engine — the combustion chambers and turbine — and by being channelled around the outside of this section and from then out of the back of the engine where it
Rolls-Royce Conway
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leading to a formal agreement was signed in April 1957. The take over of Sentinel (Shrewsbury) Ltd by Rolls-Royce Ltd in 1956 for the manufacture of the Rolls-Royce diesel engines put the future locomotive production of any sort at Shrewsbury in doubt. Rolls-Royce had agreed to complete the steam locos on order, and four steam receiver locos ordered by Dorman Long in 1956, but only after much discuss did Rolls-Royce decide in 1957 to design and build a diesel locomotive of similar weight and power to the 200 hp steam locomotive. THR would assist in the design and development of
Thomas Hill (Rotherham) Ltd
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Rolls-Royce Meteor The Rolls-Royce Meteor and later the Rover Meteor was a British tank engine developed in the Second World War. It was used in British tanks up to 1964. It was developed from the Rolls-Royce Merlin aero-engine by W. A. Robotham and his chassis design and development division at Clan Foundry, Belper, as they were not involved in aero-engine work and his engineers were under-used. With the aid of engineers from Leyland, who were engaged in tank work, he considered RR's two V12s. The Kestrel, while having more power than the existing "Liberty" or Meadows engines, did not provide
Rolls-Royce Meteor
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engine proposed for the Vickers Superb DB.265 (VC10), with four engines powering the high capacity transatlantic airliner. There are perhaps many reasons why the RB.178 failed to take off and chief among them was the refusal of Boeing to accept the Rolls-Royce engine on the transatlantic 747. The RB.178 was cancelled in May 1966 and in June 1966 Rolls-Royce indicated it did not want to go head to head with P&W in a battle to power the Boeing 747. However, in September 1966 Rolls-Royce revealed to the world its decision to launch an Advanced Technology Engine (A.T.E) family covering thrusts
Rolls-Royce RB211
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of which 76 were built. Rolls-Royce Hawk The Rolls-Royce Hawk was a British aero engine designed by Rolls-Royce in 1915. Derived from one bank of six cylinders of the Rolls-Royce Eagle, it produced 75 horsepower at 1,370 rpm. Power was progressively increased to 91 hp by February 1916, and 105 hp by October 1918. After Rolls-Royce made the prototypes, the Hawk was manufactured under licence by Brazil Straker in Bristol between 1915 and 1918. During this period 204 engines were built, and the Hawk earned a reputation for high reliability. Many engines of this type were used to power the
Rolls-Royce Hawk
6608087
Rolls-Royce Hawk The Rolls-Royce Hawk was a British aero engine designed by Rolls-Royce in 1915. Derived from one bank of six cylinders of the Rolls-Royce Eagle, it produced 75 horsepower at 1,370 rpm. Power was progressively increased to 91 hp by February 1916, and 105 hp by October 1918. After Rolls-Royce made the prototypes, the Hawk was manufactured under licence by Brazil Straker in Bristol between 1915 and 1918. During this period 204 engines were built, and the Hawk earned a reputation for high reliability. Many engines of this type were used to power the SSZ class coastal patrol airships
Rolls-Royce Hawk
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outbid by Volkswagen AG, which offered £430m. Volkswagen AG acquired the vehicle designs, model nameplates, production and administrative facilities, the Spirit of Ecstasy and Rolls-Royce grille shape trademarks, but not the rights to the use of the Rolls-Royce name or logo, which are owned by Rolls-Royce Holdings plc. In 1998, BMW started supplying components for the new range of Rolls-Royce and Bentley cars—notably V8 engines for the Bentley Arnage and V12 engines for the Rolls-Royce Silver Seraph, however, the supply contract allowed BMW to terminate its supply deal with Rolls-Royce with 12 months' notice, which would not be enough time
Bentley
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Rolls-Royce RR500 The Rolls-Royce RR500 is a family of small gas turbine engines being developed by Rolls-Royce Corporation . The RR500TP turboprop variant is intended for use in small aircraft. The RR500TS is the turboshaft variant designed for light helicopters. The RR500 is a larger derivative of the Rolls-Royce RR300 turboshaft, with the engine core scaled-up for increased power. The basic weight of the engine with accessories is 250 lb (113 kg). The model produces around 500 shp (373 kW) for takeoff and can produce in continuous use. Like its predecessor the Rolls-Royce Model 250 and all turbine engines (including
Rolls-Royce RR500
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(Trent XWB). Its overall share of the markets in which it competes is around 40%. Sales of the Trent family of engines have made Rolls-Royce the second biggest supplier of large civil turbofans after General Electric, relegating rival Pratt & Whitney to third position. In keeping with Rolls-Royce's (sometimes neglected) tradition of naming its jet engines after rivers, this engine is named after the River Trent in the Midlands of England. Singapore Airlines is currently the largest operator of Trents, with five variants in service or on order. When Rolls-Royce was privatised in April 1987, its share of the large
Rolls-Royce Trent
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the VAG W-12 engine. Rolls-Royce–Bentley L-series V8 engine The Rolls-Royce–Bentley L-series V8 engine was introduced in 1959 and is still in production. Built in Crewe, it was used on most Rolls-Royce and Bentley automobiles in the four decades after its introduction and is still used in the Bentley Mulsanne. With BMW's acquisition of the rights to use the Rolls Royce name in 1998, Rolls-Royce Motor Cars began using BMW supplied V12 engines but Bentley Motors Limited under Volkswagen ownership continued to use highly modified versions of the L series on its Arnage, Brooklands and Mulsanne models, with VAG W-12 engines
Rolls-Royce–Bentley L-series V8 engine
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Rolls-Royce–Bentley L-series V8 engine The Rolls-Royce–Bentley L-series V8 engine was introduced in 1959 and is still in production. Built in Crewe, it was used on most Rolls-Royce and Bentley automobiles in the four decades after its introduction and is still used in the Bentley Mulsanne. With BMW's acquisition of the rights to use the Rolls Royce name in 1998, Rolls-Royce Motor Cars began using BMW supplied V12 engines but Bentley Motors Limited under Volkswagen ownership continued to use highly modified versions of the L series on its Arnage, Brooklands and Mulsanne models, with VAG W-12 engines being used in its
Rolls-Royce–Bentley L-series V8 engine
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the Ricardo E65 engine achieved the equivalent of for the complete engine. By June 1945 a total of 1,060 hours had been run on the V12 engines with a further 8,600 hours of testing on the V-twins. The fate of the six Crecy engines remains unknown. The Crecy proved a unique exercise and Rolls-Royce did not develop any other two-stroke aero engines, the whole concept of advanced piston engines at that time being overtaken by the advent of the practical jet engine. In the Summer of 1941 Supermarine Spitfire Mk II "P7674" was delivered to Hucknall and fitted with a
Rolls-Royce Crecy
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Rolls-Royce claims a 60% market share. The Trent 700 family powers the Airbus A330. It first entered service on Cathay Pacific's A330s in March 1995. Rolls-Royce Trent 700 The Rolls-Royce Trent 700 is a three spool high bypass turbofan aircraft engine, developed from the RB211, and is the first variant of the family of Trent engines. When Airbus was planning its new A330 twin-jet in the late 1980s, Rolls-Royce proposed a version of the MD-11's proposed but orphan Trent 600, the Trent 680, to power it. However, as the A330's design weight increased, it became clear that more thrust would
Rolls-Royce Trent 700
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Rolls-Royce Spey The Rolls-Royce Spey (company designations RB.163 and RB.168 and RB.183) is a low-bypass turbofan engine originally designed and manufactured by Rolls-Royce that has been in widespread service for over 40 years. A co-development version of the Spey between Rolls-Royce and Allison in the 1960s is the Allison TF41. Intended for the civilian jet airliner market when it was being designed in the late 1950s, the Spey concept was also used in various military engines, and later as a turboshaft engine for ships known as the Marine Spey, and even as the basis for a new civilian line, the
Rolls-Royce Spey
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continue to supply engines for the cars and would allow Volkswagen use of the Rolls-Royce name and logo. On 1 January 2003, only BMW would be able to name cars "Rolls-Royce", and Volkswagen Group's former Rolls-Royce/Bentley division would build only cars called "Bentley". The last Rolls-Royce from the Crewe factory, the Corniche, ceased production in 2002, at which time the Crewe factory became Bentley Motors Limited, and Rolls-Royce production was relocated to a new entity in Goodwood, England known as Rolls-Royce Motor Cars. Despite losing control of the Rolls-Royce marque to BMW, however, the former Rolls-Royce/Bentley subsidiary retains historical Rolls-Royce
Rolls-Royce Motors
6616752
Rolls-Royce Goshawk The Rolls-Royce Goshawk was a development of the Rolls-Royce Kestrel that used evaporative or steam cooling. In line with Rolls-Royce convention of naming piston engines after birds of prey, it was named after the goshawk. The engine first ran in 1933 and provided 660 horsepower (490 kW). Only a few engines were built as the aircraft designs intended to use it were not adopted by the Royal Air Force. The Goshawk was used to power the Short Knuckleduster, the Supermarine Type 224 (a predecessor to the Supermarine Spitfire) and other prototype aircraft. The Goshawk was developed from the
Rolls-Royce Goshawk
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Rolls-Royce RB211 The Rolls-Royce RB211 is a British family of high-bypass turbofan engines made by Rolls-Royce plc. Mismanagement of the initial development and consequent cost issues led to the effective nationalisation of Rolls-Royce Limited, in order to save the workforce and the engine businesses important to the nation and many other aerospace and aircraft operating companies. The engines are capable of generating of thrust. Originally developed for the Lockheed L-1011 TriStar, it entered service in 1972 and was the only engine to power this type of aircraft. The RB211 engine was the first production three-spool engine, and it was to
Rolls-Royce RB211
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its turn, became part of Northern Engineering Industries (NEI) in 1981, and the company name became the unwieldy NEI-Allen Limited – Crossley Engines. NEI themselves, in 1988, were taken over by Rolls Royce plc, and the company became part of the Allen Power Engineering – Crossley Engines division of the Rolls-Royce Industrial Power Group. This, in turn, became Crossley Engines division of Rolls-Royce Power Engineering, continuing to produce the Crossley-Pielstick range until 1995. The Crossley Works on Pottery Lane was closed on 27 February 2009, with what remains of the business being relocated to a Rolls-Royce factory in Dunfermline. Demolition
Crossley
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Rolls-Royce C range engines The Rolls-Royce "C range" was a series of in-line 4, 6 and 8 cylinder diesel engines used in small railway locomotives, construction vehicles, marine and similar applications. They were manufactured by the Rolls-Royce Oil Engine Division, initially at Derby and later at Shrewsbury, from the 1950s through to 1970s. Although officially termed the "C range", they were best known for the most common C6SFL six-cylinder variant. Most had an output of around 200 bhp, with 233 bhp for the final models. Their construction was a conventional water-cooled vertical inline 6 four-stroke diesel engine of . Most
Rolls-Royce C range engines
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the competing Pratt & Whitney Canada PT6), it will use jet fuel rather than avgas. It is also claimed to require less frequent maintenance than piston engines of similar power, albeit with the higher maintenance costs associated with turbine engines. A RR500TS turboshaft variant was also under development. Development of the RR500 was suspended in 2012. Rolls-Royce RR500 The Rolls-Royce RR500 is a family of small gas turbine engines being developed by Rolls-Royce Corporation . The RR500TP turboprop variant is intended for use in small aircraft. The RR500TS is the turboshaft variant designed for light helicopters. The RR500 is a
Rolls-Royce RR500
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about August 1940. Ernest Hives, head of the Rolls-Royce aero engine division, wanted to stop work on the Exe, Peregrine, and Vulture to concentrate on the Merlin and Griffon engines. An enlarged version, the Rolls-Royce Pennine, was built later in the war, but cancelled as jet engines became the company's focus. The Exe was named after the River Exe, although Rolls-Royce later transferred the use of river names to its gas turbine engines. Originally intended for the Supermarine Type 322 and Fairey Barracuda the Exe was only test flown in a Fairey Battle, the first flight taking place on 30
Rolls-Royce Exe
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Such a speciality was naturally suited to the aero-thermodynamics of jet engines in which the optimisation of airflow in compressor, combustion chambers, turbine and jet pipe, is fundamental. Hives agreed to supply key parts to help the project. Also, Rolls-Royce built a compressor test rig which helped Whittle solve the surging problems (unstable airflow in the compressor) on the W.2 engine. In early 1942 Whittle contracted Rolls-Royce for six engines, known as the WR.1, identical to the existing W.1. When Rolls-Royce became involved, Ray Dorey, the manager of the company's Flight Centre at Hucknall airfield on the north side of
Frank Whittle
6178110
Rolls-Royce Trent 700 The Rolls-Royce Trent 700 is a three spool high bypass turbofan aircraft engine, developed from the RB211, and is the first variant of the family of Trent engines. When Airbus was planning its new A330 twin-jet in the late 1980s, Rolls-Royce proposed a version of the MD-11's proposed but orphan Trent 600, the Trent 680, to power it. However, as the A330's design weight increased, it became clear that more thrust would be required, and Rolls proposed the Trent 720, the first member of the Trent 700 series. In April 1989 Cathay Pacific became the first customer
Rolls-Royce Trent 700
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and 16 lift jets engines mounted in sponsons either side of the fuselage (eight per side). The engines under main consideration were the Rolls-Royce RB.220 turbofan for forward propulsion and the Rolls-Royce RB.202, a high bypass ratio lift turbofan engine using technology developed for the Rolls-Royce RB.162 lift jet. Both engines were themselves design studies by Rolls-Royce and it was feared that there would be delays in their development due to the company's problems at the time. One new engine type also considered for main propulsion was the 'SNECMA M.56', which became the CFM International CFM56. Variations using fewer lift
Hawker Siddeley HS.141
14227226
6 and 8 cylinder models. These marine models were all of the vertical arrangement. Marine gearing options included M.R.F.10 3B, M.R.F.16B, M.R.F.16B/1B and M.R.F.21/B units from Self-Changing Gears Ltd, of Coventry and Thornycroft Type B units from Transport Equipment (Thornycroft) Ltd. of Reading. Rolls-Royce C range engines The Rolls-Royce "C range" was a series of in-line 4, 6 and 8 cylinder diesel engines used in small railway locomotives, construction vehicles, marine and similar applications. They were manufactured by the Rolls-Royce Oil Engine Division, initially at Derby and later at Shrewsbury, from the 1950s through to 1970s. Although officially termed the
Rolls-Royce C range engines
2951241
for the Tay, Spey and IAE V2500 two shaft turbofans and the Dart turboprop from the parent company, allowing the Derby site to concentrate on its three shaft civil turbofans. Rolls-Royce Deutschland Rolls-Royce Deutschland is a subsidiary of aircraft engine maker Rolls-Royce plc with facilities at Dahlewitz outside Berlin and Motorenfabrik Oberursel at Oberursel near Frankfurt am Main. It was formerly BMW Rolls-Royce (BRR), a joint venture company between BMW and Rolls-Royce established in 1990 to produce the BR700 family of jet engines. Rolls-Royce took full control of the company in 2000, renaming it Rolls-Royce Deutschland. As well as continuing
Rolls-Royce Deutschland
19264107
other Italian airlines, while, in the military arena, Alfa Romeo concentrated mainly on piston engines used by the Italian Army. In 1974, Alfa Romeo began a collaboration with Rolls-Royce to design, develop and assemble gas turbines. In 1975 the workforce employed by Alfa Romeo Avio had grown to 2,000 workers, although by 1980 this had settled to 1,300 employees. The company focused its work on supporting Pratt & Whitney, Rolls-Royce and General Electric engines. However, development of indigenous engines did not halt. In 1979, Alfa Romeo achieved another milestone as it was the first Italian company to design, develop and
Alfa Romeo Avio
8243905
burst into flames. The plane lost contact with Multan International Airport control tower two minutes after takeoff. Everyone on board died instantly. It was reported that the post-impact fire was so intense that no-one on board could have survived. The aircraft was a Fokker F-27 registered as AP-BAL. The aircraft was manufactured in February 1964 and had a total flying hours of 73,591. The engines, produced by Rolls Royce, were manufactured in 1958. The Inspection Form from Engine Log Book containing all relevant run-up data was despatched to Rolls Royce, Germany. It was determined that all the parameters were in
Pakistan International Airlines Flight 688
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1:45 p.m. on 14 June, whilst the Handley Page team were conducting yet another test, the Vickers plane took off from Lester's Field. Alcock and Brown flew the modified Vickers Vimy, powered by two Rolls-Royce Eagle 360 hp engines which were supported by an on-site Rolls Royce team led by engineer Eric Platford. It was not an easy flight. The overloaded aircraft had difficulty taking off the rough field and only barely missed the tops of the trees. At 17:20 the wind-driven electrical generator failed, depriving them of radio contact, their intercom and heating. An exhaust pipe burst shortly afterwards,
Transatlantic flight of Alcock and Brown
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a new engine. Despite initial reluctance they agreed, and during 1915 developed Rolls-Royce's first aero engine, the twelve-cylinder Eagle. This was quickly followed by the smaller six-cylinder Hawk, the Falcon and, just before the end of the war, the larger Condor. Throughout World War I, Rolls-Royce struggled to build aero engines in the quantities required by the War Office. However, with the exception of Brazil Straker in Bristol Rolls-Royce resisted pressure to license production to other manufacturers, fearing that the engines' much admired quality and reliability would risk being compromised. Instead the Derby factory was extended to enable Rolls-Royce to
Rolls-Royce Limited
60885
Rolls-Royce chassis, and adapted Rolls-Royce engines, and are described by critics as badge-engineered Rolls-Royces. In preparation for war, Rolls-Royce and the British Government searched for a location for a shadow factory to ensure production of aero-engines. Crewe, with its excellent road and rail links, as well as being located in the northwest away from the aerial bombing starting in mainland Europe, was a logical choice. Crewe also had extensive open farming land. Construction of the factory started on a 60-acre area on the potato fields of Merrill's Farm in July 1938, with the first Rolls-Royce Merlin aero-engine rolling off the
Bentley
2933072
Rolls-Royce Conway The Rolls-Royce RB.80 Conway was the first turbofan in the world to enter service. Development started at Rolls-Royce in the 1940s, but it was used only briefly in the late 1950s and early 1960s before other turbofan designs were introduced that replaced it. The Conway powered versions of the Handley Page Victor, Vickers VC10, Boeing 707-420 and Douglas DC-8-40. The name "Conway" is the English spelling of the River Conwy, in Wales, in keeping with Rolls' use of river names for gas turbine engines. In early jet engines the exhaust was much faster and hotter than it had
Rolls-Royce Conway
7982067
most likely buyer was BMW, which already supplied engines and other components for Rolls-Royce and Bentley cars, but BMW's final offer of £340 million was beaten by Volkswagen's £430 million. A stipulation in the ownership documents of Rolls-Royce dictated that Rolls-Royce plc, the aero-engine maker, would retain certain essential trademarks, including the Rolls-Royce name and logo if the automotive division was sold. Although Vickers plc sold the vehicle designs, nameplates, administrative headquarters, production facilities, Spirit of Ecstasy and Rolls-Royce grille shape trademarks to Volkswagen AG, Rolls-Royce plc chose to license the Rolls-Royce name and logo to BMW AG for £40
Rolls-Royce Motor Cars
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the joint venture company, which also now incorporates Rolls-Royce's existing Bergen engine business, is listed on the Frankfurt Stock Exchange. Following the acquisition of Goodrich by United Technologies Corporation in July 2012, Rolls-Royce announced it would purchase Goodrich's 50% share of Aero Engine Controls to become wholly owned by Rolls-Royce Plc and a part of the Rolls-Royce Group. In May 2014, Rolls-Royce sold its energy gas turbine and compressor business to Siemens for £785 million. In 1990, BMW and Rolls-Royce established the BMW Rolls-Royce joint venture to produce the BR700 range of engines for regional and corporate jets, including the
Rolls-Royce Holdings
4676822
Rolls-Royce Derwent The Rolls-Royce RB.37 Derwent is a 1940s British centrifugal compressor turbojet engine, the second Rolls-Royce jet engine to enter production. Essentially an improved version of the Rolls-Royce Welland, itself a renamed version of Frank Whittle's Power Jets W.2B, Rolls inherited the Derwent design from Rover when they took over their jet engine development in 1943. Performance over the Welland was somewhat increased and reliability dramatically improved, making the Derwent the chosen engine for the Gloster Meteor and many other post-World War II British jet designs. When Rover was selected for production of Whittle's designs in 1941 they set
Rolls-Royce Derwent
8132527
Rolls-Royce Gem The Rolls-Royce Gem is a turboshaft engine developed specifically for the Westland Lynx helicopter in the 1970s. The design started off at de Havilland (hence the name starting with "G") and was passed to Bristol Siddeley as the BS.360. When Rolls-Royce bought out the latter in 1966, it became the RS.360. The Gem's three-shaft engine configuration is rather unusual for turboshaft/turboprop engines. Basic arrangement is a four-stage axial LP (Low Pressure) compressor, driven by a single stage LP turbine, supercharging a centrifugal HP (High Pressure) compressor, driven by a single stage HP turbine. Power is delivered to the
Rolls-Royce Gem
7982090
industrial, earth-moving and marine use. Sentinel (Shrewsbury) Limited was bought in 1956. Sentinel made machine tools and industrial locomotives. Rolls-Royce took over Sentinel's Shrewsbury factory for diesel engine production and all its diesel work was transferred there. West Riding manufacturer of diesel shunting locomotives, Thomas Hill (Rotherham) Limited, was added to the group in 1963. In 1973 when Shrewsbury activities were put under the umbrella of new owner, Rolls-Royce Motors, the range of diesel engines included: In 1907, Charles Rolls, whose interests had turned increasingly to flying, tried unsuccessfully to persuade Royce and the other directors to design an aero
Rolls-Royce Limited
6998258
Rolls-Royce Tyne The Rolls-Royce RB.109 Tyne is a twin-shaft turboprop engine developed in the mid to late 1950s by Rolls-Royce Limited. It was first test flown during 1956 in the nose of a modified Avro Lincoln. Following company naming convention for gas turbine engines this turboprop design was named after the River Tyne. Designed in 1954 by a team under Lionel Haworth and intended as a more powerful alternative to the Dart, the RB.109 Tyne was initially designed for a power of 2,500 shp but when first run in April 1955 the engine far exceeded expectations and was soon being
Rolls-Royce Tyne
2538732
of gas turbines and components for aviation, industrial and marine engines. The two companies had a technical association dating back to the Second World War. Rolls-Royce had previously tried to buy the company when General Motors sold it in 1993, but GM opted for a management buyout instead for $370 million. Owing to Allison's involvement in classified and export restricted technology, the 1994 acquisition was subject to investigation to determine the national security implications. On 27 March 1995, the US Department of Defense announced that the ""deal between Allison Engine Co. and Rolls-Royce does not endanger national security."" Rolls-Royce was,
Rolls-Royce Holdings
636414
Councils. In 2003, 23% of economic output in the East Midlands was in manufacturing, compared to 15% in the UK. For engineering, Rolls-Royce (the world's second-largest maker of aero engines) in Sinfin and Rolls-Royce Marine Power Operations are both in Derby. Siemens Industrial Turbomachinery (former GEC, then Alstom) make industrial gas turbines in Lincoln, with a former division making aero-engine components now part of ITP Engines UK, based at Whetstone, next door to Hardinge Machine Tools UK (former Bridgeport). Cytec Industries UK (former Uneco, owned since 2016 by Solvay) have a composites research centre in the south of Heanor. Meggitt
East Midlands
7982108
Vickers Limited became unconditional. The Rolls-Royce diesel business was acquired from Vickers in 1984 by Perkins. Perkins further developed the Eagle Diesels into the Perkins TX series of engines. The name of Rolls-Royce (1971) Limited was changed to Rolls-Royce Limited on 31 December 1977 the end of the company's financial year. The original Rolls-Royce Limited incorporated in 1906 and still in liquidation had been renamed Rolls-Royce Realisations Limited and had consented in March 1977 to the (1971) company being named Rolls-Royce Limited Limited was replaced by plc (public limited company) in the summer of 1986 so shares could be offered
Rolls-Royce Limited
3558421
the world’s second-largest maker of aircraft engines after General Electric of the United States. Rolls-Royce North America Rolls-Royce North America, Inc. is a subsidiary of Rolls-Royce plc involved principally with providing management direction and corporate support for all Rolls-Royce businesses and operations in North America, encompassing more than 7,000 employees at 66 locations across the U.S. and Canada. Their headquarters are currently in Reston, Virginia after a move from nearby Chantilly, Virginia. The most significant part of Rolls-Royce North America is Rolls-Royce Corporation, formerly the Allison Engine Company. Other subsidiaries include: The Allison Advanced Development Company (also known as LibertyWorks)
Rolls-Royce North America
2951397
Rolls-Royce BR700 The Rolls-Royce BR700 family of turbofan engines powers regional jets and corporate jets. It was developed by BMW and Rolls-Royce plc through the joint venture BMW Rolls-Royce AeroEngines GmbH, established in 1990. The BR710 first ran in 1995. It is manufactured in Dahlewitz, Germany. Rolls-Royce took full control of the company in 2000, which is now known as "Rolls-Royce Deutschland". The military designation of the series is F130. The BR710 is a twin shaft turbofan, and entered service on the Gulfstream V in 1997 and the Bombardier Global Express in 1998. This version has also been selected to
Rolls-Royce BR700
19957962
started at Rolls-Royce Crewe in 1947. B40 engines were required in large numbers for the British Army contract to build 15,000 ¼ton "Champs" over four years (1951-1956) plus spare engines and parts, and a further 400 vehicles for the Australian Army. Rolls Royce were unable to cope with production at this rate and the Austin Motor Co were granted a licence to produce B40 Mk.5A engines, and also loaned tooling. The majority of Champs produced were fitted with Austin-built engines which are identified by 5-digit serial numbers. Due to the popularity of 1950's and 1960's British Military vehicles with collectors,
Rolls-Royce B range engines
7021798
compressor, unscaled, whereas the -07 was a scaled-up unit. A single stage fan, driven by a two-stage LP turbine, supercharged the HP compressor which was driven by the single stage transonic HP turbine. The combustor was annular and the co-annular exhaust featured a lightweight target type thrust reverser. Rolls-Royce RB401 The Rolls-Royce RB.401 was a two-spool business jet engine which Rolls-Royce started to develop in the mid-1970s as a replacement for the Viper. RB.401-06 prototype engines were already being manufactured when a decision to develop the higher thrust RB.401-07 was taken. Although ground testing of both the -06 and -07
Rolls-Royce RB401
3557042
applications, they wanted production of the engine to continue, and they arranged for production to restart in Weston-super-Mare under MCT, an engineering and manufacturing company. MCT will continue limited production of the engine for the foreseeable future, supplying engines for aftermarket and replacement use. The Rover V8 based on the Buick design was not the first V8 engine produced by Rover. When the Rover Company was having engineering differences of opinion regarding the development of the Whittle turbine engine, the Wilks brothers did a deal with Rolls-Royce to swap technologies. The turbine engine project at Barnoldswick went to Rolls-Royce and
Rover V8 engine
16233647
Rolls-Royce RB.203 Trent The Rolls-Royce RB.203 Trent was a British medium-bypass turbofan engine of around 10,000lb thrust designed for production in the late 1960s, bearing no relation to the earlier Rolls-Royce RB.50 Trent turboprop or the later high bypass Rolls-Royce Trent turbofan. The RB.203 was a private venture engine built on the core of the Rolls-Royce Turbomeca Adour turbofan used in the SEPECAT Jaguar and the later Hawker Siddeley Hawk. The first three-spool engine, it was intended as a civilian replacement for the earlier Rolls-Royce Spey. The RB.203 Trent was a member of an Advanced Technology Engine family of engines
Rolls-Royce RB.203 Trent
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the car manufacturing business, and Rolls-Royce plc were not prepared to allow Volkswagen to license this crucial intellectual property. Three way negotiations between Volkswagen Group, BMW and Rolls-Royce plc resulted in BMW purchasing the rights to the Rolls-Royce brand and badge from Rolls-Royce plc for £40m. Rolls-Royce plc, who had been involved in an aero engine joint venture with BMW since 1990 consistently supported their long time business partner during the bidding process for Rolls-Royce and Bentley Motors. German politicians brokered a deal between Volkswagen Group and BMW to ensure BMW would continue to supply engines, transmissions and key components
Rolls-Royce–Bentley L-series V8 engine
7982094
its unreliable Rolls-Royce Vulture engines), Vickers Wellington (twin-engine); it also transformed the American North American P-51 Mustang into a competitor for the best fighter of its time, its engine a Merlin engine built by Packard under licence. Over 160,000 Merlin engines were produced, including over 30,000 by the Ford Motor Company at Trafford Park, Manchester. During the war most Rolls-Royce flight testing of engines was carried out from Hucknall Aerodrome. The Merlin crossed over into military land-vehicle use as the Meteor powering the Centurion tank among others. Many Meteor engines used engine blocks and parts that failed requirements for high
Rolls-Royce Limited
8728683
Chief Test Pilot at Hucknall until 1971. Harvey Heyworth had been a pilot with No. 504 Squadron lastly flying the Hawker Hurricane with Jim Heyworth and Cliff Rogers flying the Vickers Wellington and Avro Lancaster during the war. In July 1953, the flight test establishment achieved the world's first jet vertical take off and landing (VTOL) with the Nene powered Rolls-Royce Thrust Measuring Rig, also known as the Flying Bedstead. All Rolls-Royce engines (see list of Rolls-Royce engines) from 1934 were tested at Hucknall using flying test bed aircraft, finishing with the Rolls-Royce RB211 22B Turbofan on the Vickers VC10.
Hucknall Aerodrome
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by Sir Frank Whittle. The flying test bed used was a Vickers Wellington with a modified rear fuselage to accept the jet. The engine was developed into the Rolls-Royce Welland and powered early versions of the Gloster Meteor. During the late 1940s and into the 1950s, the flight test establishment continued tests using the Avro Lancastrian for the testing of Rolls-Royce Nene and Rolls-Royce Avon engines. The Avro Lancasters and Avro Lincolns were used for testing prototype turboprop engines, a Douglas DC-3 being used for the flight test of the Rolls-Royce Dart turboprop and a Gloster Meteor was used for
Hucknall Aerodrome
6998345
Rolls-Royce Gnome The Rolls-Royce Gnome is a British turboshaft engine originally developed by the de Havilland Engine Company as a licence-built General Electric T58, an American mid-1950s design. The Gnome came to Rolls-Royce after their takeover of Bristol Siddeley in 1968, Bristol having absorbed de Havilland Engines Limited in 1961. A licence to manufacture the T58 was purchased in 1958. The T58 had begun bench testing in 1955 and by 1958 had already been used in helicopters and de Havilland were able to test their first engines in a Westland Whirlwind and Wasp helicopters in August 1959. A free-turbine turboshaft,
Rolls-Royce Gnome
6178121
Rolls-Royce Trent 900 The Rolls-Royce Trent 900 is a British series of turbofan engines, developed from the RB211 and is one of the family of Trent engines. It is one of the powerplant options available for the Airbus A380, along with the Engine Alliance GP7000. In the early 1990s, Airbus had begun development of a larger competitor to the Boeing 747, an aircraft designated A3XX, which was later to be formally launched as the A380. By 1996, its definition had progressed to the extent that Rolls-Royce was able to announce that it would develop the Trent 900 to power the
Rolls-Royce Trent 900
2538748
aero-engines in the world, with 50,000 engines in service with 500 airlines, 2,400 corporate and utility operators and more than 100 armed forces, powering both fixed- and rotary-wing aircraft. Rolls-Royce Marine Power Operations Ltd (a subsidiary company) manufactures and tests nuclear reactors for Royal Naval submarines. For business jets, research and development in the market niches is a $2 billion annual investment, for a predicted market of 8,500 to 9,000 aircraft over the next decade. Now a part of Siemens. The Energy division of Rolls-Royce was acquired by Siemens in 2014 and Rolls-Royce no longer caters to the Oil &
Rolls-Royce Holdings
17468013
R-975 Whirlwind and Wright R-3350 Turbo Compound Cyclone. Other piston types include the Allison V-1710, Rolls-Royce Merlin 102 and de Havilland Gipsy Queen and Gipsy Major. The turbojet collection has some early centrifugal compressor designs such as the de Havilland Goblin and Ghost and the Rolls-Royce Nene and Derwent. Other turbojet types include the Rolls-Royce Avon and Armstrong Siddeley Viper. The turboprop engines are represented by the Rolls-Royce Dart, Pratt & Whitney Canada PT6 and Armstrong Siddeley Double Mamba. The museum also has an Operational Engine Collection, which has a number of engines mounted on running rigs, that are run
Queensland Air Museum
12163302
Rolls-Royce V8 engine In the history of Rolls-Royce automobiles, only two distinct series of V8 engines have been produced. The first powered the 1905 "V-8" model and was made in very small numbers. The second was developed in the 1950s and was known internally as the "L Series" of engines. The L Series V8, in highly developed form, continues to power Bentley automobiles into the 21st century. Three 1905 Rolls-Royce V-8 automobiles were manufactured using the company’s first V-8 engine design but only one example was sold, a car using the two seat "Legalimit" body. This proved unreliable and was
Rolls-Royce V8 engine
11473363
777 aircraft equipped with Rolls-Royce Trent 800-series engines be allowed to remain at temperatures below −10 degrees Celsius from three to two hours. On 11 March 2009, the National Transportation Safety Board issued urgent safety recommendation SB-09-11 calling for the redesign of the fuel-oil heat exchangers used on Rolls-Royce Trent 800 Series engines. A build-up of ice from water naturally occurring in the fuel had caused a restriction of the flow of fuel to the engines of G-YMMM. Rolls-Royce had already started on redesigning the component, with an in-service date of March 2010 at the latest. All affected engines were
British Airways Flight 38
6178107
Rolls-Royce Trent 500 The Rolls-Royce Trent 500 is a high-bypass turbofan aircraft engine, developed from the Rolls-Royce RB211 and is a member of the Trent family of engines. In 1995, Airbus began considering an engine for two new long-range derivatives of its four-engined A340 aircraft, designated A340-500/-600. The existing -200 and -300 models were powered by CFM International CFM56 engines. However, the CFM56 was at the limit of its development capability, and would be unable to power the new A340-500/-600. In April 1996, Airbus signed an agreement with General Electric to develop a suitable engine, but decided not to proceed
Rolls-Royce Trent 500
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Crewe plant, and takes nearly 30 hours to build. The twin-turbo V8 engine was reported to be phased out, although it continues to be cast by Grainger and Worrall in Bridgnorth, Shropshire, England and fully machined and partially assembled at the company's machining facility in Telford, Shropshire, England. BMW began supplying Rolls-Royce and Bentley with engines in 1998, specifically a V12 engine for the Rolls-Royce Silver Seraph and a twin-turbo 4.4-litre V8 engine to replace the 6.75-litre for the Bentley Arnage. BMW V8 engines were used exclusively in the Arnage from 1998 to 2000. Vickers plc placed the Rolls-Royce and
Rolls-Royce–Bentley L-series V8 engine
15608475
mass production V8-engined automobile. Rolls-Royce acquired Bentley in 1931 and continued to use Bentley engines alongside their own for a time, although none was a V8. Prior to World War 2, Rolls-Royce had developed a 7.3-litre V-12 for the Phantom III, which was succeeded by the inlet-over-exhaust B60 straight-6 and B80 straight-8 series of engines. The B80 powered the Phantom IV limousine, whilst the 4.3-litre B60 was used until 1955 to power the Rolls-Royce Silver Wraith and Silver Dawn and the Bentley Mark VI. The B60's bore was enlarged in 1955, increasing the displacement to 4.9 litres, that engine being
Rolls-Royce–Bentley L-series V8 engine
3968107
at 7.50 am a lone Dornier Do 217 attacked the Rolls-Royce factory in the area, which was making Merlin Engines and vital to the war effort. The aircraft, at very low level, hit the central stores and the houses opposite with four bombs, three 550kg and one 250 kg. The plane then turned, strafed civilians in the Osmaston area and shot down a barrage balloon before returning to base. Twenty-three people were killed, 12 in the works with the remainder in neighbouring houses in Hawthorn, Abingdon and Handel Street. Among those killed was Arthur Bacon a former Derby County football
Osmaston, Derby
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car, the Rolls-Royce 10 hp, was unveiled at the Paris Salon in December 1904. In 1906 Rolls and Royce formalised their partnership by creating Rolls-Royce Limited, with Royce appointed chief engineer and works director on a salary of £1,250 per annum plus 4% of the profits in excess of £10,000. Royce thus provided the technical expertise to complement Rolls' financial backing and business acumen. By 1907 the company was winning awards for the engineering reliability of its cars. Royce & Company remained in business as a separate company making cranes until 1932 when it was bought by Herbert Morris of
Henry Royce
7982072
of the RB211 jet engine. In 1973, the British government sold the Rolls-Royce car business to allow nationalised parent Rolls-Royce (1971) Limited to concentrate on jet engine manufacture. In 1980, Rolls-Royce Motors was acquired by Vickers. In 1998, Vickers plc decided to sell Rolls-Royce Motors. The leading contender seemed to be BMW, who already supplied internal combustion engines and other components for Rolls-Royce and Bentley cars. Their final offer of £340m was outbid by Volkswagen Group, who offered £430m. As part of the deal, Volkswagen Group acquired the historic Crewe factory, plus the rights to the "Spirit of Ecstasy" mascot
Rolls-Royce Motors
6998261
for 80 engines and 40 spares for the Atlantic. The marine version, the Rolls-Royce Tyne RM1A, RM1C and RM3C remained in service as the cruise gas turbines in Royal Navy Type 42 destroyers and Type 22 frigates until the retirement of the 4 Batch 3 Type 22 frigates (2011) and the last remaining Type 42 Destroyer (2013). A Rolls-Royce Tyne is on public display at the Royal Air Force Museum Cosford. Rolls-Royce Tyne The Rolls-Royce RB.109 Tyne is a twin-shaft turboprop engine developed in the mid to late 1950s by Rolls-Royce Limited. It was first test flown during 1956 in
Rolls-Royce Tyne
2538749
Gas or Power Generation Industry. Rolls-Royce is consistently working on the industrial gas turbines. Montreal, Canada is where research work is done on gas generators. Mount Vernon will support complete packaging of the Gas turbine. Shipping of the complete skid is done from Mt Vernon. Rolls-Royce Holdings Rolls-Royce Holdings plc is a British multinational public limited company incorporated in February 2011 that owns Rolls-Royce, a business established in 1904 which today designs, manufactures and distributes power systems for aviation and other industries. Rolls-Royce is the world’s second-largest maker of aircraft engines and has major businesses in the marine propulsion and
Rolls-Royce Holdings
60886
production line five months later. 25,000 Merlin engines were produced and at its peak, in 1943 during World War II, the factory employed 10,000 people. With the war in Europe over and the general move towards the then new jet engines, Rolls-Royce concentrated its aero engine operations at Derby and moved motor car operations to Crewe. Until some time after World War II, most high-end motorcar manufacturers like Bentley and Rolls-Royce did not supply complete cars. They sold rolling chassis, near-complete from the instrument panel forward. Each chassis was delivered to the coach builder of the buyer's choice. The biggest
Bentley
5889814
for naming their two-stroke aero engines. Rolls-Royce did not develop any other engines of this type. Sir Henry Tizard, Chairman of the Aeronautical Research Committee (ARC), was a proponent of a high-powered "sprint" engine for fighter aircraft and had foreseen the need for such a powerplant as early as 1935 with the threat of German air power looming. It has been suggested that Tizard influenced his personal friend Harry Ricardo to develop what eventually became the Crecy. The idea was officially discussed for the first time at an engine sub-committee meeting in December 1935. Previous experience gained between 1927 and
Rolls-Royce Crecy
4817469
smaller Merlin and the 24-cylinder Vulture, and the engine did not go into production until the early 1940s. The Griffon was the last in the line of V-12 aero engines to be produced by Rolls-Royce with production ceasing in 1955. Griffon engines remain in Royal Air Force service today with the Battle of Britain Memorial Flight and power the last remaining airworthy Avro Shackleton. According to Arthur Rubbra's memoirs, a de-rated version of the "R" engine, known by the name "Griffon" at that time, was tested in 1933. This engine, "R11", which was never flown, was used for "Moderately Supercharged
Rolls-Royce Griffon
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and culminated in Aircraft 176, later in 1948. These aircraft were designed for British engines, Rolls-Royce Derwent V and Rolls-Royce Nene, acquired by the Soviets in 1947 and then copied as the Klimov RD-500 and Klimov RD-45 respectively. The Derwent-powered Aircraft 174 was designed as a backup for the main program, the Nene-powered Aircraft 168, in case the British failed to deliver more powerful Nene engines with afterburners (which they did fail to deliver). The first prototype of Aircraft 174 was flown just 9 days after its counterpart the Mikoyan-Gurevich I-310, on January 8, 1948. The first prototype was however
Lavochkin La-15
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for 99% of its airliners, and had only eight B757s with Pratt & Whitney or Rolls-Royce turbofans. As the Airbus A350 XWB did not select GE engines, GECAS would not order it without airline placement. But, the company finally leased the first A350 operated by Qatar Airways to diversify assets and reduce risk. GECAS also leases the Pratt & Whitney-powered Bombardier Q400 and ATR 72. GE/CFM supports Pratt & Whitney, Rolls-Royce and IAE engines. In 1967, GE Credit Corporation (GECC), now GE Capital, signed its first aviation lease with Allegheny Airlines. The deal leased 3 DC9-30s to the Pittsburgh-based operator.
GE Capital Aviation Services