Rolls-Royce RB3011
 | This article needs to be updated. (April 2022) |
 | This article needs additional citations for verification. (July 2009) |
| RB3011 | |
|---|---|
| Type | Propfan |
| Manufacturer | Rolls-Royce plc |
The Rolls-Royce RB3011 (previously designated RB2011) is a prototype propfan engine in development by Rolls-Royce plc. The design is also known as an "open rotor" engine.
Design and development
[edit]The RB3011 is designed for the 180–300 passenger aircraft (e.g. Boeing 737 or Airbus A320). The RB3011 was renamed from RB2011, because Rolls-Royce employees kept confusing the 2011 with the expected service entry date.[1] Rolls-Royce bought the Allison Engine Company in 1995, and has studied the Pratt & Whitney/Allison 578-DX propfan engine built in the 1980s.
The engine has two contra-rotating rotors (fans) on the outside of the engine nacelle, either at the front of the assembly ("tractor") or at the rear ("pusher"). Both pusher and tractor open rotor designs form part of Rolls-Royce's long-term "15-50" vision, which is examining various architectures to tackle the 150 seat-aircraft market. Within 15-50 group – named for specific fuel consumption reductions of 15–50% compared with current generation engines – there are various options based on technology availability and maturity.[2]
The open rotor design is known to have increased noise compared to normal turbofan engines, where noise is contained by the engine duct. The forward rotor is larger in diameter than the rear rotor, to avoid problems with eddies from the forward rotor tips. The rotors are powered by the engine shaft via an epicyclic gearbox. These[clarification needed] produce a large amount of heat.
In late 2008, the RB3011 was considered a contender for the powerplant of the Irkut MS-21. Rolls-Royce felt it could develop and certify the engine before the aircraft's planned (at the time) certification in the first quarter of 2015.[3]
The engine has been tested at the Aircraft Research Association in Bedford, Bedfordshire. Wind-tunnel testing has taken place at DNW in Marknesse in the Netherlands.[4]
It is hoped to reduce the fuel consumption of an aircraft, compared to those with normal turbofan engines, by up to 30%. This is the main reason for choosing this design of engine. Certification is planned for 2017–2018, with market entry with airlines by 2020.[needs update]
See also
[edit]Comparable engines
Related lists
References
[edit]- ^ Turner, Aimee (1 May 2009). "Open season for game-changing name-changing". Future Proof. FlightGlobal/Blogs. Archived from the original on 6 June 2009.
- ^ Aviation Week & Space Technology/24 November 2008
- ^ Karnazov, Vladimir (3 September 2008). "Yakovlev ready to call for MS-21 systems tenders as design freeze nears". Flight International. Moscow, Russia.
- ^ Home » DNW Aero
External links
[edit]- Doyle, Andrew (10 May 2009). "Keeping options open". Aircraft. Flight International. Archived from the original on 20 October 2009.
- Butterworth-Hayes, Philip (March 2010). "Open rotor research revs up" (PDF). Aerospace America. Vol. 48, no. 3. pp. 38–42. ISSN 0740-722X. OCLC 664005753. Archived (PDF) from the original on 2 April 2015.
- Taylor, Mark. "Open Rotor Engine Design and Validation" (PDF). Royal Aeronautical Society. Archived from the original (PDF) on 2 April 2015.