| BR700 series | |
|---|---|
 Rear view of a BR710 | |
| Type | Turbofan |
| National origin | Germany |
| Manufacturer | Rolls-Royce Deutschland |
| First run | 1995[1] |
| Major applications | |
| Number built | 3,600+[2] |
TheRolls-Royce BR700, also marketed as theRolls-Royce Pearl, is a family ofturbofan engines forregional jets andcorporate jets. It is manufactured inDahlewitz, Germany, byRolls-Royce Deutschland: this was initially a joint venture ofBMW andRolls-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 isF130.[3]
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The BR710 is a twin shaftturbofan, and entered service on theGulfstream V in1997 and theBombardier Global Express in 1998. This version has also been selected to power theGulfstream G550.
The BR710 comprises a 48 in (120 cm) diameter single-stage fan, driven by a two-stage LP turbine, and a ten-stage HPcompressor (scaled from the V2500 unit) driven by a two-stage, air-cooled, HP turbine.
This engine has athrust-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 ofMach 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]
The BR715 is another twin-shaft turbofan; this engine was first run in April 1997 and entered service in mid-1999. This version powers theBoeing 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, increasingcore power and thereby net thrust. However, a larger fan is required, to keep thespecific 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
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The BR725 is a variant of the BR710 to power theGulfstream 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 HPaxial compressor benefits from three-dimensionalaerodynamics for greater efficiency and has 10 stages including fiveblisks to reduce weight.The BR715 inspiredcombustor yields a longer life and lower emissions: 80% lower smoke and unburned hydrocarbons and 35% lowerNOx than CAEP 6 limits.The two-stage HPturbine has bladeactive 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 abypass ratio of 4.2:1 and is 4dB quieter than the predecessor BR710. Its cruisethrust specific fuel consumption at Mach 0.85 and FL450 is 0.657 lb/(lbf⋅h) (18.6 g/(kN⋅s)).[10]
On 24 September 2021, theUnited States Air Force (USAF) selected the F130 (the US military designation for the BR725) for theB-52H Stratofortress Commercial Engine Replacement Program (CERP).[11] This version has 17,000 lbf (75.6 kN) 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;[12] upgraded aircraft will be redesignated B-52J.[13]
The CERP engines will be built atRolls-Royce North America's plant inIndianapolis,Indiana,[14]
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 atNASA 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".[15] 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.[16]
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.[17]
The Pearl engine was developed in Dahlewitz from the BR700 withAdvance2 technologies.[18]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.[19]Six test engines logged over 6,000 cycles on 2,000 test hours.[20]The test program includedlightning strike, water ingestion,ice, and -40 °C cold-start testing.[21]
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 theBombardier Global Express 5500 and 6500 developments.[18]It should have logged 10,000 hours by then.[21]
Its layout is similar to the BR725, with the same stage count and 24titanium fan blades.[20]Its fan has a 48.5 in (123 cm) diameter.[22]The enhanced 3-stageLP turbine with advanced high temperature materials, advanced segments andseals allow for higher pressures and temperatures and the new low emissions cooledcombustor includes a new tiledcombustion chamber.[19]Its core uses advancednickel alloys and ceramiccoatings, includes a new 10-stageHP compressor with 6 titaniumblisks and a new 2-stage HPturbine with enhanced aerodynamics andblade cooling, enhanced segments and seals.[19]
Itsoverall pressure ratio attains 43:1 and itsbypass ratio 4.8:1.[19]The HP compressor ratio rises to 24:1.[20]It delivers up to 9% more thrust with 15,125 lbf (67.28 kN) and a 7%TSFC improvement while being 2 decibels quieter.[18]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.[22]
The Pearl 700 will power theGulfstream G700, a stretch of the previous G650, and theG800, 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% betterthrust specific fuel consumption than the BR725 variant powering the Gulfstream G650, reduced emissions and lower noise.[23]
The upcomingDassault Falcon 10X will be powered by two Pearl 10X engines over 18,000 lbf (80 kN) thrust, with a titanium fanblisk, a 10-stageHP compressor, a two-stage shroudless HP turbine and a four-stageLP turbine.[24]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.[25]The Advance2 core and new low-pressure system allows 5% more efficiency than the previous Rolls-Royce business jet engines.[25]
The BR715 thrust ratings can be adjusted by changing a plug in theFADEC controller, meaning no engine change is required. The A1-30 can become a C1-30 with a simple plug and software change.
| Model | BR700-710A1/A2/C4 (BR710) | BR700-715[53](BR715) | BR700-725A1 (BR725) | BR700-710D5-21 (Pearl 15) | BR700-730B2-14[54] (Pearl 700)[23] | Pearl 10X[24] |
|---|---|---|---|---|---|---|
| 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 | 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)[55] |
| Dry Weight | 4,009 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 | 3.84 | 4.66 | 4.69 | 3.77 | 5.12 | |
| Length | 183.8 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) | |
| RotorRPM | 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 | 48 in (122 cm)[10] | 58 in (147 cm)[56] | 50 in (127 cm)[10] | 48.5 in (123 cm)[22] | 51.8 in (132 cm) | |
| Bypass ratio[57] | 3.84:1 | 4.55–4.68:1[58] | 4.1:1 | 4.8:1[19] | >6.5:1 | |
| Overall pressure ratio | 43:1[19] | >50:1 | ||||
Comparable engines
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