Engine Yearbook

2012 Supported by:

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C O N T E N T S ENGINE YEARBOOK 2012

Testified: the impor ta tance of rigorous engine assessment

4

EDITOR Alex Derber: aderber@ubma [email protected] viation.com

CFM’s LEAP into the future

12

Engine technology and the environmental trade-off

18

Reducing engine nacelle noise

26

GP7200 update

32

Hydrodynamic seals

38

Advances in thermal barrier coatings

42

Investing in commercial aircraft engines

48

Branching out into engine leasing

56

Engine leasing over the next decade

62

Trends in the engine MRO business

68

The secret to minimising engine maintenance costs

76

Engine teardown

80

Streamlining V2500 maintenance

86

Moving into CF6-80 maintenance

90

Regional engine maintenance in Por tugal

94

STAFF WRITERS Jason Holland: [email protected] [email protected] Joanne Perry: joanne.perry@ubmavia [email protected] tion.com

PRODUCTION MANAGER Phil Hine: [email protected]

E-EDITOR & CIRCULATION MANAGER Paul Canessa: Paul.Canessa Paul.Canessa@ubmaviation @ubmaviation.com .com

INTERNATIONAL MEDIA SALES MANAGER Alan Samuel: Alan.Samuel@ub [email protected] maviation.com

PUBLISHER & SALES DIRECTOR Simon Barker: Simon.Barker@ [email protected] ubmaviation.com om

GROUP PUBLISHER Anthony Smith: [email protected]

The Engine Yearbook is published annually, each November, by

UBM Aviation Publications Ltd. Aircraft Technology Engineering & Maintenance (ATE&M) ISSN: 0967-439X - USPS 022-901 is published bi- monthly, in February, April, June, August, October and December plus an extra issue in July, plus annual issues of the Yearbooks / Supplements published in September, October October and November by UBM Aviation Publications Ltd. Distributed in the USA by SPP c/o 95, Aberdeen Road, Emigsville, PA 17318-0437, USA. Periodicals postage paid at Emigsville, PA, USA. POSTMASTER: send address changes to Aircraft Technology Engineering & Maintenance c/o SPP P.O. Box 437 Emigsville, PA 17318, USA. ATE&M UK annual subscription cost is £150.00GBP ATE&M Overseas annual subscription cost is £170.00GBP or $300 USD ATE&M single copy cost is £25 GBP UK or $50 USD (Overseas)

Staying in gear — gear tooth repair

100

Retaining engine exper tise after outsourcing

104

Glowing solvent — flourescent penetrant inspection

108

Engine overhaul director y — worldwide

112

APU overhaul director y — worldwide

123

Specialist engine repairs director y — worldwide

127

Director y of commercial turboprops

136

Director y of commercial turbofans

138

The Engine Yearbook single copy cost is £55.00 GBP (UK) or $110.00 USD (Overseas) All subscription records are maintained at UBM Aviation Publications Ltd. Ludgate House, 245 Blackfriars Road, London, SE1 9UY, UK. All subscriptions enquiries to: Paul Canessa: [email protected] Tel: +44 (0) 207 579 4873 Fax: +44 (0) 207 579 4848 Website: w ww.ubmavia ww.ubmaviationnews.com tionnews.com Front cover image courtesy of: Lufthansa Technik Printed in England by Wyndeham Grange Mailing house: Flostream UK The Engine Yearbook and ATE&M , part of UBM Aviation Publications Ltd, has used its best efforts in collecting and preparing material for inclusion in this publication, but cannot and does not warrant that the information contained in this product is complete or accurate and does not assume and hereby disclaims, liability to any person for any loss or damage caused by errors or omissions in The Engine Yearbook and ATE&M, whether such errors or omissions result from negligence, accident or any other cause. This publication may not be reproduced or copied in whole or in part by any means without the express permission of UBM Aviation Publications Limited. Aircraft Technology Engineering & Maintenance™ is a licensed trademark of UBM Aviation Publications Limited. All trademarks used under license from UBM Publications Ltd. © 1999 – 2011, UBM Aviation. All rights reserved.

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YOUR VIS ION TAKES

F L I G H T.

Testified: the impor Testified: importance tance of rigorous engine assessment

Engine testing, whether during manufacturing or maintenance, must cut no corners in order to prevent Joanne nne Per Perry ry potentially disastrous mid-flight failures. Joa talks to engine manufacturers, MROs and test equipment providers to find out the latest trends.

4

The Engine Yearbook 2012

n aircraft engine exploding mid-flight is a

A

ment and production testing; MRO return-to-

nightmare scenario perhaps second only

service testing; and dedicated component test-

to a terrorist atrocity. No one would ever

ing.

dispute the importance of an aircraft’s engines

In the United States, the Federal Aviation

to safe flight, but it takes a near-catastrophe to

Administration (FAA) issues Federal Aviation

really bring the message home. In March,

Regulations (FAR), which are mirrored in Europe

2011, the European Aviation Safety Agency

by the edicts of the Joint Aviation Authorities

(EASA) declared that operators could cease the

(JAA) and, since 2002, EASA. An agreement

engine part inspections which were mandated

between the European Union and the US

after the uncontained failure of a Rolls-Royce

announced on March 15, 2011, will see further

Trent 900 engine on a Qantas Airways A380

regulatory harmonisation from May 1 this year. The main FARs relating to engine health are:

flight in November 2010. The Australian Transport Safety Bureau

FAR 33.65 Surge and Stall Characteristics; FAR

(ATSB) had found that the explosion was

33.68 Induction System Icing; FAR 33.77 Bird

caused by fatigue cracking in a feed pipe, which

Ingestion and Water Ingestion; FAR 33.83

led to an oil leak. The ATSB concluded that the

Engine Vibration; FAR 33.87 Engine Endurance

pipe had been thinned by misaligned counter-

Test; and FAR 33.88 Over Temperature Test.

boring. Rolls-Royce and Qantas released finan-

The surge and stall characteristics of an engine

cial results in February this year showing costs

are tested by subjecting the engines to high

of £56m and £34m respectively. Qantas

crosswinds. To assess stalling risk in snow or

expects the damage to its business ultimately

ice, engines are sprayed with water at subzero

to total around £50m and may initiate legal

temperatures. For FAR 33.77, engines must

action against Rolls-Royce if a settlement is not

demonstrate the ability to survive a bird strike

reached.

or a four per cent intake of water in the airflow.

The November incident, which involved no

The performance of engine parts under vibra-

loss of life, illustrates the business impact of

tion is measured over the full operational

engine failure: disruption costs for operators;

range, including 105 per cent of OEM-specified

investigation,

and

maximum speed. The engine endurance test

replacement costs plus compensation claims

involves 150 hours of assessment, including

for the manufacturer; and potential loss of

45 hours at continuous thrust and 18.75 hours

future business to rivals for both operator and

at rated take-off thrust. During the over tem-

manufacturer due to damaged reputations .

perature test, exhaust gas temperature (EGT)

withdrawal-from-service

In light of the knock-on effects of engine problems, it is vital that engine testing is thor-

limits are exceeded by 75F (24°C) for a minimum of five minutes.

ough during both the manufacturing process

Engines are tested on indoor and outdoor

and subsequent maintenance. Nor is engine

stands as well as when integrated into flying

testing limited to safety concerns; manufactur-

test beds. For development engines, OEMs

ers and operators must adhere to increasingly

conduct between four and six months of ground

stringent rules on environmental and noise pol-

testing on stands before testbed testing.

lution. These considerations factor into three

Ground

types of engine testing: OEM engine develop-

engines to full power and the running of

testing

involves

operation

of


the

5

Engine testing is not limited to safety concerns; manufacturers and operators must adhere to increasingly stringent stringent rules on environmental environm ental and noise pollution.

GE’s newest flying testbed, with an older testbed in the background.

water/hail, bird ingestion, endurance, emissions and blade out testing, the last of which ensures that an engine can survive the loss of a blade. Flying testbed testing consists of running the engine while it is attached to an airframe which has been modified to accommodate experimental engines. GE Aviation announced in March this year the acquisition of a new flying testbed to replace its existing facility. The $60m investment at Victorville, California, will help GE to test the next generation of engines, initially focusing on the LEAP-X. This will complement ground testing at GE’s Peebles facility in Ohio. Deborah Case, media relations manager manager,, says: “The newer aircraft will expand the flight performance envelope, offering increased range and payload, avionics avionics that will allow the aircraft to talk with the newer engines and a longer flight test (15 hours versus the current eight to nine hours). So many advantages will be had with the newer aircraft.” Additional testing is conducted by aircraft manufacturers during an aircraft’s progress towards first flight. For example, at the beginning of March Boeing announced the completion of the first engine runs for the 747-8 Intercontinental. During these tests, which lasted nearly three hours, the engines were run at various power settings while basic systems checks were conducted, along with vibration monitoring. The shutdown logic was assessed during power down at the end of the test, followed by inspection and a technical r eview prior to an eventual restart of the engines.

Beyond the OEMs The OEMs set requirements for MRO engine testing, issuing engine test manuals. This form

6


of testing is the most common, as it supports the continued operation of the worldwide fleet. During deep maintenance activities, engines are removed from the aircraft and run in special facilities. Power and fuel efficiency are checked, along with auxiliary systems supporting anti-icing capability and cabin air-conditioning. Safety assessment also takes place to validate system redundancy, including safe modes. Test facility design thus needs to allow the control and monitoring of a wide range of parameters such as power, temperature, pressure, vibration, speed, fuel flow and air flow — whilst enabling air supply and exhaust removal. Business manager Nick Smith from test facility provider IAC Global Aviation, which has been in business for more than 60 years, explains that a further challenge is the management of the immense noise of an engine under testing, which he describes as the “Achilles heel” of the process. Smith agrees with SR Technics’ head of engine testing Andreas Jost that there is also pressure to reduce test times, with schedules being set by the OEMs. IAC promotes operational efficiencies by using multiple engine cradles to allow the dressing of engines prior to loading onto test stands. Smith says that computerised control and instrumentation also help by allowing faster data acquisition and analysis. Many MROs also offer quick engine change (QEC) capability. Jost says that a continual focus on improving turnaround times (TATs) (TA Ts) has enabled SR Technics to reduce average heavy shop visits by 20 days to 55 days for CFM engines, and by 28 days to 66 days for Pratt & Whitney engines. To this end, the company has introduced T-005 core balancing, which means that N2 vibrations on CFM56-7B

engines can be balanced without removal of the core. Companies such as Schenck and New Yorkbased MTI Instruments specialise in trim balancing and vibration analysis. They provide equipment which can distinguish between vibration problems and balance problems; before embarking on a maintenance solution it is important to discern whether or not the former is caused by the latter. Joining IAC in providing OEMs and MROs with engine testing equipment, facilities and associated services are Cenco International, MDS Aero Support, AneCom and Texas-based Atec amongst others. Cenco was founded in 1958 as Central Engineering Company. The company was then purchased by Techspace Aero in 2003 to create the Safran Group’ Group’s s Center of Excellence for Aero Engine Test Cells, Cenco International. Cenco’s products and services cover all types of propulsion, from turboshaft engines and auxiliary power units (APUs) through the largest civil turbofans to military turbojets. The company has a customer list of more than 150 airlines, MROs, engine manufacturers and governmental organisations. Facilities provided by Cenco include commercial fan and turboshaft test cells and military hush houses (noise-suppressing facilities). Test equipment encompasses thrust stands, engine adapters which connect engines to testbeds, engine variants and data acquisition and control systems (DACS/DAS, the digital part of the test cell interface). Last year, the company won two contracts from Rolls-Royce, one for a production test cell for the Trent Engine family and a second for a multi-engine test facility for military turbojets in

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A Cenco test cell.

the Middle East. These projects follow the award in 2008 of a component testing facility in Germany, again for Rolls-Royce. Cenco devotes a significant portion of its business to OEMs but also caters for MROs. Marketing director Sébastien David says that last year Cenco won contracts worth over $100m, despite the difficult economic circumstances which have seen MROs delaying investments in new equipment. The past two years have been “a transitional period” during which the MRO business has stalled but the OEMs have made significant investments in new programmes. David is positive about the current situation: “Ultimately, Cenco achieved a very good contract booking in 2010 and we are very confident for 2011.” SR Technics also noticed a decline in demand for engine testing: “The market dropped with a certain delay after the recession and is now recovering little by little,” says Jost. Smith says that the contract postponement effect was particularly sharp in the business jet sector, but that “with the upturn [operators] are now pushing for accelerated construction and delivery to realise the benefits of their investment.”” IAC designs and builds multi-engine test ment. cells, providing turnkey packages for turbofans, turbojets, turboshafts and turboprops as needed: hush houses; ground run-up pens; mobile test cells; APU test facilities; and DACS.

8


Smith describes his company presently as “busy and successful” and “the best kept secret” of clients who prefer not to publicise ongoing developments. AneCom AeroTest, a “one-stop-shop” provider of services to the gas turbine industry, is similarly wary of revealing too much about current projects, but managing director Edmund Ahlers says he is looking to developing markets such as India and China to supplement recent contracts from more traditional sources. “In India we have a business relationship already and we signed a project in December last year to continue that. We are looking forward to more projects to come. The main customer base so far is in Europe but there are other areas we are looking into.” AneCom benefits from having a client base which spreads across a number of industries. Says Ahlers: “We had a recession in 2009 in the aerospace industry but fortunately in the powerplant and industrial gas turbine world there was a lot more work, so that helped us t o survive.” AneCom focuses on engine component development through aerodynamic testing and found that during the recession many aerospace OEMs concentrated on protecting their own employment figures by maximising use of in-house resources: “They had decided for some of the projects that we were envisaging to do the work internally, to employ their own people, because there was less need for them

in other areas, and we suffered from that as a supplier.” AneCom provides turnkey solutions, covering everything from consultancy through design and project management to analysis and testing. The company is a relatively young player in the market, founded in Germany in 2002 as a spin-off from Rolls-Royce, which is an original shareholder along with MDS (24.9 per cent and 38.6 per cent respectively). AneCom uses test facilities previously owned by the manufacturer, especially those for compressors. Established in 1985, MDS provides test facilities for all types and sizes of aero engines, whether turbofans, military thrust engines, turbojets, turboprops or APUs. In 2002, the company upgraded the overhaul facilities of SR Technics, replacing DACS and engine control systems. Many of the test procedures are now automated, operating according to programmable parameters. Ahlers is keen to emphasise AneCom’s independence: “They are only in there to make sure that this c ompany doesn’t come under the control of any of their competitors, so they are not involved in the daily business. They have given us this in writing and we can deal with any other customer including their competition.” The concept from day one was that the shareholders’ customer networks could be used to promote AneCom’s services to supplement their own services. Asked about the outlook for

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An AneCom compressor testbed. testbed.

[During the recession] OEMs decided to do some projects internally, to employ their own people, and we suffered from that as a supplier. —Edmund Ahlers, managing director, AneCom AeroTest

10


the future, Ahlers was notably enthusiastic:

1980s. However, she notes that Boeing’s forth-

“Business is picking up quite a lot in 2010 and

coming 787 Dreamliner features electrical sys-

we are very positively looking into the future

tems on the airframe which were previously

now; we have some very good developments as

pneumatic or air-powered from the engines.

a company.”

This has resulted in GE installing discharge mechanisms for these systems during GEnx

Key trends When envisioning the future, companies involved in the engine testing business need to

testing. These adaptations have been made to GE’s GE’ s test cells in Peebles as well as its cur rent flying testbed in Victorville.

bear in mind two key trends in the aviation

Interestingly, Smith says that a notable

industry: firstly, increasing engine power and

increase in the power demands on modern

complexity; and secondly, greater regulatory,

engines originates from on-board systems,

corporate and public pressure for reduced envi-

especially those delivering in-flight entertain-

ronmental pollution – both emissions and

ment.

noise.

Mostly it seems to be the test procedures

Of the first issue, David says: “Globally the

themselves which have become loaded with

trend in turbofan engine design is for higher by-

complex information technology. Says Smith:

pass ratio engines. Not only are those engines

“The test facilities for engine development

far more complex and digitised than their pred-

[now] demand far more instrumentation to

ecessors, but their aerodynamic characteristics

analyse characteristics throughout the engine

are far beyond [what went before]. The direct

and supporting systems.” As an example he

consequence is that test cells we supplied 20

points out that IAC has supplied cells with over

years ago (up to 10 or 12m in section) cannot

5000 channels. David agrees: “Data acquisi-

accommodate such powerful engines. engines.” ” He says

tion and instrumentation is a very dynamic

that 14m test cells are becoming more com-

business, where many manufacturers regularly

mon, as they can handle engines such as the

propose

GE90, the Trent 900, the GP7200 — and will

According to Smith, control and monitoring sys-

be likely to cope with their future variants.

tems have historically consisted of bespoke

interesting

new

technologies.”

On the topic of digital technology, Case says

hardware, single source software and various

that few revelations have occurred since full

specialist conditioning units. This meant that

authority digital electronic controls (FADEC)

customers were obliged to pay hefty bills for

were first used in GE engines in the late

modifications

and

upgrades.

IAC

has

responded to this situation by developing an

ing, because early modelling and analysis is dif-

off-the-shelf control and DACS offering.

ficult. Thus, long-term plans by national and

Jost sees benefits to digital technology on

transnational authorities for noise reduction

the MRO side: “Digital technology has the

over the coming years should favour AneCom’s

advantage that almost all required test parame-

services. David agrees that the drive for a

ters are measured by the electronic control of

lesser noise impact is one of two strong trends

the engine; only a few additional probes need to

he detects in the business today, alongside per-

be installed.” However, he warns that the elec-

petual demand for greater accuracy from OEMs

trical trouble-shooting burden can increase.

and operators. Indeed, Smith describes increas-

For AneCom, the IT sophistication of modern engine testing lies in the computer aided

ingly stringent noise emission regulations as “the key influence” on IAC.

GE’s wind tunnel in Peebles, Ohio.

■

design (CAD) of engine components, modelling and analysis. Ahlers believes this has generated mixed results: “The complexity of engines requires less need for testing on the one hand because the modelling is getting better and the need for validation has gone down, but on the other hand the less need the OEM has for testing the more attractive it is to outsource, so for us it does mean a better perspective in the future because the tendency for outsourcing will increase.” The informational aspect of engine testing today crosses over into another key issue of our times: concern over environmental impact. Ahlers sees business potential in this trend: “Green technology for future engines requires some key developments which will need testing. Also, in engine noise investigations there is still a big need for validation tests where just models don’t help.” The engine testing business has some catching up to do when it comes to innovations lessening environmental impact, in comparison with the constant stream of new engines from OEMs which claim ever lower fuel burn. David comments: “Unfortunately, there is not much that can be done to reduce emissions due to an engine run, but the shorter the engine test, the fewer the emissions. This is the kind of green that our customers appreciate, because optimising the engine testing procedures means saving fuel as well as the environment.” However, Cenco is exploring options such as recovering energy expended during testing, which is currently untapped. The company has also developed the first test cell in the world to receive Leadership in Energy and Environmental Design (LEED) recognition from the US Green Building Council, for Shanghai Pratt & Whitney in 2009. Yet much work

remains

to

be

done;

this

project

focuses on the environmental footprint of the building

itself

rather

than

the

activities

within. David describes it as “only a first step”. As regards the noise pollution of increasingly powerful engines, Ahlers is optimistic that innovations designed to reduce noise will involve new architectures that require significant test-


11

CFM’s LEAP into the future The newest engine from a 36-year partnership between GE and Snecma is on track for certification in 2014, offering a 15 per cent improvement in fuel efficiency and lower noise and emissions. It will also hold the line on maintenance cost and reliability. CFM provides an update on the programme.

12


o trace the roots of CFM’s next-generation

T

525 million flight hours in nearly 30 years of

LEAP engine, one needs to go back many

airline service.

years. From a technology perspective, the

When CFM executives talk about the LEAP

engine’s engine’ s legacy reaches back some 20 years to

programme, it’s with the air of confidence that

the development of the GE90, the powerplant

comes from treading on familiar ground. While

for the 777 widebody. Around six years ago

the combinations of technologies represented

CFM began serious efforts to gather input from

in LEAP are new to the CFM product line, develdevel-

perspective customers on what they wanted in

opment, testing and planning for entry into

the next generation of powerplants for the sin-

service are all second nature, with CFM having

gle-aisle workhorses of tomorrow.

been through 21 entries into service and six

The payoff of that long-term perspective is

major engine certifications on the CFM56 fam-

an engine that will offer breakthroughs in emis-

ily over the last 30 years — each of them on

sions and fuel efficiency, while maintaining reli-

time, and on specification.

ability and maintenance costs identical to the

“Technology is about what you have been

CFM56 family, which has garnered more than

doing for the last 15 years to bring yourself to this

I]Z8;BZc\^cZndjcZZY!l]ZcndjcZZYî# L]ViZkZgineZd[heVgZ8;BZc\^cZndjcZZYidaZVhZ!l]Zi]ZgîÉh[dgV7dZ^c\,(,dgVc6^gWjh6('%! lZXVchjeeanî#Cdidcani]Vi!lZ\jVgVciZZVkVâVWâînlî]^c')]djghdcbdhibdYZah[gdbdcZd[ djgiZcZc\^cZeddaadXVi^dchVgdjcYi]ZldgaY# >cVYYî^dcidVXdbeaZiZ^ckZcidgnd[Zc\^cZh!lZVahd >cVYYî^dcidVXdbeaZ iZ^ckZcidgnd[Zc\^cZh!lZVahdd[[ZgV[jaagVc\Zd[Xjhidb^hZY! d[[ZgV[jaagVc\Zd[Xjhidb^hZY!ÓZm^WaZhdaji^dch! ÓZm^WaZhdaji^dch! ^cXajY^c\h]dgi"iZgbaZVhZ!deZgVi^c\aZVhZ!Zc\^cZhVaZVcYZmX]Vc\Z# 6cYVh8;BheZX^Va^hih!l 6cYVh8;B heZX^Va^hih!lZ]VkZi]ZiZ Z]VkZi]ZiZX]c^XVaZme X]c^XVaZmeZgi^hZidh^bea Zgi^hZidh^bea^[nndjgbV^c ^[nndjgbV^ciZcVcXZeaV iZcVcXZeaVcc^c\VcY cc^c\VcY bV`Zndjg_dWZVh^Zg#>[ndjÉYa^`ZidWgdlhZ[jgi]Zg!k^hîlll#hZh#^Z

LEAP-X TAPS TAPS 2 sector test.

point to be ready for success,” says Bill Brown,

The core message of those meetings was

general manager for LEAP marketing. “The suc-

clear: lower fuel burn has become a critical

cess of the LEAP engine won’t only be determined

requirement to operators due to the rise of fuel

between now and entry into service in 2016. It

costs, but the need for high engine reliability

was also determined between 1995 and 2011. It

and low maintenance cost has remained

wasn’t called LEAP in 1995, but that’s when we

equally important. For a workhorse fleet, they

started building it. This is our legacy and track

clearly want a workhorse engine that will let

record of performance. Every technology that’s

them keep their aircraft flying.

going into LEAP is proven,” he adds.

CFM also believes the regulatory regime will only become more challenging in regards to

We have to focus on customer needs so that technology delivers real benefits without creating risks in other areas. —Bill Brown, general manager for LEAP marketing, CFM

14


Customer Focus Key to Development

environmental performance, particularly for emissions of oxides of nitrogen (NOX), a

Technology is only one part of CFM’s

byproduct of combustion. Since aviation is the

approach to developing develop ing LEAP. Another Anothe r key com-

only industry releasing NOX at altitude, it is par-

ponent is a years-long programme of working

ticularly vulnerable to regulation and penalty.

with customers to understand their needs —

And improving NOX emissions will ultimately

and to keep those needs at the forefront as

reduce cost to operators if, as anticipated, regreg-

engineers developed the LEAP engine.

ulatory schemes begin to tax total NOx emis-

“No discussion with a customer starts with,

sions.

‘look at our great technology’,” Brown says.

As a consequence, LEAP has four guiding

“We have to keep focus on what their needs

principles with ambitious goals for each. The

are so that technology delivers real benefits

programme is designed to provide: 15 percent

without creating risks in other areas.”

better fuel efficiency; reliability and mainte-

To gain that market insight, CFM conducted

nance costs equivalent to the current CFM56

four years of face-to-face meetings, soliciting

family; NOX emissions that are 50 per cent

input from more than 50 customers, and com-

lower than ICAO CAEP/6 protocols; and noise

bined the results with comprehensive surveys

levels that are 10-15dB lower than Stage 4

of more than 300 potential stakeholders,

requirements, depending depending on the application.

including airlines, lessors, MRO organisations organisations,,

To date, the approach has yielded three

appraisers, banks and others. This supple-

important programme wins. F irstly irstly,, the LEAP-1C

mented the single-aisle engine experience

was selected as the sole Western powerplant

gained over the last 30 years.

to provide a complete integrated propulsion

aisle segment. seg ment. For LEAP, the fan will wi ll have just 18 blades, half the number on the CFM56-5C, and 25 per cent fewer than the CFM56-7B. Building the fan required development of new

resin

transfer

molding

production

processes, a development that has been underway at Snecma for more than 10 years. The fan has been undergoing ground tests since early 2009, including a 5,000 cycle endurance test, blade-out

tests,

bird

strike

testing,

and

acoustics analysis, validating the design. The composite fan and containment case pay off in terms of weight savings. CFM projects LEAP will be 1,000lbs lighter per shipset than the same size fan and case made using metal. And because of the experience gained with wide-chord composites on the GE90, they are confident about durability as well: to date, there have been no airworthiness directives on GE90 fan blades and in the course of near ly 25 million flight hours over 15 years, only a few blades have been taken out of service.

LEAP-X RTM fan on test rig.

The engine core draws heavily on GE’s system for the Chinese COMAC C919 150-

expertise developed for the GE90 and GEnx

seater, due to enter service in 2016. Then, in

programmes, with compressor, combustor and

December 2010, Airbus announced that LEAP

coatings technology all being pulled forward

would be available on the A320neo. The com-

into LEAP to improve performance while main-

pany has received orders for more than 900

taining reliability reliability..

LEAP-1A engines to date and they will enter

CFM has completed testing on eCore

service in 2016. Most recently, in August

Demonstrator 1, and was scheduled to begin

2011, the LEAP-1B was chosen as the sole

testing of eCore Demonstrator 2 by mid-2011,

powerplant for the Boeing’s re-engined narrow-

part of what Brown describes as a “steady

body, the 737MAX, set to enter service in

drumbeat” of core testing that includes six

2017. There have already been nearly 1,000

core tests for the GE90, three more for the

engines orders for that aircraft.

GEnx, and three th ree core cor e tests for f or LEAP.

Legacy of Technology

posite fan are absorbed by a stiff, double-wall

Some of the weight savings from the com“It takes multiple technologies to meet multiple

CFM is employing designs and lessons learned from the GE90 and GEnx programmes to meet its reliability targets, and to enable the engine to retain performance over its service life.”

objectives,”

Brown

says.

Examples

the core from flexing due to torque induced at

includes the composite fan blades that keep

rotation by the larger fan, thereby reducing risk

LEAP light, 3D aerodynamics for efficiency,

of blade rub and incumbent performance degra-

advanced cooling for high-pressure turbine

dation.

durability, and asecond-generation lean burn

turbine

blades

themselves

are

designed using advanced three-dimensional (3-

“Those technologies will give the LEAP fan

D) aerodynamics to optimise performance. The

efficiency, core efficiency, low emissions and

first five compressor stages are a blisk (bladed

low maintenance cost. All of these benefits

disks) design, which minimises air leaks by

with CFM’s CFM’s legendary reliability reliability.. No single tech-

eliminating dovetail joints between blades and

nology or system can deliver all that,” says

disks. In total, the 10-stages of compression

Brown.

create a 22:1 pressure ratio, which CFM claims CFM

50/50

partnership

between

is the best in the industry.

Snecma General Electric dates back more than

The Twin Annular Pre-Mixing Swirler (TAPS)

36 years, and was recently extended to at least

fuel nozzles, developed first as part of CFM’s

2040. The partnership unites two business cul-

Project TECH56 and soon to enter service on

tures that allow CFM to leverage the inherent

the GEnx, pre-mix air and fuel and enable the

strengths of both and, Brown maintains, results

engine to run at lower peak temperatures with

in better decision making.

longer residence time, key factors in reducing

Likewise, the partners are dividing development work wor k on LEAP. One of the most mo st aggressive aggr essive


The

combustor to optimise emissions performance.

The

16

compressor case, which is designed to prevent

NOX emissions. The two-stage high-pressure turbine (HPT)

technologies going into the engine is an all-new

incorporates

wide-chord composite fan, a first for the single-

advanced coatings, and GE-developed casting

3-D

aerodynamic

design,

technology to improve cooling, the key to max-

In addition to the coatings and combustion

imising life of the blades. The LEAP HPT has

technology, CFM is employing other designs

undergone some 4,500 hours of component

and lessons learned from the GE90 and GEnx

tests, giving CFM assurance that the core can

programmes to meet its reliability targets, and

run with higher thermal efficiency than the

to enable the engine to retain performance

CFM56-5B core, but at equal blade tempera-

over its service life.

tures – a key driver in hitting the goal of having

For example, the core is designed to be

LEAP maintenance costs equal those of the

‘FOD (foreign object damage) free’, with several

CFM56.

techniques employed to keep particulate matter out of the core, reducing blade erosion so

Maintenance and reliability

that performance is maintained over the life of

Maintenance cost is a key component of the

the engine. The wide-chord fan blades cen-

LEAP programme for a variety of reasons. First

trifuge a lot of particles out of the core flow,

and foremost, customer exercises indicated

expelling them with bypass air.

that maintenance and reliability were a major

CFM executives believe they have a historic

concern of airlines and other stakeholders. And

advantage over their competitors in mainte-

with the increasing prevalence of fixed-cost-per-

nance cost over a range of aircraft applications

hour operating agreements, CFM’s economic

where competing engines are offered to air-

case for LEAP is dependent on creating a reli-

lines, and they are committed to keeping LEAP

able, durable engine with predictable costs

maintenance costs similar to existing CFM

right from the start.

costs, which are considered the lowest in the

An extensive test programme leading up to

industry for single-aisle engines.

entry into service in 2016 is key to validating

“History doesn’t prove the future, but it’s a

those costs. The LEAP programme calls for run-

good indicator,” Brown says. “We have a strong

ning a total of 18,000 endurance cycles prior

track record, and we have solid technology and

to entry-into-service, so that launch customers

design going forward. Execution and innovation

receive a totally mature product.

are better proven than promised.”

LEAP-X core 1 buildup.

■

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17

18


Pressure is being exerted from airlines, governments and environmentalists for the biggest manufacturers manufact urers to produce the next-generation next-generation of engines. But can one be created to fulfil all of the strict fuel burn, emissions and noise targets set — or will a trade-off have to be made, with a sacrifice in one area being made in order to gain a more significant improvement in another? Jason Holland reports.

Engine technology and the environmental trade-off

he world’s engine manufacturers face the

T

facing is to find a happy balance between

Meanwhile, CFM International and Rolls-

constant challenge of improving technol-

improving fuel efficiency, reducing carbon emis-

Royce, while working on advanced turbofans

ogy to make more fuel efficient engines.

sions and reducing noise.

now — see the open rotor as the most likely

With single-aisle replacements on the agenda,

The question is, can engine technology

architecture of the future, because of its poten-

if some years away, the race is on to come up

improve sufficiently by the time of the single aisle

tial to reduce fuel burn and thus harmful emis-

with “game changing” technologies. However,

replacements to achieve this balance? Or will a

sions. CFM’s Chahrour accepts that an “open

the companies also face pressure from envi-

trade-off have to be made between emissions

rotor will never be as quiet as a turbofan”, but

ronmentalists to produce engines which reduce

and noise? As a society, simply put, will we have

the company believes it can achieve Chapter 4

greenhouse gas and other noxious emissions.

to choose whether to reduce either emissions or

levels by the time of the first launch.

Fortunately, reducing fuel burn leads to a con-

noise as much as possible whilst sacrificing the

You might think that noise is something we

current reduction in carbon emissions.

other consideration, or can a compromise be

can learn to live with — within reason — if it

reached?

meant reducing emissions and cutting down

However, such emissions are not the only environmental challenge. There is also a need

The complexity of this issue is evidenced by

aviation’s harmful impact on the environment.

to reduce engine noise — and while proposed

the different approaches each engine maker is

However, this may not be an argument that

engine architectures such as the open rotor

taking. As things stand, the two main engine

holds much weight with someone living on a

appear able to reduce emissions significantly,

architectures vying for future market share are

flight path.

they also increase noise. “You can build a ver y

the open rotor and the geared turbofan. The

It is a point eloquently made by Dr Erich

efficient engine in terms of fuel consumption,

likes of Pratt & Whitney and MTU Aero Engines

Steinhardt, senior vice president technology,

but you sacrifice some noise margin,” explains

have put their faith firmly in the camp of the

MTU Aero Engines, who considers the issue of

Chaker Chahrour, executive vice president at

geared turbofan. The PW1000G — set to begin

noise to be just as import ant as carbon emis-

CFM International. “That is where you need to

production in 2013 — is the first engine to use

sions. “The growth in the global population

make the trade-off, taking into account current

an architecture which the manufacturers expect

and increasing economic wealth will generate

regulations as well as evaluating local noise

can ultimately realise fuel burn reductions of 25

strong air traffic growth. In addition new mega

standards in the areas where customers fly.”

per cent or more by the next decade, in addition

cities will arise so that more and more people

to the feted noise reductions.

will live in the neighbourhoo neighbourhood d of airports,” he

So the real challenge the engine makers are


19

to get their engines on board the new aircraft programmes.

CFM looks to the open rotor

One-fifth-scale blades of the open rotor at the NASA wind tunnel.

says. “As these residents are mainly affected by noise emissions, having quieter air traffic is one of the most important challenges. Even today the number of airports regulating noise emissions is growing and the associated regulations, and thus noise, has become an important economic factor for airlines and airports. Therefore no trade is possible — both reduced noise and reduced CO2 emissions are necessary.” This unwillingness to make a trade is a sentiment echoed by the other manufacturers. “In this industry, you can’t just pick one element on which you choose to focus — you have to take a balanced approach that will provide the best overall solution,” says Chahrour. But at some point, priority has to be given to one or another consideration, even if a healthy balance is ultimately sought.

20


The major manufacturers are therefore investing billions of dollars into research to come up with a new generation of engines that will power the single aisle r eplacements, which are still likely to be a decade or more away. CFM parent companies GE and Snecma, for example, spend $2bn annually on research and development. Of course, it will take decades after entry-into-service of these new aircraft for the current and previous generations to phase out, so this only increases the environmental pressure to get the new designs ‘right’. The A320neo will go some way toward satisfying the airlines’ and environmentalists’ demands in the interim; however Boeing is intent on focusing on a full-scale replacement rather than bringing out an upgraded 737. It is a highstakes game which is reflected in the strategies of the engine manufacturers as they seek

CFM’s CFM’ s advanced new turbofan engine, LEAP-X, has been selected to power the A320neo as well as the new COMAC COMAC C919. It has been designed designed to use up to 15 per cent less fuel and emit 16 per cent fewer CO2 emissions compared to the manufacturer’s CFM56 engine. It will also see a 50 per cent margin improvement in NOx emissions compared to ICAO’s current CAEP/6 requirements and 10–15dB lower noise compared to current Chapter 4 requirements. The engine utilises a larger fan which will increase the bypass ratio from today’s 5:1 to more than 10:1. Among the other technical advances, thermal efficiency will be improved in the core and the engine’s engine’ s overall pressure ratio will be increased. Advanced materials technology will also be used, particularly in the fan, in order to reduce weight. Chahrour estimates that the combination of the 3-D woven resin transfer moulding fan (RTM) and composite fan case, for example, will reduce weight by 1,000 pounds per aircraft compared to the same s ize fan built using titanium or other metals. While fuel burn was a priority in the engine’s design phase, it “cannot” be the only one, according to Chahrour. “Quality, time on wing, and maintenance costs are ver y big drivers,” he states. “Each technology we evaluated must go through this filter; if a technology is not yet mature enough to ensure reliability out of the box, it won’t go in the LEAP-X engine.” The first full engine will be tested in early 2013, and engine certification is also scheduled for that year. Both the C919 and the A320neo are scheduled for entry into service in 2016. The engine will provide important s avings in a relatively short period of time as it powers the upgraded A320, but these will not be sufficient to satisfy environmentalists in the longterm. CFM recognises that the traditional turbofan design can only go so far. Its long-term hope is an engine based on the open rotor architecture (see box), however, given that there are still challenges to overcome, the company’s official line is that this architecture is merely “one solution” for minimising the environmental trade-offs. Chahrour says the entire gamut of environmental considerations influence the company’s designs. “Public perception is too varied to try to accommodate everyone’s preference — what you are about depends on where you live,” he says. “That’s why we focus on where global and local regulations are today, and where we think they will go.” In terms of overcoming the environmental trade-offs, he states: “Today, we know that we can mitigate some of this; we

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The open rotor would have to be designed in direct collaboration with the airframer. You have to look at where to install the engines to minimise weight and drag. You also have to consider maintenance access; certification requirements; the impact a more complicated engine will have on reliability; public perception; etc. With With all of these issues still to be resolved, we don’t see an open rotor engine entering service until around the year 2030. —Chaker Chahrour, executive vice president, CFM International

How do open rotor engines work? Open rotor technologies offer the potential for significant reductions in fuel burn and CO2 emissions relative to turbofan engines of equivalent thrust. Higher propulsive efficiencies are achieved for turbofans by increasing the bypass ratio through increases in fan diameter but there is a diminishing return to this improvement as nacelle diameters and consequently weight and drag increase. Open rotor engines remove this limitation by operating the propeller blades without a surrounding nacelle, thus enabling ultra high bypass ratios to be achieved. Further improvements in propulsive efficiency can be gained for open r otor engines by using a second row of propeller blades rotating in opposition to the front row to remove the spin from the column of air to give a more direct thrust. source: Rolls-Royce

22


have to see what the future brings to determine

engines to minimise weight and drag.” If an

whether we can eventually overcome it.”

installation were to be performed incorrectly, it

With the timing of all-new single-aisle single-aisle aircraft

might negate the entire perfor mance gain. “You

moving to the right, the company is keenly

also have to consider maintenance access;

aware that the requirements for those aircraft

certification requirements; the impact a more

will be “even more stringent”. At least this gives

complicated engine will have on reliability; pub-

it more time to develop open rotor technology.

lic perception; etc. With all of these issues still

For the past two years, the company has

to be resolved, we don’t see an open rotor

been running wind tunnel tests in the US in

engine entering service until around the year

conjunction with NASA, as well as in France and

2030.”

in Russia, with “very good” results. results. The company is using flight test data gathered from GE’s GE’ s experimental open rotor programme in the

Pushing and pulling Rolls-Royce is also pursuing open rotor

late 1980s. The GE36 or UDF (Unducted Fan),

designs, with Robert Nuttall, vice president of

managed to lower fuel burn significantly — but

strategic marketing at the company, going so

the problem of noise could not be overcome.

far as to state that such an architecture will

“While we know the technology is very prom-

prove to be the only “genuine” game-changer.

ising, delivering as much as a 25 per cent fuel

In the nearer-term future, the engine maker is

burn improvement versus today’ today’s s best engines,

simultaneously developing its ‘Advance2’ two-

there

concedes

shaft and ‘Advance3’ three-shaft turbofans,

Chahrour. “Basically, we know how to install a

both based on the Trent powerplant and sched-

turbofan, so we can develop it separately from

uled for a 2017 or 2018 entry into service.

the airplane and then do joint integration work.

However, the company believes it can utilise

However, the open rotor would have to be

most of this technology on the open rotor, mak-

designed in direct collaboration with the air-

ing the transition to the longer-term architec-

framer.. You have to look at where to install the framer

ture much easier.

are

some

challenges,”

The British engine maker is a little more

A proof-of-concept open rotor engine is

ing new mid-frame structures, active and pas-

optimistic than CFM about the timeframe the

scheduled to be flight-tested in 2015 on an

sive engine systems intended to reduce vibra-

open rotor will be available, putting an entry

Airbus A340, but Nuttall comments that this

tions,

into service date at 2023-2025, although

engine will still be “a whole programme away”

technologies would not only support the devel-

Nuttall concedes that this date is determined

from an engine ready to go into ser vice. This is

opment of future open rotor engines, but also

more by the need for a new aircraft specifically

primarily due to the installation challenges

more traditional ducted turbofan engines.

designed to be powered by an open rotor, than

already outlined by CFM’s Chahrour. Three sets

by the engine itself.

of annual rig tests have already been com-

and

active

turbine

control.

These

Geared turbofan — a balanced solution?

The bypass ratio of the open rotor engine

pleted, which Nuttall says showed the architec-

will be a staggering 50 to 1. Nuttall says that it

ture complied with Chapter 4 legislation. The

Pratt & Whitney, meanwhile, is banking its

will be about 10 per cent more fuel efficient

company will perform a set of rig tests on the

future on an entirely different engine architec-

than any new advanced turbofan that was

engine’s power gearbox before the middle of

ture — the geared turbofan — whose first incar-

designed for the 2023-25 timeframe. Most

this year, at Kawasaki Heavy Industries’ gear-

nation is set to receive certification next year.

boldly of all, Nuttall claims that the Rolls-Royce

box-testing rig facility in Japan, while further rig

The PurePower PW1000G, like the LEAP-X, has

open rotor will be approximately 15 per cent

tests will be conducted in the third quarter of

been selected for the A320neo, in addition to

more fuel-efficient than the 2025 versions of

this year, testing testing a “more optimised” design.

the Mitsubishi Regional Jet, the Bombardier

the LEAP-X or Pratt & Whitney’s PW1000G,

The manufacturer is also leading the DREAM of

Radical

Engine

CSeries, and the Irkut MC-21. According to the

based, he says, on the designs that go into

(valiDation

Architecture

manufacturer, the engine offers single aisle air-

service in the 2013-2016 timeframe.

systeMs) project, which is seeking to mature

craft a 16 per cent fuel burn benefit, 20 per

The manufacturer is looking at both pusher

advanced, environmentally-friendly engines util-

cent lower maintenance costs, a 50 per cent

and puller configurations for the open rotor. “The

ising the skills of 44 partners derived from 13

reduction in emissions relative to today’s most

pusher is harder, because the exhaust goes

countries. The programme has a stated target

stringent regulations, and a more than 50 per

underneath the blades,” says Nuttall. Because

of reducing specific fuel consumption and CO2

cent decrease in noise levels.

of this difficulty, the company is investing more

emissions by at least 27 per cent, and commu-

The geared turbofan architecture will be

time in working on this design, with Nuttall

nity noise by 9dB cumulative, compared with the

modified and improved as time goes by, provid-

regarding the puller configuration as “a sub-set

current Y2000 turbofan engines. Under this

ing “a strong baseline for additional technology

of the pusher” in terms of design requirement.

project, new technology is being tested, includ-

insertion, which will enable further improve-

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23

the open rotor, but with a noise reduction advantage. For Pratt & Whitney, therefore, the environmental trade off between noise and emissions does not exist; it has already overcome it. Finklestein says the company was not willing to “sacrifice today’s noise performance for better fuel burn”. Instead, he makes this bold claim: “The PurePower PW1000G engine is a complete and balanced solution to significantly improve fuel burn, while improving engine noise, environmental emissions, and operating cost — without the tradeoffs that come with other engine concepts.” Finklestein is also sceptical about the open rotor concept, and is not sure that such an engine will ever see the light of day. “From a theoretical performance perspective, they are enticing, but when one actually installs them on an aircraft, there are tremendous performance and noise disadvantages,” he states. “We don’t believe that communities that have invested so much time and energy in lowering noise to today’s levels will be satisfied with the status quo — or worse.” He is also quick to point out that while the open rotor is still only “on the drawing board, our engine is real, is in development, and has been flight tested”. MTU’s Steinhardt is equally optimistic about the future. “The geared turbofan engines follow a family approach; the engines as well as the high pressure compressor and high speed low turbines will meet aggressive design targets at low risks,” he states. “Therefore, the geared turbofan not only is the better technical concept but has an advantage in time and maturity by at least two years over the competitor.”

Conclusion While CFM and Rolls-Royce believe that the open rotor will provide more fuel efficiency The Pratt & Whitney PurePower PW1524G geared turbofan is tested at the company's West Palm Beach, Florida, location.

than the geared turbofan; Pratt & Whitney and MTU claim the geared turbofan can achieve the same rate whist being dramatically qui-

ments in engine operating cost over the next

select the optimum fan diameter and gear ratio

eter. Although Pratt & Whitney is the only man-

decade,” says Paul Finklestein, VP marketing at

to maximise the overall engine efficiency and

ufacturer

Pratt & Whitney. This is perhaps the key point:

bypass ratio.” He says the reason that conven-

architecture, it awaits advances in technology

as technology advances, we will see even bet-

tional turbofans have to make compromises to

for the engine to get to the required level of

ter performance in future applications, just as

increase performance is “simple”, and that

around 25 per cent fuel burn improvement

traditional turbofans have improved over time.

PurePower has overcome these limitations.

over today’s engines. The other manufacturers

“A consequent improvement of the current

“For best performance and lowest noise, the

are still working hard on research and devel-

geared turbofan will be available around 2020

fan blades have to turn relatively slowly. For

opment, and are at an early testing phase.

supporting new airplanes by Boeing and at a

best performance, the turbines that drive them

later date Airbus,” confirms MTU’s Steinhardt.

need to turn relatively fast. This incompatibility

ronmental challenges loom: at what point will

“Improvements will come from new technolo-

is solved not by compromising the speed of

the environmental trade-off be made — and

gies enhancing component efficiencies as well

both, but rather by utilising a gear to allow each

can we really get to a level where the issue

as introducing new materials.”

to turn at optimum speeds.”

becomes irrelevant and all parties are happy?

fully

committed

to

an

existing

All the while, the dual and contrasting envi-

The geared turbofan is a radical new con-

Finklestein says the geared turbofan is

Or, as it has often been, will different solutions

cept. “PurePower engines with geared turbofan

demonstrating 16 per cent better fuel burn

have to suit different needs — within imposed

architecture enable an optimised solution

today, and the architecture “will realise fuel

environmental targets, of course.

across

comments

burn reductions of 25 per cent or more by the

Finklestein. “With our scaleable core, we can

next decade” — matching CFM’s estimates for

24

all

thrust

ranges,”


The technological challenge facing the engine makers is not one for the faint-hearted.

■

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26


ince 2000 a large number of collabora-

S

fees are partly levied according to the amount

tive research projects have been funded

of noise generated by an aircraft. This combi-

at national and international level in

nation of restriction of movements and esca-

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lating fees related to noise has a significant

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impact on aircraft operating costs.

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As a result, in the last decade the aero-

2020 vision. This means a staggering average

space industry in Europe and the USA has com-

of -10 EPNLdB (Effectively Perceived Noise

mitted considerable funding to researching

Level) per certification point on year 2000 air-

aircraft noise reduction technologies for civil

craft technology.

applications. As a global engine components

Stringent noise certification standards were

supplier to all the major aero-engine and air-

introduced in 2006 and airport authorities are

frame manufacturers, GKN Aerospace has

continuously updating local noise regulations,

been an integral part of this research effort,

imposing severe limitations on noisy aircraft

paying particular attention to the noise gener-

movements, particularly at night. Also, landing

ated by engines.

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www.royalaero.com *including main engines, APU’s & thrust reversers

pressor stages, is blown internally to the lip aerodynamic surface. The sound waves propagating in this duct have a large bandwidth frequency content with peaks of sound pressure levels (tones) at the blade passing frequencies (BPFs) at low engine fans speeds. Multiple tonal peaks are found at high fan speeds. These multiple tones, which make a buzz-saw noise, are generated in association with the formation of supersonic flow at the blade tips from which shock waves originate. In each piece of this acoustic liner the aerodynamic surface is made of a metallic wiremesh material which operates as a filtration medium. This design is known as a SingleDegree-of-Freedom Linear (SDOF-Linear) liner. This is bonded onto a metallic perforated plate in the first step of the manufacturing process by spraying adhesive onto the plate in a controlled manner. In a further bonding process known as reticulation, this assembly is bonded Noise related collaborative research programs funded by the European research framework since 2000.

to a honeycomb core material. A final third step sees a pre-formed backing skin bonded on the honeycomb core. The two parts are then fas-

Whilst the wing and the landing gear are

tened using axial boot-straps.

also major noise sources, particularly when

A similar design is employed in the air-

approaching the airport, the engine remains

intake of turboprop nacelle applications, for

the component that contributes most to the

which GKN Aerospace is also a market leader.

total ‘community noise’ (noise perceived on the

Current projects in this area include the nacelle

ground) generated by aircraft.

of the Bombardier-8 100/300/400 100/300/400 series.

In addition to community noise, engines are

This acoustic liner comprises arrays of

responsible for a major percentage of total

small chambers filled with air where the incom-

cabin noise. This affects passenger comfort

ing sound waves, once propagating inside the

and as such represents an important qualita-

cavities, lose energy through a series of multi-

tive differentiating factor in the air line’ line’s s offering

ple internal reflections. This system is quite

to their customer customer..

effective in reducing noise on a wide frequency range

Acoustic liners

Photos of the Bombardier Challenger 300 A/C (top) and of the relevant Honeywell HTF7000 powerplant (bottom). The intake inner duct is acoustically treated with a classic two-piece, single-degree-of-freedom single-degree-offreedom linear liner with wire-mesh on the aerodynamic surface. No acoustic insulation is provided onto the lip component of the nacelle.

28


although

the

maximum

attenuation

occurs within a narrowband which normally

GKN Aerospace has a long experience in the

includes BPFs. Furthermore, its low weight

design and manufacture of acoustic liners for the

means it provides an efficient means of reduc-

low-thrust class segment of the turbofan market,

ing noise with little weight penalty.

as well as turboprop applications. This expertise

Using experience gained in the design and

has recently been developed through contracts

manufacture of these acoustic liners, and with

for the HTF7000-series turbofan Honeywell

other constructions for higher temperature appli-

engine. The HTF7000 is a family of nacelles used

cations, the GKN Aerospace Composite Research

on

the

Centre (CRC) with other GKN Aerospace facilities

Gulfstream 250 and the Embraer MSJ and MLJ.

in Luton, UK, and California have been collaborat-

the

Bombardier

Challenger

300,

In these designs the intake of the engine as

ing with major aerospace manufacturers on proj-

well as of the outer fan duct (outer section of

ects aimed at developing improved turbofan

the by-pass duct) are acoustically lined using

intake noise abatement technologies.

sandwich-honeycomb structures with a porous facing-sheet exposed to the air-flow. Focusing on the intake, the inner duct portion alone is acoustically insulated by means of

Understanding the fan noise source A

significant

research

effort

at

GKN

a two-piece construction with internal axial

Aerospace’s CRC has been dedicated to

splices, providing attenuation of the sound

improved modelling of noise source and

waves generated by the fan system propagating

acoustic liner absorption in order to enhance

upstream. The intake-lip component has no

the simulation capabilities being used in the

acoustic treatment and ice-protection is locally

acoustic design process.

provided by a thermal anti-ice pneumatic sys-

In 2005 GKN Aerospace provided test hard-

tem where hot air air,, spilled from the engine com-

ware to the NASA EVNERT programme in close

Photos of the HTF7000 Honeywell Engine - Outer Fan Duct. This structure is made of a series of panels bolted on a main metallic frame. These panels are internally acoustically treated treated by using a single-degree-of-freedom, single-degree-of-freedom, honeycomb honeycomb composite construction.

Aerospace.

splice or one-piece all-composite acoustic liner,

Extensive in-duct sound pressure level measure-

which was successfully tested at the Honeywell

ments were taken by installing circumferential

Noise Test Facility in 2008 by using the

and axial arrays of microphones into the inlet. In-

Honeywell research engine TECH977, repre-

situ, acoustic impedance measurements were

sentative of a 7K thrust class turbofan engine.

also acquired for the SDOF-Linear liner.

This liner incorporates an enhanced septu-

collaboration

with

Honeywell

Having completed measurements on the SDOF-Linear liner, measurements were taken

mised core material, with inserted mesh-septa manufactured by Hexcel Corporation.

on advanced composite SDOF-Perforate and

Significant noise benefits — up to -4dB at

Double-Degree-of-Freedom (DDOF) designs at

critical emission angles – were measured for

the National Aerospace Laboratory in the

this liner, particularly at take-off fan engine

Netherlands (NLR), with the objective of meas-

speeds when compared with the earlier tech-

uring the acoustic impedance of advanced

nology employed on the Bombardier Challenger

composite acoustic liner designs, including sin-

300. The elimination of the splices in the

gle- and double-layer honeycomb structures.

acoustic treatment was identified as the key

These experimental activities provided valu-

factor in improving the noise signature of this

able databases which were used to improve

engine. Moreover, a 30 per cent weight reduc-

the modelling aspects that are vital to design

tion was achieved through the acoustic design,

optimisation, as these define the optimum liner

extensive use of lightweight composite materi-

specifications for a given engine. In particular,

als and the elimination of fasteners.

the measured distribution of the acoustic

A key aspect of this product design (for

energy across sound wave propagation modes

which a patent application has been filed) is

has allowed for a more accurate characterisa-

the out-of-autoclave material processing which

tion of the noise source. The quantification of

cuts the manufacturing steps and related cure

the sensitivity of the acoustic liner response to

cycles needed with conventional high-pressure

changes in sound intensity and flow boundary

resin systems. A low-cost, robotic, multi-spindle

layer development has significantly improved

mechanical drilling process for composite

the models’ ability to predict noise absorption

material was also developed which reduces the

characteristics.

capital investment otherwise needed to design

Such modelling improvements have already

and manufacture bespoke drilling machinery.

been successfully implemented in the aero-

Finally, parts count and assembly time is con-

acoustic analyses. This is destined to make a

siderably reduced with this one-piece solution.

significant impact on design — improving the attenuation provided by future products.

Typical engine noise spectra. Comparison between low-fan speed (Approach condition) and high-fan speed (Cut-back condition) spectra.

The combination of noise and weight benefits and a lean manufacturing process has meant this product has been rapidly brought into a pro-

One-piece composite liners Anticipating

customer

requirements

duction

development

project

for

the

new

for

Embraer Legacy 450/500 series business jet

weight and noise reduction on business jet

programme. A team of composite structures

intake applications, the CRC developed a zero-

specialists and manufacturing engineers at GKN


29

gramme, called Symphony. In this project the CRC team has worked in close collaboration with Rolls-Royce, as well as the Institute of Sound

and

Vibration

Research

(ISVR)

at

University of Southampton. High-fidelity numerical simulation tools were used to determine the maximum sound absorption for this liner and sub-scale noise tests were conducted at the ISVR No-Flow rig test facility to validate the design. Significant noise benefits have been measured and predicted for the full-scale RollsRoyce Trent application.

Cabin noise reduction While major aircraft manufacturers are moving away from the traditional aluminium stiffened fuselage structure, the shift to carbon composite-based structure means that the noise level inside the cabin could rise to an unacceptable level. In the 787 and A350 programmes significant resources have been ded-

Honeywell Noise Test facility at San Tan, Arizona.

Aerospace is completing the qualification pro-

After initial interest from customers, GKN

icated to analysis of this issue and the design

gramme and refining the manufacturing process

Aerospace has also commenced private ven-

of lightweight interior acoustic treatments to

in order to start full production in 2012.

ture research into an electrically heated version

compensate.

of the intake-lip acoustic liner. This system is

The CRC is involved in the largest European

out-of-autoclave materials for secondary struc-

based on the electro-thermal heater mat tech-

research funded programme, OPENAIR, and is

tures. The advanced material being used is

nology currently in production at the Luton

working mainly with Rolls-Royce and ISVR to

expected to be applied to many other applica-

plant for wing-slats on the 787. This project

develop intake acoustic liners specifically

tions requiring fabrication of sandwich struc-

includes the development of techniques for

designed to enhance the attenuation of engine

tures as it reduces or eliminates the core

perforation and electrical insulation of an aero-

forward noise transmitted into the cabin. It is

crushing issues caused by high pressure auto-

dynamic skin with embedded electric mats.

envisaged that a considerable weight saving in

clave conditions. As a result the need to man-

Initial 2D icing wind tunnel testing has had

cabin interior treatments will be obtained by

ufacture sacrificial areas (such as ramps and

encouraging results, showing no ice formation

positioning intake liners very near to the noise

additional angles to protect the edges of the

on both pressure and section sides of the lead-

source. As such noise has a very low-fr equency

sandwich panels) is eliminated with resultant

ing edge of a test article that is representative

content, which calls for deep cellular struc-

cost, material and weight savings.

of the lip of an engine nacelle. In addition, lab-

tures, the innovative double-degree of freedom

oratory

design has been optimised, minimising impact

This programme includes qualification of

Acoustically treated intake lip

preliminary

lightning

strike

tests

demonstrate no issues with structural integrity integrity..

on community noise.

More recently, the CRC has completed an

These research activities will culminate in a

through zero-splice intake liners means that

acoustic design optimisation exercise, carried

fan rig test scheduled in Q4 2011 at the world-

large aircraft manufacturers are attempting to

out to maximize the attenuation provided by the

class AneCom Noise test facility in Wildau,

extend the acoustic treatment where possible

lip liner within the UK’ national noise pro-

Germany, which is the largest of its type in

The potential to further reduce engine noise

into the available space of the nacelle structure.

Europe. A dedicated team of GKN Aerospace

Following earlier developments within the

engineers has manufactured a novel prototype

SILENCE(R) EU FP6 project as well as RAMSES

liner as well as the necessary rig hardware

I, GKN Aerospace, in collaboration with Airbus

interfacing with this liner. This test hardware

France — Toulouse, has developed a unique

has been extensively analysed by specialists

hot-air heated acoustic panel which provides

from NLR to accurately profile attenuation char-

both ice protection and noise damping. This

acteristics. GKN Aerospace, with major engine and air-

design is based on titanium welding technology and requires significant skill in forming the

frame manufacturers, is investing considerable

material to a complex double-curvature shape.

resources into researching improved noise

In flight testing, carried out on an A380’s RollsRollsRoyce Trent 900 engine this system has been proved to maintain the aerodynamic performance of the intake whilst providing the necessary

ice-protection

functionality.

Further

endurance and fatigue structural testing has

attenuation systems for aero-engine nacelle Bombardier Dash 8 with (inset) example of an air intake design for a turboprop nacelle application. The interior of this intake is acoustically treated by using a single-degree-of-freedom single-degree-o f-freedom liner with linear wiremesh.

structures. This on-going research offers important near-term opportunities to move towards the ambitious noise reduction targets the industry faces, significantly lowering engine noise, and therefore perceived aircraft operat-

been scheduled at the time of writing as this

ing noise, for passengers in the cabin and for

technology is being considered for the forth-

people living around an airport or under a flight-

coming A350.

path.

30


■

GP7200 update The GP7200 has been in service for three years now on the A380. In that time its manufacturer, Engine Alliance, has made several improvements and addressed a handful of technical issues. Here it provides an update on the programme for The Engine Yearbook. he Engine Alliance (EA) celebrated its

During its three years in service, the 12-

15th year in 2011 and much has hap-

month rolling average dispatch reliability rating

pened since 1996, when the joint venture

for the GP7200-powered A380 fleet has typi-

T

between GE Aviation and Pratt & Whitney was officially announced.


Specific fuel consumption (SFC) of the

“The Engine Alliance started with a hand-

GP7200 remains one of its best-selling fea-

shake between the leaders of GE Aviation and

tures. Prior to service entry, the engine demon-

Pratt & Whitney,” Engine Alliance president

strated it would perform 0.9 per cent better

Mary Ellen Jones says, “and it’s grown into a

than its specification required. After two years

true partnership producing and supporting a

in service, Airbus revised the GP7200 perform-

product we’re all very proud of.”

ance document to reflect a 0.5 per cent SFC

That product, the GP7200 engine, cele-

32

cally hovered around 99.9 per cent.

improvement.

brated its third anniversary in service in August

“What this means,” Jones explains, “is that

2011. Its launch customer, Emirates, Emirates, is Airbus’

Airbus has acknowledged that we are beating

largest A380 customer, with 15 aircraft in ser v-

our SFC specification by 1.4 per cent.”

ice and 75 more on order. Air France began

To an operator utilising the GP7200-pow-

operating the GP7200-powered A380 in 2009

ered A380 on a typical 3,500 nautical mile

and Korean Air entered service with the

route for an average of 5,000 hours per year

GP7200 in June 2011.

this translates to over 244,000 gallons of

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More mobility for the world

GP7200 trimetric The healthy performance of the powerplants has been appreciated by EA’s customers, too. “The GP7200 engines on our 15 in-service A380 aircraft have proven to be highly fuel effi-

GP7200 specifications

cient and extremely quiet,” says Sheikh Ahmed Bin Saeed Al-Maktoum, chief executive of

Takeoff thrust

70,000 lbs / 311 kN 72,000 lbs / 320 kN

Flat Rate Temperature

86°F / 30°C

Bypass Ratio (Takeoff)

8.8

announced to the media that EA and Airbus

Noise Margin to Stage 4

17 EPNLdB

would begin offering customers thrust up to

Emissions

Certified to CAEP/4 but meets CAEP/8 with margin

72,000lbs in addition to the 70,000lbs rating

Engine Length

187.1 in / 4.75 m

Maximum Diameter

124.0 in / 3.15 m

vides added capability for customers operating

Fan Blade to Tip Diameter

116.7 in / 2.96 m

out of shorter runways or needing some extra

Emirates Airline.

New in 2011 At the Paris Air Show in June 2011, Jones

currently in service. “The 70K rating meets the vast majority of customer requirements and the 72K rating pro-

range,” says Jones. The

initially

certified

at

76,500lbs of thrust and has the capability to pro-

fuel rise,” says Jones, “but when it does our

duce more than 81,500lbs. “During its certifica-

operators at least have the satisfaction of

tion programme the engine was tested at thrust

knowing they are saving more money with this

levels in excess of 94,000 lbs,” Jones explains.

engine.”

“We tested and certified the GP7200 to the

their SFC and exhaust gas temperature (EGT)


was

fuel saved. “Nobody likes to see the cost of

GP7200 engines in service are maintaining

34

GP7200

same standards required for large twin-engine aircraft in extended-range twin-engine operations.” operations.”

margins as predicted prior to entry into service

GP7200 customers and shops also noticed a

(EIS). “Our high time engines have more than

new colour applied to the GP7200 front fan case

1,500 cycles at this point and they are main-

assembly in 2011. EA introduced the new aqua-

taining excellent EGT margin and performance,”

coloured corrosion-inhibiting coating as part of its

says Jones.

continuing programme to utilise the most envi-

In reality, the PurePower Engine already does. ®

By delivering double-digit fuel burn savings, Pratt & Whitney PurePower Engines provide nextgeneration benefits today. With up to 20% lower operating costs, half the noise and dramatically dramaticall y reduced emissions, these proven, dependable engines save operators up to $1.5 million per aircraft per year. Discover real engines that are Flight Years Years Ahead™. At PurePowerEngines.com PurePowerEngines.com.. It’s in our power.™

GP7200 trimetric

ronmentally friendly materials whenever possible.

Additionally, introduction of a new, lightweight

“The new aqua corrosion-inhibiting coating

LPT shaft has reduced engine weight by more

has demonstrated equivalent corrosion protec-

than 36lbs.

tion and adhesion properties when compared to the original coating,” says Engine Alliance

Other weight reduction initiatives are in process.

executive vice-president Kim Sullivan, “but it’s

The 70K rating meets the vast majority of customer requirements and the 72K rating provides added capability for customers operating out of shorter runways or needing some extra range. —Mary Ellen Jones, president, Engine Alliance

“Product

improvements

are

prioritised

better for the environment.” The new EAC-

based on impact to the customer,” Sullivan

0295-3 specification replaces the original coat-

says.

ing and can be used to touch up cases that have the original coating.

Technical issues

The GP7200 loses weight

service have been a success story for EA and

For the most part, the first three years in The GP7200 is 150lbs (68kg) lighter since

its customers. However, like any other jet

its EIS and the EA team continues to focus on

engine in service there have been a few tech-

additional ways to lose weight.

nical issues:

In 2011, EA introduced a new turbine exhaust case. The case, built by Volvo Aero, incorporates a redesign that improves the load

■

A fuel manifold leak was discovered in

path between exhaust case mount lugs and the

2010. Investigation Investigation revealed a small crack

struts, reducing the weight of the engine by

at the weld joint between the manifold and

more than 50lbs.

the fuel nozzle feeder tube. The crack was

Also in 2011, engineering determined that

caused by excessive vibration due to high

the 2.5 bleed fairings in the fan hub frame

frequency system resonance. EA issued a

module could be removed from the engine

service bulletin and the fleet has been

without affecting the low-pressure compres-

retrofitted to add P-clamps and auxiliary

sor (LPC) stall line capability. Removal of the

brackets to eliminate the fuel manifold

fairings and supporting hardware resulted in

system resonance.

an additional engine weight reduction of 16lbs.

36


■

Endurance testing prior to EIS revealed that

EA also recently introduced a new hub and

the metal temperatures in the compressor

strut case with lighter struts, reducing the

2-5 spool were higher than predicted. The

weight of the turbine center frame module.

high temperatures were caused by seal

tooth clearances that were too tight under high power operating conditions. The EA incorporated a design change to increase the clearances and retrofitted a small number of early engines. ■

During review of a legacy engine, the EA team identified a potential problem with the GP7200 FADEC which could cause the control to continuously reset, resulting in a rollback to sub-idle engine speed. Engineering developed a software change to provide a validation check of control input parameters to prevent the reset. Within three months, the GP7200 fleet was retrofitted with a modified FADEC software version to eliminate the potential problem.

“One of the benefits of the joint venture,” EA executive vice-president Kevin Kast explains, “is that we’re able to utilise legacy engine data from our member companies to help identify potential issues with the GP7200.” There are no airworthiness directives or safety issues associated with the GP7200.

Engine Alliance president Mary Ellen Jones wraps up another deal.

GP7200 Customers Airline

A380 orders

Split ship capability

Air France

12

The “split ship” concept was originally developed for very large engines where the fan case outer diameter was greater than the vertical height of the side cargo doors of the most common freighter aircraft. This precluded air transport of full spare engines except by a very limited quantity of specialised freighter aircraft. The split ship concept evolved after recognising that conditions that typically drive an engine off-wing are often associated with the propulsor and not fan hardware. The GP7200 engine family has been specifically designed with an easily separable fan case and propulsor module as shown. The split ship concept allows the fan module to remain with the aircraft while only a smaller spare propulsor is transported on site for replacement. The propulsor comprises all basic engine hardware, including the fan disk, LP compressor and accessory gearbox, but excludes the fan case, fan blades and other miscellaneous hardware. It can be shipped in a large variety of aircraft, easing logistics planning for EA customers.

Emirates

90

Korean Air

10

Etihad

10

Emissions and Noise The aviation industry is preparing for the expected implementation of the European Union’s (EU) Emissions Trading Scheme (ETS) in 2012. The carbon trading and fees have not yet been established, but industry insiders predict fees of approximately $30 per ton of carbon. Since Jet A fuel weighs 6.7 lb. per US gallon,

Air Austral

2

the 244,000 US gallons of fuel saved with the GP7200-powered A380 translates to an annual carbon savings of 2,588 tons, or more than $77,000. “It’s money that the airlines can use elsewhere” Jones notes. “And from an environmental perspective, it’s it’s like taking 460 cars off the road.” The GP7200 meets current and future emissions requirements with margin. The engine is certified to CAEP/4, but also meets current CAEP/6 and future CAEP/8 regulations with margin. According to EASA certification test data, the GP7200 is the quietest engine on the A380. It is certified to London Heathrow QC4 noise standards and meets expected QC5 requirements with margin. By the end of 2011, the EA expects to have 31 GP7200-powered A380s in service: 20 with Emirates, six with Air France and five with Korean Air. There are 53 EA-powered aircraft scheduled for delivery from 2012 through 2014, when EA customers Air Austral and Etihad are expected to enter their A380s into service. “With the GP7200 performing so well in service, I expect the next 15 years to be as busy and successful for the Engine Alliance as the first 15 have been,” Jones predicts. ■

In 2011, engineering determined that the 2.5 bleed fairings in the fan hub frame module could be removed from the engine without affecting the low-pressure compressor (LPC) stall line capability. Removal of the fairings and supporting hardw hardware are resulted in an additional engine weight reduction of 16lbs.”


37

In the last few decades, advances in aerospace seal technology have paved the way for more powerful engines, but the limits of conventional seals remain a barrier to big breakthroughs in aircraft performance. Eaton explains how principals at work with aquaplaning cars have been transferred to aircraft engines.

Hydrodynamic seals H Oil debris monitoring system — Lubriclone three phase separator for air, oil, & particles, including QDM sensor and Signal Conditioner box.

ydrodynamic non-contacting seals offer

increase seal life considerably. We’re develop-

a number of advantages for aerospace

ing technology for aircraft that will be in opera-

engines. They consume less torque,

tion eight to ten years from now,” he adds.

which in turn means less heat, less wear and

Eaton offers high-performance, non-contact-

longer life. Hydrodynamic seals are designed to

ing hydrodynamic seals in face (axial) and radial

last up to 50,000 hours before requiring

(circumferential) forms. Both can significantly

replacement, compared with a limit of 10,000

improve sealing capabilities for speed and pres-

hours for many conventional seals on the mar-

sure and reduce engine overhaul frequency.

ket. The Eaton team pioneering hydrodynamic

The company’s hydrodynamic seals can be

seal technology is composed of many of the

found on aircraft engines for business jets, aux-

industry’s top experts in the field.

iliary power units and gearboxes. In 2007

Advances in hydrodynamic seal technology

Eaton’s hydrodynamic face seal became the

are paving the way for next-generation engine

first hydrodynamic seal approved by the FAA to

cores that can run hotter, faster, longer and at

replace an OEM face seal in an aircraft engine

much higher pressures. For the aerospace

gearbox application.

industry, these performance leaps are paying

Now Eaton seal technology is migrating

off in reduced operating cost, improved fuel

from smaller engines to main-shaft engines,

efficiency,, reliability and life extension. efficiency

and the company’s patented non-contact face

“Eaton has been successful as a trendset-

seals have been considered by large commer-

ter, mainly because we’ve had key experts and

cial engine OEMs for many of their new engine

inventors on our team who’ve given us a head

programmes.

start,” says Gerry Berard, an Eaton staff engineer with more than 23 years’ experience in analysis, design, testing and installation of sealing

solutions

for

aerospace,

marine

Harnessing the power of physics Hydrodynamic or lift-off seals float on a very thin film of gas. The seal relies on the generation of a lifting force to separate seal faces.

and offshore customers. “We’ve developed software tools and test-

A hydroplaning car is an analogy often used

ing capabilities to perfect analysis and

to explain how a hydrodynamic seal works.

testing, and we’re heavily heavily into R&D to

When water becomes trapped in the tire tread,

produce new and better film riding,

the resultant pressure lifts the tire onto a film

develop

more

robust

seals

and

of water. The same phenomenon occurs when air is forced between a seal face and rotor face — air is directed into narrow channels within the seal surface, thereby increasing pressure and forcing the faces to separate and ‘ride’ on a gas film. The film-riding effect lubricates the seal and shaft and effectively reduces the wear, friction and heat associated with conventional seals. This allows engines to run at higher pressures and speed combinations for much longer durations. The gap between sealing surfaces is so small that air leaks are negligible. “It’s just physics — increased pressure forces the two seal faces apart,” Berard explains. “When the engine is off, seal faces

38


are in contact. As the engine starts, seals separate and run on a film of air, and they don’t contact again until the engine is shut down.” An initial challenge in hydrodynamic seal development was finding a suitable seal-face material inlaid with the right geometry to produce a thin, extremely stiff gas film. An ongoing challenge is maintaining the gas film in a dynamic engine environment. During engine operation, parallel faces of the seal and rotor must generally stay perpendicular to the main shaft within micro-inches of flatness. Seals also generally must withstand a wide range of temperature and pressure changes without becoming distorted. Because of the effects of thermal distortion, the surface area of hydrodynamic seal faces has been limited to less than eight inches in diameter. In addition, seals must remain intact if the aircraft vibrates, which could be caused by any number of external factors, such as wind, or vibration from the engine itself. “If seal and rotor faces become less parallel, you can’t efficiently compress air and you lose film-riding capabilities,” Berard says. “Different metals when heated increase size at different rates. Our analysis takes those differences into account. That’s why we test seals at major operating flight points to ensure seal operation over a wide range of engine speeds, temperatures, altitudes and pressures — take-off, climbing, cruise and so on. Through all conditions, the faces have to remain essentially parallel.”

The benefits of oil without leaks Non-contacting hydrodynamic seals provide a solution to the oil leakage problem of conventional seals. Oil coking, or carburisation, is the major cause of seal failure and oil leakage. Hydrodynamic seals eliminate most of the heat generation of a conventional seal, which significantly reduces or eliminates oil coking. Oil leakage is a nuisance to airlines and, in some cases, may significantly contribute to flight delays and cancellations. Eaton has helped aircraft engine companies and airlines prevent such problems by offering non-contacting, cooler-running hydrodynamic seals as an upgrade to existing designs. “If we can eliminate the need for oil cooling, we can increase engine efficiency,” Berard says. “You “You don’t have to car ry extra oil and you can eliminate the oil system for the seals. If you can eliminate oil from the engine compartment, engines can run at higher temperatures for longer periods without worrying about coking — up to 40,000 to 50,000 hours.”

Radial seal technology evolves QDM sensor with significant debris accumulated. This was from an engine that had a gearbox bearing failure.

40


Eaton’s hydrodynamic seal division, which formerly

operated

as

EG&G

Sealol

and

PerkinElmer,

has

operations

in

Warwick,

Rhode Island, and Coignieres, France, to serve a worldwide customer base. Eaton retiree Jim Gardner was a pioneer in the introduction of dry-running gas face seals and in 1970 received a patent for a rotary mechanical seal — a precursor of today’s hydrodynamic seals. Building on Gardner’s patent work, the company began developing an industrial gas face seal product line for large, high-pressure compressors in 1986 and has been refining and expanding the technology ever since. In the last eight to 10 years, seal technology has made significant inroads into aerospace engines, thanks largely to continuing research, testing and product development being done by Eaton. In tandem with continuing refinements of non-contact face seals, Eaton’s work on radial seals promises to extend advantages of hydrodynamic sealing to an even larger suite of engine components. Radial seals in development by Eaton can function in speeds of up to 30,000rpm, pressures of up to 75psi, and temperatures touching 600º F. Seals also must be ultra-efficient at high altitudes to make up for the lack of air. Features on Eaton seals are designed to scoop and compress air into channels to increase pressure and produce the required film thickness for continued seal operation. “This is something new and exciting we’re working on,” Berard says. “Radial seals operate using the same principle as axial seals. Eaton’s patented, turbocharged segmented seal takes the shaft’s momentum to feed system air into grooves to create liftoff. “We’ve tested the seals up to 25,000rpm,”

Seal operation must be ensured over a wide range of engine speeds, speeds, temperatures, temperatures, altitudes and pressures.

he continues. “Generally these seals need oil cooling because air friction generates heat.

Berard says. “This makes the film thinner and

We’re now to a point where we don’t need oil

stiffer, which prevents leaks.”

cooling and can run at higher speeds, temper-

Eaton is heavily involved in R&D of radial

atures and pressures. Eaton just obtained a

seal technology and has built an aerospace

patent for the next-generation seal and we’re in

test rig to better optimise the design and per-

the process of testing and perfecting the tech-

formance of seal components. Eaton’s engi-

nology.”

neering team in Pune, India, is performing high-end CFD analysis of seals.

Engines of the future

“We’re trying to match real-life demands

Eaton’s work on radial seal technology has

with our theoretical analyses to see if we’ve

advanced through the use of Design for Six

achieved a good prediction tool for seal per-

Sigma tools to increase seal robustness in dif-

formance,” Berard notes. “Our goal is to pro-

ferent environments and to achieve maximum

duce new and better film riding, increase life to

lift-off and film-riding capabilities.

40,000 to 50,000 hours and develop more

The combination of Six Sigma tools and

robust seals for new and upcoming engines.

computational fluid dynamics is helping the

“There’s “There’ s great potential for improved aircraft

Eaton team identify key components that can

performance in the coming years, and hydrody-

serve to optimise film thickness and stiffness

namic seal technology will play an instrumental

and leakage reduction.

role in those advancements,” Berard says. “In

“The stiffness of the film functions like a

our continuing efforts to improve seal perform-

spring between two opposing surfaces, like a

ance, we definitely have our sights set on the

magnet, and increases the repulsive force,”

future.”

QDM Sensor.

■


41

Advances in thermal barrier coatings Since gas turbine jet engines were developed more than 70 years ago they have made significant, continuous improvements — today’s engines are more powerful, more fuel efficient and more reliable than ever. Advances in engine design, components, materials and other factors, including including thermal barrier coatings and other applied coatings incorporated onto critical engine parts, have resulted in today’s exceptional power systems, as Lucy Liu, Komal Laul and Ravi Shankar of Chromalloy explain. s the internal operating temperatures of

A

multi-year process that culminated with strong

turbines have increased to provide more

results and certification for the commercial air-

power and improvements in engine oper-

craft engine.

has increased. A closer look at coatings and

Advanced coatings

ation, the need for new advanced c oatings also the turbine components they insulate in the

Manufacturers produce high-performance

engine hot section shows how important these

engines whose simple cycle thermal effi-

applied materials are in the performance of

ciency has increased significantly during the

today’s today’ s aircraft powerplants.

last few decades. These higher thermal effi-

Chromalloy’s newest coating, the patented

42


ciencies translate to higher thrust in the air-

Low K RT-35 for aircraft engines, further

craft

enhances engine performance. Development

operating temperatures. The higher tempera-

and

are

achieved

through

higher

and introduction of the new coating was a

tures are achieved due to the use of super-

Long live your engine. Chromalloy repairs give new life to engine components, while our coatings provide unsurpassed durability in the harshest engine conditions. By incorporating these capabilities with revolutionary engineering, machining, tooling, the world’s most advanced independent casting facility and re-engineered parts, Chromalloy extends engine life like no other company can. It’s a testament to 60 years of innovation—and it can make an impact today. Learn more at chromalloy.com.

Learn more at chromalloy.com

Coatings / Repairs / Parts

Chromalloy’s Low K RT-35 Coating

Chromalloy recently announced its newest thermal barrier coating, designed to enhance the performance performanc e of gas turbine engines. “Chromalloy’s new thermal barrier coating – the RT-35 Low K coating – provides lower thermal conductivity, which allows higher engine temperatures,” said Peter Howard, VP technology and quality assurance at Chromalloy. The RT-35 Low K coating was patented in 2006 and certified by the FAA in 2010 for use on the PW4000 second-stage high pressure turbine blade after a series of tests confirmed its low thermal conductivity, high thermal cycle durability and other attributes. The coating is currently in use by a commercial airline in Asia. The RT-35 Low K coating provides a layer of insulation to the base metal component and underlying bond coating surface of a turbine blade from the extreme heat of the combustion gases during engine during operation. “The coating provides 50 per cent lower thermal conductivity, allowing engines to perform at higher temperatures. Engines produce greater thrust when operating at a higher temperature – and they can operate on the same amount of fuel as powerplants that operate at lower temperatures,” said Howard. “Chromalloy’s RT-35 Low K coating is a critical driver for the engine to deliver greater fuel efficiency to the operator,” he added.

44


Chromalloy’s Chromalloy’ s EBPVD centre in Ora ngeburg.

alloys and coatings in the gas path or engine hot section. For every 0.001 inch thermal barrier coating thickness on a high pressure turbine (HPT) vane or blade, the temperature drops about 25˚F. For a thermal barrier coating of 0.005 inches, that will equal a 125˚F cooler metal below the coating. The thermal barrier coating allows the parent metal to operate cooler for a constant operating temperature. There are two types of coatings for the gas turbine engine — diffusion and overlay. In the diffusion process, a portion of the coating diffuses into the parent metal structure. Coatings such as precious metal or diffusion aluminide coatings are sacrificial, providing protection against high temperature oxidation and low temperature corrosion. In the HPT blade section of gas turbines, overlay coatings are applied using electron beam physical vapor disposition (EBPVD) or plasma spraying. Metallic overlay coatings such as MCrAlY coatings are applied by EBPVD or by lowpressure plasma spraying. They provide oxidation and corrosion protection and can be used as a stand-alone coating or a bond coating for the overlay ceramic thermal barrier coatings

applied by EBPVD or air plasma spraying. Use of thermal barrier coatings has allowed the operating temperatures of the HPT vanes and blades to increase significantly, minimising deleterious effects on the parent material. As a result the efficiency of the gas turbine has increased. Other advantages include increases in the time required between overhaul and maintenance, resulting in significant cost savings to the turbine operator.

The leading edge Chromalloy has been a pioneer in the development of innovative ceramic coatings for turbine hot section components for six decades. The company developed the industry’s first EBPVD coatings with ceramic materials in the 1980s. Since then it has continued to develop coatings for aerospace, aero-derivative, marine and industrial gas turbine components. The company produces a variety of vacuum plasma and diffused precious metal or aluminide coatings for all hot section engine components. The company company is a supplier to aircraft operators for new and repair components, as well as to the main engine original equipment manufacturers (OEMs).

Chromalloy’s Low K RT-35 coating on a Chromalloy’s high-pressure turbine blade.

When

operating

temperatures

climb

in

in 2010 for use on the PW4000 second-stage

advanced gas turbine engines – especially when

HPT blade. Certification followed a series of

they rise above 2400?F — the conventional 7YSZ

tests confirming the low thermal conductivity,

thermal barrier coating shows rapid deterioration

high thermal cycle durability, high sintering

due to insufficient thermal protection, its own sin-

resistance, high thermal-chemical stability and

tering, which reduces the thermal barrier coating’s

good phase stability of the coating.

compliance, and from additional stresses result-

Currently the Low K RT-35 coating is in use

ing from volume changes due to phase transfor-

by a commercial airline in Asia. It is an EBPVD-

mation at these higher temperatures.

applied coating that was successfully flight

To address this, Chromalloy and other devel-

tested and demonstrated to enhance thermal

opers produced new thermal barrier coatings to

conductivity and provide greater protection for

provide lower thermal conductivity to more

erosion and thermal cycling on coupons and

effectively insulate insulate thermal transfer to the com-

pins. Low K RT-35 provides a layer of protection

ponents, as well as to provide a coated compo-

to the base metal component and underlying

nent with longer service life based on increased

bond coating surface of a turbine blade from

coating durability. Research and development

the extreme heat of the combustion gases dur-

began in the 1970s using rare-other stabilisers stabilisers

ing engine during operation.

and other compositions to achieve lower ther-

The coating provides about 50 per cent

mal conductivities. During the last 10 years, tur-

lower thermal conductivity, allowing engines to

bine OEMs that produce aircraft powerplants

perform at higher temperatures. In addition,

began introducing components with even lower

Low K RT-35 increases the oxidation and corro-

thermal conductivity coatings than produced

sion resistance of the underlying bond coating

earlier. Low thermal conductivity coatings are

as it is cooler cooler,, thus extending the life of engine

used on components for the V2500 and

components — another cost saving for the

PW4000 commercial aircraft engines as well as

operator.

some military aircraft engines. Chromalloy’s Chromalloy’ s Low K RT-35 coating was cer tified by the Federal Aviation Administration (FAA)

Higher thermal efficiencies translate to higher thrust in the aircraft and are achieved through higher operating temperatures. The higher temperatures are achieved due to the use of super-alloys and coatings in the gas path or engine hot section.”

During development, since the new Chromalloy coating is a different composition than the Low K coating

applied

by

the

engine

OEM,

FAA


45

The component selected to use an OEM Low K coating had to be simple in geometry so samples could be easily extracted for testing.

Designated Engineering Representative (DER)

sample of the coating thickness and its equiv-

requirements dictated further scale-up compar-

alent weight gain range critical for establishing

isons and determinations. The following technical

the components in production could be estab-

analysis shows how the coating was demon-

lished.

strated during development.

Enhanced turbine components Component selection

Research and developme development nt began in the 1970s using rare-other stabilisers and other compositions to achieve lower thermal conductivities. During the last 10 years, turbine OEMs that produce aircraft powerplants began introducing components with even lower thermal conductivity coatings than produced earlier.”

Following successful competition of com-

The selection of the component to be used

parative testing on components, the coating

as a possible candidate for scale-up com-

was approved through the DER process, allow-

menced. The component selected to use an

ing successful application of Low K coatings on

OEM Low K coating had to be simple in geom-

PW4000 second blade engines. Following suc-

etry so samples could be easily extracted for

cessful demonstration of coating application

testing.

the blades were applied on PW4000-100” sec-

The

second-stage

blade

of

the

PW4000-100” engine was selected.

ond blade engines.

The PW4000 engine used on long-haul

The blades have been constantly in service

flights has two general variants — the 94” and

by an airline and represent a significant mile-

100” engine. The PW4000-94” engine has

stone towards full production of the Chromalloy

been in service with relatively few changes

Low K RT-35 coating. The Low K coating is now

since the mid 1990s. The second-stage blade

being marketed to other aircraft operators for

in the PW4000-94” has been used with the

application in the industry, as well as to indus-

industry standard seven weight per cent YSZ

trial gas turbine operators. As its latest devel-

coating for over a decade, whereas the

opment, the Low K RT-35 — the company’s

PW4000-100” was introduced by the OEM with

newest thermal barrier coating — offers even

a Low K gadolinia-zirconia coating. Further

lower thermal conductivity to effectively insu-

analysis of engine run PW4000-100” blades

late thermal transfer to the engine compo-

indicated that the Chromalloy Low K coating

nents, and provides coated components with

met key coating criteria for thermal conductiv-

longer service lives based on increased coating

ity, erosion and thermal cycling compared to

durability.

■

the gadolinia based original manufacturer coating.

46


Once the coating optimisation was com-

At Chromalloy Komal Laul is repair development

plete, a matrix of components was coated. The

engineer; Lucy Liu is senior material scientist

matrix of components coated across several

and processing engineer; and Ravi Shankar is

EBPVD runs ensured that a representative

director,, coating and process technologies. director

At Delta TechOps, we do whatever it takes to meet your needs and exceed your expectations. Propelled by Lean and Six Sigma processes, our experienced, flexible workforce has a reputation for delivering the highest-quality engine maintenance, the lowest possible cost per flight hour and turn times among the industry’s best. So don’t be surprised when we do the same for your fleet. 650+ engine overhauls/300+ MRO customer engines per year CF34-3/-8 CF6-80A/C2

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Investing in commercial aircraft engines: an expert overview The basic idea of engine leasing is to provide engines to operators with limited financial options. Despite high returns on investment, this is still a small market, mar ket, mainly mainly because management of lease engines is complex. For investors this is a strategic decision involving several aspects that require careful evaluation. Even though the returns can be high, there are several pitfalls that the investor has to be aware of. Here, SGI Here, SGI shares some of the knowledge accumulated over years advising in investing and leasing engines to operators. finance, legal and technical. These factors are intimately linked and determine the decision to invest in an engine. This article will focus primarily on the technical considerations and will provide indications on how to minimise risk.

Marketing, finance and legal issues In order to identify the best opportunity, the engine model to be purchased has to be determined. If a portfolio of engines is to be built, the investor should buy several engine models so that risk is minimised. The potential market has to be analysed, with a focus on major forces playing in the market, i.e. the influence of the OEM, the effect of new engine models entering the market and the timing of the transaction. Specific market studies should be made to analyse the number of engines flying, the type of market, the percentage of spare engines available, the possibility to source spares and the future market Engine leasing remains a niche market.

D

uring the last two years, the engine leas-

Engine manufacturers have a tendency to

within the investor community. Even

use similar names within a family of engines,

though several newcomers have been attracted,

though the individual engines may be very dif-

this is still very much a niche market and only a

ferent. For example, General Electric’s Electric’s GECF34-

few companies have been successful. The

8 and CF34-10 both fall within the CF34 family family,,

peculiarities of the market are mainly due to the

however they are two distinct and not inter-

fact that engines are difficult assets to manage

changeable engines. Similar examples can be

as in-depth knowledge is required. At the same

found in the Pratt & Whitney “PW” or Rolls

time, the market presents several attractive

Royce “RR” production models. Within the

characteristics characteristi cs for investo investors rs when compared to

same model type, there may be several vari-

aircraft leasing: engines are more fluid assets;

ants, for which interchange ability has to be

engines values are more stable than aircraft val-

evaluated.

ues; cash-flows are more predictable — and it is easier to diversify engine portfolios.

48


forecast.

ing market has become more popular

The same engine model can sometimes be used on several aircraft and its variants.

The four main issues that need to be con-

Normally, the basic engine models can be

sidered in engine leasing are marketing,

installed on several aircraft models with only a

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Buying and selling engines Purchase / leasebacks Convert non-liquid assets to cash

structure is directly dependent on the length of the deal, on the risk of the lessee and on the type of transaction. The debt structure can be ver y different, from securitisation deals to engine funds. Lease agreements have a major legal portion and it is always better to rely on specialists to review the agreement. The lease agreement always includes technical aspects, too, and it is fundamental to pay attention to the details. The lease agreement has to include provisions for defaults, different liens, sublease and different jurisdictions, for example.

Major technical issues As briefly mentioned, investing in engines is a very risky business, mainly because of the uncertainty surrounding the assets, the uncertainty of the market and the variety of models, all requiring specific in-depth knowledge. Every engine model has specific technical issues. If such technical peculiarities could lead to a potential safety concern, an FAA and/or EASA Airworthiness Directive (AD) is issued. This normally requires operators to undertake corrective actions within a defined timeframe. However, in addition to safety, every engine model has design issues affecting its operational cost or its ability to perform as expected. The OEMs work to provide solutions to these issues, which evolve over time and are communicated to operators through service bulletins. From an engineering perspective, a continuous update is necessary. The expert has to be aware of these issues and has to make sure they are implemented when needed or taken into account upon acquisition. A critical factor to be considered, one directly related to the upgrade of an engine, is the obsolescence of parts. OEMs provide the market with enhanced products and parts as a part of their after-sales campaigns. Some of them are necessary to fix existing on-wing problems while others are product improvements and can only be introduced during shop visits. In both cases, Though quicker today, changes to an engine’s thrust rating can still be costly.


and the old parts available in the market will

thrust rating change. For older generation

become obsolete. This can be par tly resolved if

engines, the thrust rating change was laborious

the old parts can be reworked to the new stan-

and time-consuming. Currently, the thrust rating

dard. Investors interested in end-of-life engine

change can be performed in a timely manner,

models have to be particularly careful of this

although thrust increase requires purchasing

aspect as it has a large impact on the residual

an upgrade from the OEM which can lead to

value of such assets as obsolete parts are

additional unexpected cost if not considered

more difficult to place in the market.

upon acquisition.

50

the new parts will become the new standard

In addition to the technical issues affecting

Engines have a life cycle, that closely

an engine model, SGI has noted that, espe-

matches the aircraft life cycle. Each investor

cially for modern commercial fan engines, each

needs to decide in which section of the life-

engine model has on-wing problems in certain

cycle to invest, for instance in the latest gener-

regions. Some engine models have reduced

ation engine models or in old equipment.

time on wing if operations are mainly in India, a

Once the engine model and the price range

second engine model might require additional

are defined, the debt has to be structured. The

inspections if operated in mainland China. The

engine is therefore more expensive to operate

analysis of the last major event focuses on the

no defects limiting its airworthiness and con-

in these areas and this consequently affects

level of maintenance performed and on the

sequent acceptance from the lessee. At the

its residual value.

standard of the parts installed. Based on this

same time, normally, a complete endoscopic

Some engine models show a different dete-

information, the expert can predict the time on

inspection is performed, to assess the condi-

rioration pattern depending on the geographical

wing until its next shop visit as well as the pre-

tion of the internal hardware (i.e. its deteriora-

areas where they are operated. A typical exam-

dicted maintenance cost.

tion and the possibility for the hardware to be

ple is the desert region: when the engine is operated in a sandy environment, the sand polishes the airfoils and vanes on the high-pressure

compressor,

while

several

chemical

components damage the hot section.

operated on wing for additional time, without

Physical condition The

current

status

reaching any limitation dictated by the aircraft of

the

engine

is

maintenance manuals).

assessed in detail through visual inspections, borescope inspections, chip detectors check,

Trace

These aspects are even more critical on

trend monitoring and other methods. The

A fundamental step towards the determination

newly designed engines since they are oper-

engine undergoes a thorough check of all exter-

of the value of an engine is the back-to-birth trace-

ated at higher temperatures than old engines.

nal parts and systems to make sure there are

ability of major components and its LLP parts.

SGI has calculated that engines operated in critical areas, can be up to 30 per cent more expensive to operate than the same engine model in a normal environment. An additional threat to the engine value and predictability are non-OEM parts and repairs. PMA parts are now available for the most common engine models and OEMs are fighting back by introducing improved models, which prevent installation of the PMA parts currently available. An example is the CFM56-7B engine 3D aero (CFM56-7B/3): old standard (OEM and non-OEM) parts cannot be installed on new -7B/3 engines. More and more companies are offering nonOEM approved repairs, defined as Designated Engineering Representative repairs or DER repairs. These repairs are approved by the FAA and, under some circumstances, can be imported into EASA, but they may also be a limiting factor to the free transfer or engines within airlines. Inclusion of PMA in the engine and, to a lesser extent DER repairs, have a negative effect on the engine value due to their unknown residual value.

Managing the asset Once the investor has defined the engine model, a suitable engine meeting the investor needs has to be found. The length of the investment has a major role during this selection. If the lessor is interested in a long-term lease, an engine with good performances and good

LLP

life

remaining

is

preferred.

Unfortunately these are also the most expensive assets. The value of an engine is largely dependent on its operational history, its maintenance history, its current status and the trace of major components.

When

performing

a

generic

assessment, these aspects are considered standard. However, they have to be evaluated in detail, in particular:

Maintenance history and forecast Previous shop visits are checked and specific attention is paid to the last shop visit. The


51

Every engine model has specific technical issues.

Specific market market studies should be made to analyse the number of engines flying, the type of market, the percentage of spare engines available, the possibility to source spares and the future market forecast.”

52


Depending on the engine model, the engine

nance event is due and to minimise the risk of

has several parts which are life limited — i.e.

a lessee default, the lessor should oblige the

the OEM and the regulatory agency have

operator to put aside a fund on a regular basis,

defined a limit for the life of the component,

usually proportional to the hours flown by the

typically in cycles, though time limits in flight

engine. The amount required is usually the

hours are also found in the market. Based on

entire cost of repair and discussions usually

this constraint, it is important to understand

centre on the definition of the minimum main-

how much life has been used on each part.

tenance event for which the fund can be used,

This analysis is usually referred to as ‘back to

the interval and therefore the amount to be

birth’ — i.e. the determination of the life used

paid per flight hour or flight cycle.

since manufacturing.

Typically, the lessor is willing to have the funds accrued only for a heavy maintenance

Modification status

event,

normally

defined

as

‘performance

As obsolescence is a major issue and the

restoration’. This is, as a minimum, the restora-

presence of PMA or DER has a big impact on

tion of the engine performance of the core

value, during the pre-purchase inspection a

engine.

detailed check has to be performed.

It is always difficult to estimate time on wing — i.e. the time between two major repairs or

Negotiating contracts and defining maintenance reserves

performance restoration events, though this can be done based on the experience accumu-

Once the asset is purchased, the lease

lated on the same engines by different opera-

agreement has to be put in place. In addition to

tors worldwide. There are a number of factors

legal clauses, several technical items are rele-

influencing the operational cost of the engine.

vant and they often define the difference

The first is thrust setting. Engines thrust

between an excellent investment and a poor

can be at different levels. An engine’s physical

return.

condition gradually deteriorates during its life

In order to make sure that there are enough

up to the point where it will need to be

funds to repair an engine when the mainte-

removed. The higher the thrust produced, the

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weight and environmental conditions. The higher the percentage of de-rate used, the less the engine deteriorates.

Delivery and redelivery conditions Delivery and redelivery conditions are frequently reasons for discussion between lessor and lessee. Delivery conditions relate to the actual condition of the engine, while a lessor usually requests redelivery conditions to be added to a contract in order to make sure that the asset is going to be in an acceptable condition for re-lease once the current lease is ter-

54


higher the temperatures reached by the engine,

minated. If redelivery conditions are not met,

and the higher the deterioration rate will be.

the lessee is usually forced to perform a shop

The average length of the flight also has a

visit. The engine is not being repaired for a

big impact on the engine time on wing. An

technical reason and therefore its on-wing life

engine deteriorates most during take-off, there-

is not optimised and its cost per hour is higher. higher.

fore the ratio of take-off time to time on wing is

This is obviously unwelcome for the operator

crucial. For every engine model, there is a

and should be avoided.

‘severity curve’, used to define the different

Lessor and lessee often define the redeliv-

cost per hour or cycle if operational factors

ery conditions together by agreeing on the fore-

change.

casted technical conditions of the engine, so

However, not all take-offs are performed at

that the asset will be repaired only when tech-

maximum power, but rather at a lower thrust

nically needed (and not for commercial rea-

setting. This is commonly referred to as de-

sons)

rate. De-rates are always applied by the opera-

maintenance reserves and minimising the

tor, subject to an aircraft’s maximum take-off

lessee’s costs and the engine cost per hour.

thus

maximising

the

use

of

the

Once the lease agreement is agreed and signed, the engine has to be delivered to the satisfaction of the operator, monitored and returned to the owner for another lease or for breakdown or sale.

Delivery and monitoring During delivery to the lessee, the engine and its documents have to be prepared in proper order, the engine configuration has to be aligned to the lessee’s wishes and the lessor has to assist the airline with any issues it may have. Regular inspections should be performed during the lease period to make sure that the engine is kept in a good condition and the value of the asset is maintained. Monitoring of the engine during the lease is seldom considered

as

additional

cost,

though

SGI

believes that continuous monitoring and proactive management will alleviate problems at the end of a lease and maintain good relations with the lessee. In line with this, SGI has noted an increased focus by leasing companies on keeping assets monitored as the interests of the lessees do not always

Regular inspections should be performed during the lease period to make sure that the value of the engine asset is maintained.

match the owner’s. Lease contracts should

ketability of the asset. Even more critical is for

provide for checks to be performed during

lessors to be updated on upcoming regulatory

the lease.

requirements and to make strategic decisions

Typically, issues during major repairs, where the operator may try to reduce the cost, while the owner’s interest is to ensure the proper

accordingly.

Redelivery

standard is maintained and the level of parts

Once the redelivery date is near, the lessor

installed are adequate to guarantee that the

should consider all possible options for the

next lessee will be satisfied with the conditions

engine, based on the market conditions, includ-

and performance of the engine. Lessors are

ing: to sell the asset; to re-lease it; to upgrade

increasingly involved in the active management

it; to break it into parts; or to exchange it. In

of engines through the MRO shop and SGI pro-

order to make the most appropriate decision, it

vides the expertise and knowledge to reach the

is critical to know the condition of the engine.

best decisions.

In SGI’s experience, redelivery is the most crit-

During the lease period, the lessor needs

Each investor needs to decide in which section of the life-cycle to invest in, for instance in the latest-generation latest-gene ration of engines or in older equipment.

ical phase and has to be addressed at an ear ly

to be continuously updated on technical

stage by approaching the operator, discussing

issues affecting the engine model as they may

requirements and making sure that critical

have a detrimental impact on the re-mar-

areas are covered.

■

When you select Co-Operative Industries for your repairs, you can depend on experienced technicians that deliver quality workmanship and responsive turn times. Specializing in GE90, CF6-80C, CFM56-5A/B/C, CFM56-7B, PW4000 QEC and others, you can count on Co-Op for reliable wiring harness solutions.

817.740.4700



[email protected]



www.coopind.aero



FAA No. OI0R891N, EASA.145.5897, CAAC No. F00100406


55

Branching out into engine leasing

British company A J Walter Walter Aviation Aviation was best known as a spare parts manager until it decided to add engine leasing to its capabilities. Here the company explains why it made the move, the niche it hopes to occupy and what challenges are in store for others contemplating dipping a toe in the engine leasing market.

F

or A J Walter (AJW) Aviation, entering the air-

AJW there are several other new entrants to the

entrants. AJW already has a significant pres-

craft engine leasing business was the next

engine leasing market. These new suppliers are

ence in the airframe business, so expanding

logical step in the evolution of the company,

usually funded from two general sources: major

into the engines market allows it to provide

bringing it closer to its goal of providing optimum

financial institutions with an existing aviation busi-

additional services to its current customer

solutions for airline customers. AJW had already

ness; and private equity and hedge funds looking

base and attract new customers.

established a wide customer base, with over

to purchase assets for a long-term investment.

A new approach

700 airline customers in more than 100 coun-

It is also evident that there is growing con-

tries utilising its component leasing services, so

solidation in the marketplace with joint ven-

The market trend in the engine sector has

engine leasing was seen as a natural extension

tures and ongoing mergers and acquisitions,

normally been to grow very big , very quickly and

to its existing business model and a clear growth

such as AeroTurbine being acquired by AerCap

then leverage economies of scale. Being pri-

strategy for the company. Launched in early

and GE’s acquisition of the Memphis group,

vately owned, AJW’s strategy is different. It is

2011, the new AJW Aircraft Engine Services divi-

which provides end-of-life solutions for their cur-

looking to grow organically and differentiate

sion encompasses four key areas: the supply of

rent leased fleets and customers alike. More

itself with its already highly regarded customer

engine parts; engine leasing; engine exchange;

recently, ST Aerospace created a new leasing

service and support. AJW provides a menu of

and engine management services.

company

Marubeni

services and offers a complete one-stop solu-

The aircraft engines sector is a challenging,

Corporation. Thus the market sector remains

tion for airframe components, rotables, con-

dynamic and competitive environment. As well as

dynamic and there is still room for new, niche

sumables and now engines.

56


in

conjunction

with

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Steve Williams, director of aircraft engine services,

comments:

“We

believe

this

approach and our ability to tailor a bespoke package of services is unique in the market and will provide an even better solution for our customers.” AJW is a leader in component spares management and entering into the engines market further complements the services available. Customers can now have all their support requirements managed by one central source, whether they concern engines, components, rotables or consumables. The new AJW Aircraft Engine Services division offers an integrated management solution providing engineering services, aircraft engines for lease and overhauled engine parts to help operators minimise engine maintenance costs. AJW has the technical experience to fully evaluate engine purchases to ensure the most cost-effective products are available for the customer.

Building an engine inventory The company’s inventory of engines will grow naturally as it identifies availability and purchases engines on the open market. Alternatively, it will purchase assets from airlines as they divest their existing fleets and move into other platforms. Fleet migration is a key element in AJW’s purchasing strategy for engines and components. As airlines change their fleet mix, very often this costly event requires support from materials specialists. This is going to be one area of particular focus for AJW as it assists existing airline customers to identify suitable engine assets to purchase. “We’re bringing a wealth of aircraft engine experience and proven delivery to the sector and the infrastructure we are building will make us a serious player in engine sales, leasing and parts supply” says Williams. “AJW is now rapidly building its engine inventory and is currently able to offer a wide range of CFM56-3s and 5A1s. This is scheduled to expand into additional engine types as more acquisitions come into our reach.” The next phase of AJW’s development strategy is to target the newer generation of aircraft and engines for teardown. “We are currently evaluating the market to see if it makes economical and operational sense to tear

down

B737NGs

and

later-generation

A320s. The market economics for newer aircraft means the lifecycle profile has changed from over 25 years to nearer 15 years. This makes the possibility of tearing down younger aircraft a more attractive proposition,” says Williams. This change has occurred because major The market trend in the engine sector has normally been to grow very big, very quickly and then leverage economies of scale.

58


lessors are depreciating aircraft over shorter periods to ensure their fleets can be replenished

Yo Y our Assets are our Business

Aircra Air craft ft / E Engi ngine ne ass asset et & Leas Leasee mana managem gement ent ser servic vices es < Engine fleet & shop visit management < Aircraft Aircr aft & engi engines nes engin engineerin eeringg services services < Aviatio A viation n regulat regulatory ory advisory advisory servi services ces <

www.sgiaviation.com

V2500-A5, CF6-80C2 and PW4000 types to the pool. The CFM56s are provided on short-term leases, typically 60-90 days, using the existing green-time. The short-term leases are primarily aimed at airlines, offering a support solution for when one of their existing aircraft engines is undergoing maintenance and/or overhaul. Going forward, AJW will focus on aircraft purchases and use the remaining life on each engine as the determining factor in aircraft value. Any engine with a long life-cycle left on it qualifies as an exchange candidate, while an engine with medium life remaining will be leased to burn off the residual green-time. Tired engines will be allocated immediately to the AJW part-out pool for tear-down and will later serve as a source of supply material. The decision for each option can be financial or operational and AJW remains flexible in choosing and in utilising engines in a variety of life-cycle stages. The company aims to have around 20-25 per cent of engine assets available on a lease basis. Being mindful of demand trends, AJW will soon need a large supply of later-model narrowbody engines, such as CFM56-5B/7Bs and V2500-A5s. With the continued production of these engine platforms, and the already largely installed engine base, AJW will be investing in Fleet migration is a key element in AJW’s purchasing strategy for engines and components.

with more modern aircraft. In the current climate

There are a couple of major players in the

there are several companies who have already

leasing space and they serve the market in two

torn down B737NGs and are using the aircraft to

strategic ways. Firstly, through the provision of

provide engines for leasing or tear-down.

this area to move the division further forward.

Outsourcing flexible financial and operational solutions

long-term lease engines to airlines, air lines, which can be

During the past couple of years, the indus-

Due to the sheer volume of newer genera-

positioned with the airline for anything up to 15

try has seen an increase in the number of air-

tion aircraft delivered over the last 10 years,

years and from the basis of a long-term financial

lines who prefer to keep some of their assets

the demand for leased engines in today’ today’s s envi-

lease to keep the engine off the balance sheet.

off the balance sheet. This has increased the

ronment is increasing. When this is combined

The second possibility is for the lessors to pro-

requirement to provide specifically tailored

with the financial pressures on airlines to keep

vide short-term engine leases while an operator’s

solutions for the sale and leaseback of aircraft

their lease engine pool to an absolute mini-

own engine is grounded for maintenance. This is

assets, whether they be engines or a whole

mum, it creates a great operating environment

where AJW plans to focus its activities and

pool of components or other materials such as

for lease companies. Traditionally airlines

become a significant short-term short -term lease provider.

wheels and brakes.

would keep a lease pool of ar ound 12 per cent

One of AJW’s major strengths is the large

This trend is expected to continue in future

of their flying fleet, now this is approaching six

number of aircraft it currently manages under

years as financial pressure continues to drive

to eight per cent.

component support packages. This provides a

vendors to provide financially balanced and

natural outlet for materials following an aircraft

flexible solutions. In addition, airlines face con-

tear-down and leaves the engines available for

tinued pressure from OEM price increases,

lease or subsequent part-out. The demand for

which can force an engine to double in price

materials to ‘feed’ client requirements makes

over a 10-year window. This, coupled with

the acquisition of aircraft an attractive proposi-

increasing oil prices, means the airlines have

tion, especially when combined with the ability

no alternative but to find other ways of sup-

to gain significant value from the engines.

porting their operations.

We are currently evaluating the market to see if it makes economical and operational sense to tear down B737NGs and later-gene later-generation ration A320s. —Steve Williams, director of aircraft engine services, AJW

Having complementary services in several

Lessors face a similar issue since they have

areas has helped the company grow into a full-

to satisfy the demands of their investors,

service provider for aircraft and AJW can now

ensure their fleet mix meets the market profile

offer its customers complete aircraft support.

and also maintain an ever-younger fleet. Some lessors have changed their fleet profile over

Exchange, lease or tear-down values AJW is rapidly developing its aircraft engine

60


the last couple of years and now boast fleet ages of around three to four years. However However,, as these aircraft mature there is also an issue of

leasing service, initially focusing on the CFM56

how to maximise the residual value of the air-

family, and going forward it plans to add the

craft asset.

There are generally a couple of methods of maximising the residual value. The first is to extend the life of the aircraft by either releasing or converting the passenger aircraft to cargo, which has been looked at with varying degrees of success by several companies on 737 Classics and A320s. The problem with passenger-to-cargo conversions is that the aircraft flies fewer hours /cycles and therefore requires less maintenance and hence less engine work for service providers such as AJW. The second option is to part-out the aircraft where the value is 80/20 in favour of the engines. These engines can be leased or parted out depending on their current life profile. When assessing aircraft available for partout, the impact of new technology available during the overhaul of an engine which delivers upgrades to the normal production fleet must also be considered. These retrofits do two things. Firstly, they control the flow of new material into an engine, thus improving its on-wing life and fuel burn. Secondly, they control the available market size for the provision of used material. The OEMs have continually looked for ways to increase their market share of the MRO

market and these material solutions provide them with an ideal opportunity to introduce materials into engines even if they themselves are not undertaking the maintenance. When overhauling engines some airlines do not pay enough attention to managing the stub life of life-limited parts (LLPs). Very often on the later generation of engines which have high onwing life, there could be LLP stub life of 7,000 cycles remaining, which in cash terms could equate to over $400,000. With interest rates staying fairly low over the last three years, there has been a drive to push lease factors lower. This is expected to change over the next couple of years, as costs increase in direct correlation with inflation. So, AJW is now focusing its activities on engine material supply combined with the development of a pool of short-term lease engines. The initial portfolio includes CFM56 and V2500 engines but this will grow to include widebody engines such as the CF6-80C2 and PW4000. AJW is naturally combining its wellregarded service delivery with this new expertise in engines and lease engine support as well as suitable engine assets to lease and/or par tout, bringing new opportunities to its current

customer base of over 700 airlines. So far demand has outstripped supply and we are continually looking to expand our pool to meet the requirements we have. Currently, we enjoy a utilisation rate for our lease engines of over 90 per cent and this figure is closely monitored to ensure we have the right assets in place as the demand profile changes. The next phase in the development of the new engine division is to increase its global presence. To do this AJW is concentrating on placing engines for lease in key areas such as Turkey, India, Middle East, Far East and North America. This will increase the service offering to customers and avoid costly transportation of engines. AJW continues to expand its global geographical footprint with a new sales and customer services office in Miami, a doubling of its warehouse capacity in Singapore and new warehousing in Miami and Los Angeles. The company is also relocating its UK-based global headquarters to a new development, providing up to 200,000sq-ft of purpose-built office and storage space, and state-of-the-art training facilities. This new campus will be fully operational in autumn 2012. ■

The Magellan Group provides integrated aftermarket aviation support services to the global airline industry. We sell, lease, and manage aircraft, engines, and spare parts to over 250 customers in 50 countries.

Airframe Support

Engine & Parts Sales & Leasing

Professional Services

Regional Aircraft ATR 42 / 72 Dash 8 100 / 200 / 300 / 400 Embraer 120 CRJ 100 / 200

Regional Engines All PW100 series, including PW150 CF34 A1/B1 AE3007A1

Aircraft & Engine Management

Commercial Aircraft Airbus A300 / A310 / A320 / A340 / A330 Boeing 737 / 747 / 757 / 767

Commercial Engines CF6-50C2 / 80C2 PW4000 CFM56 V2500

Joint Ventures

Consignments & Purchasing of Surplus Inventory Aircraft & Engine Leasing & Trading

Asset Management Technical Advisory Services

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61

Spare engine leasing has come a long way since the 1980s and today’s market, though much smaller than that for aircraft leasing, has attracted plenty of interest from potential new players. Nonetheless, Nonetheles s, barriers to entry are formidable and the engine leasing companies still around today have evolved through several stages of development. Jon Sharp, CEO of Engine Lease Finance, describes the journey.

Engine leasing over the next decade I

n the formative years of the engine leasing

products. The true engine operating lease

market, in the early 1980s, the original play-

hardly existed back in the late 1980s, despite

ers were companies that provided spare

the growth in aircraft operating leasing.

engines on short-term leases to plug the gap between spare powerplants owned by airlines and excess demand for engines — usually

ELFC CEO John Sharp.

62


Rise of the operating lease The first drivers for change arrived in that

caused by unscheduled engine failures. These

period.

Operating

leases

for

aircraft

had

companies, such as AAR and AGES, typically

become popular, applying to some 20 per cent

leased the ubiquitous JT8D series, for which

of the in-service fleet by the late 1980s, and, as

there was near market saturation in the nar-

JT8Ds were replaced by increasingly expensive

rowbody market. Also supplying engines to

models, minds turned towards applying the

match this peak demand were the engine

same financial product to engines. The rise in

OEMs, whose product support pools were

unit value had two effects: firstly, lessors saw

tapped into for this purpose. The OEMs also

an opportunity, as costlier engines began to jus-

supported the widebody fleets powered by their

tify the transaction complexity of operating

The glo global bal provid provider er of o f

The original players were companies that provided spare engines on short-term leases to plug the gap between spare powerplants owned by airlines and excess demand for engines – usually caused by unscheduled engine failures.”

leases; secondly, the OEMs started taking a

leveraging its competence in extracting value

hard look at the costs of maintaining their prod-

from older engines. It will be interesting to see

uct support pools and realised that some of this

how that develops.

service should be charged on a true economic

After operating lease companies had grown,

basis. Those two factors together started the

they had to prove their business model by

early development of the present commercial

remarketing engines that were five or six years

engine operating lease business. With Willis

down the line, having been returned from their

Lease heading in a similar direction, Engine

first leases. Any operating lessor whose busi-

Lease Finance (“ELF”) was founded in 1989

ness model is based around longer-term leas-

and wrote its first long-term leases in 1990.

ing is anxious that as soon as an engine

At the same time, engine reliability and maintenance predictability increased dramati-

ately onto the next. Unfortunately, availability

cally, reducing the need for short-term leases

for a second long-term lease may not be so

for new models. Increasingly, the short-term

immediate; therefore, rather than having an

leasing product became one that was typically

engine sitting in a warehouse incurring storage

offered for older engine types more readily

and finance costs, a lessor looks to place it in

available in the secondary market, which leant

the short-term market until a long-term position

themselves to a business model that burned

is found.

off ‘green time’ and then committed a time-

Accordingly, the ‘new’ breed of operating

expired engine to part-out. Parts were then

lessors also became short-term lessors. With

refurbished and sold back into the mainte-

the growing sophistication within the engine

nance, repair and overhaul (MRO) market.

leasing community this line has become

The short-term leasing companies were

64


finishes its lease, it should be placed immedi-

blurred and the mature companies of today

(and largely remain) traders who look to turn

offer a mixture of products, often combining

over their capital on a regular basis, unlike

them to offer the airline a ‘one-stop shop’ for

operating lessors who typically invest in a prod-

all their leasing requirements, which is where

uct with a view to holding it for 10 years or so.

ELF is now positioned. Now, the short-term

This market sector has since moved on with

leasing product has become more common-

the much bigger populations of engines, and

place for modern engines, which may or may

GA Telesis Telesis is a good example of a modern grow-

not be characterised as a pool.

ing company in this area. ILFC have acquired

The next development arose as operating

Aeroturbine apparently with the intention of

lessors became more financially sophisticated

and saw opportunities to syndicate packages

pooling services for the CFM family of engines,

of

as well as some operating leases and non-club

engines

with

revenue-earning

leases

attached to them. Nowadays most engine

short-term

lessors have sold off such packages, taking

unprecedented choice of service providers.

profit and raising cash as a minority share-

leasing.

The

airlines

have

an

It is the operating lease market that repre-

holder while earning lease management and

sents the core business for ELF. The company

engine remarketing fees. These syndication

acquires a large proportion of its assets

platforms also provide a vehicle for portfolio

through relatively risk-free sale-and-leaseback

management. ELF currently has 74 engines

deals; these involve the acquisition of the

part-owned or under management and holds

engine and its simultaneous placement on

mandates for a further 17, all with a variety of

lease and commencement of revenue earning

investors, though we continue to own outright

life. This part of our business has been

the great majority of our engines.

extremely strong in the years following the

By 2010 a sophisticated and well-rounded

financial meltdown of 2008: the financial crisis

engine leasing market had developed and, of

had the dual effect of reducing airlines’ rev-

course, I like to think that ELF has been instru-

enues and cash at the same time as closing off

mental in leading the charge. But a lot more

potential sources of funding as banks ran for

has been going on: the OEMs have greatly

cover. It should be recalled that 2006 and

expanded their aftermarket product offerings,

2007 were record years enjoyed by the air-

notably in providing all-inclusive maintenance

frame and engine manufacturers for orders.

and overhaul services, some of which are com-

And as has been repeated in economic cycle

bined with spare engine support. GE Engine

after cycle, those record numbers of engines

Leasing and Rolls-Royce Partners Finance are

and aircraft then rolled off production lines just

now the two largest engine lessors in the world

when the airlines didn’t need them and can’t

by dollar value and have rapidly grown their in-

pay for them. It has always been important that

house maintained portfolios. SES, a subsidiary

leasing companies, as asset investors, cor-

of CFMI, is also significant in this mix, offering

rectly

anticipate

the

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65

Accordingly, another set of record orders at t he Accordingly, 2011 Paris Air Show didn’t escape our attention.

Riding the cycle The demand for operating leasing is obviously driven by airlines’ desire to raise cash and remove assets from their balance sheets, a common feature during times of economic hardship, and a growing business at a time when the perceived ‘funding gap’ in aviation finance has risen. Also, the trend has been for airlines to source specialist funding for aircraft engines. The driver for this has been the increase in engine prices over time. For exam-

66


ple, in 2000 a CF680-C2 B1 had a sticker price of $6.5m, but this had increased to $13m by 2010. Similarly, we have seen the introduction of very large engines, notably the various offerings for the 777. The GE90-115 B today sports a stratospheric list price of $32.5m including QEC. Whatever the economic climate, airlines are keen to close out residual value risk, the importance of which has risen in line with engine values. The lessor is better positioned to manage this risk as it can lease the engine for consecutive terms, then burn off green time with a short-term lease and liquidate the asset — options not open to an airline. Thin profits in the air line community are well recognised. IATA keeps on revising its 2011 estimates for industry profit as oil prices change, since fuel is the major spend and has a dramatic effect on the bottom line. We have recently seen two French banks announce their exit from air finance, no doubt because they see it as too cyclical and so risky. However, banks are sticking around to fund the lessors, as they take a longer-term view. Small wonder, then, that some 35 per cent of all current aircraft orders are with aircraft leasing companies. This trend of major order placements has not been followed so much by the engine lessors due to uncertainty both over engine performance and over OEM market support intentions, however.

It appears the aviation industry is set for significant long-term growth, even with the current concerns about the eurozone and US debt. Despite inevitable cyclical disturbances, the backbone of this belief is that air travel is fundamental to global politics, its economy and society. Major forecasts such as Boeing’s predict that from 2010 to 2029 there will be about 31,000 new aircraft delivered in order to support both growth in the world fleet and replacement of obsolete aircraft. It would be make the jobs easy for those of us involved involved in investment decision-making if this was a steady flow, but the ups and downs do present an opportunity for the engine lessor who really understands his market, engine type by engine type — there is little macro-thinking in engine leasing. Nevertheless, looking at the big picture, these aircraft delivery forecasts lead us to the conclusion that some $2bn of spare engines will be funded every year on average by operating leases. A large proportion of this, perhaps up to half, will be provided through some form of maintenance-related package provided by the OEMs. That leaves a billion dollars a year for the five or six specialist engine lessors in the market. Compared to aircraft leasing that is a small market, making engine lessors niche players. However, However, the market does appear to be robust in the long term and it is perhaps for that reason, rather than any large-scale opportunities, that new players are constantly expressing interest in joining the market. It is, however, however, very tough for new entrants to develop critical mass in a business which, dollar for dollar, is more complex and overheadheavy than aircraft leasing. A company has to go through all of the stages of development referred to above before they get there. Add to that the fact that competition is fierce and new business placed on the books — whether by sale and leaseback or by order placement and subsequent lease — is now written at historically low lease rates (significantly lower than aircraft), which results in a negative yield curve for the early years. It is only by means of a mature portfolio spread sensibly over new and older engines that a lessor will run a successful and profitable ‘mixed economy’. It also means they need deep pockets.

ELF’s Macquarie deal ELF’s efforts are greatly supported by our parent company in the US and its ultimate parent, The Bank of Tokyo-Mitsubishi UFJ, and it is that financial strength which has allowed us to pursue a successful strategy of growth to achieve our current position of maturity. That has recently culminated in our agreement with Macquarie Aviation Capital Finance to purchase its engine assets. This represents the acquisi-

tion of 47 engines with 18 different lessees plus the servicing rights and obligations for an additional seven engines owned by an investor fund; this allows ELFC to continue to grow its owned and managed portfolio of modern aero engines towards nearly 300 engines and provides for the addition of seven new customers to our portfolio. The acquisition of these engines allows ELF to step up its growth plans with immediate effect during 2011. We have now consolidated our position as the third biggest engine lessor on the planet, and, by a significant distance, the largest not affiliated with an OEM, although we continue to work closely with them. We estimate that our share of the true engine operating lease market is somewhat in excess of 20 per cent. We will continue to aggressively pursue revenue and portfolio growth through sale-and-leaseback transactions, engine order positions and other portfolio opportunities in line with our strategic business objectives. ELF looks forward to continuing to lead the charge in this compelling market. ■

In 2000 a CF680-C2 B1 had a sticker price of $6.5m, but this had increased to $13m by 2010.”


67

Financial imperatives, technological advances and emerging markets are all affecting the shape and size of the engine MRO industry. Together, these influences are creating major changes in the way the industry does business. Chris Kjelgaard reports.

Trends in the engine Trends MRO business

M

any factors impact how the turbine

engine return condition ever more important.

effects of the economic crisis as fuel prices

engine maintenance, repair and over-

Lessors’ requirements for MRO contracts to be

continue to fluctuate is forcing more airlines to

haul business is operating. New mate-

tailored for specific engines rather than for par-

outsource their engine MRO business. Even

rials and design technologies are keeping

ticular

while this is going on, some big carriers are

modern engines on-wing longer. Together with

changes. Meanwhile, the rapid growth of the

bringing more business in-house, often through

on-condition maintenance programmes which

airline industries in China, India, Brazil and

joint ventures with OEMs. And, as new engines

use the diagnostic capabilities offered by digi-

Russia, the CIS nations, and Latin American

become more complex and technologically

tal engine control systems, advanced tech-

countries is changing the face of the engine

advanced, OEMs are increasingly controlling

niques which can repair parts inside the engine

MRO business geographically geographically..

the MRO aftermarkets for their products.

without requiring it to be removed from the wing

operators

are

creating

significant

No less important is the emergence of the

At the same time, airlines seek cost savings

low-cost airline sector, as well as consolidation

wherever they can be found and are putting

A continuing increase in the number of

among legacy carriers. The difficulty the airline

pressure on engine MRO providers — OEMs

leased aircraft is making the management of

industry overall is finding in shaking off the

and independents alike. Meanwhile, more air-

are also improving on-wing times.

68


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ket,” says Frank Walschot, SVP of engine maintenance for SR Technics. “We see increasing demand for OEM MRO support or long-term overhaul service agreements,” says Brian Ovington, senior marketing manager,, services for GE Aviation. “Rolls-Royce manager and IAE [already] have a large penetration in long-term agreements on their current models, but Pratt & Whitney is going to market with its service offering alongside the geared turbofan. CFM [International] … is providing services directly by offering customers long-term agreements with its new LEAP engine.” According to MTU Maintenance, airlines’ financial difficulties and a strong shift to newer aircraft (with new engines) from older aircraft are creating price pressures and competition for MROs, creating lower demand for engine-overhaul work. There is also stronger demand for leased engines, as airlines buy fewer

spare

engines

of

newer

models.

Operators are also demanding financing or sale/leasebacks of spare engines and rotables; and to save cash they try to shift the financial risk of engine operation as much as they can to the MRO provider. For older engine types, MRO payment plans are changing from power-by-the-hour contracts to fixed-price contracts or time-andmaterial

contracts,

according

to

MTU

Maintenance. “For newer engines, there is a trend towards so-called ‘payment per event’ contracts, where the agreed fixed rate — typically also on a flying-hour or cycle basis — is paid at the time of the shop visit,” rather than in advance or monthly. The company says there is also growing demand for alternatives to using new parts. These alternatives range from buying single used parts (a relatively high-cost option) to tearing more engines down, in order to swap modules to create one serviceable engine from several unservicephoto: StandardAero

able powerplants. Another alternative is to trade out engines

StandardAero has been able to quantify the costs and benefits of proactive versus reactive engine maintenance to its customers.

A continuing increase in the number of leased aircraft is making the management of engine return condition ever more important.

70


which require repair or whose life-limited parts (LLPs) require replacement, rather than over-

lines have access to new aircraft with new

hauling them. Pedro Pedroso, general manager

engines, and many carriers operating older

of engine sales for TAP Maintenance &

engines are doing so for shorter periods — so

Engineering’s marketing & sales department, is

MRO shops must adjust the services they offer

seeing “more exchanges of older engine types

to meet a growing desire among operators of

needing repair by serviceable engines removed

older aircraft for short-term repairs rather than

from parked aircraft, as these are still avail-

full overhauls. Long-term total care contracts

able”. He says outsourcing of engine MRO work

are becoming more widespread and more

by airlines will probably increase, because

engines are being torn down or traded rather

“new engine types have high shop investment

than repaired.

costs, high shop logistic cost, and increasing technology input”.

The changes taking place

For engines in the second and third stages

“It’s not like it is moving in one direction —

of their life, operators “are getting more savvy

a couple of different business models are

on workscopes and parts,” says Brian Neff,

being applied by different players in the mar-

owner and CEO of CTS Engine Services, a Fort

Winner 2011 Best Aviation Logistics Provider

I f not t h a

? e d f i i t r e

n

d o

c

N L

A

u

o

y

e

r

A

N e d A r L t i f i

C e

i t

n

o

w . . .

According to MTU Maintenance, airlines’ financial difficulties and a strong shift to newer aircraft are creating price pressures and competition for MROs, creating lower demand for engine-overhaul work.

Lauderdale-based CF6-50 and CF6-80 repair specialist. Neff, formerly CEO of cargo operator Southern Air, says his airline often found when sending engines out that MRO providers would perform (and bill for) a full overhaul as a matter of course rather than just performing the repair that was actually needed. Now, airlines “are looking for someone more flexible regarding having someone say that only a modular repair is required rather than a full overhaul”. “As fuel prices keep going up and OEM prices increase each year [by] about six to eight per cent, the MRO industry is unpredictable and everyone is looking to maximise value for every dollar spent,” says Charlie Rey, SVP of sales & logistics for Miami-based F.J. Turbine Power. “A lot of MROs in Miami have closed due to the economy. For the next 10 years, as old aircraft like the MD-80, the 737-200 or 737300 get retired, there will be a reduction in engine inductions. New engines being produced will stay on-wing longer … which means fewer engines for the OEM and the third-party MRO to work. For example, a CFM56-7B logged 40,000 hours without a single removal.”

Longer on-wing times Walschot says that not only do new engines stay on wing longer, but after their first shop visits the repaired engines stay longer on-wing than older types did. Today, first-run engines usually come off-wing as a result of L LP life lim-

72


itation, not because of a deteriorating exhaustgas temperature (EGT) margin or another hardware condition. For leased aircraft, particularly, this creates a situation for operators that requires careful decision-making. Should the operator replace the LLPs — which can cost as much as $2m — and not obtain all of the useful life from the new LLPs before the engine’s next scheduled shop visit or its lease return? Or should the operator replace the run-out LLPs with others containing only enough life to see the engine through to its next scheduled shop visit? The latter

For those who decide the benefits of preventi preventive ve maintenance and upgrades are worth the up-front cost, we are seeing increased engine reliability. —Jen McNeill, acting SVP, airlines and fleets, StandardAero

choice means the operator attempting to match the aircraft’s scheduling to the remaining life on the replacement LLPs — often by having the aircraft operate longer flights in order to keep its utilisation high. Management of these variables to ensure a level of continuity in flight operations is a skill that has been one of the key factors in the success of some low-cost carriers, says Walschot: “They take the last half-degree of EGT margin out of the engine before it goes back to the lessor.” Most engines have now transitioned to oncondition maintenance programmes, giving airlines (and lessors) the ability to develop maintenance programmes which range from being very proactive to extremely reactive, says Jen McNeill, McNei ll, acting SVP, airlines and f leets for f or StandardAero. McNeill says the increasing capability of remote diagnostics and trend monitoring allow powerplant engineers to monitor engine performance, to schedule shop visits which previously occurred on an unscheduled basis, and to develop “surgical” workscopes that fix deficiencies without having to tear down the entire engine. “Interestingly, we see customers evaluating the cost of preventive maintenance against the benefits of increased time on-wing,” says McNeill. “For those who decide the benefits of preventive maintenance and upgrades are worth the up-front cost, we are seeing

increased engine reliability.” Additionally, “as an MRO facility, we have found that we have to be able to quantify the costs and benefits of proactive versus reactive engine maintenance to our customers. We are also required to have a workforce that is flexible and can adapt to the variation in our customers’ maintenance programmes.”

Outsourcing of engine MRO MRO providers generally agree that the outsourcing of engine MRO by airlines will grow. MTU Maintenance says this is the natural result of engines becoming more complex and their materials more advanced; as OEMs increasingly aim to control their aftermarkets; and as airlines focus more closely on their core businesses. “There are only a limited number of providers that will be able to access both the required technology and licenses for newer engines, and obtain economies of scale and capital to justify s uch programme entries. Of course, some airlines will continue to in-source, mostly in developing countries and especially when government backing and financing is available,” the company says. Indeed, “In emerging areas like the Middle East and China, where the fleets are growing more rapidly, some airlines are transitioning from an outsourcing model to one where they are growing indigenous MRO capabilities,” says GE Aviation’s Ovington. “Airlines are building new facilities not only to help them maintain their expanding engine fleets but also to build a technology base to diversify industrial capabilities in-country. in-country.”” At present, older engines “are facing strong replacement by newer aircraft and engines,” says MTU Maintenance. This is leading to “a short-to-medium-term trough in demand for some shops, as older engines no longer require MRO and newer types enjoy a ‘honeymoon’ period of, typically, six to seven-plus years. All in all, even though the engine MRO market is growing together with steadily growing fleets in service, engines will see less shop visits during their life cycles and their operations within a certain operator.” A given engine might not even see a shop visit at all with its first operator operator.. Even as engines age, their on-wing time will remain high, says Neff. “As an engine gets older, people understand it better. You get a ‘tribal knowledge’ of an engine that comes with operating it for 20 years.” For ageing engines such as the CF6-50 and mature engines such as the CF6-80, specialists like CTS Engines can prove a valuable resource for operators. “If there’s a problem, you can call us and we can help you so the engine can stay on wing rather

TAP Maintenance & Engineering believe outsourcing of engine MRO work by airlines will probably TAP increase.

than coming off for overhaul, overhaul,”” says Neff. “If the OEM does a tech insertion [upgrade], that certainly extends time on wing, too.”

Technological advance: a barrier to entry? Technological advance is a key factor in determining the future shape of the engine MRO business. GE and CFM, for example, tend “to design for longer time on wing, which means fewer shop visits and less need for MRO capacity,” notes Ovington. Designing for reliability and fuel-efficiency means using advanced systems integration and component geometry, as well as advanced materials and coatings. New engine models will require advanced repair processes; and as a result GE and CFM are investing significantly to ensure these will be available. “Because of the high reliability and performance expectations on new engines, you’ll see tighter control over the licensing of these advanced repairs, to ensure engines operate to the expectations of the OEM product commitment,” says Ovington. “Airlines also recognise that more advanced engine designs bring a certain level of uncertainty in future maintenance costs. Therefore, more airlines are signing long-term service agreements much earlier than in the past. This allows them to lock in their maintenance costs in order to ensure engine performance improvements are

realised.” GE now has a $60bn backlog of engine-maintenance contracts, in large part because of customers signing long-term agreements. “We need to ensure that our MRO network can fulfil on our long-term service commitments.” SR Technics thinks the technological advances introduced in new engines will prove a major barrier to entry for independent MROs. Accordingly, the company’s key business strategy is to align itself with OEMs as a licensed repair station, but to keep itself apart enough from them to be able to offer customers an independent MRO alternative to the long-term total-care packages sold by OEMs. Such packages are often comprehensive, but they can be costly and not all operators like them. Through technological advance and totalcare agreements, OEMs have gradually eroded their affiliated shops’ and independent MROs’ share of the total market over the past two decades to the point where such shops now control between only 15 to 20 per cent of the market. However, Neff thinks that share “is pretty much going to stay the same” in coming years, as operators look to keep costs down wherever possible.

Non-OEM shops still needed One reason for this belief is that independent and airline-affiliated shops will be needed


73

GE and CFM are investing significantly to ensure advanced repair processes are available.

merely to offer an alternative to the OEMs, par-

lessors themselves. By using proxies in the

ticularly for older engine types. “As an airline

form of licensed MROs, engine OEMs will be

we have to lead the changes to improve our

able to participate profitably in this market.

own results, with an impact on the customer

“GE has changed its network structure from

base,” says TAP Maintenance & Engineering’s

all-OEM-owned MRO facilities to having a nice

Pedroso. “We are always trying to find ways to

mix of OEM, airline and third-party providers in

change, e.g. by increasing in-house repair capa-

our network,” says Ovington. “This allows our

bility, and process improvement — lean, et

customers greater flexibility on where they

cetera — applied to maintenance, logistics and

receive OEM-quality workscope and material.”

all areas of the company.”

74


As OEMs, GE and CFM are responsible for

Another reason such shops will be needed

forecasting the spares and component-repair

is that many operators will continue to pick up

needs of their engines when their powerplants

older aircraft and engines on relatively short-

start requiring heavy maintenance. Ovington

term leases from lessors, creating a large MRO

says the companies have improved their MRO

requirement from the operators and the

forecasting and customer-engagement prac-

photo: StandardAe StandardAero ro

A key requirement for engine MROs MROs is to have a workforce that is flexible and can adapt to the variation in customers’ maintenance programmes, programmes, according to StandardAero.

tices to provide advance insights into future

as well as ‘bag-and-tag’ solutions for cus-

demand for materials and repairs, “and ensure

tomers no longer wanting to overhaul, but sim-

tomers have passed more risk to the MROs by

materials

ply to swap, serviceable engines.”

demanding ever-more-stringent guarantees on

are

available

as

MRO

needs

As MROs’ capabilities have grown, cus-

emerge”. GE introduces about 1,000 repair

Neff, meanwhile, says there is “fairly con-

repaired engines, says Walschot. “Ten years ago

offerings a year on its product lines and has

stant pressure by the customer to be involved

you would see 1,500-to-5,000-hour warranties.

more than 100 specific repairs already devel-

in the process. We believe customer involve-

Now 15,000 hours is normal, depending on the

oped for the GEnx as the engine enters ser vice

ment at all stages is a very good thing. We’ We’re re

engine model. The customer also tries to pass

in mid-September.

very happy to have the customer come in and

lease-return conditions on to the MRO, by a guar-

source things and price things,” to help keep

antee that the engine will meet the lease-return

their MRO costs down. “We want customers

criteria. Under these conditions, you have to

Cost-reduction and other factors are changing

to be aware of what’s going on with their

have a long-term agreement and a significant

MRO customers’ needs. For one thing, McNeill

engines and to put out the best product we

number of engines under contract, but the oper-

says that “the increasing proportion of lease air-

can.”

ator requires a lower cost of ownership.”

Customers’ needs are changing

craft in the marketplace has elevated the role of

GE is seeing that, for new engines, “cus-

This has made engine condition monitoring

lessors in the maintenance transaction, and

tomers are asking for more spare-engine sup-

more important to MROs, which are requiring

lease return conditions play an important role in

port”. “As our engines have become more

operators to accept real-time monitoring of their

establishing engine MRO workscopes.”

reliable with longer time-on-wing, many cus-

engines through monitoring centres run by the

“become

tomers don’t want to invest capital in large spare-

MROs themselves. “Contracts have become more

more cost-sensitive since the crisis, a demand

Additionally,

customers

have

engine fleets. So customers are looking for an

complicated — there’s no such thing as a stan-

we try to fulfil by offering customised and

OEM spare pool to help when they need a spare,”

dard contract anymore,” says Walschot. “There’s

financially optimised contracts as well as

says Ovington. “Customers who operate mature

price pressure on the MRO, but the operator has

developing repairs for high-cost items rather

engines also have evolving spare-engine options.

to make a longer-term commitment, so the MRO

than replacing,” notes MTU Maintenance. For

Spare-engine availability has increased as older

can put in an engine condition monitoring system

older engine types, the company is working on

planes retire — engines are available to run off

there. But, for the MRO, the risks are still there if

“increasing used-parts usage, which we partly

green time, lease rates are low, and more MROs

you make a mistake in your calculations and

source in by actively tearing down engines. We

are offering ‘free’ or low-rate-lease engines to win

assumptions.” Fast-changing though it may be,

have also worked out fixed-price workscopes

shop visits.”

the engine MRO business is a risky one.


■

75

The secret to minimising engine maintenance costs Overhauling an aircraft engine is a considerable expense for an airline, adding up to millions of dollars per shop visit. The cost of overhauling a medium-range engine, for example, is anywhere between two and three million dollars. Although advances in technology and engineering resources benefit modern powerplants — which have significantly longer lifespans, better reliability and longer mean times between maintenance — the maintenance, repair and overhaul (MRO) of aircraft engines remains a major element of airline cost bases. In response, MRO companies are constantly developing new solutions to minimise maintenance costs for their customers.

I

t may seem a trite observation, but it speaks

the development of in-house repair capabili-

Elancourt, France, which specialises in repair-

volumes: the overhaul bill for an engine is

ties,” says Rodolphe Parisot, AFI KLM E&M

ing specific engine parts and modules, most

divided mainly between the labour needed

head of engine part strategy.

notably combustion chambers and turbine cen-

and the cost of the exchanged parts. While

“Rather than sub-contracting out work on

human input and man hours are a constant fac-

certain parts and hence racking up costs for

CFM56, GE90 and GP7200 engine families. By

tor, the volume of the various engine parts,

the customer, we seek to develop and industri-

virtue of a co-operation agreement between AFI

modules and systems to be replaced is subject

alise a repair process within our own company,

KLM E&M and Engine Alliance, CRMA is now a

to a degree of fluctuation.

naturally allocating dedicated personnel and

‘Primary Source’ repair shop for GP7200 com-

engineering resources to it. it.” ”

bustors and turbine centre frames.

An MRO operator, working closely with man-

tre frames, offers its capabilities with the CF6,

ufacturers, can implement initiatives designed

AFI KLM E&M included this insourcing phi-

to minimise the quantity and cost involved. A

losophy in its strategy several years ago, not

calculation known and understood by all is that

only as a means of integrating its services and

the more often one repairs an engine, the less

capabilities, but also in direct response to the

new parts are needed and the greater the profit

needs expressed by airlines and the engine

the engine, essential to its performance and

earned from the powerplant.

maintenance market. The group has now main-

reliability. It demands high levels of technical

“When it comes to cutting engine mainte-

streamed the idea throughout its engine main-

expertise and state-of-the-art facilities for tear-

nance costs, the emphasis is mainly placed on

tenance network. Thus, its CRMA subsidiary in

down and re-assembly. Because of the specific

76


Developing integrated on-site MRO capabilities The combustion chamber is a vital part of

Electron beam welding technology is used to create new, more effective repairs.

nature and advanced technology of the parts, repairs to the combustion chamber can rapidly lead to a need to replace defective or damaged parts. Increasingly, however, more thought is turning towards the design and implementation of new procedures and capabilities. “CRMA began working with very big engines at a very early stage, and has pursued a pro-active policy of developing new repair processes for many years with the assistance of the dozen engineers working in its development & design office,”” says Parisot. office, “Leveraging this policy and focusing on a limited number of engine components, CRMA has earned a reputation as a centre of excellence, and its engine shop is currently able to offer customers on-site, full-service treatment for combustion chambers, notably those of the GE90-94.” For airlines, the repair industrialisation and development programmes that are becoming increasingly common at MROs are a solution to reliability problems and minimising engine overhaul costs. For the operators who deploy them, although these programmes involve lengthy tooling-up periods and large-scale investment, this is rapidly recouped by the opportunities and the additional workscopes they attract. Each year, CRMA receives and overhauls 300 to 400 combustion chambers at its engine shop. It took the Elancourt-based company three years to develop the process for changing the

multi-hole outer liner on a GE90-94 combustion chamber, with two engineers working full-time on the project. The task involves drilling close to 28,000 holes with a diameter under 1mm (the dilution holes through which the flow of new air is injected into the combustion chamber) spaced just 2.5mm apart. The engine shop accordingly invested $2m in a YAG laser to drill holes a few dozen micrometres in diameter at speeds of up to several hundred operations a second. Trained to use the laser by its manufacturer, CRMA staff run the laser round the clock and can now carry out the multi-hole drilling operation in just three days. Following a qualification period, completed in 2010, the outer liner repair process is currently in the middle of its industrialisation phase. Thanks to the acquisition of cutting-edge technical skills in-house and of suitable industrial equipment, the process paved the way for substantial cost savings for airlines, which were no longer forced to buy a new spare part. It also delivers some substantial gains in terms of repair lead-times by leapfrogging the time needed to obtain supplies of critical parts, which can sometimes cause bottlenecks in the engine re-assembly process. Repair shops benefit from this approach, too, putting them in a comfortable position to carry out repair development under Design Organisation Approval to create specific, safe and reliable repair solutions. In the case of

When it comes to cutting engine maintenance costs, the emphasis is mainly placed on the development of in-house repair capabilities. —Rodolphe Parisot, AFI KLM E&M head of engine part strategy.


77

Electron beam welding technology allows expensive parts to be reconditioned rather than replaced.

repairs to the outer liners, modifications were

capability development prospects and these

source. The programmers and welders who oper-

made to make it possible to simultaneously

have now become a reality. With this method,

ate the system at AFI KLM E&M have all been

drill the base plate of the outer liner and its

AFI KLM E&M can safe suppor ts frames, shafts

trained to use it and operate the CNC control

thermal barrier coating.

and similar items. Until very recently, these

panel by manufacturer Sciaky. Deployment was

CRMA is currently continuing this develop-

repairs were either unavailable or subcon-

preceded by unprecedented preparations in the

ment programme so that it can offer the same

tracted out, so that MROs had limited control

workshop, with the installation of an air extrac-

product for the GE90-115 powerplant.

over costs and turnaround time (TAT).

tion system and ducting, the deployment of a

New players in the aircraft maintenance

Rene Scholten, in charge of engine repairs

150-metre, 300A power cable, and the layout of

market must also be prepared to gear up for

development and industrialisation at AFI KLM

an area nine metres square to house the weld-

the emergence of new products and expand

E&M, says: “Electron beam welding technology

ing chamber.

their catalogue of services, while never losing

is used to create new, more effective repairs. It

“The initial investment is substantial,”

sight of the maintenance cost reduction imper-

means we can both re-condition expensive

says Rene Scholten. “But the opportunities

ative. As a result, continually upgrading the

parts rather than replacing them, and boost

opened up by the new technology are ample

industrial base has to be a priority if an MRO is

their useful lifespan. For customers, the bene-

justifica tion for the decision. For an MRO like

to be able to reconcile these demands.

fit also shows up in a substantial reduction in

AFI KLM E&M, it simultaneously represents

total cost of ownership. ownership.” ”

the possibility of generating synergies at

Thoroughly modern repairs

The technology behind this solution involves

repair flow level, adding to our stock of know-

Another way of insourcing capabilities and

“bombarding” the part being worked on with a

how and skills for the benefit of our staff, and

creating new ones is to leverage available tech-

dense beam of electrons on a precise spot

creating

nology. At the same time as the architecture of

(less than 0.5mm ?) to create the weld. This is

Thanks to EBW we are continually developing

engine parts has evolved considerably in

an automated process carried out in a vacuum

new capabilities and can now offer high-tech

recent years, the resources and tools used to

chamber to avoid any oxidation or dust con-

work that we wouldn’t be able to offer using

keep parts serviceable are being transformed

tamination. As a result, it delivers extremely

conventional welding techniques. For cus-

and are riding the same technological wave.

clean welds that can be repeated at any time

tomers, the acquisition of this technology is a

for a standard quality level, without distorting

guarantee of lower repair bills and improved

tunities presented by electron beam welding

the part and with a significantly reduced risk of

service quality.”

(EBW) and, undeterred by the considerable

subsequent cracking.

AFI KLM E&M rapidly assessed the oppor-

additional

workscopes

in-house.

Although engine manufacture has advanced

investment required, the MRO’s Amsterdam

The system comprises a mobile electron

considerably, meaning extended operational

engine shop equipped the system in 2010. At

beam “gun” used in a vacuum chamber, a

lifespans, aircraft powerplants are nevertheless

that point, there was no shortage of repair

manipulator arm, and a high-voltage energy

subject to a number of inevitable limitations in

78


The technology behind electron beam welding involves bombarding the part being worked on with a dense beam of electrons on a precise spot.

flight situations. In addition to the ability to

ior powerplant engineer. “A computer program

adjust their industrial resources (tooling and

then identifies the level of vibrations and the

repair systems and procedures) MROs are also

required balance weight location and mass.”

able to develop remedial methods that limit part

The engine then goes on the ‘hospital line’ at

wear and tear and the need for replacement.

the Schiphol Engine shop (which carries out only a limited range of light repairs) for instal-

Trim balance, reliable engines, and lower costs: the magic formula

lation of the calculated balance weights. F inally the engine will return to the engine test cell for retesting.

Used for the past year and more by AFI KLM

The same procedure is also applied to

E&M staff on CF6 and CFMI engines, core trim

engines that fail vibration testing after a shop

balancing involves placing OEM-supplied bal-

visit. “In fact, we designed the process to

ance weights inside the engine to reduce vibra-

reduce the number of test cell rejects due to

tion, without the need to completely tear down

vibration after a shop visit,” explains Duivis.

the engine. To add the weight, mechanics need

“Increasingly, we are focusing our efforts on

to be able to access the engine by removing an

optimising engine build-up processes in order

engine component — either the low pressure

to minimise imbalance levels and in so doing

turbine (LPT) or the high pressure compressor

reduce vibration that calls for time-consuming

top case — to balance the high pressure shaft.

and costly teardowns and retesting.”

It’s this second option that is used for CFM567B engines.

For engine operators the process reduces the need for complete teardown, unless the

The procedure, which did not feature in the

engine is near its high time and close to a

engine manual, was developed in conjunction

scheduled shop visit. Secondly, there is less

with General Electric and has already been

need to replace engine parts, TAT is shorter

used on 13 engines. Core trim balance is now

and costs for airlines are reduced. T he average

an integral part of the AFI KLM E&M capability

TAT for an engine that needs balancing follow-

portfolio and is also used on the spares in the

ing a test-cell run-up is two to three weeks

group’s engine pool.

longer. But with core trim balancing, TAT is

“Initially a vibration signature is recorded in

Thanks to electron beam welding we are continually developing new capabilities and can now offer high-tech work that we wouldn’t be able to offer using conventional welding techniques. —Rene Scholten, head of engine repairs developmen development, t, AFI KLM E&M

reduced to a few days. The savings are mainly

a test cell using an optical light probe and an

in man hours but above all, the parts are less

electronic signal conditioner which processes

exposed to vibration, reducing wear and tear

the signal,” says Rob Duivis, AFI KLM E&M sen-

and keeping the engines flying!

■


79

Engine teardown Engine teardown, while not as intense as buildup, is a challenging industry that helps companies realise millions of dollars in cost savings by making available those parts that still have serviceable life. It supports both engine buildup and line operations and plays a role in engine leasing, aircraft leasing and air carrier operations. Joe Mras, general manager of Turbine Support International, describes the teardown process and the pitfalls awaiting inexperienced operators.

80


he life of an engine is far from over once

T

teardown is a coordinated effort that offers

it makes its final journey on an airframe.

maintenance organisations opportunities for

Just as there are opportunities to extend

both internal and external customers.

human life through organ donorship, there are

Once an owner of an aircraft engine makes

also parts on aircraft engines that can be

the decision to tear down an engine with little

reused to bring new life to otherwise unser-

life left, or an engine that requires teardown

viceable powerplants. This requires complete

because of time/cycle run-out, it must be deter-

teardown of an engine; evaluation of the

mined who is to do the wor k. There are several

installed units; and inspection or rework of an

places globally that offer this ser vice but few, if

engine’s engine’ s LLPs (life limited par ts).

any,, offer teardown of all engine types. It is not any

The process should also incorporate identi-

feasible for a company to have such a wide

fication of components for use in supporting

capability because of the high cost of training,

other engine overhauls or available to be mar-

tooling and acquiring required manuals.

keted and sold to operators in supporting the

Major carriers generally support their own

requirements of their line maintenance. Engine

fleets and while some outsource what they con-

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The TSI facility in Blytheville.

sider overflow, others also market teardowns if

of it. The complete array of pictures identifies

the engine type corresponds to one on which

the condition of the engine, care given to

that already have capability. Most teardown

engine in transport (tarped, air-ride, shrink

facilities specialise in a few models. Some are

wrapped, etc.), and verification of engine serial

teardown facilities only and have no FAA rating,

number. Once photos are completed, it is then

but there are a few that also are Part 145 cer-

offloaded, awaiting induction.

tified and qualified to determine serviceability

Prior to the induction of an engine into a

and tag parts with 8130’s making them readily

facility,, the workscope — already defined by the facility

available for use. Other than the major carriers,

customer — must be conveyed to the produc-

teardown in the United States is performed by

tion line. A review of the paperwork is per-

companies

formed as confirmation that all items needed

in

various

locations

such

as

Arkansas, Florida, Michigan, and Texas.

to complete the teardown are readily accessi-

While business plans and processes differ

ble and functional. Items such as specific tear-

between teardown facilities, the general con-

down instructions, special handling, special

cept of what has to be done is the same. Prior

routing, special packaging and parts for the

to the receipt of an engine, a complete review

customer are a must to ensure proper flow of

of the workscope must be accomplished with

the teardown.

the owner of the engine contracting the tear-

Once inducted into the facility, an engine

down. Some owners wish only for major mod-

again goes through a series of inspections prior

ules be torn down and processed, locally

to having any tools start the disassembly. The

scrapping those parts not readily marketable.

engine’s serial number is again verified, and pic-

Others may require that all parts be returned. A

tures again taken of the engine while hanging

teardown facility must remain flexible and

off the stand. Inventories are taken of the com-

adapt to the needs and requirements of the

ponents that are easily accessible without dis-

customer as not only are requirements differ-

assembly

ent from customer to customer, each customer

records received with the engine. Any discrep-

will probably have different requirements from

ancies must be cleared to ensure traceability of

engine to engine.

the components prior to being used on any

serial

numbers

verified

against

other engine. Once this is done, the engine can

Receiving an engine for teardown

82


then enter into the teardown process.

Once an engine arrives at a teardown facil-

Teardown is a systematic process that

ity, it is usually met by staff who take pictures

requires vigilance, patience, mechanical apti-

Non-destructive testing.

tude, proper tooling, and knowledge of not only

daily audit by the quality personnel. Facilities

the manuals, but how to properly read them.

with cleaning lines and NDT (non-destructive

Failure to do things properly, improper tooling,

testing) capabilities may elect to start that

lack of professionalism from mechanics, lack

process at any point after part removal that

of training, are only a few of the things that, if

meets shop production flow or customer

present during engine teardown, will result in

requirements.

delays, damage and increased liability. An

In a perfect world, everything would be easy

established quality programme will aid in iden-

but that is not necessarily the case in engine

tification of improvements needed in teardown

disassembly. Some parts need heating while

induction or other areas such as shipping.

others require dry ice to cool and contract to

Depending on the needs of customers,

allow removal. If an engine has had an internal

items such as brackets and tubes can be

failure, documented procedures are not avail-

scrapped locally, locally, while others are identified and

able to guide mechanics through disassembly.

tagged. During the teardown process, the

Only the knowledge of engines and experience

engine is broken down into modules and each

in teardown will enable mechanics through

module is then individually broken down into its

completion of the process. At times, especially

subcomponents

disassembly.

with internal failures, approval needs to be

Proper planning and equipment is key to proper

for

further

sought from engine owners prior to attempting

teardown. Tooling specific to the individual

undocumented processes to avoid liability

steps must not be substituted with unapproved

should things go awry. It is during these times

techniques as it will lead to damaged parts, which may or may not be recoverable.

that contact with the customer is essential and joint thinking might be best best for positive results.

Some owners wish only for major modules be torn down and processed, locally scrapping those those parts not readily marketable. Others may require that all parts be returned.”

Once removed, each part is identified, inventoried, and tagged. Priority parts requiring

Packaging and shipping

special handling are inventoried and processed

As the engine modules are torn down fur-

at this point or any point beyond this and prior

ther and the teardown nears completion, the

to general packing and crating of the remainder

process enters a critical stage: packaging and

of the engine. Parts removed must be segre-

crating. Parts handled lovingly through the tear-

gated by engine serial number and at no time

down process could easily be damaged if not

should parts be allowed to intermingle with

properly handled through this final process.

parts from two different engines, regardless of

One should not scrimp to save a few bucks

room constraints. This should be included in a

here – it could result in potential damage. The


83

An engine arrives at the TSI facilit y.

Failure to do things properly, improper tooling, lack of professionalism from mechanics, lack of training, are only a few of the things that, if present during engine teardown, will result in delays, damage and increased liability.”

84


key word here is potential. If there is potential for a part to be damaged, it is probably not being packaged correctly. This is the final step in the quality process as prior to packing and preparation for shipment, shipping personnel must ensure that everything is properly tagged, that tags are complete, and all parts are properly recorded in the box or crate. Again, this is handled according to the individual needs of the customer, who might require drop shipping or packing by module. All larger parts must be secured in place to prevent movement during shipping. It is crazy not to put an extra $5-worth of shipping material around a part that will cost $100,000 upwards if damaged. The final step is shipping. Once the truck arrives to ship parts out, care must again be taken to get all parts inventoried and secured. Pictures again are a good idea to make sure items left the facility in a favourable condition. Training is a necessity. There are no mechanic licenses required to do engine teardown. There is no requirement to be a Par t 145 facility. That does not lessen the need for proper training to adequately do engine teardown. A customer has a right to, and should require documentation to indicate that the personnel that are accomplishing teardown for them are properly trained. Training in use of part identification and manual use will result in fewer errors on documentation (which could affect traceability), reduced delays, and increased productivity. The savings from that are best for all. Damaged parts due to improper tool training has been proven to be costly. Also, well-trained staff have higher morale, resulting in higher quality and increased productivity.

Teardown facilities that are licensed Part 145 facilities have gone a step further than uncertified facilities: as parts are removed and cleaned, NDT is performed where required, allowing the facility to deem the part serviceable if it passes testing. Of course, those shops also come under continued scrutiny from the FAA and EASA (if certified). These visits and audits add another add another guarantee that the facility has both adequate quality and training programmes in place – a plus for any customer. The teardown market Keeping abreast of market needs is a key to the survival and growth of a teardown facility. Teardown facilities make major investments to support their business plans and the business plans of their customers. Tooling specific to each engine type coupled with the cost of current publications costs hundreds of thousands of dollars for each engine type. To tool up for engines on dying fleets or to choose an engine type that already has fierce competition for teardown and fail to gather enough customers to support tooling costs, could lead to the demise of a company company.. While competitive, there is plenty of room in the teardown industry for teardown facilities to help each other with loaned tooling and even referrals if one par ty is not able to meet immediate requirements of customers. Those companies that do choose the right model can expect long-term gains as teardown facilities will continue to serve a vital role as long as there is a need for used, serviceable and reworked parts. ■

Lufthansa Technik’s involvement with the V2500-A5 goes back many years. The first engine in the series, serial number V10001, flew for a short time on a Lufthansa aircraft back in 1989. The first engine to be used on a long-term basis at Lufthansa bore the serial number V10018 — and since then the IAE engine has been a firm feature of the portfolio of engines that Lufthansa Technik maintains.

Streamlining V2500 maintenance

ith a global fleet of more than 4,000

W

engine, it is possible to develop repair methods

engine removals. For example, it may be sensi-

in-service engines, the type is obvi-

that reduce wear and tear in the long run, bring-

ble to actually replace an LLP before its certified

ously of significant interest to engine

ing cost advantages to the operator.

life has expired if the engine has to be taken

repair shops. Moreover, there is still an impres-

The maintenance of an engine is determined

apart anyway for wear-induced reasons a little

sive order backlog and the IAE manufacturing

by three main factors: life-limited parts (LLPs),

earlier. An optimal maintenance plan also takes

consortium of Pratt & Whitney and Rolls-Royce

wear-induced engine removals and unscheduled

into account the circumstances under which an

has decided to bring out an even more fuel-effi-

engine removals. The LLP limitation means that

engine is operated. The climatic zone in which

cient variant, the V2500 SelectTwo. For that rea-

a component is only certified for a maximum

the engine spends most of its time flying has a

son, Lufthansa Technik puts a lot of effort into

number of cycles (takeoffs and landings), and

significant impact on its condition. The manner

devising ways of steadily improving the on-wing

when that limit is reached it has to be replaced.

of use, for example the average running time, is

time of the engine through intelligent proce-

The main indicator of the second factor, wear-

dures. Components that are critical to the life

induced engine removal, is a decline in exhaust

cycle of the engine are identified using the lat-

gas temperature (EGT) margin. The art lies in

est methods, such as CFD analysis, so that the

designing an optimal maintenance schedule for

reasons for any excessive wear and tear can be

the customer that utilises the full life of LLPs

Lufthansa Technik’s engineers have done a

ascertained. On the basis of a wealth of knowl-

while at the same time scheduling any part

great deal workscoping on the V2500. The

edge about the complex interactions inside the

replacements to coincide with wear-induced

company has been maintaining the engines of

86


a major factor in determining wear and tear.

Maintaining lessor and lessee value

Delicate work during a V2500 overhaul.

its sister company, Lufthansa Passage, over

If one now draws up an optimal mainte-

their entire life cycles for decades. Based on

nance plan to cover the entire service life of a

positive experience and synergy effects arising

lease engine, one discovers that only four shop

from this all-round service, exper ts have drawn

visits are actually necessary. It even pays the

up a requirements profile for the typical lease

lessee not to take the engine into the shop at

engine. They were interested in whether a

all during the term of his lease.

shop visit as much as possible by performing certain workscopes in advance.

Combustors and fuel nozzles It is not just clever workscoping that makes the difference; equally important is the engi-

maintenance plan would produce lower overall

In short, experts established that consider-

neering capability to develop innovative, new

costs over the full life cycle of a lease engine

able amounts of money and time could be

methods of work and repair procedures. One

compared with the situation where mainte-

saved if maintenance follows a plan designed

example here is the V2500 combustor.

nance is performed on a piecemeal basis by

to cover the full service life of the engine. In the

This has proved to be a limiting factor in the

individual lessees.

case of the V2500 this cuts the costs by 20

past, especially on aircraft that operate in

per cent. A further 10 per cent is saved on

desert regions. On the basis of a f ull inspection

agreed condition at the end of the lease period.

LLPs. The lessor can pass the cost savings

of the combustor, operators are regularly forced

It is logical that the lessee wants the mainte-

directly on to its customer, enabling it to offer

to send engines to the shop ahead of sched-

nance provider to perform the minimum work

more competitive prices — an advantage that

ule. Lufthansa Technik quickly established that

necessary to meet that condition, though every

Lufthansa Technik tries to convince leasing

engines that are operated in desert regions are

engine user optimises things for himself. But

companies of.

much more heavily affected by wear in the com-

Normally an engine has to meet a previously

as we know, the sum of the individual optima is

Lufthansa Technik offers an ‘advanced

bustor than engines flown in more climatically

not the same as the global optimum. Lufthansa

workscoping’ service where it assures the cus-

moderate zones. But no one could explain the

Technik’s

tomer that only the work that produces the

reason for the more extensive wear. wear. Specialists

engineers

demonstrated

this

by

examining the life cycle more closely.

maximum benefit to that customer will actually

therefore decided to perform a simulation

In the investigation the engineers made the

be performed. One element of this is the surgi-

analysis to investigate the flow behavior. In a

realistic assumption that in the course of its

cal strike, a minimal intervention in case of

lengthy and complex procedure engineers were

life the typical engine would pass through the

unforeseen minor damage. With the surgical

able to find out what is actually going on in the

hands of five lessees, who would fly it in differ-

strike, instead of a major shop visit only the

combustor.

ent climate zones with different flight profiles.

work that is essential is carried out. In the case

It turned out that in the forward area of the

Such an engine would normally visit the shop

of the V2500, for example, this procedure is

combustor the engine burns the fuel too ‘rich’,

five times in the course of its life: one visit at

used to replace bearing three, which in the past

as they say in the trade. If kerosene burns too

the end of each leasing period plus one addi-

has had to be replaced due to production prob-

rich, the remaining fuel burns elsewhere in the

tional visit during a lease period. Each mainte-

lems. Another very important element of

engine. This might be because the air distribu-

nance event costs a considerable amount of

advanced workscoping is predictive planning.

tion has been designed in an unfavorable way

money.

Here, the aim is to delay the next scheduled

or because the fuel is not sufficiently atom-


87

Line maintenance at LHT’s Munich base.

The maintenance of an engine is determined by three main factors: life-limited parts, wear-induced engine removals and unscheduled engine removals.

88


ised. As a result certain areas get too hot so

extent in desert sand. At the extreme tempera-

that damage is more likely. In the case of

tures experienced in the combustor in those

engines that are operated in the desert, one

parts, CMAS forms deposits, melts and solidi-

further difficulty is that the external tempera-

fies. But the actual work of the engine special-

ture is higher but the air density is lower. This

ists of Lufthansa Technik — the development

means that for the same thrust demand

of new coatings — has only just begun at this

engines are thermodynamically less efficient.

point. For it is not enough simply to know why

More fuel is required, which only accentuates

certain places are particularly susceptible to

the problem of inhomogeneous combustion.

damage. As a maintainer is powerless to

That is to say, the damage sustained by

change the fact that the fuel burns unevenly,

engines operated in the desert is much greater

solutions have to be found to make the com-

than in engines operated in other regions.

bustor more robust and hence more durable.

The outcome of the simulation was identical

Moreover, the new coating must reliably with-

to the situation found on the actual component:

stand CMAS. A special coating (patent pend-

temperatures significantly above the sustainable

ing) developed at Lufthansa Technik now

material limit caused massive damage to the

prevents damage caused by CMAS.

combustor. As a result the engine has to go into

Another vulnerability identified in the V2500

the shop more often than is actually necessary.

over the years has been fuel nozzle guides.

“The analysis of the combustor is a good

Problems are regularly discovered here during

example of Lufthansa Technik’s approach. We

inspections. In particular, the ring on fuel noz-

aren’t just satisfied with following the OEM

zles is susceptible to damage due to high tem-

requirements in an expert manner, we want to

peratures in the engine interior. To repair this

understand the engine. For only if we know the

component, engineers have developed a coat-

reasons for particular findings can we look for

ing that protects the component and also a

solutions,” explains Christian Werner-Spatz,

repair procedure under which the damaged ring

systems engineer and specialist in engine per-

can be removed and replaced by a part devel-

formance at Lufthansa Technik. “This means

oped in-house – a Spare Part Alternative Detail

that we occasionally put in extra effort.”

(SPAD). Because it is certified as a develop-

Moreover,, additional material analysis of the Moreover

ment organisation, Lufthansa Technik is able to

damaged parts has shown that calcium mag-

manufacture this SPAD in-house and weld it on.

nesium aluminum silicon (CMAS) also plays an

Lufthansa Technik also draws on its wealth

important role. This mixture occurs to a greater

of accumulated knowledge when drawing up

maintenance plans for its customers, especially for customers with desert operations. For example, this customer group is advised to send engines to the shop as soon as the first sign of damage appears. As long as the defects are still only minor, individual individual parts are repairable. And a repair is always cheaper than installing a new part. In addition, this procedure prevents damage in the combustor from causing secondary damage in the turbine, the most expensive component of the engine. Parts of the high-pressure turbine are nonrepairable or at best can only be repaired to a limited extent and therefore often have to be replaced by highly expensive new parts.

Cutting turnaround time Lufthansa Technik has demonstrated its know-how over the last few years with another offering. All V2500 engines had to comply with an AD by July 2011 to eliminate damage from oil in the turbine. Normally the manufacturer requires a shop visit to implement this extensive modification. The work entailed comprises one internal and one external work package, together covering 19 service bulletins. Working with

the

manufacturer,

Lufthansa

Technik

offered to perform the external par t of the modification at affected customers’ sites. This meant that the modification was carried out onsite and also on-wing, dispensing with the need for time-consuming removal of the engine. It took the Airline Support Team (AST) who specialise in this kind of work j ust 48 hours or less to complete the work on each of approximately 40 engines. As a result, customers were able to save eight days — time in which they did not have to use a replacement engine as their own engine was already back on the wing — and

Tack welding during the overhaul of a V2500 combustor.

hence a lot of money. For it takes eight days

chemical baths need to be held in stock so that

longer to dismantle the engine, transport it to

costs can be avoided. The V2500 is maintained in the pulse line

the workshop, have it repaired there, then transport it back and reinstall it.

at

Lufthansa

Technik’s

headquarters

in

In the repair of V2500 engines Lufthansa

Hamburg, Germany. This hangar, which started

Technik also draws on experience gained from

production in 2009 applying lean principles, is

the overhaul of other engine types. For exam-

designed as a multi-functional production facil-

ple, many standard processes can be trans-

ity to overhaul engines of the CFM56 and

ferred from one type to another to their mutual

V2500 families. Starting off with the CFM56-

benefit. On the PW4000 the manufacturer

5A, -5B, -5C and -7B, at the beginning of 2010

requires water jet stripping to remove the

the IAE engine was introduced. The Lufthansa

abradable coat on the shrouds from the high-

Technik Group’s second competence centre for

pressure turbine. On the V2500, on the other

V2500 maintenance is Lufthansa Technik

hand, a chemical procedure is specified.

Airmotive Ireland in Dublin. Engineers at both

However, experience gained from this example

sites are constantly working on improvements

has shown that water is a better way of remov-

to the benefit of customers, with the aim of

ing the coating than chemicals as cleaning is

enhancing engine performance and at the

quicker and more thorough. As a development

same time reducing costs. Recently bmi

organisation, Lufthansa Technik uses this

became another long-term customer for V2500

knowledge and is now able to treat t he shrouds

fleet support and as such will benefit from

more effectively with water. This results not

Lufthansa Technik cross-functional know-how

only in better throughput times, but fewer

and a wealth of experience too.

■


89

Moving into CF6-80 maintenance Originally a military MRO centre, Kelly Aviation Center has Center has evolved commercial capabilities to complement the work that it does for government customers. This year and next the company is adding two new engine types to its maintenance line, the CF6-80 and CFM56. ver the past 12 years, Kelly Aviation

O

world, to the latest versions on Airbus’ A330-

Center in San Antonio, Texas, has devel-

200/300.

oped jet engine maintenance capabili-

GE has said it sees another 10 years of pro-

ties for five different engine lines. For 2011,

duction for the -80C2 and 15 years for the -

Kelly has set its sights on distinguishing itself

80E, reflecting new aircraft sales and spare

in the CF6-80 market. Next year it plans to do

engine requirements.

the same in the CFM56 market.

90


Entry into the CF6-80 market by Kelly was a

The CF6 was GE Aviation’s first commercial

deliberate move, based on a carefully devel-

widebody engine, and is now 40 years old.

oped business plan. “We capitalised on our

There is an installed base of 4,500, including

five years of success with the CF6-50 engine,”

about 3,000 of the -80C2 series. The overall

explains Chuck Artymovich, president of Kelly

market for the type includes five versions pow-

Aviation Center. Center. “The next logical engine line to

ering a dozen basic aircraft and several sub-

tackle was the CF6-80. Our major challenge

types, ranging from the McDonnell Douglas

was to change Kelly from a military model to a

DC-10-10 that introduced the CF6-6 to the

blended military-commercial business model.” model.”

OVERH AULING EX PECTA PECTATIONS TIONS FOR THE CF6-80. Announcing another addition to Kelly Aviation Center’s long list of services! Kelly is now providing maintenance, repair, and overhaul on the CF6-80 engine, which is what our customers want to hear. They already know what Kelly delivers – longer time-on-wing, time-on-win g, quick turn times, and highly customized, affordable affordable business solutions. And now, customers can expect the same for their CF6-80 engines. Kelly Aviation Center is the MRO facility you’ve been searching for. To find out more about Kelly, drop by our website, or give us a call.

+1.210.827.5275 +1.210.827 .5275 ww w.kellyaviationcenter.com

customers are happy with the added value of a longer average time on wing.” “For the transformation to be successful, we had to change a lot of what we do in production, but also in marketing, contracting, supply chain, just about everything,” adds Frank McCall, production operations manager. “What helped us in production is that Kelly mechanics are very experienced. The CF6-80 engine is a derivative of the engines they have been working for years. The tooling and the equipment are much the same.” The same logic was applied when the decision was made to enter the CFM56 market by early 2012. “Kelly has been building essentially the same core for F110 engines for the past seven years, and performing MRO on that engine, as well,” says Artymovich. “Once the decision was made, we acted quickly to acquire CFM56 tooling and equipment.”

Keys to a successful transformation Besides building upon years of expertise in engine lines well-established at Kelly, the company kept customer service in mind, while planning a new shop floor layout and developing the Kelly Performance System, a new management approach that dramatically speeds up material flow and significantly increases engine output. The

basic

Performance

principals System

are

of

the

Kelly

understanding

demand, establishing control and managing pace. A highly disciplined method of maintaining material flow at a consistent pace — largely based on the Theory of Constraints: the idiom ‘a chain is only as strong as its weakest link’ — controls flow and, through efficiencies, greater speed is obtained through the shop. This is especially important to manage well when you are dealing with multiple product lines

using

shared

resources.

Couple

enhanced material flow with a new master scheduling system that integrates all product lines and the results are impressive.

The shop floor a t Kelly.

Even in the face of one customer’s customer’s demand Since the beginning in 1999, Kelly has

92


surge of up to 50 per cent or an additional 33

established a strong reputation with the US mil-

shop visits at the beginning of last year, Kelly

itary for service, on-time performance, and sig-

was positioned to meet that demand with no

nificantly increased time-on-wing for the TF39,

changes to schedule and cost and no impact

another engine from which the CF6-80 is

on other customers.

derived. Adding the CF6-80 line meant trans-

In addition to fast and reliable turn times,

forming the shop floor and military-oriented

customers have also expressed satisfaction

processes so that both commercial and mili-

with Kelly’s flexibility. “Judging from customer

tary customers would be efficiently served.

reaction, Kelly has added another dimension to

“We’ve even exceeded their expectations,”

the term ‘customised solutions’,” solutions’,” explains Ron

says Frank Cowan, commercial aviation serv-

Moure, customer service manager at Kelly

ices director. director. “It is an unusual accomplishment

Aviation Center. “We are very open to working

to be able to perform MRO on six — soon

with our customers on whatever they want done

seven — commercial and military engine lines

— from a complete teardown and overhaul to a

all in one location. But we are doing it and our

very limited workscope.”

A new performance system allows Kelly to maintain efficient material f low.

That philosophy has proven to be cost

service time. Customers save money by avoid-

effective and has improved affordability for all

ing a shop visit for tasks like boroblending, trim

of Kelly’s Kelly’s customers. Although Kelly has stan-

balancing, fan and compressor case replace-

dard workscopes customers can choose

ment, and other repairs. Kelly’s field service

from, “We also provide flexible, highly cus-

teams have been of particular value to interna-

tomised

specific

tional customers who also benefit from the

maintenance issues which can reduce main-

avoidance of costly overseas shipping costs

tenance costs and return value to cus-

that alone can equate to as much as the field

tomers,” says Moure. “Plus, our workforce is

service call itself.

workscopes

that

target

cross-trained on several engine lines, so we

“Kelly’s got the talent, the flexibility, and the

can move crews around, as needed, to keep

business stability to deliver what the customer

engines on schedule. schedule.” ”

is looking for,” for,” states Ar tymovich. “We do excel-

Moure also believes that the working envi-

lent, high-quality work, quickly, and affordably

ronment and the open relationship between

— basically what all engine MRO customers

management and employees have helped him

are looking for. Our CF6-50 customers eagerly

provide quicker responses to customer needs,

awaited our entry into the CF6-80 market and

increased efficiencies, and fostered innova-

those with CFM56 engines are anxiously look-

tions because managers work closely with

ing forward to having an alternative repair

direct, hands-on employees to develop innova-

source.”

■

We capitalised on our five years of success with the CF6-50 engine. The next logical engine line to tackle was the CF6-80. —Chuck Artymovich, president, Kelly Aviation Center.

tive solutions to problem solving and implement many of their ideas.

Field service to the rescue

Kelly Aviation Center is an affiliate of Lockheed

Another key offering of Kelly Aviation Center

Martin Corporation and is considered a centre

is its experienced field service teams. Field

of excellence for aircraft engine maintenance,

teams routinely return engines to service at

repair and overhaul, currently providing serv-

customer locations, avoiding shop visits that

ices for engines that power the DC-10, 747-

can drive additional work requirements and

400, 767, A300, A310, A330, C-5, C-130

costs, not to mention the safety of spare

Hercules, P-3 Orion, F-16 Fighting Falcon, and

engines that result from a quicker return to

U-2 Dragon Lady.


93

Regional engine maintenance in Portugal Building on links with Portugal’s former colony of Brazil, Portuguese MRO OGMA has helped transform itself from a purely military maintenance company one servicing the Embraer ERJ135/145 line of regional aircraft and their Rolls-Royce AE 3007 engines. In recent years, as The Engine Yearbook discovers, the the company has honed its commercial capabilities with the introduction of production philosophies originally developed in Japan.

94


ith more than 90 years of history, OGMA dates back to the creation of the Parque de Material Aeronáutico (Aeronautical Material Park) in 1918. Ten years later, it changed its name to Oficinas Gerais de Material Aeronáutico (General Workshops for Aeronautical Material), which was kept until 1994. Known as OGMA since 1928, in 1994 the company kept its acronym while changing its status from a Portuguese air force depot to

W

since then as OGMA — Indústria Aeronáutica de Portugal.

a public limited company. It has been known

stones in its history included its first interna-

In 2005, Embraer and EADS acquired 65 per cent of OGMA’s shares, helping to boost OGMA’s global expansion and establishing it as a leading company in the aircraft maintenance, maintenance, aerostructures, aeronautical engineering and fleet management services markets. Though the company is now active in both civil and military markets, important mile-

organisation

approval;

Airworthiness

CAMO

Management

(Continuing Organisation)

approval and quality certificates including AS9100, ISO 9001-2008 Quality Management and AQAP 2110. OGMA’s

initial

contact

with

Rolls-Royce

came in the 1980s, overhauling T-56 engines on C130 Hercules and P-3 Orion aircraft.

It

also developed repair and overhaul capabilities for the Rolls-Royce quick engine change assemblies, plus their accessories and components. tional contracts — with the US Navy in 1955

As one of the leading independent service cen-

and the German Air Force in 1962 — and the

tres for T-56 engines, developing its repair

assembly of the first Portuguese satellite in

activity

1993.

Airworthiness Regulations umbrella, OGMA can

strictly

under

the

International

offer original manufacturer (OEM) parts as well

From military turboprop to From regional jet engines

96


as parts from other authorised and certified suppliers, according to client preference and

OGMA’s dedicated engine business pro-

request. Whatever the customer s choice, all

vides a broad spectrum of MRO services for a

repair work is carried out according to manu-

range of commercial and military aircraft

facturer and operator procedures, using up-to-

engines, though regardless of the task its team

date OEM manuals and other related technical

of engineers and technicians always targets a

publications.

balance of quality, operational performance,

Since the 1980s the company has devel-

overall repair cost and time on-wing, while still

oped the capability to carry out a set of Rolls-

offering its customers a one-stop shop solu-

Royce-approved engine part repairs as well as

tion.

to propose different technological repair solu-

The company is an authorised maintenance

tions to the Rolls-Royce engineering technical

centre for Embraer and Rolls-Royce and holds

committee (including approval waiving), in order

FAR 145 and EASA Part 145 repair station cer-

to minimise parts replacement, thus minimis-

tifications; EASA PART 21G production organi-

ing engine overhaul repair costs for its cus-

sation

tomers.

approval;

EASA

PART

21J

design

“OGMA is proud of its ability to solve most

and relatively inefficient nowadays, a huge num-

technical problems, to offer the most economi-

ber still remain in service, with Embraer

cal solution and to provide all the necessary

ERJ135/145 types forming the backbone of

assistance to support our customers be at the

many US regional operators’ fleets. Being an

customer’s site or anywhere else in the world

Embraer AMC for the ERJ145, OGMA has

according to customer request,” says an OGMA

repaired a large number of AE 3007A engines

spokesman.

for both civil and military operators, throughout

Under its CAMO certification the MRO is

Europe, North America and Asia. Its capability

also able to offer a comprehensive engine

to fully overhaul AE 3007 engines, to service

health and monitoring engineering services pro-

the ERJ135/145’s airframe and components,

gramme in order to maximise engine opera-

and to perform landing gear overhauls, makes

tional on-wing time and minimise downtime for

OGMA one of the few MROs in the world to

its customers.

offer a one-stop-shop solution for ERJ 135/145

The

Portuguese

company’s

civil

engine

operators.

breakthrough arrived in 1993 when it was certified as a Rolls-Royce authorised maintenance

Facilities Facil ities and philosophies

centre (AMC) for the Rolls-Royce AE 2100

With a total area of 400,000sqm and a cov-

series of turboprop engines used on the SAAB

ered surface of 126,000sqm, OGMA dedicates

2000 regional turboprop (as well as military

more than 21,000sqm to its engine shops.

transports). It also became, at the time, the

This dedicated area, with 6 engine test

only independent European AMC for all com-

benches, allows OGMA to cover different

mercial and military variants of the Rolls-Royce

aspects of engine total support, including: a

AE 3007 turbofan engines, which power

full overhaul capability; removal and installation

Embraer ERJ135 and ERJ145 regional jets. It

of engines into the Quick Engine Change

was one of five AMCs which were established

Assembly (QECA) unit; QECA maintenance and

around the world for these engines.

repair; engine testing either on-wing or in one

Although 50-seat jets are regarded as old

of six test cells rated up to 30,000lbs of thrust

‘More than Repair and Overhaul‘

Passion for Details That is part of our service philosophy philosophy as a globally globally recognized company with a substantial portfolio of MRO Services on GE’s CF34 turbofan engines, P&WC’s PW100 and PW150 turboprop engines as well as PW901A APUs. All our efforts efforts are focused on one target: provide services at highest quality levels, increase efficiency through innovation and ultimately keep your aircraft where they naturally belong: in the air.

We offer our services 24 hours a day, 7 days a week. Just call +49 (0) 172 620 35 03 Lufthansa Technik AERO Alzey Rudolf-Diesel-Str. 10 55232 Alzey, Germany Phone +49 (0) 67 31 497 - 0 Fax

+49 (0) 67 31 497 - 197

[email protected] www.lhaero.com

The Fine Art of MR O Services


97

cells; engineering support and fleet manage-

The work led to a complete transformation

ment under its CAMO certification; engine

of material and information processes via new

health monitoring; borescoping; repair and

focuses on human interaction and efficiency, efficiency, in

overhaul of propellers, valve and pump hous-

order to simultaneously obtain the maximum

ings, and engine AC Generators; electric har-

quality at the minimum turn-around time (TAT)

ness repairs; fuel nozzle repair and testing;

and cost for the customer.

non-destructive testing; dimensional control with co-ordinate measuring machine in con-

standards, the direct results perceived until

trolled environment installations; rotating com-

now have been a reduction in engine TAT of

ponent balancing; repair of parts by welding,

roughly 35 per cent and an expected gain of an

machining,

thermal

extra 15 per cent in the second half of 2011.

spray processes such as HVOF, grit blasting,

Notably OGMA s engine customers are report-

painting, heat treatment and stress relieving;

ing increased satisfaction with OGMA Engine

and repair, overhaul and testing of fuel,

Services.

electrolytic

treatment,

hydraulic and pneumatic systems in purposebuilt installations installations..

OGMA’s initial contact with Rolls-Royce came in the 1980s, overhauling T-56 engines on C130 Hercules and P-3 Orion aircraft.”

98


Having improved the engine process quality

In 2011, OGMA’s shift from a company established to support state military aviation to

Since 2009 traditional engine repair and

one operating in the commercial sphere is evi-

overhaul processes developed at OGMA since

dent on the shop floor, where a line concept

the 1970s have been deeply and thoroughly

philosophy has taken hold, with the aid of very

revised according to a lean philosophy and pro-

strong visual signing controls. Interaction of

duction preparation processes associated with

information and parts with the warehouse has

Japan’s Kaizen system, which emphasises

changed

teamwork,

personal

discipline,

significantly,

based

on

a

totally

improved

renewed and managed kitting area, where

morale, quality circles and employee-based

parts shortages are avoided through part pro-

suggestions for improvement. The changes

curement plans that aim to acquire missing

comprised a detailed analysis of all the factors

part ‘just in time’. Additionally, support staff in

that supported OGMA’s final value proposal for

engineering, programming programming and control are ever-

the customer. In 2009 the company introduced

present on the shop floor to provide direct and

Continuing Improvement Teams (CITs) to look

pro-active

for ways to maintain and build on quality

Finally, engine process documentation, its pro-

improvement processes whilst simultaneously

cedures and OGMA s ERP system have also

reducing operational costs.

been transformed accordingly.

support

to

production

workers.

■

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Date

Rising fuel prices and the cost of maintaining ageing fleets are driving new initiatives to cut operating costs and increase aircraft availability. At the forefront of these efforts are repair and overhaul activities, which are full of opportunities for time and money savings. Aero Gear describes how to maximise the life of engine gearboxes.

Staying in gear A

s

the

commercial

airline

industry

rebounds from the economic downturn,

‘Tough Tooth’ technology is now being used to extend the useful life of gears.

passenger traffic is projected to rise six

per cent for the year, with with similar annual growth rates for 2012 thr ough 2014. Profitability, how-


Before the development of the gear tooth

ever, is arguably more challenging than ever,

repairs, engine manuals had very few provisions

despite projected revenue growth.

for reworking or repairing gear tooth surfaces.

Thus

100

Gearbox maintenance and repair

reliability

and

maintainability

Unlike bearing journals and other surfaces where

becomes crucial issues for operators seeking

blending, machining, plating and grinding repairs

to keep a lid on costs. In 2007 Aero Gear

were permitted to be done by qualified overhaul

developed new repairs for aerospace power

facilities, gear teeth were limited to visual inspec-

drive system gear teeth that resulted in a 50-

tions and, more often than not, a “when in doubt

65 per cent recovery rate, depending on

throw it out” criteria was applied by the inspector inspector..

engine application, of gears that would previ-

Why the dramatic difference between a gear

ously have been replaced. Its trademarked

tooth and a journal? Unlike journals, a gear

tooth has a shape, or profile, that can only be

By applying its Tough Tooth technology, Aero

generated and measured by specialised gear

Gear successfully certified the tooth repair

manufacturing equipment operated by highly

process and received FAA certification and

experienced personnel. The profile allows the

OEM approval for specific engines applications

maximum transfer of power with the least

in 2007.

amount of damaging sliding and abrasion of contacting surfaces. Imperfections to these profiles from its original design specification

Tough Tooth Technology Tough Tooth technology is a process devel-

can dramatically reduce the life of the gear and

oped by Aero Gear that leverages commercially

jeopardise the the length of time between overhaul.

available technologies to provide customised

Of course, where there is challenge there is

solutions for the design and manufacture of

opportunity. Aero Gear, a supplier to the aero-

gears and geared systems. Rather than apply-

space aftermarket industry, observed the gears

ing a one-size-fits-all approach to design using

that had been sent in for overhaul and repair

a standard like AGMA, it considers the cus-

per the engine manuals, and made several

tomer’s end requirements. For example, it

assessments for recovery using tooth repairs.

takes into account the development cost, unit

Firstly, depending on engine model, salvage

production cost, desired life, application, noise,

rates range from 50-65 per cent when tooth

materials, environmental considerations, preci-

damage is identified. Salvage results save cus-

sion and weight.

tomers on the lead-time required to purchase

Before the development of the gear tooth repairs, engine manuals had very few provisions for reworking reworking or repairing gear tooth surfaces.”

The process prioritises the above require-

replacement gears, as well as on the cost of

ments according to customer specifications.

purchasing replacement gears, which can

So, a land-based power generation application

extend into the tens of thousands of dollars. In

might have a high reliability requirement, but

2009 Aero Gear found that roughly a fifth of

not be so concerned about weight. An aviation

gears received demonstrated some form of

application will have both a high reliability

tooth damage and in 2010 that number rose to

requirement and a challenging weight target.

30 per cent.

Often the solution requires a custom modifica-


101

ogy to produce gears that meet the most demanding requirements.

The repair process When Aero Gear considered the opportunity to repair gear teeth it was logical to apply Tough Tooth technology to the task. The challenge was to make the gear profile conform to OEM tolerance limits after restoring the surface to specification requirements. In many cases the gears that arrived at Aero Gear for overhaul displayed surface wear and damage ranging from scuffing and discoloration to pits and dings from corrosion or mishandling. Under the existing repair manual requirements the disparities that could be addressed were limited to those that could be remedied with cleaning or specific localised blending. Many of the gears did not meet this requirement and were deemed as non-serviceable units, resulting in the cost of a replacement gear. Our engineers examined some of the gears that were being identified as non-repairable under the existing repair manual requirements and concluded that by using our knowledge of manufacturing processes, many of these gears could be recovered. The first step in the gear tooth repair process is an assessment of the condition of the teeth and measurement of the profile. Highprecision profilometers are used to measure the average surface roughness and the heights and depths of the asperities on the surface. Profile measurements are made using specialized CMMs, showing not only the conformance

Before and after shots of gear teeth repaired with Tough Tooth.

of the profile to the standard, but also the vari-

tion of the standard profile to achieve the per-

ation in relative spacing and the tooth thick-

formance target. Whatever the case, Tough

ness. These measures are critically important

Tooth technology will yield a design that meets

to determining whether or not sufficient mate-

the technical requirements in a cost-effective

rial exists on the gear teeth to properly repair

manner.

within OEM specifications. It is a complex prob-

On the manufacturing side, Tough Tooth

lem to try to assess the best repair scheme

produces designs that flow in production.

setup that can remove the asperities within the

Every gear design is subjected to a pro-

physical limits of the gear geometry, but one

ducibility review to ensure that it can be

that can be overcome with our technology and

processed through lean flow lines in a pre-

historical knowledge. The repair may require

dictable and cost-effective manner. Tough

modifications to the profile (still within OEM

Tooth also takes advantage of life-enhancing

specification limits) that can only be accom-

technologies

plished using customisable tooling and equip-

like

Isotropic

Superfinishing

(ISF) in combination with complex machining

102


ment.

processes to produce gears with superior per-

Once the damage to the gear teeth has

formance. Gear tooth geometries are not uni-

been assessed and a plan developed for recov-

formly abraded during ISF processing, and

ery of the gear, the actual repair process

depending on the OEM tolerance require-

begins. Gear teeth are processed through com-

ments for the profile, a part that is within

plex machining operations and measured for

specification before ISF may be out of specifi-

dimensional accuracy after each step. The sur-

cation after. Tough Tooth methods assess the

face is also assessed visually, visually, and if necessary

variation in material removal during ISF and

inspected with specialised measuring equip-

Aero Gear can change the final machining

ment to determine whether surface damage

methods to compensate for the non-uniform

has been removed. If the surface is success-

material removal during ISF. This is one exam-

fully restored through the repair process,

ple of the flexibility of Tough Tough Tooth® Tooth® technol-

achieving both the dimensional and surface fin-

A gear tooth has a shape, or profile, that can only be generated and measured by specialised gear manufacturing equipment.

ish of the OEM specification requirements, the

gearboxes for the fixed and rotor wing aircraft

repair is considered complete. If damage

industry. Several of the Aero Gear FAA approved

remains once the OEM engine manual toler-

repairs are certified through the OEM repair

ances have been reached, then the gear would

engine manuals as well as DER for specific air-

be identified as non-repairable.

lines and engine applications. In addition to

The ISF process has substantial benefits

these repairs there are also FAA certified

other than selective, precision removal of small

repairs using ISF. ISF. Aero Gear also works with its

quantities of material. Data has shown that the

customers — who previously relied on replace-

surface finish achieved by ISF ISF,, which can r each

ment — to develop repairs that allow for gear

as low as 2 µ, can improve the fatigue life for

recovery of material that demonstrates non-

contact surfaces and significantly reduce the

serviceable wear or damage.

noise level of the gearbox. These benefits have

In conclusion, we are dedicated to develop-

been established in research for other geared

ing processes and technology to assist with

systems in both fixed-wing accessory and

customer-specific requirements. Current devel-

rotary

opments have offered customers reduced cost,

wing

power

gear

applications.

Quantifying the benefits of ISF for extending the

reduced lead time and extended part life.

life of repaired gears remains to be deter-

Aero Gear continues to work on new meth-

mined, but even without the data the OEMs and

ods of repairing gears. In the near future

operators are looking to take advantage of the

these may include alternatives methods to

benefits of ISF in new designs, existing produc-

plating. The process has the potential to

tion, and repairs.

replace material that is at the same hardness

In many cases the gears that arrived at Aero Gear for overhaul displayed surface wear and damage ranging from scuffing and discoloration to pits and dings from corrosion or mishandling.”

as the base material, and a hardness that

Certified repairs and future developments

equals a carburised surface without heat treatment of the part. Efforts to characterise

To date Aero Gear has successfully cer tified

the materials will begin in mid-2011, and if

repairs on spur gears, bevel and spiral bevel

successful development work on the part

gear teeth in engine main, angle and accessor y

level will begin in 2012.

■


103

Retaining engine expertise after outsourcing In 2006 Air New Zealand took the decision to outsource core engine maintenance. Here, the airline explains how that strategy has proceeded since then and what it has done to retain and develop skills within its powerplant engineering department.

O

perating an international airline at the

truth. Air New Zealand is earning a reputation

into videos so entertaining that when I checked

bottom of the world brings its own set

as a dynamic and innovative organisation. It

today more than 16 million people have chosen

of challenges for Air New Zealand. Its

regularly cleans up in international industry

to watch ours — just for fun.”

home country is remote: even the closest

competitions and that level of energy and

large neighbour, Australia, is over 2000 kilo-

engagement is even more evident on the

has been through a similar revolution. Being

metres away. The distance between the two

inside.

so remote from the usual support networks

Air New Zealand’s engineering capability

capital cities — Canberra and Wellington —

Air New Zealand’s powerplant business

means Air New Zealand has traditionally car-

is almost the same as from London to

manager Mick Burdon says: “The airline thrives

ried out more than its fair share of airframe

Moscow.

on the unique Kiwi ‘can do’ personality, which

heavy and light maintenance and component

has been deliberately fostered and encouraged

overhaul and repair. However, its relatively

from the top down.”

small fleet sizes have meant its engineering

That isolation restricts mobility of people and skills within the industr y. As a result, many of the people within Air New Zealand have

“To see just how pervasive this fresh

division has also had the opportunity to fill

spent several decades working for the same

approach is, take a look at our in-flight safety

‘white space’ at both its Auckland (widebody)

company — but any suggestion that they must

videos on YouTube. YouTube. Air New Zealand has turned

and Christchurch (narrowbody) bases with

be stuck in a rut couldn’t be further from the

what is normally the most boring bit of a flight

work for external customers.

104


ANZ decided in 2006 to outsour ce core engine maintenance.

“It has been a successful strategy, winning

Air New Zealand Gas Turbines, now ANZGT, and

contracts from both domestic competitors and

focused on building a marine and industrial

overseas carriers,” says Burdon.

business. Applying their aero engine know-how

“It has also ensured we can remain confi-

and expertise in this market soon led to some

dent that our in-house capability remains inter-

eye-catching reliability performance figures,

nationally competitive. And despite the recent

and quickly established the group as a strong

global recession we have continued to grow

player in this market.

and invest in our maintenance facilities at both bases.”

In 2001 what had previously been Air New Zealand’s

successful

JT8/Dart

MRO

in

While this overall strategy of maintaining

Christchurch was established as a joint venture

and growing its engineering capability was

partnership with Pratt & Whitney to form the

endorsed by a 2006 strategic review, the deci-

Christchurch Engine Centre. In 2005 the

sion was taken then to outsource core engine

CHCEC added V2500 engine capability to the

maintenance. Air New Zealand recognised that

existing JT8 and Dart offerings. The CHCEC

continual advances in engine technology and

recently won a five-year contract with Air New

the growing prominence of the OEMs in the

Zealand for MRO of Air New Zealand’s existing

aftermarket and maintenance business were

V2500 fleet.

steering it away from in-house maintenance, so

“Despite several major earthquakes hitting

the decision was made to outsource the over-

Christchurch in the past year, the CHCEC shop

haul of its widebody jet engines.

has continued to deliver Air New Zealand’s

While the airline has also retained full in-

engines impeccably,” says Burdon.

house capability for nacelle/thrust reverser

The CHCEC also provides the airline with

repair and refurbishment and QEC and engine

the Pratt & Whitney ‘EcoPower’ engine core

changes, the outsourced core engine mainte-

washing service at our Auckland airport hub.

nance is managed through a variety of MRO

This closed loop wash system delivers a highly

providers and contract types. These include tra-

controlled core and fan wash that is proving

ditional ‘time and materials’ arrangements

effective at recovering engine TGT margin,

through to comprehensive ‘power by the hour’

reducing an airline’s fuel costs and carbon

deals

emissions dramatically.

with

various

bespoke

contracts

in

between.

If we go much below 20 engines in a given fleet we start to see reductions in cost-effective operation. Accordingly,, we have to be Accordingly quite inventive in securing competitive engine maintenance deals and optimising engine spares, tooling and capability capability.. — Mick Burdon, powerplant business manager, ANZ

Air New Zealand is also growing its APU

As the aero engine shop workforce was

business at its Christchurch base’s base’s component

scaled back, the capability was re-launched as

workshops, adding the A320’s APS3200 capa-


105

The airline has retained in-house capability for nacelle/thrust reverser repair and refurbishment and engine changes.

bility to its line. The APU business aims to dra-

“Competition for engine maintenance con-

matically increase its engine throughput in the

tracts is very keen, especially especially in the mid-ground

coming year.

bespoke contract area, so this is where even a

In addition to its domestic activities Air New

comparatively small player like Air New Zealand

Zealand also has a successful military engine

has looked to strike a good deal, deal,” ” says Burdon.

business in Australia, TAE. After start-up in

“The powerplant engineering team at Air

2000, TAE has now completed successful

New Zealand works closely with Procurement’s

‘through life management’ of the TF30 engines

contract management team to ensure con-

in the RAAF F-111 fleet. This fast-growing busi-

tracts are negotiated to our best advantage.”

ness has also secured a long-term contract with GE supporting t he 404 and 410 engines of

and management of all airworthiness and tech-

the RAAF’s Hornets. Through these and other

nical issues the Air New Zealand powerplant

activities TAE has gained a strong reputation as

engineering team aggressively and actively

a leading military engine MRO business. More

manages the engine fleet to dig out savings

recently TAE has acquired a civil engine busi-

and improvements that will pay back year-on-

ness to extend diversity and expand its opera-

year. It’s far too easy, once the planning’s done,

tions.

to let things take their course and not adjust or

Moving to an outsourced engine mainte-

“We take a lifecycle approach and the loom-

the way Air New Zealand managed its engines

ing fleet changeover, exiting both 747s and

both on and off-wing. Building a strong power-

737s over the next four years, has sharpened

plant engineering team was seen as an

the focus on ensuring maximum utilisation of

absolute necessity. necessity. As for most airlines, engine

engine hours before end-of-lease or sale,” says

maintenance is one of Air New Zealand’s

Burdon. “Detailed planning for the 747 exits

largest single costs. As passenger earnings

began two years earlier and resulted in a num-

are so marginal, managing these engine costs

ber of strategically planned engine changes on

effectively is recognised as a major contributor

these eight aircraft. aircraft.” ”

to the airline’s profitability. As a result Air New

The most recent additions to the Air New

Zealand has been prepared to invest in a

Zealand fleet have been all new GE90-115B

strong engineering capability to ensure value

powered 777-300s.

nance contracts.


even re-plan.

nance model required significant changes to

for money is achieved from our engine mainte-

106

Besides ensuring clear forward planning

“With aircraft and spare engine delivery starting in late 2010 we have a very new fleet

In 2005 the Christchurch Engine Centre added V2500 engine capability to the existing JT8 and Dart offerings.

of engines to consider. These ultra high-value,

That diversity produces an inherent risk of

ultra high-tech assets are currently flying on our

operating below the optimum fleet sizes for

Auckland/Los Angeles/London routes and they

each engine type.

are expected to stay on wing for many years

“If we go much below 20 engines in a given

before removal for any shop maintenance,”

fleet we start to see reductions in cost-effec-

says Burdon. “But we haven’t given ourselves a

tive operation,” says Burdon.

vacation. Instead we’ve spent many months in

“Accordingly, we have to be quite inventive in

intense negotiations with MTU in Hanover to

securing

competitive

engine

maintenance

hammer out a highly tailored engine mainte-

deals and optimising engine spares, tooling

nance contract.”

and capability. One solution is to look for part-

MTU were open to innovation in this con-

nerships, which is exactly the route we are tak-

tract particularly around availability of lease

ing with our latest MRO contracts for the

engines if operational issues caused low or

GE90-115B.”

zero spares or even AOG situations. The result

Air New Zealand’s future Boeing 787-9 fleet,

is an innovative deal, with some similarities to

on the other hand, will be powered by Rolls-

‘power by the hour’, in which MTU will carry out

Royce Trent 1000 engines.

performance

on-condition

“We plan to operate this fleet within a Total

engines based on a flight-hour charge. If and

restoration

of

Care package. This ‘power by the hour’ concept

when Air New Zealand engines require repair

offloads operational and commercial risk from

shop visits between performance restorations,

us as the operator onto the OEM. But there’s

MTU will deliver this on a time-and-material

no free lunch, which makes this option appear

basis. However, any betterment put into the

relatively expensive compared with the time

engine during such repair visits will reduce the

and materials or bespoke MRO contracts,”

hourly cost of the next performance restora-

says Burdon.

tion.

Competition for engine maintenance contracts is very keen, especially in the mid-ground bespoke contract area, so this is where even a comparitively small player like Air New Zealand has looked to strike a good deal. — Mick Burdon

It is a different solution, but it is this ana-

Air New Zealand needs a relatively diverse

lytical approach — building bespoke solutions

fleet to cover its domestic, regional and inter-

for each situation and then managing them

national routes with relatively small numbers of

dynamically — that defines Air New Zealand’s

each aircraft type.

current approach to engine management.

■


107

Glowing solvent Cleaning prior to fluorescent penetrant inspection (FPI) is a critical process for high-reliability components in the repair and overhaul of aircraft engines. Cleaning via vapour degreasing with trichloroethylene (TCE) is a common method which is both simple and effective. However, However, there is a safer alternative, as US chemical manufacturer Petroferm reports.

N

on-destructive testing (NDT) can be

In aviation, NDT is used not only during

defined as the assessment of material

maintenance

integrity without compromising future

investigations, but also during component

use, for example by taking samples for analy-

manufacture, to preclude flaws, and in the

sis. It is a collection of processes used

maintenance and repair of both airframes and

across a number of different industries, such such

engines to detect not only cracks but disbond-

as power generation and construction as well

ing, corrosion, scratches and other problems

as transportation. The simplest form is a

or damage.

visual inspection, aided by remote visual inspection

108


(RVI)

or

accident

There are numerous NDT methods including mechanical and optical inspection, penetrating

borescopes for areas that would be inacces-

radiation, and chemical and analytical testing.

sible

this

This article concerns fluorescent penetrant

method is only useful for superficial problems problems

inspection (FPI), a type of inspection in which

and is heavily dependent upon the skill and

fluorescent dye is used to detect defects on

dedication of the technician.

the

disassembly.

such

post-incident

as

without

equipment

or

However,

surfaces

of

non-porous

materials.

UBM AVIATION

EVENTS CALENDAR 2012

www.ubmaviationnews.com AIRLINE E&M CONFERENCES UBM Aviation’s Aviation’s regional conference series deliver critical intelligence, analysis, opinion and the very latest developments in aircraft and engine maintenance and engineering. The two-day conferences provide the international MRO community with a unique opportunity to meet and interact with a wide range of stakeholders within each region. Airline E&M: India Airline E&M: Middle East Airline E&M: China China Airline E&M: Asia Asia Pacific Airline E&M: Latin Latin America America & Caribbean Caribbean Airline E&M: Central Central & Eastern Eastern Europe Airline E&M: Managing Managing Aircraft Aircraft Maintenance Maintenance Costs

March May 15-16 May September 12-13 September November 14-15 December

Mumbai, India Abu Dhabi, UAE Beijing, China Kuala Lumpur, Malaysia Rio de Janeiro, Brazil Istanbul, Turkey TBC

AERO ENGINE CONFERENCES These unriva unrivalled lled confer conferences ences provi provide de the sector with vital vital updates updates on on the recove recovery ry of the commerc commercial ial aviation aviation sector with a speci specific fic focus focus on aero-engine issues. The two-day conferences and attached workshops feature leading experts who offer essential information on the latest developments in technological, maintenance, materials, financial and leasing issues across the aero-engine market. Aero Engine Engine USA Aero Engine Engine Europe

February 8-9 October 17-18

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LEASING, TRADING & FINANCE CONFERENCES These conferences conferences directly address the critical critical questions and issues issues surrounding this ever changing part part of the aviation landscape. landscape. Key industry players assess the factors affecting financing, values, the development of new equipment and the aviation industry as a whole. Engine Leasing, Trading & Finance Europe Aircraft & Engine Engine Financing Financing & Leasing Leasing USA

May 23-24 October 3-4

London, UK New York, USA

ap&m EVENTS These events provide provide vital information covering the current current issues and developments developments in managing costs costs and inventory in the aviation market. The conferences, which run alongside the ap&m exhibitions, help attendees explore and examine best practice with contemporaries, identify strategies to improve supply chain for maximum efficiencies, gain practical solutions to help balance costs, and join in the debate with leading industry figures. ap&m Conference & Expo ap&m USA Expo & Conference

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For more information on sponsoring, speaking or exhibiting at any of the above events please contact the UBM Aviation team below: CONFERENCES Michael A. Oakes UBM Aviation Events T:: +44 (0)20 7579 8278 T E: [email protected]

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Components requiring this type of inspection include turbine blades, casings, disks and spin-

Table 1: Comparison of TCE and LENIUM ES Properties

ners. During inspection of these components,

TCE

surfaces must be free of any contamination

LENIUM ES

that could potentially mask defects. Ultimately, cleaning processes safeguard an aircraft from defective parts, which inflate maintenance costs and threaten safety safety..

Fluorescent penetration In penetrant inspection, an NDT method

Base Chemistry

Chlorinated Solvent

Brominated Solvent

Boiling Point

189°F (87°C)

154°F (68°C)

Flash Po Point

Non-Flammable

Non-Flammable

Vapour Pressure

61mm Hg @ 20ºC

111mm Hg @ 20ºC

Exposure Limits

ACGIH 10ppm

Mnf 25ppm ACGIH 10ppm

SNAP Approved

Yes

Yes

NESHAP 1

Regulated

Not regulated

HAP

Yes

No

RCRA2 Hazardous waste

Yes

No

based on the capillary action of liquids, a solution of visible or fluorescent dye is applied to the test object, before the excess solution is removed to highlight any breaks in the surface. A developer is used to draw the penetrant out of the defects. Visible dyes rely on colour contrast between the penetrant and the developer, while fluorescent dyes are activated by ultraviolet light. The Zyglo fluorescent penetrant process, supplied by Magnaflux, a division of ITW, provides a series of process chemicals (including penetrant and developer powders) which are used on metal parts to detect cracks or other imperfections that could cause product failure. This FPI process is sometimes referred to as

1 National Emissions Standards for Hazardous Air Pollutants 2 Resource Conservation and Recovery Act

non-destructive testing (NDT) as it allows the inspection of parts using non-invasive methods. The purpose of cleaning prior to FPI is to remove all metalworking fluids — coolants, sludge and oils — and debris embedded in the pores and cracks of a component that would prevent the penetrant from entering the defect. A number of cleaning processes have been used to prepare components for inspection including: manual cleaning using petroleumbased solvents such as acetone, methyl ethyl ketone (MEK), toluene and mineral spirits; vapour degreasing with hydrochlorofluorocarbons (HCFCs), chlorinated solvents such as trichloroethylene

Table 2: Cleansing Conditions for Testing Cleaning Process Testing Temperature Product Description

(TCE),

perchloroethylene

(PERC) and methylene chloride (MC); and aque-

Operating Parameters

ous cleaning processes. Vapour degreasing with TCE has been a simple and effective cleaning method used for decades. However, However, TCE is categorized as a hazardous air pollutant by the US Environmental Protection Agency (EPA) and is also a suspected carcinogen.

TCE

LENIUM ES

110

Vapour Degreasing Vapour Degreasing


Current 189ºF (87ºC) Process New 154ºF (68ºC) Process

Metal components immersed in boil sump for for 5 minutes, 5 minute immersion in in rinse sump, 1 minute vapour zone.

Therefore a US manufacturer of precision castings wished to change to a safer alternative. Working with Petroferm, an alternative to TCE was investigated. The purpose of this investigation was to identify a suitable alternative to TCE prior to the Zyglo process. Firstly, it was important to find a solvent that could perform as good, or better than TCE.

Secondly an alternative would have to be com-

Method D Hydrophilic

patible with existing vapour degreasing equipment.

The

third

criterion

was

better

environmental, health, and safety properties than TCE.

APPLY PENETRANT (MAGNAFLUX ZL-27A)

DWELL

PRE-RINSE

DRY DEVELOPER (MAGNAFLUX ZP-4B)

DRY

POST-RINSE (CLEAN WATER)

APPLY REMOVER (MAGNAFLUX ZR-108B)

DWELL

INSPECTION

NO POST CLEAN

CLEAN IN LENIUM ES

The solvent selected for testing was Lenium ES, a non-flammable vapour degreasing solvent with a boiling point of 154ºF (68ºC). This product is considered a ‘drop-in’ replacement for TCE since it can be used in the same equipment requiring only minimal setting changes.

Test component preparation The cleaning procedure for metal components at the castings manufacturer was a typical two sump, three-stage vapour degreasing process using TCE. The cleaned components were inspected immediately after degreasing using the Zyglo process. Upon passing inspection, the components were further processed into the final product. For this study, a series of four cleaning tests were completed over a six-month period at an off-site location. For each test run, the ability to clean a sample size of at least 200 components was evaluated. Each test component

process in accordance to AMS 2644 using the

was produced in-house to best emulate the

following type, method, sensitivity level, and

customer’s

form: Type I — Fluorescent Dye (MAGNAFLUX

conditions

and

requirements,

including saturation in cutting oils and metal

ZL

fines as a result of the normal manufacturing

Hydrophilic (MAGNAFLUX ZR-10B), Sensitivity

-27A),

Method

D

Post

Emusifiable

process. Each test component was then

Level 3 — High, Form a- Dry powder (MAG-

stacked and racked in baskets used in the cur-

NAFLUX ZP-4B). The flow chart above outlines

rent degreasing process. The test components,

the steps taken.

once cleaned, were then inspected by the customer using the Zyglo process. All of the test components were subjected to the same

Results Since the customer’s internal rejection criteria is proprietary, no actual test data is avail-

pass/fail rating as TCE-cleaned parts.

able for this ar ticle. The customer did, however, however,

Cleaning product and process

verify that the test results from the Lenium ES binary

cleaning trials demonstrated that Lenium ES

azeotrope solvent cleaner that is comprised of

was able to indicate component flaws, as deter-

Significant New Alternatives Policy (SNAP)

mined by the Zyglo fluorescent penetrant

approved materials, was utilised in this study.

process and ASTM standards, as good as and

This product has proven to be highly effective in

in some cases better than TCE.

Lenium

ES,

a

non-flammable,

removing oils, greases and particulates. It has

The primary goal of the evaluation was to

broad compatibility with metallic alloys and

determine if an alternative vapour degreasing

many common plastics.

solvent with preferred environmental, health

In all cases, the test components cleaned in

and safety properties could replace TCE for

Lenium ES were subjected to the same three-

cleaning prior to the Zyglo fluorescent pene-

step vapour degreasing procedure as TCE. This

trant process. The precision casting manufac-

involves washing by immersion in the boil

turer found the detection results conclusively

sump; rinsing through immersion in the rinse

demonstrated that Lenium ES could clean

sump; and drying by suspension in the vapour

metal castings as well as, and in some cases

zone. The description of the cleaning parame-

better than, TCE prior to the Zyglo fluorescent

ters for each test can be found in Table 2.

inspection process.

Vapour degreasing testing was conducted at

In addition, Lenium ES is considered a drop-

an equipment vendor site under the supervi-

in replacement for TCE as it is used in the

sion of a Petroferm representative and the cus-

same equipment requiring only a temperature

tomer.

setting change. Finally, the use of Lenium ES

Once cleaned, all test components were subjected to the Zyglo fluorescent penetrant

In penetrant inspection a solution of visible or fluorescent dye is applied to the test object, before the excess solution is removed to highlight any breaks in the surface. Visible dyes rely on colour contrast between the penetrant and the developer developer,, while fluorescent dyes are activated by ultraviolet light.”

will significantly improve environmental, health and safety conditions within the plant.

■


111

Engine overhaul directory — worldwide Company

Address

Contact details

Types (commercial)

Checks

Test cells

THE AMERICAS - OEMS GE Aviation, Ser vices

GE Aviation, Ser vices - Strother 4th and A Streets - Strother Field Arkansas City Kansas 67005 USA

Cristina Seda-Hoelle CFM56-2, -3, -5, -7 GM CF34-All T (1) 620 442 3600 CT7-All F (1) 620 442 9003 E-mail: [email protected] www.geaviation.com

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

Five test cells

GE Aviation, Ser vices

GE Aviation, Ser vices - Celma Rua Alice Her ve 356 Pet ro ropolis, Rio de de Ja Janeiro Brazil 25669-900

Julio Talon GM T (5 (55) 24 24 22 2233 44 4401 F (55) 24 2233 4263 E-mail: julio.talon@g [email protected] e.com www.geaviation.com

HSI, MC, MO, OH HSI, MC, MO, OH

Two test cells


On-Wing Suppor t Cincinnati 3000 Earhar t Ct. Ste 100, MD W21 Hebron Kentucky 41048 USA

Kathr yn MacDonald CFM56-All Business leader CF34-All T (1) 859 334 4015 CF6-All F (1) 859 334 4005 GE90-All E-mail: kathr [email protected] GE GEnx-All http://www.geaviation.com/services/ GP7000-All maintenance/ows/

HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC


On-Wing Suppor t Dallas 3010 Red Hawk Drive. Suite 100-A Grand Prairie Texas 75052 USA

Joel Corbitt CFM56-All Business leader CF34-All T (1) 214 960 3323 CF6-All http://www.geaviation.com/services/ GE G E90-All maintenance/ows/ GEnx-All GP7000-All

HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC

Honeywell Aerospace

1300 West Warner Road 1207-1 Tempe, AZ 85284 USA

Bill Wright ALF502 HSI, MC, MO, OH Director, Mechanical Technical Sales ALF507 HSI, MC, MO, OH Air Transpor t and Regional Honeywell APUs T (1) 480 592 4182 Honeywell Wheel and Brakes E-mail: E-ma il: bill.wright bill.wright@Hon @Honeyw eywell.c ell.com om Hone Honeywel ywelll Mecha Mechanical nical Components Components

28 test cells

Pratt & Whitney Global Engine Ser vices Connecticut Engine Solutions

400 Main St East Har tford CT 06108 USA

Kevin Kearns F117/PW2000 all General sales manager PW4000 all T (1) 860 565 2566 F (1) 860 755 9959 E-mail: [email protected] www.pw.utc.com


Eight test cells

Pratt & Whitney Engine Ser vices (Columbus Engine Center)

8801 Macon Road PO Box 84009 Columbus GA 31908 USA

Kevin Kearns General sales manager T (1) 860-565-2566 E-mail: [email protected] www.pw.utc.com

V2500-A5 F117, PW 2000

HSI, MC, MO, OH

Test cell

Pratt & Whitney Canada

St Huber t Ser vice Center 7007 Chemin de la Savane St-Hubert Quebec J3Y 3X7 Canada

Brian Rinkevicius Manager, Cust. Ser vice Marketing T 450 647 7543 E-mail: [email protected] www.pwc.ca

PT6A, B, C, T PW100 PW150A PW200 ST6, ST6L series ST18

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

Test cell

Snecma America Engine Ser vices

Acceso IV no.6 Int. A Fracc. Industrial Benito Juarez 76120 CP Queretaro Mexico

Wilfried Theissen GM T (52) 442 296 5600 F (52) 442 296 5624 E-mail: [email protected] www.snecma.com

CFM56-5A, CFM56-5B, CFM56-7B

HSI, MC, MO, OH

Test cell

Rolls-Royce Brazil

Rua Dr. Cincinato Braga, 47 Alessandro David Cinto Bairro Planalto Customer business director São Bernardo do Campo - São Paulo T (55) 11 4390 4804 CEP09890-900 F (55) 11 4390 4898 Brazil

AE3007 All M250-All TAY650-15 T56 Series II,III Trent 700

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC

Three test cells

Rolls-Royce Canada

9500 Côte de Liesse Road Lachine, PQ, QuÈbec H8T 1A2 Canada

Rolls Royce On Wing Care Ser vices (in field, on/off-wing maintenance)

112

2135 Hoffman Road Indianapolis, IN 46241 USA


CFM56-3, -5, -7 CF6-80C2, -50

Diana Hargrave AE3007 VP programmes BR710 T (1) 514 828 1647 Spey F (1) 514 828 1674 Tay Email:Yves-Alexandre.Comeau @rolls-royce.com Email: [email protected] V 25 2500 www.rolls-royce.com John Bolen Acting Director and GM Tel: 317-240-1221 Tel: 317-213-0164 [email protected]

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

AE2100 HSI, MC, AE3007 all HSI, MC, BR 700 Series, 710,715,725 HSI, MC, RB211 all HSI, MC, Tay 611 HSI, MC, Trent Tre nt 500, 500,700,8 700,800,9 00,900,10 00,1000 00 HSI, MC,

Engine overhaul directory — worldwide (cont...) Company

Address

Contact details

Types (commercial)

Checks

Test cells

THE AMERICAS - AIRLINES American Airlines (AA Maintenance Ser vices)

3900 N. Mingo Road Tulsa, OK USA

David Smith Manager, powerplant marketing T (1) 918 292 2567 M (1) 918 289 7368 F (1) 918 292 6734 E-mail: david.smi [email protected] [email protected] www.aa-mro.com

JT8D-217/219 CF6-80A/-80C2 CFM56-7 Honeywell APUs

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH OH

Four engine test cells Two APU test cells

BizJet International (subsidiar y of Lufthansa Technik)

3515 North Sheridan Tulsa OK 74115-2220 USA

Pete DuBois VP sales and marketing T (1) 918 831 7628 F (1) 918 832 8627 E-mail: [email protected] www.bizjet.com

TFE731 JT15D CF34 CJ610 CF700 Spey Tay

H.S.I. HSI, MC, MO, OH H.S.I. HSI, MC, MO, OH HSI, MC, MO, OH Repair, Mid-life, OH Repair, Mid-life, OH

Two test cells

Delta TechOps

Dept 460 1775 Aviation Blvd Atlanta Hartsfield International Airpor t, Atlanta GA 30320 USA

Jack Turnbill VP, technical sales and marketing T (1) 404 773 5192 F (1) 404 714 5461 E-mail: ser [email protected] www.deltatechops.com/

CFM56-3 CFM56-5 CFM56-7 CF34-3A/B CF34-8C CF6-80C2B1/B1F CF6-80C2B2/B2F CF6-80C2B4/B4F CF6-80C2B6/B6F CF6-80C2B7F CF6-80C2B8F CF6-80C2D1F JT8D-219 PW2000 PW4000-94 GTCP 131-9B GTCP 131-200

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

Four engine test cells APU test cell

Lufthansa Technik AERO Alzey Ser vice Center Tulsa

3515 North Sheridan Road Tulsa Oklahoma OK 74115 USA

Andreas Kehl VP marketing and sales T (49) 6731 497 118 F (49) 6731 497 333 E-mail: a.kehl@lhae [email protected] ro.com www.lhaero.com

CF34-3 series CF34-8 series CF34-10E

HSI, MC, MO HSI, MC, MO HSI, MC, MO

TAP Maintenance and Engineering Brazil

Marketing and Sales Estrada das Can·rias, 1862 21941-480 Rio de Janeiro / RJ Brazil

Ricardo Vituzzo PW118/A/B Sales GM PW120/A Tel: (+55 21) 3383 2782 PW121 Fax: (+55 21) 3383 2047 PW125B E-mail: [email protected] P W1 W127 www.tapme.com.br T56


Two test cells

United Ser vices

United Ser vices Maint. Center San Francisco Intíl Airpor t Building 74 - SFOUS San Francisco CA 94128 USA

Barbara Petino PW2000 Sales and Marketing PW4000 (all) T (1) 650.634-7650 E-mail: [email protected] www.unitedsvcs.com


Two test cells (all listed engines)

HSI, MC, MO, OH HSI, MC, MO, OH light HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

Two test cells

THE AMERICAS - INDEPENDENTS Aveos Fleet Performance

7171 Cote Ver tu Ouest Zip 8040 Dor val (Québec) H4S 1Z3 Canada

Jim Andrews VP and GM, engine solutions T (1) 514 828-3517 F (1) 514 945-3830 [email protected] [email protected] (514 828 3560)

CF34-3 series CF34-8 series CF34-10 CFM56-2 series CFM56-3 series CFM56-5 series JT9D-7 (A-J), JT9D-7R4 (D/E)

Aeromaritime America (ITP)

4927 E. Falcon Drive Mesa AZ 85215-2545 USA

Anita L. Goodwin RR M250-All series GM PW200 T (1) 480 830 7780 F (1) 480 830 8988 E-mail: agoodwin@a [email protected] eromarusa.com www.aeromarusa.com

HSI, MC, MO, OH Ser vicing

Test cell N/A

APECS Engine Center

13642 SW 142nd Avenue Miami FL 33186 USA

Fred Laemmerhir t Director T 305 255 2677 F 305 255 0277 E-mail: [email protected] www.a-pecs.com

JT8D (all) JT8D-7B JT8D-9A JT8D-15, -15A JT8D-17, -17A, -17AR JT8D-200 series

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH Gearbox overhaul

Test cells available On-wing repairs C7 blade blending Hushkit installations QEC Installs/swaps

Atech Turbine Components

1 St Mark Street Auburn MA 01501 USA

Jay Kapur GM T (1) 508 721 7679 F (1) 508 721 7968 E-mail: [email protected] www.atechturbine.com

JT15D PT6 PW100 PW200 PW500

OH OH OH OH OH

Component OH & repair only


113

Engine overhaul director directoryy — worldwide (cont...) Company

Address

Contact details

Types (commercial)

Checks

Test cells

Complete Turbine Ser vice

Turbine Engine Ser vices 3300 SW 13th Avenue Ft. Lauderdale Florida 33315 USA

Konrad J. Walter President/member Ed Blyskal VP marketing and sales Mike Bar tosh VP-Mtc operations T (1) 954 764 2616 F (1) 954 764 2516 www.completeturbine.com

CF6 series CF34 Series CFM56 series JT3D series JT8D series JT9D series PW2000 series PW4000 series RB211 Series RR Tay Series RR BR710 V2500 Series Honeywell Series APU

BSI, EMG, FS, HIS, MC, MPA, OH, QEC, TCI BSI, EMG, FS, HIS, MPA, MC, QEC, TCI BSI, EMG, FS, HIS, MC, MPA, QEC, TCI, BSI, FS, HSI, MC, TCI EMG, MPA, QEC BSI, EMG, FS, HSI, MC, MPA, QEC, TCI BSI, EMG, FS, HSI, MC, MPA, QEC, OH, TCI BSI, EMG, FS, MPA, QEC BSI, EMG, FS, MC, MPA, QEC BSI, EMG, FS, MC, MPA, QEC BSI, EMG, MPA, QEC BSI, EMG, MPA BSI, EMG, FS, MPA, QEC

Dallas Airmotive (BBA Aviation)

900 Nolen Drive Suite 100 Grapevine TX 76051 USA

Christopher Pratt Dir. marketing & strategic planning T (1) 214 956 2601 F (1) 214 956 2825 E-mail: [email protected] www.BBAAviationERO.com

PW100 PT6A & T JT15D TFE731 RR model 250/T63/T703 Spey Tay ALF502 CFE738 CF34 CJ610/J85 HTF7000 RE100 PW300 PW500 GTCP model 36 APU

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC HSI, MC HSI, MC, MO, OH MC MC HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

7 test cells in Dallas, TX 4 test cells in Neosho, MO Test cell in Charlotte, NC Five test cells in Por tsmouth, UK

FJ Turbine Power

8195 West 20th Ave. Hialeah Florida 33014 USA

Jose Gomez de Cordova CEO E-mail: [email protected] Manny Castanedo VP and General Manager E-ma mail il:: ma mann nnyf yfjt jtp p@a @aol ol..co com m Charlie Rey Sr. VP Marketing & Logistics E-mail: [email protected] Vernon Craig VP Marketing E-mail: [email protected] T (1) 305-820-8494 F (1) 305-820-8495 C (1) 954-593-9988 www.fjturbinepower.net

CFM56-3 (all series) JT8D-7, -7B, -9A,-15, -15A JT8D-17, -17A, -17AR JT8D-209, -217, -217A, -217C JT8D-219 JT8D JT 8D gear arbo boxe xess CFM56-5B & 5C


One test cell (JT8D engines) 24/7 AOG field for customers

HSI, MC, MO, OH

ITR

Acceso IV No 6 Zona Industrial Benito Ju·rez CP 76120 Querétaro, Qro. Mexico

Emilio Otero CEO E-mail: [email protected] Julio RamÌrez Commercial director E-mail: [email protected] [email protected] T (52 + 442) 296 3915 / 00 F (52 + 442) 296 3906 / 08 www.itrmexico.com.mx

JT8D-STD JT8D-200 TPE-331

HS1, ESV1/2, EHM, MO, MC, OH Two test cells HS1, ESV1/2, EHM, MO, MC, OH HSI, CAM, MO, MC

Kelly Aviation Center

3523 General Hudnell Drive San Antonio Texas 78226 USA

Frank Cowan Director, business development T (1) 210 928 5052 C (1) 210 827 5275 F (1) 210 928 5470 E-mail: [email protected] www.kellyaviationcenter.com

CF6-50

HSI, MC, MO, OH

Four large engine turbofan cells with one capable of afterburner operation, Four turboprop/ turboshaft cells

Marsh Aviation

5060 East Falcon Drive Mesa AZ 85215-2590 USA

Floyd Stilwel TPE331 President T76 T (1) 480 832 3770 F (1) 480 985 2840 E-mail: stilwell@mars [email protected] haviation.com www.marshaviation.com

HSI, OH HSI, OH

TPE331 T76

MTU Maintenance Canada

6020 Russ Baker Way Richmond BC V7B 1B4 Canada

Ralf Schmidt CEO and president T (1) 604 233 5755 F (1) 604 233 5719 E-mail: info@mtucana [email protected] da.com www.mtu-canada.com

CF6-50 CFM56-3

HSI, MC, MO, OH MC

Test cell

NewJet Engine Ser vices

13945 SW 139 Cour t Miami FL 33186 USA

Muazzi L. Hatem VP sales T (1) 305 256 0678 F (1) 305 256 0878 E-mail:[email protected] www.newjet.net

JT8D-7B, -9A, -11, -15, -15A JT8D-17, -17A, -17AR JT8D-209 JT8D-217, -217A, -217C JT8D-219

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

Test cells available

114



Address

Contact details

Types (commercial)

Checks

Test cells

Patriot Aviation Ser vices

9786 Premier Parkway Miramar FL 33025 US A

Virgil Pizer T (1) 954 462 6040 F (1) 954 462 0702 E-mail: [email protected] www.patriotaviation.com

JT3D series JT8D series JT8D-200 series JT9D series CF6 series CFM56 series CF34 series V2500 series PW2000 series PW4000 series TAY series RB211 series BR700 series T56 series AE2100 series APU/GTC all series

HSI, MO, OH, Global capability HSI, MO, OH HSI, MO, OH HSI, MO, OH HSI, MO, OH HSI, MO, OH HSI, MO, QEC HSI, MO, QEC HSI, MO, QEC HSI, MO, QEC HSI, MO, QEC HSI, MO, QEC HSI, MO, QEC HSI, MO, QEC, BSI HSI, MO, QEC, BSI BSI

Prime Turbines

630 Barnstable Road Barn Ba rnst stap aple le Mu Muni nici cipa pall Ai Airp rport ort Hyannis MA 02601 US A

Jack Lee Custom Cust omer er se servi rvice ce ma mana nage gerr T (1) 508 771 4744 F (1) 508 790 0038 E-mail: [email protected] www.prime-turbines.com

PT6 all

HSI, OH

Test cell

StandardAero

Corporate Offices 1524 West 14th Street #110 Tempe Arizona 85281-6974 US A

Mike Turner Dir. mktg and corp communications T (1) 480 377-3195 F (1) 480 377-3171 E-mail: [email protected] www.standardaero.com

AE2100 AE3007 CF34-3/-8 CFM56-7 GTCP 36, GTCP85, RE220, APS2300 Model 250 PT6A PW100 PW600 T56/501D TFE731 TPE331

MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH Full MRO cap. Full MR MRO ca cap. HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

Test cells for all dis played engine types available

Texas Aero Engine Ser vices (JV, American Airlines and Rolls-Royce)

2100 Eagle Parkway For t Wor th TX 76177 US A

Jim Holmes Trent 800 Senior manager, customer business RB RB211-535 T (1) 817 224 1042 F (1) 817 224 0043 E-mail: j.holmes@taesl [email protected] .com www.taesl.com


Trent 800 RB211-535

TIMCO Engine Center

3921 Arrow Street Oscoda MI 48750 US A

Dennis Little JT8D series GM JT8D-200 series T (1) 989 739 2194 ext 8532 JT8D series F (1) 989 739 6732 JT8D-200 series E-mail (1 (1): De [email protected] CF CFM56-3/-5/-7 E-mail (2): [email protected] www.timco.aero

HSI, MC, MO, OH HSI, MC, MO, OH On wing On wing On wi wing

Test cell for JT8D series JT8D-200 series

Timken Overhaul Ser vices

3110 N Oakland St Mesa, Az 85215-1144 US A

Larry Batchelor PT6A Series Sr Product Sales Manager PT6T Series T (1) 480 606 3011 T53 F (1) 480 635 0058 E-mail: larry.batch [email protected] [email protected] www.timken.com/mro


Test cell for all listed engines Fuel control overhaul

Turbine Engine

8050 NW 90th St Miami FL 33166 US A

Guillermo Galvan President T (1) 305 477 7771 F (1) 305 477 7779 E-mail: Galvan@turbi [email protected] neengine.com

JT3D JT8D-1-17R JT8D-200



United Turbine

8950 NW 79 Ave. Miami FL 33166 US A

Ali Mozzayanpour President T (1) 305 885 3900 F (1) 305 885 0472 E-mail: pt6@unitedturb [email protected] ine.com www.unitedturbine.com

PT6A & T

HSI, MC, MO, OH

Dynamometer Test cell

Vector Aerospace Engine Ser vices - Atlantic

PO Box 150 Hangar 8 Slemon Park Summerside PE Canada C1N 4P6

Tim Cox VP engine & component sales T (1) 817 416 7926 F (1) 817 421 2706 E-mail: [email protected] www.vectoraerospace.com

PW100 PT6A JT15D 307A 308A/C 30



Wood Group Turbopower

4820 NW 60th Ave Miami Lakes FL 33014 US A

Rana Das VP, GM T (1) 305 423 2300 F (1) 305 820 0404 E-mail: [email protected] www.woodgroupturbopower.com

T56/501D PT6A PT6T ST6 APU


T56/501D PT6A prop cell PT6T dyno cell T56 prop cell 90,000ft2 facility


115


Address

Contact details

Types (commercial)

Checks

Test cells


GE Aviation, Ser vices - Wales Caerphilly Road, Nantgarw Cardiff, South Glamorgan South Wales, UK, CF15 7YJ

Adrian Button GM T (44) 1443 847435 F (44) 1443 847361 E-mail: adrian.button@ae. [email protected] ge.com www.geaviation.com

CFM56-3, -5, -7 GE90-All GP7000-All RB211-524, 535


Four test cells


GE Aviation, Ser vices - Caledonian Prestwick International Airpor t Prestwick, Ayrshire Scotland, UK, KA9 2RX

Alan Kelly GM T (44) 1292 673254 F (44) 1292 673001 E-mail: alan.kelly@ [email protected] ge.com www.geaviation.com

CF6-All GEnx-All


One test cell


On-Wing Suppor t London Unit 4, Radius Park, Faggs Road London Heathrow Airpor t Feltham, Middlesex, TW14 0NG UK

David Dring Business leader T (44) (0) 208 917 3258 F (44) (0) 208 893 7106 E-mail: [email protected] http://www.geaviation.com/services/ maintenance/ows/

CFM56-All CF34-All CF6-All GE90-All GEnx-All GP7000-All RB211

HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC

Honeywell Aerospace (UK)

65 President Way Luton Airpor t Luton LU2 9NB UK

John Page ALF 502 Customer and prod. suppor t leader LF 507 T (44) 1582 393 811 F (44) 1582 420 253 E-mail: john.page6@hone [email protected] ywell.com www.honeywell.com

IC03, MC, MO, OH IC03, MC, MO, OH

Pratt & Whitney Canada Customer Service Centre Europe

Dr.-Ernst-Zimmermann-Str. 4 14974 Ludwigsfelde Germany

Clemens Linden GM T (49) 3378 824 801 F (49) 3378 824 840 E-mail: [email protected] Steve Dicks Commercial manager T (44) 2380 461 260 F (44) 2380 461 270 E-mail: [email protected] www.pwc.ca

PT6A PW200 PW300 PW500


Pratt & Whitney Engine Ser vices (Norway Engine Center)

N-4055 Stavanger Airport Norway

Helge Nesveg General sales manager T (47) 51 64 20 16 F (47) 51 64 20 01 E-mail: helge.nesvag@pw [email protected] .utc.com www.pw.utc.com

CFM56-3, -7B, -5B

HSI, MC, MO, OH

Pratt & Whitney Engine Ser vices (Turkish En Engine Center)

Pratt & Whitney THY Teknik Aykut Tutucu Uçak Motor Bakimi Merkezi General sales manager “Turkish En Engine Center” T (90) 21 216-585-4810 Sabiha Gokcen Gokcen Uluslararasi Uluslararasi Havalima Havalimani ni F ( 90) 216-585-48 -05 34912 Pendik E-mail: [email protected] Istanbul , Turkey www.pw.utc.com

CFM56-3, -5B, -5C, -7B V2500-A5

HSI, MC, MO, OH

Rolls-Royce Gas Turbine Ser vices East Kilbride

Mavor Avenue East Kilbride G74 4PY UK

Geoffrey Grier V2500 Head of Customer Business Tay T (44) 1355-277349 AE2100 F (44) 1355-277608 BR710 E-mail: geoffrey geoffrey.grier@rolls-royce [email protected] .com www.rolls-royce.com


Rolls Royce On Wing Care Ser vices (in field, on/off-wing maintenance)

PO Box 31 Derby, DE24 8BJ UK

Marc Drew AE2100 all Head of field ser vices AE3007 all T: +44 1332 243481 BR700 all T: +44 1332 244797 IAE V2500 email: ma [email protected] RB211 al all email: on-wing [email protected] Ta T ay all Trent all

HSI,MC HSI,MC HSI,MC HSI,MC HSI,MC HSI,MC HSI,MC

Snecma

10, Allée du Brévent CE1420 Courcouronnes 91019 Evr y Cedex France

Roupen Karakachian VP sales E-mail: [email protected] Telephone : + 33 1 60 59 84 61

CFM56-2A/2B/2C CFM56-3 CFM56-5A/5B/5C CFM56-7B GE90 (HPC compressor) LARZAC M88 TYNE CFM56 parts repair

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH MO HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

Villaroche, 5 cells for engines dev. up to 120,000lb of thrust Chatellerault/props up to 6000HP (Tyne) and low-power t/jets

Snecma Ser vices Brussels

Batiment 24B - Local 101 Brussels airpor t 1930 Zaventem Belgium

Bruno Michel CE O T (32) 2 790 45 00 F (32) 2 790 47 99 E-mail : br uno.michel@snecm [email protected] a.be

CFM56-2 CFM56-3 CFM56-7B CFM56 par ts repair


One test cell

EUROPE - OEMS

116


Honeywell test cells ALF 502 LF 507

Test cells for listed engines

Up to 120,000lb


Address

Contact details

Types (commercial)

Checks

Test cells

Air France Industries (AFI KLM E&M)

BP7 Le Bourget Aeropor t 93352 Le Bourget Cedex France

Rob Pruim VP Sales International T (31) 20 649 1100 F (31) 20 648 8044 E-mail: [email protected] www.afiklmem.com

CFM56-5A, -5B, -5C CFM56-3, CFM56-7 CF6-50 CF6-80A, -80C2, -80E1 GE90


Test cell up to 100,000lb CFM56 CF6 GE90

Alitalia Maintenance Systems

Leonardo da Vinci Airport Piazza Almerico da Schio 00050 Rome-Fiumicino Italy

Oreste Murri CF6-50 C2/E2 Manager of marketing & sales CF6-80 C2 T (39) 06 6543 5236 CFM56-5B F (39) 06 6543 5111 M†(39) 335 7389 719 E-mail: murri.oreste@ali [email protected] taliaservizi.it E-mail: ams@alitalia [email protected] servizi.it www.alitaliamaintena www.al italiamaintenancesystems.it ncesystems.it


CF6 test cell

Finnair Engine Ser vices

Finnair Technical Ser vices Helsinki-Vantaa Airpor t DE/83 01053 FINNAIR Finland

Mika Hänninen VP sales and marketing T (358) 9 818 6443 F (358) 9 818 6900 [email protected] www.finnairtechnicalservices.com

HSI, MC, MO, OH HSI, MC, MO, OH MC

Turbofan up to 100,000lb

Iberia Maintenance

Madrid-Barajas Airpor t La Muñoza. Edif. Motores E-28042 Madrid Spain

José Luis Quirós Cuevas CFM56-5A, -5B, -5C Commercial & development director CF CFM56-7B T (34) 91 587 5132 CF34-3A1, -3B1 F (34) 91 587 5884 JT8D-217, -219 E-mail: [email protected] RB211-535E4, -535C37 www.iberiamaintenance.com


Three test cells 1 up to 100,000lb 2 for JT8D

KLM Engineering & Maintenance (AFI KLM E&M)

Dept SPL / TQ PO Box 7700 Schiphol Airpor t 1117 ZL Amsterdam Netherlands

Rob Pruim VP sales international T (31) 20 649 1100 F (31) 20 648 8044 E-mail: [email protected] www.afiklmem.com

CFM56-5A, -5B, -5C CFM56-3, CFM56-7 CF6-50 CF6-80A, -80C2, -80E1 GE90


Test cell up to 100,000lb CFM56 CF6 GE90

Lufthansa Technik

HAM TS Weg beim Jaeger 193 Hamburg D-22335 Germany

Walter Heerdt SVP marketing & sales T (49) 405070 5553 F (49) 405060 8860 E-mail: [email protected] www.lufthansa-technik.com

JT9D, -7A, -7F, -7J, -7Q, -7R JT9D-59A, JT9D-70A PW4000-94, PW100, PW150 ALF502/LF507 CF6-80C2 CF6-80E1 CFM56-2, -3, -5, -7 V2500 -A5, -D5 CF34, -3, -8, 10 PW100 PW150 Trent 500 Trent 700 Trent 900 Spey Tay 611 RB211 - 535 TFE 731

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

Six test cells up to 100,000lb Airline suppor t teams Total engine suppor t Spare engine coverage On-spot borescope Engine lease HSPS

Lufthansa Technik AERO Alzey

Rudolf-Diesel-Strasse 10 D-55232 Alzey Germany

Andreas Kehl VP marketing and sales T (49) 6731 497 118 F (49) 6731 497 333 E-mail:[email protected] www.lhaero.com

PW100 series PW150 series CF34-3 series CF34-8 series CF34-10E


Two test stands for PW100,-150, 901A, CF34-3/-8 series / CF34-10E

Lufthansa Technik Airmotive Ireland

Naas Road Rathcoole Co. Dublin Ireland

Paul Morgan Commercial manager T (353) 1 401 1109 F (353) 1 401 1344 E-mail: paul.morgan [email protected] @ltai.ie www.ltai.ie

JT9D-7A/F/J JT9D-7Q/70A/59A CFM56-2, -3, -7 V2500-A5


V2500 JT9D CFM56

Lufthansa Technik Switzerland

P.O. Box CH-4002 Basel Switzerland

Thomas Foth Director sales & marketing T (41) 61 568 3070 F (41) 61 568 3079 [email protected] www.lht-switzerland.com

ALF502/LF507

HSI, MC, MO, OH

N3 Engine Overhaul Ser vices

Gerhard-Hoeltje Str. 1 D-99310 Arnstadt Germany

Wolfgang Kuehnhold Trent 500 GM Trent 700 T (49) 3628 5811 211 Trent 900 F (49) 3628 5811 8211 E-mail: wolfgang.kuehn [email protected] [email protected] www.n3eos.com

EUROPE - AIRLINES

CFM56-5B CF6-80C2 PW2037/2040


Test cell for Trent 500/700/900 up to 150,000lb


117


Address

Contact details

Types (commercial)

Checks

Test cells

TAP Maintenance & Engineering

Marketing and Sales P.O. Box 50194 Lisbon Airpor t 1704-801 Lisbon Por tugal

Carlos Ruivo VP Marketing and Sales T (+351) 21 841 5975 F (+351) 21 841 5913 E-mail: [email protected] www.tapme.pt

CFM56-3 CFM56-5A/5B/5C CFM56-7B JT8D (standard) RB211-524B4 RB211-524D4 CF6-80C2

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

Test cell up to 100,000lb

Turkish Technic

Turkish Technic Inc. Atatur k Int ílíl Air po por t Gate B 34149 Yesilkoy Istanbul Turkey

Altug Sokeli Technical mar ke keting & sales mgr T (90) 212 463 63 63 ext. 9223 F (90) 212 465 25 21 [email protected] [email protected] www.turkishtechnic.com

CFM56-3 Series CFM56-5A/ -5B/ -5C Series CFM56-7B CF6-80A Series CF6-80C2 LF507-1F V2500


Test cells for all lis engines

One test cell

EUROPE - INDEPENDEN INDEPENDENTS TS Aeromaritime Mediterranean (ITP) 7, Industrial Estate Hal Far BBG 06 MALTA

Mario Mazzola M250-all series MD T (356) 21 65 1778 F (356) 21 65 1782 E-Mail: mario.mazzola@ [email protected] aeromaritime.com www.aeromaritime.com

HSI, MC, MO, OH

Air Atlanta Aero Engineering

Mar tin O’Boyle T (353) 61 717780 F (353) 61 717709 E-mail: [email protected] www.airatlanta.ie

CF6-80 JT8D CFM56 RR Tay RB211 JT9D

On-wing repairs On-wing repairs On-wing repairs On-wing repairs On-wing repairs On-wing repairs

APM (Aircraft Power Maintenance) V Vlliegveld 49 8560 Wevelgem Belgium

Tony de Bruyn President - CEO 32 56 43 25 74 32 56 40 42 86 [email protected]

P&W JT3D, JT8D

HSI, MC, MO, OH

75,000 lb test cell

Avio

Avio - MRO Division Commercial Aeroengines Viale Impero 80038 Pomigliano dÌArco Napoli Italy

Werner Schroeder VP Avio MRO Division T (39) 081 316 3268/3809 F (39) 081 316 3716 E-mail: [email protected] www.aviogroup.com

PW100 (120,121,124B,127, 127E,127F,127B,120A, PW123, PW123AF,127G JT8D-200 Engine Family CFM56-5B, -7B


No. 8 up to 100,000lb thrust

CRMA (Construction reparation material aeronautique) Subsidiar y of Air France

14 avenue Gay-Lussac ZA clef de st-Pierre F 78990 Elancour t France

Luc Bornand CEO T (33) 1 3068 37 01 F (33) 1 3068 3620 E-mail:[email protected] www.crma.fr

CF6-80C2, CF6-80E1 CFM56-3 / -5 / -7 GE90, GP7200

MO and repair par ts MO and repair par ts MO and repair par ts

EADS SECA

1 boulevard du 19 mars 1962 BP 50064 95503 Gonesse Cedex France

Jean-Jacques Reboul VP sales & marketing T (33) 1 30 18 53 13 F (33) 1 30 18 54 90 E-mail: jean-jacques.reboul@sec jean-jacqu [email protected] a.eads.net www.seca.eads.net

PW100 series PT6A JT15D TFE731 series CF700 PW300 series


Four test cells

Euravia Engineering

Euravia House Colne Road Kelbrook Lancashire BB18 6SN UK

Steve Clarkson Business Development Director T (44) 1282 844 480 F (44) 1282 844 274 E-mail: [email protected] www.euravia.aero

PT6A Series PT6T Series ST6L GTCP 165 Ar touste Mk 120-124 Rover Mk 10501


Test cells for all listed engines

H+S Aviation (BBA Aviation)

Airpor t Ser vice Road Por tsmouth, Hamphsire PO3 5PJ UK

Steve Bull Territorial sales director T: (+44) 23 9230 4256 F: (+44) 23 9230 4020 [email protected] www.BBAAviationERO.com

CT7-2 through -9 JT15D PT6T RR250/T63/T703 T700 GTCP 36-100/150 APU GTC TCP P 33 3311-2 200 00/2 /250 50 AP APU U PW901 APU T40-1 APU

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI SI,, MC MC, MO MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

Five test cells

Industria de Turbo Propulsores (ITP) Ajalvir

Ctra. Torrejon-Ajalvir 28864 - Ajalvir Madrid PostBox: 111 28850 - Torrejon de Ardoz Madrid Spain

Olivier Gillot SVP Sales & Marketing T (34) 91 91 205 4606 F (34) 91 205 4650 M (34) 627 166 429 E-mail: [email protected] www.itp.es

ATAR 9K50, F404-400, EJ200 TFE731-2/3/4/5, CF700 PW100 (123AF, 127G) PT6T-3, TPE331-All, T55, T53 LM2500 TP400, MTR390-E BR715 PW200 SERIES CT7-5/7/9 CT7-8 / T700

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH (WIP) Par ts repair only HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

Seven mro Test cells Two turbofan cells Up 25.000lb Two turboshaft cells Up to 5,000shp One Turboprop cell (Prod) Up to 20,000shp Two Turboshaft (Prod)

118

Shannon Airpor t Co. Clare Ireland



Address

Contact details

Types (commercial)

Industria de Turbo Propulsores (ITP) Albacete

Parque Aeron·utico y LogÌstico Ctra. de las PeÒas 02006 - Albacete PostBox: 7036 Apdo. 7036 02080 - Albacete Spain

Olivier Gillot SVP Sales & Marketing T (34) 91 91 205 4606 F (34) 91 205 4650 M (34) 627 166 429 E-mail: [email protected] www.itp.es

CT7 TP (-5, -7A, -9C) CT7 TS (-2A, -8A, -8E, -8F5) PW206 A/B/B2/C/E PW207 C/D/E T700-GE-401/C, -701A/C/D


One Test Cell Up to 5,000 hp

MTU Maintenance Berlin-Brandenburg

Dr.-Ernst-Zimmermann-Str. 2 D-14974 Ludwigsfelde Germany

T (49) 3378 824 0 F (49) 3378 824 300 E-mail: [email protected] www.mtu-berlin.com

CF34-3, CF34-8, CF34-10 PT6A, PW200, PW300 PW500


Four test cells

MTU Maintenance Hannover

Muenchner Str. 31 D-30855 Langenhagen Germany

Dr. Martin Funk President & CEO T (49) 511 7806 0 F (49) 511 7806 2111 E-mail: [email protected] www.mtu-hannover.de

CF6-50, -80C2 CFM56-7 PW2000 series PW6000 V2500-A1, -A5, -D5


Two test cells 150,000 lb

OGMA

2615-173 Alverca Por tugal

M·rio Lobato Faria VP aviation ser vices T (351) 21 958 1000 F (351) 21 957 9010 E-mail: com_engine@ogma [email protected] .pt www.ogma.pt

AE2100/D3, AE3007 T56/501 series Turmo Artouste


Six test cells 30,000 lb

Vector Aerospace Engine Ser vices UK

12 Imperial Way Croydon Surrey CR9 4LE UK

Philip Self Director - sales UK T (44) 20 8688 7777 F (44) 20 8688 6603 E-ma Email il:: phil ph ilip ip.s .sel elf@ f@ve vect ctor orae aero rosp spac ace. e.co com m www.vectoraerospace.com

ALF502/ LF 502 PW 307/308 RR T56/501D series RR 250 series RR Co Conw nway ay & Da Dart rt se seri ries es Hami Ha milt lton on 54 54H6 H60 0 Pr Prop opel elle lers rs

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, HS I, MC MC,, MO MO,, OH

Turbofan cell up to 40,000lb Turboshaft cell up to 10,000 shp

Fleetl Flee tlan ands ds Bu Buil ildi ding ng 11 110 0 Fareham Road Gosport Hampshire PO13 OAA UK

Checks

Test cells

SR Technics

Zurich Airpor t CH-8058 Switzerland

Sean O’Connor CFM56-5B/C, -7 EVP sales (acting) PW4000 (94 & 100 fan) T (41) 43 812 13 01 F (41) 43 812 97 98 E-mail: sean.oconnor@s [email protected] rtechnics.com www.srtechnics.com


One test cell 100,000lb

Summit Aviation

Merlin Way Manston Kent CT12 5FE UK

Bruce Erridge JT3D Commercial director JT8D-Std All Series T (44) 1843 822444 JT8D-200 Series F (44) 1843 820900 E-mail: Bruce@summit-a [email protected] viation.co.uk


One test cell 40,000lb

Turbine Motor Works (TMW)

Hangar 1, Upwood Airpark Ramsey Road Bur y, Cambridge PE26 2RA UK

David Billington CF6-50 Director of sales and marketing CF6-80 T (44) 1487 711650 JT9D F (44) 1487 710777 JT3D E-mail: [email protected] www.turbinemotorworks.com


ASIA, AFRICA, MIDDLE EAST, AUSTRALASIA Abu Dhabi Aircraft Technologies

PO Box 46450 Abu Dhabi International Airpor t Abu Dhabi UAE

Kirubel Tegene CF6-50C/E HSI, MC, MO, OH 100,000lb VP marketing and sales commercial CF6-80C2 series HSI, MC, MO, OH T: (+971) 2 5057 234 CFM56-5A series HSI, MC, MO, OH F: (+971) 2 5757 263 PT6 series HSI, MC, MO, OH E-mail: [email protected] Trent 500 (planned) HSI, MC, MO, OH www.adat.ae Trent 700 MC & TEST (planned MO,OH) V2500A5 (planned) HSI, MC, MO, OH GTCP331-200, -250, -350 series HSI, MC, MO, OH

Ameco Beijing

PO Box 563 Capital International Airport Beijing China 100621

Mr Teng Bin/Mr Olaf Albrecht PW4000-94 Senior directors, marketing & sa sales RB211-535E4 T: (+86) 10 6456 1122 X 4100/4101 F: (+86) 10 6456 1823 E-mail: [email protected] [email protected] .cn www.ameco.com.cn


100,000lb (one cell)

Bedek Aviation

Engines Division Bedek Aviation Group Israel Aircraft Industries Ben-Gurion Airpor t 70100 Israel

Michel Levy GM T: (+972) 3 935 7064 F: (+972) 3 935 8740 E-mail: [email protected] www.iai.co.il


Four jet engines One turboprop Three turboshaft

CFM56-2/-3/-5B/-7B JT3D-3B/-7 JT8D-7 to -17R JT8D-217/-219JT9D-7A/-7F/-7J JT9D-59A/-70A/-7Q/-7R4/ -7R4G2/-7R4D/E T53-13/-703 T56/501 PW4000-94 PT6A-27 to -42/-50/T V2500-A5

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC


119


Address

Contact details

Types (commercial)

Checks

Ethiopian Airlines

PO Box 1755 Bole International Airpor t Addis Ababa Ethiopia

Amare Gebreyes Director MRO Sales and Marketing T: (+251) 11 6651191 (+251) 11 6651192 F: (+251) 11 6651200 E-mail: [email protected] www.ethiopianairlines.com

JT8D CFM56-3 CFM56-7 JT9D PW2000 PT6 PW120, PW PW121

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC HSI, MC HSI, MC, MO, OH HSI, MC MC, MO MO, OH OH

One 100,000lb test cell Two turboshaft test cells


GE Aviation, Ser vices - Malaysia MAS Complex A-AA1802 SAAS Airpor t 4720 47 200 0 Sub Suban ang, g, Se Sela lang ngor or D.E Malaysia

Jacques Juneau MD - GE Malaysia T (603) 5039 4502 F (60 (603) 3) 50 5039 39 47 4702 02 [email protected] www.geaviation.com

CFM56-3, -5 PW4056, PW4168


One test cell


On-Wing Suppor t Korea Aircraft Maintenance B Area Incheon International Airport 2840 Woonseo-Dong, Jung-Ku Incheon 400-430 South Korea

DY Kwon (acting) Business leader T (82) 32 744 5971 F (82) 32 744 5979 E-mail: [email protected] http://www.geaviation.com/services/ maintenance/ows/

CFM56-All CF34-All CF6-All GE90-All GEnx-All V2500 V2 PW4000

HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC


On-Wing Suppor t Xiamen No. 3 Road of Xiamen Aviation Industr y Xiamen, 361006 P.R. China

Li Jun CFM56-All Business leader CF34-3 T (86) 592 573 1501 CF34-10 (Planned) F (86) 592 573 1605 GE90-All (Planned) E-mail: [email protected] GEnx-All (Planned) http://www.geaviation.com/services/ maintenance/ows/

GMF-AeroAsia Indonesia

Marketing building Bimo Agus CFM56-3B1, 3C1 S oe oek ar ar no no -H -H at at ta ta In Int er er na nat io io na nal Ai Ai rp rpo rt rt V P Bu Bu s. s. de dev el elo pm pm en ent & co coo pe per at at io ion S pe pey 55 55 5 s er er PO Bo Box x 130 1303, 3, BU BUSH SH 19 1913 130 0 T (62 (62)) 21 21 550 550 86 8609 09,, 55 550 0 867 8670 0 Cengkareng, Jakarta F (62) 21 550 2489 Indonesia E-mail: [email protected] www.gmf-aeroasia.co.id

HSI, MC, MO, OH HS I,I, MC MC, MO MO, OH OH

120,000lb

HAESL

70 Chun Choi Street Tseung Kwan O Industrial Est New Territories Hong Kong

David Radford Customer business manager T: (852) 2260 3264 F: (852) 2260 3277 E-mail: [email protected] www.haesl.com


130,000lb

Honeywell Aerospace Singapore

161 Gul Circle Singapore 629619 Singapore

Loke Chee Kheong Delist TPE331 cap. Plant director T: (65) 6861 4533 F: (65) 6869 5257 E-mail: cheekheong.loke@ cheekheong.loke@honeywell. honeywell.com com www.honeywell.com

IHI

229, Tonogaya Mizuh-Machi Nishitama-Gun Tokyo 190-1297 Japan

Kazuo Satou GM sales group T: (81) 425 68 7103 F: (81) 425 68 7073 E-mail: kazuo_satou www.ihi.co.jp

CFM56-3 CF34-3/-8 V2500


Two test cells capable of 115,000lb and 60,000lb

Jordan Airmotive

Queen Alia Inter/l Airpor t (QAIA) PO Box 39180 Code 11104 Amman Jordan

Randa Al-Farah Marketing Manager T: (962) 7982 111 30 F: (962) 6445 2620 E-mail: [email protected] www.jordanairmotive.com

CF6-80C2 Series CFM56-3 Series RB211-524 Series JT8D-Std Series CFM56-5

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH QEC build-up

Test cell for all listed engines

LTQ Engineering (formerly Jet Turbine Ser vices, JV of Lufthansa Technik and Qantas)

70-90 Garden Drive Tullamore VIC 3043 Australia

Marek Wernicke CEO T: (61) 3 8346 2002 F: (61) 3 8346 2111 E-mail: marek.wernicke [email protected] @ltq.com.au

CFM56-3 CFM56-7B CF6-80C2 CF6-80E1


Lufthansa Technik AERO

70-90 Garden Drive Tullamarine VIC 3043 Australia

Joseph Giarrusso Australia Sales Contact 11 Kubis Crescent Dingley Village VIC 3172 Australia T: (61) 9551 9064 [email protected] j.giarrusso@l haero.com AOG phone: (61) 0 409 368 648

CF34-3 series CF34-8 series CF34-10E

HSI, MC, MO HSI, MC, MO HSI, MC, MO

Lufthansa Technik Philippines

MacroAsia Special Economic Zone Villamor Air Base Pasay City Metro Manila 1309 Ph Philippines

Richard Haas VP marketing & sales T: (63) 2855 9310 F: (63) 2855 9309 E-mail: ri [email protected] Emaill: [email protected]. [email protected] ph www.ltp.cpm.ph

CF6-80C2 CF6-80E1 CFM56-3 CFM56-5B/-5C

QEC build-up, minor repairs QEC build-up, minor repairs QEC build-up, minor repairs QEC build-up, minor repairs

120


RB211-524 C2/D4 RB211-524G/H-T Trent 500 Trent 700 Trent 800

Test cells

HSI, MC HSI, MC

Capability (Current) Full Overhaul & Testing CF6 - 80C2 Series CFM56 - 3 Series S eries RB211 - 524 Ser Series ies JT8D - STD Series

Partial Repair CFM56 - 5B

(Future) Full Overhaul & Testing CFM56 - 5B CFM56 - 7

Certificates FAA E31Y372Y EASA EASA.145.0090 CARC CARC.AMO.02

Ofce: (962 6 4451440) Mobile: (962 7 98211129) Fax: (962 6 4452620) P.O.Bo .O.Boxx 39180, Queen Alia Int. Airport , Amman, 11104, Jordan Email: customer [email protected] [email protected]


Address

Contact details

Types (commercial)

Checks

MTU Maintenance Zhuhai

1 Tianke Road Free Trade Zone Zhuhai, 519030 P.R. China

Holger Sindemann President & CEO T (86) 756 8687806-177 F (86) 756 8687910 E-mail: [email protected] www.mtu-zhuhai.com

V2500-A5 CFM56-3 CFM56-5B CFM56-7


150,000 lb

Pratt & Whitney Engine Ser vices (Eagle Ser vices Asia)

Eagle Ser vices ASIA 51 Calshot Road Singapore 509927

Ah Tap Voon General sales manager T (65) 65 48 29 24 F (65) 65 49 46 54 E-mail: voon.ah.tap@pw [email protected] .utc.com www.pw.utc.com

JT9D-7Q, 7R4, 7A, 7J PW4000-94, 100, 112



Pratt & Whitney Engine Ser vices (Christchurch Engine Center)

Christchurch Engine Centre 634 Memorial Ave Christchurch International Airpor t

Steven Robinson JT8D-STD, -200 General sales manager V2500 A1, A5, D5 T (64) 3 374 7007 RR Dart All F (64) 3 374 7001 E-mail: [email protected] www.pw.utc.com



Pratt & Whitney Engine Ser vices (Shanghai Engine Center)

Shanghai Pratt & Whitney Aircraft Engine Maintenance No.8 Block1 8228 Beiqing Road Qingpu Di District Shanghai Post Code:201707 PR China

Stephen Sun General sales manager T (86) 21-3923-0023 F (86) 21-3923-0088 E-mail: st [email protected] www.pw.utc.com

CFM56-3, -5B, -7B

HSI, MC, MO, OH

Test cells for listed engines

SAA Technical

Room 309, 3rd floor Hangar 8 Jones Road Gauteng Johannesburg International Airport 1627 South Africa

Ismail Randeree Exec. mgr marketing & cust. support T: (27) 11 978 9993 F: (27) 11 978 9994 E-mail: [email protected] www.flysaa.com

JT8D-7/-7A/-9/-9A/-15/-15A /--17/-17A / JT9D-7R4G2/-7F/-7J RB211-524G/H V2500 CFM56-3/-5B/-7B

HSI, MC, MO, OH

Test cell for JT8D, JT9D, CF6-50C2, RB211524G/H

Sichuan Snecma Aero-engine Maintenance

Shuangliu Airpor t Sichuan Province 610201 Chengdu Chine

Jean-Louis Sauvetre DG T : +86 28 8 572 16 93 F: +86 28 8 572 16 96 jean-louis-sauvetre@ssa jean-louis [email protected] mc.com.cn

CFM56-3 CFM56-5B CFM56-7B


Snecma Morocco Engine Ser vices

BP87 Mohammed V Airpor t Nouasser - Casablanca Morocco

Alexandre Brun GM T : +212 2 253 69 00 F: +212 2 253 98 42

CFM56-3, CFM56-5B HSI, MO, OH and CFM56-7 (piece par t level)

one test cell

Singapore Technologies Aerospace (ST Aerospace)

501 Airpor t Road Paya Lebar Singapore 539931

Tan Shih Shiuan Director, Marketing & Sales, ST Aerospace Engines T: (65) 6382 8353 / 6380 6796 F: (65) 6282 3010 E-mail: [email protected] www.staero.aero

CFM56-3/-5B/-7B JT8D all F100 F404 J85 T53 T56/501 series Makila 1A/1A1

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

Five test cells

Taikoo Engine Ser vices (Xiamen) TEXL

No. 5 Gaoqi Nan 3 Road, Gaoqi International Airport, 361006, Xiamen, P.R.China

Simon Smith Commercial Manager T (86) 592 573 3000 F (86) 592 573 1502 E-mail: [email protected]@texl-eng.com eng.com www.texl.com.cn

GE90

Quick Turn Overhaul Engine Test

Test Cell: 150,000 lbs

Thai Airways

Tech marketing and sales dept. Technical depar tment Suvarnabhumi Airpor t Bangphli Samut Prakarn 10540 Thailand

Bunloo Varasarin Dir. tech. mktg. & sales dept. T: (662) 137 6300 F: (662) 137 6942 E-mail: bu [email protected] www.thaiairways.com

CF6-50 CF6-80C2 PW4158 Trent 800

MC, Mo, OH MC, Mo, OH MC MC

CF6-50/-80C2 PW4158 Trent 800

Turbomeca Africa

Atlas Road PO Box 7005 Bonearo Park 1622 South Africa

Rober t Bonarius Turmo 3C4, 4C Manager sales & customer ser vice Makila 1A, 1A1, 1A2, 1K2 T: (27) 11 927 2000 Arrius 2K2, 2K1, 2B1, 2B2 F: (27) 11 927 2956 Arriel series E-mail: [email protected] Adour www.turbomeca.co.za

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH MC MC

Turmo Makila Arrius Adour

Abbrevations HIS: hot section inspection MC:module change OH:full engine overhaul MO: module overhaul If you wish to be listed in next year’s EYB contact jason.holland@ubmaviation [email protected] .com

122


HSI, MC, MO, OH MC MC MC

Test cells

Two tests cells

APU overhaul directory — worldwide Company

Address

Contact details

APU types

Capabilities

Abu Dhabi Aircraft Technologies

PO Box 46450, Abu Dhabi International Airport Abu Dhabi UAE

Kirubel Tegene VP Sales & Marketing T (971) 2 505 7530 F (971) 2 575 7263 E-mail: commercial@ada [email protected] t.ae www.adat.ae

GTCP331-200 GTCP331-250 GTCP331-350


Aerotec International

3007 E Chambers St

Colin Fairclough

HSI, MC, MO, OH

Phoenix AZ 85040 US A

Director of sales T (1) 602 253 4540 F (1) 602 252 0395 E-mail: [email protected] www.aerotecinternational.com

GTCP36-150RR/RJ GTCP36-300 GTCP85-98 GTCP85-129 GTCP131-9A/B/D GTCP331-200 GTCP331-250 GTCP331-500 GTCP660 TSCP700-4B/5/7E RE220 APS500 APS2000 APS2300 APS3200

Air Asia

Tainan Airfield # 1000, Sec. 2 Ta-Tung Rd. Tainan 7025 Taiwan

Glenn C.L. Lee Director, Marketing T (886) 6 268 1911 Ext. 205 / 260-5907 E-mail: 34 [email protected]

GTCP85-98 GTCP85-129


Aviation Power Support

2415 W, Arkansas Street Durant OK 74701 US A

Dale Owens Senior VP T (1) 580 920 0535 F (1) 580 920 1235 E-mail: [email protected]

GTCP85

HSI, MC, MO, OH

Air India

Engineering Depar tment Old Airpor t Mumbai 400029 India

S.S.Katiyar Deputy GM (Eng.) T (91)-22-2626 3237 F (91) 22-2615 7068 / 2615 7046 E-Mail: [email protected]

PW901 GTCP331-250H GTCP131-9B


Air New Zealand Engineering Ser vices (ANZES)

Geoffrey Rober ts Road PO Box 53098 Auckland International Airpor t, 1730 Auckland New Zealand

Paul Chisholm Account manager APU marketing, sales M (+61) 0417790059 F (+64) 3 374 7319 E-mail: [email protected] www.airnz.co.nz

GTCP85-129 GTCP95 GTCP331-200 GTCP331-250 GTCP131-3B HSI MC MO OH


Ameco Beijing

P.O. Box 563 Beij Be ijin ing g Cap Capit ital al In Intl tl.. Airp Airpor ortt 100621 Beijing P.R.China

Christian Reck Execut Exec utiv ive e Dire Direct ctor or Sal Sales es & Su Supp pply ly T (86) 10 6456 1122-4000 F (86) 10 6456 7974 E-Mail: [email protected]

GTCP85

HSI, MC, MO, OH

American Airlines Maintenance & Engineering Center

3900 N Mingo Rd MD 21 Tulsa OK 74166 US A

Bobby Bigpond Senior contract account manager T (1) 918 292 2582 F (1) 918 292 3864 E-mail: [email protected]

GTCP85-98DHF GTCP131-9 GTCP131-9B GTCP331-200 GTCP331-500B


Alturdyne

660 Steele Street El Cajon CA 92020 US A

Frank Verbeke President T (1) 619 440 5531 F (2) 619 442 0481 [email protected] www.alturdyne.com

T62 Series

HSI, MC, MO, OH One test cell

Aveos Fleet Performance

2311 Alfred-Nobel Blvd, Zip 8060 V ilill e S ai ain tt-L au aur en en t, t, (Q C) C) H4S 2B6 Canada

Brenda Stevens M ar ar ke ke t In te tel lili ge ge nc nc e Ana ly ly st st T (1) 514 856-7158 [email protected] [email protected] www.aveos.com

GTCP36-300

HSI, MC, MO, OH

Chase Aerospace

4493 36th Street Orlando Florida 32811 US A

Brad Scarr Managing Director T (1) 407 812 4545 F (1) 407 812 6260 www.chaseaerospace.com

GTCP36 GTCP85 GTCP331


Chromalloy

391 Industrial Park Road San Antonio Texas 78226 US A

James Furguson VP & GM T (1) 210 331 2405 E-mail: [email protected]

GTCP85 GTCP331-200 GTCP331-250


Dallas Airmotive (BBA Aviation)

900 Nolen Drive, STE 100 Grapevine TX 76051 US A

Christopher Pratt Director of Marketing T (1) 214 956 3001 F (1) 214 956 2810 E-mail: [email protected] www.BBAAviationERO.com

GTCP36 RE100

HSI, MC, MO, OH MC

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH


123

APU overhaul directory — worldwide (cont...) Company

Address

Contact details

APU types

Capabilities

Delta TechOps

Dept 460 1775 Aviation Blvd Atlanta Hartsfield Inte In tern rnat atio iona nall Air Airpo port rt,, Atl Atlan anta ta GA 30320 USA

Jack Turnbill VP technical sales T (1) 404 773 5192 F (1) (1) 40 404 4 714 714 54 5461 61 E-mail: ser [email protected] www.deltatechops.com

GTCP131-9 GTCP331


Euravia Engineering

Euravia House Colne Road Kelbrook Lancashire BB18 6SN UK

Steve Clarkson Director customer services T (44) 1282 844 480 F (44) 1282 844 274 E-mail: [email protected] www.euravia.aero

ST6L GTCP165


El Al Israel Airlines

PO Box 41 Ben Guri Gurion on Inter Internat nation ional al Airpo Airport rt Tel Aviv 70100 Israel

Eli Uziel Market Mar keting ing & sales sales mana manager ger T (972) 3 9717278 F (972) 3 9717205 E-mail: [email protected] www.elaltech.com

GTCP331-200A

HSI, MC, MO, OH

GTCP660 GTCP660-4 GTCP131


EPCOR (subsidiary of Air France KLM)

Bellsingel 41 1119 NT Schiphol-Rijk Netherlands

Paul Chun MD T (31) 20 316 1740 F (31) 20 316 1777 E-mail: [email protected] www.epcor.nl

GTCP331-350 GTCP131-9 GTCP331-500 APS 2300


Finnair

Finnair Technical Ser vices Helsinki-Vantaa Helsinki-V antaa Airport DE/83 01053 FINNAIR Finland

Mika Hänninen Vice President, Sales and marketing T (358) 9 818 6443 F (358) 9 818 6900 [email protected] www.finnairtechnicalservices.com

APS 3200

HSI, MC, MO, OH

GMF AeroAsia (Garuda Indonesia Group)

Marketing Building Soekarno Hatta Intíl Airpor t Cengkareng 19130 Indonesia

Winston T. Milner VP sales & marketing T (62) 21 550 8609 F (62) 21 550 2489 E-mail: [email protected] www.gmf-aeroasia.co.id

GTCP36-4A GTCP85-129 series GTCP85-184/185 TSCP700-4B/E


H+S Aviation (BBA Aviation)

H+S Aviation APU centre Airpor t Ser vice Rd Por tsmouth, Hants PO3 5PJ UK

Steve Bull Sales director T (44) 23 9230 4256 F (44) 23 9230 4020 [email protected] www.hsaviation.com

PW901A GTCP36-100/-150 GTCP331-200/250 T-62T-40-1


Honeywell Aerospace (Germany)

Frankfur ter Str. 41-65 D-65479 Raunheim Germany

Volker Wallrodt T: (49) 6142 405 201 F: (49) 6142 405 390 E-mail: [email protected] www.honeywell.com

GTCP36 GTCP85 GTCP131-9 GTCP331 GTCP660 RE220 TSCP700


Honeywell Aerospace (Singapore)

161 Gul Circle Singapore 629619

Loke Chee Kheong Plant Director T (65) 686 14 533 F (65) 6869 5257 E-mail: cheekheong.loke@ cheekheong.loke@honeywell. honeywell.com com www.honeywell.com

GTCP36 GTCP85 GTCP131-9 GTCP331


Honeywell Aerospace (USA)

Engine Ser vices 1944 East Sky Harbor Circle MS 2101-2N Phoenix 85034 Arizona USA

Brian Shurman Aftermarket Ser vices, Mechanical T: 602-365-3279 F: 602-365-4029 E-mail: [email protected] www.honeywell.com

GTCP36 GTCP85 GTCP131-9 GTCP165-1B GTCP331 GTCP660-4 RE220 TSCP700


Iberia

Iberia Maintenance Madrid-Barajas Airpor t.t. La Muñoza. E-28042 Madrid Spain

Jose Luis QuirÛs Cuevas Commercial & Business Development director T (34) 91 587 5132 F (34) 91 587 4991 E-mail: [email protected] www.iberiamaintenance.com

GTCP36-300 GTCP85-98DHF GTCP131-9A


Inflite (Southend) WAS (Components)

Nor th Hangar Aviation Way Southend Essex SS2 6UN UK

Ken Tracy Commercial director T (44) 1702 348601 E-mail: [email protected] www.inflite.co.uk

GTCP36-100M GTCP36-150M GTCP85-115 series GTCP85-129 series GTCP85-71 GTCP36-4A GTCP85-98 GTCP85-180/185 All associated L.R.U.’S


124


APU overhaul directory 2012 — worldwide (cont...) Company

Address

Contact details

APU types

Capabilities

Innotech Aviation

10225 Ryan Avenue Dor val Quebec H9P 1A2 Canada

Scott Mistine Director of Maintenance T (1) 514 420 2943 [email protected]

GTCP36-100/-150

HSI, MC, MO, OH

IAI - Bedek Aviation

Israel Aerospace Industries Bedek Aviation Group Components Division Ben Gurion IntÌl Airpor t 70100 Israel

Tali Yoresh Director sales & customer ser vice T (972) 3 935 7395 F (972) 3 935 7757 E-mail: [email protected] www.iai.co.il

GTCP85 Series GTCP131-9A/B/D GTCP331-200 GTCP331-250 GTCP660 GTCP36-150XX


Japan Airlines International

M1 Building Maintenance Centre 3-5-1 Haneda Airpor t, Ota-ku, Tokyo 144-0041 Japan

Masaaki Haga MD engineering & maintenance T (81) 3 3474 4134

GTCP331 GTCP660 TSCP700 PW601A


JAT Airways

JAT Tehnika Aerodrom Be Beograd 59 59 Beograd 11180 Serbia

Srdjan Miskovic VP en engineering, ma maintenance & repair T (381) 11 2601475 E-mail: sr s [email protected] www.jat-tehnika.aero

GTCP85

HSI, MC, MO, OH

Korean Air Main Ma inte tena nanc ncee & En Engi gine neer erin ingg

Maintenance Planning Dep. Korean Kore an Ai Airr 1370, Gonghang-dong Gangseo-gu Seoul, Korea 157-712

T (82) 2 2656 3574 F (8 (82) 2) 2 26 2656 56 81 8120 20 E-mail: se [email protected] www.mro.koreanair.co.kr

GTCP331-250

HSI, MC, MO, OH

Lufthansa Technik Aero Alzey

Rudolf-Diesel-Strasse 10 D-55232 Alzey Germany

Mark Johnson CEO T (49) 6731 497 888 F (49) 6731 497 197 E-mail: m.johnson@lha [email protected] ero.com www.lhaero.com

PW901A

HSI, MC, MO, OH

Lufthansa Technik

Dept HAM TS Weg beim J‰ger 193 D-22335 Hamburg Germany

Walter Heerdt SVP marketing & sales T (49) 40 5070 5553 F (49) 40 5070 5605 E-mail: [email protected] www.lufthansa-technik.com

APS 2000 APS 2300 APS 3200 PW901A GTCP36-300 GTCP85-98/-129H GTCP131-9 GTCP331-200/-250/-350/-500/-600 350/-500/-600 GTCP660-4 TSCP700-4E

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

Pakistan International Airlines

Engineering & Maint. Dept Quaid-E-Azam International Airport Karachi 75 7 5200 Pakistan

Tariq Farooq Chief Engineer Engineering Business Development, PIA T: (92) 21 9904 3574 F: (92) 21 9924 2104 E-mail: tariq.farooq@p [email protected] iac.aero

GTCP85-129 GTCP660-4 TSCP 700-5/4B GTCP331-250

OH OH OH OH

Piedmont Aviation Component Ser vices

1031 East Mountain St Building #320 Kernersville Nor th Carolina 27284 USA

Alan Hawor th Director sales & marketing T (1) 336 776 6279 F (1) 336 776 6301 E-mail: al a lan.hawor [email protected]

GTCP36 GTCP85 GTCP331


Pratt & Whitney Canada (Canada)

St Huber t Ser vice Center 1000 Marie-Victorin (05DK1) Longueil Quebec J4G 1A1 Canada

Brian Rinkevicius Manager, Customer Ser vice Marketing T (1) 450 647-7543 F (1) 450 468 7807 [email protected] www.pwc.ca

ST6L-73 series PT6A/B/C/T PW 100 PW150 PW200 ST6, ST18


Pratt & Whitney Canada (Singapore)

10 Loyang Crescent Loyang Industrial Estate Singapore 509010

Ron Norris APS 3200 Manager marketing & sales T (65) 6545 3212 F (65) 6542 3615 E-mail: ron.norris@pwc. [email protected]; ca; Brian.Rink [email protected] [email protected] www.pwc.ca

HSI, MC, MO, OH

Revima APU Brotonne Capital Holding System subsidiar y)

1 Avenue du Lathan 47 76490 Caudebec en caux France

Jean Michel Baudr y Business development manager T (33) 2 35 56 35 82 F (33) 2 35 56 35 56 E-mail: jeanmichel.baudr y@ [email protected] www.hamiltonsundstrand.com

GTCP85-98 GTCP331-200/-250 PW901A/C PW980 TSCP700-5/-4B/-4E APS 2000 APS 3200 APS 500 APS 1000 GTCP131-9A/B

HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

GTCP85 GTCP660


Xavier Mornand T (33) 2 35 56 36 04 E-mail: [email protected] South African Technical

Private Bag X12 Room 212 Hangar 8 Johannesburg 1627 South Africa

Kobus Kotze Senior manager, APU T (27) 11 978 9513 E-mail: [email protected] www.flysaa.com


125

APU overhaul directory 2012 — worldwide (cont...) Company

Address

Contact details

APU types

Capabilities

SR Technics * in cooperation with par tner companies

Sales Depar tment 8058 Zurich Airpor t Switzerland www.sr technics.com

Head of Corporate Communications Tel: +41 43 812 17 17 Karin Freyenmuth karin.freyenmuth@sr technics.com

GTCP85 series* GTCP131 series* GTCP331 series* GTCP660 series* APS3200* ATSCP700-4E*


StandardAero Augusta

1550 Hangar Road Augusta Ga 30906-9684 USA

Tony Gay, engine shop manager T +(1) 706-771-5677 F +(1) 706-771-5628

GTCP36-100 series GTCP-150 series GTCP-3092

HSI, MC, MO, OH HSI, MC, MO, OH HSI,

Bill McIlwraith, APU customer support T +(1) 706-560-3356 F +(1) 706-790-5122 Greg Washburn, APU crew chief T +(1) 706-771-5631 F +(1) 706-790-5122 StandardAero Mar yville

1029 Ross Drive Mar yville Tennessee 37801 USA

Tim Fischer VP & GM T + (1) 865-981-4673 F + (1) 865-983-2092 Toll Free: + (1) 800-906-8726 from USA [email protected]

GTCP36 series GTCP85 RE220 APS2300

HSI, MC, MO, OH, LRU HSI, MC, MO, OH, LRU HSI, MC, MO, OH, LRU HSI, MC, MO, OH, LRU

TAP Maintenance & Engineering

Marketing and Sales P.O. Box 50194 Lisbon Airpor t 1704-801 Lisbon Por tugal

Carlos Ruivo VP Marketing and Sales T (+351) 21 841 5975 F (+351) 21 841 5913 E-mail: [email protected] www.tapme.pt

GTCP85 series APS3200


HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI SI,, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH

TAP Maintenance and Engineering Brazil

Marketing and Sales Estrada das Can·rias, 1862 21941-480 Rio de Janeiro Bra razi zill

Anderson Fenocchio Ricardo Vituzzo E-mail: [email protected] E-ma mail il:: ri rica card rdo. o.vi vitu tuzz zzoo@t @tap apme me.c .com om.b .brr www.tapme.com.br

APS3200 APS500 T62-T-40C11 APS500 T62-T-40C11 GTCP85 GTCP36-150 GTC TCP P66 660 0-4 GTCP331-200ER TSCP700-4B/ -4E/-5 GTCP131-9B

Triumph Air Repair

4010 S 43rd Place Phoenix AZ 85040-2022 USA

Jim Jackalone Vice President ñ Sales and Customer Support Phone 602-470-7231 Fax 602-470-7230 [email protected] jjackalone@tri umphgroup.com www.triumphgroup.com

GTCP85 GTCP131 GTCP331 GTCP660 PW901 TSCP700


Triumph Aviation Ser vices Asia

700/160 ñ Moo 1 T. Bankao, A. Pantong Chonburi 20160 Thailand

Dan McDonald VP Sales and Customer Suppor t T (66) 38-465-070 F (66) 38-465-075 E-mail: [email protected] www.triumphgroup.com

GTCP85 GTCP131 GTCP331 GTCP660 PW901A TSCP700


Turkish Technic

Ataturk Intíl Airpor t Gate B 34149 Yesilkoy Istanbul Turkey

Altug Sokeli Technical marketing & sales manager T (90) 212 463 6363 X9223 F (90) 212 465 2121 E-mail: [email protected] [email protected] www.turkishtechnic.com

APS 2000 APS 3200 GTCP85-98C/CK/DHF GTCP85-129H GTCP139-9B GTCP331-250F/H


United Ser vices

United Ser vices Maintenance Center Ba Barbara Petino San Francisco International Airpor t Sales Building 74 Ò SFOUS T (1) 650 634-4269 San Francisco F (1) 650 634 5926 CA 94 94128-3800 E-mail: ba [email protected] USA www.unitedsvcs.com

GTCP331 -200, -500 PW901


126


Specialist engine repairs directory — worldwide Address

Contact

Aero Propulsion Support

108 May Drive Harrison Ohio 45030 USA

Allan Slattery President/CEO T (1) 513 367 9452 F (1) 513 367 7930 E-mail: [email protected]

Honeycomb seals, compressor diffusers, compressor shrouds, turbine nozzles, turbine supports, engine sheet metal components, seals and abradable parts

All Honeywell APUs, Sundstrand APUs GTCP-331, GTCP-36, GTCP-131, TSCP-700, RR-250 all series, C30, C40,C47, C20,C28, PW901 APU, GE CT7

Aerospace Welding

890 Michele-Bohec Blainville Quebec Canada J7C 5E2

Michel Dussault Vice President Sales/AMO Accountable Executive T (1) 450 435 9210 F (1) 450 435 7851 E-Mail: [email protected]

Exhaust systems, jet pipes, heat shields, ducting (bleed pipes, de-icing), tubing, nose cowls (CL 600), tracks, rings, landing gear, fuel tanks, engine mounts, thrust reverser (CL 600)

JT3D, JT8D, JT9D, JT15D, PT6A, FPI, MPI, eddy current, fusion PW100, RB211, Dart, Avon, welding for robotic thermo APUs, Garrett, Sunstrand spray cells (plasma, HVOF, thermo spray) full metallurgical lab conventional milling and turning equipment, computerised spot and seam welding, furnace brazing

Aerospace Component Services (P&WC)

1000 Marie-Victorin Longueuil Quebec Canada J4G 1A1

Pascale Tremblay GM T (1) 450 468 7896 F (1) 450 468 7786 E-Mail: [email protected]

Accessory & Component repairs PT6, JT15D, PW100, PW150, Gas Generator Cases (PW100), PW200, PW300, PW500 and Liners, Life Cycle Parts, PW600 Fuel Controls, Flow Dividers, Fuel Nozzles, TSCU, EEC, Electrical, TSCU, AFU, Bleed Valves and Fuel Pumps

Manual brazing, brazing, Automatic Welding, CNC Machining, Manual Machining, no mechanical machining, blending, balancing, vacuum furnace, pressure test, FPI, MPI, STI, X-Ray, eddy current pressure flush, water jet stripping, ultrasonic cleaning, plasma spray, painting, plating, TBC, manual &automatic peening (shot & glass), Nano-plating (Q4 2010)

Aircraft Ducting Repair

101 Hunters Circle Forney TX 75126 USA

Steve Alford President T (1) 972 552 9000 F (1) 972 552 4504 E-mail: [email protected]

Engine exhaust tailpipes, pneumatic ducts, tubes and manifolds, APU exhaust ducts

JT3D, JT8D, JT8D-200, CF6-50, CF6-80C2, CFM-56-3/-3B/-3C, CFM-56-7B, PW4000, V2500

TIG welding, NDT, CNC machining

Aviation Power Support

2415 West Arkansas Durant OK 74701 USA

Dale Owens VP, sales and customer services T (1) 580 920 0535 F (1) 580 920 1235 E-mail: [email protected]

Overhaul of internal engine components for the P&W PT6, ST6, JT15D, JFTD12, JT8D, JT8D-200, JT3D and the Honeywell TPE 331, TFE 731, GTCP36 APU, GTCP85 and GTCP331 APU. Overhaul of the complete 85 series APU and its accessories and selected 36 series APU accessories

P&W PT6, ST6, JT15D, JFTD12, JT8D, JT8D-200 and JT3D and Honeywell TPE 331, TFE 731, GTCP36, GTCP85, GTCP331

TID, MIG and resistance welding, plasma spray, vacuum furnace braze, precision machining, NDT, liquid penetrant, MPI, heat treating, shotpeening, balancing, air flow mach precision hand blend, specialised coating, accescory test benches, APU test cell

AMETEK Aerospace and Defense (Reynosa Service Center)

1701 Industrial Boulevard Hidalgo TX 78557 USA (ship-to address)

APECS Engine Center

13642 South West 142nd Avenue Kendall FL 33186 USA

Nick Troonin Manager T (1) 305 255-2677 F (1) 305 255-0277 E-mail: [email protected] Web: www.a-pecs.com

Gearbox Overhaul & Exchange Certified insitu. blade blending (on-wing), line maintenance support, testing, troubleshooting, vibration analysis, breather checks, digital video borescope inspections, field service repair team, gearbox and fan specialists, repair, modification, overhaul and sales of JT8D parts, piece parts and components

JT8D - 7B, -9A, -15, -15A, -17 JT8D engine overhaul, repair & JT8D - 209, -217A, -217C, -219 modifications. ASB: 6431 specialists, HPC exchanges for quick turn time, custom work scopes

Britt Metal Processing

15800 North West 49th Avenue Miami FL 33014 USA

Tim Waggoner Director of Mktg and Bus. Dev. T (1) 305 621 5200 F (1) 305 625 9487 E-mail: marketing@br [email protected] ittmetal.com

Stationary component repair Supports, Scrolls, Diffusers, Compressor, Inlet, Diff. Hsngs. Hot section components Exotic materials

APUs: GTCP331, GTCP131-9 GTCP660, TSCP700, GTCP85 Pneumatics: Air Cycle Machine Air Turbine Starters, Valves & more Hydraulics: Hsngs, Adapter Blocks

Balancing, Vacuum Brazing, Plasma and Thermal Coatings Welding, NDT, Heat Treating CNC Machining, Paint and more

Chromalloy

303 I ndustrial Park San Antonio TX 78226 USA

Tom van der Linden VP, Sales P +31 13 5328 423 F E-mail: [email protected] contact: cathy_gedvi [email protected] [email protected] m

Turbine engine modules, cases and frames, combustors, disks, shafts, hubs

CF6, CFM56, PW2000, PW4000, RB211-535, V2500

CNC grinding, CNC machining, CNC welding, coordinate measuring machine, electron beam welding, gas tungsten arc welding, heat treating, nondestructive inspection, plasma spray, vacuum brazing

Company name

Component capabilites Engine type

Specialist skills

NORTH AMERICA

Joe Lynch Aftermarket manager T (1) 978 988 4869 F (1) 215 323 9538 E-mail: [email protected] joe.lynch@am etek.com

Fuel flowmeters, oil level sensors, CFM56, CF6, PW, GP7200, temperature sensors, EGT, CF34 switches, speed sensors, Honeywell engines wiring harnesses

GTAW and resistance welding, GTAW vacuum and atmosph. furnace braze and heat treatment, precision machining, NDT, liquid penetrant, pressure test, plasma welding, EB welding

Intricate assembly, fuel flow calibration


127

Specialist engine repairs directory — worldwide (cont...) Company name

Address

Contact

Chromalloy

330 Blaisdell Road Orangeburg NY 10962


Aircraft and industrial gas turbine engines

PW4000, PW2000, V2500, JT9D, JT8D, V94, GG8, CF6, CFM56

Chromalloy

30 Dart Road Newnan GA 30265 USA


HPC components

PW4000, 94" RCC, 100", 112", Coating restoration, EDM, grinding, PW2000, JT9D, FT4, FT8, GG3, plasma spray, vacuum brazing, GG4, GG8, JT8D, RB211, water jet stripping and cutting RB211-524, RB211-535 E4, Trent 500, Trent 700, Trent 800, V2500, Mars, Titan, Taurus

Chromalloy

3636 Arrowhead Drive Carson City NV 89706 USA


HPT/LPT blades and vanes

LM1600, LM2500, LM5000, LM6000, CF6-50, CF6-6, CF6-80A, CF6-80C2, CF6-80E, CFM56-2, CFM56-3, CFM56-5A, CFM56-5B, CFM56-5C, CFM56-7, JT8D-200, PW2000

Acid strip, alkaline cleaning, atomic absorption analysis, automated TIG welding, belt sanding, braze pre-forms, braze sinter cake, brazing, CNC CO2 laser fusion, CNC machining, computerized airflow testing, computerized tomograph inspection, CMM, eddy current inspection, EDM, electrostripping, FPI, fluoride-ion cleaning, glass bead peening, grinding, grit blast, investment casting, metallurgical analysis, SEM, welding

Chromalloy

1720 National Boulevard Midwest City OK 73110 USA


Gas turbine components

501K, 570/571K, 601K, CF34-3, CF700/CJ610, CT58, JT8D-200, JT9D-3/-20J, JT9D-7Q, PW2000, 501D, RB211-535E4

Atomic absorption analysis, braze pre-forms, chemical stripping/cleaning, CNC welding, CMM, DDH, electro plating, electron beam welding, fluoride-ion cleaning, heat treating, laser drilling, laser machining, LPW, SEM, welding

Chromalloy

6161 West Polk Street Phoenix AZ 85043 USA


Gas turbine engine components GTCP131, GTCP331-200/250, GTCP 331-350, GTCP36100/150, GTCP36-280/300, GTCP660, GTCP85, LTS101, TFE731, TPE331, TSCP700

Acid strip, ATPS, aiflow testing, curvic grinding, DERs, eddy current inspection, EDM, electro-chemical grinding, electron beam welding

Chromallloy

2100 West 139th Street Gardena CA 90249 USA


High and low pressure turbine vanes

TIG and laser weld, laser drilling, EDM, brazing, vacuum furnaces, CNC machining & grinding, high temperature diffusion coatings, air plasma spray, NDT: FPI, airflow and EMU assembly & set management

Chromalloy

1071 Industrial Place El Cajon CA 92020 USA


Gas turbine engine components CF6-6, CF6-50, CF6-80A, DER repairs, turbine seals repair, CF6-80C2, LM2500, LM5000, CNC welding, CMM, heat treating LM6000, TF39, F101/F108/F110, CF34, TF34/9, JT3D, JT8D, JT9D, PW2000, PW4000, CFM56-2, CFM56-3, CFM56-5, CFM56-7, RB211-22B, RB211-524, RB211-535, TAY, V2500 (A1), V2500 (A5), V2500 (D5)

Chromalloy

1777 Stergios Road Calexico CA 92231 USA


High and low pressure turbine vanes and blades

128



LM1600, LM2500, LM5000, LM6000, CF6-50, CF6-6, CF6-80A, CF6-80C2, CF6-80E, CFMI, Tf39/HT-90, F108, F404

LM2500, CF34-4, CF6-50, CF6-6, CF6-80A, CF6-80C2, LM6000, CFM56-3, CFM56-5A, CFM56-5B, CFM56-5C, CFM56-7, GG4, JT3D, JT8D, JT8D-200, JT9D-3/-20J, JT9D7Q, JT9D-7R4D/E/H, JT9D-7R4G2, PW4000, GTCP331-200/250, GTCP331-350, GTCP-131-9, V2500A1, V2500A5/D5

Specialist skills CBN abrasive tip, customized repair development, EDM, full engineering analysis, grinding, heat treating, hydrogen flouride cleaning, laser drilling, LPW, metallurgical analysis, multiple axis machining, precision machining, tool design/ manufacture, vacuum brazing, welding

CNC grinding, eddy current inspection, electro-chemical grinding, electro-discharge machining, electron beam welding, FPI, laser drilling/cutting, laser CO2 welding, machining, plasma spray, shot peening


Address

Contact

Chromalloy

601 Marshall Phelps Rd Windsor CT 06095 USA


Gas turbine engine components GG3, GG4, GG6, CF6-80A, CF6-80C2, CFM56-2, CFM56-3, CFM56-5A, CFM56-5B, CFM56-5C, CFM56-7, V2500A5/D5, JT8D, JT8D-200, PW2000, PW4000-94"

Adhesive bonding, brazing, eddy current inspection, FPI, grinding, heat treatment, magnetic particle inspection, non-destructive testing, ultrasonic inspection, vacuum furnace, x-ray inspection

Chromalloy

14042 Distribution Way Dallas TX 75234


Gas turbine engine components CF34, TF39, CF6-6, CF6-50, CF6-80A, CF6-80C2, LM2500, LM5000, CFM56-2, CFM56-3, CFM56-5A, CFM56-5B, CFM56-7B, V2500-A1, V2500-A5, V2500-D5, JT8D-1/17AR, JT8D-209/219, PT6/ST6, PW2000, PW4000, RB211-22B, RB211-524, RB211-535C, RB211-535E4

CMM, EDM, FPI, heat treatment & furncace braze, horizontal milling, lathe turning, profiling system, radiographic inspection, surface grinding, TIG welding, vertical milling, vibro super polishing

Component Repair Technologies

8507 Tyler Blvd Mentor Ohio 44060 USA

Rich Mears Sales manager T (1) 440 255 1793 F (1) 440 225 4162 E-mail: [email protected]

Cases, shafts, bearing housings, JT8D, JT8D-200, CFM56, frames CF6-6, -50, -80A, -80C2, CT7, CF34, PW2000, PW4000, V2500

Chemical stripping, plating, HVOF, EBW, CNC machining, vacuum furnace, NDT, X-ray, eddy current

ETI

8131 East 46th Street Tulsa OK 74145 USA

Andy Clark Director of Sales & Marketing C (1) 918 232 5703 T (1) 918 627 8484 E-mail: [email protected]

VSV bushings, lever arms, antivortex t ubes, gangnut gangnut channels, bearing housings, shoulder studs, air seals, guide plates, comb. retaining blots, air inlet screens

JT8D, JT9D, PW2000, PW4000, PT6, CFM56, CF34, CF6, V2500

Wet and dry abrasive cleaning, grinding, heat treating, machining, surface treatment, TIG, welding, brazing, vacuum brazing, SWET NDT,FPI, dimensional inspection

GE Aviation, Services Cincinnati Aviation Component Service Center

201 W. Crescentville Rd Cincinnati OH 45246-1733

24/7 AOG Hotline +1-513-552-3272 Toll Free in USA: 1-877-432-3272 Email: [email protected]

Cases, frames, structures, combustors, LLP HPT shrouds, LPT & HPT nozzles

CFM56, CF6, GE90, CF34, LM (Industrial Engines)

Cleaning/surface treatments Non-destructive testing Welding/brazing Coatings, CNC and adaptive milling Robotic metal spray Wire and CNC EDM systems Lean induction furnace

GE Aviation, Services Strother Field

Strother Field Industrial Park Arkansas City KS 67005


GE Aviation, Services - McAllen

6200 South 42nd Street 24/7 AOG Hotline McAllen +1-513-552-3272 TX 78503 Toll Free in USA: 1-877-432-3272 Email: [email protected]

LPT nozzles and blades LPT vanes HPC supports and hangers HPC vane sectors & stationary seals

GE Aviation, Services Tri-Reman

3390 East Locust Street Terre Haute IN 47803


Structures/honeycomb Frames/cases

GE Aviation, Services Symmes Road

3024 Symmes Road Hamilton OH 45014-1334


GKN Aerospace - Chem-tronic Chem-tronics s

Box 1604 1150 West Bradley Ave El Cajon CA 92022 USA

Steve Pearl GM T (1) 619 258 5220 F (1) 619 448 6992 E-mail: [email protected]

130



Specialist skills

CF34-3/-8/-10 CFM56-2/-3/-5B/-7 CT7, T700

CF6-50, CF6-80A/C/E, CFM56-2/-3/-5/-7/-7B CF34-3/-8/-10 LM2500/5000/6000 GE90-94B/-115B

Superior LPT yield programs Salvation reviews Kitting and assembly programs Accessory repairs

CFM56-2/-3/-5/-7 LM1600/2500/5000/6000 CF6-6/-50/-80 GE90 CF34

Honeycomb seal & segment repairs, LPT cases and frames, honeycomb replacement, weld repair, plasma spray, honeycomb manufacturing, TIG and EG welding, vacuum brazing and heat treating, balancing, NDT,TBC, plasma spray,, SVPA, elec trochemical spray grinding, laser cutting and drilling, EDM

Cases, frames, structures Combustors, LLP HPT blades & shrouds LPT & HPT nozzles

CF34-3/-8/-10 CFM56-2/-3/-5B/-7 CT7, T700

Cleaning/surface treatments Non-destructive testing Welding/brazing Coatings, CNC and adaptive milling, Robotic metal spray Wire and CNC EDM systems Lean induction furnace

Fan blades, fan discs, fan cases, compressor blades, compressor cases

JT9D, PW2037, PW4000, RB211-524, -535, Trent, AE3007, CFM56-2, -3, -5A, -5B, -5C, -7, CF6-50, -80A, -80C, CF34, ALF502, 507, TFE731, V2500

Chemical stripping, EBW, HVOF/plasma, waterjet technology, high speed optical inspection, precision airfoil recontouring, automated airfoil machining and finishing


Address

Contact


Specialist skills

Honeywell Aerospace Phoenix (Engine accessories)

1944 East Sky Harbor Circle Phoenix AZ 85034 USA

Bill Wright Technical sales APU/propulsion T 480 592 4182 E-mail: [email protected]

Engine generators/IDG generators/IDG/CSD /CSD Fuel/oil coolers and heaters Fuel control units and components All engine related accessories

All Honeywell engines / APUs JT8, JT9, JT10, JT11, JT15D, CF6, CT7, CFM56, CF34, PT6, P108, PW100, PW100, PW4000, RB211, RR250

Honeywell Aerospace (Engine piece part advanced repair)

1944 East Sky Harbor Circle Phoenix AZ 85034 USA


Complete cold section part restoration including gear boxes, cases, knife edge seals,impellers, blisks, fan blades, compressor blades

V2500, CF34, PW100, PT6, JT15D, T56, 501K, TFE731, TPE331, all small 36 series APU, large 36 series APU, 331-200/250, 331350, 331-500, 131-9

EBW, CNC, TIG, FPI, MPI, CMM, HVOF, NDT, EBM, LPPS, EDM, waterjet

Honeywell Aerospace (Engine piece part advanced repair)

85 Beeco Road Greer SC 29652 USA


Complete hot section part restoration, fan blades, compressor blades, stator vanes, combustors, NGVs, turbine blades, cases, seals

V2500, CF34, PW100, PT6, JT15D, T56, 501K, TFE731, TPE331, all small 36 series APUs, large 36 series APUs, 331-200/250, 331350, 331-500, 131-9, T53, T54, AGT 1500

EBW, CNC, TIG, FPI, MPI, CMM, HVOF, NDT, EBM, LPPS, EDM, waterjet, EBPVD, laser welding, fluoride ion cleaning, "jet fix" crack restoration, platinum aluminide coatings, full brazing and heat treat

Honeywell Aerospace (Engine accessories)

3475 North Wesle Wesleyan yan Boulevard Rocky Mount North Carolina, 27804 USA

Bill Wright Director, technical sales Mechanical T 480 592 4182 E-mail: [email protected]

Mechanical and hydraulic actuators, hydromechanical fuel controls, pneumatic fuel controls

All Honeywell engines


6930 North Lakewood Avenue Tulsa, Oklahoma 74117 USA


Aircraft heat exchangers, precoolers, ozone converters, valves, water separators, fuel heaters, oil coolers

All Honeywell engines / APUs JT8, JT9, JT10, JT11, JT15D, CF6, CT7, CFM56, CF34, PT6, P108, PW100, PW100, PW4000, RB211, RR250, Spey, Tay, T64, T76


Hangar 8, Slemon Prk Summerside Prince Edward Island, COB 2A0 Canada


Fuel controls, flow dividers, fuel pumps, fuel nozzles propeller governors, pumps electronics, electronic engine controls (EEC), torque signal conditioners, electrical equipment, generators harnesses

All Honeywell engines PW100, PW4000

Jet Aviation Specialists

3373 North West 107th Street Miami Florida 33167 USA

Andrew Walmsley VP, sales and marketing T (1) 305 681 0160 F (1) 305 681 7356 E-mail: [email protected]

Combustion assemblies, turbine cases, stators, supports, spinner cones

CF6-80C2, CF6-50, CF6-6 CFM56-3, CF34, T56, TF33 JT8D-200, JT8D

Plasma spray, paint, welding, brazing, precision machining, grinding NDT, heat treatment

Liburdi Turbine Services

400 Highway 6 North Dundas Ontario L9H 7K4 Canada

Robert Tollett Director of Marketing T (1) 905 689 0734 F (1) 905 689 0739 E-mail: [email protected]

Industrial turbine blades, buckets, NGVs, vane stators, fuel nozzles

Industrial Avon, Marine Spey, Industrial RB211, ALF502, A501K, LM2500, LM1600, authorised Rolls-Royce industrial repair vendor

coatings, HVOF and air plasma, heat treat, GDAW, PAW and laser welding, EDM, NDT, X-ray

Nordam Repair Division

11200 East Pine St. Tulsa OK 74116 USA

Thomas Henning Director, marketing T (1) 918 878 6313 F (1) 918 878 6796 E-mail: [email protected]

Exhaust nozzles, sleeves, plugs, centrebodies, fairings, ducts, thrust reversers

CF6-50, CF6-80, CFM56, JT8D, JT9D, PW2000, PW4000, V2500, RB211

Vacuum brazing and bonding

PAS Technologies

1234 Atlantic Street North Kansas City MO 64116-4142 USA (other facilities at Hillsboro, OH; Miramar, FL; Phoenix, AZ, Singapore and Ireland)

Marsha Farmer Communications Communic ations director T (1) 816 556 4600 F (1) 816 556 4615 E-mail: [email protected]

Commercial fan blades, carbon seals, military fan blades, compressor blades, variable guide vanes, rotor assemblies, bevel gears, seal seats, housings, honeycomb, feltmetal, shrouds

JT8D, JT9D, CF6, CFM56, PW2000, PW4000, F117, V2500, JT15D, F100, GG4, TF39, PW100, PW300, PW901, RB211, Spey, Tay

Inspection, machining, grinding, finishing, lapping, CNC milling, welding, vacuum and atmospheric heat treatment, automated glass and ceramic shot peening, plasma and D-gun coating, full NDT, EBW, airfoil straightening and blending, electrolytic, chemical and mechanical stripping, grit blasting, vibratory finishing, plating, HVOF, TIG, FPI, MPI, CMM, LPPS, EDM

Pratt & Whitney Canada Accessories and Component Services

1000 Marie-Victorin Longueuil Quebec Canada J4G 1A1

Pascale Tremblay GM T (1) 450 468 7896 F (1) 450 468 7786 E-mail [email protected]

Component repairs

All P & WC engine series


131


Address

Contact


Specialist skills


3101 Hammon Road Wichita Falls, TX, USA

Robert Kirsh General Manager T (1) 940-761-9200 F (1) 940-761-9292 E-mail: [email protected]

Component repairs


1000 Marie Victorin Blvd Longueuil, Quebec, Canada J4G 1A1

Eric MacIntyre Marketing & Customer Service Mgr T (1) 450-442-6802 F (1) 450-442-6810

Accessory Repair and Overhaul for all P&WC engine models

Pratt & Whitney Component Solutions

4905 Stariha Drive Muskegon, MI, USA

Pete Gibson General Manager T (1) 231-798-8464 F (1) 231-798-0150 E-Mail: [email protected]

Rotable exchange support and serviceable parts sales for all P&WC engine models

Pratt & Whitney Engine Services Accessories and Component Services

1525 Midway Park Road Jeff Powell Bridgeport, WV, USA Manager T (1) 304-842-1207 F (1) 304-842-1229 E-mail: [email protected] jeff.pow [email protected]

Component repairs

PT6A, PT6T, JT15D, PW300, PW500

Propulsion Technologies Int'l (A JV of Snecma Services cleaning, diamond grinding, and Technology Corp.) Timken Aftermarket Solutions

15301 SW 29th Street Miramar Florida 33027 USA 3110 N Oakland St Mesa, Az 85215-1144 USA

Oscar Molina [email protected] T: (1) 786 999 0672 Web: www.snecma-services.com Larry Batchelor Sr Product Sales Manager Tel:- +1-480-606-3011 Fax:- +1-480-635-0058 Email: [email protected] www.timken.com/mro

CFM56, CF6-50, CF6-80, JT8D and V2500

For parts repair only

Bearing Repair

All platforms, all manufacturers Bearing Inspection, Repair & Test

Component Repair

RR250, PT6A, PT6T, T53

Compressor case & turbine nozzle Repair & Exchange

Accessory Overhaul

PT6A, PT6T, T53

Repair, Overhaul & Exchange

Engine Overhaul

PT6A, PT6T, T53

Repair, Overhaul, Exchange & Test

All P & WC engine series hot section engine components

TCI - Turbine Controls

5 Old Windsor Road Bloomfield CT 06002 USA

David Tetreault VP, sales T (1) 860 761 7533 F (1) 860 761 7591 E-mail: [email protected]

Engine component support of discs, shafts, hubs, seal ring holders, air seals, bearing housings, supports, spools, MGB and AGB housings and gears, engine accessory support of fuel, oil and pnuematice components, i.e. pumps, actuators, valves, starters

CFM56, CF6, CF34, PW4000, CMM, NDT, FPI, MPI, chemical PW2000, V2500, F100. GG4, GG8 cleaning, EBW, dabber tig, LM Series heat treat, 6-axis robotic plasma and thermal spray spray,, shot peen, grit blast, paint, CNC turning, milling & grinding, engine accessory repair and overhaul fuel, oil, hydraulic, pneumatic testing

Turbine Components (TCI)

8985 Crestmar Point San Diego, CA 92121 USA

Raffee Esmailians T (1) 858 678 8568 F (1) 858 678 0703 M 858 442 6045 E-mail: [email protected]

Turbine Component repairs; Combustion Liners, Housings, Compressor Cases, Turbine Hsg. Honeycomb Exh. Nozzles/Sleeves, Exh. Ducts, Nozzles, Stators, Hot Section Components & more

P&WC PT6, PW100, JT15 series Hamilton Sundstrand APU series PWA PW4000, PW2000, JT9 series PWA JT12/JFTD12 Honeywell TFE731, TPE331, RR T56/501 GE CF34,

Major component repair/overhaul:

EBW, Vacuum Furnace Brazing & Heat Treating, EDM, CNC Mach./ Milling Centers, CMM, 6-Axis Robotic Plasma/Thermal and HVOF Coating, Micro Plasma Arc Welding Waterjet Machining, NDT and Repair Development Engineering FAA, EASA, ISO 9000, AS9100-C

Whyco Finishing Technologies

670 Waterbury Road Thomaston CT 06787 USA

Peter Masella Director of Sales and Marketing T (1) 860 283 5826 F (1) 860 283 6153 E-mail: [email protected] Web: www.whyco.com

Chromium, copper, nickel, plating, abrasive blasting specialised cheming cleaning, chemical removal of coatings and braze alloys, chemical stripping HVOF coatings

(Windsor Airmotive, Connecticut) Barnes Aerospace Aftermarket

7 Connecticut South Dr. East Granby CT 06026 USA

William Gonet VP, Sales T (1) 860 687 5282 F (1) 860 653 0397 E-mail: [email protected]

Casings and Frames, Rotating Air JT8D, JT9D, PW2000, Seals, Discs, Drums, Spacers, PW4000, RB211, Trent 700, OGVs, Bearing Housings Trent 800, Trent 500, Trent 900,CFM56, CF6, Tay, GE90 LM2500, LM6000, LM5000, GG4/8 Avon, 501K

EBW and Automatic TIG welding; High Pressure Water Jet; CNC Milling, Turning, and Grinding; Plasma and Wire Arc Coating; Heat Treat, Thermal Processing, and Vacuum Rotable Pool Support

(Windsor Airmotive, Ohio) Barnes Aerospace Aftermarket

9826 Crescent Park Dr. West Chester OH 45069 USA

William Gonet VP, Sales T (1) 860 687 5282 F (1) 860 653 0397 E-mail: [email protected]

High Pressure Turbine Shrouds honeycomb Seals

CFM56, GE90, CF6, CF34, Tay RB211, AE3000, AE1000

CNC Grinding and Turning; Laser Drilling; Vacuum Brazing and Heat Treat; EDM; FPI; Several Coatings including SVPA; Rotable Pool Support

Woodward Aircraft Engine Systems

One Woodward Way PO Box 405 Rockton Ill 61072-0405 USA

Tony Dzik Manager, cust. support and bus. dev. T (1) 815 639 6983 F (1) 815 624 1929 E-mail: [email protected]

Fuel controls, actuators, fuel nozzles, augmenters and fuel manifolds

GE90, CF6, CFM56, F110, RB211, V2500, CF34, BR700, TPE331, PT6, PW4000, PW206, PW207, PW2000, FJ44, JT8, JT9, CT7, CT700

Heat treating, brazing, welding, surface coating, advanced machining, EBW, laser welding, TIG welding, EDM, plasma coating, vacuum brazing

132


All makes, all models


Address

Contact


Specialist skills

1Source Aero Services

P.O. Box 163 32009 Schimatari, Viotias Greece

Greg Ferguson GM T (30) 226 204 9301 F (30) 226 204 9422 Email: [email protected]

Most types of engine accessories, including fuel, oil, pneumatic, actuators, and electrical

CFM56-3, CFM56-5, CFM56-7, PW4000 V2500 A1, A5, D5 PW2000 F-100

Component and accessory MRO, FPI, MPI, full accessory test capability, EB welding, plasma spray,, parts balance spray

Chromalloy - France

BP 7120 Ave Des Gros Chevaux Z I du Vert Galant F-94054 France

Tom van der Linden VP, Sales P +31 13 5328 423 E-mail: [email protected] contact: cathy_gedvi [email protected] [email protected] m

AL and CR coatings, blades, vane segments, vane rings, honeycomb seal repairs, manufacturing of honeycomb and felt

All PWA, all GE, all CFM series

Chemical stripping and plating, TIG, MIG and EB welding, laser drilling, pack and vapour phase deposition, LPPS, HVOF, EDM, ECG, CNC turning and milling

Chromalloy - Netherlands

Siriusstraat 55 Siriusstraat 5015 BT Tilburg Netherlands


Honeycomb seals, shrouds, frames, cases, supports, fan discs and spools, NGVs

CF6-50, CF6-80A, CF6-80C2, High speed grinding, laser drilling, CF6-80E, CF34, LM1600, Tungsten inert gas & EB welding, LM2500, LM5000, EDM, eddy current LM6000, V2500, 131B, CFM56-2, CFM56-3, CFM56-5A, CFM56-5B (P), CFM56-5C, CFM56-7B, PW4000, A250, BR700

Chromalloy - UK

1 Linkmel Road Eastwood, Nottingham NG16 3RZ


Small engine component repair repair,, large engine component and Honeycomb repair, IGT blade repair

501K, AVON, 501D, Dart, RB211-22B, RB211-524B/C/D, RB211-524G/H, RB211-535C, RB211-535E4, Tay Tay,, Trent 500/700/800, AL5512, ALF502/LF507, PW100, PW901

Acid strip, blending, CNC milling and turning, CMM, degreasing, eddy current inspection, EDM, electron beam welding, FPI, grinding, LPW, vacuum brazing, vibro super polishing

CRMA

14 Avenue Gay-Lussac ZA Clef de Saint-Pierre F-78990 Elancourt France

Combustion chambers, casings, HPT supports, booster vanes, turbine centre frame (TCF) rotating & stationary seals, spools, QEC & Bare harnesses sensors, manifolds, VBV mechanism

CF6-80C2, CF6-80E1, CFM56-5A, CFM56-5B, CFM56-5C, CFM56-7B, GE90 series, GP7200 military engines

Honeycomb, laser drilling, cutting and welding, thermal spray, heat treatment, brazing, EDM NDT inspection, CMM and CNC machining,multi colling holes drilling, airflow test

GE Engine Services - Hungary

Levai utca 33 Veresegyhaz 2112 Hungary

24/7 AOG Hotline T +1-513-552-32 +1-513-552-3272 72 Toll Free in USA: 1-877-432-3272 Email: [email protected]

Pipe repair & kitting Liner panels Honeycomb

CF6-6/-50/-80A/-80C/-80E CFM56-2/-3 GE90 RB211 CF34

Chemical cleaning, anodize and alodine, CNC shotpeening and dry blasting, machining, NDT inspection, CNC unicoat plasma spraying, CNC resistance spot welder, vacuum brazing and heat treatment, TIG and orbital welding

GE Engine Services - Wales

Caerphilly Road, Nantgarw Cardiff, South Glamorgan South Wales, UK CF15 7YJ


Goodrich Engine Control Systems

The Radleys Marston Green Birmingham B33 0HZ UK

Carole Essex Marketing Co-ordinator T (44) 121 788 5179 F (44) 121 779 5712 E-mail: [email protected] [email protected]

Fuel metering controls, fuel pumping systems, electronics controls (software and hardware), afterburner systems, fuel driven actuation controls, engine health monitoring systems, variable geometry actuation control, microprocessors, variable displacement vane pumps

EJ200, Argo APU, F404, F414, CF34-1, CF34-3, CF6-50/80A, CT2106 APU, V2500, TFE 1042, LF507, TF55, LT101, GTCP36-170, PW305/6, Pegasus, RB211524G/H, RB211-535, Spey, Tay, Tay, Trent 70 0/800, Trent 500, Viper, AE2100, AE3007, T406, A250-C40, C20/R2, C47B, BR710

Honeywell Aerospace Raunheim (Engine Accessories)

Frankfurterstrasse 41-65 Raunheim D-65479 Germany


Engine generators/IDG generators/IDG/CSD /CSD Fuel/oil coolers and heaters Fuel control units and components

All Honeywell engines / APUs JT8, JT9, JT10, JT11, JT15D, CF6, CT7, CFM56, CF34, PT6, P108, PW100, PW100, PW4000, RB211, RR250, Spey, Tay, T64, T76, All Honeywell engines and APUs

Honeywell Aerospace Bournemouth (Engine Accessories)

Bournemouth International Airport Christchurch, Dorset BH23 6NW UK


Environmental control, cabin pressure control, heat transfer compressor, starter, oxygen hydraulics, electronic systems and equipment

EUROPE

Yves Cosaque Marketing & Sales Development GM T (33) 1 3068 3702 F (33) 1 3068 8819 M (33) 6 08 41 40 17 E-mail: [email protected] Web: www.crma.fr

GE90, GP7000 CFM56-3/-5/-7

Engine control systems supplier, engine control equipment, tailored support contracts


133


Address

Contact

Jet Technology Centre

Ridgewell House Hollywood, Ballyboughal Co. Dublin Ireland

Michael O Connell Sales & Marketing Manager T (353) 1 8432 221 Mobile 00353 868063262 F (353) 1 8433 849 E-mail: [email protected] Web: www.jtc.ie

HMU MECs, FCUs,Main Fuel Pumps,EVE/EVBC Lubrication Units,Lube & Scavenge Pumps fuel, air, air, oil and hydraulic accessories, safety equipment, slides, vests, rafts,

JT3D, JT8D, JT9D, CFM56, CF6-50, CF6-80, 707/727/737/747/757/767 DC8/9/10 MD80, MD11 A300/310/320/330/340

Overhaul, repair, test, Part Sales Exchange Rotables

LPW Technology

PO Box 768 Altrincham Cheshire WA15 5EN UK

Phil Carroll Technical support T (44) 845 539 0162 F (44) 845 539 0163 E-mail: [email protected]

Specialist laser cladding/ deposition consultancy, supplier of thermal spray and welding wire and powder

All engine types

Application and process development, process optimisation, enclosure and fixture design, supply of specialist laser, cladding gas and plasma, atomised powders, powder handling and process

Lufthansa Technik Intercoat

Kisdorfer Weg 36-38 D-24568 Kaltenkirchen Germany

Sebastian David Sales manager T (49) 4191 809 100 F (49) 4191 2826 E-mail: [email protected]

Fuel pump housings, hydraulic housings, oil pump housings, Arkwin actuators, Boeing and Airbus hydraulic parts

JT8-D, JT9-D, CFM56-3, -5, -7 CF6-50, CF6-80, RB211, Trent 500 V2500, PW2000, PW4000 Boeing and Airbus components

Interfill, FPI, CMC measuring, CNC machining

PWA International

Naas Road Rathcoole Co. Dublin Ireland

Vince Gaffney International sales manager T (353) 1 4588100 F (353) 1 4588106 E-mail: [email protected]

Case overhaul (all models)

PW2000, PW4000, V2500

NDT, EBW, TIG, CNC machining, plasma, HVOF, grinding, vacuum furnace, EDM, shot peen, press test, R&D cell

Rösler

Unity Grove School Lane Knowsley Business Park Prescot L34 9GT UK

Tony Pugh Aerospace Projects Manager T (44) 151 482 0444 F (44) 151 482 4400 E-mail: [email protected]

Surface finishing of aero engine blades and vanes (in both compressor and turbine section), vane assemblies and multi-span components, supply of machines, consumables, subcontract and Keramo process

All engine types, airframe, landing gear components and cabin hardware

Vibratory polishing and Keramo finishing to <10 microinches (<0.25 micrometres) Ra, shot peening and shot blasting

Summit Aviation

Merlin Way, Manston, Kent, UK CT12 5FE

Bruce Erridge Commercial director T (44) 1843 822444 F (44) 1843 820900 E-mail: [email protected]

QEC removal and installation

Pratt and Whitney JT8D (STD) / Complete overhaul, repair and 217 / 219 test Pratt and Whitney JT3D (All Series)

TAMRO

Hangar 3, Upwood Airpark Ramsey Road Bury, Cambridge PE26 2RA UK

David Billington Director, sales and marketing T (44) 1487 711650 F (44) 1487 710777 E-mail: David.Billington@turbinemotor works.com Web: www.turb www.turbinemotorworks.com inemotorworks.com

MRO airframe and engine accessories, fuel, hydraulic pneumatic, oil, electrical, wheel and brake, safety, airframe structural structural wide and narrow body airframes and respective engine types

CF6-50/80, CFM56, JT9D, JT8D, Complete overhaul, repair JT3D and testing components ALF502, ALF507

Turbine Component Repair (TCW)

Hangar 2, Upwood Airpark Ramsey Road Bury, Cambridge PE26 2RA UK

David Billington Director, sales and marketing T (44) 1487 711650 F (44) 1487 710777 E-mail: David.Billington@turbinemotor works.com Web: www.turb www.turbinemotorworks.com inemotorworks.com

Compressor and turbine airfoils, frames and cases, air seals and other rotating parts and Combustors

CF6-50/80, JT9D, JT3D

Airframe types: 747, 777, 767, 757, 737NG, 737, 717, 707 MD-11, DC-10, MD-80, DC-9 RJ85, RJ100, BAE146 A340, A330, A321, A320, A319, A300

TRT

Bramble Way Clovernook Industrial Estate, Somercotes Derbyshire DE55 4RH UK

Andrew Adams Marketing and contracts manager T (44) 1773 524400 F (44) 1773 836327 Email: [email protected] www.trt-ltd.com

HP, IP, LP blades, HP, IP, LP nozzle guide vanes, nozzle guide vane, assemblies

T500 - T700 - T800 RB211-524-535 RB211-524-53 5 (All varients)

TIG and lazer welding vacuum furnace brazing, heat treatment NDT, FPI, X-Ray, EDM CNC machining, precision grinding

TWI

Granta Park Great Abingdon Cambridge CB16AL UK

T: (44) 1223 891162 F: (44) 1223 892588

Engineering solutions incl All engine types welding, joining and associated technologies, technology transfer consultancy and project support. Contract R&D, training and qualification

Woodward Aircraft Engine Systems

5 Shawfarm Road Prestwick Ayrshire KA9 2TR UK

Phil Boyle Sales Director T (44) 1292 677 602 F (44) 1292 677 612 E-mail: [email protected]

Repair and overhaul, fuel control, propellor governer unit test stands

134



CFM56-2/-3, CFM56-5, CF34-3, CF6-6/-50, RB211-535E4, V2500 CF34 -8, -10 PT6, PW100, CT7, Allison 250, TPE331, V2500

Specialist skills

Arc, gas and resisitance welding, plasma spray, cold spray, vacuum furnace braze, laser cladding and deposition, NDT, liquid penetrant, MPI, eddy current and ultrasonic inspections, EBW, laser welding and cutting


Address

Contact


Specialist skills

REST OF WORLD Chromalloy

25 Moo 5 Bungkhamp Bungkhampoi oi Tom van der Linden Lamlukka, Pathumthani VP, Sales Thailand 12150 P +31 13 5328 423 F E-mail: [email protected] contact: cathy_gedvi [email protected] [email protected] m

Gas turbine engine parts

CFM56-2B/-2C, CFM56-3, CFM56-5A/5B/5C, CFM56-7B, CF6-50, CF6-80A, CF6-80C2, CF6-80E1, LM2500, LM5000, LM6000, PW4000 94/100"

Blending, chemical plating, CMM, ECG, EDM, furnace brazing, gas tungsten arc welding, grinding, heat treating, instruction brazing, metallurgical analysis, steel shot peening, vacuum brazing, welding

GE Aviation, Service - ATI

62 Loyang Way Singapore 508770

HPC blades and vanes, fan blades, HPC cases

CF6, CFM56, GE90, CF34, LM, Honeywell

HPC airfoils repair, service management, new make manufacturing, automatic chemical stripping line, micro plasma automated welding, coining and stamping, net shape machining and grinding (2D & 3D airfoil), RD305 leading edge inspection & leading edge re-profiling

Ge Celma

23 Loyang Singapore 508726


GE Celma

Rua Alice Herve, 356 Bingen Petropolis RJ, CEP: 25669-900 Brazil


CF6-50, CF6-80C2 CFM56-3/-7

GE Engine Services Malaysia

MAS Complex A-AA1802 SAAS Airport 47200 Subang Selangor D.E. Malaysia


CFM56-3/-5B

Honeywell Aerospace Singapore (Engine accessories)

17 Changi Business Park Central 1 Singapore 486073 Singapore

Paul David Director, technical sales Mechanical T 480 592 4089 E-mail: [email protected]

Engine generators/IDG generators/IDG/CSD /CSD Fuel/oil coolers and heaters, fuel control units and components, all engine related accessories

All Honeywell engines / APUs CT7, CF6, CF34, CFM56, JT8, JT9, JT10, JT11, JT15D, PT6, P108, PW100, PW4000, RB211, RR250, Spey, Tay

Honeywell Aerospace Xiamen (APU and Propulsion)

Xiamen Gaoqi Int'l Airport Xiamen Fujian 361006 China


Technical expertise in APUs Technical APU accessories, engine starters, heat exchangers

APU GTCP 85 series APU 85, 331-200/250 series

Honeywell Aerospace Melbourne (Engine accessories)

34 Fraser Street, Airport West Victoria, Melbourne, 3042 Australia

Paul David Director technical sales Mechanical T 480 592 4089 E-mail: [email protected]

Air turbine starters bleed air and pneumatic valves, cooling turbines, electro-mechanical electro-mechani cal actuators

Windsor Airmotive Asia Barnes Aerospace Aftermarket

21 Loyang Lane 508921 Singapore

Sebastian Lim Sales Manager, Asia T (65) 6541 9222 F (65) 6542 9364

Casings and Frames, Honeycomb Seals, TOBI Ducts, OGVs, Rotating Air Seals, Disks

Jimmy Tan MD T (65) 543 7818 F (65) 543 7839 E-mail: [email protected] jtan@airfoi ltech.com

Combustors, HPT blades & nozzles, CF6-6/-50/-80A/-80C/-80E LPT blades & nozzles GE90 CF34 CFM56-2/-3/-5/-7 LM2500/5000/6000 RB211-535C

JT8D, JT9D, PW4000, Trent 700, Trent 800, Trent 500, Trent 900 RB211, CFM56

Rejuvenation/enhanced rejuvenation, nozzle fabrication re pair, shank coating strip, Al Green coating, EB weld repair, laser cladding, NDT - FPI, radioscopic inspection, current, airflow testing, special processes, machine shop

EBW and Auto TIG Welding; High Pressure Water Jet; CNC Milling, Turning, Grinding; Plasma and Wire Arc Coating; Heat Treat, Thermal processing and Vacuum Brazing; X-ray, FPI, Eddy Current and Ultrasonic testing; EDM; Several Coatings including SVPA; Rotable Pool Support


135

Directory of major commercial aircraft turboprops * Manufacturer

Designation

Max Mech SHP

General Electric

T64-P4D CT7-5A2 CT7-7A CT7-9B/C CT7-9D CT64-820-4

Honeywell

LPT101-700A-1A T35-L-701 T35-L-701 T76-G-400 TPE331-5/-5A/-6 TPE331-5 /-5A/-6 TPE331-8 TPE-10/-10R/-10 TPE-10/10R/-10U U TPE331-11U TPE331-1 1U TPE331-12U/-12JR TPE331-1 2U/-12JR TPE331-14A/B TPE331-1 4A/B TPE331-14GR/HR TPE331-1 4GR/HR TPE331-25/61 TPE331-2 5/61

840 715 1000 1000 1100 1645 1960 575

PT6A-11 PT6A-11AG PT6A-15AG

550 550 680

2200 2200 2200

328 330 328

PT6A-21 PT6A-25 PT6A-25A

550 550 550

2200 2200 2200

PT6A-25C PT6A-27

750 680

PT6A-28

Pratt & Whitney Canada

136

Dry Length Weight (l (lbb) (in (in)

Comp stages

Turb Aircraft stages appli plications

3400 1735 1700 1870 1940 3133

1188 783 783 805 805 1145

110 96 96 96 96 110

14 axial 6 axial 6 axial 6 axial 6 axial 14 axial

2H, 2L 2H, 2L 2H, 2L 2H, 2L 2H, 2L 2H, 2L

700 1400

335 693 341 360 370 385 405 407 620 620 335

37 59 44

1 axial, I cent 5 axial, 1 cent

1H, 1L

2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent

3 3 3 3 3 3 3 3

62 62 62

3 axial, 1 cent 3 axial, 1 cent 3 axial, 1 cent

1H, 1L 1H, 1L 1H, 1L

328 353 343

62 62 62

3 axial, 1 cent 3 axial, 1 cent 3 axial, 1 cent

1H, 1L 1H, 1L 1H, 1L

2200 2200

346 328

62 62

3 axial, 1 cent 3 axial, 1 cent

1H, 1L 1H, 1L

680

2200

328

62

3 axial, 1 cent

1H, 1L

PT6A-34/34AG

750

2200

331

62

3 axial, 1 cent

1H, 1L

PT6A-36 PT6A-112 PT6A-114 PT6A-114A PT6A-121 PT6A-135A

750 500 600 675 615 750

2200 1900 1900 1900 1900 1900

331 326 345 350 326 338

62 62 62 62 62 62

3 axial, 1 cent 3 axial, 1 cent 3 axial, 1 cent 3 axial, 1 cent 3 axial, 1 cent 3 axial, 1 cent

1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L

PT6A-42 PT6A-42A PT6A-50 PT6A-60A PT6A-60AG PT6A-61 PT6A-62 PT6A-64 PT6A-65AG

850 850 1120 1050 1050 850 950 700 1300

2000 2000 1210 1700 1700 2000 2000 2000 1700

403 403 607 475 475 429 456 465 486

67 67 84 72 72 68 71 70 75

3 axial, 1 cent 3 axial, 1 cent 3 axial, 1 cent 3 axial, 1 cent 3 axial, 1 cent 3 axial, 1 cent 3 axial, 1 cent 4 axial, 1 cent 4 axial, 1 cent

1H, 2L 1H, 2L 1H, 2L 1H, 2L 1H, 2L 1H, 2L 1H, 2L 1H, 2L 1H, 2L

PT6A-65AR PT6A-65B

1424 1100

1700 1700

486 481

75 75


1H, 2L 1H, 2L

PT6-65R PT6A-66 PT6A-66A PT6A-67 PT6A-67A PT6A-67AF PT6A-67AG PT6A-67B PT6A-67D PT6A-67R

1376 850 850 1200 1200 1424 1350 1200 1271 1424

1700 2000 2000 1700 1700 1700 1700 1700 1700 1700

481 456 450 506 506 520 520 515 515 515

75 70 70 74 74 76 76 76 74 76

4 axial, 1 cent 4 axial, 1 cent 4 axial, 1 cent 4 axial, 1 cent 4 axial, 1 cent 4 axial, 1 cent 4 axial, 1 cent 4 axial, 1 cent 4 axial, 1 cent 4 axial, 1 cent

1H, 2L 1H, 2L 1H, 2L 1H, 2L 1H, 2L 1H, 2L 1H, 2L 1H, 2L 1H, 2L 1H, 2L

PT6A-68

1250

2000

572

72

4 axial, 1 cent

1H, 2L


Max Shaf aftt RPM

46 46 46 53 53

C-27A Spar tan Saab 340 CN235 Saab 340, CN 235

Piaggio P.166-DL3 OV-1 Mohawk OV-10 Bronco Ayres S2R-G6, S2R-G6, Dornier 228, Mu-2, Beech Beech King Air B100 Cessna Conquest Conquest Ayres S2R-G10, S2R-G10, Jetstream Jetstream 31, Merlin III, Commande Commanderr 690 Merlin 23, Metro Metro 23 C-212-400, C-212-40 0, Metro 23, 23, Jetstream Jetstream Super 31 PA-42-100 PA-4 2-100 Cheyenne Cheyenne Ayres Vigilante, Jetstream Jetstream 41 MU-2B Piper Cheyenne 1A, Piper T1040 Air tractor AT 402A/B, Schweizer G-164B AG-Cat Turbine Air tractor AT 402A/B, AT 502B, Ayres Turbo Thrush T-15, Frakes Turbo Cat Model A/B/C, Schweizer G-164B AG-Cat Turb. Raytheon Beech King Air C90A/B/SE Raytheon Beech T-34C FTS Turbo Firecracker, Pilatus Turbo Trainer PC-7, PZLOkecie PZL-130 TE Turbo-Orlik, Raytheon Beech T-44A Embraer EMB-312 Tucano, Pilatus Turbo Trainer PC-7 MK II CATIC/HAIG Y-12, deHavilland DHC-6 Twin Otter Series 300, Embraer Bandeirante EMB-110, LET L410, Raytheon Beech 99A, Ratheon Beech B99 Piper Cheyenne II, Raytheon Beech 99A, Raytheon Beech King Air A100/E90 Air Tractor AT 502B, Ayres Turbo Thrush T-34, CROPLEASE Fieldmaster, Embraer Bandierante EMB-110/-111, Embraer Caraja, Frakes Mallard, Frakes Turbo Cat Model A/B/C, JetPROP JetPROP DLX, Pacific Pacific Aero Cresco 750, 750, PZL-Okecie PZL-106 Turbo-Kruk, Schweizer G-164B AG-Cat Turbine, Schweizer G-164D AG-Cat Turbine, Vazar Dash 3 Turbine Otter Raytheon Beech C99 Airliner Cessna Conquest I, Reims F406 Caravan II Cessna 208/208B Caravan 1 Cessna 208/208B Caravan 1 PIAGGIO P-166-DL3 Cessna Conquest I, Embraer EMB-121 XINGU II, Piper Cheyenne IIXL, Raytheon Beech King Air E90-1, Vazar Dash 3 Turbine Otter Raytheon Beech C12F, Raytheon Beech King Air B200 Piper Malibu Meridian deHavilland DHC-7 Dash 8 Raytheon Super Beech King Air 300/350 Air Tractor AT 602, Ayres Model 660 Piper Cheyenne IIIA Pilatus Turbo Trainer PC-9 Socata TBM700 Air Tractor AT 602, AT 802/802A/802AF/802F, Ayres Turbo Thrush T-65, CROPLEAS CROPLEASE E Fieldmaster, CROPLEAS CROPLEASE E Firemaster AMI DC-3, Shor ts C-23B Super Sherpa Polish Aviation Factor y M28 Skytruck, Raytheon Beech 1900/1900C Shor ts 360/360-300 PIAGGIO Avanti P-180 Ibis Aerospace Ae 270 HP Pilatus Turbo Por ter PC-6, Raytheon Beech RC-12K Raytheon Beech Starship Conair Aviation - S2 Turbo-Firecat Air Tractor AT 802/802A/802AF/802F Pilatus PC-12 Raytheon Beech 1900D Basler Turbo BT-67, Greenwich Aircraft DC-3, Shorts 360/360-300 Raytheon T-6A Texan II

Directory of major commercial aircraft turboprops (cont...) Manufacturer

Designation

Max Mech SHP

Max Shaf aftt RPM

Dry Length Weight (lb lb)) (in (in)

Comp stages

Turb Aircraft stages appli plications

PT6A-68B/68C PW118 PW118A PW118B PW119B PW119C PW120 PW120A

1600 1800 1800 1800 2180 2180 2000 2000

2000 1300 1300 1300 1300 1300 1200 1200

572 861 866 866 916 916 921 933

72 81 81 81 81 81 84 84

4 axial, 1 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent

1H, 2L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L

PW121

2150

1200

936

84

2 cent

1H, 1L

PW121A PW123 PW123AF PW123B PW123C PW123D PW123E PW124B PW125B PW126A PW127 PW127B PW127C PW127E PW127F PW127G PW127H PW127J PW150A PW150B

2200 2380 2380 2500 2150 2150 2380 2500 2500 2662 2750 2750 2750 2400 2750 2920 2750 2880 5071 5071

1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1020 1020

957 992 992 992 992 992 992 1060 1060 1060 1060 1060 1060 1060 1060 1060 1060 1060 1521 1521

84 84 84 84 84 84 84 84 84 84 84 84 84 84 84 84 84 84 95 95

2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 2 cent 3 axial, 1 cent 3 axial, 1 cent

1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L 1H, 1L

Rolls-Royce

Dar t RDa7 Mk536 Dar t RDa7 Mk529 Dar t RDa10 Mk542 Dar t Mk552 Tyne Rty 20 Mk 515 Tyne Rty 20 Mk 21/22 21/22 Tyne Rty 20 Mk 801

2280 2250 3060 2465 5730 6,100 4860

1257 1257 1397 1303 2275 2394

98 98 99 98 109 115

2 cent 2cent 2 cent 2 cent 6L, 9H 6L, 9H 6L, 9H

3 3 3 3 1H, 3L 1H, 3L 1H, 3L

Rolls-Royce USA (Allison)

250-B17 250-B17B, B17C/D

420 420

50,970 50970

195 198

45 45


250-B17F, B17F/1, B17F/2 450

50970

205

45

6 axial, 1 cent

AE2100A AE2100C AE2100D AE2100J 501-D22 501-D22A/C/G

15,375 15375 14268 14268 13820 13820

1578 1578 1655 1655 1835 1890

116 116 116 116 146 147

14 axial 14 axial 14 axial 14 axial 14 axial 14 axial

4152 3600 4591 4591 4050 4910

2H, 2L 2H, 2L 2H, 2L 2H, 2L 2H, 2L 2H, 2L

Pilatus PC-21 Embraer EMB120 Embraer EMB120 Embraer EMB120 Fairchild Dornier 328-110/120 Fairchild Dornier 328-110/120 Aerospatiale/Alenia ATR42-300/320 Aerospatiale/Alenia ATR42-400/500, Bombardier Aerospace Q100 Aerospatiale/Alenia ATR42-300/320, Bombardier Aerospace Q100 Aerospatiale/Alenia ATR42-400/500 Bombardier Aerospace Q300 Canadair CL-215T/CL-415 Bombardier Aerospace Q300 Bombardier Aerospace Q200 Bombardier Aerospace Q200 Bombardier Aerospace Q300 Aerospatiale/Alenia ATR 72-200 Fokker 50/High Performance Jetstream Aircraft ATP Aerospatiale/Alenia ATR 72-210/500 Fokker 50/High Performance, Fokker 60 Utility XIAN Y7-200A, Ilyushin Il-114, Socata HALE Aerospatiale/Alenia ATR42-400/500 Aerospatiale/Alenia ATR 72-210A CASA C295 Ilyushin IL-114-100 XIAN Aircraft Co. MA-60 Bombardier Aerospace Q400 AVIC II Y8F600 Fokker F-27 Gulfsteam 1 Convair 660, YS 11 Super HS 748-2B, F27 CL44 Transall Transa ll C.160

Nomad Nomad, Turbine Islander, Turbostar, Viator, Fuji T-5, SF260TP, AS 202/32TP, Redi Go, Siai Marchetti, Turbo Pillan Beech 36, Cessna P210, Nomad, Canguro, Redi Go, SF260TP, Ruschmeyer 90-420AT, Turbine Trilander, Defender 4000, Fuji T7, Grob G140, Beechcraft A36 Saab 2000 N-250-100 N-250-10 0 LMATTS C-27J, C-27J, Lockheed Lockheed C-130J, Lockheed L-100F L-100F ShinMaywa L-100 Convair 580A, L100-20/-30

(*data correct up to 2009)


137

Directory of major commercial aircraft turbofans * Manufacturer

CFM

138

Designation

Takeoff

Flat rate

Bypass By

Length Fan tip Basic

Comp

Turb

Aircraft

thru th rust st (l (lb) b)

temp (oF)

ratio

(in)

stages

stages

applications

dia (in) weight(lb)

CFM56-2-C1 CFM56-2A-2/3

22,000 24,000

86 90/95

6 5.9

95.7 95.7

68.3 68.3

4,635 4,820

1F + 3L, 9H 1F + 3L, 9H

1H, 4L 1H, 4L

CFM56-2B-1

22,000

90

6

95.7

68.3

4,671

1F + 3L, 9H

1H, 4L

DC-8-71, -72, -73 E-3, E6, E-8B KE-3 KC-135R

CFM56-3-B1 CFM56-3B-2

20,000 22,000

86 86

5 4.9

93 93

60 60

4,276 4,301

1F + 3L, 9H 1F + 3L, 9H

1H, 4L 1H, 4L

C-135FR B737-300, -500 B737-300, -400

CFM56-3C-1 CFM56-5-A1 CFM56-5A3 CFM56-5A4

23,500 25,000 26,500 22,000

86 86 86 86

5 6 6 6

93 95.4 95.4 95.4

60 68.3 68.3 68.3

4,301 4,995 4,995 4,995

1F + 3L, 9H 1F + 3L, 9H 1F + 3L, 9H 1F + 3L, 9H

1H, 4L 1H, 4L 1H, 4L 1H, 4L

B737-300, -400, -500 A320 A320 A319

CFM56-5A5 CFM56-5B1 CFM56-5B2

23,500 30,000 31,000

86 86 86

6 5.5 5.5

95.4 102.4 102.4

68.3 68.3 68.3

4,995 5,250 5,250

1F + 3L, 9H 1F + 4L, 9H 1F + 4L, 9H

1H, 4L 1H, 4L 1H, 4L

A319 A321 A321

CFM56-5B3 CFM56-5B4 CFM56-5B5 CFM56-5B6

33,000 27,000 22,000 23,500

86 86 86 86

5.4 5.7 6 5.9

102.4 102.4 102.4 102.4

68.3 68.3 68.3 68.3

5,250 5,250 5,250 5,250

1F + 4L, 9H 1F + 4L, 9H 1F + 4L, 9H 1F + 4L, 9H

1H, 4L 1H, 4L 1H, 4L 1H, 4L

A321 A320 A319 A319

CFM56-5B7 CFM56-5B8 CFM56-5B9

27,000 21,600 23,300

86 86 113

5.9 6 6

102.4 102.4 102.4

68.3 68.3 68.3

5,250 5,250 5,250

1F + 4L, 9H 1F + 4L, 9H 1F + 4L, 9H

1H, 4L 1H, 4L 1H, 4L

A319, A319CJ A318 A318

CFM56-5C2 CFM56-5C3 CFM56-5C4

31,200 32,500 34,000

86 86 86

6.6 6.5 6.4

103 103 103

72.3 72.3 72.3

8,740 8,740 8,740

1F + 4L, 9H 1F + 4L, 9H 1F + 4L, 9H

1H, 5L 1H, 5L 1H, 5L

A340-200, -300 A340-200, -300 A340

CFM56-5B1/3 CFM56-5B2/3 CFM56-5B3/3 CFM56-5B4/3

30,000 31,000 33,000 27,000

86 86 86 86

5.5 5.5 5.4 5.7

102.4 102.4 102.4 102.4

68.3 68.3 68.3 68.3

5,250 5,250 5,250 5,250

1F + 4L, 9H 1F + 4L, 9H 1F + 4L, 9H 1F + 4L, 9H

1H, 4L 1H, 4L 1H, 4L 1H, 4L

A321 A321 A321 A320

CFM56-5B5/3 CFM56-5B6/3

22,000 23,500

86 86

6.0 5.9

102.4 102.4

68.3 68.3

5,250 5,250

1F + 4L, 9H 1F + 4L, 9H

1H, 4L 1H, 4L

A319 A319


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Directory of major commercial aircraft turbofans (cont...) Manufacturer

Takeoff

Flat rate

Bypass By


Comp

Turb

Aircraft


temp ( F)

ratio

(in)

stages

stages

applications

CF6-80C2-B5F CF6-80C2-B6 CF6-80C2-B8F CF6-80C2-D1F CF6-80E1-A2 CF6-80E1-A3 CF6-80E1-A4 GE90-76B GE90-77B GE90-85B GE90-90B GE90-94B GE90-110B1 GE90-115B GEnx-1B54 GEnx-1B64 GEnx-2B67 GEnx-1B70

60,800 60,800 60,800 51,250 65,800 69,800 68,100 76,000 77,000 84,700 90,000 93,700 110,100 115,300 53,200 63,800 66,500 69,800

77 86 86 86 86 86 86 86 86 86 86 86 92 86 86 86 86 86

5.14 5.06 5.06 5.03 5.1 5.1 5 8.7 8.7 8.7 8.7 8.7 7.2 7.2 9 8.8 7.4 8.6

168.3 168.3 168.3 168.3 173.5 173.5 168.4 287 287 287 287 287 287 287 184.7 184.7 169.7 184.7

93 93 93 93 96.2 96.2 96.2 123 123 123 123 123 128.2 128.2 111.1 111.1 104.2 111.1

9,790 9,670 9,790 9,790 11,225 10,627 9,790 16,644 16,644 16,644 16,644 16,644 18,260 18,260 18,822 18,822 18,822 18,822

1F + 4L, 14H 1F + 4L, 14H 1F + 4L, 14H 1F + 4L, 14H 1F + 4L, 14H 1F + 4L, 14H 1F + 4L, 14H 1F + 3L, 10H 1F + 3L, 10H 1F + 3L, 10H 1F + 3L, 10H 1F + 3L, 10H 1F + 3L, 9H 1F + 3L, 9H 1F + 4L, 10H 1F + 4L, 10H 1F + 3L, 10H 1F + 4L, 10H

2H, 5L 2H, 5L 2H, 5L 2H, 5L 2H, 5L 2H, 5L 2H, 5L 2H, 6L 2H, 6L 2H, 6L 2H, 6L 2H, 6L 2H, 6L 2H, 6L 2H, 7L 2H, 7L 2H, 7L 2H, 7L

B767-300ER B767-300ER B767-300ER C-5M A330 A330-200 A330-200 B777-200 B777-200 B777-200 B777-200/-200ER/-300 B777-200ER/-300 B777-200LR B777-300ER B787-3 B787-8 B747-8 B787-9

GE-P&W Alliance

GP7270 GP7277

70,000 77,000

86 86

8.7 8.7

187 187

116 116

12,906 12,906

1F + 5L, 9H 1F + 5L, 9H

2H, 6L 2H, 6L

A380 A380

Honeywell

AS907 AS977-1A ALF502L ALF502R-3A/5 ALF502R-6 LF507-1F LF507-1H TFE731-2

6,500 7,092 7,500 6,970 7,500 7,000 7,000 3,500

85 85 59 71 71 74 74 72

4.2 4.2 5 5.6 5.6 5 5 2.5

92.4 92.4 56.8 58.6 58.6 58.6 58.6 49.7

46.3 49.9 41.7 41.7 41.7 41.7 41.7 28.2

1364 1,364 1,311 1,336 1,375 1,385 1,385 743

1F + 4L, 1CF 1F + 4L, 1CF 1F + 1L,7H + 1CF 1F + 1L, 7H + 1CF 1F + 1L, 7H + 1CF 1F + 2L,7H + 1CF 1F + 2L,7H + 1CF 1F + 4L,1H


TFE731-2A/B/J/L/N TFE731-3

3,600 3,700

73.4 76

2.56 2.67

49.7 49.7

28.2 28.2

750 742

1F + 4L, 1CF 1F + 4L, 1CF

1H, 3L 1H, 3L

TFE731-3A

3,700

76

2.66

49.7

28.2

766

1F + 4L, 1H

1H, 3L

TFE731-3B TFE731-3C TFE731-4 TFE731-5

3,650 3,650 4,060 4,304

70 70 76 73.4

2.65 2.65 2.4 3.33

49.7 49.7 58.15 54.7

28.2 28.2 28.2 29.7

760 777 822 852

1F + 4L, 1H 1F + 4L, 1H 1F + 4L, 1H 1F + 4L, 1H

1H, 3L 1H, 3L 1H, 3L 1H, 3L

TFE731-5A

4,500

73.4

3.15

67.8

29.7

884

1F + 4L, 1H

1H, 3L

TFE731-5B

4,750

77

3.2

67.8

29.7

899

1F + 4L, 1H

1H, 3L

TFE731-20 TFE731-40

3,500 4,250

93 77

3.1 2.9

59.65 51

34.2 28.2

895 895

1F + 4L, 1H 1F + 4L, 1H

1H, 3L 1H, 3L

TFE731-60

5,000

89.6

3.9

72

30.7

988

1F + 4L, 1H

1H, 3L

Continental Jet Avro RJX and BAe 146 Canadair 600 Challenger BAe 146 BAe 146 Avro RJ BAe 146 Dassault Falcon 10 CASA C101 Learjet 31/35 AT-3, IA-63 K-8 731 Jetstar, Jetstar II CASA 101 Dassault Falcon 50 Hawker 400/700 Westwind Sabreliner 65 Learjet 55 Astra Citation III, VI Citation III, VI Citation V11 Hawker 800 CASA C101 Dassault Falcon 900 Dassault Falcon 20-5 Dassault Falcon 900B Dassault Falcon 20-5 Hawker 800XP Learjet 45 Falcon 50EX Astra SPX Falcon 900EX

V2500-A1 V2522-A5 V2524-A5 V2525-D5 V2527-A5 V2528-D5 V2530-A5 V2533-A5

25,000 23,000 24,500 25,600 26,600 28,600 30,400 32,000

86 131 131 86 115 86 86 86

5.4 4.9 4.9 4.9 4.8 4.7 4.6 4.5

126 126 126 126 126 126 126 126

63 63.5 63.5 63.5 63.5 63.5 63.5 63.5

5,210 5,210 5,210 5,610 5,210 5,610 5,210 5,210

1F + 3L, 10H 1F + 4L, 10H 1F + 4L, 10H 1F + 4L, 10H 1F + 4L, 10H 1F + 4L, 10H 1F + 4L, 10H 1F + 4L, 10H


A320, ACJ A319 A319 MD-90 A320 MD-90 A321-100 A321-200

IAE

140

Designation


o

dia (in) weight(lb)


General Electric

Designation

Takeoff

Flat rate

Bypass By


Comp

Turb

Aircraft


o

temp ( F)

ratio

(in)

stages

stages

applications

5.9 6.0 6.0 5.5 5.4 5.3 5.3 5.1 5.1 5.4 5.3 5.3 5.1 5.1

CFM56-5B7/3 CFM56-5B8/3 CFM56-5B9/3 CFM56-7B18 CFM56-7B20 CFM56-7B22 CFM56-7B24 CFM56-7B26 CFM56-7B27 CFM56-7B20/3 CFM56-7B22/3 CFM56-7B24/3 CFM56-7B26/3 CFM56-7B27/3

27,000 21,600 23,300 19,500 20,600 22,700 24,200 26,300 27,300 20,600 22,700 24,200 26,300 27,300

86 86 113 86 86 86 86 86 86 86 86 86 86 86

CJ610-5-6

2,950

CJ610-8-9 CJ610-8A CF700-2D2 CF34-1A CF34-3A CF34-3A1

dia (in) weight(lb)

102.4 102.4 102.4 103.5 103.5 103.5 103.5 103.5 103.5 103.5 103.5 103.5 103.5 103.5

68.3 68.3 68.3 61 61 61 61 61 61 61 61 61 61 61

5,250 5,250 5,250 5,257 5,257 5,257 5,257 5,257 5,257 5,257 5,257 5,257 5,257 5,257

1F + 4L, 9H 1F + 4L, 9H 1F + 4L, 9H 1F + 3L, 9H 1F + 3L, 9H 1F + 3L, 9H 1F + 3L, 9H 1F + 3L, 9H 1F + 3L, 9H 1F + 3L, 9H 1F + 3L, 9H 1F + 3L, 9H 1F + 3L, 9H 1F + 3L, 9H

1H, 4L 1H, 4L 1H, 4L 1H, 4L 1H, 4L 1H, 4L 1H, 4L 1H, 4L 1H, 4L 1H, 4L 1H, 4L 1H, 4L 1H, 4L 1H, 4L

A319, A319CJ A318 A318 B737-600 B737-600, -700 B737-600, -700 B737-700, -800, -900 B737-800, -900 B737-800, -900 B737-600, -700 B737-600, -700 B737-700, -800, -900 B737-800, -900 B737-800, -900

59

40.5

17.6

403

8

2

3,100 2,950 4,500 8,650 9,220 9,220

59 59 59 59 70 70

6.2 6.2 6.2

40.5 40.5 75.6 103 103 103

17.6 17.6 33.1 49 49 49

411 411 767 1,625 1,625 1,625

8 8 8 1F, 14H 1F, 14H 1F, 14H

2 2 2 2H, 4L 2H, 4L 2H, 4L

CF34-3B CF34-3B1 CF34-8C1 CF34-8C5 CF34-8E CF34-10A CF34-10E CF6-6D CF6-6D1A CF6-45A2

9,220 9,220 13,790 14,500 14,500 18,050 18,500 40,000 41,500 46,500

86 86 86 86 86 86 86 88 84 97

6.2 6.2 4.9 4.9 4.9 5 5 5.72 5.76 4.64

103 103 128.5 128.5 128.5 90 90 188 188 183

49 49 52 52 52 53 53 86.4 86.4 86.4

1,670 1,670 2,350 2,470 2,470 3,800 3,800 8,176 8,966 8,768

1F, 14H 1F, 14H 1F, 10H 1F, 10H 1F, 10H 3L,9H 3L, 9H 1F + 1L, 16H 1F + 1L, 16H 1F + 3L, 14H

2H, 4L 2H, 4L 2H, 4L 2H, 4L 2H, 4L 1H, 4L 1H, 4L 2H, 5L 2H, 5L 2H, 4L

CF6-50C

51,000

86

4.26

183

86.4

8,966

1F + 3L, 14H

2H, 4L

CF6-50E CF6-50C1

52,500 52,500

78 86

4.24 4.24

183 183

86.4 86.4

9,047 8,966

1F + 3L, 14H 1F + 3L, 14H

2H, 4L 2H, 4L

CF6-50E1 CF6-50C2

52,500 52,500

86 86

4.24 4.31

183 183

86.4 86.4

9,047 8,966

1F + 3L, 14H 1F + 3L, 14H

2H, 4L 2H, 4L

CF6-50C2R CF6-50E2 CF6-50C2B CF6-50C2R CF6-50E2B CF6-80A CF6-80A1 CF6-80A2 CF6-80A3 CF6-80C2-A1 CF6-80C2-A2 CF6-80C2-A3

51,500 52,500 54,000 51,000 54,000 48,000 48,000 50,000 50,000 59,000 53,500 60,200

86 86 79 79 86 92 92 92 92 86 111 86

4.31 4.31 4.25 4.25 4.24 4.66 4.66 4.59 4.59 5.15 5.31 5.09

183 183 183 183 183 166.9 166.9 166.9 166.9 168.4 168.2 168.3

86.4 86.4 86.4 86.4 86.4 86.4 86.4 86.4 86.4 93 93 93

8,966 9,047 8,966 8,966 9,047 8,760 8,760 8,760 8,760 9,480 9,480 9,480

1F + 3L, 14H 1F + 3L, 14H 1F + 3L, 14H 1F + 3L, 14H 1F + 3L, 14H 1F + 3L, 14H 1F + 3L, 14H 1F + 3L, 14H 1F + 3L, 14H 1F + 4L, 14H 1F + 4L, 14H 1F + 4L, 14H

2H, 4L 2H, 4L 2H, 4L 2H, 4L 2H, 4L 2H, 4L 2H, 4L 2H, 4L 2H, 4L 2H, 5L 2H, 5L 2H, 5L

CF6-80C2-A5 CF6-80C2-A5F CF6-80C2-A8 CF6-80C2-B1 CF6-80C2-B1F CF6-80C2-B2 CF6-80C2-B2F CF6-80C2-B4 CF6-80C2-B4F

61,300 61,300 59,000 56,700 58,000 52,500 52,700 58,100 58,100

86 86 95 86 90 90 86 90 77

5.05 5.05 5.09 5.19 5.19 5.31 5.31 5.14 5.14

168.3 168.3 168.3 168.3 168.3 168.3 168.3 168.3 168.3

93 93 93 93 93 93 93 93 93

9,480 9,860 9,480 9,670 9,790 9,670 9,790 9,790 9,790

1F + 4L, 14H 1F + 4L, 14H 1F + 4L, 14H 1F + 4L, 14H 1F + 4L, 14H 1F + 4L, 14H 1F + 4L, 14H 1F + 4L, 14H 1F + 4L, 14H


Learjet 24D, 25B, 25C, Westwind 1121 Westwind 1123 Learjet Centur y III Falcon 20, Rockwell Sabre 75A Challenger 601 Challenger 601 Challenger 601 Canadair Regional Jet Challenger 604 Canadair Regional Jet Canadair CRJ-700 Canadair CRJ-900 Embraer ERJ-170/175 ACAC ARJ21 ERJ-190/195 DC-10-10 DC-10-10 B747-100B SR B747SP DC-10-30 A300-B2,-B4 B747-200 DC-10-30 A300-B2, -B4 B747-200 DC-10-30 A300-B2, -B4 DC-10-30 B747-200 DC-10-30 DC-10-30 B747-200 B767-200 A310-200 B767 A310-200 A300-600 A310-200/ -300 A300-600 A310-300 A300-600 A300-600 A310-300 B747-200, -300 747-400 B767-200/-ER/-300 B767-300ER B767-200ER/-300ER B767-300ER


141


P & W Canada

Rolls-Royce

142

Designation

Takeoff

Flat rate

Bypass By


Comp

Turb

Aircraft


temp ( F)

ratio

(in)

stages

stages

applications

o

dia (in) weight(lb)

JT9D-7R4E4, E3

50,000

86

4.8

153.6

97

9,140

1F + 4L, 11H

2H, 4L

JT9D-7R4H1 PW2037 PW2040 PW2043 PW4050 PW4052 PW4056 PW4056 PW4060 PW4062 PW4062 PW4074 PW4077 PW4084 PW4090 PW4098 PW4152 PW4156 PW4158 PW4164 PW4168 PW4460 PW4462 PW6122A PW6124A

56,000 38,250 41,700 43,000 50,000 52,200 56,000 56,750 60,000 62,000 62,000 74,000 78,040 84,600 91,790 98,000 52,000 56,000 58,000 64,000 68,000 60,000 62,000 22,100 23,800

86 87 87 87 92 92 92 92 92 86 86 86 86 86 86 86 108 92 86 86 86 86 86 86 86

4.8 6 6 6 5 5 4.9 4.9 4.8 4.8 4.8 6.4 6.4 6.4 6.4 6.4 5 4.9 4.8 5.1 5.1 4.8 4.8 4.8 5

153.6 141.4 141.4 141.4 153.6 132.7 132.7 132.7 132.7 132.7 132.7 191.7 191.7 191.7 191.6 194.7 132.7 132.7 132.7 163.1 163.1 132.7 132.7 108 108

97 78.5 78.5 78.5 97 94 94 94 94 94 94 112 112 112 112 112 94 94 94 100 100 94 94 56.6 56.6

8,885 7,300 7,300 7,300 9,213 9,213 9,213 9,213 9,332 9,400 9,400 14,995 14,995 14,995 15,741 16,170 9,332 9,332 9,332 11,700 11,700 9,332 9,400 4,840 4,840

1F + 4L, 11H 1F + 4L, 12H 1F + 4L, 12H 1F + 4L, 12H 1F + 4L, 12H 1F + 4L, 11H 1F + 4L, 11H 1F + 4L, 11H 1F + 4L, 11H 1F + 4L, 11H 1F + 4L, 11H 1F + 6L, 11H 1F + 6L, 11H 1F + 6L, 11H 1F + 6L, 11H 1F + 7L, 11H 1F + 4L, 11H 1F + 4L, 11H 1F + 4L, 11H 1F + 5L, 11H 1F + 5L, 11H 1F + 4L, 11H 1F + 4L, 11H 1F + 4L, 5H 1F + 4L, 5H

2H, 4L 2H, 5L 2H, 5L 2H, 5L 2H, 5L 2H, 4L 2H, 4L 2H, 4L 2H, 4L 2H, 4L 2H, 4L 2H, 7L 2H, 7L 2H, 7L 2H, 7L 2H, 7L 2H, 4L 2H, 4L 2H, 4L 2H, 5L 2H, 5L 2H, 4L 2H, 4L 1H, 3L 1H, 3L

JT15D-1, -1A, -1B JT15D-4

2,200 2,500

59 59

3.3 2.6

56.6 60.4

27.3 20.8

514/519 557

1F + 1CF 1F + 1CF

1H, 2L 1H, 2L

JT15D-4C JT15D-5

2,500 2,900

59 80

2.6 2

60.4 60.4

20.8 20.5

575 632

1F + 1CF 1F + 1CF

1H, 2L 1H, 2L

JT15D-5A JT15D-5B JT15D-5C JT15D-5D JT15D-5F PW305A PW305B PW306A PW306B PW306C PW307A PW308A PW308C PW530A PW535A PW545A PW610F-A PW615F-A PW617F-E PW800

2,900 2,900 3,190 3,045 2,900 4,679 5,266 6,040 6,050 5,770 6,405 6,904 7,002 2,887 3,400 3,804 950 1,390 1,780 10,000 to 20,000

80 80 59 80 80 93 74.3 89 95 91.4 92.1 98.6 100.4 73 81 83 97 77 68 TBA

2 2 2 2 2 4.3 4.3 4.5 4.5 4.3 4.31 4 4 3.2 3.7 4 1.83 2.8 2.7 TBA

60.4 60.4 60.4 60.6 60.4 81.5 81.5 75.6 75.6 75.726 86.02 84.2 84.2 60 64.8 75.7 45.4 49.5 52.6 TBA

27 27 27 27 27 30.7 30.7 31.7 31.7 31.7 32.7 33.2 33.2 27.6 29 32 14.5 16.03 17.7 TBA

632 643 665 627 635 993 993 1,043 1,062 1,150 1,242 1,365 1,375 616 697 815 259.3 310 366 TBA

1F + 1CF 1F + 1CF 1F + 1CF 1F + 1CF 1F + 1CF 1F, 4H + 1CF 1F, 4H + 1CF 1F, 4H + 1CF 1F, 4H + 1CF 1F, 4H + 1CF 1F, 4H + 1CF 1F, 4H + 1CF 1F, 4H + 1CF 1F, 2H + 1CF 1F + 1L, 2H + 1CF 1F + 1L, 2H + 1CF 1F, 1H + 1C 1F, 1H + 1C 1F, 1H + 1C TBA

1H, 2L 1H, 2L 1H, 2L 1H, 2L 1H, 2L 2H, 3L 2H, 3L 2H, 3L 2H, 3L 2H, 3L 2H, 3L 2H, 3L 2H, 3L 1H, 2L 1H, 3L 1H, 3L 1H, 1L 1H, 1L 1H, 1L TBA

AE3007A A3007C BR710-A1-10 BR710-A2-20 BR710-C4-11 BR715-58 RB211-22B RB211-524B & B2

7,580 6,495 14,750 14,750 15,385 22,000 42,000 50,000

86 86 86 86 86 50 84 84

5.3 5.3 4.2 4.2 4.2 4.4 4.8 4.5

106.5 106.5 134 134 134 142 119.4 119.4

38.5 38.5 51.6 51.6 51.6 62.2 84.8 84.8

1,608 1,586 3,520 3,600 3,520 4,660 9,195 9,814

1L , 14H 1L, 14H 1L, 10H 1L, 10H 1L, 10H 1 + 2L, 10H 1L, 7I, 6H 1L, 7I, 6H

2H, 3L 2H, 3L 2H, 2L 2H, 2L 2H, 2L 2H, 3L 1H, 1I, 3L 1H, 1I, 3L


A310-200,-300 B767-200ER,-300 A310-200, -300 A300-600 B757-200 B757-200, -200F B757-200, -300 B767-200, -200ER B767-200, -200ER, -300 B767-200, -200ER, -300 B747-400 B767-300, -300ER B767-300 B747-400 B777-200 B777-200 B777-200 B777-200, -300 B777-300 A310-300 A300-600, A310-300 A300-600, -600R A330 A330 MD-11 MD-11 A318 A318 Cessna Citation 1 A»rospatiale Corvette Cessna Citation II Mitsubishi Diamond 1 Agusta S211 Beechjet 400A Cessna T-47A Cessna Citation V Beech T-1A Jayhawk Agusta S211A Cessna Citation V Ultra Raytheon Beech Learjet Model 60 Raytheon Hawker 1000 Gulfstream G-200 Fairchild 328JET Cessna Citation Sovereign Falcon 7X Raytheon Hawker Horizon Dassault Falcon 2000EX Cessna Citation Bravo Cessna Encore Ultra Cessna Citation Excel Eclipse Aviation E500 Citation Mustang Embraer Phenom 100

Embraer EMB-135/145 Citation X Gulfstream V Global Express Gulfstream V-SP B717 L-1011-1, -100 L-1011-200/-500


Designation

Takeoff

Flat rate

Bypass By


Comp

Turb

Aircraft


temp ( F)

ratio

(in)

stages

stages

applications

o

dia (in) weight(lb)

PowerJet

SaM146 SaM146

13,750 15,650

TBA TBA

4.43 4.43

81.49 81.49

48.2 48.2

TBA TBA

3L, 6H 3L, 6H

1H, 3L 1H, 3L

Superjet 100-75B Superjet 100-75LR/-95

Pratt & Whitney

JT3C-6

11,200 dr y

?

?

138.6

38.8

4,234

9L, 7H

1H, 2L

JT3C-7 JT3C-12 JT3D-1, -1A

12,000 dry 13,000 dry 17,000 dry

? ? ?

? ? 1.4

136.8 136.8 136.3

38.8 38.8 53.1

3,495 3,550 4,145

9L, 7H 9L, 7H 2F + 6L, 7H

1H, 2L 1H, 2L 1H, 3L

JT3D-1 & -1A -MC6 JT3D-1 & -1A-MC7 JT3D-3B, -3C

17,000 dry 17,000 dry 18,000 dry

? ? 84

1.4 1.4 1.4

145.5 145.5 136.6

53.1 53 53.1

4,540 4,165 4,340

2F + 6L, 7H 2F + 6L, 7H 2F + 6L, 7H

1H, 3L 1H, 3L 1H, 3L

JT3D-7, -7A

19,000 dry

84

1.4

136.6

53.1

4,340

2F + 6L, 7H

1H, 3L

JT4A-3, -5

15,800

N/K

N/A

144.1

43

5,020/4,815

8L, 7H

1H, 2L

JT4A-9, -10

16,800

N/K

N/A

144.1

43

5,050/4,845

8L, 7H

1H, 2L

JT4A-11, -12

17,500

N/K

N/A

144.1

43

5,100/4,895

8L, 7H

1H, 2L

JT8D-1, -1A, -1B

14,000

N/K

1.1

123.5

42.5

3,155

2F + 4L, 7H

1H, 3L

JT8D-7, -7A, -7B

14,000

84

1.1

123.5

42.5

3,205

2F + 4L, 7H

1H, 3L

JT8D-9, -9A

14,500

84

1.04

123.5

42.5

3,377

2F + 4L, 7H

1H, 3L

JT8D-11 JT8D-15, -15A

15,000 15,500

84 84

1.05 1.03/1.04

123.5 123.5

42.5 42.5

3,389 3,414/3,474

2F + 4L, 7H 2F + 4L, 7H

1H, 3L 1H, 3L

JT8D-17, -17A

16,000

84

1.01/1.02

123.5

42.5

3,430/3,475

2F + 4L, 7H

1H, 3L

JT8D-17R JT8D-17AR JT8D-209 JT8D-217 JT8D-217A JT8D-217C JT8D-219 JT9D-3A JT9D-7

17,400 16,400 18,500 20,850 20,850 20,850 21,700 43,600 dry 45,600 dry

77 77 77 77 84 84 84 80 80

1 1 1.78 1.73 1.73 1.81 1.77 5.2 5.2

123.5 123.5 154.2 154.2 154.2 154.2 154.2 154.2 154.2

42.5 42.5 49.2 49.2 49.2 49.2 49.2 95.6 95.6

3,495 3,600 4,435 4,470 4,470 4,515 4,515 8,608 8,850

2F + 4L, 7H 2F + 4L, 7H 1F + 6L, 7H 1F + 6L, 7H 1F + 6L, 7H 1F + 6L, 7H 1F + 6L, 7H 1F + 3L, 11H 1F + 3L, 11H


JT9D-7A

46,250 dry

80

5.1

154.2

95.6

8,850

1F + 3L, 11H

2H, 4L

JT9D-7F

48,000 dry

80

5.1

154.2

95.6

8,850

1F + 3L, 11H

2H, 4L

JT9D-7J

50,000 dry

80

5.1

154.2

95.6

8,850

1F + 3L, 11H

2H, 4L

JT9D-20 JT9D-59A

46,300 dry 53,000

84 86

5.2 4.9

154.2 154.2

95.6 97

8,450 9,140

1F + 3L, 11H 1F + 4L, 11H

2H, 4L 2H, 4L

JT9D-70A JT9D-7Q, -7Q3 JT9D-7R4E, E1

53,000 53,000 50,000

86 86 86

4.9 4.9 5

154.2 154.2 153.6

97 97 97

9,155 9,295 8,905

1F + 4L, 11H 1F + 4L, 11H 1F + 4L, 11H

2H, 4L 2H, 4L 2H, 4L

B707-120 DC-8-10 B720 B720 B720B B707-120B DC-8-50 B707-120B B720B DC-8-50,-61,-61F,-62,-63 B707-120B, -320B, -C B720B, VC-137C B707-320B, C , F DC-8-63, -63F B707-320 DC-8-20 B707-320 DC-8-20 B707-320 DC-8-20, -30 B727-100, -100C DC-9-10, -20, -30 Caravelle 10B, 10R Caravelle 10B, 10R, 11R DC-9-10/-30 B727, B737 Caravelle 12 B727-200 B737-200 DC-9-20, -30, -40 T-43A, C-9A, C-9B, VC-9C DC-9-20/-30/-40 B727-200 B737-200 DC-9-30,-40, -50 Mercure B727-200 DC-9-30, -50 B737-200 B727-200 B727-200 MD-81 MD-82 MD-82, MD-87 MD-82, -83, -87, -87, -88 MD-82, -83, -87, -87, -88 B747-100 B747-100/-200B, C, C, F B747 SR B747-100/-200B, C, C, F B747 SR, SP B747-200B, C, F, B747 SR, SP B747-100, -200B, C, F,F, B747 SR, SP DC-10-40 B747-200 A300-B4-100/-200 B747-200 B747-200B, C, F B767-200, -200ER, -200ER, -300


143


Designation

RB211-524B4D/ B4 improved RB211-524C2 RB211-524D4 RB211-524D4 upgrade RB211-524G RB211-524H RB211-524G-T RB211-524H-T RB211-535C RB211-535E4 RB211-535E4B Spey 511-8 Spey 512-5W/-14DW Tay 611 Tay 620 Tay 650 Tay 651 Trent 553 Trent 556 Trent 768 Trent 772 Trent 772B Trent 875 Trent 877 Trent 884 Trent 892 Trent 892B Trent 895 Trent 970 Trent 972 Trent 977 Trent 1000-A Trent 1000-C Trent 1000-D Trent 1000-E Trent 1000-G Trent 1000-H Trent 1000-J Trent 1000-K Trent XWB-74 Trent XWB-83 Trent XWB-92

(*data correct up to 2009)

144


Takeoff

Flat rate

Bypass By


Comp

Turb

Aircraft


temp ( F)

ratio

(in)

stages

stages

applications

o

dia (in) weight(lb)

50,000

84

4.4

122.3

85.8

9,814

1L, 7I, 6H

1H, 1I, 3L

B747-200/SP L-1011-250/500

51,500 53,000 53,000

84 86 86

4.5 4.4 4.4

119.4 122.3 122.3

84.8 85.8 85.8

9,859 9,874 9,874

1L, 7I, 6H 1L, 7I, 6H 1L, 7I, 6H

1H, 1I, 3L 1H, 1I, 3L 1H, 1I, 3L

B747-200/SP B747-200/SP B747-200/-300

58,000 60,600 58,000 60,600 37,400 40,100 43,100 11,400 12,550 (wet)

86 86 86 86 84 84 84 74 77

4.3 4.1 4.3 4.1 4.4 4.3 4.3 0.64 0.71

125 125 125 125 118.5 117.9 117.9 109.6 109.6

86.3 86.3 86.3 86.3 73.2 74.1 74.1 32.5 32.5

9,670 9,670 9,470 9,470 7,294 7,264 7,264 2,483 2,609

1L, 7I, 6H 1L, 7I, 6H 1L, 7I, 6H 1L, 7I, 6H 1L, 6I, 6H 1L, 6I, 6H 1L, 6I, 6H 5L, 12H 5L, 12H

1H, 1I, 3L 1H, 1I, 3L 1H, 1I, 3L 1H, 1I, 3L 1H, 1I, 3L 1H, 1I, 3L 1H, 1I, 3L 2H, 2L 2H, 2L

13,850 13,850 15,100 15,400 53,000 56,000 67,500 71,100 71,100 74,600 77,200 84,950 91,600 91,600 95,000 70,000 72,000 76,500 63,800 69,800 69,800 53,200 67,000 58,000 73,800 73,800 74,000 83,000 92,000

86 86 86 82.4 86 86 86 86 100 86 86 86 86 86 77 86 86 86 86 86 95 86 86 86 86 91 TBA TBA TBA

3.04 3.04 3.06 3.07 7.7 7.6 5.1 5 5 6.2 6.1 5.9 5.8 5.8 5.8 8.7 8.6 8.5 11 11 11 11 11 11 11 11 TBA TBA TBA

94.7 94.7 94.7 94.7 154 154 154 154 154 172 172 172 172 172 172 179 179 179 160 160 160 160 160 160 160 160 TBA TBA TBA

44 44 45 45 97.4 97.4 97.4 97.4 97.4 110 110 110 110 110 110 116 116 116 112 112 112 112 112 112 112 112 118 118 118

2,951 3,185 3,340 3,380 10,400 10,400 10,550 10,550 10,500 13,100 13,100 13,100 13,100 13,100 13,100 14,190 14,190 14,190 11,924 11,924 11,924 11,924 11,924 11,924 11,924 11,924 TBA TBA TBA

1 + 3L, 12H 1 + 3L, 12H 1 + 3L, 12H 1 + 3L, 12H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H 1L, 8I, 6H

2H, 3L 2H, 3L 2H, 3L 2H, 3L 1H, 1I, 5L 1H, 1I, 5L 1H, 1I, 4L 1H, 1I, 4L 1H, 1I, 4L 1H, 1I, 5L 1H, 1I, 5L 1H, 1I, 5L 1H, 1I, 5L 1H, 1I, 5L 1H, 1I, 5L 1H, 1I, 5L 1H, 1I, 5L 1H, 1I, 5L 1H, 1I, 6L 1H, 1I, 6L 1H, 1I, 6L 1H, 1I, 6L 1H, 1I, 6L 1H, 1I, 6L 1H, 1I, 6L 1H, 1I, 6L 1H, 2I, 6L 1H, 2I, 6L 1H, 2I, 6L

B747-400/B767-300 B747-400/B767-300 B747-400 B747-400/B767-300 B757-200 B757-200/-300 B757-200/-300, Tu 204 Gulfstream GI, II, III Trident 2E/3B BAC 1-11-475, -500 Gulfstream IV F100, F70 F100 B727 A340-500 A340-600 A330-300 A330-300 A330-200, -300, Freighter B777-200 B777-200, -200ER -200ER B777-200/-200ER/-300 B777-200ER/-300 B777-200ER/-300 B777-200ER/-300 A380-800 A380-800 A380-F B787-8 B787-8, -9 B787-8, -9 B787-3, -8 B787-8, -9 B787-3, -8 B787-9 B787-9 A350-800 XWB A350-900 XWB A350-1000 XWB

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