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CFM. ALWAYS EXCEEDING OUR PROMISES.

CFM* customers are used to pleasant surprises. Our history proves we not only keep our word, we deliver way beyond it. Building our customers’ trust. Building our customers’ profits. With better than expected technology upgrades, engine reliability, maintenance cost reduction, time on wing performance and strong asset values. The list is nearly as long as the life of one of our engines. Visit www.cfm56.com and see why, when we make promises, they don’t melt away.

*CFM, CFM56 and the CFM logo are all trademarks of CFM International, a 50/50 joint company of Snecma (Safran Group) and GE.

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Testified: the importance of rigorous engine assessment 4

CFM’s LEAP into the future 12

Engine technology and the environmental trade-off 18

Reducing engine nacelle noise 26

GP7200 update 32

Hydrodynamic seals 38

Advances in thermal barrier coatings 42

Investing in commercial aircraft engines 48

Branching out into engine leasing 56

Engine leasing over the next decade 62

Trends in the engine MRO business 68

The secret to minimising engine maintenance costs 76

Engine teardown 80

Streamlining V2500 maintenance 86

Moving into CF6-80 maintenance 90

Regional engine maintenance in Portugal 94

Staying in gear — gear tooth repair 100

Retaining engine expertise after outsourcing 104

Glowing solvent — flourescent penetrant inspection 108

Engine overhaul directory — worldwide 112

APU overhaul directory — worldwide 123

Specialist engine repairs directory — worldwide 127

Directory of commercial turboprops 136

Directory of commercial turbofans 138

C O N T E N T S

ENGINE YEARBOOK 2012

EDITOR

Alex Derber: [email protected]

STAFF WRITERS

Jason Holland: [email protected]

Joanne Perry: [email protected]

PRODUCTION MANAGER

Phil Hine: [email protected]

E-EDITOR & CIRCULATION MANAGER

Paul Canessa: [email protected]

INTERNATIONAL MEDIA SALES MANAGER

Alan Samuel: [email protected]

PUBLISHER & SALES DIRECTOR

Simon Barker: [email protected]

GROUP PUBLISHER

Anthony Smith: [email protected]

The Engine Yearbook is published annually, each November, by

UBM Aviation Publications Ltd.

Aircraft Technology Engineering & Maintenance (ATE&M)

ISSN: 0967-439X - USPS 022-901 is published bi- monthly, in February,

April, June, August, October and December plus an extra issue in July,

plus annual issues of the Yearbooks / Supplements published in

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the pylon to deliver service-ready hardware – optimized and integrated with weight-efficient materials for the lightest,

strongest, most capable pylon imaginable. Not to mention, extreme affordability. How can we help propel you forward?

Find out more at spiritaero.com/propulsion.

More integrated.

And more robust.

Otherwise, why bother?

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4 The Engine Yearbook 2012

Testified: the importance ofrigorous engine assessment

Engine testing, whether during manufacturing ormaintenance, must cut no corners in order to preventpotentially disastrous mid-flight failures. Joanne Perrytalks to engine manufacturers, MROs and testequipment providers to find out the latest trends.

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5The Engine Yearbook 2012

An aircraft engine exploding mid-flight is anightmare scenario perhaps second onlyto a terrorist atrocity. No one would ever

dispute the importance of an aircraft’s enginesto safe flight, but it takes a near-catastrophe toreally bring the message home. In March,2011, the European Aviation Safety Agency(EASA) declared that operators could cease theengine part inspections which were mandatedafter the uncontained failure of a Rolls-RoyceTrent 900 engine on a Qantas Airways A380flight in November 2010.

The Australian Transport Safety Bureau(ATSB) had found that the explosion wascaused by fatigue cracking in a feed pipe, whichled to an oil leak. The ATSB concluded that thepipe had been thinned by misaligned counter-boring. Rolls-Royce and Qantas released finan-cial results in February this year showing costsof £56m and £34m respectively. Qantasexpects the damage to its business ultimatelyto total around £50m and may initiate legalaction against Rolls-Royce if a settlement is notreached.

The November incident, which involved noloss of life, illustrates the business impact ofengine failure: disruption costs for operators;investigation, withdrawal-from-service andreplacement costs plus compensation claimsfor the manufacturer; and potential loss offuture business to rivals for both operator andmanufacturer due to damaged reputations .

In light of the knock-on effects of engineproblems, it is vital that engine testing is thor-ough during both the manufacturing processand subsequent maintenance. Nor is enginetesting limited to safety concerns; manufactur-ers and operators must adhere to increasinglystringent rules on environmental and noise pol-lution. These considerations factor into threetypes of engine testing: OEM engine develop-

ment and production testing; MRO return-to-service testing; and dedicated component test-ing.

In the United States, the Federal AviationAdministration (FAA) issues Federal AviationRegulations (FAR), which are mirrored in Europeby the edicts of the Joint Aviation Authorities(JAA) and, since 2002, EASA. An agreementbetween the European Union and the USannounced on March 15, 2011, will see furtherregulatory harmonisation from May 1 this year.

The main FARs relating to engine health are:FAR 33.65 Surge and Stall Characteristics; FAR33.68 Induction System Icing; FAR 33.77 BirdIngestion and Water Ingestion; FAR 33.83Engine Vibration; FAR 33.87 Engine EnduranceTest; and FAR 33.88 Over Temperature Test.The surge and stall characteristics of an engineare tested by subjecting the engines to highcrosswinds. To assess stalling risk in snow orice, engines are sprayed with water at subzerotemperatures. For FAR 33.77, engines mustdemonstrate the ability to survive a bird strikeor a four per cent intake of water in the airflow.The performance of engine parts under vibra-tion is measured over the full operationalrange, including 105 per cent of OEM-specifiedmaximum speed. The engine endurance testinvolves 150 hours of assessment, including45 hours at continuous thrust and 18.75 hoursat rated take-off thrust. During the over tem-perature test, exhaust gas temperature (EGT)limits are exceeded by 75F (24°C) for a mini-mum of five minutes.

Engines are tested on indoor and outdoorstands as well as when integrated into flyingtest beds. For development engines, OEMsconduct between four and six months of groundtesting on stands before testbed testing.Ground testing involves operation of theengines to full power and the running of

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Engine testing is not limited tosafety concerns; manufacturersand operators must adhere toincreasingly stringent rules onenvironmental and noisepollution.

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

water/hail, bird ingestion, endurance, emis-sions and blade out testing, the last of whichensures that an engine can survive the loss ofa blade. Flying testbed testing consists of run-ning the engine while it is attached to an air-frame which has been modified toaccommodate experimental engines.

GE Aviation announced in March this yearthe acquisition of a new flying testbed toreplace its existing facility. The $60m invest-ment at Victorville, California, will help GE totest the next generation of engines, initiallyfocusing on the LEAP-X. This will complementground testing at GE’s Peebles facility in Ohio.Deborah Case, media relations manager, says:“The newer aircraft will expand the flight per-formance envelope, offering increased rangeand payload, avionics that will allow the aircraftto talk with the newer engines and a longerflight test (15 hours versus the current eight tonine hours). So many advantages will be hadwith the newer aircraft.”

Additional testing is conducted by aircraftmanufacturers during an aircraft’s progresstowards first flight. For example, at the begin-ning of March Boeing announced the comple-tion of the first engine runs for the 747-8Intercontinental. During these tests, whichlasted nearly three hours, the engines were runat various power settings while basic systemschecks were conducted, along with vibrationmonitoring. The shutdown logic was assessedduring power down at the end of the test, fol-lowed by inspection and a technical review priorto an eventual restart of the engines.

Beyond the OEMsThe OEMs set requirements for MRO engine

testing, issuing engine test manuals. This form

of testing is the most common, as it supportsthe continued operation of the worldwide fleet.During deep maintenance activities, enginesare removed from the aircraft and run in specialfacilities. Power and fuel efficiency arechecked, along with auxiliary systems support-ing anti-icing capability and cabin air-condition-ing. Safety assessment also takes place tovalidate system redundancy, including safemodes. Test facility design thus needs to allowthe control and monitoring of a wide range ofparameters such as power, temperature, pres-sure, vibration, speed, fuel flow and air flow —whilst enabling air supply and exhaust removal.

Business manager Nick Smith from testfacility provider IAC Global Aviation, which hasbeen in business for more than 60 years,explains that a further challenge is the man-agement of the immense noise of an engineunder testing, which he describes as the“Achilles heel” of the process.

Smith agrees with SR Technics’ head ofengine testing Andreas Jost that there is alsopressure to reduce test times, with schedulesbeing set by the OEMs. IAC promotes opera-tional efficiencies by using multiple engine cra-dles to allow the dressing of engines prior toloading onto test stands. Smith says that com-puterised control and instrumentation alsohelp by allowing faster data acquisition andanalysis. Many MROs also offer quick enginechange (QEC) capability. Jost says that a con-tinual focus on improving turnaround times(TATs) has enabled SR Technics to reduce aver-age heavy shop visits by 20 days to 55 days forCFM engines, and by 28 days to 66 days forPratt & Whitney engines. To this end, the com-pany has introduced T-005 core balancing,which means that N2 vibrations on CFM56-7B

engines can be balanced without removal ofthe core.

Companies such as Schenck and New York-based MTI Instruments specialise in trim bal-ancing and vibration analysis. They provideequipment which can distinguish betweenvibration problems and balance problems;before embarking on a maintenance solution itis important to discern whether or not the for-mer is caused by the latter.

Joining IAC in providing OEMs and MROswith engine testing equipment, facilities andassociated services are Cenco International,MDS Aero Support, AneCom and Texas-basedAtec amongst others.

Cenco was founded in 1958 as CentralEngineering Company. The company was thenpurchased by Techspace Aero in 2003 to cre-ate the Safran Group’s Center of Excellence forAero Engine Test Cells, Cenco International.Cenco’s products and services cover all typesof propulsion, from turboshaft engines and aux-iliary power units (APUs) through the largestcivil turbofans to military turbojets. The com-pany has a customer list of more than 150 air-lines, MROs, engine manufacturers andgovernmental organisations.

Facilities provided by Cenco include com-mercial fan and turboshaft test cells and mili-tary hush houses (noise-suppressing facilities).Test equipment encompasses thrust stands,engine adapters which connect engines to test-beds, engine variants and data acquisition andcontrol systems (DACS/DAS, the digital part ofthe test cell interface).

Last year, the company won two contractsfrom Rolls-Royce, one for a production test cellfor the Trent Engine family and a second for amulti-engine test facility for military turbojets in

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WE LOVE OUR ENGINES, THAT’S WHY WE LOOK AFTER THEM FOR LIFE.

Introducing our new, comprehensive customer care service.

We love the engines we make and we’re very passionate about being given the opportunity to maintain them for you. No other supplierknows our engines as well as we do. Our services are competitively priced and you can be sure of quick turnaround, 24/7 support andreduced cost of ownership over the life of your engines. Contact your local Snecma representative today for further details.Snecma. The Enginologists®. www.snecma.com

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EngineLife_210X278_ENGINE YEARBOOK_Mise en page 1 11/10/11 10:58 Page1

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8 The Engine Yearbook 2012

A Cenco test cell.

the Middle East. These projects follow theaward in 2008 of a component testing facilityin Germany, again for Rolls-Royce. Cencodevotes a significant portion of its business toOEMs but also caters for MROs. Marketingdirector Sébastien David says that last yearCenco won contracts worth over $100m,despite the difficult economic circumstanceswhich have seen MROs delaying investments innew equipment. The past two years have been“a transitional period” during which the MRObusiness has stalled but the OEMs have madesignificant investments in new programmes.David is positive about the current situation:“Ultimately, Cenco achieved a very good con-tract booking in 2010 and we are very confi-dent for 2011.”

SR Technics also noticed a decline indemand for engine testing: “The marketdropped with a certain delay after the reces-sion and is now recovering little by little,” saysJost.

Smith says that the contract postponementeffect was particularly sharp in the business jetsector, but that “with the upturn [operators] arenow pushing for accelerated construction anddelivery to realise the benefits of their invest-ment.” IAC designs and builds multi-engine testcells, providing turnkey packages for turbofans,turbojets, turboshafts and turboprops asneeded: hush houses; ground run-up pens;mobile test cells; APU test facilities; and DACS.

Smith describes his company presently as“busy and successful” and “the best keptsecret” of clients who prefer not to publiciseongoing developments.

AneCom AeroTest, a “one-stop-shop”provider of services to the gas turbine industry,is similarly wary of revealing too much aboutcurrent projects, but managing director EdmundAhlers says he is looking to developing marketssuch as India and China to supplement recentcontracts from more traditional sources. “InIndia we have a business relationship alreadyand we signed a project in December last yearto continue that. We are looking forward tomore projects to come. The main customerbase so far is in Europe but there are otherareas we are looking into.”

AneCom benefits from having a client basewhich spreads across a number of industries.Says Ahlers: “We had a recession in 2009 inthe aerospace industry but fortunately in thepowerplant and industrial gas turbine worldthere was a lot more work, so that helped us tosurvive.” AneCom focuses on engine compo-nent development through aerodynamic testingand found that during the recession many aero-space OEMs concentrated on protecting theirown employment figures by maximising use ofin-house resources: “They had decided forsome of the projects that we were envisagingto do the work internally, to employ their ownpeople, because there was less need for them

in other areas, and we suffered from that as asupplier.”

AneCom provides turnkey solutions, cover-ing everything from consultancy through designand project management to analysis and test-ing. The company is a relatively young player inthe market, founded in Germany in 2002 as aspin-off from Rolls-Royce, which is an originalshareholder along with MDS (24.9 per cent and38.6 per cent respectively). AneCom uses testfacilities previously owned by the manufacturer,especially those for compressors.

Established in 1985, MDS provides testfacilities for all types and sizes of aeroengines, whether turbofans, military thrustengines, turbojets, turboprops or APUs. In2002, the company upgraded the overhaulfacilities of SR Technics, replacing DACS andengine control systems. Many of the test pro-cedures are now automated, operating accord-ing to programmable parameters.

Ahlers is keen to emphasise AneCom’sindependence: “They are only in there to makesure that this company doesn’t come under thecontrol of any of their competitors, so they arenot involved in the daily business. They havegiven us this in writing and we can deal with anyother customer including their competition.”The concept from day one was that the share-holders’ customer networks could be used topromote AneCom’s services to supplementtheir own services. Asked about the outlook for

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IN A CHANGING WORLD,TRUST THE ADAPTIVE ONE

w w w . a f i k l m e m . c o m

ADAPTIVENESS® 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 your specifi c requirements, and staying at your side as a partner to support you through your daily challenges in a spirit of continuous improvement. If, like many other airlines around the world, you are looking for effi cient MRO solutions which lead to longer on-wing times, optimized MTBRs, and overall performance, ask us about ADAPTIVENESS®.

m o b i l e . a f i k l m e m . c o m

AFI_MRO1_210x278_UK_AFM.indd 1 29/07/11 17:07

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[During the recession] OEMsdecided to do some projectsinternally, to employ their ownpeople, and we suffered fromthat as a supplier.—Edmund Ahlers, managingdirector, AneCom AeroTest

An AneCom compressor testbed.

the future, Ahlers was notably enthusiastic:“Business is picking up quite a lot in 2010 andwe are very positively looking into the futurenow; we have some very good developments asa company.”

Key trendsWhen envisioning the future, companies

involved in the engine testing business need tobear in mind two key trends in the aviationindustry: firstly, increasing engine power andcomplexity; and secondly, greater regulatory,corporate and public pressure for reduced envi-ronmental pollution – both emissions andnoise.

Of the first issue, David says: “Globally thetrend in turbofan engine design is for higher by-pass ratio engines. Not only are those enginesfar more complex and digitised than their pred-ecessors, but their aerodynamic characteristicsare far beyond [what went before]. The directconsequence is that test cells we supplied 20years ago (up to 10 or 12m in section) cannotaccommodate such powerful engines.” He saysthat 14m test cells are becoming more com-mon, as they can handle engines such as theGE90, the Trent 900, the GP7200 — and willbe likely to cope with their future variants.

On the topic of digital technology, Case saysthat few revelations have occurred since fullauthority digital electronic controls (FADEC)were first used in GE engines in the late

1980s. However, she notes that Boeing’s forth-coming 787 Dreamliner features electrical sys-tems on the airframe which were previouslypneumatic or air-powered from the engines.This has resulted in GE installing dischargemechanisms for these systems during GEnxtesting. These adaptations have been made toGE’s test cells in Peebles as well as its currentflying testbed in Victorville.

Interestingly, Smith says that a notableincrease in the power demands on modernengines originates from on-board systems,especially those delivering in-flight entertain-ment.

Mostly it seems to be the test proceduresthemselves which have become loaded withcomplex information technology. Says Smith:“The test facilities for engine development[now] demand far more instrumentation toanalyse characteristics throughout the engineand supporting systems.” As an example hepoints out that IAC has supplied cells with over5000 channels. David agrees: “Data acquisi-tion and instrumentation is a very dynamicbusiness, where many manufacturers regularlypropose interesting new technologies.”According to Smith, control and monitoring sys-tems have historically consisted of bespokehardware, single source software and variousspecialist conditioning units. This meant thatcustomers were obliged to pay hefty bills formodifications and upgrades. IAC has

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11The Engine Yearbook 2012

responded to this situation by developing anoff-the-shelf control and DACS offering.

Jost sees benefits to digital technology onthe MRO side: “Digital technology has theadvantage that almost all required test parame-ters are measured by the electronic control ofthe engine; only a few additional probes need tobe installed.” However, he warns that the elec-trical trouble-shooting burden can increase.

For AneCom, the IT sophistication of mod-ern engine testing lies in the computer aideddesign (CAD) of engine components, modellingand analysis. Ahlers believes this has gener-ated mixed results: “The complexity of enginesrequires less need for testing on the one handbecause the modelling is getting better and theneed for validation has gone down, but on theother hand the less need the OEM has for test-ing the more attractive it is to outsource, so forus it does mean a better perspective in thefuture because the tendency for outsourcingwill increase.”

The informational aspect of engine testingtoday crosses over into another key issue ofour times: concern over environmental impact.Ahlers sees business potential in this trend:“Green technology for future engines requiressome key developments which will need test-ing. Also, in engine noise investigations thereis still a big need for validation tests where justmodels don’t help.”

The engine testing business has somecatching up to do when it comes to innovationslessening environmental impact, in compari-son with the constant stream of new enginesfrom OEMs which claim ever lower fuel burn.David comments: “Unfortunately, there is notmuch that can be done to reduce emissionsdue to an engine run, but the shorter theengine test, the fewer the emissions. This isthe kind of green that our customers appreci-ate, because optimising the engine testing pro-cedures means saving fuel as well as theenvironment.”

However, Cenco is exploring options suchas recovering energy expended during test-ing, which is currently untapped. The com-pany has also developed the first test cell inthe world to receive Leadership in Energyand Environmental Design (LEED) recognitionfrom the US Green Building Council, forShanghai Pratt & Whitney in 2009. Yet muchwork remains to be done; this projectfocuses on the environmental footprint of thebuilding itself rather than the activitieswithin. David describes it as “only a firststep”.

As regards the noise pollution of increasinglypowerful engines, Ahlers is optimistic that inno-vations designed to reduce noise will involvenew architectures that require significant test-

GE’s wind tunnel in Peebles, Ohio.

ing, because early modelling and analysis is dif-ficult. Thus, long-term plans by national andtransnational authorities for noise reductionover the coming years should favour AneCom’sservices. David agrees that the drive for alesser noise impact is one of two strong trendshe detects in the business today, alongside per-petual demand for greater accuracy from OEMsand operators. Indeed, Smith describes increas-ingly stringent noise emission regulations as“the key influence” on IAC. ■

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To trace the roots of CFM’s next-generationLEAP engine, one needs to go back manyyears. From a technology perspective, the

engine’s legacy reaches back some 20 years tothe development of the GE90, the powerplantfor the 777 widebody. Around six years agoCFM began serious efforts to gather input fromperspective customers on what they wanted inthe next generation of powerplants for the sin-gle-aisle workhorses of tomorrow.

The payoff of that long-term perspective isan engine that will offer breakthroughs in emis-sions and fuel efficiency, while maintaining reli-ability and maintenance costs identical to theCFM56 family, which has garnered more than

525 million flight hours in nearly 30 years ofairline service.

When CFM executives talk about the LEAPprogramme, it’s with the air of confidence thatcomes from treading on familiar ground. Whilethe combinations of technologies representedin LEAP are new to the CFM product line, devel-opment, testing and planning for entry intoservice are all second nature, with CFM havingbeen through 21 entries into service and sixmajor engine certifications on the CFM56 fam-ily over the last 30 years — each of them ontime, and on specification.

“Technology is about what you have beendoing for the last 15 years to bring yourself to this

The Engine Yearbook 2012

The newest engine from a 36-year partnership between GE and Snecma is on track forcertification in 2014, offering a 15 per cent improvement in fuel efficiency and lower noise andemissions. It will also hold the line on maintenance cost and reliability. CFM provides an updateon the programme.

CFM’s LEAP into the future

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point to be ready for success,” says Bill Brown,general manager for LEAP marketing. “The suc-cess of the LEAP engine won’t only be determinedbetween now and entry into service in 2016. Itwas also determined between 1995 and 2011. Itwasn’t called LEAP in 1995, but that’s when westarted building it. This is our legacy and trackrecord of performance. Every technology that’sgoing into LEAP is proven,” he adds.

Customer Focus Key toDevelopment

Technology is only one part of CFM’sapproach to developing LEAP. Another key com-ponent is a years-long programme of workingwith customers to understand their needs —and to keep those needs at the forefront asengineers developed the LEAP engine.

“No discussion with a customer starts with,‘look at our great technology’,” Brown says.“We have to keep focus on what their needsare so that technology delivers real benefitswithout creating risks in other areas.”

To gain that market insight, CFM conductedfour years of face-to-face meetings, solicitinginput from more than 50 customers, and com-bined the results with comprehensive surveysof more than 300 potential stakeholders,including airlines, lessors, MRO organisations,appraisers, banks and others. This supple-mented the single-aisle engine experiencegained over the last 30 years.

The core message of those meetings wasclear: lower fuel burn has become a criticalrequirement to operators due to the rise of fuelcosts, but the need for high engine reliabilityand low maintenance cost has remainedequally important. For a workhorse fleet, theyclearly want a workhorse engine that will letthem keep their aircraft flying.

CFM also believes the regulatory regime willonly become more challenging in regards toenvironmental performance, particularly foremissions of oxides of nitrogen (NOX), abyproduct of combustion. Since aviation is theonly industry releasing NOX at altitude, it is par-ticularly vulnerable to regulation and penalty.And improving NOX emissions will ultimatelyreduce cost to operators if, as anticipated, reg-ulatory schemes begin to tax total NOx emis-sions.

As a consequence, LEAP has four guidingprinciples with ambitious goals for each. Theprogramme is designed to provide: 15 percentbetter fuel efficiency; reliability and mainte-nance costs equivalent to the current CFM56family; NOX emissions that are 50 per centlower than ICAO CAEP/6 protocols; and noiselevels that are 10-15dB lower than Stage 4requirements, depending on the application.

To date, the approach has yielded threeimportant programme wins. Firstly, the LEAP-1Cwas selected as the sole Western powerplantto provide a complete integrated propulsion

The Engine Yearbook 2012

We have to focus on customerneeds so that technologydelivers real benefits withoutcreating risks in other areas.—Bill Brown, general managerfor LEAP marketing, CFM

LEAP-X TAPS 2 sector test.

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system for the Chinese COMAC C919 150-seater, due to enter service in 2016. Then, inDecember 2010, Airbus announced that LEAPwould be available on the A320neo. The com-pany has received orders for more than 900LEAP-1A engines to date and they will enterservice in 2016. Most recently, in August2011, the LEAP-1B was chosen as the solepowerplant for the Boeing’s re-engined narrow-body, the 737MAX, set to enter service in2017. There have already been nearly 1,000engines orders for that aircraft.

Legacy of Technology“It takes multiple technologies to meet mul-

tiple objectives,” Brown says. Examplesincludes the composite fan blades that keepLEAP light, 3D aerodynamics for efficiency,advanced cooling for high-pressure turbinedurability, and asecond-generation lean burncombustor to optimise emissions performance.

“Those technologies will give the LEAP fanefficiency, core efficiency, low emissions andlow maintenance cost. All of these benefitswith CFM’s legendary reliability. No single tech-nology or system can deliver all that,” saysBrown.

The CFM 50/50 partnership betweenSnecma General Electric dates back more than36 years, and was recently extended to at least2040. The partnership unites two business cul-tures that allow CFM to leverage the inherentstrengths of both and, Brown maintains, resultsin better decision making.

Likewise, the partners are dividing develop-ment work on LEAP. One of the most aggressivetechnologies going into the engine is an all-newwide-chord composite fan, a first for the single-

aisle segment. For LEAP, the fan will have just18 blades, half the number on the CFM56-5C,and 25 per cent fewer than the CFM56-7B.

Building the fan required development ofnew resin transfer molding productionprocesses, a development that has been under-way at Snecma for more than 10 years. The fanhas been undergoing ground tests since early2009, including a 5,000 cycle endurance test,blade-out tests, bird strike testing, andacoustics analysis, validating the design.

The composite fan and containment casepay off in terms of weight savings. CFM proj-ects LEAP will be 1,000lbs lighter per shipsetthan the same size fan and case made usingmetal. And because of the experience gainedwith wide-chord composites on the GE90, theyare confident about durability as well: to date,there have been no airworthiness directives onGE90 fan blades and in the course of nearly 25million flight hours over 15 years, only a fewblades have been taken out of service.

The engine core draws heavily on GE’sexpertise developed for the GE90 and GEnxprogrammes, with compressor, combustor andcoatings technology all being pulled forwardinto LEAP to improve performance while main-taining reliability.

CFM has completed testing on eCoreDemonstrator 1, and was scheduled to begintesting of eCore Demonstrator 2 by mid-2011,part of what Brown describes as a “steadydrumbeat” of core testing that includes sixcore tests for the GE90, three more for theGEnx, and three core tests for LEAP.

Some of the weight savings from the com-posite fan are absorbed by a stiff, double-wallcompressor case, which is designed to preventthe core from flexing due to torque induced atrotation by the larger fan, thereby reducing riskof blade rub and incumbent performance degra-dation.

The turbine blades themselves aredesigned using advanced three-dimensional (3-D) aerodynamics to optimise performance. Thefirst five compressor stages are a blisk (bladeddisks) design, which minimises air leaks byeliminating dovetail joints between blades anddisks. In total, the 10-stages of compressioncreate a 22:1 pressure ratio, which CFM claimsis the best in the industry.

The Twin Annular Pre-Mixing Swirler (TAPS)fuel nozzles, developed first as part of CFM’sProject TECH56 and soon to enter service onthe GEnx, pre-mix air and fuel and enable theengine to run at lower peak temperatures withlonger residence time, key factors in reducingNOX emissions.

The two-stage high-pressure turbine (HPT)incorporates 3-D aerodynamic design,advanced coatings, and GE-developed casting

The Engine Yearbook 2012

CFM is employing designs andlessons learned from the GE90and GEnx programmes to meetits reliability targets, and toenable the engine to retainperformance over its servicelife.”

LEAP-X RTM fan on test rig.

EYB2012 Editorial 144p_144p version 02/11/2011 10:33 Page 16

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technology to improve cooling, the key to max-imising life of the blades. The LEAP HPT hasundergone some 4,500 hours of componenttests, giving CFM assurance that the core canrun with higher thermal efficiency than theCFM56-5B core, but at equal blade tempera-tures – a key driver in hitting the goal of havingLEAP maintenance costs equal those of theCFM56.

Maintenance and reliabilityMaintenance cost is a key component of the

LEAP programme for a variety of reasons. Firstand foremost, customer exercises indicatedthat maintenance and reliability were a majorconcern of airlines and other stakeholders. Andwith the increasing prevalence of fixed-cost-per-hour operating agreements, CFM’s economiccase for LEAP is dependent on creating a reli-able, durable engine with predictable costsright from the start.

An extensive test programme leading up toentry into service in 2016 is key to validatingthose costs. The LEAP programme calls for run-ning a total of 18,000 endurance cycles priorto entry-into-service, so that launch customersreceive a totally mature product.

In addition to the coatings and combustiontechnology, CFM is employing other designsand lessons learned from the GE90 and GEnxprogrammes to meet its reliability targets, andto enable the engine to retain performanceover its service life.

For example, the core is designed to be‘FOD (foreign object damage) free’, with severaltechniques employed to keep particulate mat-ter out of the core, reducing blade erosion sothat performance is maintained over the life ofthe engine. The wide-chord fan blades cen-trifuge a lot of particles out of the core flow,expelling them with bypass air.

CFM executives believe they have a historicadvantage over their competitors in mainte-nance cost over a range of aircraft applicationswhere competing engines are offered to air-lines, and they are committed to keeping LEAPmaintenance costs similar to existing CFMcosts, which are considered the lowest in theindustry for single-aisle engines.

“History doesn’t prove the future, but it’s agood indicator,” Brown says. “We have a strongtrack record, and we have solid technology anddesign going forward. Execution and innovationare better proven than promised.” ■

The Engine Yearbook 2012

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EYB2012 Editorial 144p_144p version 02/11/2011 10:37 Page 17

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18 The Engine Yearbook 2012

EYB2012 Editorial 144p_144p version 02/11/2011 10:43 Page 18

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19The Engine Yearbook 2012

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

Engine technology and theenvironmental trade-off

The world’s engine manufacturers face theconstant challenge of improving technol-ogy to make more fuel efficient engines.

With single-aisle replacements on the agenda,if some years away, the race is on to come upwith “game changing” technologies. However,the companies also face pressure from envi-ronmentalists to produce engines which reducegreenhouse gas and other noxious emissions.Fortunately, reducing fuel burn leads to a con-current reduction in carbon emissions.

However, such emissions are not the onlyenvironmental challenge. There is also a needto reduce engine noise — and while proposedengine architectures such as the open rotorappear able to reduce emissions significantly,they also increase noise. “You can build a veryefficient engine in terms of fuel consumption,but you sacrifice some noise margin,” explainsChaker Chahrour, executive vice president atCFM International. “That is where you need tomake the trade-off, taking into account currentregulations as well as evaluating local noisestandards in the areas where customers fly.”

So the real challenge the engine makers are

facing is to find a happy balance betweenimproving fuel efficiency, reducing carbon emis-sions and reducing noise.

The question is, can engine technologyimprove sufficiently by the time of the single aislereplacements to achieve this balance? Or will atrade-off have to be made between emissionsand noise? As a society, simply put, will we haveto choose whether to reduce either emissions ornoise as much as possible whilst sacrificing theother consideration, or can a compromise bereached?

The complexity of this issue is evidenced bythe different approaches each engine maker istaking. As things stand, the two main enginearchitectures vying for future market share arethe open rotor and the geared turbofan. Thelikes of Pratt & Whitney and MTU Aero Engineshave put their faith firmly in the camp of thegeared turbofan. The PW1000G — set to beginproduction in 2013 — is the first engine to usean architecture which the manufacturers expectcan ultimately realise fuel burn reductions of 25per cent or more by the next decade, in additionto the feted noise reductions.

Meanwhile, CFM International and Rolls-Royce, while working on advanced turbofansnow — see the open rotor as the most likelyarchitecture of the future, because of its poten-tial to reduce fuel burn and thus harmful emis-sions. CFM’s Chahrour accepts that an “openrotor will never be as quiet as a turbofan”, butthe company believes it can achieve Chapter 4levels by the time of the first launch.

You might think that noise is something wecan learn to live with — within reason — if itmeant reducing emissions and cutting downaviation’s harmful impact on the environment.However, this may not be an argument thatholds much weight with someone living on aflight path.

It is a point eloquently made by Dr ErichSteinhardt, senior vice president technology,MTU Aero Engines, who considers the issue ofnoise to be just as important as carbon emis-sions. “The growth in the global populationand increasing economic wealth will generatestrong air traffic growth. In addition new megacities will arise so that more and more peoplewill live in the neighbourhood of airports,” he

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says. “As these residents are mainly affectedby noise emissions, having quieter air trafficis one of the most important challenges. Eventoday the number of airports regulating noiseemissions is growing and the associated reg-ulations, and thus noise, has become animportant economic factor for airlines and air-ports. Therefore no trade is possible — bothreduced noise and reduced CO2 emissionsare necessary.”

This unwillingness to make a trade is a sen-timent echoed by the other manufacturers. “Inthis industry, you can’t just pick one elementon which you choose to focus — you have totake a balanced approach that will provide thebest overall solution,” says Chahrour. But atsome point, priority has to be given to one oranother consideration, even if a healthy bal-ance is ultimately sought.

The major manufacturers are thereforeinvesting billions of dollars into research tocome up with a new generation of engines thatwill power the single aisle replacements, whichare still likely to be a decade or more away.CFM parent companies GE and Snecma, forexample, spend $2bn annually on research anddevelopment. Of course, it will take decadesafter entry-into-service of these new aircraft forthe current and previous generations to phaseout, so this only increases the environmentalpressure to get the new designs ‘right’. TheA320neo will go some way toward satisfyingthe airlines’ and environmentalists’ demandsin the interim; however Boeing is intent onfocusing on a full-scale replacement ratherthan bringing out an upgraded 737. It is a high-stakes game which is reflected in the strate-gies of the engine manufacturers as they seek

The Engine Yearbook 2012

to get their engines on board the new aircraftprogrammes.

CFM looks to the open rotorCFM’s advanced new turbofan engine, LEAP-X,

has been selected to power the A320neo as wellas the new COMAC C919. It has been designedto use up to 15 per cent less fuel and emit 16per cent fewer CO2 emissions compared to themanufacturer’s CFM56 engine. It will also see a50 per cent margin improvement in NOx emis-sions compared to ICAO’s current CAEP/6requirements and 10–15dB lower noise com-pared to current Chapter 4 requirements. Theengine utilises a larger fan which will increase thebypass ratio from today’s 5:1 to more than 10:1.Among the other technical advances, thermal effi-ciency will be improved in the core and theengine’s overall pressure ratio will be increased.

Advanced materials technology will also beused, particularly in the fan, in order to reduceweight. Chahrour estimates that the combina-tion of the 3-D woven resin transfer mouldingfan (RTM) and composite fan case, for exam-ple, will reduce weight by 1,000 pounds per air-craft compared to the same size fan built usingtitanium or other metals.

While fuel burn was a priority in the engine’sdesign phase, it “cannot” be the only one,according to Chahrour. “Quality, time on wing,and maintenance costs are very big drivers,” hestates. “Each technology we evaluated must gothrough this filter; if a technology is not yetmature enough to ensure reliability out of thebox, it won’t go in the LEAP-X engine.” The firstfull engine will be tested in early 2013, andengine certification is also scheduled for thatyear. Both the C919 and the A320neo arescheduled for entry into service in 2016.

The engine will provide important savings ina relatively short period of time as it powersthe upgraded A320, but these will not be suffi-cient to satisfy environmentalists in the long-term. CFM recognises that the traditionalturbofan design can only go so far. Its long-termhope is an engine based on the open rotorarchitecture (see box), however, given thatthere are still challenges to overcome, the com-pany’s official line is that this architecture ismerely “one solution” for minimising the envi-ronmental trade-offs.

Chahrour says the entire gamut of environ-mental considerations influence the company’sdesigns. “Public perception is too varied to tryto accommodate everyone’s preference — whatyou are about depends on where you live,” hesays. “That’s why we focus on where global andlocal regulations are today, and where we thinkthey will go.” In terms of overcoming the envi-ronmental trade-offs, he states: “Today, weknow that we can mitigate some of this; we

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

EYB2012 Editorial 144p_144p version 02/11/2011 10:43 Page 20

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Page 24: Engine Yearbook

22

have to see what the future brings to determinewhether we can eventually overcome it.”

With the timing of all-new single-aisle aircraftmoving to the right, the company is keenlyaware that the requirements for those aircraftwill be “even more stringent”. At least this givesit more time to develop open rotor technology.

For the past two years, the company hasbeen running wind tunnel tests in the US inconjunction with NASA, as well as in France andin Russia, with “very good” results. The com-pany is using flight test data gathered fromGE’s experimental open rotor programme in thelate 1980s. The GE36 or UDF (Unducted Fan),managed to lower fuel burn significantly — butthe problem of noise could not be overcome.

“While we know the technology is very prom-ising, delivering as much as a 25 per cent fuelburn improvement versus today’s best engines,there are some challenges,” concedesChahrour. “Basically, we know how to install aturbofan, so we can develop it separately fromthe airplane and then do joint integration work.However, the open rotor would have to bedesigned in direct collaboration with the air-framer. You have to look at where to install the

engines to minimise weight and drag.” If aninstallation were to be performed incorrectly, itmight negate the entire performance gain. “Youalso have to consider maintenance access;certification requirements; the impact a morecomplicated engine will have on reliability; pub-lic perception; etc. With all of these issues stillto be resolved, we don’t see an open rotorengine entering service until around the year2030.”

Pushing and pullingRolls-Royce is also pursuing open rotor

designs, with Robert Nuttall, vice president ofstrategic marketing at the company, going sofar as to state that such an architecture willprove to be the only “genuine” game-changer.In the nearer-term future, the engine maker issimultaneously developing its ‘Advance2’ two-shaft and ‘Advance3’ three-shaft turbofans,both based on the Trent powerplant and sched-uled for a 2017 or 2018 entry into service.However, the company believes it can utilisemost of this technology on the open rotor, mak-ing the transition to the longer-term architec-ture much easier.

The Engine Yearbook 2012

How do open rotor engines work?

Open rotor technologies offer the potential forsignificant reductions in fuel burn and CO2emissions relative to turbofan engines of equiv-alent thrust. Higher propulsive efficiencies areachieved for turbofans by increasing thebypass ratio through increases in fan diameterbut there is a diminishing return to thisimprovement as nacelle diameters and conse-quently weight and drag increase. Open rotorengines remove this limitation by operating thepropeller blades without a surrounding nacelle,thus enabling ultra high bypass ratios to beachieved. Further improvements in propulsiveefficiency can be gained for open rotor enginesby using a second row of propeller blades rotat-ing in opposition to the front row to remove thespin from the column of air to give a moredirect thrust.

source: Rolls-Royce

The open rotor would have to be designed in directcollaboration with the airframer. You have to lookat where to install the engines to minimise weightand drag. You also have to consider maintenanceaccess; certification requirements; the impact amore complicated engine will have on reliability;public perception; etc. With all of these issues stillto be resolved, we don’t see an open rotor engineentering service until around the year 2030.—Chaker Chahrour, executive vice president, CFMInternational

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The British engine maker is a little moreoptimistic than CFM about the timeframe theopen rotor will be available, putting an entryinto service date at 2023-2025, althoughNuttall concedes that this date is determinedmore by the need for a new aircraft specificallydesigned to be powered by an open rotor, thanby the engine itself.

The bypass ratio of the open rotor enginewill be a staggering 50 to 1. Nuttall says that itwill be about 10 per cent more fuel efficientthan any new advanced turbofan that wasdesigned for the 2023-25 timeframe. Mostboldly of all, Nuttall claims that the Rolls-Royceopen rotor will be approximately 15 per centmore fuel-efficient than the 2025 versions ofthe LEAP-X or Pratt & Whitney’s PW1000G,based, he says, on the designs that go intoservice in the 2013-2016 timeframe.

The manufacturer is looking at both pusherand puller configurations for the open rotor. “Thepusher is harder, because the exhaust goesunderneath the blades,” says Nuttall. Becauseof this difficulty, the company is investing moretime in working on this design, with Nuttallregarding the puller configuration as “a sub-setof the pusher” in terms of design requirement.

The Engine Yearbook 2012

A proof-of-concept open rotor engine isscheduled to be flight-tested in 2015 on anAirbus A340, but Nuttall comments that thisengine will still be “a whole programme away”from an engine ready to go into service. This isprimarily due to the installation challengesalready outlined by CFM’s Chahrour. Three setsof annual rig tests have already been com-pleted, which Nuttall says showed the architec-ture complied with Chapter 4 legislation. Thecompany will perform a set of rig tests on theengine’s power gearbox before the middle ofthis year, at Kawasaki Heavy Industries’ gear-box-testing rig facility in Japan, while further rigtests will be conducted in the third quarter ofthis year, testing a “more optimised” design.

The manufacturer is also leading the DREAM(valiDation of Radical Engine ArchitecturesysteMs) project, which is seeking to matureadvanced, environmentally-friendly engines util-ising the skills of 44 partners derived from 13countries. The programme has a stated targetof reducing specific fuel consumption and CO2emissions by at least 27 per cent, and commu-nity noise by 9dB cumulative, compared with thecurrent Y2000 turbofan engines. Under thisproject, new technology is being tested, includ-

ing new mid-frame structures, active and pas-sive engine systems intended to reduce vibra-tions, and active turbine control. Thesetechnologies would not only support the devel-opment of future open rotor engines, but alsomore traditional ducted turbofan engines.

Geared turbofan — a balancedsolution?

Pratt & Whitney, meanwhile, is banking itsfuture on an entirely different engine architec-ture — the geared turbofan — whose first incar-nation is set to receive certification next year.The PurePower PW1000G, like the LEAP-X, hasbeen selected for the A320neo, in addition tothe Mitsubishi Regional Jet, the BombardierCSeries, and the Irkut MC-21. According to themanufacturer, the engine offers single aisle air-craft a 16 per cent fuel burn benefit, 20 percent lower maintenance costs, a 50 per centreduction in emissions relative to today’s moststringent regulations, and a more than 50 percent decrease in noise levels.

The geared turbofan architecture will bemodified and improved as time goes by, provid-ing “a strong baseline for additional technologyinsertion, which will enable further improve-

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ments in engine operating cost over the nextdecade,” says Paul Finklestein, VP marketing atPratt & Whitney. This is perhaps the key point:as technology advances, we will see even bet-ter performance in future applications, just astraditional turbofans have improved over time.“A consequent improvement of the currentgeared turbofan will be available around 2020supporting new airplanes by Boeing and at alater date Airbus,” confirms MTU’s Steinhardt.“Improvements will come from new technolo-gies enhancing component efficiencies as wellas introducing new materials.”

The geared turbofan is a radical new con-cept. “PurePower engines with geared turbofanarchitecture enable an optimised solutionacross all thrust ranges,” commentsFinklestein. “With our scaleable core, we can

The Engine Yearbook 2012

The Pratt & Whitney PurePower PW1524G geared turbofan is tested at the company's West PalmBeach, Florida, location.

select the optimum fan diameter and gear ratioto maximise the overall engine efficiency andbypass ratio.” He says the reason that conven-tional turbofans have to make compromises toincrease performance is “simple”, and thatPurePower has overcome these limitations.“For best performance and lowest noise, thefan blades have to turn relatively slowly. Forbest performance, the turbines that drive themneed to turn relatively fast. This incompatibilityis solved not by compromising the speed ofboth, but rather by utilising a gear to allow eachto turn at optimum speeds.”

Finklestein says the geared turbofan isdemonstrating 16 per cent better fuel burntoday, and the architecture “will realise fuelburn reductions of 25 per cent or more by thenext decade” — matching CFM’s estimates for

the open rotor, but with a noise reductionadvantage. For Pratt & Whitney, therefore, theenvironmental trade off between noise andemissions does not exist; it has already over-come it. Finklestein says the company was notwilling to “sacrifice today’s noise performancefor better fuel burn”. Instead, he makes thisbold claim: “The PurePower PW1000G engineis a complete and balanced solution to signifi-cantly improve fuel burn, while improvingengine noise, environmental emissions, andoperating cost — without the tradeoffs thatcome with other engine concepts.”

Finklestein is also sceptical about the openrotor concept, and is not sure that such anengine will ever see the light of day. “From atheoretical performance perspective, they areenticing, but when one actually installs them onan aircraft, there are tremendous performanceand noise disadvantages,” he states. “Wedon’t believe that communities that haveinvested so much time and energy in loweringnoise to today’s levels will be satisfied with thestatus quo — or worse.” He is also quick topoint out that while the open rotor is still only“on the drawing board, our engine is real, is indevelopment, and has been flight tested”.

MTU’s Steinhardt is equally optimistic aboutthe future. “The geared turbofan engines followa family approach; the engines as well as thehigh pressure compressor and high speed lowturbines will meet aggressive design targets atlow risks,” he states. “Therefore, the gearedturbofan not only is the better technical con-cept but has an advantage in time and maturityby at least two years over the competitor.”

ConclusionWhile CFM and Rolls-Royce believe that the

open rotor will provide more fuel efficiencythan the geared turbofan; Pratt & Whitney andMTU claim the geared turbofan can achievethe same rate whist being dramatically qui-eter. Although Pratt & Whitney is the only man-ufacturer fully committed to an existingarchitecture, it awaits advances in technologyfor the engine to get to the required level ofaround 25 per cent fuel burn improvementover today’s engines. The other manufacturersare still working hard on research and devel-opment, and are at an early testing phase.

All the while, the dual and contrasting envi-ronmental challenges loom: at what point willthe environmental trade-off be made — andcan we really get to a level where the issuebecomes irrelevant and all parties are happy?Or, as it has often been, will different solutionshave to suit different needs — within imposedenvironmental targets, of course.

The technological challenge facing the enginemakers is not one for the faint-hearted. ■

EYB2012 Editorial 144p_144p version 02/11/2011 10:44 Page 24

Page 27: Engine Yearbook

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Since 2000 a large number of collabora-tive research projects have been fundedat national and international level in

Europe, with the aim of attaining an ambitiousgoal of 50 per cent aircraft noise reduction in20 years, established as part of the ACARE2020 vision. This means a staggering averageof -10 EPNLdB (Effectively Perceived NoiseLevel) per certification point on year 2000 air-craft technology.

Stringent noise certification standards wereintroduced in 2006 and airport authorities arecontinuously updating local noise regulations,imposing severe limitations on noisy aircraftmovements, particularly at night. Also, landing

fees are partly levied according to the amountof noise generated by an aircraft. This combi-nation of restriction of movements and esca-lating fees related to noise has a significantimpact on aircraft operating costs.

As a result, in the last decade the aero-space industry in Europe and the USA has com-mitted considerable funding to researchingaircraft noise reduction technologies for civilapplications. As a global engine componentssupplier to all the major aero-engine and air-frame manufacturers, GKN Aerospace hasbeen an integral part of this research effort,paying particular attention to the noise gener-ated by engines.

The Engine Yearbook 2012

In recent years flying to city airports has become an increasingly contentious issue for airlines due to aircraftnoise emissions affecting surrounding residential areas. GKN Aerospace is closely involved with internationalresearch to tackle the problem and here describes the technologies it has developed so far.

Reducing engine nacelle noise

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EYB2012 Editorial 144p_144p version 02/11/2011 10:51 Page 26

Page 29: Engine Yearbook

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Whilst the wing and the landing gear arealso major noise sources, particularly whenapproaching the airport, the engine remainsthe component that contributes most to thetotal ‘community noise’ (noise perceived on theground) generated by aircraft.

In addition to community noise, engines areresponsible for a major percentage of totalcabin noise. This affects passenger comfortand as such represents an important qualita-tive differentiating factor in the airline’s offeringto their customer.

Acoustic linersGKN Aerospace has a long experience in the

design and manufacture of acoustic liners for thelow-thrust class segment of the turbofan market,as well as turboprop applications. This expertisehas recently been developed through contractsfor the HTF7000-series turbofan Honeywellengine. The HTF7000 is a family of nacelles usedon the Bombardier Challenger 300, theGulfstream 250 and the Embraer MSJ and MLJ.

In these designs the intake of the engine aswell as of the outer fan duct (outer section ofthe by-pass duct) are acoustically lined usingsandwich-honeycomb structures with a porousfacing-sheet exposed to the air-flow.

Focusing on the intake, the inner duct por-tion alone is acoustically insulated by means ofa two-piece construction with internal axialsplices, providing attenuation of the soundwaves generated by the fan system propagatingupstream. The intake-lip component has noacoustic treatment and ice-protection is locallyprovided by a thermal anti-ice pneumatic sys-tem where hot air, spilled from the engine com-

pressor stages, is blown internally to the lipaerodynamic surface.

The sound waves propagating in this ducthave a large bandwidth frequency content withpeaks of sound pressure levels (tones) at theblade passing frequencies (BPFs) at low enginefans speeds. Multiple tonal peaks are found athigh fan speeds. These multiple tones, whichmake a buzz-saw noise, are generated in associ-ation with the formation of supersonic flow atthe blade tips from which shock waves originate.

In each piece of this acoustic liner the aero-dynamic surface is made of a metallic wire-mesh material which operates as a filtrationmedium. This design is known as a Single-Degree-of-Freedom Linear (SDOF-Linear) liner.This is bonded onto a metallic perforated platein the first step of the manufacturing processby spraying adhesive onto the plate in a con-trolled manner. In a further bonding processknown as reticulation, this assembly is bondedto a honeycomb core material. A final third stepsees a pre-formed backing skin bonded on thehoneycomb core. The two parts are then fas-tened using axial boot-straps.

A similar design is employed in the air-intake of turboprop nacelle applications, forwhich GKN Aerospace is also a market leader.Current projects in this area include the nacelleof the Bombardier-8 100/300/400 series.

This acoustic liner comprises arrays ofsmall chambers filled with air where the incom-ing sound waves, once propagating inside thecavities, lose energy through a series of multi-ple internal reflections. This system is quiteeffective in reducing noise on a wide frequencyrange although the maximum attenuationoccurs within a narrowband which normallyincludes BPFs. Furthermore, its low weightmeans it provides an efficient means of reduc-ing noise with little weight penalty.

Using experience gained in the design andmanufacture of these acoustic liners, and withother constructions for higher temperature appli-cations, the GKN Aerospace Composite ResearchCentre (CRC) with other GKN Aerospace facilitiesin Luton, UK, and California have been collaborat-ing with major aerospace manufacturers on proj-ects aimed at developing improved turbofanintake noise abatement technologies.

Understanding the fan noisesource

A significant research effort at GKNAerospace’s CRC has been dedicated toimproved modelling of noise source andacoustic liner absorption in order to enhancethe simulation capabilities being used in theacoustic design process.

In 2005 GKN Aerospace provided test hard-ware to the NASA EVNERT programme in close

The Engine Yearbook 2012

Noise related collaborative research programs funded by the European research frameworksince 2000.

Photos of the Bombardier Challenger 300 A/C(top) and of the relevant Honeywell HTF7000powerplant (bottom). The intake inner duct isacoustically treated with a classic two-piece,single-degree-of-freedom linear liner withwire-mesh on the aerodynamic surface. Noacoustic insulation is provided onto the lipcomponent of the nacelle.

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collaboration with Honeywell Aerospace.Extensive in-duct sound pressure level measure-ments were taken by installing circumferentialand axial arrays of microphones into the inlet. In-situ, acoustic impedance measurements werealso acquired for the SDOF-Linear liner.

Having completed measurements on theSDOF-Linear liner, measurements were takenon advanced composite SDOF-Perforate andDouble-Degree-of-Freedom (DDOF) designs atthe National Aerospace Laboratory in theNetherlands (NLR), with the objective of meas-uring the acoustic impedance of advancedcomposite acoustic liner designs, including sin-gle- and double-layer honeycomb structures.

These experimental activities provided valu-able databases which were used to improvethe modelling aspects that are vital to designoptimisation, as these define the optimum linerspecifications for a given engine. In particular,the measured distribution of the acousticenergy across sound wave propagation modeshas allowed for a more accurate characterisa-tion of the noise source. The quantification ofthe sensitivity of the acoustic liner response tochanges in sound intensity and flow boundarylayer development has significantly improvedthe models’ ability to predict noise absorptioncharacteristics.

Such modelling improvements have alreadybeen successfully implemented in the aero-acoustic analyses. This is destined to make asignificant impact on design — improving theattenuation provided by future products.

One-piece composite linersAnticipating customer requirements for

weight and noise reduction on business jetintake applications, the CRC developed a zero-

splice or one-piece all-composite acoustic liner,which was successfully tested at the HoneywellNoise Test Facility in 2008 by using theHoneywell research engine TECH977, repre-sentative of a 7K thrust class turbofan engine.This liner incorporates an enhanced septu-mised core material, with inserted mesh-septamanufactured by Hexcel Corporation.

Significant noise benefits — up to -4dB atcritical emission angles – were measured forthis liner, particularly at take-off fan enginespeeds when compared with the earlier tech-nology employed on the Bombardier Challenger300. The elimination of the splices in theacoustic treatment was identified as the keyfactor in improving the noise signature of thisengine. Moreover, a 30 per cent weight reduc-tion was achieved through the acoustic design,extensive use of lightweight composite materi-als and the elimination of fasteners.

A key aspect of this product design (forwhich a patent application has been filed) isthe out-of-autoclave material processing whichcuts the manufacturing steps and related curecycles needed with conventional high-pressureresin systems. A low-cost, robotic, multi-spindlemechanical drilling process for compositematerial was also developed which reduces thecapital investment otherwise needed to designand manufacture bespoke drilling machinery.Finally, parts count and assembly time is con-siderably reduced with this one-piece solution.

The combination of noise and weight benefitsand a lean manufacturing process has meantthis product has been rapidly brought into a pro-duction development project for the newEmbraer Legacy 450/500 series business jetprogramme. A team of composite structuresspecialists and manufacturing engineers at GKN

The Engine Yearbook 2012

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

Typical engine noise spectra. Comparisonbetween low-fan speed (Approachcondition) and high-fan speed (Cut-backcondition) spectra.

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Aerospace is completing the qualification pro-gramme and refining the manufacturing processin order to start full production in 2012.

This programme includes qualification ofout-of-autoclave materials for secondary struc-tures. The advanced material being used isexpected to be applied to many other applica-tions requiring fabrication of sandwich struc-tures as it reduces or eliminates the corecrushing issues caused by high pressure auto-clave conditions. As a result the need to man-ufacture sacrificial areas (such as ramps andadditional angles to protect the edges of thesandwich panels) is eliminated with resultantcost, material and weight savings.

Acoustically treated intake lip The potential to further reduce engine noise

through zero-splice intake liners means thatlarge aircraft manufacturers are attempting toextend the acoustic treatment where possibleinto the available space of the nacelle structure.

Following earlier developments within theSILENCE(R) EU FP6 project as well as RAMSESI, GKN Aerospace, in collaboration with AirbusFrance — Toulouse, has developed a uniquehot-air heated acoustic panel which providesboth ice protection and noise damping. Thisdesign is based on titanium welding technologyand requires significant skill in forming thematerial to a complex double-curvature shape.In flight testing, carried out on an A380’s Rolls-Royce Trent 900 engine this system has beenproved to maintain the aerodynamic perform-ance of the intake whilst providing the neces-sary ice-protection functionality. Furtherendurance and fatigue structural testing hasbeen scheduled at the time of writing as thistechnology is being considered for the forth-coming A350.

After initial interest from customers, GKNAerospace has also commenced private ven-ture research into an electrically heated versionof the intake-lip acoustic liner. This system isbased on the electro-thermal heater mat tech-nology currently in production at the Lutonplant for wing-slats on the 787. This projectincludes the development of techniques forperforation and electrical insulation of an aero-dynamic skin with embedded electric mats.Initial 2D icing wind tunnel testing has hadencouraging results, showing no ice formationon both pressure and section sides of the lead-ing edge of a test article that is representativeof the lip of an engine nacelle. In addition, lab-oratory preliminary lightning strike testsdemonstrate no issues with structural integrity.

More recently, the CRC has completed anacoustic design optimisation exercise, carriedout to maximize the attenuation provided by thelip liner within the UK’ national noise pro-

The Engine Yearbook 2012

gramme, called Symphony. In this project theCRC team has worked in close collaborationwith Rolls-Royce, as well as the Institute ofSound and Vibration Research (ISVR) atUniversity of Southampton. High-fidelity numer-ical simulation tools were used to determinethe maximum sound absorption for this linerand sub-scale noise tests were conducted atthe ISVR No-Flow rig test facility to validate thedesign. Significant noise benefits have beenmeasured and predicted for the full-scale Rolls-Royce Trent application.

Cabin noise reductionWhile major aircraft manufacturers are mov-

ing away from the traditional aluminium stiff-ened fuselage structure, the shift to carboncomposite-based structure means that thenoise level inside the cabin could rise to anunacceptable level. In the 787 and A350 pro-grammes significant resources have been ded-icated to analysis of this issue and the designof lightweight interior acoustic treatments tocompensate.

The CRC is involved in the largest Europeanresearch funded programme, OPENAIR, and isworking mainly with Rolls-Royce and ISVR todevelop intake acoustic liners specificallydesigned to enhance the attenuation of engineforward noise transmitted into the cabin. It isenvisaged that a considerable weight saving incabin interior treatments will be obtained bypositioning intake liners very near to the noisesource. As such noise has a very low-frequencycontent, which calls for deep cellular struc-tures, the innovative double-degree of freedomdesign has been optimised, minimising impacton community noise.

These research activities will culminate in afan rig test scheduled in Q4 2011 at the world-class AneCom Noise test facility in Wildau,Germany, which is the largest of its type inEurope. A dedicated team of GKN Aerospaceengineers has manufactured a novel prototypeliner as well as the necessary rig hardwareinterfacing with this liner. This test hardwarehas been extensively analysed by specialistsfrom NLR to accurately profile attenuation char-acteristics.

GKN Aerospace, with major engine and air-frame manufacturers, is investing considerableresources into researching improved noiseattenuation systems for aero-engine nacellestructures. This on-going research offers impor-tant near-term opportunities to move towardsthe ambitious noise reduction targets theindustry faces, significantly lowering enginenoise, and therefore perceived aircraft operat-ing noise, for passengers in the cabin and forpeople living around an airport or under a flight-path. ■

Honeywell Noise Test facility at San Tan, Arizona.

Bombardier Dash 8 with (inset) example of anair intake design for a turboprop nacelleapplication. The interior of this intake isacoustically treated by using asingle-degree-of-freedom liner with linearwiremesh.

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The Engine Alliance (EA) celebrated its15th year in 2011 and much has hap-pened since 1996, when the joint venture

between GE Aviation and Pratt & Whitney wasofficially announced.

“The Engine Alliance started with a hand-shake between the leaders of GE Aviation andPratt & Whitney,” Engine Alliance presidentMary Ellen Jones says, “and it’s grown into atrue partnership producing and supporting aproduct we’re all very proud of.”

That product, the GP7200 engine, cele-brated its third anniversary in service in August2011. Its launch customer, Emirates, is Airbus’largest A380 customer, with 15 aircraft in serv-ice and 75 more on order. Air France beganoperating the GP7200-powered A380 in 2009and Korean Air entered service with theGP7200 in June 2011.

The Engine Yearbook 2012

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

GP7200 update

During its three years in service, the 12-month rolling average dispatch reliability ratingfor the GP7200-powered A380 fleet has typi-cally hovered around 99.9 per cent.

Specific fuel consumption (SFC) of theGP7200 remains one of its best-selling fea-tures. Prior to service entry, the engine demon-strated it would perform 0.9 per cent betterthan its specification required. After two yearsin service, Airbus revised the GP7200 perform-ance document to reflect a 0.5 per cent SFCimprovement.

“What this means,” Jones explains, “is thatAirbus has acknowledged that we are beatingour SFC specification by 1.4 per cent.”

To an operator utilising the GP7200-pow-ered A380 on a typical 3,500 nautical mileroute for an average of 5,000 hours per yearthis translates to over 244,000 gallons of

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General Electric: CF6, -80C2, -80E1

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Pratt and Whitney: JT9D, -7A, -7F, -7J, -7Q, -7R

JT9D-59A, -70A

PW4000-94 PW100 PW150

Rolls-Royce: RB211-535 Trent 500, 700, 900

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Honeywell: LF507 ALF502

APUs: APS2000/3200/2300

PW901A

GTCP36-300,

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GTCP331-200, 331-250, 331-350, 331-500, 331-600

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FPA_check EYB2012_Engine Yearbook 2012 02/11/2011 17:20 Page 3

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34 The Engine Yearbook 2012

fuel saved. “Nobody likes to see the cost offuel rise,” says Jones, “but when it does ouroperators at least have the satisfaction ofknowing they are saving more money with thisengine.”

GP7200 engines in service are maintainingtheir SFC and exhaust gas temperature (EGT)margins as predicted prior to entry into service(EIS). “Our high time engines have more than1,500 cycles at this point and they are main-taining excellent EGT margin and performance,”says Jones.

The healthy performance of the powerplantshas been appreciated by EA’s customers, too.“The GP7200 engines on our 15 in-serviceA380 aircraft have proven to be highly fuel effi-cient and extremely quiet,” says Sheikh AhmedBin Saeed Al-Maktoum, chief executive ofEmirates Airline.

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

announced to the media that EA and Airbuswould begin offering customers thrust up to72,000lbs in addition to the 70,000lbs ratingcurrently in service.

“The 70K rating meets the vast majority ofcustomer requirements and the 72K rating pro-vides added capability for customers operatingout of shorter runways or needing some extrarange,” says Jones.

The GP7200 was initially certified at76,500lbs of thrust and has the capability to pro-duce more than 81,500lbs. “During its certifica-tion programme the engine was tested at thrustlevels in excess of 94,000 lbs,” Jones explains.“We tested and certified the GP7200 to thesame standards required for large twin-engine air-craft in extended-range twin-engine operations.”

GP7200 customers and shops also noticed anew colour applied to the GP7200 front fan caseassembly in 2011. EA introduced the new aqua-coloured corrosion-inhibiting coating as part of itscontinuing programme to utilise the most envi-

GP7200 trimetric

GP7200 specifications

Takeoff thrust70,000 lbs / 311 kN72,000 lbs / 320 kN

Flat Rate Temperature 86°F / 30°C

Bypass Ratio (Takeoff) 8.8

Noise Margin to Stage 4 17 EPNLdB

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

Engine Length 187.1 in / 4.75 m

Maximum Diameter 124.0 in / 3.15 m

Fan Blade to Tip Diameter 116.7 in / 2.96 m

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It’s in our power.™

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

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FPA_check EYB2012_Engine Yearbook 2012 02/11/2011 16:46 Page 3

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36

ronmentally friendly materials whenever possible. “The new aqua corrosion-inhibiting coating

has demonstrated equivalent corrosion protec-tion and adhesion properties when comparedto the original coating,” says Engine Allianceexecutive vice-president Kim Sullivan, “but it’sbetter for the environment.” The new EAC-0295-3 specification replaces the original coat-ing and can be used to touch up cases thathave the original coating.

The GP7200 loses weightThe GP7200 is 150lbs (68kg) lighter since

its EIS and the EA team continues to focus onadditional ways to lose weight.

In 2011, EA introduced a new turbineexhaust case. The case, built by Volvo Aero,incorporates a redesign that improves the loadpath between exhaust case mount lugs and thestruts, reducing the weight of the engine bymore than 50lbs.

Also in 2011, engineering determined thatthe 2.5 bleed fairings in the fan hub framemodule could be removed from the enginewithout affecting the low-pressure compres-sor (LPC) stall line capability. Removal of thefairings and supporting hardware resulted inan additional engine weight reduction of16lbs.

EA also recently introduced a new hub andstrut case with lighter struts, reducing theweight of the turbine center frame module.

Additionally, introduction of a new, lightweightLPT shaft has reduced engine weight by morethan 36lbs.

Other weight reduction initiatives are inprocess.

“Product improvements are prioritisedbased on impact to the customer,” Sullivansays.

Technical issuesFor the most part, the first three years in

service have been a success story for EA andits customers. However, like any other jetengine in service there have been a few tech-nical issues:

■ A fuel manifold leak was discovered in2010. Investigation revealed a small crackat the weld joint between the manifold andthe fuel nozzle feeder tube. The crack wascaused by excessive vibration due to highfrequency system resonance. EA issued aservice bulletin and the fleet has beenretrofitted to add P-clamps and auxiliarybrackets to eliminate the fuel manifoldsystem resonance.

■ Endurance testing prior to EIS revealed thatthe metal temperatures in the compressor2-5 spool were higher than predicted. Thehigh temperatures were caused by seal

The Engine Yearbook 2012

GP7200 trimetric

The 70K rating meets the vastmajority of customerrequirements and the 72Krating provides addedcapability for customersoperating out of shorterrunways or needing some extrarange. —Mary Ellen Jones, president,Engine Alliance

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tooth clearances that were too tight underhigh power operating conditions. The EAincorporated a design change to increasethe clearances and retrofitted a smallnumber of early engines.

■ During review of a legacy engine, the EAteam identified a potential problem withthe GP7200 FADEC which could cause thecontrol to continuously reset, resulting in arollback to sub-idle engine speed.Engineering developed a software changeto provide a validation check of controlinput parameters to prevent the reset.Within three months, the GP7200 fleet wasretrofitted with a modified FADEC softwareversion to eliminate the potential problem.

“One of the benefits of the joint venture,” EAexecutive vice-president Kevin Kast explains,“is that we’re able to utilise legacy engine datafrom our member companies to help identifypotential issues with the GP7200.”

There are no airworthiness directives orsafety issues associated with the GP7200.

Split ship capabilityThe “split ship” concept was originally

developed for very large engines where the fancase outer diameter was greater than the verti-cal height of the side cargo doors of the mostcommon freighter aircraft. This precluded airtransport of full spare engines except by a verylimited quantity of specialised freighter aircraft.

The split ship concept evolved after recog-nising that conditions that typically drive anengine off-wing are often associated with thepropulsor and not fan hardware. The GP7200engine family has been specifically designedwith an easily separable fan case and propul-sor module as shown.

The split ship concept allows the fan mod-ule to remain with the aircraft while only asmaller spare propulsor is transported on sitefor replacement. The propulsor comprises allbasic engine hardware, including the fan disk,LP compressor and accessory gearbox, butexcludes the fan case, fan blades and othermiscellaneous hardware. It can be shipped in alarge variety of aircraft, easing logistics plan-ning for EA customers.

Emissions and NoiseThe aviation industry is preparing for the

expected implementation of the EuropeanUnion’s (EU) Emissions Trading Scheme (ETS)in 2012.

The carbon trading and fees have not yetbeen established, but industry insiders predictfees of approximately $30 per ton of carbon.Since Jet A fuel weighs 6.7 lb. per US gallon,

the 244,000 US gallons of fuel saved with theGP7200-powered A380 translates to an annualcarbon savings of 2,588 tons, or more than$77,000. “It’s money that the airlines can useelsewhere” Jones notes. “And from an environ-mental perspective, it’s like taking 460 cars offthe road.”

The GP7200 meets current and future emis-sions requirements with margin. The engine iscertified to CAEP/4, but also meets currentCAEP/6 and future CAEP/8 regulations withmargin.

According to EASA certification test data,the GP7200 is the quietest engine on theA380. It is certified to London Heathrow QC4noise standards and meets expected QC5requirements with margin.

By the end of 2011, the EA expects to have31 GP7200-powered A380s in service: 20 withEmirates, six with Air France and five withKorean Air. There are 53 EA-powered aircraftscheduled for delivery from 2012 through2014, when EA customers Air Austral andEtihad are expected to enter their A380s intoservice.

“With the GP7200 performing so well inservice, I expect the next 15 years to be asbusy and successful for the Engine Alliance asthe first 15 have been,” Jones predicts. ■

The Engine Yearbook 2012

GP7200 Customers

Airline A380 ordersAir France 12Emirates 90Korean Air 10Etihad 10Air Austral 2

In 2011, engineeringdetermined that the 2.5 bleedfairings in the fan hub framemodule could be removed fromthe engine without affectingthe low-pressure compressor(LPC) stall line capability.Removal of the fairings andsupporting hardware resultedin an additional engine weightreduction of 16lbs.”

Engine Alliance president Mary Ellen Jones wraps up another deal.

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Hydrodynamic non-contacting seals offera number of advantages for aerospaceengines. They consume less torque,

which in turn means less heat, less wear andlonger life. Hydrodynamic seals are designed tolast up to 50,000 hours before requiringreplacement, compared with a limit of 10,000hours for many conventional seals on the mar-ket. The Eaton team pioneering hydrodynamicseal technology is composed of many of theindustry’s top experts in the field.

Advances in hydrodynamic seal technologyare paving the way for next-generation enginecores that can run hotter, faster, longer and atmuch higher pressures. For the aerospaceindustry, these performance leaps are payingoff in reduced operating cost, improved fuelefficiency, reliability and life extension.

“Eaton has been successful as a trendset-ter, mainly because we’ve had key experts andinventors on our team who’ve given us a headstart,” says Gerry Berard, an Eaton staff engi-neer with more than 23 years’ experience inanalysis, design, testing and installation ofsealing solutions for aerospace, marineand offshore customers.

“We’ve developed software tools and test-ing capabilities to perfect analysis and

testing, and we’re heavily into R&D toproduce new and better film riding,

develop more robust seals and

The Engine Yearbook 2012

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

Hydrodynamic sealsincrease seal life considerably. We’re develop-ing technology for aircraft that will be in opera-tion eight to ten years from now,” he adds.

Eaton offers high-performance, non-contact-ing hydrodynamic seals in face (axial) and radial(circumferential) forms. Both can significantlyimprove sealing capabilities for speed and pres-sure and reduce engine overhaul frequency.

The company’s hydrodynamic seals can befound on aircraft engines for business jets, aux-iliary power units and gearboxes. In 2007Eaton’s hydrodynamic face seal became thefirst hydrodynamic seal approved by the FAA toreplace an OEM face seal in an aircraft enginegearbox application.

Now Eaton seal technology is migratingfrom smaller engines to main-shaft engines,and the company’s patented non-contact faceseals have been considered by large commer-cial engine OEMs for many of their new engineprogrammes.

Harnessing the power of physicsHydrodynamic or lift-off seals float on a very

thin film of gas. The seal relies on the genera-tion of a lifting force to separate seal faces.

A hydroplaning car is an analogy often usedto explain how a hydrodynamic seal works.When water becomes trapped in the tire tread,the resultant pressure lifts the tire onto a filmof water. The same phenomenon occurs whenair is forced between a seal face and rotor face— air is directed into narrow channels within

the seal surface, thereby increasingpressure and forcing the faces toseparate and ‘ride’ on a gas film.

The film-riding effect lubricatesthe seal and shaft and effectivelyreduces the wear, friction and heatassociated with conventional seals.This allows engines to run at higherpressures and speed combinations

for much longer durations. The gapbetween sealing surfaces is so small

that air leaks are negligible.“It’s just physics — increased pressure

forces the two seal faces apart,” Berardexplains. “When the engine is off, seal faces

Oil debris monitoring system — Lubriclonethree phase separator for air, oil, & particles,including QDM sensor and Signal Conditionerbox.

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40 The Engine Yearbook 2012

are in contact. As the engine starts, seals sep-arate and run on a film of air, and they don’t con-tact again until the engine is shut down.”

An initial challenge in hydrodynamic sealdevelopment was finding a suitable seal-facematerial inlaid with the right geometry to pro-duce a thin, extremely stiff gas film.

An ongoing challenge is maintaining the gasfilm in a dynamic engine environment. Duringengine operation, parallel faces of the seal androtor must generally stay perpendicular to themain shaft within micro-inches of flatness.Seals also generally must withstand a widerange of temperature and pressure changeswithout becoming distorted. Because of theeffects of thermal distortion, the surface areaof hydrodynamic seal faces has been limited toless than eight inches in diameter.

In addition, seals must remain intact if theaircraft vibrates, which could be caused by anynumber of external factors, such as wind, orvibration from the engine itself.

“If seal and rotor faces become less parallel,you can’t efficiently compress air and you losefilm-riding capabilities,” Berard says. “Differentmetals when heated increase size at differentrates. Our analysis takes those differences intoaccount. That’s why we test seals at major oper-ating flight points to ensure seal operation overa wide range of engine speeds, temperatures,altitudes and pressures — take-off, climbing,cruise and so on. Through all conditions, thefaces have to remain essentially parallel.”

The benefits of oil without leaksNon-contacting hydrodynamic seals provide

a solution to the oil leakage problem of con-ventional seals. Oil coking, or carburisation, isthe major cause of seal failure and oil leakage.Hydrodynamic seals eliminate most of the heatgeneration of a conventional seal, which signif-icantly reduces or eliminates oil coking.

Oil leakage is a nuisance to airlines and, insome cases, may significantly contribute toflight delays and cancellations. Eaton hashelped aircraft engine companies and airlinesprevent such problems by offering non-contact-ing, cooler-running hydrodynamic seals as anupgrade to existing designs.

“If we can eliminate the need for oil cooling,we can increase engine efficiency,” Berardsays. “You don’t have to carry extra oil and youcan eliminate the oil system for the seals. Ifyou can eliminate oil from the engine compart-ment, engines can run at higher temperaturesfor longer periods without worrying about cok-ing — up to 40,000 to 50,000 hours.”

Radial seal technology evolvesEaton’s hydrodynamic seal division, which

formerly operated as EG&G Sealol and

QDM sensor with significant debris accumulated. This was from an engine that had agearbox bearing failure.

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PerkinElmer, has operations in Warwick,Rhode Island, and Coignieres, France, toserve a worldwide customer base. Eatonretiree Jim Gardner was a pioneer in the intro-duction of dry-running gas face seals and in1970 received a patent for a rotary mechani-cal seal — a precursor of today’s hydrody-namic seals.

Building on Gardner’s patent work, the com-pany began developing an industrial gas faceseal product line for large, high-pressure com-pressors in 1986 and has been refining andexpanding the technology ever since.

In the last eight to 10 years, seal technol-ogy has made significant inroads into aero-space engines, thanks largely to continuingresearch, testing and product developmentbeing done by Eaton. In tandem with continuingrefinements of non-contact face seals, Eaton’swork on radial seals promises to extend advan-tages of hydrodynamic sealing to an even largersuite of engine components.

Radial seals in development by Eaton canfunction in speeds of up to 30,000rpm, pres-sures of up to 75psi, and temperatures touch-ing 600º F. Seals also must be ultra-efficient athigh altitudes to make up for the lack of air.Features on Eaton seals are designed to scoopand compress air into channels to increasepressure and produce the required film thick-ness for continued seal operation.

“This is something new and exciting we’reworking on,” Berard says. “Radial seals oper-ate using the same principle as axial seals.Eaton’s patented, turbocharged segmentedseal takes the shaft’s momentum to feed sys-tem air into grooves to create liftoff.

“We’ve tested the seals up to 25,000rpm,”he continues. “Generally these seals need oilcooling because air friction generates heat.We’re now to a point where we don’t need oilcooling and can run at higher speeds, temper-atures and pressures. Eaton just obtained apatent for the next-generation seal and we’re inthe process of testing and perfecting the tech-nology.”

Engines of the futureEaton’s work on radial seal technology has

advanced through the use of Design for SixSigma tools to increase seal robustness in dif-ferent environments and to achieve maximumlift-off and film-riding capabilities.

The combination of Six Sigma tools andcomputational fluid dynamics is helping theEaton team identify key components that canserve to optimise film thickness and stiffnessand leakage reduction.

“The stiffness of the film functions like aspring between two opposing surfaces, like amagnet, and increases the repulsive force,”

The Engine Yearbook 2012

Berard says. “This makes the film thinner andstiffer, which prevents leaks.”

Eaton is heavily involved in R&D of radialseal technology and has built an aerospacetest rig to better optimise the design and per-formance of seal components. Eaton’s engi-neering team in Pune, India, is performinghigh-end CFD analysis of seals.

“We’re trying to match real-life demandswith our theoretical analyses to see if we’veachieved a good prediction tool for seal per-formance,” Berard notes. “Our goal is to pro-duce new and better film riding, increase life to40,000 to 50,000 hours and develop morerobust seals for new and upcoming engines.

“There’s great potential for improved aircraftperformance in the coming years, and hydrody-namic seal technology will play an instrumentalrole in those advancements,” Berard says. “Inour continuing efforts to improve seal perform-ance, we definitely have our sights set on thefuture.” ■

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

QDM Sensor.

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As the internal operating temperatures ofturbines have increased to provide morepower and improvements in engine oper-

ation, the need for new advanced coatings alsohas increased. A closer look at coatings andthe turbine components they insulate in theengine hot section shows how important theseapplied materials are in the performance oftoday’s aircraft powerplants.

Chromalloy’s newest coating, the patentedLow K RT-35 for aircraft engines, furtherenhances engine performance. Developmentand introduction of the new coating was a

multi-year process that culminated with strongresults and certification for the commercial air-craft engine.

Advanced coatings Manufacturers produce high-performance

engines whose simple cycle thermal effi-ciency has increased significantly during thelast few decades. These higher thermal effi-ciencies translate to higher thrust in the air-craft and are achieved through higheroperating temperatures. The higher tempera-tures are achieved due to the use of super-

The Engine Yearbook 2012

Since gas turbine jet engines were developed more than 70 years ago they have madesignificant, continuous improvements — today’s engines are more powerful, more fuel efficientand more reliable than ever. Advances in engine design, components, materials and otherfactors, including thermal barrier coatings and other applied coatings incorporated onto criticalengine parts, have resulted in today’s exceptional power systems, as Lucy Liu, Komal Laul andRavi Shankar of Chromalloy explain.

Advances in thermal barrier coatings

EYB2012 Editorial 144p_144p version 02/11/2011 11:10 Page 42

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Coatings / Repairs / PartsLearn more at chromalloy.com

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alloys and coatings in the gas path or enginehot section.

For every 0.001 inch thermal barrier coatingthickness on a high pressure turbine (HPT)vane or blade, the temperature drops about25˚F. For a thermal barrier coating of 0.005inches, that will equal a 125˚F cooler metalbelow the coating. The thermal barrier coatingallows the parent metal to operate cooler for aconstant operating temperature.

There are two types of coatings for the gasturbine engine — diffusion and overlay. In thediffusion process, a portion of the coating dif-fuses into the parent metal structure. Coatingssuch as precious metal or diffusion aluminidecoatings are sacrificial, providing protectionagainst high temperature oxidation and lowtemperature corrosion.

In the HPT blade section of gas turbines,overlay coatings are applied using electron beamphysical vapor disposition (EBPVD) or plasmaspraying. Metallic overlay coatings such asMCrAlY coatings are applied by EBPVD or by low-pressure plasma spraying. They provide oxida-tion and corrosion protection and can be usedas a stand-alone coating or a bond coating forthe overlay ceramic thermal barrier coatings

applied by EBPVD or air plasma spraying. Use ofthermal barrier coatings has allowed the operat-ing temperatures of the HPT vanes and bladesto increase significantly, minimising deleteriouseffects on the parent material. As a result theefficiency of the gas turbine has increased.

Other advantages include increases in thetime required between overhaul and mainte-nance, resulting in significant cost savings tothe turbine operator.

The leading edge Chromalloy has been a pioneer in the devel-

opment of innovative ceramic coatings for tur-bine hot section components for six decades.The company developed the industry’s firstEBPVD coatings with ceramic materials in the1980s. Since then it has continued to developcoatings for aerospace, aero-derivative, marineand industrial gas turbine components.

The company produces a variety of vacuumplasma and diffused precious metal or alu-minide coatings for all hot section engine com-ponents. The company is a supplier to aircraftoperators for new and repair components, aswell as to the main engine original equipmentmanufacturers (OEMs).

The Engine Yearbook 2012

Chromalloy’s Low K RT-35 Coating

Chromalloy recently announced its newest ther-mal barrier coating, designed to enhance theperformance of gas turbine engines.“Chromalloy’s new thermal barrier coating – theRT-35 Low K coating – provides lower thermalconductivity, which allows higher engine tem-peratures,” said Peter Howard, VP technologyand quality assurance at Chromalloy.The RT-35 Low K coating was patented in 2006and certified by the FAA in 2010 for use on thePW4000 second-stage high pressure turbineblade after a series of tests confirmed its lowthermal conductivity, high thermal cycle dura-bility and other attributes. The coating is currently in use by a commercialairline in Asia.The RT-35 Low K coating provides a layer ofinsulation to the base metal component andunderlying bond coating surface of a turbineblade from the extreme heat of the combustiongases during engine during operation.“The coating provides 50 per cent lower thermalconductivity, allowing engines to perform athigher temperatures. Engines produce greaterthrust when operating at a higher temperature –and they can operate on the same amount offuel as powerplants that operate at lower tem-peratures,” said Howard.“Chromalloy’s RT-35 Low K coating is a criticaldriver for the engine to deliver greater fuel effi-ciency to the operator,” he added.

Chromalloy’s EBPVD centre in Orangeburg.

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When operating temperatures climb inadvanced gas turbine engines – especially whenthey rise above 2400?F — the conventional 7YSZthermal barrier coating shows rapid deteriorationdue to insufficient thermal protection, its own sin-tering, which reduces the thermal barrier coating’scompliance, and from additional stresses result-ing from volume changes due to phase transfor-mation at these higher temperatures.

To address this, Chromalloy and other devel-opers produced new thermal barrier coatings toprovide lower thermal conductivity to moreeffectively insulate thermal transfer to the com-ponents, as well as to provide a coated compo-nent with longer service life based on increasedcoating durability. Research and developmentbegan in the 1970s using rare-other stabilisersand other compositions to achieve lower ther-mal conductivities. During the last 10 years, tur-bine OEMs that produce aircraft powerplantsbegan introducing components with even lowerthermal conductivity coatings than producedearlier. Low thermal conductivity coatings areused on components for the V2500 andPW4000 commercial aircraft engines as well assome military aircraft engines.

Chromalloy’s Low K RT-35 coating was certi-fied by the Federal Aviation Administration (FAA)

in 2010 for use on the PW4000 second-stageHPT blade. Certification followed a series oftests confirming the low thermal conductivity,high thermal cycle durability, high sinteringresistance, high thermal-chemical stability andgood phase stability of the coating.

Currently the Low K RT-35 coating is in useby a commercial airline in Asia. It is an EBPVD-applied coating that was successfully flighttested and demonstrated to enhance thermalconductivity and provide greater protection forerosion and thermal cycling on coupons andpins. Low K RT-35 provides a layer of protectionto the base metal component and underlyingbond coating surface of a turbine blade fromthe extreme heat of the combustion gases dur-ing engine during operation.

The coating provides about 50 per centlower thermal conductivity, allowing engines toperform at higher temperatures. In addition,Low K RT-35 increases the oxidation and corro-sion resistance of the underlying bond coatingas it is cooler, thus extending the life of enginecomponents — another cost saving for theoperator.

During development, since the new Chromalloycoating is a different composition than the Low Kcoating applied by the engine OEM, FAA

The Engine Yearbook 2012

Higher thermal efficienciestranslate to higher thrust in theaircraft and are achievedthrough higher operatingtemperatures. The highertemperatures are achieved dueto the use of super-alloys andcoatings in the gas path orengine hot section.”

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

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Designated Engineering Representative (DER)requirements dictated further scale-up compar-isons and determinations. The following technicalanalysis shows how the coating was demon-strated during development.

Component selection The selection of the component to be used

as a possible candidate for scale-up com-menced. The component selected to use anOEM Low K coating had to be simple in geom-etry so samples could be easily extracted fortesting. The second-stage blade of thePW4000-100” engine was selected.

The PW4000 engine used on long-haulflights has two general variants — the 94” and100” engine. The PW4000-94” engine hasbeen in service with relatively few changessince the mid 1990s. The second-stage bladein the PW4000-94” has been used with theindustry standard seven weight per cent YSZcoating for over a decade, whereas thePW4000-100” was introduced by the OEM witha Low K gadolinia-zirconia coating. Furtheranalysis of engine run PW4000-100” bladesindicated that the Chromalloy Low K coatingmet key coating criteria for thermal conductiv-ity, erosion and thermal cycling compared tothe gadolinia based original manufacturercoating.

Once the coating optimisation was com-plete, a matrix of components was coated. Thematrix of components coated across severalEBPVD runs ensured that a representative

sample of the coating thickness and its equiv-alent weight gain range critical for establishingthe components in production could be estab-lished.

Enhanced turbine componentsFollowing successful competition of com-

parative testing on components, the coatingwas approved through the DER process, allow-ing successful application of Low K coatings onPW4000 second blade engines. Following suc-cessful demonstration of coating applicationthe blades were applied on PW4000-100” sec-ond blade engines.

The blades have been constantly in serviceby an airline and represent a significant mile-stone towards full production of the ChromalloyLow K RT-35 coating. The Low K coating is nowbeing marketed to other aircraft operators forapplication in the industry, as well as to indus-trial gas turbine operators. As its latest devel-opment, the Low K RT-35 — the company’snewest thermal barrier coating — offers evenlower thermal conductivity to effectively insu-late thermal transfer to the engine compo-nents, and provides coated components withlonger service lives based on increased coatingdurability. ■

At Chromalloy Komal Laul is repair developmentengineer; Lucy Liu is senior material scientistand processing engineer; and Ravi Shankar isdirector, coating and process technologies.

The Engine Yearbook 2012

Research and developmentbegan in the 1970s usingrare-other stabilisers and othercompositions to achieve lowerthermal conductivities. Duringthe last 10 years, turbineOEMs that produce aircraftpowerplants began introducingcomponents with even lowerthermal conductivity coatingsthan produced earlier.”

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

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FPA_check EYB2012_Engine Yearbook 2012 02/11/2011 16:08 Page 3

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During the last two years, the engine leas-ing market has become more popularwithin the investor community. Even

though several newcomers have been attracted,this is still very much a niche market and only afew companies have been successful. Thepeculiarities of the market are mainly due to thefact that engines are difficult assets to manageas in-depth knowledge is required. At the sametime, the market presents several attractivecharacteristics for investors when compared toaircraft leasing: engines are more fluid assets;engines values are more stable than aircraft val-ues; cash-flows are more predictable — and itis easier to diversify engine portfolios.

The four main issues that need to be con-sidered in engine leasing are marketing,

finance, legal and technical. These factors areintimately linked and determine the decision toinvest in an engine. This article will focus pri-marily on the technical considerations and willprovide indications on how to minimise risk.

Marketing, finance and legal issuesIn order to identify the best opportunity, the

engine model to be purchased has to be deter-mined. If a portfolio of engines is to be built,the investor should buy several engine modelsso that risk is minimised.

The potential market has to be analysed,with a focus on major forces playing in the mar-ket, i.e. the influence of the OEM, the effect ofnew engine models entering the market andthe timing of the transaction. Specific marketstudies should be made to analyse the numberof engines flying, the type of market, the per-centage of spare engines available, the possi-bility to source spares and the future marketforecast.

Engine manufacturers have a tendency touse similar names within a family of engines,though the individual engines may be very dif-ferent. For example, General Electric’s GECF34-8 and CF34-10 both fall within the CF34 family,however they are two distinct and not inter-changeable engines. Similar examples can befound in the Pratt & Whitney “PW” or RollsRoyce “RR” production models. Within thesame model type, there may be several vari-ants, for which interchange ability has to beevaluated.

The same engine model can sometimes beused on several aircraft and its variants.Normally, the basic engine models can beinstalled on several aircraft models with only a

The Engine Yearbook 2012

The basic idea of engine leasing is to provide engines to operators with limited financial options.Despite high returns on investment, this is still a small market, mainly because management oflease engines is complex. For investors this is a strategic decision involving several aspects thatrequire careful evaluation. Even though the returns can be high, there are several pitfalls that theinvestor has to be aware of. Here, SGI shares some of the knowledge accumulated over yearsadvising in investing and leasing engines to operators.

Investing in commercialaircraft engines: an expert overview

Engine leasing remains a niche market.

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Page 52: Engine Yearbook

50 The Engine Yearbook 2012

thrust rating change. For older generationengines, the thrust rating change was laboriousand time-consuming. Currently, the thrust ratingchange can be performed in a timely manner,although thrust increase requires purchasingan upgrade from the OEM which can lead toadditional unexpected cost if not consideredupon acquisition.

Engines have a life cycle, that closelymatches the aircraft life cycle. Each investorneeds to decide in which section of the life-cycle to invest, for instance in the latest gener-ation engine models or in old equipment.

Once the engine model and the price rangeare defined, the debt has to be structured. The

structure is directly dependent on the length ofthe deal, on the risk of the lessee and on the typeof transaction. The debt structure can be very dif-ferent, from securitisation deals to engine funds.

Lease agreements have a major legal por-tion and it is always better to rely on specialiststo review the agreement. The lease agreementalways includes technical aspects, too, and it isfundamental to pay attention to the details.The lease agreement has to include provisionsfor defaults, different liens, sublease and dif-ferent jurisdictions, for example.

Major technical issuesAs briefly mentioned, investing in engines is

a very risky business, mainly because of theuncertainty surrounding the assets, the uncer-tainty of the market and the variety of models,all requiring specific in-depth knowledge.

Every engine model has specific technicalissues. If such technical peculiarities couldlead to a potential safety concern, an FAAand/or EASA Airworthiness Directive (AD) isissued. This normally requires operators toundertake corrective actions within a definedtimeframe. However, in addition to safety, everyengine model has design issues affecting itsoperational cost or its ability to perform asexpected. The OEMs work to provide solutionsto these issues, which evolve over time and arecommunicated to operators through servicebulletins. From an engineering perspective, acontinuous update is necessary. The experthas to be aware of these issues and has tomake sure they are implemented when neededor taken into account upon acquisition.

A critical factor to be considered, one directlyrelated to the upgrade of an engine, is the obso-lescence of parts. OEMs provide the marketwith enhanced products and parts as a part oftheir after-sales campaigns. Some of them arenecessary to fix existing on-wing problems whileothers are product improvements and can onlybe introduced during shop visits. In both cases,the new parts will become the new standardand the old parts available in the market willbecome obsolete. This can be partly resolved ifthe old parts can be reworked to the new stan-dard. Investors interested in end-of-life enginemodels have to be particularly careful of thisaspect as it has a large impact on the residualvalue of such assets as obsolete parts aremore difficult to place in the market.

In addition to the technical issues affectingan engine model, SGI has noted that, espe-cially for modern commercial fan engines, eachengine model has on-wing problems in certainregions. Some engine models have reducedtime on wing if operations are mainly in India, asecond engine model might require additionalinspections if operated in mainland China. The

Though quicker today, changes to an engine’s thrust rating can still be costly.

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51The Engine Yearbook 2012

engine is therefore more expensive to operatein these areas and this consequently affectsits residual value.

Some engine models show a different dete-rioration pattern depending on the geographicalareas where they are operated. A typical exam-ple is the desert region: when the engine isoperated in a sandy environment, the sand pol-ishes the airfoils and vanes on the high-pres-sure compressor, while several chemicalcomponents damage the hot section.

These aspects are even more critical onnewly designed engines since they are oper-ated at higher temperatures than old engines.SGI has calculated that engines operated incritical areas, can be up to 30 per cent moreexpensive to operate than the same enginemodel in a normal environment.

An additional threat to the engine value andpredictability are non-OEM parts and repairs.PMA parts are now available for the most com-mon engine models and OEMs are fighting backby introducing improved models, which preventinstallation of the PMA parts currently available.An example is the CFM56-7B engine 3D aero(CFM56-7B/3): old standard (OEM and non-OEM)parts cannot be installed on new -7B/3 engines.

More and more companies are offering non-OEM approved repairs, defined as DesignatedEngineering Representative repairs or DERrepairs. These repairs are approved by the FAAand, under some circumstances, can beimported into EASA, but they may also be a lim-iting factor to the free transfer or engineswithin airlines.

Inclusion of PMA in the engine and, to alesser extent DER repairs, have a negativeeffect on the engine value due to their unknownresidual value.

Managing the assetOnce the investor has defined the engine

model, a suitable engine meeting the investorneeds has to be found. The length of theinvestment has a major role during this selec-tion. If the lessor is interested in a long-termlease, an engine with good performances andgood LLP life remaining is preferred.Unfortunately these are also the most expen-sive assets.

The value of an engine is largely dependenton its operational history, its maintenance his-tory, its current status and the trace of majorcomponents. When performing a genericassessment, these aspects are consideredstandard. However, they have to be evaluated indetail, in particular:

Maintenance history and forecastPrevious shop visits are checked and spe-

cific attention is paid to the last shop visit. The

analysis of the last major event focuses on thelevel of maintenance performed and on thestandard of the parts installed. Based on thisinformation, the expert can predict the time onwing until its next shop visit as well as the pre-dicted maintenance cost.

Physical condition The current status of the engine is

assessed in detail through visual inspections,borescope inspections, chip detectors check,trend monitoring and other methods. Theengine undergoes a thorough check of all exter-nal parts and systems to make sure there are

no defects limiting its airworthiness and con-sequent acceptance from the lessee. At thesame time, normally, a complete endoscopicinspection is performed, to assess the condi-tion of the internal hardware (i.e. its deteriora-tion and the possibility for the hardware to beoperated on wing for additional time, withoutreaching any limitation dictated by the aircraftmaintenance manuals).

TraceA fundamental step towards the determination

of the value of an engine is the back-to-birth trace-ability of major components and its LLP parts.

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Depending on the engine model, the enginehas several parts which are life limited — i.e.the OEM and the regulatory agency havedefined a limit for the life of the component,typically in cycles, though time limits in flighthours are also found in the market. Based onthis constraint, it is important to understandhow much life has been used on each part.This analysis is usually referred to as ‘back tobirth’ — i.e. the determination of the life usedsince manufacturing.

Modification statusAs obsolescence is a major issue and the

presence of PMA or DER has a big impact onvalue, during the pre-purchase inspection adetailed check has to be performed.

Negotiating contracts anddefining maintenance reserves

Once the asset is purchased, the leaseagreement has to be put in place. In addition tolegal clauses, several technical items are rele-vant and they often define the differencebetween an excellent investment and a poorreturn.

In order to make sure that there are enoughfunds to repair an engine when the mainte-

nance event is due and to minimise the risk ofa lessee default, the lessor should oblige theoperator to put aside a fund on a regular basis,usually proportional to the hours flown by theengine. The amount required is usually theentire cost of repair and discussions usuallycentre on the definition of the minimum main-tenance event for which the fund can be used,the interval and therefore the amount to bepaid per flight hour or flight cycle.

Typically, the lessor is willing to have thefunds accrued only for a heavy maintenanceevent, normally defined as ‘performancerestoration’. This is, as a minimum, the restora-tion of the engine performance of the coreengine.

It is always difficult to estimate time on wing— i.e. the time between two major repairs orperformance restoration events, though thiscan be done based on the experience accumu-lated on the same engines by different opera-tors worldwide. There are a number of factorsinfluencing the operational cost of the engine.

The first is thrust setting. Engines thrustcan be at different levels. An engine’s physicalcondition gradually deteriorates during its lifeup to the point where it will need to beremoved. The higher the thrust produced, the

Specific market studies shouldbe made to analyse thenumber of engines flying, thetype of market, the percentageof spare engines available, thepossibility to source spares andthe future market forecast.”

Every engine model has specific technical issues.

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INVENTORY NAVIGATORSINAV GROUP, LLC

FPA_check EYB2012_Engine Yearbook 2012 11/11/2011 12:44 Page 3

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54 The Engine Yearbook 2012

higher the temperatures reached by the engine,and the higher the deterioration rate will be.

The average length of the flight also has abig impact on the engine time on wing. Anengine deteriorates most during take-off, there-fore the ratio of take-off time to time on wing iscrucial. For every engine model, there is a‘severity curve’, used to define the differentcost per hour or cycle if operational factorschange.

However, not all take-offs are performed atmaximum power, but rather at a lower thrustsetting. This is commonly referred to as de-rate. De-rates are always applied by the opera-tor, subject to an aircraft’s maximum take-off

weight and environmental conditions. Thehigher the percentage of de-rate used, the lessthe engine deteriorates.

Delivery and redelivery conditionsDelivery and redelivery conditions are fre-

quently reasons for discussion between lessorand lessee. Delivery conditions relate to theactual condition of the engine, while a lessorusually requests redelivery conditions to beadded to a contract in order to make sure thatthe asset is going to be in an acceptable con-dition for re-lease once the current lease is ter-minated. If redelivery conditions are not met,the lessee is usually forced to perform a shopvisit. The engine is not being repaired for atechnical reason and therefore its on-wing lifeis not optimised and its cost per hour is higher.This is obviously unwelcome for the operatorand should be avoided.

Lessor and lessee often define the redeliv-ery conditions together by agreeing on the fore-casted technical conditions of the engine, sothat the asset will be repaired only when tech-nically needed (and not for commercial rea-sons) thus maximising the use of themaintenance reserves and minimising thelessee’s costs and the engine cost per hour.

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817.740.4700 [email protected] www.coopind.aero FAA No. OI0R891N, EASA.145.5897, CAAC No. F00100406

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55The Engine Yearbook 2012

Once the lease agreement is agreed andsigned, the engine has to be delivered to thesatisfaction of the operator, monitored andreturned to the owner for another lease or forbreakdown or sale.

Delivery and monitoringDuring delivery to the lessee, the engine

and its documents have to be prepared inproper order, the engine configuration has to bealigned to the lessee’s wishes and the lessorhas to assist the airline with any issues it mayhave.

Regular inspections should be performedduring the lease period to make sure that theengine is kept in a good condition and thevalue of the asset is maintained. Monitoringof the engine during the lease is seldom con-sidered as additional cost, though SGIbelieves that continuous monitoring and pro-active management will alleviate problems atthe end of a lease and maintain good rela-tions with the lessee. In line with this, SGIhas noted an increased focus by leasingcompanies on keeping assets monitored asthe interests of the lessees do not alwaysmatch the owner’s. Lease contracts shouldprovide for checks to be performed duringthe lease.

Typically, issues during major repairs, wherethe operator may try to reduce the cost, whilethe owner’s interest is to ensure the properstandard is maintained and the level of partsinstalled are adequate to guarantee that thenext lessee will be satisfied with the conditionsand performance of the engine. Lessors areincreasingly involved in the active managementof engines through the MRO shop and SGI pro-vides the expertise and knowledge to reach thebest decisions.

During the lease period, the lessor needsto be continuously updated on technicalissues affecting the engine model as they mayhave a detrimental impact on the re-mar-

ketability of the asset. Even more critical is forlessors to be updated on upcoming regulatoryrequirements and to make strategic decisionsaccordingly.

Redelivery Once the redelivery date is near, the lessor

should consider all possible options for theengine, based on the market conditions, includ-ing: to sell the asset; to re-lease it; to upgradeit; to break it into parts; or to exchange it. Inorder to make the most appropriate decision, itis critical to know the condition of the engine.In SGI’s experience, redelivery is the most crit-ical phase and has to be addressed at an earlystage by approaching the operator, discussingrequirements and making sure that criticalareas are covered. ■

Each investor needs to decidein which section of thelife-cycle to invest in, forinstance in thelatest-generation of engines orin older equipment.

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

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For A J Walter (AJW) Aviation, entering the air-craft engine leasing business was the nextlogical step in the evolution of the company,

bringing it closer to its goal of providing optimumsolutions for airline customers. AJW had alreadyestablished a wide customer base, with over700 airline customers in more than 100 coun-tries utilising its component leasing services, soengine leasing was seen as a natural extensionto its existing business model and a clear growthstrategy for the company. Launched in early2011, the new AJW Aircraft Engine Services divi-sion encompasses four key areas: the supply ofengine parts; engine leasing; engine exchange;and engine management services.

The aircraft engines sector is a challenging,dynamic and competitive environment. As well as

AJW there are several other new entrants to theengine leasing market. These new suppliers areusually funded from two general sources: majorfinancial institutions with an existing aviation busi-ness; and private equity and hedge funds lookingto purchase assets for a long-term investment.

It is also evident that there is growing con-solidation in the marketplace with joint ven-tures and ongoing mergers and acquisitions,such as AeroTurbine being acquired by AerCapand GE’s acquisition of the Memphis group,which provides end-of-life solutions for their cur-rent leased fleets and customers alike. Morerecently, ST Aerospace created a new leasingcompany in conjunction with MarubeniCorporation. Thus the market sector remainsdynamic and there is still room for new, niche

The Engine Yearbook 2012

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

Branching out into engine leasing

entrants. AJW already has a significant pres-ence in the airframe business, so expandinginto the engines market allows it to provideadditional services to its current customerbase and attract new customers.

A new approachThe market trend in the engine sector has

normally been to grow very big, very quickly andthen leverage economies of scale. Being pri-vately owned, AJW’s strategy is different. It islooking to grow organically and differentiateitself with its already highly regarded customerservice and support. AJW provides a menu ofservices and offers a complete one-stop solu-tion for airframe components, rotables, con-sumables and now engines.

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58 The Engine Yearbook 2012

Steve Williams, director of aircraft engineservices, comments: “We believe thisapproach and our ability to tailor a bespokepackage of services is unique in the marketand will provide an even better solution for ourcustomers.”

AJW is a leader in component spares man-agement and entering into the engines marketfurther complements the services available.Customers can now have all their supportrequirements managed by one central source,whether they concern engines, components,rotables or consumables. The new AJW AircraftEngine Services division offers an integratedmanagement solution providing engineeringservices, aircraft engines for lease and over-hauled engine parts to help operators minimiseengine maintenance costs. AJW has the tech-nical experience to fully evaluate engine pur-chases to ensure the most cost-effectiveproducts are available for the customer.

Building an engine inventoryThe company’s inventory of engines will

grow naturally as it identifies availability andpurchases engines on the open market.Alternatively, it will purchase assets from air-lines as they divest their existing fleets andmove into other platforms. Fleet migration is akey element in AJW’s purchasing strategy forengines and components. As airlines changetheir fleet mix, very often this costly eventrequires support from materials specialists.This is going to be one area of particular focusfor AJW as it assists existing airline customersto identify suitable engine assets to purchase.

“We’re bringing a wealth of aircraft engineexperience and proven delivery to the sectorand the infrastructure we are building will makeus a serious player in engine sales, leasing andparts supply” says Williams. “AJW is now rap-idly building its engine inventory and is cur-rently able to offer a wide range of CFM56-3sand 5A1s. This is scheduled to expand intoadditional engine types as more acquisitionscome into our reach.”

The next phase of AJW’s developmentstrategy is to target the newer generation ofaircraft and engines for teardown. “We arecurrently evaluating the market to see if itmakes economical and operational sense totear down B737NGs and later-generationA320s. The market economics for newer air-craft means the lifecycle profile has changedfrom over 25 years to nearer 15 years. Thismakes the possibility of tearing down youngeraircraft a more attractive proposition,” saysWilliams.

This change has occurred because majorlessors are depreciating aircraft over shorterperiods to ensure their fleets can be replenished

The market trend in the engine sector has normally been to grow very big, very quickly and thenleverage economies of scale.

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60 The Engine Yearbook 2012

with more modern aircraft. In the current climatethere are several companies who have alreadytorn down B737NGs and are using the aircraft toprovide engines for leasing or tear-down.

Due to the sheer volume of newer genera-tion aircraft delivered over the last 10 years,the demand for leased engines in today’s envi-ronment is increasing. When this is combinedwith the financial pressures on airlines to keeptheir lease engine pool to an absolute mini-mum, it creates a great operating environmentfor lease companies. Traditionally airlineswould keep a lease pool of around 12 per centof their flying fleet, now this is approaching sixto eight per cent.

There are a couple of major players in theleasing space and they serve the market in twostrategic ways. Firstly, through the provision oflong-term lease engines to airlines, which can bepositioned with the airline for anything up to 15years and from the basis of a long-term financiallease to keep the engine off the balance sheet.The second possibility is for the lessors to pro-vide short-term engine leases while an operator’sown engine is grounded for maintenance. This iswhere AJW plans to focus its activities andbecome a significant short-term lease provider.

One of AJW’s major strengths is the largenumber of aircraft it currently manages undercomponent support packages. This provides anatural outlet for materials following an aircrafttear-down and leaves the engines available forlease or subsequent part-out. The demand formaterials to ‘feed’ client requirements makesthe acquisition of aircraft an attractive proposi-tion, especially when combined with the abilityto gain significant value from the engines.Having complementary services in severalareas has helped the company grow into a full-service provider for aircraft and AJW can nowoffer its customers complete aircraft support.

Exchange, lease or tear-downvalues

AJW is rapidly developing its aircraft engineleasing service, initially focusing on the CFM56family, and going forward it plans to add the

V2500-A5, CF6-80C2 and PW4000 types to thepool. The CFM56s are provided on short-termleases, typically 60-90 days, using the existinggreen-time. The short-term leases are primarilyaimed at airlines, offering a support solution forwhen one of their existing aircraft engines isundergoing maintenance and/or overhaul. Goingforward, AJW will focus on aircraft purchases anduse the remaining life on each engine as thedetermining factor in aircraft value. Any enginewith a long life-cycle left on it qualifies as anexchange candidate, while an engine withmedium life remaining will be leased to burn offthe residual green-time. Tired engines will beallocated immediately to the AJW part-out poolfor tear-down and will later serve as a source ofsupply material. The decision for each optioncan be financial or operational and AJW remainsflexible in choosing and in utilising engines in avariety of life-cycle stages.

The company aims to have around 20-25per cent of engine assets available on a leasebasis. Being mindful of demand trends, AJWwill soon need a large supply of later-model nar-rowbody engines, such as CFM56-5B/7Bs andV2500-A5s. With the continued production ofthese engine platforms, and the already largelyinstalled engine base, AJW will be investing inthis area to move the division further forward.

Outsourcing flexible financial andoperational solutions

During the past couple of years, the indus-try has seen an increase in the number of air-lines who prefer to keep some of their assetsoff the balance sheet. This has increased therequirement to provide specifically tailoredsolutions for the sale and leaseback of aircraftassets, whether they be engines or a wholepool of components or other materials such aswheels and brakes.

This trend is expected to continue in futureyears as financial pressure continues to drivevendors to provide financially balanced andflexible solutions. In addition, airlines face con-tinued pressure from OEM price increases,which can force an engine to double in priceover a 10-year window. This, coupled withincreasing oil prices, means the airlines haveno alternative but to find other ways of sup-porting their operations.

Lessors face a similar issue since they haveto satisfy the demands of their investors,ensure their fleet mix meets the market profileand also maintain an ever-younger fleet. Somelessors have changed their fleet profile overthe last couple of years and now boast fleetages of around three to four years. However, asthese aircraft mature there is also an issue ofhow to maximise the residual value of the air-craft asset.

We are currently evaluating themarket to see if it makeseconomical and operationalsense to tear down B737NGsand later-generation A320s.—Steve Williams, director ofaircraft engine services, AJW

Fleet migration is a key element in AJW’s purchasing strategy for engines and components.

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There are generally a couple of methods ofmaximising the residual value. The first is toextend the life of the aircraft by either releasingor converting the passenger aircraft to cargo,which has been looked at with varying degreesof success by several companies on 737Classics and A320s. The problem with passen-ger-to-cargo conversions is that the aircraftflies fewer hours /cycles and therefore requiresless maintenance and hence less engine workfor service providers such as AJW.

The second option is to part-out the aircraftwhere the value is 80/20 in favour of theengines. These engines can be leased orparted out depending on their current life pro-file.

When assessing aircraft available for part-out, the impact of new technology available dur-ing the overhaul of an engine which deliversupgrades to the normal production fleet mustalso be considered. These retrofits do twothings. Firstly, they control the flow of new mate-rial into an engine, thus improving its on-winglife and fuel burn. Secondly, they control theavailable market size for the provision of usedmaterial. The OEMs have continually looked forways to increase their market share of the MRO

market and these material solutions providethem with an ideal opportunity to introducematerials into engines even if they themselvesare not undertaking the maintenance.

When overhauling engines some airlines donot pay enough attention to managing the stublife of life-limited parts (LLPs). Very often on thelater generation of engines which have high on-wing life, there could be LLP stub life of 7,000cycles remaining, which in cash terms couldequate to over $400,000.

With interest rates staying fairly low over thelast three years, there has been a drive to pushlease factors lower. This is expected to changeover the next couple of years, as costsincrease in direct correlation with inflation.

So, AJW is now focusing its activities onengine material supply combined with thedevelopment of a pool of short-term leaseengines. The initial portfolio includes CFM56and V2500 engines but this will grow to includewidebody engines such as the CF6-80C2 andPW4000. AJW is naturally combining its well-regarded service delivery with this new expert-ise in engines and lease engine support as wellas suitable engine assets to lease and/or part-out, bringing new opportunities to its current

customer base of over 700 airlines. So fardemand has outstripped supply and we arecontinually looking to expand our pool to meetthe requirements we have. Currently, we enjoy autilisation rate for our lease engines of over 90per cent and this figure is closely monitored toensure we have the right assets in place as thedemand profile changes.

The next phase in the development of thenew engine division is to increase its globalpresence. To do this AJW is concentrating onplacing engines for lease in key areas such asTurkey, India, Middle East, Far East and NorthAmerica. This will increase the service offeringto customers and avoid costly transportation ofengines.

AJW continues to expand its global geo-graphical footprint with a new sales and cus-tomer services office in Miami, a doubling of itswarehouse capacity in Singapore and newwarehousing in Miami and Los Angeles. Thecompany is also relocating its UK-based globalheadquarters to a new development, providingup to 200,000sq-ft of purpose-built office andstorage space, and state-of-the-art trainingfacilities. This new campus will be fully opera-tional in autumn 2012. ■

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EYB2012 Editorial 144p_144p version 02/11/2011 11:45 Page 61

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Engine leasing over the next decade

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

The Engine Yearbook 2012

products. The true engine operating leasehardly existed back in the late 1980s, despitethe growth in aircraft operating leasing.

Rise of the operating leaseThe first drivers for change arrived in that

period. Operating leases for aircraft hadbecome popular, applying to some 20 per centof the in-service fleet by the late 1980s, and, asJT8Ds were replaced by increasingly expensivemodels, minds turned towards applying thesame financial product to engines. The rise inunit value had two effects: firstly, lessors sawan opportunity, as costlier engines began to jus-tify the transaction complexity of operating

In the formative years of the engine leasingmarket, in the early 1980s, the original play-ers were companies that provided spare

engines on short-term leases to plug the gapbetween spare powerplants owned by airlinesand excess demand for engines — usuallycaused by unscheduled engine failures. Thesecompanies, such as AAR and AGES, typicallyleased the ubiquitous JT8D series, for whichthere was near market saturation in the nar-rowbody market. Also supplying engines tomatch this peak demand were the engineOEMs, whose product support pools weretapped into for this purpose. The OEMs alsosupported the widebody fleets powered by their

62

ELFC CEO John Sharp.

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The global provider of

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leases; secondly, the OEMs started taking ahard look at the costs of maintaining their prod-uct support pools and realised that some of thisservice should be charged on a true economicbasis. Those two factors together started theearly development of the present commercialengine operating lease business. With WillisLease heading in a similar direction, EngineLease Finance (“ELF”) was founded in 1989and wrote its first long-term leases in 1990.

At the same time, engine reliability andmaintenance predictability increased dramati-cally, reducing the need for short-term leasesfor new models. Increasingly, the short-termleasing product became one that was typicallyoffered for older engine types more readilyavailable in the secondary market, which leantthemselves to a business model that burnedoff ‘green time’ and then committed a time-expired engine to part-out. Parts were thenrefurbished and sold back into the mainte-nance, repair and overhaul (MRO) market.

The short-term leasing companies were(and largely remain) traders who look to turnover their capital on a regular basis, unlikeoperating lessors who typically invest in a prod-uct with a view to holding it for 10 years or so.This market sector has since moved on withthe much bigger populations of engines, andGA Telesis is a good example of a modern grow-ing company in this area. ILFC have acquiredAeroturbine apparently with the intention of

leveraging its competence in extracting valuefrom older engines. It will be interesting to seehow that develops.

After operating lease companies had grown,they had to prove their business model byremarketing engines that were five or six yearsdown the line, having been returned from theirfirst leases. Any operating lessor whose busi-ness model is based around longer-term leas-ing is anxious that as soon as an enginefinishes its lease, it should be placed immedi-ately onto the next. Unfortunately, availabilityfor a second long-term lease may not be soimmediate; therefore, rather than having anengine sitting in a warehouse incurring storageand finance costs, a lessor looks to place it inthe short-term market until a long-term positionis found.

Accordingly, the ‘new’ breed of operatinglessors also became short-term lessors. Withthe growing sophistication within the engineleasing community this line has becomeblurred and the mature companies of todayoffer a mixture of products, often combiningthem to offer the airline a ‘one-stop shop’ forall their leasing requirements, which is whereELF is now positioned. Now, the short-termleasing product has become more common-place for modern engines, which may or maynot be characterised as a pool.

The next development arose as operatinglessors became more financially sophisticated

The Engine Yearbook 2012

The original players werecompanies that provided spareengines on short-term leasesto plug the gap between sparepowerplants owned by airlinesand excess demand forengines – usually caused byunscheduled engine failures.”

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and saw opportunities to syndicate packagesof engines with revenue-earning leasesattached to them. Nowadays most enginelessors have sold off such packages, takingprofit and raising cash as a minority share-holder while earning lease management andengine remarketing fees. These syndicationplatforms also provide a vehicle for portfoliomanagement. ELF currently has 74 enginespart-owned or under management and holdsmandates for a further 17, all with a variety ofinvestors, though we continue to own outrightthe great majority of our engines.

By 2010 a sophisticated and well-roundedengine leasing market had developed and, ofcourse, I like to think that ELF has been instru-mental in leading the charge. But a lot morehas been going on: the OEMs have greatlyexpanded their aftermarket product offerings,notably in providing all-inclusive maintenanceand overhaul services, some of which are com-bined with spare engine support. GE EngineLeasing and Rolls-Royce Partners Finance arenow the two largest engine lessors in the worldby dollar value and have rapidly grown their in-house maintained portfolios. SES, a subsidiaryof CFMI, is also significant in this mix, offering

pooling services for the CFM family of engines,as well as some operating leases and non-clubshort-term leasing. The airlines have anunprecedented choice of service providers.

It is the operating lease market that repre-sents the core business for ELF. The companyacquires a large proportion of its assetsthrough relatively risk-free sale-and-leasebackdeals; these involve the acquisition of theengine and its simultaneous placement onlease and commencement of revenue earninglife. This part of our business has beenextremely strong in the years following thefinancial meltdown of 2008: the financial crisishad the dual effect of reducing airlines’ rev-enues and cash at the same time as closing offpotential sources of funding as banks ran forcover. It should be recalled that 2006 and2007 were record years enjoyed by the air-frame and engine manufacturers for orders.And as has been repeated in economic cycleafter cycle, those record numbers of enginesand aircraft then rolled off production lines justwhen the airlines didn’t need them and can’tpay for them. It has always been important thatleasing companies, as asset investors, cor-rectly anticipate the economic cycle.

The Engine Yearbook 2012

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EYB2012 Editorial 144p_144p version 02/11/2011 11:56 Page 65

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Accordingly, another set of record orders at the2011 Paris Air Show didn’t escape our atten-tion.

Riding the cycleThe demand for operating leasing is obvi-

ously driven by airlines’ desire to raise cashand remove assets from their balance sheets,a common feature during times of economichardship, and a growing business at a timewhen the perceived ‘funding gap’ in aviationfinance has risen. Also, the trend has been forairlines to source specialist funding for aircraftengines. The driver for this has been theincrease in engine prices over time. For exam-

ple, in 2000 a CF680-C2 B1 had a stickerprice of $6.5m, but this had increased to$13m by 2010. Similarly, we have seen theintroduction of very large engines, notably thevarious offerings for the 777. The GE90-115 Btoday sports a stratospheric list price of$32.5m including QEC. Whatever the eco-nomic climate, airlines are keen to close outresidual value risk, the importance of whichhas risen in line with engine values. The lessoris better positioned to manage this risk as itcan lease the engine for consecutive terms,then burn off green time with a short-termlease and liquidate the asset — options notopen to an airline.

Thin profits in the airline community are wellrecognised. IATA keeps on revising its 2011estimates for industry profit as oil priceschange, since fuel is the major spend and hasa dramatic effect on the bottom line. We haverecently seen two French banks announce theirexit from air finance, no doubt because theysee it as too cyclical and so risky. However,banks are sticking around to fund the lessors,as they take a longer-term view. Small wonder,then, that some 35 per cent of all current air-craft orders are with aircraft leasing compa-nies. This trend of major order placements hasnot been followed so much by the enginelessors due to uncertainty both over engineperformance and over OEM market supportintentions, however.

The Engine Yearbook 2012

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It appears the aviation industry is set forsignificant long-term growth, even with the cur-rent concerns about the eurozone and US debt.Despite inevitable cyclical disturbances, thebackbone of this belief is that air travel is fun-damental to global politics, its economy andsociety. Major forecasts such as Boeing’s pre-dict that from 2010 to 2029 there will be about31,000 new aircraft delivered in order to sup-port both growth in the world fleet and replace-ment of obsolete aircraft. It would be make thejobs easy for those of us involved in investmentdecision-making if this was a steady flow, butthe ups and downs do present an opportunityfor the engine lessor who really understandshis market, engine type by engine type — thereis little macro-thinking in engine leasing.

Nevertheless, looking at the big picture,these aircraft delivery forecasts lead us to theconclusion that some $2bn of spare engineswill be funded every year on average by operat-ing leases. A large proportion of this, perhapsup to half, will be provided through some formof maintenance-related package provided bythe OEMs. That leaves a billion dollars a yearfor the five or six specialist engine lessors inthe market. Compared to aircraft leasing that isa small market, making engine lessors nicheplayers. However, the market does appear to berobust in the long term and it is perhaps forthat reason, rather than any large-scale oppor-tunities, that new players are constantlyexpressing interest in joining the market.

It is, however, very tough for new entrants todevelop critical mass in a business which, dol-lar for dollar, is more complex and overhead-heavy than aircraft leasing. A company has togo through all of the stages of developmentreferred to above before they get there. Add tothat the fact that competition is fierce and newbusiness placed on the books — whether bysale and leaseback or by order placement andsubsequent lease — is now written at histori-cally low lease rates (significantly lower thanaircraft), which results in a negative yield curvefor the early years. It is only by means of amature portfolio spread sensibly over new andolder engines that a lessor will run a success-ful and profitable ‘mixed economy’. It alsomeans they need deep pockets.

ELF’s Macquarie dealELF’s efforts are greatly supported by our

parent company in the US and its ultimate par-ent, The Bank of Tokyo-Mitsubishi UFJ, and it isthat financial strength which has allowed us topursue a successful strategy of growth toachieve our current position of maturity. Thathas recently culminated in our agreement withMacquarie Aviation Capital Finance to purchaseits engine assets. This represents the acquisi-

tion of 47 engines with 18 different lesseesplus the servicing rights and obligations for anadditional seven engines owned by an investorfund; this allows ELFC to continue to grow itsowned and managed portfolio of modern aeroengines towards nearly 300 engines and pro-vides for the addition of seven new customersto our portfolio. The acquisition of theseengines allows ELF to step up its growth planswith immediate effect during 2011. We havenow consolidated our position as the thirdbiggest engine lessor on the planet, and, by asignificant distance, the largest not affiliatedwith an OEM, although we continue to workclosely with them. We estimate that our shareof the true engine operating lease market issomewhat in excess of 20 per cent. We willcontinue to aggressively pursue revenue andportfolio growth through sale-and-leasebacktransactions, engine order positions and otherportfolio opportunities in line with our strategicbusiness objectives. ELF looks forward to con-tinuing to lead the charge in this compellingmarket. ■

The Engine Yearbook 2012

In 2000 a CF680-C2 B1 had asticker price of $6.5m, but thishad increased to $13m by2010.”

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68 The Engine Yearbook 2012

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

Trends in the engine MRO business

Many factors impact how the turbineengine maintenance, repair and over-haul business is operating. New mate-

rials and design technologies are keepingmodern engines on-wing longer. Together withon-condition maintenance programmes whichuse the diagnostic capabilities offered by digi-tal engine control systems, advanced tech-niques which can repair parts inside the enginewithout requiring it to be removed from the wingare also improving on-wing times.

A continuing increase in the number ofleased aircraft is making the management of

engine return condition ever more important.Lessors’ requirements for MRO contracts to betailored for specific engines rather than for par-ticular operators are creating significantchanges. Meanwhile, the rapid growth of theairline industries in China, India, Brazil andRussia, the CIS nations, and Latin Americancountries is changing the face of the engineMRO business geographically.

No less important is the emergence of thelow-cost airline sector, as well as consolidationamong legacy carriers. The difficulty the airlineindustry overall is finding in shaking off the

effects of the economic crisis as fuel pricescontinue to fluctuate is forcing more airlines tooutsource their engine MRO business. Evenwhile this is going on, some big carriers arebringing more business in-house, often throughjoint ventures with OEMs. And, as new enginesbecome more complex and technologicallyadvanced, OEMs are increasingly controllingthe MRO aftermarkets for their products.

At the same time, airlines seek cost savingswherever they can be found and are puttingpressure on engine MRO providers — OEMsand independents alike. Meanwhile, more air-

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70 The Engine Yearbook 2012

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

photo: StandardAero

lines have access to new aircraft with newengines, and many carriers operating olderengines are doing so for shorter periods — soMRO shops must adjust the services they offerto meet a growing desire among operators ofolder aircraft for short-term repairs rather thanfull overhauls. Long-term total care contractsare becoming more widespread and moreengines are being torn down or traded ratherthan repaired.

The changes taking place“It’s not like it is moving in one direction —

a couple of different business models arebeing applied by different players in the mar-

ket,” says Frank Walschot, SVP of engine main-tenance for SR Technics.

“We see increasing demand for OEM MROsupport or long-term overhaul service agree-ments,” says Brian Ovington, senior marketingmanager, services for GE Aviation. “Rolls-Royceand IAE [already] have a large penetration inlong-term agreements on their current models,but Pratt & Whitney is going to market with itsservice offering alongside the geared turbofan.CFM [International] … is providing servicesdirectly by offering customers long-term agree-ments with its new LEAP engine.”

According to MTU Maintenance, airlines’financial difficulties and a strong shift tonewer aircraft (with new engines) from olderaircraft are creating price pressures and com-petition for MROs, creating lower demand forengine-overhaul work. There is also strongerdemand for leased engines, as airlines buyfewer spare engines of newer models.Operators are also demanding financing orsale/leasebacks of spare engines and rota-bles; and to save cash they try to shift thefinancial risk of engine operation as much asthey can to the MRO provider.

For older engine types, MRO paymentplans are changing from power-by-the-hourcontracts to fixed-price contracts or time-and-material contracts, according to MTUMaintenance. “For newer engines, there is atrend towards so-called ‘payment per event’contracts, where the agreed fixed rate — typi-cally also on a flying-hour or cycle basis — ispaid at the time of the shop visit,” rather thanin advance or monthly. The company saysthere is also growing demand for alternativesto using new parts. These alternatives rangefrom buying single used parts (a relativelyhigh-cost option) to tearing more enginesdown, in order to swap modules to create oneserviceable engine from several unservice-able powerplants.

Another alternative is to trade out engineswhich require repair or whose life-limited parts(LLPs) require replacement, rather than over-hauling them. Pedro Pedroso, general managerof engine sales for TAP Maintenance &Engineering’s marketing & sales department, isseeing “more exchanges of older engine typesneeding repair by serviceable engines removedfrom parked aircraft, as these are still avail-able”. He says outsourcing of engine MRO workby airlines will probably increase, because“new engine types have high shop investmentcosts, high shop logistic cost, and increasingtechnology input”.

For engines in the second and third stagesof their life, operators “are getting more savvyon workscopes and parts,” says Brian Neff,owner and CEO of CTS Engine Services, a Fort

A continuing increase in thenumber of leased aircraft ismaking the management ofengine return condition evermore important.

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72 The Engine Yearbook 2012

Lauderdale-based CF6-50 and CF6-80 repairspecialist. Neff, formerly CEO of cargo operatorSouthern Air, says his airline often found whensending engines out that MRO providers wouldperform (and bill for) a full overhaul as a matterof course rather than just performing the repairthat was actually needed. Now, airlines “arelooking for someone more flexible regardinghaving someone say that only a modular repairis required rather than a full overhaul”.

“As fuel prices keep going up and OEMprices increase each year [by] about six to eightper cent, the MRO industry is unpredictableand everyone is looking to maximise value forevery dollar spent,” says Charlie Rey, SVP ofsales & logistics for Miami-based F.J. TurbinePower. “A lot of MROs in Miami have closed dueto the economy. For the next 10 years, as oldaircraft like the MD-80, the 737-200 or 737-300 get retired, there will be a reduction inengine inductions. New engines being pro-duced will stay on-wing longer … which meansfewer engines for the OEM and the third-partyMRO to work. For example, a CFM56-7B logged40,000 hours without a single removal.”

Longer on-wing timesWalschot says that not only do new engines

stay on wing longer, but after their first shopvisits the repaired engines stay longer on-wingthan older types did. Today, first-run enginesusually come off-wing as a result of LLP life lim-

itation, not because of a deteriorating exhaust-gas temperature (EGT) margin or another hard-ware condition. For leased aircraft, particularly,this creates a situation for operators thatrequires careful decision-making.

Should the operator replace the LLPs —which can cost as much as $2m — and notobtain all of the useful life from the new LLPsbefore the engine’s next scheduled shop visitor its lease return? Or should the operatorreplace the run-out LLPs with others contain-ing only enough life to see the engine throughto its next scheduled shop visit? The latter

choice means the operator attempting tomatch the aircraft’s scheduling to the remain-ing life on the replacement LLPs — often byhaving the aircraft operate longer flights inorder to keep its utilisation high.Management of these variables to ensure alevel of continuity in flight operations is a skillthat has been one of the key factors in thesuccess of some low-cost carriers, saysWalschot: “They take the last half-degree ofEGT margin out of the engine before it goesback to the lessor.”

Most engines have now transitioned to on-condition maintenance programmes, giving air-lines (and lessors) the ability to developmaintenance programmes which range frombeing very proactive to extremely reactive, saysJen McNeill, acting SVP, airlines and fleets forStandardAero. McNeill says the increasingcapability of remote diagnostics and trend mon-itoring allow powerplant engineers to monitorengine performance, to schedule shop visitswhich previously occurred on an unscheduledbasis, and to develop “surgical” workscopesthat fix deficiencies without having to tear downthe entire engine.

“Interestingly, we see customers evaluatingthe cost of preventive maintenance against thebenefits of increased time on-wing,” saysMcNeill. “For those who decide the benefits ofpreventive maintenance and upgrades areworth the up-front cost, we are seeing

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

For those who decide thebenefits of preventivemaintenance and upgrades areworth the up-front cost, we areseeing increased enginereliability.—Jen McNeill, acting SVP,airlines and fleets,StandardAero

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increased engine reliability.” Additionally, “asan MRO facility, we have found that we have tobe able to quantify the costs and benefits ofproactive versus reactive engine maintenanceto our customers. We are also required to havea workforce that is flexible and can adapt to thevariation in our customers’ maintenance pro-grammes.”

Outsourcing of engine MROMRO providers generally agree that the

outsourcing of engine MRO by airlines willgrow. MTU Maintenance says this is the nat-ural result of engines becoming more com-plex and their materials more advanced; asOEMs increasingly aim to control their after-markets; and as airlines focus more closelyon their core businesses. “There are only alimited number of providers that will be ableto access both the required technology andlicenses for newer engines, and obtaineconomies of scale and capital to justify suchprogramme entries. Of course, some airlineswill continue to in-source, mostly in develop-ing countries and especially when govern-ment backing and financing is available,” thecompany says.

Indeed, “In emerging areas like the MiddleEast and China, where the fleets are growingmore rapidly, some airlines are transitioningfrom an outsourcing model to one where theyare growing indigenous MRO capabilities,” saysGE Aviation’s Ovington. “Airlines are buildingnew facilities not only to help them maintaintheir expanding engine fleets but also to builda technology base to diversify industrial capa-bilities in-country.”

At present, older engines “are facing strongreplacement by newer aircraft and engines,”says MTU Maintenance. This is leading to “ashort-to-medium-term trough in demand forsome shops, as older engines no longerrequire MRO and newer types enjoy a ‘honey-moon’ period of, typically, six to seven-plusyears. All in all, even though the engine MROmarket is growing together with steadily grow-ing fleets in service, engines will see less shopvisits during their life cycles and their opera-tions within a certain operator.” A given enginemight not even see a shop visit at all with itsfirst operator.

Even as engines age, their on-wing time will remain high, says Neff. “As an engine getsolder, people understand it better. You get a‘tribal knowledge’ of an engine that comes withoperating it for 20 years.” For ageing enginessuch as the CF6-50 and mature engines suchas the CF6-80, specialists like CTS Engines canprove a valuable resource for operators. “Ifthere’s a problem, you can call us and we canhelp you so the engine can stay on wing rather

than coming off for overhaul,” says Neff. “If theOEM does a tech insertion [upgrade], that cer-tainly extends time on wing, too.”

Technological advance: a barrierto entry?

Technological advance is a key factor indetermining the future shape of the engineMRO business. GE and CFM, for example, tend“to design for longer time on wing, whichmeans fewer shop visits and less need forMRO capacity,” notes Ovington. Designing forreliability and fuel-efficiency means usingadvanced systems integration and componentgeometry, as well as advanced materials andcoatings. New engine models will requireadvanced repair processes; and as a result GEand CFM are investing significantly to ensurethese will be available.

“Because of the high reliability and per-formance expectations on new engines, you’llsee tighter control over the licensing of theseadvanced repairs, to ensure engines operateto the expectations of the OEM product com-mitment,” says Ovington. “Airlines also recog-nise that more advanced engine designs bringa certain level of uncertainty in future mainte-nance costs. Therefore, more airlines are sign-ing long-term service agreements much earlierthan in the past. This allows them to lock intheir maintenance costs in order to ensureengine performance improvements are

realised.” GE now has a $60bn backlog ofengine-maintenance contracts, in large partbecause of customers signing long-term agree-ments. “We need to ensure that our MRO net-work can fulfil on our long-term servicecommitments.”

SR Technics thinks the technologicaladvances introduced in new engines will provea major barrier to entry for independentMROs. Accordingly, the company’s key busi-ness strategy is to align itself with OEMs as alicensed repair station, but to keep itselfapart enough from them to be able to offercustomers an independent MRO alternative tothe long-term total-care packages sold byOEMs. Such packages are often comprehen-sive, but they can be costly and not all opera-tors like them.

Through technological advance and total-care agreements, OEMs have gradually erodedtheir affiliated shops’ and independent MROs’share of the total market over the past twodecades to the point where such shops nowcontrol between only 15 to 20 per cent of themarket. However, Neff thinks that share “ispretty much going to stay the same” in comingyears, as operators look to keep costs downwherever possible.

Non-OEM shops still neededOne reason for this belief is that independ-

ent and airline-affiliated shops will be needed

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

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

merely to offer an alternative to the OEMs, par-ticularly for older engine types. “As an airlinewe have to lead the changes to improve ourown results, with an impact on the customerbase,” says TAP Maintenance & Engineering’sPedroso. “We are always trying to find ways tochange, e.g. by increasing in-house repair capa-bility, and process improvement — lean, etcetera — applied to maintenance, logistics andall areas of the company.”

Another reason such shops will be neededis that many operators will continue to pick upolder aircraft and engines on relatively short-term leases from lessors, creating a large MROrequirement from the operators and the

lessors themselves. By using proxies in theform of licensed MROs, engine OEMs will beable to participate profitably in this market.

“GE has changed its network structure fromall-OEM-owned MRO facilities to having a nicemix of OEM, airline and third-party providers inour network,” says Ovington. “This allows ourcustomers greater flexibility on where theyreceive OEM-quality workscope and material.”

As OEMs, GE and CFM are responsible forforecasting the spares and component-repairneeds of their engines when their powerplantsstart requiring heavy maintenance. Ovingtonsays the companies have improved their MROforecasting and customer-engagement prac-

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tices to provide advance insights into futuredemand for materials and repairs, “and ensurematerials are available as MRO needsemerge”. GE introduces about 1,000 repairofferings a year on its product lines and hasmore than 100 specific repairs already devel-oped for the GEnx as the engine enters servicein mid-September.

Customers’ needs are changingCost-reduction and other factors are changing

MRO customers’ needs. For one thing, McNeillsays that “the increasing proportion of lease air-craft in the marketplace has elevated the role oflessors in the maintenance transaction, andlease return conditions play an important role inestablishing engine MRO workscopes.”

Additionally, customers have “becomemore cost-sensitive since the crisis, a demandwe try to fulfil by offering customised andfinancially optimised contracts as well asdeveloping repairs for high-cost items ratherthan replacing,” notes MTU Maintenance. Forolder engine types, the company is working on“increasing used-parts usage, which we partlysource in by actively tearing down engines. Wehave also worked out fixed-price workscopes

as well as ‘bag-and-tag’ solutions for cus-tomers no longer wanting to overhaul, but sim-ply to swap, serviceable engines.”

Neff, meanwhile, says there is “fairly con-stant pressure by the customer to be involvedin the process. We believe customer involve-ment at all stages is a very good thing. We’revery happy to have the customer come in andsource things and price things,” to help keeptheir MRO costs down. “We want customersto be aware of what’s going on with theirengines and to put out the best product wecan.”

GE is seeing that, for new engines, “cus-tomers are asking for more spare-engine sup-port”. “As our engines have become morereliable with longer time-on-wing, many cus-tomers don’t want to invest capital in large spare-engine fleets. So customers are looking for anOEM spare pool to help when they need a spare,”says Ovington. “Customers who operate matureengines also have evolving spare-engine options.Spare-engine availability has increased as olderplanes retire — engines are available to run offgreen time, lease rates are low, and more MROsare offering ‘free’ or low-rate-lease engines to winshop visits.”

As MROs’ capabilities have grown, cus-tomers have passed more risk to the MROs bydemanding ever-more-stringent guarantees onrepaired engines, says Walschot. “Ten years agoyou would see 1,500-to-5,000-hour warranties.Now 15,000 hours is normal, depending on theengine model. The customer also tries to passlease-return conditions on to the MRO, by a guar-antee that the engine will meet the lease-returncriteria. Under these conditions, you have tohave a long-term agreement and a significantnumber of engines under contract, but the oper-ator requires a lower cost of ownership.”

This has made engine condition monitoringmore important to MROs, which are requiringoperators to accept real-time monitoring of theirengines through monitoring centres run by theMROs themselves. “Contracts have become morecomplicated — there’s no such thing as a stan-dard contract anymore,” says Walschot. “There’sprice pressure on the MRO, but the operator hasto make a longer-term commitment, so the MROcan put in an engine condition monitoring systemthere. But, for the MRO, the risks are still there ifyou make a mistake in your calculations andassumptions.” Fast-changing though it may be,the engine MRO business is a risky one. ■

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

photo: StandardAero

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It may seem a trite observation, but it speaksvolumes: the overhaul bill for an engine isdivided mainly between the labour needed

and the cost of the exchanged parts. Whilehuman input and man hours are a constant fac-tor, the volume of the various engine parts,modules and systems to be replaced is subjectto a degree of fluctuation.

An MRO operator, working closely with man-ufacturers, can implement initiatives designedto minimise the quantity and cost involved. Acalculation known and understood by all is thatthe more often one repairs an engine, the lessnew parts are needed and the greater the profitearned from the powerplant.

“When it comes to cutting engine mainte-nance costs, the emphasis is mainly placed on

the development of in-house repair capabili-ties,” says Rodolphe Parisot, AFI KLM E&Mhead of engine part strategy.

“Rather than sub-contracting out work oncertain parts and hence racking up costs forthe customer, we seek to develop and industri-alise a repair process within our own company,naturally allocating dedicated personnel andengineering resources to it.”

AFI KLM E&M included this insourcing phi-losophy in its strategy several years ago, notonly as a means of integrating its services andcapabilities, but also in direct response to theneeds expressed by airlines and the enginemaintenance market. The group has now main-streamed the idea throughout its engine main-tenance network. Thus, its CRMA subsidiary in

The Engine Yearbook 2012

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

The secret to minimisingengine maintenance costs

Elancourt, France, which specialises in repair-ing specific engine parts and modules, mostnotably combustion chambers and turbine cen-tre frames, offers its capabilities with the CF6,CFM56, GE90 and GP7200 engine families. Byvirtue of a co-operation agreement between AFIKLM E&M and Engine Alliance, CRMA is now a‘Primary Source’ repair shop for GP7200 com-bustors and turbine centre frames.

Developing integrated on-siteMRO capabilities

The combustion chamber is a vital part ofthe engine, essential to its performance andreliability. It demands high levels of technicalexpertise and state-of-the-art facilities for tear-down and re-assembly. Because of the specific

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When it comes to cuttingengine maintenance costs, theemphasis is mainly placed onthe development of in-houserepair capabilities. —Rodolphe Parisot, AFI KLME&M head of engine partstrategy.

nature and advanced technology of the parts,repairs to the combustion chamber can rapidlylead to a need to replace defective or damagedparts.

Increasingly, however, more thought is turn-ing towards the design and implementation ofnew procedures and capabilities. “CRMA beganworking with very big engines at a very earlystage, and has pursued a pro-active policy ofdeveloping new repair processes for manyyears with the assistance of the dozen engi-neers working in its development & designoffice,” says Parisot.

“Leveraging this policy and focusing on a lim-ited number of engine components, CRMA hasearned a reputation as a centre of excellence, andits engine shop is currently able to offer cus-tomers on-site, full-service treatment for combus-tion chambers, notably those of the GE90-94.”

For airlines, the repair industrialisation anddevelopment programmes that are becomingincreasingly common at MROs are a solution toreliability problems and minimising engine over-haul costs. For the operators who deploy them,although these programmes involve lengthytooling-up periods and large-scale investment,this is rapidly recouped by the opportunities andthe additional workscopes they attract. Eachyear, CRMA receives and overhauls 300 to 400combustion chambers at its engine shop.

It took the Elancourt-based company threeyears to develop the process for changing the

multi-hole outer liner on a GE90-94 combustionchamber, with two engineers working full-timeon the project. The task involves drilling closeto 28,000 holes with a diameter under 1mm(the dilution holes through which the flow ofnew air is injected into the combustion cham-ber) spaced just 2.5mm apart. The engineshop accordingly invested $2m in a YAG laserto drill holes a few dozen micrometres in diam-eter at speeds of up to several hundred opera-tions a second. Trained to use the laser by itsmanufacturer, CRMA staff run the laser roundthe clock and can now carry out the multi-holedrilling operation in just three days. Following aqualification period, completed in 2010, theouter liner repair process is currently in themiddle of its industrialisation phase.

Thanks to the acquisition of cutting-edgetechnical skills in-house and of suitable indus-trial equipment, the process paved the way forsubstantial cost savings for airlines, whichwere no longer forced to buy a new spare part.It also delivers some substantial gains in termsof repair lead-times by leapfrogging the timeneeded to obtain supplies of critical parts,which can sometimes cause bottlenecks in theengine re-assembly process.

Repair shops benefit from this approach,too, putting them in a comfortable position tocarry out repair development under DesignOrganisation Approval to create specific, safeand reliable repair solutions. In the case of

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

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repairs to the outer liners, modifications weremade to make it possible to simultaneouslydrill the base plate of the outer liner and itsthermal barrier coating.

CRMA is currently continuing this develop-ment programme so that it can offer the sameproduct for the GE90-115 powerplant.

New players in the aircraft maintenancemarket must also be prepared to gear up forthe emergence of new products and expandtheir catalogue of services, while never losingsight of the maintenance cost reduction imper-ative. As a result, continually upgrading theindustrial base has to be a priority if an MRO isto be able to reconcile these demands.

Thoroughly modern repairs Another way of insourcing capabilities and

creating new ones is to leverage available tech-nology. At the same time as the architecture ofengine parts has evolved considerably inrecent years, the resources and tools used tokeep parts serviceable are being transformedand are riding the same technological wave.

AFI KLM E&M rapidly assessed the oppor-tunities presented by electron beam welding(EBW) and, undeterred by the considerableinvestment required, the MRO’s Amsterdamengine shop equipped the system in 2010. Atthat point, there was no shortage of repair

capability development prospects and thesehave now become a reality. With this method,AFI KLM E&M can safe supports frames, shaftsand similar items. Until very recently, theserepairs were either unavailable or subcon-tracted out, so that MROs had limited controlover costs and turnaround time (TAT).

Rene Scholten, in charge of engine repairsdevelopment and industrialisation at AFI KLME&M, says: “Electron beam welding technologyis used to create new, more effective repairs. Itmeans we can both re-condition expensiveparts rather than replacing them, and boosttheir useful lifespan. For customers, the bene-fit also shows up in a substantial reduction intotal cost of ownership.”

The technology behind this solution involves“bombarding” the part being worked on with adense beam of electrons on a precise spot(less than 0.5mm?) to create the weld. This isan automated process carried out in a vacuumchamber to avoid any oxidation or dust con-tamination. As a result, it delivers extremelyclean welds that can be repeated at any timefor a standard quality level, without distortingthe part and with a significantly reduced risk ofsubsequent cracking.

The system comprises a mobile electronbeam “gun” used in a vacuum chamber, amanipulator arm, and a high-voltage energy

source. The programmers and welders who oper-ate the system at AFI KLM E&M have all beentrained to use it and operate the CNC controlpanel by manufacturer Sciaky. Deployment waspreceded by unprecedented preparations in theworkshop, with the installation of an air extrac-tion system and ducting, the deployment of a150-metre, 300A power cable, and the layout ofan area nine metres square to house the weld-ing chamber.

“The initial investment is substantial,”says Rene Scholten. “But the opportunitiesopened up by the new technology are amplejustification for the decision. For an MRO likeAFI KLM E&M, it simultaneously representsthe possibility of generating synergies atrepair flow level, adding to our stock of know-how and skills for the benefit of our staff, andcreating additional workscopes in-house.Thanks to EBW we are continually developingnew capabilities and can now offer high-techwork that we wouldn’t be able to offer usingconventional welding techniques. For cus-tomers, the acquisition of this technology is aguarantee of lower repair bills and improvedservice quality.”

Although engine manufacture has advancedconsiderably, meaning extended operationallifespans, aircraft powerplants are neverthelesssubject to a number of inevitable limitations in

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

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flight situations. In addition to the ability toadjust their industrial resources (tooling andrepair systems and procedures) MROs are alsoable to develop remedial methods that limit partwear and tear and the need for replacement.

Trim balance, reliable engines,and lower costs: the magicformula

Used for the past year and more by AFI KLME&M staff on CF6 and CFMI engines, core trimbalancing involves placing OEM-supplied bal-ance weights inside the engine to reduce vibra-tion, without the need to completely tear downthe engine. To add the weight, mechanics needto be able to access the engine by removing anengine component — either the low pressureturbine (LPT) or the high pressure compressortop case — to balance the high pressure shaft.It’s this second option that is used for CFM56-7B engines.

The procedure, which did not feature in theengine manual, was developed in conjunctionwith General Electric and has already beenused on 13 engines. Core trim balance is nowan integral part of the AFI KLM E&M capabilityportfolio and is also used on the spares in thegroup’s engine pool.

“Initially a vibration signature is recorded ina test cell using an optical light probe and anelectronic signal conditioner which processesthe signal,” says Rob Duivis, AFI KLM E&M sen-

ior powerplant engineer. “A computer programthen identifies the level of vibrations and therequired balance weight location and mass.”The engine then goes on the ‘hospital line’ atthe Schiphol Engine shop (which carries outonly a limited range of light repairs) for instal-lation of the calculated balance weights. Finallythe engine will return to the engine test cell forretesting.

The same procedure is also applied toengines that fail vibration testing after a shopvisit. “In fact, we designed the process toreduce the number of test cell rejects due tovibration after a shop visit,” explains Duivis.“Increasingly, we are focusing our efforts onoptimising engine build-up processes in orderto minimise imbalance levels and in so doingreduce vibration that calls for time-consumingand costly teardowns and retesting.”

For engine operators the process reducesthe need for complete teardown, unless theengine is near its high time and close to ascheduled shop visit. Secondly, there is lessneed to replace engine parts, TAT is shorterand costs for airlines are reduced. The averageTAT for an engine that needs balancing follow-ing a test-cell run-up is two to three weekslonger. But with core trim balancing, TAT isreduced to a few days. The savings are mainlyin man hours but above all, the parts are lessexposed to vibration, reducing wear and tearand keeping the engines flying! ■

Thanks to electron beamwelding we are continuallydeveloping new capabilitiesand can now offer high-techwork that we wouldn’t be ableto offer using conventionalwelding techniques. —Rene Scholten, head ofengine repairs development,AFI KLM E&M

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

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The life of an engine is far from over onceit makes its final journey on an airframe.Just as there are opportunities to extend

human life through organ donorship, there arealso parts on aircraft engines that can bereused to bring new life to otherwise unser-viceable powerplants. This requires completeteardown of an engine; evaluation of theinstalled units; and inspection or rework of anengine’s LLPs (life limited parts).

The process should also incorporate identi-fication of components for use in supportingother engine overhauls or available to be mar-keted and sold to operators in supporting therequirements of their line maintenance. Engine

teardown is a coordinated effort that offersmaintenance organisations opportunities forboth internal and external customers.

Once an owner of an aircraft engine makesthe decision to tear down an engine with littlelife left, or an engine that requires teardownbecause of time/cycle run-out, it must be deter-mined who is to do the work. There are severalplaces globally that offer this service but few, ifany, offer teardown of all engine types. It is notfeasible for a company to have such a widecapability because of the high cost of training,tooling and acquiring required manuals.

Major carriers generally support their ownfleets and while some outsource what they con-

The Engine Yearbook 2012

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

Engine teardown

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82

sider overflow, others also market teardowns ifthe engine type corresponds to one on whichthat already have capability. Most teardownfacilities specialise in a few models. Some areteardown facilities only and have no FAA rating,but there are a few that also are Part 145 cer-tified and qualified to determine serviceabilityand tag parts with 8130’s making them readilyavailable for use. Other than the major carriers,teardown in the United States is performed bycompanies in various locations such asArkansas, Florida, Michigan, and Texas.

While business plans and processes differbetween teardown facilities, the general con-cept of what has to be done is the same. Priorto the receipt of an engine, a complete reviewof the workscope must be accomplished withthe owner of the engine contracting the tear-down. Some owners wish only for major mod-ules be torn down and processed, locallyscrapping those parts not readily marketable.Others may require that all parts be returned. Ateardown facility must remain flexible andadapt to the needs and requirements of thecustomer as not only are requirements differ-ent from customer to customer, each customerwill probably have different requirements fromengine to engine.

Receiving an engine for teardownOnce an engine arrives at a teardown facil-

ity, it is usually met by staff who take pictures

of it. The complete array of pictures identifiesthe condition of the engine, care given toengine in transport (tarped, air-ride, shrinkwrapped, etc.), and verification of engine serialnumber. Once photos are completed, it is thenoffloaded, awaiting induction.

Prior to the induction of an engine into afacility, the workscope — already defined by thecustomer — must be conveyed to the produc-tion line. A review of the paperwork is per-formed as confirmation that all items neededto complete the teardown are readily accessi-ble and functional. Items such as specific tear-down instructions, special handling, specialrouting, special packaging and parts for thecustomer are a must to ensure proper flow ofthe teardown.

Once inducted into the facility, an engineagain goes through a series of inspections priorto having any tools start the disassembly. Theengine’s serial number is again verified, and pic-tures again taken of the engine while hangingoff the stand. Inventories are taken of the com-ponents that are easily accessible without dis-assembly serial numbers verified againstrecords received with the engine. Any discrep-ancies must be cleared to ensure traceability ofthe components prior to being used on anyother engine. Once this is done, the engine canthen enter into the teardown process.

Teardown is a systematic process thatrequires vigilance, patience, mechanical apti-

The Engine Yearbook 2012

The TSI facility in Blytheville.

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tude, proper tooling, and knowledge of not onlythe manuals, but how to properly read them.Failure to do things properly, improper tooling,lack of professionalism from mechanics, lackof training, are only a few of the things that, ifpresent during engine teardown, will result indelays, damage and increased liability. Anestablished quality programme will aid in iden-tification of improvements needed in teardowninduction or other areas such as shipping.

Depending on the needs of customers,items such as brackets and tubes can bescrapped locally, while others are identified andtagged. During the teardown process, theengine is broken down into modules and eachmodule is then individually broken down into itssubcomponents for further disassembly.Proper planning and equipment is key to properteardown. Tooling specific to the individualsteps must not be substituted with unapprovedtechniques as it will lead to damaged parts,which may or may not be recoverable.

Once removed, each part is identified,inventoried, and tagged. Priority parts requiringspecial handling are inventoried and processedat this point or any point beyond this and priorto general packing and crating of the remainderof the engine. Parts removed must be segre-gated by engine serial number and at no timeshould parts be allowed to intermingle withparts from two different engines, regardless ofroom constraints. This should be included in a

daily audit by the quality personnel. Facilitieswith cleaning lines and NDT (non-destructivetesting) capabilities may elect to start thatprocess at any point after part removal thatmeets shop production flow or customerrequirements.

In a perfect world, everything would be easybut that is not necessarily the case in enginedisassembly. Some parts need heating whileothers require dry ice to cool and contract toallow removal. If an engine has had an internalfailure, documented procedures are not avail-able to guide mechanics through disassembly.Only the knowledge of engines and experiencein teardown will enable mechanics throughcompletion of the process. At times, especiallywith internal failures, approval needs to besought from engine owners prior to attemptingundocumented processes to avoid liabilityshould things go awry. It is during these timesthat contact with the customer is essential andjoint thinking might be best for positive results.

Packaging and shippingAs the engine modules are torn down fur-

ther and the teardown nears completion, theprocess enters a critical stage: packaging andcrating. Parts handled lovingly through the tear-down process could easily be damaged if notproperly handled through this final process.One should not scrimp to save a few buckshere – it could result in potential damage. The

The Engine Yearbook 2012

Some owners wish only formajor modules be torn downand processed, locallyscrapping those parts notreadily marketable. Others mayrequire that all parts bereturned.”

Non-destructive testing.

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The Engine Yearbook 2012

Teardown facilities that are licensed Part145 facilities have gone a step further thanuncertified facilities: as parts are removed andcleaned, NDT is performed where required,allowing the facility to deem the part servicea-ble if it passes testing. Of course, those shopsalso come under continued scrutiny from theFAA and EASA (if certified). These visits andaudits add another add another guarantee thatthe facility has both adequate quality and train-ing programmes in place – a plus for any cus-tomer.

The teardown marketKeeping abreast of market needs is a key to

the survival and growth of a teardown facility.Teardown facilities make major investments tosupport their business plans and the businessplans of their customers. Tooling specific toeach engine type coupled with the cost of cur-rent publications costs hundreds of thousandsof dollars for each engine type. To tool up forengines on dying fleets or to choose an enginetype that already has fierce competition forteardown and fail to gather enough customersto support tooling costs, could lead to thedemise of a company. While competitive, thereis plenty of room in the teardown industry forteardown facilities to help each other withloaned tooling and even referrals if one party isnot able to meet immediate requirements ofcustomers.

Those companies that do choose the rightmodel can expect long-term gains as teardownfacilities will continue to serve a vital role aslong as there is a need for used, serviceableand reworked parts. ■

key word here is potential. If there is potentialfor a part to be damaged, it is probably notbeing packaged correctly. This is the final stepin the quality process as prior to packing andpreparation for shipment, shipping personnelmust ensure that everything is properly tagged,that tags are complete, and all parts are prop-erly recorded in the box or crate. Again, this ishandled according to the individual needs ofthe customer, who might require drop shippingor packing by module. All larger parts must besecured in place to prevent movement duringshipping. It is crazy not to put an extra $5-worthof shipping material around a part that will cost$100,000 upwards if damaged.

The final step is shipping. Once the truckarrives to ship parts out, care must again betaken to get all parts inventoried and secured.Pictures again are a good idea to make sureitems left the facility in a favourable condition.

Training is a necessity. There are nomechanic licenses required to do engine tear-down. There is no requirement to be a Part 145facility. That does not lessen the need forproper training to adequately do engine tear-down. A customer has a right to, and shouldrequire documentation to indicate that the per-sonnel that are accomplishing teardown forthem are properly trained. Training in use of partidentification and manual use will result in fewererrors on documentation (which could affecttraceability), reduced delays, and increased pro-ductivity. The savings from that are best for all.Damaged parts due to improper tool traininghas been proven to be costly. Also, well-trainedstaff have higher morale, resulting in higherquality and increased productivity.

84

Failure to do things properly,improper tooling, lack ofprofessionalism frommechanics, lack of training, areonly a few of the things that, ifpresent during engineteardown, will result in delays,damage and increasedliability.”

An engine arrives at the TSI facility.

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With a global fleet of more than 4,000in-service engines, the type is obvi-ously of significant interest to engine

repair shops. Moreover, there is still an impres-sive order backlog and the IAE manufacturingconsortium of Pratt & Whitney and Rolls-Roycehas decided to bring out an even more fuel-effi-cient variant, the V2500 SelectTwo. For that rea-son, Lufthansa Technik puts a lot of effort intodevising ways of steadily improving the on-wingtime of the engine through intelligent proce-dures. Components that are critical to the lifecycle of the engine are identified using the lat-est methods, such as CFD analysis, so that thereasons for any excessive wear and tear can beascertained. On the basis of a wealth of knowl-edge about the complex interactions inside the

engine, it is possible to develop repair methodsthat reduce wear and tear in the long run, bring-ing cost advantages to the operator.

The maintenance of an engine is determinedby three main factors: life-limited parts (LLPs),wear-induced engine removals and unscheduledengine removals. The LLP limitation means thata component is only certified for a maximumnumber of cycles (takeoffs and landings), andwhen that limit is reached it has to be replaced.

The main indicator of the second factor, wear-induced engine removal, is a decline in exhaustgas temperature (EGT) margin. The art lies indesigning an optimal maintenance schedule forthe customer that utilises the full life of LLPswhile at the same time scheduling any partreplacements to coincide with wear-induced

The Engine Yearbook 2012

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

Streamlining V2500maintenance

engine removals. For example, it may be sensi-ble to actually replace an LLP before its certifiedlife has expired if the engine has to be takenapart anyway for wear-induced reasons a littleearlier. An optimal maintenance plan also takesinto account the circumstances under which anengine is operated. The climatic zone in whichthe engine spends most of its time flying has asignificant impact on its condition. The mannerof use, for example the average running time, isa major factor in determining wear and tear.

Maintaining lessor and lesseevalue

Lufthansa Technik’s engineers have done agreat deal workscoping on the V2500. Thecompany has been maintaining the engines of

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its sister company, Lufthansa Passage, overtheir entire life cycles for decades. Based onpositive experience and synergy effects arisingfrom this all-round service, experts have drawnup a requirements profile for the typical leaseengine. They were interested in whether amaintenance plan would produce lower overallcosts over the full life cycle of a lease enginecompared with the situation where mainte-nance is performed on a piecemeal basis byindividual lessees.

Normally an engine has to meet a previouslyagreed condition at the end of the lease period.It is logical that the lessee wants the mainte-nance provider to perform the minimum worknecessary to meet that condition, though everyengine user optimises things for himself. Butas we know, the sum of the individual optima isnot the same as the global optimum. LufthansaTechnik’s engineers demonstrated this byexamining the life cycle more closely.

In the investigation the engineers made therealistic assumption that in the course of itslife the typical engine would pass through thehands of five lessees, who would fly it in differ-ent climate zones with different flight profiles.Such an engine would normally visit the shopfive times in the course of its life: one visit atthe end of each leasing period plus one addi-tional visit during a lease period. Each mainte-nance event costs a considerable amount ofmoney.

If one now draws up an optimal mainte-nance plan to cover the entire service life of alease engine, one discovers that only four shopvisits are actually necessary. It even pays thelessee not to take the engine into the shop atall during the term of his lease.

In short, experts established that consider-able amounts of money and time could besaved if maintenance follows a plan designedto cover the full service life of the engine. In thecase of the V2500 this cuts the costs by 20per cent. A further 10 per cent is saved onLLPs. The lessor can pass the cost savingsdirectly on to its customer, enabling it to offermore competitive prices — an advantage thatLufthansa Technik tries to convince leasingcompanies of.

Lufthansa Technik offers an ‘advancedworkscoping’ service where it assures the cus-tomer that only the work that produces themaximum benefit to that customer will actuallybe performed. One element of this is the surgi-cal strike, a minimal intervention in case ofunforeseen minor damage. With the surgicalstrike, instead of a major shop visit only thework that is essential is carried out. In the caseof the V2500, for example, this procedure isused to replace bearing three, which in the pasthas had to be replaced due to production prob-lems. Another very important element ofadvanced workscoping is predictive planning.Here, the aim is to delay the next scheduled

shop visit as much as possible by performingcertain workscopes in advance.

Combustors and fuel nozzlesIt is not just clever workscoping that makes

the difference; equally important is the engi-neering capability to develop innovative, newmethods of work and repair procedures. Oneexample here is the V2500 combustor.

This has proved to be a limiting factor in thepast, especially on aircraft that operate indesert regions. On the basis of a full inspectionof the combustor, operators are regularly forcedto send engines to the shop ahead of sched-ule. Lufthansa Technik quickly established thatengines that are operated in desert regions aremuch more heavily affected by wear in the com-bustor than engines flown in more climaticallymoderate zones. But no one could explain thereason for the more extensive wear. Specialiststherefore decided to perform a simulationanalysis to investigate the flow behavior. In alengthy and complex procedure engineers wereable to find out what is actually going on in thecombustor.

It turned out that in the forward area of thecombustor the engine burns the fuel too ‘rich’,as they say in the trade. If kerosene burns toorich, the remaining fuel burns elsewhere in theengine. This might be because the air distribu-tion has been designed in an unfavorable wayor because the fuel is not sufficiently atom-

Delicate work during a V2500 overhaul.

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The maintenance of an engineis determined by three mainfactors: life-limited parts,wear-induced engine removalsand unscheduled engineremovals.

ised. As a result certain areas get too hot sothat damage is more likely. In the case ofengines that are operated in the desert, onefurther difficulty is that the external tempera-ture is higher but the air density is lower. Thismeans that for the same thrust demandengines are thermodynamically less efficient.More fuel is required, which only accentuatesthe problem of inhomogeneous combustion.That is to say, the damage sustained byengines operated in the desert is much greaterthan in engines operated in other regions.

The outcome of the simulation was identicalto the situation found on the actual component:temperatures significantly above the sustainablematerial limit caused massive damage to thecombustor. As a result the engine has to go intothe shop more often than is actually necessary.

“The analysis of the combustor is a goodexample of Lufthansa Technik’s approach. Wearen’t just satisfied with following the OEMrequirements in an expert manner, we want tounderstand the engine. For only if we know thereasons for particular findings can we look forsolutions,” explains Christian Werner-Spatz,systems engineer and specialist in engine per-formance at Lufthansa Technik. “This meansthat we occasionally put in extra effort.”

Moreover, additional material analysis of thedamaged parts has shown that calcium mag-nesium aluminum silicon (CMAS) also plays animportant role. This mixture occurs to a greater

extent in desert sand. At the extreme tempera-tures experienced in the combustor in thoseparts, CMAS forms deposits, melts and solidi-fies. But the actual work of the engine special-ists of Lufthansa Technik — the developmentof new coatings — has only just begun at thispoint. For it is not enough simply to know whycertain places are particularly susceptible todamage. As a maintainer is powerless tochange the fact that the fuel burns unevenly,solutions have to be found to make the com-bustor more robust and hence more durable.Moreover, the new coating must reliably with-stand CMAS. A special coating (patent pend-ing) developed at Lufthansa Technik nowprevents damage caused by CMAS.

Another vulnerability identified in the V2500over the years has been fuel nozzle guides.Problems are regularly discovered here duringinspections. In particular, the ring on fuel noz-zles is susceptible to damage due to high tem-peratures in the engine interior. To repair thiscomponent, engineers have developed a coat-ing that protects the component and also arepair procedure under which the damaged ringcan be removed and replaced by a part devel-oped in-house – a Spare Part Alternative Detail(SPAD). Because it is certified as a develop-ment organisation, Lufthansa Technik is able tomanufacture this SPAD in-house and weld it on.

Lufthansa Technik also draws on its wealthof accumulated knowledge when drawing up

Line maintenance at LHT’s Munich base.

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chemical baths need to be held in stock so thatcosts can be avoided.

The V2500 is maintained in the pulse lineat Lufthansa Technik’s headquarters inHamburg, Germany. This hangar, which startedproduction in 2009 applying lean principles, isdesigned as a multi-functional production facil-ity to overhaul engines of the CFM56 andV2500 families. Starting off with the CFM56-5A, -5B, -5C and -7B, at the beginning of 2010the IAE engine was introduced. The LufthansaTechnik Group’s second competence centre forV2500 maintenance is Lufthansa TechnikAirmotive Ireland in Dublin. Engineers at bothsites are constantly working on improvementsto the benefit of customers, with the aim ofenhancing engine performance and at thesame time reducing costs. Recently bmibecame another long-term customer for V2500fleet support and as such will benefit fromLufthansa Technik cross-functional know-howand a wealth of experience too. ■

maintenance plans for its customers, espe-cially for customers with desert operations. Forexample, this customer group is advised tosend engines to the shop as soon as the firstsign of damage appears. As long as thedefects are still only minor, individual parts arerepairable. And a repair is always cheaper thaninstalling a new part. In addition, this proce-dure prevents damage in the combustor fromcausing secondary damage in the turbine, themost expensive component of the engine.Parts of the high-pressure turbine are non-repairable or at best can only be repaired to alimited extent and therefore often have to bereplaced by highly expensive new parts.

Cutting turnaround timeLufthansa Technik has demonstrated its

know-how over the last few years with anotheroffering. All V2500 engines had to comply withan AD by July 2011 to eliminate damage fromoil in the turbine. Normally the manufacturerrequires a shop visit to implement this exten-sive modification. The work entailed comprisesone internal and one external work package,together covering 19 service bulletins. Workingwith the manufacturer, Lufthansa Technikoffered to perform the external part of the mod-ification at affected customers’ sites. Thismeant that the modification was carried out on-site and also on-wing, dispensing with the needfor time-consuming removal of the engine. Ittook the Airline Support Team (AST) who spe-cialise in this kind of work just 48 hours or lessto complete the work on each of approximately40 engines. As a result, customers were ableto save eight days — time in which they did nothave to use a replacement engine as their ownengine was already back on the wing — andhence a lot of money. For it takes eight dayslonger to dismantle the engine, transport it tothe workshop, have it repaired there, thentransport it back and reinstall it.

In the repair of V2500 engines LufthansaTechnik also draws on experience gained fromthe overhaul of other engine types. For exam-ple, many standard processes can be trans-ferred from one type to another to their mutualbenefit. On the PW4000 the manufacturerrequires water jet stripping to remove theabradable coat on the shrouds from the high-pressure turbine. On the V2500, on the otherhand, a chemical procedure is specified.However, experience gained from this examplehas shown that water is a better way of remov-ing the coating than chemicals as cleaning isquicker and more thorough. As a developmentorganisation, Lufthansa Technik uses thisknowledge and is now able to treat the shroudsmore effectively with water. This results notonly in better throughput times, but fewer

Tack welding during the overhaul of a V2500 combustor.

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Over the past 12 years, Kelly AviationCenter in San Antonio, Texas, has devel-oped jet engine maintenance capabili-

ties for five different engine lines. For 2011,Kelly has set its sights on distinguishing itselfin the CF6-80 market. Next year it plans to dothe same in the CFM56 market.

The CF6 was GE Aviation’s first commercialwidebody engine, and is now 40 years old.There is an installed base of 4,500, includingabout 3,000 of the -80C2 series. The overallmarket for the type includes five versions pow-ering a dozen basic aircraft and several sub-types, ranging from the McDonnell DouglasDC-10-10 that introduced the CF6-6 to the

world, to the latest versions on Airbus’ A330-200/300.

GE has said it sees another 10 years of pro-duction for the -80C2 and 15 years for the -80E, reflecting new aircraft sales and spareengine requirements.

Entry into the CF6-80 market by Kelly was adeliberate move, based on a carefully devel-oped business plan. “We capitalised on ourfive years of success with the CF6-50 engine,”explains Chuck Artymovich, president of KellyAviation Center. “The next logical engine line totackle was the CF6-80. Our major challengewas to change Kelly from a military model to ablended military-commercial business model.”

The Engine Yearbook 2012

Originally a military MRO centre, Kelly Aviation Center has evolved commercial capabilities tocomplement the work that it does for government customers. This year and next the company isadding two new engine types to its maintenance line, the CF6-80 and CFM56.

Moving into CF6-80maintenance

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

OVERHAULING EXPECTATIONSFOR THE CF6-80.

+1.210.827.5275 www.kellyaviationcenter.com

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Since the beginning in 1999, Kelly hasestablished a strong reputation with the US mil-itary for service, on-time performance, and sig-nificantly increased time-on-wing for the TF39,another engine from which the CF6-80 isderived. Adding the CF6-80 line meant trans-forming the shop floor and military-orientedprocesses so that both commercial and mili-tary customers would be efficiently served.

“We’ve even exceeded their expectations,”says Frank Cowan, commercial aviation serv-ices director. “It is an unusual accomplishmentto be able to perform MRO on six — soonseven — commercial and military engine linesall in one location. But we are doing it and our

customers are happy with the added value of alonger average time on wing.”

“For the transformation to be successful,we had to change a lot of what we do in pro-duction, but also in marketing, contracting, sup-ply chain, just about everything,” adds FrankMcCall, production operations manager. “Whathelped us in production is that Kelly mechanicsare very experienced. The CF6-80 engine is aderivative of the engines they have been work-ing for years. The tooling and the equipmentare much the same.”

The same logic was applied when the deci-sion was made to enter the CFM56 market byearly 2012. “Kelly has been building essen-tially the same core for F110 engines for thepast seven years, and performing MRO on thatengine, as well,” says Artymovich. “Once thedecision was made, we acted quickly to acquireCFM56 tooling and equipment.”

Keys to a successfultransformation

Besides building upon years of expertise inengine lines well-established at Kelly, the com-pany kept customer service in mind, while plan-ning a new shop floor layout and developing theKelly Performance System, a new managementapproach that dramatically speeds up materialflow and significantly increases engine output.

The basic principals of the KellyPerformance System are understandingdemand, establishing control and managingpace. A highly disciplined method of maintain-ing material flow at a consistent pace — largelybased on the Theory of Constraints: the idiom‘a chain is only as strong as its weakest link’— controls flow and, through efficiencies,greater speed is obtained through the shop.

This is especially important to manage wellwhen you are dealing with multiple productlines using shared resources. Coupleenhanced material flow with a new masterscheduling system that integrates all productlines and the results are impressive.

Even in the face of one customer’s demandsurge of up to 50 per cent or an additional 33shop visits at the beginning of last year, Kellywas positioned to meet that demand with nochanges to schedule and cost and no impacton other customers.

In addition to fast and reliable turn times,customers have also expressed satisfactionwith Kelly’s flexibility. “Judging from customerreaction, Kelly has added another dimension tothe term ‘customised solutions’,” explains RonMoure, customer service manager at KellyAviation Center. “We are very open to workingwith our customers on whatever they want done— from a complete teardown and overhaul to avery limited workscope.”

The Engine Yearbook 2012

The shop floor at Kelly.

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That philosophy has proven to be costeffective and has improved affordability for allof Kelly’s customers. Although Kelly has stan-dard workscopes customers can choosefrom, “We also provide flexible, highly cus-tomised workscopes that target specificmaintenance issues which can reduce main-tenance costs and return value to cus-tomers,” says Moure. “Plus, our workforce iscross-trained on several engine lines, so wecan move crews around, as needed, to keepengines on schedule.”

Moure also believes that the working envi-ronment and the open relationship betweenmanagement and employees have helped himprovide quicker responses to customer needs,increased efficiencies, and fostered innova-tions because managers work closely withdirect, hands-on employees to develop innova-tive solutions to problem solving and imple-ment many of their ideas.

Field service to the rescueAnother key offering of Kelly Aviation Center

is its experienced field service teams. Fieldteams routinely return engines to service atcustomer locations, avoiding shop visits thatcan drive additional work requirements andcosts, not to mention the safety of spareengines that result from a quicker return to

service time. Customers save money by avoid-ing a shop visit for tasks like boroblending, trimbalancing, fan and compressor case replace-ment, and other repairs. Kelly’s field serviceteams have been of particular value to interna-tional customers who also benefit from theavoidance of costly overseas shipping coststhat alone can equate to as much as the fieldservice call itself.

“Kelly’s got the talent, the flexibility, and thebusiness stability to deliver what the customeris looking for,” states Artymovich. “We do excel-lent, high-quality work, quickly, and affordably— basically what all engine MRO customersare looking for. Our CF6-50 customers eagerlyawaited our entry into the CF6-80 market andthose with CFM56 engines are anxiously look-ing forward to having an alternative repairsource.” ■

Kelly Aviation Center is an affiliate of LockheedMartin Corporation and is considered a centreof excellence for aircraft engine maintenance,repair and overhaul, currently providing serv-ices for engines that power the DC-10, 747-400, 767, A300, A310, A330, C-5, C-130Hercules, P-3 Orion, F-16 Fighting Falcon, andU-2 Dragon Lady.

The Engine Yearbook 2012

We capitalised on our fiveyears of success with theCF6-50 engine. The next logicalengine line to tackle was theCF6-80. —Chuck Artymovich, president,Kelly Aviation Center.

A new performance system allows Kelly to maintain efficient material flow.

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With more than 90 years of history,OGMA dates back to the creation ofthe Parque de Material Aeronáutico

(Aeronautical Material Park) in 1918. Ten yearslater, it changed its name to Oficinas Gerais deMaterial Aeronáutico (General Workshops forAeronautical Material), which was kept until1994. Known as OGMA since 1928, in 1994the company kept its acronym while changingits status from a Portuguese air force depot toa public limited company. It has been known

The Engine Yearbook 2012

Building on links with Portugal’s former colony of Brazil, Portuguese MRO OGMA has helpedtransform itself from a purely military maintenance company one servicing the EmbraerERJ135/145 line of regional aircraft and their Rolls-Royce AE 3007 engines. In recent years, asThe Engine Yearbook discovers, the company has honed its commercial capabilities with theintroduction of production philosophies originally developed in Japan.

Regional enginemaintenance in Portugal

since then as OGMA — Indústria Aeronáuticade Portugal.

In 2005, Embraer and EADS acquired 65per cent of OGMA’s shares, helping to boostOGMA’s global expansion and establishing it asa leading company in the aircraft maintenance,aerostructures, aeronautical engineering andfleet management services markets.

Though the company is now active in bothcivil and military markets, important mile-stones in its history included its first interna-

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tional contracts — with the US Navy in 1955and the German Air Force in 1962 — and theassembly of the first Portuguese satellite in1993.

From military turboprop toregional jet engines

OGMA’s dedicated engine business pro-vides a broad spectrum of MRO services for arange of commercial and military aircraftengines, though regardless of the task its teamof engineers and technicians always targets abalance of quality, operational performance,overall repair cost and time on-wing, while stilloffering its customers a one-stop shop solu-tion.

The company is an authorised maintenancecentre for Embraer and Rolls-Royce and holdsFAR 145 and EASA Part 145 repair station cer-tifications; EASA PART 21G production organi-sation approval; EASA PART 21J design

organisation approval; CAMO (ContinuingAirworthiness Management Organisation)approval and quality certificates includingAS9100, ISO 9001-2008 Quality Managementand AQAP 2110.

OGMA’s initial contact with Rolls-Roycecame in the 1980s, overhauling T-56 engineson C130 Hercules and P-3 Orion aircraft. Italso developed repair and overhaul capabilitiesfor the Rolls-Royce quick engine change assem-blies, plus their accessories and components.As one of the leading independent service cen-tres for T-56 engines, developing its repairactivity strictly under the InternationalAirworthiness Regulations umbrella, OGMA canoffer original manufacturer (OEM) parts as wellas parts from other authorised and certifiedsuppliers, according to client preference andrequest. Whatever the customer s choice, allrepair work is carried out according to manu-facturer and operator procedures, using up-to-date OEM manuals and other related technicalpublications.

Since the 1980s the company has devel-oped the capability to carry out a set of Rolls-Royce-approved engine part repairs as well asto propose different technological repair solu-tions to the Rolls-Royce engineering technicalcommittee (including approval waiving), in orderto minimise parts replacement, thus minimis-ing engine overhaul repair costs for its cus-tomers.

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“OGMA is proud of its ability to solve mosttechnical problems, to offer the most economi-cal solution and to provide all the necessaryassistance to support our customers be at thecustomer’s site or anywhere else in the worldaccording to customer request,” says an OGMAspokesman.

Under its CAMO certification the MRO isalso able to offer a comprehensive enginehealth and monitoring engineering services pro-gramme in order to maximise engine opera-tional on-wing time and minimise downtime forits customers.

The Portuguese company’s civil enginebreakthrough arrived in 1993 when it was cer-tified as a Rolls-Royce authorised maintenancecentre (AMC) for the Rolls-Royce AE 2100series of turboprop engines used on the SAAB2000 regional turboprop (as well as militarytransports). It also became, at the time, theonly independent European AMC for all com-mercial and military variants of the Rolls-RoyceAE 3007 turbofan engines, which powerEmbraer ERJ135 and ERJ145 regional jets. Itwas one of five AMCs which were establishedaround the world for these engines.

Although 50-seat jets are regarded as old

and relatively inefficient nowadays, a huge num-ber still remain in service, with EmbraerERJ135/145 types forming the backbone ofmany US regional operators’ fleets. Being anEmbraer AMC for the ERJ145, OGMA hasrepaired a large number of AE 3007A enginesfor both civil and military operators, throughoutEurope, North America and Asia. Its capabilityto fully overhaul AE 3007 engines, to servicethe ERJ135/145’s airframe and components,and to perform landing gear overhauls, makesOGMA one of the few MROs in the world tooffer a one-stop-shop solution for ERJ 135/145operators.

Facilities and philosophiesWith a total area of 400,000sqm and a cov-

ered surface of 126,000sqm, OGMA dedicatesmore than 21,000sqm to its engine shops.This dedicated area, with 6 engine testbenches, allows OGMA to cover differentaspects of engine total support, including: afull overhaul capability; removal and installationof engines into the Quick Engine ChangeAssembly (QECA) unit; QECA maintenance andrepair; engine testing either on-wing or in oneof six test cells rated up to 30,000lbs of thrust

Passion for Details

The Fine Art of MRO Services

‘More than Repair and Overhaul‘

That is part of our service philosophy as a globally recognized company with a substantial portfolio of MRO Services on GE’s CF34 turbofan engines, P&WC’s PW100 and PW150 turboprop engines as well as PW901A APUs.

All our efforts are focused on one target: provide services at highest quality levels, increase effi ciency through innovation and ultimately keep your aircraft where they naturally belong: in the air.

We offer our services 24 hours a day, 7 days a week.

Just call +49 (0) 172 620 35 03

Lufthansa Technik AERO AlzeyRudolf-Diesel-Str. 1055232 Alzey, GermanyPhone +49 (0) 67 31 497 - 0Fax +49 (0) 67 31 497 - [email protected]

Regional_International _1206_RZ.1 1 12.12.2006 13:57:56 Uhr

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cells; engineering support and fleet manage-ment under its CAMO certification; enginehealth monitoring; borescoping; repair andoverhaul of propellers, valve and pump hous-ings, and engine AC Generators; electric har-ness repairs; fuel nozzle repair and testing;non-destructive testing; dimensional controlwith co-ordinate measuring machine in con-trolled environment installations; rotating com-ponent balancing; repair of parts by welding,machining, electrolytic treatment, thermalspray processes such as HVOF, grit blasting,painting, heat treatment and stress relieving;and repair, overhaul and testing of fuel,hydraulic and pneumatic systems in purpose-built installations.

Since 2009 traditional engine repair andoverhaul processes developed at OGMA sincethe 1970s have been deeply and thoroughlyrevised according to a lean philosophy and pro-duction preparation processes associated withJapan’s Kaizen system, which emphasisesteamwork, personal discipline, improvedmorale, quality circles and employee-basedsuggestions for improvement. The changescomprised a detailed analysis of all the factorsthat supported OGMA’s final value proposal forthe customer. In 2009 the company introducedContinuing Improvement Teams (CITs) to lookfor ways to maintain and build on qualityimprovement processes whilst simultaneouslyreducing operational costs.

The work led to a complete transformationof material and information processes via newfocuses on human interaction and efficiency, inorder to simultaneously obtain the maximumquality at the minimum turn-around time (TAT)and cost for the customer.

Having improved the engine process qualitystandards, the direct results perceived untilnow have been a reduction in engine TAT ofroughly 35 per cent and an expected gain of anextra 15 per cent in the second half of 2011.Notably OGMA s engine customers are report-ing increased satisfaction with OGMA EngineServices.

In 2011, OGMA’s shift from a companyestablished to support state military aviation toone operating in the commercial sphere is evi-dent on the shop floor, where a line conceptphilosophy has taken hold, with the aid of verystrong visual signing controls. Interaction ofinformation and parts with the warehouse haschanged significantly, based on a totallyrenewed and managed kitting area, whereparts shortages are avoided through part pro-curement plans that aim to acquire missingpart ‘just in time’. Additionally, support staff inengineering, programming and control are ever-present on the shop floor to provide direct andpro-active support to production workers.Finally, engine process documentation, its pro-cedures and OGMA s ERP system have alsobeen transformed accordingly. ■

OGMA’s initial contact withRolls-Royce came in the1980s, overhauling T-56engines on C130 Hercules andP-3 Orion aircraft.”

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As the commercial airline industryrebounds from the economic downturn,passenger traffic is projected to rise six

per cent for the year, with similar annual growthrates for 2012 through 2014. Profitability, how-ever, is arguably more challenging than ever,despite projected revenue growth.

Thus reliability and maintainabilitybecomes crucial issues for operators seekingto keep a lid on costs. In 2007 Aero Geardeveloped new repairs for aerospace powerdrive system gear teeth that resulted in a 50-65 per cent recovery rate, depending onengine application, of gears that would previ-ously have been replaced. Its trademarked

The Engine Yearbook 2012

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

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

Gearbox maintenance and repairBefore the development of the gear tooth

repairs, engine manuals had very few provisionsfor reworking or repairing gear tooth surfaces.Unlike bearing journals and other surfaces whereblending, machining, plating and grinding repairswere permitted to be done by qualified overhaulfacilities, gear teeth were limited to visual inspec-tions and, more often than not, a “when in doubtthrow it out” criteria was applied by the inspector.

Why the dramatic difference between a geartooth and a journal? Unlike journals, a gear

Staying in gear

EYB2012 Editorial 144p_144p version 02/11/2011 12:42 Page 100

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101The Engine Yearbook 2012

tooth has a shape, or profile, that can only begenerated and measured by specialised gearmanufacturing equipment operated by highlyexperienced personnel. The profile allows themaximum transfer of power with the leastamount of damaging sliding and abrasion ofcontacting surfaces. Imperfections to theseprofiles from its original design specificationcan dramatically reduce the life of the gear andjeopardise the length of time between overhaul.

Of course, where there is challenge there isopportunity. Aero Gear, a supplier to the aero-space aftermarket industry, observed the gearsthat had been sent in for overhaul and repairper the engine manuals, and made severalassessments for recovery using tooth repairs.

Firstly, depending on engine model, salvagerates range from 50-65 per cent when toothdamage is identified. Salvage results save cus-tomers on the lead-time required to purchasereplacement gears, as well as on the cost ofpurchasing replacement gears, which canextend into the tens of thousands of dollars. In2009 Aero Gear found that roughly a fifth ofgears received demonstrated some form oftooth damage and in 2010 that number rose to30 per cent.

By applying its Tough Tooth technology, AeroGear successfully certified the tooth repairprocess and received FAA certification andOEM approval for specific engines applicationsin 2007.

Tough Tooth TechnologyTough Tooth technology is a process devel-

oped by Aero Gear that leverages commerciallyavailable technologies to provide customisedsolutions for the design and manufacture ofgears and geared systems. Rather than apply-ing a one-size-fits-all approach to design usinga standard like AGMA, it considers the cus-tomer’s end requirements. For example, ittakes into account the development cost, unitproduction cost, desired life, application, noise,materials, environmental considerations, preci-sion and weight.

The process prioritises the above require-ments according to customer specifications.So, a land-based power generation applicationmight have a high reliability requirement, butnot be so concerned about weight. An aviationapplication will have both a high reliabilityrequirement and a challenging weight target.Often the solution requires a custom modifica-

Before the development of thegear tooth repairs, enginemanuals had very fewprovisions for reworking orrepairing gear tooth surfaces.”

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tion of the standard profile to achieve the per-formance target. Whatever the case, ToughTooth technology will yield a design that meetsthe technical requirements in a cost-effectivemanner.

On the manufacturing side, Tough Toothproduces designs that flow in production.Every gear design is subjected to a pro-ducibility review to ensure that it can beprocessed through lean flow lines in a pre-dictable and cost-effective manner. ToughTooth also takes advantage of life-enhancingtechnologies like Isotropic Superfinishing(ISF) in combination with complex machiningprocesses to produce gears with superior per-formance. Gear tooth geometries are not uni-formly abraded during ISF processing, anddepending on the OEM tolerance require-ments for the profile, a part that is withinspecification before ISF may be out of specifi-cation after. Tough Tooth methods assess thevariation in material removal during ISF andAero Gear can change the final machiningmethods to compensate for the non-uniformmaterial removal during ISF. This is one exam-ple of the flexibility of Tough Tooth® technol-

ogy to produce gears that meet the mostdemanding requirements.

The repair processWhen Aero Gear considered the opportunity

to repair gear teeth it was logical to apply ToughTooth technology to the task. The challengewas to make the gear profile conform to OEMtolerance limits after restoring the surface tospecification requirements. In many cases thegears that arrived at Aero Gear for overhaul dis-played surface wear and damage ranging fromscuffing and discoloration to pits and dingsfrom corrosion or mishandling. Under the exist-ing repair manual requirements the disparitiesthat could be addressed were limited to thosethat could be remedied with cleaning or spe-cific localised blending. Many of the gears didnot meet this requirement and were deemed asnon-serviceable units, resulting in the cost of areplacement gear. Our engineers examinedsome of the gears that were being identified asnon-repairable under the existing repair manualrequirements and concluded that by using ourknowledge of manufacturing processes, manyof these gears could be recovered.

The first step in the gear tooth repairprocess is an assessment of the condition ofthe teeth and measurement of the profile. High-precision profilometers are used to measurethe average surface roughness and the heightsand depths of the asperities on the surface.Profile measurements are made using special-ized CMMs, showing not only the conformanceof the profile to the standard, but also the vari-ation in relative spacing and the tooth thick-ness. These measures are critically importantto determining whether or not sufficient mate-rial exists on the gear teeth to properly repairwithin OEM specifications. It is a complex prob-lem to try to assess the best repair schemesetup that can remove the asperities within thephysical limits of the gear geometry, but onethat can be overcome with our technology andhistorical knowledge. The repair may requiremodifications to the profile (still within OEMspecification limits) that can only be accom-plished using customisable tooling and equip-ment.

Once the damage to the gear teeth hasbeen assessed and a plan developed for recov-ery of the gear, the actual repair processbegins. Gear teeth are processed through com-plex machining operations and measured fordimensional accuracy after each step. The sur-face is also assessed visually, and if necessaryinspected with specialised measuring equip-ment to determine whether surface damagehas been removed. If the surface is success-fully restored through the repair process,achieving both the dimensional and surface fin-

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

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ish of the OEM specification requirements, therepair is considered complete. If damageremains once the OEM engine manual toler-ances have been reached, then the gear wouldbe identified as non-repairable.

The ISF process has substantial benefitsother than selective, precision removal of smallquantities of material. Data has shown that thesurface finish achieved by ISF, which can reachas low as 2 µ, can improve the fatigue life forcontact surfaces and significantly reduce thenoise level of the gearbox. These benefits havebeen established in research for other gearedsystems in both fixed-wing accessory androtary wing power gear applications.Quantifying the benefits of ISF for extending thelife of repaired gears remains to be deter-mined, but even without the data the OEMs andoperators are looking to take advantage of thebenefits of ISF in new designs, existing produc-tion, and repairs.

Certified repairs and futuredevelopments

To date Aero Gear has successfully certifiedrepairs on spur gears, bevel and spiral bevelgear teeth in engine main, angle and accessory

gearboxes for the fixed and rotor wing aircraftindustry. Several of the Aero Gear FAA approvedrepairs are certified through the OEM repairengine manuals as well as DER for specific air-lines and engine applications. In addition tothese repairs there are also FAA certifiedrepairs using ISF. Aero Gear also works with itscustomers — who previously relied on replace-ment — to develop repairs that allow for gearrecovery of material that demonstrates non-serviceable wear or damage.

In conclusion, we are dedicated to develop-ing processes and technology to assist withcustomer-specific requirements. Current devel-opments have offered customers reduced cost,reduced lead time and extended part life.

Aero Gear continues to work on new meth-ods of repairing gears. In the near futurethese may include alternatives methods toplating. The process has the potential toreplace material that is at the same hardnessas the base material, and a hardness thatequals a carburised surface without heattreatment of the part. Efforts to characterisethe materials will begin in mid-2011, and ifsuccessful development work on the partlevel will begin in 2012. ■

In many cases the gears thatarrived at Aero Gear foroverhaul displayed surfacewear and damage ranging fromscuffing and discoloration topits and dings from corrosionor mishandling.”

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

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Operating an international airline at thebottom of the world brings its own setof challenges for Air New Zealand. Its

home country is remote: even the closestlarge neighbour, Australia, is over 2000 kilo-metres away. The distance between the twocapital cities — Canberra and Wellington —is almost the same as from London toMoscow.

That isolation restricts mobility of peopleand skills within the industry. As a result, manyof the people within Air New Zealand havespent several decades working for the samecompany — but any suggestion that they mustbe stuck in a rut couldn’t be further from the

truth. Air New Zealand is earning a reputationas a dynamic and innovative organisation. Itregularly cleans up in international industrycompetitions and that level of energy andengagement is even more evident on theinside.

Air New Zealand’s powerplant businessmanager Mick Burdon says: “The airline thriveson the unique Kiwi ‘can do’ personality, whichhas been deliberately fostered and encouragedfrom the top down.”

“To see just how pervasive this freshapproach is, take a look at our in-flight safetyvideos on YouTube. Air New Zealand has turnedwhat is normally the most boring bit of a flight

The Engine Yearbook 2012

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

Retaining engine expertise after outsourcing

into videos so entertaining that when I checkedtoday more than 16 million people have chosento watch ours — just for fun.”

Air New Zealand’s engineering capabilityhas been through a similar revolution. Beingso remote from the usual support networksmeans Air New Zealand has traditionally car-ried out more than its fair share of airframeheavy and light maintenance and componentoverhaul and repair. However, its relativelysmall fleet sizes have meant its engineeringdivision has also had the opportunity to fill‘white space’ at both its Auckland (widebody)and Christchurch (narrowbody) bases withwork for external customers.

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“It has been a successful strategy, winningcontracts from both domestic competitors andoverseas carriers,” says Burdon.

“It has also ensured we can remain confi-dent that our in-house capability remains inter-nationally competitive. And despite the recentglobal recession we have continued to growand invest in our maintenance facilities at bothbases.”

While this overall strategy of maintainingand growing its engineering capability wasendorsed by a 2006 strategic review, the deci-sion was taken then to outsource core enginemaintenance. Air New Zealand recognised thatcontinual advances in engine technology andthe growing prominence of the OEMs in theaftermarket and maintenance business weresteering it away from in-house maintenance, sothe decision was made to outsource the over-haul of its widebody jet engines.

While the airline has also retained full in-house capability for nacelle/thrust reverserrepair and refurbishment and QEC and enginechanges, the outsourced core engine mainte-nance is managed through a variety of MROproviders and contract types. These include tra-ditional ‘time and materials’ arrangementsthrough to comprehensive ‘power by the hour’deals with various bespoke contracts inbetween.

As the aero engine shop workforce wasscaled back, the capability was re-launched as

Air New Zealand Gas Turbines, now ANZGT, andfocused on building a marine and industrialbusiness. Applying their aero engine know-howand expertise in this market soon led to someeye-catching reliability performance figures,and quickly established the group as a strongplayer in this market.

In 2001 what had previously been Air NewZealand’s successful JT8/Dart MRO inChristchurch was established as a joint venturepartnership with Pratt & Whitney to form theChristchurch Engine Centre. In 2005 theCHCEC added V2500 engine capability to theexisting JT8 and Dart offerings. The CHCECrecently won a five-year contract with Air NewZealand for MRO of Air New Zealand’s existingV2500 fleet.

“Despite several major earthquakes hittingChristchurch in the past year, the CHCEC shophas continued to deliver Air New Zealand’sengines impeccably,” says Burdon.

The CHCEC also provides the airline withthe Pratt & Whitney ‘EcoPower’ engine corewashing service at our Auckland airport hub.This closed loop wash system delivers a highlycontrolled core and fan wash that is provingeffective at recovering engine TGT margin,reducing an airline’s fuel costs and carbonemissions dramatically.

Air New Zealand is also growing its APUbusiness at its Christchurch base’s componentworkshops, adding the A320’s APS3200 capa-

The Engine Yearbook 2012

ANZ decided in 2006 to outsource core engine maintenance.

If we go much below 20engines in a given fleet westart to see reductions incost-effective operation.Accordingly, we have to bequite inventive in securingcompetitive enginemaintenance deals andoptimising engine spares,tooling and capability.— Mick Burdon, powerplantbusiness manager, ANZ

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106 The Engine Yearbook 2012

bility to its line. The APU business aims to dra-matically increase its engine throughput in thecoming year.

In addition to its domestic activities Air NewZealand also has a successful military enginebusiness in Australia, TAE. After start-up in2000, TAE has now completed successful‘through life management’ of the TF30 enginesin the RAAF F-111 fleet. This fast-growing busi-ness has also secured a long-term contractwith GE supporting the 404 and 410 engines ofthe RAAF’s Hornets. Through these and otheractivities TAE has gained a strong reputation asa leading military engine MRO business. Morerecently TAE has acquired a civil engine busi-ness to extend diversity and expand its opera-tions.

Moving to an outsourced engine mainte-nance model required significant changes tothe way Air New Zealand managed its enginesboth on and off-wing. Building a strong power-plant engineering team was seen as anabsolute necessity. As for most airlines, enginemaintenance is one of Air New Zealand’slargest single costs. As passenger earningsare so marginal, managing these engine costseffectively is recognised as a major contributorto the airline’s profitability. As a result Air NewZealand has been prepared to invest in astrong engineering capability to ensure valuefor money is achieved from our engine mainte-nance contracts.

“Competition for engine maintenance con-tracts is very keen, especially in the mid-groundbespoke contract area, so this is where even acomparatively small player like Air New Zealandhas looked to strike a good deal,” says Burdon.

“The powerplant engineering team at AirNew Zealand works closely with Procurement’scontract management team to ensure con-tracts are negotiated to our best advantage.”

Besides ensuring clear forward planningand management of all airworthiness and tech-nical issues the Air New Zealand powerplantengineering team aggressively and activelymanages the engine fleet to dig out savingsand improvements that will pay back year-on-year. It’s far too easy, once the planning’s done,to let things take their course and not adjust oreven re-plan.

“We take a lifecycle approach and the loom-ing fleet changeover, exiting both 747s and737s over the next four years, has sharpenedthe focus on ensuring maximum utilisation ofengine hours before end-of-lease or sale,” saysBurdon. “Detailed planning for the 747 exitsbegan two years earlier and resulted in a num-ber of strategically planned engine changes onthese eight aircraft.”

The most recent additions to the Air NewZealand fleet have been all new GE90-115Bpowered 777-300s.

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

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

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of engines to consider. These ultra high-value,ultra high-tech assets are currently flying on ourAuckland/Los Angeles/London routes and theyare expected to stay on wing for many yearsbefore removal for any shop maintenance,”says Burdon. “But we haven’t given ourselves avacation. Instead we’ve spent many months inintense negotiations with MTU in Hanover tohammer out a highly tailored engine mainte-nance contract.”

MTU were open to innovation in this con-tract particularly around availability of leaseengines if operational issues caused low orzero spares or even AOG situations. The resultis an innovative deal, with some similarities to‘power by the hour’, in which MTU will carry outperformance restoration of on-conditionengines based on a flight-hour charge. If andwhen Air New Zealand engines require repairshop visits between performance restorations,MTU will deliver this on a time-and-materialbasis. However, any betterment put into theengine during such repair visits will reduce thehourly cost of the next performance restora-tion.

Air New Zealand needs a relatively diversefleet to cover its domestic, regional and inter-national routes with relatively small numbers ofeach aircraft type.

That diversity produces an inherent risk ofoperating below the optimum fleet sizes foreach engine type.

“If we go much below 20 engines in a givenfleet we start to see reductions in cost-effec-tive operation,” says Burdon.

“Accordingly, we have to be quite inventive insecuring competitive engine maintenancedeals and optimising engine spares, toolingand capability. One solution is to look for part-nerships, which is exactly the route we are tak-ing with our latest MRO contracts for theGE90-115B.”

Air New Zealand’s future Boeing 787-9 fleet,on the other hand, will be powered by Rolls-Royce Trent 1000 engines.

“We plan to operate this fleet within a TotalCare package. This ‘power by the hour’ conceptoffloads operational and commercial risk fromus as the operator onto the OEM. But there’sno free lunch, which makes this option appearrelatively expensive compared with the timeand materials or bespoke MRO contracts,”says Burdon.

It is a different solution, but it is this ana-lytical approach — building bespoke solutionsfor each situation and then managing themdynamically — that defines Air New Zealand’scurrent approach to engine management. ■

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

Competition for enginemaintenance contracts is verykeen, especially in themid-ground bespoke contractarea, so this is where even acomparitively small player likeAir New Zealand has looked tostrike a good deal.— Mick Burdon

EYB2012 Editorial 144p_144p version 02/11/2011 12:50 Page 107

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Non-destructive testing (NDT) can bedefined as the assessment of materialintegrity without compromising future

use, for example by taking samples for analy-sis. It is a collection of processes usedacross a number of different industries, suchas power generation and construction as wellas transportation. The simplest form is avisual inspection, aided by remote visualinspection (RVI) equipment such asborescopes for areas that would be inacces-sible without disassembly. However, thismethod is only useful for superficial problemsand is heavily dependent upon the skill anddedication of the technician.

In aviation, NDT is used not only duringmaintenance or post-incident or accidentinvestigations, but also during componentmanufacture, to preclude flaws, and in themaintenance and repair of both airframes andengines to detect not only cracks but disbond-ing, corrosion, scratches and other problemsor damage.

There are numerous NDT methods includingmechanical and optical inspection, penetratingradiation, and chemical and analytical testing.This article concerns fluorescent penetrantinspection (FPI), a type of inspection in whichfluorescent dye is used to detect defects onthe surfaces of non-porous materials.

The Engine Yearbook 2012

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

Glowing solvent

EYB2012 Editorial 144p_144p version 02/11/2011 12:53 Page 108

Page 111: Engine Yearbook

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110

Components requiring this type of inspectioninclude turbine blades, casings, disks and spin-ners. During inspection of these components,surfaces must be free of any contaminationthat could potentially mask defects. Ultimately,cleaning processes safeguard an aircraft fromdefective parts, which inflate maintenancecosts and threaten safety.

Fluorescent penetrationIn penetrant inspection, an NDT method

based on the capillary action of liquids, a solu-tion of visible or fluorescent dye is applied tothe test object, before the excess solution isremoved to highlight any breaks in the surface.A developer is used to draw the penetrant outof the defects. Visible dyes rely on colour con-trast between the penetrant and the developer,while fluorescent dyes are activated by ultravio-let light.

The Zyglo fluorescent penetrant process,supplied by Magnaflux, a division of ITW, pro-vides a series of process chemicals (includingpenetrant and developer powders) which areused on metal parts to detect cracks or otherimperfections that could cause product failure.This FPI process is sometimes referred to as

non-destructive testing (NDT) as it allows theinspection of parts using non-invasive meth-ods.

The purpose of cleaning prior to FPI is toremove all metalworking fluids — coolants,sludge and oils — and debris embedded in thepores and cracks of a component that wouldprevent the penetrant from entering the defect.A number of cleaning processes have beenused to prepare components for inspectionincluding: manual cleaning using petroleum-based solvents such as acetone, methyl ethylketone (MEK), toluene and mineral spirits;vapour degreasing with hydrochlorofluorocar-bons (HCFCs), chlorinated solvents such astrichloroethylene (TCE), perchloroethylene(PERC) and methylene chloride (MC); and aque-ous cleaning processes.

Vapour degreasing with TCE has been a sim-ple and effective cleaning method used fordecades. However, TCE is categorized as a haz-ardous air pollutant by the US EnvironmentalProtection Agency (EPA) and is also a sus-pected carcinogen.

Therefore a US manufacturer of precisioncastings wished to change to a safer alterna-tive. Working with Petroferm, an alternative toTCE was investigated. The purpose of thisinvestigation was to identify a suitable alterna-tive to TCE prior to the Zyglo process.

Firstly, it was important to find a solventthat could perform as good, or better than TCE.

The Engine Yearbook 2012

Table 1: Comparison of TCE and LENIUM ES Properties

TCE LENIUM ES

Base Chemistry Chlorinated Solvent Brominated Solvent

Boiling Point 189°F (87°C) 154°F (68°C)

Flash Point Non-Flammable Non-Flammable

Vapour Pressure 61mm Hg @ 20ºC 111mm Hg @ 20ºC

Exposure Limits ACGIH 10ppm Mnf 25ppmACGIH 10ppm

SNAP Approved Yes Yes

NESHAP 1 Regulated Not regulated

HAP Yes No

RCRA2 Hazardouswaste Yes No

1 National Emissions Standards for Hazardous Air Pollutants2 Resource Conservation and Recovery Act

Table 2: Cleansing Conditions for TestingCleaningProduct

ProcessDescription

Testing Temperature OperatingParameters

TCE VapourDegreasing

CurrentProcess 189ºF (87ºC)

Metal componentsimmersed in boilsump for for 5minutes, 5 minuteimmersion in inrinse sump, 1minute vapourzone.

LENIUM ES VapourDegreasing

NewProcess 154ºF (68ºC)

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111

Secondly an alternative would have to be com-patible with existing vapour degreasing equip-ment. The third criterion was betterenvironmental, health, and safety propertiesthan TCE.

The solvent selected for testing was LeniumES, a non-flammable vapour degreasing solventwith a boiling point of 154ºF (68ºC). This prod-uct is considered a ‘drop-in’ replacement forTCE since it can be used in the same equip-ment requiring only minimal setting changes.

Test component preparationThe cleaning procedure for metal compo-

nents at the castings manufacturer was a typi-cal two sump, three-stage vapour degreasingprocess using TCE. The cleaned componentswere inspected immediately after degreasingusing the Zyglo process. Upon passing inspec-tion, the components were further processedinto the final product.

For this study, a series of four cleaning testswere completed over a six-month period at anoff-site location. For each test run, the ability toclean a sample size of at least 200 compo-nents was evaluated. Each test componentwas produced in-house to best emulate thecustomer’s conditions and requirements,including saturation in cutting oils and metalfines as a result of the normal manufacturingprocess. Each test component was thenstacked and racked in baskets used in the cur-rent degreasing process. The test components,once cleaned, were then inspected by the cus-tomer using the Zyglo process. All of the testcomponents were subjected to the samepass/fail rating as TCE-cleaned parts.

Cleaning product and processLenium ES, a non-flammable, binary

azeotrope solvent cleaner that is comprised ofSignificant New Alternatives Policy (SNAP)approved materials, was utilised in this study.This product has proven to be highly effective inremoving oils, greases and particulates. It hasbroad compatibility with metallic alloys andmany common plastics.

In all cases, the test components cleaned inLenium ES were subjected to the same three-step vapour degreasing procedure as TCE. Thisinvolves washing by immersion in the boilsump; rinsing through immersion in the rinsesump; and drying by suspension in the vapourzone. The description of the cleaning parame-ters for each test can be found in Table 2.

Vapour degreasing testing was conducted atan equipment vendor site under the supervi-sion of a Petroferm representative and the cus-tomer.

Once cleaned, all test components weresubjected to the Zyglo fluorescent penetrant

process in accordance to AMS 2644 using thefollowing type, method, sensitivity level, andform: Type I — Fluorescent Dye (MAGNAFLUXZL -27A), Method D Post EmusifiableHydrophilic (MAGNAFLUX ZR-10B), SensitivityLevel 3 — High, Form a- Dry powder (MAG-NAFLUX ZP-4B). The flow chart above outlinesthe steps taken.

ResultsSince the customer’s internal rejection cri-

teria is proprietary, no actual test data is avail-able for this article. The customer did, however,verify that the test results from the Lenium EScleaning trials demonstrated that Lenium ESwas able to indicate component flaws, as deter-mined by the Zyglo fluorescent penetrantprocess and ASTM standards, as good as andin some cases better than TCE.

The primary goal of the evaluation was todetermine if an alternative vapour degreasingsolvent with preferred environmental, healthand safety properties could replace TCE forcleaning prior to the Zyglo fluorescent pene-trant process. The precision casting manufac-turer found the detection results conclusivelydemonstrated that Lenium ES could cleanmetal castings as well as, and in some casesbetter than, TCE prior to the Zyglo fluorescentinspection process.

In addition, Lenium ES is considered a drop-in replacement for TCE as it is used in thesame equipment requiring only a temperaturesetting change. Finally, the use of Lenium ESwill significantly improve environmental, healthand safety conditions within the plant. ■

The Engine Yearbook 2012

Method D Hydrophilic

CLEAN INLENIUM ES DWELL

DWELL INSPECTION

DRY

PRE-RINSEAPPLY

PENETRANT(MAGNAFLUX

ZL-27A)

APPLYPENETRANT

(MAGNAFLUX ZL-27A)

DRYDEVELOPER

(MAGNAFLUX ZP-4B)

APPLYREMOVER

(MAGNAFLUX ZR-108B)

POST-RINSE(CLEAN WATER)

NOPOST

CLEAN

In penetrant inspection asolution of visible orfluorescent dye is applied tothe test object, before theexcess solution is removed tohighlight any breaks in thesurface. Visible dyes rely oncolour contrast between thepenetrant and the developer,while fluorescent dyes areactivated by ultraviolet light.”

EYB2012 Editorial 144p_144p version 02/11/2011 12:53 Page 111

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Engine overhaul directory — worldwideCompany Address Contact details Types (commercial) Checks Test cells

GE Aviation, Services GE Aviation, Services - Strother Cristina Seda-Hoelle CFM56-2, -3, -5, -7 HSI, MC, MO, OH Five test cells4th and A Streets - Strother Field GM CF34-All HSI, MC, MO, OHArkansas City T (1) 620 442 3600 CT7-All HSI, MC, MO, OHKansas 67005 F (1) 620 442 9003USA E-mail: [email protected]

www.geaviation.com

GE Aviation, Services GE Aviation, Services - Celma Julio Talon CFM56-3, -5, -7 HSI, MC, MO, OH Two test cellsRua Alice Herve 356 GM CF6-80C2, -50 HSI, MC, MO, OHPetropolis, Rio de Janeiro T (55) 24 2233 4401Brazil 25669-900 F (55) 24 2233 4263

E-mail: [email protected]

GE Aviation, Services On-Wing Support Cincinnati Kathryn MacDonald CFM56-All HSI, MC3000 Earhart Ct. Ste 100, MD W21 Business leader CF34-All HSI, MCHebron T (1) 859 334 4015 CF6-All HSI, MCKentucky 41048 F (1) 859 334 4005 GE90-All HSI, MCUSA E-mail: [email protected] GEnx-All HSI, MC

http://www.geaviation.com/services/ GP7000-All HSI, MCmaintenance/ows/

GE Aviation, Services On-Wing Support Dallas Joel Corbitt CFM56-All HSI, MC3010 Red Hawk Drive. Suite 100-A Business leader CF34-All HSI, MCGrand Prairie T (1) 214 960 3323 CF6-All HSI, MCTexas 75052 http://www.geaviation.com/services/ GE90-All HSI, MCUSA maintenance/ows/ GEnx-All HSI, MC

GP7000-All HSI, MC

Honeywell Aerospace 1300 West Warner Road Bill Wright ALF502 HSI, MC, MO, OH 28 test cells1207-1 Director, Mechanical Technical Sales ALF507 HSI, MC, MO, OHTempe, AZ 85284 Air Transport and Regional Honeywell APUsUSA T (1) 480 592 4182 Honeywell Wheel and Brakes

E-mail: [email protected] Honeywell Mechanical Components

Pratt & Whitney 400 Main St Kevin Kearns F117/PW2000 all HSI, MC, MO, OH Eight test cellsGlobal Engine Services East Hartford General sales manager PW4000 all HSI, MC, MO, OHConnecticut Engine Solutions CT 06108 T (1) 860 565 2566

USA F (1) 860 755 9959E-mail: [email protected]

Pratt & Whitney 8801 Macon Road Kevin Kearns V2500-A5 HSI, MC, MO, OH Test cellEngine Services PO Box 84009 General sales manager F117, PW 2000(Columbus Engine Columbus T (1) 860-565-2566Center) GA 31908 E-mail: [email protected]

USA www.pw.utc.com

Pratt & Whitney St Hubert Service Center Brian Rinkevicius PT6A, B, C, T HSI, MC, MO, OH Test cellCanada 7007 Chemin de la Savane Manager, Cust. Service Marketing PW100 HSI, MC, MO, OH

St-Hubert T 450 647 7543 PW150A HSI, MC, MO, OHQuebec E-mail: [email protected] PW200 HSI, MC, MO, OHJ3Y 3X7 www.pwc.ca ST6, ST6L series HSI, MC, MO, OHCanada ST18 HSI, MC, MO, OH

Snecma America Engine Acceso IV no.6 Int. A Wilfried Theissen CFM56-5A, CFM56-5B, HSI, MC, MO, OH Test cellServices Fracc. Industrial Benito Juarez GM CFM56-7B

76120 CP Queretaro T (52) 442 296 5600Mexico F (52) 442 296 5624

E-mail: [email protected]

Rolls-Royce Brazil Rua Dr. Cincinato Braga, 47 Alessandro David Cinto AE3007 All HSI, MC, MO, OH Three test cellsBairro Planalto Customer business director M250-All HSI, MC, MO, OHSão Bernardo do Campo - São PauloT (55) 11 4390 4804 TAY650-15 HSI, MC, MO, OHCEP09890-900 F (55) 11 4390 4898 T56 Series II,III HSI, MC, MO, OHBrazil Trent 700 HSI, MC

Rolls-Royce Canada 9500 Côte de Liesse Road Diana Hargrave AE3007 HSI, MC, MO, OHLachine, PQ, VP programmes BR710 HSI, MC, MO, OHQuÈbec H8T 1A2 T (1) 514 828 1647 Spey HSI, MC, MO, OHCanada F (1) 514 828 1674 Tay HSI, MC, MO, OH

Email:[email protected]: [email protected] V2500 HSI, MC, MO, OHwww.rolls-royce.com

Rolls Royce On Wing Care 2135 Hoffman Road John Bolen AE2100 HSI, MC,Services (in field, on/off-wing Indianapolis, IN 46241 Acting Director and GM AE3007 all HSI, MC,maintenance) USA Tel: 317-240-1221 BR 700 Series, 710,715,725 HSI, MC,

Tel: 317-213-0164 RB211 all HSI, MC,[email protected] Tay 611 HSI, MC,

Trent 500,700,800,900,1000 HSI, MC,

THE AMERICAS - OEMS

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Engine overhaul directory — worldwide (cont...)Company Address Contact details Types (commercial) Checks Test cells

American Airlines 3900 N. Mingo Road David Smith JT8D-217/219 HSI, MC, MO, OH Four engine test cells(AA Maintenance Tulsa, OK Manager, powerplant marketing CF6-80A/-80C2 HSI, MC, MO, OH Two APU test cellsServices) USA T (1) 918 292 2567 CFM56-7 HSI, MC, MO, OH

M (1) 918 289 7368 Honeywell APUs OHF (1) 918 292 6734E-mail: [email protected]

BizJet International 3515 North Sheridan Pete DuBois TFE731 H.S.I. Two test cells(subsidiary of Tulsa VP sales and marketing JT15D HSI, MC, MO, OHLufthansa Technik) OK 74115-2220 T (1) 918 831 7628 CF34 H.S.I.

USA F (1) 918 832 8627 CJ610 HSI, MC, MO, OHE-mail: [email protected] CF700 HSI, MC, MO, OHwww.bizjet.com Spey Repair, Mid-life, OH

Tay Repair, Mid-life, OH

Delta TechOps Dept 460 Jack Turnbill CFM56-3 HSI, MC, MO, OH Four engine test cells1775 Aviation Blvd VP, technical sales and marketing CFM56-5 HSI, MC, MO, OH APU test cellAtlanta Hartsfield T (1) 404 773 5192 CFM56-7 HSI, MC, MO, OHInternational Airport, Atlanta F (1) 404 714 5461 CF34-3A/B HSI, MC, MO, OHGA 30320 E-mail: [email protected] CF34-8C HSI, MC, MO, OHUSA www.deltatechops.com/ CF6-80C2B1/B1F HSI, MC, MO, OH

CF6-80C2B2/B2F HSI, MC, MO, OHCF6-80C2B4/B4F HSI, MC, MO, OHCF6-80C2B6/B6F HSI, MC, MO, OHCF6-80C2B7F HSI, MC, MO, OHCF6-80C2B8F HSI, MC, MO, OHCF6-80C2D1F HSI, MC, MO, OHJT8D-219 HSI, MC, MO, OHPW2000 HSI, MC, MO, OHPW4000-94 HSI, MC, MO, OHGTCP 131-9B HSI, MC, MO, OHGTCP 131-200 HSI, MC, MO, OH

Lufthansa Technik AERO Alzey 3515 North Sheridan Road Andreas Kehl CF34-3 series HSI, MC, MOService Center Tulsa Tulsa Oklahoma VP marketing and sales CF34-8 series HSI, MC, MO

OK 74115 T (49) 6731 497 118 CF34-10E HSI, MC, MOUSA F (49) 6731 497 333

E-mail: [email protected]

TAP Maintenance and Marketing and Sales Ricardo Vituzzo PW118/A/B HSI, MC, MO, OH Two test cellsEngineering Brazil Estrada das Can·rias, 1862 Sales GM PW120/A HSI, MC, MO, OH

21941-480 Rio de Janeiro / RJ Tel: (+55 21) 3383 2782 PW121 HSI, MC, MO, OHBrazil Fax: (+55 21) 3383 2047 PW125B HSI, MC, MO, OH

E-mail: [email protected] PW127 HSI, MC, MO, OHwww.tapme.com.br T56 HSI, MC, MO, OH

United Services United Services Maint. Center Barbara Petino PW2000 HSI, MC, MO, OH Two test cells (allSan Francisco Intíl Airport Sales and Marketing PW4000 (all) HSI, MC, MO, OH listed engines)Building 74 - SFOUS T (1) 650.634-7650San Francisco E-mail: [email protected] 94128 www.unitedsvcs.comUSA

Aveos Fleet Performance 7171 Cote Vertu Ouest Jim Andrews CF34-3 series HSI, MC, MO, OH Two test cellsZip 8040 VP and GM, engine solutions CF34-8 series HSI, MC, MO, OHDorval (Québec) T (1) 514 828-3517 CF34-10 lightH4S 1Z3 F (1) 514 945-3830 CFM56-2 series HSI, MC, MO, OHCanada [email protected] CFM56-3 series HSI, MC, MO, OH

[email protected] CFM56-5 series HSI, MC, MO, OH(514 828 3560) JT9D-7 (A-J), JT9D-7R4 (D/E) HSI, MC, MO, OH

Aeromaritime America (ITP) 4927 E. Falcon Drive Anita L. Goodwin RR M250-All series HSI, MC, MO, OH Test cellMesa GM PW200 Servicing N/AAZ 85215-2545 T (1) 480 830 7780USA F (1) 480 830 8988

E-mail: [email protected]

APECS Engine Center 13642 SW 142nd Avenue Fred Laemmerhirt JT8D (all) HSI, MC, MO, OH Test cells availableMiami Director JT8D-7B HSI, MC, MO, OH On-wing repairsFL 33186 T 305 255 2677 JT8D-9A HSI, MC, MO, OH C7 blade blendingUSA F 305 255 0277 JT8D-15, -15A HSI, MC, MO, OH Hushkit installations

E-mail: [email protected] JT8D-17, -17A, -17AR HSI, MC, MO, OH QEC Installs/swapswww.a-pecs.com JT8D-200 series Gearbox overhaul

Atech Turbine 1 St Mark Street Jay Kapur JT15D OH ComponentComponents Auburn GM PT6 OH OH & repair only

MA 01501 T (1) 508 721 7679 PW100 OHUSA F (1) 508 721 7968 PW200 OH

E-mail: [email protected] PW500 OHwww.atechturbine.com

THE AMERICAS - AIRLINES

THE AMERICAS - INDEPENDENTS

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Engine overhaul directory — worldwide (cont...)Company Address Contact details Types (commercial) Checks Test cellsComplete Turbine Service Turbine Engine Services Konrad J. Walter CF6 series BSI, EMG, FS, HIS, MC, MPA, OH, QEC, TCI

3300 SW 13th Avenue President/member CF34 Series BSI, EMG, FS, HIS, MPA, MC, QEC, TCIFt. Lauderdale Ed Blyskal CFM56 series BSI, EMG, FS, HIS, MC, MPA, QEC, TCI, Florida 33315 VP marketing and sales JT3D series BSI, FS, HSI, MC, TCIUSA Mike Bartosh JT8D series EMG, MPA, QEC

VP-Mtc operations JT9D series BSI, EMG, FS, HSI, MC, MPA, QEC, TCIT (1) 954 764 2616 PW2000 series BSI, EMG, FS, HSI, MC, MPA, QEC, OH, TCIF (1) 954 764 2516 PW4000 series BSI, EMG, FS, MPA, QECwww.completeturbine.com RB211 Series BSI, EMG, FS, MC, MPA, QEC

RR Tay Series BSI, EMG, FS, MC, MPA, QECRR BR710 BSI, EMG, MPA, QECV2500 Series BSI, EMG, MPAHoneywell Series APU BSI, EMG, FS, MPA, QEC

Dallas Airmotive 900 Nolen Drive Christopher Pratt PW100 HSI, MC, MO, OH 7 test cells in Dallas, TX(BBA Aviation) Suite 100 Dir. marketing & strategic planning PT6A & T HSI, MC, MO, OH 4 test cells in Neosho, MO

Grapevine T (1) 214 956 2601 JT15D HSI, MC, MO, OH Test cell in Charlotte, NCTX 76051 F (1) 214 956 2825 TFE731 HSI, MC, MO, OH Five test cells in USA E-mail: RR model 250/T63/T703 HSI, MC, MO, OH Portsmouth, UK

[email protected] Spey HSI, MC, MO, OHwww.BBAAviationERO.com Tay HSI, MC, MO, OH

ALF502 HSI, MC, MO, OHCFE738 HSI, MCCF34 HSI, MCCJ610/J85 HSI, MC, MO, OHHTF7000 MCRE100 MCPW300 HSI, MC, MO, OHPW500 HSI, MC, MO, OHGTCP model 36 APU HSI, MC, MO, OH

FJ Turbine Power 8195 West 20th Ave. Jose Gomez de Cordova CFM56-3 (all series) HSI, MC, MO, OH One test cell Hialeah CEO JT8D-7, -7B, -9A,-15, -15A HSI, MC, MO, OH (JT8D engines)Florida 33014 E-mail: [email protected] JT8D-17, -17A, -17AR HSI, MC, MO, OH 24/7 AOG fieldUSA Manny Castanedo JT8D-209, -217, -217A, -217C HSI, MC, MO, OH for customers

VP and General Manager JT8D-219 HSI, MC, MO, OHE-mail: [email protected] JT8D gearboxesCharlie Rey CFM56-5B & 5C HSI, MC, MO, OHSr. VP Marketing & LogisticsE-mail: [email protected] CraigVP MarketingE-mail: [email protected] (1) 305-820-8494F (1) 305-820-8495C (1) 954-593-9988www.fjturbinepower.net

ITR Acceso IV No 6 Emilio Otero JT8D-STD HS1, ESV1/2, EHM, MO, MC, OH Two test cellsZona Industrial Benito Ju·rez CEO JT8D-200 HS1, ESV1/2, EHM, MO, MC, OHCP 76120 E-mail: [email protected] TPE-331 HSI, CAM, MO, MCQuerétaro, Qro. Julio RamÌrezMexico Commercial director

E-mail: [email protected] (52 + 442) 296 3915 / 00F (52 + 442) 296 3906 / 08www.itrmexico.com.mx

Kelly Aviation Center 3523 General Hudnell Drive Frank Cowan CF6-50 HSI, MC, MO, OH Four large engine San Antonio Director, business development turbofan cells with Texas 78226 T (1) 210 928 5052 one capable of USA C (1) 210 827 5275 afterburner operation,

F (1) 210 928 5470 Four turboprop/E-mail: [email protected] turboshaft cellswww.kellyaviationcenter.com

Marsh Aviation 5060 East Falcon Drive Floyd Stilwel TPE331 HSI, OH TPE331Mesa President T76 HSI, OH T76AZ 85215-2590 T (1) 480 832 3770USA F (1) 480 985 2840

E-mail: [email protected]

MTU Maintenance 6020 Russ Baker Way Ralf Schmidt CF6-50 HSI, MC, MO, OH Test cellCanada Richmond BC CEO and president CFM56-3 MC

V7B 1B4 T (1) 604 233 5755Canada F (1) 604 233 5719

E-mail: [email protected]

NewJet Engine Services 13945 SW 139 Court Muazzi L. Hatem JT8D-7B, -9A, -11, -15, -15A HSI, MC, MO, OH Test cells availableMiami VP sales JT8D-17, -17A, -17AR HSI, MC, MO, OHFL 33186 T (1) 305 256 0678 JT8D-209 HSI, MC, MO, OHUSA F (1) 305 256 0878 JT8D-217, -217A, -217C HSI, MC, MO, OH

E-mail:[email protected] JT8D-219www.newjet.net

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115The Engine Yearbook 2012

Engine overhaul directory — worldwide (cont...)Company Address Contact details Types (commercial) Checks Test cellsPatriot Aviation 9786 Premier Parkway Virgil Pizer JT3D series HSI, MO, OH, Global capabilityServices Miramar T (1) 954 462 6040 JT8D series HSI, MO, OH

FL 33025 F (1) 954 462 0702 JT8D-200 series HSI, MO, OHUSA E-mail: [email protected] JT9D series HSI, MO, OH

www.patriotaviation.com CF6 series HSI, MO, OHCFM56 series HSI, MO, OHCF34 series HSI, MO, QECV2500 series HSI, MO, QECPW2000 series HSI, MO, QECPW4000 series HSI, MO, QECTAY series HSI, MO, QECRB211 series HSI, MO, QECBR700 series HSI, MO, QECT56 series HSI, MO, QEC, BSIAE2100 series HSI, MO, QEC, BSIAPU/GTC all series BSI

Prime Turbines 630 Barnstable Road Jack Lee PT6 all HSI, OH Test cellBarnstaple Municipal Airport Customer service managerHyannis T (1) 508 771 4744MA 02601 F (1) 508 790 0038USA E-mail: [email protected]

www.prime-turbines.com

StandardAero Corporate Offices Mike Turner AE2100 MC, MO, OH Test cells for all dis1524 West 14th Street #110 Dir. mktg and corp communications AE3007 HSI, MC, MO, OH played engine types Tempe T (1) 480 377-3195 CF34-3/-8 HSI, MC, MO, OH available Arizona 85281-6974 F (1) 480 377-3171 CFM56-7 HSI, MC, MO, OHUSA E-mail: GTCP 36, GTCP85, RE220, Full MRO cap.

[email protected] APS2300 Full MRO cap.www.standardaero.com Model 250 HSI, MC, MO, OH

PT6A HSI, MC, MO, OHPW100 HSI, MC, MO, OHPW600 HSI, MC, MO, OHT56/501D HSI, MC, MO, OHTFE731 HSI, MC, MO, OHTPE331 HSI, MC, MO, OH

Texas Aero Engine 2100 Eagle Parkway Jim Holmes Trent 800 HSI, MC, MO, OH Trent 800Services Fort Worth Senior manager, customer business RB211-535 HSI, MC, MO, OH RB211-535(JV, American Airlines TX 76177 T (1) 817 224 1042and Rolls-Royce) USA F (1) 817 224 0043

E-mail: [email protected]

TIMCO Engine Center 3921 Arrow Street Dennis Little JT8D series HSI, MC, MO, OH Test cell Oscoda GM JT8D-200 series HSI, MC, MO, OH for JT8D seriesMI 48750 T (1) 989 739 2194 ext 8532 JT8D series On wing JT8D-200 seriesUSA F (1) 989 739 6732 JT8D-200 series On wing

E-mail (1): [email protected] CFM56-3/-5/-7 On wingE-mail (2): [email protected]

Timken Overhaul Services 3110 N Oakland St Larry Batchelor PT6A Series HSI, MC, MO, OH Test cell for all listed Mesa, Sr Product Sales Manager PT6T Series HSI, MC, MO, OH enginesAz 85215-1144 T (1) 480 606 3011 T53 Fuel control overhaulUSA F (1) 480 635 0058

E-mail: [email protected] www.timken.com/mro

Turbine Engine 8050 NW 90th St Guillermo Galvan JT3D HSI, MC, MO, OH Test cells availableMiami President JT8D-1-17R HSI, MC, MO, OHFL 33166 T (1) 305 477 7771 JT8D-200 HSI, MC, MO, OHUSA F (1) 305 477 7779

E-mail: [email protected]

United Turbine 8950 NW 79 Ave. Ali Mozzayanpour PT6A & T HSI, MC, MO, OH DynamometerMiami President Test cellFL 33166 T (1) 305 885 3900USA F (1) 305 885 0472

E-mail: [email protected]

Vector Aerospace PO Box 150 Tim Cox PW100 HSI, MC, MO, OH Test cells availableEngine Services - Atlantic Hangar 8 VP engine & component sales PT6A HSI, MC, MO, OH

Slemon Park T (1) 817 416 7926 JT15D HSI, MC, MO, OHSummerside F (1) 817 421 2706 307A HSI, MC, MO, OHPE E-mail: [email protected] 308A/C HSI, MC, MO, OHCanada C1N 4P6 www.vectoraerospace.com

Wood Group 4820 NW 60th Ave Rana Das T56/501D HSI, MC, MO, OH T56/501DTurbopower Miami Lakes VP, GM PT6A HSI, MC, MO, OH PT6A prop cell

FL 33014 T (1) 305 423 2300 PT6T HSI, MC, MO, OH PT6T dyno cellUSA F (1) 305 820 0404 ST6 APU HSI, MC, MO, OH T56 prop cell

E-mail: [email protected] 90,000ft2 facilitywww.woodgroupturbopower.com

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Engine overhaul directory — worldwide (cont...)Company Address Contact details Types (commercial) Checks Test cells

GE Aviation, Services GE Aviation, Services - Wales Adrian Button CFM56-3, -5, -7 HSI, MC, MO, OH Four test cellsCaerphilly Road, Nantgarw GM GE90-All HSI, MC, MO, OHCardiff, South Glamorgan T (44) 1443 847435 GP7000-All HSI, MC, MO, OHSouth Wales, UK, CF15 7YJ F (44) 1443 847361 RB211-524, 535

E-mail: [email protected]

GE Aviation, Services GE Aviation, Services - Caledonian Alan Kelly CF6-All HSI, MC, MO, OH One test cellPrestwick International Airport GM GEnx-All HSI, MC, MO, OHPrestwick, Ayrshire T (44) 1292 673254Scotland, UK, KA9 2RX F (44) 1292 673001

E-mail: [email protected]

GE Aviation, Services On-Wing Support London David Dring CFM56-All HSI, MCUnit 4, Radius Park, Faggs Road Business leader CF34-All HSI, MCLondon Heathrow Airport T (44) (0) 208 917 3258 CF6-All HSI, MCFeltham, Middlesex, TW14 0NG F (44) (0) 208 893 7106 GE90-All HSI, MCUK E-mail: [email protected] GEnx-All HSI, MC

http://www.geaviation.com/services/ GP7000-All HSI, MCmaintenance/ows/ RB211 HSI, MC

Honeywell Aerospace 65 President Way John Page ALF 502 IC03, MC, MO, OH Honeywell test cells(UK) Luton Airport Customer and prod. support leader LF 507 IC03, MC, MO, OH ALF 502

Luton LU2 9NB T (44) 1582 393 811 LF 507UK F (44) 1582 420 253

E-mail: [email protected]

Pratt & Whitney Canada Dr.-Ernst-Zimmermann-Str. 4 Clemens Linden PT6A HSI, MC, MO, OHCustomer Service Centre 14974 Ludwigsfelde GM PW200 HSI, MC, MO, OHEurope Germany T (49) 3378 824 801 PW300 HSI, MC, MO, OH

F (49) 3378 824 840 PW500 HSI, MC, MO, OHE-mail: [email protected] DicksCommercial managerT (44) 2380 461 260F (44) 2380 461 270E-mail: [email protected]

Pratt & Whitney N-4055 Stavanger Airport Helge Nesveg CFM56-3, -7B, -5B HSI, MC, MO, OH Test cells for listedEngine Services Norway General sales manager engines(Norway Engine T (47) 51 64 20 16Center) F (47) 51 64 20 01

E-mail: [email protected]

Pratt & Whitney Pratt & Whitney THY Teknik Aykut Tutucu CFM56-3, -5B, -5C, -7B HSI, MC, MO, OHEngine Services Uçak Motor Bakimi Merkezi General sales manager V2500-A5(Turkish Engine Center) “Turkish Engine Center” T (90) 216-585-4810

Sabiha Gokcen Uluslararasi Havalimani F (90) 216-585-48-0534912 Pendik E-mail: [email protected], Turkey www.pw.utc.com

Rolls-Royce Mavor Avenue Geoffrey Grier V2500 HSI, MC, MO, OH Up to 120,000lbGas Turbine Services East Kilbride Head of Customer Business Tay HSI, MC, MO, OHEast Kilbride G74 4PY T (44) 1355-277349 AE2100 HSI, MC, MO, OH

UK F (44) 1355-277608 BR710 HSI, MC, MO, OHE-mail: [email protected]

Rolls Royce On Wing Care PO Box 31 Marc Drew AE2100 all HSI,MCServices (in field, on/off-wing Derby, DE24 8BJ Head of field services AE3007 all HSI,MCmaintenance) UK T: +44 1332 243481 BR700 all HSI,MC

T: +44 1332 244797 IAE V2500 HSI,MCemail: [email protected] RB211 all HSI,MCemail: on-wing [email protected] Tay all HSI,MC

Trent all HSI,MC

Snecma 10, Allée du Brévent Roupen Karakachian CFM56-2A/2B/2C HSI, MC, MO, OH Villaroche, 5 cells forCE1420 Courcouronnes VP sales CFM56-3 HSI, MC, MO, OH engines dev. up to91019 Evry Cedex E-mail: [email protected] CFM56-5A/5B/5C HSI, MC, MO, OH 120,000lb of thrustFrance Telephone : + 33 1 60 59 84 61 CFM56-7B HSI, MC, MO, OH Chatellerault/props

GE90 (HPC compressor) MO up to 6000HP (Tyne)LARZAC HSI, MC, MO, OH and low-power t/jetsM88 HSI, MC, MO, OHTYNE HSI, MC, MO, OHCFM56 parts repair

Snecma Services Brussels Batiment 24B - Local 101 Bruno Michel CFM56-2 HSI, MC, MO, OH One test cellBrussels airport CEO CFM56-3 HSI, MC, MO, OH1930 Zaventem T (32) 2 790 45 00 CFM56-7B HSI, MC, MO, OHBelgium F (32) 2 790 47 99 CFM56 parts repair HSI, MC, MO, OH

E-mail : [email protected]

EUROPE - OEMS

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Engine overhaul directory — worldwide (cont...)Company Address Contact details Types (commercial) Checks Test cells

Air France Industries BP7 Rob Pruim CFM56-5A, -5B, -5C HSI, MC, MO, OH Test cell up to (AFI KLM E&M) Le Bourget Aeroport VP Sales International CFM56-3, CFM56-7 HSI, MC, MO, OH 100,000lb

93352 Le Bourget Cedex T (31) 20 649 1100 CF6-50 HSI, MC, MO, OH CFM56France F (31) 20 648 8044 CF6-80A, -80C2, -80E1 HSI, MC, MO, OH CF6

E-mail: [email protected] GE90 HSI, MC, MO, OH GE90www.afiklmem.com

Alitalia Maintenance Systems Leonardo da Vinci Airport Oreste Murri CF6-50 C2/E2 HSI, MC, MO, OH CF6 test cellPiazza Almerico da Schio Manager of marketing & sales CF6-80 C2 HSI, MC, MO, OH00050 Rome-Fiumicino T (39) 06 6543 5236 CFM56-5B HSI, MC, MO, OHItaly F (39) 06 6543 5111

M†(39) 335 7389 719 E-mail: [email protected]: [email protected]

Finnair Engine Services Finnair Technical Services Mika Hänninen CFM56-5B HSI, MC, MO, OH Turbofan up toHelsinki-Vantaa Airport VP sales and marketing CF6-80C2 HSI, MC, MO, OH 100,000lbDE/83 T (358) 9 818 6443 PW2037/2040 MC01053 FINNAIR F (358) 9 818 6900Finland [email protected]

www.finnairtechnicalservices.com

Iberia Maintenance Madrid-Barajas Airport José Luis Quirós Cuevas CFM56-5A, -5B, -5C HSI, MC, MO, OH Three test cellsLa Muñoza. Edif. Motores Commercial & development director CFM56-7B HSI, MC, MO, OH 1 up to 100,000lbE-28042 Madrid T (34) 91 587 5132 CF34-3A1, -3B1 HSI, MC, MO, OH 2 for JT8DSpain F (34) 91 587 5884 JT8D-217, -219 HSI, MC, MO, OH

E-mail: [email protected] RB211-535E4, -535C37 HSI, MC, MO, OHwww.iberiamaintenance.com

KLM Engineering & Maintenance Dept SPL / TQ Rob Pruim CFM56-5A, -5B, -5C HSI, MC, MO, OH Test cell up to (AFI KLM E&M) PO Box 7700 VP sales international CFM56-3, CFM56-7 HSI, MC, MO, OH 100,000lb

Schiphol Airport T (31) 20 649 1100 CF6-50 HSI, MC, MO, OH CFM561117 ZL Amsterdam F (31) 20 648 8044 CF6-80A, -80C2, -80E1 HSI, MC, MO, OH CF6Netherlands E-mail: [email protected] GE90 HSI, MC, MO, OH GE90

www.afiklmem.com

Lufthansa Technik HAM TS Walter Heerdt JT9D, -7A, -7F, -7J, -7Q, -7R HSI, MC, MO, OH Six test cellsWeg beim Jaeger 193 SVP marketing & sales JT9D-59A, JT9D-70A HSI, MC, MO, OH up to 100,000lbHamburg T (49) 405070 5553 PW4000-94, PW100, PW150 HSI, MC, MO, OH Airline support teamsD-22335 F (49) 405060 8860 ALF502/LF507 HSI, MC, MO, OH Total engine supportGermany E-mail: [email protected] CF6-80C2 HSI, MC, MO, OH Spare engine coverage

www.lufthansa-technik.com CF6-80E1 HSI, MC, MO, OH On-spot borescopeCFM56-2, -3, -5, -7 HSI, MC, MO, OH Engine leaseV2500 -A5, -D5 HSI, MC, MO, OH HSPSCF34, -3, -8, 10 HSI, MC, MO, OHPW100 HSI, MC, MO, OHPW150 HSI, MC, MO, OHTrent 500 HSI, MC, MO, OHTrent 700 HSI, MC, MO, OHTrent 900 HSI, MC, MO, OHSpey HSI, MC, MO, OHTay 611 HSI, MC, MO, OHRB211 - 535 HSI, MC, MO, OHTFE 731 HSI, MC, MO, OH

Lufthansa Technik AERO Alzey Rudolf-Diesel-Strasse 10 Andreas Kehl PW100 series HSI, MC, MO, OH Two test stands forD-55232 Alzey VP marketing and sales PW150 series HSI, MC, MO, OH PW100,-150, 901A,Germany T (49) 6731 497 118 CF34-3 series HSI, MC, MO, OH CF34-3/-8 series /

F (49) 6731 497 333 CF34-8 series HSI, MC, MO, OH CF34-10EE-mail:[email protected] CF34-10E HSI, MC, MO, OHwww.lhaero.com

Lufthansa Technik Naas Road Paul Morgan JT9D-7A/F/J HSI, MC, MO, OH V2500Airmotive Ireland Rathcoole Commercial manager JT9D-7Q/70A/59A HSI, MC, MO, OH JT9D

Co. Dublin T (353) 1 401 1109 CFM56-2, -3, -7 HSI, MC, MO, OH CFM56Ireland F (353) 1 401 1344 V2500-A5 HSI, MC, MO, OH

E-mail: [email protected]

Lufthansa Technik Switzerland P.O. Box Thomas Foth ALF502/LF507 HSI, MC, MO, OHCH-4002 Basel Director sales & marketingSwitzerland T (41) 61 568 3070

F (41) 61 568 [email protected]

N3 Engine Overhaul Gerhard-Hoeltje Str. 1 Wolfgang Kuehnhold Trent 500 HSI, MC, MO, OH Test cell forServices D-99310 Arnstadt GM Trent 700 HSI, MC, MO, OH Trent 500/700/900

Germany T (49) 3628 5811 211 Trent 900 HSI, MC, MO, OH up to 150,000lbF (49) 3628 5811 8211E-mail: [email protected]

EUROPE - AIRLINES

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Engine overhaul directory — worldwide (cont...)Company Address Contact details Types (commercial) Checks Test cellsTAP Maintenance & Marketing and Sales Carlos Ruivo CFM56-3 HSI, MC, MO, OH Test cellEngineering P.O. Box 50194 VP Marketing and Sales CFM56-5A/5B/5C HSI, MC, MO, OH up to 100,000lb

Lisbon Airport T (+351) 21 841 5975 CFM56-7B HSI, MC, MO, OH1704-801 Lisbon F (+351) 21 841 5913 JT8D (standard) HSI, MC, MO, OHPortugal E-mail: [email protected] RB211-524B4 HSI, MC, MO, OH

www.tapme.pt RB211-524D4 HSI, MC, MO, OHCF6-80C2 HSI, MC, MO, OH

Turkish Technic Turkish Technic Inc. Altug Sokeli CFM56-3 Series HSI, MC, MO, OH Test cells for all lisAtaturk Intíl Airport Gate B Technical marketing & sales mgr CFM56-5A/ -5B/ -5C Series HSI, MC, MO, OH engines34149 Yesilkoy T (90) 212 463 63 63 ext. 9223 CFM56-7B HSI, MC, MO, OHIstanbul F (90) 212 465 25 21 CF6-80A Series HSI, MC, MO, OHTurkey [email protected] CF6-80C2 HSI, MC, MO, OH

[email protected] LF507-1F HSI, MC, MO, OHwww.turkishtechnic.com V2500 HSI, MC, MO, OH

Aeromaritime Mediterranean (ITP) 7, Industrial Estate Mario Mazzola M250-all series HSI, MC, MO, OH One test cellHal Far BBG 06 MDMALTA T (356) 21 65 1778

F (356) 21 65 1782E-Mail: [email protected]

Air Atlanta Shannon Airport Martin O’Boyle CF6-80 On-wing repairsAero Engineering Co. Clare T (353) 61 717780 JT8D On-wing repairs

Ireland F (353) 61 717709 CFM56 On-wing repairsE-mail: [email protected] RR Tay On-wing repairswww.airatlanta.ie RB211 On-wing repairs

JT9D On-wing repairs

APM (Aircraft Power Maintenance) Vliegveld 49 Tony de Bruyn P&W JT3D, JT8D HSI, MC, MO, OH 75,000 lb test cell8560 Wevelgem President - CEOBelgium 32 56 43 25 74

32 56 40 42 [email protected]

Avio Avio - MRO Division Werner Schroeder PW100 (120,121,124B,127, HSI, MC, MO, OH No. 8 up to 100,000lbCommercial Aeroengines VP Avio MRO Division 127E,127F,127B,120A, HSI, MC, MO, OH thrustViale Impero T (39) 081 316 3268/3809 PW123, PW123AF,127G HSI, MC, MO, OH80038 Pomigliano dÌArco F (39) 081 316 3716 JT8D-200 Engine Family HSI, MC, MO, OHNapoli E-mail: CFM56-5B, -7B HSI, MC, MO, OHItaly [email protected]

www.aviogroup.com

CRMA 14 avenue Gay-Lussac Luc Bornand CF6-80C2, CF6-80E1 MO and repair parts(Construction reparation ZA clef de st-Pierre CEO CFM56-3 / -5 / -7 MO and repair partsmaterial aeronautique) F 78990 Elancourt T (33) 1 3068 37 01 GE90, GP7200 MO and repair partsSubsidiary of Air France France F (33) 1 3068 3620

E-mail:[email protected]

EADS SECA 1 boulevard du 19 mars 1962 Jean-Jacques Reboul PW100 series HSI, MC, MO, OH Four test cellsBP 50064 VP sales & marketing PT6A HSI, MC, MO, OH95503 Gonesse Cedex T (33) 1 30 18 53 13 JT15D HSI, MC, MO, OHFrance F (33) 1 30 18 54 90 TFE731 series HSI, MC, MO, OH

E-mail: CF700 HSI, MC, MO, [email protected] PW300 series HSI, MC, MO, OHwww.seca.eads.net

Euravia Engineering Euravia House Steve Clarkson PT6A Series HSI, MC, MO, OH Test cells for allColne Road Business Development Director PT6T Series HSI, MC, MO, OH listed enginesKelbrook T (44) 1282 844 480 ST6L HSI, MC, MO, OHLancashire F (44) 1282 844 274 GTCP 165 HSI, MC, MO, OHBB18 6SN E-mail: [email protected] Artouste Mk 120-124 HSI, MC, MO, OHUK www.euravia.aero Rover Mk 10501 HSI, MC, MO, OH

H+S Aviation Airport Service Road Steve Bull CT7-2 through -9 HSI, MC, MO, OH Five test cells(BBA Aviation) Portsmouth, Territorial sales director JT15D HSI, MC, MO, OH

Hamphsire PO3 5PJ T: (+44) 23 9230 4256 PT6T HSI, MC, MO, OHUK F: (+44) 23 9230 4020 RR250/T63/T703 HSI, MC, MO, OH

[email protected] T700 HSI, MC, MO, OHwww.BBAAviationERO.com GTCP 36-100/150 APU HSI, MC, MO, OH

GTCP 331-200/250 APU HSI, MC, MO, OHPW901 APU HSI, MC, MO, OHT40-1 APU HSI, MC, MO, OH

Industria de Turbo Propulsores Ctra. Torrejon-Ajalvir Olivier Gillot ATAR 9K50, F404-400, EJ200 HSI, MC, MO, OH Seven mro Test cells(ITP) Ajalvir 28864 - Ajalvir SVP Sales & Marketing TFE731-2/3/4/5, CF700 HSI, MC, MO, OH Two turbofan cells Up

Madrid T (34) 91 91 205 4606 PW100 (123AF, 127G) HSI, MC, MO, OH 25.000lbPostBox: 111 F (34) 91 205 4650 PT6T-3, TPE331-All, T55, T53 HSI, MC, MO, OH Two turboshaft cells28850 - Torrejon de Ardoz M (34) 627 166 429 LM2500 HSI, MC, MO, OH Up to 5,000shpMadrid E-mail: [email protected] TP400, MTR390-E HSI, MC, MO, OH (WIP) One Turboprop cellSpain www.itp.es BR715 Parts repair only (Prod) Up to

PW200 SERIES HSI, MC, MO, OH 20,000shpCT7-5/7/9 HSI, MC, MO, OH Two Turboshaft (Prod)CT7-8 / T700 HSI, MC, MO, OH

EUROPE - INDEPENDENTS

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Engine overhaul directory — worldwide (cont...)Company Address Contact details Types (commercial) Checks Test cellsIndustria de Turbo Propulsores Parque Aeron·utico y LogÌstico Olivier Gillot CT7 TP (-5, -7A, -9C) HSI, MC, MO, OH One Test Cell(ITP) Albacete Ctra. de las PeÒas SVP Sales & Marketing CT7 TS (-2A, -8A, -8E, -8F5) HSI, MC, MO, OH Up to 5,000 hp

02006 - Albacete T (34) 91 91 205 4606 PW206 A/B/B2/C/E HSI, MC, MO, OHPostBox: 7036 F (34) 91 205 4650 PW207 C/D/E HSI, MC, MO, OHApdo. 7036 M (34) 627 166 429 T700-GE-401/C, -701A/C/D HSI, MC, MO, OH02080 - Albacete E-mail: [email protected] www.itp.es

MTU Maintenance Dr.-Ernst-Zimmermann-Str. 2 T (49) 3378 824 0 CF34-3, CF34-8, CF34-10 HSI, MC, MO, OH Four test cellsBerlin-Brandenburg D-14974 Ludwigsfelde F (49) 3378 824 300 PT6A, PW200, PW300 HSI, MC, MO, OH

Germany E-mail: [email protected] PW500 HSI, MC, MO, OHwww.mtu-berlin.com

MTU Maintenance Muenchner Str. 31 Dr. Martin Funk CF6-50, -80C2 HSI, MC, MO, OH Two test cellsHannover D-30855 Langenhagen President & CEO CFM56-7 HSI, MC, MO, OH 150,000 lb

Germany T (49) 511 7806 0 PW2000 series HSI, MC, MO, OHF (49) 511 7806 2111 PW6000 HSI, MC, MO, OHE-mail: [email protected] V2500-A1, -A5, -D5 HSI, MC, MO, OHwww.mtu-hannover.de

OGMA 2615-173 Alverca M·rio Lobato Faria AE2100/D3, AE3007 HSI, MC, MO, OH Six test cellsPortugal VP aviation services T56/501 series HSI, MC, MO, OH 30,000 lb

T (351) 21 958 1000 Turmo HSI, MC, MO, OHF (351) 21 957 9010 Artouste HSI, MC, MO, OHE-mail: [email protected]

Vector Aerospace Engine 12 Imperial Way Philip Self ALF502/ LF 502 HSI, MC, MO, OH Turbofan cell up to Services UK Croydon Director - sales UK PW 307/308 HSI, MC, MO, OH 40,000lb

Surrey CR9 4LE T (44) 20 8688 7777 RR T56/501D series HSI, MC, MO, OH Turboshaft cell up to UK F (44) 20 8688 6603 RR 250 series HSI, MC, MO, OH 10,000 shp

E-mail: RR Conway & Dart series HSI, MC, MO, OHFleetlands Building 110 [email protected] Hamilton 54H60 PropellersFareham Road www.vectoraerospace.comGosportHampshire PO13 OAAUK

SR Technics Zurich Airport Sean O’Connor CFM56-5B/C, -7 HSI, MC, MO, OH One test cellCH-8058 EVP sales (acting) PW4000 (94 & 100 fan) HSI, MC, MO, OH 100,000lbSwitzerland T (41) 43 812 13 01

F (41) 43 812 97 98E-mail: [email protected]

Summit Aviation Merlin Way Bruce Erridge JT3D HSI, MC, MO, OH One test cellManston Commercial director JT8D-Std All Series HSI, MC, MO, OH 40,000lbKent CT12 5FE T (44) 1843 822444 JT8D-200 Series HSI, MC, MO, OHUK F (44) 1843 820900

E-mail: [email protected]

Turbine Motor Works Hangar 1, Upwood Airpark David Billington CF6-50 HSI, MC, MO, OH(TMW) Ramsey Road Director of sales and marketing CF6-80 HSI, MC, MO, OH

Bury, Cambridge PE26 2RA T (44) 1487 711650 JT9D HSI, MC, MO, OHUK F (44) 1487 710777 JT3D

E-mail: [email protected]

Abu Dhabi Aircraft PO Box 46450 Kirubel Tegene CF6-50C/E HSI, MC, MO, OH 100,000lbTechnologies Abu Dhabi VP marketing and sales commercial CF6-80C2 series HSI, MC, MO, OH

International Airport T: (+971) 2 5057 234 CFM56-5A series HSI, MC, MO, OHAbu Dhabi F: (+971) 2 5757 263 PT6 series HSI, MC, MO, OHUAE E-mail: [email protected] Trent 500 (planned) HSI, MC, MO, OH

www.adat.ae Trent 700 MC & TEST (planned MO,OH)V2500A5 (planned) HSI, MC, MO, OHGTCP331-200, -250, -350 series HSI, MC, MO, OH

Ameco Beijing PO Box 563 Mr Teng Bin/Mr Olaf Albrecht PW4000-94 HSI, MC, MO, OH 100,000lb (one cell)Capital International Airport Senior directors, marketing & sales RB211-535E4 HSI, MC, MO, OHBeijing T: (+86) 10 6456 1122 X 4100/4101China 100621 F: (+86) 10 6456 1823

E-mail: [email protected] www.ameco.com.cn

Bedek Aviation Engines Division Michel Levy CFM56-2/-3/-5B/-7B HSI, MC, MO, OH Four jet enginesBedek Aviation Group GM JT3D-3B/-7 HSI, MC, MO, OH One turbopropIsrael Aircraft Industries T: (+972) 3 935 7064 JT8D-7 to -17R HSI, MC, MO, OH Three turboshaftBen-Gurion Airport F: (+972) 3 935 8740 JT8D-217/-219- HSI, MC, MO, OH70100 E-mail: [email protected] JT9D-7A/-7F/-7J HSI, MC, MO, OHIsrael www.iai.co.il JT9D-59A/-70A/-7Q/-7R4/

-7R4G2/-7R4D/E HSI, MC, MO, OHT53-13/-703 HSI, MC, MO, OHT56/501 HSI, MC, MO, OHPW4000-94 HSI, MC, MO, OHPT6A-27 to -42/-50/T HSI, MC, MO, OHV2500-A5 HSI, MC

ASIA, AFRICA, MIDDLE EAST, AUSTRALASIA

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Engine overhaul directory — worldwide (cont...)Company Address Contact details Types (commercial) Checks Test cellsEthiopian Airlines PO Box 1755 Amare Gebreyes JT8D HSI, MC, MO, OH One 100,000lb test cell

Bole International Airport Director MRO Sales and Marketing CFM56-3 HSI, MC, MO, OH Two turboshaft test cellsAddis Ababa T: (+251) 11 6651191 CFM56-7 HSI, MC, MO, OHEthiopia (+251) 11 6651192 JT9D HSI, MC

F: (+251) 11 6651200 PW2000 HSI, MCE-mail: PT6 HSI, MC, MO, [email protected] PW120, PW121 HSI, MC, MO, OHwww.ethiopianairlines.com

GE Aviation, Services GE Aviation, Services - Malaysia Jacques Juneau CFM56-3, -5 HSI, MC, MO, OH One test cellMAS Complex A-AA1802 MD - GE Malaysia PW4056, PW4168 HSI, MC, MO, OHSAAS Airport T (603) 5039 450247200 Subang, Selangor D.E F (603) 5039 4702Malaysia [email protected]

www.geaviation.com

GE Aviation, Services On-Wing Support Korea DY Kwon (acting) CFM56-All HSI, MCAircraft Maintenance B Area Business leader CF34-All HSI, MCIncheon International Airport T (82) 32 744 5971 CF6-All HSI, MC2840 Woonseo-Dong, Jung-Ku F (82) 32 744 5979 GE90-All HSI, MCIncheon 400-430 E-mail: [email protected] GEnx-All HSI, MCSouth Korea http://www.geaviation.com/services/ V2500 HSI, MC

maintenance/ows/ PW4000 HSI, MC

GE Aviation, Services On-Wing Support Xiamen Li Jun CFM56-All HSI, MCNo. 3 Road of Xiamen Business leader CF34-3 HSI, MCAviation Industry T (86) 592 573 1501 CF34-10 (Planned)Xiamen, 361006 F (86) 592 573 1605 GE90-All (Planned)P.R. China E-mail: [email protected] GEnx-All (Planned)

http://www.geaviation.com/services/maintenance/ows/

GMF-AeroAsia Indonesia Marketing building Bimo Agus CFM56-3B1, 3C1 HSI, MC, MO, OH 120,000lbSoekarno-Hatta International Airport VP Bus. development & cooperation Spey 555 ser HSI, MC, MO, OHPO Box 1303, BUSH 19130 T (62) 21 550 8609, 550 8670Cengkareng, Jakarta F (62) 21 550 2489Indonesia E-mail: [email protected]

www.gmf-aeroasia.co.id

HAESL 70 Chun Choi David Radford RB211-524 C2/D4 HSI, MC, MO, OH 130,000lbStreet Tseung Customer business manager RB211-524G/H-T HSI, MC, MO, OHKwan O Industrial Est T: (852) 2260 3264 Trent 500 HSI, MC, MO, OHNew Territories F: (852) 2260 3277 Trent 700 HSI, MC, MO, OHHong Kong E-mail: [email protected] Trent 800 HSI, MC, MO, OH

www.haesl.com

Honeywell Aerospace 161 Gul Circle Loke Chee Kheong Delist TPE331 cap.Singapore Singapore 629619 Plant director

Singapore T: (65) 6861 4533F: (65) 6869 5257E-mail: [email protected]

IHI 229, Tonogaya Kazuo Satou CFM56-3 HSI, MC, MO, OH Two test cells capableMizuh-Machi GM sales group CF34-3/-8 HSI, MC, MO, OH of 115,000lb andNishitama-Gun T: (81) 425 68 7103 V2500 HSI, MC, MO, OH 60,000lb Tokyo 190-1297 F: (81) 425 68 7073Japan E-mail: kazuo_satou

www.ihi.co.jp

Jordan Airmotive Queen Alia Inter/l Airport (QAIA) Randa Al-Farah CF6-80C2 Series HSI, MC, MO, OH Test cell for allPO Box 39180 Marketing Manager CFM56-3 Series HSI, MC, MO, OH listed enginesCode 11104 T: (962) 7982 111 30 RB211-524 Series HSI, MC, MO, OHAmman F: (962) 6445 2620 JT8D-Std Series HSI, MC, MO, OHJordan E-mail: CFM56-5 QEC build-up

[email protected]

LTQ Engineering 70-90 Garden Drive Marek Wernicke CFM56-3 HSI, MC, MO, OH(formerly Jet Turbine Services, Tullamore VIC 3043 CEO CFM56-7B HSI, MC, MO, OHJV of Lufthansa Technik Australia T: (61) 3 8346 2002 CF6-80C2 HSI, MC, MO, OHand Qantas) F: (61) 3 8346 2111 CF6-80E1 HSI, MC, MO, OH

E-mail: [email protected]

Lufthansa Technik AERO 70-90 Garden Drive Joseph Giarrusso CF34-3 series HSI, MC, MOTullamarine VIC 3043 Australia Sales Contact CF34-8 series HSI, MC, MOAustralia 11 Kubis Crescent CF34-10E HSI, MC, MO

Dingley Village VIC 3172AustraliaT: (61) 9551 [email protected] phone: (61) 0 409 368 648

Lufthansa Technik MacroAsia Special Economic Zone Richard Haas CF6-80C2 QEC build-up, minor repairsPhilippines Villamor Air Base VP marketing & sales CF6-80E1 QEC build-up, minor repairs

Pasay City T: (63) 2855 9310 CFM56-3 QEC build-up, minor repairsMetro Manila F: (63) 2855 9309 CFM56-5B/-5C QEC build-up, minor repairs1309 Philippines E-mail: [email protected]

Emaill: [email protected]

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Capability(Current)Full Overhaul & TestingCF6 - 80C2 SeriesCFM56 - 3 SeriesRB211 - 524 SeriesJT8D - STD Series

Partial RepairCFM56 - 5B

(Future)Full Overhaul & TestingCFM56 - 5BCFM56 - 7

CertificatesFAA E31Y372YEASA EASA.145.0090CARC CARC.AMO.02

Office: (962 6 4451440) Mobile: (962 7 98211129) Fax: (962 6 4452620)P.O.Box 39180, Queen Alia Int. Airport , Amman, 11104, Jordan

Email: [email protected]

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Engine overhaul directory — worldwide (cont...)Company Address Contact details Types (commercial) Checks Test cellsMTU Maintenance Zhuhai 1 Tianke Road Holger Sindemann V2500-A5 HSI, MC, MO, OH 150,000 lb

Free Trade Zone President & CEO CFM56-3 HSI, MC, MO, OHZhuhai, 519030 T (86) 756 8687806-177 CFM56-5B HSI, MC, MO, OHP.R. China F (86) 756 8687910 CFM56-7 HSI, MC, MO, OH

E-mail: [email protected]

Pratt & Whitney Eagle Services ASIA Ah Tap Voon JT9D-7Q, 7R4, 7A, 7J HSI, MC, MO, OH Test cells for allEngine Services 51 Calshot Road General sales manager PW4000-94, 100, 112 HSI, MC, MO, OH listed engines(Eagle Services Asia) Singapore 509927 T (65) 65 48 29 24

F (65) 65 49 46 54E-mail: [email protected]

Pratt & Whitney Christchurch Engine Centre Steven Robinson JT8D-STD, -200 HSI, MC, MO, OH Test cells for allEngine Services 634 Memorial Ave General sales manager V2500 A1, A5, D5 HSI, MC, MO, OH listed engines(Christchurch Engine Christchurch International Airport T (64) 3 374 7007 RR Dart All HSI, MC, MO, OHCenter) F (64) 3 374 7001

E-mail: [email protected] www.pw.utc.com

Pratt & Whitney Shanghai Pratt & Whitney Stephen Sun CFM56-3, -5B, -7B HSI, MC, MO, OH Test cells for listedEngine Services Aircraft Engine Maintenance General sales manager engines(Shanghai Engine No.8 Block1 T (86) 21-3923-0023Center) 8228 Beiqing Road F (86) 21-3923-0088

Qingpu District E-mail: [email protected] www.pw.utc.comPost Code:201707PR China

SAA Technical Room 309, 3rd floor Ismail Randeree JT8D-7/-7A/-9/-9A/-15/-15A HSI, MC, MO, OH Test cell for JT8D, JT9D,Hangar 8 Exec. mgr marketing & cust. support /-17/-17A CF6-50C2, RB211-Jones Road T: (27) 11 978 9993 JT9D-7R4G2/-7F/-7J HSI, MC, MO, OH 524G/HGauteng F: (27) 11 978 9994 RB211-524G/H MCJohannesburg International Airport E-mail: [email protected] V2500 MC1627 www.flysaa.com CFM56-3/-5B/-7B MCSouth Africa

Sichuan Snecma Aero-engine Shuangliu Airport Jean-Louis Sauvetre CFM56-3 HSI, MC, MO, OH Two tests cellsMaintenance Sichuan Province DG CFM56-5B HSI, MC, MO, OH

610201 Chengdu Chine T : +86 28 8 572 16 93 CFM56-7B HSI, MC, MO, OHF: +86 28 8 572 16 [email protected]

Snecma Morocco Engine BP87 Mohammed V Airport Alexandre Brun CFM56-3, CFM56-5B HSI, MO, OH one test cellServices Nouasser - Casablanca GM and CFM56-7 (piece part level)

Morocco T : +212 2 253 69 00F: +212 2 253 98 42

Singapore Technologies 501 Airport Road Tan Shih Shiuan CFM56-3/-5B/-7B HSI, MC, MO, OH Five test cellsAerospace Paya Lebar Director, Marketing & Sales, JT8D all HSI, MC, MO, OH(ST Aerospace) Singapore 539931 ST Aerospace Engines F100 HSI, MC, MO, OH

T: (65) 6382 8353 / 6380 6796 F404 HSI, MC, MO, OHF: (65) 6282 3010 J85 HSI, MC, MO, OHE-mail: [email protected] T53 HSI, MC, MO, OHwww.staero.aero T56/501 series HSI, MC, MO, OH

Makila 1A/1A1 HSI, MC, MO, OH

Taikoo Engine Services (Xiamen) No. 5 Gaoqi Nan 3 Road, Simon Smith GE90 Quick Turn Test Cell: 150,000 lbsTEXL Gaoqi International Airport, Commercial Manager Overhaul

361006, Xiamen, P.R.China T (86) 592 573 3000 Engine TestF (86) 592 573 1502E-mail: [email protected]

Thai Airways Tech marketing and sales dept. Bunloo Varasarin CF6-50 MC, Mo, OH CF6-50/-80C2Technical department Dir. tech. mktg. & sales dept. CF6-80C2 MC, Mo, OH PW4158Suvarnabhumi Airport T: (662) 137 6300 PW4158 MC Trent 800Bangphli Samut Prakarn 10540 F: (662) 137 6942 Trent 800 MCThailand E-mail: [email protected]

www.thaiairways.com

Turbomeca Africa Atlas Road Robert Bonarius Turmo 3C4, 4C HSI, MC, MO, OH TurmoPO Box 7005 Manager sales & customer service Makila 1A, 1A1, 1A2, 1K2 HSI, MC, MO, OH MakilaBonearo Park 1622 T: (27) 11 927 2000 Arrius 2K2, 2K1, 2B1, 2B2 HSI, MC, MO, OH ArriusSouth Africa F: (27) 11 927 2956 Arriel series MC Adour

E-mail: [email protected] Adour MCwww.turbomeca.co.za

AbbrevationsHIS: hot section inspectionMC:module changeOH:full engine overhaulMO: module overhaulIf you wish to be listed in next year’s EYB contact [email protected]

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APU overhaul directory — worldwideCompany Address Contact details APU types CapabilitiesAbu Dhabi Aircraft Technologies PO Box 46450, Kirubel Tegene GTCP331-200 HSI, MC, MO, OH

Abu Dhabi International Airport VP Sales & Marketing GTCP331-250 HSI, MC, MO, OHAbu Dhabi T (971) 2 505 7530 GTCP331-350 HSI, MC, MO, OHUAE F (971) 2 575 7263

E-mail: [email protected]

Aerotec International 3007 E Chambers St Colin Fairclough GTCP36-150RR/RJ HSI, MC, MO, OHGTCP36-300

Phoenix Director of sales GTCP85-98 HSI, MC, MO, OHAZ 85040 T (1) 602 253 4540 GTCP85-129 HSI, MC, MO, OHUSA F (1) 602 252 0395 GTCP131-9A/B/D HSI, MC, MO, OH

E-mail: [email protected] GTCP331-200 HSI, MC, MO, OHwww.aerotecinternational.com GTCP331-250 HSI, MC, MO, OH

GTCP331-500 HSI, MC, MO, OHGTCP660 HSI, MC, MO, OHTSCP700-4B/5/7E HSI, MC, MO, OHRE220 HSI, MC, MO, OHAPS500 HSI, MC, MO, OHAPS2000 HSI, MC, MO, OHAPS2300 HSI, MC, MO, OHAPS3200 HSI, MC, MO, OH

Air Asia Tainan Airfield Glenn C.L. Lee GTCP85-98 HSI, MC, MO, OH# 1000, Sec. 2 Ta-Tung Rd. Director, Marketing GTCP85-129 HSI, MC, MO, OHTainan 7025 T (886) 6 268 1911 Ext. 205 / 260-5907Taiwan E-mail: [email protected]

Aviation Power Support 2415 W, Arkansas Street Dale Owens GTCP85 HSI, MC, MO, OHDurant Senior VPOK 74701 T (1) 580 920 0535USA F (1) 580 920 1235

E-mail: [email protected]

Air India Engineering Department S.S.Katiyar PW901 HSI, MC, MO, OHOld Airport Deputy GM (Eng.) GTCP331-250H HSI, MC, MO, OHMumbai T (91)-22-2626 3237 GTCP131-9B HSI, MC, MO, OH400029 F (91) 22-2615 7068 / 2615 7046India E-Mail: [email protected]

Air New Zealand Engineering Geoffrey Roberts Road Paul Chisholm GTCP85-129 HSI, MC, MO, OHServices (ANZES) PO Box 53098 Account manager APU marketing, sales GTCP95 HSI, MC, MO, OH

Auckland International Airport, M (+61) 0417790059 GTCP331-200 HSI, MC, MO, OH1730 Auckland F (+64) 3 374 7319 GTCP331-250 HSI, MC, MO, OHNew Zealand E-mail: [email protected] GTCP131-3B HSI MC MO OH HSI, MC, MO, OH

www.airnz.co.nz

Ameco Beijing P.O. Box 563 Christian Reck GTCP85 HSI, MC, MO, OHBeijing Capital Intl. Airport Executive Director Sales & Supply100621 Beijing T (86) 10 6456 1122-4000P.R.China F (86) 10 6456 7974

E-Mail: [email protected]

American Airlines 3900 N Mingo Rd Bobby Bigpond GTCP85-98DHF HSI, MC, MO, OHMaintenance & Engineering MD 21 Senior contract account manager GTCP131-9 HSI, MC, MO, OHCenter Tulsa T (1) 918 292 2582 GTCP131-9B HSI, MC, MO, OH

OK 74166 F (1) 918 292 3864 GTCP331-200 HSI, MC, MO, OHUSA E-mail: [email protected] GTCP331-500B HSI, MC, MO, OH

Alturdyne 660 Steele Street Frank Verbeke T62 Series HSI, MC, MO, OHEl Cajon President One test cellCA 92020 T (1) 619 440 5531USA F (2) 619 442 0481

[email protected]

Aveos Fleet Performance 2311 Alfred-Nobel Blvd, Zip 8060 Brenda Stevens GTCP36-300 HSI, MC, MO, OHVille Saint-Laurent, (QC) Market Intelligence AnalystH4S 2B6 T (1) 514 856-7158Canada [email protected]

[email protected]

Chase Aerospace 4493 36th Street Brad Scarr GTCP36 HSI, MC, MO, OHOrlando Managing Director GTCP85 HSI, MC, MO, OHFlorida 32811 T (1) 407 812 4545 GTCP331 HSI, MC, MO, OHUSA F (1) 407 812 6260

www.chaseaerospace.com

Chromalloy 391 Industrial Park Road James Furguson GTCP85 HSI, MC, MO, OHSan Antonio VP & GM GTCP331-200 HSI, MC, MO, OHTexas 78226 T (1) 210 331 2405 GTCP331-250 HSI, MC, MO, OHUSA E-mail: [email protected]

Dallas Airmotive 900 Nolen Drive, STE 100 Christopher Pratt GTCP36 HSI, MC, MO, OH(BBA Aviation) Grapevine Director of Marketing RE100 MC

TX 76051 T (1) 214 956 3001USA F (1) 214 956 2810

E-mail: [email protected]

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APU overhaul directory — worldwide (cont...)Company Address Contact details APU types CapabilitiesDelta TechOps Dept 460 Jack Turnbill GTCP131-9 HSI, MC, MO, OH

1775 Aviation Blvd VP technical sales GTCP331 HSI, MC, MO, OHAtlanta Hartsfield T (1) 404 773 5192International Airport, Atlanta F (1) 404 714 5461GA 30320 E-mail: [email protected] www.deltatechops.com

Euravia Engineering Euravia House Steve Clarkson ST6L HSI, MC, MO, OHColne Road Director customer services GTCP165 HSI, MC, MO, OHKelbrook T (44) 1282 844 480Lancashire F (44) 1282 844 274BB18 6SN E-mail: [email protected] www.euravia.aero

El Al Israel Airlines PO Box 41 Eli Uziel GTCP331-200A HSI, MC, MO, OHBen Gurion International Airport Marketing & sales managerTel Aviv T (972) 3 9717278 GTCP660 HSI, MC, MO, OH70100 F (972) 3 9717205 GTCP660-4 HSI, MC, MO, OHIsrael E-mail: [email protected] GTCP131 HSI, MC, MO, OH

www.elaltech.com

EPCOR (subsidiary of Bellsingel 41 Paul Chun GTCP331-350 HSI, MC, MO, OHAir France KLM) 1119 NT Schiphol-Rijk MD GTCP131-9 HSI, MC, MO, OH

Netherlands T (31) 20 316 1740 GTCP331-500 HSI, MC, MO, OHF (31) 20 316 1777 APS 2300 HSI, MC, MO, OHE-mail: [email protected]

Finnair Finnair Technical Services Mika Hänninen APS 3200 HSI, MC, MO, OHHelsinki-Vantaa Airport Vice President, Sales and marketingDE/83 T (358) 9 818 644301053 FINNAIR F (358) 9 818 6900Finland [email protected]

www.finnairtechnicalservices.com

GMF AeroAsia Marketing Building Winston T. Milner GTCP36-4A HSI, MC, MO, OH(Garuda Indonesia Group) Soekarno Hatta Intíl Airport VP sales & marketing GTCP85-129 series HSI, MC, MO, OH

Cengkareng 19130 T (62) 21 550 8609 GTCP85-184/185 HSI, MC, MO, OHIndonesia F (62) 21 550 2489 TSCP700-4B/E HSI, MC, MO, OH

E-mail: [email protected]

H+S Aviation H+S Aviation APU centre Steve Bull PW901A HSI, MC, MO, OH(BBA Aviation) Airport Service Rd Sales director GTCP36-100/-150 HSI, MC, MO, OH

Portsmouth, T (44) 23 9230 4256 GTCP331-200/250 HSI, MC, MO, OHHants PO3 5PJ F (44) 23 9230 4020 T-62T-40-1 HSI, MC, MO, OH UK [email protected]

www.hsaviation.com

Honeywell Aerospace Frankfurter Str. 41-65 Volker Wallrodt GTCP36 HSI, MC, MO, OH(Germany) D-65479 Raunheim T: (49) 6142 405 201 GTCP85 HSI, MC, MO, OH

Germany F: (49) 6142 405 390 GTCP131-9 HSI, MC, MO, OHE-mail: [email protected] GTCP331 HSI, MC, MO, OHwww.honeywell.com GTCP660 HSI, MC, MO, OH

RE220 HSI, MC, MO, OHTSCP700 HSI, MC, MO, OH

Honeywell Aerospace 161 Gul Circle Loke Chee Kheong GTCP36 HSI, MC, MO, OH (Singapore) Singapore 629619 Plant Director GTCP85 HSI, MC, MO, OH

T (65) 686 14 533 GTCP131-9 HSI, MC, MO, OHF (65) 6869 5257 GTCP331 HSI, MC, MO, OHE-mail: [email protected]

Honeywell Aerospace Engine Services Brian Shurman GTCP36 HSI, MC, MO, OH(USA) 1944 East Sky Harbor Circle Aftermarket Services, Mechanical GTCP85 HSI, MC, MO, OH

MS 2101-2N T: 602-365-3279 GTCP131-9 HSI, MC, MO, OHPhoenix 85034 F: 602-365-4029 GTCP165-1B HSI, MC, MO, OHArizona E-mail: [email protected] GTCP331 HSI, MC, MO, OHUSA www.honeywell.com GTCP660-4 HSI, MC, MO, OH

RE220 HSI, MC, MO, OHTSCP700 HSI, MC, MO, OH

Iberia Iberia Maintenance Jose Luis QuirÛs Cuevas GTCP36-300 HSI, MC, MO, OH Madrid-Barajas Airport. La Muñoza. Commercial & Business Development director GTCP85-98DHF HSI, MC, MO, OHE-28042 Madrid T (34) 91 587 5132 GTCP131-9A HSI, MC, MO, OHSpain F (34) 91 587 4991

E-mail: [email protected]

Inflite (Southend) North Hangar Ken Tracy GTCP36-100M HSI, MC, MO, OHWAS (Components) Aviation Way Commercial director GTCP36-150M HSI, MC, MO, OH

Southend T (44) 1702 348601 GTCP85-115 series HSI, MC, MO, OHEssex SS2 6UN E-mail: [email protected] GTCP85-129 series HSI, MC, MO, OHUK www.inflite.co.uk GTCP85-71 HSI, MC, MO, OH

GTCP36-4A HSI, MC, MO, OHGTCP85-98 HSI, MC, MO, OHGTCP85-180/185 HSI, MC, MO, OHAll associated L.R.U.’S

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APU overhaul directory 2012 — worldwide (cont...)Company Address Contact details APU types Capabilities

Innotech Aviation 10225 Ryan Avenue Scott Mistine GTCP36-100/-150 HSI, MC, MO, OHDorval Director of MaintenanceQuebec H9P 1A2 T (1) 514 420 2943Canada [email protected]

IAI - Bedek Aviation Israel Aerospace Industries Tali Yoresh GTCP85 Series HSI, MC, MO, OHBedek Aviation Group Director sales & customer service GTCP131-9A/B/D HSI, MC, MO, OHComponents Division T (972) 3 935 7395 GTCP331-200 HSI, MC, MO, OHBen Gurion IntÌl Airport F (972) 3 935 7757 GTCP331-250 HSI, MC, MO, OH70100 E-mail: [email protected] GTCP660 HSI, MC, MO, OHIsrael www.iai.co.il GTCP36-150XX

Japan Airlines International M1 Building Maintenance Centre Masaaki Haga GTCP331 HSI, MC, MO, OH3-5-1 Haneda Airport, Ota-ku, MD engineering & maintenance GTCP660 HSI, MC, MO, OHTokyo 144-0041 T (81) 3 3474 4134 TSCP700 HSI, MC, MO, OHJapan PW601A HSI, MC, MO, OH

JAT Airways JAT Tehnika Srdjan Miskovic GTCP85 HSI, MC, MO, OHAerodrom Beograd 59 VP engineering, maintenance & repairBeograd 11180 T (381) 11 2601475Serbia E-mail: [email protected]

www.jat-tehnika.aero

Korean Air Maintenance Planning Dep. T (82) 2 2656 3574 GTCP331-250 HSI, MC, MO, OHMaintenance & Engineering Korean Air F (82) 2 2656 8120

1370, Gonghang-dong E-mail: [email protected] www.mro.koreanair.co.krSeoul, Korea157-712

Lufthansa Technik Rudolf-Diesel-Strasse 10 Mark Johnson PW901A HSI, MC, MO, OHAero Alzey D-55232 Alzey CEO

Germany T (49) 6731 497 888F (49) 6731 497 197E-mail: [email protected]

Lufthansa Technik Dept HAM TS Walter Heerdt APS 2000 HSI, MC, MO, OH Weg beim J‰ger 193 SVP marketing & sales APS 2300 HSI, MC, MO, OH D-22335 Hamburg T (49) 40 5070 5553 APS 3200 HSI, MC, MO, OHGermany F (49) 40 5070 5605 PW901A HSI, MC, MO, OH

E-mail: [email protected] GTCP36-300 HSI, MC, MO, OHwww.lufthansa-technik.com GTCP85-98/-129H HSI, MC, MO, OH

GTCP131-9 HSI, MC, MO, OHGTCP331-200/-250/-350/-500/-600 HSI, MC, MO, OHGTCP660-4 HSI, MC, MO, OHTSCP700-4E HSI, MC, MO, OH

Pakistan International Airlines Engineering & Maint. Dept Tariq Farooq GTCP85-129 OHQuaid-E-Azam International Airport Chief Engineer GTCP660-4 OHKarachi 75200 Engineering Business Development, PIA TSCP 700-5/4B OHPakistan T: (92) 21 9904 3574 GTCP331-250 OH

F: (92) 21 9924 2104E-mail: [email protected]

Piedmont Aviation Component 1031 East Mountain St Alan Haworth GTCP36 HSI, MC, MO, OHServices Building #320 Director sales & marketing GTCP85 HSI, MC, MO, OH

Kernersville T (1) 336 776 6279 GTCP331 HSI, MC, MO, OHNorth Carolina 27284 F (1) 336 776 6301USA E-mail: [email protected]

Pratt & Whitney St Hubert Service Center Brian Rinkevicius ST6L-73 series HSI, MC, MO, OHCanada (Canada) 1000 Marie-Victorin (05DK1) Manager, Customer Service Marketing PT6A/B/C/T HSI, MC, MO, OH

Longueil T (1) 450 647-7543 PW 100Quebec J4G 1A1 F (1) 450 468 7807 PW150Canada [email protected] PW200

www.pwc.ca ST6, ST18

Pratt & Whitney 10 Loyang Crescent Ron Norris APS 3200 HSI, MC, MO, OHCanada (Singapore) Loyang Industrial Estate Manager marketing & sales

Singapore 509010 T (65) 6545 3212F (65) 6542 3615E-mail: [email protected]; [email protected]

Revima APU 1 Avenue du Lathan 47 Jean Michel Baudry GTCP85-98 HSI, MC, MO, OHBrotonne Capital Holding 76490 Business development manager GTCP331-200/-250 HSI, MC, MO, OHSystem subsidiary) Caudebec en caux T (33) 2 35 56 35 82 PW901A/C HSI, MC, MO, OH

France F (33) 2 35 56 35 56 PW980 HSI, MC, MO, OH E-mail: [email protected] TSCP700-5/-4B/-4E HSI, MC, MO, OHwww.hamiltonsundstrand.com APS 2000 HSI, MC, MO, OH

APS 3200 HSI, MC, MO, OHXavier Mornand APS 500 HSI, MC, MO, OH T (33) 2 35 56 36 04 APS 1000 HSI, MC, MO, OHE-mail: [email protected] GTCP131-9A/B HSI, MC, MO, OH

South African Technical Private Bag X12 Kobus Kotze GTCP85 HSI, MC, MO, OHRoom 212 Hangar 8 Senior manager, APU GTCP660 HSI, MC, MO, OHJohannesburg 1627 T (27) 11 978 9513South Africa E-mail: [email protected]

www.flysaa.com

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APU overhaul directory 2012 — worldwide (cont...)Company Address Contact details APU types Capabilities

SR Technics Sales Department Head of Corporate Communications GTCP85 series* HSI, MC, MO, OH* in cooperation with 8058 Zurich Airport Tel: +41 43 812 17 17 GTCP131 series* HSI, MC, MO, OHpartner companies Switzerland Karin Freyenmuth GTCP331 series* HSI, MC, MO, OH

www.srtechnics.com [email protected] GTCP660 series* HSI, MC, MO, OHAPS3200* HSI, MC, MO, OHATSCP700-4E* HSI, MC, MO, OH

StandardAero Augusta 1550 Hangar Road Tony Gay, engine shop manager GTCP36-100 series HSI, MC, MO, OHAugusta T +(1) 706-771-5677 GTCP-150 series HSI, MC, MO, OHGa 30906-9684 F +(1) 706-771-5628 GTCP-3092 HSI, USA

Bill McIlwraith, APU customer supportT +(1) 706-560-3356F +(1) 706-790-5122

Greg Washburn, APU crew chiefT +(1) 706-771-5631F +(1) 706-790-5122

StandardAero Maryville 1029 Ross Drive Tim Fischer GTCP36 series HSI, MC, MO, OH, LRUMaryville VP & GM GTCP85 HSI, MC, MO, OH, LRUTennessee 37801 T + (1) 865-981-4673 RE220 HSI, MC, MO, OH, LRUUSA F + (1) 865-983-2092 APS2300 HSI, MC, MO, OH, LRU

Toll Free: + (1) 800-906-8726 from [email protected]

TAP Maintenance & Engineering Marketing and Sales Carlos Ruivo GTCP85 series HSI, MC, MO, OHP.O. Box 50194 VP Marketing and Sales APS3200 HSI, MC, MO, OHLisbon Airport T (+351) 21 841 59751704-801 Lisbon F (+351) 21 841 5913Portugal E-mail: [email protected]

www.tapme.ptAPS3200 HSI, MC, MO, OHAPS500 T62-T-40C11 HSI, MC, MO, OH

TAP Maintenance and Marketing and Sales Anderson Fenocchio APS500 T62-T-40C11 HSI, MC, MO, OHEngineering Brazil Estrada das Can·rias, 1862 Ricardo Vituzzo GTCP85 HSI, MC, MO, OH

21941-480 Rio de Janeiro E-mail: [email protected] GTCP36-150 HSI, MC, MO, OHBrazil E-mail: [email protected] GTCP660-4 HSI, MC, MO, OH

www.tapme.com.br GTCP331-200ER HSI, MC, MO, OHTSCP700-4B/-4E/-5 HSI, MC, MO, OHGTCP131-9B HSI, MC, MO, OH

Triumph Air Repair 4010 S 43rd Place Jim Jackalone GTCP85 HSI, MC, MO, OH Phoenix Vice President ñ Sales and Customer Support GTCP131 HSI, MC, MO, OHAZ 85040-2022 Phone 602-470-7231 GTCP331 HSI, MC, MO, OHUSA Fax 602-470-7230 GTCP660 HSI, MC, MO, OH

[email protected] PW901 HSI, MC, MO, OHwww.triumphgroup.com TSCP700 HSI, MC, MO, OH

Triumph Aviation Services 700/160 ñ Moo 1 Dan McDonald GTCP85 HSI, MC, MO, OH Asia T. Bankao, A. Pantong VP Sales and Customer Support GTCP131 HSI, MC, MO, OH

Chonburi 20160 T (66) 38-465-070 GTCP331 HSI, MC, MO, OHThailand F (66) 38-465-075 GTCP660 HSI, MC, MO, OH

E-mail: [email protected] PW901A HSI, MC, MO, OHwww.triumphgroup.com TSCP700 HSI, MC, MO, OH

Turkish Technic Ataturk Intíl Airport Gate B Altug Sokeli APS 2000 HSI, MC, MO, OH34149 Yesilkoy Technical marketing & sales manager APS 3200 HSI, MC, MO, OHIstanbul T (90) 212 463 6363 X9223 GTCP85-98C/CK/DHF HSI, MC, MO, OHTurkey F (90) 212 465 2121 GTCP85-129H HSI, MC, MO, OH

E-mail: [email protected] GTCP139-9B HSI, MC, MO, [email protected] GTCP331-250F/H HSI, MC, MO, OHwww.turkishtechnic.com

United Services United Services Maintenance Center Barbara Petino GTCP331 -200, -500 HSI, MC, MO, OHSan Francisco International Airport Sales PW901 HSI, MC, MO, OHBuilding 74 Ò SFOUS T (1) 650 634-4269San Francisco F (1) 650 634 5926CA 94128-3800 E-mail: [email protected] www.unitedsvcs.com

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Specialist engine repairs directory — worldwideCompany name Address Contact Component capabilites Engine type Specialist skills

Aero Propulsion Support

Aerospace Welding

Aerospace Component Services (P&WC)

Aircraft Ducting Repair

Aviation Power Support

AMETEK Aerospace and Defense(Reynosa Service Center)

APECS Engine Center

Britt Metal Processing

Chromalloy

108 May Drive Harrison Ohio 45030USA

890 Michele-BohecBlainvilleQuebecCanada J7C 5E2

1000 Marie-VictorinLongueuilQuebecCanada J4G 1A1

101 Hunters CircleForneyTX 75126USA

2415 West ArkansasDurantOK 74701USA

1701 Industrial BoulevardHidalgoTX 78557USA (ship-to address)

13642 South West 142nd AvenueKendallFL 33186USA

15800 North West 49th AvenueMiamiFL 33014USA

303 Industrial ParkSan AntonioTX 78226USA

Allan SlatteryPresident/CEOT (1) 513 367 9452F (1) 513 367 7930E-mail:[email protected]

Michel DussaultVice President Sales/AMOAccountable ExecutiveT (1) 450 435 9210F (1) 450 435 7851E-Mail: [email protected]

Pascale TremblayGMT (1) 450 468 7896F (1) 450 468 7786E-Mail: [email protected]

Steve AlfordPresidentT (1) 972 552 9000F (1) 972 552 4504E-mail: [email protected]

Dale OwensVP, sales and customer servicesT (1) 580 920 0535F (1) 580 920 1235E-mail: [email protected]

Joe LynchAftermarket managerT (1) 978 988 4869F (1) 215 323 9538E-mail: [email protected]

Nick TrooninManagerT (1) 305 255-2677F (1) 305 255-0277E-mail: [email protected]: www.a-pecs.com

Tim WaggonerDirector of Mktg and Bus. Dev.T (1) 305 621 5200F (1) 305 625 9487E-mail: [email protected]

Tom van der LindenVP, SalesP +31 13 5328 423FE-mail: [email protected]: [email protected]

Honeycomb seals, compressor diffusers, compressor shrouds,turbine nozzles, turbine supports, engine sheet metal components, seals and abradable parts

Exhaust systems, jet pipes, heat shields, ducting (bleed pipes, de-icing), tubing, nose cowls (CL 600), tracks, rings, landing gear, fuel tanks, engine mounts, thrust reverser (CL 600)

Accessory & Component repairsGas Generator Cases (PW100), Liners, Life Cycle Parts, Fuel Controls, Flow Dividers, Fuel Nozzles, TSCU, EEC, Electrical, TSCU, AFU,Bleed Valves and Fuel Pumps

Engine exhaust tailpipes, pneumatic ducts, tubes and manifolds, APU exhaust ducts

Overhaul of internal enginecomponents for the P&W PT6, ST6, JT15D, JFTD12, JT8D, JT8D-200, JT3D and the Honeywell TPE 331,TFE 731, GTCP36 APU, GTCP85 and GTCP331 APU. Overhaul of the complete 85 series APU and its accessories andselected 36 series APU accessories

Fuel flowmeters, oil level sensors, temperature sensors, EGT, switches, speed sensors, wiring harnesses

Gearbox Overhaul & ExchangeCertified insitu. blade blending (on-wing), line maintenance support, testing, trouble-shooting, vibration analysis, breather checks, digital video borescope inspections, fieldservice repair team, gearbox and fan specialists, repair, modification, overhaul and sales of JT8D parts, piece parts and components

Stationary component repair - Supports, Scrolls, Diffusers, Compressor, Inlet, Diff. Hsngs. Hot section components Exotic materials

Turbine engine modules, casesand frames, combustors, disks,shafts, hubs

All Honeywell APUs, Sundstrand APUsGTCP-331, GTCP-36, GTCP-131, TSCP-700, RR-250 all series,C30, C40,C47, C20,C28, PW901 APU, GE CT7

JT3D, JT8D, JT9D, JT15D, PT6A,PW100, RB211, Dart, Avon, APUs, Garrett, Sunstrand

PT6, JT15D, PW100, PW150, PW200, PW300, PW500 and PW600

JT3D, JT8D, JT8D-200, CF6-50,CF6-80C2, CFM-56-3/-3B/-3C, CFM-56-7B, PW4000, V2500

P&W PT6, ST6, JT15D, JFTD12, JT8D, JT8D-200 and JT3D and Honeywell TPE331, TFE 731, GTCP36, GTCP85, GTCP331

CFM56, CF6, PW, GP7200, CF34Honeywell engines

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

APUs: GTCP331, GTCP131-9GTCP660, TSCP700, GTCP85Pneumatics: Air Cycle MachineAir Turbine Starters, Valves & moreHydraulics: Hsngs, Adapter Blocks

CF6, CFM56, PW2000, PW4000,RB211-535, V2500

GTAW and resistance welding, vacuum and atmosph. furnace braze and heat treatment, precision machining, NDT, liquid penetrant, pressure test,plasma welding, EB welding

FPI, MPI, eddy current, fusion welding for robotic thermo spray cells (plasma, HVOF, thermo spray) full metallurgical labconventional milling and turning equipment, computerised spot and seam welding, furnace brazing

Manual brazing, brazing, Automatic Welding, CNC Machining, Manual Machining, no mechanical machining, blending, balancing, vacuum furnace, pressure test, FPI, MPI, STI, X-Ray,eddy current pressure flush,water jet stripping, ultrasonic cleaning, plasma spray, painting, plating, TBC, manual &automatic peening(shot & glass), Nano-plating (Q4 2010)

TIG welding, NDT, CNC machining

TID, MIG and resistance welding, plasma spray, vacuum furnace braze, precision machining, NDT, liquid penetrant, MPI, heat treating, shotpeening, balancing, air flow machprecision hand blend, specialised coating, accescorytest benches, APUtest cell

Intricate assembly, fuel flow calibration

JT8D engine overhaul, repair & modifications. ASB: 6431 specialists, HPC exchanges for quick turn time, custom work scopes

Balancing, Vacuum Brazing, Plasma and Thermal CoatingsWelding, NDT, Heat TreatingCNC Machining, Paint and more

CNC grinding, CNC machining,CNC welding, coordinate measuring machine, electronbeam welding, gas tungsten arcwelding, heat treating, non-destructive inspection, plasmaspray, vacuum brazing

NORTH AMERICA

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Chromalloy

Chromalloy

Chromalloy

Chromalloy

Chromalloy

Chromallloy

Chromalloy

Chromalloy

330 Blaisdell RoadOrangeburgNY 10962

30 Dart RoadNewnanGA 30265USA

3636 Arrowhead DriveCarson CityNV 89706USA

1720 National BoulevardMidwest CityOK 73110USA

6161 West Polk StreetPhoenixAZ 85043USA

2100 West 139th StreetGardenaCA 90249USA

1071 Industrial PlaceEl CajonCA 92020USA

1777 Stergios RoadCalexicoCA 92231USA

Tom van der LindenVP, SalesP +31 13 5328 423FE-mail: [email protected]: [email protected]

Tom van der LindenVP, SalesP +31 13 5328 423FE-mail: [email protected]: [email protected]

Tom van der LindenVP, SalesP +31 13 5328 423FE-mail: [email protected]: [email protected]

Tom van der LindenVP, SalesP +31 13 5328 423FE-mail: [email protected]: [email protected]

Tom van der LindenVP, SalesP +31 13 5328 423FE-mail: [email protected]: [email protected]

Tom van der LindenVP, SalesP +31 13 5328 423FE-mail: [email protected]: [email protected]

Tom van der LindenVP, SalesP +31 13 5328 423FE-mail: [email protected]: [email protected]

Tom van der LindenVP, SalesP +31 13 5328 423FE-mail: [email protected]: [email protected]

Aircraft and industrial gas turbine engines

HPC components

HPT/LPT blades and vanes

Gas turbine components

Gas turbine engine components

High and low pressure turbine vanes

Gas turbine engine components

High and low pressure turbinevanes and blades

PW4000, PW2000, V2500, JT9D, JT8D, V94, GG8, CF6, CFM56

PW4000, 94" RCC, 100", 112", PW2000, JT9D, FT4, FT8, GG3, GG4, GG8, JT8D, RB211, RB211-524,RB211-535 E4, Trent 500, Trent 700,Trent 800, V2500, Mars, Titan,Taurus

LM1600, LM2500, LM5000, LM6000,CF6-50, CF6-6, CF6-80A, CF6-80C2,CF6-80E, CFM56-2, CFM56-3, CFM56-5A, CFM56-5B, CFM56-5C,CFM56-7, JT8D-200, PW2000

501K, 570/571K, 601K, CF34-3,CF700/CJ610, CT58, JT8D-200, JT9D-3/-20J, JT9D-7Q, PW2000,501D, RB211-535E4

GTCP131, GTCP331-200/250, GTCP 331-350, GTCP36-100/150, GTCP36-280/300, GTCP660, GTCP85, LTS101,TFE731, TPE331, TSCP700

LM1600, LM2500, LM5000, LM6000, CF6-50, CF6-6, CF6-80A, CF6-80C2,CF6-80E, CFMI, Tf39/HT-90, F108, F404

CF6-6, CF6-50, CF6-80A, CF6-80C2, LM2500, LM5000, LM6000, TF39,F101/F108/F110, CF34, TF34/9, JT3D,JT8D, JT9D, PW2000, PW4000, CFM56-2, CFM56-3, CFM56-5, CFM56-7, RB211-22B, RB211-524,RB211-535, TAY, V2500 (A1), V2500(A5), V2500 (D5)

LM2500, CF34-4, CF6-50, CF6-6, CF6-80A, CF6-80C2, LM6000, CFM56-3, CFM56-5A, CFM56-5B, CFM56-5C, CFM56-7, GG4, JT3D, JT8D, JT8D-200, JT9D-3/-20J, JT9D-7Q, JT9D-7R4D/E/H, JT9D-7R4G2,PW4000, GTCP331-200/250, GTCP331-350, GTCP-131-9, V2500A1, V2500A5/D5

CBN abrasive tip, customized repair development, EDM, fullengineering analysis, grinding,heat treating, hydrogen flouridecleaning, laser drilling, LPW, metallurgical analysis, multipleaxis machining, precision machining, tool design/manufacture, vacuum brazing,welding

Coating restoration, EDM, grinding,plasma spray, vacuum brazing,water jet stripping and cutting

Acid strip, alkaline cleaning, atomic absorption analysis, automated TIG welding, belt sanding, braze pre-forms, braze sinter cake, brazing, CNC CO2 laser fusion, CNC machining, computerized airflow testing, computerized tomograph inspection, CMM, eddycurrent inspection, EDM, electro-stripping, FPI, fluoride-ion cleaning,glass bead peening, grinding, gritblast, investment casting, metallurgical analysis, SEM, welding

Atomic absorption analysis, braze pre-forms, chemical stripping/cleaning, CNC welding,CMM, DDH, electro plating, electron beam welding, fluoride-ion cleaning,heat treating, laser drilling,laser machining, LPW, SEM, welding

Acid strip, ATPS, aiflow testing,curvic grinding, DERs, eddy currentinspection, EDM, electro-chemicalgrinding, electron beam welding

TIG and laser weld, laser drilling,EDM, brazing, vacuum furnaces,CNC machining & grinding, hightemperature diffusion coatings,air plasma spray, NDT: FPI, airflowand EMU assembly & set management

DER repairs, turbine seals repair,CNC welding, CMM, heat treating

CNC grinding, eddy currentinspection, electro-chemicalgrinding, electro-dischargemachining, electron beam welding, FPI, laser drilling/cutting,laser CO2 welding, machining,plasma spray, shot peening

Specialist engine repairs directory — worldwide (cont...)Company name Address Contact Component capabilites Engine type Specialist skills

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130 The Engine Yearbook 2012

Specialist engine repairs directory — worldwide (cont...)Company name Address Contact Component capabilites Engine type Specialist skills

Chromalloy

Chromalloy

Component Repair Technologies

ETI

GE Aviation, Services - CincinnatiAviation Component Service Center

GE Aviation, Services -Strother Field

GE Aviation, Services - McAllen

GE Aviation, Services - Tri-Reman

GE Aviation, Services -Symmes Road

GKN Aerospace - Chem-tronics

601 Marshall Phelps RdWindsorCT 06095USA

14042 Distribution WayDallasTX 75234

8507 Tyler BlvdMentorOhio 44060USA

8131 East 46th StreetTulsaOK 74145USA

201 W. Crescentville RdCincinnatiOH 45246-1733

Strother Field Industrial ParkArkansas CityKS 67005

6200 South 42nd StreetMcAllenTX 78503

3390 East Locust StreetTerre HauteIN 47803

3024 Symmes RoadHamiltonOH 45014-1334

Box 16041150 West Bradley AveEl CajonCA 92022USA

Tom van der LindenVP, SalesP +31 13 5328 423FE-mail: [email protected]: [email protected]

Tom van der LindenVP, SalesP +31 13 5328 423FE-mail: [email protected]: [email protected]

Rich MearsSales managerT (1) 440 255 1793F (1) 440 225 4162E-mail: [email protected]

Andy ClarkDirector of Sales & MarketingC (1) 918 232 5703T (1) 918 627 8484E-mail: [email protected]

24/7 AOG Hotline+1-513-552-3272Toll Free in USA: 1-877-432-3272Email: [email protected]

24/7 AOG Hotline+1-513-552-3272Toll Free in USA: 1-877-432-3272Email: [email protected]

24/7 AOG Hotline+1-513-552-3272Toll Free in USA: 1-877-432-3272Email: [email protected]

24/7 AOG Hotline+1-513-552-3272Toll Free in USA: 1-877-432-3272Email: [email protected]

24/7 AOG Hotline+1-513-552-3272Toll Free in USA: 1-877-432-3272Email: [email protected]

Steve PearlGMT (1) 619 258 5220F (1) 619 448 6992E-mail: [email protected]

Gas turbine engine components

Gas turbine engine components

Cases, shafts, bearing housings, frames

VSV bushings, lever arms, anti-vortex tubes, gangnut channels, bearing housings, shoulder studs, air seals, guide plates,comb. retaining blots, air inlet screens

Cases, frames, structures,combustors, LLPHPT shrouds,LPT & HPT nozzles

LPT nozzles and bladesLPT vanesHPC supports and hangersHPC vane sectors & stationary seals

Structures/honeycombFrames/cases

Cases, frames, structuresCombustors, LLPHPT blades & shroudsLPT & HPT nozzles

Fan blades, fan discs, fan cases, compressor blades, compressor cases

GG3, GG4, GG6, CF6-80A, CF6-80C2,CFM56-2, CFM56-3, CFM56-5A, CFM56-5B, CFM56-5C, CFM56-7,V2500A5/D5, JT8D, JT8D-200, PW2000, PW4000-94"

CF34, TF39, CF6-6, CF6-50, CF6-80A, CF6-80C2, LM2500, LM5000, CFM56-2, CFM56-3, CFM56-5A, CFM56-5B,CFM56-7B, V2500-A1, V2500-A5,V2500-D5, JT8D-1/17AR, JT8D-209/219, PT6/ST6, PW2000, PW4000,RB211-22B, RB211-524, RB211-535C,RB211-535E4

JT8D, JT8D-200, CFM56,CF6-6, -50, -80A, -80C2, CT7, CF34, PW2000, PW4000, V2500

JT8D, JT9D, PW2000, PW4000,PT6, CFM56, CF34, CF6, V2500

CFM56, CF6, GE90, CF34, LM (Industrial Engines)

CF34-3/-8/-10CFM56-2/-3/-5B/-7CT7, T700

CF6-50, CF6-80A/C/E,CFM56-2/-3/-5/-7/-7BCF34-3/-8/-10LM2500/5000/6000GE90-94B/-115B

CFM56-2/-3/-5/-7LM1600/2500/5000/6000CF6-6/-50/-80GE90CF34

CF34-3/-8/-10CFM56-2/-3/-5B/-7CT7, T700

JT9D, PW2037, PW4000,RB211-524, -535, Trent, AE3007,CFM56-2, -3, -5A, -5B, -5C, -7,CF6-50, -80A, -80C, CF34,ALF502, 507, TFE731, V2500

Adhesive bonding, brazing,eddy current inspection,FPI, grinding, heat treatment,magnetic particle inspection,non-destructive testing,ultrasonic inspection, vacuumfurnace, x-ray inspection

CMM, EDM, FPI, heat treatment &furncace braze, horizontal milling,lathe turning, profiling system,radiographic inspection, surfacegrinding, TIG welding, verticalmilling, vibro super polishing

Chemical stripping, plating, HVOF, EBW, CNC machining, vacuum furnace,NDT, X-ray, eddy current

Wet and dry abrasive cleaning, grinding, heat treating, machining, surface treatment, TIG, welding, brazing, vacuumbrazing, SWET NDT,FPI, dimensional inspection

Cleaning/surface treatmentsNon-destructive testingWelding/brazingCoatings, CNC and adaptive millingRobotic metal sprayWire and CNC EDM systemsLean induction furnace

Superior LPT yield programsSalvation reviewsKitting and assembly programsAccessory repairs

Honeycomb seal & segment repairs, LPT cases and frames, honeycomb replacement, weld repair, plasma spray, honey-comb manufacturing,TIG and EG welding, vacuum brazing and heat treating, balancing, NDT,TBC, plasma spray, SVPA, electrochemical grinding, laser cutting and drilling, EDM

Cleaning/surface treatmentsNon-destructive testingWelding/brazingCoatings, CNC and adaptive milling, Robotic metal sprayWire and CNC EDM systemsLean induction furnace

Chemical stripping, EBW, HVOF/plasma,waterjet technology, high speed optical inspection, precision airfoil recontouring,automated airfoil machining and finishing

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131The Engine Yearbook 2012

Honeywell Aerospace - Phoenix(Engine accessories)

Honeywell Aerospace (Engine piece part advanced repair)

Honeywell Aerospace (Engine piece part advanced repair)

Honeywell Aerospace (Engine accessories)

Honeywell Aerospace(Engine accessories)

Honeywell Aerospace (Engine accessories)

Jet Aviation Specialists

Liburdi Turbine Services

NordamRepair Division

PAS Technologies

Pratt & Whitney CanadaAccessories and Component Services

1944 East Sky Harbor CirclePhoenixAZ 85034USA

1944 East Sky Harbor CirclePhoenixAZ 85034USA

85 Beeco RoadGreerSC 29652USA

3475 North Wesleyan BoulevardRocky MountNorth Carolina, 27804USA

6930 North Lakewood AvenueTulsa, Oklahoma74117USA

Hangar 8, Slemon PrkSummersidePrince Edward Island, COB 2A0Canada

3373 North West 107th StreetMiami Florida 33167USA

400 Highway 6 NorthDundasOntarioL9H 7K4Canada

11200 East Pine St.TulsaOK 74116USA

1234 Atlantic StreetNorth Kansas CityMO 64116-4142USA(other facilities at Hillsboro, OH; Miramar, FL; Phoenix, AZ, Singaporeand Ireland)

1000 Marie-VictorinLongueuilQuebecCanada J4G 1A1

Bill WrightTechnical salesAPU/propulsionT 480 592 4182E-mail: [email protected]

Bill WrightTechnical salesAPU/propulsionT 480 592 4182E-mail: [email protected]

Bill WrightTechnical salesAPU/propulsionT 480 592 4182E-mail: [email protected]

Bill WrightDirector, technical salesMechanicalT 480 592 4182E-mail: [email protected]

Bill WrightDirector, technical salesMechanicalT 480 592 4182E-mail: [email protected]

Bill WrightDirector, technical salesMechanicalT 480 592 4182E-mail: [email protected]

Andrew WalmsleyVP, sales and marketingT (1) 305 681 0160F (1) 305 681 7356E-mail: [email protected]

Robert TollettDirector of MarketingT (1) 905 689 0734F (1) 905 689 0739E-mail: [email protected]

Thomas HenningDirector, marketingT (1) 918 878 6313F (1) 918 878 6796E-mail: [email protected]

Marsha FarmerCommunications directorT (1) 816 556 4600F (1) 816 556 4615E-mail: [email protected]

Pascale TremblayGMT (1) 450 468 7896F (1) 450 468 [email protected]

Engine generators/IDG/CSDFuel/oil coolers and heatersFuel control units and componentsAll engine related accessories

Complete cold section part restoration including gearboxes, cases, knife edge seals,impellers, blisks, fan blades, compressor blades

Complete hot section part restoration, fan blades, compressor blades, stator vanes, combustors, NGVs, turbine blades, cases, seals

Mechanical and hydraulic actuators, hydromechanical fuel controls, pneumatic fuel controls

Aircraft heat exchangers,precoolers, ozone converters,valves, water separators,fuel heaters, oil coolers

Fuel controls, flow dividers,fuel pumps, fuel nozzlespropeller governors, pumpselectronics, electronic engine controls (EEC), torque signal conditioners, electrical equipment, generatorsharnesses

Combustion assemblies, turbine cases, stators, supports, spinner cones

Industrial turbine blades, buckets, NGVs, vane stators,fuel nozzles

Exhaust nozzles, sleeves, plugs, centrebodies, fairings, ducts, thrust reversers

Commercial fan blades, carbon seals, military fan blades, compressor blades,variable guide vanes, rotor assemblies, bevel gears, seal seats, housings,honeycomb, feltmetal, shrouds

Component repairs

All Honeywell engines / APUs JT8, JT9, JT10, JT11, JT15D, CF6, CT7, CFM56, CF34,PT6, P108, PW100, PW100, PW4000,RB211, RR250

V2500, CF34, PW100, PT6, JT15D, T56, 501K, TFE731, TPE331, all small 36 series APU, large 36 series APU, 331-200/250, 331-350, 331-500, 131-9

V2500, CF34, PW100, PT6, JT15D, T56, 501K, TFE731, TPE331, all small 36 series APUs, large 36 series APUs, 331-200/250, 331-350, 331-500, 131-9, T53, T54, AGT 1500

All Honeywell engines

All Honeywell engines / APUs JT8, JT9, JT10, JT11, JT15D, CF6, CT7, CFM56, CF34,PT6, P108, PW100, PW100, PW4000,RB211, RR250, Spey, Tay, T64, T76

All Honeywell enginesPW100, PW4000

CF6-80C2, CF6-50, CF6-6CFM56-3, CF34, T56, TF33JT8D-200, JT8D

Industrial Avon, Marine Spey,Industrial RB211, ALF502, A501K, LM2500, LM1600,authorised Rolls-Royce industrial repair vendor

CF6-50, CF6-80, CFM56, JT8D, JT9D, PW2000, PW4000, V2500, RB211

JT8D, JT9D, CF6, CFM56, PW2000, PW4000, F117, V2500, JT15D, F100, GG4, TF39, PW100, PW300, PW901, RB211, Spey, Tay

All P & WC engine series

EBW, CNC, TIG, FPI, MPI, CMM, HVOF, NDT, EBM, LPPS, EDM, waterjet

EBW, CNC, TIG, FPI, MPI, CMM, HVOF, NDT, EBM, LPPS, EDM, waterjet, EBPVD, laser welding, fluoride ion cleaning, "jet fix" crack restoration, platinum aluminide coatings, full brazing and heat treat

Plasma spray, paint, welding, brazing, precision machining, grinding NDT, heat treatment

coatings, HVOF and air plasma, heat treat, GDAW, PAW and laser welding, EDM, NDT, X-ray

Vacuum brazing and bonding

Inspection, machining, grinding,finishing, lapping, CNC milling, welding, vacuum and atmospheric heat treatment, automated glass and ceramic shot peening, plasma and D-gun coating, full NDT, EBW, airfoil straightening andblending, electrolytic, chemical and mechanical stripping, grit blasting, vibratory finishing, plating, HVOF, TIG, FPI, MPI,CMM, LPPS, EDM

Specialist engine repairs directory — worldwide (cont...)Company name Address Contact Component capabilites Engine type Specialist skills

EYB2012 Directory Layout Tests_E2011 tests 09/11/2011 12:23 Page 131

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132 The Engine Yearbook 2012

Specialist engine repairs directory — worldwide (cont...)Company name Address Contact Component capabilites Engine type Specialist skills

Pratt & Whitney CanadaAccessories and Component Services

Pratt & Whitney CanadaAccessories and Component Services

Pratt & Whitney Component Solutions

Pratt & Whitney Engine ServicesAccessories and Component Services

Propulsion Technologies Int'l(A JV of Snecma Servicescleaning, diamond grinding, and Technology Corp.)Timken Aftermarket Solutions

TCI - Turbine Controls

Turbine Components (TCI)

Whyco Finishing Technologies

(Windsor Airmotive, Connecticut)Barnes Aerospace Aftermarket

(Windsor Airmotive, Ohio)Barnes Aerospace Aftermarket

Woodward Aircraft Engine Systems

3101 Hammon RoadWichita Falls, TX, USA

1000 Marie Victorin BlvdLongueuil, Quebec, Canada J4G 1A1

4905 Stariha DriveMuskegon, MI, USA

1525 Midway Park RoadBridgeport, WV, USA

15301 SW 29th StreetMiramarFlorida 33027USA3110 N Oakland StMesa, Az 85215-1144USA

5 Old Windsor RoadBloomfieldCT 06002USA

8985 Crestmar PointSan Diego, CA 92121USA

670 Waterbury RoadThomastonCT 06787USA

7 Connecticut South Dr.East GranbyCT 06026USA

9826 Crescent Park Dr.West ChesterOH 45069USA

One Woodward WayPO Box 405RocktonIll 61072-0405USA

Robert KirshGeneral ManagerT (1) 940-761-9200F (1) 940-761-9292E-mail: [email protected]

Eric MacIntyreMarketing & Customer Service MgrT (1) 450-442-6802F (1) 450-442-6810

Pete GibsonGeneral ManagerT (1) 231-798-8464F (1) 231-798-0150E-Mail: [email protected]

Jeff PowellManagerT (1) 304-842-1207F (1) 304-842-1229E-mail: [email protected]

Oscar [email protected]: (1) 786 999 0672Web: www.snecma-services.comLarry BatchelorSr Product Sales ManagerTel:- +1-480-606-3011Fax:- +1-480-635-0058 Email:[email protected]/mro

David TetreaultVP, salesT (1) 860 761 7533 F (1) 860 761 7591E-mail: [email protected]

Raffee EsmailiansT (1) 858 678 8568F (1) 858 678 0703M 858 442 6045E-mail: [email protected]

Peter MasellaDirector of Sales and MarketingT (1) 860 283 5826F (1) 860 283 6153E-mail: [email protected]: www.whyco.com

William GonetVP, SalesT (1) 860 687 5282F (1) 860 653 0397E-mail: [email protected]

William GonetVP, SalesT (1) 860 687 5282F (1) 860 653 0397E-mail: [email protected]

Tony DzikManager, cust. support and bus. dev.T (1) 815 639 6983F (1) 815 624 1929E-mail: [email protected]

Component repairs

Accessory Repair and Overhaul for all P&WC engine models

Rotable exchange support and serviceable parts sales for allP&WC engine models

Component repairs

CFM56, CF6-50, CF6-80, JT8Dand V2500

Bearing Repair

Component Repair

Accessory Overhaul

Engine Overhaul

Engine component support ofdiscs, shafts, hubs, seal ringholders, air seals, bearinghousings, supports, spools,MGB and AGB housings and gears, engine accessory support of fuel, oil and pnuematice components, i.e. pumps, actuators, valves, starters

Turbine Component repairs;Combustion Liners, Housings, Compressor Cases, Turbine Hsg.Honeycomb Exh.Nozzles/Sleeves,Exh. Ducts, Nozzles, Stators,Hot Section Components & more

Major component repair/over-haul:

Chromium, copper, nickel, plating, abrasive blastingspecialised cheming cleaning,chemical removal of coatingsand braze alloys,chemical stripping HVOF coatings

Casings and Frames, Rotating AirSeals, Discs, Drums, Spacers,OGVs, Bearing Housings

High Pressure Turbine Shrouds honeycomb Seals

Fuel controls, actuators, fuel nozzles, augmenters and fuel manifolds

All P & WC engine series hot section engine components

PT6A, PT6T, JT15D, PW300, PW500

For parts repair only

All platforms, all manufacturers

RR250, PT6A, PT6T, T53

PT6A, PT6T, T53

PT6A, PT6T, T53

CFM56, CF6, CF34, PW4000,PW2000, V2500, F100. GG4, GG8LM Series

P&WC PT6, PW100, JT15 series Hamilton Sundstrand APU seriesPWA PW4000, PW2000, JT9 seriesPWA JT12/JFTD12 Honeywell TFE731, TPE331, RR T56/501GE CF34,

All makes, all models

JT8D, JT9D, PW2000, PW4000, RB211, Trent 700,Trent 800, Trent 500, Trent 900,CFM56, CF6, Tay, GE90LM2500, LM6000, LM5000, GG4/8 Avon, 501K

CFM56, GE90, CF6, CF34, TayRB211, AE3000, AE1000

GE90, CF6, CFM56, F110, RB211, V2500, CF34, BR700, TPE331, PT6,PW4000, PW206, PW207, PW2000, FJ44, JT8, JT9, CT7, CT700

Bearing Inspection, Repair & Test

Compressor case & turbine nozzleRepair & Exchange

Repair, Overhaul & Exchange

Repair, Overhaul, Exchange & Test

CMM, NDT, FPI, MPI, chemicalcleaning, EBW, dabber tig,heat treat, 6-axis roboticplasma and thermal spray, shot peen, grit blast, paint, CNC turning, milling & grinding,engine accessory repair and overhaulfuel, oil, hydraulic, pneumatictesting

EBW, Vacuum Furnace Brazing &Heat Treating, EDM, CNC Mach./Milling Centers, CMM, 6-AxisRobotic Plasma/Thermal and HVOF Coating, Micro Plasma Arc WeldingWaterjet Machining, NDT andRepair Development EngineeringFAA, EASA, ISO 9000, AS9100-C

EBW and Automatic TIG welding;High Pressure Water Jet;CNC Milling, Turning, andGrinding; Plasma and WireArc Coating; Heat Treat,Thermal Processing, and Vacuum Rotable Pool Support

CNC Grinding and Turning; LaserDrilling; Vacuum Brazing andHeat Treat; EDM; FPI; SeveralCoatings including SVPA;Rotable Pool Support

Heat treating, brazing, welding,surface coating, advanced machining, EBW, laser welding, TIG welding, EDM, plasma coating, vacuum brazing

EYB2012 Directory Layout Tests_E2011 tests 09/11/2011 12:23 Page 132

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133The Engine Yearbook 2012

1Source Aero Services

Chromalloy - France

Chromalloy - Netherlands

Chromalloy - UK

CRMA

GE Engine Services - Hungary

GE Engine Services - Wales

Goodrich Engine Control Systems

Honeywell Aerospace Raunheim(Engine Accessories)

Honeywell Aerospace Bournemouth(Engine Accessories)

P.O. Box 16332009 Schimatari, ViotiasGreece

BP 7120Ave Des Gros ChevauxZ I du Vert GalantF-94054France

Siriusstraat 555015 BT TilburgNetherlands

1 Linkmel RoadEastwood, NottinghamNG16 3RZ

14 Avenue Gay-LussacZA Clef de Saint-PierreF-78990 ElancourtFrance

Levai utca 33Veresegyhaz 2112Hungary

Caerphilly Road, NantgarwCardiff, South GlamorganSouth Wales, UK CF15 7YJ

The RadleysMarston GreenBirminghamB33 0HZUK

Frankfurterstrasse 41-65RaunheimD-65479Germany

Bournemouth International AirportChristchurch, Dorset BH23 6NWUK

Greg FergusonGMT (30) 226 204 9301F (30) 226 204 9422Email: [email protected]

Tom van der LindenVP, SalesP +31 13 5328 423E-mail: [email protected]: [email protected]

Tom van der LindenVP, SalesP +31 13 5328 423E-mail: [email protected]: [email protected]

Tom van der LindenVP, SalesP +31 13 5328 423E-mail: [email protected]: [email protected]

Yves CosaqueMarketing & Sales Development GMT (33) 1 3068 3702F (33) 1 3068 8819M (33) 6 08 41 40 17E-mail: [email protected]: www.crma.fr

24/7 AOG HotlineT +1-513-552-3272Toll Free in USA: 1-877-432-3272Email: [email protected]

24/7 AOG HotlineT +1-513-552-3272Toll Free in USA: 1-877-432-3272Email: [email protected]

Carole EssexMarketing Co-ordinatorT (44) 121 788 5179F (44) 121 779 5712E-mail: [email protected]@goodrich.com

Bill WrightDirector, technical salesMechanicalT 480 592 4182E-mail: [email protected]

Bill WrightDirector, technical salesMechanicalT 480 592 4182E-mail: [email protected]

Most types of engine accessories, including fuel, oil, pneumatic, actuators, and electrical

AL and CR coatings, blades, vane segments, vane rings, honeycomb seal repairs, manufacturing of honeycomb and felt

Honeycomb seals, shrouds, frames, cases, supports, fan discs and spools, NGVs

Small engine component repair,large engine component and Honeycomb repair, IGT bladerepair

Combustion chambers, casings, HPT supports, booster vanes, turbine centre frame (TCF)rotating & stationary seals, spools, QEC & Bare harnessessensors, manifolds, VBV mechanism

Pipe repair & kittingLiner panelsHoneycomb

Fuel metering controls, fuelpumping systems, electronicscontrols (software and hardware), afterburner systems, fuel drivenactuation controls, engine health monitoring systems, variable geometry actuation control, microprocessors, variable displacement vane pumps

Engine generators/IDG/CSDFuel/oil coolers and heatersFuel control units and components

Environmental control, cabinpressure control, heat transfercompressor, starter, oxygenhydraulics, electronic systems and equipment

CFM56-3, CFM56-5, CFM56-7, PW4000V2500 A1, A5, D5PW2000F-100

All PWA, all GE, all CFM series

CF6-50, CF6-80A, CF6-80C2, CF6-80E, CF34, LM1600, LM2500, LM5000, LM6000, V2500, 131B, CFM56-2, CFM56-3, CFM56-5A, CFM56-5B (P), CFM56-5C, CFM56-7B, PW4000,A250, BR700

501K, AVON, 501D, Dart, RB211-22B, RB211-524B/C/D, RB211-524G/H, RB211-535C, RB211-535E4, Tay,Trent 500/700/800, AL5512, ALF502/LF507, PW100, PW901

CF6-80C2, CF6-80E1, CFM56-5A, CFM56-5B, CFM56-5C, CFM56-7B, GE90 series, GP7200military engines

CF6-6/-50/-80A/-80C/-80ECFM56-2/-3GE90RB211CF34

GE90, GP7000CFM56-3/-5/-7

EJ200, Argo APU, F404, F414, CF34-1, CF34-3, CF6-50/80A, CT2106 APU,V2500, TFE 1042, LF507, TF55, LT101, GTCP36-170, PW305/6, Pegasus, RB211-524G/H, RB211-535,Spey, Tay, Trent 700/800, Trent 500, Viper, AE2100, AE3007, T406, A250-C40,C20/R2, C47B, BR710

All Honeywell engines / APUs JT8, JT9, JT10, JT11, JT15D, CF6, CT7, CFM56, CF34,PT6, P108, PW100, PW100, PW4000,RB211, RR250, Spey, Tay, T64, T76, All Honeywell engines and APUs

Component and accessory MRO, FPI, MPI, full accessory test capability, EB welding, plasmaspray, parts balance

Chemical stripping and plating, TIG, MIG and EB welding, laser drilling, pack and vapour phase deposition, LPPS, HVOF,EDM, ECG, CNC turning and milling

High speed grinding, laser drilling,Tungsten inert gas & EB welding,EDM, eddy current

Acid strip, blending, CNC millingand turning, CMM, degreasing,eddy current inspection, EDM, electron beam welding, FPI,grinding, LPW, vacuum brazing,vibro super polishing

Honeycomb,laser drilling, cutting and welding, thermal spray, heat treatment, brazing, EDM NDT inspection, CMM and CNC machining,multi colling holes drilling, airflow test

Chemical cleaning, anodize andalodine, CNC shotpeening and dry blasting, machining, NDTinspection, CNC unicoat plasmaspraying, CNC resistance spotwelder, vacuum brazing and heat treatment, TIG and orbital welding

Engine control systems supplier,engine control equipment, tailored support contracts

Specialist engine repairs directory — worldwide (cont...)Company name Address Contact Component capabilites Engine type Specialist skills

EUROPE

EYB2012 Directory Layout Tests_E2011 tests 09/11/2011 12:24 Page 133

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134 The Engine Yearbook 2012

Specialist engine repairs directory — worldwide (cont...)Company name Address Contact Component capabilites Engine type Specialist skills

Jet Technology Centre

LPW Technology

Lufthansa Technik Intercoat

PWA International

Rösler

Summit Aviation

TAMRO

Turbine Component Repair(TCW)

TRT

TWI

Woodward Aircraft Engine Systems

Ridgewell HouseHollywood,BallyboughalCo. Dublin Ireland

PO Box 768AltrinchamCheshireWA15 5ENUK

Kisdorfer Weg 36-38D-24568KaltenkirchenGermany

Naas RoadRathcooleCo. DublinIreland

Unity GroveSchool LaneKnowsley Business ParkPrescot L34 9GTUK

Merlin Way,Manston, Kent, UKCT12 5FE

Hangar 3, Upwood AirparkRamsey RoadBury, Cambridge PE26 2RAUK

Hangar 2, Upwood AirparkRamsey RoadBury, Cambridge PE26 2RAUK

Bramble WayClovernook Industrial Estate,SomercotesDerbyshire DE55 4RHUK

Granta ParkGreat AbingdonCambridgeCB16ALUK

5 Shawfarm RoadPrestwickAyrshire KA9 2TRUK

Michael O ConnellSales & Marketing ManagerT (353) 1 8432 221Mobile 00353 868063262 F (353) 1 8433 849E-mail: [email protected]: www.jtc.ie

Phil CarrollTechnical supportT (44) 845 539 0162F (44) 845 539 0163E-mail: [email protected]

Sebastian DavidSales managerT (49) 4191 809 100F (49) 4191 2826E-mail: [email protected]

Vince GaffneyInternational sales managerT (353) 1 4588100F (353) 1 4588106E-mail: [email protected]

Tony PughAerospace Projects ManagerT (44) 151 482 0444F (44) 151 482 4400E-mail: [email protected]

Bruce ErridgeCommercial directorT (44) 1843 822444F (44) 1843 820900E-mail: [email protected]

David BillingtonDirector, sales and marketingT (44) 1487 711650F (44) 1487 710777E-mail: [email protected]: www.turbinemotorworks.com

David BillingtonDirector, sales and marketingT (44) 1487 711650F (44) 1487 710777E-mail: [email protected]: www.turbinemotorworks.com

Andrew AdamsMarketing and contracts managerT (44) 1773 524400F (44) 1773 836327Email: [email protected]

T: (44) 1223 891162F: (44) 1223 892588

Phil BoyleSales DirectorT (44) 1292 677 602F (44) 1292 677 612E-mail: [email protected]

HMU MECs, FCUs,Main Fuel Pumps,EVE/EVBC Lubrication Units,Lube & Scavenge Pumps fuel, air, oil and hydraulicaccessories, safety equipment, slides, vests, rafts,

Specialist laser cladding/deposition consultancy, supplier of thermal spray and welding wire and powder

Fuel pump housings, hydraulic housings, oil pump housings, Arkwin actuators,Boeing and Airbus hydraulic parts

Case overhaul (all models)

Surface finishing of aero engine blades and vanes (in both compressor and turbine section), vane assemblies and multi-span components, supply of machines, consumables, subcontract and Keramo process

QEC removal and installation

MRO airframe and engineaccessories, fuel, hydraulicpneumatic, oil, electrical, wheel and brake, safety, airframe structural wide and narrow body airframes and respective engine types

Compressor and turbine airfoils, frames and cases,air seals and other rotating parts and Combustors

HP, IP, LP blades,HP, IP, LP nozzle guide vanes,nozzle guide vane, assemblies

Engineering solutions inclwelding, joining andassociated technologies,technology transferconsultancy and project support.Contract R&D, training and qualification

Repair and overhaul, fuel control, propellor governer unit test stands

JT3D, JT8D, JT9D, CFM56, CF6-50, CF6-80, 707/727/737/747/757/767DC8/9/10 MD80, MD11A300/310/320/330/340

All engine types

JT8-D, JT9-D, CFM56-3, -5, -7CF6-50, CF6-80, RB211, Trent 500V2500, PW2000, PW4000Boeing and Airbus components

PW2000, PW4000, V2500

All engine types,airframe,landing gear components andcabin hardware

Pratt and Whitney JT8D (STD) / 217 / 219Pratt and Whitney JT3D (All Series)

CF6-50/80, CFM56, JT9D, JT8D, JT3DALF502, ALF507

CF6-50/80, JT9D, JT3D

T500 - T700 - T800RB211-524-535 (All varients)

All engine types

CFM56-2/-3, CFM56-5, CF34-3, CF6-6/-50, RB211-535E4, V2500CF34 -8, -10 PT6, PW100, CT7, Allison 250, TPE331, V2500

Overhaul, repair, test, Part SalesExchange Rotables

Application and process development, process optimisation, enclosure andfixture design, supply of specialist laser, cladding gas and plasma, atomised powders, powder handling and process

Interfill, FPI, CMC measuring, CNC machining

NDT, EBW, TIG, CNC machining,plasma, HVOF, grinding, vacuum furnace, EDM, shot peen, press test, R&D cell

Vibratory polishing andKeramo finishing to <10 microinches(<0.25 micrometres) Ra,shot peening and shot blasting

Complete overhaul, repair and test

Complete overhaul, repairand testing components

Airframe types:747, 777, 767, 757, 737NG, 737, 717, 707MD-11, DC-10, MD-80, DC-9RJ85, RJ100, BAE146A340, A330, A321, A320, A319, A300

TIG and lazer weldingvacuum furnace brazing, heat treatmentNDT, FPI, X-Ray, EDMCNC machining, precision grinding

Arc, gas and resisitance welding,plasma spray, cold spray,vacuum furnace braze, lasercladding and deposition,NDT, liquid penetrant, MPI,eddy current and ultrasonicinspections, EBW, laser welding and cutting

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135The Engine Yearbook 2012

Chromalloy

GE Aviation, Service - ATI

Ge Celma

GE Celma

GE Engine Services Malaysia

Honeywell Aerospace Singapore(Engine accessories)

Honeywell Aerospace - Xiamen(APU and Propulsion)

Honeywell Aerospace - Melbourne(Engine accessories)

Windsor Airmotive AsiaBarnes Aerospace Aftermarket

25 Moo 5 BungkhampoiLamlukka, PathumthaniThailand 12150

62 Loyang WaySingapore 508770

23 LoyangSingapore 508726

Rua Alice Herve, 356 BingenPetropolis RJ, CEP: 25669-900Brazil

MAS Complex A-AA1802SAAS Airport47200 Subang Selangor D.E.Malaysia

17 Changi Business Park Central 1Singapore 486073Singapore

Xiamen Gaoqi Int'l AirportXiamenFujian361006China

34 Fraser Street, Airport West Victoria, Melbourne, 3042Australia

21 Loyang Lane508921Singapore

Tom van der LindenVP, SalesP +31 13 5328 423FE-mail: [email protected]: [email protected]

Jimmy TanMDT (65) 543 7818F (65) 543 7839E-mail: [email protected]

24/7 AOG HotlineT +1-513-552-3272Toll Free in USA: 1-877-432-3272Email: [email protected]

24/7 AOG HotlineT +1-513-552-3272Toll Free in USA: 1-877-432-3272Email: [email protected]

24/7 AOG HotlineT +1-513-552-3272Toll Free in USA: 1-877-432-3272Email: [email protected]

Paul DavidDirector, technical salesMechanicalT 480 592 4089E-mail: [email protected]

Bill WrightTechnical salesAPU/propulsionT 480 592 4182E-mail: [email protected]

Paul DavidDirector technical salesMechanicalT 480 592 4089E-mail: [email protected]

Sebastian LimSales Manager, AsiaT (65) 6541 9222F (65) 6542 9364

Gas turbine engine parts

HPC blades and vanes,fan blades, HPC cases

Combustors, HPT blades & nozzles,LPT blades & nozzles

Engine generators/IDG/CSDFuel/oil coolers and heaters,fuel control units and components, all engine related accessories

Technical expertise in APUsAPU accessories, engine starters, heat exchangers

Air turbine startersbleed air and pneumatic valves, cooling turbines,electro-mechanical actuators

Casings and Frames,Honeycomb Seals, TOBI Ducts, OGVs, Rotating Air Seals, Disks

CFM56-2B/-2C, CFM56-3, CFM56-5A/5B/5C, CFM56-7B, CF6-50, CF6-80A,CF6-80C2, CF6-80E1, LM2500, LM5000,LM6000, PW4000 94/100"

CF6, CFM56, GE90, CF34, LM,Honeywell

CF6-6/-50/-80A/-80C/-80EGE90CF34CFM56-2/-3/-5/-7LM2500/5000/6000RB211-535C

CF6-50, CF6-80C2CFM56-3/-7

CFM56-3/-5B

All Honeywell engines / APUsCT7, CF6, CF34, CFM56, JT8, JT9, JT10, JT11, JT15D,PT6, P108, PW100, PW4000, RB211, RR250, Spey, Tay

APU GTCP 85 seriesAPU 85, 331-200/250 series

JT8D, JT9D, PW4000, Trent 700, Trent 800, Trent 500, Trent 900RB211, CFM56

Blending, chemical plating, CMM,ECG, EDM, furnace brazing,gas tungsten arc welding, grinding,heat treating, instruction brazing,metallurgical analysis, steel shotpeening, vacuum brazing, welding

HPC airfoils repair, servicemanagement, new make manu-facturing, automatic chemicalstripping line, micro plasmaautomated welding, coining andstamping, net shape machiningand grinding (2D & 3D airfoil), RD305 leading edge inspection & leading edge re-profiling

Rejuvenation/enhanced rejuvenation,nozzle fabrication repair, shankcoating strip, Al Green coating,EB weld repair, laser cladding,NDT - FPI, radioscopic inspection,current, airflow testing, specialprocesses, machine shop

EBW and Auto TIG Welding;High Pressure Water Jet;CNC Milling, Turning, Grinding; Plasma and WireArc Coating; Heat Treat, Thermal processing and Vacuum Brazing; X-ray, FPI, Eddy Current and Ultrasonic testing; EDM; Several Coatingsincluding SVPA;Rotable Pool Support

Specialist engine repairs directory — worldwide (cont...)Company name Address Contact Component capabilites Engine type Specialist skills

REST OF WORLD

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136 The Engine Yearbook 2012

Directory of major commercial aircraft turboprops*

Manufacturer Designation Max Max Dry Length Comp Turb Aircraft Mech SHP Shaft RPM Weight (lb) (in) stages stages applications

General T64-P4D 3400 1188 110 14 axial 2H, 2L C-27A SpartanElectric CT7-5A2 1735 783 96 6 axial 2H, 2L Saab 340

CT7-7A 1700 783 96 6 axial 2H, 2L CN235CT7-9B/C 1870 805 96 6 axial 2H, 2L Saab 340, CN 235CT7-9D 1940 805 96 6 axial 2H, 2LCT64-820-4 3133 1145 110 14 axial 2H, 2L

Honeywell LPT101-700A-1A 700 335 37 1 axial, I cent Piaggio P.166-DL3T35-L-701 1400 693 59 5 axial, 1 cent 1H, 1L OV-1 MohawkT76-G-400 341 44 OV-10 BroncoTPE331-5/-5A/-6 840 360 2 cent 3 Ayres S2R-G6, Dornier 228, Mu-2, Beech King Air B100TPE331-8 715 370 2 cent 3 Cessna Conquest TPE-10/-10R/-10U 1000 385 46 2 cent 3 Ayres S2R-G10, Jetstream 31, Merlin III, Commander 690TPE331-11U 1000 405 46 2 cent 3 Merlin 23, Metro 23TPE331-12U/-12JR 1100 407 46 2 cent 3 C-212-400, Metro 23, Jetstream Super 31TPE331-14A/B 1645 620 53 2 cent 3 PA-42-100 CheyenneTPE331-14GR/HR 1960 620 53 2 cent 3 Ayres Vigilante, Jetstream 41TPE331-25/61 575 335 2 cent 3 MU-2B

Pratt & Whitney PT6A-11 550 2200 328 62 3 axial, 1 cent 1H, 1L Piper Cheyenne 1A, Piper T1040Canada PT6A-11AG 550 2200 330 62 3 axial, 1 cent 1H, 1L Air tractor AT 402A/B, Schweizer G-164B AG-Cat Turbine

PT6A-15AG 680 2200 328 62 3 axial, 1 cent 1H, 1L Air tractor AT 402A/B, AT 502B, Ayres Turbo Thrush T-15, Frakes Turbo Cat Model A/B/C, Schweizer G-164B AG-Cat Turb.

PT6A-21 550 2200 328 62 3 axial, 1 cent 1H, 1L Raytheon Beech King Air C90A/B/SEPT6A-25 550 2200 353 62 3 axial, 1 cent 1H, 1L Raytheon Beech T-34CPT6A-25A 550 2200 343 62 3 axial, 1 cent 1H, 1L FTS Turbo Firecracker, Pilatus Turbo Trainer PC-7, PZL-

Okecie PZL-130 TE Turbo-Orlik, Raytheon Beech T-44APT6A-25C 750 2200 346 62 3 axial, 1 cent 1H, 1L Embraer EMB-312 Tucano, Pilatus Turbo Trainer PC-7 MK IIPT6A-27 680 2200 328 62 3 axial, 1 cent 1H, 1L CATIC/HAIG Y-12, deHavilland DHC-6 Twin Otter Series

300, Embraer Bandeirante EMB-110, LET L410, Raytheon Beech 99A, Ratheon Beech B99

PT6A-28 680 2200 328 62 3 axial, 1 cent 1H, 1L Piper Cheyenne II, Raytheon Beech 99A, Raytheon Beech King Air A100/E90

PT6A-34/34AG 750 2200 331 62 3 axial, 1 cent 1H, 1L Air Tractor AT 502B, Ayres Turbo Thrush T-34, CROPLEASE Fieldmaster, Embraer Bandierante EMB-110/-111, Embraer Caraja, Frakes Mallard, Frakes Turbo Cat Model A/B/C, JetPROP DLX, Pacific Aero Cresco 750, PZL-Okecie PZL-106 Turbo-Kruk, Schweizer G-164B AG-Cat Turbine, Schweizer G-164D AG-Cat Turbine, Vazar Dash 3 Turbine Otter

PT6A-36 750 2200 331 62 3 axial, 1 cent 1H, 1L Raytheon Beech C99 AirlinerPT6A-112 500 1900 326 62 3 axial, 1 cent 1H, 1L Cessna Conquest I, Reims F406 Caravan IIPT6A-114 600 1900 345 62 3 axial, 1 cent 1H, 1L Cessna 208/208B Caravan 1PT6A-114A 675 1900 350 62 3 axial, 1 cent 1H, 1L Cessna 208/208B Caravan 1PT6A-121 615 1900 326 62 3 axial, 1 cent 1H, 1L PIAGGIO P-166-DL3PT6A-135A 750 1900 338 62 3 axial, 1 cent 1H, 1L Cessna Conquest I, Embraer EMB-121 XINGU II, Piper

Cheyenne IIXL, Raytheon Beech King Air E90-1, Vazar Dash 3 Turbine Otter

PT6A-42 850 2000 403 67 3 axial, 1 cent 1H, 2L Raytheon Beech C12F, Raytheon Beech King Air B200PT6A-42A 850 2000 403 67 3 axial, 1 cent 1H, 2L Piper Malibu MeridianPT6A-50 1120 1210 607 84 3 axial, 1 cent 1H, 2L deHavilland DHC-7 Dash 8PT6A-60A 1050 1700 475 72 3 axial, 1 cent 1H, 2L Raytheon Super Beech King Air 300/350PT6A-60AG 1050 1700 475 72 3 axial, 1 cent 1H, 2L Air Tractor AT 602, Ayres Model 660PT6A-61 850 2000 429 68 3 axial, 1 cent 1H, 2L Piper Cheyenne IIIAPT6A-62 950 2000 456 71 3 axial, 1 cent 1H, 2L Pilatus Turbo Trainer PC-9PT6A-64 700 2000 465 70 4 axial, 1 cent 1H, 2L Socata TBM700PT6A-65AG 1300 1700 486 75 4 axial, 1 cent 1H, 2L Air Tractor AT 602, AT 802/802A/802AF/802F, Ayres Turbo

Thrush T-65, CROPLEASE Fieldmaster, CROPLEASE Firemaster

PT6A-65AR 1424 1700 486 75 4 axial, 1 cent 1H, 2L AMI DC-3, Shorts C-23B Super SherpaPT6A-65B 1100 1700 481 75 4 axial, 1 cent 1H, 2L Polish Aviation Factory M28 Skytruck,

Raytheon Beech 1900/1900CPT6-65R 1376 1700 481 75 4 axial, 1 cent 1H, 2L Shorts 360/360-300PT6A-66 850 2000 456 70 4 axial, 1 cent 1H, 2L PIAGGIO Avanti P-180PT6A-66A 850 2000 450 70 4 axial, 1 cent 1H, 2L Ibis Aerospace Ae 270 HPPT6A-67 1200 1700 506 74 4 axial, 1 cent 1H, 2L Pilatus Turbo Porter PC-6, Raytheon Beech RC-12KPT6A-67A 1200 1700 506 74 4 axial, 1 cent 1H, 2L Raytheon Beech StarshipPT6A-67AF 1424 1700 520 76 4 axial, 1 cent 1H, 2L Conair Aviation - S2 Turbo-FirecatPT6A-67AG 1350 1700 520 76 4 axial, 1 cent 1H, 2L Air Tractor AT 802/802A/802AF/802FPT6A-67B 1200 1700 515 76 4 axial, 1 cent 1H, 2L Pilatus PC-12PT6A-67D 1271 1700 515 74 4 axial, 1 cent 1H, 2L Raytheon Beech 1900DPT6A-67R 1424 1700 515 76 4 axial, 1 cent 1H, 2L Basler Turbo BT-67, Greenwich Aircraft DC-3,

Shorts 360/360-300PT6A-68 1250 2000 572 72 4 axial, 1 cent 1H, 2L Raytheon T-6A Texan II

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137The Engine Yearbook 2012

Directory of major commercial aircraft turboprops (cont...)Manufacturer Designation Max Max Dry Length Comp Turb Aircraft

Mech SHP Shaft RPM Weight (lb) (in) stages stages applicationsPT6A-68B/68C 1600 2000 572 72 4 axial, 1 cent 1H, 2L Pilatus PC-21PW118 1800 1300 861 81 2 cent 1H, 1L Embraer EMB120PW118A 1800 1300 866 81 2 cent 1H, 1L Embraer EMB120PW118B 1800 1300 866 81 2 cent 1H, 1L Embraer EMB120PW119B 2180 1300 916 81 2 cent 1H, 1L Fairchild Dornier 328-110/120PW119C 2180 1300 916 81 2 cent 1H, 1L Fairchild Dornier 328-110/120PW120 2000 1200 921 84 2 cent 1H, 1L Aerospatiale/Alenia ATR42-300/320PW120A 2000 1200 933 84 2 cent 1H, 1L Aerospatiale/Alenia ATR42-400/500,

Bombardier Aerospace Q100PW121 2150 1200 936 84 2 cent 1H, 1L Aerospatiale/Alenia ATR42-300/320,

Bombardier Aerospace Q100PW121A 2200 1200 957 84 2 cent 1H, 1L Aerospatiale/Alenia ATR42-400/500PW123 2380 1200 992 84 2 cent 1H, 1L Bombardier Aerospace Q300PW123AF 2380 1200 992 84 2 cent 1H, 1L Canadair CL-215T/CL-415PW123B 2500 1200 992 84 2 cent 1H, 1L Bombardier Aerospace Q300PW123C 2150 1200 992 84 2 cent 1H, 1L Bombardier Aerospace Q200PW123D 2150 1200 992 84 2 cent 1H, 1L Bombardier Aerospace Q200PW123E 2380 1200 992 84 2 cent 1H, 1L Bombardier Aerospace Q300PW124B 2500 1200 1060 84 2 cent 1H, 1L Aerospatiale/Alenia ATR 72-200PW125B 2500 1200 1060 84 2 cent 1H, 1L Fokker 50/High PerformancePW126A 2662 1200 1060 84 2 cent 1H, 1L Jetstream Aircraft ATPPW127 2750 1200 1060 84 2 cent 1H, 1L Aerospatiale/Alenia ATR 72-210/500PW127B 2750 1200 1060 84 2 cent 1H, 1L Fokker 50/High Performance, Fokker 60 UtilityPW127C 2750 1200 1060 84 2 cent 1H, 1L XIAN Y7-200A, Ilyushin Il-114, Socata HALEPW127E 2400 1200 1060 84 2 cent 1H, 1L Aerospatiale/Alenia ATR42-400/500PW127F 2750 1200 1060 84 2 cent 1H, 1L Aerospatiale/Alenia ATR 72-210APW127G 2920 1200 1060 84 2 cent 1H, 1L CASA C295PW127H 2750 1200 1060 84 2 cent 1H, 1L Ilyushin IL-114-100PW127J 2880 1200 1060 84 2 cent 1H, 1L XIAN Aircraft Co. MA-60PW150A 5071 1020 1521 95 3 axial, 1 cent 1H, 1L Bombardier Aerospace Q400PW150B 5071 1020 1521 95 3 axial, 1 cent 1H, 1L AVIC II Y8F600

Rolls-Royce Dart RDa7 Mk536 2280 1257 98 2 cent 3 Fokker F-27Dart RDa7 Mk529 2250 1257 98 2cent 3 Gulfsteam 1Dart RDa10 Mk542 3060 1397 99 2 cent 3 Convair 660, YS 11Dart Mk552 2465 1303 98 2 cent 3 Super HS 748-2B, F27Tyne Rty 20 Mk 515 5730 2275 109 6L, 9H 1H, 3L CL44Tyne Rty 20 Mk 21/22 6,100 2394 115 6L, 9H 1H, 3L Transall C.160Tyne Rty 20 Mk 801 4860 6L, 9H 1H, 3L

Rolls-Royce USA 250-B17 420 50,970 195 45 6 axial, 1 cent Nomad(Allison) 250-B17B, B17C/D 420 50970 198 45 6 axial, 1 cent Nomad, Turbine Islander, Turbostar, Viator, Fuji T-5,

SF260TP, AS 202/32TP, Redi Go, Siai Marchetti, Turbo Pillan250-B17F, B17F/1, B17F/2 450 50970 205 45 6 axial, 1 cent Beech 36, Cessna P210, Nomad, Canguro, Redi Go,

SF260TP, Ruschmeyer 90-420AT, Turbine Trilander, Defender 4000, Fuji T7, Grob G140, Beechcraft A36

AE2100A 4152 15,375 1578 116 14 axial 2H, 2L Saab 2000AE2100C 3600 15375 1578 116 14 axial 2H, 2L N-250-100AE2100D 4591 14268 1655 116 14 axial 2H, 2L LMATTS C-27J, Lockheed C-130J, Lockheed L-100FAE2100J 4591 14268 1655 116 14 axial 2H, 2L ShinMaywa501-D22 4050 13820 1835 146 14 axial 2H, 2L L-100501-D22A/C/G 4910 13820 1890 147 14 axial 2H, 2L Convair 580A, L100-20/-30

(*data correct up to 2009)

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The Engine Yearbook 2012138

CFM CFM56-2-C1 22,000 86 6 95.7 68.3 4,635 1F + 3L, 9H 1H, 4L DC-8-71, -72, -73CFM56-2A-2/3 24,000 90/95 5.9 95.7 68.3 4,820 1F + 3L, 9H 1H, 4L E-3, E6, E-8B

KE-3CFM56-2B-1 22,000 90 6 95.7 68.3 4,671 1F + 3L, 9H 1H, 4L KC-135R

C-135FRCFM56-3-B1 20,000 86 5 93 60 4,276 1F + 3L, 9H 1H, 4L B737-300, -500CFM56-3B-2 22,000 86 4.9 93 60 4,301 1F + 3L, 9H 1H, 4L B737-300, -400CFM56-3C-1 23,500 86 5 93 60 4,301 1F + 3L, 9H 1H, 4L B737-300, -400, -500CFM56-5-A1 25,000 86 6 95.4 68.3 4,995 1F + 3L, 9H 1H, 4L A320CFM56-5A3 26,500 86 6 95.4 68.3 4,995 1F + 3L, 9H 1H, 4L A320CFM56-5A4 22,000 86 6 95.4 68.3 4,995 1F + 3L, 9H 1H, 4L A319CFM56-5A5 23,500 86 6 95.4 68.3 4,995 1F + 3L, 9H 1H, 4L A319CFM56-5B1 30,000 86 5.5 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321CFM56-5B2 31,000 86 5.5 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321CFM56-5B3 33,000 86 5.4 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321CFM56-5B4 27,000 86 5.7 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A320CFM56-5B5 22,000 86 6 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319CFM56-5B6 23,500 86 5.9 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319CFM56-5B7 27,000 86 5.9 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319, A319CJCFM56-5B8 21,600 86 6 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A318CFM56-5B9 23,300 113 6 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A318CFM56-5C2 31,200 86 6.6 103 72.3 8,740 1F + 4L, 9H 1H, 5L A340-200, -300CFM56-5C3 32,500 86 6.5 103 72.3 8,740 1F + 4L, 9H 1H, 5L A340-200, -300CFM56-5C4 34,000 86 6.4 103 72.3 8,740 1F + 4L, 9H 1H, 5L A340CFM56-5B1/3 30,000 86 5.5 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321CFM56-5B2/3 31,000 86 5.5 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321CFM56-5B3/3 33,000 86 5.4 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321CFM56-5B4/3 27,000 86 5.7 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A320CFM56-5B5/3 22,000 86 6.0 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319CFM56-5B6/3 23,500 86 5.9 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319

Manufacturer Designation Takeoff Flat rate Bypass Length Fan tip Basic Comp Turb Aircraft thrust (lb) temp (oF) ratio (in) dia (in) weight(lb) stages stages applications

Directory of major commercial aircraft turbofans*

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Page 141: Engine Yearbook

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Page 142: Engine Yearbook

140 The Engine Yearbook 2012

Manufacturer Designation Takeoff Flat rate Bypass Length Fan tip Basic Comp Turb Aircraft thrust (lb) temp (oF) ratio (in) dia (in) weight(lb) stages stages applications

Directory of major commercial aircraft turbofans (cont...)

CF6-80C2-B5F 60,800 77 5.14 168.3 93 9,790 1F + 4L, 14H 2H, 5L B767-300ERCF6-80C2-B6 60,800 86 5.06 168.3 93 9,670 1F + 4L, 14H 2H, 5L B767-300ERCF6-80C2-B8F 60,800 86 5.06 168.3 93 9,790 1F + 4L, 14H 2H, 5L B767-300ERCF6-80C2-D1F 51,250 86 5.03 168.3 93 9,790 1F + 4L, 14H 2H, 5L C-5MCF6-80E1-A2 65,800 86 5.1 173.5 96.2 11,225 1F + 4L, 14H 2H, 5L A330CF6-80E1-A3 69,800 86 5.1 173.5 96.2 10,627 1F + 4L, 14H 2H, 5L A330-200CF6-80E1-A4 68,100 86 5 168.4 96.2 9,790 1F + 4L, 14H 2H, 5L A330-200GE90-76B 76,000 86 8.7 287 123 16,644 1F + 3L, 10H 2H, 6L B777-200GE90-77B 77,000 86 8.7 287 123 16,644 1F + 3L, 10H 2H, 6L B777-200GE90-85B 84,700 86 8.7 287 123 16,644 1F + 3L, 10H 2H, 6L B777-200GE90-90B 90,000 86 8.7 287 123 16,644 1F + 3L, 10H 2H, 6L B777-200/-200ER/-300GE90-94B 93,700 86 8.7 287 123 16,644 1F + 3L, 10H 2H, 6L B777-200ER/-300GE90-110B1 110,100 92 7.2 287 128.2 18,260 1F + 3L, 9H 2H, 6L B777-200LRGE90-115B 115,300 86 7.2 287 128.2 18,260 1F + 3L, 9H 2H, 6L B777-300ERGEnx-1B54 53,200 86 9 184.7 111.1 18,822 1F + 4L, 10H 2H, 7L B787-3GEnx-1B64 63,800 86 8.8 184.7 111.1 18,822 1F + 4L, 10H 2H, 7L B787-8GEnx-2B67 66,500 86 7.4 169.7 104.2 18,822 1F + 3L, 10H 2H, 7L B747-8GEnx-1B70 69,800 86 8.6 184.7 111.1 18,822 1F + 4L, 10H 2H, 7L B787-9

GE-P&W Alliance GP7270 70,000 86 8.7 187 116 12,906 1F + 5L, 9H 2H, 6L A380GP7277 77,000 86 8.7 187 116 12,906 1F + 5L, 9H 2H, 6L A380

Honeywell AS907 6,500 85 4.2 92.4 46.3 1364 1F + 4L, 1CF 2H, 3L Continental JetAS977-1A 7,092 85 4.2 92.4 49.9 1,364 1F + 4L, 1CF 2H, 3L Avro RJX and BAe 146 ALF502L 7,500 59 5 56.8 41.7 1,311 1F + 1L,7H + 1CF 2H, 2L Canadair 600 Challenger ALF502R-3A/5 6,970 71 5.6 58.6 41.7 1,336 1F + 1L, 7H + 1CF 2H, 2L BAe 146ALF502R-6 7,500 71 5.6 58.6 41.7 1,375 1F + 1L, 7H + 1CF 2H, 2L BAe 146LF507-1F 7,000 74 5 58.6 41.7 1,385 1F + 2L,7H + 1CF 2H, 2L Avro RJLF507-1H 7,000 74 5 58.6 41.7 1,385 1F + 2L,7H + 1CF 2H, 2L BAe 146TFE731-2 3,500 72 2.5 49.7 28.2 743 1F + 4L,1H 1H, 3L Dassault Falcon 10

CASA C101Learjet 31/35AT-3, IA-63

TFE731-2A/B/J/L/N 3,600 73.4 2.56 49.7 28.2 750 1F + 4L, 1CF 1H, 3L K-8TFE731-3 3,700 76 2.67 49.7 28.2 742 1F + 4L, 1CF 1H, 3L 731 Jetstar, Jetstar II

CASA 101Dassault Falcon 50Hawker 400/700WestwindSabreliner 65

TFE731-3A 3,700 76 2.66 49.7 28.2 766 1F + 4L, 1H 1H, 3L Learjet 55Astra

TFE731-3B 3,650 70 2.65 49.7 28.2 760 1F + 4L, 1H 1H, 3L Citation III, VITFE731-3C 3,650 70 2.65 49.7 28.2 777 1F + 4L, 1H 1H, 3L Citation III, VITFE731-4 4,060 76 2.4 58.15 28.2 822 1F + 4L, 1H 1H, 3L Citation V11TFE731-5 4,304 73.4 3.33 54.7 29.7 852 1F + 4L, 1H 1H, 3L Hawker 800

CASA C101TFE731-5A 4,500 73.4 3.15 67.8 29.7 884 1F + 4L, 1H 1H, 3L Dassault Falcon 900

Dassault Falcon 20-5TFE731-5B 4,750 77 3.2 67.8 29.7 899 1F + 4L, 1H 1H, 3L Dassault Falcon 900B

Dassault Falcon 20-5Hawker 800XP

TFE731-20 3,500 93 3.1 59.65 34.2 895 1F + 4L, 1H 1H, 3L Learjet 45TFE731-40 4,250 77 2.9 51 28.2 895 1F + 4L, 1H 1H, 3L Falcon 50EX

Astra SPXTFE731-60 5,000 89.6 3.9 72 30.7 988 1F + 4L, 1H 1H, 3L Falcon 900EX

IAE V2500-A1 25,000 86 5.4 126 63 5,210 1F + 3L, 10H 2H, 5L A320, ACJV2522-A5 23,000 131 4.9 126 63.5 5,210 1F + 4L, 10H 2H, 5L A319V2524-A5 24,500 131 4.9 126 63.5 5,210 1F + 4L, 10H 2H, 5L A319V2525-D5 25,600 86 4.9 126 63.5 5,610 1F + 4L, 10H 2H, 5L MD-90V2527-A5 26,600 115 4.8 126 63.5 5,210 1F + 4L, 10H 2H, 5L A320V2528-D5 28,600 86 4.7 126 63.5 5,610 1F + 4L, 10H 2H, 5L MD-90V2530-A5 30,400 86 4.6 126 63.5 5,210 1F + 4L, 10H 2H, 5L A321-100V2533-A5 32,000 86 4.5 126 63.5 5,210 1F + 4L, 10H 2H, 5L A321-200

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141The Engine Yearbook 2012

Manufacturer Designation Takeoff Flat rate Bypass Length Fan tip Basic Comp Turb Aircraft thrust (lb) temp (oF) ratio (in) dia (in) weight(lb) stages stages applications

Directory of major commercial aircraft turbofans (cont...)

CFM56-5B7/3 27,000 86 5.9 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319, A319CJCFM56-5B8/3 21,600 86 6.0 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A318CFM56-5B9/3 23,300 113 6.0 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A318CFM56-7B18 19,500 86 5.5 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-600CFM56-7B20 20,600 86 5.4 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-600, -700CFM56-7B22 22,700 86 5.3 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-600, -700CFM56-7B24 24,200 86 5.3 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-700, -800, -900CFM56-7B26 26,300 86 5.1 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-800, -900CFM56-7B27 27,300 86 5.1 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-800, -900CFM56-7B20/3 20,600 86 5.4 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-600, -700CFM56-7B22/3 22,700 86 5.3 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-600, -700CFM56-7B24/3 24,200 86 5.3 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-700, -800, -900CFM56-7B26/3 26,300 86 5.1 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-800, -900CFM56-7B27/3 27,300 86 5.1 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-800, -900

General Electric CJ610-5-6 2,950 59 40.5 17.6 403 8 2 Learjet 24D, 25B, 25C,Westwind 1121

CJ610-8-9 3,100 59 40.5 17.6 411 8 2 Westwind 1123CJ610-8A 2,950 59 40.5 17.6 411 8 2 Learjet Century IIICF700-2D2 4,500 59 75.6 33.1 767 8 2 Falcon 20, Rockwell Sabre 75ACF34-1A 8,650 59 6.2 103 49 1,625 1F, 14H 2H, 4L Challenger 601CF34-3A 9,220 70 6.2 103 49 1,625 1F, 14H 2H, 4L Challenger 601CF34-3A1 9,220 70 6.2 103 49 1,625 1F, 14H 2H, 4L Challenger 601

Canadair Regional JetCF34-3B 9,220 86 6.2 103 49 1,670 1F, 14H 2H, 4L Challenger 604CF34-3B1 9,220 86 6.2 103 49 1,670 1F, 14H 2H, 4L Canadair Regional JetCF34-8C1 13,790 86 4.9 128.5 52 2,350 1F, 10H 2H, 4L Canadair CRJ-700CF34-8C5 14,500 86 4.9 128.5 52 2,470 1F, 10H 2H, 4L Canadair CRJ-900CF34-8E 14,500 86 4.9 128.5 52 2,470 1F, 10H 2H, 4L Embraer ERJ-170/175CF34-10A 18,050 86 5 90 53 3,800 3L,9H 1H, 4L ACAC ARJ21CF34-10E 18,500 86 5 90 53 3,800 3L, 9H 1H, 4L ERJ-190/195CF6-6D 40,000 88 5.72 188 86.4 8,176 1F + 1L, 16H 2H, 5L DC-10-10CF6-6D1A 41,500 84 5.76 188 86.4 8,966 1F + 1L, 16H 2H, 5L DC-10-10CF6-45A2 46,500 97 4.64 183 86.4 8,768 1F + 3L, 14H 2H, 4L B747-100B SR

B747SPCF6-50C 51,000 86 4.26 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30

A300-B2,-B4CF6-50E 52,500 78 4.24 183 86.4 9,047 1F + 3L, 14H 2H, 4L B747-200CF6-50C1 52,500 86 4.24 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30

A300-B2, -B4CF6-50E1 52,500 86 4.24 183 86.4 9,047 1F + 3L, 14H 2H, 4L B747-200CF6-50C2 52,500 86 4.31 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30

A300-B2, -B4CF6-50C2R 51,500 86 4.31 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30CF6-50E2 52,500 86 4.31 183 86.4 9,047 1F + 3L, 14H 2H, 4L B747-200CF6-50C2B 54,000 79 4.25 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30CF6-50C2R 51,000 79 4.25 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30CF6-50E2B 54,000 86 4.24 183 86.4 9,047 1F + 3L, 14H 2H, 4L B747-200CF6-80A 48,000 92 4.66 166.9 86.4 8,760 1F + 3L, 14H 2H, 4L B767-200CF6-80A1 48,000 92 4.66 166.9 86.4 8,760 1F + 3L, 14H 2H, 4L A310-200CF6-80A2 50,000 92 4.59 166.9 86.4 8,760 1F + 3L, 14H 2H, 4L B767CF6-80A3 50,000 92 4.59 166.9 86.4 8,760 1F + 3L, 14H 2H, 4L A310-200CF6-80C2-A1 59,000 86 5.15 168.4 93 9,480 1F + 4L, 14H 2H, 5L A300-600CF6-80C2-A2 53,500 111 5.31 168.2 93 9,480 1F + 4L, 14H 2H, 5L A310-200/ -300CF6-80C2-A3 60,200 86 5.09 168.3 93 9,480 1F + 4L, 14H 2H, 5L A300-600

A310-300CF6-80C2-A5 61,300 86 5.05 168.3 93 9,480 1F + 4L, 14H 2H, 5L A300-600CF6-80C2-A5F 61,300 86 5.05 168.3 93 9,860 1F + 4L, 14H 2H, 5L A300-600CF6-80C2-A8 59,000 95 5.09 168.3 93 9,480 1F + 4L, 14H 2H, 5L A310-300CF6-80C2-B1 56,700 86 5.19 168.3 93 9,670 1F + 4L, 14H 2H, 5L B747-200, -300CF6-80C2-B1F 58,000 90 5.19 168.3 93 9,790 1F + 4L, 14H 2H, 5L 747-400CF6-80C2-B2 52,500 90 5.31 168.3 93 9,670 1F + 4L, 14H 2H, 5L B767-200/-ER/-300CF6-80C2-B2F 52,700 86 5.31 168.3 93 9,790 1F + 4L, 14H 2H, 5L B767-300ERCF6-80C2-B4 58,100 90 5.14 168.3 93 9,790 1F + 4L, 14H 2H, 5L B767-200ER/-300ERCF6-80C2-B4F 58,100 77 5.14 168.3 93 9,790 1F + 4L, 14H 2H, 5L B767-300ER

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142 The Engine Yearbook 2012

Manufacturer Designation Takeoff Flat rate Bypass Length Fan tip Basic Comp Turb Aircraft thrust (lb) temp (oF) ratio (in) dia (in) weight(lb) stages stages applications

Directory of major commercial aircraft turbofans (cont...)

A310-200,-300JT9D-7R4E4, E3 50,000 86 4.8 153.6 97 9,140 1F + 4L, 11H 2H, 4L B767-200ER,-300

A310-200, -300JT9D-7R4H1 56,000 86 4.8 153.6 97 8,885 1F + 4L, 11H 2H, 4L A300-600PW2037 38,250 87 6 141.4 78.5 7,300 1F + 4L, 12H 2H, 5L B757-200PW2040 41,700 87 6 141.4 78.5 7,300 1F + 4L, 12H 2H, 5L B757-200, -200FPW2043 43,000 87 6 141.4 78.5 7,300 1F + 4L, 12H 2H, 5L B757-200, -300PW4050 50,000 92 5 153.6 97 9,213 1F + 4L, 12H 2H, 5L B767-200, -200ERPW4052 52,200 92 5 132.7 94 9,213 1F + 4L, 11H 2H, 4L B767-200, -200ER, -300PW4056 56,000 92 4.9 132.7 94 9,213 1F + 4L, 11H 2H, 4L B767-200, -200ER, -300PW4056 56,750 92 4.9 132.7 94 9,213 1F + 4L, 11H 2H, 4L B747-400PW4060 60,000 92 4.8 132.7 94 9,332 1F + 4L, 11H 2H, 4L B767-300, -300ERPW4062 62,000 86 4.8 132.7 94 9,400 1F + 4L, 11H 2H, 4L B767-300PW4062 62,000 86 4.8 132.7 94 9,400 1F + 4L, 11H 2H, 4L B747-400PW4074 74,000 86 6.4 191.7 112 14,995 1F + 6L, 11H 2H, 7L B777-200PW4077 78,040 86 6.4 191.7 112 14,995 1F + 6L, 11H 2H, 7L B777-200PW4084 84,600 86 6.4 191.7 112 14,995 1F + 6L, 11H 2H, 7L B777-200PW4090 91,790 86 6.4 191.6 112 15,741 1F + 6L, 11H 2H, 7L B777-200, -300PW4098 98,000 86 6.4 194.7 112 16,170 1F + 7L, 11H 2H, 7L B777-300PW4152 52,000 108 5 132.7 94 9,332 1F + 4L, 11H 2H, 4L A310-300PW4156 56,000 92 4.9 132.7 94 9,332 1F + 4L, 11H 2H, 4L A300-600, A310-300PW4158 58,000 86 4.8 132.7 94 9,332 1F + 4L, 11H 2H, 4L A300-600, -600RPW4164 64,000 86 5.1 163.1 100 11,700 1F + 5L, 11H 2H, 5L A330PW4168 68,000 86 5.1 163.1 100 11,700 1F + 5L, 11H 2H, 5L A330PW4460 60,000 86 4.8 132.7 94 9,332 1F + 4L, 11H 2H, 4L MD-11PW4462 62,000 86 4.8 132.7 94 9,400 1F + 4L, 11H 2H, 4L MD-11PW6122A 22,100 86 4.8 108 56.6 4,840 1F + 4L, 5H 1H, 3L A318 PW6124A 23,800 86 5 108 56.6 4,840 1F + 4L, 5H 1H, 3L A318

P & W Canada JT15D-1, -1A, -1B 2,200 59 3.3 56.6 27.3 514/519 1F + 1CF 1H, 2L Cessna Citation 1JT15D-4 2,500 59 2.6 60.4 20.8 557 1F + 1CF 1H, 2L A»rospatiale Corvette

Cessna Citation IIMitsubishi Diamond 1

JT15D-4C 2,500 59 2.6 60.4 20.8 575 1F + 1CF 1H, 2L Agusta S211JT15D-5 2,900 80 2 60.4 20.5 632 1F + 1CF 1H, 2L Beechjet 400A

Cessna T-47AJT15D-5A 2,900 80 2 60.4 27 632 1F + 1CF 1H, 2L Cessna Citation VJT15D-5B 2,900 80 2 60.4 27 643 1F + 1CF 1H, 2L Beech T-1A JayhawkJT15D-5C 3,190 59 2 60.4 27 665 1F + 1CF 1H, 2L Agusta S211AJT15D-5D 3,045 80 2 60.6 27 627 1F + 1CF 1H, 2L Cessna Citation V UltraJT15D-5F 2,900 80 2 60.4 27 635 1F + 1CF 1H, 2L Raytheon Beech PW305A 4,679 93 4.3 81.5 30.7 993 1F, 4H + 1CF 2H, 3L Learjet Model 60PW305B 5,266 74.3 4.3 81.5 30.7 993 1F, 4H + 1CF 2H, 3L Raytheon Hawker 1000PW306A 6,040 89 4.5 75.6 31.7 1,043 1F, 4H + 1CF 2H, 3L Gulfstream G-200PW306B 6,050 95 4.5 75.6 31.7 1,062 1F, 4H + 1CF 2H, 3L Fairchild 328JETPW306C 5,770 91.4 4.3 75.726 31.7 1,150 1F, 4H + 1CF 2H, 3L Cessna Citation SovereignPW307A 6,405 92.1 4.31 86.02 32.7 1,242 1F, 4H + 1CF 2H, 3L Falcon 7XPW308A 6,904 98.6 4 84.2 33.2 1,365 1F, 4H + 1CF 2H, 3L Raytheon Hawker HorizonPW308C 7,002 100.4 4 84.2 33.2 1,375 1F, 4H + 1CF 2H, 3L Dassault Falcon 2000EXPW530A 2,887 73 3.2 60 27.6 616 1F, 2H + 1CF 1H, 2L Cessna Citation BravoPW535A 3,400 81 3.7 64.8 29 697 1F + 1L, 2H + 1CF 1H, 3L Cessna Encore UltraPW545A 3,804 83 4 75.7 32 815 1F + 1L, 2H + 1CF 1H, 3L Cessna Citation ExcelPW610F-A 950 97 1.83 45.4 14.5 259.3 1F, 1H + 1C 1H, 1L Eclipse Aviation E500PW615F-A 1,390 77 2.8 49.5 16.03 310 1F, 1H + 1C 1H, 1L Citation MustangPW617F-E 1,780 68 2.7 52.6 17.7 366 1F, 1H + 1C 1H, 1L Embraer Phenom 100PW800 10,000 to 20,000 TBA TBA TBA TBA TBA TBA TBA

Rolls-Royce AE3007A 7,580 86 5.3 106.5 38.5 1,608 1L , 14H 2H, 3L Embraer EMB-135/145A3007C 6,495 86 5.3 106.5 38.5 1,586 1L, 14H 2H, 3L Citation XBR710-A1-10 14,750 86 4.2 134 51.6 3,520 1L, 10H 2H, 2L Gulfstream VBR710-A2-20 14,750 86 4.2 134 51.6 3,600 1L, 10H 2H, 2L Global ExpressBR710-C4-11 15,385 86 4.2 134 51.6 3,520 1L, 10H 2H, 2L Gulfstream V-SPBR715-58 22,000 50 4.4 142 62.2 4,660 1 + 2L, 10H 2H, 3L B717RB211-22B 42,000 84 4.8 119.4 84.8 9,195 1L, 7I, 6H 1H, 1I, 3L L-1011-1, -100RB211-524B & B2 50,000 84 4.5 119.4 84.8 9,814 1L, 7I, 6H 1H, 1I, 3L L-1011-200/-500

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Page 145: Engine Yearbook

143The Engine Yearbook 2012

Manufacturer Designation Takeoff Flat rate Bypass Length Fan tip Basic Comp Turb Aircraft thrust (lb) temp (oF) ratio (in) dia (in) weight(lb) stages stages applications

Directory of major commercial aircraft turbofans (cont...)

PowerJet SaM146 13,750 TBA 4.43 81.49 48.2 TBA 3L, 6H 1H, 3L Superjet 100-75BSaM146 15,650 TBA 4.43 81.49 48.2 TBA 3L, 6H 1H, 3L Superjet 100-75LR/-95

Pratt & Whitney JT3C-6 11,200 dry ? ? 138.6 38.8 4,234 9L, 7H 1H, 2L B707-120DC-8-10

JT3C-7 12,000 dry ? ? 136.8 38.8 3,495 9L, 7H 1H, 2L B720JT3C-12 13,000 dry ? ? 136.8 38.8 3,550 9L, 7H 1H, 2L B720JT3D-1, -1A 17,000 dry ? 1.4 136.3 53.1 4,145 2F + 6L, 7H 1H, 3L B720B

B707-120BDC-8-50

JT3D-1 & -1A -MC6 17,000 dry ? 1.4 145.5 53.1 4,540 2F + 6L, 7H 1H, 3L B707-120BJT3D-1 & -1A-MC7 17,000 dry ? 1.4 145.5 53 4,165 2F + 6L, 7H 1H, 3L B720BJT3D-3B, -3C 18,000 dry 84 1.4 136.6 53.1 4,340 2F + 6L, 7H 1H, 3L DC-8-50,-61,-61F,-62,-63

B707-120B, -320B, -CB720B, VC-137C

JT3D-7, -7A 19,000 dry 84 1.4 136.6 53.1 4,340 2F + 6L, 7H 1H, 3L B707-320B, C , FDC-8-63, -63F

JT4A-3, -5 15,800 N/K N/A 144.1 43 5,020/4,815 8L, 7H 1H, 2L B707-320DC-8-20

JT4A-9, -10 16,800 N/K N/A 144.1 43 5,050/4,845 8L, 7H 1H, 2L B707-320DC-8-20

JT4A-11, -12 17,500 N/K N/A 144.1 43 5,100/4,895 8L, 7H 1H, 2L B707-320DC-8-20, -30

JT8D-1, -1A, -1B 14,000 N/K 1.1 123.5 42.5 3,155 2F + 4L, 7H 1H, 3L B727-100, -100CDC-9-10, -20, -30Caravelle 10B, 10R

JT8D-7, -7A, -7B 14,000 84 1.1 123.5 42.5 3,205 2F + 4L, 7H 1H, 3L Caravelle 10B, 10R, 11RDC-9-10/-30B727, B737

JT8D-9, -9A 14,500 84 1.04 123.5 42.5 3,377 2F + 4L, 7H 1H, 3L Caravelle 12B727-200B737-200DC-9-20, -30, -40T-43A, C-9A, C-9B, VC-9C

JT8D-11 15,000 84 1.05 123.5 42.5 3,389 2F + 4L, 7H 1H, 3L DC-9-20/-30/-40JT8D-15, -15A 15,500 84 1.03/1.04 123.5 42.5 3,414/3,474 2F + 4L, 7H 1H, 3L B727-200

B737-200DC-9-30,-40, -50Mercure

JT8D-17, -17A 16,000 84 1.01/1.02 123.5 42.5 3,430/3,475 2F + 4L, 7H 1H, 3L B727-200DC-9-30, -50B737-200

JT8D-17R 17,400 77 1 123.5 42.5 3,495 2F + 4L, 7H 1H, 3L B727-200JT8D-17AR 16,400 77 1 123.5 42.5 3,600 2F + 4L, 7H 1H, 3L B727-200JT8D-209 18,500 77 1.78 154.2 49.2 4,435 1F + 6L, 7H 1H, 3L MD-81JT8D-217 20,850 77 1.73 154.2 49.2 4,470 1F + 6L, 7H 1H, 3L MD-82JT8D-217A 20,850 84 1.73 154.2 49.2 4,470 1F + 6L, 7H 1H, 3L MD-82, MD-87JT8D-217C 20,850 84 1.81 154.2 49.2 4,515 1F + 6L, 7H 1H, 3L MD-82, -83, -87, -88JT8D-219 21,700 84 1.77 154.2 49.2 4,515 1F + 6L, 7H 1H, 3L MD-82, -83, -87, -88JT9D-3A 43,600 dry 80 5.2 154.2 95.6 8,608 1F + 3L, 11H 2H, 4L B747-100JT9D-7 45,600 dry 80 5.2 154.2 95.6 8,850 1F + 3L, 11H 2H, 4L B747-100/-200B, C, F

B747 SRJT9D-7A 46,250 dry 80 5.1 154.2 95.6 8,850 1F + 3L, 11H 2H, 4L B747-100/-200B, C, F

B747 SR, SPJT9D-7F 48,000 dry 80 5.1 154.2 95.6 8,850 1F + 3L, 11H 2H, 4L B747-200B, C, F,

B747 SR, SPJT9D-7J 50,000 dry 80 5.1 154.2 95.6 8,850 1F + 3L, 11H 2H, 4L B747-100, -200B, C, F,

B747 SR, SPJT9D-20 46,300 dry 84 5.2 154.2 95.6 8,450 1F + 3L, 11H 2H, 4L DC-10-40JT9D-59A 53,000 86 4.9 154.2 97 9,140 1F + 4L, 11H 2H, 4L B747-200

A300-B4-100/-200JT9D-70A 53,000 86 4.9 154.2 97 9,155 1F + 4L, 11H 2H, 4L B747-200JT9D-7Q, -7Q3 53,000 86 4.9 154.2 97 9,295 1F + 4L, 11H 2H, 4L B747-200B, C, FJT9D-7R4E, E1 50,000 86 5 153.6 97 8,905 1F + 4L, 11H 2H, 4L B767-200, -200ER, -300

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144 The Engine Yearbook 2012

Manufacturer Designation Takeoff Flat rate Bypass Length Fan tip Basic Comp Turb Aircraft thrust (lb) temp (oF) ratio (in) dia (in) weight(lb) stages stages applications

Directory of major commercial aircraft turbofans (cont...)

B747-200/SPRB211-524B4D/ 50,000 84 4.4 122.3 85.8 9,814 1L, 7I, 6H 1H, 1I, 3L L-1011-250/500B4 improvedRB211-524C2 51,500 84 4.5 119.4 84.8 9,859 1L, 7I, 6H 1H, 1I, 3L B747-200/SPRB211-524D4 53,000 86 4.4 122.3 85.8 9,874 1L, 7I, 6H 1H, 1I, 3L B747-200/SPRB211-524D4 53,000 86 4.4 122.3 85.8 9,874 1L, 7I, 6H 1H, 1I, 3L B747-200/-300upgradeRB211-524G 58,000 86 4.3 125 86.3 9,670 1L, 7I, 6H 1H, 1I, 3L B747-400/B767-300RB211-524H 60,600 86 4.1 125 86.3 9,670 1L, 7I, 6H 1H, 1I, 3L B747-400/B767-300RB211-524G-T 58,000 86 4.3 125 86.3 9,470 1L, 7I, 6H 1H, 1I, 3L B747-400RB211-524H-T 60,600 86 4.1 125 86.3 9,470 1L, 7I, 6H 1H, 1I, 3L B747-400/B767-300RB211-535C 37,400 84 4.4 118.5 73.2 7,294 1L, 6I, 6H 1H, 1I, 3L B757-200RB211-535E4 40,100 84 4.3 117.9 74.1 7,264 1L, 6I, 6H 1H, 1I, 3L B757-200/-300RB211-535E4B 43,100 84 4.3 117.9 74.1 7,264 1L, 6I, 6H 1H, 1I, 3L B757-200/-300, Tu 204Spey 511-8 11,400 74 0.64 109.6 32.5 2,483 5L, 12H 2H, 2L Gulfstream GI, II, IIISpey 512-5W/-14DW 12,550 (wet) 77 0.71 109.6 32.5 2,609 5L, 12H 2H, 2L Trident 2E/3B

BAC 1-11-475, -500Tay 611 13,850 86 3.04 94.7 44 2,951 1 + 3L, 12H 2H, 3L Gulfstream IVTay 620 13,850 86 3.04 94.7 44 3,185 1 + 3L, 12H 2H, 3L F100, F70Tay 650 15,100 86 3.06 94.7 45 3,340 1 + 3L, 12H 2H, 3L F100Tay 651 15,400 82.4 3.07 94.7 45 3,380 1 + 3L, 12H 2H, 3L B727Trent 553 53,000 86 7.7 154 97.4 10,400 1L, 8I, 6H 1H, 1I, 5L A340-500Trent 556 56,000 86 7.6 154 97.4 10,400 1L, 8I, 6H 1H, 1I, 5L A340-600Trent 768 67,500 86 5.1 154 97.4 10,550 1L, 8I, 6H 1H, 1I, 4L A330-300Trent 772 71,100 86 5 154 97.4 10,550 1L, 8I, 6H 1H, 1I, 4L A330-300Trent 772B 71,100 100 5 154 97.4 10,500 1L, 8I, 6H 1H, 1I, 4L A330-200, -300, FreighterTrent 875 74,600 86 6.2 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200Trent 877 77,200 86 6.1 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200, -200ERTrent 884 84,950 86 5.9 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200/-200ER/-300Trent 892 91,600 86 5.8 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200ER/-300Trent 892B 91,600 86 5.8 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200ER/-300Trent 895 95,000 77 5.8 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200ER/-300Trent 970 70,000 86 8.7 179 116 14,190 1L, 8I, 6H 1H, 1I, 5L A380-800Trent 972 72,000 86 8.6 179 116 14,190 1L, 8I, 6H 1H, 1I, 5L A380-800Trent 977 76,500 86 8.5 179 116 14,190 1L, 8I, 6H 1H, 1I, 5L A380-FTrent 1000-A 63,800 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L B787-8Trent 1000-C 69,800 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L B787-8, -9Trent 1000-D 69,800 95 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L B787-8, -9Trent 1000-E 53,200 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L B787-3, -8Trent 1000-G 67,000 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L B787-8, -9Trent 1000-H 58,000 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L B787-3, -8Trent 1000-J 73,800 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L B787-9Trent 1000-K 73,800 91 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L B787-9Trent XWB-74 74,000 TBA TBA TBA 118 TBA 1L, 8I, 6H 1H, 2I, 6L A350-800 XWBTrent XWB-83 83,000 TBA TBA TBA 118 TBA 1L, 8I, 6H 1H, 2I, 6L A350-900 XWBTrent XWB-92 92,000 TBA TBA TBA 118 TBA 1L, 8I, 6H 1H, 2I, 6L A350-1000 XWB

(*data correct up to 2009)

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