How much of the Advanced is an actual new engine to hang on something, and how much of it is a research test bed for future changes/PIPs into the T1000/7000/XWB?
I did some reading on this.
In short, we first heard of the Advance + UltraFan road map in the 2014 time frame ( http://aviationweek.com/commercial-avia ... -test-plan
) when both were separate engines, with Advance being the basis of UltraFan.
Since then it seems that we hear of Advance as more of a demonstrator ( https://www.aero-mag.com/future-funding ... velopment/
) that will become the core of UlraFan.
UltraFan has hit design freeze ( https://www.ainonline.com/aviation-news ... ign-frozen
) and is being offered to Boeing for use on the NMA ( https://www.ainonline.com/aviation-news ... oeings-nma
) which suggests to me that Advance will not be offered as a separate engine, and will serve as a demonstration program to prove out the core of the UltraFan.
As for what Advance is, in addition to my first link above, https://en.wikipedia.org/wiki/Rolls-Roy ... velopments
has a good write up of it and the related technologies:
In previous Trents, the HP spool was similar and the engine grew by expanding the intermediate pressure spool work. The Advance reverses this trend and the load is shifted towards the high pressure spool, with a greater pressure ratio, up to 10 stages compressor compared to 6 on the Trent XWB and a two-stage turbine against the current single-stage, while the IP compressor will shrink from the 8 stages of today’s XWB to 4 and the IP turbine will be single instead of two stages.
Basically it is a new architecture with the workload arranged differently amongst the 3 spools.
This will make the transition to UltraFan which will in essence be a two spool engine attached to a gearbox, which is some times called a two and a half shaft configuration.
Given how different the Advance/UltraFan architecture is, it is hard to see how it could be a direct source of PIPs for the current Trents.
However besides architecture the Advance3 demonstrator introduces other tech:
The Advance3 ground-based demonstrator includes lean burn, run before on a Trent architecture only; ceramic matrix composite (CMC) for turbine high-temperature capability in the first stage seal segments and cast-bond first stage vanes; hybrid ball bearings with ceramic rollers running on metallic races, required to manage high load environments inside smaller cores.
Opened in 2016, R-R’s $30 million CMC facility in California produced its first parts, seals, for the start of their deployment before being used in the static components of the second-stage HP turbine. The twin fuel-distribution system in the lean-burn combustor adds complexity by doubling the pipework and with a sophisticated control and switching system but should improve fuel consumption and lower NOx emissions. Hybrid ceramic bearings are newly configured to deal with loading changes and will cope with higher temperatures.
More variable vanes in one IP and four HP compressor stages will be optimised for constant changes through the flight envelope. An air pipe is produced by additive manufacturing and prototype components come from new suppliers. The Advance3 will survey bearing load, water ingestion, noise sources and their mitigation, heat and combustor rumble while blade-tip, internal clearances and adaptive control operation are radiographed in-motion to verify the thermo-mechanical modelling. The Boeing New Midsize Airplane needs falls in its thrust range. Advanced cooled metallic components and ceramic matrix composite parts will be tested in a late 2018 demonstrator based on a Trent XWB-97 within the high temperature turbine technology (HT3) initiative.
Maybe some of these technologies will migrate back to the earlier Trents in the form of PIPs.