Новости Rolls-Royce


Rolls-Royce Starts Work on First UltraFan Engine
Rolls-Royce Starts Work on First UltraFan Engine
by Gregory Polek - March 29, 2021, 11:05 AM
The Rolls-Royce UltraFan will feature a 140-inch-diameter fan. (Photo: Rolls-Royce)
Rolls-Royce has begun work on the first UltraFan engine at its dedicated DemoWorks facility in Derby in the UK, the company confirmed on Monday. To become the largest aero engine in the world, the UltraFan features a 140-inch fan diameter and forms the basis for a potential new family of engines capable of delivering a 25 percent fuel efficiency improvement over the first-generation Trent turbofan. Rolls-Royce expects to complete work on the UltraFan’s demonstrator engine by the end of the year.

Notwithstanding recent talk of hydrogen and electrically powered aircraft, gas turbines will continue to power long-haul airplanes for many years, according to Rolls-Royce. The UltraFan’s efficiency will help improve the economics of an industry transition to more sustainable fuels, which will likely prove more expensive in the short-term than traditional jet fuel, added Rolls. The company plans to run the first test of the engine on 100 percent sustainable aviation fuel (SAF).
“Our first engine demonstrator, UF001, is now coming together and I’m really looking forward to seeing it built and ready for test,” said Rolls-Royce Civil Aerospace president Chris Cholerton. “It is arriving at a time when the world is seeking ever more sustainable ways to travel in a post-COVID 19 world, and it makes me and all our team very proud to know we are part of the solution.”
Several parties have contributed funding for the development of the UltraFan demonstrator and associated technologies by Rolls-Royce and a variety of funding agencies, including the Aerospace Technology Institute and Innovate UK (United Kingdom), LuFo (Germany), and the Clean Sky Joint Undertaking (European Union). “The UltraFan project is a perfect example of how we are working with industry to deliver green, sustainable flight for decades to come,” said UK business secretary Kwasi Kwarteng. “Backed with significant government support, this project represents the scale of ambition for Britain's crucial aerospace sector.”

As engine build starts, suppliers continue to make other key parts for delivery to Derby. Work has started on the UltraFan’s carbon titanium fan system in Bristol, UK, and its 50MW power gearbox in Dahlewitz, Germany. Rolls considers the UltraFan part of what it calls its IntelligentEngine vision; for example, each fan blade has a digital twin that stores real-life test data, allowing engineers to predict in-service performance. When on test at Rolls-Royce’s new £90 million Testbed 80 facility, engineers can take data from more than 10,000 parameters, detecting the tiniest of vibrations at a rate of up to 200,000 samples per second.
Key engineering features of the engine include an Advance 3 core architecture and the company’s ALECSys lean-burn combustion system, meant to deliver maximum fuel burn efficiency and low emissions. Carbon titanium fan blades and a composite casing reduce weight by up to 1,500 pounds per aircraft, while advanced ceramic matrix composite (CMC) components operate more effectively in high-pressure turbine temperatures. Finally, it features a geared design that delivers efficient power for future high-thrust, high bypass ratio engines.
Rolls-Royce expects to continue testing UltraFan engines into at least 2023 as it commits to the market availability of a new product by the turn of the decade, the company told AIN in January after the Financial Times published quotes from CEO Warren East indicating it would shelve post-testing development until the launch of a new airframe model.
“We have always said that the eventual timing of UltraFan’s entry into service will be dependent on aircraft manufacturers’ requirements,” the company said in a statement. “We remain committed to having a product available to the market at the turn of the decade, but in the post-testing phase, we will continue to monitor customer requirements going forward, particularly given the impact of Covid-19. If this requires us to re-phase the program then we would do so.”

Rolls-Royce in talks with Boeing about new-aircraft development​

By Cirium14 May 2021

Rolls-Royce is in talks with Boeing about powering a future commercial aircraft, following the UK manufacturer’s 2019 withdrawal from the race to provide an engine for the US airframer’s then-proposed New Mid-market Airplane.
During Rolls-Royce’s annual general meeting on 13 May, chief executive Warren East said: “It is fairly well documented that Boeing is exploring the opportunity for a new aircraft… We are in dialogue with Boeing about that.”
Warren East, Rolls-Royce

Source: Rolls-Royce
Warren East says Rolls-Royce is ‘in dialogue’ with Boeing
East suggests that the talks cover a potential application of Rolls-Royce’s in-development UltraFan engine programme – the same powerplant Rolls-Royce had proposed for the NMA.
He recalls: “It was with a very heavy heart that we went along to Boeing and explained that we were going to have to withdraw.” Rolls-Royce disclosed its decision in February 2019 after Boeing had received proposals to power the NMA from GE Aviation, Pratt & Whitney and the UK manufacturer.
East insists the withdrawal was “the right commercial decision to make at the time because the timescales that Boeing was operating to were simply out of line with our UltraFan programme.”
While Rolls-Royce is aiming to have UltraFan ready for deployment after 2025, Boeing had been looking for an earlier service entry of the NMA.
East notes that a key factor in the withdrawal decision was the blade durability issues on Trent 1000 engines – the only commercial engine model Rolls-Royce supplies to a current Boeing programme, in competition with GE Aviation – which led to numerous 787s on the ground amid a wave of engine shop visits. “We felt it would be foolhardy to introduce a new engine without sufficient maturity testing, and we just couldn’t get there in the time available.”
But now UltraFan seems to be on the cards for a potential Boeing development, East indicates: “Time has marched on for a couple of years, our UltraFan has continued in that time as we maintained investment in it, and therefore it is a different situation today.”
Even though Rolls-Royce has always said that the geared UltraFan architecture is scalable and could be developed be applied for a range of future aircraft, East acknowledges that the design lends itself primarily to widebodies. “Below widebody long-distance travel… we totally understand that UltraFan isn’t necessarily the right power and propulsion answer in those applications.”
However, he suggests that gas-turbine engines might not play a central role in future short- and medium-haul air travel, and that instead new propulsion concepts will find deployment as aviation strives to become carbon-neutral.
“There is going to be a range of different technology proposals that people explore over the next decade or so, and we are keeping a very open mind.” He says that full- and hybrid-electric propulsion concepts and new fuel solutions might become available for “smaller aircraft and [the] ranges in-between” outside the widebody long-haul segment.
East adds that these concepts represent a “very interesting area [and] fantastic opportunity to combine new technologies with Rolls-Royce’s decades of experience in the air”.
The engine maker is involved in a number of such activities, including the development of an experimental full-electric, single-seat aircraft named “Spirit of Innovation”, which will fly this year and is intended to become the world’s fastest electric aircraft. Together with Norwegian carrier carrier Wideroe and Italian airframer Tecnam, Rolls-Royce has embarked on a project to develop all-electric passenger aircraft ready for service entry in 2026.
Rolls-Royce has had no presence in the medium-thrust commercial-engine segment since it left the International Aero Engines partnership with Pratt & Whitney, Japanese Aero Engine and MTU.

Pratt & Whitney And Rolls-Royce Downplay CFM Open-Fan Threat​

Guy Norris August 31, 2021
Pratt & Whitney test engine with shorter inlet
Shorter inlets, like this Pratt & Whitney test unit, are under study to further improve ducted-turbofan efficiency.
Credit: Pratt & Whitney

Absent for 20 years, open-rotor engines are back on the power agenda for next-generation single-aisle aircraft. What does that mean for the future of conventional turbofans, geared or otherwise, and how might that technology influence the trajectory of tomorrow’s large-engine designs?

These and other questions follow CFM International’s recent seismic decision to focus on an open-fan demonstrator as the most promising route toward a more sustainable successor to today’s medium-thrust turbofans. Aftershocks from the June announcement are still rumbling through the industry and already appear to have factored into the apparent slowdown of Boeing’s next all-new airliner studies.

The General Electric and Safran joint venture program, called Revolutionary Innovation for Sustainable Engines (RISE), targets a 20% reduction in fuel consumption and carbon dioxide emissions compared with current engines and is squarely aimed at a successor to the current Leap 1 turbofan in the 20,000-35,000-lb.-thrust class. The demonstrator program is expected to culminate in 2024-25 with flight tests of a single-stage, gear-driven fan paired with active stators in a tractor configuration—a design never previously tested at full scale.
Yet the RISE effort, which incorporates planned tests of a rotor more than 12 ft. in diameter, is about far more than just the propulsor. The demonstrator program will also include a suite of disruptive technologies that support CFM’s long-term sustainability goals. Among these technologies are multiple new combustor designs to ensure future compatibility with both sustainable aviation fuels and liquid hydrogen. The program also embraces the integration of motors and starter-generators for hybrid-electric adaptation.
Beyond these features, RISE will also include the test and development of a compact high-pressure core to boost thermodynamic efficiency as well as a recuperating system to preheat combustion air with waste heat from the exhaust. In addition, the demonstrator will incorporate the use of advanced materials such as ceramic matrix composites in the hot section and resin-transfer-molded composite fan blades.
Other than the overall open-fan concept itself, however, most if not all these technology areas are also being tackled in some form or other by competitors Pratt & Whitney and Rolls-Royce. The big “new” area, as CFM’s challengers see it, is the low-pressure turbine-driven gearbox interposed between the booster (compressor) and the rotating fan stage.
“It’s still a geared turbofan [GTF]—they downplay that aspect of it—but you cannot make that configuration without a gear configuration,” says Michael Winter, senior fellow for advanced technology at Pratt & Whitney. “In essence, this really is a full-on affirmation that geared turbofans are the future—full stop.” If the open fan does not prove feasible for various aeromechanical or certification-related reasons, the baseline development would also clearly support an alternate ducted, geared-fan configuration. CFM declined to be interviewed for this story, but speaking for Pratt, Winters says: “That is consistent with our assessment.”
After more than a decade of research in Europe and the U.S. into optimized blade designs for aeroacoustics, noise is no longer considered a showstopper for open rotors. Although acoustic challenges remain, the focus is shifting to the equally significant hurdles of integration, mechanical complexity and certification.
CFM believes integration with conventional tube-and-wing configurations will be easier because the overall diameter of its open-fan design has shrunk. When open rotors were tested and flown in the 1980s, they required fans up to 16 ft. in diameter to match the power of a midthrust engine, compared with a planned diameter of just more than 12 ft. for RISE. Although this represents a significant improvement, it still presents an installation challenge for wing mounting on aircraft such as the current single-aisle generation. The Leap 1A on the Airbus A320neo, which is enclosed in a 8.3-ft.-deep nacelle, has a ground clearance of just over 1.5 ft.
CFM's RISE engine
Much of CFM’s RISE technology will be equally applicable to an open-fan or geared engine. Credit: CFM International
Even if an open fan is cantilevered up and forward of the wing, Winters says the turbulent wake of the rotor will mitigate against many of the aerodynamic advantages planned for the efficient high-aspect-ratio wing designs under study for next-generation aircraft. “One way Boeing picked up so much efficiency on the 787 wing was by maintaining laminar flow for much of the front section,” he says.
“If you think about where Boeing wants to go with a truss-braced wing in that same time frame—the company’s ongoing transonic truss-braced wing (TTBW) concept study with NASA—it’s a really long, really thin wing,” Winters says. “And for all intents and purposes, I believe it’s assuming laminar flow.” This aerodynamic advantage, he adds, would likely be lost in the wake downstream of an open fan.
Another major integration hurdle will be protecting the structure from blade loss and subsequent imbalance forces, Winter says. Plans to flight-test the Safran-developed counter-rotating open-rotor test engine—the forerunner to RISE—on an Airbus A340 flying testbed were shelved in 2017 after concerns arose about airframe strengthening and weight gain around the tail to counter potential blade separation events.
Winter says open rotors might represent a more significant installation challenge for advanced configurations such as the TTBW. “That truss is a safety-critical structure, and you’ve got this big whirling mass right next to it with the possibility of losing a blade. So you have to worry about the imbalance loads and the structural mass associated with coping with those,” he adds.
CFM notes, however, that the demonstrator will also pave the way for development of a certified product, various issues for which were considered as early as 2015 in a European Union Aviation Safety Agency (EASA) notice of proposed amendment. “The open-rotor concept is not intended to be certified as a propeller-engine installation,” EASA says. “Due to the complex integration, it is instead intended to be certified as an integrated engine concept.”
Based on current airframe and engine certification requirements, the open-fan propulsion system is likely to meet existing turboprop rules, under which the propeller manufacturer has to demonstrate, by design and tests, that a fan blade will not detach. In addition, the system will also have to meet current requirements on blade pitch control and avoiding overspeed conditions. Blade-off requirements similar to current turbofan regulations will also be a factor.
Rolls-Royce, which has bet its future on the geared, ducted UltraFan family, is also skeptical about the prospects for the broader applicability of the open-fan concept. “The ducted fan is far and away the most versatile, and an entirely necessary, solution,” says Andy Geer, chief engineer of UltraFan product development and technology. “You can come up with open-rotor and maybe open-fan configurations for bespoke short-range small airplane applications, perhaps, but only if those applications can tolerate the installation challenges and the sort of cruise-speed limitations that are likely to go with that kind of architecture.”
The issue becomes even more critical with the increasing scale necessary for higher-power needs. Geer says the flow physics for such a requirement demands that for the same overall thrust, the open-fan engine will have roughly twice the diameter of a ducted fan. “Our view is neither of those compromises would work in a widebody, long-range application. Realistically, they’re completely outclassed by an UltraFan ducted turbofan on [such an] application,” he adds.
“There seems to be a fundamental divide from our perspective,” Geer continues. “From a cruise-speed limitation perspective, unless you’re prepared to push an open-rotor system to very high tip speeds to try to overcome some of the shortfalls of not being ducted, you will gain speed. But as soon as you do that, you’ve got a noise problem.”
As Rolls-Royce prepares to begin ground tests of the first UltraFan demonstrator in early 2022 and Pratt works on a road map of upgrades to the GTF, it appears that neither company plans to change course or alter its development strategy as a result of CFM’s RISE initiative. Yet the two manufacturers are in very different positions: Rolls is years away from debuting the new engine and has yet to secure an application for its UltraFan, while Pratt is building on a bridgehead established with an engine family that first ran in ground tests as far back as 2007.
Rolls-Royce UltraFan concept
The UltraFan’s large size is evident in this artist’s concept of an engine on the assembly line. Credit: Rolls-Royce
In the near term, Pratt is preparing to launch an upgrade package for the PW1100G version that will provide the option of additional thrust for heavier weight applications, such as the Airbus A321XLR, while maintaining time on wing. The focus is on delivering additional power and reliability rather than lower fuel burn, Winter says.
“The beauty is that we do have that technology and we could take advantage of it, but we don’t have to,” he adds. “We could change the gear ratio and get a lot more performance, but we chose to optimize on what the customer values. That’s not only efficiency—it’s also time on wing and thrust.”
Down the line, Pratt is evaluating further improvements, including short duct inlets and adapting the PW1000G family for a more electric future. The short duct work, which would help reduce the weight and drag of the nacelle, would build on earlier tests of advanced inlets conducted as part of the FAA’s CLEEN environmental program. Plans to develop the engine into a parallel turboelectric hybrid include adding a motor-starter generator mounted on the engine’s high-pressure spool and a motor generator on the low-pressure spool.
These plans will leverage NASA’s Electrified Powertrain Flight Demonstration project, under which Pratt hopes to play a key role in flight testing a megawatt-class electric-aircraft-propulsion system on its Boeing 747SP flying testbed. The program forms part of NASA’s broader aviation sustainability strategy and aims to mature propulsion systems for thin-haul, regional and single-aisle aircraft that could enter service by 2035.
To accelerate the process and mature powertrain technology to a level ready to enter product development and certification in the late 2020s, NASA intends to use existing or planned industry flying testbeds and is expected to issue contracts later this year.

Guy Norris
Guy is a Senior Editor for Aviation Week, based in Colorado Springs. Before joining Aviation Week in 2007, Guy was with Flight International, first as technical editor based in the U.K. and most recently as U.S. West Coast editor. Before joining Flight, he was London correspondent for Interavia, part of Jane's Information Group.

Rolls-Royce Ultrafan Power Gearbox Sets Aerospace World Record​

September 3, 2021

Rolls-Royce has announced that its UltraFan® power gearbox has set a new world aerospace record at its facility in Germany.
The gearbox has reached 87,000 horsepower or 64 megawatts – enough to power a city the size of Bath, United Kingdom – on test at Dahlewitz, near Berlin. The power milestone was achieved as build continues on the power gearbox that will be delivered for the actual UltraFan demonstrator engine, UF001, later this year.

UltraFan, which is scalable for narrowbody or widebody aircraft, is a key element of Rolls-Royce’s commitment to making travel more sustainable. Gas turbines will continue to be the bedrock of long-haul aviation for many years, and UltraFan’s efficiency will help improve the economics of an industry transition to more sustainable fuels, which are likely to be more expensive in the short-term than traditional jet fuel. The first test run of the engine will be conducted on 100% Sustainable Aviation Fuel.
Dr Holger Klinger, Sub-System Executive Power Gearbox, Rolls-Royce, said: “Reaching this record is another great achievement that showcases the performance and durability of this key component for our UltraFan programme. The power gearbox technology is central to the success of the next generation of Rolls-Royce jet engines and I’m proud to see us pushing the engineering boundaries again.”
The PGB is playing a central role for the UltraFan engine, helping to deliver excellent efficiency levels over a wide range of thrusts. It has a planetary design, with each ‘planet’ capable of holding the force of a Trent XWB engine at full throttle. It is designed to allow the turbine at the rear of the engine to run at a very high speed while the fan at the front runs at a lower speed. This makes the engine very efficient, making the UltraFan engine 25% more fuel efficient than the first generation of Rolls-Royce Trent engines.
Development testing of the first prototype gearbox, focused on validation, endurance and reliability, began in 2017 at the dedicated PGB test facility in Dahlewitz. During a rigorous test regime, the power gearbox has since accumulated more than 650 testing hours and proven its capability of managing the equivalent power of an entire grid of Formula 1 cars.
As well as high power testing, the PGB has been undergoing test on the facility’s Attitude Rig, which simulates the effect of the gearbox being on the wing of an aircraft in flight, through phases such as take-off, climb, banking and descent.

Уважаемый Seerndv, пожалуйста, сопровождайте новости краткой аннотацией на русском.

National hypersonic ground test facility to be built in Purdue Aerospace District​


The first-of-its-kind Hypersonic Ground Test Center to be constructed in the Purdue Aerospace District will allow industry partners to test their hypersonic technologies. (Credit: Second Bay Studios)
WEST LAFAYETTE, Ind. – A first-of-its-kind in the U.S. facility to test hypersonic technologies will be constructed in the Purdue Aerospace District adjacent to the Purdue University campus, already a hotbed for hypersonics research and aerospace technology developments.
The Hypersonic Ground Test Center, or HGTC, announced Monday (Aug. 9) during a two-day Hypersonics Summit hosted by Purdue and the National Defense Industrial Association, will be a central shared utility that supports multiple test cells and laboratories.
The announcement of the HGTC comes on the heels of two major recent announcements for plans in the Purdue Aerospace District. On July 27, the university and research foundation announced plans for the construction of the 65,000-squre-foot Hypersonic Applied Research Facility. That facility will house the only Mach 8 quiet wind tunnel in the world as well as a hypersonic pulse (HYPULSE) shock tunnel. On Aug. 2, it was announced that Rolls-Royce will significantly expand its already large footprint at Purdue. Its new test facilities will be used to develop high-altitude and hybrid-electric engines to power the next generation of U.S. military aircraft.
“At Purdue, we’re committed to research at the very frontiers of science, especially when it can contribute to the national security of Americans,” Purdue President Mitch Daniels said. “Becoming home to the nation’s premier hypersonics facilities can make such a contribution, while providing enormous new opportunities for our researchers, aspiring entrepreneurs, and job seeking graduates.”
Mark J. Lewis, executive director of the Emerging Technology Institute, a nonpartisan think tank focused on technology critical to the future of national defense, and the chief scientific advisor to NineTwelve, said, “We need to do more than match our peer competitors, we need to leapfrog them quickly. This facility will help us make that happen.”
The HGTC will be administered by a new nonprofit consortium of national defense industry partners that will manage capital and operational costs. Rolls-Royce North America is the first aerospace industry member of the HGTC consortium. Other national industry partners and potential interested government entities are being recruited.
The HGTC facility will house two separate testing streams; partners can conduct tests in the 3.5-5.0 Mach range or the 4.5-7.5 Mach range. Multiple companies can undertake work simultaneously on site, while being ensured full protection of intellectual property and sensitive work. These facilities will be available for long-term lease to allow guaranteed, timely access for contractors to conduct tests at their preferred schedule and duration.
Tom Bell, chairman and CEO, Rolls-Royce North America, said, “Rolls-Royce is proud to be the founding member of this significant new addition to aerospace research. We credit leadership from the state of Indiana, Purdue University and Purdue Research Foundation for their important vision and investment leading to the creation of the Hypersonics Ground Test Center. Rolls-Royce has a unique history in high-speed propulsion, dating to the Concorde aircraft and 30 years of experience on hypersonics research with our Department of Defense customers through our LibertyWorks advanced technology unit in Indianapolis. We are keenly interested in the area of hypersonic propulsion and currently exploring development of advanced supersonic and high-Mach propulsion systems with our customers.”
Indiana Gov. Eric Holcomb said the HGTC is another example of how the state of Indiana and industry succeed together.
"Creating this first-in-the-nation center is possible because we have industry partners that aren't just on the cutting edge but are reinventing where the edge is,” Holcomb said. “Couple that with the many thriving communities in Tippecanoe County, and a gushing pipeline of top talent at Purdue including researchers, students and graduates prepared to make the next giant leaps in both aerospace and hypersonic innovation. It's because of days like today that our economy remains strong and Indiana reigns as one of the best places in the world to do business."
U.S. Sen. Todd Young of Indiana, said, “The transformational technologies being developed and tested at Purdue will help America win the 21st century. Not only will these ideas create the jobs of tomorrow, they will ensure that the American military remains the strongest and most advanced fighting force in the world.”
Purdue University and Purdue Research Foundation will fund the construction of the HGTC.
PRF president and CEO Brian Edelman said, "Building the Hypersonic Ground Test Center would not be possible without a recent multimillion-dollar investment to further expand facilities in the Purdue Aerospace District. That investment from Rolls-Royce, the university and PRF, along with support from the state, West Lafayette, Lafayette and Tippecanoe County, laid the foundation for creating the HGTC."
The HGTC draft design, capabilities and requirements were developed by Zionsville, Indiana-based NineTwelve, in coordination with PRF. Chad Pittman, president of NineTwelve, said he and the NineTwelve team are excited to be a valuable resource for the facility and the partnerships it has and will continue to attract in the vital space of the nation’s defense needs.
Writer: Steve Martin, [email protected]
Sources: Mitch Daniels
Mark J. Lewis
Tom Bell
Sen. Todd Young
Brian Edelman
Chad Pittman
- RR победил в конкурсе на ремоторизацию В-52:

Rolls-Royce Selected for B-52 Re-engining Program​

by David Donald
- September 25, 2021, 4:55 AM

B-52 re-engining
Replacing the B-52H’s eight TF33 turbofans with the F130 will give the strategic bomber at least another 30 years of life. (Photo: U.S. Air Force)
On September 24, the Department of the Air Force awarded a $2.6 billion contract to Rolls-Royce Corporation to provide new engines for the B-52 Commercial Engine Replacement Program (CERP). The company will build 608 F130 engines to re-engine 76 B-52Hs, as well as 42 spares, in its manufacturing facility in Indianapolis, Indiana. The contract also covers the provision of spares, support equipment, engineering data, and sustainment activities.
The CERP program is aiming to deliver the first two modified bombers by the end of 2025 for testing. By the end of 2028 the first operational batch is due to have been delivered, with the entire fleet to have been re-engined by 2035. Based on the commercial BR725 powerplant, the F130 engine will deliver significant increases in fuel efficiency and range, and major reductions in emissions from unburned hydrocarbons and maintenance costs.
“[CERP] is the most important and comprehensive upgrade to the B-52 in over half a century,” said Maj. Gen. Jason Armagost, director of Strategic Plans, Programs and Requirements at Air Force Global Strike Command. “The B-52 is the workhorse of the nation’s bomber force and this modification will allow it to continue its critical conventional and standoff mission into the 2050s.”
Early proposals to re-engine the B-52H had focused on the use of four large turbofans, but the required structural changes were considered too costly. As a result, the CERP aims to replace each aircraft’s eight 1960s-vintage Pratt & Whitney TF33-P-103 low-bypass ratio turbofans on a one-for-one basis. Installing the new engines is still a complex upgrade, requiring changes to the engine struts and nacelles, as well as on the flight deck. Digital prototyping is being employed to integrate the engines and associated changes in a virtual environment to establish the most cost-efficient and effective solution before making any physical modifications.

The F130 engine is a member of the Rolls-Royce BR700 family, which was developed in the 1990s by Rolls-Royce in a joint venture with BMW. In 2000, Rolls-Royce took over the program in its entirety, including the commercial engine factory at Dahlewitz in Germany. The first version, the BR710, was selected to power the Gulfstream V/G550 and Bombardier Global Express. As such, it is already in U.S. Air Force service with the C-37 and E-11 Battlefield Airborne Communications Node (BACN) aircraft. A considerably more powerful derivative, the BR715, powers the Boeing 717 airliner.
Benefitting from a decade of technological advances, the BR725 was certified in 2009 with a larger fan and many internal improvements. With a maximum thrust rating of 16,900 pounds, its initial application was the Gulfstream G650 business jet, now followed—in F130 military form—by the B-52H. Continued development of the BR725 has resulted in the Pearl family that powers the Global 5500/6500 and forthcoming Gulfstream G700 and Dassault Falcon 10X.
- а таки шо получит Боинг? :cautious:
- перевод поспел :)
Rolls-Royce победил в тендере на новые двигатели для американских бомбардировщиков В-52Н
entry is in top500 rating
bmpdSeptember 26th, 22:54
Корпорация Rolls-Royce 24 сентября 2021 года сообщила, что ее американское подразделение Rolls-Royce North Americа признано победителем в тендере военно-воздушных сил США по программе B-52 Commercial Engine Replacement Program (CERP) на поставку новых авиационных двухконтурных турбореактивных двигателей для замены старых двухконтурных турбореактивных двигателей Pratt & Whitney TF33-P-103 на американских стратегических бомбардировщиках Boeing B-52H Stratofortress.


Размещение двухконтурного турбореактивного двигателя Rolls-Royce BR725 (F130) в мотогондоле американского стратегического бомбардировщика Boeing B-52H Stratofortress (c) Rolls-Royce

По итогам тендера, ВВС США выбрали для ремоторизации своего парка бомбардировщиков В-52Н предложенный Rolls-Royce двигатель под военным обозначением F130, являющийся вариантом коммерческого двигателя BR725, используемого на бизнес-джете Gulfstream G650.

Сейчас каждый бомбардировщик B-52H оснащен восемью двигателями TF33-P-103 производства первой половины 1960-х годов. Планируется подвергнуть ремоторизации все 76 наличных бомбардировщиков В-52Н с заменой на каждом восьми старых двигателей TF33-P-103 на восемь новых с максимальных сохранением конструкции мотогондол. Всего планируется приобрести 650 новых двигателей F130 (608 двигателей для ремоторизации 76 самолетов и, и 42 запасных двигателя). Общая стоимость выданного 24 сентября министерством обороны США рамочного контракта для Rolls-Royce на поставку этих двигателей составила 2,604329 млрд долл. В качестве первого этапа Rolls-Royce North Americа получила первый твердый контракт ВВС США на поставку нераскрываемого количества двигателей F130 на сумму 500,9 млн долл сроком на шесть лет.

Непосредственные работы по модернизации самолетов В-52Н будет осуществлять корпорация Boeing. Первые два ремоторизованных самолета должны быть переданы ВВС США к концу 2025 года, а первая строевая партия ремоторизованных бомбардировщиков должна быть введена в строй ВВС США к концу 2028 года. Ожидается, что работы по ремоторизации парка В-52Н продлятся до 2035 года, После этого модернизированные самолеты смогут оставаться в строю еще до 30 лет, таким образом общий срок службы самолетов В-52Н может превысить 100 лет. Ежегодно до середины 2030-х годов на программу ремоторизации предлагается выделять по 270-300 млн долл.

Сборка двигателей F130 (BR725) для ремоторизации В-52Н будет осуществляться на предприятии Rolls-Royce North Americа в Индианаполисе (штат Индиана), в реконструкцию которого корпорацией было вложено 600 млн долл.

Двигатель BR725 (ранее обозначался как BR700-725) максимальной взлетной тягой 7670 кг является развитием популярного семейства двухконтурных турбореактивных двигателей BR700, изначально разработанных и производимых созданным в 1990 году совместным предприятием BMW Rolls-Royce AeroEngines GmbH, с 2000 года находящимся в полной соственности корпорации Rolls-Royce в качестве ее немецкого подразделения Rolls-Royce Deutschland. С 1995 года и по настоящее время общая наработка двигателей семейства BR700 превысила 27 млн часов. Двигатель BR725 был сертифицирован в 2009 году и находится в серийном производстве для бизнес-джетов Gulfstream G650 с 2011 года. ВВС США используют некоторое количество бизнес-джетов Gulfstream предшествующих версий Gulfstream V и Gulfstream G550 (под обозначениями серии С-37) и самолетов-ретрансляторов на базе Bombardier Global 6000 (Е-11А), с двигателями версии BR710, также имеющими общее военное обозначение F130.

История попыток ремоторизации бомбардировщиков В-52 тянется в ВВС США с 1970-х годов, однако до настоящего времени все "заходы" на эту тему разбивались о высокую стоимость такой программы. Ранее варианты в основном вращались вокруг замены восьми двигателей TF33 на четыре гораздо более мощных ТРДД коммерческого типа, что, однако, требовало достаточно серьезной модификации самолета.

В результате в 2016 году была начата программа В-52 Commercial Engine Replacement Program (CERP) с идеей замены восьми TF33 также на восемь двигателей в классе максимальной тяги от 7,5 до 9 тонн, которые для удешевления также должны были быть используемыми в коммерческой авиации, хотя интеграция современных двигателей с цифровым управлением на старый "аналоговый" самолет В-52Н в любом случае представляет существенный технический вызов.

В мае 2019 года после анализа предложений ВВС США разослали официальный запрос предложений по программе CERP на новые двигатели трем крупнейшим компаниям-производителям авиационных двигателей - General Electric, Pratt & Whitney и Rolls-Royce. К лету 2020 года все три запрошенных производителя представили свои предложения в виде цифровых моделей в соответствии с предварительными контрактами, полученными в 2019 году.

General Electric предлагала в тендере по программе CERP двигатели CF34-10 (используется на бизнес-джетах и региональных самолетах Bombardier CRJ и Embraer E-Jets) и Passport (разработан на основе газогенератора двигателя CFM LEAP и используется на больших бизнес-джетах Bombardier Global 7500/8000). Pratt & Whitney предлагала двигатель Pratt & Whitney Canada PW800, созданный на основе газогенератора двигателя PW1000G, но без редуктора, используемый на бизнес-джетах Gulfstream G500/G600 и перспективном Dassault Falcon 6X).

Двухконтурный турбореактивный двигатель Rolls-Royce BR725 (F130) (c) Rolls-Royce

Rolls-Royce, Federal Ministry and the state of Brandenburg strengthen development of hybrid-electric propulsion systems​

08 October 2021


Rolls-Royce has signed a Memorandum of Understanding (MOU) with the Ministry for Economic Affairs, Labour and Energy Brandenburg (MWAE) and the Federal Ministry for Economic Affairs and Energy (BMWi) to advance the research and development of hybrid-electric propulsion systems for the next generation of aviation in Brandenburg.
The partners agreed on the establishment of development, testing and production facilities, creating an industrial eco-system for hybrid-electric aviation propulsion systems in Dahlewitz and the Lusatia region that’s globally unique. The project will be supported by funding from the Structural Strengthening Act, the federal government's aeronautics research programme and other state funds.
Within the new programme Rolls-Royce Deutschland today opens an operating facility in Cottbus and plans to expand its research and development capabilities in Dahlewitz. The company is leading the way on one of the world’s most comprehensive hybrid-electric aerospace development and integration programmes for a wide range of applications, including technologies for small gas turbines.
With a horizon until 2027 and accompanied by positive funding decisions, Rolls-Royce Deutschland aims to make significant investments for the development project in Brandenburg, securing about 50 highly-skilled jobs in the region already in 2021. The corresponding work will be split between the Dahlewitz site and the new facility, that will be based at the Center for Hybrid Electric Systems Cottbus (CHESCO) of Brandenburg University of Technology Cottbus-Senftenberg. The technical management of the projects will be in Dahlewitz, while a high proportion of work for the development project will be carried out in Cottbus with support from Dahlewitz and from our world class electrical design teams based in Bavaria.
Rob Watson, Director Rolls-Royce Electrical, said: “The race to net zero in aviation is both vitally important and one of the most extreme technological challenges there is. The long term and increasing support of the German Government for aerospace technology is a crucial enabler for Rolls-Royce to meet our commitments to sustainable power and net zero by 2050. Building on the advanced capabilities of our electrical team in Bavaria, the establishment of development, testing and production facilities in Dahlewitz and the Lusatia region will enable Rolls-Royce to deliver hybrid-electric propulsion systems for the next generation of aviation.”
Dr Joerg Au, Engineering Director Rolls-Royce Deutschland, said: "We are looking forward to working with other partners to build a globally unique industrial ecosystem for low-emission, hybrid-electric aviation propulsion systems here in Brandenburg. The work done by our team in Germany will enable a new class of quieter and cleaner air transport and our Dahlewitz site - one of the centres for the further development of hybrid propulsion systems in our company - will thus be further strengthened."
"Rolls-Royce is not only one of the most important players in the aviation industry, the company also sets the pace for the transformation process of the industry. It makes us proud that Rolls‑Royce wants to expand the research and development of hybrid-electric systems for the next generation of aviation here in Brandenburg. This is once again an impressive commitment to Brandenburg as a business location," explained Hendrik Fischer, State Secretary in the Ministry of Economic Affairs, Labour and Energy of Brandenburg, at the signing of the memorandum of understanding.
Fischer continued: "I am particularly pleased that Rolls-Royce, in addition to expanding its research & development capacities in Dahlewitz, also opens a presence in Cottbus and work closely with partners from the region. This is an important contribution to the structural development in Lusatia. At the same time, Rolls-Royce's commitment will help Brandenburg to further raise its profile as an important region for the mobility of the future. The state government is therefore happy to support the company with all the means at its disposal."
Thomas Jarzombek, Federal Government Coordinator of German Aerospace Policy, on the occasion of the signing: "I am delighted that research and development for the aviation of the future is being expanded here in Lusatia. Hybrid-electric propulsion systems are the technology of the future for environmentally friendly aviation and the Federal Government has provided significant support for this settlement. In a joint effort by industry, the DLR and the Fraunhofer-Gesellschaft, a supra-regional research cluster is being created in Cottbus, which will take the developed technical principles of hybrid-electric flight and apply them consistently. This benefits not only Lusatia, but Germany as a whole as an aviation location.”
Rolls-Royce Deutschland will involve existing and new partners from the Lusatia region to a large extent in the work for the development project and continue the ongoing search for industrial partners. The Brandenburg University of Technology Cottbus-Senftenberg (BTU), the German Aerospace Centre (DLR) and Fraunhofer-Gesellschaft are scientific partners of the project.
Electrification of flight is an important part of Rolls-Royce’s sustainability strategy and supports our aim to contribute to a net zero carbon future by 2050. Our Rolls-Royce Electrical teams in the UK, Germany, Hungary, Norway, Singapore and the US are working on several projects to develop sustainable, efficient and quieter technology for aviation, marine, land and industrial applications.
For high-res images please see here: Rolls-Royce plc

Rolls-Royce and cellcentric seal breakthrough of fuel cells in emissions-free power generation​

08 November 2021


A contract has now been signed by (from left) Perry Kuiper (President Sustainable Power Solutions, Rolls-Royce Power Systems), Andreas Schell (CEO, Rolls-Royce Power Systems), Dr. Matthias Jurytko (CEO cellcentric) and Prof. Dr. Christian Mohrdieck (CKCO of cellcentric).

Rolls-Royce and cellcentric, a joint venture company set up by Daimler Truck AG and Volvo Group AB, are taking the next step in their strategic cooperation for the deployment of cellcentric hydrogen fuel cell modules. Rolls-Royce, through its Power Systems business unit, is to develop complete mtu hydrogen fuel cell solutions based on cellcentric’s fuel cell modules that emit nothing other than water vapour. This will enable C02-free, climate-neutral generation of emergency power for data centers. Rolls-Royce is among the world's top three suppliers of emergency gensets for data centers. Both Rolls-Royce and cellcentric are keen to play a part in driving the fuel cell breakthrough and are convinced that the technology – and time – are right for successfully launching commercial fuel cell applications for the mass market.
Each fuel cell module will in the future deliver a net power output of around 150 kW – sufficient to power approximately 10 homes – and can be connected together into scalable fuel cell power plants with outputs in the megawatt range – capable of providing clean back-up power for large data centers. Rolls-Royce commissioned a fuel cell demonstrator earlier this year and plans to bring a further demonstrator plant on line in 2022. The first pilot plants with customers will be installed in 2023, with Rolls-Royce launching standard production fuel cell systems in 2025. A fuel cell module is currently on display on the Rolls-Royce stand at COP26 in Glasgow, Scotland.


Rolls-Royce, through its Power Systems business unit, is to develop complete mtu hydrogen fuel cell solutions based on cellcentric’s fuel cell modules that emit nothing other than water vapour. This will enable C02-free, climate-neutral generation of emergency power for data centers.

Operators of the very large data centers that handle telecommunications and internet traffic are considered a key customer group and the market is growing rapidly. Rolls-Royce is keen to enable energy-intensive data centers to substantially reduce their CO2 footprint by making it possible for them to renounce the use of electricity generated from fossil fuels.
“Electrical generators based on fuel cells represent the next leap forward in the energy transition, both for us and our customers,” said Andreas Schell, CEO of Rolls-Royce Power Systems. “That's why we're investing a three-digit million amount in R&D over the next few years and we hope that this strong commitment will encourage governments and politicians to promote and support this pioneering, extremely climate-friendly, technology. When they run on green hydrogen, meaning hydrogen made using renewable energy sources, fuel cells are climate-neutral. For this reason, and also because we're simply convinced by fuel cell technology, we also want to look into how green hydrogen can be produced cost-effectively in the quantities we need.”
Perry Kuiper, President Sustainable Power Solutions at Rolls-Royce Power Systems, added “We're among the world's top three suppliers of emergency gensets for data centers and as such we enjoy the long-standing trust of our customers, who are now seeking sustainable solutions to their energy supply needs. We've declared it our mission to have over half of data centers supplied by emergency power from fuel cells in the future.” Development of CO2-free solutions using hydrogen technology is taking place at Rolls-Royce Power Systems in its new 'Power Lab' division.


Rolls-Royce presents its mtu fuel cell element on the company's stand at the UN Climate Change Conference COP26 in Glasgow. A stylized "H" forms the front panel of the modern housing design.Through its Power Systems business unit, Rolls-Royce is to develop complete mtu hydrogen fuel cell solutions based on cellcentric’s fuel cell modules that emit nothing other than water vapour. This will enable C02-free, climate-neutral generation of emergency power for data centers.

Dr. Matthias Jurytko, CEO cellcentric, said: “The hydrogen-based fuel cell is a crucial building block to achieve the goal of a CO2-neutral society. With Rolls-Royce, we have an important partner at our side with whom we want to achieve further economies of scale to help the technology achieve a breakthrough. Our cooperation sends a clear signal to politicians and industry: both companies are convinced of the benefits of fuel cells and are working hard to commercialize them. The right framework conditions for this must therefore now be put in place. This applies in particular to the issue of infrastructure and thus the generation, storage and transport of hydrogen.”
Partnership with cellcentric offers Rolls-Royce the opportunity of using fuel cell modules produced by a leading supplier with long-standing experience. Its quick deployment of a large volume of fuel cells has in turn enabled cellcentric to ramp up its series production, while preparation for on-highway use is still in progress. Their installation into heavy-duty utility vehicles from Daimler Truck AG and Volvo is planned for the second half of the decade.
Press photos are available for download from
Media Center
- RR победил в конкурсе на ремоторизацию В-52:

- а таки шо получит Боинг? :cautious:
BR725, который ставят на гольфстрим 650 ... модульная сборка будет в германии, а окончательная уже на роллсе в штатах ...
Неужели они таки решились на ремоторизацию Б-52? Уже не один десяток лет все примеряются и примеряются....
ну нимрод тоже ре-моторизировали ... мы даже все движки уже поставили, а потом всю программу закрыли ... и вернули движки ... за четверть цены ...

военные денег не считают ...
Всегда удивлялся, чего бы им на 4 двигателя не перемоторить? Теперь-то уже есть на что.
Или вообще на два? 🤯 в соответствии с новой модой современными тенденциями дозвуковых тяжелых самолетов😁
Традиции, сэр!
Плюс пайлотов с восьми РУДов на четыре переучить... профсоюз будет недоволен 8-)
Последнее редактирование:
Традиции, сэр!
Плюс пайлотов с восьми РУДов на четыре переучить... профсоюз будет недоволен 8-)
Рудов можно и восемь оставить. Можно и 16 вкрячить. Что ни сделаешь ради профсоюзоа водителей бомбардировщиков.