Rolls-Royce BR700

Last updated
BR700 series
Rolls-Royce BR710 Tempelhof.jpg
Rear view of a BR710
Type Turbofan
Manufacturer Rolls-Royce Deutschland
First run1995 [1]
Major applications Bombardier Global Express
Boeing 717
Gulfstream V
Number built3,600+ [2]

The Rolls-Royce BR700 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. [1] The United States military designation for the BR725 variant is F130. [3]

Contents

Design and development

BR710

A G550 in front of a Bombardier Global Express: the BR710 main applications 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 48 in (120 cm) 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 0.39 lb/(lbf⋅h) (11 g/(kN⋅s)) at static sea level takeoff and 0.64 lb/(lbf⋅h) (18 g/(kN⋅s)) at a cruise speed of Mach 0.8 and altitude of 35,000 ft (10,668 m). [4]

In May 2017, the 3,200 engines in service reached 10 million flying hours. [1]

Another rerated version, with a revised exhaust system, was selected for the now-cancelled Royal Air Force Nimrod MRA4s.

BR715

A BR715 engine on a Boeing 717 of Volotea 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 58 in (150 cm) 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 0.37 lb/(lbf⋅h) (10 g/(kN⋅s)) at static sea level takeoff and 0.62 lb/(lbf⋅h) (18 g/(kN⋅s)) at a cruise speed of Mach 0.8 and altitude of 35,000 ft (10,668 m). [4] :  96  

BR725

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

The BR725 is a variant of the BR710 to power the Gulfstream G650. [5] Its prototype underwent component bench and its first full engine run in spring 2008. [6] European certification was achieved in June 2009. [7] The first Gulfstream G650, with BR725 engines, was delivered in December 2011. [8]

The engine has a maximum thrust of 16,900 lbf (75.2 kN). [9] The 50 in (130 cm) fan with 24 swept blades is 2 in (5.1 cm) 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 0.657 lb/(lbf⋅h) (18.6 g/(kN⋅s)). [10]

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). [11] This version has 17,000 lbf (75.6 kN) thrust. The USAF will purchase 650 engines (608 direct replacements, 42 spare engines) for its fleet of 76 B-52H aircraft in a $2.6 billion deal. [12] Upgraded aircraft will be will be redesignated as B-52Js. [13] The CERP engines will be built at Rolls-Royce North America's Indianapolis, Indiana, plant. [14]

Future developments

The Advance 2 development effort inserts new, advanced technology into existing 15,000 lbf (67 kN) class BR710 and the larger BR725 engines. An even larger engine will also be made, with a 52 in (130 cm) fan. The BR710 and BR715 main developments, the next generation of 44–89 kN (10,000–20,000 lbf) 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. [15]

Pearl 15

Pearl 15 Rolls-Royce Pearl.jpg
Pearl 15

The Pearl engine was developed in Dahlewitz from the BR700 with Advance2 technologies. [16] EASA certification was applied for on 28 February 2015. [9] It made its first ground run in 2015, type tests in 2016, and flight tests in 2017. [17] Six test engines logged over 6,000 cycles on 2,000 test hours. [18] The test program included lightning strike, water ingestion, ice, and -40 °C cold-start testing. [19]

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. [16] It should have logged 10,000 hours by then. [19]

Its layout is similar to the BR725, with the same stage count and 24 titanium fan blades. [18] Its fan has a 48.5 in (123 cm) diameter. [20] The enhanced 3-stage LP 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. [17] Its core uses advanced nickel alloys and ceramic coatings, includes a new 10-stage HP compressor with 6 titanium blisks and a new 2-stage HP turbine with enhanced aerodynamics and blade cooling, enhanced segments and seals. [17]

Its overall pressure ratio attains 43:1 and its bypass ratio 4.8:1. [17] The HP compressor ratio rises to 24:1. [18] It delivers up to 9% more thrust with 15,125 lbf (67.28 kN) and a 7% TSFC improvement while being 2 decibels quieter. [16] 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. [20]

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 2 in (5.1 cm) larger, 51.8 in (132 cm) blisk fan, its bypass ratio is higher than 6.5:1 and its overall pressure ratio should exceed 50:1. It should provide 18,250 lbf (81.2 kN) of thrust, 3-5% better thrust specific fuel consumption than the BR725 variant powering the Gulfstream G650, reduced emissions and lower noise. [21]

Pearl 10X

The upcoming Dassault Falcon 10X will be powered by two Pearl 10X engines over 18,000 lbf (80 kN) thrust, with a titanium fan blisk, a 10-stage HP compressor, a two-stage shroudless HP turbine and a four-stage LP turbine. [22] 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. [23] The Advance2 core and new low-pressure system allows 5% more efficiency than the previous Rolls-Royce business jet engines. [23]

Variants

BR700-710A1-10
Variant with a 14,700 lbf (65.6 kN) takeoff rating and a maximum diameter of 72 in (1,820 mm) for the Gulfstream GV. [24]
BR700-710A2-20
Variant with a 14,700 lbf (65.6 kN) takeoff rating and a maximum diameter of 72 in (1,820 mm) for the Bombardier Global Express/XRS/5000/6000. [24]
BR700-710B3-40
Variant with a 16,000 lbf (69 kN) takeoff rating for the BAE Systems Nimrod MRA4. [25]
BR700-710C4-11
Variant with a 15,400 lbf (68.4 kN) takeoff rating and a maximum diameter of 70.3 in (1,785 mm) for the Gulfstream GV-SP (G500/G550). [24]
BR700-710D5-21
Variant with a 15,200 lbf (67.8 kN) takeoff rating and a maximum radius of 39 in (980 mm) for the Bombardier Global 5500/6500. [24]
BR700-715A1-30
Variant with a 18,710 lbf (83.23 kN) takeoff rating for Boeing 717-200 basic gross weight variants. [26]
BR700-715B1-30
Variant with an 20,160 lbf (89.68 kN) takeoff rating. [26]
BR700-715C1-30
Variant with a 21,430 lbf (95.33 kN) takeoff rating for Boeing 717-200 high gross weight variants. [26]
BR700-725A1-12
Variant with a 16,900 lbf (75.2 kN) takeoff rating and a fan diameter of 50 in (1,270 mm) for the Gulfstream GVI (G650). [24]
F130
Military variant of the BR700-725 with a 17,000 lbf (75.62 kN) maximum rating for the Boeing B-52 Stratofortress. [27]
BR700-TP
Turboprop variant rated at 7,460 kilowatts (10,000 shaft horsepower) and proposed for the European Future Large Aircraft (which became the Airbus A400M Atlas military transporter/tanker). [28]

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

Specifications

EASA Type Certificate Data Sheet [9]
ModelBR700-710A1/A2/C4BR700-715 [30] BR700-725A1BR700-710D5-21
(Pearl 15)		BR700-730B2-14 [31]
(Pearl 700) [21] 		Pearl 10X [22]
Compressor1 fan, 10 HPC1 fan, 2 LPC, 10 HPC1 fan, 10 HPC
Turbine2 HPT, 2 LPT2 HPT, 3 LPT2 HPT, 4 LPT
Thrust 15,400 lbf (68.4 kN)21,430 lbf (95.33 kN)16,900 lbf (75.2 kN)15,200 lbf (67.8 kN)18,250 lbf (81.2 kN)18,250 lbf (81.2 kN) [32]
Dry Weight4,009 lb (1,818.4 kg)4,597 lb (2,085 kg)3,605 lb (1,635.2 kg)4,032 lb (1,828.8 kg)3,565 lb (1,617.1 kg)
Thrust / Weight 3.844.664.693.775.12
Length183.8 in (4,669 mm)147.2 in (3,738 mm)129.8 in (3,297 mm)189.3 in (4,809 mm)128.7 in (3,268 mm)
Rotor RPM LP: 6,096, HP: 16,661LP: 6,096, HP: 16,661LP: 6,096, HP: 16,661LP: 7,431, HP: 19,000LP: 6,500, HP: 19,000
Fan Diameter48 in (122 cm) [10] 58 in (147 cm) [33] 50 in (127 cm) [10] 48.5 in (123 cm) [20] 51.8 in (132 cm)
Bypass ratio [34] 3.84:14.55–4.68:1 [35] 4.1:14.8:1 [17] >6.5:1
Overall pressure ratio 43:1 [17] >50:1

See also

Comparable engines

Related lists

Related Research Articles

<span class="mw-page-title-main">Rolls-Royce Trent</span> Family of turbofan aircraft engines

The Rolls-Royce Trent is a family of high-bypass turbofans produced by Rolls-Royce. It continues the three spool architecture of the RB211 with a maximum thrust ranging from 61,900 to 97,000 lbf . Launched as the RB-211-524L in June 1988, the prototype first ran in August 1990. Its first variant is the Trent 700 introduced on the Airbus A330 in March 1995, then the Trent 800 for the Boeing 777 (1996), the Trent 500 for the A340 (2002), the Trent 900 for the A380 (2007), the Trent 1000 for the Boeing 787 (2011), the Trent XWB for the A350 (2015), and the Trent 7000 for the A330neo (2018). It has also marine and industrial variants like the RR MT30.

<span class="mw-page-title-main">Engine Alliance GP7000</span> Turbofan engine manufactured by Engine Alliance

The Engine Alliance GP7000 is a turbofan jet engine manufactured by Engine Alliance, a joint venture between General Electric and Pratt & Whitney. It is one of the powerplant options available for the Airbus A380, along with the Rolls-Royce Trent 900.

<span class="mw-page-title-main">Rolls-Royce Deutschland</span>

Rolls-Royce Deutschland is a subsidiary of British aircraft engine maker Rolls-Royce plc. Its primarily facilities are located at Dahlewitz outside Berlin and Motorenfabrik Oberursel at Oberursel near Frankfurt am Main.

<span class="mw-page-title-main">Rolls-Royce RB.183 Tay</span>

The Rolls-Royce RB.183 Tay is a medium-bypass turbofan engine, developed from the RB.183 Mk 555 Spey core and using a fan scaled directly from the Rolls-Royce RB.211-535E4 to produce versions with a bypass ratio of 3.1:1 or greater. The IP compressor and LP turbine were designed using technology from the RB.211 programme. The engine was first run in August 1984. The Tay 650 had a new HP turbine which incorporated new technology which had been proven with the RB.211-535E4. This engine also had a new combustor for improved durability. The Tay family is used on a number of airliners and larger business jets, including the Gulfstream IV family, Fokker 70 and Fokker 100, with a later version being used to re-engine Boeing 727-100s.

<span class="mw-page-title-main">Rolls-Royce Spey</span> British turbofan engine family

The Rolls-Royce Spey 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.

<span class="mw-page-title-main">Pratt & Whitney JT3D</span> Family of turbofan aircraft engines

The Pratt & Whitney JT3D is an early turbofan aircraft engine derived from the Pratt & Whitney JT3C. It was first run in 1958 and was first flown in 1959 under a B-45 Tornado test aircraft. Over 8,000 JT3Ds were produced between 1959 and 1985. Most JT3D engines still in service today are used on military aircraft, where the engine is referred to by its US military designation of TF33.

<span class="mw-page-title-main">Pratt & Whitney F119</span> American low-bypass turbofan engine for the F-22 Raptor

The Pratt & Whitney F119, company designation PW5000, is an afterburning turbofan engine developed by Pratt & Whitney for the Advanced Tactical Fighter (ATF) program, which resulted in the Lockheed Martin F-22 Raptor. The engine delivers thrust in the 35,000 lbf (156 kN) class and was designed for sustained supersonic flight without afterburners, or supercruise. Delivering almost 22% more thrust with 40% fewer parts than its F100 predecessor, the F119 allows the F-22 to achieve supercruise speeds of up to Mach 1.8. The F119's nozzles incorporate thrust vectoring that enable them to direct the engine thrust ±20° in the pitch axis to give the F-22 enhanced maneuverability.

<span class="mw-page-title-main">PowerJet SaM146</span> Aircraft Engines

The PowerJet SaM146 is a turbofan engine produced by the PowerJet joint venture between Snecma (Safran) of France and NPO Saturn of Russia. Developing 68–80 kN (15,000–18,000 lbf) of thrust, the SaM146 is used on the Sukhoi Superjet 100.

<span class="mw-page-title-main">Rolls-Royce AE 3007</span> Turbofan aircraft engine family

The Rolls-Royce AE 3007 is a turbofan engine produced by Rolls-Royce North America, sharing a common core with the Rolls-Royce T406 and AE 2100. The engine was originally developed by the Allison Engine Company, hence the "AE" in the model number.

<span class="mw-page-title-main">Rolls-Royce Trent 500</span> 1990s British turbofan aircraft engine

The Rolls-Royce Trent 500 is a high-bypass turbofan produced by Rolls-Royce to power the larger A340-500/600 variants. It was selected in June 1997, first ran in May 1999, first flew in June 2000, and achieved certification on 15 December 2000. It entered service in July 2002 and 524 engines were delivered on-wing until the A340 production ended in 2012.

<span class="mw-page-title-main">Rolls-Royce Trent 700</span> 1990s British turbofan aircraft engine

The Rolls-Royce Trent 700 is a high-bypass turbofan aircraft engine produced by Rolls-Royce plc to power the Airbus A330. Rolls-Royce was studying a RB211 development for the A330 at its launch in June 1987. It was first selected by Cathay Pacific in April 1989, first ran in summer 1992, was certified in January 1994 and was put into service on 24 March 1995. Keeping the characteristic three-shaft architecture of the RB211, it is the first variant of the Trent family. With its 97.4 in (247 cm) fan for a 5:1 bypass ratio, it produces 300.3 to 316.3 kN of thrust and reaches an overall pressure ratio of 36:1. It competes with the General Electric CF6-80E1 and the PW4000 to power the A330.

<span class="mw-page-title-main">Rolls-Royce Trent 800</span> Turbofan engine produced by Rolls-Royce beginning 1993

The Rolls-Royce Trent 800 is a high-bypass turbofan produced by Rolls-Royce plc, one of the engine options for the early Boeing 777 variants. Launched in September 1991, it first ran in September 1993, was granted EASA certification on 27 January 1995, and entered service in 1996. It reached a 40% market share, ahead of the competing PW4000 and GE90, and the last Trent 800-powered 777 was delivered in 2010. The Trent 800 has the Trent family three shaft architecture, with a 280 cm (110 in) fan. With a 6.4:1 bypass ratio and an overall pressure ratio reaching 40.7:1, it generates up to 413.4 kN of thrust.

<span class="mw-page-title-main">Rolls-Royce Trent 900</span> 2000s British turbofan aircraft engine

The Rolls-Royce Trent 900 is a high-bypass turbofan produced by Rolls-Royce plc to power the Airbus A380, competing with the Engine Alliance GP7000. Initially proposed for the Boeing 747-500/600X in July 1996, this first application was later abandoned but it was offered for the A3XX, launched as the A380 in December 2000. It first ran on 18 March 2003, made its maiden flight on 17 May 2004 on an A340 testbed, and was certified by the EASA on 29 October 2004. Producing up to 374 kN (84,000 lbf), the Trent 900 has the three shaft architecture of the Rolls-Royce Trent family with a 2.95 m (116 in) fan. It has a 8.5–8.7:1 bypass ratio and a 37–39:1 overall pressure ratio.

<span class="mw-page-title-main">General Electric F414</span> American afterburning turbofan engine

The General Electric F414 is an American afterburning turbofan engine in the 22,000-pound thrust class produced by GE Aerospace. The F414 originated from GE's widely used F404 turbofan, enlarged and improved for use in the Boeing F/A-18E/F Super Hornet. The engine was developed from the F412 non-afterburning turbofan planned for the A-12 Avenger II, before it was canceled.

<span class="mw-page-title-main">Williams FJ44</span> Small turbofan engine

The Williams FJ44 is a family of small, two-spool, turbofan engines produced by Williams International for the light business jet market. Until the recent boom in the very light jet market, the FJ44 was one of the smallest turbofans available for civilian applications. Although basically a Williams design, Rolls-Royce was brought into the project at an early stage to design, develop, and manufacture an air-cooled high-pressure (HP) turbine for the engine. The FJ44 first flew on July 12, 1988 on the Scaled Composites/Beechcraft Triumph aircraft.

<span class="mw-page-title-main">General Electric CF34</span> High bypass turbofan aircraft engine

The General Electric CF34 is a civilian high-bypass turbofan developed by GE Aviation from its TF34 military engine. The CF34 is used on a number of business and regional jets, including the Bombardier CRJ series, the Embraer E-Jets, and Comac ARJ21. In 2012, there were 5,600 engines in service.

<span class="mw-page-title-main">Pratt & Whitney Canada PW800</span> Turbofan engine

The Pratt & Whitney Canada PW800 is a series of turbofan engines in the 10,000–20,000 lbf (44–89 kN) thrust class, manufactured by Pratt & Whitney Canada. Intended for the regional jet and business jet market, the gear-less PW800 shares a common core with the larger, geared PW1000G. The first variants were certified on February 15, 2015, to power the new Gulfstream G500/G600. After that it has been certified also for the Dassault Falcon 6X in 2021.

<span class="mw-page-title-main">General Electric Passport</span> High bypass turbofan aircraft engine

The General Electric Passport is a turbofan developed by GE Aerospace for large business jets. It was selected in 2010 to power the Bombardier Global 7500 and 8000, first run on June 24, 2013, and first flown in 2015. It was certified in April 2016 and powered the Global 7500 first flight on November 4, 2016, before its 2018 introduction. It produces 14,000 to 20,000 lbf of thrust, a range previously covered by the General Electric CF34. A smaller scaled CFM LEAP, it is a twin-spool axial engine with a 5.6:1 bypass ratio and a 45:1 overall pressure ratio and is noted for its large one-piece 52 in (130 cm) fan 18-blade titanium blisk.

<span class="mw-page-title-main">General Electric Affinity</span> Supersonic aircraft engine design

The General Electric Affinity was a turbofan developed by GE Aviation for supersonic transports. Conceived in May 2017 to power the Aerion AS2 supersonic business jet, initial design was completed in 2018 and detailed design in 2020 for the first prototype production. GE Aviation discontinued development of the engine in May 2021. Its high-pressure core is derived from the CFM56, matched to a new twin fan low-pressure section for a reduced bypass ratio better suited to supersonic flight.

The Dassault Falcon 10X is a large, long-range business jet under development by Dassault Aviation in France.

References

  1. 1 2 3 "Rolls-Royce achieves 10 million flying hours on its BR710 engine" (Press release). Rolls-Royce. 22 May 2017.
  2. ↑ "BR710". Rolls-Royce. Retrieved 21 September 2020.
  3. ↑ Rolls Royce offers BR725 for B-52 re-engine effort
  4. 1 2 Élodie Roux (2007). Turbofan and turbojet engines: Database handbook. p. 94. ISBN   9782952938013. OCLC   879328119.
  5. ↑ "Gulfstream G650 - Rolls-Royce power". FlightGlobal. 13 March 2008.
  6. ↑ "Rolls-Royce completes successful first run of BR725 engine". FlightGlobal. 30 Apr 2008.
  7. ↑ "Rolls-Royce wins certification for BR725 engine". FlightGlobal. 25 Jun 2009.
  8. ↑ "Gulfstream completes first G650 delivery, gains production authority". FlightGlobal. 28 Dec 2012.
  9. 1 2 3 "Type Certificate Data Sheet E.018". EASA. 28 February 2018.
  10. 1 2 3 Thierry Dubois (April 28, 2010). "Engine makers consider clean-sheet designs". Aviation International News.
  11. ↑ "Rolls Royce offers BR725 for B-52 re-engine effort". FlightGlobal. 14 September 2017. Retrieved 17 September 2017.
  12. ↑ "DAF awards Rolls-Royce B-52H engine contracte". Department of the Air Force. 24 Sep 2021.
  13. ↑ Tirpak, John A. (5 April 2023). "It's Official: The Re-Engined B-52 Will be the B-52J". Air & Space Forces Magazine. Retrieved 10 April 2023.
  14. ↑ Tirpak, John (September 24, 2021). "Rolls-Royce Wins B-52 Re-Engining Program Worth $2.6 Billion". Air Force Magazine. Air Force Association. Retrieved September 25, 2021.
  15. ↑ "Rolls-Royce Bullish On Prospects For Bizjet Sector". Aviation International News. April 11, 2017.
  16. 1 2 3 "Rolls-Royce celebrates launch of new Pearl engine family" (Press release). Rolls-Royce. 28 May 2018.
  17. 1 2 3 4 5 6 "Pearl 15". Rolls-Royce.
  18. 1 2 3 Stephen Trimble (28 May 2018). "Rolls-Royce reveals surprise Pearl engine family for business jets". Flightglobal.
  19. 1 2 Kerry Lynch (May 28, 2018). "Rolls-Royce Pearl 15 Marks Launch of New Engine Family". AIN online.
  20. 1 2 3 John Morris (May 28, 2018). "Rolls-Royce Barrels Back Into Bizjets With Pearl Engine". Aviation Week Network.
  21. 1 2 Fred George (Oct 21, 2019). "Gulfstream Unveils New G700 Flagship At NBAA-BACE". Aviation Week Network.
  22. 1 2 Dominic Perry (6 May 2021). "Dassault takes fight to ultra-long-range rivals with Falcon 10X launch". Flightglobal.
  23. 1 2 Dominic Perry (22 May 2022). "Pearl 10X engine testing spools up". Flightglobal.
  24. 1 2 3 4 5 "EASA.E.018". EASA. European Aviation Safety Agency. 23 June 2009. Archived from the original on 2020-09-19. Retrieved 2020-08-05.
  25. ↑ "BR710". Rolls-Royce Germany. Archived from the original on 12 May 2009. Retrieved 3 January 2010.
  26. 1 2 3 "Type Certificate Data Sheet E.023 - BR700-715 series engines" (PDF). European Aviation Safety Agency. 27 July 2009. Archived from the original (PDF) on 23 December 2009. Retrieved 3 January 2010.
  27. ↑ "Rolls-Royce F130 engine for B-52 completes early testing in Indianapolis". rolls-royce.com. Rolls-Royce. 16 September 2019. Retrieved 6 March 2023.
  28. ↑ "BMW Rolls-Royce presents prop BR700". Flight International . 4 March 1997.
  29. ↑ "Fokker to re-join the battle for the 100-seat market with XF100 NG - FlightBlogger - Aviation News, Commentary and Analysis". www.flightglobal.com. Archived from the original on 2010-03-11.
  30. ↑ "Type Certificate Data Sheet E.023" (PDF). EASA. 27 July 2009.
  31. ↑ "Type Certificate Data Sheet E.135". EASA. 12 October 2023.
  32. ↑ Guy Norris (May 22, 2023). "Rolls-Royce's Pearl 10X Set For 747 Flying Testbed Evaluation". Aviation Week.
  33. ↑ "BR715". Rolls-Royce.
  34. ↑ John Croft (29 Sep 2008). "G650: As good as it gets?". Flightglobal.
  35. ↑ "BR715: Power for the Boeing 717-200" (PDF). Rolls-Royce. May 2005. Archived from the original (PDF) on 19 October 2006. Retrieved 3 October 2020.
This page is based on this Wikipedia article
Text is available under the CC BY-SA 4.0 license; additional terms may apply.
Images, videos and audio are available under their respective licenses.