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IN A CHANGING WORLD, TRUST THE THE ADAPTIVE ADAPTIVE ONE
ADAPTI ADAP TIVE VENE NESS SS® is our response to the changing Maintenance Repair Overhaul business environment. ADAPTIVENESS® means listening to and understanding the key technical priorities of your operations, building unique solutions meeting which lead to longer on-wing times, optimized MTBRs, and overall performance, ask us about ADAPTIVENESS®.
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ENGINE MAINTENANCE Automated inspection and repair procedures employ a host of new technologies that promise to transform the maintenance line.
Gregory Hamilton, President, Hamilton, President, Aviation Week Network
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THE ENGINE YEARBOOK 2016: The Engine Yearbook is published annually by MRO Network Publications Limited Aircraft Technology Engineering & Maintenance (ATE&M) ISSN: 0967-439X-USPS 022-901 is published bi-monthly in February, April, June, October and December.
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THE FUTURE OF AERO-ENGINE COMPOSITES Composite materials are nding their way into more parts of the engine as designers improve their durability, noise attenuation and heat tolerance.
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A NEW DIMENSION FOR ENGINE INSPECTION How new 3D imaging systems, combined with advances in cloud, big data and mobile technology, can streamline remote visual inspection.
IMPACT OF NEW ENGINES ON CURRENT VALUES The incoming generation of turbofans promises eciency and reliability savings, but what will it do to current engine values?
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POWER TO SPARE Traditional engine leasing models are crumbling in the face of an increasingl increasingly y costconscious customer base and an abundance of new players chasing attractive rental returns.
ENGINE SUPPORT 60
THE NEGLECT OF ENGINE OPERATIONS TRAINING The shortcuts that airlines and lessors sometimes take, and their potentially lethal consequences.
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ADVANCED NON-DESTRUCTI NON-DESTRUCTIVE VE TESTING Maintenance and manufacturing manufacturing rely on NDT to verify the integrity of engine components. The capabilities of the process are evolving rapidly.
This publication publication may not be reproduced or copied in whole or in part by any means without the express permission of MRO Network Publications Limited. Aircraft Technology Engineering & Maintenance is a licensed trademark of MRO Network Publications Limited.
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TRENT 700 UPDATE As one of several engine lines due to be superseded, what’s the prognosis for the Trent 700 following the launch of the A330neo and Trent 7000 programmes?
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A DIP IN THE POOL Airlines are turning to pooling to put spare engines to work and smooth out the peaks and troughs of their shop visit cycles.
RECONSTRUCTING THE LOW-PRESSURE TURBINE How a key engine component is adapting to the challenges presented by bigger bypass ratios.
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The Engine Yearbook and ATE&M, part of MRO Network Publications Limited, has used its best e orts orts in collecting and preparing materials 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.
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ENGINE TECHNOLOGY
www.mro-network.com Front cover image courtesy of: Lufthansa Technik
ENGINE ASSET MANAGEMENT
END-OF-LIFE STRATEGIES A cascade of engine phase-outs is on the horizon, so asset owners need innovative solutions to wring maximum value out of ageing equipment.
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KEEPING A LID ON PARTS COSTS With parts accounting for up to threequarters of a shop visit bill, the right provisioning strategy can generate huge savings.
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CHERISHING INDEPENDENCE The keys to success for third-party MROs, and why their survival bene ts the entire engine ecosystem.
Warren N. Bimblick, Group Bimblick, Group President
BIG DATA FOR PW1000G SUPPORT Testing and certi cation of the geared turbofan has generated huge volumes of data, e ective ective analysis of which is key to Pratt & Whitney’s performance and service o ering. ering.
Lessons from the sharing economy for an increasingly uncompetitive engine aftermarket.
Nicola Allais, Executive Vice President & Chie inancial cer Andrew Schmolka, Senior Schmolka, Senior Vice President & General Counsel
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OPEN-SOURCE MAINTENANCE
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DESIGN FOR MANUFACTURING The quick ramp-up of new engine output will require robust production processes and closer collaboration between design and manufacturing manufacturin g departments.
RISE OF THE MACHINES
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PENTON:
David Kieselstein, Chie Executive Executive cer
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HIGHWAY TO HANGAR All aircraft engines will move by road at some point in their lives. Here’s what to look out for when transporting them.
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OUTSOURCED MANAGEMENT Controlling costs during both planned and unscheduled maintenance.
DIRECTORIES 70
ENGINE OVERHAUL DIRECTORY
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APU OVERHAUL DIRECTORY
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SPECIALIST ENGINE REPAIRS DIRECTORY
The Engine Yearbook is an o ia i a b b i i a ion ion o e ork ork www.mro-network.com
ENGINE YEARBOOK 2016
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ENGINE MAINTENANCE
Rise of the machines: automated engine repair Faster, better, cheaper – these are the challenges facing many industries today. And in a sector still dominated by manual work, pressure is mounting on engine MRO providers to maintain a competitive edge as their market consolidates. Michael Ernst and Thiemo Ullrich of Lufthansa Technik explain how automation could provide this.
odern aircraft engines are at the cutting edge of our technology. Nonetheless, when it comes to maintenance and overhaul of their components, a great deal of work is still done by hand. Yet in a trend similar to automobile manufacturing, MRO customers are demanding greater productivity, improved e ciency, maximum process reliability and bespoke maintenance services. Increasing competitive pressures are forcing MRO providers to introduce new technologies and rethink their value-creation processes. emands for customer-speci c repair measures in combination with high productivity and process reliability cannot be ful lled over the long term using manual processes. This is why automation needs to be integrated into the value-creation process,” says Michael Ernst, who manages the ‘AutoInspect’ and ‘AutoRep’
M
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ENGINE YEARBOOK 2016
projects for Lufthansa Technik.
GAME CHANGERS In the near future a wave of new repair technologies will wash over engine overhaul shops. The following systems will be particularly important: robotics; additive manufacturing; assistance systems; and digital platforms. Robotics, also called robot technology, involves devices that use sensors, actuators and information technology to reproduce interactions with the physical world. In industrial settings, industrial robots are the state of the art when it comes to positioning and manipulating objects. However, in the future cooperation between humans and robots will become more important, driven by higher demands for ergonomics, precision and speed in today’s value-creation processes. The latest
developments in sensor technology, industrial image processing and arti cial intelligence also known as machine learning) are regarded as enabling technologies for better cooperation between humans and machines. Additive manufacturing – often referred to as 3D printing – is a process by which components are no longer milled from a solid block of materials. Instead, they are built up from the required material such as powder) layer by layer until they take on the desired form. This enables the creation of complex structures that cannot be produced by conventional manufacturing processes. For instance, additive-manufactured components based on bionic structures require less material to manufacture, yet can absorb greater stresses in use. Assistance systems are well suited
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to supporting humans sensibly and in a structured fashion in the performance of their activities. This support can be virtual such as documentation or the provision of information), physical assembly or measurement of components), or a combination of the two. All assistance systems have the same objective: to reduce errors in manual work processes and ensure a consistent quality of work. Development of digital platforms is necessary to improve connections between subsystems, namely: humans, machines, data and processes. In the digitisation of industry the ‘Internet of Things’ and ‘Smart Factory’ approaches can only be realised e ectively if subsystems are optimally integrated into the value-creation process. Digital automation platforms can serve here as central data hubs and communications interfaces to which all the subsystems are connected. “The creation of an automation platform that integrates classic automation concepts, mobile support systems and manual processes both digitally and physically leads to a new level of operational excellence,” says Ernst. Intelligently networked production that integrates humans optimally in the work ow creates signicant advantages in productivity.
In the process, the challenge lies in identifying the best possible combination of the strengths of automation – reproducibility and process reliability – and the strengths of human workers – exibility and creativity. The result is future-proof value-creation processes in an increasingly digital production environment. AUTOMATED INSPECTION
The Lufthansa Technik research project AutoInspect, recently concluded, is an example of change in the value-creation process of the MRO industry. The project’s objective was the development of an automated process chain for the inspection and preparation of maintenance on an engine component, the combustor. The automation of the tasks involved – crack inspection and contour detection – was researched with the help of high-resolution optical systems. In the process, it was important to gather component and damage data in digital form, because these data pave the way for other automated repair processes, research into which continues at Lufthansa Technik. “To implement the rst stage of what will be an automated process chain, the AutoInspect research project was launched in April 2011.
Manual activities are expensive. At certain volumes, automation saves money and delivers consistently high quality.”
Thiemo llrich left) and Michael Ernst right) started their automated inspection feasibility study in 2011.
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ENGINE YEARBOOK 2016
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ENGINE MAINTENANCE
With the aim to fully automate detection and assessment of defects in combustor components, it is an enabler technology for the automation of the core process steps – milling and welding – of the combustor liner repair,” explains Thiemo Ullrich, head of product engineering for engine part repairs at Lufthansa Technik. “The capture of multi-scaled, multi-modal 3D surface data from engine components is the foundation of the development of further MRO process automation,” says Ernst. The quality of the data plays a decisive role here: rough, large-scale information on component surfaces, for instance, is used in logistics for indoor navigation tracking within buildings using optical metrology) and for cooperation between humans and machines, whereas small-scale, high-resolution surface information is necessary for automated damage recognition in the micrometre range. The insights gained from the AutoInspect research project are used in the pursuit of two aims. First, digital component and damage information should be generated for the automated milling and welding processes that follow inspection. Second, over the long term new inspection procedures are intended to replace traditional, manual crack inspection procedures. Across the industry, manual crack inspections are still the rule for a variety of aircraft engine components. Defects in these components are identi ed with the help of dyepenetrant testing. Owing to the manual nature of the inspection – which consists of cleaning, penetrant application, interim cleaning, application of a special powder and manual crack assessment under ultraviolet light – a computer-supported ADAM) process chain is not possible. In other words, crack inspection performed this way does not result in digital information on damage that can be used as data for further machine processing. The traditional procedure also has substantial disadvantages in eco-e ciency, process reliability and ergonomics. “Up to now we’ve been using labourintensive, multi-stage manual inspection and repair processes. Motivation for our innovation projects is to create future-proof MRO processes through suitable automation to increase productivity, e ciency and process reliability,” says Ullrich. The vision of project AutoInspect is the
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hecking the results of
automated welding.
creation of a partly automated core repair process for combustor components. In this context, core repair means that the inspection, milling and welding processes would be automated for a wide spectrum of engine components. “By reasonably replacing manual with automated process steps operating , the turn-around-time of the combustor liner repair is signi cantly reduced,” notes Ullrich. AUTOMATED REPAIR
The combustor was chosen for AutoInspect project because it features a wide range of varying damage and has a complex geometry that enables the greatest possible transferability to comparable tasks in the engine overhaul area. In comparison with classic automation projects, AutoInspect focuses on low-cost automation. Normally, the MRO sector must deal with a con ict of aims between repair complexity, unit numbers and the costs of automation. A complicated maintenance process, such as a combustor repair, requires a cost-intensive automation solution, but the low unit numbers demand a lean solution whose costs can be amortised e ectively across a comparatively small number of components. “As MRO processes with small batch sizes, high complexities and low predictability of workload and required work scope are
The partial automation of maintenance processes frees employees from monotonous, routine tasks and allows them to use their manual skills in areas that require a high degree of creativity and e i ility Michael Ernst, manager of AutoInspect and AutoRep, Lufthansa Technik
ENGINE YEARBOOK 2016
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ENGINE MAINTENANCE
new to the industry. And for the rst time industrial robots are carrying out white-light interferometry, resulting in a high degree of exibility with respect to the geometric accessibility of di erent components. Worldwide, AutoInspect is the rst system in which an industrial robot handles a WLI sensor in a production environment,” reports Ullrich. The WLI inspection produces large volumes of data that make high demands of the image processing systems connected to it. Every component measurement process involves more than 100,000 WLI measurements and more than 140 gigabytes of raw data that is processed directly online. Damage that is identied is automatically digitally marked and processed further for direct data transfer to the ongoing research project, AutoRep, in the combustor area. In this way, the AutoInspect data is used for path planning for the development of automated, robot-based milling and welding repairs in AutoRep.
An end-to-end process chain was realised between AutoInspect and AutoRep for the ow of information and material.
TRIALLING THE NEW TECHNOLOGY
The modular automation programme increases oth producti it and process reliailit
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ENGINE YEARBOOK 2016
unlike those of the manufacturing industry, automation of these is especially challenging,” admits Ullrich. Yet it is a challenge that can be met by using robotics instead of classic machine tools or special-purpose machines. Innovative solutions compensate for the familiar disadvantages of standard industrial robots such as precision and sti ness that result from serial manipulator kinematics. These solutions include, for instance, the exploitation of component-speci c geometric properties in conjunction with the integration of an additional rotation axis in the robot’s control system. The foundation of the lean solution for crack detection is a procedure based on the well-known principle of white-light interferometry WLI) an optical measuring method that uses the interference e ects of light waves for a high-resolution capture of the component surface. This technology is normally used to measure very small structures such as microchips) under controlled conditions. Engineers agree that the use of WLI in MRO applications to measure large-scale components with seemingly chaotic variations in component damage and surfaces is
The rst project began in 011 with a feasibility study that validated the basic suitability of WLI for crack detection. This was followed by the development of handling and measurement technologies, and everything came together at the end of 2013 in a concept system. In 2014, tests were performed and improvements made under laboratory conditions, and since the end of 2014 this concept system, located at Lufthansa Technik in Hamburg, has been tested under near-production conditions for process stability in crack detection, and developed further. hortly after the end of the rst research project, we were able to signi cantly improve both cycle time and detection performance, and the statistical analyses we carry out regularly ensure the system’s ongoing further development,” explains Ernst. The AutoRep project uses the component and damage data generated in AutoInspect for the automated, adaptive repair of combustor components. The rst step in such a repair is automated path planning, automatically generating all machine programs. In the second step, a milling process cuts out larger areas of damage also called patches and notches). The third step is laser powder deposition welding, a process in which both
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ENGINE MAINTENANCE
AutoInspect is a unique inspection procedure. The data gained from it is used directly for repairs”
Both milling and welding in AutoRep are robot-based.
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ENGINE YEARBOOK 2016
the cracks and the previously cut-out areas of large damage are welded. Both milling and welding are robot-based. An end-toend process chain was realised between AutoInspect and AutoRep in terms of the ow of information and material. In other words, the data can be read by both systems and the components can be xed in a common workpiece carrier with a modular design. This partly automated process o ers clear economic advantages over today’s exclusively manual repair process, including shorter turnaround times, lower repair costs and better planning of maintenance processes. Process stability and reproducibility are signicantly enhanced as a whole, in part because automation precludes human error. And employees bene t from this new technology through the greatly improved ergonomics of the inspection process. Over the long run, jobs for highly quali ed employees at labour-cost-intensive sites can be retained or even created. “The partial automation of maintenance processes frees employees from monotonous, routine tasks and allows them to use their manual skills in areas that require a high degree of creativity and exibility. In other words, employees continue to be indispensable even in the new process chain,” says Ernst, summarising the bene ts. The AutoInspect project is being carried out by a consortium consisting of Lufthansa Technik as the user, the image processing specialist VMT Vision Machine Technic Bildverarbeitungssysteme, systems integrator IBG Technologies, and the Institute of Aircraft Production Technology of the Technical University of Hamburg-Harburg. Additionally involved in the AutoRep project are the partners BT Steuerungs- und Datenverarbeitungssysteme, which focuses on adaptive path planning, as well as the Fraunhofer Institute for Laser Technology and the company TRUMPF Laser- und Systemtechnik, which works
on welding technology. Owing to the high innovation content and the potential for use of a globally unique tool such as AutoInspect, the procedure has already been protected by an international patent application. ROLL-OUT
In terms of further industrialisation, plans call for the insights from both research projects to be extended in the near future to automated approaches for other components. Rotationally symmetric engine components such as cases could then also be measured. In the medium term, the product portfolio will be extended to components that are not rotationally symmetric, such as compressor blades. The challenge in industrialising such technologies lies, on the one hand, in reducing inspection times. Yet advances in sensor resolutions and their adaptation to other component geometries should extend the bene ts further, to automated repairs for instance. “Enabling the robot to di erentiate between surface scratches and micro-cracks has been a challenge solved by intelligent software that enables automatic categorisation of signs of damage, and determination of whether or not these are defects that require repair. During manual inspections, that assessment depends on the inspectors’ individual experience,” says Ullrich. Parallel to further development of the system, Lufthansa Technik is seeking approval of the procedure from both aviation authorities and manufacturers. For this purpose, an approval programme was de ned that is scheduled to be implemented by early 2016. ustomers of Lufthansa Technik’s Engine Services division benefit from this modular automation programme through shortened repair turnaround times, improved life-cycle management and evenbetter repair quality.
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ENGINE MAINTENANCE
Maintaining altitude: open-source engine maintenance On the face of it, engine maintenance seems a poor candidate for the ‘open-source’ generation. After all, it’s a service where less choice, rather than more, is becoming the norm as OEMs tie up the aftermarket. Yet several emerging trends could conspire to challenge their dominance, argue Tom Cooper and Matt Poitras, a vice-president and principal, respectively, at consultancy Oliver Wyman. ircraft engine manufacturers have developed an aftermarket business model so successful that some companies have captured as much as 90 per cent of work on the latest engines, compared with 30 to 40 per cent on current-generation variants. Over the next decade the engine fleet is likely to expand 40 per cent to 70,563 engines, while the maintenance, repair, and overhaul (MRO) market will grow 68 per cent to $47bn, according to a forecast by Oliver Wyman’s CAVOK division. The MRO market
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for new-technology engines, CAVOK predicts, will amount to $14.4bn by 2025. As the largest aircraft engine manufacturers capture more aftermarket share, aircraft operators will search for more cost-cutting options. So far airlines have been voting with their order books in favour of original equipment manufacturer (OEM) maintenance services, but in the longer-run manufacturers may have to consider a more open-source approach to the aftermarket in order to stay cost competitive. If engine
manufacturers don’t give customers what they want, OEMs could become vulnerable to disruptive change. Many companies that long dominated other industries offer cautionary tales for the engine OEMs. Big-box chains like Wal-Mart once ruled retail but now must grapple with Amazon and other online retailers. Uber has turned the taxi industry on its head. Cable television companies are losing some of their once-captive audience to internet streaming services.
ENGINE YEARBOOK 2016
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ENGINE MAINTENANCE
HARBINGERS OF CHANGE Three potential disrupters loom for engine manufacturers in the coming decades. First, airlines have already become more sophisticated about considering the total cost of ownership when purchasing engines, and this could lead to greater customer demands. Second, additive manufacturing could change the way engines or parts are made, sold and even priced. Finally, as the aviation industry develops new fuels and battery-powered aircraft, these technologies could allow a new engine manufacturer to gain a foothold in the market. The latter two trends could challenge the OEMs’ position in the next decade or two. The story of engine manufacturers’ increasing presence in the aftermarket industry is wellknown. OEMs moved to a position of strength through two primary means: setting parameters on airline customers’ access to materials and repair processes; and securing long-term service contracts by o ering airline customers predictable maintenance costs at the point of engine purchase. These methods have allowed OEMs to lock in market share for years to come. Oliver Wyman tracked the growth of these services as part of its annual MRO Survey. In the 2014 survey, 69 per cent of airline respondents said they expected to
place engine maintenance with OEMs in the future. Compare that with a market share of OEMs and their joint ventures in 2015 of 50 per cent. While OEMs have pushed maintenance contract negotiations further upstream, airlines have become extremely sophisticated in their understanding of the total cost of ownership for engines. Now airlines are collecting their own cost and operational data and are developing nuanced perspectives. Airlines are recruiting employees who can conduct this analysis and are including maintenance professionals on eet strategy and acuisition teams. As the inuence of this maintenance perspective increases, airlines will likely demand more control over maintenance costs and could begin favouring engine platforms that o er greater aftermarket exibility or at least a broader set of parts, repair and overhaul options. One result of such scrutiny of maintenance costs has been airlines’ consideration of parts manufacturer authority (PMA) solutions. PMA, as well as non-licensed and surplus parts, is now commonplace among some aircraft component categories. While the PMA industry is growing overall, it is mostly conned to low-value parts that involve less intellectual property. The development of PMAs didn’t force a change in the balance of
power in the aftermarket, but it’s an example of a small way that airlines and other industry players have tried to pick away at OEM dominance. It is also true that airlines continue to demand the services that independent MROs provide, as healthy third-party MROs create more choice in the aftermarket. According to the 2014 MRO Survey, the top strategies among airlines to cut engine or component maintenance costs are reducing inventory levels, creating serviceable materials programmes, and developing alternate repairs. Of the airline respondents, 84 per cent said their serviceable materials strategy was active or comprehensive, up from 71 per cent the year before. Despite the turbulence of recent years, some of the surviving independent MROs could become the partners that airlines need. The MRO industry has undergone some consolidation. Those that remain have become more e cient after driving out signicant costs and expanding their service and product o erings.
LAYER BY LAYER Additive manufacturing could become the Net ix of the airline engine industry. Most MRO Survey respondents agree that 3D printing could lower costs and inventory investment in the next
Airline strategies to combat rising maintenance costs
Improve or reduce inventory levels
38%
Implement a serviceable material program
31%
Invest or partner to develop alternate repairs
31%
Concentrate outsourced work among fewer suppliers
25%
Invest in technology to reduce cost of in-house maintenance
19%
Invest or partner to develop alternate materials
19%
Revise maintenance programs
13%
Bring work in-house
13%
Delay or avoid maintenance
9%
Alter or reduce aircraft utilization
6%
Reduce contract term and source more frequently
6%
Disperse outsourced work among more suppliers
3%
Do not believe maintenance costs are rising
0%
5%
10%
15%
20%
25%
30%
35%
40%
Source: Oliver Wyman 2014 MRO Survey
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ENGINE YEARBOOK 2016
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ENGINE MAINTENANCE
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ENGINE YEARBOOK 2016
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ENGINE MAINTENANCE
few years. However, the industry seems to be overlooking the potential bene ts to airlines and MROs. In the 2015 MRO Survey, 31 per cent of respondents said OEMs were best positioned to benet from additive manufacturing, while 16 per cent said airlines were in the best position, while only 11 per cent chose MROs. What’s more, most MRO companies aren’t even discussing the technology; less than one in ve respondents said their rms had moved beyond internal discussions about 3D printing. Still, we think the technology holds promise as a disrupter in the next couple of decades. Engine manufacturers are already investing in 3D printing for production, using the technology for parts such as fuel nozzles and bearing housings. Pratt & Whitney plans to include 25 additive-manufactured parts on the PW1500G product, and in 2015 Rolls-Royce claimed a world record for the largest aeroengine component assembly ever manufactured by 3D printing, with a front-bearing housing for the Trent XWB-97 engine. But moving the technology to the aftermarket and allowing outside MROs to print parts is another matter. Manufacturers could try to block 3D printing among outside MROs and might be successful for a time. Or they could embrace the technology and delight customers by o ering a new aftermarket choice. This would thwart would-be, upstart competitors and turn a potentially threatening technology into a competitive advantage. A third potential disrupter of the airline engine industry could be an upstart manufacturer. As the aviation industry develops new types of fuel, from biofuels to battery power, new engine technologies could give birth to visionary competitors. Swiss company Solar Impulse is testing a solar-powered aircraft, while Siemens, EADS, and Diamond Aircraft have developed the world’s rst hybrid electric aircraft, which uses electricity for take-o and landing. Airbus recently started design studies for a hybrid electric 100-seater. An Oliver Wyman analysis shows that several fuels could emerge as viable alternatives to petroleum-based jet fuel in the coming decades. Biofuels made from natural oils and animal fats could be economic in the short term and viable ethanol-based fuels could be developed in the medium term. The barriers for these fuels are high. They require massive investment and commitment
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ENGINE YEARBOOK 2016
Additive manufacturing is still largely ignored by the MRO sector.
from companies throughout the aviation industry. Still, many airlines and manufacturers are motivated to develop alternative fuels. Further, incumbent engine manufacturers are developing their own technologies that could drive the trend. Rolls-Royce has experimented with biofuel-powered ights, and Boeing is working on the infrastructure for biofuels. If alternative fuels can be successfully developed to avoid requiring new engine design or materials, their disruptive impact to the aftermarket will be limited. If, however, direct replacement is not viable, this requirement for new technologies could potentially open the door for new competitors. OPEN-SOURCE PARTNERSHIPS
Engine makers could mitigate potential negative repercussions of these trends with a more open-source approach to the aftermarket. Here’s where MRO partnerships could be useful for developing new technology. Manufacturers could move to an open-source approach by developing broader, deeper collaborations with MROs. Such partnerships could bene t the manufacturers in the long term while still allowing them to manage their installed product. Open-source partnerships could include the already-deployed licensing model for repairs and could extend to development and certication of repairs by outside parties. Such repair certi cation could be isolated to a small set of the installed base, most appropriately the more mature engines, and
could include the development of innovative parts, repairs and services. Consider the companies in other industries that have been threatened by disruptive change but turned it to their advantage. Cable companies have lost customers to online streaming services but responded by upgrading technology and creating better products. As some utilities fret about losing market share to distributed renewable generation, others are o ering solar panel installation services. Many big-box retailers are responding to Amazon by selling a wider selection of items online and using the channel to become more nimble, cutting store inventory, running quick sales and marketing directly to customers with elaborate loyalty programmes and email blasts. In an open-source environment, MRO competitors can be collaborators and new technology can represent additional revenue. An open-source environment for aviation engines could o er airline customers greater choice on who performs maintenance work, with exible programmes that range from OEM-only service, to OEM-and-airline service, to outsourcing service to independent MROs, with licensing fees and royalties. Deeper partnerships with MROs could benet the manufacturers in the long run by allowing them to o er greater choice and better engine care while still maintaining control of their installed product. Further, by adding exibility to the aftermarket business plan now, OEMs could be better prepared for any technological upheaval the future brings.
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ENGINE MAINTENANCE
Third-party MRO: keys to survival and success Independent MROs play an important role in the engine aftermarket, supporting manufacturers and operators around the world. Their continued success maintains the global reach required for OEMs to adequately support their installed base. It also means that operators have competition for their business, achieving keener pricing and terms for services purchased. Rob Cords, president of airlines eets at StandardAero, explains further.
or OEMs, independent MRO providers provide a capital-free way to expand the reach of repair and overhaul for their products around the world. A network of providers, OEMs and independents working together can raise and deploy capital, attract talent, manage risk and manage maintenance cycles better than a single provider. Operators benet from having multiple options in the aftermarket. While they are able to select service providers based on price and terms, they can also select based on
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maintenance philosophy (repair vs. replace, operating horizon etc.), performance and approach to service. Multiple shops also ensure benchmarks for services to continually improve as MROs compete to win business. Given today’s market dynamics, there are three factors that will promote the success of independent, third-party MROs. Two – customer service and OEM alignment – are based on serving the needs of its key constituents. The third – portfolio strategy – ensures that independents maintain a
healthy runway of new revenue streams that fund investment in improving processes and technologies.
CRITICAL SUCCESS FACTORS The long-held belief that independents must be better than everyone else at customer service continues to hold true, primarily because independents have to overcome the perception disadvantage of not being the engine OEM. As a result, independents typically spend a greater percentage of
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management energy and attention tracking metrics and aftermarket service costs that are important to customers and allow MROs to di erentiate themselves. At StandardAero’s commercial engine division, for instance, each functional area – operations, quality, nance and sales – has a set of key metrics to track and ensure objectives are being met. These objectives are set at the beginning of the year, with a base level of performance in January and an increased level of performance expected by December. Raising the bar on these objectives demonstrates StandardAero’s company-wide philosophy for continuous improvement and management’s willingness to sign up for it. The specic metrics represent a balance among the company’s core constituents: employees, customers and shareholders. It is not enough to focus on one or two of the three core constituents and believe that the business will survive for the long term. It is necessary to attract the best talent by taking care of employees and o ering an attractive work environment. Employees, in turn, will ensure that customers are satised with the services o ered. Delighted customers will generate the revenue stream to help provide a reasonable return for shareholders who will then be motivated to reinvest in the company’s process and technology capabilities. Quality is a given throughout the industry, but independents need to be especially determined as quality lapses can disproportionately and negatively impact their brand. Nonetheless, service is a big opportunity for third-party MRO di erentiation. Independents recognise that to be successful, they need to be closer to and more communicative with customers throughout the engine visit and programme life cycle. Independents must invest in programme management and customer service teams to ensure the maintenance programme is delivered to the customer as promised and in a transparent, pro-active manner. Many independents are more exible and can also provide faster delivery and turnaround times to meet the challenging needs of operators. MRO programme customisation is another key area where independents can further di erentiate from airline and OEM o erings. ecause of their extensive programme management and customer service
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Independents MRO shops should focus on customer service to overcome the perception disadvantage of not being the engine OEM.
Building a bridge between the phasing out of one platform and the ramp up in maintenance cycle of a new one is critical.”
resources – and, quite frankly, the need to o er a di erentiated service – independents tend to spend more time with, and dedicate more resources to each individual customer and engine shop visit. This will often mean customising a programme or an engine build for customers. or StandardAero, exibility means o ering creative contracting solutions that are often a hybrid of standard contracting techniques. It includes managing engines for speci c operating horizons or aircraft useful lives, taking advantage of used serviceable material and stub-life LLP to manage those horizons. It means helping customers with credit nancing when bow waves of maintenance are due or leveraging excess cash in deploying lower-cost maintenance options. OEM ALIGNMENT
While competing with manufacturers to ensure customers have options in the market, independents also need to be aligned with the OEMs, ensuring that engines are built to exacting standards, using approved material and processes. This alignment also helps independents gain access to new licences and be part of engine o oad programmes as OEMs sign up certain eets under ighthour deals. While there will be places for unauthorised shops in the market, this approach is not a reliable strategy for large independents seeking a signi cant market share for the engines they serve. For newer and more expensive engine applications, it will be an absolute necessity for MROs to access OEM intellectual property in order to reliably and credibly maintain new technology engines. Online access to manuals and frequency of technology upgrades requires a strong relationship with OEMs, rather than acquiring information secondhand in the market. Performing repairs to OEM standards or better, utilising approved materials and pursuing operators that want the independent to be a part of the service delivery network, is what’s needed to convince OEMs to sign up a specic independent MRO partner. Developing a portfolio of o erings that continues to be relevant in the market includes expanding into adjacent service areas as well as obtaining access to new licences, technical data and tooling. These e orts can provide independent MROs with a future stream of
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MAXIMUM CYCLES m o c .
y s s e r a
k c o t s k n i h T © : s t i d e r c s o t o h P
AND MINIMAL DOWNTIME More than MRO: EngineLife® by Snecma Snecma (Safran), as an OEM for the CFM56* engines, knows your engine better than anyone. When it comes to a shop visit, this OEM expertise bene�ts you with the best MRO performance and a signi�cant life extension within an optimized timeframe. What’s more, we can go further based on our intimate knowledge of your engine and over 600 million �ight hours of experience. This leaves you free to focus on what matters most: keeping your aircraft �ying. EngineLife®, we care for your engines the same way we build them. www.snecma.com * CFM 56 engines are a product of CFM International, a 50/50 joint company between Snecma (Safran) and GE.
ENGINE MAINTENANCE
revenue. Failure to access new platforms means independents will work on continually declining platforms and eventually be less relevant for operators with modern eets. lignment with OEMs helps ensure independents will be part of the service delivery network moving forward, as authorised providers working with customers directly and as back-shops helping to serve OEMs with ight-hour MO arrangements. Quality, service and programme customisation will mean operators demand that independents remain a key part of the service network. OLD VERSUS NEW
For large independents, building a bridge between the phasing out of one platform and the ramp up in maintenance cycle of a new one is critical. Additionally, end-of-life or mature engine eet management is a strategy OEMs continually need to think about. Typically, they look at the size of the network and focus their e orts on material strategies to keep an engine eet ying while deferring more of the wrench turning to independents. OEMs tend to not get out of physical work entirely, largely as a risk-mitigation strategy, but they do increasingly rely on network partners to serve the often fragmenting markets around the world. OEMs remain committed to these older programmes and when they are e ectively managed, they represent good cash ow that can be reinvested in the OEM’s R&D and newer technology platforms. For example, StandardAero continues to support the CF34-3 engine through its ‘asset consolidation programmes’ (which typically break down four or ve engines to create two to three engines), even as their 50-seat host aircraft are gradually phased out of service. ecause their per-seat operating costs are higher than 70- and 90-seat regional jets, a status quo maintenance philosophy will nearly guarantee an early demise for the engine platform. However, StandardAero has worked with the OEM and parts distributor to develop a solution that keeps engines ying in the low $100/hour range. This is accomplished through aggressive use of excess assets, material repair versus replacement, used serviceable material and competitive new material pricing. Additionally, StandardAero has redesigned a portion of its CF34 facility to accommodate more of a service centre approach to repairing
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ENGINE YEARBOOK 2016
For older engines OEMs often focus on materials strategies and defer the wrench turning to independents.
CF34-3 engines, rather than the production line approach typical of newer and higher volume engines. For operators wanting an economical regional jet solution, this approach provides an attractive engine maintenance solution. For the OEM, StandardAero continues to provide a way to keep their engine eet ying. And for StandardAero, this will serve as a bridge until the next generation CF34-8 engines hits its maintenance stride. EXPANDING PRESENCE
Looking to the future, independents with track records of quality and service will continue to expand their o erings into other areas of the MRO value chain. Engine MROs will continue to expand into line replaceable unit maintenance and bring process expertise to markets not fully served today. Component repair and development services are also logical extensions for independent MRO o erings. Independents will also nd it necessary to migrate up the maintenance purchase decision timeline and spend more time with the aircraft buyers of airlines. Often, OEMprovided long-term maintenance contracts are announced alongside new engine purchase deals. Operators looking for maintenance cost assurance, especially on new platforms, will sign up with the OEM under a ight-hour agreement. However, they sometimes miss the opportunity a orded by leveraging an independent in that process – either as a competitor or partner to the OEM. Thus, prior
to making an engine purchase (when they have the most leverage) operators would be well advised to demand that more independents receive licences. In the coming years, successful independents will pursue deeper partnerships with those airlines seeking solutions not readily available in the market today. Rather than simply take what is given, both airlines and independents will seek to ‘make the market’ with the service o erings that are required. This may include obtaining licences for independents, joint ventures and piecing together a set of providers (OEMs and independents teamed together) to provide a customised solution. This trend will require trusted partnerships with independents that are willing to work with the OEM and operator to create a maintenance programme that solves very speci c needs. Historically, independents have proved their value to OEMs and operators. They provide market coverage for OEMs looking to reinvest their earnings into new technology platforms rather than additional facilities. They also give customers a choice of maintenance partners. Focusing on customer service, OEM alignment and portfolio strategy will help ensure the success of the independent MRO model. Success is more than just surviving – it is about healthy growth that provides additional investment in platforms, processes and technologies to meet the future needs of OEMs and operators.
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ENGINE MAINTENANCE
Cutting the cost of engine parts provision Though engines are becoming more complex, airlines expect maintenance shops to keep a lid on repair and overhaul costs. To keep customers happy, one of the variables an MRO can in uence is engine parts, which account for roughly three-quarters of the average shop visit bill. Jean-Louis Forest of Air France Industries KLM Engineering & Maintenance explains how the right parts strategy can generate huge savings.
epresenting the lion’s share of shop visit costs, parts and materials constitute a key area for MRO companies to improve their provisioning processes. The accelerating pace of aircraft retirements and disassembly in recent years has sharpened the appetites of MROs, OEMs, and independent operators for used serviceable material (USM). From 2013 to 2018 there are forecast to be roughly 2,800 aircarft retirements, followed by a further 3,800 between 2018 and 2022. Thus sources of USM – a major cost-reduction driver – are unlikely to dry up soon. Access to USM and its integration into aircraft maintenance programmes delivers a substantial reduction in airlines’ total cost of ownership of engines. According to Air France Industries KLM Engineering & Maintenance, USM can save between 15 and 20 per cent of the unit cost of a shop visit. Therefore MROs need to create and secure a supply chain for such parts to stay competitive and meet airline expectations for lower maintenance costs.
R
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THE FOUNDATIONS OF EFFICIENT PARTS PROVISION Engine parts provisioning boils down to the availability of the right part, in the right place, at the right time and at a good price. To meet these goals aftermarket players need to structure and scale their networks to achieve reliable, consolidated provisioning processes. Take an airline MRO like AFI KLM E&M, for example. An industrial organisation such as this is based on several key pillars, the rst of which is engineering. An MRO group has to have the engineering skills necessary to optimise maintenance policies and the workscopes for shop visits. There’s a lot at stake here, because such skillsets determine how to wring the most savings out of predictable parts provisioning for an overhaul. Within its organisation, the MRO must also develop asset management structures to guarantee optimum management of the engine assets entrusted to it by its clients. When an airline asks its MRO provider to overhaul an engine that has completed 10,000
cycles, the MRO must identify and make available the parts that need to be replaced. This is where asset management expertise comes into its own, as it makes the connection between the MRO’s engineering department and the end-client’s needs and speci cations. To complement asset management, an MRO also needs to be plugged into networks of dedicated parts traders, who organise access to USM. “AFI KLM E&M has opted to o er a parts trading service within its engines o ering and to do that it set up a joint ventu re wit h Trad ewind s in A pril 20 15,” says Jean-Louis Forest, AFI KLM E&M’s VP for engines product network & development. “Integrating this parts trading o ering into the AFI KLM E&M network will drive group synergies, while Tradewinds will be able to leverage the activity of another of our joint ventures, Bonus Tech, which specialises in engine teardown for OEM, broker, or MRO clients,” he adds. The other essential building block for serviceable engine parts provisioning is
ENGINE YEARBOOK 2016
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ENGINE MAINTENANCE
Parts dealer partnerships
Parts and materials used during an engine’s shop visit form the primary share of its cost. To minimise this, aircraft maintenance providers are increasingly suggesting the use of reconditioned used parts. Access to these parts and their management is a full-blown business in its own right and is carried out by parts trading professionals. By integrating Tradewinds into its MRO network, AF M E&M can o er this capability to all its customers, including parent airlines, thereby cutting the average cost of shop visits. Based in Coconut Creek, Florida, Tradewinds specialises in parts trading, brokering and consignment of engine parts, especially for CFM565B and -7B engines. The creation of the joint venture is rooted in a win-win partnership: Tradewinds will benet from the clout of AF M E&M’s network to boost its engine procurement capabilities, which in turn help to supply the MRO company with additional parts.
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the development of an in-house repair network. AFI KLM E&M constantly invests to ensure it has the cutting-edge parts and engine module repair capabilities it needs. In particular, the company relies on the resources and skills of its Amsterdam shop and of CRMA. A whollyowned subsidiary, CRMA has deployed a proactive repair development strategy for the past five decades, making it, for example, the world’s first MRO shop able to repair all GE90 combustion chamber sub-assemblies from inner liners to outer liners, and domes. CRMA has also taken up positions in other high-growth product areas and new-generation engines, and has, for example, been appointed a primary source for GP7200 engine repairs by Engine Alliance. AFI KLM E&M teams in Amsterdam, meanwhile, have developed a unique e-beam welding solution for CFM56 bevel gear shaft repair. Based on the above foundations, AFI KLM E&M can predict its engine part requirements thanks to the work of its engineering offices; procure the right assets at the right time via its asset management and parts trading arms; and strip down engines and repair parts, materials and modules before re-injecting them into the circuit for its clients’ shop visits.
THE SCRAMBLE FOR USM The current profusion of used parts is a godsend for MROs, which see them as a way to optimise the economics of their provisioning strategies, provided they are sufficiently tooled up to exploit the available opportunities. And there will be plenty of those, especially for CFM56 (-5A and -5B) and GE90 parts, as increasing numbers of A320s and 777-200s are withdrawn from service in the years ahead. There are big potential savings to be had on other engines, too, through wider recourse to USM in engine overhauls. The average cost of a used serviceable CF6-80C2 part is just 20 per cent of that of the same part in mint condition, for example. A related issue concerns management of the end-of-life cycle of ageing aircraft, and hence of their engines. Aircraft maintenance providers adjust their strategies to account for the specific needs of the fleets that are
Engine parts provisioning boils down to the availability of the right part, in the right place, at the right time and at a good price.” being scaled down or phased out. As the time to retire certain aircraft approaches, airlines naturally don’t want to rebuild their engines as new, but simply want to keep them running to the end of their planned operational lives. “MROs have to change their workscopes in line with these expectations, and even propose radical solutions such as leasing an engine instead of carrying out a shop visit, which represents a signi cant cost for these airlines,” says Forest. As said, maintenance providers need to focus on reducing the cost of engine work in the nal years of operation. AFI KLM E&M, for example, o ers airlines operating 747s powered by engines in the CF6 family a comprehensive, integrated optimisation service for their remaining service lives. A comparable service is o ered to A340200/300 operators for CFM56-5Cs. Again, planning is key, so engineering departments should de ne provisioning processes that are the most precise and appropriate for the circumstances, in line with the special requirements of engines being phased out.
MOVING CLOSER TO THE OEMS In recent years, OEMs have been investing heavily in the aftermarket space and are seeking to grow their own maintenance services, especially with regard to newgeneration powerplants. That said, the engine manufacturers do not always have all the skills needed to fully implement aircraft maintenance services, and this includes the provisioning process. Based on their operational knowledge, the major airline MROs are naturally seeking to take
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ENGINE MAINTENANCE
An essential building block for serviceable engine parts provisioning is the development of an in-house repair network.
AFI KLM E&M’s Amsterdam engine shop has received ‘Full Capacity’ certication for GEnx shop visits.
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up a position in the maintenance market for these new engines, and are offering dedicated services to their clients. It may be therefore in the interests of both OEMs and providers of aircraft maintenance services to enter into partnerships in order to continue developing their respective activities. An airline MRO like AFI KLM E&M can, in particular, build on its knowledge of engine operation and propose codevelopment solutions with the OEM, which is not always able to deploy the appropriate MRO resources in-house, because of the demands on those resources from new engine programmes. With these aims in mind AFI KLM E&M and GE have entered into an agreement whereby the MRO will develop an all-round capability for GEnx parts overhauls and repairs. AFI KLM E&M already has approval to carry out quick-turn operations, and in mid-2015 its Amsterdam engine shop was granted Full Capacity certication by the FAA and EASA, allowing it to carry out GEnx shop visits. Through its CRMA subsidiary, the Franco-Dutch MRO is also pursuing an industrial partnership with engine makers Engine Alliance and GE. Engine Alliance has selected CRMA as a primary source for repairs on GP7200 combustion chambers, turbine centre frame (TCF) modules, and electrical harnesses, while GE has granted CRMA approval to repair CFM56 combustion chambers and multi-hole tech insertions. Such deals are also an opportunity for AFI KLM E&M to consolidate its provisioning networks and to o er its clients modules and parts repair on the engines concerned, instead of replacement with new materials. Without these partnerships, client airlines would have to pay the full price for defective parts or modules, some of which can run to hundreds of thousands of dollars. In the current tough economic environment, where airlines are demanding ever-more competitive e orts from airline maintenance specialists, MRO providers are vying with each other to come up with increasingly ingenious ways to lower maintenance charges. In the eld of engine maintenance, diversifying and securing parts provisioning sources and their assembly as part of a global, integrated network is a winning solution for all parties.
ENGINE YEARBOOK 2016
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Exit strategies for end-of-life engines
With a large number of aircraft engine phase-outs on the horizon, innovative solutions are needed to help asset owners wring maximum value out of ageing equipment. In recent years several MRO providers have responded with dedicated end-of-life programmes. German shop MTU describes some of the strategies that engine owners can pursue.
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o two engines are the same. That’s a fact that all MRO shops should keep at the forefront of their thinking when trying to lower an operator’s costs of ownership and maximize an engine’s value over its life cycle. Today’s engine maintenance customers can choose from single solutions up to complex and integrated o ers that combine leasing, MRO services and asset management. Over the past two years MTU, for instance, has added some solutions beyond the t raditional portfolio of maintenance services in order to become a one-stop shop provider for all its customers’ engine needs. With a new generation of engines entering service and an increasing number of phase-outs of older and current-generation engines, operators are demanding solutions that allow them to manage their eets in the
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most exible way. MTU, like several other large engine MRO providers, has responded with a bespoke service, in its case called ‘MTUPlus Mature Engines Solutions’, which is tailored for operators of older engines and o ers alternative services to cut engine operating costs. Possibilities range from ‘Instant Power’ options such as leasing and engine exchange, through to ‘Smart Repair’ that combines customised workscoping and material salvage for re-use in the customers’ own engines.
SQUEEZING VALUE OUT OF AGEING ASSETS Responding to a need for a broader range of thrust solutions, some MRO providers have stepped into the leasing market. MTU’s integrated leasing o er is marketed via a newly
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ENGINE MAINTENANCE
founded division, MTU Maintenance Lease Services in Amsterdam, a joint venture with the Japan-based Sumitomo Corporation. The joint venture has expanded its services portfolio to include asset and material solutions for older and current-generation engines that are part of MTU’s MRO portfolio. To cater for all customer needs, one-stop MRO shops must recognise that engines are also nancial assets, which in the case of lessors and nancial institutions is of primary importance. Thus specialised programmes are required to boost an asset’s revenue stream and support a smooth exit from engines approaching the end of their lives. “MTU has been active in the engine lease business for over 15 years now and has built up extensive know-how in the purchasing of engines for part-out. As such, the company understands the market dynamics and its e ects on individual engine valuations, says
Martin Friis-Petersen, managing director of MTU Maintenance Lease Services. Asset value maximization e orts should start with a thorough evaluation of the engine and its operating environment. “It enables us to determine whether the engine can still generate income through further operation or whether it is more valuable through the remarketing of its individual parts , explains Friis-Petersen. Based on this evaluation, an MRO provider should then decide whether to optimise the usage of the engine or maximize its material value, or both. “A great bene t for asset owners is the fact that used material is naturally consumed within the MTU Maintenance network , says Friis-Petersen. Similar to other MTU o ers, MTUPlus Asset Value Maximization’ is built on a modular basis, which means that di erent elements can be combined in such a way that
One-stop MRO shops must recognise that engines are a so nancia assets which in the case of essors an nancia institutions is of primary importance.”
If more value from an engine can be extracted from its individual parts, MTU can manage teardown and subsequent remarketing.
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ENGINE YEARBOOK 2016
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ENGINE MAINTENANCE
customers receive a service package tailored to their requirements. GREEN-TIME REVENUE
The lease-out solution is designed for engine owners with spare assets who no longer need engines still t for ying. Instead, temporary income can be generated from the unused engine by leasing it out to other parties who, in turn, make use of the remaining green-time. Large engine shops like MTU usually have extensive customer bases, which can make nding a potential operator relatively easy. The engine owner remains in full possession of his asset while MTU, as a one-stop shop provider, takes over the entire handling of the engine – from nding a suitable recipient, to logistical and shipping processes, up to facilitating the return procedures for both the engine owner and the operator. If required, the engine can also be repaired to the necessary standards and congured for the needs of the new operator. Apart from an engine lease-out, there are other ways for asset owners to receive immediate revenue for engines they no longer need. One of these is to sell the asset straight to an engine pool provider, such as MTU, whose customers or pool members may need a spare engine at short notice.
Another option is for asset owners who have a surplus engine, but need one with a higher thrust or longer remaining life. In that case they can opt for an engine exchange and are thus able to continue operations. MTU would receive the asset owner’s engine and, in turn, provide a suitable one from its own pool. The company also o ers engine trades as well as sale-and-leasebacks. TEARDOWN AND MATERIALS MANAGEMENT
The teardown of an engine and subsequent remarketing of its serviceable parts may be an attractive option for engine owners to maximise the value of their asset once the continuation of ight operations is no longer the best option. One-stop MRO shops should be able to manage the complete teardown process, including individual workscoping, disassembly, recovery of usable parts, parts management and storage. In MTU’s case the material retrieved is either consumed by MTU or sold to other par-ties outside the company’s network of customers. An alternative for customers is to remain in possession of the material and use it for their own purposes whenever needed.
The remarketing of individual modules and parts is possible for asset owners who want to sell surplus inventory. In this case, MTU would be commissioned to evaluate the residual value of the material and to remarket it in serviceable condition. The company purchases engine parts that are in high demand as well as slow-moving material, all of which is consumed by MTU itself or sold via its customer network, thereby generating income for the owner. Should an owner need different serviceable material – for example, to reduce the turnaround time of other engines – it can exchange unneeded parts with others from MTU’s inventory. MTU’s asset and materials management services cover most engine types in the company’s portfolio. “MTUPlus Asset Value Maximization can be purchased for en-gines of all thrust ranges, from the smaller CF34 to the PW2000, the V2500 and the CFM56, all the way up to widebody engines such as the CF6, says Friis-Petersen. “With our combined knowledge as an engine MRO provider, a lessor and an asset material manager, we are able to o er solutions that are not easily available elsewhere, he concludes.
S MRO
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ENGINE YEARBOOK 2016
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Guaranteed. As the world’s largest CFM56 engine lessor,
SES is a wholly owned subsidiary of CFM International
Power to Fly Now
ENGINE TECHNOLOGY
Reconstructing the low-pressure turbine Rising bypass ratios mean greater burdens on the low-pressure turbine. Larger fans need to operate at lower speeds but also provide more power from an architecture that is slave to stringent weight and reliability demands. Alfredo López, advanced engineering director at Spanish manufacturer ITP, which has been designing LPTs for two decades, explains the key components of the turbine system, how they have developed and how they will change for the next generation of engines.
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ENGINE YEARBOOK 2016
ower from a turbine drives an engine’s compressor and accessories and, in the case of engines that do not make use solely of a jet for propulsion, provides shaft power for a propeller or rotor. The turbine system extracts energy from the hot gases coming from the combustor, reducing their temperature and expanding them to a lower pressure. To generate the driving torque, the turbine consists of one or more stages, each employing one row of stationary nozzle guide vanes and one row of rotating blades. The number of stages is normally dened by the power that the turbine has to deliver and the rotational speed; both parameters depend upon the engine con guration.
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KEY COMPONENTS OF THE LPT The fundamental components of the low-pressure turbine (LPT) are its blades. These are responsible for the main function of the turbine: to obtain energy from the air stream and transform it into mechanical torque. Blades are essentially rotating wings that receive air at high speed, around Mach 0.9, and slow it to around Mach 0.4, creating the aerodynamic lift that generates rotation. That is the reason why the aerodynamic design of the blades is of paramount importance in determining the whole turbine’s e ciency. The blades are subject to enormous centrifugal forces, reaching speeds around 750 metres per second, and have to deal with very high temperatures, around 1,200°C. This makes the design and manufacture of these components a signicant challenge, and they are usually manufactured from a casting of nickel super alloys. In general they have an outer shroud in order to force all the air ow to pass within the blade, with ns that seal against the turbine casing. The hub of the blades includes a platform that determines the inner part of the ow, while below the platform of the blade there is the r tree’, the main function of which is to attach the blades to a disk that transmits torque created by the blades to the shaft that drives the lowpressure compressor and the fan. Disks are usually obtained from a forging disk, to which the slots where the blades are attached are machined. They are considered critical parts of the engine, and are designed to ensure that no failure is possible, since an uncontained engine failure can endanger the entire aircraft and its occupants. The static vanes prepare the air-ow that faces the blades in order to maximise their aerodynamic
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ENGINE TECHNOLOGY
Liquid penetrant inspection of a tail bearing housing.
c c cc. c w w wo wo c o o cc cc ow ow from one row of blades to the other. The shape of these vanes has to be designed to reduce the aerodynamic losses that impact turbine e ciency. They are normally cast in packages, including inner and outer platforms that de de ne the aerodynamic channel of the turbine. The casing to which the vanes are linked through hooks determines the outer boundary of the turbine, and is subject to tremendous heat gradients due to the di di erent erent temperatures that the inner and outer skins have to endure. Located at the inner part of the casing are the segments that contains a honeycomb that shield the casing from the high temperatures of the main ow path. The last main component of the turbine is the structure that supports the bearing system of the shaft of the turbine. It is a radial structure made from aerodynamically shaped struts that are located either at the entry or at the exit of the turbine. In some cases, this structure contains the mount lugs to which the engine is attached to the aircraft structure, making this part of the turbine a component with a tremendous responsibility. EVOLUTION OF THE LPT
arly jet engine con con gurations only had one spool. That is to say there was one turbine powering the compressor, but in order to increase the thermal e ciency of the cycle, the overall pressure ratio of
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Rotor blades
Higher bypass ratios have demanded higher power from the fan and an increase in diameter that in turn – to avoid the aerodynamic losses produced at the tip of fan blades approaching supersonic speed – have forced a reduction in fan speed. speed. This means that the LPT has to do a much harder job, providing more power at a lower RPM.” RPM.” the compressor system had to increase to levels in which two compressor assemblies were needed. That implied that each compressor needed to be driven by its own turbine; the turbine driving the lower-speed and pressure-ratio compressor is the LPT. Compared with the high-pressure turbine, it runs at lower temperatures and revolutions per minute (RPM). The advent of the turbofan led to another change in engine architecture. Two main paths were adopted by the engine manufacturers.
n the rst, the fan was attached to the lowpressure spool, so the LPT had to drive not only the low-pressure compressor, but also the fan. For the second, selected by Rolls-Royce mainly for large civil engines, there was an extra shaft devoted to the fan. Therefore the engine con con guration was a triple-spool assembly in which the LPT drives the fan and there is one more turbine between the low- and highpressure turbines. This extra turbine powers the low- or intermediate-pressure compressor.
ENGINE YEARBOOK 2016
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ENGINE TECHNOLOGY
o o o m m o o o o cc cc the subsequent generation of turbofan engines signi signi cantly increased the bypass ratio. This uprating demanded higher power for the fan and an increase in diameter that in turn – to avoid the aerodynamic losses produced at the tip of fan blades approaching supersonic speed – forced a reduction in fan speed. This means that the LPT had to do a much harder job, providing more power at a lower RPM (which also lowers aerodynamic e e ciency). The only way to overcome those drawbacks was to increase the number of stages of the LPT to provide more power, and reduce the aerodynamic loading per stage to maintain e ciency. This can be seen with the evolution of the Trent engines of the di erent erent generation of A330s. The current version of this airliner uses the Trent 700, an engine that entered service in 1995 and had a bypass ratio of around ve, with a fan diameter of 97. inches. It needed an LPT with just four stages. The next generation of A330, the A330neo will be powered by the latest Trent engine announced by Rolls-Royce, the Trent 7000. This engine, providing similar thrust to the Trent 700 – around 70,000lb – will have a bypass ratio of 10, with a fan diameter of 112 inches. As a result the LPT has six stages. Increasing bypass ratios mean that the size of the LPT becomes a major driver of an engine’s fuel consumption, weight and part count. For this reason some manufacturer manufacturerss are proposing a change in engine architecture, by disengaging the LPT (and in the case of two-spool architecture the low-pressure compressor) from the fan and adding a gearbox between both shafts to allow the turbine to run at much higher RPMs than the fan. In a similar way helicopter turboprops and turboshafts have a power turbine that provides power to the propeller or rotor through a gearbox. In fact, the rst small turbofans to use this technology, in the early 1970s, were derivatives of turboprops and turboshafts that introduced a gearbox in order to keep the same power turbine driving the fan instead of the propeller or rotor. With this new architecture, the turbine running at higher RPMs becomes more aerodynamically e e cient, with a consequent reduction of stages. However, fewer stages and airfoils require the extra complexity of the gearbox and its systems, so beneath a certain
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ENGINE YEARBOOK 2016
Complete low-pressure turbine on the assembly line.
bypass ratio the technology is inappropriate. To illustrate the impact of this change in architecture, look at the two engine options of the A320neo. CFM’s Leap-1A has a bypass ratio of around 11 and a fan diameter of 78 inches. It keeps the traditional two-spool architecture of the turbofan, with an LPT of seven stages. On the other hand, Pratt & Whitney’s PW1100G incorporates a gearbox between the fan and the low-pressure spool, allowing it to reach a bypass ratio of 12, with a fan diameter of 81 inches, and a just three stages in the LPT. LOOKING AHEAD TO THE ULTRAFAN
Rolls-Royce recently announced its engine for future applications, the Ultrafan. Derived from the Trent XWB for the A350, it redistributes work-load between the intermediate high-pressure spools, and introduces a gearbox connecting the fan to the intermediate-pressure spool. The LPT joinss the join t he i nter medi ate ate-pre -pre ssur e tu rbin rbine e in in a new turbine that has to provide power for the new intermediate-pressure compressor and the fan.
Increasing bypass ratios mean that the size of the LPT becomes a major driver of an engine’s fuel consumption, consumption, weight and part count.”
Rotor blades
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ENGINE TECHNOLOGY
The blades are subject to enormous centrifugal forces, reaching speeds around 750 metres per second, and have to deal with very high temperatures, around 1,200°C.” w w com com o o those on previous Trents, as it has to run much faster and hotter, and deliver more power, due to the change in engine architecture. In terms of maintenance parameters, the technologies required are pretty similar to the ones that are currently being used on Trent intermediatepressure turbines, because both temperatures and RPMs are comparable. Yet maintenance costs will be reduced compared with existing LPTs of Trent engines, mainly by a reduction of foil count due to the much lower number of stages. Rolls-Royce needed a credible partner to develop and implement the new technologies required for this new generation of turbines. ITP develops and manufactures gas turbine engines, modules and components in Spain, maintaining international cooperation with other industrial manufacturing groups for new aero-engine studies and designs, as well as improvements to existing turbines. All the stages for the life cycle of the product are covered within ITP, from conceptual studies to nal product design, development and certi certi cation, manufacturing, in service support, and maintenance and overhaul. ITP has wide experience in developing all the technologies required to design and develop low-pressure and power turbines. It has participated in Spanish and European research programmes for more than 20 years and has invested roughly $1.4bn in R&D to develop over 15 LPTs, mainly for aeronautical applications. The rst large turbine technology programme from ITP was the development of ANTLE (Advanced Near Term Low Emissions),
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in which ITP designed and tested both in aerodynamic rig and in engine a new concept of turbine with high aerodynamic loading. This programme, ended in 2006, was partially funded under the 5th European Framework’s EEFAE (E (E cient and Environmentally Friendly Aero Engine) project. ITP is currently participating in the SAGE (Sustainable and Green Engine) project, funded under the 7th European Framework programme through the Clean Sky Joint Technology Initiative. In this project, ITP has introduced and validated several new turbine technologies that will be applied in the next engine generation. These include new materials for disks and casings, new methods to control blade utter and new attachments of blades to disks. The turbine technology developed by ITP through the last two decades has been extensively used in design and development programmes that supported existing commercial programmes, such as the LPTs for the Trent XWB, Trent 1000, Trent 900 and Trent 500. ITP has been involved in engine testing for over 15 years and currently a workforce of more than 1,100 engineers devoted to the whole life cycle of these products, from initial concept phase to validation and in service support.
In early 2015 ITP and Rolls-Royce signed a strategic collaboration agreement whereby ITP became the supplier of the latter’s LPTs, and of new high-speed turbines for Rolls’ newgeneration Ultrafan engines. More recently, in July 2015, Rolls-Royce decided to work with ITP to support a €43m ($49m) research programme to test turbine technologies for the Ultrafan. ITP will develop and validate intermediate-pressure turbine and rear structure capabilities for the Ultrafan engine demonstrator, including design, development, testing and manufacture. The intermediate-pressure turbine programme, which will receive €24m ($27m) of its t otal funding from the EU, is part of the wider EU Clean Sky 2 initiative. The remainder of the funding will come from ITP.
Stator nozzle guide vanes
A low-pressure turbine on a balancing machine.
ENGINE YEARBOOK 2016
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ENGINE TECHNOLOGY
Trent 700 powers on
Since launching in 1995 as an engine option for the A330, Rolls-Royce’s Trent 700 has become one of the ’s most protable engines, aie by its Totalare pacage. ut at 0 years ol an with the A330neo in the o ng, James Pozzi ass if there is life in the Trent 700 yet
hen the rst Trent 700-powere A330 entere serice for athay acic in arch 1995, it mar e the culmination of si years of esign an eelopment from its manufacturer, Rolls-Royce. The Trent 700, eelope from the R11, came after the Trent 00, an engine that faile to gain much in the way of momentum as a result of the poor sales of the McDonnell Douglas MD-11 it was esigne to power. n contrast, the Trent 700 has been an altogether i erent animal. Marete as the uietest an cleanest engine aailable on the A330, the Trent 700 has en oye the lion’s share of sales across the past 0 years an comes with a goo reputation for reliability, powering a eet of 05 eliere A330s. That rst athay acic A330 remains in actie use toay an it still has the same Trent engine. erall, Rolls-Royce estimates it hols 57 per cent of the A330 engine mar et as of March 015, oer rials eneral lectric an ratt hitney , which o er up the an the 000 respectiely as competition. n 009, Rolls-Royce’s maret share was aroun 0 per cent, an this growth tren loos set to continue, with Rolls-Royce holing a per cent share of the future or er baclog for all A330 aircraft. This ominance is een more striing in the A330 freighter maret,
W
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ENGINE YEARBOOK 2016
where Rolls-Royce’s engine share stans at 90 per cent of all aircraft in ser ice an on orer. hile in serice with airlines in total, the Trent 700’s biggest operators are its launch customer athay acic with a eet of 9 Trent 700s on aircraft, an ag carrier Air hina, which usurpe its ong ong rial with 9 Trent 700 engines following a urry of A330 orers in the past 10 years. ther Asia-acic airlines incluing, hina astern Airlines an nonesian carrier arua nternational, hae also rampe up their eets of A330s with the Trent 700 as the engine option in recent years, illustrating the engine’s popularity in the region. t is estimate more than half of the worl’s Trent 700s are currently operate in Asia-acic an the surrouning regions. A further eepening of its footprint in Asia-acic was reache last December, when Rolls-Royce reache the milestone of eliering its 1,500th Trent 700, to low-cost carrier AirAsia . igh prole, multi-billion ollar orers from the region’s burgeoning low-cost carriers inclu ing ion Air, hae since followe. The nternational ureau of Aiation Data A says 50 per cent of all actie Trent 700 - 7 in total - engines are operate in Asia-acic. To put the region’s geographical ominance of the engine in perspectie, this is more than ouble that of the engines being
use in the net biggest region of urope an S 7 while warng the Mile ast 19 an orth America 11. eter ohnston, hea of Trent mareting at Rolls-Royce, who escribes the A330 an the Trent 700 as the worhorses of the wie boy worl, beliees the engine’s ominance of the maret stems from a number of factors. The Trent 700 has the most aircraft re enue, meaning you can get more payloa s on the aircraft because the engine has the highest thrust aailable. There’s also low fuel burn, goo maintenance costs an more e ciency in the aircraft. oise reuction is also a ey i erentiator, as ohnston. The 700 has nearly e ecibels of noise aantage oer its competitors which is huge on mo ern wie boy aircraft you on’t normally see i erences lie that. As well as its own esignate repair an oerhaul facility in Derby, , Rolls-Royce’s aftermaret support o ering is unerpinne by a networ of 0 a liate MRs locate throughout the worl operating uner a ariety of ownership structures. acilities in Asiaacic inclue ong ong Aero ngine Serices AS an Singapore Aero ngine Serices SAS, both of which are oint entures with ong ong-base MR A an SA
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ENGINE TECHNOLOGY
om o o Singapore Airlines, another big Trent 700 customer with a eet o 0 engines. ther large shops are run through partnerships with American Airlines in orth America, Abu habi base ubaala Aerospace an in urope, ermans ngine erhaul Serices, which is the newest o ollsoces s. The rm, which opene in 007, is a with u thansa Techni T base in central erman. Since becoming certie or the oerhaul o the Trent 700 in 00, has oerhaule aroun 0 o the engines at its acilit in Arnstat, 0m south o the cit o r urt. niuel, the rm claims to be the onl engine oerhaul compan in the worl currentl using a ertical strip techniue on the 700, which inoles positioning the engine core erticall uring strip an buil actiities. Alongsie the proiers in which ollsoce has a nancial stae, the has a networ o approe maintenance proiers, which carr out maintenance as uner its highl lucratie a termaret programme, Totalare. There are, o course, some rms which o er Trent 700 maintenance outsie o ollsoces approe networ, such as gptAir an tiha Airwas ngineering ormall AAT, with the ormer o ering an moule replacement.
TOTALCARE t is estimate that more than hal o olls oces annual reenues comes rom its Totalare programme. business research rm rowth hampions estimates the serice also accounts for 70 per cent of Rolls-Royce’s annual prots. Since its introuction in the 0s, it has ha a transformatie e ect on the maret, with customers paying on a cost per engine ight hour basis to coer the engine’s maintenance. Totalare’s introuction has shifte the airline inustry perception of engine maintenance says Aleaner Stern, irector an general manager of 3, which also o ers maintenance serices on the Trent 00 an 00 engines. A typical Totalare contract coers serice elements such as preictie maintenance planning wor scope creation an management, as well as the entire o wing repair an oerhaul actiities. The benets of a Totalare pacage on the Trent 700 are notable for airlines. Essentially, the contract is seen as rewaring engine reliability as oppose to the pre-Totalare worl where Es woul stan to benet when
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euipment faile or reuire maintenance. ne airline that has opte for a Totalare maintenance contract for its Trent 700 aircraft is Turish Airlines. The carrier currently operates a eet of 3 A330s powere by the 700, with a further passenger an four cargo aircraft on orer. or the freighter contract, which was signe in arch, the airline rea rme its support for the Totalare programme by signing a contract worth $300m with Rolls-Royce. espite this, r. Ali en, senior-ice presient of meia relations at Turey’s ag carrier, eplains that ue to the relatiely young age of its eet, Turish Airlines hasn’t ha a shop isit from the Totalare team up to now. The Trent 700 has life limit parts s with a ,000 cycle minimum. This is the reason for shop isit of the engine. Engines are not epecte to hae been remoe for any performance restoration shop isit specically, he says. hile there is no isputing that Totalare has transforme the R maret for RollsRoyce’s engines, some critics hae uestione whether the moel has been goo for the maret. Some argue it has ha a pe oratie e ect, builing resentment from thir parties mostly airlines at haing to outsource wor to Rolls-Royce a liate centres that they’ rather eep in house. There hae also been claims that the implementation of Totalare an its ominance of the maret hae create an uncompetitie enironment. Rather than proie iable competition to Rolls-Royce, inepenent Rs performing engine maintenance on Trent 700s outsi e of its networ are few an far between. ith new Trent 700 orers ecreasing an the aerage age of actie Trent 700s increasing, RollsRoyce is also looing at moifying its Totalare contracts in orer to cater for this. At this time of writing, the aerage age of the worl’s Trent 700 eet is . years. y region, the ile East has the highest aerage age of Trent 700 at 7. years, followe by orth America . an Europe .. ne concept uner eelopment is Totalare le, which will focus on helping engine owners maimise the asset’s alue as it approaches the en of its life.
THE TRENT 700 IN NUMBERS Launched: arch with athay acic Powers: A330 Developments: The 700E introuce in 00 incorporate moications eliering a one per cent improement on fuel burn Active engines: 1,500 Operators: airlines 51 aircraft in serice incluing Air hina, American Airlines, athay acic, elta, Etiha, ufthansa, , atar, Turish Airlines Total hours in service: 31 million Longest time on wing: 0,531 hours without a shop isit
MAINTENANCE CYCLES All ariations of the Trent use a three-spool esign as oppose to the more common twospool conguration of those manufacture by engine competitors. eing a lighter, shorter an
ENGINE YEARBOOK 2016
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ENGINE TECHNOLOGY
mo co omc o woo cco o ooc. cc mmm mc c o co o c . o co o m ow oo oo. o om oo omc oo o co . c c oo m o oo. o o w mc c w o oo o wc o o o o o o o wo o o. Maintenance processes for the Trent remain similar to those employe in its earlier ays of serice howeer, the increase in aailable ata an its preictie capabilities are haing a signicant impact on maintenance scheules. This ata is channelle through a number of global Rolls-Royce operations centres, which ohnston refers to as the tar Tre sie of the company. These centres, the rst of which opene eight years ago, monitor an estimate , Rolls-Royce engines an measure an engine’s performance using real-time ata prouce eery time it ies. ata is generate by sensors throughout the engine, measuring temperatures, pressures an ibration leels in ey areas of the power plant. y utilising this information in real time, it can be use to spot trens an manage the engine’s on-wing health, re ucing airline isruption an saing cost in engine oerhaul. The M will typically hae aroun performance parameters on a Trent engine such, incluing its oerall temperature an oil pressure. There’s a iipeia’s worth a ata that goes into that system eery ay, says ohnston. e’re not necessarily smarter than anyone else, but because we get a lot more ata from our engines than an in iiual operator can, we can spot things happening an we can cure them on-wing if possible an on the groun e ciently. The whole point of it is the operation centre eeps aircraft aailability up an eeps aircraft ying. ohnston as that not only are irregularities ientie, but the ata is also use to ai customers to scheule
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ENGINE YEARBOOK 2016
700 vs 7000 Trent 700
Trent 7000
Thrust
72,000lb
68,000-72,000lb
onguration
Three-shaft turbofan
Three-shaft turbofan
Bypass ratio
5:1
10:1
Overall pressure ratio
36:1
50:1
Fan
97.4” diameter
20 blades, 112” diameter
Intermediate pressure compressor
Eight stages
Eight stages
High pressure compressor
Six stages
Six stages
Noise
29 dB
19 dB
High pressure turbine
One stage
One stage
Intermediate pressure turbine
One stage
One stage
Low pressure turbine
Four stages
Six stages
maintenance cycles in a more cost e cient way. espite entering serice in , RollsRoyce says to ensure that the latest s o the prouction line are technologically up to ate it often eploys eelopments from younger engine programmes in the Trent family, such as the . e’e got ery e cient compressor aeroynamics using elliptical leaing ege technology that’s been brought oer from the Trent , he says. ince the Trent ’s release Rolls-Royce has release the rating ersion an, in , introuce the , which inclue moications inspire by the later members of the Trent family, which generate a one per cent reuction in fuel burn, an changes to the engine’s compressor to meet emissions stanars. These moications inclue aeroynamic improements, such as the introuction of elliptical leaing ege compressor blaes. lans for further reuctions are in the pipeline, with Rolls-Royce conrming it intens to further the engine’s fuel burn improements by another one per cent from in the form of the Trent .
THE NEXT GENERATION ooing towars the future, Rolls-Royce has ae new engines to power a new era of aircraft. The Trent , esigne eclusiely for the with e ariants, has alreay amasse more than , orers. The Trent , the net generation of RollsRoyce aircraft engine, was un eile at the arnborough irshow as the engine eclusiely esigne for the neo. s the seenth ariant in the Trent series, the engine continues the Rolls-Royce tren of rawing
on preious engines, o ering the same thrust as the Trent an sharing arious traits with its preecessor. s well as sharing the Trent ’s lineage, the moel will hae architecture from the Trent use for the while incorporating technological traits eelope for the Trent . n information liely to be compelling to airlines, the M says the 7000 will also generate just 19 ecibels of noise aroun half the soun of energy of the 700 while haing greater reenue-earning capability for customers. hile the launch of the Trent 7000 an the A330neo hails the beginning of the en for the 700 programme, ohnston beliees that the net generation Trent will hae a positie impact on its oler counterpart in the near term. e’re positie about the Trent 7000 an the A330neo because it eeps the A330 going for another chapter. t reinforces the family an with the aircraft being similar to each other, they’ll operate ery well together, he says. n the MR sie, tern is similarly conent an says the Trent 700 will be 3’s most important engine mo el for the net three years at least. The A330neo launch ensures that A330 aircraft will be in prouction for many years to come, an the new aircraft will operate seamlessly with the A330ceo’ supporting its continue operation an the Trent 700 MR maret, he says. ith 0 years uner its belt an with an annual eliery rate staning at 1 for last year, taling about the Trent 700 as a going concern when it reaches its 0th birthay oesn’t appear all that farfetche.
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ENGINE TECHNOLOGY
Advanced nondestructive testing Non-destructive testing (NDT) is crucial to te verication o te integrity o engine co onents or ot roviders and anu acturing coanies t rovides tecnicians and aerosace engineers it te aroriate inut to er or quality control, root-cause ailure analysis or co onent design otiisation Rene Sicard, D anager at Teccan ystes, rovides an udate on te latest develoents
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ero-engine coonents require non-destructive testing (NDT) insections to e er ored at ultile stages during te anu acturing rocess, ro ra aterial to nised roduct, as ell as e ore and during services Te NDT insection tecniques conducted on engine coonents are varied, ut ainly encoass anual etods using visual insection, digital -ray,
A
terogray, ultrasonic testing and eddycurrent tecnologies oever, it ne engine anu acturing rocesses suc as laser elding, raing and coating, any arts ave ecoe etreely cole to insect e ore and a ter reairs t te sae tie, te arrival o ne tecnology engines is aing uture quality control and or an even greater callenge Ne turo ans use eotic ne coosite aterials in teir construction and contain cole D-anu actured turine lades s a result, advanced autoated NDT insection tecnologies ecoe iortant solutions ere anual or conventional testing
tecniques are iractical or sily iossile Tis article deonstrates soe eales o tese cases, in articular or autoated testing o engine coonents suc as coressor discs, engine earings, turine noles, an lades and an cases
NDT OF ENGINE COMPONENTS ero-engines are coosed o tousands o arts, eac one designed and aricated to sustain te stresses tat eist at di erent ortions o te engine or eale, an lades in te intae are o ten ade ro titaniu alloys or teir iger resistance to iacts it irds and oter deris, ile turine lades in te coustion caer are aricated ro nicel-titaniu alloys to sustain ig teeratures lades, cases, coressor discs and earings are all designed or er orance and resistance to te conditions tey are suected to, and ust e controlled accordingly uality control occurs at di erent stages during te li esan o an engine oe controls
ENGINE YEARBOOK 2016
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ENGINE TECHNOLOGY
NDT OF COMPRESSOR DISCS
records the ultrasonic signals going through the disc olue and at the sae tie it coensates or an thicness ariation
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ENGINE YEARBOOK 2016
MAIN SHAFT BEARINGS undreds o highalue earings can e
ound on a tical aircra t ong the the ain sha t earing located in the engine core las a crucial role ultile erications are conducted to ensure the ualit o such earings etallurgical diensional and nondestructie tests need to e done e ore higheralue earings can e ut or returned to serice he rolling sur aces o a earing reuire articular attention iensional or sur ace ier ections can lead to reature ear hile structural as can lead to catastrohic ailures he racea o the inner and outer ortions o the earing as ell as the rolling eleent all roller need to e insected ith great care isual testing liuid enetrant sur ace etching and edd current testing are aong the tests ticall er ored to ensure sericeailit n addition to detect the tiniest sur ace ier ections and cracs that a e resent in the earing raceas edd current sstes are reuired n this case an autoated eddcurrent sste euied ith a relatiel sall eddcurrent coil is used to coer the hole racea sur ace gain the earing is held on a turntale and rotated hile the roe is eing translated andor rotated hese insections ush the eddcurrent testing techniue to its liit reuiring test reuencies as high as to detect etreel sall cracs n such situations aintaining an accetale signaltonoise ratio can ecoe ore challenging i the accurac o the autoated sste does not allo control and retention o the roer roe orientation hile deagnetisation o the arts is essential to reduce the eddcurrent signal noise leel reliale a detection can onl e achieed controlling the accurac o the rotational seed and angular roe ositioning and using a higher orance eddcurrent instruent and roe ddcurrent sur ace insections are also er ored on the nished roduct o other orged disc coonents sing the sae scanner tes as or the earing raceas soe critical sur a ces o coressor discs noles and other arts ound along the ain sha t o the engine can also e insected using the autoated high reuenc edd current techniue
utoated edd current sste
dd current roe holder
With new engine manufacturing processes such as laser welding, brazing and coating, many parts have become extremely complex to inspect before and after repairs.”
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ENGINE TECHNOLOGY
NOZZLE ASSEMBLY TESTING
FAN BLADES AND FAN CASES OF NEW-GENERATION ENGINES
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ENGINE YEARBOOK 2016
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ENGINE TECHNOLOGY
C-Scan of sample engine fan blade
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ENGINE YEARBOOK 2016
C-Scan of sample engine fan case
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ENGINE TECHNOLOGY
The future of aero-engine composites
In early turbofan engines both nacelle and internal engine components were made from metal alloys that o ered the strength and heat resistance required for safety and structural integrity. Yet these metal engines and casings were extremely heavy, noisy and corrodible, and required extensive amounts of maintenance. Amelia Hawkes of Hexcel describes how composites solve many of those problems, and how they are nding their place in more parts of the engine.
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omposite materials o er lighter solutions with the same strength as their metal alloy counterparts, yet with many added benets such as corrosion resistance, less maintenance, better sound attenuation, greater design freedom and longer life-spans. While not currently suitable for the extreme temperature zones of the engine – those above 315°C – composites are an ideal replacement material for casings, fan blades, nacelles and other engine parts not subject to such high operating temperatures.
C
COMPOSITES IN NACELLES acelle
manufacturers were the rst on the aircraft to adopt signi cant amounts of composite materials. By the 1970s designers had turned to composites for weight-savings on the large nacelles required by the new generation of high-power turbofans. Today’s nacelles are made primarily from a variety of composite materials rather than metals in order to not only save weight, but to also provide superior sound protection and less
maintenance. Composite materials made from carbon and glass bres, aramid papers and high-temperature resins have revolutionised the way the modern nacelle is constructed.
STRUCTURAL ADVANTAGES acelles
rely heavily on carbon- bre reinforcements for the structural integrity of the assemblies. So-called ‘prepregs’ are preimpregnated composite bres where a matrix material, such as epoxy, is already present. The typical prepreg material is then laid into a form and cured in an autoclave to become solid parts that are lighter than metals while just as strong and corrosion resistant. Carbon- bre epoxy prepregs account for typically half the volume of the entire nacelle structure including the inlet cowl, fan cowl, and thrust reverser. Toughened epoxy prepregs, such as Hexcel’s HexPly 8552 and HexPly M91 epoxy matrices, are used in structural applications that require high strength, sti ness, and impact tolerance. A recent innovation in reinforcements is Hexcel’s HiTape dry carbon- bre
ENGINE YEARBOOK 2016
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ENGINE TECHNOLOGY
reinforcements, which save cost via out-ofautoclave processing and are designed for the automated manufacture of preforms at very high deposition rates. Parts produced with HiTape reinforcements and infused with HexFlow RTM6 resin can be up to 30mm thic and have a high bre volume content of 58 to 60 per cent, which endows them with mechanical properties as high as those achieved with primary structure prepregs. Honeycomb provides added sti ness and strength to sandwich structures with virtually no added weight. Honeycomb for aerospace is made of a variety of materials including breglass, carbon, aluminium and aramid mechanical papers. In addition to its structural properties, honeycomb is an e cient energy absorber which can be used for air ow control, sound attenuation and dielectric applications. Honeycomb is used as an inner structural material within most components of nacelles including the inlet, fan cowl assembly, thrust reverser and acoustic liners. Hexcel was the rst company to manufacture honeycomb on a commercial scale, over 50 years ago, and the company continues to add functionality to core products. Major nacelle manufacturers around the world design their components using Hexcel’s HexWeb HRH-10, HRH-36, CRPAA and HRP cores. NOISE AND HEAT SHIELDING
In recent years Hexcel’s HexWeb Acousti-Cap noise-reducing honeycomb has enabled aircraft engine designers to achieve superior acoustical performance, including dramatic noise reduction during takeo and landing, without a weight penalty. This advanced honeycomb consists of a permeable cap material embedded into a honeycomb core to create an acoustic septum. Rather than sandwiching this acoustic septum between separate sheets of honeycomb, Acousti-Cap honeycomb is created by inserting a permeable cap into each individual cell of a single honeycomb sheet. This enables designers to keep the panel structure simple and consistent from an acousticabsorption perspective. Another key feature of the HexWeb Acousti-Cap product is the ability to seam the various honeycomb segments forming the blanket using a technology that keeps the seam invisible acoustically. This has been shown to have a signi cant noise reduction benet on all engines using it. For
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ENGINE YEARBOOK 2016
HiTape dry bre reinforcement being manufactured into a preform through automated layup
the end user, this equates to lower landing fees at airports, improved cabin comfort and a reduction in other acoustic treatments, which in turn lowers weight and costs. Advancements are continuing to be made with heat-resistant honeycomb. Hexcel continues to innovate upon its re resistant HexWeb HRH-327 honeycomb with re resistance up to 260 C500F. The next step, HexSHIELD, inserts a thermally resistant material into honeycomb cells. This combines the structural and formable benets of honeycomb with thermal resistance performance and can be combined with various facing materials. COMPOSITE BLADES
One advance in aero-engine design has been the application of composites technology to more complex structures within the engine itself. The Rolls-Royce RB108 was one of the rst aero-engines to be manufactured using composites technology. Designed in the early 150s, the engine had glass- bre compressor rotor blades and casings. Typical engine component applications for composite materials include the fan blades, nose cone, containment casing and outlet guide vanes. Virtually all that can be seen externally on a modern civil aero-engine is composite, yet
Today’s nacelles are made primarily from a variety of composite materials rather than metals in order to not only save weight, but to also provide superior sound protection and less maintenance.”
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ENGINE TECHNOLOGY
composite materials represent only about 10 per cent of an engine’s total weight. One of the most eye-catching developments in recent years has been the successful implementation of the carbonbre fan blade on turbofan engines. The road has not been easy in developing these carbon-bre composite blades, though, and has spanned spanned six decades of troubleshooting. E arly engineers understood the laminate properties of carbon bre, but had to face a learning curve in putting this material into a highly dynamic environment on such a fast-rotating component. The blades not only had to resist high centrifugal loads without distorting or creeping over time, but also had to withstand bird strikes and be repeatable in manufacturing. The industry standard has long been titanium fan blades which are strong and, for the most part, corrosion resistant. Titanium blades require a complex layup and fusion manufacturing solution, but perhaps their greatest disadvantage is their weight and di culty to repair. Carbon bre blades o er a lighter solution to save on fuel, greatly
decreased maintenance needs and, now, su cient toughness. In the 1990s the GE90, which powers the 777, became the rst commercial turbofan engine to successfully implement epoxy carbon composite fan blades. Through the use of carbon- bre blades, GE was able to reduce the number of blades from 36 to 22 thus reducing overall engine weight signi cantly. The impact resistance of these composite blades was proved over the next 15 years, in which theyendured more than 180 bird strikes with only one blade rendered unserviceable. Hexcel’s toughened HexPly 8551-7 epoxy matrix is the only quali ed system for the GE90 programme. For higher-temperature applications Bismaleimide (BMI resin systems, such as HexPlyM65, are increasingly being used. Other components within the engine, such as fan casing, outer guide vanes, platforms and fairings, are also converting to composites. The LEAP-1 engine developed by CFM International, a joint venture of Snecma and GE, is one of the rst single-aisle aircraft engines to use a composite fan. The fan blades on this
engine are built by 3D weaving Hexcel’s HexTow carbon bre and then injecting this with a resin transfer molding (RTM resin. This new 3D woven RTM technology reduces the weight of the fan module by about 500lb per engine, and also enables blade geometries that are challenging to produce with titanium. These fan blades are highly impact resistant and said to be so durable that they will have no life limits and be maintenance free. In June 2013 Hexcel and Safran (parent company of Snecma signed a long-term contract for the supply of composite materials for LEAP-1 engine programmes. The contract included Hexcel HexTow IM7 carbon bre which is used to manufacture all LEAP-1 engine fan blades and containment cases, including the LEAP-1A selected for the A320 NEO; the LEAP-1B selected for the 737MAX and the LEAP-1C selected for the COMAC 919. In response to increasing demand for better RTM resins, Hexcel recently launched the HexFlow RTM230 ST RTM resin. This resin combines high in-plane and impact performance with good long-term thermal stability, making it particularly suitable for
ENGINE TECHNOLOGY
The Rolls-Royce containment cases that house these new fan blades are supported by Hexcel’s intermediate modulus carbon bre in conjunction with a Hexcel out-of-autoclave resin system. This extensive use of composite materials in the containment case design saves weight and enhances e ciency for nextgeneration engines. THE FUTURE OF TOOLING
In 1991 GE and Snecma created a jointventure named CFAN to meet the challenge of manufacturing high-precision parts with advanced composites. CFAN introduced the GEnx1B engine into production in 2005 and the GEnx2B in 2007. More than 20,000 composite fan blades have now been produced by CFAN. Supporting ongoing improvements in composite blade production, CFAN required innovative tooling materials to handle the production rates. CFAN chose Hexcel HexTOOL tooling materials to manufacture composite fan blades for the GE90 and GEnx engines. After studying various tooling materials over the space of a 22-month evaluation, CFAN selected HexTOOL M61, Hexcel’s quasi-isotropic tooling material. This material demonstrated high levels of tool dimensional stability, excellent vacuum integrity and tool durability. The HexTOOL material has been able to meet strict requirements for stability and repeatability of tolerances previously accomplished by machined Invar tools. Improving upon metal counterparts, HexTOOL demonstrates improved thermal performance as well as a signicant reduction in weight.
LEAP engine with titaniumedged carbon bre blades
engine components such as fan blades and cases, spacers and outlet guide vanes. HexFlow RTM T resin provides the added bene t of a 45-minute injection window for easier processing. The system also demonstrates resistance to aggressive uids including commonly used solvents and aviation fuel. Rolls-Royce has also developed a composite fan blade made from carbon bre with a titanium edge. The CTi fan blade for new-generation, lightweight turbofan engines uses Hexcel’s HexPly M91 epoxy prepreg. This prepreg is supplied as slit tape for the automated lay-up of the blade’s complex aerodynamic shape that is engineered with a constantly changing thickness across the blade length. The blade, which is thinner and lighter than titanium fan blades, is currently undergoing ight tests.
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One of the most eye-catching developments in recent years has been the successful implementation of the carbon- bre fan blade on turbofan engines.”
INNOVATIONS TO COME
The composition and construction of turbofan engines and nacelles has come a long way since rst going into commercial production. The use of composites within these structures has reduced the overall weight of aircraft signi cantly as well as improved performance and lifespans. Technology continues to move forward in composites to improve upon sound attenuation, heat resistance, weight reduction and overall performance. Engine service temperatures are increasing to meet fuel consumption and emissions targets. The use of composites in engines is forecast to continue increasing as well, particularly in the hot areas of the engine. Composite manufacturers, including Hexcel, are now pushing to develop higher service temperature materials to meet the evolving needs of the engines of the future.
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ENGINE TECHNOLOGY
A new dimension for engine inspection Visual inspection is a critical component of aerospace maintenance and operations. Inspection technology is evolving rapidly alongside advances in cloud, big data and mobile technology. As a result, inspectors are able to make faster and more accurate decisions to minimise unnecessary downtime. Explaining how the latest 3D imaging technologies can streamline engine inspection are GE Measurement & Control’s Clark Bendall, remote visual inspection technical product leader, and Tom Ward, senior product manager for new technologies.
ith the visual measurement technology available today, remote video borescopes are complementing or, in some cases, replacing other non-destructive testing (NDT) methods. In the past inspectors could identify potential aws or cracks in the engine and capture images, but now advanced video borescopes can measure, map and analyse these indications in a threedimensional (3D) format, and also share images and data wirelessly with remote experts. Traditional methods, such as stereo and shadow measurement, have a greater potential for inaccuracies. When an inspector works with a two-dimensional (2D) image, there often isn’t enough detail or depth to ensure the cursor is set correctly. In contrast, 3D measurement
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technologies allow the real-time use of a 3D point cloud to check measurement setup and ensure accuracy of cursor placement. This ability to check work and deliver exact measurements is not only critical for aerospace inspection, but also to train employees and entrust inspection tasks to less experienced inspectors. The emergence of video borescopes equipped with 3D measurement technology and wireless connectivity has transformed aerospace inspection and helped transition knowledge and skill-sets to the next generation.
IMPROVING INSPECTION EFFICIENCY WITH 3D Most inspections start with a general visual
assessment, or general inspection, looking for indications such as dents, pitting or coating loss, that require quantitative assessment. In the past, measurement optical tips were limited in terms of brightness, depth of eld, or eld of view and not suitable for general inspection. This led to ine cient work ows where, upon nding an indication using a non-measurement optical tip, the probe was withdrawn, a measurement tip was attached, and the inspector would try to navigate back to the indication to perform a measurement. The process was then reversed to continue the general inspection. In addition to being ine cient, often the indication couldn’t be found a second time for measurement.
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ENGINE TECHNOLOGY
Traditional borescope-measurement means capturing a 2D image using a measurement tip, then positioning cursors on that image to perform the measurement. With 3D technologies, the borescope system computes 3D coordinates at the cursor positions to perform the measurement calculations. The accuracy of these 3D coordinates is a ected by many factors including object distance, viewing angle, glare, noise, and brightness. In addition, surface contours, viewing perspective, shadowing and surface discolouration can lead to improper cursor placement due to misinterpretation of the viewed scene. For example, the measured depth of a dent at the root of a blade can be drastically a ected by cursor placement due to the curvature of the surface, which is di cult to assess from a 2D image. These limitations can lead to costly, unnecessary engine removals or the continued operation of assets with out-of-limits indications. Therefore it is critical to mitigate these risks with 3D point-cloud visualisation, and inspectors are now transitioning to borescope technologies that provide this capability. Two such technologies available today are 3D Phase Measurement (3DPM) and 3D Stereo Measurement (3DST). The former combines bright, full-screen viewing optics for general inspection with on-demand measurement upon nding an indication. This streamlines the inspection process by reducing or eliminating probe withdrawals for tip changes and ensures that indications found during the general inspection are quantitatively assessed with precision. Here a 3D point cloud visualisation helps an inspector correctly position cursors to accurately measure blade to shroud distance. Known as ‘phase shifting’, 3DPM uses a triangulation technique, well known in optical metrology. Detachable 3DPM optical tips use a miniaturised LED-based system to project a series of shifted line patterns onto the viewed surface. Images of these patterns are captured and processed to compute a full 3D map of the surface. Just like 2D stereo measurement, 3DST utilises stereo optics to match two views of a surface from slightly di erent perspectives. 3DST then computes a 3D coordinate for every matched pixel prior to the start of the measurement process, resulting in a full 3D surface map.
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The 3D surface maps produced by 3DPM and 3DST allow the system to display a 3D point-cloud visualisation, or point-cloud view, of the 3D data that underlies the computed measurements along with the cursor locations on the 3D surface. This allows the inspector to make several critical accuracy checks that are di cult or impossible to make using the 2D image alone. These assessments include Indications such as small pits, dents, and grooves where serviceable limits can be as small as 0.003” in depth, pushing the capabilities of borescopic measurement systems. It’s very di cult for inspectors to determine from a 2D image whether the system is actually resolving the depth of the feature or if the measured depth is the result of noise in the data. The 3D point-cloud view allows the inspector to see whether the feature is well resolved or hidden in data noise. When measuring the depth of a feature, it’s important to ensure that the measurement is taken at the deepest point. A selectable 3D depth-map view colours the point-cloud data according to its distance from the depth-measurement reference plane. This allows the inspector to ensure that a cursor has been properly placed at the deepest point on the feature. Accurate measurement of features, such as tip curl, tip clearance, root dents and platform o sets
relies on establishing an accurate reference plane. Surface curvature or data noise can cause the reference plane to be tilted or o set, yielding inaccurate results. The 3D point-cloud view includes a reference-plane border that ensures the reference plane is aligned with the reference surface. lare, re ections, and surface nish can all cause areas of localised inaccurate data. The 3D point-cloud view reveals these issues so that cursors can be moved away from them or the image can be re-captured if needed. When measuring on a discontinuous surface, such as the edge of a blade, an inspector may think he has placed a cursor at the edge of one surface when the coordinate is actually on another surface adjacent to the edge in the 2D image. This can result in large measurement errors that may not be obvious when viewing the 2D image. With 3D measurement inspectors can check their cursor placement in 3D to avoid errors.
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When selecting a measurement technology to use in a given application, there are several factors to consider. Due to its high-quality imaging and measurement-on-demand capability, 3DPM is preferred in most applications where a 6.1mm diameter probe can be used and surfaces are not too re ective. Applications requiring a .mm or .mm probe or those that involve highlyreective surfaces are better served by 3DST. Together, 3DPM and 3DST are complementary solutions that bring the bene ts of advanced 3D point-cloud visualisation to a wide range of inspection applications. A 3D point cloud helps inspectors identify and measure the true depth of an indication at its deepest point.
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REMOTE COLLABORATION IMPROVES DECISION MAKING
When critical assets depend on accurate measurement, it may be time for a second opinion. Advanced video borescopes equipped with 3D visualisation technologies are also equipped with wireless connectivity and collaboration software to connect inspectors in the eld to analysts anywhere in the world via secure internet connections. Senior inspectors can provide direction and feedback from their desks, reducing travel time, costs and downtime. Additionally, using a smartphone-like device with a touchscreen allows inspectors to ditch paper reports and USB drives, allowing them to work through issues directly on the device and share data as it’s collected with o site teams and experts. These new devices streamline the data sharing, analysis and reporting process and help inspectors make better decisions, save time and share best practices. Imagine an airline that recently adopted a new engine technology with more lightweight components. During a routine engine inspection an experienced inspector has a question about a wear pattern he hadn’t seen before. Out of an abundance of caution the ight line maintenance team uses video collaboration software to share the live inspection with remote experts from the aircraft and engine manufacturers. During this virtual collaboration and inspection, the team is able to resolve the concern and identify the cause of the wear pattern. 3D Stereo Measurement allows inspectors to compare visual images to a 3D point cloud sideby-side in real time. Here an inspector uses area measurement to measure an area of coating loss.
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ENGINE TECHNOLOGY
3D Stereo Measurement allows inspectors to compare visual images to a 3D point cloud sideby-side in real time. Here an inspector uses area measurement to measure an area of coating loss.
Also consider an aircraft that has been grounded at a remote airport for foreign object damage FD. The inspector identi es an indication inside the engine, but is unsure whether it’s serious enough to require the aircraft to be taken out of service for an engine overhaul. Needing a second opinion, the inspector initiates a live inspection session with an experienced inspector and the eet maintenance supervisor back at the home shop. The experts access the session from a laptop computer and project it onto a conference room screen so several people from the shop can look at the damage and weigh in on the decision. They direct the inspector in real-time to look at the indication from several di erent angles and use 3D phase measurement to conduct a depth measurement of the indication. Ultimately, they conclude that the indication is within acceptable tolerances and release the aircraft to return to service. By avoiding an unnecessary repair, the team saves tens of thousands of dollars and several days of downtime. By putting extra eyes on inspections, aviation operators benet from greater expertise, improved probability of detection, better inspection productivity and overall reduced costs.
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Live video inspections can now be viewed in real time from a PC, tablet or smartphone across the room or around the world. Today’s connected environment and remote collaboration tools allow two-way collaboration and image annotation with eld inspectors in real time using wi- connectivity. Visual inspections had previously been disjointed and plagued by paperwork and travelling costs when calling in experts from various locations to conrm a conclusion. Now measurement tools are more accurate and second opinions are as simple as a video conference. Further, as skilled, experienced inspectors retire along with their extensive knowledge of aws, cracks and maintenance regulations, younger inspectors need more exposure to both the process and the experts in the eld. Collaboration tools are not only familiar to younger inspectors with smart phones and various digital devices, they also help them quickly acquire the skills needed to do their jobs. These tools can connect younger inspectors directly to remote experts while they are in the eld inspecting various aviation parts so that they can receive live coaching and training. They can also verify the measurements they are making and run decisions or questions by the team supporting from the o ce.
BOOSTING CONFIDENCE
In the aviation industry, the costs associated with an incorrect serviceability decision, whether it’s grounding a plane, pulling an engine unnecessarily or allowing a plane to y with an out-of-limits condition, can be enormous. These costs and risks drive the need for technologies to improve decision-making accuracy while minimising downtime. Many serviceability decisions are based on borescope measurements, so 3D point-cloud visualisation technology allows inspectors to avoid many of the common pitfalls of traditional measurement approaches by letting them see the quality of the 3D data. This gives inspectors more condence in their data, and asset owners more condence in the serviceability decision. Advanced 3D visual inspection technology is not only solving a major challenge regarding the ageing workforce and talent gap, it’s helping inspectors do their jobs better and make more informed, accurate decisions while reducing unnecessary downtime. While inspections are only one component in aviation maintenance and repair, inspection technology advances are dramatically improving aviation operations and keeping aircraft in the air longer.
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Design for manufacturing The quick ramp-up of new engine output means that component suppliers need condence in their production processes if delas are to e aoided. oftware tools can irtuall test such processes efore metal is eer machined while closer collaoration etween design and manufacturing departments can also consign earl-run production glitches to histor. Björn Bergenlid, director chief engineering o ce at erospace ngine stems eplains this new philosoph. t erospace ngine stems in Trollhttan weden a team of design and manufacturing engineers work together to deelop comple faricated components that meet the standards of modern manufacturing. This ‘Design For Manufacturing’ concept (DFM) is ased on the eperience and est practice learned from a range of de elopment programmes oer the last decade. hen production of the new turine ehaust casing (T) for the neo’s engine egins at Trollhttan it will enter a highl-adanced large-scale manufacturing process. spects of its construction will include aser welding of comple geometries and aring thicknesses in i-metallic super-allos. weld oints all welded with full automation.
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Four farication leels manufactured using D scanning and la-out techniques to manage ariation. se of automated F and automated digital -ra. Fie-aes precision machining in i-metallic super-allos.
The equipment used to achiee this is not new ut it is eing emploed in noel was. This results from a new deelopment process in which design engineers and manufacturing engineers hae worked as a comined team for the past e ears. t hasn’t alwas een so. n the past design engineers’ quest to deelop the optimal product sometimes meant that ease of
manufacturing took a ack seat. To improe this situation a new wa of working has een deeloped so that the process from design and deelopment to production ecomes as seamless as possile. e put together a pro ect team where we made sure that the designers and the manufacturing engineers were located as close to each other as possile or were easil aailale to each other sas chief engineer Marcus org. That alone was a success factor it’s er good to hae colleagues close when issues arise or there are prolems that need soling. ailailit is important ut so too is eing on the same mental waelength. n other words eerone in the pro ect team must hae the right approach to the o on which the are
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ENGINE TECHNOLOGY
disciplines need to make compromises on requirements and wishes sas org he important thing has een to agree on design solutions which meet all the product requirements and where the components can e manufactured in an e ectie wa ts denitel a process of gie and take hief manufacturing engineer las scarsson was also part of the e orts to improe produciilit ee enetted greatl from eing ale to ring in las and his team when we e needed to discuss manufacturing issues so that we dont design something that is o erl comple to manufacture sas ergenlid heres a great dnamic in the team is role has een the integrator of all this knowledge that the manufacturing engineers normall hae SHARING TOOLS
While getting engineers from the design and manufacturing ranches together has een signicant it has een equall important to make sure oth groups hae access to the same predictie technolog ma or adance in the process has een to gie manufacturing engineers the same and tools to which their design colleagues hae access ormall the design engineering communit has all these tools and the analse strengths and stresses in new components ow the manufacturing communit has the same capailit ut applied to the manufacturing aspects sas ergenlid hese software tools look at di erent facets of the manufacturing process eel software tool for eample will calculate the stresses and deformations imposed on a component while it is eing manufactured eel tool will predict how much material is reall eing melted when it is welded ccuratel predicting these aspects of manufacturing allows the manufacturing
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utomated farication of a turine ehaust casing at erospace
We put together a project team where we made sure that the designers and the manufacturing engineers were located as close to each other as possible.” Marcus Borg, chief engineer, GKN
engineering communit not onl to calculate whether a particular operation is possi le ut also to test it irtuall efore a decision is taken to go ahead in real life. ll this work came together on the ratt Whitne W the engine for the new neo. hats reall a milestone for us getting the product right rst time instead of haing the classic runin prolems where ou hae to produce a lot of products efore ou can reall run it through our factor without an changes to the product sas ergenlid. earing up quickl for the geared turofan he W programme with its man ariants is crucial for erospace. an engineers up to to at a time hae een and are still highl inoled. he prototpe neo on which the W ersion will e tted rst ew in late spring and the programme is due to ramp up er quickl with aircraft a month due to roll out the second quarter of net ear. hat means a minimum of engines a month and ratt Whitne is oiousl anious that its suppliers such as erospace can keep up with the pace. ratt Whitne is er concerned that the ramp up of this programme is done according to plan sas ergenlid. f nonconformance is discoered in an component it will hae to go into a repair loop where it can e reworked. hat causes delas not onl to that indiidual component ut to the ow of parts coming down the production line ehind it.
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urine aero-engine frame manufacturing at .
accommodate the positioning of a weld or the certain geometr of a component. he results of the new approach ha e eceeded all epectations. he numer of non-conformances has een etremel low particularl earing in mind that this is a totall new product that incorporates the application of new process technologies. he rst engine to test had e nonconformances which was etter than eer efore. ince then there has onl een a handful of non-conformances per component. considerale numer of s hae een deliered without a single non-conformance een among the rst delieries sas org. his success has een noted eternal customers who are dependent on the smooth performance of s manufacturing especiall during the ramp-up that will tae place oer the net few ears. erospace will delier more than s in ut that gure will hae increased si-fold.
REPLICATING THE PROCESS o how eas it is to emulate this integrated wa of woring nfortunatel it is not alwas
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eas to translate it to a compan s operational management sstem. e are sometimes oercondent that eerthing can e written down as instructions and specications cautions org. hat we are doing relates to soft issues he alues of taling to one another eing alanced and haing the right approach are underestimated. e need to hae a team and manufacturing engineers need to e part of it ecause the are ust as important as aerodnamicists and stress engineers. erone needs to contriute and e prepared to compromise. t is as important to hae the est leaders as it is to hae the est engineers.
Weld simulation results for a fabricated engine component.
perience of the wor done so far has proided considerale reassurance for those responsile for coming delieries. ere er open with our partner ratt hitne showing them how eer product is eing manufactured in our factor shops sas ergenlid. his means that sees the condition of the components as the are eing manufactured not ust when the arrie at their own production facilities for asseml on the powerplant. hen components are welded together theres alwas a ris of generating anomalies in the weld. nd if a weld is outside stipulated geometric tolerances time-consuming reworing is necessar. ince a contains more than welded oints it is essential that no aws are included in the components structure. ew software tools hae the ailit to calculate that if the components are positioned in certain was errors are more li el to occur. hat allows the design engineers to stipulate that welds should e placed in etter positions. his has led to far fewer welding aws and a more streamlined production process.
MOVING ON FROM METALS s the materials technolog inoled in producing aircraft components e oles so too must the predictie tools used to chec their ualit. hats important to our deelopment teams right now in terms of research and technolog is that the predictie tools that we hae up and running are mainl dealing with metallic solutions. o were maing the same ourne ut looing at the composite wa of doing things sas ergenlid. n parallel with that were adding predictie tools for additie manufacturing. e hae a strateg that when we deelop a process nowadas we alwas tr to generate a predictie tool for that new process he adds. nd it is not onl on new programmes that the software tools can e used the can e introduced to eisting legac products to improe leels of produciilit there too. ccording to enri unnemalm head of engines technolog at erospace ngine stems the new sstem has proed its alue. ts a process thats definitel here to sta and e part of our future deelopment he sas.
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ENGINE TECHNOLOGY
Big data for PW1000G support With 37,000 cycles and 21,000 hours of testing under its belt, Pratt & Whitney’s Geared Turbofan (GTF) engine family is nearing service entry on the A320neo, Bombardier CSeries and Mitsubishi egional et uge volumes of data have been generated by the testing and certication rocesses, hich include ,000 hours of ight testing, and e ective analysis of this information is ey to Pratt’s erformance and service o ering ratt & Whitney facilities have now started wor on a baclog of about 7,000 PW1000 Geared Turbofan (GTF) orders, building roduction engines to suort aircraft deliveries to launch oerators GTF customers have been romised erformance benets including a 1 er cent reduction in fuel consumtion a 7 er cent smaller noise footrint 0 er cent lower regulated emissions and er cent fewer airfoils
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BIG DATA FOR BIG ENGINES With more than 0 Pratt & Whitney commercial engine customers and 10,00 active, installed large commercial engines ying around the world, Pratt & Whitney has been collecting and studying enormous amounts of data to accurately monitor the health of its customers’ engines. In the ast few years, Pratt & Whitney has taen several strides forward to eand its redictive analytics caabilities, allowing the comany to rovide earlywarning detection
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and imroved visibility of the overall health of an oerator’s engine eet. In 201 Pratt & Whitney iloted 1 di erent big data analytics ro ects to imrove engine erformance and service o erings for customers. In one of its most successful develoment ro ects to date, the comany is building a redictive model to monitor engine event erformance, and fostering an increasingly roactive aroach to maintenance lanning. This intelligence can hel oerators otimise eet oerations and reduce maintenance costs. The ro ect, which initially focused on oerational and system health information data from PW000 100 engines, has been eanded to encomass similar data for all PW000 engine models. To eand the rogramme further, Pratt & Whitney is lanning to collaborate with an airline customer to otimise rocesses and develo critical model erformance metrics. In a searate ro ect, a similar redictive analytics model is being built to suort the 200 engine eet.
To incororate both academic and industryleading eertise, Pratt & Whitney is collaborating with IBM, the Massachusetts Institute of Technology Leaders for Global erations, and the nited Technologies Research Center. ther ro ects include otimising Pratt & Whitney’s engine leasing business, and enriching the sho visit allocation rocess across Pratt & Whitney’s artner networ. These ro ects will advance Pratt & Whitney’s service caabilities, leading to tangible value in service o erings for customers. o two aircraft oerators are the same each has a di erent mi of aircraft and engines, and oerates di erent geograhic routes in di erent environmental conditions. owever, secic engine data can hel each manage its engine eet better, allowing Pratt & Whitney to maimise a customer’s secic engine erformance and time onwing, while maintaining redictable MR send.
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PREPARATION IS EVERYTHING
conducting a variety of other initiatives to ready the aftermaret business for the GTF engine, develoment of which is on schedule in every resect. s a result Pratt is now focused on nalising all asects of customer suort. Pratt & Whitneys , yearround Global Oeration Center GOC has been a cornerstone of its aftermaret business for more than two decades. onetheless, in rearation for GTF aftermaret business, Pratt is strengthening the GOC and evolving it into the nerve centre of its customer suort organisation. The GOC resently o ers 1,000 technical solutions and deals with 0,000 customer inuiries each within hours every year. fter the GTF engine is ut into oeration, the centres weather oerations resonsiveness, aircraft onground OG solutions, and datacature caabilities will be further eanded. Pratt & Whitney has rovided more than 00 articiants with more than 1,00 hours of training on the PW1000G engine family. To ensure that all customers are trained and ready for the GTF engine, Pratt has added to its East Hartford and ei ing training facilities with a third facility in Hyderabad, India. This will be oerational in the second half of 01 to rovide 10,000 student training days er year, with the ossibility of eansion u to 0,000 student training days er year. The training centre in India will satisfy training demand closer to where customers oerate. everaging an established global eld service networ with over 11 service rofessionals based out of 0 o ces around the world, Pratt & Whitney is also stationing seasoned service reresentatives onsite at GTF airline customers for three to si months to ensure a smooth transition to the new engine eet. These sta drawn from an established global eld service networ with over 11 service rofessionals based out of 0 o ces suort ight test rogrammes and validate rocedures, oerations, tools and technical manuals. Teams are now being recruited to su ort the itsubishi aircraft Irut C1 and Embraer Eet E rogrammes. ore than two doen GTF engine services res will be suorting all rogrammes by 01. The oerational infrastructure has been established for engine lease ools to be ready by the end of 01. ease engines need to be
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Pratt & Whitney’s bigdata analytics caability rovides customers with tailored service and su ort.
near where oerators are located to ensure seedy delivery when reuired. Finally, Pratt & Whitney is investing in its Fleetcare online ortal, allowing customers an e cient, easy, single oint of access to all reuired resources for all engine models, including the 00 and GTF engine models, and robust access to technical ublications, arts ordering, engine reliability and engine health monitoring. OPEN AND COMPETITIVE NETWORK
Cometition leads to better service and better uality. It is with this in mind that Pratt & Whitney has established a global O networ to rovide customers with uality, choice and value. Facilities in the networ are located in sia, Euroe and orth merica and include Pratt & Whitney engine overhaul facilities in Christchurch, ew ealand T ero Engines centre in Hanover, Germany and aanese ero Engines centre in iuho, aan. ased on eerience and the large number of GTF engines to be in service by 2020, when the rst wave of GTF engines come in for their rst overhauls, Pratt & Whitney e ects more than 10 engine overhaul shos in the networ to be available to rovide services to GTF engine customers. P&Ws networ will comrise engine artner shos, airline shos and indeendent O facilities. Pratt & Whitneys aroach is oen and eible in an e ort to allow oerators to choose the best service rovider for them. While there are many advantages to selecting the Pratt & Whitney artner networ, oerators may choose indeendent O roviders and Pratt & Whitney will continue to suort, as needed. THE CHANGING AFTERMARKET
Customer demand for long term eet management rogrammes continues to grow,
esecially for engines early in their life cycle. Engines maintained under eet management rogrammes erform better. They rovide oerators with redictable maintenance costs, fewer unscheduled engine removals, longer time onwing between sho visits and higher residual value. In fact, Pratt & Whitney data show that 200 engines maintained under eet management rogrammes have u to 20 er cent longer time on wing and 0 er cent better reliability. In 200, the average time onwing for a 200 engine was around 12,000 hours. As Pratt & Whitney entered into an increasing number of eet management contracts, average time onwing has grown to 1,000 hours or aroimately si years. nder longterm agreements Pratt & Whitney’s incentive is aligned with the customer’s eectations to ee engines in service and oerating e ciently as long as ossible. When Pratt & Whitney rovides a full eet maintenance agreement, ris is assumed from the oerator, who can then concentrate on his core business. Fleet management rogrammes that are managed centrally enable the service rovider to leverage eet nowledge, identify trends that may a ect future engine erformance, roactively manage engines in oeration, aly nowledge from the OE networ to rovide redictable maintenance costs, and otimise engine erformance and reliability. In an e ort to continuously imrove customer service, over the ast two years Pratt & Whitney’s aftermaret business has undergone a transformation and centralised all 2 rot andloss centres into one entity. The revious model of searate P& centres wored well in a maret focused on transactional maintenance wor, but as the industry moves towards a long term maintenance aroach, it is benecial to streamline the business and imrove e ciency.
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ENGINE ASSET MANAGEMENT
A dip in the pool Spare engine management is a complex task where the unpredictability of engine removal and return times is managed via detailed statistical analysis. Craig Welsh, SVP and chief commercial o cer mericas and sia at Willis Lease Finance, sets out the intricacies of engine eet management in simple terms and explains why engine pooling is often the most coste cient solution.
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ENGINE YEARBOOK 2016
orty years ago, we purchased our rst engine and launched Willis Lease Finance. Over this period, the world has changed a great deal: China joined the global community and is now one of the leading economies in the world; the Berlin Wall came down, the Soviet Union dissolved and the Cold War ended; and the European Union created the euro, which has become a major world currency. Terrorist attacks grew in signi cance, and oil prices bounced around from under $10 to over $130 per barrel, with both changes impacting the global economy across more than one economic cycle. Through all of this, air travel has been resilient and grown by an average of ve per cent per year, while Willis Lease has grown to a total asset base of $1.4bn, including 248 engines with an ownership interest in or which we manage for third parties and joint ventures. s commercial aviation has evolved and matured it has become increasingly capital and cost conscious. ccordingly, the capital and expenses associated with purchasing, maintaining, and holding spare engines has garnered more attention from airlines. Meanwhile, engine original equipment manufacturers (OEMs) have recognised that non-warranty-related spare engine support should be chargeable. It’s also an opportunity to mitigate some of the costs associated with maintaining and providing access to an emergency pool of the engine types they manufacture, which has and continues to be an expectation of airline customers worldwide. s a result, engine leasing has become increasingly attractive to airlines for many of
F
the reasons why aircraft leasing has grown signicantly over the last 20 years. It allows the acquisition and use of expensive assets with little cash outlay, or the freeing up of capital through a sale-and-leaseback transaction. nother reason is that residual value risk is shifted to the lessor, an increasingly important consideration for airlines as they transition to newer technology aircraft. More than half of all commercial aircraft are expected to be leased by 2020 and spare engines are expected to follow that trend. While recognising leasing as a common and growing trend for aircraft and spare engines, there is a fundamental di erence in how aircraft and spare engines are utilised, which makes the latter much more complicated to manage as an asset type. For aircraft, driving utilisation and asset e ciencies from an investment standpoint is a matter of optimising scheduling and an airline’s route network. There is downtime for airframe line and heavy maintenance, but that is generally predictable and schedulable since the maintenance intervals are typically time-based in accordance with the airframe OEM’s recommendation. Engines, on the other hand, have a lifeand maintenance cycle independent from the airframe. Because of this, a eet of aircraft requires a level of spare engines on hand to replace installed engines not only when they require scheduled maintenance planned engine removals but also to replace installed engines experiencing an operational problem that cannot be rectied on-wing, which is categorised as an unplanned engine removal (UER). It is these two main categories of removals, both of which have their own level of variability and unpredictability,
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ENGINE ASSET MANAGEMENT
which make managing spare engines and optimising their utilisation a greater challenge not only from an asset management standpoint, but also operationally since aircraft dispatch could be at stake if there is a shortfall in availability.
EFFICIENCY AMID UNPREDICTABLE REMOVALS s
mentioned, even scheduled engine removals for planned shop visits, which are in most cases for performance restoration, have some level of variability and unpredictability. Engines of the same type will still deteriorate at di erent rates, which ultimately determines when performance restoration is required. Hence the term ‘mean time between removals’ (MTBR), which indicates that there is distribution around the average total ight time an engine can operate before requiring a performance restoration. In other words, a particular engine type has a range of hours that it can operate before it needs to be removed for heavy maintenance. or example, the 00 engine on 0-family aircraft, depending on how it is operated in terms of ight hour to ight cycle ratio, environmental conditions, thrust rating and derate may have an expected MTBR of 0,000 ight hours. However, because there is variability in engine performance deterioration rates, even engines with the exact same operational experience will have di ering maintenance intervals. hat this means is that engines being operated similarly can be scheduled for removal at a certain interval, say 0,000 ight hours, but one might need to be removed at 18,000 hours because of a faster deterioration rate, while the other might stay on wing a few thousand hours longer. Thus from a planned removal standpoint, airlines will typically generate a schedule for removing engines based on the expected MTBR, but recognise that it will probably change as a result of the unique deterioration rates between engines of the same type. The advent and evolution of real-time engine health monitoring systems has helped in this arena, and is a subject worthy of its own separate discussion. Engine OEMs track unplanned engine removals statistically on a eet-wide basis, expressing them as events per 1,000 ight hours. The main causes of these events are usually well understood, though it’s very hard to predict when they will occur. Irrespective of planned versus unplanned engine removals, logistical organisation is needed
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when scheduling aircraft for engine changes. Considerations include the packing and shipping of engines to maintenance, repair and overhaul (MRO) facilities; repair turnaround time; return shipment; and all of the potential delays that could happen during that process. Once one combines the variability in planned engine removals, the unpredictable timing of unplanned engine removals, and the logistics of the repair cycle it becomes a complex task to manage a eet of installed and spare engines. Ultimately, it boils down to a statistical analysis that produces a condence level corresponding to the number of spare engines provisioned. In other words, the probability you will have a spare engine available when an engine removal occurs.
Take the following aircraft eet as an example 0 aircraft ying ,000 hours and 1, 00 cycles per year Five spare engines (a 5% spare engine ratio) $45 million in capital expenditure (assuming $9 million per engine) $270,000 per year per engine in write-down (assuming a 3% annual depreciation rate) Unplanned engine removal rate of 0.027 per 1,000 ight hours verage maintenance shop turnaround time of 75 days Referencing Fig. 01, utilisation drops dramatically as the number of spare engines increases to e ect a move to higher con dence levels. ccordingly, owning all of the engines needed to achieve a desired con dence level is a costly proposition. Because planned engine removals for performance restoration come in waves and don’t occur in perfect sequence (Fig. 02) there will be periods when one either has too many spare engines available or not enough in support of this aspect of engine eet management.
OPTIMISING ENGINE UTILISATION From an asset management and investment perspective, the key is optimising utilisation so that one doesn’t hold assets that are idle for an extended period of time. Otherwise capital is tied up and expenses are incurred on equipment that doesn’t contribute to operations or support revenue generation.
Fig. 01
Spare Utilisation
Per Engine
Engine
Utilisation
Conene
0.027
Engine #1
63.2%
73.63%
UER SV Turn Time (days)
75
Engine #2
26.4%
92.00%
Provisioned Spares
5
Engine #3
8.0%
98.11%
Engine #4
1.9%
99.64%
Engine #5
0.4%
100%
UER rate
Do you really need to own these engines or have access to them?
Fig. 02
Typical spare engine provisioning ratio (e.g. 5%)
You either have too many engines
Typical airline shop visit demand cycle
or you don’t have enough
ENGINE YEARBOOK 2016
51
ENGINE ASSET MANAGEMENT
airline’s use of capital in a comprehensive plan. The typical options are outright ownership, leasing, and including spare engine support in MRO agreements. Outright ownership usually works for a certain quantity of spare engines, provided that the airline has an asset exit strategy when the host aircraft eet is planned to be phased out. Otherwise, there is risk of residual value loss at time of disposal, which is also worthy of its own separate discussion. combination of short and long-term operating leases is a good way to customise and optimise the holding period of spare engines when there’s a surge is planned engine performance restoration shop visits or a rash of reliability problems that need to be managed over a forecasted timeframe. Including spare engine support in MRO agreements may be convenient and cost e ective for smaller eets, where holding even a single spare engine can be an expensive proposition. However, sourcing primary spare engine support (i.e. no purchased spare engines) in larger scale MRO agreements such as long-term power-bythe-hour maintenance programmes with engine OEMs may appear attractive at rst glance, but in the end could be more costly. t point of purchase OEM spares support may seem like a good deal, but one s hould question the underlying assumptions of the analysis. For instance, how much exibility does the OEM contract provide for changes in operating conditions, eet expansion and contraction, and changes in programme duration? This is important because few airlines truly know what their absolute network and capacity needs will be over the next 15 to 20 years. For example, what happens if ve years into the maintenance contract an airline acquires additional used aircraft with the same engine type to support growth that wasn’t contemplated in the original programme? The agreement will likely require expensive qualifying shop visits in order for the used engines to be eligible for coverage under the programme, including extending spare engine support. For these reasons, many airlines believe it is best to acquire the underlying or qualifying spare engines separately from OEM maintenance contracts so they know what they are paying for at all times, irrespective of changes to their aircraft and engine eet requirements.
52
ENGINE YEARBOOK 2016
Fig. 03
Typical spare engine provisioning ratio (e.g. 5%)
POOLING PROS nother e ective vehicle to gain access to spare engines without having to own them is through engine pooling and cooperative agreements among a group of airlines. This is also an opportunity for airlines to put spare engines to work, generating revenue when planned engine removals are at a low point of the engine performance restoration shop visit cycle. When a combination of four airlines with the same engine type work together (Fig. 03) a pooled engine shop visit demand cycle can create a smoothed aggregate airline shop visit spare engine requirement cycle, improving utilisation and maximising e ciency across all spare engine assets. Willis Lease has been hosting engine pooling programmes since 2006 and many view engine pooling as one of its trademarks. The lessor has engine pooling programmes or sharing agreements in North merica, Europe, and China that represent years of coordination and work among numerous airlines. Sharing agreements allow members to obtain the use of available spare engines from other members, including Willis Lease. In addition to eliminating the need for engine lease negotiations, the engine sharing
Smoothed airline shop visit demand cycle
agreement utilises a web-based reservation system that allows the members to access detailed information relating to engine availability and condition. Engines can literally be rented in a matter of minutes complete with data packages and nal contract documents produced and signed. Engine pools streamline and automate the often cumbersome and expensive process more commonly used for engine leasing. Willis Lease’s North merican, European, and China Engine Sharing greement specically covers the CFM56-7 engines used to power 737NG aircraft, but we fully expect to develop new programmes, and are already being asked by many customers to start collaborating on the next generation single-aisle aircraft engines such as the LE and GTF on the 737M and 320neo. In conclusion, spare engine support and asset management is a complex task, and engine pooling is a new and innovative way to optimise and maximize the utilisation of this asset type. Willis Lease has 40 years of expertise in aviation leasing, and will continue to deliver value to its customers on current technology equipment as well as the next generation of aircraft and engines.
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Full Engine MRO and Testing Services
CTS Engines is a high quality provider of maintenance, repair, and overhaul services to owners and operators of jet engines world wide. Now more capable than ever.
CTS Engines +1 954 889 0600 3060 SW 2nd Ave. Fort Lauderdale FL 33315 ENGINE www.ctsengines.com YEARBOOK 2016 53
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ENGINE ASSET MANAGEMENT
The impact of new engines on current values The current decade could see seven new turbofans enter service. The GEnx, Trent 1000, Trent XWB, Trent 7000, PW1000, LEAP and GE9X lines will shake up the commercial engine market in many ways, not least of which will be their impact on current-generation engine values. David Archer of consultancy IBA discusses how pronounced this effect will be. everal of the most popular aircraft families, including the A320, 737, 777 and A330, are now being redesigned and importantly re-engined to improve performance characteristics. This means several new engines will soon enter service. The Trent 7000 programme is Rolls-Royce’s seventh iteration of the Trent engine. It uses advances from the Trent 1000 TEN architecture to develop an engine for Airbus’ A330neo programme. The engine will be the sole engine on the A330neo, unlike the A330ceo’s three available powerplant options. According to Rolls-Royce the engine will o er up to 12 per cent speci c fuel consumption advantage over current A330 engine options, half the emissions, twice the bypass ratio (at 10:1) and half the noise. CFM’s LEAP engine is set to enter service on the A320neo (LEAP-1A), 737MAX (LEAP-1B) and Comac C919 (LEAP-1C). This means LEAP engines will be replacing the largest engine market in history, currently populated by two of the most popular engines in service: the
S
54
ENGINE YEARBOOK 2016
CFM56-5B and the CFM56-7B, for the A320 and 737 respectively. According to CFM a fuel burn reduction of 15 per cent over the CFM567BE is expected, an estimated operator net saving of nearly $3m per aircraft. The LEAP also inherits the pedigree of the CFM56 family, which has proved successful in delivering low maintenance costs and excellent reliability on-wing. Even before its service entry LEAP has become the world’s fastest-selling engine. Pratt & Whitney’s new PW1100 geared turbofan is set to compete directly with the LEAP-1A on the A320 programme. The
advances in the technology of the engine have already been examined in depth and it is said to be outperforming the LEAP engine for specific fuel consumption by four t o five per cent – depending on which report you read. The PW1000 engine family is also set to be applied to several smaller production aircraft including Bombardier’s Cseries, Embraer’s E-Jet aircraft and the Mitsubishi Regional Jet. Whilst the production numbers of these aircraft are not likely to be as high as the A320neo, they will still generate a significant customer base.
Engine Entering Market
Engine(s) to be superseded
Trent 7000
Trent 700 / PW4000-100 / CF6-80E
CFMI LEAP
CFM56-5B / V2500 / CFM56-7B
PW1100
CFM56-5B / V2500
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ENGINE ASSET MANAGEMENT
Fig. 01: Impact of CFM56-7B on the CFM56-3 CFM56-3C1 Values
$7,000,000
tte CFM56-3
engines
tte CFM56-7B
$6,000,000
engines
$5,000,000 e u l a V t e k r a M e n i g n E
12,000
10,000
737-300 line closes
8,000
CFM56-3 line closes
737-700 EIS
$4,000,000
6,000 UAL & CAL ground clssic ees
CFM56-3C1 EIS
$3,000,000
4,000 $2,000,000
$1,000,000
n o i t a l u p o P e n i g n E
2,000
737-300 EIS
$0
0 1984
1988
1992
1996
2000
2004
2008
2012
Year
According to Pratt & Whitney the PW1000 will allow airlines to significantly reduce fuel burn, emissions, engine noise and operating costs. The table on p.54 shows the breakdown of which engines are likely to be a ected by each of these new alternatives entering the market.
HOW ARE CURRENT ENGINES LIKELY TO BE AFFECTED? In order to understand how current engines are likely to be a ected it is important to look back at past examples of an aircraft-engine combination being replaced. While new aircraft models such as the 787 or A350 are still pursued, redesigning existing platforms is far less expensive and time consuming for OEMs. A key example of this is the 737 programme, which is entering its fourth iteration with the 737MAX. So how did the introduction of the 737NG’s CFM56-7B a ect the 737 Classic’s CFM56-3? The CFM56-3C1 entered service in 1984 on the 737 Classic (737-300/400/500) platform, performed well and by its peak in 2000 counted just shy of 4,000 engines in service. Fig. 01 shows the e ect of the CFM56-7B on both the value and the number of active engines in service for the -3. The rst noticeable trend is that both values and active numbers plateau after 1997, when the CFM56-7B entered service. Orders were still to be ful lled for the Classic at that point, though all new orders went to the
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737NG powered by the CFM56-7B as it was a more reliable and better performing alternative. With any engine, once production ceases values su er as demand falls, and for the -3 this happened in 2001. While this was happening the CFM567B’s active numbers were growing sharply as it became the fastest-selling engine to that date (notice the far steeper gradient in engine population growth along with a longer production period). This continued until a key point in 2005 when the number of CFM56-7B engines in service surpassed the number of
CFM56-3 engines. Within two years of this key point United Airlines and Continental Airlines had grounded their ageing 737 Classic eets and CFM56-3 values began to sharply decline. It is important to note that values had been falling prior to this (as expected for an out-of-production engine) and the 2008 financial crisis also had an effect. However, as a superseded and out-ofproduction engine the CFM56-3 was far more susceptible to world events, oil prices and fiscal policy. It was also a combination of these factors that caused such a sharp fall
Fig. 02: JT8D-200 mature half-life values $3,000
$0.040 $0.035
$2,500
$0.030 $2,000
$0.025
) m $ S $1,500 U ( V M
$0.020 $0.015
$1,000
) m $ S U ( R L
$0.010 $500
$0.005
$0
$0
0 2 3 5 7 8 9 0 1 2 3 4 0 0 1 0 0 0 0 4 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 1 2 0 1 2 0 1 2 0 1 2 0 1 2 2 2 2 2 2 2 2 2 2 2 R R R R R R R R R R R R R R R Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y
JT8D-217
JT8D-217C
JT8D-219
Lease Rate
ENGINE YEARBOOK 2016
55
ENGINE ASSET MANAGEMENT
in value even as the number in active service remained relatively level. Today engine values have more or less bottomed out for the CFM56-3 and with retirements and scrap rates rapidly increasing for the 737 Classic the aircraftengine combination is more or less at the end of its life outside of large fleet operators such as Southwest Airlines.
Today engine values have more or less bottomed out for the CFM56-3 and with retirements and scrap rates rapidly increasing LESSONS FOR THE CFM56-7B What happened to the CFM56-3 upon the for the 737 Classic introduction of the CFM56-7B will not repeat exactly as the latter engine is replaced by the the aircraft-engine LEAP-1B, but certain themes will re-occur: The introduction of the new engine will combination is more or precede a plateau in current engine values Within five to 10 years a noticeable decline less at the end of its life.”
in current engine values will be noted Once new engines outnumber current engines, this will precede a sharper drop in values Current engine values will become more susceptible to economic and external shocks
This final point is reinforced by the effect of incidents such as 9/11 and the financial crisis on the value of the venerable JT8 D-2 00 (Fig. 02). In 2000 many of those engines had been in service since as early as 1980 and were in a mature condition. Accordingly overall demand was low and values were susceptible to market changes. The effects of
9/11 preceded a sharp fall in market values until 2004. Operators s uffering financial strain will always choose to cut away any economically unviable assets and the JT8D was a good example. Another noticeable trend occurred with the -217C and -219. Both had performance improvements over the -217 so a noticeable difference in values was seen between 2004 and 2008 when prices were low enough and performance reasonable enough to generate demand, helping to slow the drop in value. However the engine is now in a very mature state so values for all variants are bottoming out with only a small margin
Fig. 03: IBA’s Engine Values Book 8 7 6
) m $ S U ( e u l a V e s a B
5 4 3 2 1 0
5 1 0 2
6 1 0 2
7 1 0 2
8 1 0 2
CFM56-7B26
56
ENGINE YEARBOOK 2016
9 1 0 2
0 2 0 2
1 2 0 2
CFM56-7B26/2
2 2 0 2
3 2 0 2
2 4 0 2
CFM56-7B/3
5 2 0 2
between them. This is the end of the JT8’s life and also the inevitable destiny for any engine as newer, more e cient and pro table alternatives enter the market.
PREDICTIONS Fig. 03 shows IBA’s prediction for the CFM56-7B’s future base-value trend, and follows the e ects seen in Fig. 01. The more popular variants (base model and /3) will likely retain and even grow in value up until 2019 or 2020, after which values will begin to decline. The -7B will be more susceptible to major market changes at this point. And as with the JT8D-200, the less popular -7B/2 variants with the DAC upgrade will lose their value more rapidly. In fact it’s falling already due to poor market uptake and the shift away from existing engines. For the engines to be supersede d by the Trent 7000, PW1000G and the LEAP-1A, similar trends can also be found showing the same plateau and reduction in value over the next 10 years. Again, those engines currently in higher demand, such as the CFM56-5B1/3 PIP, retain their values for longer. It would be fair to say that the introduction of the PW1000, LEAP and Trent 7000 engines will constitute the biggest impact on the commercial engine market in history, with thousands of engines to be produced and thousands to be retired or parted out. The fleets to be replaced are so extensive, however, that demand will hold firm for a while, until retirements and part-outs accelerate and supply saturates the market. Airbus and Boeing both plan to have 737MAX and A320neo production rates close to 50 aircraft per month by 2017, implying 200 new engines entering the market each month and 2,400 per year. Thus 737NGs and A320ceos will inevitably lose some value as leases expire and operators retire or sell off existing fleets. Although we can scrutinise previous engine successions to learn lessons, the scale of the incoming change is unprecedented. Thus trends may occur more rapidly due to high production rates, or happen slower due to the quantity of previous-generation aircraft currently in service.
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ENGINE ASSET MANAGEMENT
Power to spare Ever-more reliable engines plus an abundance of new players chasing attractive rental returns have shaen up the engine lease maret since the nancial crisis Joseph O’Brien, EVP sales at Engine Lease Finance Corporation, describes how traditional business models are crumbling in the face of an increasingly cost-conscious customer base oday’s engine leasing market is more dynamic than at any time in its relatively short history of 2 years his has been mainly due to changes wrought in the past ve years as the sector has approached full maturity he engine lessor base continues to grow in the basic product markets of sale and leaseback, short-term leasing and greentime eet eit management here are also massive order books for both new-generation narrowbody engine families – CFM’s LEAP and Pratt & Whitney’s PW1000G – as 737 and A320 eets renew and grow New engine sale and leasebacks and large-engine leasing continue to be dominated by GE Engine Leasing and Rolls-Royce & Partners Finance, but deals can still be done by independent lessors, particularly for the GEn and GE0 engines owever, developments in shortterm leasing of the most modern narrowbody engine types point to this segment as the most dynamic in the current leasing market
leaseback market continues to see signi cant volumes booked by the bigger, more traditional participants, but the lessor base active in smaller transactions continues to epand here are several reasons why the market has developed this way First, although there have been several new entrants to the market in the last two to three years, the portfolios of each are still relatively small and cannot withstand signicant lessee or asset type eposure New entrants bid very aggressively on the best asset and operator combinations, but are still beholden to their owners’ liquidity requirements, which preclude the concentrations that larger transactions require Many new lessors are somewhat narrow in their asset focus, such as Japanese investor oint ventures tied to MRs Funding is also a critical factor While apparently plentiful these days, it is more epensive for smaller lessors, whose growth therefore has tended to be cautiously pursued
DIVERSIFYING LESSOR BASE
OEM INFLUENCE
Engine leasing now has a proven track record, so many investors are pursuing it during a period when various big-ticket asset classes are in the troughs of their historic cycles he sale-and-
In the large engine sector the sale-andleaseback market continues to be dominated by the OEMs he market is practically eclusive to GE and Rolls-Royce engine o erings, while
T
58
ENGINE YEARBOOK 2016
their respective leasing entities, GE Engine Leasing and Rolls Royce & Partners Finance, own or lease a large ma ority of the spares With engine and QEC list price costs from $18m to $3m for the rent, GEn and GE0 variants this is only sensible owever, airlines want options and so they will award sale-and-leaseback mandates for the larger engines to the stronger independents in order to retain some eibility and a diversied supplier base he recent entry of M to the long-term leasing market may be the most interesting development in this segment hey have a very successful engine MRO business with trusted, reliable capabilities covering the CFM-7 and V200 markets heir capabilities now include the GE0 he topic of OEM support has been a hot one in the industry press for several years Flight hour agreements FAs in their many forms and acronyms dominate the engine market and are incorporated into a growing share of eet management and new engine order management contracts each year After so much focus on the topic during the past ve years, lessors have learned to manage the issue and the relevant risks much better he single biggest practical issue has always been,
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ENGINE ASSET MANAGEMENT
and will continue to be the transfer of security value (related to the cash or documented value for maintenance life used on an en ine from the lessor to the s s are always customised, the additional eposure can be for full maintenance and component value or, as is typical, for maintenance life only n many cases the lessor can collect or accrue for the value of lifelimited part ( replacement, thus reducin lessor eposure by the relevant amount
In the large engine sector the saleand-leaseback market continues to be dominated by the OEMs
DECLINE OF SECONDARY LEASES istory indicates enine leasin to be both a protable and relatively lowris activity he typical leasing life of an engine started with a primary sale-and-leaseback term of seven to eight years It was then customary to etend the lease with the eisting customer or write a new secondary lease of three to ve years After the secondary lease lessors typically wrote a series of shorter leases that would match engine utilisation to a third shop visit, when the lessor could decide to either invest further in a third visit or sell the engine into the parts market oday the cycle of leases is very di erent he shift began around 2009 and accelerated quite rapidly over the past two years to become the most signicant upheaval in the engine leasing market Although lessee etensions are still quite common, the number of new secondary leases with terms of three to ve years has fallen year on year for the past ve years One reason for this decline is that lessees have developed robust cost-control systems Airlines regularly look to pass costs like shipping, test-cell runs and local counsel back to lessors A combination of the economic downturn and the advent of low-cost carriers have made such discipline a prerequisite for survival econdly, primary narrowbody engines such as the CFM56-5B/7B and V2500-A5 variants are more reliable than ever Improved reliability means that a large inventory of spares has built up, so lessees take more spares risk, safe in the knowledge that the market can support short-terms needs for AOG, engine repairs and most engine shop visit programmes In turn, this has broadened the development of the green-time market hen deciding between a third shop visit or a partout it has become more di cult to measure the upside, so fear of the downside has driven lessors to eit earlier in the engine life cycle perienced lessors know this and have
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Airlines have developed robust cost-control systems and look to pass costs like shipping and testcell runs back to lessors
adapted, but recent entrants to the market are too young to have eperienced lease maturities, so its an issue they are yet to confront
THE ENGINE EXIT EQUATION Aircraft lessors, aircraft breakers and private equity rms all understand that most of the value in ageing aircraft is tied to the engines essors hesitate to spend on heavy refurbishment for remarketing, breakers see an opportunity to leverage their knowledge and private equity funds chase any opportunity that will produce a meaningful return Each has entered the short-term engine leasing market to monetise the value of maintenance life remaining on their engines hese players have become agile asset managers hey are not beholden to any ROE or IRR calculations; they simply lease for revenue and their growing ranks have only served to increase spares availability further Glancing through the established advertising venues for engines, it is tempting to conclude that most rms advertising engines for lease today did not eist ve years ago Another big development in short-term
leasing has been increased activity in the greentime sector hilst the niche has a long and proven history of good returns for savvy and eperienced participants, it too has epanded greatly in recent years Green-time leasing in its true form was traditionally a series of shortterm leases that burned o every hour and cycle possible until, nally, the only option was teardown and part-out Although the description is still accurate, the timing of the cycle has been shortened Airlines are in a good position to manage engine spares so green-time lessors have adapted to o er contracts that compete with much more robust engines over shorter terms In conclusion, change in the engine leasing market in the last ve years has been more dynamic than in the previous 25 Entry into service of new engine models plus OEM support packages are testing lesors’ ability to win new sale-and-leaseback business and manage risk more e ciently, but it is the signi cant change in engine availability that has driven most change hus the ability to adapt quickly to a dynamic market has never been more important for the engine lessor
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Engine operations training: a neglected skill
In 2007 a new Etihad A340 was destroyed during an engine test run before it had even left the tarmac of its Toulouse production site. Investigators blamed the acc ident on a deviation from manufacturer-approved procedures – a failure still all too common across aviation, argues Mark Goodrich, senior status consultant with Aviation Consulting Enterprises. Drawing from his experience as an engineering test pilot and inspector, Goodrich describes shortcuts that airlines, lessors and MRO shops sometimes take, and their potentially lethal consequences. ver the past few years the aviation industry has taken more notice of the need to broaden and enhance ight crew training. That call has been the subject of editorial and white paper presentations since the introduction of so-called “automated” aircraft in the mid-1980s, but languished until a spate of serious incidents and accidents began to ful l the prophecies seen so clearly by some. While industry and regulators thought that enhanced technology decreased the need for training, experience was showing that it required more training, not less. In addition to knowing how to manually perform tasks ordinarily handled by machines, it was also necessary for operators to know how the computers worked, where sensor data was collected and how to maintain oversight to ensure proper functioning of automated systems.
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What has and continues to escape serious attention is the associated requirement for both ight crew and maintenance personnel to receive training on the operation of modern engines. Even before aircraft, autopilot and ight management systems made the quantum leap to computer control and monitoring, engine design and control technologies were already moving ahead of the airframe technology curve. High-bypass engines introduced in the early 1970s were game-changers. Power was substantially increased. Engine temperatures for hours at cruise were above prior values for the peaks at take-o thrust. Reverser design and operation was entirely di erent. The potentials for damage from foreign object, ice and ash ingestion, delayed acceleration schedules and temperature exceedences exponentially
increased, and yet personnel continued to operate new models using the old procedures. Engines are expensive, and losses of productive time when aircraft are down, plus expenses for repair or replacement, add further to their cost. Indemnity often does not cover damage to an engine from a failure. Yet these factors have been insu cient to force a change in thinking about how to improve the training of both ight and maintenance crew. Too often during an investigation no-one is willing to attribute an engine failure to any speci c act or failure to act by the operator. This can even happen when non-approved procedures are used regularly, despite the fact that such failures can lead to airframe damage and even death. In some cases, engine failures are quickly chalked up to foreign object damage in an e ort to prevent an investigation into the true facts.
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ENGINE SUPPORT
places even the costs of collateral damage outside the parameters of indemnity, and impedes e orts to improve both safety and e ciency. n most cases, back-room arguments ensue between the operating airline and its engine manufacturer or repair facility over the cause in an e ort to spread the economic pain, and any investigation into the causal chain of events falls somewhere between cursory and non-existent.
Engineering test crews must work as a team to properly monitor instrumentation, call out developing issues, and record results.
PATH OF LEAST RESISTANCE
As engines become more sophisticated, engine manufacturers report problems from both ight and maintenance operations that arise from simple failures to conform to the operating instructions of the manufacturer. Often, neither the pilot’s operating data nor the maintenance and inspection manuals for an airline are updated to stay abreast of new operating procedures. In most cases, this can be traced to the bringing forward of text from prior manuals, a process that escapes the eye of regulators, who are becoming less experienced and knowledgeable about advanced technologies. The path of least resistance for training is to fall back on what is required by the applicable regulations. Even for pilots, that means training for engine operations is mostly limited to start malfunctions. The presumption is that engine operations for taxi, take-o , climb, cruise and landing will be subject to computerised control and monitoring. The most detailed airline manuals include only a page or two of generalised policies on engine operation, usually reecting precisely the same words in the manuals for several eets of di erent aircraft and engine types. hen challenged, operations management often responds that such training is handled by check airmen during initial operating experience. But the absence of guidance to check airmen for such training leads to the conclusion that it is ad hoc and non-standardised under the best of circumstances. In the case of maintenance personnel, the problem is more acute. Often, even supervisory personnel have not received specialised training for engine start malfunctions or aircraft ground operations; pro forma processes to obtain approval for starts, ground runs and taxi notwithstanding. hile certication standards for a repair station may require a programme for such training, the ways in which tick marks appear in boxes and approvals are granted is highly variable and often amounts to a wink and a nod, rather than actual training.
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As an engineering test pilot with experience in aircraft, engine and supplemental type certication, as well as an operations manager for certied repair stations, and a manager for airline operations on both the ight and airworthiness sides, I have been witness to these issues for ve decades. et’s consider some specic events.
“Do you know much that costs,” he inquired, to which I responded that the total for training 10 people would be a quarter of the self-insured retention for the rst engine he destroyed in the absence of proper training. He rejected my recommendation out-of-hand as prohibitively expensive.
TRAINING SHORTCUTS
OUTDATED PROCEDURES AND
I was retained by an airline to power up the engines and aircraft systems for a 777 on a 0-day basis in conformance with its yablestorage programme. During one visit I was directed to the manager for the certi ed repair station. He handed me a sheaf of papers, each one a certication that I had performed “engine start and taxi training for Boeing 777 model airplanes”. He intended that 10 of his sta would thus become certied, apparently by watching me perform two engine starts on one model of engine from among the several approved for the aircraft. Declining this course, I suggested two options. The rst was to develop a training curriculum for his facility, including engine start, run and taxi training. The second was to enroll employees in the manufacturer’s training curriculum for that same purpose. In both cases, the training would consist of two days in the classroom and three days in the simulator, where each individual would not merely observe, but function as the starting and assisting crewmember for practice with the panoply of engine start malfunctions on each of the possible engine models. Further, operating procedures and aircraft limitations for taxi would be covered, with taxiing practice in the simulator and, nally, in the aircraft.
IGNORING THE TEAM ETHIC
In another case I was hired by a lessor to reposition a 747-400 out of heavy check, and upon arrival saw that the repair station was about to complete the engine runs. I asked to observe. I recognised the inspector from years previously, when he was employed by the central maintenance base for a legacy carrier. While waiting, I asked for a copy of the Task 71-00-00 procedures he intended to use for the engine starts and runs. Although the aircraft was equipped with CF6-82Cs, he was about to use the procedures for PW4056 powerplants. Indeed, in the breast pocket of his shirt was a well-worn data card booklet from his airline days, reecting the start procedures for the Pratt engines used by his former employer. So, regardless of model or manufacturer, all engines started and run by this inspector were subject to the procedures he had been using for some 20 years. Many repair stations treat engine start and run operations for two-engine aircraft as a one-man procedure. The co-pilot seat is often occupied not by a trained assistant, but rather by someone who just wanted to come along. Engine start, run and taxi procedures all require a team-crew concept. Watching carefully for a start malfunction, and then working quickly to remedy it, requires training
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as a crew and coordinated action. Even the most eperienced airline ight crews nd themselves in conict with other aircraft during tai operations, and no single ight deck seat allows adequate vision around the aircraft. Professional engineering test crews – bringing both aeronautical and engineering skills to the process – train and operate as a team. The managing team member is primarily responsible for operating the machine. The assisting team member or members keep track of protocol, procedures and checklists. They monitor instrumentation, call out developing issues, and record results. n some cases ight deck printers may be used to download data. On some older types, printers may not be available or data screens might be capable of holding only a single data trap, in which case photographs of the screens are taken as the tests proceed. The point is that a test crew team cannot be selected like that for a neighbourhood ball game. To safely operate the machine while accurately achieving and documenting results requires training, and a coordinated e ort. Even for ground operations – which may seem relatively free of risk – knowledge of aircraft systems and conformance to established protocols and procedures is far more serious than merely knowing how to start and steer in the absence of malfunctions. Nothing brings this issue into sharper relief than the events of November 15, 2007, at Toulouse with an Etihad A340-600. French accident investigators – the BEA – faulted the non-standard conduct of engine run-up tests, the failure to follow established and published procedures, and the ad hoc nature of the ight deck crew, which was not operating as a trained team. The loss of control destroyed the new aircraft. SPENDING TO SAVE
The rationale for skimping on training is usually an inability to see a connection between expenditure and return. Management too often sees training as a pure expense, when the reality is that it is an investment in safety, e ciency, regulatory compliance, lower insurance premiums and other factors. That those things are di cult to visualise does not mean they are illusory. In airline and maintenance endeavors, this mindset can drive decisions to dene the need for training not by what is logically necessary, but rather by what is required under the minimum standards of applicable regulations.
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Unfortunately, regulators often connect the need for training to revenue operations. In the test and ferry business (like engine runs performed during maintenance, an almost completely unregulated process) this often results in stretching the issue to the point of absurdity. In the case of ight crew, airlines will assign people without relevant training and experience to perform ground test, ight test and ferry operations. Crews with no international experience are sent around the world, sometimes causing crashes because of ignorance of the air law or tra c control procedures that are e ective in other countries. Those without engineering degrees or credentials are assigned to perform post-maintenance, repair and modication test ights with potential issues that are beyond their experience or understanding. In the case of lessors, pilots are contracted from employment agencies on the basis of having some prior experience in a type, and paired to form a crew. In such ad hoc operations, there is no understanding of the duties of each crewmember for normal operations, much less for irregular or emergency situations. In other words: accidents waiting to happen. GRIM COST OF FAILURE
Almost 20 years ago my team was contracted to perform a post-maintenance engineering test ight on a DC-8 following ma or work on ight control and stall-warning systems during a heavy check. Unfortunately the aircraft was not ready on time, and after a week waiting for the maintenance work to be completed, our crew was sent home to await a call. When it came we were told to stand down, as the airline had decided it was too expensive to bring us back, and would instead use line pilots it already employed. The DC-8 crashed during the ensuing ight, killing the airline crew and three maintenance technicians riding as passengers. The NTSB highlighted the absence of any training or credentials to perform test ights, and decisions to perform high-risk test events under instrument meteorological conditions. In November 2008 an A320 on the way back to a lessor was undergoing a “return acceptance ight check, characterised in the lease documents as a test ight. Despite the absence of engineering credentials, training or experience among the ight crew, it was agreed the tests would conform to the document used by Airbus test pilots in post-production test ights. During a series of low-speed manoeuvers at low
altitude, control was lost. The crew and ve other occupants were killed and the aircraft destroyed. The BEA determined that a failure of the angle of attack sensors provided bad input to the automatic ight control systems, and resulted in the automatic driving of the trimmable horizontal stabilizer (THS) to the full nose-up position. Had the aircraft been operated by an engineering test crew, such manoeuvers would not have been undertaken at low altitude, and there is a high probability that the ight control problems would have been identied, and remedial action taken. CHANGING ATTITUDES
Like the aircraft they power, engines are becoming ever-more sophisticated. The days of common design, limitations and operating specics are long behind us. With reciprocating radials and even early turbojets, the procedures for starting, run-up and operation were remarkably common, just as were ight deck technologies. But now strict conformance to the highly variable documentation of the manufacturers is critical to ensure not only that we service, maintain and operate the products correctly, but also that we avoid initiating future product failures that may occur hours and months later, jeopardising the safety of the ights that rely upon the integrity of our work. Regardless of whether regulators require it, establishing training programmes to ensure proper standards of professionalism are met is our responsibility, and safety management systems are the perfect vehicle through which to address that responsibility. The duty of regulators is to see that minimum standards are met. But, as it always has been, professionalism is the non-delegable challenge and duty of our industry.
Even seemingly mundane procedures such as towing should be approached in the correct manner.
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Highway to hangar Each component of an aircraft will travel by road at some point in its life. This means that trucks and trailers transport everything from large fuselage panels down to the bolts they are fastened with. Here, Shaun Haagen of International Machine Transport discusses the challenges of moving the most important and expensive component of any aircraft: the engine. urbofans are among the most advanced examples of modern engineering and are, accordingly, manufactured to extremely ne tolerances. As a result, aircraft engine transportation is a niche of the trucking industry that di ers markedly from hauling a load of lumber, or even another large piece of machinery, such as an excavator. It requires a light touch, the proper equipment and an experienced driver.
T
BY ROAD OR BY AIR? But why move an aircraft engine on the ground when it would be so much faster
in the air? The simple answer is cost: Air freighting can mean a trip of hours instead of days, but the price of doing so can be prohibitive. Even in time-sensitive situations where price is not a priority – such as an aircraft full of passengers stranded on the tarmac – there is another key factor to consider. That is the availability and capacity of widebodied cargo aircraft. The dimensions of a common CFM56 series aircraft engine are 16’L x 8’W x 9’H (4.88m x 2.44m x 2.74m). Fitting that inside a typical air cargo aircraft would be a challenge,
and it wouldn’t even t in the baggage hold of a passenger 747. Air freight does make sense for shipping aircraft engines overseas, of course, but within the continental US and Canada, for instance, it’s a di erent story. For even larger engines like the GE90 or the GEnx (16’L x 12’W x 12’5”H with engine stand), air cargo options are limited even further. For domestic shipments aerial transport of these big turbofans would cost about 100 times more than trucking the same engine over the same distance.
Air transport of large engines like the GEnx is prohibitvely expensive.
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While transporting oversized shipments such as engines by road is more expensive than a conventional load, open-deck carriers have the ability to transport cargo as wide as 16’ (4.88m) – with the correct permits and escorts, o course. at deck could even move something wider than 16’, although it would be an interesting shipment with special routing and police escorts in some areas.
TURBOFAN TRAFFIC The annual volume of aircraft engines shipped via ground carrier in the S is di cult to calculate, but to give a sense of scale, a large airline such as Delta or American Airlines would contract out the shipment of more than 2,000 aircraft engines each year. International Machine Transport (IMT) moves approximately 1,000 engines per year to all corners of North America. American Airlines and Delta are the two largest airlines in North America and combined they operate approximately 1,765 passenger jets. The top 20 airlines in North America combined operate approximately 4,464 aircraft. If you average two engines per aircraft that is 8,928 aircraft engines that have to be replaced, repaired and overhauled at some point, not including the many smaller regional airlines. This also doesn’t cover the many engines that are repaired for overseas aerospace companies. Engines travel from airports to overhaul facilities and then back overseas on a daily basis all over the country. Jet engines typically are allowed between 3,000 and 5,000 hours of run time before they have to be overhauled – not much time when one remembers that 3,000 hours is only 125 days, and that most airlines maximize their aircraft utilisation. This is why airlines will rotate engines in and out of storage depending on time between overhaul. It is this rotation that feeds the transport companies. Shipments are usually scheduled well in advance and are relatively simple for a trucking company to plan operations around. However, it is the unscheduled maintenance that throws a wrench in an airline’s operations and reuires a di erent type of shipment, commonly referred to as an AOG event.
AOG SHIPMENTS Any member of the aerospace industry will recognize the term AOG. However, for a trucking company responsible for the safe transportation
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of high-value and sensitive aircraft components, the term takes on a whole new meaning. Every airline has designated AOG teams to deal with AOG events as they happen. The rst thing that happens is the team is alerted, the second is a phone call to a transport operation. Below is a case study for a recent AOG event experienced by IMT (with names and dates omitted for condentiality).
IMT: Case Study Saturday 2:45am PST: AOG call comes in to the 24/7 AOG phone line. An aircraft is grounded at Seattle Tacoma and the closest engine replacement is in Dallas, TX.
Aircraft engines are extremely fragile and expensive pieces of equipment, and there are many wrong ways and few correct methods of securing them to transport trailers.”
2:50am: Call is placed to a driver who was waiting at GE in Kansas City, MO for a di erent shipment to be loaded early that morning. Driver is ordered to divert south to Dallas immediately. 3:00am: A standby team driver is alerted to the AOG event and a ight is booked for 8:00am to Dallas. 12:30pm: Driver arrives at the warehouse and begins loading the engine. The team driver has arrived in Dallas and takes a cab to the warehouse to meet the truck. 1:30pm: Engine is loaded and tarped following strict procedures for securing an aircraft engine. Shipment is signed o by the shipper and pictures are taken of how the cargo is tied down. Pictures also taken of the trailer suspension to verify that it is air-ride. 1:35pm: The truck departs and the team driver takes the rst shift as the original driver covered 555 miles to reach Dallas and needs to rest for 10 hours before driving again. Monday 10:00 am: The replacement engine has travelled 2,142 miles and is delivered to SeaTac to be installed on the stranded aircraft.
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Air ride veri cation
A team of two drivers allows the truck to keep moving with one person sleeping and one person driving at all times. A typical team can move 1,000 miles in a single 24-hour period, though skilled drivers can do slightly more while staying within federally regulated hours of service for truck drivers. This AOG example was exceptional because of the distances involved; usually the engine is
Rubber isolation mounts allow the engine to move freely as the trailer travels over uneven terrain.
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much closer to the stranded aircraft and the delivery would be on the same or next day. FOLLOWING PROPER PROCEDURE
Aircraft engines are extremely fragile and expensive pieces of equipment, and there are many wrong ways and few correct methods of securing them to transport trailers. Powerplants are shipped on an engine cradle (also referred to as an engine stand). This cradle bolts right into the engine and secures it in the same way it would be secured to the wing of an aircraft. A key component of the engine stand is its rubber isolation mounts. These shock absorbers allow the engine to move freely as the trailer travels over uneven terrain, the same way the engine would be allowed to move and ex with the wing when an aircraft hits turbulence. The one crucial step in securing an aircraft engine is to not restrict the movement of these isolation mounts in any way. If a driver was to throw a tie-down strap over the top of the cradle (or even worse over the top of the engine) and then ratchet it tight, it would restrict the movement of the engine. On arrival this would force a mandatory $250,000 inspection of the engine, just to see if there was damage caused to the bearings. And that cost would rise if any damage was found that had to be xed. Other knock-on e ects would be the probable loss of employment for the driver, a massive insurance claim for the trucking company and the likely loss of any
future business in the aerospace industry. While aircraft engines are subjected to strict tolerances and regulations, so too are the drivers who transport them. To prevent a catastrophic failure in the air, an engine has to meet many requirements before being installed on an aircraft, including safe and secure transportation between facilities on an air-ride truck and trailer. Air-ride suspension is veri ed on-site at the time of loading by the shipper. There is an extensive checklist that drivers must follow when securing aircraft engines. During transit, drivers are trained with advanced C-TPAT (Customs Trade Partnership Against Terrorism) procedures to ensure the security of cargo during transit. These include mandatory cargo inspections every two hours and withholding the destination or nature of the cargo to anyone who might ask. In addition, shipments are monitored by GPS tracking systems and drivers must stop only in approved secure areas when they have to sleep. When loaded, a driver is only allowed to be away from his or her truck for short periods, and a complete cargo inspection is required after being out of sight of the cargo for any period of time. The bottom line is that no matter what the engine is being used for, it has to be treated and transported with the highest standards of safety. This goes for brand-new engines down to unserviceable engines heading to a facility for teardown, which can contain components worth more than some three-bedroom homes.
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A typical driving team can move 1,000 miles per day.
POTENTIAL PITFALLS
Shipping an engine can be nerve-wracking for both the shipper and receiver. Some clients require daily updates and some need them hourly. This is understandable considering the massive costs at stake, which encompass not just the replacement value of the engine, but also the lost revenue of an aircraft stuck on the ground. Therefore utmost care should be taken when choosing transportation providers. On one occasion an engine shipment was contracted to a low-cost trucker, who then sub-contracted it to another carrier, who then farmed it out to an individual owner-operator. This would have been acceptable with a load of steel pipe, but with an engine shipment the shipper lost all control over quality by allowing this to happen. The driver who loaded the engine did so incorrectly. He then realised that the strap had damaged the engine, but instead of reporting the damage and completing the shipment he opted to drive home. While this is an extreme, but true example, it is an excellent illustration of the risk involved in using a low-cost or inexperienced carrier to move high-value assets. IMT was then contacted and sent a team of drivers across the country to nd and retrieve the engine. At the same time we were asked to take another engine from a di erent part of the country to the downed aircraft in order to resolve its AOG status.
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The entire procedure happened over the course of ve days and ended up costing the airline more than $2m in downtime, engine repair, overtime and passenger refund costs. The moral of this story is that the cost of getting it wrong far outweighs the costs of a reputable and experienced aerospace transport company. INSURANCE
Another aspect of engine shipping one should keep in mind is cargo insurance. While most customers (airlines, MROs, manufacturers) have insurance coverage for each engine, one should confirm this before contacting a shipping company. Many people do not realise that if they do not declare the value of a shipment and clearly state that cargo insurance coverage is a requirement of the trucking company, then in the event of a claim the trucking company is only responsible for $2 per pound of weight. Therefore if there was the total loss of an aircraft engine weighing 10,000lbs, the trucking company would only be on the hook for $20,000 – a trifling amount next to the replacement value of most aircraft engines. Aircraft engine transportation is an often exciting and always challenging sector of the trucking industry. Keeping aircraft in the air is always the goal, and delivering critical components is how the trucking industry helps keep ights safe and on-schedule.
The annual volume of aircraft engines shipped via ground carrier in the is di cult to calculate, but to give a sense of scale, a large airline such as Delta or American Airlines would contract out the shipment of more than 2,000 aircraft engines each year.”
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Don’t miss MRO Network’s series of unbeatable global events Our comprehensive agendas feature the very latest in learning, thought leadership and knowledge-sharing for the MRO community. In addition to this, unparalleled networking opportunities offer attendees the ultimate chance to meet existing contacts and develop new ones in intimate, focused settings.
Aero-Engines Americas 10-11 February Fort Lauderdale, FL, USA www.aeroenginesusa.com
Aero-Engines Europe September Lisbon, Portugal www.aeroengineconference.com
Airline Engineering & Maintenance: China & East Asia 9-10 March Hong Kong www.airlineengineering-cea.com
Airline Engineering & Maintenance: North America September Charlotte, NC, USA www.airlineengineering-northamerica.com
Airline Engineering & Maintenance: Middle East 26-27 April Abu Dhabi, UAE www.airlineengineering-middleeast.com
Airline Engineering & Maintenance: Latin America & Caribbean October Rio de Janeiro, Brazil www.airlineengineering-latam.com
Engine Leasing, Trading & Finance 11-12 May London, UK www.engineleasingandfinance-europe.com
Airline Engineering & Maintenance: Central, Eastern & Southern Europe October Zagreb, Croatia www.airlineengineering-cee.com
ap&m Summit 31 May London, UK www.apmexpo.com/summit
Airline Engineering & Maintenance: Asia Pacific November Kuala Lumpur, Malaysia www.airlineengineering-asiapacific.com
ap&m Europe 1-2 June London, UK www.apmexpo.com
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Controlling costs with engine management Even at the best of times engines can be eye-wateringly expensive pieces of kit to operate and maintain. Unavoidable prangs such as bird strikes can force panicked purchases of valuable rotating parts, but costs for planned maintenance can also spiral for those unfamiliar with the intricacies of the maintenance process. Alun Roberts, Morgan Brown and Junaid Baig – leasing, engineering and materials specialists for AJW – explain what to watch out for. irlines often nd themselves in a predicament when sourcing and replacing fan blades as a result of foreign object debris and bird strikes. This causes delays and excess expenditure, due to the immediate nature of the requirement for a particular fan blade. Bird strikes occur all over the world, resulting in emergency landings and damaged aircraft. John Allan, head of the National Wildlife Management Centre, part of the UK Animal Health and Veterinary Laboratories Agency, estimates that the aviation industry spends a minimum of $1.2bn per year on bird-strike damage and delays. Unfortunately, airlines rarely have appropriate fan blades in stock, due to the
A
specic moment weights of pairs singles or set requirements. Thus engineers and procurement teams are forced to change abandon normally controlled buying habits and shift into panic purchase mode. Since the cost of a particular blade is negligible against an aircraft being grounded, once the fan blade(s) are located, the airline will often purchase at any price. Situations like these force airlines to absorb unnecessarily high costs. It is a problem that needs investigation. In 2012 alone there were 10,726 wildlife strikes in the US, the vast majority of which involved birds, according to the Federal Aviation Administration. In the UK the Civil Aviation
Authority reported 2,215 bird strikes. Thus it’s clear that airlines need to consider long-term, sustainable methods of procurement to ensure costs are kept to a minimum when unforeseen circumstances arise. Based on scenarios such as this and feedback from airlines, AJW Engines has designed an exchange pool for fan blades covering engine models including the CFM56, V2500, RB211, PW4000 and PW2000. The programme o ers pre-identied sets of fan blades, matched pairs or singles depending on operator requirements. The fan blades are located at AJW’s sites around the world to support round-the-clock AOG requirements. This solution ensures operators’ inventory costs are kept low
ENGINE SUPPORT
and turnaround times are kept to a minimum because fan blades are available almost immediately. Initial evaluations when modelling an engine for purchase to t eardown will normally assign an outright value to fan blades, meaning long-term exchange solutions are not possible. For its solution, however, AJW Engines invests in long-term programmes which ensure that airline maintenance costs are kept low. OUTSOURCING SHOP VISIT MANAGEMENT
Even airlines with a wealth of engine management experience sometimes need help negotiating a contract. AJW’s engine shop visit management team, for example, has assessed many di erent engine deals covering the complete shop visit process at various worldwide MROs. The best MRO shops are those that have the capability to drive down not only the overall visit cost, but also the handling charges and caps that form additional time and material rates. A good engine management team, meanwhile, should challenge each prospective bidder to increase its specic inclusions. These include the EGTM per degree penalty shortfall (if a shop guarantees a minimum exhaust gas temperature margin but doesn’t meet it, then it is nancially penalised per degree o the targeted minimum), coverage of technical warranties and the increase of scrap rate percentages to ensure the customer gets the most for their spend. Also o ering on-site representation at specic milestones, a capable team will ensure that maintenance costs are always kept to a minimum, that turn time for onsite and subcontracted repair is kept in check and that overall turnaround time is adhered to. With its core business in parts provision, AJW can o er a crucial benet in material supply. Approximately per cent of the nal shop visit cost stems from materials, so alternatives to tting new can be o ered. A supply of uality used serviceable material at competitive rates drives down the cost for the operator signicantly. Finally, through a comprehensive review of the nal invoice, strong engine management checks that all over-and-above charges for material supply, in addition to any awarded credits, have been applied accordingly. Should any discrepancies be detected, the team should challenge the MRO to correct the issue.
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MAXIMIZING RETURNS ON MATERIALS AND SPARES
Material salvage programmes are crucial for all operators of mid- to large commercial engine types. Such programmes are designed to create a supplemental and continuous revenue stream from the repair of unserviceable material following a shop visit. Working with more than 50 independent repair vendors, AJW manages the process so that the repaired material can be fed into either existing or future shop visits. Alternatively it can be marketed by AJW to third-party operators on the open market. By building relationships with teardown MROs on all continents, one can procure and consign a variety of engines to create a stable and continuous supply of inventory for customers. Engine platforms with some of the best support include all CFM56 models, the PW2000 & PW4000, V2500 and RB211-535E4. To ensure that all of the material can be marketed successfully, technical records management must guarantee that material comes complete with its supporting documentation. This shows that each component complies to industry standards, and provides a back-to-birth history for each life-limited part. LEASING’S CHANGING PROFILE
AJW Leasing is a division within the AJW Group that has been trading for more than a decade. The company is based on the Isle of Man with a subsidiary o ce in ublin, which supports the aviation industry with leasing options for Airbus and Boeing rotable components. Over the last couple of years, AJW Leasing has signicantly increased its engine lease portfolio, which currently consists of CFM, GE, IAE, Pratt & Whitney and Rolls-Royce engine types. Flexible leasing solutions that support AOG situations, shop visit cover, or longer lease terms can be tailored to a customer’s specic requirements.
If a shop guarantees a minimum exhaust gas temperature margin, it should be nancially penalised per degree o the targeted minimum.
AJW has noted a signicant increase in demand for CFM56-3 engines due to lower fuel prices.
Current demand for engines is strong across CFM56-3B-3C1-5B, CF6-0C2 and PW2000 engine types. Through 2015 AJW noted a signicant increase in demand for CFM56-3 engines due to lower fuel prices and airlines returning classic model 3s back to their eets. It is recognised that warhorses like the CFM563 should allow many airline eets to continue to operate for years to come. Recognising this, AJW introduced a CFM56-3 engine rebuild programme to restore mature engines and drive the use of owned inventory stock. However, there is still an element of risk with mature eet options. If fuel prices increase the demand will decrease and airlines will opt for more fuel-e cient engines. However reliable types such as the CFM56-3 still have more than 20 years of life on the clock. In the past AJW predominantly leased engines on a short-term basis to cover an occurring event. But recently it has leased a number of engines long-term to support airlines that have scheduled removals over the next three years or are phasing their eet for the next generation. The growing commercial jet engines division of AJW Group has developed a signicant aircraft engine portfolio and o ers integrated management solutions that provide engineering services and overhauled condition engine parts to help operators minimise engine maintenance costs. With a rapidly growing engine inventory, it is able to o er a wide range of CF6-0, CFM56-35, V2500 and PW4000 sales and purchasing opportunities. All engines and parts undergo an inspection and records audit to ensure technical compliance and quality, and the company has the technical experience to fully evaluate engine purchases in order to obtain the most cost-e ective product options for customers. This is critical in realising value from the asset throughout its life cycle.
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Engine overhaul directory 2016 Worldwide KEY HSI - Hot Section Inspection MC - Module Change OH - Overhaul MO - Module Overhaul
AMERICAS Company
Contact details
Types (commercial)
Checks
Test cells
One Neumann Way Cincinnati, OH 45215 USA Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
All GE, CFM International and Engine Alliance
4th and A Streets - Strother Field Arkansas City, KS 67005 USA Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
CF34 CFM56-2 CFM56-5B CFM56-7 CT7
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Five test cells
Rua Alice Herve 356 Petropolis, Rio de Janeiro 25669-900 Brazil Tel: +1 513 552 3272 Fax: +55 2422 334422 Email: aviation.eetsupportge.com www.geaviation.com/services
CF6-6/50/80C2 CF34-10 CFM56-3 CFM56-5B CFM56-7B GEnx
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Two test cells
Dallas Fort Worth International Airport Texas USA Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
CF6 CFM56 CF34 CT7 GE90 GEnx GP7200 V2500
HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC
Honeywell Aerospace
Bill Wright Director Mechanical Technical Sales Air Transport and Regional 1300 West Warner Road 1207-1 Tempe, AZ 85284 USA Tel: +1 480 592 2194 Email: ill.wrightHoneywell.com https://aerospace.honeywell.com/
ALF502 ALF507
HSI, MC, MO, OH HSI, MC, MO, OH
Pratt & Whitney
Marta Garbayo Sales Director 400 Main Street MS 132-16 East Hartford, CT 6118 USA Tel: +1 860 557 3118 Email: marta.garbayopw.utc.com www.pw.utc.com
CFM56-3 CFM56-5B/5C CFM56-7 GE90 PW4000-94/100/112 PW2000 V2500-A1/A5/D5
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
Marta Garbayo Sales Director 8801 Macon Road PO Box 84009 Columbus, GA 31908 USA Tel: +1 860 557 3118 Email: marta.garbayopw.utc.com www.pw.utc.com
PW2000 V2500-A5
HSI, MC, MO, OH HSI, MC, MO, OH
OEMS GE Aviation, Services Cincinnati
GE Aviation, Services Strother
GE Aviation, Services Celma
GE Aviation, Services On-Wing Support Dallas
East Hartford
Pratt & Whitney Engine Services (Columbus Engine Center)
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Test cells for listed engines
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ENGINE OVERHAUL DIRECTORY
Company
Contact details
Types (commercial)
Checks
Test cells
Pratt & Whitney Canada
James Tempel Global Sales Manager 1000 Marie Victorin Longueuil Quebec J4G 1A1 Canada Tel: +1 450 648 7730 Email: ames.tempelpwc.ca www.pwc.ca
JT15D PT6A/B/C/T PW100 PW150 PW200 PW300 PW500 PW600 PW900
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
Multiple test cells in multiple facilities
Rolls-Royce Canada
Diana Hargrave VP Programmes 9500 Côte de Liesse Road Lachine, PQ Quebec H8T 1A2 Canada Tel: +1 514 828 1647 Fax: +1 514 828 1674 Email: diana.hargraverolls-royce.com www.rolls-royce.com
AE3007 BR710 Tay V2500
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Rolls Royce On Wing Care Services
John Bolen Acting Director and GM 2135 Ho man Road Indianapolis, IN 46241 USA Tel: +1 317 240 1221 Tel: + 1 317 213 0164 Email: on.bolenrolls-royce.com
AE2100 AE3007 BR700/710/715/725 RB211 Tay 611
HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC
Carr. Estatal 200 Querétaro Tequisquiapan, Km 22+547 Int B1 Parque Aeroespacial Querétaro C.P. 76278. Mpio. Colón. Querétaro Mexico Email: contact.servicessnecma.fr www.snecma.com
CFM56-5A/5B CFM56-7B
HSI, MC, MO, OH HSI, MC, MO, OH
One test cell
Brian Barber VP Sales and Marketing 3515 North Sheridan Tulsa, OK 74115 USA Tel: +1 918 831 7628 Fax: +1 918 832 8627 Email: bbarberbizjet.com www.bizjet.com
CF34 CJ610 CF700 JT15D Tay TFE731
HSI HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH OH HSI
Four engine test cells
Delta TechOps
1775 MH Jackson Service Rd Dept 460 Atlanta, GA 30354 USA Tel: +1 404 773 5192 Email: servicedeltatechops.com
CF6-80A/80C CF34-3/8 CFM56-5B CFM56-7B JT8D-219 PW2000 PW4000-94
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
Two test cells
Kalitta Maintenance
Richard Bray Director of Powerplants 6270 East Pride Rd Oscoda, MI 48740 USA Tel: + 1 989 739 8045 Fax: +1 989 739 3969 Email: rbraykalittaair.com www.kalittaair.com
CF6-50/80 CFM56 JT8D JT9D
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
One test cell
Lufthansa Technik AERO Alzey Service Center Tulsa
Andreas Kehl VP Marketing and Sales 3515 North Sheridan Road Tulsa, OK 74115 USA Tel: +49 6731 497118 Fax: +49 6731 497333 Email: a.kehllhaero.com www.lhaero.com
CF34-3/8/10E
HSI, MC, MO
in eld, on/o -wing maintenance
Snecma America Engine Services (SAMES)
AIRLINES BizJet International (subsidiary of Lufthansa Technik)
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ENGINE OVERHAUL DIRECTORY
Company
Contact details
Types (commercial)
Checks
Test cells
United Technical Operations
United Technical Operations, MRO Services San Francisco International Airport San Francisco, CA 94128 USA Tel: +1 650 634 4104 mail: engine.maintenance unitedtechops.com www.unitedtechops.com
PW4090/4077 PW4056/4060 PW2000
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Test cells for listed engines
Aeromaritime America (ITP Group)
Julio C Ramirez, General Manager 4927 E. Falcon Drive Mesa, AZ 85215 USA Tel: +1 480 830 7780 Fax: +1 480 830 8988 www.aeromarusa.com
PW200 Rolls Royce M250
Field Support Full Overhaul
One test cell
AeroThrust
risto er Palacios Sales Manager 5300 NW 36th Street Miami, FL 33166 USA Tel: +1 786 441 2603 Fax: +1 786 441 2622 Cell: +1 786 352 2512 http://aerothrust.com/
JT8D CFM56
OH OH
APECS Engine Center
Fred Laemmerhirt President 13642 SW 142nd Avenue Miami, FL 33186 USA Tel: +1 305 255 2677 Fax: +1 305 255 0277 Email: irinaa-pecs.com www.a-pecs.com
JT8D
HSI, MC, MO, OH
Atech Turbine Components
Jay Kapur General Manager 1 St Mark Street Auburn, MA 01501 USA Tel: +1 508 721 7679 Fax: +1 508 721 7968 Email: aykatechturbine.com www.atechturbine.com
JT15D PT6 PW100 PW150 PW200 PW300 PW500
OH OH OH OH OH OH OH
Bonus Aerospace
Han Dieke VP - General Manager 8545 NW 79th Av. Miami, FL 33166, USA T: +1 305-887-6778 F: +1 305-887-8266 Cell: +1 305-586-7621 Email: hdiekebonusaero.com www.bonusaero.com
PW4000-94 series JT8D-200 series CFM56 Series
HSI, MC, MO, OH HSI, MC, MO, OH Limited to Disassembly, cleaning, Inspection, Return to service Engine Parts Only
Vesa Paukkeri President and COO 3060 SW 2nd Av Fort Lauderdale, FL 33315 USA Tel: +1 954 889 0600 www.ctsengines.com
CF6-50/80A/80C CF34 CFM56 JT3D JT8D JT9D PW2000 PW4000 RB211 Tay V2500
HSI, MC, OH, MO HSI, MC HSI, MC QEC QEC QEC QEC QEC QEC QEC QEC
INDEPENDENTS
(AFI KLM E&M joint venture)
CTS Engines
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ENGINE YEARBOOK 2016
One test cell
One test cell up to 155,000lb
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ENGINE OVERHAUL DIRECTORY
Company
Contact details
Types (commercial)
Checks
Test cells
Dallas Airmotive
Christopher Pratt Director, Market Analysis and Communications 900 Nolen Drive Suite 100 Grapevine, TX 76051 USA Tel: +1 214 956 2601 Fax: +1 214 956 2825 mail: turinesdallasairmotivecom
CF34 T15D PW200210 PW300 PW500 T700
MC HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
11 test cells
FJ Turbine Power
Jose Gomez de Cordova, CEO 8195 West 20th Av Hialeah, FL 33014 USA Tel: +1 305 820 8494 Fax: +1 305 820 8495 Cell: +1 954 593 9988 Email: fjturbinepower aol.com Manny Castanedo VP and General Manager Email: mannyfjtpaol.com Vernon Craig VP Marketing Email: vcraigfjturbinepower.net www.fjturbinepower.net
CFM56-3 CFM56-5B/5C JT8D-7/7B/9A/15/15A/17/17A/17AR JT8D-209/217/217A/217C/219
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Two test cells
HAECO Americas Engine Services
Dennis Little General Manager 3921 Arrow Street Oscoda, MI 48750 USA Tel: +1 989 739 2194 ext. 8532 Fax: +1 989 739 6732 Email: dennis.little haeco.aero Email: fred.raschhaeco.aero www.haeco.com
CFM56-3 CFM56-5 CFM56-7 JT8D/200
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Test cell for JT8D/200
HiRel Connectors, Inc
760 W. Wharton Drive Claremont California 91711 USA Tel: +1 909 626 1820 Tel: +44 1980 843887 Sheila Bragole - USA Email: sheilabhirelco.net David Campion - International Email: davidchirelco.eu www.hirelco.net
PW1000 PWC: 210/210s/308/800 PT6C-67e CFM56-7B CF6-80C2 CF34-8E GEnx Trent 1000
All All All All All All All All
Vibration/Environmental/ Electrical
ITR
Emilio Otero, CEO Acceso IV No 6 Zona Industrial Benito Ju-rez CP 76120 Querétaro, Qro. Mexico Tel: +52 4422 963915 Fax: +52 4422 963906 Email: dircomitrmexico.com.mx Email: itritrmexico.com.mx http://www.itrmexico.com.mx/eng/
JT8D/200 TPE331
HSI, MC, MO, OH HSI, MC, MO
Two test cells
Lockheed Martin Commercial Engine Solutions - Montreal
David Bridges VP, Business Development 7171 Cote Vertu Ouest St-Laurent Quebec H4S 1Z3 Canada Tel: +1 210 749 2056 Email: david.bridges lmco.com www.LockheedMartinEngines.com
CF34 CFM56-2 CFM56-3 CFM56-5
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Two test cells
Lockheed Martin Commercial Engine Solutions - San Antonio
David Bridges VP, Business Development 3523 General Hudnell Drive San Antonio Texas, TX 78226 USA Tel: +1 210 749 2056 Email: david.bridges lmco.com www.LockheedMartinEngines.com
CF6-50 CF6-80 CFM56-3 CFM56-7
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Four large engine turbofan cells with one capable of afterburner operation Four turboprop/turboshaft cells
(BBA Aviation)
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ENGINE OVERHAUL DIRECTORY
Company
Contact details
Types (commercial)
Checks
Test cells
MTU Maintenance Canada
Ralf Schmidt President & CEO 6020 Russ Baker Way Richmond BC, V7B 1B4 Canada Tel: +1 604 233 5700 Fax: +1 604 233 5701 Email: infomtucanada.com www.mtu-canada.com
CF6-50 CF6-50/-80 CFM56-3 CFM56-2 CFM56-3/-7 GE90-115B PW2000 V2500
HSI, MC, MO, OH Accessory repair HSI, MC, MO, OH HSI, MC, MO, OH Accessory repair Accessory repair Accessory repair Accessory repair
One test cell
MTU Maintenance Dallas
Ross Retan President 615 Westport Parkway Suite 600 Grapevine, TX 76051 USA Tel: +1 817 442 4849 Fax: +1 817 203 8649 Email: customer.service mtudallas.com www.mtudallas.com
CF6 CF34 CFM56 GE90 PW2000 PW4000 V2500
Line Maintenance MC MC Line Maintenance Line Maintenance Line Maintenance Line Maintenance
StandardAero
Corporate Oce 6710 N. Scottsdale Rd, Suite 250 Scottsdale, A 85253 USA Tel: +1 480 377 3100 Fax: +1 480 377 3188 www.standardaero.com
AE2100 AE3007 CF34-3/8 CFM56-7 PT6A PW100 PW600 T56-501D TFE731 TPE331
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
Test cells for listed engines
Turbine Engine Center
8050 NW 90th St Miami, FL 33166 USA Tel: +1 305 477 7771 Email: infoturbineengine.aero www.turbineengine.aero
CFM56-3/7 JT3D JT8D-1/17R/200
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Test cells available
Vector Aerospace Engine Services – Atlantic
Tim Cox VP, Business & General Aviation Sales PO Box 150, Hangar 8 Slemon Park, Summerside Prince Edward Island, C1N 4P6 Canada Tel: +1 817 416 7926 Fax: +1 817 421 2706 Email: sales.esa vectoraerospace.com www.vectoraerospace.com
JT15D PT6A PW100 PW150A
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
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ENGINE YEARBOOK 2016
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ENGINE OVERHAUL DIRECTORY
EUROPE Company
Contact details
Types (commercial)
Checks
Test cells
Caerphilly Road, Nantgarw Cardi , South Glamorgan South Wales, CF15 7YJ UK Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
CFM56-5 CFM56-7 GE90 GP7000 GP7200
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Two test cells
Prestwick International Airport Prestwick, Ayrshire Scotland, KA9 2RX UK Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
CF6-80A/-80C2/-80E GEnx
HSI, MC, MO, OH HSI, MC, MO, OH
One test cell
Unit 4, Radius Park, Faggs Road London Heathrow Airport Feltham, Middlesex, TW14 0NG UK Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
CF34 CFM56 CT7 GE90 GEnx GP7200 RB211
HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC
Two test cells
HEICO Aircraft Maintenance GmbH
Dieter Krah Managing Director Frankfurter Straße 39 65189 Wiesbaden Germany Tel: +49 0611 505900 Email: dieter.krah heicoaircraft.de www.heico.de
GP7200
HSI, BSI, MC, MO
Pratt & Whitney Canada Customer Service Centre Europe
Carsten Behrens General Manager Dr.-Ernst-Zimmermann-Str. 4 14974 Ludwigsfelde Germany Tel: +49 3378 82401 Fax: +49 3378 824805 Steve Dicks Sales Manager EMEA Tel: +44 2380 461276 Email: steve.dicks pwc.ca www.pwc.ca
JT15D PT6A/B/C/T PW100 PW200 PW300 PW500
HSI, MC, MO, OH
Pratt & Whitney Engine Services
Marta Garbayo Sales Director Urak Motor Bakimi Merkezi Turkish Engine Center Sabiha Gokcen Uluslararasi Havalimani 34912 Pendik, Istanbul Turkey Tel: +90 2165 854810 Tel: +1 860 557 3118 Email: marta.garbayopw.utc.com www.pw.utc.com
CFM56-3 CFM56-5B/5C CFM56-7B V2500-A5
HSI, MC, MO, OH
Test cells for listed engine
Carol Rackstraw Head of Customer Business Mavor Avenue East Kilbride, G74 4PY UK Tel: +44 1355 277349 Fax: +44 1355 277608 Email: carol.rackstraw rolls-royce.com www.rolls-royce.com
BR710 V2500 Tay
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Up to 120,000lb
PO Box 31 Derby, DE24 8BJ UK Tel: +44 1332 243481 Tel: +44 1332 244797 Email: on-wingcare rolls-royce.com
AE3007 BR700 RB211 Tay Trent family V2500
HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC
OEMS GE Aviation, Services Wales
GE Aviation, Services Caledonian
GE Aviation, Services On-wing Support London
(Turkish Engine Center)
Rolls-Royce Gas Turbine Services East Kilbride
Rolls Royce On Wing Care Services
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ENGINE YEARBOOK 2016
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ENGINE OVERHAUL DIRECTORY
Company
Contact details
Types (commercial)
Checks
Test cells
Snecma
1 rue des frères Farman 78771 Magny-les-Hameaux Cedex France Email: contact.services snecma.fr www.snecma.com
CFM56-5A/5B/5C CFM56-7B GE90 (HPC compressor)
HSI, MC, MO, OH HSI, MC, MO, OH MO
illaroche: ve cells for
Batiment 24B - Local 101 Brussels Airport BP 1930 Zaventem Belgium Email: contact.services snecma.fr www.snecma.com
CFM56-2A/2B CFM56-3 CFM56-7B
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
One test cell
José-Marie Louis VP Engine Services ORY N Bat 33 CS 30003 91550 Paray Vieille Poste France Tel: +33 (0) 1 41 75 55 24 Email: jmlouisairfrance.fr www.almem.com
CFM56-5A CFM56-5B CFM56-5C GE90-94 GE90-110/115 GP7200
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Test cell up to 150,000lb for CFM56, CF6, GE90
Paul Chun VP Engine Services Dept SPL / TM PO Box 7700 Schiphol Airport 1117 ZL Amsterdam Netherlands Tel: +31 (0) 20 6493314 Email: chuntd.lm.com www.almem.com
CFM56-7 CF6-50 CF6-80A CF6 -80C2 CF6-80E1 GEnx-1B
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 for CFM 56, CF6
Alitalia Maintenance Systems
Oreste Murri Marketing, Sales & Customer Support Director Leonardo da Vinci Airport Via Ezio Bevilacqua snc 00054 Fiumicino, Rome Italy Tel: +39 0665 592236 Fax: +39 0665 592213 Cell: +39 3357 389719 www.alitaliamaintenancesystems.it
CF6-50C2 CF6-80C2 CFM56-5B
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
One test cell up to 80,000lb
Iberia Maintenance
Adolfo Gordo Sales & Customer Support Manager Aeropuerto Madrid-Barajas Adolfo Suarez. La Muñoza Edicio END. 1 planta Madrid, 28042 Spain Tel: +34 9158 74828 Fax: +34 9158 74824 Email: agordoiberia.es www.iberiamaintenance.com
CF34-3A1/3B1 CFM56-5A/5B/5C CFM56-7B JT8D-217/219 RB211-535E4/C37 V2500
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
One test cell up to 100,000lb
Miroslav Musulin General Manager 11180 Belgrade 59 Airport Nikola Tesla Serbia Tel: +381 1126 01475 Email: me-manager jat-tech.rs www.jat-tehnika.aero
CFM56-3
HSI, MC, MO, OH
One test cell
Snecma Services Brussels (SSB)
engines development up to 120,000lb of thrust Chatellerault: props up to 6000hp and low-power turbojets
AIRLINES Air France Industries KLM Engineering & Maintenance (Paris)
Air France Industries KLM Engineering & Maintenance (Amsterdam)
JAT Tehnika
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ENGINE OVERHAUL DIRECTORY
Company
Contact details
Types (commercial)
Checks
Test cells
Lufthansa Technik
Walter Heerdt SVP Marketing & Sales HAM TS Weg beim Jaeger 193 D-22335 Hamburg Germany Tel: +49 4050 705553 Fax: +49 4050 608860 Email: marketing.saleslht.dlh.de www.lufthansa-technik.com
ALF502/LF507 CF6-80C2/E1 CF34-3/8/10 CFM56-2/3/5/7B JT9D-7A/7F/7J/7Q/7R JT9D-59A/70A PW100 PW150 PW4000-94 RB211-535 Tay 611 TFE731 Trent 500 Trent 700 Trent 900 V2500-A5/D5
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
Lufthansa Technik AERO Alzey
Raimund Schnell VP Marketing & Sales Rudolf-Diesel-Strasse 10 D-55232 Alzey Germany Tel: +49 6731 497118 Fax: +49 6731 497333 Email: r.schnell lhaero.com www.lhaero.com
CF34-3/8/10E PW100 PW150 PW901A/C
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Two test stands for: CF34-3/8/10E PW100 PW150 PW901A
Lufthansa Technik Switzerland
Thomas Foth Director Sales & Marketing PO Box CH-4002 Basel Switzerland Tel: +41 6156 83070 Fax: +41 6156 83079 Email: thomas.fothlht-switzerland.com www.lht-switzerland.com
ALF502/LF507
HSI, MC, MO, OH
N3 Engine Overhaul Services
Gerhard-Hoeltje Str. 1 D-99310 Arnstadt Germany Tel: +49 3628 5811211 Fax: +49 3628 58118211 Email: susanne.riebesam .n3eos.com www.n3eos.com
Trent 500 Trent 700 Trent 900
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
One test cell up to 150,000lb
TAP Maintenance & Engineering
Carlos Ruivo VP Marketing and Sales PO Box 50194 Lisbon Airport 1704-801 Lisbon Portugal Tel: +351 7072 00800 Fax: +351 2184 15913 Email: care2metap.pt www.tap-mro.com
CF6-80A/B/C2 CFM56-3 CFM56-5A/5B/5C CFM56-7B
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
One test cell up to 100,000lb
Turkish Technic
Altug Sokeli Sales & Marketing Director Ataturk Intíl Airport Gate B 34149 Yesilkoy, Istanbul Turkey Tel: +90 2124 636363 ext. 9223 Fax: +90 2124 652521 Email: asokelithy.com www.turkishtechnic.com
CFM56-3C/5C CFM56-7B CF6-80A3/C2 GE90-115 V2500
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Test cells for listed engines
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ENGINE OVERHAUL DIRECTORY
Company
Contact details
Types (commercial)
Checks
Test cells
Aeolus Engine Services International
Fergal Whelan-Porter Chie xecutive Ocer Unit 2, 2050 Orchard Avenue Citywest Business Campus Dublin, D24 Ireland Tel: +353 1821 9095 Cell: +353 8762 60885 Fax: +353 1684 8000 mail: technicalaeolus-engineservices. com www.aeolus-engineservices.com
CFM56-3 CFM56-5B CFM56-7B
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Atlantic Aviation Group
Martin O’Boyle Director Sales and Marketing Shannon Airport County Clare Ireland Tel: +353 6171 7780 Fax: +353 6171 7709 mail: moboyleatlanticaviation.ie
CF6-80 CFM56 JT8D JT9D Tay RB211
On wing repairs for all engine types
Avio-Diepen B.V.
J. Keplerweg 16 2408 AC Alphen a/d Rijn The Netherlands Tel: +31 172 449 777 Remco Verhoeve Email: marketingavio-diepen.com www.avio-diepen.com
PW1000 PWC: 210/210s/308/800 PT6C-67e CFM56-7B CF6-80C2 CF34-8E GEnx Trent 1000
All All All All All All All All
CRMA
14 avenue Gay-Lussac F 78990 Elancourt France Tel: +33 1306 83701 Fax: +33 1306 83620 Email: aminata.traorecrma.fr www.crma.fr
CF6-80C2/E1 GE90 GP7200
MO MO MO
Euravia – A Magellan Aerospace Company
Steve Doughty Executive Director Euravia House, Colne Road Kelbrook, BB18 6SN UK Tel: +44 1282 844480 Fax: +44 1282 844274 Email: enuirieseuravia.aero www.euravia.aero
PT6A, PT6C, PT6T TPE 331, T53
HSI, MC, MO, OH HSI, MC, MO, OH
PT6A & PT6T OEM crosscorrelated test cell
GKN Aerospace
Alvaro Barcellos VP Marketing & Programs Engine Services 461 81 Trollhättan Sweden Tel: +46 5202 93321 Fax: +46 8555 05693 Email: alvaro.barcellosgknaerospace.com www.gkn.com/aerospace/
PW100 TFE731
HSI, MC, MO, OH HSI, MC, MO, OH
Test cells for listed engines
H+S Aviation
Steve Bull Territorial Sales Director Airport Service Road Portsmouth Hampshire PO3 5PJ UK Tel: +44 2392 304256 Fax: +44 2392 304020 Email: steve.bullhsaviation.co.uk www.hsaviation.co.uk
CT7-2/3/4/5/6/7/8/9 JT15D PW200 PW210 PT6C/T
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Five test cells
Pablo Fuentes VP Sales & Marketing Ctra. Torrejon-Ajalvir Madrid 28850 - Torrejon de Ardoz Spain Tel: +34 9191 2054652 Cel: +34 6078 29077 Email: pablo.fuentesitp.es www.itp.es
Trent 500 Trent 700 Trent 800 Trent 900 Trent 1000 Trent XWB PW1000G
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
Seven test cells
INDEPENDENTS
(Ireland)
(subsidiary of AFIKLM E&M)
(BBA Aviation)
Industria de Turbo Propulsores
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ENGINE OVERHAUL DIRECTORY
Company
Contact details
Types (commercial)
Checks
Test cells
MTU Maintenance
André Sinanian Managing Director & Senior VP Dr.-Ernst-Zimmermann-Strasse 2 D-14974 Ludwigsfelde Germany Tel: +49 3378 82400 Fax: +49 3378 824300 Email: ludwigsfelde mtu.de www.mtu.de
CF34-3/8/10 PT6A PW200 PW300 PW500
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Four test cells
Holger Sindemann Managing Director & Senior VP Muenchner Str. 31 D-30855 Langenhagen Germany Tel: +49 5117 8060 Fax: +49 5117 8062111 Email: hannovermtu.de www.mtu.de
CF6-50/80C2 CFM56-7 PW2000 PW6000 V2500-A1/A5/D5 GE90-110B/115B GP7000 GEnx
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH LPT OH TCF OH
Two test cells; up to 150,000lb
OGMA
Pedro Costa Santos MRO Services - Engine & Components Parque Aeronautico de Alverca Alverca, 2615-173 Portugal Tel: +351 2195 81000 Email: .santosogma.pt www.ogma.pt
AE2100 AE3007A T56/501
OH OH OH, QEC
Five test cells
SR Technics
Klaus-Peter Leinauer Vice President Commercial & Product Sales Engine Services PO Box 164 Zurich Airport, 8058 Switzerland Tel: +41 5868 86311 www.srtechnics.com
CFM56-5B/5C CFM56-7B PW4000-94/100
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Summit Aviation
Bruce Erridge Commercial Director Merlin Way, Manston Kent CT12 5FE UK Tel: +44 1843 822444 Fax: +44 1843 820900 Email: brucesummit-aviation.co.uk www.summit-aviation.co.uk
JT3D (all series) JT8D Std (all series) JT8D – 200 series
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
One test cell up to 40,000lb Capability for : JT3D (all series) JT8D – Std (all series) JT8D – 200 series Rolls Royce Avon Rolls Royce Olympus ALF 502 / 507
Vector Aerospace
Ken Doig Business Development Manager Fleetlands Fraeham Road Gosport, PO13 0AA UK Tel: +44 2392 946442 Email: ken.doigvectoraerospace.com www.vectoraerospace.com
ALF502/LF507 PW100/150A PW300 PT6A PT6T JT15D
HSI, MC, MO, OH HSI, OH HSI, OH HSI, OH OH HSI, OH
Three test cells
Vector Aerospace France
Jean-Jacques Reboul Vice President Head of Marketing & Sales 1 bvd du 19 mars 1962 BP50064 Gonesse Cedex, 95503 France Tel: +33 1301 85313 Email: ean- acques.reboulseca.eads.net www.vectoraerospace.com
PT6A/27/28/112/41/42/64 PW127/E/F/G/J/M PW100, PW118/A/B PW120/A PW121/A PW123/B/C/E/AF PW124B PW125B PW126/A
OH OH OH OH OH OH OH OH OH
Four test cells
Berlin-Brandenburg
MTU Maintenance Hannover
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MTU Maintenance: Global player in commercial engine MRO MTU Maintenance, a division of MTU Aero Engines, is one of the world’s leading providers of maintenance services for aircraft engines. The company boasts the largest engine portfolio world-wide, including the bestsellers V2500 and CFM56, and the GE90. With its right instinct for new developments in the M maret, MTU o ers innovative services over the entire engine life cycle. 4,000 employees at various locations around the globe and over 15,000 shop visits in 35 years ensure excellent customer service and the highest quality standards. A ONE-STOP SHOP Individually tailored packages include on-site and on-wing services, spare engine support, engine condition monitoring as well as accessory and LRU management. They can be combined under
MRO PORTFOLIO AT A GLANCE Turboprops: PT6A, PW100/150A1 Helicopters: PT6B/C/T1, PW200 Business jets: CF34-1/-3, JT15D1, PW300, PW500, PW6001 Regional jets: CF34-3/-8/-10E Narrowbodies: CFM56-3/-5B/-7, PW1100G2, PW2000, PW6000, V2500
MTU’s all-encompassing modular service package Total Engine Care (TEC ®) and allow customers to manage their engines in the best possible way. To respond even better to the growing needs for lease engines, MTU has expanded its lease services portfolio in partnership with Sumitomo Cooperation from apan. MTU Maintenance Lease Services .V. o ers integrated lease solutions
Widebodies: CF6-50/-80C2, GEnx3, GE90-110/115B, GP72004
ranging from short-term leasing and engine pooling to stand-by arrangements.
INNOVATIVE SOLUTIONS FOR MATURE ENGINES MTU Maintenance provides solutions speci cally tailored for operators and owners of aging engines to lower operational costs and maximize the value of their assets. MTU Plus Mature Engine Solutions o ers cost-e ective alternatives through Instant Power’ options such as leasing and engine exchange, and Smart Repair’ solutions that combine customized workscoping and material salvation. Further, MTUPlus Asset Value Maximization provides asset owners seeking a return of investment for their end-of-life engines innovative solutions which either optimize the engine’s usage if it can still be operated or maximize the material value through the remarketing of its individual parts.
OEM AND MRO: THE BEST OF TWO WORLDS Due to an increasing OEM presence in the aftermarket, MTU is tying its manufacturing and maintenance divisions together more closely. As an independent maintenance provider and a risk
1) Portfolio of the P&WC Customer Service Center Europe 2) Planned
and revenue share partner for many important engines types, MTU has access to both aftermarket
3) Turbine Center Frame (TCF)
segments. As an OEM network partner, it has secured its position for the next-generation engines
4) Low Pressure Turbine (LPT)
such as the PW1100G, the GEnx and the GE9X.
ENGINE OVERHAUL DIRECTORY
AFRICA, ASIA, AUSTRALASIA & MIDDLE EAST Company
Contact details
Types (commercial)
Checks
Test cells
Aircraft Maintenance B Area Incheon International Airport 2840 Woonseo-Dong, Jung-Ku Incheon 400-340 South Korea Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
CFM56 CF34 CF6 CT7 GE90 GEnx GP7200 PW4000 V2500
HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC HSI, MC
MAS Engineering Operations MAS Complex A-AA1802, SAAS Airport 47200 Subang, Selangor D.E Malaysia Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
CFM56-3 CFM56-5B CFM56-7B
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
One test cell
No 1, Hua Tuo Road Building 2, Zhangjiang High-Tech Park Shanghai 201203 PR China Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
CFM56-3/-5B/-7B CF34-3 GE90-115B
HSI, MC HSI, MC HSI, MC
Two test cells
GE Advanced Technology & Research Center Campus Al Gharafa Street, Al Rayyan Education City (P.O. Box 24997) Doha, Qatar Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
CF34 GE90 GEnx GP7200
HSI, MC HSI, MC HSI, MC HSI, MC
City Tower 2 – 9th Floor Sheikh Zayed Road Dubai, UAE Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
CF34 GE90 GEnx GP7200
HSI, MC HSI, MC HSI, MC HSI, MC
Mitsubishi Heavy Industries Aero Engines, Ltd.
Masanori Ushida Project Manager 1200 Higashi Tanaka Komaki-shi, Aichi-ken 485-8561 Japan Tel: +81 568 79 2117 Fax: +81 568 79 4348 Email: masanori ushidaaeroeng.mhi. co.jp www.mhi.co.jp/en/index.html
PW4000-94 V2500-A5
HIS, MC, MO, OH HIS, MC, MO, OH
One test cell up to 62,000lb
Pratt & Whitney Eagle Services Asia
Marta Garbayo Eagle Services ASIA 51 Calshot Road 509927 Singapore Tel: +1 860 557 3118 Email: marta.garbayopw.utc.com www.pw.utc.com
PW4000-94/100/112 GE90
HSI, MC, MO, OH HSI, MC
Test cells for listed engines
Pratt & Whitney Christchurch Engine Center
Marta Garbayo Christchurch Engine Centre 634 Memorial Ave Christchurch International Airport 8052 New Zealand Tel: +1 860 557 3118 Email: marta.garbayopw.utc.com www.pw.utc.com
V2500-A1/A5/D5 RR Dart
HSI, MC, MO, OH HSI, MC, MO, OH
Test cells for listed engines
Pratt & Whitney Shanghai Engine Center
Marta Garbayo Shanghai Pratt & Whitney Aircraft Engine Maintenance No.8 Block1, 8228 Beiqing Road Qingpu District, Shanghai, 201707 PR China Tel: +1 860 557 3118 Email: marta.garbayopw.utc.com www.pw.utc.com
CFM56-3 CFM56-5B CFM56-7B
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Test cells for listed engines
OEMS GE Aviation, Services On-wing Support Korea
GE Aviation, Services Malaysia
GE Aviation, Services On-wing Support Shanghai
GE Aviation On-wing Support Doha
GE Aviation On-wing Support Dubai
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ENGINE OVERHAUL DIRECTORY
Company
Contact details
Types (commercial)
Checks
SSAMC
Ricardo Gentil Shuangliu Airport 610201 Chengdu Province de Sichuan, PR China Email ricardo.gentil ssamc.com.cn Email pierre.jorant ssamc.com.cn www.snecma.com
CFM56-3 CFM56-5B CFM56-7B
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
BP87 Mohammed V Airport Nouasser, Casablanca Morocco Email contact.services snecma. r www.snecma.com
CFM56-3 CFM56-5B CFM56-7B
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Air Algerie
Ahmed Hamiti, Manager 16 Rue El Qods, Cheraga Algiers,16042 Algeria Tel: +213 2150 7655 Email: ahmed.hamiti gmail.com
CF6-80C2/E1 CFM56-7
MC HSI, MO
Ameco Beijing
Teng Bin Senior Director, Marketing & Sales PO Box 563 Capital International Airport Beijing 100621 PR China Tel: +86 10 64561122 Ext.4100 Cel: +86-13601024712 Email: tengbinameco.com.cn Dirk Petereit Senior Director, Marketing & Sales Tel: +86 1064 561122 ext. 4101 Cell: +86 1391 1640298 Email: dirk.petereit ameco.com.cn www.ameco.com.cn
PW4000-94 RB211-535E4 V2500-A5
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
One test cell up to 100,000lbs
Ethiopian Airlines
Amare Gebreyes Director MRO Sales and Marketing PO Box 1755 Bole International Airport Addis Ababa Ethiopia Tel: +251 1166 51192 Cel: +251 9112 26125 Fax: +251 1166 51200 Email: amaregethiopianairlines.com www.ethiopianairlines.com
CFM56-3B CFM56-7B PW121/125/127 PW125/127B PW2000 PW4000
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC HSI, MC
One test cell up to 100,000lb Two turboshaft test cells
GMF AeroAsia
Bimo Agus VP Business Development & Cooperation Marketing building Soekarno-Hatta Int/l Airport PO Box 1303, BUSH 19130 Cengkareng, Jakarta Indonesia Tel: +62 2155 08609/550 8670 Fax: +62 2155 02489 Email: marketing gmf-aeroasia.co.id www.gmf-aeroasia.co.id
CFM56-3B1/3C1
HSI, MC, MO, OH
One test cell up to 120,000lb
Eugen Dewald Planning Manager Japan Airlines Engine Maintenance Center Narita International Airport Narita, 282-8610 Japan Tel: +81 4763 24413 Fax: +81 4763 24242 Email: eugen.dewald jal.com www.jal.com
CF6-80C2 GE90-94B/11B GE90-115B JT9D-7R4D PW4074/77
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Two test cells
A 60/40 joint venture between Air China and CFM
Snecma Morocco Engine Services (SMES)
Test cells
One test cell
AIRLINES
JAL Engineering
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ENGINE OVERHAUL DIRECTORY
Company
Contact details
Types (commercial)
Checks
Test cells
Lufthansa Technik AERO
Joseph Giarrusso Australia Sales Contact 11 Kubis Crescent Dingley Village Victoria 3172 Australia Tel: +61 9551 9064 Tel: +61 0409 368 648 Email: .giarrussolhaero.com www.lhaero.com
CF34-3/8/10E
HSI, MC, MO
Lufthansa Technik Philippines
Roland Serrano Engine & Components Services, Marketing & Sales Department MacroAsia Special Economic Zone Villamor Air Base, Pasay City 1309 Philippines Tel: +632 855 2222 ext. 8515 Fax +632 855 9309 Cell: +63 917 5253609 Email: roland.serranoltp.com.ph www.ltp.com.ph
CFM56-5B CFM56-5C CF6-80C2 CF6-80E1 CFM56-5C CF6-80C2 CF6-80E1 CF6-80C2 CF6-80E1
OH OH OH OH OH OH OH OH OH
Test cells for listed engines
SAA Technical
Mike Kenny Head of Technical Sales & Marketing Room 309, 3rd oor Hangar 8, Jones Road Gauteng Johannesburg International Airport, 1627 South Africa Tel: +27 1197 89993 Fax: +27 1197 89994 Email: satmarketingysaa.com www.ysaa.com/technical
CFM56-3/-5B/-7B JT8 JT9 RB211 V2500
MC HSI, MC, MO, OH HSI, MC, MO, OH MC MC
Test cell for JT8D, JT9D, CF6-50C2 and RB211-524G/H
Thai Technical
Chamaimas Sanguansin Director Technical Marketing and Sales Department Technical Department Suvarnabhumi Airport Bangphli Samut Prakarn 10540 Thailand Tel: +66 2137 6300 Fax: +66 2137 6942 Email : chamaimas.sthaiairways.com www.thaitechnical.com
CF6-80C2 Trent 700 Trent 800
MC, MO, OH MC MC
Test cell for listed engines
HAESL
David Radford Customer & Planning Manager 70 Chun Choi Street Tseung Kwan O Industrial Estate New Territories Hong Kong Tel: +852 2260 3264 Fax: +852 2260 3277 Email: david.radfordhaesl.com www.haesl.com
RB211-524 Trent 500 Trent 700 Trent 800
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
One test cell up to 130,000lb
Israel Aerospace Industries Bedek Engines Division
Lenny Kaufman Contracts Manager Ben Gurion International Airport 70100 Israel Tel: +972 5236 63065 Email: lkaufmaniai.co.il www.iai.co.il
CFM56-2/3/5/7 JT3D JT8D JT9D PW4000 PT6A/6T T56 V2500-A5
OH OH OH OH OH OH OH OH
Seven test cells up to 70,000lb
IHI
229, Tonogaya Mizuh-Machi Nishitama-Gun Tokyo 190-1297 Japan Tel: +81 4256 87103 Fax: +81 4256 87073 Email: suguru takeguchiihi.co.jp www.ihi.co.jp
CF34-8/10 V2500
HSI, MC, MO, OH HSI, MC, MO, OH
Two test cells of up to 60,000lb and 115,000lb
INDEPENDENTS
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ENGINE OVERHAUL DIRECTORY
Company
Contact details
Types (commercial)
Checks
Test cells
Ziad Abu Ain CEO Queen Alia International Airport Amman, 11104 Jordan Tel: +962 6 4451181 Fax: +962 6445 2620 Cell: +962 7982 111 31 Email: iadabuainordanairmotiecom
CF6-80C2 CFM56-3 RB211-524
OH OH OH
One test cell
MTU Maintenance Zhuhai
Frank Bodenhage President & CEO 1 Tianke Road Free Trade Zone Zhuhai, 519030 PR China Tel: +86 756 8687 806 Fax: :+86 756 8687 901 Email: mtu.maintenancemtuzhuhai.com www.mtu-zhuhai.com
CFM56-3 CFM56-5B CFM56-7 V2500-A5
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Up to 150,000lb
ST Aerospace Engines
Poon Kok Wah VP, Sales & Marketing Tel: +65 6380 6768 Fax: +65 6284 0164 Email: poonkwstengg.com www.staero.aero
CFM56-3 CFM56-5B CFM56-7B JT8D T56/501
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Five test cells
IHI
229, Tonogaya Mizuh-Machi Nishitama-Gun Tokyo 190-1297 Japan Tel: +81 4256 87103 Fax: +81 4256 87073 Email: suguru takeguchiihi.co.jp www.ihi.co.jp
CF34-8/10 V2500
HSI, MC, MO, OH HSI, MC, MO, OH
Two test cells of up to 60,000lb and 115,000lb
ST Aerospace Technologies
Choo Han Khoon President 2 Hua Yu Road Xiamen PR China Tel: +86 5922 939262 Fax: +86 592 2939268 Email : choohkstengg.com www.stengg.com
CFM56-7B
HSI, MC, MO, OH
One test cell
Simon Smith Commercial Manager No. 5 Gaoqi Nan 3 Road 361006, Xiamen PR China Tel: +86 5925 733000 Fax: +86 5925 731502 Email: simon.smithtexl-eng.com Email: cbtexl-eng.com www.texl.com.cn
GE90
HSI, MC, MO, OH
One test cell up to 150,000lbs
Ian Taylor A/VP - Sales and Commercial PO Box 48570 Abu Dhabi International Airport Abu Dhabi, 46450 UAE Tel: +971 2505 7229 Fax: +971 2575 7263 Email: salestssaero.ae or itaylortssaero.ae http://ts-s.ae
CF6-80C2 GEnx PT6-A/T Trent 700 V2500-A5
HSI, MC, OH, MO HSI, MC HSI, MC, OH, MO HSI, MC, OH, MO HSI, MC, OH, MO
One xed test cell, one portable test cell
Jordan Airmotive
(Xiamen)
Taikoo Engine Services (Xiamen)
Turbine Services & Solutions Aerospace
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APU OVERHAUL DIRECTORY
APU
APU overhaul directory 2016 Worldwide
KEY HSI - Hot Section Inspection MC - Module Change OH - Overhaul MO - Module Overhaul
Company
Contact details
APU Types
Capabilities
Aerotec International
David Davidson, CEO 3007 East Chambers St Phoenix, AZ 85040 USA Tel: +1 602 253 4540 Fax: +1 602 252 0395 Email: ddavidsonaerotecinternational.com Email: iniriesaerotecinternational.com www.aerotecinternational.com
APS2000 APS3200 GTCP36-150RR/RJ GTCP36-300 GTCP85-98 GTCP85-129 GTCP131-9A/B/D GTCP331-200ER GTCP331-250H GTCP331-500 GTCP660
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
Air Asia
Jen Chun Tsui Director, Marketing 1050 Jichang Road Rende District Tainan City 71755 Taiwan, ROC Tel: +886 6268 4810 Fax: +886 6269 8228 Email: .c.tsuiairasia.com.tw www.airasia.com.tw
GTCP85-98 GTCP85-129
HSI, MC, MO, OH HSI, MC, MO, OH
Air India
B K Bagchi Deputy General Manager (Engineering) Old Airport Mumbai, 400029 India Tel: +91 2226 263261 Fax: +91 2226 157068 / 57046 Email: bk.bagchiairindia.in
GTCP131-9B GTCP331-250H GTCP331-500B PW901
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Air New Zealand Engineering Services (ANZES)
Paul Chisholm Account Manager APU Marketing, Sales Geo rey Roberts Road PO Box 53098 Auckland International Airport 1730 Auckland New Zealand Fax: +64 3374 7319 Cell: +61 0417 790059 Email: paul.chisholmairnz.co.nz www.airnewzealand.co.uk/engineering
APS3200 GTCP85-129 GTCP95 GTCP131-3B GTCP131-9A GTCP331-200 GTCP331-250
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
Alitalia Maintenance Systems
Oreste Murri Marketing, Sales and Customer Support Director Leonardo da Vinci Airport Via Ezio Bevilacqua snc 00054 Fiumicino, Rome Italy Tel: +39 0665 592236 Fax: +39 0665 592213 Cell: +39 3357 389719 www.alitaliamaintenancesystems.it
GTCP85 GTCP331-200ER GTCP660 TSCP700
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Alturdyne Power Systems
Richard Queen, CEO 660 Steele Street El Cajon, CA 92020 USA Fax: +1 619 442 0481 Email: in oalturdyne.com www.alturdyne.com
T62 Series
HSI, MC, MO, OH
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APU OVERHAUL DIRECTORY
Company
Contact details
APU Types
Capabilities
Aviation Power Support
Dale Owens Vice President 2415 W, Arkansas Street Durant, OK 74701 USA Tel: +1 580 920 0535 Fax: +1 580 920 1235 Eail: dwensapsrc
GTCP85 GTCP36 GTCP331 GTCP131
OH OH OH Repair
Chase Aerospace
Brad Scarr Managing Director 4493 36th Street Orlando, FL 32811 USA Tel: +1 407 812 4545 Fax: +1 407 812 6260 Email: radschaseaerospace.com Email: ronnchaseaerospace.com www.chaseaerospace.com
GTCP36 GTCP85 GTCP131 GTCP331
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Dallas Airmotive
Christopher Pratt Director of Marketing Analysis and Communication 900 Nolen Drive, Suite 100 Grapevine, TX 76051 USA Tel: +1 214 956 2601 Fax: +1 214 956 2825 Email: turinesdallasairmotive.com www.dallasairmotive.com
GTCP36 RE100 RE220
HSI, MC, MO, OH MC MC
Delta TechOps
Jack Arehart President MRO Services 1775 MH Jackson Service Rd Atlanta Hartseld International Airport Atlanta, GA 30354 USA Tel: +1 404 773 5192 Fax: +1 404 714 5461 Email: servicedeltatechops.com www.deltatechops.com
GTCP131-9B GTCP331-200
HSI, MC, MO, OH HSI, MC, MO, OH
Euravia Engineering
Dennis Mendoros Managing Director Euravia House Colne Road Kelbrook, BB18 6SN UK Tel: +44 1282 844480 Fax: +44 1282 844274 Email: enuirieseuravia.aero www.euravia.aero
GTCP165
HSI, MC, MO, OH
El Al Israel Airlines
Eli Uziel Marketing and Sales Manager PO Box 41 Ben Gurion International Airport Tel Aviv, 7015001 Israel Tel: +1 972 3971 7278 Fax: +1 972 3971 7205 Email: uzieleelal.co.il www.elaltech.com
GTCP131-9B GTCP331-200A GTCP660-4
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
EPCOR
Martin Brandt Sales Manager Bellsingel 41 1119 NT Schiphol-Rijk The Netherlands Tel: +31 (0) 20 3161 730 Fax: +31 (0) 20 3161 777 EMERGENCY AOG AFTER HOURS : Tel: +31 (0) 61 8452 284 Email: Martin.BrandtEpcor.nl www.epcor.nl
APS2300 APS3200 APS5000 GTCP131-9 GTCP331-350 GTCP331-500
HSI, MC, MO,OH HSI, MC, MO,OH HSI, MC, MO,OH HSI, MC, MO,OH HSI, MC, MO,OH HSI, MC, MO,OH
(BBA Aviation)
(AFIKLM E&M subsidiary)
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APU OVERHAUL DIRECTORY
Company
Contact details
APU Types
Capabilities
Ethiopian MRO
Aman Ahmed Manager MRO Market Development Bole International Airport PO Box 1755 Addis Ababa Ethiopia Tel: +251 1166 51191 Fax: +251 1166 51200 Cell: +251 9300 12717 Email: amansethiopianairlinesom
GTCP331-200
HSI, MC, MO, OH
GMF AeroAsia
Mrs Rahmaniar GM Marketing Soekarno Hatta International Airport Cengkareng 19130 Indonesia Tel: +62 2155 08766 Fax: +62 2155 02489 Email: marketing gmf-aeroasia.co.id www.gmf-aeroasia.co.id
GTCP36-4A GTCP85-129 GTCP85-184 GTCP85-185 TSCP700-4B/E
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Steve Bull Territorial Sales Director Airport Service Road Portsmouth Hampshire PO3 5PJ UK Tel: +44 2392 304256 Fax: +44 2392 304020 Email: steve.bull hsaviation.co.uk
GTCP36-100 GTCP36-150 GTCP331-200 GTCP331-250 PW901A PW901C T40-1
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH Rep, OH Rep, OH HSI, MC, MO, OH
HiRel Connectors, Inc
760 W. Wharton Drive Claremont California 91711 USA Tel: +1 909 626 1820 Tel: +44 1980 843887 Sheila Bragole - USA Email: sheilab hirelco.net David Campion - International Email: davidchirelco.eu www.hirelco.net
APS3 (250)/3200
Cable Harnesses Connectors & Interconnect Solutions for harsh environments Connector Accessories
Honeywell Aerospace
Volker Roth Director Frankfurter Strasse 41-65 65479 Raunheim Germany Tel: +49 6142 405451 Fax: +49 6142 405552 Email: volker.roth honeywell.com www.honeywell.com
GTCP36 GTCP85 GTCP131 GTCP331 GTCP660 RE220 TSCP700
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
Loke Chee Kheong Plant Director 161 Gul Circle 629619, Singapore Tel: +65 6869 5257 Email: cheekheong.loke honeywell.com www.honeywell.com
GTCP36 GTCP85 GTCP131-9 GTCP331
OH OH OH OH
Brian Shurman Director of Quality 1944 East Sky Harbor Circle Phoenix, AZ 85034 USA Tel: +1 602 365 3279 Fax: +1 602 365 4029 Email: brian.shurman honeywell.com www.honeywell.com
GTCP36 GTCP85 GTCP131-9 GTCP165-1B GTCP331 GTCP660-4 RE220 TSCP700
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
Adolfo Gordo Sales & Customer Support Manager Aeropuerto Madrid-Barajas Adolfo Suarez. La Muñoza Edicio ED. 1 planta Madrid, 28042 Spain Tel: +34 9158 74828 Fax: +34 9158 74824 Email: agordoiberia.es www.iberiamaintenance.com
GTCP36-300 GTCP85-98DHF GTCP131-9A
OH OH OH
(Garuda Indonesia Group)
H+S Aviation (BBA Aviation)
(Germany)
Honeywell Aerospace (Singapore)
Honeywell Aerospace (USA)
Iberia Maintenance
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Company
Contact details
APU Types
Capabilities
Inite RO erices td
David Flack Commercial and Business Development Mngr North Hangar Aviation Way Southend Essex SS2 6UN UK Tel: +44 1702 348601 Email: david ackinite-southendcouk initecouk
GTCP36-100G/M GTCP36-150M GTCP85-71 GTCP85-98 [C] C GTCP85-98CK GTCP85-115 GTCP85-129 GTCP85-180L GTCP85-185L
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
Innotech Aviation
Éric Garneau Director of Maintenance 10225 Ryan Avenue Montreal Quebec H9P 1A2 Canada Tel: +1 514 636 8484 Fax: +1 514 636 2323 Email: eric.garneau innotech-execaire.com www.innotechaviation.com
GTCP36-100 GTCP36-150
HSI, MC, MO, OH HSI, MC, MO, OH
AT Tehnika
Miroslav Musulin General Manager 11180 Belgrade 59 Airport Nikola Tesla Serbia Tel: +381 1126 01475 Email: me-manager jat-tech.rs www.jat-tehnika.aero
GTCP 85 Series
HSI, Repair, OH,
Korean Air Maintenance & Engineering
260 Hanuel-gil Gangseo-gu 157-712 Seoul, Korea Tel: +82 2265 63053 Fax: +82 2265 68120 Email: selmpdmkoreanair.com www.mro.koreanair.co.kr
GTCP131-9B GTCP331-250
OH HSI, MC, MO, OH
Lufthansa Technik Aero Alzey
Raimund Schnell VP Marketing and Sales Rudolf-Diesel-Str. 10 55232 Alzey Germany Tel: +49 6731 497230 Fax: +49 6731 497333 Email: sales lhaero.com www.lhaero.com
PW901A/C
HSI, MC, MO, OH
Lufthansa Technik
Wolfgang Weynell SVP Corporate Sales and Marketing Weg beim Jâger 193 22335 Hamburg Germany Tel: +49 4050 702547 Fax: +49 4050 702101 Email: hamtssek lht.dlh.de www.lufthansa-technik.com
APS2000 APS2300 APS3200 GTCP36-300 GTCP85-129H GTCP131-9A/B GTCP331-200 GTCP331-250 GTCP331-350 GTCP331-500 GTCP331-600 PW901A/C 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 HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Pakistan International Airlines
Afzal Noor Chief Engineer Quaid-E-Azam International Airport Karachi 75200 Pakistan Tel: +92 2199 045324 Cell: +92 3222 229730 Email: afzal.noor piac.aero
GTCP85-129K/H GTCP660 TSCP700
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
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APU OVERHAUL DIRECTORY
Company
Contact details
APU Types
Capabilities
Piedmont Aviation Component Services
Alan Haworth VP Sales and Marketing 1031 East Mountain St Building 320 Kernersville, NC 27284, USA Tel: +1 336 776 6279 Fax: +1 336 776 6301 Cell: +1 336 407 4312 Email: alan.haworthpiedmontaviation.com www.piedmontaviation.com
GTCP30-92 GTCP36 GTCP85 GTCP95 GTCP331-200 GTCP331-250 APS2300
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
Pratt & Whitney Canada SEA
Ron Norris Sales Manager 10 Loyang Crescent Loyang Industrial Estate 509010 Singapore Tel: +61 4587 58788 Email: ron.norrispwc.ca www.pwc.ca
APS3200
HSI, MC, MO, OH
Revima APU
Jean Michel Baudry Business Development Director 1 Avenue du Latham 47 76490 Caudebec en Caux, France Tel: +33 2355 63582 Fax: +33 2355 63556 Email: eanmichel.baudryrevima-apu.com Xavier Mornand Tel: +33 2355 63604 Director Business Development Email: xavier.mornandrevima-apu.com www.revima-apu.com
APS500 APS2000 APS2300 APS1000 APS5000 GTCP131-9A/B GTCP331-200 GTCP331-250 PW901A/C PW980 TSCP700-4B/-4E TSCP700-5
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
South African Airways Technical
Kobus Kotze Senior Manager, APU Private Bag X12 Room 212, Hangar 8 Johannesburg 1627 South Africa Tel: +27 1197 89513 www.ysaa.com
GTCP85 GTCP660 JT8 JT9
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
StandardAero
Corporate Oce 6710 N. Scottsdale Rd, Suite 250 Scottsdale, A 85253, USA Tel: +1 480 377-3100 Fax: +1 480 377-3188 www.standardaero.com
APS2300 GTCP36 GTCP85 RE220
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
StandardAero Augusta
Tony Gay Director of Engine Services 1550 Hangar Road Augusta, GA 30906, USA Tel: +1 706 771 5677 Fax: +1 706 771 5628 Gregg Washburn, Customer Product Manager APUs Tel: +1 706 771 5631 Cell: +1 706 220 2262 Scott Van Essendelft Tel: +1 706 771 5604 Fax: +1 706 790 5122 www.standardaero.com
GTCP36-100 series GTCP36-150 series
HSI HSI
StandardAero Maryville
Kerry O’Sullivan VP and GM 1029 Ross Drive Maryville, TN 37801, USA Tel: +1 865 981 4673 Fax: +1 865 983 2092 Toll free: +1 800 906 8726 Email: apustandardaero.com www.standardaero.com
APS2300 GTCP36 GTCP85 RE220
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
TAP Maintenance & Engineering
Carlos Ruivo VP Marketing and Sales PO Box 50194 Lisbon Airport 1704-801 Lisbon, Portugal Tel: +351 7072 00800 Fax: +351 2184 15913 Email: care2metap.pt www.tap-mro.com
APS3200 GTCP85
HSI, MC, MO, OH HSI, MC, MO, OH
Revima Group subsidiary
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APU OVERHAUL DIRECTORY
Company
Contact details
APU Types
Capabilities
TAP Maintenance and Engineering Brazil
Anderson Fenocchio Business Development Director Estrada das Canarias, 1862 21941-480 Rio de Janeiro, Brazil Email: anderson. enocchiotapme.com.r Ricardo Vituzzo Sales General Manager Tel: +55 5133 757099 Tel: +55 1150 979770 Email: ricardo.vituzzo tapme.com.r www.tap-mro.com
APS500 [T62-T-40C11] GTCP85 GTCP131-9B GTCP331-200ER TSCP700
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Triumph Air Repair
Colin Fairclough, VP Sales 50 South 56th Street Chandler, AZ 85226, USA Tel: +1 480 824 2666 Email: cd aircloughtriumphgroup.com www.triumphgroup.com
APS 3200 GTCP85 GTCP131- 9A/9B GTCP331- 200/250/350/500 GTCP660 PW901 TSCP700
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
Triumph Aviation Services Asia, Ltd.
Peter Gille Operations & Engineering 700/160 Moo 1, T. Bankao, A. Pantong Chonburi 20160 Thailand Tel: +66 3846 5070 Email: pgille triumphgroup.com www.triumphgroup.com
GTCP85series GTCP131-9A/-9B GTCP331-200/-250/-350 GTCP660-4 PW901A TSCP700-4E/-5
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Turkish Technic
Altug Sokeli Technical Marketing and Sales Manager Ataturk International Airport, Gate B 34149 Yesilkoy Istanbul, Turkey Tel: +90 2124 636363 Fax: +90 2124 652547 Email: asokeli thy.com Email: techmarketing thy.com www.turkishtechnic.com
APS2000 APS3200 GTCP131-9B GTCP331-250H
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
The Highest performing Connectors In the Business
High in Reliability self-locking system Total harness security lifetime performance & cost effectiveness
High in Performance Vibration-proof Lightweight High temperature
HiRel Titanium Engine Connectors
Fit, Fly, Forget ! The Americas Europe Asia acic
Available at Avio-Diepen worldwide aircraft parts distributor www.avio-diepen.com
SPECIALIST ENGINE REPAIRS DIRECTORY
Specialist engine repairs directory 2016 Worldwide AMERICAS Company
Contact details
Component capabilities
Engine type
Specialist skills
Aero Propulsion Support, Inc.
Allan Slattery President/CEO 108 May Drive Harrison, OH 45030 USA Tel: +1 513 367 9452 Fax: +1 513 367 7930 Email: aslatteryaeropropulsion.com www.aeropropulsion.com
Abradable seals Compressor di users Compressor scroll Compressor shrouds Honeycomb seals Combustion liners Sheet metal components Turbine support components Turbine nozzles
CT7, J85, CF34 GTCP36 GTCP131 GTCP331 M250 PW901 RR300 TSCP700 TPE-331
Atmosphere/vacuum furnace heat treat/brazing, Coatings: thermal spray, aluminized, DER repair development, Fluoride ion cleaning, Honeycomb brazing, Machining (CNC) EDM, NDT (FPI, pres. test, and dim. inspection), Pac di usion coatings, Welding (GTAW, dabber, plasma, LBW, EBW)
Aerospace Welding
Michel Dussault Vice President Sales 890 Michele-Bohec Blainville Quebec J7C 5E2 Canada Tel: +1 450 435 9210 Fax: +1 450 435 7851 Email: mdussault aerospacewelding.com www.aerospacewelding.com
Ducting (bleed pipes, de-icing) Engine mounts Exhaust systems Fuel tanks Heat shields Jet pipes Nose cowls (CL600) Rings Thrust reversers (CL600) Tracks Tubing
JT3D JT8D JT9D JT15D PT6A PW100 RB211
Coatings (HVOF, plasma spray), Metallurgical laboratory, Milling, NDT (eddy current, FPI, MPI), Turning equipment, Welding (fusion)
Aircraft Ducting Repair
Steve Alford President 101 Hunters Circle Forney, TX 75126 USA Tel: +1 972 552 9000 Fax: +1 972 552 4504 Email: repairsacdri.com www.aircraftducting.com
APU exhaust ducts Engine exhaust tailpipes Pneumatic ducts Pneumatic manifolds Pneumatic tubes
CFM56-3B/C CFM56-7B JT8D/200 PW4000 V2500
Machining (CNC), NDT, Welding (TIG)
Airline Component Parts
Patrice Sparks COO 1111 Stanley Drive Euless, TX 76040 USA Tel: +1 817 354 4144 Fax: +1 817 354 1667 Email: dbrooksieker airlinecomponent.com www.airlinecomponent.com
Torque Motors Pressure Switches Sensors Exciters Fire Detectors Pressure Indicators LVDT’s Wire Harnesses Transducers
CFM56 CF6-80 CF34 GTCP85 GTCP131 GTCP331 JT8D RB211 V2500
DER repair development, Electronic testing, Environmental testing, Reverse engineering
AMETEK Aerospace and Defense
1701 Industrial Boulevard Hidalgo, TX 78557 USA (ship-to address) Tel: +1 978 988 4400 Email: aerosales ametek.com www.ametekaerodefense.com
EGT Fuel owmeters Oil-level sensors Speed sensors Switches Temperature sensors Wiring harnesses
CF6 CF34 CFM56 GP7200 Honeywell engines Pratt & Whitney engines
Fuel ow calibration, Intricate assembly
Nick Troonin Manager 13642 South West 142 Avenue Miami, FL 33186 USA Tel: +1 305 255 2677 Fax: +1 305 255 0277 Email: nickta-pecs.com www.a-pecs.com
Fan blades Fan disks Fan stators Gearbox
JT8D/200
ASB: 6431 specialists, Blade blending (on wing), Breather checks, Custom workscopes, Fan specialists, Field service repair team, Gearbox specialists, Gearbox overhaul and exchange , HPC exchanges, Line maintenance support, Modications, NDT (borescope inspections), Parts (repair, modi cation, overhaul and sale), Repairs, Testing, Trouble shooting, Vibration analysis
(Reynosa Service Center)
APECS Engine Center
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SPECIALIST ENGINE REPAIRS DIRECTORY
Company
Contact details
Component capabilities
Engine type
Specialist skills
Aviation Power Support
Dale Owens VP, Sales and Customer Services 2415 West Arkansas Durant, OK 74701 USA Tel: +1 580 920 0535 Fax: +1 580 920 1235 Email: dowensapsmro.com www.apsmro.com
Internal piece parts
T8D T15D PT TPE331
Air owing, alancing, Coatings (plasma spray), DER repairs, Heat treatment, Machining, NDT (FPI, MPI), Shot peening, Vacuum furnace brazing
Barnes Aerospace
169 Kennedy Road Windsor, CT 06095 USA Tel: +1 860 687 5252 Email: bberry barnesaero.com www.barnesaero.com
Casings Disks Drums Frames Honeycomb seals HPT seals Nozzle guide vanes
CF34 CFM56 GE90 JT8D JT9D PW2000 PW4000 RB211 Trent 500 Trent 700 Trent 800 Trent 900 V2500
CNC milling, turning and grinding, Coatings (plasma spray, wire arc), Heat treatment, Hydrogen ouride cleaning, High pressure waterjet, NDT, Shot peening, Thermal processing, Vacuum furnace brazing, Welding (electron beam and TIG)
Britt Metal Processing
Juan Vega President 15800 North West 49th Avenue Hialeah Gardens, FL 33014 USA Tel: +1 305 321 5200 Fax: +1 877 202 1806 Email: juan.vega.srbrittmetal.com www.brittmetal.com
Air turbine starters Compressors Di users and di user housings Exotic materials Hot section components Hydraulics (housings, adapter blocks) Inlets Pneumatics (air-cycle machine, valves Scrolls Stationary components Supports
GTCP85 GTCP131-9 GTCP331 GTCP660 TSCP700
Balancing , Coatings (plasma, thermal spray), Heat treatment, Machining (CNC), Painting, Vacuum furnace brazing, Welding
Chromalloy
Steve Baxter Operations Director 303 Industrial Park San Antonio, TX 78226 USA Tel: +1 210 331 2300 Email: sbaxterchromalloy.com www.chromalloy.com
Cases Combustors Disks Frames Hubs Shafts Turbine engine modules
CF6-50/80A/80C CFM56-2 CFM56-3 CFM56-5B CFM56-7B PW2000 PW4000-99/100/112 RB211-524/535 V2500-A1/A5/D5 Trent 800
CMM, Coatings (plasma spray), Grinding (CNC), Heat treatment, Machining (CNC), NDT , Vacuum furnace brazing, Welding (electronic beam, gas tungsten arc)
Chromalloy
George Nguyen General Manager 330 Blaisdell Road Orangeburg, NY 10962 USA Tel: +1 845 359 4700 Email: gnguyenchromalloy.com www.chromalloy.com
Turbine engine modules
AE3007 CF6 CFM56 GE90 CT7 JT8D JT9D PW2000 PW4000 Trent 800 Trent 900 Trent 1000 Trent XWB V2500
CBN abrasive tip, Customised repairs, Engineering analysis, Grinding, Heat treatment, Hydrogen ouride cleaning, Laser drilling, LPW, Metallurgical analysis, Machining (EDM, multiple axis, precision), Tool design/ manufacture, Vacuum furnace brazing, Welding
Chromalloy
Tim Ulles General Manager 30 Dart Road Newnan, GA 30265 USA Tel: +1 770 254 6200 Email: tulles chromalloy.com www.chromalloy.com
HPC components
JT8D JT9D JT15D PT6 PW2000 PW4000-94/100/112 RB211-524/535E4 Trent 500 Trent 700 Trent 800 V2500
Coating restoration, Coatings (plasma spray), Grinding, Machining (EDM), Vacuum furnace brazing, Waterjet stripping and cutting
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SPECIALIST ENGINE REPAIRS DIRECTORY
Company
Contact details
Component capabilities
Engine type
Specialist skills
Chromalloy
Mike Harris General Manager 3636 Arrowhead Drive Carson City, NV 89706 USA Tel: +1 775 687 8833 Email: mharris chromalloy.com www.chromalloy.com
HPT blades HPT vanes LPT blades LPT vanes
CF6-6/50/80A/80C2/80E CFM56 JT8D-200 PW2000
Acid strip, Air ow testing, Alkaline cleaning, Atomic absorbtion analysis, Belt sanding, Braze preforms and sinter cake, Brazing, CO2 laser fusion (CNC), CMM, Electro-stripping, Fluoride-ion cleaning, Glass bead peening, Grinding, Grit blast, Investment casting, Machining (EDM, CNC), NDT (eddy current, FPI, SEM, tomography), Welding (TIG)
Chromalloy
Mike Harris General Manager 5161 West Polk Street Phoenix, AZ 85043 USA Tel: +1 602 272 1768 Email: mharris chromalloy.com www.chromalloy.com
Components
APS500 APS1000 APS2000 APS2100 APS2300 APS3200 GTCP36 GTCP85 GTCP131 GTCP331 GTCP660 PW901 TFE731 TPE331 TSCP700
Acid strip, ATPS, Air ow testing, DER repairs, Machinig (EDM), NDT (eddy current), Grinding (curvic, electrochemical), Welding (electron beam)
Chromalloy
Martin George General Manager 7007 Consolidated Way San Diego, CA 92121 USA Tel: +1 858 877 2800 Email: mgeorge chromalloy.com www.chromalloy.com
Components
CF6-6/50/80A/80C2 CF34 CFM56 GTCP36 GTCP85 GTCP131 GTCP331 GTCP660 JT3D JT8D JT9D PW2000 PW4000 RB211-22B/524/535 TSCP700 TFE731 TPE331 V2500-A1/A5/D5
Fleet planning, Leasing services, Module swapping and refurbishment, Monitoring, Parts (repair and overhaul), NDT, Trouble shooting, Workscope management
Chromalloy
Bob Francis General Manager 601 Marshall Phelps Rd Windsor, CT 06095 USA Tel: +1 860 687 4500 Email: bfrancischromalloy.com www.chromalloy.com
Components
CF6-80A/80C2 CFM56 JT8D JT9D PW2000 PW4000 V2500-A1/A5/D5
Adhesive bonding, Brazing, Grinding, Heat treatment, NDT (MPI, FPI, eddy current, ultrasonic and x-ray), Vacuum furnace blazing
EthosEnergy Accessories & Components/H&L Accessory
Steve Carey VP Aero Sales EE Acc. & Comp 66 Prospect Hill Rd E. Windsor, CT 06088 USA H&L Acc. 2824 Old Woodru Rd Greer, SC 29651 USA Tel: +1 815 979 4608 Email: steve.carey ethosenergygroup.com www.ethosenergygroup.com
Electrical wire harnesses Fuel nozzles Pneumatics Sensors Thermocouples
AE2100/3007 CF6 CF34 CFM56 JT8D LF502/507 PT6 PW100 PW2000 PW4000 T55 TPE331 V2500
Composite Repair, EB Weld, Full Machining Capabilities, Heat Treating, NDT, Repair Development, Plasma Spray
ETI
Andy Clark Assistant General Manager 8131 East 46 Street Tulsa, OK 74145 USA Tel: +1 918 232 5703 Email: andy.clarketitulsa.com www.etitulsa.com
Air adapters Anti-vortex tubes Bearings (composite) Check valves Heat shields (non-insulated, thermal blanket insulated) LPT outer duct assemblies (third stage) VSV ring segments VSV stator arms VSV trunnion bearings
CF6-6/50/80 CF34 CFM56-3/-5/-7 GE90 PW2000 PW4000-94/100/112
DER repairs, Inspection, Laser marking, Machining (CNC), Material analysis, OEM manual repairs, Vacuum furnace brazing, Vacuum heat treating, Welding (fusion)
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mro-network.com
SPECIALIST ENGINE REPAIRS DIRECTORY
Company
Contact details
Component capabilities
Engine type
GE Aviation, Services
201 W Crescentville Road Cincinnati, OH 45246 USA Tel: +1 513 552 3272 Email: aviation.eetsuortge.com www.geaviation.com/services
Cases Combustors Frames HPT shrouds HPT nozzles LLPs LPT nozzles Structures
CFM International Engine Alliance GE
6200 South 42nd Street McAllen, TX 78503 USA Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
HPC vanes LPT blades LPT vanes
CF6-50/80A/80C/80E CF34-3/8/10 CFM56 GE90-94B/115B
Accessory repairs, Assembly programmes, Kitting programmes, LTP yield programmes, Salvation reviews
3024 Symmes Road Hamilton, OH 45014-1331 USA Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
Cases Combustors Frames HPT blades HPT shrouds HPT nozzles LLPs LPT nozzles Structures
CF34-3/8/10 CFM56 CT7 T700
Brazing, Cleaning/surfact treatment, Coatings (robotic metal spray), Lean induction furnace, Machining (EDM, wire and CNC), Milling (adaptive and CNC), NDT, Welding
GKN Aerospace Chem-tronics
Doug Ramey Director Sales & Marketing 1150 West Bradley Ave El Cajon, CA 92020 USA Tel: +1 770 252 1943 Email: doug.rameyusa.gknaerospace.com www.gknaerospace.com
Fan blades Fan blade annulus llers Fan disks
AE3007 ALF502/507 CF6-50/80A/80C CF34 CFM56 JT9D PW2037 PW4000 RB211-524/535 T800 TFE731 V2500
Airfoil machining, Airfoil recontoring, Airfoil nishing, Chemical stripping, Coatings (HVOF, plasma spray), Optical inspection, Waterjet, Welding (electron beam)
HARCO
Richard Hoyt Marketing Manager 186 Cedar Street Branford, CT 06405 USA Tel: +1 203 483 3757 Email: rhoytharcolabs.com www.harcolabs.com
EGT probes Harnesses
CMF56-3 JT8D JT9D PW2000 PW4000 V2500
Honeywell Aerospace Phoenix
Bill Wright Senior Director, Component Sales APU/Propulsion 1300 West Warner Road Tempe, AZ 85284 USA Tel: +1 480 592 2194 Email: bill.wrighthoneywell.com www.honeywell.com
Accessories CSD Engine generators Fuel control units Fuel control components Fuel/oil coolers Fuel/oil heaters IDG
CF6 CF34 CFM56 CT1 Honeywell engines and APUs JT8D JT9D JT10D JT11D JT15D PW100 PW4000 RB211 RR250
Bill Wright Senior Director, Component Sales APU/Propulsion 1944 East Sky Harbor Circle Phoenix, AZ 85034 USA Tel: +1 480 592 2194 Email: bill.wrighthoneywell.com www.honeywell.com
Blisks Cases Cold section parts Compressor blades Fan blades Gearboxes Knife-edge seals Impellers
CF34 GTCP36 GTCP331200/250/300/350/500 GTCP131-9 JT15D PT6 PW1000 TFE731 TPE331 V2500
Cincinnati
GE Aviation, Services McAllen
GE Aviation, Services Cincinnati (Symmes Road)
(Engine accessories)
Honeywell Aerospace (Engine piece part advanced repair)
www.
mro-network.com
Specialist skills
Brazing, CMM, Coatings (HVOF, plasma spray, platinum aluminide), Crack restoration, EBPVD, Fluorideion cleaning, Heat treatment, Machining (CNC, EDM), NDT (FPI, MPI), Welding (electon beam, TIG)
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SPECIALIST ENGINE REPAIRS DIRECTORY
Company
Contact details
Component capabilities
Engine type
Honeywell Aerospace
Bill Wright Senior Director, Component Sales APU/Propulsion 3475 North Wesleyan Boulevard Rocky Mount, NC 7804 USA Tel: +1 480 592 2194 Email: ill.wrighthoneywell.com www.honeywell.com
Hydraulic actuators Hydromechanical fuel controls Mechanical actuators Pneumatic fuel controls
Honeywell engines
Bill Wright Senior Director, Component Sales APU/Propulsion 6930 North Lakewood Avenue Tulsa, OK 74117 USA Tel: +1 480 592 2194 Email: ill.wrighthoneywell.com www.honeywell.com
Fuel heaters Heat exchangers Oil coolers Ozone converters Precoolers Valves Water separators
CF5 CF34 CFM56 CT7 Honeywell engines/APUs JT8D JT9D JT10D JT11D JT15D P108 PT6 PW100 PW4000 RB211 Tay
Bill Wright Senior Director, Component Sales APU/Propulsion Hangar 8, Slemon Prk Summerside Prince Edward Island, COB 2A0 Canada Tel: +1 480 592 2194 Email: ill.wrighthoneywell.com www.honeywell.com
Electrical equipment Electronic engine controls (EEC) Flow dividers Fuel controls Fuel nozzles Fuel pumps Generator harnesses Pump electronics Propeller governors Torque signal conditioners
Honeywell engines PW100 PW4000
(Engine accessories)
Honeywell Aerospace (Engine accessories)
Honeywell Aerospace (Engine accessories)
International Aircraft Associates
Mitch Weinberg President Al Vorhauer Vice President, Operations 10875 Marks Way Miramar, FL 33025 USA Tel: +1 954 441 2234 Fax: +1 954 432 2980 Cell: +1 305 773 4455 Email: al.vorhauerinternationalaircraft.com www.internationalaircraft.com
Liburdi Turbine Services
400 Highway 6 North Dundas Ontario, L9H 7K4 Canada Tel: +1 905 689 0734 Fax: +1 905 689 0739 Email: liburdi liburdi.com www.liburdi.com
LKD Aerospace
Kim Sayers Sales Manager 8020 Bracken Place SE Snoqualmie, WA 98065 USA Tel: +1 425 396 0829 Fax: +1 425 396 1129 Email: kimsayers lkdaero.com www.lkdaerospace.com
MD Turbines
Manuel De Jesus President / Owner 8080 West 26 Ct Hialeah, FL 33016 USA Tel: +1 305 362 2111 Email: infomdturbines.com www.mdturbines.com
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ENGINE YEARBOOK 2016
Specialist skills
CF6-80 CFM56 PW4000 RB211-535 V2500
Disassembly, End-of-life solutions, Engine shop management, Material support
Fuel nozzles Turbine blades Vane stators Vanes
CF6 CFM56 RB211
Coatings (air plasma, HVOF), Heat treatment , Hot section repairs, Machining (EDM), NDT (X-ray), Welding (GMAW, GTAW laser, plasma, TIG)
Ignition leads (8TE34) Ignition leads (8TK34) Thermocouple leads (8TE34) Thermocouple leads (8TK34)
CF6-6/50
CF6-50/80 CF34 CFM56 JT8D-200 PW2000 PW4000 RB211 V2500
Disassembly, Engine preservation, NDT (borescope inspection)
www.
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SPECIALIST ENGINE REPAIRS DIRECTORY
Company
Contact details
MD Turbines Logistics
Matt Maritza Logistics Manager 8080 West 26 Ct Hialeah, FL 33016 USA Tel: +1 305 362 2111 mail: mattmdturbines.com www.mdturbines.com
MTU Maintenance Canada
Michel L. Carrier Director Sales, Repair Services 6020 Russ Baker Way Richmond, BC V7B 1B4 Canada Cell: +1 514 77 50 180 Email: Michel.Carrier mtucanada.com www.mtu.de
Nordam Repair Division
Engine type
Specialist skills
CF6-50/80 CF34 CFM56 JT8D-200 PW2000 PW4000 RB211 V2500
Air ride check
Accessories
CF34 CF6 CFM56 GE90 PW2000 V2500
Actuator Repairs, Bench checks, CFM56 Valve Plate Repair, DERs, Full Overhaul, LRU Management, Repairs, Testing, Total Part Care®
Daryl Hartzell Vice President of Support Services, Repair Division 11200 East Pine Street Tulsa, OK 74116 USA Tel: +1 918 234 5155 Fax: +1 918 878 6221 Email: feedback.nrdnordam.com www.nordam.com
Actuation system components Accoustic barrels Accoustic panels Blocker doors Cases Centrebodies Ducts Exhaust nozzles Fairings Fan cowl doors Liners Nose cowls Plugs Sleeves Thrust reversers
CF6-50/-80 CFM56 JT8D JT9D PW2000 PW4000 V2500 RB211
Bonded honeycomb repair, Composite part repairs, Vacuum furnace brazing, Vacuum furnace bonding
PAS Technologies Inc.
Daniel Adamski VP Business Development 1234 Atlantic Street North Kansas City, MO 64116 USA Tel: +1 816 556 5108 Email: daniel adamskipas-technologies.com www.pas-technologies.com
Actuation Pistons & Cylinders Bearing Housings/Supports Bevel Gears Carbon Seals Cases (HPC/LPT/Di user) Compressor Blades Fan Blades Flap & Slat Tracks HPC Stators & Stator Shrouds HPT CDP Seals Landing Gear Sub-Components LPT Outer Airseals Housings & Bodies Segmented Honeycomb Seals TOBI Ducts Variable Guide Vanes
AE3007 CF6-80 CFM56-3/5/7 JT8D JT9D JT15D PW100 PW300 PW305 PW901 PW2000 PW4000-94”/-100”/-112” V2500
Airfoil blending & straghtening, EDM, Finishing (vibratory), Grinding, Heat treatment, Honing & Lapping, Joining/Brazing (Honeycomb & Felt Metal), Milling, NDT (FPI, MPI), Plating, Shot peening (glass and ceramic), Stripping (Chemical & Mechanical), Thermal Spray Coatings (Plasma, HVOF, D-Gun ™), Turning, Welding (EB, TIG)
Pratt & Whitney Canada Accessories and Component Services
Anthony Louis Customer Services Manager 3101 Hammon Road Wichita Falls, TX 76310 USA Tel: +1 940 761 9253 Fax: +1 940 761 9292 Email: anthony.louis pwc.ca www.pwc.ca
Hot section components
Pratt & Whitney Canada engines
Pratt & Whitney Canada Accessories and Component Services
Heather Armstrong Customer Service Manager 1000 Marie Victorin Boulevard Longueuil, Quebec, J4G 1A1, Canada Tel: +1 450 468 1443 Fax: +1 450 647 9241 Cell: +1 514 497 1708 Email: heather.armstrong pwc.ca www.pwc.ca
Accessories
Pratt & Whitney Canada engines
Component (repair, overhaul) Teardown
Pratt & Whitney Engine Services
Louis Gaudreau General Manager 1525 Midway Park Road Bridgeport, WV 26330 USA Tel: +1 304 842 5421 Fax: +1 304 842 7170 Email: louis.gaudreau pwc.ca www.pwc.ca
Hot section components LPC components LPC fan
PT6A JT15D PW300 PW500 PW600
Component (repair)
www.
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Component capabilities
ENGINE YEARBOOK 2016
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SPECIALIST ENGINE REPAIRS DIRECTORY
Company
Contact details
Propulsion Technologies International
15301 SW 29th Street Miramar, FL 33027 USA GE Aviation: Russ Shelton Tel: +1 513 243 7896 Email: russ.shelton ge.com Snecma: Michel Guibert Tel: +1 561 964 2259 Email: michel.guibert snecmana.com www.ptechi.com
Stands on Demand
Allen Jones President 8080 W 26th Court Hialeah, FL 33016 USA Tel: +1 305-558-8973 Email: infostandsondemand.com http://standsondemand.com/
TCI
Engine type
Specialist skills
CF34 CFM56
Brazing (wide gap), CMM, Cleaning (of nickel, titanium and magnesium alloys), Coatings (plasma spray), EB Welding , Grinding (CNC, manual), Heat treatment, Machining (CNC, manual), NDT (FPI, eddy current and robotic eddy current), Painting (of nickel, titanium and magnesium alloys), Welding (dabber, orbital, TIG)
Transportation stands
CF6-80 CF34-3 CFM56-3 CFM56-5 CFM56-7 JT8-200 PW2000 PW4000 RB211-535 V2500
Component (repair)
Glen Greenberg President 5 Old Windsor Road Bloomeld, CT 06002 USA Tel: +1 860 242 0448 Fax: +1 860 726 1981 www.tcimro.com
Air seals AGB housings and gears Bearing housings Disks Hubs MGB housings and gears Pnuematic components (actuators, pumps, starters, valves) Shafts Seal ring holders Spools Supports
AE2100 CF6 CF34 CFM56 GP7000 JT9D PW100 PW2000 PW4000 RB211 Trent 800 V2500
Balancing, Blending, Chemical cleaning, CMM, Coatings (plasma), Epoxy repairs, Fuel testing, Grinding (CNC), Grit blasing, Heat treatment, Honing, Hydraulic testing, Lapping, Milling (CNC, jig, tig), NDT, Oil ow testing, Painting, Rubber injection, Shot peening, Turning (CNC), Welding (electron beam)
Texas Pneumatic Systems & Turbine Fuel Systems
Sales Department 2404 Superior Drive Arlington, TX 76013 USA Tel: +1 800 211 9690 Fax: +1 817 795 3474 Email: sales txps.com www.txps.com
Actuators Air cycle machines APU pumps and regulators Cooling turbines Fuel pumps Fuel valves Motors Pneumatic drive units Pneumatic valves
AE3007 APS2000 APS3200 CF6-6/50/80 CF34 CFM56 GE90 GEnx GTCP JT3D, JT8D, JT9D, JT15D PT6 PW100 PW901 PW2000, PW2037 PW4000 PW6000 RB211 V2500 TSCP700 Trent 700
DER/repair development, High ow testing, NDT, PMA development
Thrust-Tech Aviation
Viviane Castro Director of Marketing 6701B NW 12th Avenue Fort Laudedale, FL 33309 USA Tel: +1 954 972 2807 Fax: +1 905 972 2708 Email: viviane crsjetspares.com www.thrusttech.com
Actuators Fuel pumps Hydraulic pumps Ignition exciters Pump and motor packages Starter generators Transducers Valves
CF6 CF34 CFM56 JT15D PT6 PW100 TFE731 TPE331 RR250
Timken Aerospace
Linda Solomon Market Manager 4422 Corporate Center Drive Los Alamitos, CA 90720 USA Tel: +1 714 484 2400 Fax: +1 714 484 2418 Email: linda.solomon timken.com www.timken.com/mro
Bearings - engine, gearbox, APU Model 250 Compressor Cases
CF6 CF34 CFM56 J85 JT8D PT6A/T RR250 PW4000 PW2000 V2500
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ENGINE YEARBOOK 2016
Component capabilities
DER repairs, Exchanges
www.
mro-network.com
SPECIALIST ENGINE REPAIRS DIRECTORY
Company
Contact details
Component capabilities
Engine type
Specialist skills
Turbine Components Incorporated
Cases Combustion liners Compressor cases Exhaust ducts Exhaust nozzles Exhaust sleaves Honeycomb Hot section components Housings Slators Turbine components
CF34 Hamilton Sundstrand APUs JT9D JT12D JT15D PT6 PW100 PW2000 PW4000 TFE731 TPE331
CMM, Coatings (HVOF, six axis robotic, plasma, thermal), Heat treatment, Machining (CNC, EDM, waterjet), Milling (CNC), NDT, Repair development, Vacuum furnace brazing, Welding (electron beam, micro plasma arc, argon chamber)
Woodward
Tony Dzik Director of Sales/Customer Support 5001 North Second Street oves Park, I 61111 USA Tel: +1 815 877 7441 Email: Tony.Dzikwoodward.com www.woodward.com
Actuators Augmenters Fuel controls Fuel manifolds Fuel nozzles
CF6-6/50/80A/80C CF34-3/8/10 CFM56-2 CFM56-3 CFM56-5 CT7 GE90 JT8D/200 JT9D PW200 PW300 PW2000 PW4000 RB211 V2500
Coatings (plasma), Heat treatment, Machining (EDM), Vacuum furnace brazing, Welding (electron beam, laser, TIG)
www.
mro-network.com
President 8985 Crestmar Point San Diego, CA 92121 USA Tel: +1 858 678 8568 Fax: +1 858 678 0703 Email: ra eeturbinecomponents.com http://turbinecomponents.com/
ENGINE YEARBOOK 2016
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SPECIALIST ENGINE REPAIRS DIRECTORY
EUROPE Company
Contact details
Component capabilities
Engine type
Specialist skills
1Source Aero Services
PO Box 163 32009 Schimatari Viotias Greece www.1source-aero.com
Accessories Actuators Electrical parts Fuel/oil parts Pneumatic parts
CFM56-3 CFM56-5 CFM56-7 PW2000 PW4000 V2500-A1/A5/D5
Balancing, Coatings (plasma spray), NDT (FPI, MPI), Welding (electron beam)
Chromalloy France
Christophe Lecanu General Manager Ave Des Gros Chevaux ZI du Vert Galant L’Aumone 95310 France Tel: +33 1344 03636 Email: clecanuchromalloy.com www.chromalloy.com
Blades Honeycomb seals Vane rings Vane segments
CFM56-5A/-5B/-5C/7 PW100 PW200 PW901 PT6 JT15D
Chemical stripping, Coatings (HVOF, plasma spray), Drilling (laser), Felt manufacturing, Honeycomb manufacturing, Machining (EDM), Milling (CNC), Pack and vapour phase deposition, Plating, Turning (CNC), Welding (electron beam, MIG, TIG)
Chromalloy Netherlands
John Voncken Siriusstraat 55 Tilburg 5015BT Netherlands Tel: +31 1353 28400 Email: vonckenchromalloy.com www.chromalloy.com
Cases Fan Disks Frames Honeycomb seals Shrouds Spools Supports
CF6-50/80A/80C2/80E CF34 CFM56 PW4000 RB211 V2500-A5/D5
Drilling (laser), Grinding, Machining (EDM), NDT (eddy current), Welding (electron beam, tungsten, inert gas)
Chromalloy UK
John Green General Manager Bramble Way Clover Nook Industrial Estates Derbyshire, DE55 4RH UK Tel: +44 1773 523100 Email: greenchromalloy.com www.chromalloy.com
CRMA
Benjamin MOREAU CEO 14 Avenue Gay-Lussac ZA Clef de Saint-Pierre F-78990 Elancourt France Thierry Lubin VP Sales & Marketing Tel: +33 1 3068 3702 Fax: +33 1 3068 8819 Email: thierry.lubincrma.fr www.crma.fr
Aircraft Brakes Booster vanes Combustion chambers Fan Hub Frame (FHF) HPC casings HPT air manifolds HPT rotating & stationary seals Life limited Parts (LLPs) QEC & Bare Harnesses (ignition leads included) Turbine center frame (TCF)
CFM56-5/-7 series GE90 series GP7200 GEnx
5 axis machining, Airow test, Brazing, Chemical treatments, CNC machining, EDM, Heat treatment, Laser cladding & welding, Laser drilling, NDT inspection, Thermal spray (plasma, HVOF, cold process), Welding
Fokker Services BV
Ramon Peters Sales Manager Fokkerweg 300 1438 AN Oude Meer The Netherlands Tel: +31 6 10 275 891 Email: ramon.petersfokker.com www.fokkerservices.com
Air Turbine Starters Hydraulic Pumps IDG’s Regulation Valves/Actuators
CFM56-5 CFM56-7 V2500 A1, A5
Component and Accessories MRO, Component Pools, Exchange Services, Logistic Support Programs
GE Aviation, Services
Levai Street 33 Veresegyhaz 2112 Hungary Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
Honeycomb Liner panels Pipe repair & kitting
Thomas Sinclair Technical Director 6025 Taylors End Stansted Airport Stansted CM24 1RL UK Tel: +44 1279 681122 Email: thomas.sinclairgt-es.co.uk www.gt-es.co.uk
Casings Fan blades
APS2000 APS3200 CF6-80C CFM56 GTCP85 PW4000 RB211 V2500
Engine conversions, Engine preservation, Engine storage, FADEC software upgrades, Fan blade re-lube, Fire-wire system changes, Inventory inspections, Module removal, QEC
(AFI KLM E&M subsidiary)
Hungary
GT Engine Services
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ENGINE YEARBOOK 2016
Acid strip, Blending, CMM, Degreasing, Grinding, Machining (EDM), Milling (CNC), NDT (eddy current, FPI, Turning (CNC), Vacuum furnace brazing, Vibratory nishing, Welding (electron beam)
www.
mro-network.com
SPECIALIST ENGINE REPAIRS DIRECTORY
Company
Contact details
Component capabilities
Engine type
Specialist skills
GTS MRO
Andy Mackay Customer Engagement Manager Unit 1, 2A Kyle road Irvine Industrial Estate Irvine Scotland, KA12 8JF UK Tel: +44 1294 446115 Fa: +44 1294 441611 Email: andy.mackaygtsmro.com www.gtsmro.com
Electrical wiring harnesses VSV & VBV actuators
ALF502/507 CF6 CFM56 CF34 PW100 PW118 PW120 PW123 PW124 PW2000 PW4000 V2500
Call down repairs of stored harnesses, FOC repair appraisals of harnesses, FOC storage of appraised harnesses, Marketing stored harnesses, Repair of electrical wiring harnesses
HEICO Aircraft Maintenance
Dieter Krah General Manager Frankfurter Straße 39 65189 Wiesbaden Germany Tel: +49 0611 505900 Email: dieter.krah heicoaircraft.de www.heico.de
GP7200
Modications, DT (boroscope inspection)
(Engine Alliance)
Honeywell Aerospace
Bill Wright Senior Director, Component Sales APU/Propulsion Frankfurterstrasse 41-65 Raunheim D-65479 Germany Tel: +49 4805 924182 Email: bill.wright honeywell.com www.honeywell.com
CSD Engine generators Fuel/oil coolers Fuel/oil heaters Fuel control units Fuel control components IDG
CF6 CF34 CFM56 CT7 Honeywell engines and APUs JT8D JT9D JT10D JT11D JT15D PT6 PW100 PW4000 RB211 RR250 Tay
Lufthansa Technik Intercoat
Stefan Beinroth Sales Manager Kisdorfer Weg 36-38 D-24568 Kaltenkirchen Germany Tel: +49 4191 809127 www.lht-intercoat.de
Actuators Fuel pump housings Hydraulic (IDG) housings Hydraulic parts Oil pump housings
APS3200 CF6-50/80 CFM56-3 CFM56-5 CFM56-7 GE90 JT8D JT9D PW2000 PW4000 RB211 Trent 500 V2500
CMM, Machining (CNC), NDT (FPI)
MTU Aero Engines Munich
Sven Grombach Senior Director Sales Repair Services Münchner Str. 31 30855 Langenhagen Germany Cell: +49 (0) 170 45 89 967 Tel: +49 511 7806 9084 Email: Sven.Grombach mtu.de www.mtu.de
Bearings Blisks Cases & Frames Duct segments HPC/HPT Blades & Vanes HPT Disks Seals & Airseals Shrouds Spools & Shafts
CF34 CF6 CFM56-7 PW300, PW500, PW2000, PW6000 V2500
Specialist in cases, frames and blisk repairs and LPT segment repairs, V2500 Drum Repair
MTU Maintenance BerlinBrandenburg
Sven Grombach Senior Director Sales Repair Services Münchner Str. 31 30855 Langenhagen Germany Cell: +49 (0) 170 45 89 967 Tel: +49 511 7806 9084 Email: Sven.Grombach mtu.de www.mtu.de
Actuators Disks HPT, LPT & HPC Segments Spools
CF34
DERs, Full HPC, HPT & LPT repairs, cleaning/inspection & testing
MTU Maintenance Hannover
Sven Grombach Senior Director Sales Repair Services Münchner Str. 31 30855 Langenhagen Germany Cell: +49 (0) 170 45 89 967 Tel: +49 511 7806 9084 Email: Sven.Grombach mtu.de www.mtu.de
Cases & frames Combustor Ducts HPC, HPT & LPT airfoils LLPs Outlet guide vanes Manifolds Tubes
CF34 CF6 CFM56-7 GE90 GP7000 LM2500, LM2500+, LM5000, LM6000 PW2000, PW6000 V2500
Airfoil replacement technologies, Balance Stripping, CFM56-7 Braze Repair, Full HPC, HPT & LPT repairs - cleaning/inspection & testing, Tip repairs, Underplatform coating, Thermal Barrier Coating, V2500 HPC Drum Repair
Raunheim (Engine Accessories)
www.
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SPECIALIST ENGINE REPAIRS DIRECTORY
Company
Contact details
Component capabilities
Engine type
Specialist skills
Rösler
Tony Pugh Aerospace Projects Manager Unity Grove School Lane Knowsley Business Park Prescot, L34 9GT UK Tel: +44 1514 820444 Fax: +44 1514 824400 mail: rosleruk rosler.com www.rosler.com
Blades Blisks and IBRs Consumables Multi-span components Vanes Vane assemblies
All engine types
Aqueous cleaning, Deoxidising, Finishing (vibratory polishing, keramo), Plastic blasting, Shot peening, Shot blasting, Waterjet stripping, Wet peening, Wet blasting
Team Accessories Ltd Ireland
Michael O’Connell Sales and Marketing Manager Ridgewell House Hollywood Ballyboughal Co Dublin Ireland Telephone: +353 1 8433466 Fax: +353 1 8433849 Email: in omyteam.aero www.myteam.aero
EVE/EVBC FCUs Fuel pumps HMU MECs Hydaulic accessories Lubrication pumps Lubrication units Scavenge pumps
CF6-50/80 CFM56-3 CFM56-5 CFM56-7 JT3D JT8D JT9D
Parts (exchange, sales), Testing (hydrostatic)
TRAC
Duane Korytko General Manager 9A Marsheld Employment Park Middlewich Rd, Wolstanwood Crewe, CW2 8UY UK Tel: +44 1270 500275 Email: dkorytkochromalloy.com www.chromalloy.com
(Chromalloy)
CAD design, Calibration, Machining (EDM), Milling (CC), Testing (proo oading), Welding (laser, TIG)
TRT
Andrew Adams Marketing and Contracts Manager Bramble Way Clovernook Industrial Estate, Somercotes Derbyshire, DE55 4RH UK Tel: +44 1773 524400 Fax: +44 1773 836327 Email: aadamstrt-ltd.com www.trt-ltd.com
TWI
Granta Park Great Abingdon Cambridge, CB16AL UK Tel: +44 1223 899000 Fax: +44 1223 892588 www.twi-global.com
UTC Aerospace Systems
Carole Essex Marketing & Communications The Radleys Marston Green Birmingham, B33 0HZ UK Tel: +44 1217 885179 Fax: +44 1217 795712 Email: carole.essex utas.utc.com www.utcaerospacesystems.com
Actuation control Afterburner systems Electronic controls (software, hardware) Engine health monitoring systems Fuel metering controls Fuel pumping systems Microprocessors Vane pumps
AE1107 AE2100-A/D2/D3 AE3007-A/A1E/C BR710-GV/GVSP/GX BR725 PW305 RB211-524/535 Tay611-8C Trent 500 Trent 700 Trent 800 Trent 1000 Trent XWB V2500-A1/A5/D5
Woodward Aircraft Engine Systems
Phil Boyle Sales Director 5 Shawfarm Road Prestwick Ayrshire KA9 2TR UK Tel: +44 1292 677602 Fax: +44 1292 677612 Email: pboyle woodward.com www.woodward.com
Fuel controls Propellor governors
CF6-6/50 CF34-3/8/10 CFM56-2 CFM56-3 CFM56-5 CT7 GE90 GP7200 PT6 PW100 RB211-535E4 V2500
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ENGINE YEARBOOK 2016
HP, IP, LP blades, HP, IP, LP nozzle guide vanes Nozzle guide vane assemblies
BR710/715 RB211-524/535 Tay-650 Trent 500 Trent 700 Trent 800
Heat treatment Grinding Machining (CNC, EDM) NDT (FPI, X-ray) Vacuum furnace brazing Welding (TIG and laser)
All en engine ty types
Laser cladding an and de depostion, Laser cutting, NDT (eddy current, liquid pentrant, MPI, ultrasnonic), Vacuum furnace brazing, Welding (arc, cold spray, gas, electron beam, plasma spray, resistance)
www.
mro-network.com
SPECIALIST ENGINE REPAIRS DIRECTORY
AFRICA, ASIA, AUSTRALASIA & MIDDLE EAST Company
Contact details
Component capabilities
Engine type
Specialist skills
Airfoil Services Sdn. Bhd.
Sven Grombach Senior Director Sales Repair Services Münchner Str. 31 30855 Langenhagen Germany Cell: +49 (0) 170 45 89 967 Tel: +49 511 7806 9084 Email: Sven.Grombach mt.de www.airfoilservices.com
HPC & LPT airfoils
CF6 CFM56-5/-7 V2500 (Select One)
Airfoil tip weld repairs, Chromide coating repairs, CI, Coating & Polishing, (Extended) Repairs, Restoration of anti-fret treatments, SB-Repairs
Chromalloy
Moshe Goldshtein General Manager 4 Habonim Street Qiryat-Gat, 82000 Israel Tel: +972 8660 3001 Email: mgoldshtein chromalloy.com www.chromalloy.com
JT8D-7Q/200 PW2000
Chromalloy
Pat McEvoy Managing Director 25 Moo 5 Bungkhampoi Lamlukka Pathumthani 12150 Thailand Tel: +66 2985 0800 Email: pmcevoy chromalloy.com www.chromalloy.com
CF6-50/80A/80C2/80E1 CFM56-2B/C CFM56-3 CFM56-5A/B/C CFM56-7B PW4000-94/100
GE Aviation, Services
62 Loyang Way, 508770 Singapore Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
Fan blades HPC blades HPC cases HPC vanes
23 Loyang Way, 508726 Singapore Tel: +1 513 552 3272 Email: aviation.eetsupportge.com www.geaviation.com/services
Combustors HPT blades HPT nozzles LPT blades LPT nozzles
Richard Kotarba Director Technical Sales 34 Fraser Street Airport West Victoria Melbourne 3042 Australia Tel: +1 480 592 5604 Cell: +1 480 384 0003 Email: richard.kotarba honeywell.com www.honeywell.com
Air turbine starters Bleed air valves Cooling turbines Electro-mechanical actuators Pneumatic valves
Richard Kotarba Director Technical Sales 17 Changi Business Park Central 1, 486073 Singapore Tel: +1 480 592 5604 Cell: +1 480 384 0003 Email: richard.kotarba honeywell.com www.honeywell.com
Accessories CSD Engine generators Fuel control components Fuel control units Fuel coolers Fuel heaters IDG Oil coolers Oil heaters
GE-ATI
GE Aviation, Services Singapore
Honeywell Aerospace Melbourne (Engine Accessories)
Honeywell Aerospace Singapore (Engine Accessories)
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mro-network.com
Blending, Brazing (furnace, instruction, vacuum), Chemical plating, CMM, Grinding, Heat treatment, Machining (EDM), Metallurgical analysis, Shot peening (steel), Welding (gas tungsten arc)
CF6 CF34 CFM56 CT7 Honeywell engines/APUs JT8D JT9D JT10D JT11D JT15D PT6 P108 PW100 PW4000 RB211 RR250 Tay
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Company
Contact details
Component capabilities
Engine type
Honeywell Aerospace
Bill Wright Senior Director, Component Sales APU/propulsion Xiamen Gaoqi International Airport Xiamen Fujian 361006 China Tel: +1 480 592 4182 Email: ill.wrighthoneywell.com www.honeywell.com
APU accessories Engine starters Heat exchangers
GTCP85 GTCP331-200/250
Xiamen (APU and Propulsion)
IAP Engine Division
JAL Engineering
Andy Nicodemo Sales Manager IAP Engine Divison 5B Jubilee Avenue Warriewood, 2102 Australia Tel: +61 2837 35354 Fax: +61 2999 78166 Email: andyiapgroup.com.au http://iapgroup.com.au/
Specialist skills
ALF502 PW100 Tay
NDT (boroscope)
Eugen Dewald Planning Manager Japan Airlines Engine Maintenance Center Narita International Airport Narita 282-8610 Japan Tel: +81 4763 24413 Fax: +81 4763 24242 Email: eugen.dewald jal.com
Air seals Bearing housings Cases Disks Frames Shafts
CF6-80C2 GE90-94B/115B PW4000-112
Brazing (vacuum and atmospheric), Cleaning (chemical, waterjet), Coatings (ame spray, plasma sprah, wire arc), Grinding, Grit blasting, Machining (CNC, conventional), NDT, Painting, Shot peening, Surface preperation, Welding (ACU, electron beam, TIG)
ST Aerospace Engines
Poon Kok Wah VP, Sales and Marketing 501 Airport Road Paya Lebar 539931 Singapore Tel: +65 6380 6768 Fax: +65 6284 0164 Email: poonkwstengg.com www.staero.aero
Airfoils Casings Combustors Disks Honeycomb Seals Shafts Stators
CFM56-3 CFM56-5B CFM56-7B
Bench testing (fuel components), Boring (CNC), Chemical plating (chrome, nickel, silver), Cleaning (chemical), Coatings (HVOF, robotic thermal spray), Epoxy application, Grinding, Heat treatment (atmospheric, di usion, vacuum), Honeycomb brazing, Lathe, Machining (EDM), Milling (adaptive), NDT (eddy current, MPI, PT, UT), Rubber application, Surface treatment, Welding (brazing, resistance, TIG)
Windsor Airmotive Asia
Sebastian Lim Sales Manager, Asia 21 Loyang Lane 508921 Singapore Tel: +65 6542 4885 Fax: +65 6542 9364 www.barnesaero.com
Casings Disks Frames Honeycomb seals OGVs Rotating air seals TOBI ducts
CFM56 JT8D JT9D PW4000 Trent 500 Trent 700 Trent 800 Trent 900 RB211
Coatings (plasma, wire arc), Grinding (CNC), Heat treatment, Hydrogen ouride cleaning, Milling (CNC), NDT (FPI, Xray), Painting (corrosion resistant), Shot peening (CNC), Turning (CNC), Waterjet (stripping), Welding (electron beam, auto TIG)
(Barnes Aerospace Aftermarket)
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