Andrew Doyle/MUNICH
Rolls-Royce (R-R) Deutschland is studying a new BR700 derivative to counter rival offerings from Pratt & Whitney and General Electric for 90-seat and larger regional jets. The engine is tentatively slated to become available from early 2004.
The powerplant would be aimed at the 16,000-23,000lb (71kN-102kN) thrust range, plugging gaps between and above the R-R German subsidiary's BR710 and BR715 products, says R-R Deutschland head of marketing and sales, Mike Corne.
The BR710, in service on the Bombardier Global Express and Gulfstream GV long-range business jets, is currently offered at up to 16,000lb-thrust while the BR715 powers the Boeing 717-200 with a 19,000-21,000lb rating.
"The new derivative would allow us to fill existing gaps in the thrust range and position ourselves for opportunities that may arise," says Corne.
The preliminary design phase is over and the next stage will be to "move forward to some kind of frozen configuration. We are taking the studies to the point where we can have something readily available," he adds.
The proposed Bombardier BRJ-X would appear to be a candidate for possible airframe applications, though the Canadian manufacturer is thought to favour the P&W PW6000 for this aircraft. It is understood that the new engine could also be a candidate for the proposed 717-100 shrink, and a higher-thrust version a contender for the stretched 717-300.
Other potential applications include the proposed Alliance family of 70-110 seaters, the Tupolev Tu-334 and re-engined MD-80s. It is also pushing the engine as an optional powerplant for the growth Fairchild 928JET and Embraer ERJ-190-200.
The new BR700 derivative could be developed at a much lower cost than the comparable GE CF34-10, Corne believes, as the latter is an all-new engine. The latest member of the CF34 family has been selected to power the 928JET and ERJ-190 models.
Whereas the BR715 uses the same core as the BR710 with the addition of a two-stage booster (low-pressure [LP] compressor), the proposed new derivative would be a more efficient, low-weight boosterless design, with lower acquisition and upkeep costs.
As envisioned, it would combine the combustor, two-stage high-pressure (HP) turbine and slightly modified LP turbine of the BR715 with an all-new nine-stage HP compressor to be developed using "3D-aero" technology. The design would be completed with a larger, wide-chord, fan and LP turbine.
Source: Flight International
