Hi Malcolm,
just a very light touch on the transformation of Rolls-Royce, where the company couldn't afford to develop the RB211 but couldn't afford not to.
The bankruptcy of Rolls-Royce also led to the "spin off" of Rolls-Royce cars although the company retained ownership of the name, amblem and the spirit of ecstacy, a license for which was sold to BMW following VW's purchase of the Crewe factory.
This foundation in place the real turning point came later with the execution of a long term strategy under CEO turned Chairman Ralph Robins, and CEO Sir John Rose where the company, playing catch up to P&W and GE, were determined to compete and design engines for every new large air frame which itself was built on the modular approach and application of one key design, the RB211 and its evolutionary successor, the Trent series.
This 20+ year strategy to get engines in the field then focus on the aftermarket is a mirror of the Gilette approach and follows the example of P& W in the 70's and GE in the 80's.
This application of the shaft technology supported by a further revolutionary design, the Wide Chord Fan Blade allowed the company to upsize and downsize the engine chore and fan diameters to suit all new wide bodied aircraft flying or in design today.
The strategy was also widened to deploy its core "gas turbine" technology across other sectors such as marine (e.g the new Queen Elizabeth class and Type 45 destroyers are R-R powered as well as BAE built), power generation, and oil & gas industries.
Other elements were a significant restructure and cost cull under Robins, the adoption of Risk Revenue partnerships in the formation of new supply chains, engine leasing(power by the hour).
Even held to the 60 diamond jubilee years it is a huge chapter in British and world history which can't be covered with justice here. Particularly when the echoes go back much further.
Best regards
MA
