engine yearbook 2005

Cover supported by:

EYB2005fctest 7/9/04 5:21 pm

framecheck2005 9/9/04 2:03 pm Page 3

Commercial aero-engine MRO outlook — a new dawn? 2

Cutting total ownership costs with the PW6000 8

Reducing maintenance costs on the V2500 12

Managing the costs of engine ownership 16

Engine maintenance costs 20

Engine trading and value trends 26

When should part-life engines be built? 30

Sharing the customer’s vision 34

Managing the maintenance of leased engines 38

Upgrading GE’s maturing engines 44

The aero-engine aftermarket and opportunities in gas path diagnostics 48

Are your engines really as healthy as they seem? 54

Filtration technology for gas turbine engine fuel and lubrication systems 60

Economic aspects of maintaining engine efficiency 64

Advanced repair and coating technologies 68

Titanium impeller welding 72

The latest in aerospace testing equipment 76

Automated repair and overhaul of aero-engine components 80

Third-generation high-speed grinders 84

Adding capabilities to suit customer need 88

Engine overhaul survey — worldwide 92

Non-overhaul specialist engine repaircompanies 103

Directory of major commercial aircraftturboprops 110

Directory of major commercial aircraftturbofans 112

C O N T E N T S

An Aviation Industry Press publication

EDITORPaul Copping

[email protected]

STAFF WRITERSMartin Fendt

[email protected] O’Keefe

[email protected]

PRODUCTION MANAGERPhil Hine

[email protected]

CIRCULATION & SUBSCRIPTIONSDino D’amore

[email protected]

AREA SALES MANAGER EUROPE, ASIA & AFRICAGary Gilmour

[email protected]

PUBLISHING & SALES ASSISTANTPervinder Singh

[email protected]

PUBLISHER & SALES MANAGER - USASimon Barker

[email protected]

MANAGING DIRECTORPaul Copping

[email protected]

The Engine Yearbook is published annually.Aircraft Technology Engineering & Maintenance (ISSN 0967-439X) is published 7 times per year

UK subscription cost is £100.Overseas subscription cost is £115 or $185.

All subscriptions enquiries to:Dino D’Amore: [email protected]

All advertising enquiries to:Simon Barker: [email protected]

Published by Aviation Industry Press Ltd.31 Palace Street, London SW1E 5HW, England

Tel: +44 (0) 20 7828 4376Fax: +44 (0) 20 7828 9154

E-mail: [email protected]: www.aviation-industry.com

Distributed by MSC Mailers, Inc., 25 Starlit Dr, Middlesex, NJ 08846Periodicals Postage paid at Middlesex, NJ 08846.

POSTMASTER: Send US address corrections to Pronto Mailers Association, 444 Lincoln Blvd., Middlesex, NJ 08846.

© 2004 Aviation Industry Press.Printed in England by Headley Brothers Ltd.

All rights reserved. No part of this publicationmay be reproduced by any means whatsoever without

express written permission.

Although care has been taken in the compilation ofthis magazine, Aviation Industry Press does not take

responsibility for the views expressed herein.

AIP is a subsidiary of Aviation Industry Group Ltd.

ENGINE YEARBOOK 2005

Cover image by Phil Hine

Sponsored by Lufthansa Technik

EYB2005 toc 7/9/04 5:20 pm Page 1

2 ENGINE YEARBOOK 2005


Commercial aero-engine MRO outlook— a new dawn?

Aviation is facing significantuncertainty withfundamental challenges toprofitability, yields andtraditional business models.David Stewart, principal,AeroStrategy offers us someclear thinking concerningthe aero-engine aftermarketwhen the outlook wouldappear to be uncertain.

Over the past few years,AeroStrategy has developed acommercial maintenance, repair

and overhaul (MRO) market forecastwith the assistance of more than 20airlines and global MRO suppliers. Itsintention is to help dispel some of theuncertainty, to address some of theunresolved MRO concerns and to assistin answering some basic questions,such as: “When will demand springback? How many aircraft will bepermanently retired? How manyparked aircraft will return to service?How will increasing engine size andreliability influence demand? Howrapidly will the market grow? Whichaircraft types, engine models andregions will lead the way?” Beyondfacts and figures, AeroStrategy alsoprovides its perspective on evolvingand critical supply-side trends whichwill shape the engine MRO market foryears to come.

Market growth

AeroStrategy estimates that commercialjet aircraft with more than 35 seatsgenerated MRO demand worth $35.8billion in 2003. This is spread across five

primary market segments: off-wingengine overhaul; airframe heavy checks(C and D checks); component overhauland repair; line maintenance (includingA, B and overnight checks); and majorairframe modifications, including cargoconversions, avionic upgrades and IFEmodifications.

AeroStrategy calculates that MROdemand will reach $60 billion in 2013,implying an annual growth rate of 5.3per cent (in constant 2003 US dollars,not accounting for future changes inlabour rates or spare parts costs). Fourkey trends underpin this prediction, asfollows:� Air travel growth will average 4.7

per cent over the next decade,fuelling an expansion in the activeair transport fleet from 16,000 in2003 to 23,360 in 2013.

� The airline industry imperative tocontain MRO expenditures will bechallenged by the MROrequirements generated by theunprecedented number of aircraft —in excess of 5,000 — deliveredbetween 1998 and 2002, that areonly now generating their firstheavy maintenance events.

Figure 1:2003 Commercial MRO market - $35.8b

source: AeroStrategy

ModificationsEngine overhaulLine maintenanceComponentAirframe heavy

8%

35%

22%

21%

14%

EYB2005_1 7/9/04 8:34 am Page 2



� Over 600 of the 2,000-plus inactiveaircraft fleet will return to service inthe next four to five years, withmany of the young aircraft parkedduring the 2001-2002 industry crisisreturning to passenger service andwith more than 200 parked aircraftbeing converted to freighters.

� Daily aircraft utilisation will benearly 10 per cent higher in 10years’ time. This will occur for threereasons: the expansion of high-utilisation low-fare carriers; thepressures they place on traditionalairlines to increase the economicproductivity of their major assets;and the fact that many airlines arenow operating at relativelydepressed levels of utilisation.

Demand for engine overhaul

For the sake of this forecast, engineoverhaul costs includes the costs of allmajor engine shop visits and the costsof changing the life-limited parts(LLPs). It excludes the costs of minorshop visits, inventory costs,unscheduled events, one-off campaignsand engine upgrade programmes.

Using this definition, engine overhaul

is the largest segment of the commercialMRO market, currently valued at $12.4billion. The largest engine submarketsare the CF6-80C2, CFM56-3 andPW4000-94, the only ones with activityexceeding $1 billion each. Pratt &Whitney engines, despite the rapidreduction of the venerable JT8D fleet,generate the highest proportion ofoverhaul demand — 29 per cent, due totheir still sizable installed base. CFMI,GE and Rolls-Royce engines generate26, 24 and 14 per cent of overhauldemand respectively.

For the period 2003-2013,AeroStrategy forecasts that demand willincrease at 6.3 per cent per annum. Thishigh rate of growth is driven by anumber of key factors:� Fleet growth: AeroStrategy’s forecast

shows an underlying aircraft fleetgrowth of 3.8 per cent per annumand engine fleet growth of 3.4 percent. In particular, the spate ofaircraft deliveries in the late 1990swill provide the impetus for a jumpof over 20 per cent in shop visits inthe near future, from about 8,400 in2003 to almost 10,300 in 2005. Thestart of this sharp increase inactivity is already being witnessed,most particularly in the CF34 marketwhere GE and its service centreshave begun to spool up for a‘tsunami’ wave of shop visits.

� Engine utilisation growth: the driveby low-fare carriers and traditionalairlines alike to improve assetproductivity means that averageengine utilisation will grow at aboutone per cent per annum. Thecombined impact of fleet andutilisation growth results in a 4.9per cent per annum rise in engineutilisation.

� Improved reliability: this engineutilisation increase is offset byimproved engine reliability. Theaverage time between shop visits forthe entire engine fleet is set toincrease from 8,900 hours to 10,400hours over the 10-year forecastperiod. This results in the numberof shop visits showing a lower rateof growth of 4.4 per cent perannum.

� Increased shop visit cost: theaverage shop visit cost for the fleet

In 2013,CFMI engines willgenerate most engine overhauldemand at 27.5 per cent,closelyfollowed by GE (26 per cent),Prattand Whitney (19 per cent) andRolls-Royce (16 per cent).

EYB2005_1 7/9/04 8:39 am Page 4

5ENGINE YEARBOOK 2005


is expected to rise from about $1.5mto $1.75m. This increase results fromthe growing number of new, largeand sophisticated engines such asthe GE90, Trent 700/800 andPW4000-112 that will startexperiencing shop visits, and thefact that many of the enginesdelivered in the late 1990s will befacing their first significant LLPreplacement requirements at theback-end of the forecast period.

The fastest growing engine modelsinclude the CF34-3B, CFM56-5B, CFM56-7 and V2500 — no surprise, given thegrowth of regional airlines and the robustoutlook for the preferred aircraft of thelow-fare carriers, the A320 family and the737NG. A few larger engines — the CF6-80E, GE90 and Trent 700/800 — will seesignificant growth as well. Overhaulspending on these extremely reliable andrelatively young engines will rise bymore than 15 per cent per annum, astheir first shop visits for LLP replacementtake place later in the forecast period.

By 2013, six engines will eachgenerate more than $1 billion per yearin MRO demand, with the CF6-80C2leading the way, followed by theCFM56-3, CFM56-5B, CFM56-7,PW4000-94 and V2500-A5/D5. Partiallyoffsetting this growth is the inevitabledecline in some currently significantengine markets. The JT8D, JT9D, CF6-50 and RB211-524 will be hit by adouble whammy — not only will theassociated aircraft rapidly retire, theywill also create a supply of cheapsurplus engines that will, in someinstances, make them cheaper to replacethan to overhaul.

In 2013, CFMI engines will generatemost engine overhaul demand at 27.5per cent, closely followed by GE (26 percent), Pratt and Whitney (19 per cent)and Rolls-Royce (16 per cent).

Engine overhaul supply

On the supply side, the OEMs havealready developed a strong aftermarketpresence, albeit with varying strategies.Led by GE, they account for a total of43 per cent of the aftermarket. In thefuture, AeroStrategy expects the OEMsto maintain this strong position becauseof the strategic advantages that theyhave and seek, such as:

� Their ability to make the significantinvestments required to support theoverhaul of today’s highlysophisticated engines;

� Control and development oftechnical information and repairschemes;

� Control of spare parts, whichrepresent about 60 per cent of thecost of engine overhaul;

� Their ability to bundle new enginesales with long-term supportcontracts; and

� Retaining an established globalnetwork of support facilities.

Airlines and airline-affiliatedsuppliers similarly account for 44 percent of the aftermarket although 30per cent is ‘in-house’ work and 14per cent is for third parties.AeroStrategy expects the amount ofengine overhaul accomplished byairlines to decline over the nextdecade for the simple reason thatairlines will find it increasingly hardto justify the very-high investmentrequired to establish engine overhaulcapability, especially for the new,large engine models.

Figure 3: Engine overhaul demand by engine ($12.4b)


CF6-80C216%

CFM56-316%

PW4000-949%

JT8D-2005%

JT9D5%V2500

5%RB211-535

5%

CFM56-5C4%

PW20004%

RB211-524GH4%

Other27%

EYB2005_1 7/9/04 8:40 am Page 5



Independent suppliers, led by MTU andIHI, have 13 per cent of the market. Thegrowth and competitiveness of the OEMsand airline-affiliated suppliers during the1990s caused difficult times for theindependents, and their market sharedeclined. It would appear that life for theindependents will not get any easier overthe next decade given the high entrybarriers in the engine overhaul market,especially for the newer engines.However, independents such as StandardAerospace and MTU (both now undernew ownership) who combine financialstrength and excellent performance willremain strong competitors.

Market trends

Several developments are reshaping theengine overhaul market. First andforemost in the minds of many is partsmanufacturing approval (PMA). Withairlines pressuring OEMs to keep sparepart prices down and service levels up,the penetration of PMA parts will persist.Engine PMA parts, once consigned toburner cans, accessories and low value-added parts, have entered the gas path inmany locations where high-value partsare found. AeroStrategy estimates that theavailable market for engine PMA today is$650m, of which PMA suppliers will

capture about $150m. AeroStrategyanalysis also shows the potential impactof PMA on OEM parts volumes isrelatively low, primarily because of acombination of the relatively low numberof parts that are suitable for PMA and acontinuing uncertainty among someairlines on the acceptability of PMA. Thereal threat of PMA to OEMs is pricingpressure. The PMA phenomenon,combined with an increase in use of DERrepairs, will challenge OEMs to rethinkthe “razor-razor blade” paradigm—wherespare parts profits subsidize enginedevelopment—that has long underpinnedthe aero-engine business.

Secondly, OEMs are continuing to uselicensed service centre networks and jointventures to enhance their positions in theaftermarket rather than invest in theirown facilities. Consider two recentexamples: the establishment of N3, a jointventure between Rolls-Royce andLufthansa Technik, and GE’s licensing ofseveral well-known suppliers to servicethe CF34 in competition with its ownmaintenance centers. These movesoccurred while OEMs were closing engineoverhaul facilities, suggesting they areemphasising return on assets over revenuegrowth. The clear benefit of this approachby the OEMs is protecting their control ofspare parts distribution while enablingthem to build greater local presence acrossthe globe with less required investment.

Thirdly, mergers and acquisitions amongindependent suppliers will continue apace.Witness the Carlyle Group investing inAvio, KKR purchasing MTU and 3i buyingSR Technics. Some consolidation willprobably occur at the “second-tier” of theengine sector, possibly creating new,independent entities that can moreeffectively compete with the OEMs.

Finally, most industry observersbelieve that the engine overhaul sectoris suffering from over-capacity. Whilstsome of this slack will be recouped viathe expected increase in demand in theshort-term, profit margins for someengine models will suffer until supply-demand imbalances are rectified.

Conclusion

The outlook for the commercial engineMRO market over the next 10 years is astory with two strong themes: demandgrowth driven by fleet demographics and

Figure 4: Engine demand by engine type ($23.6b)


CF6-80C214%

CFM56-39%

PW4000-948%

CFM56-78%

V25008%

CFM56-5B4%GE90

4%CFM56-5C3%

Other36%

CF34-33%

Trent 8003%

Figure 5: 2003 engine overhaul supply share ($12.4b)


OEM8%In-house

30%

Airlines3rd party

14%

Independents13%

EYB2005_1 7/9/04 8:40 am Page 6



significant changes in supply. Airlines havebecome significantly more focused on costsand value. What they require fromsuppliers is still evolving. What is certainis that they will seek to reduce theprojected 6.3 per cent annual growth inengine MRO expenditures through greateroutsourcing, innovative commercialagreements, closer management of repairscope and greater use of alternative partsand repair sources. In addition, airlinealliances such as SkyTeam and Star willincreasingly seek to use joint purchasingand work sharing to realize cost synergies.

MRO providers must adapt to succeed.As airlines increasingly focus on thetransportation aspect of their business,MRO providers can count on heighteneddemand for broad aircraft supportcapabilities, enhanced asset managementskills and improved productivity. In thefinal analysis, the new value propositionsyet to be developed by an increasinglyglobal supplier base will make thebiggest impact on the future size andshape of the MRO industry. �

EYB2005_1 9/9/04 11:00 am Page 7



Cutting total ownershipcosts with the PW6000

Pratt & Whitney expects toregain a position ofprominence in the market for100-passenger airliners dueto the low capital andmaintenance costs of its newPW6000 engine. Tom Pelland,PW6000 programmedirector, explains why.

“The PW6000 will maximiseairline profitability bylowering acquisition and

maintenance costs,” says Tom Pelland,PW6000 programme director. “Theengine will provide low cost ofownership because it has significantlyfewer parts than comparable engines.”The PW6000 will not have to make ashop visit until six to eight years afterentering service. Pratt & Whitneydesigned the engine to keep engines on-wing for 10,000 to 12,000 flight cyclesand 15,000 hours.

Pelland says the PW6000 is the onlyengine designed specifically for lowacquisition and maintenance costs in the100-passenger market segment. “An enginewith low capital costs and lowmaintenance costs is more optimal forshorthaul operations than a complexengine that may be more fuel efficient.Both the low acquisition cost and lowmaintenance costs are made possible by anengine design that minimises the numberof parts and maximises time on wing.”

The PW6000 is on track for FAAcertification in the fourth quarter of2004 and entry into service as early asDecember 2005 on the Airbus A318.

Two versions of the engine are to becertified: the PW6122A with 22,000lb(10,000kg) of thrust; and the PW6124Awith 24,000lb (11,000kg) of thrust.

The PW6000 series is designed toprovide robust engines for aircraftoperating in the demanding shorthaul,quick-turnaround environment.Aircraft powered by the PW6000 willmake one- to two-hour flights as manyas 10 to 12 times a day. The design ofthe PW6000 reflects the suggestionsand recommendations of customers.From the beginning of the developmentprogramme, Pratt & Whitney gavecustomers a significant role in thedesign, development and testing of theengine.

Pratt began soliciting feedback fromcustomers from programme launch inSeptember 1998. Many of the ideas forimproved maintainability came from aseries of customer focus events. Prattsays customers made it clear from thebeginning that they wanted an enginewith low acquisition and maintenancecosts and extended time on-wing. Thecompany responded with an enginedesign based on the concept ofsimplicity.

The PW6000’s simplicity starts with aconfiguration that includes only 15stages — a fan, four low-pressurecompressor stages, six high-pressurecompressor stages, one high-pressureturbine stage and three low-pressureturbine stages. This compares with 18stages on the Pratt & Whitney JT8D-200 and as many as 19 on othercompetitors’ engines. With fewer stages,the engine has 30 per cent fewer airfoilsthan competitive engines. This meanssignificantly lower maintenance costssince experience has shown that airfoilsaccount for 60 per cent of maintenancematerial costs on most P&W engines.

This is especially important withregard to the airfoils used in highvolume at engine overhaul. ThePW6000 has only half as many of thesehigh-volume airfoils as its majorcompetitor. These are the parts in thehot section of the engine - high-dollar,high-volume parts that are significantdrivers of total maintenance costs.

Maintenance is also simplifiedbecause of the design of the linereplaceable units (LRUs), which arereplaced while the engine is on-wing.The LRUs are arranged in a single

EYB2005_1 7/9/04 8:41 am Page 8

Leon Lau – TechnicianComponent Maintenance

Tony Silva – Supervisor Engine Maintenance

Brian Dunn – Technician Component Maintenance

Joanne Borg – Supervisor Engine Maintenance

Henry Clemings – Technician Component Maintenance

©2004 United Air Lines, Inc. All Rights Reserved.

You’re not just getting a part. You’re getting a partner.

You need avionics and component repairs you can count on: High-tech services that provideprecision repairs and testing performed by highly skilled technicians. You need components servicedpromptly, because down-time is something no one can afford—no matter where your aircraft happens tobe. Think of it: A global network of avionics, components, and parts, expertly and safely maintained to meetyour needs.

You need United and our host of avionics and component support solutions, from loans and exchanges to repair services for your B777/747/767/757/737 and A320/319 fleets.

As an MRO business, we are driven to deliver operational reliability, superior cycle times, and the mostcompetitive prices available in our industry.

United parts and United people: It’s a partnership designed to keep you flying at your best.

So visit unitedsvcs.com or call 650-634-7977 today. And meet a few more people who want to work for you.

– Greg HallSenior Vice PresidentUnited Services

ATE&M_Components 8/2/04 2:06 PM Page 1

30 minutes or less. The goal is to beable to replace all LRUs within 15minutes, by the time the engine entersservice.

At the customer focus events, Prattintroduced airline and lease companyrepresentatives to the way enginecontrols and externals could bereplaced quickly. Demonstrationsincluded replacing a number ofexternals, such as the igniter plug,fuel filter, starter speed sensor andhydraulic case drain filter.Replacement times for these LRUsand others in the demonstrationsranged from three to 11 minutes. Atthese hands-on events, airlineengineering and maintenancerepresentatives were able to makesuggestions during actualmaintenance procedures. Duringthese sessions, customerrepresentatives offered upwards of 50requests for improvements in thedesign.

Consequently, Pratt engineers wentback to the drawing board toincorporate many enhancements toimprove maintainability, such as thefollowing:

� No requirement to rig the variablevanes, TCC actuator or the 2.5 bleedsystem: a typical feature of pastengine designs;

� Modular, compact gearbox andcored gearbox passages whichreduce the amount of externalplumbing;

� Fuel pump and fuel controlmounted on single fuel manifold,eliminating fuel inlet and outlettubes for quick replacement;

� External arrangement identical forleft- or right-hand engineinstallation;

� All borescope inspection ports onhigh-pressure compressor optimisedfor easy access from the ground;

� Reusable face seals at all LRUinterfaces;

� Flex joints to be employed in thestarter and ECS ducts to allowremoval of LRUs without removingthe ducts; and

� Fuel, oil and hydraulic filters shouldbe located in same area and beaccessible from the ground.

In addition, an innovative approachto engine diagnostics provides enginemonitoring reports that are printed inclear language for efficienttroubleshooting on the flight line.Messages printed in the cockpit use thesame abbreviations as seen in theengine manual and engine maintenancemanual. Reports will provide thesuspect component’s name andfunctional identification number as partof the message. Instead of using a code,such as ‘En-4004EN,’ for example, themessage says, ‘OIL TEMP SNSR.’

Maintenance costs will also be lowerbecause of the uniformity of the lifespans of the major rotating parts. Alllife-limited parts (LLPs) have a uniformlife span of 25,000 flight cycles. Oncompetitors’ engines, various LLPs needto be replaced at different times — oneat 10,000 cycles and another at 15,000cycles. But on the PW6000, all of theLLPs are designed to last until 25,000cycles, simplifying maintenance andfleet management for operators.

Another key factor contributing tolower maintenance costs is the highdebris rejection rate of 95 per cent. Anumber of design features prevent



layer, which means they do not haveto be removed to swap a part. Theconfiguration of the LRUs means thatmost of them can be replaced in 15minutes or less using a minimumnumber of hand tools. At a customerfocus event at Bradley InternationalAirport in Pratt & Whitney’s homestate of Connecticut, the companydemonstrated that 75 per cent of theLRUs could be replaced in 15 minutesor less - and that 90 per cent required

The PW6000 series is designed toprovide robust engines foraircraft operating in thedemanding shorthaul,quick-turnaround environment.Aircraftpowered by the PW6000 willmake one- to two-hour flights asmany as 10 to 12 times a day.

EYB2005_1 7/9/04 8:44 am Page 10



debris from entering the core of theengine and causing parts to wearprematurely. As a result, the high debrisrejection rate maximises time on-wing.A number of design features contributeto the high debris rejection rate. The fanblade design incorporates high rootstagger to prevent debris from enteringthe engine core, and a low aspect ratioand wide-chord design provideresistance to foreign object damage. Inaddition, the full annual bleed providesmaximum opportunity for core dirtrejection, and the bleed’s positionbehind the rotor takes advantage of low-pressure compressor centrifuging of dirtfor maximum debris rejection.

Time on-wing is also extendedbecause the PW6000 runs at lowertemperatures than other P&W engines.The cooler operating environment inthe high-pressure turbine means keyparts will last longer. This section of theengine runs cooler by as much as 300˚F(149˚C) than the same section in otherP&W engines. Another factor affectingtime on wing is the exhaust gastemperature (EGT). The ability of thePW6000 to retain ample EGT marginover an extended time period is one ofthe features that allow the engine toreach 12,000 flight cycles before beingpulled off wing for overhaul. Theengine will effectively never be pulledoff wing for reaching the EGT limitduring typical operation.

As a result of these improvements,maintenance costs will be considerablylower than for engines competing withthe PW6000. Costs are projected at 30per cent less per engine flight hourthan the competing engine on the A318and 40 per cent less per engine flighthour than the competing engine on the

Boeing 717. These calculations arebased on the engines flying at theirdesign mission.

Another money-saving factor foraircraft operators is the environmentallyresponsible design of the PW6000.Advancements in the control of noiseand emissions will have a positiveimpact on operating costs whileresponding to societal concerns. Theengine meets all current and plannednoise and emissions requirements of theInternational Civil AviationOrganisation (ICAO). Cleaner-burningengines will enable aircraft to escapeemissions-related surcharges and avoidpremature retirement from failure tomeet future standards. In fact, emissionlevels are not only below the ICAOrequirement for December 31, 2003, butare also well below the requirement totake effect December 31, 2007.

The PW6000 will meet Stage 4 noiserequirements, which become effectivein January 2006, with substantialmargin. This means the engine willenable operators to continue to complywith noise regulations for a long time tocome. A number of design features areresponsible for controlling the noise,including a long-duct nacelle with aforced mixer.

The PW6000 will enter service as amature engine due to an unprecedentedamount of development testing. Thisaccumulated testing will be equivalentto four years of airline operation.

Through June 2004, PW6000development engines had successfullycompleted more than 560 hours offlight tests aboard Pratt & Whitney’sBoeing 720 flying test bed and morethan 350 hours on two Airbus A318aircraft. By late 2005, developmentengines with the entry-into-serviceconfiguration will exceed 12,000 cyclesof testing.

During flight tests on A318 aircraft in2002 and 2003, all planned testobjectives were achieved and enginereliability was excellent. No engineremovals were required throughout theA318 flight test programme. PW6000-powered A318s have flown at severalmajor and regional air shows: theBerlin, Farnborough and Malta airshows in 2002; and Mexico’s Aeroexpoand the Paris Air Show in 2003.

The development programme hasapplied the lessons learned fromdeveloping engines for stringentETOPS (extended twin-engineoperations) requirements. The PW6000has benefited from the development ofthe PW4084 for the Boeing 777, whichearned 180-minute ETOPS approvalbefore entry into service. “ThePW6000 is being built to ETOPSstandards to boost its first-timequality,” says Dennis Enos, vicepresident for commercial developmentprogrammes at Pratt & Whitney. “Thisdemanding level of testing will resultin exceptional reliability, ensuring lowcost of ownership over the lifetime ofthe engine.”

In addition to soliciting input fromcustomers during development, Pratt& Whitney has worked closely withkey suppliers to addressmanufacturing issues. Howmetproduces turbine exhaust,intermediate and diffuser cases as wellas compressor airfoils. HamiltonSundstrand is manufacturing theFADEC and gearbox. One risk-sharingpartner, MTU Aero Engines, isresponsible for the low-pressureturbine and high-pressure compressor,and another, Mitsubishi HeavyIndustries (MHI), produces thediffuser and associated hardware.

“We’re enthusiastic about thecapabilities that the PW6000 will bringto the 100-passenger aircraft market,”Enos says. “We have designed,developed and tested the engine basedon customer input andrecommendations. This effort hasproduced an engine that will set a newstandard for maintainability, durabilityand low cost of ownership.” �

EYB2005_1 7/9/04 8:46 am Page 11



Reducing maintenancecosts on the V2500

The reduction of directoperating costs has been akey focus for the airlineindustry for some time andin today’s environment itsimportance is even morepronounced. Engineoperating costs in generaland engine maintenancecosts in particular are primemovers in this regard. ChrisDavie, director of aftermarketbusiness planning for IAE,discusses the company’stotal maintenance cost-reduction programme.

In the 20 years since the launch ofthe V2500 engine programme, IAEhas launched many initiatives to

sustain the competitive advantage of itsengines. Regular operator conferencesorganised by IAE have provided anexcellent forum for V2500 customers todiscuss ideas for improvements inoperating practices with the OEM andother operators.

Against the backdrop of an airlineindustry battered by the post-9/11slump, war in the Middle East andSARS, cost reduction has become evenmore important to airlines, andoperators have consequently soughtIAE’s assistance in optimising V2500maintenance costs. The advent of low-cost carriers has also spurred theprocess. IAE’s increased focus onmaintenance cost has resulted in thetotal maintenance cost reduction(TMCR) programme for the V2500engine series, which was initiated in2000 to address the growing customerneed for lower cost of ownership.

TMCR is a significant programme thatidentifies key maintenance cost driversand addresses these issues through aprioritised system that delivers

substantial, tangible and timely benefitsto its expanding fleet of airlineoperators. It is not only existingcustomers who benefit from TMCR,since IAE’s customer-focused initiativesare of considerable interest and potentialbenefit to new customers such as thelow-cost carriers, 70 per cent of whomhave selected the V2500 for the A320.

The following highlights theframework of the TMCR programme,outlines some of its achievements so farand explains IAE’s vision in goingforward:

What is TMCR?

TMCR is a continuous improvementprogramme designed to make the V2500engine easier to maintain and to give itlonger on-wing life. The programmewas launched in 2000 and has resultedin an estimated 25-30 per centreduction in average first shop visitcosts for new engines being deliveredtoday. Since the TMCR initiative cameabout through discussions between IAEand its customers, operator input playsa key role in the programme. A projectteam comprising members from each ofIAE’s shareholder companies — Pratt &

Whitney, Rolls-Royce, the JapaneseAero Engines Corporation and MTUAero Engines — along with a dedicatedIAE programme management resourcehas guided the TMCR initiative over thepast three to four years.

The partnership between the V2500operators and IAE is the basis for thesuccess of the TMCR initiative and,during regular powerplant maintenanceadvisory group (PMAG) meetings andtelephone conference calls, customerswere involved in the definition of theproject to: ensure the right focus toreduce maintenance costs, improvebottom lines and understand customerneeds.

Elements of the TMCR initiative

To identify, understand and prioritisethe key maintenance cost drivers theTMCR team uses three sources ofinformation: a sophisticated computeranalysis of invoices to understandwhere customers incur the greatestmaintenance costs; visits to engineworkshops and strip reviews; andannual feedback from the PMAG.

Invoice analysis has been thecornerstone of dissecting and

EYB2005_1 7/9/04 9:29 am Page 12

THE TEAM THAT STAYS IN

THE AIR LONGEST WINS.

Every person, every service, every process at Pratt & Whitney Aftermarket Services is dedicated to keeping yourplanes in the air. Because at the end of the day, the measure of a great maintenance partner is its ability to loweroperational costs. Call us. We can create a program that works for your needs and keeps your business flying.Pratt & Whitney. SMART SERVICES FOR A TOUGH WORLD.

www.pw.utc.com

021300 PWLCE rel cgs 2/6/04 1:54 PM Page 1



understanding exactly how the costs foroverhauling a V2500 engine arise. Asignificant volume of invoices frommany V2500 customers have been usedto determine the key cost drivers,thereby permitting priorities to beestablished in order to address thoseissues that give ‘the biggest bang foryour buck’. IAE has developed its ownIT tools to assist in this, and is focusedon extending this activity in the future.Engine strip reviews have also beenundertaken in order to identify thecomponents and system-level distressmodes that have either caused orcontributed towards engine removal orhave resulted in the scrapping of parts.Furthermore, maintenance practiceshave been studied in relation to specificworkscopes, and acceptance limits forwear and damage have also beenassessed.

PMAG is an annual conference atwhich airlines, lessors, MRO providers,IAE’s own technical community, Airbus,Boeing and key accessory and nacellesuppliers meet to discuss the subject ofmaintenance costs. It has proved usefulto obtain feedback from conferenceparticipants on the prevalent issues and

thereby determine where IAE should befocusing its attention. Additionally,PMAG allows IAE to brief powerplantengineers on its progress in reducingmaintenance costs, at the same timeobtaining direct feedback from front-line customers.

The annually-updated milestone plan,jointly developed with IAE’s customers,defines the next steps in theprogramme, and the following ‘levers’have been identified as those that canreduce maintenance cost:

� Repair development — reducing thequantity of new material required;

� Acceptance limit extension —optimising the strip levels required;

� Workscope development —minimising labour hours spentduring overhaul;

� Engine hardware improvements —improving reliability, time on wingand scrap rates;

� Maintenance management tools —optimising the timing and level ofmaintenance activity (eMMP); and

� Spare parts — optimising pricingstructures in cooperation withsuppliers.

The prioritised list includes budgetedactivities and completion milestones foreach TMCR project. Over the last threeto four years, IAE has concentrated onprioritising these projects so thatoverhaul shop cost reductions can berealised now while time on wing isimproved. All these levers have beenemployed to drive down maintenancecosts and bring a real $ per engineflying hour benefit to the customer.

TMCR achievements to date

IAE projects a 25 to 30 per centreduction in first shop visit cost relativeto what it would have cost without thebenefit of the TMCR programme forengines delivered today. These enginesbenefit from all the significant bill-of-material changes developed andimplemented over the past several yearsin conjunction with all the otherimprovements that are available to theexisting in-service fleet. Consideringdifferent engine configurations andworkscope application of enginesalready in service today, IAE’scalculations show a potential TMCRbenefit of up to 20 per cent overprevious overhaul costs for a first shopvisit.

Most of the projects in the first phaseof the TMCR initiative focused on thecore engine; the high-pressurecompressor (HPC); and the combustorand the high-pressure turbine (HPT).

HPC — new repairs and new parts

Historically the V2500 HPC modulewas a key driver for enginemaintenance costs. Bill-of-materialimprovements addressing these driversare now available and new productionengines are now capable of longerengine runs which translates intosignificant cost savings. Significantprogress has also been made in reducingHPC module repair costs, both throughrepair development and acceptancelimit extensions.

Combustor — new hardware andnew limits

To increase engine on-wing life IAEsought to introduce new combustorwear limits, since many engineremovals were combustor driven dueto a combination of aircraft

EYB2005_1 7/9/04 8:51 am Page 14



maintenance manual (AMM)exceedence and convenience engineremoval when repeat inspection wasmonitoring distress. To extend thereliable on-wing life of the V2500engine, IAE issued revised AMMborescope limits on all standards ofcombustor hardware in July 2002.These new limits essentially doubledthe amount of allowable guide burn-back, which triggers the initial ‘onwatch’ repeat inspection condition,and increased the time intervalsbetween borescope inspectionsspecified for particular levels ofdistress of fuel nozzle guides(deflectors) and burner linersegments. IAE further relaxed thesecombustor limits in 2002, permittinggreater burn back on specific fuelnozzle guides (non-igniter positions).Additional activity was completed in2003 which included sea-level andaltitude testing to further relax limitson the combustor (including igniterpositions of the fuel nozzle guides)thereby allowing improved on-wingtime.

HPT — new airfoils and new repairs

HPT blades are the focus ofimprovement in HPT modulemaintenance cost. Ongoingimprovements to HPT blades result inbetter performance in harshoperations as well as improved stresscorrosion resistance. Furthermore, in ajoint project with Pratt & Whitney’sConnecticut Airfoil Repair Operations(CARO), the largest provider of V2500turbine airfoil repairs, IAE hasdeveloped new repairs resulting insignificant scrap reduction. IAE alsoplans to release a new configurationstage 1 HP turbine blade in 2004which will significantly improve theon-wing life of engines operated insevere conditions, such as 33,000lbtakeoff thrust and/or operations inharsh environments. It will also offerfurther improvedrepairability/reduced scrap rate forlower-thrust applications.

Going forward

The improvements described showIAE’s commitment to continuouslyreduce the maintenance costs of the

V2500 engine in cooperation with itspartners, customers and operators.Many projects have already deliveredbenefits, but there are still many otheropportunities to be explored. Projectsin the 2004 programme include a newHP compressor stage three blade,relaxed chordal width limits on theexisting blades and the development ofa new plasma spray repair process onthe HPC drum.

Another major part of the 2004project plan is to validate theestimated TMCR cost reductions. Thework involved in validating thebenefits of TMCR projects such asnew repair schemes, acceptancelimits and so on can be arduous sincemuch data is required to obtaintrends that reflect a true picture,recognising the variations betweendifferent airline operations andoverhaul shops. Validation of many ofthe benefits has been achieved asoutlined above, but IAE isdetermined to fully realise theprojected benefits and is pursuing arigorous validation approach both atthe micro and macro levels.

Essentially, IAE will continue togather and analyse invoices, sendengineers to overhaul shops and hostPMAG forums in order to furtherreduce maintenance cost at every level.In partnership with the industry anongoing substantiation of what has andhas not worked well is in essence IAE’sdetermined approach. From the analysiscarried out to date, measured invoicecosts are coming down, engines arehaving fewer premature removal causesand proactive approaches to enginemanagement are being implementedwith great success

While there may be a limit to thepotential to remove cost frommaintenance because of the law ofdiminishing returns, IAE still expects toidentify many more projects. Wheremuch of the activity to date has centredon driving down the cost associatedwith the first shop visit of V2500engines, more can be gained fromlooking forward and widening thescope of current activity.

IAE is working ever more closelywith its suppliers of engine accessoryunits and nacelles components in order

to achieve $ per engine flight hourreductions across the wholepowerplant. Similarly, increased activityis being undertaken to proactivelyreduce the cost of second, third andsubsequent shop visits through aprogramme of soft-life extension andrepair development on low-spoolmodules. In addition, the nextgeneration of IAE eMMP will deliverfurther substantial benefits to helpairlines optimise their maintenanceactivity.

The success of the TMCR initiativehas initiated a continuousmaintenance cost improvementprocess that will be followed by newactivities to support IAE’s vision ofoffering the leading and mostadvanced powerplant solution in the150-seater market sector. Helpingairlines to meet their targets in termsof reduced operating cost improvesrelationships with existing customersand helps grow the V2500 customerbase. Today more than 100 customersrely on the V2500. World-classreliability and low maintenance costcombined with low fuel consumptionshould ensure IAE’s leading marketposition. From 1998 to 2003 IAE wonnearly 60 per cent of all the engineorders from customers buying AirbusA320 family aircraft. This might bethe best proof of the effectiveness ofIAE’s TMCR initiative at a time whenthe majority of orders come from low-cost carriers. �

Many projects have alreadydelivered benefits, but there are

still many other opportunitiesto be explored. Projects in the

2004 programme include a newHP compressor stage three

blade, relaxed chordal widthlimits on the existing blades

and the development of a newplasma spray repair process on

the HPC drum.

EYB2005_1 7/9/04 8:52 am Page 15



Managing the costs ofengine ownership

While engine overhaul costswill normally be the largest ofany airline direct maintenancecosts, other costs associatedwith engines need to becarefully considered if totalairline expenditure is to beminimised. Rudiger Urhahn,vice president engine servicescentre, SR Technics givesvaluable insight into theelements, drivers andmanagement tools used inmanaging engine life cyclecosts.

Engine overhaul is the largest segmentof the commercial MRO market,currently valued at $12.4 billion and

predicted to rise to more than $20 billionby 2013 (source: AeroStrategy). But thesecosts, though substantial, are not the onlycosts associated with engine ownership. Ata time when airline fuel costs are risingand fare margins falling, the lowering ofengine life-cycle costs can make a hugecontribution towards airline profitability.

In order to support operators andowners alike in achieving the lowest costs,most MROs have extended the scope ofengine maintenance cost management to‘life-cycle cost management’. The termcovers all relevant cost factors associatedwith aero-engines and is an approachintended to manage such costscomprehensively — a distinct change fromprevious optimisation models whichfocused on only a limited number of costelements.

Engine ownership cost elements

Life-cycle cost managementaddresses all cost elements that add upto the overall cost of owning andoperating engines, aiming to minimiseoverall cost while maximising spend

predictability. It is intended toinclude the following: � The cost of acquiring and financing

operational engines, spare enginesand spare parts;

� Operational costs such as thoseassociated with fuel burn as well asthe engine maintenance costsincurred on-wing and in theoverhaul shop as required byspecified engine managementprogrammes and defined assetmanagement policies.

� A financial provision for unplannedevents which cannot be anticipatedby airlines.

There is no rule of thumb for simpleinter-airline comparison of these costs, asmajor differences apply even amongstoperators of similarly sized fleets.Although various elements can be assessedindividually, it does not usually makesense to add these together and thencompare the bottom lines, since a numberof operator-specific factors can distort theactual costs. And, in view of the complexrelationships between cost elements andparameters, life-cycle cost managementcannot be considered an exact science.Nevertheless, with careful consideration

and individual assessment of different,often operator-specific circumstances, anaccurate prediction of cost does becomepossible.

While the cost of financing may beincurred before the equipment is broughtinto operation, the operational costs kick inat the time of entry into service.Operational costs are derived from the fuelburn, engine maintenance costs, inventorycosts (including spare engines) and the costsassociated with the performance of linemaintenance activities. Other costs, such asthose associated with engineering andlogistics support are incurred in the day-to-day management of airline fleets and thesetoo must be included in the total cost.

Newly designed life cycle costprogrammes give operators and ownersthe choice of outsourcing most operationalelements to independent partners — butwhat exactly are the cost elements, whatare the drivers, and which tools exist toreap the benefits from these programmes?

Financing costs

Whereas operational costs include both‘fixed’ and ‘variable’ elements, the cost offinancing is basically fixed and determinedwhen a particular fleet is selected and

EYB2005_1 7/9/04 8:52 am Page 16



financing and depreciation options arechosen. Here, the leasing of aircraft andengines is an alternative to the purchasingand financing of assets. Operator-specificpolicies on depreciation and cash-flow dovary between operators but they do notusually vary substantially within thetimescales that an engine is with anoperator. Furthermore, the financing ofengines is most normally part of an aircraftdeal. Nevertheless, when selecting anengine type, careful consideration must begiven to the refurbishment costs.

Spare engines

Spare engines may or may not beincluded in the fleet acquisition deal,and several arrangements are availableto satisfy the need for such engines. Thenumber of spare engines required tosupport a fleet and the subsequentinvestment required depend on anumber of different factors including:the on-wing time which can be achievedfor a particular engine type, the averageturnaround time that is required by theengine maintenance provider, and thesupplemental costs associated with‘exchange material’ to further reduceturnaround times. The ‘pooling’ ofairline engine fleets can significantlyreduce spare engine requirements.Furthermore, it allows operators andowners to enjoy an additional source ofincome if they provide engines to MROmanaged pools when they have no needfor them.

Maintenance reserves

The costs of planned off-wing enginemaintenance may be consideredvariable over the lifetime of an engine,gradually increasing and then levellingout with increasing engine maturity.Such costs should be provided for byreserves. While aircraft and engine leasecontracts will normally specify thatsuch reserves must be accrued, they donot necessarily limit the exposure of theoperator, which might therefore have toconsider putting aside additionalprovisions. The actual cash drawn downfor off-wing maintenance will dependon the structure of ownershipagreements and internal managementphilosophies.

Additionally, an operator will need toconsider provisioning for the

unforeseeable, which may result fromforeign object damage, in-flight shutdown, outstation engine removal ormandatory modification campaigns. Theseusually occur randomly, but may give riseto substantial costs that can threaten thefinancial health of an operator. Here, anoperator will need to allow an appropriate‘insurance’ coverage depending upon theprofile of its operating network, enginecharacteristics and the relevant reliabilityprogrammes.

Fleet size

The size of a fleet matters whendetermining costs since economies ofscale will apply. However, for manyoperators the question becomes ‘Howcan my costs be best leveraged to reflectany economies of scale that mightapply?’ With the exception of volumerebates, the cost of financing may simplymount up with increasing fleet size.Operational cost may vary significantlyfrom small to larger fleets. Fleet size andhomogeneity define the optimumorganisational set-up to manage fleetswithin an operation. As a general rule,mixed fleets cause significant complexityat higher cost, whereas a varying age ofengines of one type within a fleet maynot increase costs substantially. As a corebenefit to its customers, an MRO maybundle the fleets of its airline operatorstogether, thereby making best use of theeconomies of scale and offering the bestpossible prices.

Maintenance contract options

Often quoted and discussed, ‘by-the-hour’ maintenance agreements comprisewell-defined service and maintenancepackages, for which the financialexposure is, to a large extent, transferredto the MRO provider. MROs may utiliseeconomies of scale to offer attractive ratesthat provide an added value to theoperator. The benefits though, can beapplied to all fleet sizes, starting fromsingle aircraft fleets to ‘pool’ fleets,which combine the operational fleets ofmore than one operator. They clearlyaddress the requirement of operators andowners of the equipment and theirfinanciers and lessors for accuratefinancial predictability. Alternatively,operators may also choosestraightforward time and material

arrangements for their enginemaintenance, in which case they have toput aside and manage suitable provisions.

It is important to realise that life-cyclecost management programmes do notnecessarily equate to a ‘by-the-hour’maintenance arrangement, since a ‘by-the-hour’ programme usually addresses onlythe operator-relevant maintenance costaspect. A life-cycle cost programmecomprises a combination of serviceelements and may go far beyond the scopeof maintenance cost.

Purchase and lease of assets

When choosing to lease or purchasea used aircraft fleet, an operatorneeds to select the best engines withrespect to their physical condition,performance margins, modificationand technical records status. Anoperator will also need to make surethat appropriate access tomaintenance reserve funds is granted.Additionally, it is important to beaware of return conditions agreed

The effective management of life-cycle costs does not necessarily

require the lowest possible shopvisit rate.Instead,it is more

important to ensure thathardware costs are minimised bytargeting a balance between on-

wing time and shop visit cost.

EYB2005_1 7/9/04 8:53 am Page 17

with a lessor since they can havesignificant impact on the cost ofownership, driving certain provisionswhich need to be put aside.Furthermore, operational costs needto be predetermined in light ofreliability and maintenance costguarantees. Appropriate attentionalso needs to be given to the ongoingmanagement of these warranties andguarantees, which is a service alsoprovided by MROs.

Sourcing

It is essential not to give awayleverage too early by, for example,entering into a long-termmaintenance agreement that is linkedto a fleet purchase. Instead, a carefulassessment of the options availablewith various different MRO partnersis recommended. An operator mayconsider leveraging economies ofscale with an expert provider andminimising organisational costs bysourcing services out to qualifiedpartners. Apart from the case of verylarge fleets, economies of scale thatapply to maintenance usually resultin a preference towards sourcingfrom an MRO. The MROs seek thevery best in terms of managingturnaround times, exchange pools,spare engine pools, materials andlabour efficiency. The costs forunplanned events are more balancedwith larger fleets. When consideringthe sourcing of MRO capabilities it isimportant to find partners who canmanage fleets along proven reliabilityconcepts and who can providemaintenance programmes which

combine workshop and on-wingexperience. In order to reduceoperational risk it is important for anoperator to establish that an MROprovider has an appropriate trackrecord before making a finalselection.

Balancing on-wing time and shopvisit costs

The effective management of life-cycle costs does not necessarilyrequire the lowest possible shop visitrate. Instead, it is more important toensure that hardware costs areminimised by targeting a balancebetween on-wing time and shop visitcost. The determination of thisoptimum requires both workshopexperience and an understanding ofoperator-specific information. Whilstan operator’s environment andutilisation are difficult to change,costs may be lowered by swappingaircraft between routes to ensure thatthey are all subject to the samevariety of operational conditions. Thecareful application of takeoff de-rateand other de-rate power settingsdefinitely helps to reduce operationalcosts. Furthermore, engine lives canbe extended when pooling optionsare exercised with other aircraftfleets, when it is possible to lowertakeoff power settings andaccumulate additional flight hours.MROs can facilitate such poolingwhen they maintain several airlinefleets some of which use an enginetype at a high takeoff power settingand others a low power setting.

Trend monitoring

The determination of the optimumremoval time for an engine can bemade easier by using sophisticatedtrend monitoring software. It may beused in conjunction with enginestagger and modification policiesthereby considering the entire costenvelope and all opportunities toreduce cost. MROs now base their lifecycle programmes on experience-validated on condition concepts.These concepts can be customised totarget the optimum balance of on-wing time and shop visit costs andcan add significant experience to



standard off-the-shelf monitoringconcepts.

Maintenance programmes

Maintenance programmes influencethe operational reliability andefficiency of engines by addressingEGT margin, fuel burn and optimumon-wing times in relation to life limits,cost and utilisation. The MROs willoffer specific maintenance programmesand the operator’s choice of MRO cantherefore significantly affect overallcosts.

Turnaround times

Shop turnaround times (TATs)directly influence the cost of engineownership, since they drive therequirement for investment in spareengines both in the short- and long-term. Today, MROs are prepared tooffer specified turn-around timeprogrammes with balanced spare partexchange costs. These programmesusually cover dedicated fleets andrequire planned, staggered inputswhich enable advanced planning tosupport a reduction in TAT to about35 to 40 calendar days for narrowbodyengines and 40 to 50 calendar days forwidebody engines.

Selecting MRO support

Today, life-cycle programmes areoffered by many MROs, and theyaddress all of the aforementioned costelements and normally provide accessto the required tools. In order toprovide efficient life-cycle costmanagement, financial acumen isessential and providers of suchsolutions need to be able to influencethe entire cost envelope of engines,their line replaceable units and spareparts inventories. Furthermore, suchprogrammes need to be customised toaddress the needs of the individualoperator.

Depending on the operator orowner requirements, the scope ofsuch programmes can range fromassistance in selecting an aircraft orengine and associated services andend when an aircraft or fleet ofaircraft is phased-out and re-marketed. Life-cycle programmes areof particular interest to engine

EYB2005_1 7/9/04 8:53 am Page 18



owners since multiple transfers ofboth aircraft and engines will takeplace on a leased aircraft fleet andsuch programmes are designed toshare and optimise the cost and riskof operation and maintenance.

While it is clear that the design andinherent reliability of an engine willinfluence costs, they are also directlyinfluenced by the MRO through thereliable accomplishment of repairs,assembly routines and the consequentshop turnaround times. Fast in-houserepair cycles reduce costs by avoidinginvestment in pool materials and enablehigh turn rates on materials. Thisenables MROs to offer attractive sparepart exchange fees. Extensive MRO in-house repair capability also reducesvendor costs, while improving the MROcost structure through the efficient useof fixed assets.

Effective and accurate fleetplanning schemes supported ormanaged by an MRO allow for anoptimum allocation of resources,resulting in attractive rates andcharges to the operator. Predictabilityand efficiency can even be enhancedby combining these fleet managementaspects with on-line trendmonitoring features and on-siteinspection, line maintenance andlogistics support, all provided by onesource. Generally speaking, optimallife-cycle cost programmes will beachieved when the MRO providerand the operator (or owner) share aclose involvement in fleetmanagement, and where the providercan offer significant operationalexperience and unique systems. Therange of influences on engineownership costs is so extensive thatthere is no ‘one size fits all’ solution.Instead there should be a tailor-madesolution for each operation - and thebest people to provide this arequalified MROs.

From the operator’s perspective,managing engine ownership costsrequires a long-term view, backed bygood financial acumen. Key factorsinclude: outsourcing sub-fleets tominimise complexity and using MROsto leverage scale. Risk-sharingprogrammes should be arranged withqualified partners and may be

A good MRO should support allaspects of its customer’s needs with in-depth knowledge, proven experience ofaircraft/airline operation, integratedcapabilities, complete independencefrom outside influence, significantleverage with quality OEMs and goodfinancial acumen. Indeed, as aircraftand engines have become morecomplex, a good MRO has become avaluable asset in its own right. �

covered by-the-hour contracts ortime and material agreements thataddress performance guarantees,engine life-cycle programmes, assetmanagement and/or inventoryreduction through the economies ofscale. Contracts, especially short-termagreements, need to be monitoredvery closely while engine fleets andlife-cycles should be intimatelyunderstood.

Rely on the repair and overhaul experts who know the product best – the original designer and manufacturer.

Woodward’s value-added custom solutions lower your cost of ownership. Our technical expertise, engineering and analysis, unmatched environmental test facility, and global support network provide increased

component on-wing time, the highest quality levels, fastest turn times, and most cost-effective service in the industry.

– Dedicated customer service managers –– Flexible cost and inventory management options –

– Service bulletin and modification programs tailored to your needs –– Traceable repair maintenance history –

– 24-hour AOG service –

INSIST ON GENUINE WOODWARD.

Rockford | Rockton | Zeeland | Prestwick | Beijing | Tomisato | Campinas

+1 815 877 7441 • www.woodward.com

EYB2005_1 13/9/04 1:50 pm Page 19



Engine maintenancecosts

Engine maintenance costscan account for a third oftotal aircraft maintenancecosts. Understanding howengine maintenance costscome together is thereforeessential to any airline. DrOlaf Rupp, manager productsupport engineering GE/CFMfor MTU MaintenanceHanover throws some lighton the subject.

For airlines, the assessment andselection of new aircraft andengines is an important part of

business planning. During this process,understanding the life-cycle costs of thewhole system as well as the subsystems,such as the engines, is a key factor.Maintenance accounts for about 10-15per cent of the direct operating cost ofan aircraft but the exact figure willdepend upon a number of parameterssuch as the aircraft model, the enginetype and the nature of the operation(see figure 1). Total aircraft maintenancecost can be broken down further intoline maintenance, heavy maintenance,component maintenance and enginemaintenance. The distribution of costsbetween these centres varies once againdepending on a number of factors. Butengine-related costs can add up to asmuch as a third of the total aircraftmaintenance cost.

Elements of engine maintenancecost

Engine maintenance costs (EMC)divide into those encountered on-wingand those experienced off-wing. On-wing maintenance costs are not only

influenced by pure technical issuessuch as the engine type and anymodifications that may be necessary,but they will also be affected by thephilosophies that an airline applies toits line maintenance. This article focuseson the off-wing element of maintenancecost and the parameters that influenceit.

When an engine is removed and goesinto a shop for refurbishment, theprimary cost factor of the shop visit isthe material cost. Approximately twothirds of the costs of an engine shopvisit come about through thereplacement of material. If life-limitedparts (LLP) need to be replaced thematerial cost element will increasefurther. Only about a quarter of theshop visit costs can be attributed toparts repair, leaving a relatively minorportion to the labour involved indisassembly and assembly (see figure 2).

The biggest portion of the materialcost is attributable to airfoils. The high-pressure turbine (HPT) airfoils havesignificant influence on cost, withindividual vanes costing as much as$15,000 and blades costing as much as$7,000 each. Where the cost of

The influence of some factorsthat affect EMC,for example thehours-to-cycles ratio and thrustde-rate can be calculatedscientifically.

EYB2005_1 7/9/04 8:54 am Page 20

More mobility for the world

Up to 100% availability,

50% maximum cost reduction on top,

1 service integrator: Lufthansa Technik.

With Spare Engine Coverage SEC.

More information:

Call +49-40-5070-5553

Spare Engine Coverage SEC by Lufthansa

Technik—that stands for the innovative com-

bination of engine MRO and engine pooling

from a single source. It allows aircraft oper-

ators do their job even more cost-effectively:

1.) Our engine MRO in itself is your guaran-

tee that your engines are always ready for

takeoff, reducing your risk of having to use

extensively spare engines to virtually zero.

2.) Capital which you may have tied up in

your own spare engines so far can now be

fed back into your core business.

3.) The availability of your aircraft soars be-

cause, thanks to Spare Engine Coverage

SEC, you know your spare engine require-

ments will always be met. Around the clock,

around the world. How much availability do

you need? Let’s talk about it.

Current list of SEC engine types:

• CFM56-3 series

• CFM56-5A, (-5B) -5C series

• CF6-80C2A, -2B, -2D series

• PW 4000 Series (small fan)

• V2500 (on Airbus)

Lufthansa Technik AG, Marketing & Sales

www.lufthansa-technik.com

93_210X278+A_SEC 29.06.2004 16:57 Uhr Seite 1



replacing high-pressure compressor(HPC) airfoils may be low for mid-European operators, those airlinesoperating in the Middle East mayexperience significant cost from thissource. Engines operated in a sandyand/or erosive environment can causeHPC scrap rates to approach 100 percent. Typically, the largest portion ofthe parts repair cost is also associatedwith airfoils since high-tech repairs,such as rejuvenation or split vanerepairs are required to get these partsback into a serviceable condition.

Factors influencing EMC

As already mentioned, numerousfactors influence EMC: the hours-to-cycles ratio; the thrust de-rate appliedduring takeoff; environmentalinfluences such as temperature andpollution; line maintenance procedures;and ETOPS operations requirements, toname just a few. These are all factorsthat are related to a specific operatorwhereas other factors, such as partsrepair capabilities, need to beconsidered by an airline when choosinga maintenance provider. Ultimately,however, material prices and therefore a

significant part of EMC is decided bythe engine OEM.

The influence of some factors thataffect EMC, for example the hours-to-cycles ratio and thrust de-rate can becalculated scientifically. The influenceof other factors such as ‘pilot factors’are considered to be ‘soft’ and are near-impossible to estimate. Nevertheless,they may have significant influence onhow frequently an engine has to go intoa shop and how expensive the shopvisit is.

Engine operation

Engine operation is the maininfluence on how much an engine andits constituent parts are stressed,thereby having a large influence onengine deterioration and EMC. Theeffects of the hours-to-cycles ratio andthe thrust de-rate are typically easy toestimate. When an engine is operatingtwo hours per cycle and a 10 per centeffective de-rate is being applied, theEMC per engine flight hour can beassumed to be 100 per cent (see figure3). If the effective de-rate being used onthe engine decreases to about five percent, there will be an increase of EMCper EFH of some 14 per cent. If the de-rate stays at 10 per cent, but the hours-to-cycles ratio changes to four hours percycle the EMC per EFH will reduce bysome 22 per cent. Obviously, the figuresquoted in this example will never beabsolutely correct, since in real lifemore than one parameter will change,but they do provide a good indicationof how the hours-to-cycles ratio and thethrust de-rate can influence EMC. Insome maintenance contracts, such asby-the-hour contracts, changes inengine operation during the contractperiod are addressed through the use oftables which show how much the costper flight hour will change if, forexample, the operator uses more or lesstakeoff de-rate.

Line maintenance procedures canalso influence EMC but the extent ofthis influence depends upon theoperator. For example, MTUMaintenance once discovered that anoperator of CF6-80C2 enginesexperienced positive results when itintroduced coke cleaning. The mainengine removal reason for this

From a planning perspective,it isnot only important to reduce theTAT of engines at a shop visit.It isequally important to haveprocess stability which canguarantee that standard TATscan always be achieved.

EYB2005_1 7/9/04 8:54 am Page 22



operator was related to engineperformance - the engine had to becapable of operating at high thrustlevels to take off from hot and highairports. Discussions with the operatorresulted in the introduction of aregular coke cleaning procedure inorder to reduce EMC. In thisparticular case, an increase in engineon-wing time of approximately 30 percent was achieved followingintroduction of the cleaningprocedure, with only a very minorinfluence on the cost of shop visits.This might appear to be an extremeexample, but it is indicative of howimportant it is to consider all aspectsof engine operation when seeking toreduce EMC.

Parts repair capabilities

As already mentioned, the partsrepair capabilities of an enginemaintenance shop may also influenceEMC. The three parameters alwaysconsidered by an airline whenassessing an engine shop visit are:turn-around-time (TAT); quality(mostly measured by test cell EGTmargin); and engine shop visit cost.Looking at the engine maintenancemarket as it is today, TAT and qualityare not usually the factors whichultimately influence whether anengine is sent to one maintenanceshop or another. These twoparameters are almost taken forgranted - which doesn’t mean that themaintenance providers don’t stillneed to further improve them. Froman airline perspective, it is desirableto find a maintenance shop that willdeliver its service at the best valuefor money.

In the past, airlines mostly had aneye for the best mid- to long-termdeal (that is, they wanted to reducecost per engine flight hour over themedium- to long-term). In some casesthat would result in paying more fora shop visit but making savings overthe next couple of years. Today, theperspective has become more andmore short-term. With the severity ofthe current financial climate, someairlines simply cannot afford toinvest into the future. Instead, theyhave to make sure that they survive

today - or at least until the end ofthe year. This has resulted in evenstronger competition betweenoverhaul bases with respect to shopvisit cost.

As previously mentioned, materialcosts are by far the largest and it istherefore important to review andidentify any means of reducing suchcosts. This can be achieved byrepairing parts instead of replacingthem — only if it has no effects onengine reliability. This processusually starts within the engine shopvisit process (see figure 4) — duringthe inspection and repair of parts. AtMTU Maintenance this is being donein close cooperation with OEMs, suchas MTU Aero Engines in Munich, aswell as institutes and suppliers, toensure the best possible repairprocedures. These are then approvedand incorporated into workscopesand repair processes.

The result of this process is theevolution of special repairs, such asMTU’s balance strip of HPT blades.This is a controlled partial strippingprocess which allows multiplestripping of the blade by an

EYB2005_1 7/9/04 8:55 am Page 23



electrochemical process, including anew eddy current measuring systemfor quality control. For blades that arepermitted to be repaired only once,the scrap rate can be reduced from 40per cent to about 25 per cent. Bearingin mind the cost of such parts, thisrepresents a significant reduction inthe shop visit cost.

When looking at repair potential it isalso important to ensure that futureprocesses reduce TAT. An example ofthis was a problem experienced by MTUMaintenance Hanover when consideringthe cleaning of HPT blade internalcavities prior to repair. Cleaning withstandard processes was found to beinadequate, leading to the risk of ahigher scrap rates at the subsequentshop visit. Also, it was established thatthe cleaning processes varied fordifferent engine types from differentmanufacturers. With the introduction ofa caustic cleaning ‘power washer’ (seefigure 5) the process was standardisedpermitting the optimal preparation ofblades for welding.

From a planning perspective, it isnot only important to reduce the TATof engines at a shop visit. It isequally important to have processstability which can guarantee thatstandard TATs can always beachieved. The introduction ofautomated machinery in the repairprocess assists in this regard. Laserpowder HPT blade tip restoration is agood example of such a processwhereby each blade configuration isaddressed by a unique CNC program,including a vision system forgeometry measurement. Controlledpre-heating resulting in a reducedheat-affected zone can alsosignificantly reduce the risk of bladescracking due to high stresses (seefigure 6). High automation of suchprocesses also leads to high processstability with a first-pass yield ofmore than 95 per cent (see figure 7).

PMA parts/DER repairs

When once again considering thehigh portion of material within theEMC, the discussion would not becomplete without discussing PMAparts and DER repair. The PMA partdiscussion in particular has been

Figure 5: Power washer for internal cleaningof blades.

Figure 6: Laser powder HPT blade tiprestoration.

EYB2005_1 7/9/04 8:55 am Page 24



going on for many years within theaviation industry with some of thelarger airlines owning or part-owningtheir own PMA part manufacturers.In the meantime OEMs simply saythat they are more than willing tosignificantly reduce spare partsprices if airlines are willing to paymore for their new engines.

Speaking to airline engineers, it wouldappear that the technical acceptance ofPMA parts is much higher than it used tobe. Nevertheless, certain airlines refuse toaccept these parts for different reasons.These include contractual commitment tothe OEM as well as liability and warrantyissues which the airlines have to dealwith. Furthermore, most leasingcompanies are not willing to accept theuse of PMA parts, since they do not wishto be exposed to the situation where thenext lessor refuses to accept an enginebecause it contains PMA parts. And froma logistics viewpoint the use of PMAparts can result in an inventory cost issue

since it is necessary to administer twodifferent part numbers.

Summary

Since EMC are a major part of anairline’s total aircraft maintenance cost, itis important to understand theparameters that drive this cost. Some ofthe parameters described above can beinfluenced by the airline itself — suchas the thrust de-rate applied and linemaintenance procedures adopted.Others, however, such as the parts repaircapabilities of a maintenance base cannotbe directly influenced by an airline. Butthey still need to be considered whenselecting an engine maintenanceprovider. Even though the parking ofcertain aircraft types has resulted in highmarket availability of certain used spareparts, sometimes at very low prices,material remains the main shop visit costdriver for most active engine types,resulting in great potential for furtherrepair development. �

EYB2005_1 15/9/04 3:38 pm Page 25



Engine trading and valuetrends

Many factors affect enginevalues, some of which arepredictable and rational, andothers less so. AbdolMoaberry, CEO of GATelesisanalyses what has happenedto engine values in the pastso that we might betterunderstand what willhappen in the future.

In the current market, one wouldneed a crystal ball to avoid all ofthe economic indicators,

technological advancements andexternal factors that are nowincluded in valuing jet engines andestablishing value trends. But eventhen a crystal ball could not take intoaccount one very importantmeasurement; the stimulus-reactionof human influence. The latest roundof engine valuations was severelyimpacted (negatively) by humaninfluence: that of the terrorist attackson September 11, 2001. There arethose who argue that the market wason its way down anyway, and thatmight be true, but the attacks causedan immediate and possibly prematureindustry-wide fleet retirementprogramme that took engine valuesfrom their highest historical levels tothe lowest in one fell swoop.

It is important to understand wherethe industry is at present in order tounderstand the drivers behind jetengine values and where they aregoing. It is quite obvious that theaviation industry is presently in themidst of its most severe recession.

Airline capacity and yields are downsignificantly and, in all likelihood,certain airlines will continue to incurlosses for the foreseeable future. Twoyears ago, the industry was at whatsome called the bottom: in 2002 twoof the top 10 US airlines werethreatening to file for bankruptcyprotection; there was significant assetdistress in the aviation industry; andmany major airlines had significantlabour union issues. Now, in 2004,two of the top 10 US airlines arethreatening to file for bankruptcyprotection and United Airlines,which filed for Chapter 11 last timearound, may not survive. How doesthis ongoing turmoil affect aircraftand therefore engine asset value?And how predictable are thesetrends, if at all? Finally, how willexisting and new participants, enginelessors and resellers evaluate theirportfolios and business models?

The best place to start is tounderstand demand and why itexists. Additionally, it is importantto consider the variables that affectdemand and therefore engine valuesand their trends. It is obvious that

all sectors of the aftermarket havegone through a significant changesince 1999; and the engine leasingand trading market is no exception.The days of airlines holding assetsand inventory are gone, and theyhave been replaced with the spotmarket. Airlines are aggressivelyrelying on engine lessors and tradersto meet their needs, while notnecessarily allowing the customaryreaping of economic benefits ofbeing on the right side of the supplyand demand curve.

The JT8D is a perfect example ofmarket pressures affecting supplyand demand and therefore values. Ifone was to plot the product life cycleof the JT8D from new through toobsolescence, it would look like amountain range of peaks and valleysas opposed to the traditional bellcurve shape. The JT8D had a uniqueattribute: its numerous variants wereinstalled on the Boeing 727-100 and -200, B737-100 and -200, the DouglasDC-9 as well as on a few dozenCaravelles. This resulted in 11,400engines being manufactured. At thattime, there were no alternatives and

EYB2005_2 7/9/04 10:03 am Page 26

To really get anywhere, you first have to know where you’re going. Our engines are already

recognized and chosen for their superior performance. So where do we go from here? Our VISTA

program combines ongoing technological excellence, advanced processes and the personalized,

global support you need. Call it a flight plan for success. Helping you fly anywhere, anytime,

at the lowest possible cost, without interruption – that’s the power of superior technology.

You can’t take off without a flight plan.Ours is called VISTA.

www.i-a-e.com

CLG 62239 7404/7409 IAE Vista 6/5/02 4:22 PM Page 1



originally thought was a decliningmarket. The JT8D was not withoutits woes, however, and in the late1980s and early 1990s the engine wasconsidered a declining asset. By 1993when UPS decided to re-engine itsB727-100 fleet with Rolls-Royceengines, JT8Ds were trading in the$50,000 to $75,000 range and theywere not easily saleable even at thoseprices. In a similar manner, JT8Dlease rates hit the floor.

When the airline industry startedto pick up in 1996 and B727s andB737-200s started to be redeployedworldwide, JT8D values started toclimb again. By 1998 the earliestmodel of JT8D, the -7A engine, hadclimbed in value to $600,000 and theJT8D-17 exceeded $1,500,000 invalue. There was a market frenzy andlease rates for the higher-thrustmodels climbed to near $20,000 permonth plus maintenance reserves.Core engines were being traded at$300,000 to $500,000 and part-outsbecame frequent, as there was a needfor spare parts for engine overhaul.Many new trading and leasingcompanies emerged on the back of

the engines were interchangeablewith little modification betweenBoeing and Douglas applications; anuneconomical option in today’s jetengine market.

I think it is safe to say that theJT8D was Pratt & Whitney’s jewel inthe crown: it was an engine with arelatively simplistic design thatbecame the industry dominantengine type by virtue of the numbersinstalled in what the manufacturer

the JT8D and quickly consolidated.Part-out programmes across fleetsbecame common with financialplayers entering the fray to make aquick buck. All of this happeneddespite a January 1, 2000 deadline toconvert the engines to become StageIII noise compliant.

By the end of 1999 many had seenthe writing on the wall, but it wasnot until after the September 11attacks that it became obvious thatthe JT8D was on its way down theproduct life cycle curve. Airlinesreacted to the sudden downturn byparking or retiring JT8D-poweredaircraft. By the middle of 2003, JT8D-17 core engine sale transactions werebeing logged at $15,000 per engineand operating leasing was not evenon the radar. Good serviceable half-life engines were trading at barely$100,000 per unit with full QEC andit was evident to most that the JT8Dwas never going to recover. Or was it?

Northwest Airlines took a seriouslook at the market and decided that itwould shut-down its JT8D maintenancebase in Atlanta and develop a morecost-effective programme for its JT8D-powered fleet. It developed a no-risk,no-return condition, hybrid cost-per-flight hour leasing programme withrates as low as $35 per hour with nomonthly minima. This compared withan average cost of approximately $200per hour in 1999. In basic termsNorthwest was operating the JT8D,with no maintenance risk, no returnconditions and very basic and almostnon-existent FOD coverage for less than20 per cent of what it had done just afew years previously. And when theengines became tired and no longerperformed they simply swapped themout with another engines. At first,many traders and lessors were resistantto the programme, but they soonrealised that Northwest was one of onlya few airlines remaining active in theJT8D market.

By the first quarter of 2004 air travelhad increased a little, the market hadstarted to marginally recover and moreJT8D-powered aircraft were redeployed.As Northwest took more engines, thesurplus market started to dry up andvalues rose again. Indeed, engine

When trying to understandvalues for newer engine types,it isimportant to realise that thevalue drivers in today’s marketare not dissimilar to those ofprevious engine markets.Supplyand demand are obvious,bututility,reducedinterchangeability,noise andemissions and aircraft volatilityare probably more importantwhen considering value.

EYB2005_2 7/9/04 10:04 am Page 28



traders started to put engines intomaintenance, a practice unheard of overthe previous two years. Values startedto climb and by the end of the secondquarter of 2004 JT8D-15 values creptback to levels just below $500,000 forfreshly overhauled engines.

When trying to understand values fornewer engine types, it is important torealise that the value drivers in today’smarket are not dissimilar to those ofprevious engine markets. Supply anddemand are obvious, but utility, reducedinterchangeability, noise and emissionsand aircraft volatility are probably moreimportant when considering value.

The utility of an engine is the key tounderstanding its value. At some pointthe OEMs decided to introduce designchanges to engines that limited theirapplication to particular aircraft types.One example is GE’s CF6-80C2 engine.Although the same core engine is used topower Boeing, Douglas and Airbus aircraftthere are some distinctive externaldifferences, one of which is the data plateand that prohibits interchangeabilitybetween the aircraft types. The cost ofconverting an engine from one standard toanother for use on different aircraft typesis prohibitive.

A good example of this is the CF6-80C2D1F. After September 11 the MD-11,powered by the CF6-80C2D1F, seemed tofall quickly out of favour. This was causedby many different factors, but the mostobvious were MD-11 operators cuttingcapacity and the bankruptcy of Swissair.The aircraft was valued too highly forparting-out and there was no secondarymarket for the CF6-80C2D1F engine, as itis specific to the aircraft type. This causedthe value of the engines to dropdramatically. Freshly overhauled enginesthat traded in 2000 for over $6 millionwere trading in the mid-$3 million range.

Another variable affecting value isemissions and noise regulations, a trulydouble-edged sword. The JT8D hasbeen most significantly affected in thisregard and more recently it appearedthat the -200 series is likely to be thenext to be affected by governmentregulators when they initiated aprogramme to further decreasepermissible emissions and noise levels.This has resulted in the JT8D-200 seriesengines falling by 50 to 75 per cent.

CFM saw the tightening of emissionsand noise regulations to be anopportunity and developed its so-called‘green engine’. This engine was builtwith a dual annular combustor (DAC) todecrease emissions far below of theproposed lower limits. Unfortunately,the industry did not embrace theinnovation and the values of suchengines reflect this lack of enthusiasm.In recent CFM56-5 DAC enginetransactions, offers for these nearly-newengines have demonstrated a 30 per centvalue decrease over the OEM catalogueprice; for an engine with just a fewthousand cycles of operation since new!

Aircraft value volatility is perhaps themost tangible of all engine valuedrivers. In simple terms, if aircraft areout of favour then so are their engines.In 2002, there were over 100 CFM56-3-powered B737s in storage worldwide.Aircraft and engine values fell to all-time lows. It seemed that these aircraftfell out of favour because of the sheersize of the surplus introduced byUnited Airlines and US Airways whenthey sought bankruptcy protection.This caused CFM56-3 engine values toplummet; parting-out companies to gointo an acquisition frenzy; and assetowners and operators to struggle tominimise book losses.

In 2002 a mid-life CFM56-3 could bepurchased for less than $2 million(closer to $1.6 million) and there was noshortage of sellers. By mid-2003 B737aircraft started to be redeployed and an

immediate need for engines emerged.Then in 2004, when Federal Expressannounced its intention to convert upto 150 B737 classics to freighters, themarket immediately bounced back.Engines that were previously selling for$1.6 million are now selling for $2.2million and the price is still climbing.

Whether values are driven by supplyand demand, utility, reducedinterchangeability, noise and emissionsor aircraft volatility, the basics of themarket remain the same. If all variablesremained the same, price would bedriven by competition within themarket. Events such as September 11simply accelerate the inevitable; theydo not drive the market long-term.Longer-term changes in engine valueswill ultimately be affected by theintroduction of new technology thatchanges the way the market operates.

The latest innovation by Boeing isthe 7E7 which is a stage-flexibleaircraft that will produce 20 per centless emissions at a variety of enginethrust ratings. There is a choice ofengines - those manufactured by Rolls-Royce and those made by GE but, forthe first time, they are made physicallyinterchangeable (in pairs, with theassistance of some software). The 7E7therefore removes two engine valuevariables as compared with today’sengines; but will new factors come intothe reckoning as this new technologyis introduced, or will we simply adjustthe goal posts again? �

EYB2005_2 7/9/04 10:05 am Page 29



When should part-lifeengines be built?

With engine maintenanceaccounting for a significantpercentage of totaloperating costs, engine costmanagement is ofparamount importance toengine operators and ownersalike. James Bennett, vicepresident sales andmarketing for TES AviationGroup describes how thebuilding of part-life enginescan assist in this regard.

Before examining when a part-life build should be considered,it is important to understand

the rationale that has drivenoperators to consider building suchengines in the first place. What hasmotivated operators to fit parts withsome of their life already used? Theanswer lies in the very high costs ofnew parts.

OEM engine business models arestructured in such a way that the saleof spare parts is vital to theirongoing profitability. About two-thirds of their revenue streams comefrom new engine sales where about athird come from the sale of spareparts in the aftermarket. While thereare variations, most new engines aresold at cost price because the OEMsknow that they have as many as 30years of aftermarket sales to follow!

OEMs dominate the aftermarket.Despite the emergence of PMA partsand the growth of the surplusmaterial market, new OEM partscomprise more than 80 per cent of allparts supplied. This would probablybe less difficult to live with if theannual cost of parts price escalation

was not so high. Over the last 10years the US has seen an annualinflation rate of about three per centwhere the average list price increasehas been between in the region offive to six per cent per annum.

With materials constituting 70 percent of the cost of a typical engineoverhaul, aircraft operators continueto be faced with higher material costsat each maintenance event. Aworkscope decision to use partswhich have some of their life alreadyconsumed is an attempt to curb theseescalating costs as this material istypically available on a pro-ratabasis.

However, there are a significantnumber of factors that need to beconsidered in the build-life decision.From a technical perspective oneneeds to consider the engine’s statusrelative to: applicable airworthinessdirectives (ADs) and service bulletins(SBs); and engine performance interms of parameters such as exhaustgas temperature (EGT), fuel flow,rotor speeds, vibration and oilconsumption. Moreover, theoperator’s own engine maintenance

programme (EMP) should preciselyoutline the steps required to bestmaintain the engine at a shop visit.When planning such work, theairline should aim to create anoptimum workscope without wastingmoney.

Taking the situation of a hot-section repair, it may be concluded tobe uneconomical to invest in allapplicable ADs & SBs as well as newlife-limited parts (LLPs) and new HPTblades when it may be possible to fitpart-run material. Why? Because itcould be near-impossible to justifythe parts costs when the anticipatedon-wing life is insufficient to obtainthe required return on investment. Ifan operator knows that anothermaintenance event will probably berequired in the short- to medium-term then it may decide to build theengine to suit this life.

However, it would be wrong tosuggest that only technicalconsiderations are of significancewhen it comes to build life.Commercial and operationalconsiderations linked to engineownership can be heavily influential

EYB2005_2 7/9/04 10:06 am Page 30



iption to Aircraft TechnoloTechnoloT gyE in fo

Full name: .....................................................................................................................

Job title: .........................................................................................................................

Company: ......................................................................................................................

Address .........................................................................................................................

......................................................................................................................................

City/State .......................................................................................................................

Postal/Zip code ..............................................................................................................

Country .........................................................................................................................

Telephone ......................................................................................................................

Fax ................................................................................................................................

email ..............................................................................................................................

Please quote this reference with your order: EYB005

To ibe today:Call noor Fax this form on: (+44) 020 7828 9154or post this form to:AA y Press Ltd.,31 Palace Street, London SW1E 5HW, W, W UK.

Pl ys for your order to be processed

❏ UK ❏ year y £100

❏ 2 years pay £175


❏ USA ❏ year

❏

❏ Others ❏ 1 year

❏ 2 years


❏ I enclose my cheque forfor f £/$ ...............................................................

to y Press Ltd.

to my

❏ erca ❏ Amex ❏ Visa

AccountNumber

card expiry date ...................................................................................

❏ Invoice my company

Signature Date ...................

Please state y’s pr’s pr’ imary area of ac w:

....

❏ Please tick here if you would like your details to be added to our specialist

Avia y Conferences mailing list.

in the build-life decision. Airlineswill frequently treat owned andleased assets very differently and thiscan create completely diversemaintenance scenarios. For example,if an engine is operator-owned theperspective tends to be rather longer-term. More focus will be placed onasset value retention, and highreliability over a longer operatingperiod will be considered paramount.Each shop visit is viewed as aninvestment with an opportunity toenhance engine performance,ensuring it will meet longer-termoperational requirements.

This approach usually results in asignificant investment in newmaterial. To minimise the subsequentcosts of ownership the engine willneed to stay on-wing for the longestpossible time between maintenanceevents.

When an operator is consideringthe management of a leased engine

the results will typically besomewhat different. Since operatingleases typically range in length fromthree to five years, more expedientmeasures are taken regardingmaintenance events, as theperspective becomes more short-term.Little, if any, regard is placed onasset value, unless a lease extensionis a real possibility. The preferredmethod of covering maintenanceliabilities under a lease agreement isto contribute a prescribed amountper flight hour and per flight cycletowards the cost of the next shopvisit, thereby creating a maintenancereserve fund. The lessee then drawsdown monies from this fund at ashop visit. Again, the goal of thelessee is to keep the engine on-wingas long as possible therebycontributing to the fund until thepoint where engine removal isessential. Judging from this, it wouldappear there is little difference

Over the last 10 years the US hasseen an annual inflation rate ofabout three per cent where the

average list price increase hasbeen between in the region offive to six per cent per annum.

EYB2005_2 9/9/04 11:28 am Page 31

Though this is a complex task, with theright engine management team theoperator can ensure that the workscopeis carefully tailored to meet specifiedredelivery conditions. These invariablypermit engines to return with very littlelife remaining.

It will come as no surprise thatbalancing technical, commercial andoperational considerations is a fine artwhich is often outsourced toprofessional engine maintenancemanagers who focus solely on thisaspect of operation. They have theexperience and knowledge to advise onall aspects of engine maintenance and,with the right critical mass, can addsubstantial value to an airline’s orinvestor’s operation.

Technical and operationalconsiderations are all very well, butas in many walks of life, cash isking. The airline industry in the lastfew years has experienceddifficulties in this regard and thesehave been well documented. Budgetshave been slashed across the boardand engine maintenance with itshigh contribution to totalmaintenance cost, has required even

closer technical and financialmanagement. These budgetaryrestraints can also result in limitedworkscopes. Add this to poor reservemanagement and unscheduledmaintenance events, and operatorscan be faced with little choice otherthan to seek as low a final invoiceamount as possible, whether theasset is leased or owned.

Case study

A case in point is a CFM56-3engine shop visit undertaken by anoperator where 30 months remainedto redelivery. Following a detailedreview of engine status versus returnconditions, it was determined thatthe build life for the engine neededto be relatively high — say 7,000cycles build life to see the engineinto transition to the next lessee,thereby avoiding any further shopvisits prior to re-delivery. Howeverthe operator was faced with twoother issues which prevented thisoptimum workscope.

The first were the aforementionedcash constraints. No matter howappealing a higher build life mighthave been in view of avoidinganother scheduled shop visit, theoperator was still faced withreplacing 11 LLPs, mostly in the HPcompressor and HP turbine andtherefore it decided to build anengine with 3,500 cycles remaining.The operator’s philosophy was simplyto spend what the budget permittedand to worry about the subsequentmaintenance event later on! However,with assistance from a suitablematerial provider the operator couldsource all the LLPs required atmarket value, reducing their materialcosts significantly. Though a slightlyhigher build life would have servedthe operator better (as close to the7,000-cycles-remaining target aspossible), the fact of the matter wasthat there was no guarantee oflocating the appropriate LLPs.

The second hurdle facing theoperator — namely materialavailability — needs to be reviewed ina wider market context to understandjust how problematic ineffectivematerial management can be. LLPs are



between this situation and that of anowned asset. However, upon engineremoval, the workscope will, moreoften than not, differ since it will bedriven not only by the time to nextshop visit but also by the status ofthe maintenance reserve fund and theproximity to redelivery.

When redelivery is imminent theoperator will wish to invest as little aspossible in order to just satisfycontractual obligations at redelivery.

Airlines will frequently treatowned and leased assets verydifferently and this can createcompletely diverse maintenancescenarios.

EYB2005_2 13/9/04 12:54 pm Page 32



unique in that airlines can accuratelypredict removal times and estimatedcosts. This provides a significantopportunity for pre-provisioning inadvance of maintenance events. WithLLPs accounting for about 25 per centof the list price of an engine and witha buoyant surplus material marketseemingly offering the solution to allthe operators’ needs, it is no surprisethat airlines have geared themselvesup to more efficiently manage thisaspect of engine maintenance. Whilethere is a plethora of used partssuppliers, operators need to whittledown the number of suppliers theywish to deal with so that they can usethis means of building engines withconfidence.

What inspires this confidence?Typical qualities such as supplierexperience, integrity, reliance,competitiveness and knowledge areas important as ever, but perhapsnone are as important as quality (notsimply physical parts quality but alsothe integrity of documentation). Inspite of the potential to source partslong in advance, material sourcing isfrequently accomplished in a short-term manner. When this is the case,an operator does not need a reactivesupplier who is liable to err ondocumentation quality and who doesnot possess the technical knowledgeto ensure that material is of therequired standard.

Typically, documentation to beprovided with each part will include:

1 An engine data submittal (EDS);2 Full on/off history;3 A serviceable/overhauled release

certificate;4 A non-incident/accident statement.

For such parts, holes do appearwithin the back-to-birth traceelement of the paperwork when it iscarefully studied, and this can resultin a delay in part availability as thegaps are filled and corrections made.With experience of supplyingmaterial to a significant number ofengines under long-term technicalmanagement, TES rejects up to 80 percent of all parts offered because ofthe inferior quality of

documentation. Operators must onlyinvest in used material when theyhave total confidence in the supplychain from which it came.

Another benefit of effectivematerial management is the ability tovalue and re-market off-comingmaterial. Often neglected, and mostlywritten off at zero value, thisremoved material can provide much-needed cash generation for anoperation. When an engineexperiences a shop visit and adecision is made to build it to a thirdof its life, an operator not only hasan opportunity to save considerablematerial costs by using serviceable,run material but also to fully utilisethe removed inventory by eitherstoring it ready for a planned shopvisit prior to lease return orimmediately re-marketing it andappeasing an ever attentive financialdirector.

Many airlines and lessors are nowin partnership with such materialmanagers whose profiles almostexclusively comprise:

� a dedicated team managing a widevariety of engine types;

� an established company in enginetrading;

� inventory management experts,efficient and accurate in:

� valuing removed material;� pre-provisioning for shopvisits;

� significant inventory levels ready todispatch; and

� GTAs from the OEM — withtechnical and commercial support.

If these criteria are met then theoperator is safe in the knowledge thatthe quality of the material beingsourced meets the required optimumindustry standards.

To summarise: when should anoperator consider a part-life enginebuild? It is important to take intoaccount the technical issues that needto be addressed at the maintenanceevent, evaluating whether they areconducive to a part-life build.Commercial and operational factorsneed to be integrated with thesetechnical considerations and, providedthis is effectively managed by anexternal organisation or by the operatoritself, the necessity of (or lack thereof) apart-life build should become apparent.Budgetary constraints and maintenancereserve status may also dictate how andwhen the engine can be built. Once thedecision to build a part-life engine hasbeen taken, it should only proceedwhen there is sufficient confidence inmaterial availability and the associatedsupply chain. �

EYB2005_2 13/9/04 12:55 pm Page 33



Sharing the customer’svision

In order to better supportthe customer, it is importantto look at situations from thecustomer’s point of view.Rolls-Royce describes itslatest developments in repairdevelopment and customerresponse.

If you are part of a commercialorganisation dependent upon happycustomers, it is vital that you tailor your

approach, your business philosophy, tomeet the customer’s needs as much as yourown. Mission statements, visions and valuesets typically highlight the need forsatisfied customers and the importance ofmaintaining that relationship to the benefitof your own bottom line. But how manyorganisations involve their customers indeveloping those mission statements,visions and values? In order to be the bestin its field, the technical support andoperations team at Rolls-Royce did just that.

“If you look through our values, you’llcome across the word ‘hate’,” says SharronMagowan, head of repair services. “That’san emotive word, one you’re unlikely tofind in any other set of values but it fits inexactly with our view and the views ofour customers — we hate operationaldisruption and cost.” Magowan is part ofan organisation that came into being justover a year ago and, from its outset, shewas determined to involve the customer atevery step. “If you look at our mission —the delivery of world’s best productattributes, technical services andoperational excellence, cost effectively —

and our vision and values you’ll realisethat they’re real. These aren’t focused onour own needs; we sat down with ourcustomers and developed real-worldsolutions to real-world customer needs.

“Yes, like any other organisation we’llprotect our intellectual property but,fundamentally, we’re an openorganisation that is determined to worktogether with our customers to meet theirneeds. We’re customer-focused, customer-facing and that’s key to our success inthis business,” she says. That ‘hate’ ofoperational disruption and cost is acommon theme to the repair servicesteam. In a competitive industry, they aremaking a name for themselves by theway in which they respond, not just bythe results of their actions.

Magowan continues: “We prideourselves on our ‘open-book’ approach torepair development; we welcome andpositively encourage ideas and suggestionsfrom the field and from our customers.We’ll work closely with our customers,joint venture companies and vendors todevelop competitive and technicallyexcellent repair capabilities. As acompany, we are extremely open to thesharing of technical data. Open any Rolls-

Royce manual and you’ll find publishedcomprehensive repair details. Thisapproach is quite different from otherOEMs. Eighty per cent of all of our repairsare non-source controlled and this isimportant since it enables our overhaulbases to perform these repairs withoutspecial approval or clearance from Rolls-Royce. In addition, we actively resist thedevelopment of proprietary repairs asthese become effective barriers to ourcustomers and overhaul bases. I firmlybelieve that both Rolls-Royce and ourcustomers benefit more from an open andcompetitive repair network.

“Customers really appreciate our‘technical variances’ scheme, and we havea within-20-day response as standard forturbo-machinery but, if it’s an aircraft onthe ground then we’ll be there within theday. To be able to respond like that, to bethere for our customers, helping to providetechnical solutions (including repairschemes and technical variances) andexpert advice is what we’ll strive to do atevery opportunity — it meets their needsand therefore our own. We will, in everycircumstance, help customers out of a tightspot. It should go without saying that thissort of response is essential.”

EYB2005_2 7/9/04 10:15 am Page 34

Are you throwing awayyour maintenance budget? Reduce waste with CoreAlertAvoid disruption and reduce maintenance costs with CoreAlert health monitoring services, part of Data Systems & Solutions' CoreControl suite:

� Increase productivity

� Improve reliability

� Save costs

� Proven 300% ROI

For more information on how you can benefit from predictive services visit www.ds-s.com

Discover the real value in your data

[email protected]

Europe: 0044 (0) 1332 777504

USA: 001 703 375 2351

A joint venture between Rolls-Royce and SAIC

www.ds-s.com

Now supporting 200 customers with4000 engines

dds1check2005 13/9/04 5:08 pm Page 3



But it is not just in terms of itsinnovative use of local teams that Rolls-Royce excels: huge advances have beenmade in the application of newtechnologies in the field of repairs. “Wesay we’re delivering world’s best repairtechnical solutions,” states Magowan,“and a great example of that is borescopeblending, best visualised as key-holesurgery.” On-wing, in-situ blend repairs tocompressor blades with foreign objectdamage (FOD) via this ‘key-hole surgery’have helped reduce costs of ownership forone major customer by $10 million.Maximising the use of technology isenabling improvements which can offerbig gains in time and savings. Wecontinue to work with our customers,partners and vendors to push theboundaries and develop better and morecost-effective technology.

“The latest generation of engines has, bydefinition, the latest generation ofmaterials and we have to continuouslyimprove our repair technologies tomaintain our high standards. While theseadvances are being made and we strive toinnovate in terms of service support andtechnological applications, we also knowthat our customers demand minimumdisruption, maximum value and world-best service solutions. As an OEM we also

Delegating authority to local teamsboosts the speed and quality of response,and Rolls-Royce manages this through itsglobal network of facilities which includesHong Kong Aero Engine Services (HAESL),Singapore Aero Engine Services (SAESL)and Texas Aero Engine Services (TAESL).Not only do they assist in a timely fashionbut they also offer high professionalismand boast regional knowledge andunderstanding. SAESL’s satellite repair teamwill be fully operational in late 2004. Thislocal support network is close toMagowan’s heart — she set up the firstsatellite repair team in HAESL beforereturning to Rolls-Royce in Derby as repairservice manager and subsequently beingpromoted to head of repair services.

have complete control over design andmanufacture; we know the impact of onepart not only on its ‘neighbour’ but on theengine as a whole, something that third-party spares manufacturers do not haveany visibility of,” says Magowan.

According to Magowan the Trent 900 asa prime example of this. This is the launchengine for the Airbus A380 and is due togo into service with Singapore Airlines inSpring 2006. Although still in development— with certification due in October 2004— repairs are being collated so that by thetime the engine goes into service the targetof 300 repairs will have been achieved.

“That repair requirement will begenerated from Trent family serviceexperience and Trent 900 developmentrunning,” explains Magowan. “Thoserepairs will be prioritised to meet criteriasuch as on-wing maintenance repairs andreducing the maintenance cost of high-cost components.”

Ensuring the solution is designed in atthis stage of engine development is vitalbut Magowan still stresses the importanceof listening to the customer. “Open aRolls-Royce manual and you’ll find therepairs detailed. Look at the developmentprogramme of our engines and you’ll findthe consideration given to ensure repairsthat are much easier, quicker and cost-effective. Most importantly, we will listento and work with our customers andmembers of our repair network. Comeand talk to us - we hate operationaldisruption and we’ll work with you todevelop an appropriate solution!”

Around-the-clock service

A new-style customer response unit,available 24-hours-a-day, seven-days-a-week to provide airlines with coordinatedand proactive support, has been launchedby Rolls-Royce in Derby, UK. Theoperations room, located in Trent Hall 2and manned round the clock by teams ofsix on a three-shift rotation, was aninitiative within the 2003 airlines businessre-organisation, emerging as part of thetechnical services and operations unitunder director Paul Craig.

Rob Hill, head of operations room,explains: “We wanted to raise ourresponse and fleet monitoring to a levelwhich reflects the needs of the expandingglobal customer base. We knew this typeof team-based unit worked well when the

"Yes,like any other organisationwe’ll protect our intellectualproperty but,fundamentally,we’re an open organisation thatis determined to work togetherwith our customers to meet theirneeds…" —Sharron Magowan,head ofrepair services,Rolls-Royce.

EYB2005_2 7/9/04 10:16 am Page 36



organisation needed to be on high alert toprovide response in emergencies, but theproblem was that we followed a patternof creating it in the short-term and thendisbanding. The obvious step was toorganise ourselves at that heightenedlevel on a full-time basis.”

The changes involved union agreementto new working patterns as well as aculture change by some in the widerorganisation who tended to bypass theformer system, preferring to use their ownnetwork of personal ‘experts’ to findsolutions. “That not only causedconfusion, but also it sometimes led totasks being undertaken inappropriately -for instance, work which wasn’t coveredby terms of individual contracts,” saysHill. “One of the intentions under the newsystem is to impose the discipline of asingle point of contact inside Rolls-Royce.We need to control the flow of enquiriesand to be totally disciplined aboutmonitoring the status of our responses.”

One important trait is certainly beingretained and encouraged. The expertsmanning the operations room are exactlythat: typically, highly trained serviceengineers who in many cases haveexperience of being based as fieldrepresentatives with customer airlines.They appreciate the importance ofproviding immediate and practical advicebased on a degree of independentdecision-making.

“Team members will continue to havethe capability to go outside maintenancemanuals to authorise technical variances,”says Hill. “This in no way compromisessafety, but we will continue to placeimplicit trust in their actions. It’s a levelof empowerment airlines appreciatebecause it produces practical solutions.”

Phase one on the path to creating theoperations room began with establishingthe initial team in April 2003. Membersworked in a ‘virtual’ ops roomenvironment, developing tools andstructures, designing and commissioningthe final scheme. Phase two involved thegradual addition of more tasks to theworkload, and this is to be followed by amore detailed review of the processesand organisation.

The operations room is made up of twodistinct areas. A ‘front desk’ crew reactsto customer calls on subjects such asrequests for technical assistance including

remote-site rescue situations potentiallyinvolving the provision, for instance, oflease engine cover. Meanwhile, a ‘backdesk’ team concentrates on forwardplanning and strategy, predicting issuesinvolving fleet management, enginehealth monitoring and constant updatesof the fleet database. This allows accuratetracking of, for instance, ‘on-watch’engines, precise planning of spare andlease engine availability; and provision ofreal-time information on progress of

engines through repair facilities usinginternet tools such as aeromanager.com

There can be no doubt that the growingdemand for TotalCare packages in recentyears reflects the central importance ofcustomer service agreements in thebusiness model. There is also no questionthat the operations room will aid thesmooth running of such service provision,benefiting airlines and improving thebottom line for Rolls-Royce — a classicwin-win situation. �

EYB2005_2 9/9/04 11:40 am Page 37



Managing the maintenance of leasedengines

As the engine leasing markethas matured, moresophisticated methods ofmicro-management havebeen developed and betterunderstandings of prevailingmarket conditions havecome about. Jon Sharp,president & CEO, EngineLease Finance Corporation,shares some of the wisdomthat he has gained in thisregard over the years.

Engine Lease Finance Corporation(“ELF”) is what its name suggests- a leasing company that finances

spare engines and leases them to theworld’s airlines and maintenanceproviders. Leasing companies operatethroughout the world in many markets,from car and truck rental throughcontainers, rail rolling stock, aircraft,aircraft engines and ships; it is noaccident that there is a particularemphasis on transportation equipment,for several reasons. Obviously, theequipment’s very transportabilityfacilitates both the repossession of theasset, in the event of a lessee default,and its prompt redeployment elsewhere.And its worldwide standardisationmitigates any localised economicvolatility.

Also the size and growth of thetransportation market is well-researchedand widely forecast based upon worldand regional GDPs, thus enabling thelessor to predict the future economicutility of the asset it is consideringinvesting in. The lessor can thereforepredict with some certainty the futurevalue of its investment and can setpolicies for depreciation and risk-

hedging, and also define an exitstrategy. A leasing company with aclearly thought-through andimplemented strategy will roll over itsassets on a continual basis and willstand or fall by exiting from its assets atvalues which exceed or fail to achievebook values.

Whatever the macro-economicforethought and planning, however, thewhole strategy may fail if the values ofthe assets are undermined byinappropriate maintenance. Theefficient leasing company will, byvirtue of a deeply-researchedunderstanding of the asset class, set inplace appropriate management systemsand controls designed to ensure themaintenance of value in the asset, itssuitability for being remarketed to thenext lessee and its eventual disposal atprofit.

Commercial aircraft engines aresimply another class of asset to whichthe above principles apply. However, bytheir very nature, the issue of propermaintenance on aircraft engines is moreimportant than on most other assetclasses. This is because the percentagevalue of an engine that depends on its

A leasing company with a clearlythought-through andimplemented strategy will rollover its assets on a continualbasis and will stand or fall byexiting from its assets at valueswhich exceed or fail to achievebook values.

EYB2005_2 7/9/04 10:19 am Page 38

technical expertise and financing power for world-wide

spare engine supportflexible spare engine support

packages to the airline industry.

Engine Lease Finance Corporation

Engine Lease FinanceCorporation

A subsidiary of The Bank of Tokyo-Mitsubishi, Ltd.

Shannon Headquarters: Tel +353 61 363555. Fax +353 61 361785 San Francisco: Tel +1 415 3930680. Fax +1 415 3930677E-mail: [email protected]


spare engine support

Engine Lease Finance Corporation is one of the world’s leading engine

financing and leasing companies specialising in the

provision of individually tailored,

flexible spare engine support


We are a team of highly experienced aviation industry professionals

who, together with our extensive financial resources, provide an

optimum blend of technical expertise and financing power to meet the

operational demands of airlines world-wide.

Operating Leases

Sale & Leaseback

Engine Acquisitions & Re-marketing

Management of Engine Assets


spare engine support

Engine Lease Finance Corporation is one of the world’s leading engine

financing and leasing companies specialising in the

provision of individually tailored,

flexible spare engine support


We are a team of highly experienced aviation industry professionals

who, together with our extensive financial resources, provide an

optimum blend of technical expertise and financing power to meet the

operational demands of airlines world-wide.

Operating Leases

Sale & Leaseback

Engine Acquisitions & Re-marketing

Management of Engine Assets

p2

ELF Airline Fleet CMYK Ad 26/6/01 6:53 pm Page 25



maintenance condition is a lot morethan any of the other asset typesreferred to above.

For example, a used mature engine(one in the mid-range of life for thetype) that is otherwise completelyinterchangeable with others throughouta very substantial worldwide fleet —but is zero hours from full-performancerefurbishment (ZTSO) including totallife-limited part (LLP) replacement —will be worth two or three times asmuch as its equivalent run-out cousin.The value of an older engine (one nolonger in production, with decliningnumbers of host aircraft) will vary moredramatically still; a serviceable enginewill be valued at whatever the flighthours remaining are worth as a functionof the shop visit cost, whereas a run-out engine of this type will be close tovalueless because there is an over-supply of parts with so many enginesavailable for breaking down.

The well-prepared lessor thatconstantly rolls over its portfolio ofassets, selling older product andreplacing it with new, will be lessexposed to this latter effect but must beprepared for it nevertheless. Marketturbulence will not always allow theplanned exit from an asset at theexpected value at the expected timeand, in that case, alternative strategieswill need to be employed to extractvalue from the asset. We will return tothis point later.

The core business of ELF is like manyoperating lessors — that is to say wepurchase assets, in this case commercialaircraft engines — as a long-terminvestment with an anticipated holdperiod of between 10 and 15 years,during which time we expect to placethe engine on two or three successivelong-term leases with differentcustomers, with perhaps one or twoshort-term leases in between in order tooptimise utilisation. The engines areinitially placed on long-term leases withairlines that recognise the economicbenefits of this type of lease over aperiod of typically between five and 10years. The definition of the term‘operating lease’ means that the airlinetakes all operational risk, expresslyincluding that of maintenance, and thelessor is in effect simply a source of

finance, rather than a source of anengine, which will likely have been theairline’s in the first place and then soldand leased back. The lessor, however,cares greatly how that maintenance iscarried out, for it affects both the valueand re-marketability of its engine assetat lease end.

At the end of each lease, the plan isto move the engine smartly to the nextlessor. To facilitate this the engine mustmeet minimum standards in many areas,all of which should have beenanticipated in the lease documentationand in the on-going management of thelease. During this time the airline willregularly report to the lessor detailsconcerning engine usage, including thehours and cycles consumed andcondition monitoring data.Additionally, the lessor’s nominatedrepresentative will inspect the engineand its records on a regular basis. Therecords must always be complete,accurate, up-to-date, in compliancewith airworthiness authorityrequirements and in the case of LLPs,traceable back to birth.

Full shop visit history should beavailable showing that all applicableeffective airworthiness directives (ADs)have been complied with and all high-priority service bulletins (SBs)incorporated. If the engine is capable ofoperating at different power ratings, thetime spent at each setting must berecorded since the limits on the LLPsmay differ from one rating to the next.At lease end, the QEC should becomplete and all components must beserviceable. The engine must be free ofany carry-forward defects and itscondition-monitoring track should befree of signs of abnormal performancedeterioration. If any of these standardsare not evidenced faultlessly, thepotential new lessee may reject theengine and the lessor may find himselffacing the unplanned expenditure of ashop visit to rectify matters before itcan lease the engine again.

Airline lessees exist in a wide varietyof jurisdictions falling under differentnational airworthiness authorities —but they usually have shop visitscarried out at FAA- or JAA-accreditedagencies and in the lease contract, thelessor will usually insist upon both

EYB2005_2 7/9/04 10:23 am Page 40



standards being complied with becausethe next lessee will not be known atthat stage and may require either.Worldwide, there is a growingsophistication and capacity for theoverhaul of most engine types but,nevertheless, an engine lessor mayexpress a preference for certain shops toaccomplish engine overhaul work.Alternatively, it may wish to excludeother overhaul shops if it has had badexperiences previously.

The lessor will set standards for allshop visits and will wish to becomeinvolved in all engine shop visits,especially the final shop visit prior tothe return of the engine from lease. Theminimum standards applied in the leasedocuments may not suit theexpectations of the next potential lessee(if known) and so the lessor mayrequire a deeper shop visit thanrequired by the lease, investing its ownmoney to have certain modifications orreplacements carried out beyond thespecified minima. There arecircumstances where the opposite mayapply, and the lessor will want lesswork done because it is planning anearlier than originally expected exitfrom the engine. Indeed, it may notwant a shop visit at all (see below). Theapplication of this type of flexibility isincreasingly a feature of the engineleasing industry.

A thorny subject is that of theincorporation of non-OEM parts (PMAs)and non-OEM repairs (DERs) at shopvisits. Engine OEMs, not surprisingly,wish to keep the supply of parts andrepairs to themselves, but in so doinglimit competition and cost reductioninitiatives. Whilst at first glance it mayappear that the lessor should welcomethe use of PMAs and DERs because ofthe potential for cost reduction, thelessor faces the problem that not all ofits potential customers and/or theirairworthiness authorities willnecessarily accept them. Consequently,an engine that is redelivered with eitherPMAs or DERs incorporated may have alimited market, which is a restrictionthat the lessor cannot tolerate. Hence,until there is wider acceptance of PMAsand DERs, they will be expresslyexcluded in operating lease contracts.

The engine will also need to have an

expected life remaining at lease-endthat is suitable for the new lessee’spurposes, which is why the operatinglessor will insist upon a meaningfulminimum return condition. Thisminimum return condition is unlikely tomatch the condition the engine wasacquired in, and so there will be aformula for a financial trade-off. In aperfect world, the lessor will havecollected maintenance reserves exactlybalancing the hours and cycles burnedoff the engine in order to protect itsexposure. This is almost universal forshort-term leases (meaning monthsrather than years) and providesconsiderable comfort to the lessor,particularly from a credit point of view.Nevertheless, the risk that the lessorhas not calculated the correct rate ofreserves (or has been knocked down toofar in negotiations) remains, and sowhen it comes to paying for a shop visitit could be under-funded. As indicatedpreviously, the lessor whose corebusiness is operating leasing, may relyupon short-term leasing as a stop-gapwhen it has an engine returned from along-term operating lease but does notyet have another long-term home.

The collection of maintenancereserves for a true long-term operatinglease is less common, but at least thelessor should have the benefit of anobligation on the part of the lessee torestore the engine to the minimumreturn condition and/or to pay cashcompensation for difference incondition in both remaining shop visitlife and LLP cycles. To that extent, thelessor accepts the credit risk of thelessee, as mitigated by whateversecurity package is included in thelease, such as deposits, letters of credit,parent company guarantees and thelike.

Turning back to the lessor’s exitstrategy and the frustration of soundplans by market turbulence, we canagain emphasise the importance ofmanaging maintenance by the variousmeans mentioned above. If the lessor isunable to fulfil a planned divestment byselling the asset outright, either as afinancial product with a lease in place, oras a stand-alone piece of machinery, itwill turn to other ways of liquidating itsinvestment profitably. Assuming

Assuming appropriatedepreciation has been charged

and adequate reserves posted tothe balance sheet,the engine

lessor has the option of runningdown the valuable hours andcycles remaining by basically

selling power to an airline andaccepting the return of a run-outengine which the lessor will then

sell or consign to a parting-outagency or overhaul shop.

EYB2005_2 7/9/04 10:27 am Page 41



appropriate depreciation has beencharged and adequate reserves posted tothe balance sheet, the engine lessor hasthe option of running down the valuablehours and cycles remaining by basicallyselling power to an airline and acceptingthe return of a run-out engine which thelessor will then sell or consign to aparting-out agency or overhaul shop. Awell-maintained and operated engine willspend more time on-wing and so earnmore dollars and one with impeccablerecords will fetch the best price from theparts agency. An engine that has PMAparts installed or DER repairsincorporated may be valued less highly.

The key to exploiting the appropriateexit strategy for a given engine isflexibility. The operating lease will havebeen written typically seven yearspreviously and lease-end marketconditions may be far from what wasoriginally expected. The lessor has tomonitor the market carefully and workwith his lessee in partnership to achievethe best outcome. Uniquely, this can beachieved with aero-engines by tradingmetal for money, in either direction. Forexample, if an engine nearing the endof its lease is in need of a shop visit to

restore it to the minimum returncondition specified in the lease, withthe attendant spend of maintenancereserves (whether held by the lessor orby the lessee as a balance sheet accrual),and market conditions are not good foranother long-term lease prospect (whichis what the return conditions weredesigned for seven years previously)then the lessor should contemplatewhether it is better to release the lesseefrom the obligation of the shop visit,take the engine back as is and hold onto the cash. Such pro-activemanagement of the maintenance processrecognises that part of the asset isalready liquidated (the cash held), thatit can be short-term leased to burn offremaining hours and cycles (raisingmore cash) before being sold to a part-out agency (clearing at least book valueand ideally making a profit); it is worthre-stating that the success of thisstrategy will depend upon the chargingof appropriate depreciation and theprudent accumulation of reserves overthe seven years.

Alternatively the lessor may decide tocollect as much cash as possible fromthe hours and cycles remaining, butstop short of a sale of the enginebecause it believes that values willrecover as the overall economic cycle orthe micro-cycle applicable to thatengine swings back. In thiscircumstance and depending on theflexibility of the lessor’s finances, thedebt against the engine can be reducedby the cash collected, so that thecarrying cost is minimised and the assetis held for an anticipated future upturnin the market. When an upturn isjudged to be imminent, the lessor willrestore the engine by spending on ashop visit before leasing it out in arejuvenated market.

In summary, the process is overall oneof macro-economic planning involvinginvestment and divestment (exit)strategies which should be combinedwith the ‘sleeves-rolled-up’ day-to-daymicro-management of an individualengine through its maintenance andmarket cycles so that the value of theoriginal investment is optimised. Itrequires a flexibility of approach andenlightened co-operation betweenlessee and lessor. �

EYB2005_2 7/9/04 10:29 am Page 42

Confidence before and after

it’s time to test your engine

CF6-50C2CF6-80C2A/BCFM56-3B/3C

CFM56-7B

PW4000PW2000JT8D-217/219JT9D-7R4/7QRB211-535

GA Telesis Turbine Technologies is a leader in providing airlines and maintenance organizations with a variety of services including engineparts redistribution, engine sales, leasing, power-by-the-hour, asset management, engine maintenance management and technical supportfor GE, CFMI, IAE, Pratt & Whitney and Rolls Royce engines

GA Telesis Turbine Technologies5400 NW 35th Ave.Fort Lauderdale, FL 33309Tel: 954-676-3111Fax [email protected]

One of the world’s mostcomprehensive independentjet engine parts inventories for

newtelesis_ad 6/9/04 10:21 am Page 3

CFM56-5/A/B/C



Upgrading GE’s maturingengines

Two years after we firstreported on GE’s strategicventure into the business ofupgrading its mature fleet ofin-service commercialturbofan engines, GE EngineServices explains how itsstrategy is paying off.

GE Aircraft Engines was thefirst of the engine OEMs toimplement a systematic

strategy of technology transfer to itsmaturing in-service engines. It allcame about as a result of the creationof GE Engine Services in 1994, whena services engineering organisationwas formed to improve theproductivity of long-term supportcontracts — typically maintenancecost per hour (MCPH) agreements.Subsequently, GE elected to makesuch improvements available to othercustomers, which eventually led tothe formation of a dedicatedupgrades group.

“It is a strategy to continue to infusethe latest technology into our moremature product lines. We did not justlook at a cost problem on a compressoror turbine blade. Rather we took asystem-wide approach by evaluating allthe technologies we could use to takethe engine to a new level,” commentsBob Barton, general manager,marketing, GE Engine Services.

Today there are no less than eightmajor upgrade ‘products’ availablecovering the bulk of GE’s in-service

fleet. Broadly speaking, they all aimto improve performance and on-winglives while reducing operating andmaintenance costs. Most would befitted as and when the engines cameoff wing for a scheduled overhaul.The applicable engines types includeCF6-6, CF6-50, CF6-80A, CF6-80C2,GE90-90B and CF34-3A. Together thisrepresents an engine fleet of some5,943 engines powering some 2,359aircraft, according to AvSoft’s ACASdatabase. And to add to this, GE alsosupports a number of upgrades forthe vast CFM56 fleet — however, thiswas the subject of another article in arecent issue of Aircraft Technology.

CF6-6 and -50 upgrades

The most recently certifiedprogrammes of those covered here isthe CF6-6 and CF6-50 “hot sectionupgrade”. Following an agreementannounced in October 2001, AirFrance has now fitted over 40 kits forthe CF6-50 upgrade at its owntechnical facilities. The programmecalled for GEAE to provide up to 106hot-section upgrade kits for theairline’s CF6-50 engines powering its

B747-200s and B747-300s. “Air Francehas finished installing around 60upgrade kits — I believe the finalnumber installed was around 60,”notes Barton. This upgrade, certifiedin November 2001, is billed asproviding up to 22 per centimprovement in engine cost ofownership through the incorporationof advanced materials andtechnology, extending time-on-wingand reducing shop visit cost. Listprice per engine is presently in theregion of $1.0 million.

Interestingly, Air France hasactually combined several kits inparallel: the hot section (HPT nozzle,HPT blade stage 1); an improvedcompressor blade set; and thirdly, anew metal combustor installed inaddition to the turbine frames andcompressor blade refurbishment. Themodified combustor reduces thelikelihood of fragmentation whichwould result in additional shopvisits.

FedEx has also been a significantcustomer and has steadily increasedits time-on-wing through the use ofthe “HT90” upgrades on the CF6-6

EYB2005_2 7/9/04 10:30 am Page 44



upgrade if they are retiredimmediately after passenger-carryingduties. However, many others willundoubtedly be re-assigned as cargo-haulers, in which case, the businessjustification for engine upgrades onthis model would appear to remainsound, especially as world economiesrecover.

CF6-80A & -80C2 upgrades

Turning to the more modern CF6-80variants, Barton is particularlyupbeat: “Where we see the growth inthe CF6 family has been in the hotsections of the -80A and -80C2.Typically in our technology portfoliowe have materials technology, controlsystems technology, aerodynamicdesign technology, and for the CF6-80A and -80C2, we have gone into thematerial technology ‘bucket’ and‘pulled out’ mono-crystal N5 hotsection airfoils, and we offer those asreplacement airfoils for the -80A and-80C2.”

The -80C2 market is potentiallyhuge — there are almost 3,000engines in service. The larger andmore modern -80E on the A330

for its DC-10s. Focusing on theturbine section, this modificationincorporates new hot sectionmaterials to address EGT and bladedistress. It aims to reduce total costof ownership by around 35 per cent.List price is presently around $2.4million.

The Fan Speed Modifier programmeis no longer active for two reasons:(a) lack of demand (many CF6-50/-6aircraft being taken out of service);and (b) some technical difficultiesintegrating the new electronics withthe existing analogue systems.Regarding the broader outlook forthe CF6 series, Barton is optimisticyet cautious: “As most of the aircraftpowered by the CF6-6 and -50 moveinto the freighter world, we willcontinue to have upgrade kits whichwill keep those engines insubstantially better shape, at loweroperating costs, especially regardingthe hot section where most of this isfocused. Incidentally, while the CF6-50 and -6 markets have both slowedsignificantly, we nevertheless sustainthose engines for customers whowant a longer ownership horizon,”says Barton.

It should be remembered that AtlasAir was a launch customer for CF6upgrades along with Air France andFedEx. However, while Atlas is stilldesignated as a customer, it hasnevertheless encountered a number ofinsurmountable difficulties, not leastof which was the sudden loss of itsfounder and CEO, Michael Chowdryin a light-aircraft crash. [Indeed,prior to both this tragedy and the9/11 aftermath, that carrier was evenexpected to be a launch customer forthe cargo version of the A380.]Anyhow, the immediate consequenceof this was a pause for thoughtfollowed by a complete financial‘restructuring’ — a process which isstill ongoing at the company. Inshort, as things stand today, Atlasstill has a programme for installingthe CF6 upgrades, albeit at a slowerpace than was originally envisagedprior to the difficulties.

Overall, it is fair to say that a largeproportion of the CF6 ‘classic’ fleetmay be less than likely to see an

employs the most advancedtechnology already, specifically thestage 1 & 2 blades, HPT nozzles andHPT shrouds. “Because thecomponent dimensions were similar,”notes Barton, “we have been able toinfuse the technology of the -80E intothe -80C2. This particularly benefitsoperators of the -80C2 with higherthrust capability, as well as thosewith difficult operating conditionslike marine environments or hot &high takeoff.”

In essence, the -80C2 upgradepackage offers new HPT airfoilmaterial for all the stages. “The mostaggressive part of the upgrade, andthe one which most airlines areinterested in,” explains Barton, “is thestage 2 HPT nozzle. The -80C2 isunique in that you specify anystage(s) of the HPT to upgrade; youdon’t necessarily have to upgrade theentire turbine all at the same time.”

He points out that the largestupgrade customers would tend to becargo operators which see the valuein longer on-wing times as well aslower material costs across theirfleets. “For them the cheapest shop

EYB2005_2 7/9/04 10:38 am Page 45

visit is the one they don’t have,” headds. “They will spend a little moreincrementally at the [upgrade] visit,but then the objective is to reducethe number of visits in the longerterm, and subsequently, when theydo have their next visit, the materialcosts should be substantially lower.”

GE90 thrust upgrade

Regarding the GE90 upgradeprogramme, he adds: “The biggestsuccess we’ve had recently has beenthat quite a number of GE90-94Bupgrades have been ordered byairlines that initially purchased the -90B. In the first quarter of 2003,China Southern ordered the -94Bupgrade.” In the second quarter of2004 Continental ordered the -94Bupgrade as well.

The programme in questionincorporates 3D aerodynamics in theHPC. It also optimises some HPTcooling and improves clearances inthe LPT. In addition, it allows aGE90-90B operator to either takeadvantage of lower fuel burn at theoriginal 90,000lb thrust level, orbenefit from improved aircraftpayload-range performance with the94,000lb thrust level. Thus theoperator can use it either way. Ofcourse, it is more cost-effective if anoperator is going to extend its routestructure and use the higher thrustfor that extra payload-rangecapability, as that pays back fasterthan a straight fuel-burn reduction.

The GE90 upgrade also improves theoperating temperature of the engineand helps to reduce maintenancecosts. For example the GE-90B withthe -94B bill-of-materials and ‘3D-aero’ operates at lower temperaturesand does improve maintenance costs.

CF34-3A1 to CF34-3B1 conversion

It should be noted that there has beena CF34-3A to -3B conversion for quitesome time. Although the -3B is thecurrent production engine, there aremany -3A engines in circulation,primarily with Delta Connection andpreviously with Lufthansa CityLine. Thelatter is actually the largest customer forthe CF34-3A to -3B upgrade and is aboutone to two years away from completing



GE turbofan programmes summaryCF6-50 HPT durability upgrade overview/benefits:-

� advanced turbine materials, coatings, and cooling technology from latest generation of aircraft engine design;� N5 material upgrade for stage 1 nozzle, eliminates trailing-edge bow, improves EGT retention,

improves mean time-to-scrap, and reduces repair work scope;� N5 material upgrade for stage 1 blade improves EGT retention, improves mean time-to-scrap, and

reduces repair workscope;� projected value:- up to 22 per cent improvement in time on-wing; shop visit cost reduction up to

$65,000 in HPT blade and nozzles; improved HPT durability up to 50 per cent in stage 1 blade and25 per cent in stage 1 nozzle; improved EGT and performance retention; payback in one shop visit;

� target customers: CF6-50 operators;� results to date: endurance test results: 2,000 cycles between shutdown and takeoff (200 cycles run

above EGT redline). All blades and nozzles in serviceable condition; no blade or nozzle distressnoted; Only 9°C EGT deterioration occurred;

� customer results to date: Significant improvement in test cell EGT margin from non-upgraded enginesto upgraded engines.

CF6-80A HPT durability upgrade overview/benefits:-� reduced engine cost of ownership by up to 17 per cent through the incorporation of advanced

materials coatings and cooling technology, extending time on wing and reducing shop visit cost;� N5 material upgrade for stage 1 nozzle eliminates trailing edge bow, improved EGT retention,

improves mean time-to-scrap, and reduced repair work scope;� N5 material upgrade for stage 1 blade confers improved EGT retention, improved mean time-to-scrap,

and reduced repair work scope;� projected value: up to 12 per cent improvement in time-on-wing; shop visit cost reduction up to $70,000

in HPT blade and nozzles; improved HPT durability; improved EGT and performance retention;� present customers: Federal Express.

CF6-80C HPT durability upgrade overview/benefits:-� reduced engine cost of ownership by around 24 per cent through the incorporation of advanced

materials, coatings and cooling technology, extended time-on-wing and reducing shop visit cost;� HPT durability from material and design change on: stage 1 HPT blade, nozzle, and shroud; stage 2

HPT nozzle and shroud;� allows for fleet commonality with CF6-80E engine;� upgrade package tailored to customer’s fleet;� purchase as entire kit or by specific component;� upgrade as entire set or during scrap replacement on piece-part level where applicable;� projected value: up to 20 per cent improvement in time-on-wing;� shop visit cost reduction up to $150,000 in HPT blade, nozzle, and shrouds;� improved HPT durability;� target customers: CF6-80C operators.

GE90-90B to -94B to upgrade overview/benefits:-� incorporates 3D aero HPC airfoils, fan outlet guide vane sealing, HPT active clearance control

optimisation plus LPT clearance reduction;� increased payload capability for longer-range missions, takeoff from limited airports and under hot day

conditions;� increased thrust capability to GE90-94B rating;� 1.6 per cent fuel burn reduction and more than 20ºC additional EGT margin;� reduced maintenance cost by up to 10 per cent;� typically, less than a three-year payback horizon;

the applicable market for these upgrades: Operators of GE90 baseline engines other than the -94B;� upgrade is incorporated at the next scheduled shop visit, at GEAE’s Wales facility;� programme development timeline: Over 50 per cent of the GE90 fleet has committed to this upgrade.

CF34-3A1 to CF34-3B1 upgrade overview/benefits:-� HPC: recontoured airfoils in rotor and stator; number of rotor airfoils reduced from 30 to 26; and

improved material in rotor airfoils (DA718 versus HS718);� HPT: improved airflow; improved material in stator and stage 2 nozzle;� LPT: improved transition design to prevent thermal cracking; improved heat transfer in transition

reduces case temperature; improved aerodynamics in stage 3 nozzle; improved material (HS188) instator; integral seals in nozzles reduce wear;

� projected value: improved takeoff thrust; improved climb thrust (0.7 per cent at 10,000ft; 2.2 per cent at 37,000ft); fuel burn reduced (3.1 per cent at takeoff, APR takeoff, and maximumcontinuous operation; up to 2.1 per cent at maximum cruise); improved durability; improved life-limited parts lives for longer time on wing;

� target customers: CF34-3A1 operators;� Main achievements to date: Upgrade is fully developed and released. The upgrade kit may be installed

during a shop visit by authorised CF34 overhaul providers. Installation is already under way.

EYB2005_2 7/9/04 10:48 am Page 46



all its engines. At some point, however,other big -3A operators would probablybegin to convert from -3A to -3B.

To follow on, GE is also developingan HPT nozzle durability upgrade forthe -3B which should have completedtesting and certification by the firstquarter of 2005. This upgrade to theHPT nozzles will provide durabilityimprovement. The focus of CF34upgrade development has turned toreducing maintenance costs. On theR&D side, GE is also looking for anoverall assessment of whether there is amajor upgrade which it can implementto the CF34-3. The company is lookingat 3D-aero and advanced materials, butnothing has been determined as of yet,according to Barton. Similarly, while thelargest growing fleets of newer CF34sare the -8E and -8C on the ERJ-170,CRJ-700 and CRJ-900, GE hasdeveloped a common bill of materialsfor the -8C program which will beavailable in the first quarter of 2005.

Economics

In a typical upgrade GE would takethe list price (which is usually for awhole ship-set) and subtract out thenormal material spend which theoperator would have otherwise incurredfor a regular shop visit, and then GEwould determine the ‘incremental’dollar value. Barton illustrates thisconcept:

“An HPT blade scrap-rate at anoverhaul would normally be 30 per cent— an expense which an airline wouldnormally face. Therefore the resultantcost is often much lower than the listprice of the upgrade. And of coursethere are negotiated discounts availablefor fleet-wide incorporations and returnof the displaced hardware. In addition,displaced parts can be reconditioned,usually through GE Aviation materials;otherwise they are scrapped.”

He adds: “While list prices haveescalated by between three and five percent, depending on the upgrade kit, theactual cost which the airline typicallysees varies, especially in the case of amanaged engine fleet like FedEx. In thiscase, the operator pays for theperformance improvements over time soprice becomes incorporated into thelong-term service agreement, and

moreover, the airline will probablyobtain a discount.”

“Typically we see a return oninvestment for the customers in the 15-25 per cent range, and payback periodswhich can be as short as eight or ninemonths, prior to any subsequent post-upgrade shop visit. So when we analyseeconomics and determine pricing, wedevelop modelling for fleet-wideincorporation, taking into account thevery specific operating conditions ofevery airline. We customise eachupgrade package.”

Outlook

On the market for upgrades ingeneral, Barton observes: “The firstcouple of years were great in terms oforders. However, 2001 and 2002 havenot been as good. The market for engineupgrades has closely mirroredutilisation and shop visits across theboard, which have been depressed.However, as that begins to turn, I thinkwe will see more interest in upgrades.”(Upgrades have seen steady growthsince 2000. Sales continue to improve ascustomers become more aware of thevalue.) �

"Typically we see a return oninvestment for the customers in

the 15-25 per cent range,andpayback periods which can be as

short as eight or nine months,prior to any subsequent post-

upgrade shop visit…." —Bob Barton,general

manager,marketing,GE EngineServices.

EYB2005_2 7/9/04 10:53 am Page 47



The aero-engine aftermarket andopportunities in gas path diagnostics

The gas turbine aftermarkethas undergone significantchange and is set to seemore profound changes inthe future. Suchdevelopments are of greatimportance to this industry,where reliance on theaftermarket is an essentialpart of the business case.Professor Riti Singh ofCranfield Universityconsiders some of the ideasunderpinning advanced gaspath diagnostics and the roleof this technology in thechanging businessenvironment.

In the early years, advances intechnology, such as cooled bladesor the move from pure jets to

turbofans, offered large advantages infunctionality, making the enginebusiness a research and designtechnology-led industry. The 1970sand 1980s saw market pressuresdriving down purchase costs, leadingto the integration of engineering andmanufacturing. The last two decadeshave seen an increasing emphasis onlife-cycle costs and significantimprovements in engine reliabilityand on-wing life.

Recently, the business paradigmhas been changing. Enhancedreliability, long on-wing life and alucrative aftermarket have led toengine manufacturers seeking long-term maintenance contracts, quiteoften through the use of by-the-hourcontracts. Not only the OEMs butalso competing OEMs, operators andspecialist players are active in thesemarkets. In these circumstances, akey competitive advantage for

manufacturers will be theirunderstanding of this market and oneconsideration within this will beengine diagnostic capabilities.

Reducing life-cycle costs

From an airline’s perspective, theengine-related costs represent asubstantial fraction of the directoperating costs (DOC). In a long-range aircraft, the propulsion systemaccounts for about 20 per cent of theinitial cost and up to 55 per cent ofthe recurrent maintenance costs.

It is therefore no surprise that thelast two decades have seen anincreasing emphasis on reducingaero-engine life-cycle costs andimproving engine reliability and “lifeon-wing”. Both engine acquisitioncost and maintenance costs have beensubstantially reduced by the adoptionof the concept of derivative designsand modular products. This hasreduced the amount of developmentand manufacturing work required fora new engine concept. Additionally,

great improvements have beenachieved through team-basedworking practices, improvedprocesses and the extensive use ofinformation technology. Maintenancecosts, however, have mainly benefitedfrom the substantial increase inengine life and reliability, as well asfrom the development of newapproaches to the customer supportoperation. The latter include enginehealth monitoring, which can providea more planned maintenance scheduleand a reduction in the number ofspare engines required.

OEM’s perspective

From the perspective of the aero-engine manufacturer, the reductionof aero-engine life-cycle costs and theimprovement of customer supportoperations are becoming the key tomarket survivability. Within theaero-engine industry, a lot of interestis focused on the headline-grabbingoriginal equipment sales successes ofthe major engine manufacturers.

EYB2005_2 7/9/04 10:59 am Page 48



The Leader in RVI Remote Visual Inspection

TO SOME PEOPLE,

NewSmall-space video borescope

AT EVEREST VIT, IMAGE IS THE ONLY THING

IMAGEIS EVERYTHING

A D V A N C E D P O R T A B L E M O D U L A R

To schedule a product demonstration, please call

North and South America 1-888-332-3848 or +1 973-448-0077France +33 (0) 2 282 23 0800Germany, Eastern Europe, Middle East and Africa +49 (0) 7471 98820Hong Kong and Asia +852 (0) 2877 0806Italy +39 0309 651341Japan +81 (0) 3 5607 5670UK and Ireland +44 (0) 1993 822613

or log on to www.everestvit.com

© 2004 by Everest VIT, Inc. Everest VIT and VideoProbe are registered trademarks of Everest VIT, Inc. Completely Focused on RemoteImaging and XL PRO are trademarks of Everest VIT, Inc. All other product names are trademarks of their respective owners.

� CompactFlash® removable storage media� Over 2 hours of MPEG2 full-motion

audio/video recording and playback� Playback video on any Windows® PC� USB streaming digital video output� Integrated temperature warning system

� Five interchangeable probe diameters from 3.9mm (0.153 in.) to 8.4 mm (0.331in.)

� Integrated viewing, recording,measuring, comparing and playback

� On-screen time/date, temperature warning,articulation position and character generation

� Life extension, based on individualengine/component condition andusage profile.

� Exchange of ‘life-expired’ engines toother uses to absorb residual creepor fatigue lives;

� Reduced need for spares holding;� Availability management to limit the

need for unplanned maintenance.Improved ‘departure’ statistics.Reduced in-flight shutdown ratesand maintenance away from base.Enhanced airline reputation;

However, as a senior aero-engine gasturbine industrialist once famouslystated, “the aero engine business islike the razor business: you can giveaway the engines because the moneyis made on the blades!” The total 20-year value of the aero-engine marketis approximately $750 billion, ofwhich 45 per cent is judged to be inthe aftermarket. This is large by anymeasure. Further, the aftermarket’simportance to the enginemanufacturers is critical and twofold.Firstly, the margins are higher thanin original equipment sales. Next,whilst new equipment sales can bedeferred during economicdownturns, the aftermarket maysustain the business until the nextupturn.

Aero-engine and gas pathdiagnostics

Engine condition monitoring andengine diagnosis have beenrecognised, for some time, asimportant assets in making moreinformed decisions on the usage,maintenance, overhaul or replacementof the engine or one of itscomponents. The importance of suchtechniques has been re-emphasised bythe changes in market positioningdiscussed earlier. Additionally,improvements in instrumentationquality, information technology andweb-based systems have resulted inlarge quantities of data beingroutinely gathered from the operationof fleets of engines. Industry has yetto obtain the full extent of the addedvalue that advances in gas turbinediagnostic systems offer, particularlywhen, in these changed circumstances,they are coupled with businessobjectives. Gas path diagnostics is animportant element of such futureambitions. That gas turbines routinelydeliver high availability and long lifeis now broadly accepted. The questionthat remains is whether theavailability and life is achieved byusing relatively large “safetymargins”, as these imply additionalmaintenance, shorter component livesand hence higher costs. Among thequantifiable benefits from the use ofappropriate gas path diagnostics are:

� Definition of work packages basedon actual diagnosed condition,instead of the ‘average’ engine;

� Clarity in defining cost-effectiveaftermarket agreement objectives.Scope and resource management;

� Performance management to include‘thrust rating’ and adaptive control;

� Instrumentation selection againstusage objectives.

The next sections offer anintroduction to the underlying theoryof gas path diagnostics and a brief

EYB2005_2 9/9/04 3:12 pm Page 49

highlight of some of its latestdevelopments.

Overview of gas path diagnostics

In a fundamental sense,performance monitoring and faultdiagnostics involves the processing ofengine measurements. In all cases,some performance parameters of theinvestigated engine are compared tothe corresponding values of anengine considered to be ‘healthy’.The parameters used and the way ofderiving them characterise eachdifferent diagnostic method. Broadlyspeaking, all these techniques rely onwhat is known as gas path analysis(GPA). A practically useful techniqueshould be able to take into accountthe measurement noise and a possiblesensor bias, while at the same timepreserving the non-linearity of thesystem.

The solution to the problem requiresthe search for a best match betweensome simulated performance parameters(such as temperatures, pressures andspeeds) and the corresponding valuesfrom the deteriorated engine. This isdone by defining a suitable error or

objective function. The objectivefunction should correctly represent theproblem and should be easy to compute.

Gas path diagnostics techniques maydiffer in:� The definition of the error function

or objective function that define theabove-mentioned best match.

� The number of operating points atwhich the measurements are taken.

� The number of measurements (levelof instrumentation).

� The quality of the measurements(quality of instrumentation).

� The algorithm for searching throughthe vast search space effectively andin a reasonably short time.

Cranfield University has substantiallycontributed to the latest developmentsof gas path diagnostics, particularlythrough the application of novelnumerical tools, such as neuralnetworks, fuzzy logic and geneticalgorithms. There follows a descriptionof some of the research beingundertaken in this direction.

Neural networks

Artificial neural networks (ANN),one of the artificial intelligence

techniques, were introduced into gasturbine diagnostics in the late 1980s.An ANN is a massively parallel,distributed processor with simpleprocessing units. It simulates thefunctional relationship betweendependent and independent variablesby storing experimental knowledgein the network (training phase) andmaking it available for use(application phase). An ANN isespecially useful when there is nomodel at all to describe the physicalphenomenon under analysis, or whenthe model itself is either too poor ortoo complex to be used. In gasturbine diagnostic applications, theinputs to the network are thedeviations of the gas pathperformance parameters such aspressures and temperatures, whilethe outputs are the shifts of some gasturbine component characteristics,such as changes in flow capacity andefficiency. The functionalrelationship is stored in the weights(or synapses), which are obtained bytraining the ANN with trainingsamples.

The features which make ANNamenable for engine diagnostic tasks are:� ANN can cope with the large

amount of noise affecting gasturbine measurements, even thoughsome parameters have to be chosenat the design stage and at thebeginning of training;

� ANN do not require the setting ofcritical parameters, such as the onesrequired in Kalman filter-basedtechniques to fix the standarddeviation of each performanceparameter;

� ANN could be trained online tomonitor the engine health in real-time;

� ANN is capable of dealing with thelarge non-linearity that characterisesthe correlation betweenmeasurements and performanceparameters in a gas turbine;

� ANN could be used to performdiagnostics using different datasources — vibration, aero-thermodynamic results and gas-pathdebris data represent, amongstothers, comprehensive inputs to anANN-based system.



EYB2005_2 7/9/04 11:03 am Page 50



For complicated gas turbinediagnostic problems, a single neuralnetwork may not be enough to getrobust and accurate results. Thediagnostic task can be better done if itis divided and shared with a nestedneural network approach [1]. Anexample of such a developed techniqueand system is shown in figure 3.

Fuzzy logic

A fuzzy logic system is a non-linearmapping of an input feature vector intoa scalar output [2, 3]. The flexibility offuzzy logic systems in handlinguncertainties has played a key role intheir wide usage for variousengineering applications.

A typical Multi-Input Single-Outputfuzzy logic system [3] performs amapping from to using four basiccomponents: rules, fuzzifier, inferenceengine and defuzzifier.

f : V E Rm �WE RWhere V=V1xV2x...xVnERm is the input

space and is the output space.

The rules are expressed as IF-THENstatements (for instance: “if theexhaust gas temperature and thecompressor delivery pressure arehigh then the fault could be in thecompressor module”). Such rules areeither obtained from experts in thefield or from numerical data obtainedby performance simulation in thecase of gas turbines. Once the rulesdriving the fuzzy logic system havebeen decided, the system can beexpressed as a mapping of input datato output data. The fuzzifier mapscrisp input members into fuzzy sets.This is needed to activate rules thatare expressed in terms of linguisticvariables. The role of an inferenceengine is to determine the way inwhich the fuzzy sets are combined.The defuzzifier has the opposite roleof the fuzzifier and converts thefuzzy values to crisp ones.

The brain of the fuzzy logic systemis in the rules and these must becarefully formulated. Like ANN,fuzzy logic requires a substantialamount of information in the form oftraining data. This data can beobtained either from actual engineruns or from the utilisation of

suitable performance models. Whilethe first option is time- and resource-consuming, the latter requires anaccurate model. More recent research[4] shows further promise of thistechnique.

Genetic algorithms (GA)

GA have recently emerged as apowerful optimisation tool, finding awide range of applications in differentfields. From a diagnostic perspective,GA are particularly suitable foridentifying the minimum of theobjective function.

The metaphor underlying thegenetic algorithm is that of naturalevolution. In evolution, the problemthat each species faces is that ofsearching for beneficial adaptationsto a complicated and changingenvironment. GA follow the naturalprinciple of survival of the fittest.The GA nomenclature is alsoborrowed from the vocabulary ofnatural genetics [7]. In the context ofthis technique, a string refers to apossible solution and a collection ofpossible solutions or strings is calleda population. The fitness of thestring is a function of the objectivefunction and is inverselyproportional to it. The best stringwould therefore have the highestfitness, which means that the valueof objective function would beminimised.

A diagnostics algorithm based on aGA typically starts with a populationthat is created at random;subsequently the objective functionis calculated for each of the strings inthe population. The objectivefunction is then mapped to a fitnessfunction and the larger the fitness,the higher the probability ofsurvival. This mapping can be linearor non-linear. The GA then worksover a number of iterations orgenerations, each containing threefundamental operators: selection,crossover and mutation. The selectionoperator chooses the strings to beused in the next generationaccording to a “survival of thefittest” criterion. The crossoveroperator allows information exchangebetween strings, in an attempt to

generate fitter strings. Crossover iscarried out by swapping parts of twoparameter vectors. Mutation is usedto introduce new or prematurally-lostinformation in the form of randomperturbations to the values of aparameter vactor, without exceedingthe fixed upper and lower thresholds.Figure 4 shows a schematic diagramof a typical generation.

The diagnostic techniques using GAhave been tested on both commercialand military engines and have beenapplied on simple cycle engines as wellas on advanced ones, such as theintercooled and recuperated turboshaft[5, 6]. The results have shown a highlevel of accuracy even in presence ofmeasurement noise and sensor biases.Furthermore, such diagnostic systemsare flexible: in the case that sensibleguesses on the maximum number offaulty sensors are available, theoptimiser can be tailored accordingly.

Conclusions and future of gas pathdiagnostics

The changes in the role of theaftermarket, which are re-definingthe business paradigm for the civil

EYB2005_2 7/9/04 11:11 am Page 51

air transport business, also have aresonance in the defence sector.Concepts such as ‘by-the-hour’,already introduced within the airlineindustry, may become a reality formarine propulsion as navies movetowards lean manning of ships andreduced manpower in ship yards. Gasturbines also play a major role in theenergy business and here too changesare becoming apparent in theaftermarket, where major users aresetting up as competitors to theengine manufacturers, changing

industry relationships andeconomics.

Some of the diagnostic methodspresented earlier are in regular useby the industry in managing enginemaintenance and repair, often inconjunction with other diagnosticstechniques such as vibration and oilanalysis. The combination of suchinformation with detailedunderstanding of the design,operation usage profile and logistics,provide competitive advantage in theaftermarket. The next stage for gaspath diagnostics will see theemergence of powerful hybridtechniques, combining the mostappropriate features of several gaspath diagnostic techniques andcoupling these to other methods. Theavailability of large quantities ofoperational data from individualengines and fleets will providestatistical databases which, whentaken together with advanceddiagnostic methods, will allowimportant advances to prognostics,further increasing the market valueof these technologies.

The improvements in the in-serviceoperations of engines have had afundamental impact on the industry[8]. Firstly, engines are getting morereliable. This is measured by ‘in-flight shutdown rates’. Another issueof more long-term consequence is theexpected trend in engine ‘life on-wing’. With the steadily improvinglife of aero engines, it could be thatan engine will not require a majorservice for the duration of theaircraft’s 25 year life. This impliesthat, in 50 years time, the oldestengine in use will not have enteredservice until 25 years from now. Theresult could be the partial orcomplete loss of the enginemanufacturers’ aftermarket business.

Companies would have to makecompensating higher profits on theoriginal equipment sale. Moreinterestingly, the loss of theaftermarket revenues based ondecades of Prime incumbencyeliminates a major market entrybarrier. Perhaps this will allow a newwave of companies to gain entry tothe business. Another scenario is that



EYB2005_2 7/9/04 11:13 am Page 52



technology advances will drive moreappropriate business solutions. Theoptimisation of engine managementsystems may include internal flows(sealing and leakage), adaptivesystems and cycles, embedded micro-and nano-sensors [9] and actuatorscoupling performance, cycle, andenvironmental impact management.Future engines may have to beoptimised for global warming [10].Any future solution will have to offera high level of diagnostic capability,integrated to life-cycle management,including perhaps both economicsand global warming.

In the past, the civil air transportbusiness has delivered strong long-term growth by reducing unit costand hence allowing more people toparticipate in air travel. Thisreduction in unit cost has beenachieved both because of market pulland technology push. A furthercontributory factor has been thetechnology advances made possiblebecause of the large number oftechnologists this industry employs.

As the business emphasis shifts tothe aftermarket, the changingparadigm will favour those businessleaders who recognise that this newmarket cannot be dominated by focuson logistics and management, or evenadvanced diagnostics. Advantage willflow to those who recognise theimportance of the contribution that“intellectual adventure” can make inthe aftermarket as it has, in the past,in other areas of gas turbinetechnology. �

Reference1. Ogaji, S.O.T. and Singh, R., 2003:

Gas path fault diagnosis framework for athree-shaft gas turbine. Proceedings ofthe Institution of Mechanical Engineers,Vol. 217, Part A, pp. 149-157.

2. Ganguli, R., 2001: Application offuzzy logic for fault isolation of jetengines. ASME Turbo Expo 2001, NewOrleans, USA. 4-7 June 2001. ASME2001-GT-0013.

3. Ganguli, R., 2001: Data rectificationand detection of trend shifts in jet enginegas path measurements using medianfilters and fuzzy logic. ASME TurboExpo 2001, New Orleans, USA. 4-7 June

2001. ASME 2001-GT-0014.4. Marinai, L.; Singh, R. and

Curnock, B., 2003: Fuzzy-logic-baseddiagnostic process for turbofan engines.16th ISABE conference, Cleveland,Ohio, USA. 31 August - 5 September2003.

5. Zedda, M. and Singh R., 1999: Gasturbine engine and sensor diagnostics.14th ISABE Symposium, Florence, Italy.

6. Sampath, S. Gulati, A. and Singh,R., 2002: Fault diagnostics using geneticalgorithm for advanced cycle gas turbine.ASME Turbo Expo 2002, Amsterdam,The Netherlands.

7. Michalewicz, Z., 1996: Geneticalgorithms + data structures = evolutionprograms. Springer Verlag, 3rd Edition.

8. Singh, R., 2001: Civil aero gasturbines: strategy and technology,Chairman’s Address, AerospaceDivision, Institution of MechanicalEngineers, London. April 2001.

9. Campbell, D., 2002: Propulsion forthe 21st Century — NASA GlennResearch Centre Perspective. RoyalAeronautical Fedden Lecture, CranfieldUniversity, UK. November 2002.

10. Whellens, M.W. and Singh, R.,2002: Propulsion system optimisation forminimum global warming potential. 23rdICAS Congress, Toronto, Canada.September 2002.

Cranfield University hassubstantially contributed to the

latest developments of gas pathdiagnostics,particularly through

the application of novelnumerical tools,such as neural

networks,fuzzy logic and geneticalgorithms.

EYB2005_2 7/9/04 11:13 am Page 53



Are your engines really ashealthy as they seem?

It is a simple fact that mostengine health monitoring(EHM) systems used byairlines are unsuitable for thejob. Why? Because they fail tosolve the automationdilemma - on the one handbusinesses want costreductions, but on the other,high quality healthmonitoring demands somedegree of humanjudgement. In this article,Data Systems & Solutions(DS&S) discusses how itsolved this dilemma with itsEHM solution, which is nowused to monitor more than4,000 engines.

Currently, EHM quality isnormally judged on the fairlyrudimentary basis of ‘alerts’ -

the number of genuine alerts missedor misdiagnosed, together with thenumber of spurious ones delivered.With its solution, DS&S is already ata level of maturity where it isextremely rare for an alert to bemissed, or for instances of aparticular fault to be incorrectlydiagnosed. Furthermore, spuriousalerts - those resulting from normalscatter in the data - are virtuallyeliminated. This being the case, ifEHM alerting and diagnosis is toadvance still further, a paradigmshift in the diagnostic systeminstalled on the engine will beneeded. Such a shift will take placewhen the ‘QUICK’ analysistechnology being developed byRolls-Royce enters service on allA380 aircraft in less than two yearstime.

In the meantime, in order toenhance the benefits of EHM ontoday’s engines, DS&S is applyingsignificant research and developmentresources to create new computingtechniques designed to solve difficultpattern recognition, diagnostic andforecasting problems. It is alsoworking with maintenancemanagement systems providers todevelop advanced asset managementcapabilities that will capitalise on itsexisting diagnostic and forecastingtechnology. In fact, DS&S hasrecently completed majorprogrammes of research intoimproved engine modelling anddiagnostic techniques, which arealready embodied in its existing EHMservice system.

Adding the X-factor — eXperience

The key characteristic of DS&S’EHM service system is that it iscapable of continuous, fully automaticoperation, whilst allowing manualintervention in the case of a specificalert and when system training isrequired. It has been operational sinceearly 2003, and already processes an

estimated 10,000 health monitoring‘snapshot’ reports per day.

The main features of the system are:� high integrity;� near real-time operation;� full end-to-end automation;� the system is ‘data-driven’ — the

system starts in response to dataarriving;

� automatic adherence to the specificbusiness rules of each organisation;

� flexible data input;� absolute segregation of data for each

customer;� complete audit trail of the data-

processing cycle;� it is easily scaleable, without

software change;� central control; and� access using commonly-available

web-browsing tools.The EHM system’s modular design

allows functionality to be hosted onone server or to be distributed acrossa number of servers, so that it can be“grown” smoothly to manage anynumber of engines simply by addingmore modules onto existing oradditional servers. The system’sinherent flexibility also means that it

EYB2005_2 7/9/04 11:14 am Page 54

framecheck71 12/8/04 11:34 am Page 3



determine the priority in which datawill be processed, the details of theprocessing to be performed, thedestinations of the various forms ofoutput and so on.

The progress of each file is trackedat every stage and if processing isinterrupted for any reason it can berestarted with no loss of data. Systemperformance can also be monitoredfrom the individual file level to thatof the whole system, wherebystatistics such as average end-to-endprocessing time can be obtained.

The console module providessystem supervision functions, so thestatus of the system can bemonitored, individual files can betracked and information on particularairlines or fleets can be reviewed(such as time of last data receipt,when a particular aircraft last sentdata, and so on) or it can be used toreview processing errors.

While the EHM system is designedto operate with minimal supervision,it must be kept running at all timesto prevent backlogs, and data shouldnot be discarded indiscriminately. Toovercome any possible conflict in

can be used on aircraft and aircraftsystem applications (such as APUs).It can also be used in non-aerospaceenvironments such as utilities,railways and marine applications.

Taking control of your business

At the heart of DS&S’ EHM systemis the administrative database, whichholds the business rules specific toeach organisation. These rules

these directives the system isdesigned to actively alert the systemsupervisor of impending problemssuch as ‘bad data’ or the failure of asystem module to start, via anautomatic e-mail alert. Thesupervisor can then log in, remotelyif necessary, to perform the requiredremedial action.

Turning data into decisions...

One of the most significantchallenges for any health monitoringsystem is the fact that data files canbe sent by airlines in a number offormats and by different means oftransmission. For example, most filesarrive at the gateway to the systemas e-mail or an FTP transmission, inASCII format or a compressed form.So, DS&S’ EHM solution includes e-mail and FTP file-handlers, whichwill accept the incoming dataaccording to the method oftransmission. Upon receipt of theincoming communication, the file-handler automatically determineshow the data is being carried(embedded, attached, compressed,whatever) and converts it into a datafile. It also records the identity ofthe data sender.

The files are subsequently passed tothe data-handler module where theircontents are read. The data-handlercan perform operations on the datasuch as patching known errors (areport may have no year or datespecified), according to the businessrules in place for each airline andfleet. It may also link or split datafiles, as required, to optimiseprocessing.

At this point, the systemunderstands what needs to be donewith the incoming data, and the ‘job’is passed on to the scheduler module,where it is placed in a queue. Thescheduler assesses the resourcesavailable and queues the jobs toensure that customer service-levelagreements are complied with. If alarge quantity of data arrives in ashort time, the scheduler determinesthe best strategy to minimise service-level deviations and it can lookahead to predict how the queue islikely to progress. This queue

Rolls-Royce takes EHM technology into the 21stcentury

The Rolls-Royce QUICK system, developed in association with Oxford University,is an advanced engine vibration analysis system based on that used in Rolls-Royce’s engine test facilities. Rolls-Royce is developing an on-engine version ofthe system for the Trent 900 engine for the Airbus A380 aircraft, which will beavailable for retrofit to other Trent engines.

The engine mounted QUICK unit continuously monitors engine rpm, vibrationand other signals to give early warning of problems and accurate diagnosticinformation. QUICK’s advanced signal processing and neural networktechniques extract the maximum amount of information from vibration andother sensors fitted to an engine to identify anomalous behaviour and generatefault diagnoses. These diagnoses are compared with a database of knownconditions and then transmitted to the ground for analysis and action. Theinitial database is generated using test-bed data and is updated withknowledge acquired in service.

DS&S is working with Rolls-Royce to seamlessly integrate the additionalinformation available from QUICK into its EHM system in time for the entry intoservice of the Trent 900 in early 2006.

DS&S’approach to EHM is basedon the use of a number oftechniques to trend equipmentparameters,but to ensure themost reliable results,it will alwaysdefault to using the one that ishighest in the accepted hierarchyof trending techniques.

EYB2005_2 7/9/04 11:15 am Page 56



prediction can be viewed via theconsole.

... and decisions into actions

Once the queue of jobs has beendefined by the EHM system’sscheduler, the dispatcher moduleexecutes them using the system’strending and computationalintelligence (CI) tools to identifylikely causes and solutions.Specifically, the trending tool, whichis a version of DS&S’ enginemonitoring system COMPASSNavigator™, normalises the observeddata for any variation in operatingconditions and compares it to anengine performance model, therebyproviding optimum trendinginformation on engine condition.

In parallel, the CI tool performsthree main functions: it cleans anysystematic errors from the trendedoutput; identifies any anomalies inthe data; and ascribes a diagnosis toanomalies that are found. As such,the development of the CI tool hasproved to be an essential enabler tothe cost effective delivery of a 24/7engine health monitoring servicesince previously all trend inspectionshad to be performed manually. Inaddition, the CI tool has thecapability to manage multi-parameteralerting, which is a significant stepforward from traditional single-parameter alerting used in most EHMsystems. Refining the detectiontechniques employed and combiningthe information from a number ofrelated parameters vastly increasesthe probability of correctlyidentifying impending problems. Forexample, a deviation in a singleparameter is most likely to resultfrom a sensor problem, butconsistent deviations in a number ofrelated parameters would beindicative of a genuine engine fault.

As a final step in the managementprocess, the EHM system’s ‘webuploader’ module uploads newlyprocessed trend and alert data to theweb database for access byauthorised personnel throughCoreControl™, DS&S’ predictiveservices web portal. In addition, if analert has been generated the

‘customer notify’ module will send anotification by e-mail or SMS textmessage. Typically, the entire healthmonitoring process takes less than 10minutes from receipt of incomingdata to updated trends beingavailable to the customer.

A question of technique

DS&S’ approach to EHM is basedon the use of a number of techniquesto trend equipment parameters, butto ensure the most reliable results, itwill always default to using the onethat is highest in the acceptedhierarchy of trending techniques (seefigure 2).

Ideally, all monitored engineparameters that vary in a prescribedway relative to a set of independentvariables should be compared to abackground model. For example,engine gas path parameters varydepending on engine thrust setting,altitude, airspeed, total inlet airtemperature and other independentparameters. Gas-path parametersshould, therefore, be trended relativeto a model that embodies theirrelationship with the independentvariables.

However, some monitoredparameters, such as broadband andtracked order vibration signals, havea very weak relationship or nonewhatsoever. In such cases, abackground model is of minimalbenefit, and the parameter would betrended ‘raw’, or monitored relativeto a constant reference value.

Where high fidelity analyticalmodels are available or can be createdfrom knowledge of the way thatequipment works they represent thebest quality trending solution. Thesemodels have a known validity rangeand provide a basis for furtheranalysis and understanding of theproblem when an anomaly has beendetected. However, if these modelsneed to be created specifically fortrending work, such a solution canalso be the most expensive.

Where no analytical model isavailable, engineering-basedparametric models can be createdfrom observed performance data,together with a general

understanding of engineperformance. These models exhibitlinear behaviour outside theirderivation domain and provide somelevel of understanding of the anomalydetected. DS&S has recentlycompleted a research anddevelopment project to create a rapidmethod of producing models of thistype for any engine.

Where there is no engineeringunderstanding of the operation of apiece of equipment and themanufacturer is therefore unable tosupply a model of it, the onlyrecourse is to derive a numericalmodel. DS&S uses computationalintelligence techniques, such asneural networks, to create this typeof model - usually for monitoring ofequipment other than gas turbines.As a primary trending technique, themodels are generally good withintheir training domain, but tend toexhibit unpredictable behaviourwhen a new set of operatingconditions is encountered and themodel is unable to suggest a reasonfor the detected anomaly.

Why it pays to be a model worker

Rather than working at anindividual engine level, DS&S’ EHMsystem is designed to use onetrending model to represent eachdistinct ‘bill of material’ or ‘model’ ofan engine. Provided the quality ofthe model is shown to be satisfactory,

EYB2005_2 7/9/04 11:16 am Page 57



firmly grounded on a view of howthe equipment is behaving relative tothe design intent.

In comparison, other modellingmethods tend to centre on a view ofhow engine health has changed sincethe beginning of monitoring, whichunfortunately makes the falseassumption that the engine wasexhibiting satisfactory or ‘normal’operation during the initial model-building period.

Now with added intelligence

DS&S identified the value ofcomputational intelligence techniquesat an early stage. As a result, most ofits current services use a high-fidelityanalytical or parametric model as theprimary trending technique, with acomputational intelligence model as asecondary ‘line of defence’. Thismeans that maximum understandingand linearity is extracted in theprimary trending and furtherextraction of unaccounted-forsystematic relations is achieved in thesecondary trending. In this way, thestrengths of both approaches arecumulative, maximising theprobability of finding and correctlydiagnosing a fault.

Within DS&S’ EHM system, thecomputational intelligence tool uses asecondary neural-net, multi-layer‘perceptron’ model to remove anyremaining systematic errors in thetrend data following application ofthe primary model. Use of this two-phase approach leads to thesmoothest possible trends, so thatanomalies in the data are identified

this approach permits the same modelto be retained indefinitely, unlessthere is a significant change in theengine design, such as a majorperformance-improvementmodification.

This approach yields a number ofadvantages relative to individualengine serial-number-basedmodelling. Remodelling is rarelyrequired but even where it is, it willnormally be to implementimprovements to reduce trendingscatter, so the main datum level willbe retained. This ensures that long-term changes are detected, proximityto physical limits exposed andengine-to-engine and fleet-widecomparisons are sound.Consequently, health monitoring is

with greater reliability. The neural-net model is derived off-line from theservice, using data from a number ofengines.

Having smoothed the trends, the CItool uses an improved Kalmansmoothing technique to fit the trenddata and reject outliers. Based on theresulting fit, the software detectsanomalous data according topredefined criteria. The anomaly willbe defined in terms of deviations in anumber of parameters as well as theirrates of change and cumulativechange.

The anomalies detected are thenpassed to the diagnosis section wherethey are compared with theknowledge base of known diagnoses.The CI tool determines goodness of fitwith the known events and ranksthem in order of likelihood.Diagnoses are then either“remembered”, if they are below thealerting threshold, or made availableto the ‘customer notify’ module ofthe EHM system, to generate an alert.

Closure of alerts (and the healthmonitoring process) is achieved byfeedback through the CoreControl™web portal. Generally the airline willdetermine when the alert is closed,though in some cases thisresponsibility lies with the enginemanufacturer, especially if the engineis on a ‘power-by-the-hour’maintenance contract. DS&S’ back-office procedures and software ensurethat the maximum value is derivedfrom each alert in terms of ‘training’the EHM system to detect the sameproblem as soon as possible the nexttime it arises and providing the bestpossible diagnosis for each featuredetected.

EHM in action

Allowing an aircraft to keepgenerating revenue is one of the mostvaluable benefits of EHM, asdemonstrated by a recent in-serviceevent with a Rolls-Royce Trent 500-powered A340.

Following a lightning strike, theaircraft experienced surge messagesduring the climb phase en-routeacross the Pacific. The Rolls-Royceoperations room was notified of the

One of the most significantchallenges for any healthmonitoring system is the fact thatdata files can be sent by airlinesin a number of formats and bydifferent means of transmission.

EYB2005_2 7/9/04 11:16 am Page 58



incident by DS&S’ health monitoringsystems and the relevant technicaldata was made available to support arapid decision on the necessarycourse of action.

A technical variance wassubsequently issued to waive theborescope requirements (no defectswere found when the engine wasinspected four days later) and thenecessary people, information andapprovals were all in place to meetthe aircraft on its arrival.Consequently, thanks to the fast andeffective decision-making enabled bythe EHM system, the aircraft wasimmediately able to turn around andcontinue on its return journey.

Realising the benefits

Thanks to its advanced knowledgemanagement, modelling andcomputational intelligencetechniques, DS&S’ EHM system hasbeen proven to deliver a wide rangeof operational and administrativebenefits, including:

Engineering� more accurate diagnosis of

problems;� real-time alerting; access to data

24/7;� easier maintenance contract

administration; � rapid identification of performance

and reliability issues; � improved maintenance planning;

and� reduced unplanned removal rates.

Customer service� increased customer service levels;

and� increased revenue opportunities.

Flight operations� enhanced safety; � improved dispatch reliability; and � improved crew and aircraft

utilisation.

Management� reduced operating and support

costs; and� accurate planning and forecasting.

In fact, DS&S continuouslymonitors the value of EHM services

provided to its customer, and thesehave been shown to routinely delivera return on investment of between300 and1,000 per cent.

... and things can only get better

In the quest to deliver even greaterbenefits in the future, DS&S isactively involved in the distributedaircraft maintenance environment(DAME) project1, a ‘grid’-baseddiagnosis and prognosis system foraero-engine data (see figure 3). Gridcomputing utilises the free resourcesof a large number of high-bandwidthnetwork-connected computers totackle difficult computationalproblems in a fraction of the timethat would be needed for a singlecomputer, at a much lower cost thana dedicated multi-processor super-computer.

This £3m ($5m) project, which isco-sponsored by Rolls-Royce andCybula Ltd is expected to finalise in2005 and has already developed acomplete pattern storage and searchsystem, based on existing AURAsearch technology. To facilitate theuse of this distributed system, anapplication specific, portal-baseddata browser and search interface hasbeen developed called the signal dataexplorer.

The problems solved in developinga demonstration of this technologyhave many applications outside of the

specific remit of the project and DS&Sis leading the efforts to apply thetechnologies developed under DAMEto all aspects of aero-enginemonitoring, in both grid and non-gridenvironments, so its customers willcontinue to benefit from access to theworld’s most advanced EHMsolutions. �

1 The details of the complete DAMEproject can be found in Chapter 5 ofGrid 2: Blueprint for a New ComputingArchitecture (Second Edition); I Foster& C Kesselman (Ed), published byElsevier/Morgan Kaufmann, 2004.

In the quest to deliver evengreater benefits in the future,

DS&S is actively involved in thedistributed aircraft maintenance

environment (DAME) project,a‘grid’-based diagnosis and

prognosis system for aero-enginedata.

EYB2005_2 7/9/04 11:16 am Page 59



Filtration technology for gas turbineengine fuel and lubrication systems

The filtration of fuels andlubricants is critical to aircraftgas turbine engines inminimising fluid-systemcomponent wear andsubsequent engine damage.Puliyur Madhavan of thescientific and laboratoryservices department of PallCorporation reviews thestate-of-the-art in gasturbine filtration technology.

Recent developments in filtrationtechnology have addressedcontamination control issues in fuel

and lubrication systems in aircraft gasturbine engines It is now possible to alertoperators in advance of impending fluid-system problems, reducing costly in-flightengine shutdowns. This article discusses‘best filtration practices’ for OEMs,operators, and maintenance and enginetest personnel.

In-system filtration — lubricants

Since turbofan-engine main-shaftbearings often operate in the elasto-hydrodynamic or partial elasto-hydrodynamic lubrication regime, withlubricant film thickness of ~ 0.1µm or less,the presence of particulate contaminationin the lubricant can lead to the initiation ofbearing damage. Based on the examinationof approximately 200 incidents in currentaircraft gas-turbine main-shaft bearings,involving engines in the field, Averbachconcluded that, in most cases damage tobearings was initiated at the surface.Among the important factors contributingto surface damage were surface defects,scores and dents caused by hard abrasiveparticulate contamination. Based on

theoretical studies and field experience, asubstantial improvement in bearing fatiguelife is predicted along with improvedlubricant fluid cleanliness. Filtration ratedat 3-6µm would be optimal for gas turbineengine-lubrication systems, althoughservice-life considerations may requirecoarser filtration in some instances.

In-system filtration — fuel

In comparison, the filtration rating ofengine main-fuel filters range from about20µm to 100+µm; the finer filtrationrating is often employed in fuel-hydraulicsystems. Historically, coarser filtrationratings have been specified, primarilybased on service-life considerations andoverall fuel-system performance.

However, fuel-control systems(mechanical and electrical) can be sensitiveto contamination and therefore requirefiner filtration. In such cases a tangentialflow filter, sometimes referred to as a‘wash flow’ filter, is employed in someapplications. Figure 1 depicts a tangentialflow filter. The direction of the majority ofthe flow is tangential to the filtrationsurface rather than normal to the filtrationsurface. A small percentage of the flowproceeds normally and is filtered, this

percentage being regulated by theadjustment of line pressures. Since themain velocity component is tangential tothe filtration surface, a significantproportion of the particulates that aresmaller than the passageways within thefiltration medium follow the main flowstream so that the filtration rating of thefilter is effectively finer than would beexpected from the mean size of thepassageways in the filtration medium. Inaddition, the tangential flow of themajority of the fluid stream serves to cleanthe filtration surface so that in properoperation, the filtration passageways willnot plug up with contaminant, resultingin a very long filter service life.

Recent advances in laser-drillingtechnology now permit the manufactureof tangential-flow filters fabricated froma single piece of material with laser-drilled holes which has a high voidvolume and uniform distribution ofpassages (Figure 1.).

Design

The proper functioning of fuel andlubricant filter elements is dependenton many factors. Filter performanceparameters such as filtration efficiency,

EYB2005_3 7/9/04 1:58 pm Page 60



remove debris effectively on a ‘single-pass’ basis and prevent recirculation ofdamaging debris through the fluidsystem. They are characterised by highparticle-removal efficiencies: 99.5 percent to 99.9 per cent for particles in the1-3µm (and larger) size ranges. Theyalso exhibit significant particle removalefficiencies in the smaller size ranges,including sub-micron size ranges, forremoval of hard, abrasive contamination(polishing compounds).

‘Green run’ filter elements can beconfigured to replace the service-filterelement during ‘green-run’ testing or asa separate remote filter depending onthe ‘green-run’ test-facilityrequirements.

A valuable option is the use of a DirtAlert(r) ‘green-run’ filter element whichincorporates a ‘pull-out’ diagnosticlayer that permits the examination ofdebris captured on the layer during‘green-run’ testing. It is discussed indetail later in this article.

Two-stage filter system

Most commercial operators establishfilter-element service intervals based ontheir field experience and the

filter-element service life and filterintegrity can be adversely affected byharsh operational and environmentalconditions. These can include theextreme low temperatures and pressuresencountered during cold starting andsoak-back, as well as the products of oildegradation in lubrication systems.

A number of laboratory procedureshave been developed to simulateextreme operating conditionsencountered during service. Thegeneric term for these procedures is‘conditioning’ and they are carried outon filter elements prior to engine-performance testing. Industry standardsrecommend ‘conditioning’ as part of theperformance specification of gas-turbineengine-fuel and lubricant filters andsuch work is necessary to determinewhether filter element performance willdegrade during actual service.

‘Green run’ testing

The various processes involvedduring maintenance, overhaul and finalassembly can result in the generation ofcontaminant debris. This includes built-in debris in new components,machining chips, residual grindingdebris, fine polishing compounds anddebris generated from the making andbreaking of fittings. It can also includeairborne environmental contaminants,such as silica sand, and other mineralcompounds and contaminantsintroduced from the fluids, such ascleaning solvents and the contaminationof improperly-filtered service fluids.

Built-in debris can cause catastrophiccomponent failure and/or the initiation ofcomponent damage such as the denting ofbearing surfaces. Unless built-in debris isfiltered out of the fluid, it can rapidlyplug filter elements during engineservice, resulting in abnormally low filter-element service life. This is of significancefor engine-fuel-filter elements subsequentto the maintenance of aircraft fuel tanks.Many aircraft OEMs prescribe a sequencefor fuel-filter element replacements aftersignificant fuel-tank maintenance,starting with a short replacement intervaland gradually increasing to the ‘normal’fuel-filter replacement interval.

High efficiency, fine filter elements,are currently available for ‘green-run’,engine-flushing, applications that

requirements of the MRB. However,accelerated loading of the filter-elementdue to abnormally high contaminantingress or component wear can result infilter element bypass in-flight andhence, unfiltered fluid circulatingthrough the system. Consequently,several engine manufacturers require in-flight shutdown of an engine when thefilter element differential-pressureswitch is activated.

Costs associated with an in-flightshutdown have been estimated to be ashigh as $500,000. In addition, in-flightshutdowns can also have an adverseimpact on airline ETOPS ratings. Thetwo-stage filter system is designed toaddress such concerns and is shown inschematic form in Figure 2. It combinesa primary filter element with a coarser,secondary filter element configured inseries, typically nested within theprimary filter element for compactness.

Under normal operating conditions,flow proceeds through the primaryand secondary element to systemcomponents. The particulatecontamination is effectively removedby the finer, primary and secondaryfilter element so that there is minimal

Figure 2

EYB2005_3 7/9/04 1:59 pm Page 61

accumulation of contaminant particlesin the coarser, secondary filterelement. Bypass of the primary filterelement due to plugging, or duringtransient cold-start conditions inlubrication systems, results in thefluid being shunted to the secondaryfilter element. This is designed toprovide an acceptable level offiltration, as determined by theengine manufacturer, for shortperiods of engine operation.

A secondary filter element bypassvalve is provided in order to maintainfluid flow through the system in theunlikely event that the secondary filterelement plugs up also. It should benoted that the two-stage filter systemalso minimises unnecessary in-flightengine shutdowns associated withfaulty differential-pressure indicatoractuations (Figure 1b).

Diagnostic filter elements

The monitoring of debris present inthe fluid provides valuableinformation about the condition offluid-wetted components. Whengathered and sequentially logged, thisinformation provides the possibility

of preventive maintenance prior tocomponent malfunction and/or in-flight failure. The ‘full-flow’characteristics of filter elements areideal for efficiently capturing metallicwear debris as well as non-metallicdebris, such as contaminants from theenvironment, material from seals, andlubricant-degradation products suchas coke.

The Dirt Alert® diagnostic filterelement has a removable diagnosticlayer (Figure 4), which is pleatedupstream of the filter support meshand filter medium. It can easily beremoved to allow visual inspection ofthe collected contaminants and moresophisticated laboratory analysis,such as the determination of thechemical composition of thecontaminant via x-ray fluorescencespectroscopy (XRF).

The three principal areas ofapplication of Dirt Alert filter elementsof interest to engine operators are:‘green-run’ testing of engine lubricationsystems; the evaluation ofcontamination in the fuel filter elementsafter significant aircraft fuel-tankmaintenance; and regular flightoperation.

Examination of the debris on thediagnostic layer can provideinformation about the debris built intoor being generated by an engine. Oncea baseline has been established by theoperator, the debris collected on thediagnostic layer can pinpoint ‘abnormal’engines, allowing corrective action totake place prior to engine installation.In the case of fuel filters, it can be usedto determine the nature of the materialintroduced into the engine from aircraftfuel tanks subsequent to aircraftmaintenance.

The wear debris collected on thediagnostic layer can also providevaluable information aboutlubrication or fuel-system componentwear during regular flight operation.It can augment information gleanedfrom on-board magnetic/metallicdebris detector inspection,particularly when trying todistinguish between ‘nuisancewarnings’ and more significant weardebris.

Recent advances

A recent unique development is theUltipleat® filter element (Figure 2).The pleats of these elements arecurved to support one another overthe entire pleat length. This results inadditional filter area but, moreimportantly, significantly improvesperformance. This is due to the factthat, unlike traditional fan-pleat filterelements, the flow is evenlydistributed over the entire surfacearea of the element and the pleats aresupported against ‘grouping’ duringcold-start (‘grouping’ is a distortionof a fan-pleat element whereby pleatspacing becomes non-uniform andcan adversely affect performance).The larger filter area, combined witha more uniform flow distributionresults in a filter element with higherdirt-holding capacity than atraditional filter element (Figure 2).This results in some interestingoptions: longer service life; smallersize and weight at equivalent servicelife; or the ability to use a higherefficiency filter element withoutjeopardising service life.

Additionally, the polymeric supportmesh used on these filters reduces filter-element weight by as much as 50 percent compared with traditional metalmesh-supported elements, and does notinterfere with analysis techniques, suchas XRF, used to analyze the chemical-elemental composition of thecontaminant captured in a filterelement.

Since an Ultipleat filter element issupported both upstream anddownstream, it can accept flows ineither the normal, outside-to-in, orthe reverse, inside-to-out, flowdirection. Reverse-flow filters capture



Recent advances in laser-drillingtechnology now permit themanufacture of tangential-flowfilters fabricated from a singlepiece of material with laser-drilled holes which has a highvoid volume and uniformdistribution of passages.

Figure 3

Figure 4

EYB2005_3 7/9/04 2:01 pm Page 62


Lynch, C. W., and Cooper, R. B., ‘TheDevelopment of a Three-Micron AbsoluteMain Oil Filter for the T53 Gas Turbine’,Journal of Lubrication Technology, Vol.93( No. 3), pp. 430-436, (1971).

Bachu, R., Sayles, R., Macpherson, P.B., ‘The Influence of Filtration on RollingElement Bearing Life’, Proceedings of33rd MFPG meeting, Gaithersburg, MD,April 21-23, pp. 326-347, (1981).

Needelman, W. M., and Zaretsky, E.V., ‘New Equations Show Oil FiltrationEffects on Bearing Life’, PowerTransmission Design, Volume 33( # 8),pp. 65-68, (1991).

Ioannides, E, Beghini, E., Jacobsen,B., Bergling, G., and GoodallWuttkowski, J., ‘Cleanliness and itsImportance to Bearing Performance’,Lubrication Engineering, Vol. 49( No.9), pp. 657-663, (1993).

Losche, T., Weigand, M., andHeurich, G., ‘Refined life calculation ofrolling bearings reveals reservecapacities’, FAG Technical InformationNo. WL 40-43 E, April (1994).

‘Application of the New ISO 281Standard for Bearing Life Prediction’,ABMA Symposium for presentation ofthe ASME Design Guide for LifeRatings for Modern Rolling Bearings,Baltimore, MD, March 7-8, 2002

Aerospace Information ReportAIR1666A, ‘Performance Testing ofLubricant Filter Elements Utilised inAircraft Power and PropulsionLubrication Systems’, SAE, (2002).

Hovey, R.. M., ‘Operational ExperienceWith High Bypass Turbofan Engines -Reflections for Future Designs’,presented at the Canadian Aeronautics& Space Institute Annual GeneralMeeting; Propulsion Division, May1990, Toronto, Canada.

Humphrey, G. R., Little, D., Godin,R., Whitlock, R., ‘Energy Dispersive X-Ray Fluorescence Evaluation of Debrisfrom F-18 Engine Oil Filters’,Proceedings of JOAP InternationalCondition Monitoring Conference, 1998JOAP Technology Showcase, Mobile,AL, April 20-24, 1998.

Humphrey, G. R.,, ‘Joint Strike Fighter- Analysis of Filter Debris by EnergyDispersive X-Ray Fluorescence’, JOAPInternational Condition MonitoringConference, Technology Showcase 2000,Mobile, AL, April 3-6, 2000.

all contaminants inside the filterelement, making filter change outeasier. Also, the all-polymeric supportmeshes allow for increased disposaloptions to meet ISO 14001 objectives.

Filter element differential-pressuremonitoring:

Differential-pressure indicators caneither be mechanical indicators orelectronic switches and are currentlyutilised to provide an indication whenthe filter-element differential pressureexceeds the indicator actuation setting.However, continuous monitoring of thefilter-element differential pressure, inconjunction with the fluid temperatureand flow rate, can provide informationconcerning contaminant loading of thefilter element and permit theidentification of ‘abnormal’ contaminantloading conditions, once a baselinetrend has been established.

An electronic differential-pressure/temperature sensor comprisedof a differential-pressure transducer anda precision resistance temperaturedetector (RTD) that could replaceconventional indicators is currentlyundergoing final development testing.The sensor provides continuousdifferential pressure and temperatureoutput signals (analogue or digital) andcan be interfaced with the engine-control system (ECU, FADEC). Inconjunction with fluid-flow rateinformation, the sensor allows themonitoring of the filter elementdifferential-pressure build-up rate dueto contaminant loading.

The measurement of the temperaturealong with the differential pressureeliminates the need for ‘thermal-lockout’ provisions common inconventional filter-element differential-pressure indicators. In addition toidentifying ‘abnormal’ contaminantloading conditions, the sensor can alsoassist operators in optimising filter-element service life. �

References

Averbach, B. L., and Bamberger, E.N., ‘Analysis of Bearing Incidents inAircraft Gas Turbine, MainshaftBearings’, Tribology Transactions, Vol.34, pp. 241-247, (1991).

Take a good look and see for yourselfwhy Machida Borescopes are the #1choice of inspection professionals.

Machida, Inc. offers flexible borescopes

and approved kits designed for the internal

visual inspection of various engine models

including turbine and turboprop

engines from:

• Pratt & Whitney • Turbomeca

• Rolls Royce-Allison • Honeywell

• GE • and others

Machida Kits Contain:• Flexible Borescopes with Accessiories• Light sources with adapters• Carrying case• A borescopic video system that couple

any Machida borescope to a miniaturehigh quality color camera for review ona monitor and capability to email is alsoavailable

With insertion tubes available in manylengths and diameters, Machida can accommodate most any inspection. Aportable, battery operated borescope isavailable for most people who need qualityequipment at a low cost.

For more information contact Machida, Inc. today.

Machida, Inc.40 Ramland Road SouthOrangeburg, NY 10962Phone: (845) 365.0600

(800) 431.5420Fax: (845) 365.0620

Website: www.machidascope.comEmail: [email protected]

High Quality Fiberoptic Borescopes,

Video Systems and Accessories for Non-Destructive Inspections

EYB2005_3 13/9/04 1:41 pm Page 63



Economic aspects of maintainingengine efficiency

Reduced fuel consumption,maintenance costs, pollutionand risk of engine failure areall benefits of keeping gasturbine gas paths clean. Theactual size of these benefitsdepends on the type ofengine and the environmentin which it is operated, aswell as operational factorssuch as the actual rating andtype of operation. GasTurbine Efficiency (GTE)explains.

Modern gas turbine enginecompressor airfoils are farmore efficient than older

types of airfoils. In a JT8D-219, theaverage pressure increase percompressor stage is 1.33 compared with2.8 in the CFM56-5C4. However, as theefficiency increases per compressorstage, the sensitivity to disturbance alsoincreases. The benefits of a cleanengine/compressor section are evenmore significant with these highlyefficient profiles. A comparison can bemade between the very efficient airfoilsof high performance gliders, where aglide ratio of 60:1 is not uncommon,compared with an MD-80, which has aglide ratio of 28:1. The glider profile ishighly efficient and tailored for its taskwithout the constraints of an airliner:fuel storage, housing of landing gear,speed, range etc. The glider profile is,however, very susceptible todisturbance and needs to be kept in anabsolutely clean condition.

Engine efficiency

Disturbances caused by differenttypes of contamination on stationaryas well as rotating compressor airfoils

cause loss of efficiency in thecompressor section, just as on a wing.To compensate for the loss ofcompressor efficiency so that thesame level of thrust is generated, thecompressor rotors have to be operatedat a higher rotational speed. Also,more fuel must be used to achieve thesame amount of air compression inthe compressor sections. Thisincreased fuel-burn lowers overalloperational efficiency and increasesthe load on the engine. In the hotsection, increased fuel-burn causesoperation at a higher overalltemperature and engine speed,resulting in an engine that is moresusceptible to surge as well as hot-section and, to some extent,compressor failure.

Pollution and adhesive fluids

The rate at which a gas path iscontaminated depends on thequantity of particles and vapour inthe air that flows through the engine.The main causes of compressorcontamination are usually general airpollution and operations at airportswhere the level of contamination,

particular during taxi operations, isvery high. The level of contaminationmay also be affected by otheroperational conditions such as de-icing and anti-icing procedures.When de- or anti-icing is beingconducted with the engines running,larger amounts of de- or anti-icingfluid are ingested into the engines.The amount of ingestion, particularlyfor aircraft types with enginesmounted on the wing, is substantialduring the de- or anti-ice procedure.For aft-mounted engines the ingestionduring aircraft rotation is significant,as a large amount of anti-icing fluiddeparts wing trailing edges.

Several operators have takenaccount of the effects of ingestion ofde- or anti-icing fluid into thecompressor sections and requireengine run-ups after de- or anti-icingwith the engines running, to preventbuild-up of cabin smoke from fluidresidue during the takeoff roll. De-icing and, in particular, anti-icingfluids are adhesive by nature. Thisquality is exaggerated when the fluidsare heated in the compressor section.The level of compressor

Washing of Airbus A319 engines.

EYB2005_3 7/9/04 2:02 pm Page 64



contamination depends on the fluidtype as well as the applicationmethod; remote de- or anti-icing withengines running versus at the gateprior to engine-start. It also dependson the level of contamination of theair that is being compressed after thede- or anti-icing procedure.

Cost reduction

A shorthaul aircraft will generallyconduct more takeoffs and landingsper day than a longhaul aircraft; 12or more cycles per day is notuncommon for a shorthaul aircraft. Alonghaul aircraft will generallyconduct two or three takeoffs andlandings per day, usually at highrating. The overall usage in terms ofblock hours is normally higher forlonghaul aircraft than for shorthaulaircraft. Although longhaul aircraftengines are exposed to fewercontaminant particles per cubicmetre of air, contamination of the

compressor sections influences cost,safety and environment.

A reduction in fuel burn has a largeimpact on cost, as longhaul aircraftare normally operated with a highnumber of block hours per day. Fuel-burn is also a concern on severalroutes affecting payload andrevenues. If the Association ofEuropean Airlines’ (AEA) total fleetlowered its fuel consumption by oneper cent — not unrealistic if efficientengine cleaning was used —hundreds of thousands of tons of fuelcould be saved every year.

Maintaining compressor efficiencyis highly important to keep hot-section temperatures down, therebyreducing maintenance costs and therisk of failure. Hot-sections of today’shigh bypass engines are ratheradvanced and costly to repair. Thelowering of the overall hot sectiontemperature enables longer life in on-condition/ trend monitoring

The rate at which a gas path iscontaminated depends on the

quantity of particles andvapour in the air that flows

through the engine.

Note the total gas path penetration.

EYB2005_3 9/9/04 11:55 am Page 65

maintenance programmes and partscost when on fixed time programs.Shorthaul aircraft will in generalhave a faster degradation ofcompressor efficiency due tocontamination as they are operated inan environment with higher aircontamination levels.

Bird strikes

Air traffic has increased rapidly overthe past years, with the exception of asmall stagnation as a result of theSeptember 11th disaster. With anincreasing number of aircraft flying,the number of bird strikes hasincreased as well. The number of bird



strikes to civil aircraft in the UnitedStates has increased every year from1990 to 2000, doubling from 2,880 in1996 to 5,761 in 2000. Based on thesefigures, it is clear that an airline mustanticipate a number of bird strikeseach year and have good routines tohandle them. If a bird hits a turbineengine, it is necessary to inspect theengine to ensure that no damage hasoccurred. Inspection after a bird strikecan, in many cases, be made easier andquicker if proper cleaning can beaccomplished while the engines is stillinstalled. It is also important toremove all blood as soon as possiblesince it increases the probabilityengine parts corrosion.

Environmental impact

The increasing contribution of airtraffic to the greenhouse effect and toair pollution as a whole is a growingconcern. The European Commission,among others, has stated that decisionshave to be made regarding the long-termsustainability of aviation. In theCommission’s publication “EuropeanAeronautics: A Vision for 2020”, thegoal for 2020 is “a 50 per cent cut in

CO2 emissions per passenger kilometre(which means a 50 per cent cut in fuelconsumption in new aircraft) and an 80per cent cut in nitrogen oxideemissions.” Many actions have to betaken to meet this objective, and oneimportant thing to do is keep theengines clean and thereby maintain highefficiency. Voluntary agreements such asthe British Airways commitment toreduce CO2 emissions by 125,000 tonsper annum by 2006 in return for £6.5million in state incentives are expectedto grow more common.

The GTE solution

Compressor-efficiency deteriorationcannot be eliminated but it can belimited. Keeping the gas path clean isthe best way to ensure that fuel isused in an optimum way. How thencan this benefit your business? Andhow can the numbers be validated?

The value for any particular businessdepends on the type of operation andthe environment in which operations areconducted. GTE can assist by creating ananalytical model of operations whichcomputes the benefits that can beexpected. Validating the analyticalmodel is easier in some areas than others.The direct operational cost reductionand the reduction in fuel-burn can bemeasured by various engine tests or theycan be compared with past performanceover a period of time. The value of back-to-back testing in engine cells does notgive the full picture, however, as thecomparison is made on an engine with acontaminated compressor before andafter cleaning. If washing is performedtoo late or irregularly, the compressorsection can be allowed to deterioratebeyond a redeemable level and it cannotbe returned to the state it could havebeen in if cleaning had been done atoptimum intervals.

The best way to validate the analyticalmodelling is to measure the results overtime. Several operators have chosen thisalternative and continue using GTEequipment. Validation of reducedmaintenance costs can be conductedthrough modelling of the achieved hotsection temperature reduction, as well asover time based on the on-conditiontimes achieved or actual parts cost. Theenvironmental impact of optimising

As gas-turbine technology hasdeveloped,with high bladeloadings and ever-increasingtemperatures,more efficient andeffective cleaning methods arenecessary.

EYB2005_3 7/9/04 2:03 pm Page 66



compressor performance can bevalidated as a factor of the achievedreduction in fuel-burn.

The most difficult factor to assess isthe contribution to flight safety. It isvery difficult to measure for example, ifa surge-margin increase of one per centhas been achieved during operation.The increased flight safety of operatingwith an optimised compressor sectiontends to be notional since:

� it is advantageous to have margin tosurge; and

� it is advantageous to operate theengine at the lowest possibletemperatures and rotational speeds

Several airline operators haveoverlooked gas turbine cleaning formany years. In the past, the amount ofengineering time invested in cleaningequipment did not represent value formoney. Moreover, neither the cleaningefficiency nor the man-hours required

to use the equipment measured up tothe demands of the market.

Furthermore, as gas-turbinetechnology has developed, with highblade loadings and ever-increasingtemperatures, more efficient andeffective cleaning methods are necessary.The GTE concept is to give the gasturbine world highly engineered,environmentally adapted and cost-effective methods for gas-turbinecleaning, making life easier for enginemanufacturers and end-users — in otherwords, the best deal for our customers.

Today, GTE produces a wide rangeof patented high-pressure cleaningequipment, which is marketedglobally. GTE’s expertise andexperience provides the technicalsupport required to achieve the mostcost-effective cleaning solutions forgas turbines. Have you ever heardof a royally-awarded cleaningconcept for gas turbines? Well, GTEhas one. �

Fuel Burn 1999 2000Aircraft Block Hours 7,455,500 7,884,100Flown (source: AEA)Average fuel [kg/h] 2,798 2,798Fuel [ton] 20,859,674 22,058,8491% of fuel [ton] 208,597 220,588

Yearly fuel burn, calculated on the AEAmember airlines’ fleet. The average fuelconsumption is an approximation for cruiselevel calculated from CFMU information andthe BADA aircraft database.

EYB2005_3 9/9/04 12:04 pm Page 67



Advanced repair andcoating technologies

New engine repair andthermal barrier-coatingtechnologies are helpingairlines and other aircraftoperators reduce their totalcost of ownership and keepengines and critical enginecomponents working longerand performing better.Honeywell, a companyrenowned for itsmanufacturing capabilities,describes its expansiveengine-repair capabilities.

Operators are increasingly turningto service providers with theresources to develop and

maintain state-of-the-art maintenance,repair and overhaul (MRO) capabilities.The name of one of the top innovatorsin the field of third-party MRO willcome as a surprise to many aerospaceindustry insiders: Honeywell.

Mention the name ‘Honeywell’ andmost people think of a technology andmanufacturing company. It is well knownfor developing and producing gas-turbine engines for business aircraft andhelicopters; integrated avionics and flightsafety systems; auxiliary power units;and aircraft landing and braking systems.

It is also widely known for its engineMRO capabilities, which include a globalnetwork of service resources that hasbeen primarily dedicated to meeting theneeds of owners and operators ofHoneywell-equipped aircraft. Onlyrecently has it made the strategicdecision to develop and offer repair and

overhaul services for non-Honeywellengines and engine components.

A new view of engine repair

“Honeywell has developed advancedtechnologies and techniques that arechanging the way that people think aboutaircraft engine repair,” says Bernd Kessler,vice president and general manager ofAviation Aftermarket Services forHoneywell. “Today, we’re able to repairworn and damaged engine parts thatwould have been scrapped just a few yearsago. Thanks to recent advances, somecustomers are telling us that ourrefurbished parts are as good as new parts.In fact, they say that repaired partssometimes outperform new parts that comefresh off the assembly line.”

According to Kessler, Honeywell hasinvested heavily in developing new repairand coating capabilities at a time whenmany OEMs and third-party MROproviders have cut back. “The downturnin commercial aviation has caused many

"Since repairing a part costssignificantly less than replacing it,operators can see a significantpositive impact on theiroperating costs and their bottomlines over the life of an engine." —Bill Metera,director of salesand marketing for Honeywell’snewly formed advanced-repairtechnology business.

EYB2005_3 7/9/04 2:04 pm Page 68



companies to reduce their repairdevelopment spending in recent years,” hesays. “Honeywell has increased its level ofspending in both the advanced thermalcoating and advanced-repair-technologyfields. Our investments have helped us todevelop a unique set of technologies andcompetencies that we are applying to helpour customers be more successful.”

On the coating edge of technology

Honeywell has been a pioneer in thescience of thermal-barrier coatings(TBC) that protect critical componentsin an engine’s hot section, which canreach temperatures exceeding 1,000˚C.In addition to using its propriety TBCtechnologies in its own manufacturingand repair processes, Honeywell is oneof the industry’s foremost licensors ofcoating technologies to othercompanies. Parts protected byHoneywell thermal-coating technologiescan be found in most aircraft enginesflying today and in a wide variety of

heavy-duty industrial, commercial andtransportation engines.

The most up-to-date electronbeam/physical vapour deposition (EBPVD)processes and equipment and othertechniques are used to apply high-performance aluminide, platinumaluminide and ceramic coatings to engineparts. The company is taking advancedTBC technology to a new level in thecoming year when it intends to lead theindustry in the use of EBPVD-appliednano-laminates. With Honeywell’sadvanced coating technologies and thesenew, exotic advanced materials protectingthem, turbine blades, vanes and other hot-section parts will last longer and performbetter even under the more extremedemands of the newest generation of high-performance jet engines.

Three areas of repair expertise

In the advanced-repair arena,Honeywell’s capabilities centre on threecore areas of expertise: adaptive

Restoring a worn or damagedturbine blade to its original

specifications costs about one-tenth the price of replacing the

part.And Metera estimates that atypical operator can save up to astaggering $180,000 per engine

by repairing rather thanreplacing the low-pressure

turbine components in a largecommercial engine.

EYB2005_3 9/9/04 12:13 pm Page 69



machining; laser welding, brazing andthermal processing; and surface treatmentand advanced-coating technology.

In adaptive machining, Honeywell usesthe latest computer-aided design andmanufacturing systems to repair variable-geometry three-dimensional componentsincluding turbine airfoils and blades;nozzle guide vanes; impellers; and blisks.With recent advancements, techniciansare able to make repairs without changingthe unique contours of the component.

The company is also expert in the fieldof laser welding, brazing and thermalprocessing. It uses new techniques inautomated and hand-held laser welding,and brazing-restoration processes —including crack healing — to performrepairs customised for a specificcomponent to restore it to like-newcondition. Finally, it puts its surface-treatment and advanced-coating expertiseto work with innovative technologies andprocesses that prevent corrosion andimprove the ability of critical engine partsand components to withstand high enginetemperatures.

MRO is a top priority

In an industry that always putssafety first, aircraft operators devote

considerable resources to implementingeffective engine-inspection,maintenance and repair programs.

But in recent years MROprogrammes have become even moreimportant to the commercial airlinesand other operators, which have hadto adjust to the tough economicconditions that have affected theentire industry. As a result, operatorsare looking for ways to improveengine performance, boost operatingefficiency, reduce the total cost ofownership, and extend the workinglife of engines and key enginecomponents.

“There has been a shift in people’sthinking about engine repairs,” saysBill Metera, director of sales andmarketing for Honeywell’s newlyformed advanced-repair technologybusiness. “Operators are stillinterested in effectively managingtheir repair costs, of course. But manyoperations managers are starting tosee MRO as a strategic investmentthat can lead to improvedperformance, rather than merely as acost of doing business.

Customers experience excellentproduct performance

“With the latest repair and coatingtechnologies, we’re taking worn anddamaged engine parts and giving themnew life,” says Metera. “Sincerepairing a part costs significantly lessthan replacing it, operators can see asignificant positive impact on theiroperating costs and their bottom linesover the life of an engine.”

Metera described a recent informalexperiment conducted by another majorcommercial aircraft engine originalequipment manufacturer (OEM). TheOEM sent Honeywell a variety of wornand damaged components from the hotsection of one of its production jetengines. Members of Honeywell’sadvanced repair technology team usedvarious technologies and techniques torestore the parts and then returnedthem to the manufacturer. In a series ofrigorous side-by-side tests thatsimulated more than 100 engine cycles,the restored parts out-performed thenew parts in every facet of theexperiment.

"We are committed to developingnew repair and coatingtechnologies that help ourcustomers reduce costs,keeptheir aircraft flying and achievetheir business objectives." —Bernd Kessler,vice presidentand general manager ofAviation Aftermarket Servicesfor Honeywell.

EYB2005_3 7/9/04 2:05 pm Page 70



“The test results were verygratifying to us, of course, and theOEM was very pleased with theperformance of these repaired parts,”says Metera. “The entire engineindustry benefits from technologyadvances such as these, because theyimprove the quality, reliability andperformance of a whole class ofaerospace products.”

Significant savings potential

With these kinds of results,customers are obviously impressedwith the quality and performance ofrefurbished parts. But it is thesavings potential that really getstheir attention, says Metera. “Thisreally is the best of both worlds.Technology advances let us repair awider variety of parts than everbefore and the cost of restoring wornand damaged components to like-newcondition is much less than the priceof replacing them with new parts.”

Restoring a worn or damagedturbine blade to its originalspecifications costs about one-tenththe price of replacing the part. AndMetera estimates that a typicaloperator can save up to a staggering$180,000 per engine by repairingrather than replacing the low-pressureturbine components in a largecommercial engine.

While Honeywell’s advancedtechnologies can be used to repairalmost any engine part, the companyfocuses most of its efforts on categoriesof repairs that offer customers thegreatest potential return on theirinvestment. Examples include repairson gearboxes, impellers, blisks, turbineblade airfoils, turbine nozzles and otherrelated parts and components.

Growing business and resources

Operators that fly aircraft equippedwith Honeywell engines remain thecompany’s first priority according toKessler and Metera. But Honeywell isalso actively working on several currentand potential programmes with otherengine manufacturers. In addition tothe other engine OEMs, potentialcustomers for Honeywell advanced-repair and coating technologies includethe commercial airlines; business and

general aviation operators; defence andspace customers; and established third-party MRO centres.

Honeywell’s sizeable investments inadvanced-repair and coatingtechnologies have built a highly capableglobal Aviation Aftermarket Servicesorganisation with resources all over theworld. The company has multiple MROcentres in North America, Europe, Asiaand Australia. Advanced Repair Centresof Excellence have been established inPhoenix, Arizona, for cold-sectionrepairs; Greer, South Carolina, for hot-section repairs; and Olomouch, CzechRepublic, for sheet metal components.

“We are very proud of our world-class facilities and equipment,” saysMetera. “We are one of the topcompanies when it comes to investingin repair technology in recent years. Butour primary investment has been inexpertise and human brainpower. Wehave succeeded in building one of themost experienced and capable teams ofengineers, technicians and specialists inthe industry.”

In all, Honeywell’s AviationAftermarket Service organisationemploys more than 3,700 peopleworldwide, including more than 100repair development engineers whowork full-time to research, validate,document and implement engine repairtechniques and procedures. At leasteight of Honeywell’s developmentengineers hold PhD degrees, accordingto Metera.

Honeywell’s advanced repairorganisation has achieved repair yieldsand successful repair rates that arebetter than the industry average,according to Metera. “Honeywell is oneof the aviation industry’s mostdedicated practitioners of Six Sigma,”he says. “We’re actively putting theHoneywell Six Sigma tools and mindsetto work to make sure we’re doing thebest possible job for our customers.”

According to Kessler, “At the end ofthe day our entire Aviation AftermarketServices team is focused on deliveringvalue for our customers. We arecommitted to developing new repairand coating technologies that help ourcustomers reduce costs, keep theiraircraft flying and achieve theirbusiness objectives.” �

EYB2005_3 7/9/04 2:06 pm Page 71



Titanium impellerwelding

Modern turbine engines aresubjected to severeoperating conditions. Theircomponents are exposed tothermal, corrosive, abrasiveand other damaginginfluences which cause themto crack, pit, erode, andotherwise degrade. Turbineand compressor blades areamong the most commonlyrepaired of these parts andcan be restored many timesto significantly extend theiruseful life. LiburdiAutomation discusses itsnew welding system that hasbeen developed to repair ofcomplex-geometry engineparts, such as compressorimpellers. Like most turbine components,

impellers function in a highlyabrasive environment. This is

particularly true when aircraft arelanding on unpaved runways or areoperating in sandy environmentswhere erosion is a significantchallenge to engine durability and tothe subsequent repair and overhaulof turbine engines. Parts mostaffected by erosion are typicallylocated in the compressor section ofthe engine. They are predominantlyin the gas path of the compressor andcomprise rotating blades, impellersand their stationary counterparts,compressor stators. Most of the wearoccurs at the tip of each blade and atthe leading edge, resulting indecreased compression efficiency.This type of wear can typically berepaired by removing the damagedregion, and by depositing newmaterial which can be subsequentlyre-contoured to the required profile.

The majority of turbine impellersare repaired using old-fashionedmanual gas tungsten arc welding

(GTAW) techniques. While manualrepair is inefficient (some impellerswill require as many as 12 hours inthe hands of a skilled welder), noautomated solutions have beenavailable. The reason for this is thecomplex geometry of the part itselfand the fact that it takes fullintegration of several technologiesincluding motion, scanning andwelding, just to repair a single blade.Although many companies specialisein each of these technologies, few canintegrate them and thereby supply anautomated system. The ability toperform the 3D restoration of parts isa unique and complex achievementand whilst rapid prototyping hasbeen achieved using laser andpowder systems, the requirement forcritical rotating hardware to have nodefects — such as porosity orinclusions — is difficult when usingpowder feed systems.

Over the past three years LiburdiAutomation Incorporated has beendeveloping an automated weldingsystem capable of performing such

EYB2005_3 7/9/04 2:07 pm Page 72



repairs. As a result of this work, asystem has been developed which iscapable of performing a full impellerrepair (blade contour as well asleading and trailing edges) with nextto no operator intervention.

Laser and wire process

Since 1979, the Liburdi Group,based in Hamilton, Ontario andCharlotte, North Carolina, hasprovided highly-specialisedtechnologies, systems and services forturbine, aerospace, and industrialapplications. Having pioneered thedevelopment of metallurgicalprocesses required for analysis andrefurbishment of aero and industrialgas turbine components, it hasbecome a global leader in turbine-repair, analysis, and life-extendingtechnologies within those industries.

Against this backdrop, Liburdi hasdesigned a unique (patent-pending)blade-repair process using laser andfiller wire for metal deposition.According to Automation Group seniorengineer, Janusz Bialach, who hasworked on the design and test phases ofthe process for the past year, “Our newwire process is a faster, cleaner repairmethod, which brings a whole newlevel of control and metallurgicalquality to impeller bladerefurbishment.”

The system is based on laser and wiretechnology developed by Liburdi (USpatent 6,727,459). The techniqueutilises a continuous wave Nd:YAG lasercombined with a precision wire feeder.The combination of these two elementsproduces repeatable, X-ray quality

welds. The laser power and wire feedfunctions are fully synchronised witheach other and with the motion system.This capability enables the productionof welds with “near-net-shape”geometry (i.e. the width of the depositvaries with width of each blade). Theprimary benefit of doing so is reductionin the blending requirements andincreased deposition efficiency.

Motion system

In view of the complexity of theimpeller geometry, six axes of motionare required to achieve the necessaryweld path. This is driven by the need toimplement three-dimensional motionand the requirement to achieve a build-up that matches the ever-changingblade contour. All six axes are fullycoordinated, resulting in smooth,repeatable motion.

New software was developed for thisapplication and this allows the operatorto program the surface weld speed. Thecontroller automatically compensatesfeed-rate for each axis so that thesurface weld speed remains constant,independent of the R,T positionermotion with respect to the X,Y, Z weldhead motion.

Laser scanning and processcapability

After several thousand hours runningin a jet engine and exposure to a coupleof repair cycles, no two blades are thesame. Even within a single part therecan be substantial difference ingeometry and thickness of each blade.This variation requires the weldingprocess to be self-adaptive.

"Our new wire process is a faster,cleaner repair method,which

brings a whole new level ofcontrol and metallurgical qualityto impeller blade refurbishment."

—Liburdi Automation Groupsenior engineer,Janusz Bialach.

EYB2005_3 9/9/04 12:20 pm Page 73

Liburdi scanning technology is anintegral part of the impeller weldingsystem. The scanner provides feedback forthe process control software. Beforewelding, each blade is scanned to captureits actual geometry and any variation inthickness. This information is used forseveral purposes. Firstly, the condition ofthe impeller is inspected and if, forexample, blade thinning is excessive thepart will be rejected. Secondly, thescanning data is used in the generation ofweld path data. The software capturesdeviations from nominal geometry andperforms full 3-D motion compensation.Finally, the data is used to generatewelding parameters.

Variations in blade width will meanthat no single set of parameters can beconsistently used to weld these parts. Asthe blade width increases, for example,the wire feed rate and the laser powerneed to increase as well, in order tomaintain uniform build-up height.

The system is capable of repairing theblade contour as well as the leading andtrailing edges. The rotary/tilt positionerprovides enough articulation to performall three welds in one setup.

Effect of blade width on processparameters

The tooling requirements areminimal. In most cases, a simple fixture

is used to locate the part on thepositioner faceplate. In some cases,where impeller geometry and theextent of the repair combine to produceexcessive platform distortion, arestraining fixture might be required.

The process does not requirevacuum or argon chambers. All of thewelding is done with local shieldingonly (even on titanium parts). Thisspeeds up the loading and unloadingof the parts. The cycle time is afunction of impeller geometry. Thebuild-up height per pass is limitedby the blade thickness. It is notfeasible, for example, to produce a0.060in build-up on a 0.020in bladesection in one pass. The build-upheight typically ranges from 0.040into 0.060in per pass. Typical weldingspeed is approximately 5 inches perminute.

Considering an average impellerwith 15 blades, 0.080in of ‘cut-back’,average blade width of 0.040in andblade length of 3.5in, the cycle timewould break down as follows(contour weld only):

Scanning time:45 seconds = 45 secondsWelding time/pass45 seconds x 2 passes = 90 secondsPre-purge:7 seconds x 2 passes = 14 secondsPost purge:8 seconds x 2 passes = 16 secondsMove to start:5 seconds x 3 times = 15 secondsTotal per blade = 180 secondsTotal per impeller = 180 sec x 15 blades = 45 min

The impeller welding system isbased on a LAWS platform and byno means is it limited to weldingimpellers. It has enough flexibilityto weld compressor blades, air seals,vanes, blisks and many other enginecomponents. A 6-axis CNC precisionmotion platform with rotation/tiltpositioner is the best match for thisapplication. The accuracy of thesystem is critical to the repeatabilityof the repairs and ultimate yield ofthe system in production.

Each of the above platforms can befitted with a Class I laser enclosure.



After several thousand hoursrunning in a jet engine andexposure to a couple of repaircycles,no two blades are thesame.Even within a single partthere can be substantialdifference in geometry andthickness of each blade.Thisvariation requires the weldingprocess to be self-adaptive.

EYB2005_3 7/9/04 2:08 pm Page 74



LAWS 4000 and 5000 enclosures haveaccess doors designed for heavycomponent loading using overheadcranes. The laser source used withthe laser and wire process is a 1kWcontinuous wave Nd:YAG laser. Thispower source is capable of weldingalmost all impeller types. Otherpower ranges are also available. GSILumonics JK series lasers are thepreferred power sources but otherlasers can be integrated uponcustomer request.

The wire feeder is one of the mostimportant components. The system isequipped with a low backlash,precision wire feeder with encoderfeedback for precise metering of thewire into the molten pool. The wirefeed system provides the accuracyand repeatability necessary to yieldhigh quality welds with minimaldistortion of the parts. Good qualitywelds with no interpretable porosityis the key for highly critical parts.With the high-efficiencyperformance turbine engines oftoday, OEMs are concerned with theeffects of porosity in weld repairs of0.002in.

The system uses an external powermeter for calibration purposes. Thedevice enables the capture of all systemlosses and allows for calibration of‘actual’ laser power. The meter is fullyintegrated with the software so that thesystem ‘self-calibrates’ without anyoperator intervention.

The break-away device provides alink between the welding head and therest of the system. In the case of acollision, a pneumatically-loadedchamber disengages the head,minimising the damage to the system.Upon activation the device also shutsdown the laser and stops all systemmotion.

Weld monitoring

Weld monitoring enables theoperator to display a live image of theweld on the control screen. The imageis magnified and it allows the operatorto see exactly what is happening at theweld. If required, the video can bestored in a digital format andtransferred to a CD for futurereference.

The system can also be equippedwith a wire-diameter inspection unitwhich monitors the size of the wire. Ifthe wire size deviates from apredefined, acceptable range, the devicenotifies the operator, allowing him totake corrective action.

Results

The combination of the appropriatesoftware, hardware and process know-how offer the potential customer theability to restore hardware that wouldtraditionally be scrapped or stock-piledin a quarantine room for futureconsideration.

Compressor geometries that require 3-D restoration due to wear are ideal forthe laser and wire process. The laseroffers a very stable power source andthe wire offers the same stability in afusion process where metallurgicaldefects cannot be tolerated because ofmechanical limitations in the design ofthe parts.

Impellers that traditionally take six to12 hours to weld manually now onlyrequire two to four hours to repair. Thecost savings are advantageous foroverhaulers and OEMs alike. �

EYB2005_3 7/9/04 2:09 pm Page 75



The latest in aerospacetesting equipment

Advances in computertechnology bring with themopportunities to furtheradvance other technologies.Bartley Blume, test cellmarketing manager of AeroSystems Engineering, St. Paul,Minnesota, explains howsuch advances are creatingbetter, more accurate andmore reliable aerospacetesting equipment.

As a market leader in aerospacetesting equipment, AeroSystems Engineering (ASE)

makes it its business to be knowledge-able of emerging technologies andincorporates these into its productswhen the opportunities arise. Its high-technology products include thrust-measuring stands; power lever throttlecontrollers; temperature scanners; dataacquisition and control systems; high-speed wind tunnels; and captive trajec-tory systems.

ASE has been designing anddeveloping state-of-the-art engine testcells since 1967. In those 37 years it hasbuilt test cells and equipment for allengines, from the smallest of APUs andcruise missile engines, to militaryengine with afterburners and thelargest of commercial engines, includingthe GE90-115B, the world’s largestcommercial aero-engine. ASE’s test celldesigns include a 13-metre test cell,capable of running engines up to150,000lb thrust, and a seven-metre testcell, capable of up to 40,000lb thrust.The latter has become very popularover recent years because of theincreased number of regional jet airlines

in operation. It is an efficient, off-the-shelf design that can be built in 10months from start to finish. ASE alsobuilds test cells for turboprop, turbo-shaft and industrial gas turbines.

The company has been designing anddeveloping state-of-the-art windtunnels since 1952, initially as theFluiDyne Engineering Company untilthe merger of ASE and FluiDyne in1993. Many of ASE’s earliest windtunnels were used to advance rocketand space programme designs. Thecompany’s wind tunnels have alwaysbeen on the cutting edge of technologydriving the challenge of positioningaccuracy, data accuracy and highReynold’s number testing.

ASE owns and operates several windtunnels in Plymouth, Minnesota. ItsFluiDyne Aerotest Laboratory possessesa broad range of aerodynamic testfacilities and is highly regardedthroughout the propulsion industry fordata quality and accuracy. Performancetesting of exhaust nozzle systems, fromstatic to hypersonic conditions, is itsprimary area of expertise. As well asthe wind tunnel laboratory there is ahighly reputable model shop. The group

is currently working with major enginemanufacturers to come up with new,innovative nozzle designs that willreduce engine noise.

ASE2000

At the forefront of high-technologyengine testing equipment is theASE2000 control and instrumentationsystem. It was originally developed in1997, but has evolved and beenenhanced as technology has advanced.Its architecture is based on distributed‘input/output’ (I/O) and this allowscontinual evolution and enhancement totake place. The distributed I/Oarchitecture comprises one or moreindependently-operating input and/oroutput devices that are supervised by acentral host computer. Thesesynchronised front-end devices utilisetheir own internal processors to scaninputs, make calculations, applycalibration curves, as required, andreturn engineering units back to thehost. This host computer sends setupinstructions to the I/O devices, collectsthe acquired data into a centraldatabase and carries out any requiredadditional calculations. Expansion,

EYB2005_3 7/9/04 2:11 pm Page 76



major engine overhauler and long-termcustomer to provide a similar device fortemperature measurement, it teamedwith Pressure Systems Inc who assistedin the design and development of atemperature scanner.

The new temperature scanner wasbased upon the hugely successful 9016NetScanner pressure scanner. Whilepressure-sensing elements were removed,other aspects of the scanner wereretained including the processor,multiplexer and A/D converter. A newsignal-conditioning module (SCM) wasdeveloped to interconnect the measuredsignal to the motherboard and this wasalso used for cold-junctioncompensation. To accomplish veryaccurate cold-junction compensation, thethermocouple SCMs incorporate aprecision temperature device locatedbetween the thermocouple input sockets.This gives a very precise measurement ofeach cold junction temperature, whichcontributes to the overall accuracy of themodule. The Model 9046 Ethernetintelligent temperature scanner is acomponent of the PSI NetScanner™ dataacquisition concept. MultipleNetScanner units may be networkedtogether to form a distributed intelligentdata acquisition system.

The Model 9046 Ethernet intelligenttemperature scanner is a completelyself-contained high-performancetemperature acquisition module formultiple measurements from multipledevices. It can be configured to readthermocouples (all types), RTDs (385and 7990), thermistors, voltage signalsup to 5V and/or resistance. The scannerintegrates 16 individual, high-accuracy(+/-0.01˚C) uniform temperaturereferences (UTRs) with a microprocessorin a compact, low-cost package. EachUTR contains its own thermocouplereference which is in physical contactwith both thermocouple/copperjunctions, therefore improving accuracycompared with a single uniformtemperature reference. Thisarrangement makes the module uniquein that it guarantees accuracy underany circumstances, even in thermallydynamic environments. RTD channelsuse four wire connections to thescanner, which eliminates error due tolead wire resistances.

enhancement and evolution of theASE2000 are easily managed throughchanges to the distributed I/O. Thepremise of the distributed I/Oarchitecture is not new but the widerange of emerging Ethernet devices hasmade it very easy to develop andexpand.

One of the great advantages to thisEthernet-based distributed I/Oarchitecture is reduced complexity. TheASE2000’s architecture eliminates theneed for large numbers of long copperwires from the test device to the controlroom, being replaced by a few Ethernetand power cables. The elimination ofthese long cable runs simplifiesinstallation, maintenance andtroubleshooting, and reduces the overallcost of ownership.

Another distinct advantage of thesedevices is the ability to put dataacquisition very close to themeasurement point. This reduces thelength of slow-acting pressure tubes orthermocouple wires that are verysusceptible to noise.

9046 Ethernet intelligenttemperature scanner

Aero Systems Engineering has usedthe PSI NetScanner™ pressuremeasurement system in conjunctionwith its ASE2000 control &instrumentation system for a long timenow. When ASE was requested by a

This pre-engineered approach totemperature acquisition offersguaranteed system accuracy, unlikeindividual thermocouple or RTD wireruns where stated accuracy is met onlyif many user considerations areaddressed, especially with respect towire length, noise and multipleconnector effects. The Model 9046Ethernet intelligent temperaturescanner guarantees accuracy better than+/- 0.25˚C when used withthermocouples and +/- 0.04 per centwhen used with RTDs.

The top connection panel can beconfigured for any mix of thermocoupletypes and RTDs. An internal 32-bitmicroprocessor corrects for sensor zero,span and non-linearity errors. Themodule is also available with side-mounted feed through or MS connector.Temperature data in engineering unitsis output through a 10Mbit Ethernet802.3 interface using TCP/IP protocol.

The 9046 provides the capability tosample using three scan listsconcurrently at rates up to 10measurements per channel per secondand is supplied with start-up softwarefor PC-compatible computers. Fieldfirmware upgrades are facilitated usingthe Host Ethernet interface. The 9046features hardware- and software-triggered data acquisition, onboardengineering unit conversion (mV, Ohms,˚C, ˚F), parallel outputs for alternatedata display, fuse-protected inputs, opencircuit detection, a user-adjustable filterand user-accessible memory. The 9046was originally developed for use in jet-engine test cells and is therefore rugged,shock resistant and virtually airtight.

The smart throttle system

Another Ethernet-based device usedin the ASE2000 is the ‘smart throttlesystem’ (STS). This is an advanced,digital power lever/throttle controlsystem. STS can control virtually anyhydro-mechanically or electronicallycontrolled engine. It controls hydro-mechanical engines directly by linkingthe power lever actuator to the enginepower lever/throttle input shaft. Itcontrols electronic engines by sendingthe appropriate electrical signal directlyto the engine’s ‘full authority digitalelectronic control’ (FADEC).

EYB2005_3 7/9/04 2:13 pm Page 78



STS has a fully digital array thatintegrates the power lever transmitter(handles), controller and receiver(actuator) into a compact, low-cost,two-component package. Thisarrangement greatly decreases systemcomplexity and maintenance costs.

The main components of the powerlever control system include:� The ‘smart throttle controller’, a

software program running on thetest cell host computer that providespower-lever angle commands to thesmart motors and allows forEthernet communication betweencomponents and optionally to thecustomer’s control system. Part ofthe controller is the ‘smart throttleoperator interface’, an 8in touch-screen. The screen is mounted onthe control console for ease of use.An optional desktop lever isavailable to control throttle position.The lever incorporates dual handlesto operate both the engine powerlever and the fuel shut-off lever.Optionally, a game joystick or otherdigital input can be used as theoperator interface.

� The ‘smart throttle motor’ mountedon or near the engine for hydro-mechanical engines, drives theengine throttle cable through push-pull cables. For FADEC engines, thesmart motor is fitted with a‘resolver’ and is mounted on or nearthe engine, or in the cabinets of thecontrol room.

STS theory of operation

ASE’s STS makes it possible for test celloperators to control the throttle of anengine under test in an engine test cell.STS contains an industrial motor which istypically mounted on the engine adapterand is operated from the control console.A touch-screen interface is provided fornormal operation and an optional handlemay be installed. This system conveyscommands to the smart throttle motorover an Ethernet link. There is also adedicated hardwired connection whichmakes it possible to return the engine toidle under any circumstances. In additionto the hardwired ‘return-to-idle’ switch, ahardwired ‘return-to-cut-off’ switch isavailable for engines that require thisposition setting.

STS software converts the requestedthrottle position into commands that areprocessed by the smart motor. Thesoftware receives the throttle movementrequest from the operator through thetouch-screen or the power lever handle.The commands are sent to the smartthrottle motor over the Ethernet network.STS software monitors the throttleposition, the status of the communicationlink with the motor and other statusconditions of the smart throttle motor.STS software provides the routinesrequired to: rig the smart throttle motor;setup preset throttle positions; set thespeed of movement of the smart throttlemotor; override the idle stop; and monitormovement of the smart throttle motor.

The smart throttle motor contains aprocessor which accepts commandsfrom the controller, compares themwith position data from an encoder inthe motor, and then turns the motor atthe speed and direction that isappropriate to take the output to therequired throttle position.

For non-FADEC engines the smartthrottle motor is fitted with a gearbox toreduce output shaft speed and increaseoutput shaft torque, to match thetorque/speed requirements of the enginepower lever input shaft. The shaft fromthe gearbox of the motor drives amechanical linkage that drives the

throttle on the engine. Each adapterusing this control arrangement has alinkage that is appropriate to the engineand adapter: either a push-pull rod or apush-pull cable. The smart throttle motorfor FADEC engines is equipped withprecision ‘resolver’ outputs to producethe electrical control signals required byengines with electronic fuel controls.

In order to provide backup control, inthe unlikely event of a communication orhost computer failure, the STS is equippedwith a back-up hardwired circuit that canorder the processor in the smart throttlemotor to return to the idle or cut-offposition. This RTI/RTCO is possible even ifthe communication cable to the smartmotor is severed, because the command isresident in the smart motor processor.

Other STS features include: display ofthe power lever angle on the smartthrottle touch-screen; a riggingprocedure with simple touch-screencommands (no pots or amplifiers toadjust); idle stop override actuated by asoft push button to allow movementbeyond the set-point; the return of themotor to idle position stored in non-volatile memory whenever propercommunication is lost or if theemergency idle command is received;and five programmable preset throttlepositions with programmable throttleslew rates. �

EYB2005_3 7/9/04 2:14 pm Page 79



Automated repair and overhaul ofaero-engine components

The maintenance, repair andoverhaul (MRO) of aero-engine components consistsof a chain of differentprocesses. At present thesupply industry is providingimproved machiningequipment to automate theindividual process steps.Claus Bremer, president ofBCT, describes how adaptiveCNC technologies canautomate the single repairprocesses and, at the sametime, optimise the efficiencyof the entire MRO chain.

Automated repair processesand adaptive machiningstrategies constitute

important elements in today’s aero-engine MRO industry. Currently, therepair of blisks is a central issuewhenever consideration is given toreplacing bladed stages with blisks;the feasibility of such a step hingeson the available capabilities for theautomated repair. Manual repairoperations cannot be applied to state-of-the-art blisks - especially forwelding and reprofiling tasks -because of their unsatisfactoryreliability, quality andcompetitiveness. Automated repair istherefore a key factor whenproposing the use of blisks inmilitary and commercial aeroengines. Standard repairs are alsoinfluenced by these innovativeapproaches. Currently, most of theprocesses for the MRO of enginecomponents are carried out manually.In many cases, however, manualoperations are not satisfactory fromthe points of view of cost andreliability. Another common problem

is that the components such as blisksand impellers, are too complex forefficient manual treatment andrequire automated repair systems.

Adaptive machining methods cancompensate for part-to-part variationsas well as inaccurate clamping positionsand keep the tolerances for the actualparts to a minimum. The geometricaladaptation of the numerically-controlled(NC) paths to the actual part geometryis performed automatically using in-process measuring techniques,mathematical best-fit strategies andadaptation methods. The adaptivesystems are integrated into standardwelding machines and machine tools aswell as into the existing CMM, CAD,CAM and CAQ environments.

The MRO steps which are especiallytime consuming and require a highdegree of accuracy are inspection,welding, milling and polishing. Thechain of automated repair processes foraero-engine components is, in mostcases, as follows: first the parts arevisually and CMM-inspected to checktheir general reparability and toidentify and locate the damage. Then

the damaged areas are cleaned using NCmachining processes in preparation forthe material addition process. Materialaddition is carried out using NC laser-welding methods. As a last step, thewelded areas are reprofiled (usingmilling tools) and polished (usingflexible grinding wheels) on NC millingequipment.

Single blades

The restoration of tips and edges is astandard repair for compressor andturbine blades. For these type of partsand repairs, reliable NC equipment andadaptive application software areavailable for NC laser-cladding as wellas for NC machining for cleaning,reprofiling and polishing. Any 3-dimensionally-shaped blade can beprocessed. The nominal geometry(master geometry) is provided byautomatic reverse engineering of a newor refurbished blade, using the regulartouch-trigger probe of the machiningequipment. The same equipment canalso be used for various other repairs,such as for the refurbishment ofshrouded blades (e.g. knife edge seals,interlock faces) and nozzle guide vanes(e.g. airfoils, platforms), the tip repair ofblisks, and so on.

The adaptive application softwarepackages plus standard 5-axismachining equipment form self-sufficient, workshop-oriented repairstations for the automated restoration ofsingle blades resulting in end-finishedblades. The software solutions allow theuser to ‘program’ new types of bladesor to modify the machining strategiesby themselves. This self-sufficiencyspeeds up reaction time and reducescosts. When the adaptive approach istaken, moreover, the use of expensivecalibrated fixtures can be dispensedwith.

Complex components

The automation of the repair of morecomplex parts, such as blisks andimpellers, calls for a bit more effort.

Figure 1: Welded blade.

EYB2005_3 7/9/04 2:15 pm Page 80



Without a PBS installed …it’s just another test cell.

Without a PBS installed …it’s just another test cell.

Install the world’s best vibration testing and calibration equipment

in your test cell. The PBS product line leads the industry

in features, innovation and performance.

• Vibration Monitoring

• Trim Balancing

• Digital Interfacing

• Charge Amplifiers

• Portable Calibrators

www.mtiinstruments.com/aviation

These engine components requiresophisticated 5-axis NC processes.Therefore, the CAD data for thenominal geometry (reverse engineeredor from the OEM) and the CAM-generated NC programs referring to thenominal geometry constitute anadditional input to the adaptiveprocesses.

The different types of damageencountered on the tip, edges, cornersand airfoils have to be taken intoaccount. In particular, front-end blisks,which are used mainly in militaryengines, can be heavily damaged. Onimpellers and high pressure compressorblisks, however, it usually suffices torestore the worn-out areas. This resultsin the following repairs: � the welding of tip, edges, corners

and airfoil sections; � patches (corners, edges, tip area);

and � the replacement of entire blades

using linear-friction welding.

In the following, we will describe theautomated repair processes:� inspection (identification and

localising of the repairs); � cleaning (cleaning/milling of the

repair areas); � welding (material addition by laser-

welding); and � re-profiling (reshaping of the

welded/patched areas).

There is no need to automate theprocesses all at once. However, theinstallation of a data-handling systemimproves efficiency by promoting dataflow and factory automationthroughout the MRO chain.

The aim of inspection is to assess thegeneral ‘repairability’ of the parts aswell as to identify and locate thedamage. Usually, the automateddimensional incoming and finalinspection are carried out on acoordinate measuring machine or on a‘robot arm’. Various proven measuring

methods are available such as: touchtrigger probes, continuously measuringprobes, spot lasers, line scanners andrange image systems. The suppliers ofdimensional metrology can provide abroad range of solutions for theinspection tasks. The results of theincoming inspection can be of greatvalue for the subsequent NC repairprocesses, especially for adaptivecleaning and laser-welding. For thispurpose, the inspection systems mustbe linked to the other processes via adata management system.

The cleaning process prepares thedamaged areas for the subsequentwelding process. It is advantageous touse only a limited number ofgeometrically-defined smooth blends.For example, the length of the cleanedarea for leading-edge repairs may bepermissible with a step width of X mmand a step width of Y mm. With thisstepwise parameterisation of thedimensions of the cleaned areas, the

EYB2005_3 9/9/04 12:24 pm Page 81

following repair processes can beautomated more easily and keptsimpler. The main cleaning techniquesused are: milling, grinding and lasercutting. The cleaning process is thesimplest process in the repair processchain and there are proven machiningtechniques available for cleaning. Theprocedure of geometrical adaptation ofthe NC paths is restricted to best-fit andcan make use of the measuring datafrom the incoming inspection.

More and more, NC-driven laserwelding equipment is replacing manualwelding in the repair and overhaul ofworn-out aero-engine components. Thebackground to this growing trend isthat laser-welding technologies allowfor more economical and accuratewelding and cladding of higher quality.In some cases where existing methodscannot be applied, certain blades cannow be overhauled with laser-weldingtechniques. Furthermore, near-net-shape laser welding can reduce theeffort required for final reprofiling andfinishing to a minimum.

The geometries of worn-out blades ofblisks, impellers and other aero-engine

components differ significantly fromthe nominal (CAD) geometry of the newpart. As precision laser-welding andcladding systems offer high accuracyand repeatability of some 0.1 mm, theCNC paths must be generated based onthe actual geometry of the part to bewelded. If the inspection processes areset up in an integrated manner and theinspection strategies are reasonablyselected, the measuring data from theincoming inspection can be used for theadaptive tasks carried out as part of thewelding process. Otherwise, themeasurement of the blades must becarried out on the welding machineryusing vision systems, line-scanners ortouch trigger probes.

The laser welding process can beautomated using an adaptive approach.

Because the welding process generates amaterial addition that is near net shapebut with a certain amount ofovermeasure, the geometrical adaptationdoes not need to be as refined here asfor reprofiling (see below).

The quality of the material addition iscontingent to a high degree upon thequality of the laser-welding process.And since the quality of the welding ispivotal for defining the quality andsafety aspects of the entire repairprocess, special attention should begiven to several issues related towelding technology. Therefore, theselection of a reasonable weldingmethod and an experienced equipmentprovider are of crucial importance. Inrecent years, several laser-weldingprocesses for material addition havebeen developed to a proven state.However, any welding method can beautomated by adding adaptiveapplication software to the NC laserequipment.

From a mathematical, measuring andmachining perspective, the reprofilingof the repaired areas is the most difficultrepair task; this is because themachining tolerances are in the range ofsome few 1/100mm. Currently, the repairof blisks is a central issue wheneverconsideration is given to replacingbladed stages with blisks; the feasibilityof such a step hinges on the availablecapabilities for the automated repair ofthese high-value engine components.



Figure 2: Four blades in a fixture.

Figure 3: Blisk. Figure 4: Impeller.

EYB2005_3 7/9/04 2:16 pm Page 82



Forced by these circumstances, BCT has,over the past several years, developedall the software modules and tactile-measuring strategies necessary for theadaptive reprofiling of the blisks for theEJ200 military engine of theEurofighter/Typhoon.

The adaptive milling strategies areapplied to different repair methods: weldrepair (tip and edges), patch repair(different types of patches) and bladereplacement by linear-friction welding.The nominal part geometry (CAD), theNC milling strategies (CAM) and thedescription of the repair process are inthe hands of the user. This user know-how is supplied to the software systemfor adaptive machining via a standardiseddata interface, e. g. the international IGESformat used for CAD data. With thissystem layout, the user is able to keep allrepair-technology-related know-how inhouse. A further advantage of thisdivision of responsibilities is that all theuser’s know-how regarding new-partgeometry and new-part millingtechnology can be applied to the bliskrepair tasks.

Practicable measuring strategies are ofgreat importance for the high-precisionadaptation needed for reprofiling. It isnecessary to obtain a detailed overviewof the overall deformation of the blade.For this purpose a number of pointsspread over the entire airfoil have to bemeasured using a touch probe. Inaddition, detailed measurements have tobe made around the repair areas toensure a minimal step between theparent blade and the repair area andprovide for a smooth transition betweenthe former and the latter.

The automation of the reprofilingprocess requires the application ofsophisticated best-fit and shapeadaptation methods. Since the reprofilingprocess generates the final shape of theblade to be repaired, adaptationtechnique requirements are verydemanding in this process. Theexperience gained with this technique sofar indicates that larger repair areasexceeding a certain size, as well asrestrictions in the deviation betweennominal and actual geometry andaerodynamic demands, necessitate the useof special adaptation algorithms capableof meeting requirements and boundaryconditions. In general, the geometricaladaptation is carried out in two steps:� best-fit to determine the correlation

between the nominal position of the“CAD” blade and the actual positionof the repair blade

� adaptation to determine thecorrelation between the nominal

MEETINGT H E C H A L L E N G E

Huffman Grinder, Laser and Waterjet Technologies deliver exceptional technical & commercial results for manufacture and repair of a wide variety of fl ight and industrial gas turbine components.

www.huffmancorp.com1-888-HUFFMAN

shape of the “CAD” blade and theactual shape of the repair blade.

With state-of-the-art technology, itis possible to automate MRO processescurrently performed manually and toreduce costs and throughput timeswhile boosting quality and precision.Adaptive machining technologies suchas welding, milling and polishing canbe applied to a broad range of repairmethods and aero-engine componentsfrom compressor blades and turbineblades to impellers and blisks. On thebasis of BCT’s many years ofexperience in the automation ofengine-component MRO as well as theexperience gained during severalresearch and development projects, itis evident that the integration of thedifferent repair processes using acommon data handling system canachieve even more efficiency than theaddition of the single processes. �

Figure 5: Data handling system.

EYB2005_3 9/9/04 12:28 pm Page 83



Third-generation high-speed grinders

Airline operating costs areinfluenced by many factors,some of which are directlyassociated with engines:these include fuelconsumption, enginedurability/reliability and thecosts of engine overhaul andmaintenance. Many of thesefactors will, in turn, dependon the quality of enginemanufacture and anysubsequent maintenance. AsREFORM Maschinenfabrikexplains, even the tipclearances between rotorsand vanes can be critical inthis regard and muchdevelopment work has beenaccomplished to come upwith machines which canreliably create suchclearances.

One of the objectives in engineoverhaul is to optimise blade andvane tip clearances between

rotating and non-rotating parts. Prior to1982, the gaps between rotating andstatic components were controlledthrough the use of low-speed grindersand shimming was used to stabilise theblades in their slots. In the mid-eighties,however, the first high-speed blade tipgrinders were introduced to the industry.These used centrifugal force to stabilisethe blade during the grinding process.

The HSG 1400 series machinesproduced by REFORM Maschinenfabrikof Fulda, Germany are considered athird-generation high-speed grinder.REFORM’s high-speed grindingexperience dates back almost 20 yearswhen a machine called ‘HSG 1’ wasinstalled in Hamburg. LufthansaTechnik (LHT) Hamburg was one of thefirst users of high-speed blade tipgrinding technology. Since 1985 morethan 4,000 rotors (CF6-50/80, CFM56,PW4000, V2500) have been processed atits facilities on these specially-builtmachines.

In the early 1980s LHT was, in fact,contributory to the design of high-speed

tip grinders, working in conjunction withanother German company (no longer inexistence) to find solutions to the high-speed grinding process. An interestingdevelopment was that a balancing processwas incorporated into the machine, whichused a tangential blade tip measurementsystem. In 1985 this was considered anovel approach since until then almosteveryone had used a radial lasermeasurement system. But it was soondiscovered that the tangential system hadsome significant advantages over theradial system. It was found to be superiorin terms of its speed and accuracy andtoday, all new blade tip grinders use thetangential measurement system.

There are two other major differencesbetween the high-speed grindingmachines on the market today and thoseof the past. The first high-speed grindingmachine used components that came fromrotor balancing machines, such asbalancing pedestals. Subsequently, LHTdeveloped the tooling required tointegrate the balancing function into thegrinding machine, which was no simpletask. The machine was designed tooperate using a ‘travelling head’ concept,which means the rotor remained

"The key is to reduce the risk byretaining well-provencomponents which have beenfunctioning for more than adecade and combining themwith modern technology andimprovements." – Holger Winter,HSG projectteam,Lufthansa Technik.

EYB2005_4 7/9/04 3:13 pm Page 84



stationary while the grinding head andthe measuring system moved. HSG 1 wasthe prototype of this concept and evenhad some components which were madeof concrete (refer to Figure no. 1).Nevertheless, HSG 1 was in service until2002 and it performed its job very well.

After the success with the HSG 1, LHTinstalled HSG 2 in Hamburg. This was animproved model with no concretecomponents. The advantages of thetravelling-head concept were quite clear— not only was the system more rigidthan the oscillating-table concept used onsmaller cylindrical grinders, but it couldalso be used on heavy work-pieces such asprinting rollers. Another advantage of thisdesign is that significant floor-spacesavings can be made as compared with thetraditional solutions. For many years thesetwo machines were used at LHT for largerotors and another smaller machine fromthe same manufacturer was used for CF34rotors.

At almost the same time, two stator-processing machines were commissionedto grind, brush and measure stator vanes.These machines were similar to verticalturning lathes and were not capable ofperforming automatically at the time.Subsequently, LHT decided that thesemachines should be replaced and afterextensive market research it selectedREFORM as its supplier. In 1999,REFORM supplied its first stator-processing machine and this was capableof fully automatic vane grinding,brushing, measuring and turningapplications. This machine substitutedboth of the former manual stator machinesand has worked very well since. Eventoday it is the only machine on the marketwhich can perform these tasks in a fullyautomatic manner without an operator.

In view of this experience, LHTrequested REFORM to participate in theevaluation process for a new HSGmachine during the 2000-2001 timeframe.This process was quite a challenge sincemost recognised HSG manufacturers ofthat time had not produced anytravelling-head machines. But, in view ofits desire to clear floor space, LHT soughtto retain this system of working. At theend of the evaluation process, REFORMwas selected for its willingness to beflexible in accommodating LHT’s wishesand providing an economical and

technological solution for the HSGprocess. Experience gained on HSG1 andHSG2 was subsequently shared andformed the basis of REFORM’s plans tocreate a third generation of HSGtechnology.

LHT’s Holger Winter, who worked onthe HSG project team in 1983 (when thefirst ideas were arrived at during theevaluation and realisation process) said:“The key is to reduce the risk byretaining well-proven components whichhave been functioning for more than adecade and combining them with moderntechnology and improvements.” The HSG1400 followed this recommendation andwas put into operation very soon afterdelivery and this was only possiblebecause customer experience wasincorporated. Nevertheless, even thoughit is technically possible to integratebalancing into grinding machines, manycustomers will still prefer to accomplishbalancing on a separate machine.

Apart from the kinematic travellinghead, there is another major differencebetween the old machine and the new.While the 1985 machines had speciallydeveloped hardware and software for theblade tip measurement system, some

EYB2005_4 7/9/04 3:15 pm Page 85



disadvantages have become apparent overthe years. Since the electronicdevelopment cycle is rapid, spare partsredundancy comes about very quicklyand this has meant that it is often difficultto obtain spare parts. As with a computer,what is new today is old in one year’stime; and when one is seeking a life of 10years or more for a machine tool, thiscreates a major problem, especially sincethe blade tip measurement gauge is theheart of the machine.

The measuring of blades at a tip velocityspeed of 40-50m/s is quite a challenge. Inview of problems previously experiencedwith spare parts, it was necessary toconsider different solutions to go aboutthings differently. The solution eventuallyarrived at used standard, commonlyavailable hardware together with dedicatedsoftware. Also, in order to allow for futuredevelopment, the possibility of higher tipspeeds was catered for.

The 1985 machine’s tangential systemwas specially developed using an ‘opticaltransducer’ concept with unique softwareand hardware. However, the new approachis based on software that was originallydeveloped by MTU in Munich whichREFORM bought and integrated into the

REFORM HSG. The major advantage ofdoing so was that it became possible to usestandard components such as: transputercards; a laser micrometer; and a PC with aMicrosoft Windows operating system.

The use of the transputer in conjunctionwith the laser allows the system to operateat a much higher tip speed — up to 130m/s. In the future it might even bepossible to introduce higher tip speeds ifrequired. The operator-friendly menuscreen makes operation of the machinequite easy — it is multi-lingual, permittingthe desired language to be selected.

Calibration measurements between theold and the new systems have indicatedthat the performance of the new system istotally acceptable and as at July 2004 morethan 500 rotors had been processed usingthe new machine. The performance of themachine led LHT to order an additionalHSG 1400 for its facility in Ireland, toreplace the old machines previously usedfor CF34 rotors. Each machine is equippedwith a remote diagnosis system and somehave a video-conference system. A 24-hour hotline service between themanufacturer and the machine ensures theminimum possible downtime.

Good cooperation between the end-user and the machine tool manufacturerformed the basis of REFORM’s success,enabling it to deliver advancedproducts within a short time period,even though it was a ‘newcomer’ to thebusiness. Innovative technologyintroduced by REFORM supported byLHT’s experience in overhauling high-bypass jet engines has enabled engine-shop manual blade tip gapspecifications to be accurately andrepetitively achieved, resulting in thehighest possible core-engineperformance levels.

According to LHT’s Winter,expectations for the new HSG havebeen completely satisfied and REFORMcan now be considered a major playerin the aeronautical machine toolsupplier business. In order toconcentrate on the aeronautical machinetool market, REFORM has established asubsidiary in the UK; and many engineoverhaul shops around the world thatare planning to replace their HSGmachines have shown interest inpurchasing this latest machine tooltechnology. �

Good cooperation between theend-user and the machine toolmanufacturer formed the basisof REFORM’s success,enabling itto deliver advanced productswithin a short time period,eventhough it was a ‘newcomer’tothe business.

EYB2005_4 7/9/04 3:17 pm Page 86



Adding capabilities tosuit customer need

In today’s airline operatingenvironment, engineeringand maintenance managersare under constant pressureto increase fleet reliabilityand to decreasemaintenance costs. Savingsare being sought regardlessof whether they are large orsmall. Barbara Mead,product-line manager forPraxair Aviation Services,Kansas City, MO explains howit has developed capabilitiesto assist airlines in thisregard.

OEMs are now recommendingthat eddy-current inspection isperformed on all engine hub

assemblies, and airline operators haveto consider where they should sourcesuch inspections. Traditionally, suchservices have only been availablefrom OEMs and airline MROs, butnow Praxair Surface Technologies canoffer automated eddy-current hubinspection capabilities in conjunctionwith complete repair and overhaul ofJT8D fan blades and hubs. Thismakes the company the only repairstation, other than the OEM, to havethe ability to provide all services at asingle location.

In order to offer this service, Praxairpurchased an ETC-2000 automatededdy-current inspection system,together with all associated hardwareand software needed to perform therecently required blade slot inspectionon the JT8D-200 first-stage hub. Setupis now complete and FAA approval toprovide complete hub overhaul servicesfor the JT8D-200 has been obtained.This includes the automated eddy-current inspection of the blade slots,tie-rods and counterweights. In

addition, complete overhaul of standardJT8D C1/C2 hubs can be supplied. Thiscapability puts the company in aposition to supply not only this specificinspection requirement but also to meetsimilar automated eddy currentinspection requirements on otherengines later this year.

Eddy current — automated versusmanual

This initial JT8D-200 automatededdy current inspection requirementis intended to detect cracks in theblade attachment slots of the firststage fan hub. The fan hub must bedisassembled, cleaned and stripped ofanti-gallant in blade attachment slots.An eddy current probe is then passedthrough the blade-attachment slots,using an automated inspection systemand a defined scan plan. Whilst theinspection is automated to providesmoother scanning than can beaccomplished manually, theinspection must be performed and theresults evaluated by a suitablytrained and qualified inspector.

Pratt & Whitney, which originallydeveloped the automated inspection

This initial JT8D-200 automatededdy current inspectionrequirement is intended to detectcracks in the blade attachmentslots of the first stage fan hub.

EYB2005_4 7/9/04 3:17 pm Page 88

THE INTERNATIONAL SHOW FOR AERO-ENGINE PROFESSIONALS

FREE

PLACES FOR

AIRLINES!

For further information or to reserveyour place at this event,please contact Gail Clarke,Conference Manager, on:Tel: +44 (0) 207 931 7072Email: [email protected]

5th-6th October 2005Olympia Conference Centre

London, UK

BOOK YOUR EXHIBITION SPACE NOW!

As a first time attendee to the Aero-

Engine Expo,I was thoroughly

impressed with the caliber of

presentations,in addition to the unique

networking opportunities provided.I

was able to enhance my industry

knowledge and meet with product

experts,leading industry visionaries and

potential customers."

—Duane Martin

Business Development Manager -

Aviation & Aerospace

SmartSignal Corporation, IL,USA

engExpo2005 15/9/04 3:43 pm Page 3



system, wished to reduce ‘noise’.Automation permits consistent probeplacement and this makes theinspection process more repeatable andmore accurate - both major advantages.Other benefits of the automated processinclude: � reduced movement which can cause

noise spikes;� consistent speed;� the removal of human error;� increased inspection fidelity;� data determination as to whether

the hub is good or bad; and � the reduction of background signal

noise.

Advantages

Previously, customers had to send fanassemblies to an engine overhaul shopto be disassembled, so that they couldthen ship the blades to an outsidesource for overhaul. As a result, longerlead times and a larger on-site partsinventory were required. Now,customers can send entire fan hubassemblies to a single location fordisassembly, inspection, blend repair,assembly, balance and overhaulcertification, so that the assembly is

ready for immediate installation. Itshould be noted that Pratt & Whitneyhas recommended Praxair for theaccomplishment of the fan-hubinspection and that full-hub overhaulwork for several airlines has alreadycommenced at its Kansas City facility.

Five-axis robotic shot peening

In addition to the ETC-2000 system,Praxair has expanded its shot-peeningcapabilities by acquiring a five-axisrobotic shot-peen machine. This is nowan integral part of the complete JT8Dfan assembly overhaul process. Thisnew unit has rotary-lance peeningcapabilities enabling improvement infatigue strength and resistance to stress-corrosion cracking on complex titaniumcomponents. In addition, the precisespecifications of the components can beprogrammed and stored in thecomputerised system for consistentquality, repeatability and significantsavings in setup time.

Praxair provides one-stop service forpiece-part repair and replacement, andfull assembly repair for SouthwestAirlines’ hubs, blades and pins for C1and C2 JT8D-9A fan assemblies on B737aircraft. On completion, components arecertified and put on the shelf, ready forinstallation. “Praxair has made it a lotsimpler, faster and more cost-effectiveto keep spare parts on the shelf for ourrotable pool,” said David Rizzolo,Southwest’s power plant engineer.“This capability effectively allows us toexchange a fan assembly immediatelyand get the engine and aircraft backinto service quickly. For repairs such asforeign object damage from birds, nutsor bolts, we ship the fan assembly tothe Kansas City shop, where PraxairAviation Services’ team inspects,disassembles and overhauls it. Praxair’scustomer inventory managementprogramme also helps keep costs down:we overhaul and re-use our own partsto rebuild the fan assembly. Keeping iton hand in their inventory reducesturn-times and ensures good service.”

Complete fan-blade repair services

As engines age, they typicallybecome less of a primary focus forOEM repair shops, which arenormally focussing on revenue

Praxair provides one-stop servicefor piece-part repair andreplacement,and full assemblyrepair for Southwest Airlines’hubs,blades and pins for C1 andC2 JT8D-9A fan assemblies onB737 aircraft.

EYB2005_4 7/9/04 3:18 pm Page 90



streams from newer engines. Thisshift of focus often means OEMs maynot be prepared to offer complete,integrated services to operators astime goes on. In the case of the JT8D,Praxair has combined fan blade, non-destructive-testing, and shot-peeningexperience with other hub operationsto offer the one-stop advantage toengine operators.

Praxair uses the most advancedtechnology to provide top-qualityrepair services. Its repair facility hasearned the reputation for high skilllevels and strong capabilities, state-of-the-art processes, competitive pricesand fast, dependable delivery. Thesequalities together with the customerservice group keeps customersconstantly informed.

Repairs are tailored to the conditionof the blade. After a completeincoming inspection, blades may needblending, leading-edge or tipreplacement using electron beamwelding, shroud repair by TIGwelding, airfoil-straightening,ceramic bead and shot-peening,replacement of the PWA-46 on themid-spans, application of anti-gallantto the root, moment-weighing, andadditional non-destructive testing asrequired including fluorescent-penetrant, eddy-current, ultrasonic,and x-ray inspections.

Six-Sigma business strategy

In its search for ways to eliminatewaste and increase efficiency, thecompany’s Six Sigma productivity andquality initiative is takingperformance in production, qualityand support systems tounprecedented levels. Since it adoptedthis methodology six years ago,Praxair has been able to deliversubstantial benefits to customers asrequirements have evolved.

Realising that customer needs must bethe major focus of the repair andoverhaul industry, the company isdedicated to working as a supplier andpartner, to bring to the marketplacecompetitive inspection, overhaul andrepair services that ensure on-timedelivery and technical excellence at anaffordable price. Praxair has anexperienced and fully-trained repair

development engineering staff torespond to customer technicalrequirements and demands for newrepairs. Its ongoing customerpartnerships enable it to continue toprovide state-of-the-art repairs toreduce turn-times and cost.

Future plans for the automatededdy-current inspection system

Praxair’s eddy-current hub inspectionwith complete repair capabilities iscurrently offered only for the JT8D butwill be available for other engines uponissue of Pratt & Whitney’sairworthiness directive. The company iscommitted to providing the mostadvanced complete inspection andrepair capabilities for every enginetype. Praxair is FAA/JAA/CAAC -approved with ISO 9001-2000 and AS9100 certified to meet customerrequirements. Praxair has achievedquality approvals and awards by theleading prime contractors andgovernment agencies. They continuallystrive to maintain high quality throughcontinuous improvement in personneltraining and the procurement of up-to-date procedures and equipment. �

EYB2005_4 7/9/04 3:19 pm Page 91


E N G I N E Y E A R B O O K 2 0 0 5

Engine overhaul survey — worldwideCompany Address Contact details Types (commercial) Checks Test cellsTHE AMERICASOEMsGE Engine Services 1. Strother Field, Kansas; Russ Shelton CFM56-2, -3, -5, -7 HSI, MC, MO, OH 17 test cells

2. Ontario, California; Marketing manager CF6-6, -50, -80 HSI, MC, MO, OH3. Cincinnati, Ohio; T 513 243 7898 CJ610, CT7 HSI, MC, MO, OH4. Dallas Forth Worth, Texas; F 513 243 8509 CF34, CF700 HSI, MC, MO, OH5. Petropolis, Brazil E-mail: [email protected] JT8D HSI, MC, MO, OH

www.geae.com V2500, GE90 HSI, MC, MO, OHRB211 HSI, MC, MO, OHPW4000 HSI, MC, MO, OHTFE731, TPE331 HSI, MC, MO, OHCFE738 HSI, MC, MO, OH

Honeywell Aerospace (1) Engine Services Paul Vidano ALF502 HSI, MC, MO, OH 28 test cells1944 East Sky Harbor Circle Site leader ALF507 HSI, MC, MO, OHMS 2101-2N Aviation Aftermarket Services ATF3 HSI, MC, MO, OHPhoenix T 602 365 5855 CFE738 HSI, MC, MO, OHArizona F 602 365 2604 TFE731 HSI, MC, MO, OHAZ 85034 E-mail: [email protected] TPE331 HSI, MC, MO, OH

www.honeywellphoenixro.com HTF7000 HSI, MC, MO, OHHoneywell APUs HSI, MC, MO, OH

Honeywell Aerospace (2) Engine Services Dean Roberts ALF502 MC, MO 2 test cells each for85 Beeco Road Site leader ALF507 MC, MO LTS101, LTP101, andGreer Aviation Aftermarket Services LTS101 HSI, MC, OH T53South Carolina T 864 801 2214 LTP101 HSI, MC, OH 1 for AGT1500SC 29652-0887 F 864 801 2143 T53 HSI, MC, OH

E-mail: [email protected] T55 MCwww.honeywellgreer.com AGT1500 HSI, MC, MO, OH

V2500 MC

Pratt & Whitney 500 Knotter Drive Hendrik Deurloo JT9D all HSI, MC, MO, OH 8 test cellsEngine Services MS 303-01 General sales manager PW2000 all HSI, MC, MO, OH(Cheshire Engine Cheshire T 860 557 3142 PW4000 all HSI, MC, MO, OHCenter) CT 06410 F 860 565 3814

E-mail: [email protected]

Pratt & Whitney 8801 Macon Road Hendrik Deurloo V2500 all HSI, MC, MO, OH 1 test cellEngine Services PO Box 84009 General sales manager(Columbus Engine Columbus T 860 557 3142Center) GA 31908 F 860 565 3814


P&W Canada St Hubert Service Center George Nader PT6A, B, C, T HSI, MC, MO, OH Several test cells1000 Marie-Victorin (05DK1) General sales manager PW100 HSI, MC, MO, OHLongeuil T 450 468 7730 PW150A HSI, MC, MO, OHQuebec F 450 468 7807 PW200 HSI, MC, MO, OHJ4G 1A1 E-mail: [email protected] PW300 HSI, MC

www.pwc.ca ST6 HSI, MC, MO, OHST18 HSI, MC, MO, OH

Rolls-Royce North 14850 Conference Center Drive Mia Walton Spey HSI, MC, MO, OHAmerica Suite 100 VP, corporate communications Tay HSI, MC, MO, OH

Chantilly T 703 834 1700 RB211-22B HSI, MC, MO, OHVA 20151 F 703 709 6086 RB211-535E4 HSI, MC, MO, OH

E-mail: [email protected] BR710 HSI, MC, MO, OHwww.rolls-royce.com AE3007 HSI, MC, MO, OH

Rolls-Royce Canada 9500 CÙte de Liesse Road Pierre Racine Spey HSI, MC, MO, OH 5 test cellsLachine, PQ, President Tay HSI, MC, MO, OH (3 aero, 2 industrial)Quebec T 514 828 1601 RB211-22B HSI, MC, MO, OHH8T 1A2 F 514 828 1672 RB211-535E4 HSI, MC, MO, OHCanada E-mail: [email protected] BR710 HSI, MC, MO, OH

www.rolls-royce.com AE3007 HSI, MC, MO, OH

AirlinesAir Canada Air Canada 1026 Chantale Boily CFM56-2, -5 HSI, MC, MO, OH 2 test cells for all(Air Canada Technical PO Box 9000 Director, sales & account management CF34-3, -8. -10 HSI, MC, MO, OH listed enginesServices) Dorval T 514 422 7011 JT9D-7(A-J), -7R4 HSI, MC, MO, OH

Quebec F 514 422 7706 PW4000 HSI, MC, MO, OHCanada H4Y 1C2 E-mail: [email protected]

www.aircanada.ca/acfamily/technical

Delta Air Lines Dept 460 Basil Papayoti CFM56 (-3, -7) HSI, MC, MO, OH CFM56-3(Delta TechOps) PO Box 20706 Director, technical sales CF34 (-3, -8) HSI, MC, MO, OH CF34

1775 Aviation Boulevard T 866 676 3358 CF6 (-80A) HSI, MC, MO, OH CF6-80Atlanta Hartsfield International Airport F 404 714 3281 JT8D (-217C, -219) HSI, MC, MO, OH JT8DAtlanta E-mail: [email protected] PW2000 HSI, MC, MO, OH PW2037, PW2040 ,GA 30320-6001 www.delta.com/techops PW4000 HSI, MC, MO, OH PW4052, PW4056,

PW4060, PW40660C,PW4062, PW4152,PW4158, PW4156A,PW4460, PW4462

EYB2005-5 7/9/04 4:04 pm Page 92

You think your aircraft ought to spend more time where they earn the money: up in

the air? Then place your trust in the TEC™ program (Total Engine Care) from MTU

Maintenance. We are the world’s largest independent company in the field of com-

mercial engine maintenance, offering trailblazing test, repair and maintenance tech-

nologies, including globally exclusive patents. And even if, exceptionally, their engines

have to be grounded, your aircraft don’t – thanks to spare engines from MTU engine

pool services. So why not give free rein to your high-flying expectations and take

advantage of the repair depth and short off-wing times MTU can provide?

Hanover • Berlin-Brandenburg • Munich • Brazil • Canada • China • Malaysia

You have infinite expectationswhen it comes to on-wing times.

www.mtu.de

An MTU Aero Engines Company




Engine overhaul survey — worldwideCompany Address Contact details Types (commercial) Checks Test cellsUnited Services San Francisco Int'l Airport Loy Montes CFM56-3 HSI, MC, MO, OH 2 test cells (all

Building 15 - SFOUS Director, maintenance sales PW2000 HSI, MC, MO, OH listed engines)San Francisco T 650 634 4104 PW4000 (all) HSI, MC, MO, OHCA 94128 F 650 634 5926

E-mail:[email protected]

IndependentsAEROTHRUST PO Box 522236 Jose Leon JT8D-7A, -7B HSI, MC, MO, OH 1 test cell

5300 N W 36th Street SVP sales, mktg & matls management JT8D-9A HSI, MC, MO, OHMiami T 305 526 7381 JT8D-15, -15A HSI, MC, MO, OHFL 33152 F 305 526 7388 JT8D-17, -17A, -17AR HSI, MC, MO, OH

E-mail: [email protected] JT8D-209 HSI, MC, MO, OHwww.aerothrust.com JT8D-217, -217A, -217C HSI, MC, MO, OH

JT8D-219, CFM56 HSI, MC, MO, OH

APECS Engine Center 13642 SW 142nd Avenue Fred Laemmerhirt JT8D1-17AR HSI, MC, MO, OH Test cells availableMiami President JT8D-7A, -8A HSI, MC, MO, OH On-wing repairsFL 33186 T 305 255 2677 JT8D-9A HSI, MC, MO, OH C7 blade blending

F 305 255 0277 JT8D-15, -15A HSI, MC, MO, OH Hushkit installationsE-mail: [email protected] JT8D-17, -17A, -17AR HSI, MC, MO, OHwww.a-pecs.com JT8D-200 series Gearbox overhal

Atech Turbine 1 St Mark Street Jay Kapur PT6 OH N/A - componentComponents Auburn General manager JT15D OH OH & repair only

MA 01501 T 508 721 7679 PW100 OHF 508 721 7968 PW200 OHE-mail: [email protected] T53, TPE331 OHwww.atechturbine.com

Atlantic Turbines PO Box 150 Russell Starr PW100 HSI, MC, MO, OH Test cells availableInternational Hangar 8 Senior VP PT6A HSI, MC, MO, OH

Slemon Park T 817 416 7926 JT15D HSI, MC, MO, OHSummerside F 817 421 2706PE E-mail: [email protected] C1N 4P6 www.atlanticturbines.com

Aviation Engine 8050 NW 90th St Neil Bazain JT3D HSI, MC, MO, OH JT3DService Miami Senior VP JT8D-1-17R HSI, MC, MO, OH JT8D-1-17R

FL 33166 T 305 477 7771 JT8D-200 HSI, MC, MO, OH JT8D-200F 305 477 7779E-mail: [email protected]

Bizjet International 3515 North Sheridan Jace Stone TFE731 HSI, MC, MO, OH 1 test cellTulsa Director business development/mktg JT15 HSI, MC, MO, OH Airline support teamsOK 74115-2220 T 918 832 7733 CF34 HSI, MC, MO, OH

F 918 832 8627 CF610 HSI, MC, MO, OHE-mail: [email protected] CF700 HSI, MC, MO, OHwww.bizjetinternaional.com

Dallas Airmotive 900 Nolen Drive Christopher Pratt PW100 HSI, MC, MO, OH 9 test cells in Dallas,TXSuite 100 Director of marketing PT6A & T HSI, MC, MO, OH 3 in Millville, NJGrapevine T 214 956 2601 JT15D HSI, MC, MO, OH 3 in Neosho, MOTX 76051 F 214 956 2825 TFE731 MC, MO, OH 1 in Charlotte, NC

E-mail: [email protected] RR model 250 HSI, MC, MO, OH 1 in Bournemouth, UKwww.dallasairmotive.com Spey MC, MO, OH 4 in Portsmouth, UK

Tay MC, MO, OHDart HSI, MC, MO, OHALF500 series HSI, MC, MO, OHCFE738 HSI, MCCF34 HSI, MCCJ610/CF700 HSI, MC, MO, OHAPS 500/1000 APU HSI, MC, MO, OHGTCP model 36 & 331 APU HSI, MC, MO, OHPW901 APU HSI, MC, MO, OH

ITR Acceso IV No. 3 Emilio Otero JT8D-STD HSI, ESV1/2, EHM, MO, MC, OH 2 test cellsZona Ind. Benito Juárez CEO JT8D-200 HSI, ESV1/2, EHM, MO, MC, OHQuerétaro, Qro. E-mail: [email protected] TPE-331 HSI, CAM, MO, MCCP 76120 Manuel Maseda Mexico Commercial director

E-mail: [email protected] (52) 442 296 3915/3900F (52) 442 296 3909/3906www.itrmexico.com.mx

Marsh 5060 East Falcon Drive Ed Allen TPE331 HSI, OH TPE331Aviation Mesa President & general manager T76 HSI, OH T76

AZ 85215-2590 T 480 832 3770F 480 985 2840E-mail: [email protected]

EYB2005-5 7/9/04 4:10 pm Page 94



Engine overhaul survey — worldwideCompany Address Contact details Types (commercial) Checks Test cellsMTU Maintenance 6020 Russ Baker Way Rainer Schwab CF6-50 HSI, MC, MO, OH 1 test cellCanada Richmond BC President CF6-80 MC (up to CF6-80)

V7B 1B4 T 604 233 5755 CFM56-3 HSI, MC, MO, OHCanada F 604 233 5701


NewJet Engine Services 13945 SW 139 Court Sami N. Joseph JT8D1-17AR HSI, MC, MO, OH Test cells availableMiami Director of sales JT8D-209 HSI, MC, MO, OHFL 33186 T 305 256 0678 JT8D-217, -217A, -217C HSI, MC, MO, OH

F 305 256 0878 JT8D-219 HSI, MC, MO, OHE-mail: [email protected]

North American 4705 NW 132nd St Richard Walser T56 HSI, MC, MO, OH Allison 501/T56Turbines Opa Locka President Allison 501 series HSI, MC, MO, OH

FL 33054 T 305 688 1211 engine-mountedF 305 688 1992 accessoriesE-mail: [email protected]

Pacific Gas Turbine 7007 Consolidated Way Graham Bell JT8D-7-17A complete overhaul 100,000 sq ft facilityCenter San Diego President JT8D-200 quick turn repairs 100,000lb thrust

CA 92121 T 858 877 2840 test & diagnostics multi-engine test cellF 858 877 2898 field service & QECE-mail: [email protected] engine managementwww.turbinecenter.com

Patriot Aviation PO Box 21784 Adolfo Diaz JT3D series HSIServices Fort Lauderdale T 954 462 6040 JT8D series HSI, MC

FL 33335-1784 F 954 462 0702 JT8D-200 series HSI, MCE-mail: [email protected] JT9D series HSI, MCwww.patriotaviation.com CF6 series HSI, MC

CFM56 series HIS

Prime Turbines 630 Barnstable Road Jack Lee PT6 all HSI, engine repair,Barnstaple Municipal Airport Customer service manager fuel nozzles, bleedHyannis T 508 771 4744 valvesMA 02601 F 508 790 0038


Standard Aero Winnipeg Int'l Airport Ron Jonkman RR model 250 HSI, MC, MO, OH RR model 25033 Allen Dyne Road VP, marketing & bus. development T56, 501D/-K HSI, MC, MO, OH T56, 501D/-KWinnipeg T 204 788 5820 PT6A HSI, MC, MO, OH PT6AMB F 204 788 2227 PW100 HSI, MC, MO, OH PW100Canada R3H 1A1 E-mail: [email protected] CF34-3/-8 HSI, MC, MO, OH CF34-3/-8

www.standardaero.com AE2100, AE3007 HSI, MC, MO, OH AE2100, AE3007

Texas Aero Engine 2180 Eagle Parkway Criss Berry Trent 800 HSI, MC, MO, OH 1 test cellServices Fort Worth Manager, product support RB211-535 HSI, MC, MO, OH(JV, American Airlines TX 76161 T 817 224 0770 Tay 650 HSI, MC, MO, OHand Rolls-Royce) USA F 817 224 0909


TIMCO Engine Center 3791 Fligth St Ross Panos JT8D series HSI, MC, MO, OH 1 test cell forOscada General manager JT8D-200 series HSI, MC, MO, OH JT8D seriesMI 48750 T 989 739 2194 ext 8536 JT8D series On wing JT8D-200 series

F 989 739 6318 JT8D-200 series On wing JT3D seriesE-mail: [email protected] CFM56-3/-5/-7 On wingE-mail (2): [email protected]

United Turbine 8050 NW 79th Avenue Gerry Montes PT6A & T HSI, MC, MO, OH DynamometerMiami VP test cellFL 33166 T 305 885 3900

F 305 885 0472E-mail: [email protected]

VEM (Varig Estr das Canárias, 1862 Walter Dominguez PW118 HSI, MC, MO, OH 2 test cellsEngineering & Rio de Janeiro Director of sales PW118A HSI, MC, MO, OHMaintenance) Brazil T (55) 21 2468 2160 PW125B HSI, MC, MO, OH

21941-480 F (55) 21 2468 2300 T56 HSI, MC, MO, OHE-mail: [email protected] Allison 501-D13 HSI, MC, MO, OHwww.varigvem.com

Wood Group Turbopower 4820 NW 60th Ave Rana Das T56/501D HSI, MC, MO, OH T56/501DMiami Lakes VP, general manager PT6A HSI, MC, MO, OH PT6A prop cellFL 33014 T 305 423 2300 PT6T HSI, MC, MO, OH PT6T dyno cell

F 305 820 0404 ST6 APU HSI, MC, MO, OHE-mail: [email protected]

EYB2005-5 7/9/04 4:11 pm Page 95



Engine overhaul survey — worldwideCompany Address Contact details Types (commercial) Checks Test cellsEUROPEOEMsGE Engine Services 1. Nartgarw-Cardiff, Wales, UK James Whalen CFM56-2, -3 HSI, MC, MO, OH 17 test cells

2. Prestwick, Scotland, UK Marketing manager CFM56-5, -7 HSI, MC, MO, OHT 513 243 7898 CF6-6, -50, -80 HSI, MC, MO, OHF 513 243 7937 CJ610, CT7 HSI, MC, MO, OHE-mail: [email protected] CF34, CF700 HSI, MC, MO, OHwww.ge.com/aircraftengines/ JT3D, JT8D HSI, MC, MO, OH

V2500, GE90 HSI, MC, MO, OHRB211, JT3D HSI, MC, MO, OHJT8D, JT9D HSI, MC, MO, OHPW4000, PT6 HSI, MC, MO, OHTFE731, TPE331 HSI, MC, MO, OH

Honeywell Aerospace Frankfurter Str 41-65 Greg Albert All Honeywell APUs HSI, MC, MO, OH APUs(Germany) D-65479 Rauheim Site leader TPE331 HSI, MC, MO, OH TPE331

Germany T (49) 6142 405201 TFE731 HSI, MC, MO, OH TFE731F (49) 6142 405390E-mail: [email protected]

Honeywell Aerospace 65 President Way John Page ALF 502 IC03, MC, MO, OH Honeywell test(UK) Luton Airport Sales & marketing manager LF 507 IC03, MC, MO, OH cells

Luton LU2 9NB T (44) 1582 393 811 ALF 502UK F (44) 1582 435 040 LF 507

E-mail: [email protected] APUswww.honeywell.com

Pratt & Whitney Canada Southampton Int'l Airport Steve Dicks PT6A HSI, MCCustomer Service Centre George Curl Way Commercial manager PT6T HSI, MC, MO, OH Test cellEurope Southampton T (44) 2380 621200 JT15D HSI, MC

Hants SO18 2RU F (44) 2380 621310 PW100 HSI, MC, MO, OH Test cellUK E-mail: [email protected] PW150 HSI, MC

www.pwc.ca PW200 HSI, MCPW300 HSI, MCPW500 HSI, MC

Pratt & Whitney N-4055 Stavanger Airport Kjetil Galta CFM56-3, -7B, -5B HSI, MC, MO, OH Test cells for listedEngine Services Norway Manager marketing & sales engines(Norway Engine T (47) 51 64 20 11Center) F (47) 51 64 20 01


Rolls-Royce PO Box 31 David Hygate V2500 HSI, MC, MO, OH Up to 120,000lbAero Repair and Derby Director of marketing & business Trent 500, 700, 800 HSI, MC, MO, OHOverhaul DE24 8BJ development Spey, Tay HSI, MC, MO, OH

UK T (44) 1332 248537 AE2100 HSI, MC, MO, OHF (44) 1332 249569 AE3007 HSI, MC, MO, OHE-mail: [email protected] RB211-524 HSI, MC, MO, OHwww.rolls-royce.com RB211-535 series HSI, MC, MO, OH

SNECMA Services Development & marketing Charles Nicol CFM56-2 HSI, MC, MO, OH 3 test cells atSNECMA Services Vice president, business development CFM56-3 HSI, MC, MO, OH Villaroche (for2 Boulevard du General T (33) 1 4060 8080 CFM56-5 HSI, MC, MO, OH CFM56, JT8D, ATAR)Martial Valin F (33) 1 4060 8455 JT8D HSI, MC, MO, OH 2 test cells at75015 Paris E-mail: [email protected] ATAR HSI, MC, MO, OH Chatellerault (forFrance www.snecma.fr LARZAC HSI, MC, MO, OH LARZAC Tyne, T56)

R-R Tyne HSI, MC, MO, OHT56 HSI, MC, MO, OHOlympus HSI, MC, MO, OHCFM56-7 HSI, MC, MO, OH

Volvo Aero Kvarnbacksvagen 30 Jan Tessmar JT8D all HSI, MC, MO, OH JT8DEngine Services 16126 Director, marketing & technical sales JT9D all HSI, MC, MO, OH JT9D

Stockholm T (46) 8 799 2119 PW4000 up to 94" HSI, MC, MO, OH PW4000Sweden F (46) 8 799 2181 Garrett APUs HSI, MC, MO, OH Garrett APU


AirlinesAir France BP7 Yves Cosaque CFM56-5A, -5B, -5C HSI, MC, MO, OH CFM56Industries Le Bourget Aeroport Powerplant services marketing & bus dev CFM56-3 HSI, MC, MO, OH CF6

93352 Le Bourget Cedex T (33) 1 49 348425 CF6-50 HSI, MC, MO, OH GE90France F (33) 1 49 348931 CF6-80-C2 HSI, MC, MO, OH

E-mail: [email protected] GE90 HSI, MCwww.airfrance.fr

Alitalia Engineering Leonardo da Vinci Airport Gionvanni Vivarelli CF6-50 C2/E2 HSI, MC, MO, OH CF6& Maintenance 00050 Rome-Fiumicino Director of mktg & production planningCF6-80 C2 HSI, MC, MO, OH APU testDivision Italy T (39) 6 6563 3030 CFM56-5B HSI, MC, MO, OH

F (39) 6 6563 4262 GTCP-85 all HSI, MC, MO, OHE-mail: [email protected] GTCP-660 HSI, MC, MO, OHwww.alitalia.com TSCP-700 HSI, MC, MO, OH

GTCP 131-9A HSI, MC, MO, OHGTCP 331-200 HSI, MC, MO, OH

EYB2005-5 7/9/04 4:11 pm Page 96

For 75 years we have been maintaining engines.For 75 years we have been doing it better each day.

IBERIA MAINTENANCE & ENGINEERING

Development and Sales Division - Z.I. No. 2 (La Muñoza)Barajas Airport, 28042 Madrid, SpainPhone: + 34 91 587 4971 / Fax: + 34 91 587 4991E-mail: [email protected]

http://maintenance.iberia.com

We have 75 years of experience behind us. We are responsible for the maintenance of one of the biggest international fleets comprising CFM56-5xand RB211 engines. Due to this and our know how, we are in a position to offer you highly competitive TATs and prices. We provide solutions.Do what logic dictates. Contact us.

AIRLINE&FLEET 186X258 Mot. s/p 10/2/03 18:43 Página 1



Engine overhaul survey — worldwideCompany Address Contact details Types (commercial) Checks Test cellsFinnair Finnair Technical Services Sari Kanerva CFM56-5B HSI, MC, MO, OH Turbofan up to

Helsinki-Vantaa Airport T (358) 9 818 6125 CF6-50 HSI, MC, MO, OH 100,000lbMU/17 F (358) 9 818 6786 CF6-80C2 HSI, MC, MO, OH turboprop up to01053 Finnair E-mail: [email protected] JT8D standard HSI, MC, MO, OH 2700HPFinland www.finnair.com JT8D-219 HSI, MC, MO, OH

PW120, 124 HSI, MC, MO, OHPW2040 MCGTCP-85 HSI, MC, MO, OHAPS3200 HSI, MC, MO, OH

Iberia Maintenance Madrid-Barajas Airport Ignacio Díez Barturen CFM56-5A, -5B, -5C HSI, MC, MO, OH 3 test cellsE-28042 Madrid Marketing & sales director CF34 MC 1 up to 100,000lbSpain T (34) 91 587 4971 / 85 JT8D-217, -219 HSI, MC, MO, OH 2 for JT8D

F (34) 91 587 4991 JT9D-7Q, -59A, -70A HSI, MC, MO, OHE-mail: [email protected] RB211-535E4 HSI, MC, MO, OHmaintenance.iberia.com

KLM Engineering Dept SPL / TQ Ohno Pietersma CF6-50, -80A, HSI, MC, MO, OH Test cell up to& Maintenance PO Box 7700 VP business development -80C2 all series HSI, MC, MO, OH 100,000lb

Schiphol Airport T (31) 20 649 1100 CFM56-7 HSI, MC, MO, OH1117 ZL Amsterdam F (31) 20 648 8044Netherlands E-mail: [email protected]

www.td.klm.com

Lufthansa AERO Rudolf-Diesel-Strasse 10 Gerald Strack PW100 series HSI, MC, MO, OH Test stands forAlzey Chief executive, technical CF34-3 series HSI, MC, MO, OH PW100, PW901A &D-55232 T (49) 6731 497113 CF34-8 series HSI, MC, MO, OH CF34-3/-8 seriesGermany F (49) 6731 497197 APU PW901A HSI, MC, MO, OH


Lufthansa Naas Road Gerry Gilsenan JT9D-7A/F/J/Q HSI, MC, MO, OH JT9DAirmotive Rathcoole Commercial manager -70A, 59A HSI, MC, MO, OH JT8DIreland Co. Dublin T (353) 1 401 1111 JT8D-7A thru -17A HSI, MC, MO, OH CFM56

Ireland F (353) 1 401 1300 CFM56-2, -3, -7 HSI, MC, MO, OHE-mail: [email protected]

Lufthansa Technik HAM TS P. Hans Schmitz JT3D HSI, MC, MO, OH 6 test cellsWeg beim Jaeger 193 SVP marketing & sales JT8D HSI, MC, MO, OH up to 100,000lbHamburg T (49) 405070 5553 JT9D HSI, MC, MO, OH Airline Support TeamsD-22335 F (49) 405060 8860 PW4000 HSI, MC, MO, OH Total Engine SupportGermany E-mail: [email protected] CF6-50 HSI, MC, MO, OH APU's: APS2000/

www.lufthansa-technik.com CF6-80C2 HSI, MC, MO, OH APS3200/GTCP85/CFM56-2, -3, -5, -7 HSI, MC, MO, OH PW901AV2500 HSI, MC, MO, OH engine parts &CF34 HSI, MC, MO, OH component repairPW100 HSI, MC, MO, OH engine leaseTrent 500 HSI APUs:TFE731 HSI, MC, MO, OH HSPSJT15 HSI, MC, MO, OH APS2000/3200CF610 HSI, MC, MO, OH PW901ACF700 HSI, MC, MO, OH

TAP Maintenance & Engine maintenance Pedro Pedroso CFM56-3 HSI, MC, MO, OH 1 test cellEngineering Commercial department Commercial manager CFM56-5B HSI, MC, MO, OH Up to 100,000lb

Lisbon Airport T (351) 21 841 5430 CFM56-5C HSI, MC, MO, OH1704-801 Lisbon F (351) 21 841 5867 CFM56-7B HSI, MC, MO, OH CFM56-3/-5B/-5C/-7BPortugal E-mail: [email protected] CF6-80C2 MC CF6-80C2

www.tapme.pt RB211-524B4 HSI, MC, MO, OH RB211-524B4JT3D-3B/-7 HSI, MC, MO, OH JT3D-3B/-7JT8D standard HSI, MC, MO, OH JT8D standard

IndependentsAeroplex of PO Box 186 Tibor Besenyi GTC-85-129 (APU) HSI NoneCentral Europe Budapest Managing director

H-1675 T (36) 1 296 7007Hungary F (36) 1 296 6787


Avio (former FiatAvio) Avio - MRO Division Umberto Catani JT8D - standard HSI, MC, MO, OH No. 8 up to 100,000lbCommercial Aeroengines Vice president, MRO division JT8D-200 HSI, MC, MO, OH thrustViale Impero T (39) 081 316 3268 PW100 (121, 123, 124B, HSI, MC, MO, OH80038 Pomigliano d'Arco F (39) 081 316 3716 127, 127B, 127E, 127F) HSI, MC, MO, OHNapoli E-mail: [email protected] CFM56-5B, -7B HSI, MC, MO, OHItaly www.aviogroup.com

CRMA 14 avenue Gay-Lussac Luc Bornand CF6-50, CF6-80C2, MO and repair parts NoneZA clef de st-Pierre CEO CFM56-3 / -5 / -7 MO and repair partsF 78990 Elancourt T (33) 1 3068 37 01 GE90 MO and repair partsFrance F (33) 1 3068 3620 LM2500, LM5000 MO and repair parts


EYB2005-5 7/9/04 4:11 pm Page 98

Effective maintenance scheduling is a critical part of efficient fleet

management. But sometimes alternative solutions are needed, urgently.

ANZES is that solution. Its two new, fully operational, heavy

maintenance lines are open for business, now.

MRO solutions

For more information on ANZES’ B747, B767, B737 & A320 maintenance solutions

visit www.anzes.co.nz or contact John Byers +64 9 256 3824, [email protected] MR

O5

01




Engine overhaul survey — worldwideCompany Address Contact details Types (commercial) Checks Test cellsCRMA 14 avenue Gay-Lussac Luc Bornand CF6-50, CF6-80C2, MO and parts repair

ZA clef de st-Pierre CEO CFM56-3/ -5/ -7 MO and parts repairF 78990 Elancourt T (33) 1 3068 3701 GE90 MO and parts repairFrance F (33) 1 3068 3620 LM2500, LM5000 MO and parts repair


EADS SECA Aeroport de Bourget Yves Boyer PW100 series HSI, MC, MO, OH SeveralBP132 CEO PT6 HSI, MC, MO, OH93325 Le Bourget Cedex T (33) 149 34 54 44 JT15D HSI, MC, MO, OHFrance F (33) 148 35 94 30 TFE731 series HSI, MC, MO, OH

E-mail: [email protected] CF700 HSI, MC, MO, OHwww.seca.eads.net

Euravia Engineering Euravia House Steve Clarkson PT6A HSI, MC, MO, OH 1 test cell for allColne Road Head of customer support services ST6L HSI, MC, MO, OH listed enginesKelbrook T (44) 1282 844 480 GTCP 165 HSI, MC, MO, OHLancashire F (44) 1282 844 274 Artouste Mk 120-124 HSI, MC, MO, OHBB18 6SN E-mail: [email protected] Rover Mk 10501 HSI, MC, MO, OHUK www.euravia.co.uk

Hellenic Tanagra Nick Vassilopoulos T53, T56, J85, J69, J79 HSI, MC, MO, OH 2 test cellsAerospace PO Box 23 Director business development ATAR 09K50, R-1820 HSI, MC, MO, OH Up to 100,000lbIndustry S.A. Schimatari T (30) 22620 52901 R2800, TF41 HSI, MC, MO, OH & up to 30,000lb

GR-320 09 F (30) 22620 52170 O/VO/TVO-435 MO of thrustGreece E-mail: [email protected] VO-540, JO-360, JO-520 MO

www.haicorp.com M53, F110, TF33 MO

Industria de Turbo Ctra. Torrejón-Ajalvir, km. 3,5 Jorge Lluch ATAR, F404, EJ200 HSI, MC, MO, OH 5 test cellsPropulsores (ITP) 28850 Torrejón de Ardoz Commercial director CF700, TFE731 HSI, MC, MO, OH 2 turbofan cells

Madrid T (34) 91206 0100 T53, T55, LM2500 HSI, MC, MO, OH up 25.000lbSpain F (34) 91206 0102 M250, PT6T, MAKILA HSI, MC, MO, OH 2 turboshaft cells up

E-mail: [email protected] TPE331, PW100, CT7 HSI, MC, MO, OH to 5,000shpwww.itp.es BR715 MO 1 turboshaft cell up

to 20,000shp

LTU Aircraft Maintenance Building 900 Thomas Tomkos CFM56-3 HSI, on wing repairs None(LTUAM) Hahn Airport Managing director CFM56-5 HSI, on wing repairs

D-55483 T (49) 6543 507 507 CFM56-7 HSI, on wing repairsGermany F (49) 6543 507 508 RB211 HSI, on wing repairs

E-mail: [email protected] CF6-50/-80 HSI, on wing repairswww.ltuam.de PW4000 HSI, on wing repairs

V2500 HSI, on wing repairs

MTU Maintenance Dr.-Ernst-Zimmermann-Strasse 2 Werner Kantsperger CF34-1, CF34-3 HSI, MC, MO, OH 4 test cellsBerlin-Brandenburg D-14974 Ludwigsfelde Vice president flight engines PT6A, PW200, PW300 HSI, MC, MO, OH

Germany T (49) 3378 824 0 JT15D HSI, MC, MO, OHF (49) 3378 824 382E-mail: [email protected]

MTU Muenchner Str 31 Leo Koppers CF6-50, -80C2 HSI, MC, MO, OH CF6Maintenance Langenhagen SVP marketing & sales V2500-A1, -A5 HSI, MC, MO, OH V2500 (including -D5)Hannover D-30855 T (49) 511 78060 V2500-D5 HSI, MC, MO, OH PW2000

Germany F (49) 511 7806200 PW2000 series HSI, MC, MO, OH CFM56E-mail: [email protected] CFM56-7 HSI, MC, MO, OH 100,000lbwww.mtu.de

OGMA 2615-173 Alverca Jorge Lima Basto AE2100, AE3007 HSI, MC, MO, OH 30,000lbPortugal Public Relations T56/501 series HSI, MC, MO, OH

T (351) 21 957 9083 TFE731-3-1C HSI, MC, MO, OHF (351) 21 957 4422 TPE331-5, -10 HSI, MC, MO, OHE-mail: [email protected]

Shannon MRO Shannon Airport William McGonagle JT3D On wing repairsCo. Clare T (353) 61 471533 JT8D On wing repairsIreland F (353) 61 472865 CFM56 On wing repairs

E-mail: [email protected] RR Tay On wing repairswww.shannonmro.ie

Sigma Aerospace 12 Imperial Way Philip Self ALF502 HSI, MC, MO, OH ALF502Croydon Director sales & marketing LF507 HSI, MC, MO, OH LF507Surrey CR9 4LE T (44) 20 8688 7777 T56/501 D/K HSI, MC, MO, OH T56/501 D/KUK F (44) 20 8688 6603 Dart 6/7/8/10 HSI, MC, MO, OH Dart 6/7/8/10

E-mail: [email protected] Conway HSI, MC, MO, OH Conwaywww.sigmaaerospace.com

SR Technics Switzerland TV - Marketing and Sales Philippe Erni CFM56-5B/C, -7 HSI, MC, MO, OH 2 test cellsZurich Airport EVP marketing & sales JT8D-200 series HSI, MC, MO, OH 30,000lb & 100,000lbCH-8058 T (41) 43 812 7692 PW4000 (94" & 100" fan) HSI, MC, MO, OHSwitzerland F (41) 43 812 9010


EYB2005-5 7/9/04 4:11 pm Page 100



Engine overhaul survey — worldwide Company Address Contact details Types (commercial) Checks Test cellsASIA, AFRICA & THE MIDDLE EASTAMECO PO Box 563 Mr Zhu Xiao/Mr Ergent CFM56-3 HSI, MC 100,000lb

Capital Int'l Airport Senior directors, marketing & sales JT9D-7R4E/-7R4G2 HSI, MC, MO, OHBeijing T (86) 10 6456 1122 4100/4101 PW4000-94 HSI, MC, MO, OHChina 100621 F (86) 10 6456 1823 RB211-535E4 HSI, MC, MO, OH

E-mail: [email protected] GTCP85-129 HSI, MC, MO, OHwww.ameco.com.cn

ANZES Geoffrey Roberts Road John Byers CF6-80A/-80C2 HSI, MC, MO, OH 70,000lb(Air New Zealand PO Box 53098 Manager mktg, sales & customer support RB211-524 HSI, MC, MO, OHEngineering Services) Auckland International Airport T (64) 9 256 3824 F404 modules HSI, MO

1730 Auckland F (64) 9 256 3786 JT8D all HSI, MC, MO, OHNew Zealand E-mail: [email protected] RDa7 Darts HSI, MC, MO, OH

www.airnz.co.nz

Bedek Aviation Engines Division Yoel Tsipper CFM56-2/-3 HSI, MC, MO, OH 4 jet enginesBedek Aviation Group Director sales & customer service JT3D-3B/-7 HSI, MC, MO, OH 3 turboshaftIsrael Aircraft Industries T (972) 3 935 7326 JT8D-7 to -17R HSI, MC, MO, OH 1 turbopropBen-Gurion Airport F (972) 3 935 8988 JT8D-217/-219 HSI, MC, MO, OH70100 Mobile: (972) 58 34 03 44 JT9D-7A/-7F/-7J HSI, MC, MO, OHIsrael E-mail: [email protected] JT9D-59A/-70A/-7Q/-7R4 HSI, MC, MO, OH

www.iai.co.il T53-13/-703 HSI, MC, MO, OHPT6A-27 to -42/-50/T HSI, MC, MO, OH

Ethiopian Airlines PO Box 1755 Dereje Bekele JT3D HSI, MC, MO, OH JT3DBole International Airport Div manager tech sales & marketing JT8D HSI, MC, MO, OH JT8DAddis Ababa T (251) 1 615272 / 178130 JT9D HSI, MC PW2000Ethiopia F (251) 1 611738 / 611474 PW2000 HSI, MC PT6

E-mail: [email protected] PT6 HSI, MC, MO, OH PW100www.ethiopianairlines.com PW120, PW121 HSI, MC, MO, OH JT9D & PW4000

GAMCO PO Box 46450 Kirubel Tegene CFM56-5 series HSI, MC, MO, OH 100,000lb(Gulf Aircraft Abu Dhabi Manager, commercial sales CF6-80A/-80C2 HSI, MC, MO, OHMaintenance Co.) International Airport T (971) 2 5057 234 PT6 series HSI, MC, MO, OH

Abu Dhabi F (971) 2 5757 263 GTCP 331-200/-250 (APU) HSI, MC, MO, OHUAE E-mail: [email protected] ST6L (APU) HSI, MC, MO, OH

www.gamco.ae

GE Engine Services MAS Complex A-AA1802 Peter Jerin CFM56-3C1, 3B1/2 HSI, MC, MO, OH 68,000lbMalaysia Sultan Abdul Aziz Shah Airport President & managing director PW4056, 4168 HSI, MC, MO, OH (caters for each of

47200 Subang, Selangor T (603) 7626 4501 engine types listed)Malaysia F (603) 746 2021

E-mail: [email protected] www.ae.ge.com

HAESL 70 Chun Choi John McFall RB211-535E4 HSI, MC, MO, OH 130,000lbStreet Tseung Customer business manager RB211-524G/H-T HSI, MC, MO, OHKwan O Industrial Est T (852) 2260 3280 Trent 500/700/800 HSI, MC, MO, OHNew Territories F (852) 2260 3277Hong Kong E-mail: [email protected]

www.haesl.com

Honeywell 161 Gul Circle Jeremy Chan APUs (GTCP HSI, OH APUs (GTCP 331(Singapore) Pte Ltd Singapore 629619 Vice president/general manager 331-500/-350/-250/-200, -500/-350/-250/-200,

Singapore T (65) 68614533 131-9A/B/D, 85 series) 131-9A/B/D, 85 series)F (65) 68612359 TPE331 HSI, OH TPE331E-mail: [email protected]

IHI 229, Tonogaya Kazuo Sato V2500 all series HSI, MC, MO, OH 2 test cells capableMizuho-Machi Manager, sales group CFM56-3 HSI, MC, MO, OH of 115,000lb andNishitama-Gun T (81) 425 68 7103 CF34-3/-8 series HSI, MC, MO, OH 60,000lb respectivelyTokyo 190-1297 F (81) 425 68 7073Japan E-mail: [email protected]

www.ihi.co.jp

Jordan Airmotive QAIA Qassem Omari JT8D std HSI, MC, MO, OH 100,000lbPO Box 39180 General manager JT3D-7/-3B HSI, MC, MO, OH JT3DCode 11104 T (962) 6 44 51181 RB211-524 series HSI, MC, MO, OH JT8DAmman F (962) 6 44 52620 CF6-80C2 MC/3-9 spool AD Insp RB211-524Jordan E-mail: [email protected] CFM56-5 series QEC build up CF6-80C2

www.rja.com.jo GTCP331, GTCP36 Minor repairs APUs& ST6I-73 APUs & testing

Lufthansa Technik MacroAsia Special Economic Richard Haas CF6-80C2 QEC build up, minor repairsPhilippines Zone, Villamor Air Base VP marketing & sales CF6-80E1 QEC build up, minor repairs

Pasay City T (63) 2 855 9310 CFM56-3 QEC build up, minor repairsMetro Manila F (63) 2 855 9309 CFM56-5B QEC build up, minor repairs1309 Philippines E-mail: [email protected] CFM56-5C QEC build up, minor repairs

E-mail (2): [email protected]

MTU Maintenance 1 Tianke Road Su Hongzhen V2500 HSI, MC, MO, OH 1 testcell,Zhuhai Free Trade Zone, Zhuhai Director, sales & marketing CFM56 HSI, MC, MO, OH thrust 150,000 lb

Guangdong T (86) 756 8687806-601China F (86) 756 8687920PO Box 519030 E-mail: [email protected]

www.mtuzhuhai.com

EYB2005-5 7/9/04 4:12 pm Page 101



Engine overhaul survey — worldwide Company Address Contact details Types (commercial) Checks Test cellsNusantara Turbin dan Jl Pajajaran 154, KP-IV Agus Supraptomo JT8D-9A thru -17A HSI, MC, MO, OH 2 X 6,000shpPropulsi Bandung 40174 Vice president & general manager Tay 650-15 HSI, MC, MO, OH 1 X 100,000lb(UMC-Aero Engine Indonesia T (62) 22 6045657 RDa7 Darts HSI, MC, MO, OHServices) F (62) 22 6037747 TPE 331 series HSI, MC, MO, OH

E-mail: [email protected] Model 250 series HSI, MC, MO, OHwww.umcntp.co.id CT7 series HSI, MC, MO, OH

PT6A series HSI, MC, MO, OHT56 series HSI, MC, MO, OH

Pratt & Whitney Canada 10 Loyang Crescent Ron Norris PW901A (APU) HSI, MC, MO, OH Test cells for listed(SEA) Loyang Industrial Estate Manager marketing/sales APS3200 (APU) HSI, MC, MO, OH engines

Singapore 509010 T (65) 6545 3212 PW100 - all models HSI, MC, MO, OHF (65) 6542 3615 PT6A/B/T HSI, MC, MOE-mail: [email protected] PW150A HSI, MC, MOwww.pwc.ca PW200 HSI, MC, MO

Pratt & Whitney Canada 30 Industrial Court Steve Bell JT15D - all models HSI, MC, MO, OH Test cells for listed(A'Asia) Eagle farm General Manager PT6A - all except -20/-50/-68 HSI, MC, MO, OH engines

Brisbane 4009 T (61) 7 3268 0000 PW100 - all models HSI, MC, MOQueensland F (61) 7 3268 0029 PT6A & PT6T HSI, MC, MOAustralia E-mail: [email protected]

www.pwc.ca

Pratt & Whitney Canada Patrex House, Lanseria Airport Fiona Abader-Williamson PT6A & PT6T HSI, MC, MO Test cells for PT6Customer Service Center PO Box 524 Lanseria 1748 Operations & finance manager JT15D - all models HSI, MC, MO engines(Africa) South Africa T (27) 11 701 3035

F (27) 11 701 3549E-mail: [email protected]

Pratt & Whitney Engine PO Box 14005 Robert Strough JT8D all HSI, MC, MO, OH Test cells for allServices (Christchurch 643 Memorial Avenue General sales manager RDa7 Darts from Mk529-8X listed enginesEngine Center) Christchurch International Airport T 860 565 4649 to the Mk552 HSI, MC, MO, OH

Christchurch 8005 F 860 755 2642 V2500 all HSI, MC, MO, OHNew Zealand E-mail: [email protected]

www.pw.utc.com

Pratt & Whitney Eagle Services ASIA Pte Ltd Robert Strough JT9D all HSI, MC, MO, OH Test cells for allEngine Services 51 Calshot Road General sales manager PW4000 all HSI, MC, MO, OH listed engines(Eagle Services Asia) Singapore 509927 T 860 565 4649 CFM56-5C HSI, MC, MO, OH

F 860 755 2642E-mail: [email protected]

Qantas Airways Quantas Airways Adrian Rumiz CFM56-3B2/-3C1 HSI, MC, MO, OHQantas Jet Base, Building MB3 Bus. dev. manager, engine maintenance CF6-80C2 HSI, MC, MO, OHQantas Drive, Mascot 2020 T (61) 2 9691 9196 RB211-524 D4, G2 HSI, MC, MO, OHNSW F (61) 2 9691 9155 RB211-524 H36, G/T, H/T HSI, MC, MO, OHAustralia E-mail: [email protected] APUs: 85, 331, 660, 901 HSI, MC, MO, OH

www.qantas.com

SAA Technical Private Bag 13 Avi Bhatt JT9D-7R4G2/-7Q/-7F/-7J HSI, MC, MO, OH Test cell for JT9D,Room 212, 2nd Floor Executive manager marketing & JT8D-9/-9A/-15/-15A HSI, MC, MO, OH CF6-50C2/E, JT8D,Hangar 8 customer support JT8D-17/-17A HSI, MC, MO, OH RB211-524G/HJones Road, Gauteng T (27) 11 978 3160 RB211-524G/H MCJohannesburg Int'l Airport 1627 F (27) 11 978 6197South Africa E-mail: [email protected]

www.flysaa.com

ST Aerospace Engines 501 Airport Road Choo Han Khoon JT8D all HSI, MC, MO, OH 4 test cellsPaya Labar VP & general manager CFM56-3 HSI, MC, MO, OHSingapore 539931 T (65) 380 6600 F100-220/-229 HSI, MC, MO, OH

F (65) 282 3010 J85-21 HSI, MC, MO, OHEmail : [email protected] F404-100D HSI, MC, MO, OHwww.st.com.sg T56/501 series HSI, MC, MO, OH

T53-L-13 & T5313B HSI, MC, MO, OHMakila 1A/1A1 HSI, MC, MO, OHArriel 1D1 HSI, MC, MO, OHT55 HSI, MC, MO, OH

Thai Airways Tech marketing & sales dept Yuthana La-Ongthong CF6-50/-80C2 MC, MO, OH CF6-50/-80Technical department Director, tech marketing & sales dept PW4158 MC PW4158222 M.10 Vibhavadi Ransit Rd T (662) 563 9565 Trent 800 series MC Trent 800 seriesDonmaung, Bangkok 10210 F (662) 504 3392Thailand E-mail: [email protected]

www.thaiairways.com

Turbomeca Africa PO Box 7005 Leo van Oudheusden Allison 501 HSI, MC, MO, OH Allison 501Bonearo Park 1622 Customer account manager Artouste OH for Africa only Artouste South Africa T (27) 11 927 3264 Turmo OH for Africa only Turmo

F (27) 11 927 4152 Makila OH for Africa only MakilaE-mail: Arriel MC for Africa only Arrius (test cell [email protected] Arrius MC for Africa only only)www.turbomeca.co.za

AbbreviationsHSI hot section inspection MC module change MO module overhaul OH full engine overhaulAny companies not listed, who wish to be included in future directories, are asked to e-mail us at: [email protected]

EYB2005-5 7/9/04 4:12 pm Page 102



Non-overhaul specialist engine repair companiesCompany name Address Contact Component capabilites Engine type Specialist skills

ACRO Aerospace

Advanced Technology Co

Aerospace Welding

Aircraft Ducting Repair Inc.

Airfoil Technologies International, LLC

AMETEK Aerospace (SeattleSupport Centre)

AMETEK Aerospace (WilmingtonSupport Centre)

Ansun Capital Group(EB Airfoils, Electron Development,Aerostar Technologies)

APECS Engine Center

ATI-CA(Formerly Airfoil Management Co)

4551 Agar DriveRichmondBritish ColumbiaCanada V7B 1A4

2858 E Walnut StPasadenaCA 91107USA

890 Michele-BohecBlainvilleQuebecCanada J7C 5E2

101 Hunters CircleForneyTX 75126USA

5966 Heisley Road3rd FloorMentorOH 44060-1870USA

4333 Harbour Pointe Blvd,SWMukilteoWA 98275USA

50 Fordham RoadWilmington Support CentreMA 01887USA

3591 SW Deggeller CourtPalm CityFL 34990USA

13642 SW 142nd AvenueMiamiFL 33186USA

18502 Laurel Park RoadComptonCA 90220USA

Charles McIvorPresidentT 602 276 7600F 604 276 7675E-mail: [email protected]

Ariel L. GoProgram manager, turbine repairT 626 449 2696F 626 793 9442E-mail: [email protected]

Fabian DiGenovaVP technicalT 450 435 9210F 450 435 7851E-mail: [email protected]

Steve AlfordPresidentT 972 552 9000F 972 552 4504E-mail: [email protected]

Rick GlassVP sales & marketingT 440 358 7700F 440 358 7701E-mail: [email protected]

Chris Van WyheDirector, ROW and service salesT 425 438 4631F 425 315 8375E-mail: [email protected]

Dale GobeilleBusiness development managerT 978 988 4731F 978 988 4408E-mail: [email protected]

Ed BajueloVP business developmentT 772 219 4600F 772 219 0600E-mail: [email protected]

Fred LaemmerhirtPresidentT 305 255-2677F 305 255-0277E-mail: [email protected]

Javier CapetilloCustomer service managerT 310 604 0018F 310 635 3569E-mail: [email protected]

All drive train dynamic components, hydraulicservos, landing gear, hoists & cargo hooks, electrical components & accessories

JT8D, 4 1/2-6 oil tubes, all carbon sealsJTFD12, flange replacements, duct & shroudsPT6, gear, spline replacementGTCP85, inlet, duffusers, bridge housings MD80, fire barriers

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)

Engine exhaust tailpipes,pneumatic ducts, tubes &manifolds, APU exhaust ducts

Fan blades, compressor blades,cases, shafts,knife-edge seals

Fuel flowmeters, tach generators,oil level sensors,engine indicators, switches,

temperature sensors, EGT speed sensors

Thermocouples, wiring harnesses,fuel flowmeters,speed sensors, pyrometers, oillevel sensors

Fan blades, compressor blades,accessory component repairs

Certified insitu. blade blending (on-wing), line maintenance support, testing, trouble-shooting, vibration analysis,breather checks,digital video borescope inspections, fieldservice repair team, gearbox & fanspecialists, repair, modification,overhaul and sales of JT8Dparts, piece parts andcomponents

Compressor blades & vanes

PT6T series, Turbomeca Arriel,T58,CT58, T64, T700, A250

JT8D-100, -200JTFD12MD80

JT3D, JT8D, JT9D, JT15D, PT6A,PW100, RB211, Dart, Avon, APUs,Garrett, Sunstrand

JT3D, JT8D, JT8D-200, CF6-50,CF6-80C2, CFM-56-3/-3B/-3C,PW4000, V2500

JT3D, JT8D, JT9D, CF34, CF6, CFM56,PW2000, PW4000, PT6, TFE731,TPE331, RB211, Spey, Tay, V2500,ALF502/507, A501, T52, T53, T55

CFM56-5/-7, CF6-80A/C/E, JT8D,JT9D, PW4000, PW6000

CFM56-5/-7, CF6-50, CF6-80A/C/E,JT8D, PW4000, PW6000

JT3D, JT8D, JT8D-200, PW2000

JT8D

ALF502/507, TFE731, CF6, JT3D,JT8D, JT9D, PW2000,PW4000, PT6, PW100,JT15D, CFM56

Arc, gas & resistance welding,plasma spray, vacuum furnacebraze, precision machining,NDT, liquid penetramt, MPI,eddy current & ultrasonic inspections

EBW, laser welding & cutting,machining, CNC & conventional,TIG welding, turbineengine parts repair

FPI, MPI, CMM, X-ray, ultra-sound, eddy current,fusion welding, EBW, VX4chamber size 68 X 68 X 84, four robotic thermo spray cells,one robotic HVOF cell,full metalurgical lab,conventional milling& turning equipment,computerised spot& seam welding, furnace brazing

TIG welding, NDT, CNC machining

EBW, LPPS, TIG welding, chordrestoration, superpolishing,RD305 blade recontouring

Intricate assembly, state-of-the-art fuel flow calibration

Welding, brazing, intricate assembly

HVOF

Insitu. blade blending, digital video borescope inspections,field service repair

RD305 computerized inspection & recontouring processfor compressor airfoils

NORTH AMERICA

EYB2005-5 7/9/04 4:13 pm Page 103



Non-overhaul specialist engine repair companiesCompany name Address Contact Component capabilites Engine type Specialist skillsATI-Ohio

Britt Metal Processing

Cadorath Aerospace

Chromalloy Gas Turbine Corp(large engines group)

Chromalloy (small engines group)

Component RepairTechnologies

Dynatech Turbine Services(a Dynatech International company)

EBTEC

ETI

GKN Chem-tronics

Honeywell Aerospace(Engine accessories)

Honeywell Aerospace - Phoenix Engine Services(Engine piece part advanced repair)

7600 Tyler BoulevardMentorOH 44060USA

15800 NW 49th AvenueMiamiFL 33014USA

2115 Logan AvenueWinnipegMB R2R OJ1Canada

4430 Director DriveSan AntonioTX 78219USA

30 Dart RoadNewnanGA 30269USA

8507 Tyler BlvdMentorOhio 44060USA

3614 Highpoint DriveSan AntonioTX 78217-2892USA

120 Shoemaker LaneAgawamMA 01001USA

8131 E 46th StreetTulsaOK 74145

Box 16041150 W Bradley AvenueEl CajonCA 92022USA

1944 E. Sky Harbor CirclePhoenixAZ 85034USA

1944 E. Sky Harbor CircleMS 2101-2NPhoenixAZ 85034USA

Dan ObracaySales managerT 440 951 1133F 440 951 6791 E-mail: [email protected]

Marcelo GrinbergVP marketingT 305 621 5200F 305 625 9487E-mail: [email protected]

Dave HainesGeneral managerT 204 633 2707F 204 632 7663E-mail: [email protected]

Neil HendersonVP sales & marketingT 850 664 9521F 850 664 2965E-mail: [email protected]

Rob ChurchGeneral manager, sales & marketingT 770 254 6259F 770 254 6269E-mail: [email protected]

Rich MearsSales managerT 440 255 1793F 440 225 4162E-mail:[email protected]

Ofer KleinDirector of sales marketing & supportservicesT 210 599 0060F 210 599 2358E-mail: [email protected]

Cliff JanssenManager, overhaul & repairF 001 413 789 2851E-mail: [email protected]

Dale ToddPresident/general managerT 918 627 8484F 918 627 8446E-mail [email protected]

Steve PearlVP aviation servicesT 619 258 5220F 619 448 6992E-mail: [email protected]

Paul DavidDirector, Americas salesT 602 365 4766F 604 365 2640E-mail: [email protected]

Mark KaiserSales managerT 602 365 5483F 602 365 2533E-mail: [email protected]

Fan blades, booster vanes, discs

Balancing, vacuum brazing

Repair, modification, overhaul & distribution of aeronautical products

Fan blades, compressor blades,stator vanes, combustors, NGVs,turbine blades, cases, fuel spraynozzles, ducks, disks, seals

Compressor blades, stator vanes,combustors, NGVs, turbine blades,cases

Cases, shafts, bearing housings,frames

Compressor blades, stator vanes,NGVs, turbine blades, cases,fuel spray nozzles,seals, sleeves, spacers, deflectors

Knife edge seals, housings,blades, vanes, cases

VSV bushings, lever arms, anti-vortex tubes, gangnut channels,bearing housings, shoulder

studs, air seals, guide plates,comb. retaining blots, air inlet screens

Fan blades, compressor blades,combustors, cases

Engine generators/IDG/CSDFuel/oil coolers and heatersFuel control units andcomponentsAll engine related accessories

Complete cold section part restor.including gearboxes, cases, knife edge seals,impellers,blisks, fan blades,compressor blades

TFE731, CF6, CF34, JT3D, JT8D,JT9D, PW2000, PW4000,RB211, CFM56

GTCP85, GTCP331, GTCP660,TSCP700, ST6L

RR250, 501, Bell 204, 205, 206,212, Sikorsky 561,PW100, PT6, GECT58

GE, P&W, Rolls-Royce, IAE,AlliedSignal

GTCP85, GTCP331, GTCP36 100/150, GTCP600, TSCP700,TPE331, TPE731,A250, LTS101, PT6A/T, PW100,ALF502, ALF507, T53

JT8D, JT8D-200, CFM56,CF6-6, -50, -80A, -80C2, CT7, CF34,PW2000, PW4000, V2500

JT8D, JT3D, A501, A250, TSCP700,TPE331, TFE731, JT12, JT9

JT3D, JT4D, JT8D, JT9D, PW2000,PW4000

JT8D, JT9D, PW2000, PW4000,PT6, CFM56, CF34, CF6, V2500

JT8D, JT9D, PW2037, PW4000,RB211-22B, -524, -535, Trent,AE3007,CFM56-2, -3, -5A, -5B, -5C, -7,CF6-50, -80A, -80C, CF34,ALF502, 507, TFE731, V2500

All Honeywell engines, JT8, JT9,CFM56 All Honeywell engines,JT8, JT9, JT10, JT11, PW100,PW4000, PT6, RB211,

Spey, Tay, CFM56, CF34All Honeywell engines and APUs,PT6, JT15D, P108,RR250, CF6, CFM56,

PW100, T64, T76, CT7All Honeywell engines and APUs

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

Fan blade straightening, EBW

NDT

Chemical stripping, plating,EBW, SWET welding,pack & vapour aluminising,CVD, EBPVD, LPPS, HVOF, EDM,waterjet drilling, vacuum furnace brazing

Chemical stripping, plating,EBM, laser welding, SWET welding, pack & vapouraluminising, CVD, EBPVD, LPPS,HVOF, EDM, waterjet drilling,CNC machining

Chemical stripping, plating,HVOF, EBW, CNC machining,vacuum furnace,NDT, X-ray, eddy current

Chemical stripping, plating,pack & vapour aluminising,CVD, EDM, internal cleaning,heat treatment

EBW, laser welding & machining

Wet and dry abrasive cleaning,grinding, heat treating,machining, surfacetreatment, TIG, welding, brazing,vacuum brazing, SWET NDT,FPI, dimensional inspection

Chemical stripping, EBW,HVOF/plasma,waterjet technology, high speed optical inspection, precisionairfoil recontouring,automated airfoil machining & finishing

EBW, CNC, TIG, FPI, MPI, CMM,HVOF, NDT, EBM, LPPS,EDM, waterjet

EYB2005-5 7/9/04 4:13 pm Page 104

AIRFOIL TECHNOLOGIES INTERNATIONALUNITED KINGDOM

AIRFOIL TECHNOLOGIES INTERNATIONALOHIO

AIRFOIL TECHNOLOGIES INTERNATIONALCALIFORNIA

AIRFOIL TECHNOLOGIES INTERNATIONALSINGAPORE

Airfoil Technologies International LLC - HQ Office5966 Heisley Road, 3rd Floor, Mentor, OH 44060-1870 U.S.A.Phone: (1) 440-358-7700Fax: (1) 440-358-7701Website: www.airfoiltech.com

Airfoil Technologies International - UK, Ltd.Ripley, DerbyshireEngland DE5 3NWPhone: (44) 1773-748926Fax: (44) 1773-570706FAA RS#: SVPY683K

Airfoil Technologies International - Ohio, Inc.7600 Tyler BoulevardMentor, OH 44060 U.S.A.Phone: (1) 440-951-1133Fax: (1) 440-951-6791FAA RS#: 015R094N

Airfoil Technologies International - California, Inc.18502 Laurel Park RoadCompton, CA 90220 U.S.A.Phone: (1) 310-604-0018Fax: (1) 310-635-3569FAA RS#: HC3R548L

Airfoil Technologies International - Singapore Pte. Ltd.62 Loyang WaySingapore 508770Phone: (65) 6543-7818Fax: (65) 6543-7886FAA RS#: F94Y94IP

AIRFOIL TECHNOLOGIES INTERNATIONAL

ATI_TEST 2/7/04 4:32 pm Page 3



Non-overhaul specialist engine repair companiesCompany name Address Contact Component capabilites Engine type Specialist skillsHoneywell Aerospace - Greer Engine Services(Engine piece part advanced repair)

Key Enterprises

Liburdi Turbine Services

National Coating Technologies

The Nordam Group Repair Division

Parker Aerospace

Praxair Surface Technologies

RBC Aerospace Bearings

Sermatech Power Solutions

Sifco

SKF AERO Bearing Service Center

85 Beeco RoadGreerSC 29652USA

52838 West 61st Street SouthOiltonOK 74052USA

400 Highway #6 NorthDundasOntarioL9H 7K4Canada

1975 Logan AvenueWinnipegManitobaR2R OH8Canada

510 South LansingTulsaOK 74120USA

14300 Alton ParkwayM/S 301IrvineCA 91618USA

(other facilities at Mainz-Kastel, Germany, andGuaymas, Mexico)

1234 Atlantic StreetNorth Kansas CityMO 64116-4142USA

(other facilities at Hillsboro, OH; Miami, FL;and Tulsa, OK)

3131 W Segerstrom AveSanta AnaCA 92704-5862USA

1555 Limerick RoadLimerickPA 19468USA

4910 Savarese CircleTampaFL 33634-2493USA

7260 Investment DriveNorth CharlestonSC 29418USA

Doug PuzaSales managerT 864 801 2194

Christopher KeyVPT 918 862 3288F 918 862 3665E-mail: [email protected]

Joe LiburdiPresidentT 905 689 0734F 905 689 0739E-mail: [email protected]

John ReadPresidentT 204 632 5585F 204 694 3282E-mail: [email protected]

Joe GreenwoodGeneral manager sales, marketing& customer serviceT 918 234 6800F 918 234 6796E-mail: [email protected]

Ed ArnoldGroup VP marketingT 949 852 3203F 949 851 3277E-mail: [email protected]

Marsha FarmerMarketing services managerT 816 556 4600F 816 556 4615E-mail: [email protected]

Chris SommersBusiness managerT 714 546 3131F 714 545 9885E-mail: [email protected]

Shane RephVP sales & marketingT 610 948 5100F 610 948 1729E-mail: [email protected]

Sean KellyVP marketingT (353) 214 521 200F (353) 214 521 210E-mail: [email protected]

Vince DiSciulloRepair station managerT 843 207 3377F 843 207 3399E-mail: [email protected]

Complete hot section part restoration , fan blades,compressor blades, stator vanes, combustors, NGVs,turbine blades, cases, seals

Cases, ducts, combustion chambers, fuel nozzles

Turbine blades, buckets, NGVs,vane stators, fuel nozzles

Combustors, cases, nozzle flaps,nozzle segments, exhaust frames

Exhaust nozzles, sleeves, plugs,centrebodies, fairings, ducts,thrust reversers

Fuel spray nozzles, IGV actuators,thrust reverser actuators,variable exhaust vaneactuators, air valves, fuel distribution valves

Commercial fan blades, carbon seals, military fan blades,compressor blades,variable guide vanes, rotor assemblies, bevel gears,seal seats, housings

New manufacture & repair of ball/roller bearings, sphericalplain bearings, journal &rodends bearings, all up to 27" diameter, speciality alloys,stainless steels, M50,M50nil, stellites, iconel, titanium

Fan blades, compressor blades,stator vanes, NGVs,turbine blades, cases

Hot section airfoil specialist,turbine blades, vanes/nozzles,honeycomb

Main shaft, accessory & gearbox bearings

V2500, CF34, PW100, PT6, JT15D,T56, 501K, TFE731, TPE331,all small 36 series APUs, large 36series APUs, 331-200/250, 331-350, 331-500, 131-9,T53, T54, AGT 1500

JT8D, JT8D-200, JT9D, CF6,CFM56, RB211

Industrial Avon, Marine Spey,Industrial RB211, ALF502, A501K,LM2500, LM1600Authorised Rolls-Royce repair vendor

Various

CF6-50, CF6-80, CFM56, JT8D,JT9D, PW2000, PW4000,V2500, RB211

Most commercial & military engines

JT8D, JT9D, CF6, CFM56, PW2000,PW4000, F117, V2500, JT15D,F100, GG4, TF39

CFM45, CF34, CT7, CF6, A250,TPE331, RB211, V2500, Trent,PW100, PT6, JT8, JT9,PW200, PW4000

GE, P&W, Honeywell, Rolls-Royce,Allison

CFM56, PW4000, JT8D, RB211,Tay, CF6, PT6, PW100,GE90, Trent

P&W, JT8D, JT9D, PW2000,PW4000, V2500, CFM-56,CF6 family

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

Heat treating, TIG welding, CNC machining, plasma spray,painting, X-ray, FPI, edycurrent

Chemical stripping, CVD & PVDcoatings, MVOF & air plasme,heat treat, GDAW,PAW & laser welding,EDM, NDT, X-ray

LPPS, HVOF

Vacuum brazing & bonding

Chemical stripping, plating,EBW, CVD, EDM

Inspection, machining, grinding,finishing, lapping, CNC milling,welding, vacuum & atmosphericheat treatment, automated glass & ceramic shot peening,plasma & D-gun coating, full NDT, EBW, airfoil straightening& blending, electrolytic,

chemical & mechanical stripping, grit blasting,vibratory finishing

Bearing inspection, repair &refurbishment through level 4

Metallic-ceramic coatings,chemical stripping,pack aluminising, HVOF, EDM

Thermal barrier coating, repairdevelopment, research & development, turbine inventory management

OEM and DER approved repairs,overhaul & modificationLevels 1, 2 & special

EYB2005-5 7/9/04 4:14 pm Page 106



Non-overhaul specialist engine repair companiesCompany name Address Contact Component capabilites Engine type Specialist skillsTurbine Controls

TMT Research Development

White Engineering Surfaces

Windsor Airmotive,Connecticut & Ohio

Wood Group Accessories andComponents Inc

Wood Group Component Repair

Woodward Aircraft Engine Systems

Woodward FST

ATI-UK(formerly Sermatech Repair Services)

Chromalloy France

Chromalloy Holland

5 Old Windsor RoadBloomfieldCT 06002USA

105 Timbers BlvdSmith RiverCA 95567USA

Newtonwn Industrial CommonsOne Pheasant RunPO Box 880PA 18940USA

7 Connecticut South DriveEast GranbyCT 06026USA

66 Prospect Hill RoadEast WindsorCT 06088USA

34 Capital DrivePO Box 1886Wallingford CT 06492USA

One Woodward WayPO Box 405RocktonIll 61072-0405USA

700 North ContinentalZeelandMI 49464USA

High Holborn RoadCodnorRipleyDerbyshire DE5 3NWUK

BP 7120Ave Des Gros ChevauxZ I du Vert GalantF-94054France

Siriusstraat 555015 BT TilburgThe Netherlands

David TetreaultVP salesT 860 242 0448F 860 726 1981E-mail : [email protected]

Eric BienvenuVP marketing & salesT 707 487 0307F 708 487 2025E-mail: [email protected]

Jaan MannikVP salesT 800 220 2097F 215 968 2860E-mail: [email protected]

William GonetVP salesT 860 653 5531 x205F 860 653 0397E-mail: [email protected]

Jon AngusPresidentT (860) 292 3115F (860) 292 3118E-mail: [email protected]

Bert VoisineT 203 949 8144F 203 949 8147E-mail: [email protected]

Tony DzikBusiness development managerT 815 624 1363F 815 624 1929E-mail: [email protected]

Eric BlickleyMarketing managerT 616 748 7775F 616 748 7704E-mail: [email protected]

Melvyn WilkieManaging directorT (44) 1773 748 926F (44) 1773 570 706E-mail: [email protected]

Jean Claude MorrisonPresidentT (33) 1 344 03636F (33) 1 342 19737E-mail: [email protected]

Adri van lerlandDirector, operations 2 & cust. support,material management & ITT (31) 13 532 8460F (31) 13 543 2833E-mail: [email protected]

Overhaul & repair of gas turbine engine components & accessories

Stator vanes, NGVs, fuel spray nozzles, pump housings,linkage housings, actuators

Blades, vanes, combustors, seals,augmentors, clamps, hot sectioncomponents, after burner components, small stampings,tuned parts, castings

Casings, frames, seals, spacers,disks, drums (at Connecticut)Honeycomb seal segments/seal rings (at Ohio)

Fuel nozzles, afterburners, MEC's,FCU's, pumps, fuel, air & oil accessories, cases,honeycomb seals, discs, shafts,blades and vanes

Turbine blades, turbine NGVs, free turbine & power turbine blades, free turbine & powerturbine vanes

Large gas fuel controls, small turbine fuel controls

Fuel spray nozzles

Fan blades, compressor blades,stator vanes,knife edge seals, fan disks

AL & CR coatings, blades, vane segments, vane rings,honeycomb seal repairs,manufacturing of honeycomb & felt

Honeycomb seals, shrouds,frames, cases, supports, fan discs & spools, NGVs

JT8D, JT9D, PW2000, PW4000,CF6, CT-7, CFM56, V2500

PW100, PT6, PW4000, JT8D, JT9D,JT15, CFM, CF6, CF34, RB211,APUs

F-100, J-79, J-85,T-700, F-101, JT-8,JT-3, TF-56, JTF-22, F-104, JT-9,JTF-10,F-110,PWA 2000,PWA 4000,CF-6, CFM-56,TF-34,T-55,T-52,T-53

JT8D, JT9D, PW2000, PW4000RB211, Trent 700, Trent 800CFM56, CF6

JT8D, JT9D, PW2000, PW4000,V2500, CFM56, CF6-50, CF6-80RB211, AE3007, Tay,ALF502/507, PT6A,PW100, TPE331, TPE731, JT15D,F100, T53, T55, GTCP331

GG3, GG4A, GG4C, GG8, JT3D,JT8D, JT12A, JTFD, FT4A, FT4C,PT8, Avon, LM2500, PT1600,PT5000

GE90, CF6, CFM56, F110, RB211,V2500, CF34, BR700, TPE331,PT6, PW206/207, CT7/T700,GE Overspeed, FJ44 FCU

JT8, JT9, V2500, CF34,CFM56, PW2000, PW4000

CF6, JT3D, JT8D, JT9D, CFM56-3,ALF502/507, V2500, Tay 650,RB211, BR710, BR715, CF34

All PWA, all GE, all CFM series

Precision machining, precision grinding, advanced coating systems

Chemical stripping, plating,pack & vapour aluminising,HVOF, epoxy repairs of oil& fuel pumps

Robotic controlled plasma spray, HVOF, machining,plating & stripping,blasting, peening, cleaning,diamond grinding, super polishing, lapping

EBW & automatic TIG welding,high pressure water blast stripping, CNC milling, turning,grinding, plasma & wirearc coating, heat treat & thermalprocessing, vacuum brazing, X-ray, FPI, eddy current & ultrasonic testing, EDM

Laser welding, EBW, EDM,vacuum brazing, plasma, water jet,chemical strip, LPPS, heat treatment, machining, X-Ray,NDT, CNC accessory repair & overhaul, fuel nozzle repair& overhaul, testing,parts repair, asset management,EBW, laser welding, TIG welding,EDM, plasma coating, vacuum brazing, heat treating

Welding, machining, NDT,turbine vane hot straightening, electro dischargemachining, coating application

Heat treating, brazing, welding,surface coating, advanced machining

EBW, laser welding, TIG welding,EDM, plasma coating, vacuum brazing, heat treating

Chemical stripping, EBW, RD305aerofoil recontouring, TIG welding, CMM inspection/machining, roboticwelding, controlled peening,vacuum heat-treated NDT inspection (X-ray, FPI,ultrasonic, eddy current, c-scan),inventory management

Chemical stripping & plating,TIG, MIG & EB welding,laser drilling, pack & vapour phase deposition, LPPS, HVOF,EDM, ECG, CNC turning & milling

EUROPE

EYB2005-5 7/9/04 4:14 pm Page 107



Non-overhaul specialist engine repair companiesCompany name Address Contact Component capabilites Engine type Specialist skillsCRMA

Honeywell Aerospace - France(Engine Accessories)

Honeywell Aerospace - Germany

Honeywell Aerospace - UK

International Compressor Technologies(A joint venture between Snecma Services and Praxair SurfaceTechnologies)

Lufthansa Technik TurbineShannon

Lufthansa Technik Intercoat

PWA International

Rösler UK

Senior Aerospace Bosman BV

SIFCO Turbine Components

Techspace Aero

14 avenue Gay-LussacZA Clef de Saint-PierreF-78990 ElancourtFrance

44 Avenue Georges PompidouLevallois PerretF-92631France

Frankfurterstrasse 41-65RaunheimD-65479Germany

65 President WayLondon Luton AirportLuton, BedfordshireLU2 9NLUK

ZI Molina la Chazotte443, rue Rene CassinF-42350 La TalaudiereFrance

World Aviation ParkShannonIreland

Kisdorfer Weg 36-38D-24568KarltenkirchenGermany

Naas RoadRathcooleCo. DublinIreland

Unity GroveSchool LaneKnowsley Business ParkPrescot L34 9GTUK

Brielselaan 453081 AA RotterdamThe Netherlands

Mahon Industrial EstateBlackrockCorkIreland

Route de Liers 121B-4041 Herstal (Milmort)Belgium

Hervé LouvionMarketing & sales general managerT (33) 1 3068 3610F (33) 1 3068 3620

Eric AldenDirector, Europe, Middle East, AfricasalesT (33) 1 5563 1556F (33) 1 5563 1593E-mail: [email protected]

Alan WrightCustomer support managerT (49) 6142 4050F (49) 6142 405 239

Steve HorderSite leaderT (44) 1582 393 800F (44) 1582 435 040

Jane ReedGeneral managerT: (33) 4 77 34 01 00F: (33) 4 77 34 01 02E-mail: [email protected]

Barry LoweMarketing & sales managerT (353) 61 360 512F (353) 61 360 513E-mail: [email protected]

Rudiger SimonCustomer support managerT (49) 4191 809 100F (49) 4191 2826E-mail: [email protected]

Vince GaffneyInternational sales managerT (353) 1 4588100F (353) 1 4588106E-mail: [email protected]

Paul RawlinsonGeneral managerT (44) 151 482 0444F (44) 151 482 4400E-mail: [email protected]

Rob RoobolDirector sales & marketingT (31) 104 239 800F (31) 104 841 564E-mail: [email protected]

David BailyVP customer support and salesT (353) 214 521 224F (353) 214 521 201E-mail: [email protected]

Mike SakallisProgramme director, aftermkt servicesT (32) 4 278 82 01F (32) 4 278 80 60E-mail: [email protected]

Combustors, TMF, CRF, HPC, HPT casings, disks & spools,fan blades, thrust nozzle,QEC accessories, steel & carbon brakes, galley equipment

Engine generators/IDG/CSDFuel/oil coolers and heatersFuel control units and components

Technical expertise in rotating componets, complex structuresand gearboxes

All engine related accessories

HPC blades, LPC blades, HPC sector seals, HPC variable guide vanes, HPC stator blades,HPC rotor blades

Combustors, HPT shrouds, HPT & LPT vanes

Fuel pump housings, hydraulic housings, oil pump housings,Arkwin actuators,Boeing & Airbus hydraulics

Case overhaul (all models)

Surface finishing of aero engine blades & vanes (in both compressor & turbine section),vane assemblies & multi-span components, supply of machines, consumables,subcontract & Keramo process

Combustion chambers, ducting systems, nozzle supports,air/oil seals, ACC systems,exhaust nozzles, consumables

Hot section airfoil specialist - turbine blades, vanes and nozzles

Booster vanes, combustor housings, lubrication units,scavenge valves, componentrepairs

CF6-50 & -80, CFM56 series,Olympus military engine

All Honeywell engines, JT8, JT9,CFM56 All Honeywell engines,JT8, JT9, JT10, JT11, PW100,PW4000, PT6, RB211,Spey, Tay, CFM56, CF34All Honeywell engines and APUs,PT6, JT15D, P108, RR250,CF6, CFM56,

TPE 331, TFE731 APU series 36, 85, 131, 331.

All Honeywell engines and APUs

CFM56, GE90, Tyne

CFM56-2, -3, -5, -7,CF6-50, CF6-80C, CF34

JT8-D, JT9-D, CFM56-3, -5, CF6-50,CF6-80C2, RB211, V2500,PW4000, Boeing & Airbus components

JT9D, PW2000, PW4000, V2500

All engine types

CF6-50, CF6-80A, CF6-80C2,CFM56-5A, -5B, -5C, RR Gem,RR/Allison T56

CFM56-2/-3/-5A/-5Bp/-5C/-7RB211-524/-535E4/-535C,Trent,TayJT8D-7/-9/-15/-17/-15A/-17AJT8D-209/-217/-217A/-217C/-219PW4000

CFM56 (all series), GE90,ALF502/507, V2500

Water jet & chemical stripping,laser drilling, cutting & welding, abradable& plasma spray, thermal barriercoating, heat treatment

Inspection, FPI, welding,machining

Chemical stripping, dynamic fluoride ion cleaning,vacuum heat treatment,EDM, laser drilling, SWET welding, creep feed grinding and vapour phase aluminide coating

Advanced epoxy processes Interfill, FPI, CMC measuring,CNC machining

NDT, EBW, TIG, CNC machining,plasma, HVOF, grinding, vacuumfurnace, EDM, shot peen, press test, R&D cell

Keramo finishing to <10 microinches(<0.25 micrometres) Ra

EBW, auto TIG, welding, vacuum brazing, plasma coating, EDM,vacuum heat treatment

Laser welding and 5-axis machining, APS, HVOF, LPPS,pvCVD coatings,Repair/process development,material management

Waterjet stripping, EBW, plasma coatings, fully automated eddy current inspection,accessories repair & overhaul,engine testing

EYB2005-5 7/9/04 4:15 pm Page 108



Non-overhaul specialist engine repair companies Company name Address Contact Component capabilites Engine type Specialist skillsWood Group Accessories &Components

Woodward Aircraft Engine Systems

ATI-Singapore

Asian Surface Technologies(A joint venture between Praxair Surface Technologies,Singapore Airlines Engineering Company and Pratt & Whitney)

Honeywell Aerospace - Singapore(Engine accessories)

Honeywell Aerospace - Malaysia

Honeywell Aerospace - China

MTU Maintenance Malaysia

Turbine Overhaul Services

Windsor Airmotive Asia

Unit 22Wellheads Industrial EstateDyceAberdeen AB21 7GAUK

5 Shawfarm RoadPrestwickAyrshire KA9 2TRUK

62 Loyang WaySingapore 508770

55 Loyang DriveSingapore 508967

17 Changi Business Park Central #1Singapore 486073Singapore

Second FloorBlock B AERO BuildingMAS Engineering Complex A47200 SubangSelangor Darul EhsanMalaysia

Xiamen Gaoqi Int'l AirportXiamenFujian361006 China

Lot 5028Jelam Teluk Pulai 27/2840000 Shah AlamMalaysia

5 Tuas Drive 2638639Singapore

21 Loyang Lane508921Singapore

Jon AngusDirectorT (44) 1224 255 800F (44) 1224 255 805E-mail: [email protected]

Jim HoustonDirector, sales & customer supportT (44) 1292 677 633F (44) 1292 677 612E-mail: [email protected]

Jimmy TanManaging directorT (65) 6543 7818F (65) 6543 7839E-mail: [email protected]

Ken BeardGeneral manager & directorT (65) 6545 8255F (65) 6542 8121E-mail: [email protected]

Barry ShenDirector, Asia salesT (65) 6580 3835F (65) 6587 3777E-mail: [email protected]

Koon Chye TongSite leaderT (60) 3 7845 0788F (60) 3 7845 0887

Qinbing HuaSite leaderT (86) 592 5730 131F (86) 592 5730 219

Dr Roland FischerGeneral managerT (60) 3 511 6459F (60) 3 511 6458

Frank WalschotGeneral managerT (65) 6860 2200F (65) 6862 1068Email: [email protected]

Gary GanSales manager, AsiaT (65) 6541 9222F (65) 6542 9364

Fuel nozzles, afterburners, MEC's,FCU's, pumps, fuel, air & oil accessories, cases,honeycomb seals, discs, shafts,blades and vanes

Repair & overhaul, fuel control,propellor governer unit test stands

Compessor blades, vanes

Repair of fan blades and application of thermal spray coatings to new and repairparts

Engine generators/IDG/CSDFuel/oil coolers and heatersFuel control units and componentsAll engine related accessories

Technical expertise in APUs

Technical expertise in APUsAPU accessories, engine starters,heat exchangers

Turbine blades

Turbine blades & vanes, with fullrepair capability

Cases, rotating knife edge seals,honeycomb seals, statorassemblies, PW4000 tobi duct

JT8D,JT9D,PW2000,PW4000,V2500,CFM56, CF6-50, CF6-80, RB211,AE3007, Tay, ALF502/507, PT6A,PW100, TPE331, TPE731, JT15D,F100, T53, T55, GTCP331

CFM56-2/-3, CF6-6/-50, RB211-535E4, PT6, PW100, CT7,Allison 250, TPE331

CF6, CF34, CFM56, LM

JT9D, PW4000, PW4168

All Honeywell engines,JT8,JT9,CFM56All Honeywell engines,JT8,JT9,JT10,JT11, PW100, PW4000, PT6, RB211,Spey, Tay, CFM56, CF34All Honeywell engines and APUs,PT6,JT15D, P108, RR250, CF6, CFM56,PW100, T64, T76, CT7All Honeywell engines and APUs

APU GTCP 85 series

APU 85 series, 331-200/250 series

CF6-50

JT8D, JT9D, PW4000, PW2000,V2500, CFM56

JT8D, JT9D, PW4000, RB211,CF6-50, CFM56, Trent

Laser welding, EBW, EDM,Vacuum brazing, plasma, water jet, chemical strip, LPPS,heat treatment, X-Ray, NDT,CNC machining, accessory repair& overhaul, fuel nozzle repair & overhaul, testing,parts repair, asset management,EBW, laser welding, TIG welding,EDM, plasma coating, vacuumbrazing, heat treating

RD305 computerized inspection &recontouring process for compressor airfoils, automated welding, chord restoration, CMM inspection, CNC machining, anti-erosion & anti-corrosioncoatings, laser cladding, NDT

Inspection, machining, grinding,finishing, lapping, CNC milling,welding, vacuum & atmosphericheat treatment, automated steel shot & ceramic bead peening,plasma & D-gun coating,NDT, EBW, airfoil straightening &blending, electrolytic, chemical &mechanical stripping, grit blasting, vibratory finishing, CMM

Chemical stripping, EBW, heat treat, thermal spray, welding,shot peening, NDT: FPI, MPI,radiographic inspection & eddy current inspection

AbbreviationsEBW electron beam welding CNC computer numerical control TIG tungsten inert gas FPI fluorescent particle inspection MPI magnetic particle inspection CMM coordinate measurementmachine HVOF high velocity oxy fuel NDT non-destructive testing EBM electron beam machining LPPS low pressure plasma spray NGV nozzle guide vane SWET superalloy welding atelevated temperatures EDM electric discharge machining CVD chemical vapour depostion PVD physical vapour deposition ECG electro-chemical grinding EBPVD electron beam plasmavapour deposition CMC computer measuring control HPC high pressure compressor LPC low pressure compressor ACC adaptive cruise controlAny companies not listed, who wish to be included in future directories, are asked to e-mail us at: [email protected]

REST OF WORLD

EYB2005-5 7/9/04 5:04 pm Page 109



Directory of major commercial aircraft turbopropsManufacturer Designation Max Max Dry Length Comp Turb Aircraft

Mech SHP Shaft RPM Weight (lb) (in) stages stages applications

General T64-GE-10 2970 1167 113Electric T64-P4D 3400 1188 110 14 axial

CT7-5A 1735 4500 783 96 5 axial, I cent 2H, 2L Saab 340CT7-6/6A/6D 2000 485 46 5 axial, I cent 2H, 2LCT7-7A 1735 4500 783 96 5 axial, I cent 2H, 2L CN235CT7-9B/C 1940 4500 805 96 5 axial, I cent 2H, 2L Saab 340, CN 235

Honeywell LPT101-700A-1A 700 335 37 1 axial, I cent Piaggio P.166-DL3T35-L-701 1400 693 59 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 Piper Cheyenne 1A, Piper T1040Canada PT6A-11AG 550 2200 330 62 3 axial, 1 cent Air tractor AT 402A/B, Schweizer G-164B AG-Cat Turbine

PT6A-15AG 680 2200 328 62 3 axial, 1 cent Air tractor AT 402A/B, AT 502B, Ayres Turbo Thrush T-15, Frakes Turbo Cat Model A/B/C, Schweizer G-164B AG-Cat Turbine

PT6A-21 550 2200 328 62 3 axial, 1 cent Raytheon Beech King Air C90A/B/SEPT6A-25 550 2200 353 62 3 axial, 1 cent Raytheon Beech T-34CPT6A-25A 550 2200 343 62 3 axial, 1 cent 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 Embraer EMB-312 Tucano,Pilatus Turbo Trainer PC-7 MK IIPT6A-27 680 2200 328 62 3 axial, 1 cent 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 Piper Cheyenne II, Raytheon Beech 99A, Raytheon Beech King Air A100/E90

PT6A-34/34AG 750 2200 331 62 3 axial, 1 cent 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 Raytheon Beech C99 AirlinerPT6A-112 500 1900 326 62 3 axial, 1 cent Cessna Conquest I, Reims F406 Caravan IIPT6A-114 600 1900 345 62 3 axial, 1 cent Cessna 208/208B Caravan 1PT6A-114A 675 1900 350 62 3 axial, 1 cent Cessna 208/208B Caravan 1PT6A-121 615 1900 326 62 3 axial, 1 cent PIAGGIO P-166-DL3PT6A-135A 750 1900 338 62 3 axial, 1 cent 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 Raytheon Beech C12F, Raytheon Beech King Air B200PT6A-42A 850 2000 403 67 3 axial, 1 cent Piper Malibu MeridianPT6A-50 1120 1210 607 84 3 axial, 1 cent deHavilland DHC-7 Dash 8PT6A-60A 1050 1700 475 72 3 axial, 1 cent Raytheon Super Beech King Air 300/350PT6A-60AG 1050 1700 475 72 3 axial, 1 cent Air Tractor AT 602, Ayres Model 660PT6A-61 850 2000 429 68 3 axial, 1 cent Piper Cheyenne IIIAPT6A-62 950 2000 456 71 3 axial, 1 cent Pilatus Turbo Trainer PC-9PT6A-64 700 2000 465 70 4 axial, 1 cent Socata TBM700PT6A-65AG 1300 1700 486 75 4 axial, 1 cent 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 AMI DC-3, Shorts C-23B Super SherpaPT6A-65B 1100 1700 481 75 4 axial, 1 cent Polish Aviation Factory M28 Skytruck, Raytheon

Beech 1900/1900CPT6-65R 1376 1700 481 75 4 axial, 1 cent Shorts 360/360-300

EYB2005-5 7/9/04 4:15 pm Page 110



Directory of major commercial aircraft turboprops

PT6A-66 850 2000 456 70 4 axial, 1 cent PIAGGIO Avanti P-180PT6A-66A 850 2000 450 70 4 axial, 1 cent Ibis Aerospace Ae 270 HPPT6A-67 1200 1700 506 74 4 axial, 1 cent Pilatus Turbo Porter PC-6, Raytheon Beech RC-12KPT6A-67A 1200 1700 506 74 4 axial, 1 cent Raytheon Beech StarshipPT6A-67AF 1424 1700 520 76 4 axial, 1 cent Conair Aviation - S2 Turbo-FirecatPT6A-67AG 1350 1700 520 76 4 axial, 1 cent Air Tractor AT 802/802A/802AF/802FPT6A-67B 1200 1700 515 76 4 axial, 1 cent Pilatus PC-12PT6A-67D 1271 1700 515 74 4 axial, 1 cent Raytheon Beech 1900DPT6A-67R 1424 1700 515 76 4 axial, 1 cent Basler Turbo BT-67, Greenwich Aircraft DC-3, Shorts

360/360-300PT6A-68 1250 2000 572 72 4 axial, 1 cent Raytheon T-6A Texan IIPT6A-68B/68C 1600 2000 572 72 4 axial, 1 cent Pilatus PC-21PT6A118 1800 1300 861 81 Embraer EMB120PT6A118A 1800 1300 866 81 Embraer EMB120PT6A118B 1800 1300 866 81 Embraer EMB120PT6A119B 2180 1300 916 81 Fairchild Dornier 328-110/120PT6A119C 2180 1300 916 81 Fairchild Dornier 328-110/120PT6A120 2000 1200 921 84 2 cent Aerospatiale/Alenia ATR42-300/320PT6A120A 2000 1200 933 84 2 cent Aerospatiale/Alenia ATR42-400/500, Bombardier

Aerospace Q100PT6A121 2150 1200 936 84 2 cent Aerospatiale/Alenia ATR42-300/320, Bombardier

Aerospace Q100PT6A121A 2200 1200 957 84 2 cent Aerospatiale/Alenia ATR42-400/500PT6A123 2380 1200 992 84 2 cent Bombardier Aerospace Q300PT6A123AF 2380 1200 992 84 2 cent Canadair CL-215T/CL-415PT6A123B 2500 1200 992 84 2 cent Bombardier Aerospace Q300PT6A123C 2150 1200 992 84 2 cent Bombardier Aerospace Q200PT6A123D 2150 1200 992 84 2 cent Bombardier Aerospace Q200PT6A123E 2380 1200 992 84 2 cent Bombardier Aerospace Q300PT6A124B 2500 1200 1060 84 2 cent Aerospatiale/Alenia ATR 72-200PT6A125B 2500 1200 1060 84 2 cent Fokker 50/High PerformancePT6A126A 2662 1200 1060 84 2 cent Jetstream Aircraft ATPPT6A127 2750 1200 1060 84 2 cent Aerospatiale/Alenia ATR 72-210/500PT6A127B 2750 1200 1060 84 2 cent Fokker 50/High Performance, Fokker 60 UtilityPT6A127C 2750 1200 1060 84 2 cent XIAN Y7-200A, Ilyushin Il-114, Socata HALEPT6A127E 2400 1200 1060 84 2 cent Aerospatiale/Alenia ATR42-400/500PT6A127F 2750 1200 1060 84 2 cent Aerospatiale/Alenia ATR 72-210APT6A127G 2920 1200 1060 84 2 cent CASA C295PT6A127H 2750 1200 1060 84 2 cent Ilyushin IL-114-100PT6A127J 2880 1200 1060 84 2 cent XIAN Aircraft Co. MA-60PT6A150A 5071 1020 1521 95 3 axial, 1 cent Bombardier Aerospace Q400PT6A150B 5071 1020 1521 95 3 axial, 1 cent 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 Pillan

250-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, 2I Saab 2000AE2100C 3600 15375 1578 116 14 axial 2H, 2I N-250-100AE2100D 4591 14268 1655 116 14 axial 2H, 2I LMATTS C-27J, Lockheed C-130J, Lockheed L-100FAE2100J 4591 14268 1655 116 14 axial 2H, 2I ShinMaywa501-D22 4050 13820 1835 146 14 axial 2H, 2I L-100501-D22A/C/G 4910 13820 1890 147 14 axial 2H, 2I Convair 580A, L100-20/-30

Manufacturer Designation Max Max Dry Length Comp Turb Aircraft

Mech SHP Shaft RPM Weight (lb) (in) stages stages applications

EYB2005-5 7/9/04 4:16 pm Page 111



CFMI 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 A319CFM56-5B8 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 A340CFM56-7B18 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, -900

General Electric CF34-1A 8,650 59 6.2 103 49 1,625 1F, 14H 2H, 4L Challenger 601CF34-3A 8,729 70 6.2 103 49 1,625 1F, 14H 2H, 4L Challenger 601CF34-3A1 8,729 70 6.2 103 49 1,625 1F, 14H 2H, 4L Challenger 601

Canadair Regional JetCF34-3B 8,729 86 6.2 103 44 1,670 1F, 14H 2H, 4L Challenger 604CF34-3B1 8,729 86 6.2 103 44 1,670 1F, 14H 2H, 4L Canadair Regional JetCF34-8C1 12,670 86 4.9 128.5 52 2,335 1F, 10H 2H, 4L Canadair CRJ-700CF34-8C5 13,790 86 4.9 128.5 52 2,335 1F, 10H 2H, 4L Canadair CRJ-900CF34-8E 14,500 86 5 128.5 46 2,470 1F,10H 4H. 2L ERJ-170/175CF34-10A 18,050 86 5 90 53 3,750 3L,9H 4H, 1L ACAC ARJ21CF34-10E 18,500 86 5 90 53 3800 3L, 9H 4H, 1L ERJ-190/195CF6-6D 40,000 88 5.72 188 86.4 8,176 1F + 1L, 16H 2H, 5L DC-10-10CF6-6D1 41,500 84 5.76 188 86.4 8,176 1F + 1L, 16H 2H, 5L DC-10-10CF6-50C 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, -B4CF6-50E2 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-10-30CF6-50E2B 54,000 86 4.24 183 86.4 9,047 1F + 3L, 14H 2H, 4L B747-200CF6-45A2 46,500 97 4.64 183 86.4 8,768 1F + 3L, 14H 2H, 4L B747-100B SR

B747SPCF6-80A 48,000 92 4.66 166.9 86.4 8,496 1F + 3L, 14H 2H, 4L B767-200CF6-80A1 48,000 92 4.66 166.9 86.4 8,496 1F + 3L, 14H 2H, 4L A310-200CF6-80A2 50,000 92 4.59 166.9 86.4 8,496 1F + 3L, 14H 2H, 4L B767CF6-80A3 50,000 92 4.59 166.9 86.4 8,496 1F + 3L, 14H 2H, 4L A310-200

Directory of major commercial aircraft turbofansManufacturer 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

EYB2005-5 7/9/04 4:16 pm Page 112



CF6-80C2-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-B1 56,700 86 5.19 160.9 93 9,570 1F + 4L, 14H 2H, 5L B747-200, -300CF6-80C2-B2 52,500 90 5.31 160.9 93 9,570 1F + 4L, 14H 2H, 5L B767-200/-ER/-300CF6-80C2-B4 58,100 90 5.14 160.9 93 9,790 1F + 4L, 14H 2H, 5L B767-200ER/-300ERCF6-80C2-B6 60,800 86 5.06 160.9 93 9,570 1F + 4L, 14H 2H, 5L B767-300ERCF6-80C2-A5 61,500 86 5.05 160.9 93 9,480 1F + 4L, 14H 2H, 5L A300-600CF6-80C2-D1F 61,960 86 5.03 160.9 93 9,850 1F + 4L, 14H 2H, 5L MD-11CF6-80E1-A2 67,500 86 5.1 173.5 96.2 11,162 1F + 4L, 14H 2H, 5L A330CF6-80E1-A3 72,000 86 5.1 173.5 96.2 10,627 1F + 4L, 14H 2H, 5L A330CF6-80E1-A4 66,870 86 5 168.4 96.2 10,726 1F + 4L, 14H 2H, 5L A330GE90-75B 78,700 86 8.7 193 123 16,800 1F + 3L, 10H 2H, 6L B777-200GE90-76B 76,400 86 8.7 193 123 16,800 1F + 3L, 10H 2H, 6L B777-200GE90-77B 77,000 86 8.7 193 123 16,800 1F + 3L, 10H 2H, 6L B777-200GE90-85B 84,700 86 8.7 193 123 16,800 1F + 3L, 10H 2H, 6L B777-200GE90-90B 92,100 86 8.7 193 123 16,800 1F + 3L, 10H 2H, 6L B777-200/-200ER/-300GE90-94B 94,000 86 8.7 193 123 16,800 1F + 3L, 10H 2H, 6L B777-200ER/-300GE90-110B1 110,100 92 7.2 287 128.2 18,850 1F + 3L, 9H 2H, 6L B777-200LRGE90-115B 115,000 86 7.2 287 128.2 18,850 1F + 3L, 9H 2H, 6L B777-300ERGEnx-53B 53,200 92 9.6 182 111.1 12,439 1F+4L, 10H 2H, 7L B7E7-3GEnx-64B 63,800 92 9.2 182 111.1 12,439 1F+4L, 10H 2H, 7L B7E7-8GEnx-70B 69,800 92 9.1 182 111.1 12,439 1F+4L, 10H 2H, 7L B7E7-9

GE-P&W Alliance GP7267 67,000 86 8 179 110 12,906 1F + 4L, 9H 2H, 5L A380GP7275 75,000 86 8 179 110 12,906 1F + 4L, 9H 2H, 5L 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

Manufacturer Designation Takeoff Flat rate Bypass Length Fan tip Basic Comp Turb Aircraft


Directory of major commercial aircraft turbofans

EYB2005-5 7/9/04 4:16 pm Page 113



IAE V2500-A1 25,000 86 5.4 126 63 5,074 1F + 3L, 10H 2H, 5L A320, ACJV2522-A5 23,000 131 4.9 126 63.5 5,139 1F + 4L, 10H 2H, 5L A319V2524-A5 24,000 131 4.9 126 63.5 5,252 1F + 4L, 10H 2H, 5L A319V2525-D5 25,000 86 4.9 126 63.5 5,600 1F + 4L, 10H 2H, 5L MD-90V2527-A5 26,500 115 4.8 126 63.5 5,139 1F + 4L, 10H 2H, 5L A320V2528-D5 28,000 86 4.7 126 63.5 5,600 1F + 4L, 10H 2H, 5L MD-90V2530-A5 31,400 86 4.6 126 63.5 5,139 1F + 4L, 10H 2H, 5L A321-100V2533-A5 33,000 86 4.5 126 63.5 5,139 1F + 4L, 10H 2H, 5L A321-200V2535-A7 35,000 ? ? ? ? ? ? ? ?

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 20,000 77 1.73 154.2 49.2 4,470 1F + 6L, 7H 1H, 3L MD-82JT8D-217A 20,000 84 1.73 154.2 49.2 4,470 1F + 6L, 7H 1H, 3L MD-82, MD-87JT8D-217C 20,000 84 1.81 154.2 49.2 4,515 1F + 6L, 7H 1H, 3L MD-82, -83, -87, -88JT8D-219 21,000 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, SP




EYB2005-5 7/9/04 4:17 pm Page 114



JT9D-7F 48,000 dry 80 5.1 154.2 95.6 8,850 1F + 3L, 11H 2H, 4L B747-200B, C, F,B747 SR, SP

JT9D-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, SP

JT9D-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

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 37,250 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, -200FPW4050 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 77,000 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 90,000 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-11PW6000 23,000 ? 5.4 ? 56.5 4,840 1F + 4L, 5H 1H, 3L A318 (subject to launch)

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 AÈrospatiale 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 30.65 993 1F, 4H + 1CF 2H, 3L Learjet Model 60PW305B 5,266 74 4.3 81.5 30.65 993 1F, 4H + 1CF 2H, 3L Raytheon Hawker 1000PW306A 6,040 89 4.5 75.6 31.65 1,043 1F, 4H + 1CF 2H, 3L Astra GalaxyPW306B 6,050 95 4.5 75.6 31.65 1,062 1F, 4H + 1CF 2H, 3L Fairchild 328JETPW308A 6,575 99 4.1 75.6 31.65 1,317 1F, 4H + 1CF 2H, 3L Raytheon Hawker HorizonPW530A 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 Excel

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 Express




EYB2005-5 7/9/04 5:04 pm Page 115



BR715-58 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

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 600 65,000 86 7 154 97.4 10,400 1L, 8I, 6H 1H, 1I, 5L B747-400 growthTrent 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 775 75,150 86 5 154 97.4 10,550 1L, 8I, 6H 1H, 1I, 4L A330-300Trent 8104 104,000 86 5.8 172 110 14,400 1L, 8I, 6H 1H, 1I, 5L B777-200X/-300XTrent 875 77,900 86 6.2 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200Trent 877 80,270 100 6.1 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200Trent 884 86,910 86 5.9 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200/-300Trent 892 91,450 86 5.8 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200IGW/-300Trent 895 95,000 86 5.8 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200IGW/-300Trent 900 up to 84,000 86 7.1 172 110 12,900 1L, 8I, 6H 1H, 1I, 5L A380Trent 1000 53 - 70,000 92 11 153 112 12,000 1L, 8I, 6H 1H, 1I, 6L B7E7Olympus 593 38,000 reheat ? ? 150 47.5 6,780 7L, 7H 1H, 1L Concorde




Airfoil Technologies International www.airfoiltech.com. . . . . . . . 105AirLiance Materials www.airliance.com . . . . . . . . . . . . . . . . . . . . . . . IFCAir New Zealand Engineering Services (ANZES) www.anzes.co.nz . 99Aviation Industry Exhibitions www.aviationindustrygroup.com . 89Barry Controls Aerospace www.barrycontrols.com . . . . . . . . . . . . . . 7Data Systems & Solutions www.ds-s.com . . . . . . . . . . . . . . . . . . . . . . 35Engine Lease Finance Corporation www.elfc.com . . . . . . . . . . . . . . 39Everest VIT www.everestvit.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49Finnair Technical Services www.finnair.com/technicalservices . . IBCGA Telesis Turbine Technologies www.gatelesis.com . . . . . . . . . . . 43Gas Turbine Efficiency www.gtefficiency.com . . . . . . . . . . . . . . . . . . 65Huffman Corporation www.huffmancorp.com . . . . . . . . . . . . . . . . . 83IAI-Bedek Aviation Group www.iai.co.il . . . . . . . . . . . . . . . . . . . . . . . . . 3IBERIA Maintenance & Engineering http://maintenance.iberia.com . 97International Aero Engines www.i-a-e.com . . . . . . . . . . . . . . . . . . . . 27ITP www.itp.es . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

ITR Mexico www.itrmexico.com.mx . . . . . . . . . . . . . . . . . . . . . . . . . . . 67KERNS Manufacturing Corp. www.kernsmfg.com. . . . . . . . . . . . . . . 25Liburdi Engineering www.liburdi.com . . . . . . . . . . . . . . . . . . . . . . . . 73Lufthansa Technik www.lufthansa-technik.com . . FC, Bookmark, 21MACHIDA Borescopes www.machidascope.com . . . . . . . . . . . . . . . 63MDS Aero Support www.mdsaero.ca. . . . . . . . . . . . . . . . . . . . . . . . . . 77MTI Instruments www.mtiinstuments.com . . . . . . . . . . . . . . . . . . . . 81MTU Maintenance www.mtu.de . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93Pratt & Whitney www.pw.utc.com. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13Pratt & Whitney Canada www.pwc.ca . . . . . . . . . . . . . . . . . . . . . . . . . 87SR Technics www.srtechnics.com . . . . . . . . . . . . . . . . . . . . . . . . . . . OBCTAP Air Portugal www.tap.pt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55Turbine Controls, Inc. www.turbine-controls.com. . . . . . . . . . . . . . . 69United Services www.unitedsvcs.com . . . . . . . . . . . . . . . . . . . . . . . . . 9Woodward www.woodward.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Advertisers index

For further information about the products and services of our advertisers please contact them directly through the above website addresses.

EYB2005-5 15/9/04 3:46 pm Page 116

We are passionate about engine maintenance. At SR Technics, we love a challenge. That’s why we offer the world’s fastest

turn-around times for engine overhaul. But we don’t stop there. We’re constantly looking for better, more efficient ways to

maintain your engines and increase time on wing. We know that challenges are a way of life for you too. Whether you need

prompt, reliable engine overhaul or complete fleet management services, we can be your source of competitive advantage.

For more information, visit www.srtechnics.com or call +41 43 812 65 67.

56137_210x278_Engines.qxd 05.08.2004 8:36 Uhr Seite 1

engine yearbook 2005

Documents