layout 1 (page 2 - 3) · pdf filethe end of world war ii also spelled the end of german...

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Editorial

Reiner WinklerChief Executive Officer

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The engine of choice 10 – 13

Relentless drive for perfection 14 – 17

A partner of choice

A powerful team

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Contents

A win-win partnership 26 – 29

A three-stage roadmap to clean air

30 – 33

34 – 37Faster, better and trulyunique

An eventful history

More Report in digital formas eMagazine or interactiveapp for Android tablets andthe iPad. Go towww.mtu.de/report

Timeline and facts 38 – 39

Dear Readers:

2014 is a special year for MTU. It marks 45 years since our company was founded and80 years since aero engine construction first began in Munich. In this special edition ofREPORT, we take a look back at key milestones in the corporate history.

Apart from being an anniversary year for our company, 2014 also marks a year of invest-ment in the future: Only by making such investments will we be able to build on pastachievements and continue MTU’s success story over the decades to come. At MTU, wethink in timeframes of years and decades, given that an engine is a product with a serv-ice life of 30 years or more. That’s something I learnt pretty quickly when I joined MTUand became a member of the Executive Board back in 2001. Before that, I had workedin the automotive and telecommunications industries, where businesses are looking torecoup investments within a matter of a few years. At MTU, though, we think in termsof very long time horizons—and it is this forward-looking approach that makes our com-pany such an attractive, reliable and long-term partner.

At the time I joined MTU, we were for the first time developing a high-pressure compres-sor for a commercial engine program—the PW6000—, achieving a technological break-through we are still benefiting from today. Building on the PW6000, we were able tobegin work on the development of the Geared Turbofan™ in collaboration with Pratt &Whitney in 2006. Airlines have since ordered more than 6,000 Geared Turbofan™ (GTF)engines—a success that will make its mark on our business over the decades to come.

In this issue, we give a rundown of MTU’s decades of experience in developing, producingand maintaining aero engines in an article all about our company’s history. Join us on ajourney through time from the early nine-cylinder radial engine—back then already inpartnership with Pratt & Whitney—to one of the first jet engines, as well as the techno-logically highly advanced military propulsion systems of the 1950s and 1960s, andtoday’s ever more efficient commercial turbofans.

We also pay tribute to our successful collaboration with partners Pratt & Whitney andGE Aviation in the commercial programs and Rolls-Royce and Snecma in the area of mil-itary engine programs. Other topics include our mutually beneficial cooperation with theGerman Air Force and the strategic realignment of our activities in commercial mainte-nance, in which we want to play a role both as an independent provider and as a partnerin the MRO network of the OEMs. Finally, we take a glimpse into the future with articlesabout our research programs and new high-tech manufacturing processes.

As you can see, MTU has both a proud history and great plans for the future. We willcontinue to keep you up to date with our customer magazine, which next year will bepublished with a brand new look, new title and new concept.

I hope you enjoy reading this issue of REPORT.

Sincerely yours,

An eventful historyOver its long history, MTU Aero Engines has evolved from a national engine makerinto a publicly listed high-tech group with a presence on all continents. Now, after80 years, the company is looking back on an exciting and eventful past, one thatnot only reflects the technological progress over the last eight decades but also thecompany’s development into a recognized global industry leader.

By Thorsten Rienth

The early days of Germany’s leading independent engine manu-facturer are closely linked with the history of another long-established Munich company: In 1934, BMW AG spun off its

engine business and set up BMW Flugmotorenbau GmbH. This movemarked the beginning of the history of MTU Aero Engines, which wasto become the legal successor to the BMW subsidiary.

Two years later, the company relocated its facility to Allach on thenorthern outskirts of Munich, where MTU’s headquarters are locatedto this day. And this was where BMW Flugmotorenbau GmbH starteddeveloping and producing engines for commercial and military air-craft. The company soon succeeded in demonstrating its outstand-ing technological capabilities. A case in point is the BMW132, an air-cooled nine-cylinder radial engine, which broke several world records,the most impressive being the first non-stop flight from Berlin toNew York on a Focke-Wulf Fw 200. Only a short time later, BMWFlugmotorenbau developed the first twin-row radial engine ever builtin Germany: the BMW 801 for the Focke-Wulf Fw 190 fighter andother aircraft. With the Nazi regime’s ever-expanding military build-up and the subsequent war the company pushed the speed of devel-opment and the scale of production to the limits of its capacity.Sadly it even went far beyond, especially towards the end of the war,when thousands of forced laborers had to work there to furtherincrease output.

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After World War II, the factory was used to repairtrucks.

Entrance to BMW Triebwerkbau’s premises in 1958.

An eventful history

The end of World War II also spelled the end of German air-craft engine production for the time being. The Allach factorywas used by the U.S. occupation forces as a repair shop forarmy trucks and artillery. It was not before 1955 that produc-tion of aero engines was resumed by newly set-up BMW Trieb-werkbau GmbH. The company started out manufacturing theLycoming GO-480-B six-cylinder piston engine under license.Not long after, it brought its first in-house developments tothe market: the BMW 6002, 6012 and 6022 small gas turbines.The Allach-based engine builder soon became renowned forits expertise and, in the late 1950s, was granted a license byGE to produce J79-11A engines. A little later, it also beganmanufacturing components for the Tyne engine. This twin-shaft turboprop was to become the powerplant for theBreguet Br. 1150 Atlantic maritime patrol and anti-submarinewarfare aircraft and the C-160 Transall military transport.

In 1960, M.A.N. AG took a 50-percent stake in BMW Trieb-werkbau GmbH—a logical step, since the company had alreadybeen operating its own engine production facility in Allach,dubbed M.A.N. Turbomotorenbau GmbH, which in the mid-1960s merged with BMW Triebwerkbau GmbH to becomeM.A.N. Turbo GmbH. BMW then completely exited the air-craft engine business.

The year 1969 marked the beginning of a new chapter in thehistory of MTU Aero Engines: Daimler-Benz and M.A.N. mergedtheir engine production activities, and a company with a ratherlong name was set up: MTU Motoren- und Turbinen-UnionMünchen GmbH M.A.N. Maybach Mercedes-Benz. This wasthe first occasion in MTU’s annals on which the three initialsmade their appearance. In the same year, the new companygave up license production and took a stake in the develop-ment and production of an engine that turned out to become

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An eventful historyone of MTU’s most successful programs ever: the RB199powering the Tornado multirole combat aircraft. The power-plant, which over the years underwent a number of modifica-tions and improvements, is expected to remain in operationuntil 2030 and even beyond. This would make it one of theengines with the longest time in service worldwide.

It was in the 1970s, a decade of economic upswing, whenglobalization really got underway. At that time, the Boeing747, the first jumbo jet ever built, revolutionized air traveland flying became affordable for everybody. That was whenMTU entered into the commercial engine business, partner-ing with GE, one of the big players in the industry. Dr. ErnstZimmermann, MTU’s chief executive at the time, was quick toread the signs of the times and managed to win the U.S. com-pany over to concluding an agreement with MTU for the pro-duction of CF6-50 components. This engine was selected topower the Airbus A300, developed by the newly founded Euro-pean Airbus consortium as a competitor to the Boeing aircraftpopular at the time.

In the following years, several other engine models werederived from the CF6 baseline engine and found homes on avariety of widebody aircraft, such as the Boeing 747,McDonnell Douglas DC-10 and MD-11, Airbus A310 andBoeing 767. It was also in the 1970s that MTU developed the

Airbus A300 launch customer Air France selected CF6-50 engines to power its aircraft. Over the years that followed, the engine was adapted for use in numerous otherapplications.

low-pressure turbine and the turbine exit casing for thePW2000 built by Pratt & Whitney, today a very close partner.In addition, MTU manufactured the most important parts ofthe low-pressure turbine, including the highly engineered tur-bine disks.

The assembly line for the J79-11A built by MTU under license.

Installation of two RB199 engines in a Tornado.

E-Jets. Compared with its predecessors the GTF enginesachieve a 15-percent reduction in fuel burn and cut the per-ceived noise level in half.

MTU is set to stay at the forefront of technological progressin the industry. The company has been working on technolo-gies for tomorrow’s engines for many years—either on its ownor as a partner in numerous national and international tech-nology programs. More than 400 patent applications filedevery year, both in Germany and abroad, attest to the com-pany’s comprehensive know-how and innovative clout. To-gether with the big engine manufacturers MTU will continueto take an active hand in shaping the future of aviation, rely-ing on the expertise and commitment of its more than 8,700employees.

An eventful history

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With the experience acquired in the CF6 and PW2000 pro-grams, MTU ventured further into the commercial market inthe 1980s, establishing itself as a global player: Together withPratt & Whitney, Rolls-Royce, former FiatAvio and JapaneseAero Engines Corporation the company set up the multina-tional consortium International Aero Engines, or IAE for short.Their product, the fuel-thrifty V2500 for short- and medium-range aircraft, for which MTU developed the complete low-pressure turbine, has been a best-seller for decades now.Two years ago, the company increased its workshare in theV2500 from 11 to 16 percent, assuming responsibility for avariety of additional components.

In the early 1990s, MTU took a stake in the PW4000 Growth,one of the engine options for the Boeing 777-200. Since thecompany had meanwhile earned quite a reputation withindustry leaders Pratt & Whitney and GE, it was offered ashare in the GP7000 engine for the Airbus A380, which isdeveloped, manufactured and marketed by the EngineAlliance consortium. By that time, MTU had already estab-lished itself as a key player in the industry and partner ofchoice in ambitious engine programs: Today, aircraft pow-ered by engines incorporating MTU technologies take offfrom about every airport in the world every day.

In the 1970s commercial aviation was increasingly gainingmomentum. The resulting demand for maintenance, repairand overhaul (MRO) services prompted MTU to take the nextstep forward: The company set up its first commercial MROfacility, MTU Maintenance Hannover, in 1979. MTU Mainte-nance Berlin-Brandenburg followed in 1991. MTU’s mainte-

nance segment continued to grow: Further shops werelaunched in North America and Asia, and the portfolio wasexpanded to also include engines in which MTU does nothave a production stake, for example the CFM56 and GE90.

Although the commercial engine business accounts for anincreasingly large part of the MTU Group’s revenues, thecompany remains a key player also in the military arena.MTU, which has long been one of the most important part-ners in the military business in Europe, MTU holds a 30-per-cent stake, currently the highest workshare in MTU’s portfolio,in the development and production of the EJ200 poweringthe Eurofighter Typhoon.

The military business is of strategic importance to MTU inmany respects. Frequently, technologies initially developedand introduced for military applications have found their wayinto commercial products after some time. A fine example ofsuch a successful transition is blisk technology. Blisks arehigh-tech rotors where disk and blades are produced as a sin-gle piece. This design stands out for increased strength andminimum flow losses and thus helps markedly enhance com-pressor efficiency while at the same time reducing the mod-ule’s weight. MTU first introduced blisks under the EJ200 pro-gram in 2009. Meanwhile, this innovative technology hasbeen further developed and become the state-of-the-art onnew engines, such as the PW1000G family.

In 1985, M.A.N withdrew from the company, selling its 50-percent stake to Daimler-Benz AG. This move made the auto-maker the sole owner of the MTU Group. As a wholly owned

Daimler subsidiary, MTU then became part of Deutsche Aero-space AG (Dasa) in 1989. In the following years, the compa-ny was hit hard by the economic downturn, but neverthelessdecided to expand. MTU made great efforts to establish fur-ther cooperations and to gain a foothold in new markets. It setup a joint venture in Malaysia and, in 2009, its Polish affiliateMTU Aero Engines Polska started operations. In 2004, thecompany was sold to Kohlberg, Kravis & Roberts (KKR). Whenthe U.S.-based private equity company successfully took thecompany public a year later, the stock was more than seventimes over-subscribed. Today, the company’s stock is widelyheld by individual and institutional investors.

In recent years, a sharper focus on aircraft operating costsand growing environmental awareness have been setting theagenda for future developments: Engines must be fuel-thriftier,cleaner and less noisy. Pratt & Whitney’s PurePower®

PW1000G Geared Turbofan™ (GTF) family represents an im-portant step towards achieving these goals. MTU has a majorstake in the program, contributing the forward four stages ofthe high-pressure compressor and the complete high-speedlow-pressure turbine. To manage the added workload, there-fore, the company has increased its production capacitiesand invested 65 million euros in the construction of a newblisk shop on its Munich premises.

In addition, MTU is responsible for final assembly of thePW1100G-JM engines for the Airbus A320neo, one of theapplications of the Geared Turbofan™. This innovative propul-sion concept, where the fan and the low-pressure turbine aredecoupled by a gearbox, is catching on also with other air-framers. The GTF has been selected as the exclusive power-plant for the Bombardier CSeries, the Mitsubishi Regional Jet(MRJ), the Irkut MS-21 as well as Embraer’s E2 generation of

Today, MTU’s MRO portfolio also includes the GE90 Growth engine, the largest commercial turbofan engine ever built.

The EJ200 engine powering the Eurofighter Typhoon.

MTU employees with the PW1000G-JM engine in the pre-rigging room at the test stand.

The engine of choice

The engineof choice

Lower fuel burn, lower emissions, lower noise levels. TheGeared Turbofan™ technology developed by Pratt & Whitneyand MTU Aero Engines ushers in a new era in engine con-struction. Before long the new PW1000G engine family willbe powering short- to medium-haul aircraft in fleets world-wide—and be a boon for airlines, the environment and peopleliving near airports.

By Thorsten Rienth

irbus Group CEO Tom Enders is among the aviationindustry’s most down-to-earth realists. A former para-trooper, he shows his exuberant side only when some-

thing truly special has happened. One of these rare momentsoccurred in the early afternoon of September 25, 2014, whenthe first Airbus A320neo touched down in Toulouse after itssuccessful maiden flight. “The whole industry had been quiteskeptical,” he said. “But today our joint effort has paid off:we’ve done it.”

“We are confident that the A320neo will be a great success,”Enders had said back in December 2010 on the occasion ofthe official program launch for this new generation of narrow-body aircraft. And it has become a bestselling jetliner. To date,A320neo orders and options have exceeded 3,200 aircraft.In fact, Airbus managed to top the 1,000 order mark just alittle over six months after launching the program, whichmakes the A320neo the fastest-selling commercial aircraft inhistory.

One of the reasons for this success is the A320neo’s innova-tive PW1100G-JM engine, a member of Pratt & Whitney’sPW1000G family and one of the engine options. The GearedTurbofan™ (GTF) engine concept reduces fuel burn by around15 percent compared with the A320ceo. This is a strong sell-ing point for airlines, as fuel has long been the largest singleitem of expenditure on their balance sheets. Moreover, thelower fuel consumption translates directly into reduced CO2

emissions.

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The engine of choice

turbofan demonstrator project launched by Pratt & Whitneyand MTU in 2006 took the cooperation efforts one step fur-ther, from the PW6000 to the PW1000G. In addition to thefirst four stages of the high-pressure compressor and brushseals, MTU also supplies the complete high-speed low-pres-sure turbine for the engine family.

“In terms of our total production volumes, the GTF enginesare currently MTU’s most important programs,” says Eschen-bacher. Orders and commitments, including options, forsome 6,000 engines incorporating GTF technology have sofar been received from customers around the world. In a fewyears’ time, the PW1000G family will even replace the V2500as MTU’s biggest commercial engine program in terms of rev-enues.

The PW1000G family is bringing about big changes to avia-tion, but also to MTU itself. Various areas of the companywere involved in reorganizing the entire supply chain man-agement so that it meets the requirements of the new pro-grams as these are being ramped up. MTU also investedsome 65 million euros in a new production shop for blisks—components manufactured in one piece the design of whicheliminates the need to fix separately manufactured blades tothe disk. Every machine in the shop is capable of manufac-turing every component, which results in high production

rates, great flexibility and incredibly high process stability.The production facility is air-conditioned and features a cen-tralized coolant and lubricant supply system to ensure thatevery work step is carried out under the same conditions.MTU will soon be able to produce over 3,000 of these blisksa year.

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What’s more, the new engines slash aircraft noise. “They cutperceived noise levels in half,” explains Oskar Schnell, Direc-tor, Program Management, PW1100G-JM. “A GTF’s noise foot-print is over 70 percent smaller than that of the conventionalturbofans used to power short- to medium-haul aircraft flyingtoday.” This also has an impact on an airline’s cost calculation,since the louder an aircraft is during take-off and landing, themore the airline pays in airport charges. Fuel consumption,CO2 emissions and noise – on all of these three counts, thePW1000G family delivers improvements that were thought tobe impossible until recently.

It’s hardly surprising, then, that PW1000G family engines havebeen chosen as the powerplants for other aircraft in additionto the A320neo. The PW1200G will exclusively power theMitsubishi Regional Jet (MRJ); the PW1400G the Irkut MS-21;and the PW1500G Bombardier’s new CSeries, which enteredthe flight testing phase several months ago. Embraer hasalso selected the PW1700G and PW1900G versions as thesole engine choices for its new E2 generation of E-Jets.

“Because the PW1000G family is built around a scalable core,it can cover different thrust categories without the need todevelop an entirely new engine every time,” explains MartinSchäffner, Director, P&W Programs. MTU has stakes in theGTF programs of up to 18 percent, depending on the applica-tion. A risk-and-revenue-sharing partner in the GTF programs,MTU also holds a share in the spare parts and MRO business.

The centerpiece of the GTF engine is a reduction gearbox thatdecouples the fan from the low-pressure turbine, the reduc-tion ratio being roughly 3 :1. “This system allows each com-ponent to rotate at its optimum speed—the fan slower andthe turbine much faster,” Schäffner explains. The engine canthen achieve a higher bypass ratio, which in turn keeps fuelconsumption low. Engineers were also able to reduce thenumber of compressor stages in several thrust categories.

Although it took Pratt & Whitney and its partners just a fewyears to get their concept off the ground, the GTF’s successis the result of decades of work on the enabling technologies.As early as the 1990s, MTU was involved in the first prelimi-nary studies for a Geared Turbofan™ (GTF) engine for upperthrust categories. The breakthrough finally came after theturn of the millennium, as kerosene prices rose and environ-mental standards became more stringent. When it becameapparent that simply optimizing existing engines would neverbe enough to attain the required improvements, a new ap-proach was called for. The answer was the PW1000G.

One of the main reasons for MTU’s participation in this pro-gram is the company’s involvement in earlier engine programs.“To a certain extent, its workshare in the PW6000 a few yearsearlier gave MTU an entry into the GTF programs,” explainsJürgen Eschenbacher, Vice President, Business Development.“It was the first time that MTU had supplied a high-pressurecompressor for a commercial engine program.” A joint geared


The A320neo engine in the test cell. The PW1500G undergoing testing on Bombardier’s CSeries.

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Relentlessdrive for

perfection 35 years ago, the ground was broken on a greenfieldsite—right next to Hannover’s Langenhagen airport—forMTU’s first commercial maintenance facility. Meanwhile,MTU Maintenance has grown into one of the world’slargest independent providers of MRO services for com-mercial engines, having a presence in all important mar-kets and operating a global network of repair shops. Tobe able to offer tailor-made services MTU Maintenance’sexperts are relentlessly working to develop new andattractive solutions to cater to their customers’ specificneeds.

By Nicole Geffert

In the 1970s, commercial aviation was rapidlygathering pace and demand for maintenanceservices grew quickly. In1979, therefore, MTU

Aero Engines decided to venture into the com-mercial aftermarket business for large commer-cial engines and industrial gas turbines (IGTs),thus creating a third business segment along-side engine design, development and production,and military repair and overhaul: MTU Mainte-nance.

The first repair facility, MTU Maintenance Han-nover, was launched on November 14,1979 as awholly-owned MTU subsidiary. The company wasliterally set up on a greenfield site. “I stood in thefield—set to become our company premises—before any of the work had begun, while afarmer went up and down with his plough,”recalls Franz Weinzierl, who headed up salesand marketing at MTU Maintenance Hannoveruntil 2002, when he went into retirement. In hisfunction as project manager he was responsiblefor setting up MTU’s commercial maintenanceactivities.

Relentless drive for perfection

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In1981, the field had gone and the new com-pany was officially inaugurated. Among thefirst visitors to the new shop were the CF6-50engine and the LM2500 industrial gas turbine.In 1989, there was no way around addingcapacity. The company’s portfolio was ex-panded to not only include the CF6-80C2,the PW2000 and the LM5000, but also theV2500. MTU Maintenance Hannover was thefirst maintenance provider worldwide to re-pair the V2500. Meanwhile, the company hashandled more than 3,500 shop visits of thisengine and has become the world’s NumberOne V2500 repair shop.

And MTU’s maintenance segment continuedto grow: After the German reunification, MTUestablished another repair facility, MTU Main-tenance Berlin-Brandenburg, and relocated itsIGT maintenance activities to the new loca-tion. The company is now MTU’s center of ex-cellence for industrial gas turbines and aspecialist for small and medium-sized Pratt &Whitney Canada engines and GE’s CF34 fam-ily.

MTU Maintenance soon recognized the im-portance of being close to its customers anddecided to set up shops also outside Ger-many. The first step of this global expansionstrategy was the establishment of MTUMaintenance Canada in 1998. This facilityspecializes in the repair of CF6-50 andCFM56-3 engines as well as of accessories.

Two years later, MTU succeeded in gaining afoothold in the Middle Kingdom, setting upMTU Maintenance Zhuhai, a joint venturewith China Southern Airlines, in 2001. Thefledgling company, which is conveniently

Relentless drive for perfection

located in proximity to Hong Kong andMacau, has since become the market leaderin China, maintaining V2500 and CFM56 en-gines. As the number of shop visits grew rap-idly, the facility had to be enlarged to provideadditional shop floor space. The extension,which increased the shop’s annual capacityby 50 percent, was completed in 2012. Twoyears later, the Zhuhai team celebrated the1,500th shop visit.

MTU’s Hannover shop expanded too: In 2008,it commissioned a new test cell which canaccommodate even heavyweights, such asthe GE90. And at the same time, MTU Main-tenance Berlin-Brandenburg built up a net-work of Level 2 service centers for the LMseries of industrial gas turbines, which givesit a presence in Europe, North and SouthAmerica, Asia and Australia.

MTU’s customers are highly satisfied withthe cost-effective service offerings, tailoredto suit their specific needs, and continue torely on MTU as their maintenance provider.

Take Brazilian carrier GOL Linhas Aéreas, forexample: Under a long-term contract runninguntil 2018, MTU Maintenance is taking careof half of the CFM56-7B engines in GOL’sfleet at its Hannover and Zhuhai locations.“With MTU, we have an extremely competentand reliable partner on our side,” emphasizesEduardo Calderon, Director, Supply Chain, atGOL. “The fact that MTU is performing main-tenance at two independent locations ensuresshort and reliable turnaround times.”

A worldwide network of shops is one of thekeys to MTU Maintenance’s success. But toensure even closer proximity to customersMTU had to take its maintenance businessone step further and also offer on-site serv-ices. When airlines started to call for moreflexible, mobile solutions for their mainte-nance needs, MTU Maintenance expandedits service offerings to meet this demand. Inmid-2011, it acquired a majority stake in on-site support provider Retan Aerospace, turn-ing it into MTU Maintenance Dallas, theMaintenance Group’s center of excellence foron-wing and on-site services. The servicetechnicians’ main goal is to help customersquickly and efficiently and directly on site,wherever possible, in order to keep down-times as short as possible. The mobile teamsprovide a 24/7 service all year round, theirfield service missions taking them to eventhe remotest corners of the globe and placeswhere they have to work in extreme climaticconditions.

MTU Maintenance’s on-site services are partof the Total Engine Care all-round carefreepackage developed by the company for itscustomers. Apart from overhaul services, itincludes engine trend monitoring as well asthe provision of replacement engines and line

support the engines optimally and cost-effectively, from their delivery through to re-covery of reusable components at the end oftheir service lives.”

What does the future have in store? The com-mercial engine business is in a state ofchange. The OEMs are expanding their activ-ities in the aftermarket segment by increas-ingly offering their airline customers long-term service agreements as part of the pur-chase contracts for new engines. “For MTUthis means that, whenever we take stakes innew programs, we will also negotiate stakesin maintenance,” says Michael Schreyögg,Chief Program Officer at MTU Aero Engines.

replaceable units (LRUs), if needed. Whendemand for fast and flexible spare enginesolutions increased, MTU expanded its leas-ing offerings, setting up two joint ventureswith Japan’s Sumitomo Corporation in 2014.

While MTU Maintenance Lease Services B.V.offers customers short- and medium-termlease solutions, Sumisho Aero Engine Leasefocuses on long-term lease arrangements.The service offerings are rounded off by assetand material management. “We can now offerour customers comprehensive solutions,catering to engines throughout their entirelifecycle,” says Dr. Stefan Weingartner, Presi-dent, MTU Maintenance. “We manage and


Half of the CFM56-7B engines in GOL’s fleet are maintained at MTU’s shops inHannover and Zhuhai.

Repair of a V2500 at MTU Maintenance Zhuhai. In 2012, the company increased itscapacity by 50 percent – from 200 to 300 shop visits a year.

As one of the first shops worldwide, MTU Maintenance Hannover has obtained alicense to repair and completely overhaul the GE90 Growth engine.

On-wing repair: MTU specialists are replacing the fan disk of a CF6-80C2 engine.

“As a result of this new industry trend, ourcommercial OEM and MRO business seg-ments will be moving closer together. This iswhy we are currently preparing for the inte-gration of our OEM and MRO activities into anew hybrid business model.”

MTU is in an excellent position to respond tothe new situation: As an independent main-tenance provider and, at the same time, arisk-and-revenue-sharing partner to OEMs inmajor engine programs the company has ac-cess to both aftermarket segments: inde-pendent and OEMRO. “We are set to continueto play a leading role in the independentmaintenance business and provide cus-tomers with a wide range of repairs, servicesand competencies, such as engineering, alsoin future. In addition, as a partner in anOEM’s network of support facilities, we wantto provide shop capacities to be able to ben-efit from the rapid growth in the OEMROmarket through our OEM program shares,”explains Weingartner. “And together with ourspecialists in engineering and technology, wewill further expand our repair portfolio andcome up with innovative service solutions tohelp airlines reduce their operating costs andpreserve the value of their engines.”

A partner of choice

A partnerof choice

MTU Aero Engines is a long-established player in theinternational engine community. Its innovative clout andunique technological expertise make the company a must-have partner in the industry. Germany’s leading enginemanufacturer has built up a strong network of numerouscollaborative ventures at world-class level, spanning thewhole gamut from cooperations in the field of researchall the way to system partnerships.

By Silke Hansen

ome 30 percent of today’s active aircraft inservice worldwide have MTU modules on board,and the company is set to increase this share.

Only recently, MTU secured itself a stake in anotherengine program that holds great promise for thefuture: The Munich-based company will design andmanufacture the turbine center frame (TCF) for GE’sGE9X. This new GE engine will be the exclusive pow-erplant for Boeing’s 777X long-haul airliner, which isslated to enter service around 2020. “We are proudthat GE Aviation continues to rely on our expertisealso in the GE9X program,” says Michael Schreyögg,Chief Program Officer at MTU Aero Engines. AndBenjamin Mahr, Senior Vice President, CommercialPrograms, adds: “The turbine center frame is a highlyengineered engine component, and our company hasmany years of experience here.” The collaborationwith GE in the field of engines for wide-body aircrafthas proved highly successful so far. MTU already con-tributes the TCF, a major structural component of theengine hot-gas section, to the GP7000 built by EngineAlliance, a joint venture of GE and Pratt & Whitney,for the A380 and the GEnx for the Dreamliner. And asa risk-and-revenue-sharing partner in the CF6 programMTU has been producing turbine and compressorparts since 1971.

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The GE9X—image courtesy of GE.

Over its long and rich history, the company has establisheditself as a partner of choice to the prime engine makers. Asoriginal equipment manufacturers (OEMs), GE, Pratt & Whitney,Rolls-Royce und Snecma develop and produce complete air-craft propulsion systems. MTU cooperates with the big play-ers, investing in engine programs and bringing its know-howand experience as the world’slargest sub-system supplier to thetable. And specialist expertise isof the essence, given that aircraftengines are technologically highlyengineered systems. “MTU issynonymous with an outstanding product,” says Dr. StefanWeber, Senior Vice President, Technology and Engineering,Advanced Programs at MTU. High-pressure compressors, low-pressure turbines and turbine center frames made by MTUare innovative components that incorporate sophisticatedtechnologies, and the company’s manufacturing and repairtechniques are all high-tech processes. “Our capabilities inengineering and manufacturing are first-class,” explainsWeber. Excellent project management, top-notch quality andhigh reliability further add to the company’s strengths.

Such favorable conditions are an ideal basis for developingsomething entirely new. A case in point is the Geared Turbo-fan™ engine, which is built jointly by Pratt & Whitney and

MTU. “Over the years, we have developed a very close andtrustful partnership with Pratt & Whitney, venturing intounknown territory time and again,” says Mahr. The coopera-tion between the two companies is setting standards: Withthe PW1000G Geared Turbofan™ engine they have devel-oped a truly game-changing propulsion system that stands

out for its unrivaled fuel burn andemission levels. The German en-gine company contributes thehigh-speed low-pressure tur-bine—a key component of thegeared turbofan—and the forward

four stages of the high-pressure compressor. “Focusing onthis technology in a collaborative effort over the last ten yearshas proved to be the right approach. Extensive integrationand communication with our partner have also been instru-mental to the successful outcome of our joint work,” addsWeber. Another important milestone achieved by the part-ners was the introduction of titanium aluminide. This tailor-made light-weight airfoil material helps reduce the weight ofengines, thus making them fuel-thriftier and more environ-mentally friendly.

“A business model that has meanwhile become well estab-lished in our industry is to develop and manufacture newengines in cooperation with others, where the partners share

A partner of choice

20 21

Outstanding achievements call for extensive expertisein all technical disciplines. In the development of newtechnologies, MTU Aero Engines relies on product-ori-ented cooperation with selected research institutes anduniversities. In Germany, the company has establishedsix different centers of competence to perform specificresearch tasks. These strategic alliances foster themeshing between academe and industry and are hopedto secure MTU’s innovative clout, and hence its com-petitiveness, long-term. To remain at the forefront ofemerging engine technologies MTU—together with theBavarian Ministry of Economic Affairs and industry part-ners—has launched Bauhaus Luftfahrt. There, a team ofresearchers is working on innovative concepts for futureair travel in an interdisciplinary approach. Participationsin major national and international technology programsalso play an essential role in MTU’s research and devel-opment activities.

the revenues, but also the financial burden and economicrisk. MTU is an integral part of this network,” explains Mahr.The approach affords a number of advantages: The partnersspecialize in the components and modules they know bestand can thus leverage their strengths to best effect. Devel-opment work is performed in parallel, which reduces time-to-market in an industry characterized by long technology andproduct development cycles. And, last but not least, all part-ners in such a global cooperation can learn from each other.A fine example is the V2500. This best-selling engine, whichpowers Airbus A320 family aircraft, is a multinational productdesigned, developed, manufactured and marketed by severalcompanies, among them MTU. The partners are now reapingthe benefits of their joint effort: With demand for the V2500continuing unabated, this engine remains an important driv-er of revenues for the participants.

In the military arena, too, new engines are developed andproduced in collaborative ventures involving several compa-nies. Responsibility for program management is assumed bya consortium, such as Europrop International (EPI) for theTP400-D6 powering the A400M airlifter. Members of EPIalongside MTU are Rolls-Royce, ITP and Snecma. With a work-force of some 8,700 employees worldwide and consolidatedannual sales of some 3.7 billion euros MTU is a strong part-ner that moreover commands full engine systems integrationcapabilities. Taking advantage of this unique expertise, theGerman Armed Forces have for decades been relying on MTUas the industrial lead company for practically all enginesoperated by them. A highlight of this close partnership is thecooperation with the Air Force, under which maintenance ofselected engine types is performed exclusively at MTU—withthe work being performed shoulder-to-shoulder with the cus-

tomer. Initially starting out as a model for EJ200 maintenancethis concept has meanwhile proved a huge success and hasbeen expanded to also include the RB199 and MTR390 en-gines.

The already close ties will be further strengthened in future.Says Mahr: “In the commercial OEM business there is a cleartrend towards expanding existing partnerships beyond thescope of development and production by also integrating theaftermarket business.” As the largest independent providerof commercial maintenance services worldwide MTU hasalready launched a project to prepare for the integration ofits OEM and MRO activities into a new business model.

Research network

A partnership for success: Pratt & Whitney and MTU jointly build the PW1500G geared turbofan engine.

A joint product made by manufacturers spread around the globe: Fourcompanies from North America, Asia and Europe, among them MTU,cooperate to produce the V2500 engine.

MTU’s cooperations with universities and centers of competence

Centers of competence

RWTH AachenCompressor technology

University & LZ HannoverMaintenance, repair, overhaul

DLR Cologneengine 2020+

TU MunichStructural design and production

UniBW MunichMore Electric Engine

University of StuttgartTurbine technology

Cooperation with universities

BAM BerlinDLR BerlinTU BerlinTU BraunschweigBTU CottbusTU DarmstadtTU DresdenUni ErlangenFHG FürthTU GöttingenTU HannoverTU HeidelbergKFA JülichTH KarlsruheUni GH KasselDLR StuttgartMPA Stuttgart


A powerful team

22 23

A powerful teamAlmost 30 years ago, the V2500 completed its first test bed run. A mere two years before, five com-panies from five countries—hence the Roman numeral V in the engine’s name—decided to collaborateand develop a new engine from scratch. Their joint endeavor was not always an easy one, since it wasthe first cooperation of its kind in the commercial engine business. But ultimately the partners suc-ceeded in making the engine, which powers Airbus A320 family aircraft, a resounding success. Today,the V2500 sales team cooperates with the team marketing the PW1100G-JM, the Geared Turbofan™for the A320neo.

By Patrick Hoeveler

After International Aero Engines (IAE) was set up on December 14, 1983, thefive partners Pratt & Whitney, Rolls-Royce, MTU, Japanese Aero Engine Cor-poration and FiatAvio (today’s Avio Aero) started developing the V2500. The

engine was soon selected as the powerplant for the A320 family of jets produced byEuropean airframer Airbus and has sold in huge numbers since it hit the market near-ly three decades ago. Now, it won’t be long before the successor to the V2500, thePW1100G-JM Geared Turbofan™ (GTF) engine, is ready for entry into service.Order books for this propulsion system are already full. This does not meanthat the V2500 has served its time, though. Quite the contrary: Pro-duction of this engine is still running at full speed. “We currentlydeliver around 500 units per year, that’s more than ever be-fore in this program. As a number of engine decisions arestill outstanding, we expect quite some more ordersto come in,” says Leo Müllenholz, Director, IAEprograms at MTU Aero Engines. So far, theconsortium has delivered more than6,000 V2500s.

A powerful team

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At the time IAE was launched, its founding members hadnever dreamed of such production volumes. After all, thechallenges they had to tackle were really tough: “Neverbefore have major industrial concerns from North America,Asia and Europe joined in an engineering effort of this scopeto produce a modern technology product like a jet engine,”said Robert Carlson, President of Pratt & Whitney’s parentUnited Technologies at the time. “By sharing the enormousfinancial risks and using the best respective technologies ofall companies, we’ll be able to give the airlines a 1990s tech-nology engine that will be better than any one of us couldhave produced by ourselves.” When testing of the first V2500started in East Hartford on December12,1985, IAE managershad estimated future sales of the engine at a mere 860 units,a number that was soon to be exceeded. First customers forthe V2500 included Pan American World Airways and Luft-hansa. Thanks to its performance and reliability, the enginedeveloped into a truly best-selling product. The first V2500-powered A320 entered into revenue service in May 1989.“Production volumes went up substantially in 2001 and 2002,when as many as 200 to 300 engines per year were deliveredfor the first time,” recalls Müllenholz. “The shops of the IAE

partners have been operating at full capacity ever since,serving a broad customer base.” Today, the V2500 is in serv-ice with close to 200 customers from all over the world.

MTU Maintenance has so far completed more than 3,500 shop visits of V2500engines, which makes it a leading MRO expert for this best-selling engine.

Upgrades are made available for V2500 engines to keep them up-to-date with thelatest state-of-the-art in technology. Airlines are very satisfied with the low fuelburn and superior reliability of the engine.

After every 7,000 to 12,000 flight cycles, that is after every five years in operation, a V2500 is due for a major overhaul. MTU Maintenance is an experienced provider ofV2500 MRO services in the worldwide customer support network, which also includes MTU’s MRO shop in Zhuhai, China.

In October 2008, the first V2500 of the SelectOne™ stan-dard entered service. Thanks to improvements to the high-pressure compressor and the high- and low-pressure tur-bines, fuel burn was brought down by one percent. In addi-tion, the maintenance intervals were extended by up to 20percent. A software upgrade for the SelectTwo™ standardfurther reduced fuel consumption. The V2500 thus remains astate-of-the-art engine technology-wise, and production forthe A320 family is expected to continue through the end ofthis decade. Ultimately, the bestseller will be built for muchlonger, considering that the latest variant, the E5 poweringEmbraer’s KC-390 military transport aircraft, achieved FAAcertification only in August 2015.

For MTU Aero Engines, the V2500 has been and continues tobe one of the most important commercial engine programs,according to Müllenholz: “As more engines are coming up foroverhaul, the V2500 drives revenues also in the maintenanceand spare parts businesses. In addition, new units are beingdelivered in large quantities. The engine is still very popularwith customers, thanks to its continued reliability and lowfuel burn. As we expect airliners to reach a service life of 25years and over, it comes as no surprise that the IAE partnershave extended their cooperation up to 2045.” The German

engine manufacturer has moreover increased its programstake to 16 percent after Rolls-Royce’s exit from the IAE con-sortium. What might prove a big advantage in the future isthe joint marketing of the V2500 and PW1100G-JM engines:“A lot of our V2500 customers have also selected the GearedTurbofan™ for their new aircraft. Therefore, the V2500 cus-tomer base is important also for the GTF.”

The engine is also a mainstay of MTU’s maintenance busi-ness both in terms of revenues and quantities. “We are co-operating very closely with IAE as the engine’s OEM in theaftermarket business, but also have independent airline cus-tomers. The engine plays a prominent role in our portfolio.Overall, we have a market share of around 34 percent inV2500 maintenance,” says Andrea Luebke, Vice President,Purchasing, MRO at MTU Maintenance. The biggest V2500customer is JetBlue, which operates a fleet of 130 AirbusA320s. The propulsion system has remained very popularamong airlines not only because of the improvements incor-porated under the Select program. Operators are particularlysatisfied with the low cost of acquisition and ownership. Theengines are due for maintenance every five years or every7,000 to 12,000 flight cycles on average. MTU has alreadyhandled more than 3,500 V2500 shop visits so far. Currently,the company is ramping up for production of the GTF, whichis slated to enter service in 2015. By that time, the V2500should have reached another record high.


hen, back in 1997, the German ArmedForces finally decided to purchase theEurofighter Typhoon, much had changed

as compared with previous procurement projects:The Cold War had come to an end and defensebudgets were shrinking. That was why the GermanParliament at the time not only worried about thecosts of acquisition but also took a closer look atthe total cost of ownership. “Engine maintenanceaccounts for a significant part of overall operatingcosts,” explains Klaus Günther, Senior Vice Pres-ident, Defense Programs at MTU. “To substantiallyreduce these costs for the Eurofighter weapon sys-tem, therefore, it was also necessary to bring downthe costs associated with the engines.” It took theindustry and the German Air Force some serious

A win-win partnership


For more than ten years now, MTU Aero Engines and the German Air Force have been maintain-ing engines together at a single location—in MTU’s shops. The cooperation strengthens the tiesbetween industry and the German Armed Forces, avoids duplication of capacities and leveragesresources to best effect. The initial skepticism about the idea that military personnel should workin an industrial enterprise soon vanished when the concept turned out a win-win relationship.

By Thorsten Rienth

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brainstorming to find the best approach: What waspossible and feasible? What would really save money?

The “Industry Support Working Group”, which wascomposed of representatives from the Ministry ofEconomic Affairs, the Ministry of Defense, theGerman Air Force, the Federal Office of DefenseTechnology and Procurement (BWB) and theGerman Aerospace Industries Association, finallycame up with the idea of joint industry-militarymaintenance under industrial leadership. Plans wereto co-locate the work previously performed both inthe Air Force’s maintenance bases and at the enginemanufacturer’s at a single site—MTU’s Munich facil-ity—, with qualified military personnel working shoul-der-to-shoulder with MTU staff.


In the end, a concept was developed that provided forsoldiers of the German Armed Forces to be fully integratedin MTU’s structures and processes, just like MTU employ-ees. “As part of the overall program, military personnel isinvolved in tasks such as spare parts management andrequirements forecasting, failure investigations, producttracking and quality assurance,” explains Ulrich Oster-mair from MTU, who was among the “founding fathers” ofthe cooperation. “Overall responsibility for maintenancerests with MTU, and the soldiers—mainly officers with adegree in engineering and engine mechanics—still reportto the Air Force.” All maintenance work for which theengine has to be removed from the wing is performedthis way, except for simple checks and the replacementof accessories on wing. “These tasks are still carried outby the soldiers at the respective air bases.”

It is no big secret that there was still a lot of skepticismwhen soldiers and MTU employees worked together onan EJ200 for the first time in 2002. Soldiers working in anindustrial enterprise? That had seemed to be completelyout of the question. However, it quickly became clear thatthe idea was, in fact, quite a good one. In a joint effort,the German Air Force and MTU have succeeded in

28 29

achieving the cost targets they had set for themselvesand also in meeting the agreed turnaround time of 23 cal-endar days almost without exception to this day.

Today the Eurofighter Tyhoon, seen here making its maiden flight inMarch 1994, forms the reliable backbone of many air forces.

20 years in the air


The aviation industry had awaited the event with great excite-ment: On March 27, 1994, the first Eurofighter Typhoon develop-ment aircraft, then still dubbed “EFA 90”, took off for its firstflight from Manching Flight Test Center in Bavaria, with DasaChief Test Pilot Peter Weger in the cockpit. The 45-minute flight

The side-by-side concept soon proved its worth, and main-tenance of a number of other engine types was organizedalong the same lines. In late 2005, the collaboration wasextended to include the J79 for the Phantom, the RB199for the Tornado and the RR250-C20 for the Bo 105 anti-tank and support helicopter. These engines are repairedand overhauled in MTU’s new facility at Erding Air Base,so far the only industrial shop inside a German Air Forceinstallation. Some years later, the MTR390 engine, whichpowers the Tiger helicopter, was included in the cooper-ation. Now that the Phantom and Bo 105 have beenretired, the focus is on the EJ200, RB199, and MTR390.

According to Ostermair, MTU staff and soldiers worktogether in an exceptionally cooperative and efficientmanner. “Above all, they are set to accomplish the taskassigned to them: to restore the engine to perfectly serv-iceable condition and deliver it on time.” Is Ostermairfully satisfied? Almost. There is only one thing he wouldlike to change: He would prefer the soldiers assigned to

heralded in a new era for fighter jets: Never before in the historyof jet-powered aircraft had there been a bigger leap in technology.

Overall, more than 400 Eurofighter Typhoon aircraft have beendelivered to the air forces of Germany, the United Kingdom, Italy,Spain, Saudi Arabia and Austria. The twin-jet fighters are pow-ered by EJ200 engines. MTU has a major stake in this program,developing and producing the low-pressure and high-pressurecompressors as well as the Digital Engine Control and Monitor-ing Unit (DECMU). Moreover, MTU is responsible for final assem-bly of the engines for the Eurofighters destined for the GermanAir Force.

MTU to stay a bit longer before they return to the army totake on new tasks.

“The cooperation with the German Air Force is a textbookexample of our ability to develop and implement serviceconcepts tailored to our customer’s specific needs,” saysGünther. MTU clearly also benefits from the cooperation.“We thus receive immediate feedback on how our sys-tems behave under actual operating conditions.” Shouldnew requirements arise, the company is in a position torespond quickly. At the same time, the cooperation in nosmall measure contributes towards making careers in thetechnical services of the Air Force more attractive. Thisultimately not only benefits the German Armed Forces,but also provides the soldiers who work under the co-operation with options for their further professional life.

The concept of the cooperation in its current form is notcast in stone, but is continuously further being developed.MTU and the German Air Force are already exploringoptions to take their partnership to the next level andintensify their cooperation in the field of engine repair andoverhaul (WEK-T), the aim being to guarantee maximumavailability of the Air Force’s engines based on conceptssimilar to the ones that have become common practice incommercial aviation.

A few weeks ago, all maintenance activities under thecooperation still performed in Munich were transferredto MTU’s Erding facility. The move is expected to leveragesynergies among the various programs to even bettereffect.

Under the cooperation with the German Armed Forces, air force personnel and MTUemployees work side by side to ensure efficient engine repair.

The cooperation also covers the repair and overhaul of MTR390engines, which power the Tiger helicopter.

The cooperation makes a substantial contribution towards making serving in the German Air Force’s technical services an attractive and rewarding career option.


As a technological leader and high-tech company, MTU Aero Engines isrelentless in its pursuit of innovation. The company aims to develop eco-effi-cient products that will minimize the environmental impact of aviation in thefuture by appreciably reducing noise and pollutant emissions. For MTU, pro-tecting the environment has always been about more than just talk and goodintention. The first major step has already been taken.

By Silke Hansen

reen engines, clean air—a neat formula that sums up MTU’sefforts to protect the environment. It may sound simple, butbehind the concept lie a sophisticated technology initiative

and a clearly mapped-out product strategy that testify to the compa-ny’s ambitious goals of making flying cleaner, less noisy and morefuel-efficient. This technology drive is dubbed Clean Air Engine, orClaire for short. There’s no magic to it, just a structured approach, asGerhard Ebenhoch, Director, Technology Management, explains:“Claire is our research roadmap far into the future, it’s the umbrellaunder which all activities are managed.” These activities are exten-sive: MTU devotes considerable resources to developing fuel-efficientengines that reduce emission and noise levels, and the company iscurrently working on around 100 technology programs in parallel. Inengineering, some 1,000 employees are busy designing new enginesand developing innovative technologies for the aviation of tomorrow.“With our eco-efficient products we are making a major contributiontowards protecting our environment,” says Ebenhoch.

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MTU has adopted the highest stand-ards of product responsibility, which iswhy product responsibility also formsthe focus of the company’s CorporateResponsibility (CR) activities. When itcomes to CR, MTU considers its re-sponsibility to be all-encompassing.Production aspects form part of its ef-forts to assure a sustainable future foraviation. Across the MTU Group, manu-facturing and maintenance operationsare being geared towards conservingresources and minimizing the impact onthe environment. At the company’s big-

Sustainableproduction

Using the new additive manufacturing pro-cesses, parts are produced layer by layer. Thetechnology greatly reduces the amount of rawmaterials required.

It is the constant increase in global air pas-senger traffic that presents the biggest chal-lenge. Although this trend is of course goodnews for the aviation industry, it ought not tocome at the cost of the environment. That iswhy the European aviation industry and re-search community have set themselves spe-cific environmental and noise targets as partof the Strategic Research and InnovationAgenda (SRIA). The timetable for achievingthese targets now extends to 2050. “We tryto model our approach on the cornerstonesof the agenda, hence our decision to extendthe MTU Claire program to the year 2050,”says Ebenhoch. Claire comes with ambitioustargets that aim to radically improve the envi-ronmental record of aircraft propulsion sys-tems, with reductions in CO2 emissions of 15,25 and then 40 percent. MTU researchershave had these phases mapped out for sometime. “Developing eco-efficient products alsogives us a competitive advantage, since a re-duction in CO2 emissions means a reductionin fuel consumption—and kerosene is whatdrives airlines’ costs,” explains Ebenhoch.

The Geared Turbofan™ (GTF) is now approach-ing take-off. The first aircraft to be deliveredwith this new engine design will be Canadianmanufacturer Bombardier’s CSeries in 2015.The market entry of the GTF not only marksthe completion of the first stage in MTU’s

Claire roadmap, but also lays the foundati-ons for further technological advances and,hence, additional savings through-out thethree phases of the Claire program. Devel-oped in collaboration with long-standing part-ner Pratt & Whitney, the first version of theGTF is already a great leap forward in termsof fuel consumption and noise and pollutantemissions. Bringing fuel burn down by 15 per-cent also reduces CO2 emissions by 15 per-

cent, while the new engine produces roughlyhalf as much noise. “Our high-speed low-pressure turbine is one of the engine’s keycomponents—an innovative product ma-tured in multiple technology projects andyears of research work,” says Ebenhoch, look-ing back. MTU began work on developing thetechnology for the module back in the1990s. As part of the joint ATFI (AdvancedTechnology Fan Integrator) technology de-


monstrator program developed jointly withPratt & Whitney and Avio, work on the GTF,which held great promise of major improve-ments, was then prepared and tests wereconducted to demonstrate the feasibility ofthe concept.

MTU engineers have been busy looking atways to further optimize the GTF for sometime now. According to the plans for Clairephase 2, the bypass and overall pressureratios are to be increased to unprecedentedlevels of up to 20:1 and 70:1, respectively, bythe year 2030. “This is us pushing the cur-rent engine architecture to its limits.” Fur-ther EU technology programs are also under-way in support of this grand vision, includingE-BREAK, LEMCOTEC and ENOVAL. MTU hasassumed responsibility for the overall coordi-nation of ENOVAL and will conduct a seriesof larger-scale tests from 2016 in order tofurther improve the low-pressure system. Thebiggest European aviation research programin which MTU participates is Clean Sky. Itssuccessor, Clean Sky 2, was launched in July2014; as one of 16 lead companies, MTU isstepping up its already significant efforts. Inaddition to the German Federal Ministry ofEconomics and Technology’s national aero-nautics research program (LuFo), in whichMTU is a chief industrial partner, Clean Sky 2is one of the critical programs that will pavethe way for Claire phase 2 and the next gene-ration of the GTF family. “The integrated

First flight of the A320neo: Thanks to its Geared Turbofan™ (GTF) engines, the revamped version ofthis best-selling jet produces appreciably less noise and emissions.

Spec

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-50%

-40%

-30%

-20%

-10%

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20%

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40%

50%

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Claire 1

Claire 2

SRIASRIA SRIA

Claire 3

1960 1970 1980 1990 2000 2010 2020

2020 2035 2050

2040 2050

Engines in service MTU’s Claire programSRIA targets

2030

0 2 Miles1 0 2 Miles1

Existing aircraft

75 80 85 90 95Sound Exposure Level (SEL) footprint (dB)

Takeoff/landing runway Flight track

Next generation incorporating the geared turbofan

Substantial reduction of the 75-decibel noise contour area thanks to the new Geared Turbofan™ (GTF) engines (Munich Airport) Specific fuel consumption

design approach is new. In other words, we’relooking not just to improve individual compo-nents but also to optimize how they work to-gether,” says Ebenhoch. As engines becomemore efficient and achieve higher bypass andoverall pressure ratios, their operating tem-perature will also increase—hence the needfor materials that are resistant to even highertemperatures as well as innovative light-weight designs. The plan is for these cleantechnologies to be in place by the time thenext generation of aircraft enters servicefrom 2025.

Although the third phase of Claire is still verymuch a vision for the future, the first prelimi-nary studies are already underway. “To beginwith, we will investigate the various options soas to be able to pick out the best engine con-cept,” says Ebenhoch. Engines are extremelylong-lived products, one reason being that itwould otherwise be impossible to recoup thesignificant investment required. “Even if thepace of innovation increases, the productservice lifetime will remain 30 years plus aten-year period for the technology to bematured. That’s why we have to set the coursefor 2050 today.” After all, innovations are notcreated overnight.

gest production location in Munich, forinstance, the CLAIR-IS program hasbeen launched, which aims to reduceshop floor CO2 emissions by 25 per-cent by 2020 (from the 1990 baseline).The initiative is on track and recentlyreceived an award in the “energy man-agement” category from networkingforum “econique.” New repair techni-ques developed by MTU in-house aswell as new production methods suchas additive manufacturing also ensurehigh levels of efficiency in the use ofraw materials.

ircraft engines are high-tech products that must meetever more stringent requirements: Each new genera-tion of propulsion systems must be more efficient,

cleaner and less noisy than its predecessor generation. Intheir Strategic Research and Innovation Agenda (SRIA), theEuropean aviation industry and the research communityhave defined the ambitious targets for future air traffic: Bythe year 2050, they aim to reduce fuel consumption and CO2

emissions by 75 percent each and cut noise levels by 65percent as compared with typical new aircraft in 2000. MTUAero Engines has for years been developing innovativeengine technologies that will now contribute greatly towardsachieving these goals.

Progress in engine construction essentially depends onwhether manufacturers succeed in improving two physicalkey parameters: propulsion efficiency and thermal efficien-cy. MTU’s development efforts are targeted at optimizingboth parameters, because each efficiency enhancementreduces pollutant and noise emissions. But the increasedefficiency comes at a price: “As a result of the higher stressesacting on the engine components, both the materials and

Faster, better and truly unique

Faster, better andtruly unique

For decades now, compressors and turbines made by MTU Aero Engines have been among thefinest to be found in the marketplace. The masterpieces of Germany’s leading engine manufac-turer in these technology fields are the high-pressure compressor and the high-speed low-pres-sure turbine for the Geared Turbofan™ engine. Both components incorporate leading-edge tech-nologies and have been manufactured using highly advanced processes—likewise developed byMTU.

By Martina Vollmuth

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manufacturing techniques have to satisfy more exactingrequirements,” explains Dr. Stefan Weber, Senior VicePresident, Technology and Engineering, Advanced Programsat MTU. New materials, such as ceramics, call for new man-ufacturing processes, while existing technologies are beingpushed to their physical limits. MTU’s experts have fordecades been busy exploring all aspects of manufacturing,refining existing techniques and developing new ones. “Ourtechnological capabilities are top-notch,” says RichardMaier, Senior Vice President, Production Development andSupport at MTU in Munich. “In some manufacturing technol-ogy areas, the company has become a world leader.”

A textbook example of MTU’s expertise is Pratt & Whitney’sPurePower® PW1000G Geared Turbofan™ engine family:The Munich-based engine manufacturer not only contributeshighly engineered components to this game-changingpropulsion system, such as parts of the high-pressure com-pressor, the high-speed low-pressure turbine and innovativebrush seals, it also produces these parts using its high-techprocesses.

Integrally-bladed disks: Blisks are high-tech components. 3D printing: MTU is betting on this technique dubbed additive manufacturing inindustrial parlance.

Made using a wear-free process: blisks manufactured by PECM. Special winding technique: brush seals made by MTU.

Faster, better and truly unique

36 37

PECMEver more complex compressor airfoil geo-metries, more sophisticated materials andtighter manufacturing tolerances are pushingconventional production techniques to the lim-its of their functional capacities. This is whyMTU has developed precise electrochemicalmachining, or PECM for short, and is nowusing this technique to process compliancehardware for the PurePower® PW1100G-JMGeared Turbofan™, the engine powering theA320neo—blisks with an extremely complexairfoil geometry—on the two new machinescommissioned this year.

PECM is a further development of the ECMprocess. Production specialist Maier explains:“Electrochemical machining is a standardtechnique that has long been part of our port-folio of manufacturing capabilities. PECM

Additive manufacturing processes3D printing, rapid manufacturing, or additivemanufacturing—these are the generic termsreferring to production technologies that arequickly spreading from one industry sectorto the next. In the field of aero engine con-

Brush sealsA small but superb production area at MTUin Munich is brush seal manufacture. The com-pany has been working on brush seal techno-logy for more than 30 years and has mean-while established itself as a global leader inthis field. The innovative components haveproved their worth in steam and gas turbines,pumps and a variety of other mechanicalengineering applications and now also in

Blisk manufactureBlisks (blade integrated disks) are high-techcomponents manufactured in one piece, adesign that eliminates the need to fix separa-tely manufactured blades to the disk. They areused in low-pressure and high-pressure com-pressors for military and commercial appli-cations. MTU is one of the leading manu-facturers of these blade integrated disksworldwide. To remain at the forefront of thistechnology and to further expand its produc-tion capacities, MTU last year set up a centerof excellence for blisks at its premises inMunich. “Our new production for blisks issurely leading-edge manufacturing for enginecomponents of this kind,” according to MTUChief Operating Officer Dr. Rainer Martens.The production concept is based on opti-mized, automated process workflows and thelatest in machinery and equipment.

The Munich headquarters is where the center of excellence for blisk production is located.

Selective laser melting is used to manufacture production parts for the Geared Turbofan™.

A world-class product: MTU first started to manufacture brush seals 30 years ago.

allows us to work even more precisely andeffectively, as only two steps are needed toproduce a nickel blisk airfoil.” The advan-tages the technique affords over conventio-nal machining: The tools do not actuallytouch the workpiece, so they do not sufferwear in the process. Moreover, PECM allowsan unprecedented level of precision to beachieved. Says Dr. Martens: “In the field ofthis highly complex technology we are wellahead of the field—and likely to remain so forquite some time. After all, we possess therelevant patents.”

aviation. The breakthrough came with theGTF, which will feature MTU brush seals at upto four different locations.

“The construction typically includes thou-sands of thin bristles forming a very flexibleseal which continuously adapts to the movingsurface to be sealed,” explains BenjaminGroßkurth, who heads up brush seal pro-duction at MTU. This way, brush seals clearlyoutperform conventional labyrinth seals, asthey reduce leakages by up to 90 percent,which boosts the performance of the engine


struction, MTU Aero Engines is one of thefirst companies that use the new techniqueto manufacture parts for production engines,having achieved a breakthrough with selectivelaser melting (SLM). In this process, a laserbuilds components layer by layer from a metalpowder. The parts MTU produces using thistechnique are borescope bosses for thePurePower® PW1100G-JM, the engine pow-ering the A320neo. These bosses are part ofthe casing for the high-speed low-pressureturbine and allow the blading to be inspectedfor potential wear and damage. Additive pro-cesses are particularly suitable for low-vol-ume production and for one-off components.MTU is now investigating whether the SLMtechnique can be applied to other compo-nents and engine types as well, for its bene-fits are too compelling to ignore: Complexcomponents can be produced with only smallamounts of material and few tools. The tech-nology opens up entirely new design possibi-lities, cuts development, production and leadtimes, and appreciably brings down produc-tion costs.

or gas turbine. They are suitable for a widevariety of applications and are capable of with-standing extreme service conditions. They areeasy to install, have a long life and a compactdesign. On top of that, they are easy to main-tain and to replace. All of these benefits helpappreciably reduce operating costs. For themanufacture of these seals, MTU has devel-oped and patented a unique winding andclamping method. Großkurth expects the in-novative sealing system to play an increas-ingly important role in engine constructiondown the road. In preparation for growingdemand MTU is already stepping up itsefforts to further optimize the seal: Newmaterials and more flexible designs are beingtested. In addition, innovative manufacturingprocesses are used. The first seal housingprototypes have already been produced usingadditive techniques.

Over the last decades MTU has built up uni-que manufacturing know-how and expertise.The company has made a name for itself in thefields of advanced coatings and hardfacingof blade tips as well as laser-caving to producecooling air holes in high-pressure turbine air-foils. To secure its technological edge, MTUis investing in a variety of technological acti-vities, remaining committed to its tradition asa company that drives progress in aviation.

Printed byEBERL PRINT GmbHKirchplatz 687509 Immenstadt • Germany

Contributions credited to authors do not neces-sarily reflect the opinion of the editors. We willnot be held responsible for unsolicited material.Reprinting of contributions is subject to the editors’ approval.

Geared Turbofan™ is a trademark application ofPratt & Whitney.

Masthead

EditorMTU Aero Engines AGEckhard ZangerSenior Vice President CorporateCommunications and Public Affairs

Editor in chiefPatricia Hebting

Final editorMelanie Wolf

AddressMTU Aero Engines AGDachauer Straße 66580995 Munich • GermanyTel. +49 89 1489-2760Fax +49 89 [email protected]

Editorial staffNicole Geffert, Silke Hansen, Patrick Hoeveler, Thorsten Rienth, Martina Vollmuth

LayoutManfred Deckert Bleibtreustraße 2681479 Munich • Germany

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Photo creditsCover Page:Pages 4–5Pages 6–7Pages 8–9Pages 10–11Pages 12–13Pages 14–15Pages 16–17Pages 18–19Pages 20–21Pages 22–23Pages 24–25Pages 26–27Pages 28–29Pages 30–31Pages 32–33Pages 34–35Pages 36–37Pages 38–39

38 39

Timeline and facts

1934BMW Flugmotorenbau GmbH, a wholly-owned affiliate of BMW AG, is founded. It isto become the nucleus of MTU München.

1936BMW Flugmotorenbau GmbH moves intothe new factory in Allach on the outskirts ofMunich. This is where MTU Aero Engines islocated today.

1941Production of the BMW 801 14-cylinder dual-row radial engine for the Focke-Wulf Fw 190is launched.

1945U.S. troops take possession of BMW’sfactories in Munich.

1955In Germany, the occupational status is res-cinded and the Allies’ post-war ban on theproduction of aircraft and engines is liftedon May 5.

BMW sells approximately 50 percent of itsAllach facilities to M.A.N. AG.

1957BMW Verwaltungsgesellschaft mbH is re-named BMW Triebwerkbau GmbH, a wholly-owned affiliate of BMW AG and successorto BMW Flugmotorenbau GmbH.

1958M.A.N. Turbomotoren GmbH is set up as anaffiliate of M.A.N. AG. It is headquartered inthe immediate vicinity of BMW Triebwerk-bau GmbH in Munich-Allach.

1965On June 18, M.A.N. AG takes over 100 per-cent of BMW Triebwerkbau GmbH. M.A.N.Turbomotoren GmbH merges with M.A.N.Turbo.

Manufacture under license of Rolls-Royce’sTyne Mk 22 and Mk 21 to power the TransallC-160 and Breguet Atlantic BR 1150 is laun-ched.

1969An agreement is concluded betweenDaimler-Benz AG and M.A.N. AG, the aimbeing to pool the two companies’ aviationgas turbine and high-speed diesel engineactivities under one roof. M.A.N. Turbo GmbHis renamed MTU Motoren- und Turbinen-Union München GmbH M.A.N. MaybachMercedes-Benz. The new MTU Group is madeup by two MTU companies, MTU München(aero engines) and MTU Friedrichshafen(diesel engines).

MTU München, Rolls-Royce and FiatAvio(today: Avio Aero) set up an affiliate, Turbo-Union Ltd., for the development of the RB199engine for the MRCA Tornado.

1960M.A.N. AG acquires a 50 percent share inBMW Triebwerkbau GmbH.

1959Production under license of the GE J79-11Aengine to power the Starfighter is launched.

2000MTU München is renamed MTU Aero EnginesGmbH and becomes a directly managed sub-sidiary of DaimlerChrysler AG.

2003The company’s U.S. activities are combinedunder the roof of MTU Aero Engines NorthAmerica Inc. (AENA).

MTU, ITP, Rolls-Royce and Snecma (SAFRANGroup) set up EPI Europrop InternationalGmbH to develop, build and support theTP400-D6 engine.

2001MTU Maintenance Zhuhai Co. Ltd., a 50/50joint venture of MTU Aero Engines and ChinaSouthern Airlines, is founded.

2004Kohlberg Kravis Roberts & Co. Ltd. (KKR)takes over MTU Aero Engines.

The GP7000 makes its first run. MTU has astake of 22.5 percent in the engine poweringthe A380.

2005 MTU Aero Engines lists on the stockexchange.

2006Under a new risk-and-revenue-sharing agree-ment, MTU acquires a 2.5-percent worksharein the F414 fighter aircraft engine built by GE.

2007MTU Aero Engines Polska S.p.z.o.o., a wholly-owned MTU affiliate, is founded.

2010MTU Maintenance Hannover expands itsproduct portfolio by obtaining a license torepair the GE90-110/115, the world’s mostpowerful turbofan engine.

2011MTU Aero Engines takes a program stake of18 percent in the PurePower® PW1100G-JM.

2013MTU Maintenance and Japan’s SumitomoCorporation set up two new joint-venturecompanies to jointly expand their commer-cial engine leasing business.

2014 MTU Aero Engines participates in GE’s GE9Xengine.

2008MTU Aero Engines participates in the GearedTurbofan™ (GTF) engine program for the nextgeneration of aircraft.

MTU for the first time takes a stake in a U.S.engine program in which it has full systemdesign responsibility—the GE38 engine builtby GE.

2002MTU Aero Engines in Munich and the GermanAir Force launch the cooperative model.

1971A contract is concluded between GE andMTU München on the manufacture of partsfor the CF6-50 engine.

1979MTU Maintenance GmbH is set up inLangenhagen near Germany’s Hannover.

1983MTU München joins the IAE consortiumfounded to develop the V2500 engine.

1985Daimler-Benz AG takes over 100 percent ofthe MTU Group. M.A.N. AG sells its 50-per-cent share to Daimler-Benz.

1986Eurojet Turbo GmbH is set up in Munich todevelop the EJ200 engine.

1989 On May 19, Deutsche Aerospace AG (Dasa)is set up in Munich. MTU München beco-mes a wholly-owned subsidiary of Dasa.

The company MTR is founded by MTU, Turbo-meca and Rolls-Royce. Under the cooperativeeffort, the MTR390 turboshaft engine, whichfeatures a free power turbine, is built.

1991The collaboration agreement with UnitedTechnologies Corporation is signed. MTUMünchen sets up further MRO facilities: MTUMaintenance Berlin-Brandenburg (former LTLLuftfahrttechnik Ludwigsfelde) and ASSB inMalaysia.

1994The MTU Group is split on July 1, separatingMTU München and MTU Friedrichshafen.

1998MTU München sets up an engineering con-sulting firm dubbed ATENA. MTU Mainte-nance Canada Ltd. is set up in Vancouver,British Columbia.

1999MTU München and Snecma Services set upa 50/50 joint venture, Ceramic CoatingCenter SAS (CCC), in France’s Châtellerault.

MTU and Honeywell (as AlliedSignal at thetime) set up Vericor Power Systems, a jointventure that is later taken over, including alllicenses for TF-series gas turbines, by MTUin 2002.

MTU takes a stake of around 6.6 percent inGE’s GEnx.

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