GE unveiled a new brand name for its latest business jet engine here at EBACE: Passport.

The engine, chosen as an integrated power system for Bombardier’s long-range Global 7000 and 8000 executive jets, incorporates many of the advanced commercial and military technologies demonstrated in the company’s TechX program to develop a powerplant family for business jets.

“The name Passport has a relevance to long range, suggests access to new technology and a new generation of engines,” said Brad Mottier, vice president and general manager of GE’s Business and General Aviation organization.

It also suggests a recognition that marketing has a role alongside engineering. Snecma chose the name Silvercrest instead of a number for its competing business jet engine, and Pratt & Whitney has racked up a string of successes with its PurePower geared turbofan propulsion system.

GE’s integrated propulsion system (it includes the nacelle and thrust reverser) for Bombardier will be called the Passport 20, denoting a 20,000 lb. thrust class engine, even though the Globals require only 16,500 lb. thrust.

A second core demonstrator will run in mid-2011, and the first engine will go to test in 2013.

The engine will feature a composite fan case and a unique 52-in. front fan blisk with 18 blades that will reduce weight and lower cabin noise and vibration. The one-piece fan is the largest ever blisk in an engine of this thrust class, and incorporates experience with the similar-sized two-stage compressor blisk in the GE90 airliner engine. The composite fan case, said Mottier, is based on that for the GENx engine that powers the Boeing 787.

While the blisk makes it impossible to change out an individual blade, it brings advantages of better aerodynamics, and the fan won’t suffer the degredation of balance that is normal for built-up fans. The result: more efficiency and less vibration in the cabin.

Passport 20 will also have the latest generation Twin Annular Pre-mixed Swirler II (TAPS II) combustor that will produce fewer emissions throughout the flight envelope, bringing a more than 50% margin to CAEP/6 regulations on all emissions.

GE is promising at least 8% lower specific fuel consumption than current business jet engines in the 10-20K thrust class.

“This is a new, clean sheet engine that incorporates the very latest proven technologies,” said Mottier. “We’re confident we can meet the performance specs we’ve comitted to. The onus is on us to deliver.”

The engine will scale from 10,000 to 20,000 pounds thrust, “and yes, we are talking to other OEMs,” said Mottier.