it actually states.
10. Maximum Permissible Air Bleed Extraction:
The Trent 1000 does NOT supply compressor air for airframe ventilation (Cabin Bleed), but does supply
compressor air for the purpose of preventing ice build-up on the engine nacelle (Cowl Thermal Anti-Ice
(CTAI)).
The nacelle thermal anti-icing flow demand is modulated via a regulating valve.
item 10 is a category on the certificate, the statement below clearly says it does not supply cabin bleed, and clearly calls it compressor air, NOT BLEED.
and the following table is just a generic table that is common to the certificates allowing people like yourself to have a comparison to older engines.
Cowl Thermal Anti-Icing Bleed Off takes for Normal and Abnormal operation
Engine Power Setting
TET (K)
Maximum Cowl Thermal Anti Ice Flow
% Core Mass Flow (W26)
Idle to 1430 2.67
1430 to 1785 2.67 to 1.25 varying linearly
1785 to 1820 1.25 to 0.54 varying linearly
1820 and above 0.54
NB “W26” represents the air mass flow through the core of the engine.
Boeing also call it a bleed and many other people will also call it a bleed, but the manufacturer of that system does NOT.
In the industry we do not call modulated air off takes a bleed anymore, there are reasons for this, a lot of money was spent on marketing the "bleedless" engine and it will take time to change the industry to get to grips with it.
alongside the marketing there are other reasons.
as i said before if you want to call it a bleed, go ahead its up to you. we can only try to educate people as to the correct nomenclature and hope the people who resist change will eventually get on board with the correct terminology. and for the record i can point to a lot of variations on certificates to manufacturers terminology, like calling a battery a battery when it is not a battery at all, but there you go.
We have tried to differentiate the T1000 system by not calling it a bleed anymore.
on the T1000 it is modulated flow on demand, where as bleed flow is not, its waste air flow to avoid surge.