With its Pearl engine family, it managed to keep everyone happy. It has never said if the engine is named after the Chinese Pearl River or the one that flows through Mississippi and Louisiana. Canada, Costa Rica and New York state also have Pearl Rivers or Rio Perlas so it could be theirs.

This week Rolls-Royce started flight-testing the Pearl 10X which will power Dassault’s flagship Falcon 10X. The Pearl 10X is the most powerful business aircraft engine the manufacturer has ever made. 

A Pearl 10X test engine has been fitted to Rolls-Royce’s Boeing 747 flying test bed. Plane spotters wanting to see the five-engine aircraft need to go to Tucson, Arizona. The testing includes engine performance and handling checks at various speeds and altitudes, in-flight relights, tests of the nacelle’s anti-icing system and fan vibration tests at various altitudes. It has already been tested for more than 2,300 hours on the ground and can use 100% sustainable aviation fuel.

Rolls-Royce and Dassault got very close to working together in the past. But this will be the first Rolls-Royce engine to power a Dassault aircraft.

“The market success of the Pearl engine family has been outstanding,” said Dr Rob Watson, president civil aerospace, Rolls-Royce at the company’s capital markets day last year. It has been key to its business aviation division. Before the launch of the engine in 2018 there was talk of Rolls-Royce losing market share.

Textron had selected Snecma’s Silvercrest for its Hemisphere and in 2013 Dassault chose it for its planned Falcon 5X. Neither aircraft happened, but in 2014 Gulfstream chose Pratt & Whitney engines for the G500 and G600. This was a blow as the company had powered every large-cabin Gulfstream since the G1 in 1958.

Rolls-Royce announced the Pearl family when the engine was picked for Bombardier’s Global 5500 and Global 6500 aircraft. It then went on to win hard-fought campaigns for Gulfstream’s newly certificated G700, the upcoming G800 and Dassault’s Falcon 10X. Rolls-Royce says it had 70% market share in the large business jet market in 2022 and 85% in the ultra-long-range market. 

Large commercial engines that power widebody airliners dominate Rolls-Royce’s commercial aviation division – making up 72% of its 2023 aerospace sales. But business aviation is the next biggest part with 21% of sales. Tufan Erginbilgic, who became Rolls-Royce’s CEO in January 2023, has stressed the importance of business aircraft to the company. 

Rolls-Royce is ramping up production. It delivered 165 business aviation engines in 2022, 223 in 2023 and it is aiming for close to 300 in 2024. As new aircraft with its engines are delivered it will, of course, see flight hours rise and aim to enrol new customers in its Corporate Care programme.

The newly certificated Gulfstream G700 will drive a lot of this as the Savannah manufacturer ramps up delivery. Gulfstream is planning to deliver 50 G700s in 2024.

At its investor day last year, the company forecast 8-9% annual delivery growth for its business aviation engines. This is compared with 3% for the large aircraft market.

The Falcon 10X still has a way to go before it is certificated, but Rolls-Royce should still celebrate the start of flight testing. If anyone is looking for a venue, there are hundreds of Pearl River Chinese restaurants to choose from.

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The past few years have seen a lot of focus on large and ultralong aircraft like Bombardier’s Global 7500 and Global 8000; Dassault’s Falcon 10; and the Gulfstream 700 and Gulfstream 800. These aircraft are, of course, only possible because of new engines: GE’s Passport engines on the Globals; and Rolls-Royce’ Pearl engines powering the Dassault and Gulfstream aircraft.

Now the engine battleground has shifted.

Corporate Jet Investor knows that one aircraft manufacturer is now in serious talks with engine makers about a new power source for a new super-mid size aircraft. The aircraft is set to be announced this year.

“There is a definite gap for a new engine in the 9,000lb to 11,000lb thrust range,” says Shawn O’Day, founder, O’Day Aviation Consulting who worked at GE Aerospace. “It is a space that has been waiting to be filled for a long time.”

There are already four manufacturers powering aircraft around this 10,000lb thrust gap. Honeywell has the HTF7000 on the Challenger 3500, Cessna Longitude, Gulfstream G280 and the Praetor 500 and Praetor 600. GE has the CF34-3 on the Challenger 604/650 and Challenger 850s. Rolls-Royce’s AE3007 is on the Embraer Legacy 600 and Legacy 650. Pratt & Whitney Canada has the PW300 range on the Latitude, Falcon 7X, Falcon 8X and Falcon 2000 and the PW812 on the Falcon 6X and Gulfstream 400. We could also see Safran try to renter the market with its Silvercrest engine.

To be picked, it looks likely that they will need a brand new engine design. O’Day says that adding thrust to smaller engines is not easy: “A 3,000lb thrust increase does not sound like a lot – especially if you are thinking of larger engines. But for a 6,000lb engine that is a 50% increase.”

“A 3,000lb thrust increase does not sound like a lot – especially if you are thinking of larger engines. But for a 6,000lb engine that is a 50% increase.”

Engine makers only have one chance to win. There have been cases where bidding teams back at headquarters have gone to bed confident that their engine has been chosen only to be woken hours later to be told that a competitor slashed their bid to win.

Even when they are picked by OEMs, there is no guarantee that the aircraft will be successful. In 1996 Pratt & Whitney Canada was selected for the innovative carbon-fibre Hawker 4000 which looked amazing on paper. The first of just 73 Hawker 4000s was only delivered in 2008.

Honeywell was picked for the Challenger 300 in 2004  and ended up with fantastic market share in the super-mid-size niche. But relationships can get strained even when aircraft sell. Bombardier took Honeywell to court last year arguing the engine manufacturer had been selling its engines to competitors for lower prices which broke an agreement. Honeywell is now appealing this ruling in Canada’s Supreme Court.

Do not expect any announcements in the next few months. But behind the scenes the super-mid power game has started.

Update – April 9, 2024: In a Honeywell blog celebrating 10,000 million flight hours of the HTF700 the company has confirmed that it is working on a new engine.

Jeff Aitchison, senior chief engineer senior HTF7000, Honeywell said: “Building on the success of our HTF7000 engine family, we’re currently developing a new family of gas turbine engines that will be lighter, quieter and more powerful, with the ability to run on 100% sustainable aviation fuel.”

The blog demonstrates how important the super-mid size market is to Honeywell.  “We’re expecting to build more than 400 HTF7000 series engines in 2024, and as many as 4,500 over the next decade or so as the demand for super-midsize jets continues to grow,” said Dave Marinick, President of Engines and Power Systems, Honeywell.

“In all, we anticipate a production run of close to 8,000 engines over the life of the program. Those numbers are a tribute to the thousands of Honeywell employees – past, present and future – who contributed to this landmark program. We can all feel enormous pride in reaching this significant 10-million-hour milestone,” said Marinick.

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Until now, the engine has only operated with SAF blends up to 50%. The test was performed using Hydroprocessed Esters and Fatty Acids Synthetic Paraffinic Kerosene (HEFA-SPK), which is the most widely available form of SAF produced from cooking oil and waste fats. The test results showed the engine performance was equivalent to regular jet fuel.

Melvyn Heard, president, GE Honda said the testing proves jets can be operated on SAF now and in the future, adding: “Our customers can be confident that the HF120 engine can help them meet their sustainability goals to reduce CO2 emissions in flight.”

At NBAA-BACE 2022 last week in Florida, Honda Aircraft Company released an upgrade package for the HondaJet Elite which could increase the maximum takeoff weight by 200lbs, allowing customers to fly up to 120nm (223kms) further at a higher payload or with an additional passenger.

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The latest additions to the ASC network will support the company’s BR710 and Tay 611-8/8C engines in North America. Rolls-Royce currently has around 75 ASC sites worldwide.

Skyservice, with facilities in Montreal, Toronto and Calgary will be the first ASC in Canada and will work in tandem with Rolls-Royce’s Canadian MRO.  It will service BR710A1/C4/A2 and Tay 611-8/8C engines.

Supporting the BR710A1/C4 and Tay 611-8/8C engines on the US West Coast, Western Jet Aviation will provide services from Van Nuys, California.

Both facilities plan to be operational in early 2023.

Andy Robinson, senior vice president, Customers and Services – Business Aviation, Rolls-Royce said that with more than 3,700 Rolls-Royce-powered aircraft currently in service, it is important to deliver continued support for its clients.

“Our collaboration with the world’s most experienced maintenance providers ensures industry leading service levels for our growing global CorporateCare customer base,” he said.

Duncan Aviation has also extended its partnership as a service provider within Rolls-Royce’s ASC network. The MRO will maintain Rolls-Royce BR710A1/C4/A2, Tay 611-8/8C and AE at its US sites in Lincoln, Nebraska; Battle Creek, Michigan and Provo, Utah.

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The engine was designed at the Rolls-Royce Centre of Excellence for Business Aviation engines in Dahlewitz, Germany, to enable Gulfstream’s latest aircraft to fly ultra-long-range missions “nearly as fast as the speed of sound”.

During testing, the engine performed well at sea-level and altitude conditions using both conventional jet fuel and 100% Sustainable Aviation Fuel (SAF). It withstood bird-strike, ice, hail and water ingestion and passed the critical fan blade containment test.

Dr Dirk Geisinger, director, Business Aviation, Rolls-Royce said the certification demonstrates the company’s “unique capabilities to design test, build and certify pioneering aircraft engines”. He added: “It also reflects the dedication of our global team to support Gulfstream and the entry into service of the G700 and G800.”

Mark Burns, president, Gulfstream said: “With these powerful advancements, Gulfstream customers can reap the benefits of large cabins with enhanced comfort over the worldwide flights the G700 and G800 can accomplish.”

The Pearl 700 combines the Advance2 engine core with a new low-pressure system, resulting in 8% increase in take-off thrust at 18,250lbf compared with the BR725 engine. The engine is said to give 5% higher efficiency while maintaining low noise and emissions performance.

In May this year, Rolls-Royce said testing on the Pearl 10X, which is due to be delivered to Dassault Falcon 10X customers in 2025, was going well.

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The new ACJ319neo joins more than 2,200 A320neo and A321neo aircraft already in service with airlines around the world.

Benoit Defforge, president, ACJ said: “This demonstrates the value of the ACJ319neo for the business aviation market. The aircraft’s latest technology engines and Sharklets enable even longer intercontinental flights in the widest single aisle cabin in the sky.”  The aircraft delivers at least 20% fuel-saving and excellent economics combined with a robust 99.9% operational reliability, he added. The sharklets are also said to deliver a 50% noise reduction.

In 2019 the first green ACJ319neo completed test-flight lasting 16 hours and 10 minutes, setting a new record for the longest A320 range flight by an Airbus crew.

More than 210 Airbus corporate jets are in service worldwide. Over 1,800 private and business aviation Airbus helicopters are in service across the world.

Earlier this month Airbus confirmed orders from Air China, China Eastern, China Southern and Shenzhen Airlines for 292 A320 range aircraft. Christian Scherer, chief commercial officer and head of International at Airbus said: “These new orders demonstrate the strong confidence in Airbus from our customers. It is also a solid endorsement from our airline customers in China of the performance, quality, fuel efficiency and sustainability of the world’s leading family of single aisle aircraft.”

By the end of this May, the Airbus fleet flown by Chinese operators totalled more than 2,070 aircraft. The A320neo range has more than 8,000 orders from over 130 customers. Since its entry into service six years ago, Airbus has delivered over 2,200 A320neo range aircraft, contributing to 15mt of CO2 saving, claimed the manufacturer.

Meanwhile, also in May Airbus opened its new ACJ TwoTwenty Creative studio in Toulouse, France. The new studio is equipped with a full-size section of the ACJ TwoTwenty cabin. It features the latest virtual reality headset technology to enable prospective buyers and their agents to customise the cabin and its layout to their personal needs.

Top: An ACJ319neo has been delivered by ACJ to a new undisclosed private customer in Western Europe.

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The MRO foot print has grown to 43,0556 sq ft (40,000 sq m) and includes four hangars. Three are dedicated to aircraft and component MRO with the fourth supporting the company’s FBO operation.

The Sorocaba MRO offers maintenance, interior refurbishments, hangarage, airport services, stopover assistance and aircraft preservation plus approved workshops for various aeronautical components. The centre can conduct aircraft modifications, such as the conversion of Legacy 450 jets into Praetor 500 jets.

Johann Bordais, president, and CEO of Embraer Services & Support, said: “There is consistent growth in the executive aviation segment in Brazil and we see great opportunities for the service sector in the coming years, aligned with our growth plans for both the Services & Support business unit and Embraer itself.”

Frank Stevens, vice president, Global MRO Centers, Embraer Services & Support added that the new capacity enabled the company to meet current and future demand for executive jets, commercial and defence aviation customers. “The expansion of our own maintenance service network is also aligned with Embraer’s strategic goals, such as efficiency gains and greater resource synergy,” he said.

Sorocaba Service Center has received nine certifications from national and international agencies, such as Brazil’s National Civil Aviation Agency (ANAC), the US Federal Aviation Administration (FAA) and the European Aviation Safety Agency (EASA). These cover the OEM’s entire jets portfolio spanning business, commercial, defence, and security aviation.

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• Honeywell appoints AMETEK Singapore PTE as an Authorised Repair Centre for engine components on CF6-80, PW2000, PW4000, V2500, Trent 700, Trent 800, and Trent 900 units.  
• This new licensing agreement is designed to enable both partners to further penetrate into OEM markets in Asia.
• AMETEK MRO has provided maintenance, repair, and overhaul services on these components for more than 14 years.

Honeywell has appointed AMETEK Singapore PTE, a brand of AMETEK MRO, as a Honeywell Authorised Repair Centre (ARC) specifically for engine components on CF6-80, PW2000, PW4000, V2500, Trent 700, Trent 800, and Trent 900.  This new licensing agreement will allow both Honeywell and AMETEK MRO to further penetrate into OEM-centric markets in Asia, serving customers that require OEM-only material through the utilisation of strategically located facilities in Singapore and the USA.

AMETEK MRO has provided maintenance, repair, and overhaul services on these components for more than fourteen years. Emphasizing the company’s strategy of providing best-in-class solutions for customers, David Corish, Divisional Vice President & General Manager of AMETEK Singapore PTE, said: “This agreement expands our long-standing relationship with Honeywell and strengthens our presence in the market by allowing us to better support our OEM-centric customers in the AsiaPAC region. The provision of comprehensive maintenance solutions, particularly in regions such as Asia Pacific where European and US based MROs continue to seek a collaborative approach to provide viable repair options from a logistics point of view, is a cornerstone of AMETEK MRO’s business.”

Andrew Wong, Vice President, Airlines, Asia-Pacific, at Honeywell Aerospace, said: “With borders re-opening and international travel on the rise, we are committed to support our customers in ensuring their aircraft are service-ready to safely meet growing passenger demands. As we continue to develop our MRO capabilities and partner ecosystem, our partnership with AMETEK MRO will expand our reach in the region and provide our customers with dedicated OEM services and support at strategic aviation hubs, further reinforcing their trust in Honeywell as a trusted service partner.”

As an original equipment maker with decades of experience, Honeywell has unparalleled expertise with fleets and regions around the world. This new partnership will provide Honeywell’s customers with greater accessibility to parts, aftermarket services and best-in-class engineering support, maximising the operation of these engines.

AMETEK MRO Singapore has the financial backing it needs to prioritise innovation and expand capabilities and as an authorised repair station, it provides OEM warranty assessment as well as repair services for engine, cockpit, galley, and bulk cargo components. AMETEK MRO Singapore recognises that OEM-approved component repair and licensing agreements, particularly for more mature product lines, can deliver the ultra-efficient repair services that airlines expect, and looks forward to adding the additional Honeywell engine component capability to its portfolio.

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* Textron Aviation is expanding the availability of parts and its customer support team in Europe.

*The OEM’s European Distribution Center in Düsseldorf, Germany reports steadily increasing business since opening in 2015.

*Textron Aviation plans to increase the team by 2% dedicated to aftermarket support.

Textron Aviation announced at the 2022 European Business Aviation Convention (EBACE) it is continuing its investment in the region, specifically through increased parts accessibility and dedicated customer support team members to better serve its customers.

Parts fulfillment from the European Distribution Center has steadily increased since it opened in 2015 in Düsseldorf, Germany. It is Textron Aviation’s second largest parts distribution facility, carrying more than 14,000 unique parts aimed to ensure its customers have the parts they need within Europe and thereby bettering their operational availability.

The company has expanded the facility by 4,000 cubic feet to prioritize high-demand parts and to increase parts availability for both its company-owned service centers and retail customers.

“This investment ensures our customers are able to be successful and we continue to evaluate market opportunities in the region to support them,” said Kriya Shortt, senior vice president, Global Parts and Distribution. “We recently increased our team to offer additional dedicated regional support for parts and warranty claims to assist our customers.”

Textron Aviation has a team of more than 450 employees in Europe providing customers local access to Textron Aviation-owned parts distribution centers and service centers.  With this expansion, Textron Aviation is able to increase the team by two percent dedicated to aftermarket support.

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“What excites me about TRAXXALL are the opportunities to deliver a broader value proposition to our customers across the whole life cycle of jet ownership – from using Conklin & de Decker to find out what aircraft best suits them; JSSI advisory on the transaction, independent maintenance programmes, access to parts and of course, maintenance tracking,” Neil Book, CEO of JSSI, told Corporate Jet Investor.

Book said there is little overlap between TRAXXALL and SierraTrax. SierraTrax delivers a simple, low-cost maintenance tracking solution, while TRAXXALL provides a more robust enterprise product.

“TRAXXALL offers complex maintenance tracking and inventory management. We see huge opportunities to integrate JSSI Parts & Leasing to help reduce maintenance costs for operators,” said Book. “There are huge opportunities to drive efficiencies for operators.” JSSI Parts & Leasing is the company’s fastest growing division.

The maintenance tracking business is dominated by CAMP Systems. JSSI’s largest shareholder private equity firm GTCR sold CAMP Systems to publishing company Hearst in 2016. At the time, CAMP had enrolled 19,000 aircraft. GTCR invested in JSSI in November 2020.

TRAXXALL is used by more than 2,000 aircraft with another 1,000 enrolled in SierraTrax.

The other leading maintenance tracking company is Flightdocs owned by aviation software company ATP. In August 2021 private equity firm Accel-KKR agreed a new investment into ATP having already worked with existing investor ParkerGale Capital to acquire Flightdocs. ParkerGale acquired ATP from its founder in 2015.

TRAXXALL’s global team will join JSSI’s SaaS division, which comprises SierraTrax, reporting to Ash Reddy, recently promoted to the position of chief operating officer at JSSI.

“Our focus is on creating value for operators. JSSI already covers more than 2,000 aircraft on programmes involved in thousands of maintenance events a year and now we have SierraTrax and TRAXXALL covering thousands more. We have tens of thousands of lines of parts inventory and a robust engine pool to lease or buy,” said Book. “We want to use all of these different data sources to make owning and operating an aircraft simple and the whole process more transparent. We want to simplify the complex.”

Neil Book,  JSSI CEO: “What excites me about TRAXXALL are the opportunities to deliver real value to our customers across the whole life cycle of jet ownership …”.  (Photograph by Andrew Collings).

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