Rolls-Royce BR700

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Template:Short description Template:Infobox aero engine

The Rolls-Royce BR700, also marketed as the Rolls-Royce Pearl, is a family of turbofan engines for regional jets and corporate jets. It is manufactured in Dahlewitz, Germany, by Rolls-Royce Deutschland: this was initially a joint venture of BMW and Rolls-Royce plc established in 1990 to develop this engine. The BR710 first ran in 1995.<ref name=Rolls22May2017/> The United States military designation for the BR725 variant is F130.<ref>Rolls Royce offers BR725 for B-52 re-engine effort</ref>

Design and development

BR710

File:Untitled Gulfstream Aerospace G-V-SP Gulfstream G550; M-ATPS@ZRH;07.05.2012 (7153753143).jpg
A G550 in front of a Bombardier Global Express: the BR710 main applications

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 power the Gulfstream G550.

The BR710 comprises a Template:Cvt diameter single-stage fan, driven by a two-stage LP turbine, and a ten-stage HP compressor (scaled from the V2500 unit) driven by a two-stage, air-cooled, HP turbine.

This engine has a thrust-specific fuel consumption (TSFC) of Template:Cvt at static sea level takeoff and Template:Cvt at a cruise speed of Mach 0.8 and altitude of Template:Cvt.<ref name="Roux">Template:Cite book</ref>

In May 2017, the 3,200 engines in service reached 10 million flying hours.<ref name="Rolls22May2017">Template:Cite press release</ref>

BR715

File:EC-MGT 717 Volotea tailfin VGO.jpg
A BR715 engine on a Boeing 717 of Volotea

The BR715 is another twin-shaft turbofan; this engine was first run in April 1997 and entered service in mid-1999. This version powers the Boeing 717.

A new LP spool, comprising a Template:Cvt diameter single-stage fan, with two-stage LP compressor driven by a three-stage LP turbine, is incorporated into the BR715. The HP spool is similar to that of the BR710.

The IP compressor booster stages supercharge the core, increasing core power and thereby net thrust. However, a larger fan is required, to keep the specific thrust low enough to satisfy jet noise considerations.

This engine has a TSFC of Template:Cvt at static sea level takeoff and Template:Cvt at a cruise speed of Mach 0.8 and altitude of Template:Cvt.Template:R

BR725

File:N711SW (3321393781).jpg
The BR725 powers the Gulfstream G650

The BR725 is a variant of the BR710 to power the Gulfstream G650.<ref>Template:Cite news</ref> Its prototype underwent component bench and its first full engine run in spring 2008.<ref>Template:Cite news</ref> European certification was achieved in June 2009.<ref>Template:Cite news</ref> The first Gulfstream G650, with BR725 engines, was delivered in December 2011.<ref>Template:Cite news</ref>

The engine has a maximum thrust of Template:Cvt.<ref name=TCDSE.018/> The Template:Cvt fan with 24 swept blades is Template:Cvt larger than the BR710. The HP axial compressor benefits from three-dimensional aerodynamics for greater efficiency and has 10 stages including five blisks to reduce weight. The BR715 inspired combustor yields a longer life and lower emissions: 80% lower smoke and unburned hydrocarbons and 35% lower NOx than CAEP 6 limits. The two-stage HP turbine has blade active tip-clearance control for more efficiency; 3D aerodynamics reduce the cooling air flow. The LP turbine has three stages instead of two. The BR725 has a bypass ratio of 4.2:1 and is 4 dB quieter than the predecessor BR710. Its cruise thrust specific fuel consumption at Mach 0.85 and FL450 is Template:Cvt.<ref name="AIN28Apr2010">Template:Cite news</ref>

F130

On 24 September 2021, the United States Air Force (USAF) selected the F130 (the US military designation for the BR725) for the B-52H Stratofortress Commercial Engine Replacement Program (CERP).<ref>Template:Cite news</ref> This version has Template:Convert thrust, similar to the existing engines (Pratt & Whitney TF33). The USAF will purchase 650 engines (608 direct replacements, 42 spares) for its fleet of 76 B-52H aircraft in a $2.6 billion deal;<ref>Template:Cite news</ref> upgraded aircraft will be redesignated B-52J.<ref name="Tirpak 2023">Template:Cite web</ref>

The CERP engines will be built at Rolls-Royce North America's plant in Indianapolis, Indiana,<ref>Template:Cite web</ref>

Following the two year ground testing phase, the F130 passed its critical design review in December 2024. The engine "in flight" testing started in 2025, testing simulates "in flight" conditions using the wind tunnel at NASA Stennis. Initial tests exposed an issue with the engine pod inlet design, inlet distortion could cause "a non-uniform flow of air that can affect the engine’s performance and operability".<ref>Template:Cite web</ref> Boeing completed a digital redesign of the inlet that in computer simulations solved the problem. The new inlet is yet to be tested in the wind tunnel. Barring any further issues final testing of the new engine/pod combination is expected to be complete in 2026. <ref>Template:Cite web</ref>

Future developments

The Advance 2 development effort inserts new, advanced technology into existing Template:Convert class BR710 and the larger BR725 engines. An even larger engine will also be made, with a Template:Cvt fan. The BR710 and BR715 main developments, the next generation of Template:Cvt engines to be introduced in the 2020s, will have an Advance 3 core, improved engine health management, newer materials, and cooling. They will also have a “blisk” fan made out of titanium, with an overall pressure ratio of 50:1. These improvements will yield a 10% thrust specific fuel consumption reduction, 50% NOx margin improvement, 99.995% reliability, and a 20% better thrust-to-weight ratio.<ref>Template:Cite news</ref>

Pearl 15

File:Rolls-Royce Pearl.jpg
Pearl 15

The Pearl engine was developed in Dahlewitz from the BR700 with Advance2 technologies.<ref name=Rolls28may2018/> EASA certification was applied for on 28 February 2015.<ref name=TCDSE.018/> It made its first ground run in 2015, type tests in 2016, and flight tests in 2017.<ref name="Pearl15">Template:Cite web</ref> Six test engines logged over 6,000 cycles on 2,000 test hours.<ref name=Flight28may2018/> The test program included lightning strike, water ingestion, ice, and -40 °C cold-start testing.<ref name=AIN28may2018/>

EASA certification was granted on 28 February 2018 and it was unveiled on 28 May 2018. It was undergoing flight tests in May 2018 for an end of 2019 planned entry into service aboard the Bombardier Global Express 5500 and 6500 developments.<ref name="Rolls28may2018">Template:Cite press release</ref> It should have logged 10,000 hours by then.<ref name="AIN28may2018">Template:Cite news</ref>

Its layout is similar to the BR725, with the same stage count and 24 titanium fan blades.<ref name="Flight28may2018">Template:Cite news</ref> Its fan has a Template:Cvt diameter.<ref name=AvWeek28may2018/> The enhanced 3-stage Template:Abbr turbine with advanced high temperature materials, advanced segments and seals allow for higher pressures and temperatures and the new low emissions cooled combustor includes a new tiled combustion chamber.<ref name=Pearl15/> Its core uses advanced nickel alloys and ceramic coatings, includes a new 10-stage Template:Abbr compressor with 6 titanium blisks and a new 2-stage HP turbine with enhanced aerodynamics and blade cooling, enhanced segments and seals.<ref name=Pearl15/>

Its overall pressure ratio attains 43:1 and its bypass ratio 4.8:1.<ref name=Pearl15/> The HP compressor ratio rises to 24:1.<ref name=Flight28may2018/> It delivers up to 9% more thrust with Template:Cvt and a 7% TSFC improvement while being 2 decibels quieter.<ref name=Rolls28may2018/> Health monitoring should improve on the BR710 99.97% dispatch reliability which is logging one unplanned engine removal per 100,000 hours while the BR715 is approaching zero unplanned removals.<ref name="AvWeek28may2018">Template:Cite news</ref>

Pearl 700

The Pearl 700 will power the Gulfstream G700, a stretch of the previous G650, and the G800, with more range than the G650ER. Evolved from the BR725 with a similar architecture plus a fourth low-pressure turbine stage and a Template:Cvt larger, Template:Cvt blisk fan, its bypass ratio is higher than 6.5:1 and its overall pressure ratio should exceed 50:1. It should provide Template:Cvt of thrust, 3-5% better thrust specific fuel consumption than the BR725 variant powering the Gulfstream G650, reduced emissions and lower noise.<ref name=AvWeek21oct2019/>

Pearl 10X

The upcoming Dassault Falcon 10X will be powered by two Pearl 10X engines over Template:Cvt thrust, with a titanium fan blisk, a 10-stage Template:Abbr compressor, a two-stage shroudless HP turbine and a four-stage Template:Abbr turbine.<ref name=Flight6may2021>Template:Cite news</ref> The initial Pearl 10X test engine was first run in early 2022 and the programme had accumulated 1,000h of testing by May, along with the Advance2 demonstrator.<ref name=Flight22may2022/> The Advance2 core and new low-pressure system allows 5% more efficiency than the previous Rolls-Royce business jet engines.<ref name=Flight22may2022>Template:Cite news</ref>

Variants

BR700-710A1-10
Variant with a Template:Convert takeoff rating and a maximum diameter of Template:Cvt for the Gulfstream GV.<ref name="tcds710" />
BR700-710A2-20
Variant with a Template:Convert takeoff rating and a maximum diameter of Template:Cvt for the Bombardier Global Express/XRS/5000/6000.<ref name="tcds710" />
BR700-710B3-40
Variant with a Template:Convert takeoff rating for the BAE Systems Nimrod MRA4.<ref name="nimrod" />
BR700-710C4-11
Variant with a Template:Convert takeoff rating and a maximum diameter of Template:Cvt for the Gulfstream GV-SP (G500/G550).<ref name="tcds710" />
BR700-710D5-21
Variant with a Template:Convert takeoff rating and a maximum radius of Template:Cvt for the Bombardier Global 5500/6500.<ref name="tcds710" />
BR700-715A1-30
Variant with a Template:Convert takeoff rating for Boeing 717-200 basic gross weight variants.<ref name="tcds715" />
BR700-715B1-30
Variant with an Template:Convert takeoff rating.<ref name="tcds715" />
BR700-715C1-30
Variant with a Template:Convert takeoff rating for Boeing 717-200 high gross weight variants.<ref name="tcds715" />
BR700-725A1-12
Variant with a Template:Convert takeoff rating and a fan diameter of Template:Cvt for the Gulfstream GVI (G650).<ref name="tcds710" />
F130
Military variant of the BR700-725 with a Template:Convert maximum rating for the Boeing B-52 Stratofortress.<ref name="f130" />
BR700-TP
Turboprop variant rated at Template:Convert and proposed for the European Future Large Aircraft (which became the Airbus A400M Atlas military transporter/tanker).<ref name="FI19970304" />

The BR715 thrust ratings can be adjusted by changing a plug in the FADEC controller, meaning no engine change is required. The A1-30 can become a C1-30 with a simple plug and software change.

Applications

Military applications

Civilian applications

Specifications

EASA Type Certificate Data Sheet<ref name="TCDSE.018">Template:Cite web</ref>
Model BR700-710A1/A2/C4

(BR710)

BR700-715<ref name="TCDSE.023">Template:Cite web</ref>(BR715) BR700-725A1

(BR725)

BR700-710D5-21
(Pearl 15) 		BR700-730B2-14<ref name="TCDSE.135">Template:Cite web</ref>
(Pearl 700)<ref name="AvWeek21oct2019">Template:Cite news</ref> 		Pearl 10X<ref name=Flight6may2021/>
Compressor 1 fan, 10 HPC 1 fan, 2 LPC, 10 HPC 1 fan, 10 HPC
Turbine 2 HPT, 2 LPT 2 HPT, 3 LPT 2 HPT, 4 LPT
Thrust Template:Cvt Template:Cvt Template:Cvt Template:Cvt Template:Cvt Template:Cvt<ref>Template:Cite news</ref>
Dry Weight Template:Cvt Template:Cvt Template:Cvt Template:Cvt Template:Cvt
Thrust / Weight {{#expr:15400/4009round2}} {{#expr:21430/4597round2}} {{#expr:16900/3605round2}} {{#expr:15200/4032round2}} {{#expr:18250/3565round2}}
Length Template:Cvt Template:Cvt Template:Cvt Template:Cvt Template:Cvt
Rotor RPM LP: 6,096, HP: 16,661 LP: 6,096, HP: 16,661 LP: 6,096, HP: 16,661 LP: 7,431, HP: 19,000 LP: 6,500, HP: 19,000
Fan Diameter Template:Cvt<ref name=AIN28Apr2010/> Template:Cvt<ref>Template:Cite web</ref> Template:Cvt<ref name=AIN28Apr2010/> Template:Cvt<ref name=AvWeek28may2018/> Template:Cvt
Bypass ratio<ref>Template:Cite news</ref> 3.84:1 4.55–4.68:1<ref name=PowerB717/> 4.1:1 4.8:1<ref name=Pearl15/> >6.5:1
Overall pressure ratio 43:1<ref name=Pearl15/> >50:1

See also

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References

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Template:Commons category

Template:Rolls-Royce plc aeroengines Template:US military gas turbine aeroengines Template:Joint development aeroengines

Template:Aeroengine-specs

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