Spotlight on industry: Rolls-Royce North America Inc.

Sea Power, Dec 1998

Sea Power: Rolls-Royce had a banner year in 1997, capturing 34 percent of the global share of civilianaerospace jet engine orders; what is the assessment of your military aerospace programs for 1998?

Garrett: Our U.S. military aerospace programs are doing well. We are very involved on both sides of the Atlantic and, in fact, all over the world in production and R&D [research & development] for combat aircraft, transports, helos, and UAVs

[unmanned aerial vehicles]. We supply a comprehensive range of engines for more than 30 different military applications. We also are involved in the R&D efforts on the Comanche T800 and the engines for both the Global Hawk and Dark Star UAVs. Rolls-Royce also is a significant player in two of the world's new combat aircraft programs, Eurofighter 2000 and Joint Strike Fighter [JSF].

What is Rolls-Royce's involvement with Eurofighter 2000 and the U.S. JSF program?

The EJ200 is the European [United Kingdom, Germany, Italy, Spain] jointly designed and developed engine for Eurofighter. Within the nations' worksplit, Rolls-Royce has approximately 35 percent of the design, development, and production responsibility. The productioninvestment, series-productionfor up to 1,382 engines-and the logistics-support contracts have all been signed. We have 9,000 benchand 2,000 flight-test hours and should complete certification in November 1999.

We also are deeply involved in JSF engine development for both the Lockheed and Boeing configurations, and the F120 Alternate Engine program. Our unique experience on Harrier [vertical/short takeoff and landing aircraft] propulsion systems is being applied to design and develop the prime lifting devices, control actuation, and nozzles for Boeing, and we are responsible for the lift fan on the Lockheed propulsion system. We also are teamed with GE [General Electric] on the Alternate Engine development program. Again, our Harrier experience is very helpful in this effort. The next important phase in the concept-definition program of ground testing is about to begin-the first complete STOVL [short takeoff/vertical landing] propulsion systems for both aircraft configurations.

Do your marine propulsion systems figure significantly in the North American market?

Rolls-Royce is working to expand its marine propulsion systems market in North America. Right now we are building AG 9140 auxiliary power generator sets for DDG-51 Arleigh Burke-class ships and continuing to support the older model generator sets in the DD-963 Spruance-, DDG993 Kidd-, and CG-47 Ticonderogaclass ships. We recently delivered a proposal to the U.S. Navy for lifecycle commercial support of all of its Rolls-Royce generator sets, an idea that we feel supports the OSD [Office of the Secretary of Defense] acquisition-reform initiatives.

We are very interested in the DD21 [land-attack destroyer] program as we continue to develop the WR21 Intercooled Recuperated Gas Turbine Engine in conjunction with Northrop Grumman Corporation's Marine Systems unit. Actually, the first opportunity for this engine is the Horizon Frigate Program [joint United Kingdom, France, Italy program], but the largest market by far is the DD-21 and follow-on ships of the SC-21 family of surface combatants. We feel that recent successes with the WR-21 and its upcoming endurance and qualification testing in fiscal years 1999 and 2000 will position the engine for both Horizon and DD-21. Obviously, we look at any shipbuilding or conversion program in the U.S. Navy as an opportunity, particularly as conventionalsteam systems die and nuclear-steam power appears reserved for largedeck carriers. Gas turbines and/or diesels are the future power systems in almost all cases.

What is Rolls-Royce's research and development strategy?

Like any forward-thinking company, R&D is very important to us, not only in seeking breakthrough technologies, but also in searching for any edge in manufacturing and/or production that can save moneysavings that will eventually be passed to the customer through lower prices. However, R&D, by its very nature and associated expense, must be very focused to produce the most bang for the buck. We have had some successes in the area of engine materials, and our hollow, wide-chord fan blade development is very significant. However, we also have found that basing engine development on proven technologies can reduce cost, risk, and timeto-market. We seek to maximize investments across the product range and market sectors-a philosophy exemplified by the industrial Trent engine and WR-21, which incorporate aero-engine technology.

What is your vision for RollsRoyce as you look ahead to the 21st century?

The company has a clear strategy to focus on areas where we are, or can be, world leaders in the civilaerospace, defense, and energy markets, featuring our gas-turbine expertise. One of the most exciting challenges we have going into the next century is that many of our defense programs are currently in development, and we will play our part in making sure they meet or exceed Department of Defense requirements.