BR715-A1-30 From , joined Dec 1969, posts, RR: Posted (10 years 10 months 3 weeks 6 days 3 hours ago) and read 4416 times:
Right before the Fan starts turning on the BR715, it makes a low-pitched whine sound, and then the whole rear cabin vibrates until it gets started. What is that low-pitched whine sound before the fan starts turning. Just another reason to like ROLLS-ROYCE
Wilcharl From United States of America, joined Jun 2000, 1158 posts, RR: 3 Reply 1, posted (10 years 10 months 3 weeks 6 days 2 hours ago) and read 4381 times:
are you obcessed with this engine.... it is a great little motor, but it had alot of headaches at first with the FADEC and uncommanded shutdowns. she takes alota air to get her going too... a standard MA1A air cart will not blow her over, you have to use a Y coupler and two of them. there is a very noticible oepning of the start valve/air wusshing (is that a technical term) in to the engine during start, then the engine vibrates until it smooths out.. the start sequence is incredably long on the 715 complared to the old JT-8D... I miss FL alot at times, but Im in a much better place, and looking back I realzied that FL and the 717 was not the greatest thing since sliced bread like I once thought....
BR715-A1-30 From , joined Dec 1969, posts, RR: Reply 2, posted (10 years 10 months 3 weeks 6 days ago) and read 4366 times:
I am obsessed with this engine. She sounds so SWEEEEEEEEEEEEET!!!!!!
The MA1A Air Cart is used for engine inductions arent they. I know the JT8Ds have quite a few of those happening now. I have only seen 1 717 get it, and they only used one of the carts.
Wilcharl From United States of America, joined Jun 2000, 1158 posts, RR: 3 Reply 3, posted (10 years 10 months 3 weeks 6 days ago) and read 4360 times:
the MA-1A is a pneumatic ground cart oftne called an Airstart... its udsed when the APU is inopperative.. basicly a little gas turbine in there that provides bleed air... the new Stewart & Stephensons carts are diesels and put out enough air that only one is required and it can also be used to run air conditioning on the gournd... it has a very sexy sound... worth requesting bac by the engine now that FL assigns seats in advance.. on take off it has the sawmill sound of a high bypass CF-6 or RB-211
BR715-A1-30 From , joined Dec 1969, posts, RR: Reply 8, posted (10 years 10 months 3 weeks 4 days 23 hours ago) and read 4287 times:
The BR715 doesn't have Burner Cans. It has a single Annular combustor ring. That is why it isn't as smoky as older jets. Only older jet engines have the burner cans which cause them to be so smoky. (Black Smoke that is)
B1C17L1011 From United States of America, joined Jun 2001, 96 posts, RR: 0 Reply 10, posted (10 years 10 months 3 weeks 3 days 22 hours ago) and read 4245 times:
I think the sound of the BR715 on start-up is very similar to the sound that the old RB211-22B's on the original L1011 made during start up. I fairly recently got to hear an ATA L1011 start her engines one by one. The sound was absolutely great!
Leftypilot79 From United States of America, joined Jun 2002, 455 posts, RR: 7 Reply 12, posted (10 years 10 months 3 weeks 2 days 15 hours ago) and read 4192 times:
Heres a snipet from RR website on the BR700 series engine.
The BR700 family meets the power requirements of regional aircraft with between 80 and 130 seats and those of ultra long-range business jets.
Both engine family members use the highly efficient BR700 engine core, suitable for high cyclic operation for thrusts between 14,000lb and 23,000lb. This core incorporates a ten-stage HP compressor, a low-emission annular combustor with 20 fuel burners and a two-stage shrouded high-pressure turbine. All stages are optimised to keep noise to a minimum.
The BR710’s low-pressure system features a 48-inch diameter fan driven by a two-stage low-pressure turbine and the BR700 core. The engine made its first run in 1994, right on schedule. Its first flight – powering the new Gulfstream V – was in November 1995. Certification was in August 1996, again right on schedule. The first flight of the Bombardier Global Express took place in October 1996 followed by BR710 engine certification in January 1997.
The BR715 features a 58-inch fan and a two-stage booster driven by a three-stage low-pressure turbine. Its selection to power the Boeing 717 is due to its combination of high performance, environmental friendliness, low cost of ownership and low risk derivative technology approach.
Technical details: Two-shaft, high-bypass-ratio engines. Both BR700 engine family members incorporate the BR700 core engine, with a ten-stage HP compressor, a single low emissions annular combustor with 20 burners and a two-stage shrouded HP turbine. Different thrust levels of the two engines are realised by adapting the LP systems. In the case of the BR710 the 48-inch diameter fan is driven by a two-stage LP turbine, while the BR715 features a 58-inch diameter fan and a two-stage booster driven by a three-stage LP turbine.>