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2014

MRO Network’s annual publication for the aero-engine professional

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IN A CHANGING WORLD,TRUST THE ADAPTIVE ONE

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ADAPTIVENESS® is our response to the changing Maintenance Repair Overhaul business environment. ADAPTIVENESS® means listening to and understanding the key technical priorities of your operations, building unique solutions meeting

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Engine overhaul directory — worldwide 86

APU overhaul directory — worldwide 103

Specialist engine repairs directory — worldwide 110

Directory of major commercial aircraft turbofans 123

C O N T E N T S

ENGINE YEARBOOK 2014

EDITOR

Alex Derber: [email protected]

CONTRIBUTORS

Jason Holland: [email protected]

Hannah Davies: [email protected]

PRODUCTION MANAGER

Phil Hine: [email protected]

PUBLISHER & INTERNATIONAL MEDIA MANAGER

Alan Samuel: [email protected]

THE ENGINE YEARBOOK 2014The Engine Yearbook is published annually, each November, by OAG Aviation PublicationsLtd.

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How virtual components trim time and cost from engine programmes.

A status update and early test results for CFM’s new powerplant.

The key factors owners and operators should look out for.

Maintaining the CF6-80 and PW4000.

A vital part of engine health monitoring explained.

On-wing and on-site preventive maintenance.

How the forthcoming 777X’s engines will be up to 10 per cent more efficient.

Why widebody engine leasing is a different ball game to the narrowbody

engine rental market.

Modelling techniques to examine the trade-offs of breakthrough technologies.

The lowdown on Rolls-Royce’s Trent 1000-TEN, set to power the 787-10.

How MTU’s widespread international presence is improving engine on-wing time.

Examining the in-service record of Engine Alliance’s A380 powerplant.

Explaining the shift to high-performance oils and lubricants.

The latest designs, materials, and repair and production processes for nacelles

and thrust reversers.

How the Superjet engine has been designed around regional airlines’ needs.

Analysis of the differing MRO requirements for three generations of the

regional jet engine.

Simulation to improve engine design and manufacturing 2

LEAPing into action 10

Valuing the next generation of engines 16

Mature care for the evolving needs of the “big ones” 20

Oil debris monitoring 26

Roving repairs 30

Progressing towards the GE9X 34

Leasing long-range power 40

Simulating the engine of the future 48

Upgrading the Trent 1000 54

Bringing MRO to the customer 58

GP7200: improving all the time 62

Oil change 66

Nacelle production and maintenance 69

Designing reliability into the SaM146 76

CF34 maintenance 82

2 � ENGINE YEARBOOK 2014 �

THE ENGINE YEARBOOK 2014

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In the aero-engine business, small gains in efficiency can mean major gains for an operator’s bottom line.

GKN Aerospace Engine Systems in Sweden is using simulation techniques to wrest the maximum

performance from the powerplants for which it provides components.

At its heart, a jet engine operates on a re-markably simple principle. Air is drawnin, compressed, mixed with fuel and ig-

nited, with the hot expanding gases producingthrust (a process memorably and succinctly de-scribed by one wag many years ago as ‘Suck —Squeeze — Bang — Blow’).

However, wringing the greatest possible per-formance out of such a powerplant is anythingbut simple. In fact, it is one of the most complexundertakings in the manufacturing industry.

Every year, millions of man-hours and billionsof dollars are poured into improving turbofans.The price of fuel and the vast amounts of Jet A-1consumed by the world’s airlines mean that evena one per cent improvement in fuel-burn is re-garded as a worthwhile advance. Plus, in recent

years the concomitant reduction in the emissionof greenhouse gases has also become a factor insuccessfully selling engines,

Perfect the formula for making an enginemore efficient and huge sales await. Both Boeingand Airbus have backlogs of several thousand air-craft on their order books, with new models ofthe fast-selling 737 and A320 families due to ap-pear in the next few years and extend the produc-tion runs of the types well into the 2020s. If yourengine is a few per cent more efficient than yourcompetitor’s, major orders are likely to flow yourway.

And, with the air transportation sector pre-dicted to grow at three to four per cent annuallyfor the foreseeable future, it’s a market that willbring successful engine manufacturers (and their

Simulation to improveengine design andmanufacturing

Iberia Maintenance. Commercial and Business Development DirectionMadrid-Barajas Airport. Z.I. La Muñoza. Motores Building, 28042 Madrid.Spain tel: + 34 91 587 51 32/ Fax: +34 587 58 [email protected] / www.iberiamaintenance.comBritish Airways Maintenance: [email protected] / www.ba-mro.com Members of

OUR EXPERIENCE DRIVES YOUR EXCELLENCE.

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suppliers, such as GKN Aerospace) that phenom-enon much beloved of company CFOs, a reliable,long-term revenue stream.

Declining returnSince the 1960s, new airliners have shown

steady improvements in reduction of fuel-burn,emissions and noise. In recent years this posi-tive performance trend has started to flatten, re-

Fan Static structure for High By Pass Ratioengine.

quiring more and more effort to maintainprogress.

Simulation is an increasingly important toolused by GKN Aerospace in this constant processof refining the performance of jet engines. Byusing simulation as a critical path in developingjet engine components, timescales and thus costcan be trimmed, to allow the best possible use ofpersonnel and machinery in delivering productsto a customer.

Allied to this, the consistently high price offuel means that the requirement for lighter and

How simulation in all disciplines (CAD-CFD-FEM) is used to by GKN Aerospace to find an optimal component.

Original version... New version...

thus more fuel-efficient aircraft is greater thanever; lightweight technology has a key role to playin cutting fuel-burn and simulation is increas-ingly important in developing lighter compo-nents.

That simulation process not only allows thedevelopment of components but componentsthat can be certified to meet all the necessary reg-ulatory requirements and can be produced withpredictable results.

For example, GKN Aerospace develops load-carrying structures for several engine familiesproduced by the big three powerplant manufac-turers: Pratt & Whitney, General Electric andRolls-Royce. Simulation helps set the require-ments for temperature capabilities for the mate-rial to be used in those structures.

Similarly, when dealing with airflow require-ments through the engine, simulation helps en-gineers at GKN Aerospace to optimise theaerodynamic shape of components and makethem as efficient as ever possible. The desiredthrust should be produced with minimum totalpressure loss.

Making the greatest use of simulation, saysHenrik Runnemalm, director of research andtechnology at GKN Aerospace, means runningdesign and manufacturing simulation in a closedloop process. Design simulation involves the cre-ation of the proposed components ‘virtually’;manufacturing simulation tools are used to pre-dict optimised factory logistics, machine tool androbot movements, component deformations andspecific manufacturing process physics.

The virtuous loopResults from the manufacturing simulations

are then fed back into the design process. “This

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loop is what we’re trying to build up here,” Run-nemalm says. “You don’t want to find it’s not pos-sible to produce a part, or that it’s creating toohigh stress levels which could force the part’s in-service time to be reduced.” Finding a balance be-tween a technical ideal, ease of production andcost is vital.

“The key here is that the design capabilitysimulation needs to be totally integrated with themanufacturing side, which also has its part toplay in simulating what’s happening with the ‘lif-ing’ of the product,” says Runnemalm, referringto the length of time a component can survive inthe engine before being removed for mainte-nance or replacement.

“When we design a part that is fabricated bywelding, then the stresses and deformation cre-ated during manufacturing are actually part ofthe lifing,” says Runnemalm. Simulation of thesemanufacturing stresses can reliably predict theeffect of manufacturing processes such as weld-ing on a product. Welding, for example, can re-

sult in unwanted deformation and stresseswithin the material.

“If you’re trying to design an apple and don’tinclude all the manufacturing stresses you tendto end up with a pear,” is how he describes it.

In producing any new engine component,manufacturing simulations link design and man-ufacturing during product development and actas a tool for designers and manufacturing engi-neers to evaluate different concepts or manufac-turing processes.

Runnemalm divides the design aspect of theproduct development process into three stages:concept design, preliminary design and detaileddesign. Similarly, he divides the manufacturingpart of product development into three sectionsthat track their design counterparts: inventory ofknown methods, preliminary preparation anddetailed preparation.

Simulation is used to help with some of themost basic aspects of development, such as aero-dynamic performance, strength and vibration dy-

Testing facility at Chalmers University of Technology. Used for research and validation of turbine outlet guide vanes designed by GKN Aerospace.

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Heat treatment simulation is used to predict material, thermal and stress distribution of a component.

namics, before heading into manufacturing ter-ritory through simulation of processes such asmachining or heat treatment.

Welding advancesStresses on components being welded can be

reduced by careful sequencing of individualwelds. Such sequencing does not always followthe pattern that might be expected.

Once that sequence has been determined,simulation is also used to programme the weld-ing robot to perform the necessary manoeuvresto follow that sequence.

On a legacy product, such as the turbine ex-haust case (TEC) of the Pratt & WhitneyPW2000, which powers the 757, the aim is to op-timise existing processes, such as the weld se-quence, says Runnemalm.

The TEC requires about 200 welds and, at onepoint in production of the engine, problemsarose with geometrical tolerances in the engine.

Tolerances between components in a modernturbofan are very tight and meeting these toler-ance criteria can be difficult because of internalstresses created in the component by processessuch as heat treatment. Simulation can identifythe best changes in the production process to im-prove those tolerances.

In the case of the TEC, several welding se-quence concepts were investigated to meet these

tolerances. Welding simulations showed thatresidual stresses could be lowered by using a dif-ferent welding sequence. Moreover, simulationsalso concluded that to avoid problems with tol-erances, a pre-deformation should be given to theproduct before welding.

On the General Electric GEnx, the engine forthe 787 that was created from a blank sheet ofpaper, and for which GKN Aerospace manufac-tures the turbine rear frame, “we use the tool tosay, ‘We need a weld in this position because it’screating less stress’”, says Runnemalm.

Simulation can also be used as an investiga-tive tool and allows investigation of welding se-quences that had previously been too complexand costly to explore.

But does simulation always provide the cor-rect answers? “That’s really the key of GKN Aero-space’s capability,” says Runnemalm. “We’ve beenworking really hard proving that our simulationtools are giving us the right answer, so we cantrust them.”

Limits of simulationSimulation can bring its own problems. In the

virtual world, edges of components can be de-signed to be infinitely sharp. In practice, how-ever, there has to be a balance between thataerodynamic ideal and the limitations of themanufacturing process.



It is essential that the methods used to shapeengine components to handle the airflowthrough the engine have been validated with ex-periments. GKN Aerospace often participates inEuropean research projects and in-house valida-tion efforts to ensure that the simulation resultsare correct.

Design guidelines and experience are still nec-essary and sometimes simulation results from eventhe most powerful computers cannot be trusted.

“Some of our customers don’t want to sharetheir knowledge,” acknowledges Dr Jonas Lars-son, Aerodynamics and Computational FluidDynamics specialist.

Intellectual property, especially at the fron-tiers of modern technology, is extremely valuableand OEMs are understandably cautious about al-lowing it to leave their control.

For those customers that are hesitant over di-vulging their IP, GKN Aerospace has the capabil-ity to deliver solutions to the design problem thatcan actually improve on the client’s original de-sign, says Larsson.

“Once, I was asked directly by a customer,when we were starting work on a turbine exhaust

case: ‘If we let you do this, how can we be surethat our aerodynamic competence won’t end upin a competitor’s engine?’

“My response was that we had to show wecould do this on our own, that our design was atleast as good, if not better, than our customercould do themselves.

“In another example, we were working on anintermediate compressor case. Our customer didthe basic aerodynamic design and we thenstarted doing the structural design around it.”

At one point, analysis showed risk of crackingat the trailing edge of the structure and the cus-tomer called GKN Aerospace Engine SystemsSweden — in its previous guise of Volvo Aero —for help. “The customer was initially reluctant togive us the go-ahead to conduct detailed work ontheir design, but eventually relented and a solu-tion was found by using simulation to move astress point away from the problem area,” notesLarsson.

In fact, the Swedish solution even enhancedaerodynamic performance by around eight percent, which was an added bonus appreciated bythe engine-maker.

CFD analysis of a turbine duct with turning struts. Designed by GKN Aerospace in the EU project Dream.

“That’s a typical problem where we’re in-volved with support from our own structural peo-ple and designers,” says Larsson.

Component designWhen an engine manufacturer is prepared to

delegate authority to design areas of a power-plant, GKN Aerospace has the experience andsimulation tools required to take on the job.

For example, Pratt & Whitney has given GKNAerospace full aerodynamic design responsibilityfor the turbine exit case of its PurePower seriesengines, which are due to power a new genera-tion of narrowbody jets — notably Airbus’sA320neo, Bombardier’s CSeries and the Mit-subishi Regional Jet.

“We do the full design and the customer re-views it,” says Larsson.

Simulation was also used to help redesign aturbine exhaust case (TEC) on a modern wide-body airliner: “The manufacturer had a part thatwas too heavy and didn’t fulfil the design require-ments. We changed a few things on the aerody-namic design to accommodate a new structuraldesign. We helped them redesign it and got aTEC that was much lighter.”

Simulation is also being used to find newways of minimising pressure loss. Cast surfaces,for example, are slightly rough and this willcause unnecessary losses. By using simulationto find out where this is important one canlearn where the castings should be polished orreplaced with smoother sheet metal parts, fur-ther cutting the pressure loss as air f lowsthrough the engine.

“It’s also essential that we can demonstratethat the new methods we’re developing forsmoother surfaces have been validated. It’s veryimportant to show to the customer that what wepredict with simulation is also reality,” notesLarsson.

Academic tiesTo support its work, GKN Aerospace works

with a group of universities and other institutionsin fields such as aero performance, solid mechanicsand material characterisation and model building.Some partners carry out specialised manufactur-ing-related work — for example, how a manufac-turing process is described to a computer in termsthat it can understand and act upon.

Today, more than ever, time is money. Com-panies have to focus on getting things right firsttime, both when producing a new product, ormodifying an existing one to work more effi-ciently.

Decreasing costs, time and risk by increasingthe information available about a product and itsmanufacturing processes will help a companyachieve a better market position and improve itscompetitiveness.

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CFM officially launched the advancedLEAP engine programme in 2008. It wasthe same year that its parent companies,

Snecma (Safran) and GE, agreed to review theCFM partnership agreement to the year 2040,launching what looks to be a very productive sec-ond chapter for aviation’s most successful jointventure.

The LEAP engine, which is the first all-newcenterline engine in CFM’s nearly 40-year history,promises to provide significant improvements infuel efficiency with lower noise and emissions,while holding the line on CFM’s proven reliabilityand low maintenance costs.

The LEAP engine family includes the LEAP-1A, one of two engine options for the A320neo,

On September 4, 2013, CFM International began testing the first

LEAP engine, two days ahead of the schedule set in early 2010. This

test launched the most extensive ground and flight test certification

programme in the company’s history and will culminate in

certification and entry into service in 2016.

LEAPing into action

which should enter service in 2016; the LEAP-1C,which is the only Western engine for the COMACC919, China’s new 150-passenger single-aisle air-craft; and the LEAP-1B, which continues a morethan 30-year relationship with Boeing as the solepowerplant for the new 737MAX aircraft family,scheduled to enter commercial service in 2017.

CFM’s confidence in its new powerplant hasbeen matched by widespread industry accept-

ance: the company has garnered a total of 5,578LEAP engine orders to date (November 12, 2014).

LEAP goals

The LEAP development programme has fourguiding principles with ambitious goals for each.LEAP is designed to provide: 15 percent betterfuel efficiency; reliability and maintenance costsequivalent to the current CFM56 family; NOX

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emissions that are 50 per cent lower than CAEP6 protocols; and noise levels that are 10-15dBlower than Stage 4 requirements.

There’s no question the competition for thenext generation of single-aisle airliners is intense,and given the prospects and history of the seg-ment, it’s not hard to see why. While the largehigh bypass ratio engines for widebodies garnera lot of attention, narrowbody orders account forthe overwhelming majority of commercial air-craft orders each year, and the cumulative num-bers are staggering.

More than 25,600 CFM56 engines have beendelivered to date and the fleet has accumulatednearly 700 million flight hours — the equivalentof 60,000 years of continuous operation.

Demand for single-aisle aircraft that offermission flexibility is expected to remain strong.Current forecasts call for roughly 20,000 aircraft(which means about 40,000 engines) in this mar-ket segment over the next 200 years, making thisa $500bn market segment.

Tech updateThe newest engine in the CFM portfolio is a

combination of technologies never before seen inthe single-aisle market space, or, in some cases, incommercial aviation: a 3-D woven carbon fibre,resin transfer molding (RTM) fan and fan case;fourth generation 3-D aerodynamically designedairfoils; the TAPS 2 (Twin-Annular, Pre-Swirl) com-bustor; the first commercial use of ceramics matrix

composites in the high-pressure turbine; and tita-nium-aluminide in the low-pressure turbine.

While the technologies are state-of-the art,bringing them to the market successfully is noth-ing new to CFM. Since the first CFM56 enginewas delivered in 1982, the company has beenthrough 21 separate entries into service and sixmajor engine certifications on the CFM56 family,each of them being on time and meeting aircraftspecifications.

LEAP engines incorporate technologies neverbefore seen in the single-aisle aircraft segment.The new engine combines advanced aerody-namic design techniques, lighter, more durablematerials, and leading-edge environmental tech-nologies, making it a major breakthrough in en-gine technology.

The 15 percent better engine fuel efficiencycompared with today’s best CFM56 engine at cur-rent fuel prices, translates to as much as $1.6m infuel cost savings alone for customers per aircraft,per year. LEAP technology will also achieve dou-ble-digit improvements in CO2 emissions andnoise levels.

One of the most aggressive technologiesgoing into the engine is an all-new wide-chordcomposite fan, a first for CFM. For the LEAP en-gine, the fan will have just 18 blades, half thenumber on the CFM56-5C, and 25 per cent fewerthan the CFM56-7B.

Building the fan required development ofnew resin transfer molding production

processes, a development that has been under-way at Snecma for more than 20 years.

The composite fan and containment case payoff in terms of weight savings. The LEAP enginewill be 1,000lbs lighter per shipset than if the fanand case were made of metal. And because ofGE’s experience with wide-chord composites onthe GE90 and GEnx, they are confident aboutdurability as well. To date there have been no ADson GE90 fan blades, and in the course of some 35million flight hours in more than 18 years, only afew blades have been taken out of service.

The engine core draws heavily on GE’s expert-ise developed on the GE90 and GEnx pro-grammes, with compressor, combustor andcoatings technology all being pulled forward intothe LEAP product line to improve performancewhile maintaining reliability.

To augment the data gathered by the firstLEAP engine on test, the company has also in-stalled LEAP hardware, scaled to size, in a GEnxengines to gain even more test data.

Some of the weight savings from the compos-ite fan are absorbed by a stiff, double-wall com-pressor case, which is designed to prevent thecore from flexing due to torque induced at rota-tion by the large fan, thereby reducing risk ofblade rub and performance degradation.

The turbine blades themselves are designedusing advanced fourth generation 3-D aerody-namics to optimise performance. The first fivecompressor stages are blisks, which minimise air

LEAP-1A: the first engine to test.



leaks by eliminating dovetail joints betweenblades and disks. In total, the 10-stages of com-pression create a 22:1 pressure ratio, which CFMclaims is the best in the industry.

Lean burnThe fuel nozzles and combustion chamber

are optimized for low emissions. Twin AnnularPre-Mixing Swirler (TAPS) fuel nozzles, first de-veloped as part of CFM Project TECH56 in thelate 1990s and now in commercial service on theGEnx, premix air and fuel and enable the engineto run at lower peak temperatures with longerresidence time, key factors in reducing NOxemissions. The ‘T’ in TAPS refers to a nested pilotnozzle that runs rich at low engine speeds. How-ever, as power is increased, fuel flow is directedto the lean-running cyclone nozzle that premixesair and fuel.

TAPS also makes for a more compact com-bustion chamber, and eliminates the need for di-lution holes, reducing stress on the chamber anddiminishing cracking of the combustion cham-ber liner. Because of the precise control of fueland air and the solid, double-wall liner, exit tem-perature variation is reduced, improving dura-bility of high-pressure turbine (HPT)components, which are in the most brutal tem-perature environment in an engine and are

“Our goal is to identify potential problems on our test stand

and fix them long before we ever install these engines on our

customers’ airplanes.”

Chaker Chahrour, executive vice president, CFM International

major drivers of maintenance and overhaulcosts.

CFM is also using advanced additive manu-facturing — also known as 3D printing — tobuild the state-of-the-art fuel nozzle. The use ofthe technique opens the design space for engi-neers to design the part the way it needs to be,rather than in a way that accommodates toolingand other subtractive manufacturing require-ments.

For example, the nozzle produced tradition-ally would have required more than 25 individualpieces to be brazed into the part; a time-consum-ing process that did not provide an optimised de-sign. With additive manufacturing, that numberhas been reduced to less than five parts.

High-pressure turbineThe two-stage high pressure turbine incorpo-

rates 3D aerodynamic design, advanced coatings,and GE-developed casting technology to improve

cooling, the key to maximising blade life. TheLEAP HPT has undergone thousands of hours ofcomponent tests, giving CFM assurance that thecore can run with higher thermal efficiency thanthe CFM56 core, but at equal blade metal tem-peratures, a key driver in hitting the goal of hav-ing LEAP maintenance costs equal those of theCFM56.

Another key feature in the HPT is the firstcommercial introduction of ceramic matrix com-posites (CMCs) in the stage 1 HPT shroud. Thismaterial has been in development for more than30 years. At one-third the weight of a comparablemetal part, CMCs couple the thermal capabilityof ceramics with the durability that the matrixdesign provides. Using the very light materialwith outstanding thermal capability allow CFMto use less cooling air, which will provide fuel ef-ficiency

Another advanced material, titanium alu-minide, is being used in the front stages of the

Installing fan blades.



low-pressure turbine. The material providesgreat thermal capability and significant weightsavings.

Maintainability and reliabilityMaintenance costs are a key component of the

LEAP programme from a variety of perspectives.First and foremost, maintenance costs and relia-bility continue to be a major concern for airlinesand other stakeholders. And with the increasingprevalence of fixed-cost-per-hour operatingagreements, CFM’s economic case for the LEAPengine is dependent on creating a reliable,durable engine with predictable costs right fromthe start.

An extensive test programme leading up toentry into service in 2016 is key to validatingthose costs. The LEAP programme calls for a totalof 60 different engine builds that will accumulatemore than 40,000 cycles prior to entry-into-ser-vice, so that launch customers receive a totallymature product.

In addition to the coatings and combustiontechnology, CFM is employing other designs andlessons learned from the GE90 and GEnx pro-grams to meet its reliability targets — and to en-able the engine to retain performance over itsservice life.

For example, the core is designed to be “FODfree” with several techniques employed to keepparticulate matter out of the core, reducing bladeerosion so that performance is maintained overthe life of the engine. The wide-chord fan bladescentrifuge a lot of particles out of the core flow,expelling them with the bypass air.

The spinner is also designed to deflect parti-cles, and the booster inlet is moved aft and has alow profile, which also ensures fewer particles getinto the core. Finally, variable bleed vanes — theLEAP debris rejection system first developed forthe GE90 — open inward. At low power settingsthe doors open to bleed off some of the air, pro-viding an additional path to steer particles awayfrom the turbo machinery. No-one else offers thistype of FOD rejection feature.

The approach has been validated on theGE90, which has extensive operating experiencein the Middle East, where particle contaminationcan be particularly vexing.

Another technology feature of the engine isactive clearance control at the HP turbine case.Cooling f low at the HP turbine can be periodi-cally programmed to increase over the servicelife of the engine, with increased cooling restor-ing tip clearance and maintaining engine effi-ciency.

But not all maintenance and reliability meas-ures rely on exotic technology. CFM’s experiencein managing its suppliers also plays a key role. Dis-patch reliability can be dramatically impacted byengine accessories, and CFM is employing aggres-sive strategies to make vendors more accountable.

LRU (line replaceable unit) supplier productsupport agreements will be integral to vendor se-lection, and commitments to repair turn times,reliability, repair effectiveness and response timewill be required with business reviews to ensureall milestones are met.

Line maintenance issues also play a role inthe engine design. For example, the accessorygearboxes (AGBs) are mounted at the 8 o’clockposition on the fan case for quick access. Thislocation allows one person to quickly accessLRUs, and because the AGB is on the fan, nocool-down time is required prior to access, animportant consideration given the quick turnscommon to narrowbody operations.

CFM believes it has an historic advantage overthe competitors in maintenance cost over a rangeof aircraft applications where competing enginesare offered to airlines, and is committed to keep-ing LEAP maintenance costs similar to existingCFM costs.

Early testing resultsThe first LEAP engine completed ground test-

ing in early November 2013 after accumulating310 hours and more than 400 cycles. The resultswere outstanding.

“We are thrilled with the results we achievedwith this first engine,” says Chaker Chahrour, ex-ecutive vice president of CFM International. “Theengine ran beautifully and met all of our pre-testpredictions. The more testing we do, the moreconfident we become that this engine will deliv-ery everything we have promised and more.”

In 2014, a total of 15 LEAP engines (a combi-nation of all three models) are scheduled to beon test. In 2014 CFM will complete early icingtests at GE facilities in Winnipeg, Canada, as wellas early endurance testing. Both the LEAP-1A and-1C configurations are on schedule for flight testsin 2014 as well.

“We still have a lot of testing ahead of us,and problems may turn up in future engines,”says Chahrour. “However, the point of thesetests is to push the engine as hard as we can. Wegot a ton of great data that has given us real in-sight into this engine, and we are right where wewant to be. Our goal is to identify potentialproblems on our test stand and fix them longbefore we ever install these engines on our cus-tomers’ airplanes. We have every confidence inour technology but, with the fastest ramp-up inaviation history ahead of us, we have to doeverything we can to make sure we get it rightthe first time.”

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Valuing the next

generation of enginesNo-one can really predict how new technologies will perform, how much they will cost to operate and

how much they will be worth in the future until many years of service have passed. Nonetheless, owners

and operators of aircraft and engines must attempt to answer some of these questions, sometimes even

before a new product has left the drawing board. Here, Jon Sharp, president and CEO of commercial

engine lessor Engine Lease Finance Corporation, provides his view on the task facing the engine lease

market as an array of new models hits the market.

Everyone involved in the selection of aero-en-gines has a fascinating and tricky job in frontof them over the next few years, whether

they be operators or investors.For a start we have an unprecedented number

of new engine types coming into mainstreamproduction. CFMI’s LEAP series and Pratt andWhitney’s PW1000G will be the biggest volumeproduction runs, earmarked as they are for the737MAX, A320neo, Bombardier C-Series, Mit-subishi MRJ, Embraer’s second-generation E Jets,the Irkut MS21 and the Comac C919.

And that’s just regional jets and narrowbodies.The widebody market has seen the entry into serv-ice of the GEnx on the 787 and the 747-8; the Trent900 and GP7200 on the A380; the Trent 1000 onthe 787; and soon the Trent XWB on the A350.

While the A380 is stacking up some air-miles,there are relatively few aircraft of that type, sothere remain a great many unknowns about someof these new engines. How the mature in-serviceperformance of a new engine compares with salesbrochure data in terms of fuel burn and mainte-nance costs are questions to occupy analysts at

both airlines and leasing companies. The leasingcompanies’ analysts will place a greater emphasisthan their airline counterparts on residual valuesand the ease of trading or re-leasing aircraft orengines.

Overwhelming options

Choices are obviously more complicatedwhen a given aircraft type has two engine optionsand in the cases of the A320 and 737 it is evenmore tricky, as the A320ceo and 737NG continueto be sold alongside the neo and the MAX, mean-

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ing there are effectively four aircraft familiesavailable to do the same job. These are offeredwith a total of six engine types: the CFM56-7B;the CFM56-5B; the LEAP-1A; the LEAP-1B; theV2500-A5; and the PW1124/27/33G. The investorprefers his job somewhat less complicated thanthis.

While in-service experience is still being col-lected there will be no decision as to the winner,so other factors come more strongly into play inmaking investment decision. Much has alreadybeen spoken about the engine OEMs’ increasingcontrol of the aftermarket through their variousMRO packages. It is the transparency and trans-ferability of those packages that concern the les-sor most of all, along with questions such as: ‘Isthis a first-run rate or a lifetime rate?’; ‘Does it in-clude life limited parts?’; ‘Is it a fleet rate or a perunit rate?’; and ‘What restrictions are there onuse in harsh environments, power ratings and soon?’. The answers to these questions will give thelessor information about how much he will haveto reinvest in the assets when they return fromtheir first lease and before they can successfullybe remarketed to the next airline.

The task of choosing a generic aircraft or en-gine type and predicting its future value is be-coming impossible — each individual asset hasto be looked at the context of the MRO packagebeing applied to it and any end-lease costs result-ing from OEM packages must be factored in.

Unfortunately, leasing companies are increas-ingly having to carry the can, as the following ex-ample demonstrates: Airline A has done itslease-long MRO deal with the OEM, who has de-livered what it promised over the lease term, butairline B is not going to accept those engines in acondition implying a future cost liability result-ing from someone else’s operations, so the lessoris forced to fund an engine refurbishment (whichis not necessary a result of performance deterio-ration) — all because the original MRO packagewas sold at a minimum deal to the first airlinewith no consideration for the second airline orthe lessor. Thus each asset has to be individuallyaddressed by the lessor.

The great advantage of engines over aircraftas an investment class has always been that theyneed no reconfiguration between leases. Forlong-term leases, though, that is beginning to

change and for the first time lessors must con-sider factoring in lease end costs.

New engines and the newparadigm

New engines bring with them a host of newtechnologies and materials. Historically, an air-craft is typically depreciated over 25 or 30 yearsand in old age its realisable value is in the en-gines. A vital part of a lessor’s business is its exitstrategy and to support this there is a vibrantparts market where companies tear down en-gines, refurbish selected components and sellthem back into the MRO market. The new gen-eration of engines provide two problems forthis proven business model. The first is thatwith the majority of engines being tied intoOEM MRO packages, they are also tied intoOEM MRO shops, which means that the trulyindependent MROs are being squeezed out,with the result that demand for spare parts forthese new engine types will not exist other thanthrough OEM MRO shops. So the OEMs willcontrol that parts market as well, which I sus-pect has always been their goal. New enginescost billions to develop, they are frequently soldat a loss, and the OEMs only recoup their outlaythrough the aftermarket of MRO and partssales. Hence all their attempts to suppress thePMA and DER markets as well as the used partsmarket with the consequent impact on compe-tition.

“The great advantage of engines over aircraft as an

investment class has always been that they need no

reconfiguration between leases.”



The second issue is with new materials suchas the ceramics used in the engine hot sections.Historically, one of the most lucrative compo-nents for the independent parts market has beennozzle guide vanes made from various metals,but will the new generation components manu-factured from ceramics be repairable, and willthe parts companies have the technology to doso? If not, the residual values and exit strategiesof the leasing companies will be adversely af-fected.

Analysts involved in aircraft and engine selec-tion are also feverishly debating lifecycle and de-preciation issues. There are competing views, ofcourse, but very strong evidence that there ischange afoot. One of the signals is contained inall those new types coming on stream, another isgiven by an apparent change in the ‘cycle’ we havebeen used to, and the third is in the unprece-dented numbers of aircraft and therefore engineson the order books.

The first question, in particular as it relatesto the neo and the MAX, is the subject of volu-minous debate elsewhere, so I will only touchon it: will these new types shorten the lives ofthe ceo and the NG and so have an impact ontheir residual values? Further, are the neo andMAX themselves only interim aircraft in a pe-riod of sustained high oil prices? No doubt eachanalyst will have a view on what that means foreach of the relevant engine types and thelessors will adopt appropriate conventions ac-cordingly.

Shifting cycleFor the last 20 years we typically saw an

eight to 10-year cycle of boom and bust withpeaks of deliveries coinciding with recession inthe airline industry, followed by (relatively)strong airline industry performance associatedwith an undersupply of equipment. This re-sulted in massive orders and so the next down-turn was born, and so on. Smart companiesexploited this cycle and bought when otherswere fleeing the market, then sold as growth re-turned and everyone scrambled for product.However, the most recent cycle exhibits differ-ent characteristics. The most concerning fea-ture is that the number of stored aircraftremains stubbornly high, even after recentgreen shoots have been seen in the airline in-dustry. This situation will continue, in my opin-ion, if only due to the sheer number of aircraftcoming off the production lines, unless there issignificant reduction in oil prices or a hike inthe cost of finance. Aircraft traders are not find-ing homes in the second and third-tier airlinesfor older equipment. Those airlines can now ac-cess new sources of funding and high oil pricesensure that it makes sense for them to trade up,so used aircraft remain parked.

Those analysts and decision makers thereforehave an unenviable task. The wide choice of com-peting assets; the effects of the new MRO andparts landscape associated with OEMs’ growingaftermarket dominance; the introduction of newtechnologies; changing asset life cycles and exitstrategies; plus what appears to be a changingbusiness cycle — all combine to produce a verycomplex set of uncertainties. Anyone who getshis prediction right will indeed be a master of theuniverse.


The titular “big ones” — the PW4000-94and CF6-80C2 powering the 747-400, 767,A310, A300 and MD-11 — are mature en-

gine types in the most literal sense of the word.But for all their reliability, these two engines areinstalled on aircraft that are no longer technolog-ically up to date. Modern widebody aircraft offerconsiderably lower specific fuel consumption(SFC) than older jets: at the same time, mainte-nance expenses for older aircraft rise sharply. Thisis why airlines are phasing out their senior air-craft and replacing them with newer types. Theold widebodies are giving way to the new aircraftgeneration, for example the 787, 747-8, A380 andA350.

Ensuring stable operation

Lufthansa Technik’s experience with the CF6-80C2 and the PW4000-94 dates back to those en-gines’ initial entry into service. Using those yearsof experience as a foundation, the company hasdeveloped an array of instruments that enableengine overhauls to be adapted to a wide varietyof requirements. Customers receive efficientoverhauls that are tailored to their fleets’ specificneeds. The flexibility they gain helps to bridge

The GE CF6-80C2 and Pratt & Whitney PW4000-94 engines have

been powering widebody aircraft reliably for decades. As today’s

operators look ahead to the end of the product life-cycle, their MRO

requirements can diverge, with each desiring a maintenance

programme adapted optimally to each individual phase of an

engine’s service life. Lufthansa Technik explains how it has created

a package of instruments that enables the most individual

treatment possible for each engine.

Mature care for the

evolving needs of the

“big ones”

www.mro-network.com

gaps caused by delays in new aircraft delivery andother unforeseeable events.

Operators of mature aircraft who are consid-ering purchasing new long-haul types or havejust ordered aircraft face a dilemma: on the onehand, older aircraft should not suck in high in-vestments for engine maintenance and repair; onthe other, operations must remain stable. Thisrepresents a particular planning challenge duringfleet rollover. Deliveries of new aircraft may beprecisely scheduled, but experience shows thatthey are seldom delivered when planned. Inother words, the operator does not know exactlywhen the new aircraft will arrive and be phasedin. In response to this problem, the task of MRO

providers is to offer highly flexible, cost-efficientsolutions for the support of engine fleets at everyphase of the engine life-cycle in order to ensureoperational stability all the way to the end of thelife-cycle.

Customer-oriented

workscoping

In Lufthansa Technik’s MRO philosophy anengine overhaul is not a one-size-fits-all solu-tion. Instead, it involves individual tasks tailoredto the customer’s needs. The costs of such a visitnaturally rise in proportion to the depth and ex-tent of the work. The question is: what does thecustomer want to achieve, and how much is that

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objective allowed to cost? The workscoping thenhas the goal of achieving precisely the result thecustomer wants for the minimum possible cost.

Customer requirements vary widely. The ex-tent of the workscope and the life-limited parts(LLPs) used during overhaul are oriented towardthe working life of the engine as planned by thecustomer. If an airline intends to operate an air-craft and its engines for a longer period of time,the workscope aims for maximum time on wingand a low SFC. In this case, the number of shopvisits should be kept as low as possible, at thesame time the expected lifespan of the LLPsshould be optimally exploited.

This could mean that it makes sense to usenew components even in an older engine. In a sit-uation like this, engineers use a comparative cal-culation to determine whether it is worthwhile topurchase a new LLP, knowing, for example, thatthe engine will be used for another 10 years. Thecustomer can then choose between two options:Model A, with two shop visits, costs x; Model B,which includes the installation of new LLPs, re-quires a greater investment at the outset, but is

the more economic route when the investmentcovers 10 years of useful life. Increases in materialprices, dollar fluctuations and other parametersare taken into account in the calculation.

The adaptive approach to theservice goal

If the customer has already set a date for theend of the engine’s operating life, the chosenworkscope variant aims to make sure that it canbe reached without unnecessary maintenance.This workscope will definitely be smaller. It maynot be necessary for an engine to undergo a fullshop cycle. High-value tasks must be carried outon some components, but visual inspections maybe enough for others.

In contrast, operators nearing a lease returnhave very different requirements: they need tofulfill contractually determined minimum stan-dards, which may include replacing LLPs in orderto comply with lease return provisions governingthe remaining life of the engine.

One of the most experienced and respectedmaintenance providers in the world, LufthansaTechnik’s extensive experience with maintainingthe Lufthansa fleet and its cooperation with en-gine manufacturers such as General Electric givecustomers the edge in the engine overhaulprocess. Lufthansa Technik can control the entireprocess to ensure that desired life expectancy isreached reliably — including a certain margin ofsafety. This process is based on Lufthansa Tech-nik’s experience maintaining hundreds of en-gines operating in different environments and

“In Lufthansa Technik’s MRO philosophy — if the customer

desires it, Lufthansa Technik’s engine shop pushes the share

of surplus material used in an engine overhaul as close as

possible to the theoretical maximum.”



climate zones, but also from information gath-ered during thousands of line maintenanceevents. The result is an adaptive approach thatconsiders all relevant variables and ensures thateach engine is treated individually. LufthansaTechnik makes certain that customers receive themost economical solution for their aircraft with-out trading economy for safety or dependability.

Maximising part lifeThe breadth of customer requirements is il-

lustrated by the following example of an airlinefor which Lufthansa Technik provided consultingservices. The fleet that was examined was oper-ated in a highly atypical flight hour/flight cycleratio. This ratio lies normally in the range of 5:1to 6:1 for long-haul aircraft, but here, the ratio re-sembled that of aircraft used in short-haul oper-ation. The engines were subject to extreme cycleloads as a result of this unusual ratio. Further-more, the status of the LLPs in the fleet’s engineswas not homogeneous: some engines had justbeen overhauled and others were due for a shopvisit.

With a customer like this, it makes sense toinstall new LLPs in engines destined for shop vis-its, and to store the removed ones in a dedicatedcustomer warehouse. These removed LLPs canthen be used at a later date in another engine forwhich their remaining life — their “stub life —represents a good match. The savings that can beachieved this way come from longer time on wing

and the associated avoidance of shop visits, butthis approach also means that the stub life of ex-isting LLPs and the life of the newly installedand/or surplus LLPs can all be used to the full.And the calculation also reflects the fact that partreplacement requires the most extensive work.This example highlights Lufthansa Technik’sflexibility and its ability to adapt its work to eventhe very specific requirements of small operatorswith highly individual conditions.

The on-site shop and otherextras

Maximising flexibility and customisation inthe standard overhaul process is only half thestory. An array of supplementary services coversevery operational aspect of engine maintenance.For one, the most cost-effective shop visit is theone that can be avoided altogether. LufthansaTechnik’s Airline Support Teams (AST Engines)are a proven instrument for ensuring the longestpossible time on wing for the engines the teamssupport. These teams have two roles: first, theywork as “flying doctors” who come to the aid ofoperators in AOG situations and repair the en-gine — and thus the aircraft — so that it can beused again in flight operation; they also performplanned service at the customer site. Under themotto “We bring the shop to the engine, not theother way around”, teams of experienced me-chanics travel with tools and spare parts to wher-ever the customer aircraft is, and repair or

Commercial benefits of engineering servicesENGINE MAINTENANCE MANAGEMENT PLANNING

as well as Service Bulletin (SB) assessmentsare as varied as customer requirements andflight profiles. Ultimately, what is importantis the commercial benefit for the customerin tandem with optimal reliability andsafety. A careful assessment of the costs andbenefits starts with the core data of the en-gine, such as version, age and configurationstatus. Then, all the important aspects ofthe customer’s operation are analysed — thelength of flights, the number of cycles, theflight hour/flight cycle ratio (FH/FC ratio)and other conditions of operation. Whenplanning sequences of maintenance actionsand evaluating SBs, engineering focuses onthe optimal overlap of the customer’s inter-ests with the work suggested by the OEM inthe SB and maintenance planning docu-ments. The goal is to find the best balancebetween the costs of implementing an SBand the economic benefits that implemen-tation can offer over the expected opera-tional life of the engine



maintain the engine on wing — and if furtherwork is necessary — on site.

This approach is extremely efficient: thecosts for transporting an engine to the shop,the depth of work of a typical shop visit andthe associated additional costs can all beavoided, as can the costs of a leased engine.This is why Lufthansa Technik has made itsAST services a part of its workscope concept.Integration in planned layovers — such as C-checks — is part of the concept as well, so thatAST repairs can often be carried out withoutadditional aircraft downtime. The perform-ance effectiveness of this concept is under-lined by the fact that Lufthansa Technik evenreceives orders from competing MRO compa-nies for this product.

High level of in-housecapability

One performance feature has a customer ben-efit that is only apparent on second glance:Lufthansa Technik’s very high level of in-house ca-pability as an MRO provider. Individual workscop-ing is one advantage, and this extends not just tothe engine, but to single parts (piece-part level) inthe engine. Parts that need repair are subjected to

an incoming inspection whose results determinethe work to be done and thus the volume of workthat generates costs. Here, Lufthansa Technik’s ap-proach is that of optimising not just the partsthemselves but also the costs of their repair. Thishas tangible benefits for customers.

A second advantage of in-house repairs istheir short turnaround time, which offers thecustomer the option of keeping most of the partsin a closed loop. This approach ensures that theseparts are re-installed in the same engine.

Surplus parts and teardownservices

Lufthansa Technik offers teardown servicesfor harvesting low-cost spare parts for repair andmaintenance. This involves acquiring engines onthe market that have been selected in line withspecific material needs. The parts or assembliesthat are harvested from these engines are gener-ally sent through the shop to regain serviceabil-ity, sold directly, or stored for later events.Lufthansa Technik generates a high volume ofsurplus parts from this teardown service, partsthat can then be installed in engines in a way thatis optimally oriented to individual workscopes.Customers profit from extremely low-cost spare

parts; the savings depend on their remaining use-ful life as well as other factors. Naturally, cus-tomers also have the option of turning over theirown removed engines to Lufthansa Technik forefficient final disposal.

This service also gives Lufthansa Technik ac-cess to LLPs — a decisive factor in the efficientoverhaul of a large engine. And if the customerdesires it, Lufthansa Technik’s engine shoppushes the share of surplus material used in anengine overhaul as close as possible to the theo-retical maximum.

Performance proves theconcept

Lufthansa Technik’s expertise in CF6 andPW4000 overhauls yields superior results. Its en-gine shop holds several records: numerous CF6-80C2 turbofans it has serviced have more than100,000 flight hours on the clock, and the timebetween removals of the PW4000 is approaching25,000 hours. This is a performance that only ashop with a strong airline background couldachieve. This airline background ensures a flexi-bility that enables customers to wish for whateverthey want — in the certainty that LufthansaTechnik will have a solution.

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Innovations developed over the last threedecades have established Eaton as a leader inthe growing field of engine prognostics. The

company’s debris-monitoring products can befound on the aerospace industry’s major gas-tur-bine engine programmes, including LEAP, GE90,GP7200, GEnx, Trent 1000 and Trent XWB.

“Eaton provides oil debris-monitoring prod-ucts for most of the industry’s commercial air-plane business, and our work also hasapplications in gas turbines for cogenerationplants, oil platform pumping stations, miningand other industries,” says Steve Showalter, chiefengineer of prognostic health management forEaton’s aerospace facility in Glenolden, Pennsyl-vania. “Our technology helps improve reliability,provides maintenance credits and increasesflight safety. When you supply a product that cando all those things, it’s a great selling point.”

Eaton’s oil debris-monitoring technology en-hances engine health and aircraft safety by cap-turing, retaining and analysing oil debrisparticles to determine if critical engine compo-nent failures are imminent. The technology alsofunctions as an early-warning system for pilots

and maintenance crews if conditions are de-tected that could degrade engine performance.

Eaton’s debris-monitoring products can alsosave money by reducing an aircraft’s mainte-nance burden. Engines equipped with Eaton’sdebris-monitoring system reduce the need formanual checks and inspections and enable con-dition-based maintenance, a more cost-effectivealternative that increases an aircraft’s time in theair during its life.

Eaton’s technology has evolved alongside theaerospace industry’s demand for lighter, morefuel-efficient aircraft. Eaton’s engineering teamhas led efforts to develop low-pressure debris-

As airframes and engines become smarter, engineering personnel

will be increasingly forewarned about potential faults, enabling

them to avoid problems before they occur. Oil debris monitoring is a

vital constituent of engine health monitoring and Eaton Aerospace

Group’s advances in this niche field have helped create a technology

that is driving improvements in safety, reliability, fuel efficiency and

lifecycle cost performance.

Oil debris

monitoring

monitoring systems that use less energy, operatemore efficiently and improve fuel economy.

“Reducing weight and improving reliabilityare both big issues in the industry,” Showalterconfirms. “Eaton’s quantitative debris-monitor-ing technology actually reduces the overall vol-ume of oil the engine must handle, which meansfluid conveyance components and oil reservoirscan be designed smaller and lighter. Weight re-ductions also help reduce stress on other compo-nents, which enhances reliability.”

Eaton engineers have access to extensive in-house, state-of-the-art testing facilities, includ-ing vibration, shock and environmental

www.mro-network.com



graph helps establish a basis for failure detectionlogic.

Chip detectors go a step further by using anindicator light to signal when chip counts in-crease. The magnetic field of a chip detector isdesigned to capture debris particles that canbridge a gap between two electrodes. This bridg-ing acts as a switch closure for an alarm circuit,or “chip light”.

Maintenance alert signals As engines have become more advanced, so

have their debris-monitoring requirements.Eaton began working on quantitative debris-monitoring technology for the General ElectricF118 engine, a non-afterburning variant of theF110 that powers the B-2 stealth bomber and theU-2 high-altitude reconnaissance aircraft. Theengine was introduced in 1988.

Nearly a decade later, the General ElectricGE90 ultra-high bypass turbofan engine becamethe first commercial aircraft engine with a quan-titative electronic debris-monitoring system.Eaton’s technology on the GE90, which powersthe 777 aircraft family, has racked up well over 20million hours of proven performance in protect-ing and prolonging engine health.

Eaton’s quantitative debris-monitoring sys-tem not only separates particles and air from oil,but also employs a magnetic, inductive particlesensor that analyses the number and size of par-ticles for a more accurate and detailed assess-ment of engine activity.

The sensor sends signals to a conditioner thatgenerates a digital pulse when a particle’s massexceeds a preset threshold. Since the output sig-nal is readily trended, the system provides prog-

nostic information about componentsand can help determine how long theengine or gearbox can be used safely —a requirement for condition-basedmaintenance. The data is relayed to pi-

lots and maintenance crews so actionscan be taken, if necessary, to prevent en-gine damage.

A maintenance alert signal is indi-cated by the majority of fatigue or

spalling failures, which occur gradually andprovide adequate time for detailed analysisand corrective action by ground personnel. A

mission alert signal is generated when levels ofdebris accumulation indicate that rapid onset orcatastrophic failures are detected, which would re-quire immediate action to avoid further damage.

With several years of field experience, Eatoncan point to numerous case studies in which theearly-alert system successfully detected events inample time to prevent engine damage.

“Even with the maintenance alert feature,there were some customers who were used todoing things manually and were using the quan-

capabilities, to gain deeper insights into enginesystem wear and strategies to improve engineprognostics.

“Eaton has always had close relationshipswith commercial and military customers in de-veloping new technologies,” says Einar Johnson,vice-president of customer solutions and servicesfor Eaton’s Aerospace Group. “Advanced debrismonitoring is a great example of Eaton’s focus onbeing a solutions provider for the industry, espe-cially with the push for higher fuel efficiency andlower emissions. We want our products to helppave the way to performance breakthroughs fornext-generation aircraft, and that means listen-ing to customers and understanding their spe-cific needs and goals.”

Chip collectors and chipdetectors

In an engine condition monitoring system, oildebris monitoring detects impending failures ofbearings, gears, splines and other oil-wettedcomponents. Bearing spalls in aircraft enginesare a leading cause of mechanical failures — butthey also leave behind clues that can lead to earlydetection and damage prevention.

When a damaged or contaminated bearingspalls, metal particles from the bearing eventu-ally show up in the lubrication system. Metal par-ticles may also originate during the enginebuilding process, from repair work or from nor-

mal wear.A chip collector is the most basic

method of detecting wear in lubricationsystems and can be found on the industry’s

major commercial and military aircraft turbineengines. It consists of a magneticplug to draw fer-

rous particlesfrom lubeoil and a

self-clos-ing valvethat allowsthe plug tobe removed

from a gear-box without drain-ing the oil. Chipcollectors are strategi-cally placed in individual scavenge lines,gearboxes or other locations to optimise captureefficiency.

Since chip collectors can only capture debris,plugs must be removed and sent away for analysisat frequent intervals to determine the lifecyclephase of gears and bearings. At an offsite facility,removed debris is catalogued and plotted accord-ing to an aircraft’s operational time. The resulting

Eaton’s advanced oil debris-monitoring system

captures, retains and analyses oil debris particles

to determine if critical engine component failures

are imminent. LEAP technologies will deliver

improvements beyond anything brought to market

to date. Fuel efficiency will improve by 15 percent,

nitrogen oxide emissions will be cut by 50 percent

and noise reduced.



titative debris-monitoring system only as a chipdetector,” Showalter says. “There have been caseswhen our system was reporting a problem sevenflight cycles before an incident.”

In addition to preventing engine damage, theearly-warning system helps to optimise mainte-nance schedules and reduce maintenance costs.Showalter notes that inspection intervals for initiallyfielded aircraft may start as low as 50 hours, com-pared with up to 2,000 hours for aircraft equippedwith advanced oil debris monitoring systems.

“This enables customers to earn maintenancecredits by reducing or eliminating the frequencyof physical checks,” he said. “They can streamlineoperations by reducing manpower or applyingresources to other tasks.”

Higher efficiencyIn addition to the quantitative debris-moni-

toring sensor and signal conditioner, Eaton’s oildebris-monitoring system includes the patented‘Lubriclone’ three-phase vortex debris separator,the industry’s only high-efficiency deaerator.Higher efficiency allows the oil reservoir to besmaller, which provides weight savings in addi-tion to earlier, more accurate information aboutengine conditions.

“Lube systems for gas-turbine engines are notjust for lubrication but are also part of the coolingsystem,” explains Showalter, who has originatedthree Eaton patents related to debris-separationtechnology. “Engines have scavenger pumps thatreturn oil from the bearing compartments to theoil tank. Dry sumps pull oil out of the compart-ment faster than it comes in, so oil can’t build upin compartments and cause problems.”

“When not pulling back oil, the scavengerpump pulls back air and highly aerated oil.Eaton’s products remove air and debris from themix and return oil to the tank. It’s amazing thatwe can inject tiny particles the size of pepper

flecks into a highly aerated oil mixture and beable to separate those particles out of the oil andplace them on a sensor,” Showalter comments.

The effectiveness of any debris-monitoringsystem is a direct function of the quantity of de-bris presented to it by the oil system. The GE90engine’s debris-monitoring sensor has a captureefficiency of 90 per cent at maximum engineRPM for debris particles characteristic of rolling-contact, fatigue-type bearing failure. The vortexseparator removes air from oil with an efficiencyof 95 per cent.

Showalter notes that original particle separa-tors had a high-pressure drop, but Eaton’s successin developing low-pressure separation technol-ogy has helped increase weight savings, fuel effi-ciency and reliability. The low-pressure designwas a pivotal advancement for Eaton’s debris-monitoring technology.

“In the low-pressure system, a pressure cen-trifuge takes fluid energy from the scavenger pumpand pumps it through a separator,” he said. “Heavyparticles move to the outside and lighter ones moveto the centre. The low-energy requirement helpswith fuel economy by saving horsepower, and thereduction in the overall volume of oil means fluidconveyance components can be designed lighter.This also puts less stress on other components. TheGP7200 engine was our first customer for the low-pressure design, and now the technology is on theGEnx, Trent 1000 and Trent XWB.”

Another Eaton advance has been the creationof a loop-system conditioning module in the de-bris-monitoring package. Eaton’s loop modulefor the Trent 1000 engine provides functions suchas particle detection and size classification, fil-tration and filtration housing, and a delta pres-sure indicator to detect abnormal filter cloggingrates.

Environmental impactIn 2012 jet-engine manufacturer Snecma se-

lected Eaton’s oil debris-monitoring technologyfor the CFM Leading Edge Aviation Propulsion

(LEAP) engine, a new baseline turbofan enginedesigned to power the next generation of single-aisle commercial jets. Featuring the industry’smost innovative materials and technologies,LEAP is expected to improve fuel efficiency by 15per cent and reduce nitrogen oxide emissions by50 per cent. It also will be significantly quieterthan its predecessors.

The drive for more fuel-efficient engines thatrun hotter and faster has created new challengesfor oil-based engine prognostics. Green enginesuse very little oil, and improved sealing and recov-ery systems ensure that oil stays inside engineslonger. As oil ages and depletes, some of its con-stituents begin breaking down and turning acidic,which could be harmful to engine components.

As engine manufacturers push temperatureshigher to increase burn efficiency, metallurgy hasbecome the limiting factor. Showalter says Eatonis working on debris-monitoring technology forsuper-efficient non-metal engines of the future.

“Next-generation bearings will be hybrids in-corporating steel and ceramic materials that canwithstand higher melt points,” he says. “They’ll alsobe much lighter. Hybrid bearings on helicopterswill produce 45 per cent weight savings in bearingsalone. They’ll run at higher rotations and at hottertemperatures for improved fuel economy.”

Following the rapid progress of debris-moni-toring solutions over the last two decades, John-son says Eaton will continue working ontechnology enhancements and pursuing strate-gies to expand into other industries and globalmarkets that have a need for its products.

“Eaton wants to be a lifecycle partner by provid-ing cost-effective solutions that help our customersimprove performance over the life of an engine,”Johnson says. “Debris-monitoring technology isdefinitely a solution that’s producing quantifiableresults in safety, reliability, efficiency and cost.”

“In an engine condition monitoring system, oil debris

monitoring detects impending failures of bearings, gears,

splines and other oil-wetted components.”

Eaton’s debris monitoring technology will be in CFM’s LEAP engine.


Roving

repairs

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31� ENGINE YEARBOOK 2014 �


It’s 7am at Montreal-Trudeau airport. Beneaththe yellow spotlights of a hangar in the tech-nical zone, a team of mechanics is hard at

work on an Air Canada 777, grounded for main-tenance. Moving closer, we see that the left en-gine has been removed and disassembledbeneath the aircraft. Several technicians areworking on the massive GE90 turbofan.

“It’s a team from Air France Industries KLMEngineering & Maintenance,” explains RobertParker, powerplant engineering manager at AirCanada. “We have an industry problem with LPT[low pressure turbine] stage 6 bleed failures,causing us to do a campaign around the wholefleet to replace the suspect parts. We first dealtwith AFI KLM E&M on a transfer gearbox failureand they really helped us out. After that good ex-perience, we approached them to see if they hadan option to help us out with the stage 6.”

In a well-rehearsed choreography, the four-person team is replacing the defective fan bladesone by one before reassembling the differentstages. Around them are several large cratesstamped with the AFI KLM E&M logo.

“It’s the tooling,” says Daniel Bertrand, AirCanada manager, international engine mainte-nance. “It’s a turnkey programme. AFI KLM E&Mhas developed an on-wing team to perform worklike this off-site. And one of the benefits of hav-ing this kind of solution is that we have been ableto take advantage of having the aircraft on checkand not using any corporate downtime for theaircraft to reduce the TAT of our campaign for theLPT6. They come with the tooling and they comewith the manpower, so it doesn’t drain AirCanada resources.”

Like Air Canada, a rising number of carriersare using on-wing services for engine mainte-nance and repair work. This applies particularlyto the GE90, which exhibits certain teethingtroubles that call for work well before the theo-retical 25,000-hour initial shop visit. But it’s alsotrue of older-vintage engines as well, such as theCFM56-5B or 7B.

The benefits of this type of on-site work aremany: it saves time and doesn’t disrupt opera-tions by taking advantage of a scheduled main-tenance slot; the problem is managed by an

Reducing engine maintenance costs starts with on-wing preventive

and curative maintenance, especially for the latest generation of

engines. Such early interventions are increasingly popular among

airlines, and MRO operators are offering services ranging from the

development of monitoring solutions to repairs and other work,

either on-wing or on-site with the customer. Here Air France

Industries KLM Engineering & Maintenance (AFI KLM E&M), outlines

a typical AOG event and describes some of the unique repair

solutions it has developed.



outside team that can operate independently byferrying in the necessary tools; it saves money bynot having to lease a spare engine, especially asGE90s are hard to come by; and, of course, thereis the guarantee of top-quality work performedby teams chosen for their expertise in the type ofengine concerned, and with in-depth knowledgeof all its unique features.

Monitor wizardsAir France and KLM were among the first air-

lines to operate the 777-300ER and the 777Freighter. Accordingly, AFI KLM E&M engineteams have proven experience in both operatingand maintaining those aircraft and the enginespowering them, and over the years the MRO hasdeveloped several monitoring solutions to detecttechnical problems on the first models delivered.

“Engine trend monitoring is increasingly cru-cial for carriers these days, as it means you cancarry out work at an early stage,” says Bruno Les-gourges, head of engines marketing at AFI KLM

E&M. “The sooner you operate surgically, themore you can optimise operating and repaircosts, so we have developed monitoring and de-fect detection programmes for several enginetypes, for our own and our clients’ aircraft.

“For example, take HPC [high pressure com-pressor] Stage 1 blade tip curl, a well-known de-fect on the GE90-94B. The software we developedrecords engine parameters inflight so that we candetect the problem before it causes more dam-age. We were also behind an initiative to developa special graduated gauge to accurately measurefan blade defects on-wing. This tool is now pro-duced as standard by Snecma and is an integralpart of the operator base kit. All our on-wing so-lutions are offered to our customers, who canthus benefit from the related scale-effect.”

In-house toolingInnovating to cut maintenance costs is now a

mantra for AFI KLM E&M. As is the principle ofpreventive maintenance, the cornerstone of any

maintenance programme, and this is increasinglybeginning on-wing. The list of special tooling de-veloped in-house by the MRO is extensive. Ex-amples include the “Wiggle Check” tool used tocarry out inspections on the GE90’s VBV rod endbearing, and a lubrication tool used in an in-house procedure to prevent any defects on thepart. Innovation also involves the ability toembed a team of on-site experts to carry out thesort of maintenance work that is usually done inthe workshop: a gearbox or fan disk replacementon a CFM56-7B can now be carried out directlyon-wing, for example.

“But the real innovation is still an MRO’s abil-ity to continuously adapt to its clients’ needs,”says Lesgourges. “That means being responsive,offering suitable technical solutions at controlledcosts, and being able to implement them at anytime, anywhere in the world, and on-wing, espe-cially in the case of an AOG.”

That is exactly what happened to an AFI KLME&M team following an engine breakdown on aGE90 engine on a 777-200. After making anemergency landing in Irkutsk, Siberia, the air-craft was grounded until it could obtain a re-placement for the faulty engine. It was achallenge that called for the lease of an Antonov24 to transport the technical team and the spareengine, as well as all the tooling needed to carryout the work directly under the aircraft, and intemperatures of -37˚C! It was a tailor-made solu-tion for a very special job, and also one placedunder a lucky star as it happened on ChristmasEve.

“We were also behind an initiative to develop a special

graduated gauge to accurately measure fan blade defects

on-wing. This tool is now produced as standard by Snecma.”

Bruno Lesgourges, head of engines marketing, AFI KLM E&M


Boeing and GE Aviation have worked to-gether on the 777 aircraft programmesince 1990 when GE Aviation launched

the GE90 engine concept, a new clean-sheet de-sign for Boeing’s then-new 777 aircraft. The en-gine incorporated advanced technology and wasthe first engine to use composite material for thefront fan blades.

The early years for the GE90 programme werechallenging with development problems and de-lays. During much of the 1990s, the GE90 trailedcompetitors for engine sales on the 777 family.That changed with the first growth 777 aircraft —the 777-200ER — and GE90 sales and perform-ance started to greatly improve. Yet GE decided toend a planned GE90 growth programme in 1997.

In the same year, however, GE Aviation pres-ident and CEO Jim McNerney convinced Boeing

that an even larger GE90 engine, called theGE90-115B, would be the right choice to powerthe larger 777s. In 1999, the GE90-115B enginewas awarded an exclusive contract to power thenew Boeing 777-300ER, -200LR and Freighter.

At 115,000 pounds of thrust, the GE90-115Bengine includes performance-enhancing featuressuch as a 3-D aero compressor and wide-chord,swept composite fan blades for greater efficiency.The fan blades have accumulated more than 30million flight hours. The dual annular combustoremits no more than 40 per cent of the hydrocar-bons allowed by today’s international standards.In addition, today’s GE90-115B engines have beenenhanced to help reduce 777-300ER fuel burn by3.6 per cent from the 2000 launch specification.

By the mid-2000s, with fuel prices rising, thehighly efficient 777-300ER began to experience a

dramatic sales surge around the world. TheGE90-115B was arguably the best service entry forany new GE engine. At the same time, airline cus-tomers buying smaller 777 models migrated tothe lower-thrust GE90 engines. Today, nearly all777 models are sold with the GE90 engine.

More than 2,000 GE90 engine have been soldto date, including 1,500 GE90-115Bs on order forcustomers of the 777-300ER, -200LR and 777Freighters. The GE90-115B-powered 777 is con-sidered to be one of the most popular aircraftcombinations in service. In 2013, GE plans to pro-duce more than 210 GE90-115B engines. This fig-ure will grow to more than 220 engines in 2014,making for significant production growth for GEand its revenue sharing participants Snecma ofFrance, Avio Aero of Italy and IHI Corporation ofJapan.

When Boeing selected GE Aviation to design and manufacture engines for its new next-generation 777

aircraft, it was the continuation of collaboration between the two companies that dates back to 1999

with the GE90-powered 777 family. Now GE is working on an upgrade, the GE9X, which will provide up

to 10 per cent better fuel efficiency than current GE90 models.

Progressing towards

the GE9X

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GE90-115B. Key features include a 132” diametercomposite fan case and fourth generation com-posite fan blades; next-generation 27:1 pressureratio high pressure compressor (HPC); a third-generation TAPS (twin annular pre-swirl) com-bustor for greater efficiency and low emissions;and ceramic matrix composite (CMC) materialin the combustor and turbine.

Taking fan technologies to the

next level

The GE9X fan module incorporates severalunique features. The front fan of the new engine

will be the largest of any GE engine at 132inches in diameter and include a durable,lightweight composite fan case similar to thefan case on the GEnx. The fan case willlower the weight by 350lbs per engine com-

pared with a metal fan case. “The GE9X fan blade will feature new high

strength carbon fiber material and a steel alloyleading edge,” says Millhaem. “This new materialalong with a higher fan tip speed will improve theefficiency of the low pressure turbine and deliverimprovement in fuel efficiency compared withthe GE90-115B engine.”

The fan blades in the GE9X engine will befourth generation composite fan blades. GE Avi-

For GE Aviation, the GE90 has meant morethan just revenues, income, and work for our net-work of factories. Its technology is the basis forthe best-selling GEnx for the new 787, and highlyinfluenced the GP7200 engine for the A380 andCFM’s new LEAP engine, set to power the737MAX, A320neo, and COMAC C919.

GE90 becomes GE9X

The latest model in the successful GE90 en-gine family is the GE9X. GE Aviation has beenhard at work for several years developing newtechnologies. This technology developmentprogramme picked up steam in 2013 withseveral key tests on the schedule.

“In 2013, GE is focused on maturing ad-vanced technologies for the fan, high-pres-sure compressor, combustor andhigh-pressure turbine and as well continuingdevelopment on new material, such as ce-ramic matrix composites for the GE9X engine,”says Bill Millhaem, general manager of the GE90programme at GE Aviation. “Overall, GE willspend $200 million this year on technology matu-ration programmes for the GE9X engine.”

The advanced technologies in the 100,000lbs-thrust-class GE9X engine will provide a 10 percent improvement in fuel burn over today’s





“Air from the high-pressure compressor is directed into the

combustor through two high-energy swirlers adjacent to the

fuel nozzles. This swirl creates a more homogeneous and

leaner mix of fuel and air, which burns at lower temperatures

than in previous jet engine designs.”

ation developed the first composite fan blade forits GE90-94B engine in 1995. Composite fanblades also feature in the GE90-115B and GEnxengines. GE has accumulated more than 30 mil-lion flight hours with composite blades and an-ticipates more than 100 million flight hours ofexperience when the GE9X enters service laterthis decade.

Current plans call for the GE9X engine to fea-ture 16 fan blades, which are two fewer bladesthan the GEnx and six blades less than the GE90-115B. This fan blade reduction is possible with ad-vances in three-dimensional (3D) designcapabilities that enable engineers to create amore swept design and larger fan chord.

GE Aviation began testing its new compositefan blades for the next-generation GE90 enginein June at the ITP testing facility in the UnitedKingdom. The first round of tests focused on val-idating the new composite material. The resultswere very positive. GE plans a second round oftests at ITP later this summer to further validatethe new fan blade composite material and metalleading edge.

Before 2014 GE also plans to run UniversalPropulsion Simulator (UPS) fan performancetests on a fan rig at a Boeing facility in Seattle,Washington. Work is already underway on thefan rig and facility for these tests. These tests willvalidate the fan’s aero performance, acoustics and

fan flutter margins as well as the aeromechanics’response in crosswinds.

Record-setting compressorThe GE9x engine features an 11-stage HPC

with new aerodynamic technology and a fourth-generation powered alloy material that will pro-duce a 27-to-1 pressure ratio, which will be thehighest pressure ratio of any commercial enginein service. The new HPC design will significantlyincrease thermal efficiency and contribute to the10 per cent improvement in the engine’s fuelburn.

GE Aviation assembled a 90 per cent scale rigof the full size HPC, and the rig test will be testedat a GE Oil & Gas facility in Massa, Italy in Au-gust. The HPC rig will include more than 1,000pieces of instrumentation.

A GE LM2500 engine will generate more than29,000 horsepower to drive the HPC during thetest. The test will be completed by year end and



will demonstrate the compressor’s performanceand operability. An additional HPC module testis scheduled for 2014 to test further enhance-ments to the HPC design based on this year’s testresults.

“During the last year, GE Aviation has in-vested about $4 million in new equipment at theGE Oil & Gas testing facility in Massa, Italy,where the HPC rotor stator module test willoccur,” says Millhaem. “This new equipment willenable the test cell to accommodate the record-setting 27-to-1 pressure ratio of the HPC.”

Among the test cell upgrades are: an en-hanced ventilation system capable of the coolingand heating required by the HPC module; aunique exhaust frame and water quenching sys-tem; and new instrumentation and data acquisi-tion systems.

TAPS: lean burn at its finest

Lowering exhaust emissions in jet engines, es-pecially oxides of nitrogen (NOx), continues tobe a worldwide requirement. GE has proven to beat the forefront with its unique Twin Annular,Pre-mixing Swirler (TAPS) combustor.

The technology has been proven on the GEnxengine, which powers the 787 and 747-8 aircraft.For the GE9x engine, GE has evolved the technol-ogy to its third generation.

The combustor is the section of an enginewhere fuel is burned. The key to the TAPS com-bustor is how air and fuel are pre-mixed beforethey are burned in the combustor. Air from thehigh-pressure compressor is directed into thecombustor through two high-energy swirlers ad-



jacent to the fuel nozzles. This swirl creates amore homogeneous and leaner mix of fuel andair, which burns at lower temperatures than inprevious jet engine designs.

The vast majority of NOx is formed by the re-action of oxygen and nitrogen at high tempera-tures. NOx levels increase the longer theburning fuel/air mixture stays at high tempera-tures. The lower temperatures generated in theTAPS combustor results in significantly lowerNOx levels.

In addition to lowering ozone-depleting NOxemissions, the TAPS combustor will produce lowlevels of carbon monoxide and unburned hydro-carbons. TAPS also has the potential to signifi-cantly reduce soot and related exhaustparticulates. Also, because the TAPS combustorburns at lower temperatures, it will improve thelife of components further downstream in theengine.

For the GE9x, the combustor will have to op-erate at the highest inlet pressures and tempera-tures ever and the engineers have redesigned theTAPS combustor to handle these higher temper-atures while producing lower NOx emissions byincorporating CMC inner and outer liners andnext-generation mixer.

To test the combustor at full inlet pressureand temperature conditions, GE is building aspecial purpose facility to accommodate the rig.The full annular rig test is scheduled for late 2014or early 2015.

Ceramic CompositesGE has been developing and testing ce-

ramic matrix composite (CMC) material forseveral decades. The GE9X engine is amongthe first GE engines to incorporate this newmaterial into the combustor and high pressureturbine modules.

CMCs weigh about one third of their compa-rable metal parts with twice the strength advan-tage and greater thermal capabilities. This allowsfor more flexibility in the engine design by takingweight out for the components as well as in thesupporting structures.

Besides the combustor liner, the GE9X isevaluating using CMC in the stage two highpressure turbine blade. The engine benefitsfrom the lower weight of the blades as well as asmaller and lighter rotating structure. Finally,as it is a non-cooled part, more of the air willstay in the primary flow path where it will ben-efit fuel burn.

Next year, GE will conduct endurance demon-strations on CMC components in a GEnx engineas part of the technology maturation programmefor the GE9X engine.

Engine development on track“The GE90 engine has developed a strong

reputation in the aviation industry and we arebuilding on this reputation with the GE9X,” saysMillhaem. “While we’ve been working on thetechnology for the GE9X for several years, welook forward to building the first full scale en-gine and running it for the first time. There isnothing like that moment and we are just a fewyears away from this milestone in the pro-gramme.”

The first engine test is scheduled for 2016.This milestone will be followed by flight testingon GE’s flying testbed in 2017 and engine certifi-cation from the Federal Aviation Administrationis anticipated in 2018.

“The programme is in good shape, and cus-tomers have responded enthusiastically to thenew technologies we are offering,” says Millhaem.“We look forward to designing, testing and de-livering the GE9X engine to our customers by theend of the decade.”


If you blotted out any thought of what hap-pens to aircraft residuals as they near the endof a first lease, you might think all was well

in the leasing market. Competition for sale-and-leasebacks is so great that it is clear that the cur-rent market has once again become dominatedby the operators. Sure, larger lessors are buyingin volume, but lease rates still echo the effect ofoversupply in a delicate market. Such is the com-petition for A320s and 737-800s (despite the rel-atively imminent arrival of the neo and MAX)that many investors consider widebody aircraftthe only party in town, though big players preferto limit themselves to only a handful of A330 and777 deals, usually with Middle East or Pacific Rimcustomers.

The spare engine market would appear to be nodifferent in that regard as competition for sale-and-leasebacks of narrowbody engines intensifies.Lessors continue to be squeezed by operators whoare unwilling to pay for good engines with plentyof green time. Consequently lease rate factors havedropped by 10 basis point from a 0.82 per cent av-erage, making it very difficult to make any profiton new engine deals if lessors continue to pay closeto list price. The overheated narrowbody enginemarket has influenced a larger number of lessorsand investors to look more carefully at widebodypowerplants, particularly those fitted to the largertwin-jets.

This is a risky strategy if the additional con-siderations that drive the widebody market aren’t

Widebody engine leasing is a different ball game to the narrowbody engine rental market. Aside from

much higher purchase costs, lessors of large engines must cope with much greater OEM intrusion into

the aftermarket as well as limited opportunities to acquire the latest generation of engines. Stuart

Hatcher, head of valuations and risk at the International Bureau of Aviation, explains current and future

risks and opportunities in the widebody engine lease market.

Leasing

long-range power

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3500

3000

2500

2000

1500

1000

500

0

CF6-80E1

PW400-1

00

Trent 7

00

A330 Tota

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GEnx (787 o

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Trent 1

000

Undeci

ded 787

787 Tota

l

Trent X

WB &

A350 T

otal

GP7200

Trent 9

00

Undeci

ded A380

A380 Tota

l

GE90-7/8

/9

GE90-110/1

15

PW4000-1

12

Trent 8

00

777 Tota

l

Engine programme

Nu

mb

er

of

en

gin

es

fit

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Engine widebody fleet 64k & aboveBacklogDelivered

explored in depth. Whereas narrowbody enginesare attractive because they are generally cheaper,with a wide parts and maintenance market andoperator base — widebody engines are more ex-pensive, heavily controlled by operators and theOEMs, and are often heavily tied up in operator-friendly power-by-the-hour contracts that re-strict third-party parts management. The upside,however, is that widebody engine leases tend tobe longer and can be managed more in line withaircraft leases.

Most established engine portfolios alreadycontain widebody engines, but these typicallyonly cover the less expensive CF6-80C2,PW4000-94 and CFM56-5C engines designed topower the later generations of the 747, the 767,the MD-11 and A340-200/300s. Given the consid-erable drop in demand for those aircraft types inrecent years, the focus for many has switched to-wards acquiring engines that power the laterbuild A330 and 777 families. However, that is eas-ier said than done.

Predicting post-lease demand,part-out andloss-given-default

As one would expect, the capital cost to ac-quire the largest engines can be considerable.One could buy three new CFM56-7B27E enginesfor the price of one new GE90-115B, though priceis not even the main stumbling block. Lessors aremore concerned about what options will be openonce the lease period is over. Major question hangover post-lease levels of demand, who the poten-tial lessees will be, engine part-out options, theextent of loss-given-default, replacement tech-nology and how pricing will hold up over time.



A more immediate problem is where oneactually sources such engines from. With veryfew direct lessor-OEM purchases performed(because the largest lessors are OEM con-trolled so prices are high to discourage compe-tition), the most likely source is through asale-and-leaseback deal or direct from one ofthe OEM-controlled lessors. The sale-and-leaseback approach may appear simpleenough, but with so many operators signing upto power-by-the-hour contracts such as Total-Care or OnPoint, opportunities may not comeup too often. As we have seen many times,when an operator does decide to sell and lease-back spare engines, it is often the OEM-con-trolled lessor that ends up being the successfulbidder; they are able to structure deals suchthat book values remain low to account for lowrentals and they are able to price maintenanceand parts at cost. These engines will then re-enter the market at a later date, although thebidding is usually closed and is just betweenlessor and buyer.

This activity therefore keeps the market forthe larger engines relatively tight and closed toanyone outside the operators and the chosen fewthat the OEMs have let in. This activity thereforemakes it very difficult to predict what optionswill be available at lease end. Demand is proba-

bly easiest to ascertain if one knows the numberof spares built, the likely status of the host air-craft fleet by the end of the lease, and the me-chanical reliability of the engine fitted. Asengine programmes mature, the OEM strangle-hold tends to weaken as operators who buy age-ing aircraft avoid OEM deals and opt to sourcetheir own spare engines and maintenance in ac-cordance with the more traditional time-and-material approach. This is not unusual when youconsider that for many engines there will be verylittle LLP replacement performed as the aircraft’scyclic utilisation is so low. So the number of po-tential lessees is expected to grow over time,which does provide comfort to those looking toinvest.

The potential part-out options available do,however, cause concern. It remains true for all en-gines that a great deal of residual value remainstied up in the engine core, LLPs and accessories.

“When an operator does decide to sell and leaseback spare

engines, it is often the OEM-controlled lessor that ends up

being the successful bidder; they are able to structure deals

such that book values remain low to account for low rentals

and they are able to price maintenance and parts at cost.”



If engine maintenance is heavily controlled, andthe market for used parts ends up becoming re-stricted, then the underlying residual value forthe engine (and aircraft for that matter) wouldbe affected. On the upside, over time OEMs arelikely to be more lenient about third-party shopsfitting parts (OEM parts at least), but at the sametime we expect their control will strengthen forthe early part of the engine’s life.

The OEM’s control of the market will alsoheavily influence the loss-given-default situa-tion. If the secondary and part-out markets arerestricted then the number of potential buyers orlessees will naturally become smaller. When youcouple that with the possible magnitude of main-tenance liens, the exposure is large. On the up-side, however, the number of defaults affectingthese engines is actually very small. The operatorlist for large engines includes more flag-carriersthan for narrowbody engines which improves the

risk score. Moreover, the assets themselves areconsidered to be the most cost-effective aircraft-engine combination for high-density or long-range traffic, and therefore will be the last to berelinquished in a cost-cutting exercise.

The modern widebody enginemarket

Judging by what we monitor and the numberof enquiries we receive, the key assets within thissector include the engines that power the A330,A380, 777-200LR/F/300ER, and 787.

As the A330 market has been established thelongest within this list, there are many differentengine versions available, each with importanttechnical considerations that will affect marketvalue. Of the options available, the CF6-80E1 andPW4000-100 have traded reasonably well as theOEM has shown relatively little interest in con-trolling the market, in contrast to the market-leading Rolls-Royce Trent 700. Consequently,while we expect the ongoing spare engine leasingopportunities for the Rolls-Royce engine to im-prove given the size of the market share, the part-out opportunities for the General Electric andPratt & Whitney engines will make them attrac-tive investment opportunities to those who liketo take a much longer view. With many leaserates being driven by sale-and-leaseback salespricing we tend to see a relatively tight band be-tween $100-120k per month for longer-termleases; some short-term peaks and troughs canpush these figures out by another $20k in eitherdirection. Sales pricing remains quite high for allengines as trading frequency remains low anduncommon past the original sale and leaseback.

Whilst it is early days for the A380 spare en-gine market, some spare engine opportunitieshave arisen, although the volume remains smallindicating that neither OEMs nor operators feelpressed to increase the number of engine ownersor managers. This should improve over time, es-pecially when one considers that the four-engineaircraft requires higher spares ratio, but unlessthe number of aircraft on backlog increase sub-stantially, neither engine choice for the A380 maystimulate much demand.

The GE90-110/115B engine, on the other hand,grabs the most attention. This is partly becauseit is the largest and most expensive, but also be-cause it is the only engine mentioned here thatis fitted to an aircraft with only one engine op-tion. Its host aircraft, the 777, is in such demandthat it even tops some investor polls ahead of the737-800 and A320. It is no secret that the major-ity of spare GE90-110/115Bs are managed andowned by GEEL and with such a high proportionof the population having been enrolled on theOnPoint programme, it is very difficult to seewhere new engines can be acquired. Of the op-erator driven sale-and-leasebacks that have oc-

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curred, most have been closed by the OEM-con-trolled lessor with only a handful being boughtby independents. Over time this dynamic is sureto shift away from the OEM, but only as far asownership is concerned; ongoing management islikely to remain under the OEM’s control.

Given the level of OEM control in the GE90market, the potential future for engine part-outis still untested. Many will argue that the OEM’sinvolvement will hamper demand for parts untilthe end of the decade, but it is of our view thatthe engine’s generally low cyclic utilisation willprevent any second-hand LLP market developingfor at least another 10 years. Ongoing develop-

ment of core parts to improve fuel burn anddurability will be more influential.

Varying lease termsUnlike other large engines, our experience

with both aircraft and spare engine leases hasseen a wide variance in the reserve methodologyused by lessors, which is surprising when mostmodern leases tend to follow a similar pattern. Atone end of the spectrum we have encountered allLLPs (including the static ones that that are ex-pected to never reach expiry) being covered; atthe other end, parts with lives in excess of 15,000cycles are reserve exempt. This is a wide spec-trum that runs from replacement costs approach-ing $15m to compensation that could potentiallybe zero! Although we do not expect many LLPs(if any to be replaced) in the majority of GE90s,collecting security in the form of compensationor reserves would still be advisable.

Similar to reserves, we have also encountereda wide band of lease rentals depending on the na-ture of the original sale and leaseback, such thata variance of over $100k is not uncommon be-tween the highest and lowest rents. Uninflu-

“The OEM stranglehold tends to weaken as operators who buy

ageing aircraft avoid OEM deals and opt to source their own

spare engines and maintenance in accordance with the more

traditional time-and-material approach.”



enced by the original sale price, we still expectthe majority of medium term rates to fall withinthe $190-280k band, with some older deals at thelower end of the range.

Future technologyThere is undoubtedly some concern over the

timing of the likely 777 replacement, the 777X.Rumoured to be launched late 2013 (and possiblyalready launched by the time this article has beenpublished), the 777X is not expected to enterservice until 2020-2022, at which point the in-cumbent 777-300ER fleet will be considerable.The 777X’s GE90-9X engine will be crammedwith new advances in material science, 10 percent lower fuel burn, higher reliability, fewerblades, better combustor, and numerous othertechnologies. But what will happen to GE90-110/115B demand? In the short-term, basicallynothing is expected. At eight deliveries permonth, it will take 10-12 years to replace the cur-rent fleet of 777-300ER/200LRs and freightersand that doesn’t consider growth or replacementof the previous 777 generation, otherwise the re-placement will be close to 20 years.

We expect much of the current fleet to re-main with operators until the 777X can be deliv-ered in numbers. As the residual values for thecurrent GE90-110/115B are expected to remain rel-atively high for the next decade and beyond, wealso expect that the number of sale and lease-backs will increase substantially between nowand 2020 as operators capitalise on assets, andOEM lessor GEEL spreads risk and prepares forthe growth of the GEnx and GE90-9X. Of course,the timeline could be altered if Airbus opts tolaunch a larger A350-derived aircraft to bridgethe gap between the A350-1000 and A380, al-though we wouldn’t expect that to occur untilcurrent A350 testing progresses further.

Although too early to encounter much activ-ity yet, the prospective GEnx and Trent 1000 en-gine markets are expected to attract the attentionof many investors over the next few years in asimilar way to the Trent 700 and GE90-110/115Bmarkets. The market is fairly well split betweenthe two options and both will have their fair shareof tier one credit operators. So, assuming thatOEM aftermarket dominance for both types, weenvisage that a long-term leasing market willperform well, provided investors do not rely onpart-out to mitigate risk.

Although future demand for widebody en-gines look bright, relative to the ubiquitous CFMand IAE deals there are many additional factorsthat should be explored first as the market is notsolely defined by the success of the host aircraft.The increasing dominance of the OEMs hindersa more more open and competitive market, buttheir control is something that is expected to in-crease not relax. For years OEMs were heavily re-

liant on future maintenance revenues to recoupdevelopment costs for engine programmes. Withthe growth of power-by-the-hour initiatives,OEMs have been able to gather that cash muchsooner, squeezing the MROs and lessors in theprocess. OEM schemes are therefore here to stay,although they will continue to evolve themselves.While early agreements were extremely operator-centric, the growth of the leasing community haspushed the OEMs to adapt their programmestoo. They may not have gone not far enough yet,but this is a step in the right direction.


Simulating the

engine of the futureOf all the future advances in airframe and engine technology, distributed propulsion combined with

blended wings might have the best potential to deliver the performance and efficiency improvements

that airlines will require by the middle of this century. Here, Dr Devaiah Nalianda of the Department of

Power and Propulsion at Cranfield University in the UK, in collaboration with colleagues Prof. Pericles

Pilidis, Prof. Riti Singh, Dr Panagiotis Laskaridis and Dr Vishal Sethi, describes how the trade-offs of such

future systems can be modelled by the institution’s TERA process, and how TERA can be used to support

operators of current engine technology.

The conventional jet engine transformedcivil aviation. It is a prime example of adisruptive technology, and it basically up-

rooted the long-serving piston engine by allow-ing aircraft to fly at greater speeds and aboveweather systems, transporting passengers incomfort and safety.

But, even though the jet engine itself hasevolved — becoming quieter, more fuel efficientand environmentally friendly — its ubiquity andreliance on fossil fuels means it could become avictim of its own success. The predicted rise inpassenger traffic and the challenges of meetingfuture environmental goals have, once again,forced the industry to pursue a revolutionary al-

ternative and develop another disruptive tech-nology.

Such technologies are innovations thatchange the rules of the game, introducing a newvalue proposition. They may have to outperformthe technologies they seek to replace, but theymust necessarily offer new and valuable featuresthat justify their implementation, while main-taining the highest safety standards. If enoughmomentum can be gathered, the new disruptivetechnology will evolve to replace its predecessor.

The search for a future aircraft and suitablepropulsion system requires a cross-disciplinaryeffort that focuses on feasible airframes andpropulsion systems. On top of that, the applica-

tion of alternative fuels, safety and reliability,noise reduction and operating costs are all keyconsiderations.

The aviation industry recognises the‘Blended Wing Body’ aircraft and ‘DistributedPropulsion’ (Fig. 1) as two of the most promisingdisruptive technologies, with the potential tochange how aircraft interact and affect the envi-ronment. It is supported by various organisa-tions such as NASA, Rolls Royce, Airbus andBoeing. Cranfield University is also engaged inthis field of research and has developed variousnovel concepts to improve both propulsive effi-ciency and airframe performance. Consequently,it has recently been awarded a three-year inter-

Figure 1: Conceptual image of the N3-X Concept — Distributed Propulsion on a Blended Wing Body airframe (image courtesy of NASA).

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national grant from NASA to further research inthis field.

Utilising a concept called TERA (Techno-eco-nomic & Environmental Risk Assessments), theDepartment of Power and Propulsion at Cran-field University researches promising conceptsthat are primarily aligned to the industry’s re-quirements. Long-term goals of research basedon this concept are aimed towards achieving sus-tainability in the aviation industry, essentially byidentifying and addressing technical challengesassociated with the implementation of revolu-tionary technology in the future. The applicationof a distributed propulsion system on blendedwing airframes may be considered a typical ex-ample of such endeavour.

Short-term goals are based specifically on in-dustry requirements, and are focused on improv-ing performance, efficiency and the life of enginecomponents and integrated systems. These as-sessments may investigate: improved designsand repairs; the effects of technologies to im-prove reliability; and how to reduce operatingcosts and increase time on wing.

TERA — the concept TERA as a concept essentially comprises a

framework of mathematical models to simulateand optimise the performance of a single or set

of technologies (Fig.2). The framework improvesvisibility of risks, while enabling its user to com-pare and rank competing schemes on a formaland consistent basis, so that investment re-sources may be allocated efficiently.

The framework is modular in structure andconsists of a set of core mathematical models,which allow simulation of detailed aircraft pow-erplant integrated systems. The core models canbe further coupled with a wide range of environ-ment, economic and risk models. The assess-ments are conducted on a system and missionlevel and may be used to deliver a reasonablyclear view of the relative risks and benefits ofpromising but uncertain concepts at lower tech-nology readiness levels of development. Thismethod offers an independent and consistentevaluation procedure to allow comparative stud-ies of complex systems, encompassing local andglobal conditions.

TERA has been extensively used in the past toconduct design space exploration trade-off stud-ies, parameter sensitivity analysis, asset manage-ment and multi-disciplinary optimisation.

Applying TERA to distributedpropulsion and blended wings

TERA’s multi-objective assessments have in-dicated that significant changes in vehicle and

propulsion system designs are required to meetstringent environmental (NASA’s N+3 andFlight path 2050) targets. The assessments fur-ther indicate that, amongst many evaluated op-tions and despite a significant number oftechnological challenges, Turboelectric Distrib-uted Propulsion (TeDP) on a blended wing plat-form has the potential to eventually achievethese targets.

TeDP involves the use of remotely and opti-mally located gas-turbine core engines to powersuperconducting electric generators. These gen-erators, in turn, drive superconducting electricmotors which are coupled to a series of small dis-tributed electric fans.

The key benefits of this arrangement includevery high effective bypass ratios coupled with thesuperior efficiency of large core engines; bound-ary layer ingestion to achieve higher propulsiveefficiencies; lower fuel burn; lower landing andtake-off noise; and various other integration ad-vantages.

Applying TERA to engine cycleoptimisation

An example of a short-term TERA trade-offstudy is illustrated in Figure 3. The figure is es-sentially a graphical representation of the designspace generated from a typical assessment un-dertaken for an optimised fan design on a highbypass ratio turbofan engine. For this example,design bypass ratio (BPR) and design fan pres-sure ratio (FPR) were varied, but the design com-ponent efficiencies and main core designparameters such as overall pressure ratio (OPR),the high pressure turbine entry temperature(TET) (at take-off and top of climb) and coremass flow were assumed to be constant.

Cost of Aquisition

Cost of Operation Noise

Fuel Burn

Emissions:NOx, CO, UHC, Soot

CO2, H20,Contrails,Cirrus Cloud

Engine performance model

Aircraft model

Environmental model

Emissions model

Noise model

Engine dimensionsmodel

Engine maintenancecost model

Engine weightmodel

Engine cost model

Optimiser

Figure 2: Typical TERA optimisation framework.

“Vast improvements in computing in the past decades have

enabled the development of more complex simulation codes

and applications.”



tive criterion, for example trading noise marginfor a better fuel burn or direct operating costs.

Dr Vishal Sethi, Cranfields group head ofTERA, civil aviation says: “TERA is an adaptabledecision support framework for preliminary as-sessments of aircraft and engine integrated sys-tems and helps in identifying the most promisingdesign solutions and asset management strate-gies for given objectives.” Concerning the appli-cation of TERA to system design he goes ontostate: “Apart from having a capability to rapidlyexplore the design space for more economicaland greener engine concepts, the results from aTERA-based assessment provide a useful startingpoint for in-depth studies using detailed OEMproprietary design software suites or operatorstandard practices.”

TERA for asset management Another useful output of TERA is for asset

management. Cranfield University has appliedthe TERA concept to:� Multi-disciplinary aircraft trajectory optimi-

sation (also comprising smart ground opera-tions and wake vortex separations)

� Techno-economic and environmental analy-sis of engine upgrades (Service Bulletins)

The analysis demonstrates the trade-off be-tween specific fuel consumption (SFC) and mis-sion fuel burn. An increased BPR, leads to animprovement in propulsive efficiency and conse-quently an improvement in SFC. However, in-creasing BPR beyond a certain point will meanthat the additional weight and drag penalties (as-sociated with a larger nacelle, the need for anextra LPT stage and a thicker fan casing for fanblade-off containment) will overwhelm the im-provements in propulsive efficiency, thereby in-creasing fuel burn.

The analysis also considers the effects of thedesign optimisation on relative increase or de-crease in engine noise and direct operating cost,indicated by the black and white iso-contours re-spectively. Engine noise is proportional to theeighth power of exhaust jet velocity. Lower FPRstranslate to lower jet velocities and consequentlyless noise.

This analysis demonstrates the usefulness ofthe TERA concept for both quantitative and qual-itative trade-off studies. It indicates the region ofthe design space that may be considered for finaldesign based on a single objective. Alternatively,it also enables identification of the trade-offs thatmay be required in order to satisfy a multi objec-

Figure 3: TERA assessment undertaken for an optimised fan design on a high bypass ratio turbofan

engine.

About Cranfield UniversityCRANFIELD UNIVERSITY takes a practical andholistic approach right across the businessof flying. Valued across the industry for itsmulti-disciplinary approach, it practises andplays a significant role in the aerospace busi-ness, maintaining commercial partnershipswith industry leaders such as Rolls-Royce,Airbus, BAE Systems, and Snecma, to namea few.

The Department of Power and Propul-sion at Cranfield University, headed by Prof.Pericles Pilidis, supports one of the largestpostgraduate research groups in the worldfocused primarily on gas turbine engineer-ing. It has an international reputation for itsadvanced postgraduate education, extensiveresearch activity and applied continuingprofessional development programmes. Italso has more than a decade-long relation-ship with Rolls-Royce through the Univer-sity Technology Centre (UTC) inperformance engineering.

Its concept TERA, though centred on air-craft powerplant engineering at its incep-tion, has in over 30 years evolved into apowerful and effective tool to solve engi-neering challenges in many other fields ofgas turbine application. Through contribu-tion of intellectual inputs from doctoral andmasters researchers, its real-world applica-tions and its tools have achieved very highlevels of maturity and continue to be a valu-able asset to the aviation industry.

Via its advanced postgraduate and spe-cialised programmes, coupled with state-of-the-art research tools and facilities,Cranfield University strives to remain thekey destination for the training and researchneeds of the aviation industry.



� Compressor washing frequency� Sensitivity to hypothetical future fuel prices

and emission taxation scenarios

TERA and the aftermarket TERA currently has a number of effective

state-of-the-art customised analytical and diag-nostics tools, (web based and offline) that havebeen used in numerous projects by the industry.These tools have been effectively used to accom-plish a wide variety of technical tasks, from opti-mising conventional system designs toimproving the effectiveness of component de-signs; to developing training aids to analyse anddemonstrate engine performance at various op-erating conditions; to performing fault diagnos-tics and gas path analysis; to cost-benefit analysisunder stringent environmental regulations; andto product upgrades.

The aftermarket industry, similar to the entireaerospace industry, exists in a rapidly evolvingenvironment. In order to retain a lead or to be-come more competitive the industry is currentlyinvesting in two critical areas: research and train-ing. Some of the key tools in TERA that havebeen successfully used for this purpose have beenthe WebEngine and Diagnostics Tool Suite.

WebEngineGas turbine simulation has always been a field

of extensive research in the jet engine era. A largenumber of simulation codes have been released

during the last four decades, covering a widerange of applications, code structures and de-grees of fidelity. Vast improvements in comput-ing in the past decades have enabled thedevelopment of more complex simulation codesand applications. However, even though thesecodes enabled simulation and analysis of ad-vanced cycles and complex engine configurationswith realistic attributes, the need for local instal-lation and appropriate configuration hamperedits wider application and utilisation.

The WebEngine is a gas turbine simulationtool developed by the Department of Power andPropulsion of Cranfield University as a part ofthe TERA tool suite (Fig.4). With the ultimateobjective of enhancing its reach to a much widercommunity, its novelty lies in its online andglobal accessibility through conventional webbrowser and internet connectivity. It incorpo-rates two main technologies: a reliable andstate-of-the-art performance simulation solverthat is the core of the application; and an er-gonomically designed web-based user interfaceand client-server architecture configuration forremote access.

“The WebEngine has been found to be partic-ularly useful for users who may need remote ac-cess to performance simulation tools. Typicalusers could be powerplant maintenance engi-neers who may need to access simulation and di-agnostics data for analysis on site.” says DrPanagiotis Laskaridis, lead on the WebEngine

design team and on distributed propulsion per-formance research at Cranfield University.

The WebEngine has also been used on train-ing programmes and in tutorial sessions to sim-ulate and demonstrate basic powerplantperformance.

The core solver of the WebEngine is based onCranfield University’s in-house engine perform-ance and simulation code, ‘Turbomatch’, which hasbeen developed through many years of research.Turbomatch provides excellent results in terms ofaccuracy and stability and has vastly contributedto important industrial research, European UnionFramework Program projects and academic pub-lications. Its modular architecture facilitates inter-changeable engine components and futuredevelopments, while allowing it to be integratedwith other tools, such as optimisers, flow solversand system simulation tools (such as aircraft andmission performance simulation models).

The WebEngine is hosted on one of CranfieldUniversity’s servers and may be accessed fromanywhere. Typically a user may create a virtualengine or a group of engines. The results are pub-lished on the portable device used by the userand also stored on the server from which it maybe accessed as required. The flexibility of the toolenables it to be operated from any device capableof browsing the internet, including smart phonesand tablets.

The benefits that the WebEngine provides,compared with a conventional gas turbine simu-

Figure 4: Guided User Interface (GUI) of the WebEngine.



lation tool, include novel features such as a user-friendly guided user interface (GUI) environmentand its ability to be accessed from anywhere dueto its client-server architecture.

Other benefits include its adaptability for re-mote engine model development and simula-tion; its use of conventional software andhardware; a simple set-up and access process; andits secure, remotely stored data.

Diagnostics Tool Suite Aircraft operators often contract engine

maintenance on a f lat rate per engine f light-hour basis, thereby enabling them to accu-rately forecast operating costs, reduce cost ofownership and improve asset utilisation. Inthese circumstances, a key competitive advan-tage may be gained through application of ad-vanced engine-condition monitoringmethodologies. Among these, particular con-sideration is given to gas-path diagnostics,which play a key role in an engine-perfor-mance-oriented business.

Engine gas-path diagnostics has been recog-nised for some time as an important way to makeinformed decisions on usage, deterioration,maintenance, overhaul and replacement of theengine or one of its components.

Deterioration can affect factors such as thrustand specific fuel consumption (SFC). As a conse-quence of progressive performance losses, oper-ation of the engine can become cost ineffectiveor even unsafe, hence monitoring techniques areemployed and preventative maintenance actionsare undertaken. Improved capabilities in deteri-oration modelling and prognostics also enablein-service performance prediction and therebyaid in in mission scheduling, maintenance plan-ning, and, ultimately, a reduction in maintenancecosts.

One of the key requirements for gas-path di-agnostics is the accurate performance modellingof gas turbine engines. The tools available withinCranfield University’s engine diagnostics toolsuite are based on rigorous gas turbine perform-ance modelling techniques and enable adapta-tion of design and off-design performancemodelling. It further enables consideration of avariety of gas turbine configurations, varying am-bient conditions, variable geometries and degra-dation.

In gas path diagnostics, different model-based and non-model-based techniques havebeen developed and applied, including linearand non-linear GPA based on an influence coef-ficient matrix, genetic algorithms-based ap-proach; diagnostics using nested artificial neuralnetworks; diagnostics using Fuzzy Logic; adap-tive GPA; diagnostics using non-linear weightedleast squares approach; diagnostics using RoughSet theory; and more.

Apart from the above gas-path diagnosticswhere steady-state gas-path measurement dataare used, gas-path diagnostics using transientmeasurement data based on genetic algorithmsand artificial neural networks have also been de-veloped at Cranfield University and applied in in-dustrial research.

Research in gas turbine gas-path diagnostics,prognostic and lifing techniques at CranfieldUniversity have been developed over a period of30 years and have resulted in the publication ofseveral technical papers and the filing of patents.It has been supported and funded by several in-dustrial partners, which include Rolls-Royce andManx Electricity Authority (MEA) in the UK.Unique software has been developed for gas-pathdiagnostics at Cranfield University; known as‘Pythia’, it is modular based and flexible, enablingthe setting up of various performance models for

gas turbine engines with different configurations(Fig. 5).

The gas-path diagnostic system and softwarehas been applied to real gas turbine engines andhas proved to be successful in various industrialdiagnostics projects. Owing to the modularity ofthe software it has also been customised to meetspecial requirements, in terms of performanceand diagnostic analysis, for an industrial partner.

Selection of gas path measurements for gaspath diagnostics plays an important role inachieving satisfactory diagnostics results and inobtaining the best possible observability of en-gine health and performance conditions. The di-agnostic tool suite and expertise available atCranfield University facilitates the selection andapplication of state-of-the art gas-path diagnos-tics techniques to improve the operation, main-tenance and operating costs of aero engines.

Figure 5: Guided User Interface (GUI) for the Diagnostics model suite.

“Engine gas-path diagnostics has been recognised for some

time as an important way to make informed decisions on

usage, deterioration, maintenance, overhaul and replacement

of the engine or one of its components. ”


The Trent 1000 has been designed and op-timised exclusively for operation on theBoeing 787 family and although it follows

the Trent family tradition of being a three-shaftturbofan, this version is an all-electric enginewith no air-bleed system other than for nacelleanti-ice, at Boeing’s request.

From the outset, Boeing envisaged theDreamliner as an all-electric aircraft, the firstwidebody airliner to adopt this principle. Trent1000 engines each have two generators providingpower for aircraft electrical systems, such as airconditioning, rather than through the traditionalengine air bleed system.

In October 2011 the Trent 1000 became thefirst engine to power the 787 Dreamliner into

service — an All Nippon Airways (ANA) flightfrom Tokyo to Hong Kong. By July 2013 it had de-livered on-going engine dispatch reliability ofgreater than 99.9 per cent.

The first 787 Dreamliner intercontinentalf light, powered by the Trent 1000, was an ANAservice between Frankfurt and Tokyo Hanedaon 21 January, 2012. Public feedback was posi-tive, and Rolls-Royce felt confident claimingthat its engine was the quietest, cleanest andlightest powerplant available on the 787, deliv-ering the lowest ‘real life’ fuel burn and offeringaround 20,000 flying hours before its first serv-ice — equivalent to more than 11 million miles.

Compared with the first-generation Trent en-gines that went into service in 1995 (the Trent 700

for the Airbus A330) this latest version is around15 per cent more efficient, confirming the statis-tics from Rolls-Royce that its engines improve inefficiency by an average of around one per cent ayear.

Compared with the Rolls-Royce RB211 enginesthat powered the 757 and 767 airliners of the1970s, the change is even more dramatic, with theimprovement in specific fuel consumption beingcloser to 21 per cent — a massive saving for air-lines and their passengers.

The Trent 1000 features new technologies inaerodynamics, materials and coatings, all of whichwere incorporated to support the airframer’s re-quirement for its aircraft to be 20 per cent morefuel efficient than the models they replace.

The Rolls-Royce Trent 1000 engine, which powers Boeing’s 787 Dreamliner, is one of the most advanced

high bypass ratio turbofans in the world. The Derby, UK-based OEM is already building an up-rated

version — the Trent 1000-TEN — which will power Boeing’s stretched 787-10 airliner as well as being

available at reduced thrust settings for -8 and -9 variants.

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The engine has been selected by a total of 25customers, around 50 per cent of 787 customersthat have selected an engine.

Trent 1000-TEN

International air shows have always been im-portant for the world’s airframers and engineOEMs and the 2013 Paris Air Show at Le Bourgetwas no exception. With Airbus flying its A350just before the show (and then incorporatingParis into its early flight-test programme so thatthe crowds at Le Bourget could see it in the air),Boeing, not to be outdone, launched a new, albeitwidely anticipated, variant of its Dreamliner, the787-10.

With a maximum take-off weight of553,000lbs and range of 7,000nm, the stretched-10 will feature twin fuselage plugs that extend itslength over the -9 by 18 feet for 15 per cent morepassenger capacity. Boeing says that the newDreamliner’s greater range will cover more than90 per cent of the world’s twin-aisle routes.

This development was spurred by more than100 orders for the larger, increased-range twinjetsfrom five customers across Europe, Asia andNorth America, including United Airlines, AirLease, GE Capital, British Airways and SingaporeAirlines.

Rolls-Royce has responded to this develop-ment with the Trent 1000-TEN (Thrust, Effi-ciency and New technology), which will becorrespondingly enhanced, incorporating tech-

nologies already under development by Rolls-Royce for its Trent XWB (for the A350) and Ad-vance3 research programme.

Singapore Airlines has announced that it is tofit Rolls-Royce Trent 1000s to the airline’s newBoeing 787-10 aircraft, after inking a conditionalorder for 30 of the new airliners. The carrier willtake delivery of the 787-10s from 2018/19.

Singapore Airlines has also selected Trent1000s to power 20 of its previously ordered 787s,which will be delivered to subsidiary airline Scootfrom 2014. The airline ordered 20 787-9s in 2006,before transferring the order to Scoot and half ofthese -9s have been converted to the smaller -8.

The Trent 1000-TEN, which will enter servicefrom 2016, will deliver up to three per cent spe-cific fuel consumption (SFC) improvement rela-tive to Trent 1000 engines in service today. Thiswill take the new engine to a leading position onfuel burn compared to any competitor product.In addition, the Trent 1000-TEN can power theentire 787 aircraft family, as well as delivering in-creased thrust levels for the 787-10X. The keychanges are as follows:

� Improved intermediate pressure (IP) com-pressor, based on the successful Trent XWBdesign. This delivers improved efficiency andflow capacity for increased engine thrust.

� HP turbine improvements for performanceand durability drawing on technologies al-ready used in the Trent 1000, the Trent XWB

and some of the high-temperature researchand technology programmes aimed at the97,000lbs version of the Trent XWB.

� Modulation of the HP cooling air systemwhich is sized for take-off conditions but canbe modulated to lower flows in the cruise(using valves with no moving parts) thus im-proving fuel consumption.

� Improved high pressure (HP) compressor —successfully demonstrated on the Trent XWBand incorporating three stages of blisk and asingle-piece outer guide vane.

� Optimised engine pipework and electricalharnesses concept — delivering reductions inweight, part numbers and build time, whileenhancing reliability and maintainability.

Green streak

One of the most important aspects of anycommercial turbofan engine in these environ-mentally-conscious times is its performanceagainst the international guidelines laid down bythe industry’s governing and governmental bod-ies.

The entire Trent 1000 family meets ICAOCAEP8 legislation limits, with margins of up to80 per cent on carbon dioxide (CO2) emissions,nitrogen oxide (NOx) and smoke.

On take-off, a Trent 1000-powered 787 is atleast 3dB quieter than the generation of aircraftbeing replaced, equivalent to halving the noisefootprint; this reduces the risk of additional air-

Trent 1000-TEN Key Facts:Thrust: 53,000-78,000lbBypass ratio: 10.0 – 11.0Inlet mass flow: 2,400 – 2,800lb/secFan diameter: 112 inchesLength: 160 inchesEntry into Service (EIS): 2016

• The Trent 1000 front fan is over nine feetacross and sucks in up to 1.25 tonnes ofair every second at take-off.

• High-pressure turbine blades inside theengine rotate at 13,500rpm, with theirtips reaching 1,200mph – twice the speedof sound.

• At take-off, each of the Trent 1000’s 66high-pressure turbine blades generatesthe same power as produced by an F1 rac-ing car: 800 horse power per blade.

• Temperatures inside the hottest parts ofthe engine are around half as hot as thesurface of the sun.

• At full power, air leaves the nozzle at theback of the engine travelling at almost900mph.



port noise charges and curfews. This is especiallyrelevant as many major international airports —including both London Heathrow and LondonGatwick — have recently announced plans tobuild additional runways adjacent to their cur-rent locations.

As with all major commercial airliner engineprojects, the scope of the test programme for theTrent 1000 ranged from endurance and durabilityto component performance, bird strikes, icingand altitude. The first test run of the Trent 1000took place in February 2006 and the engine wasEASA certificated on 7 August 2007.

The engine powered the first test flight of the787 in Seattle, Washington, in December 2009and also powered five of the seven 787 flight testaircraft. In total, the powerplant amassed morethan 10,000 hours of ground and flight tests be-fore EIS.

In May 2011, Trent 1000 was granted 330 min-utes Extended Twin Engine Operations (ETOPS)approval by the FAA, the first such approval foran engine powering the 787.

According to Caroline Day, head of marketingfor the Trent 1000 at Rolls-Royce, the Trent 1000-TEN will be certificated up to 78,000lb (347kN)thrust and will typically deliver 70,000lb for the787-8 and 74,000lb for the -9.

Day explains the Trent 1000-TEN will fea-ture a ‘composite raft’ fan case dressing at-tached to the engine that will contain all theassociated wiring looms and pipework thatusually adorn the external parts of the engine.These, she explained, will eliminate the poten-tial reliability issues associated with the f lex-ing and chafing of essential pipework andwiring in today’s designs.

Production

In 2012, Singapore’s prime minister, Lee HsienLoong, officially opened the largest Rolls-Roycefacility in Asia, at Seletar. Located on an area of154,000sq-m at Seletar Aerospace Park, the cam-pus doubles existing global capacity with ad-vanced manufacturing, research, testing andtraining facilities. It is the company’s first facilityoutside the UK to assemble large Trent aero en-gines and produce hollow titanium wide-chordfan blades.

According to Day, the facility will start pro-ducing Trent 1000s in 2014, with the Far Easternplant concentrating on the Package C variant, anessential development, as more than 300 of theengines — at a production rate of around threeeach week — will be needed for Dreamliners inthe coming 12 months. To cater for internationaltransportation, a new engine stand has been de-veloped so entire engines can be transportedquickly and simply by 747 freighters.

As previously mentioned, the Trent 1000-TENdraws on technology developed for other family

engines, including the XWB. Transferred fea-tures, like a rising-line intermediate-pressurecompressor and high-pressure compressor blisks,come from the Trent XWB while the modulatedhigh-pressure air system was developed as partof the Advance 3 research programme.

The first development Trent 1000-TEN en-gines have already started their testing scheduleswith a full 500-cycle demonstration planned forlater this year.

Meanwhile, the Trent 1000 Package C,launched to power the 787-9, will replace thepackage B standard as the baseline powerplantfrom early next year, offering an approximate oneper cent reduction in fuel burn. It is hoped this

will be certificated in August 2013 (having flownon a 787-8 early in July this year) with flight testengines now delivered to support the 787-9 flighttest programme.

Package C Trent 1000s have been flight testedon the Rolls-Royce Boeing 747 test bed aircraft,primarily to check the performance of the up-graded IP compressor and the air/turbine coolingsystems and to demonstrate operability margins.

So far, more than 100 Trent 1000 baseline en-gines have been delivered to Boeing and the in-service fleet leader has accumulated more than1,100 cycles, all of which underlines the resound-ing and ongoing success of this next generationengine.


MTU Maintenance has established alocal presence in all the major regionsand markets of the world, having set

up a global network of shops in close proximityto its customers. Excellent service, reliability andquality have become its hallmarks. Its service of-ferings range from one-time assistance to long-term all-round support for entire engine fleets.Its broad-based maintenance portfolio, which in-cludes engines such as the CF34, CFM56, GE90Growth and V2500, covers every type of aircraft,from business jets to long-haul aircraft.

To offer airlines and operators services thatare specifically tailored to their individual needsand take their specific requirements into ac-count, MTU Maintenance has developed and op-timised an all-round service package dubbedTotal Engine Care. Apart from overhaul services,it includes 24/7 support, engine trend monitor-ing, spare engine coverage from its lease pool,high-quality parts repairs and on-site services, asrequired. With these offerings MTU Mainte-nance underscores its commitment to provide itscustomers with fast and flexible solutions around

the globe, ensuring they receive the most valuefor money.

Another priority for airlines is to keep aircraftdowntimes to a minimum. Grounded aircraft areextremely costly. Advanced engines are designedto allow an increasing number of repairs to beperformed with the engine remaining in place. Avariety of damages can be repaired in this man-ner, which obviates the need for engine removaland a lengthier shop visit.

MTU Maintenance Berlin-Brandenburg hasestablished itself as an expert in global mobileMRO services. It sends out on-site services teamsaround the world to provide support on all prod-

In the engine MRO business, on-site services are increasingly in

demand. Airlines are looking for ways to avoid expensive and

time-consuming shop visits and are seeking more flexible, mobile

solutions for their maintenance needs. MTU Maintenance is catering

to this growing demand and expanding its on-site support services

to further increase the on-wing times of its customers’ engines.

Bringing MRO to the customer

uct lines and also operates repair stations incountries outside Germany — for LM industrialgas turbines (IGTs), for example. For its IGT cus-tomers, MTU Maintenance has set up Level IIservice centres, which give it a presence in Eu-rope, North and South America, Asia and Aus-tralia.

Expanding on-site careIntense global competition and its cus-

tomers’ expectations have prompted MTUMaintenance to further expand its on-site serv-ices for aero engines. In 2011, it acquired a ma-jority stake in on-site service provider Retan

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At MTU Maintenance, we believe in streamlined, cost-effective results. We are the world’s largest independent engine service provider, combining the benefi ts of state-of-the-art technologies, decades of expertise, customized maintenance solutions and process excellence. MTU’s extensive MRO portfolio now also includes the GE90 Growth. Dedicated to support you.

www.mtu.de

MTU – Maintaining your power

Full repair

capability for

the GE90 Growth

Maint_E_210x278_The_Engine_Yearbook_20131101_01.indd 1 07.10.13 15:42



Aerospace, turning it into MTU MaintenanceDallas, the maintenance group’s centre of excel-lence for on-wing and on-site services. The teamof specialists at the Dallas-based facility hasyears of experience in the field of AOG (aircraft-on-ground) support and on-site services and hasearned an excellent reputation in the aviationcommunity. The service technicians’ goal is al-ways to help the customer fast and efficiently, di-rectly on site on the apron or in the hangar, inorder to keep downtimes as short as possible.This holds true both for emergencies caused by

a defective engine and for scheduled mainte-nance work.

Flexibility is the highest priority. The mobileunit provides a 24/7 service all year round, withfield service missions taking technicians to theremotest corners of the globe and places wherethey are required to work in the most extremeclimatic conditions. The team’s range of main-tenance services spans a gamut from pre-buy in-spections and field-service airfoil repairs toend-of-lease inspections. Thus the service spe-cialists from Dallas regularly perform complexand comprehensive CFM56 and CF6 compres-sor top case repairs, where the blades are ex-changed on site, in the hangar, through anopening in the engine. As experience hasshown, this kind of work may spare customersthe hassle and cost of having to send the enginein for an unscheduled shop visit. Other servicesoffered by the experts include borescope inspec-tions, component and module replacements orengine exchange.

“Advanced engines are designed to allow an increasing

number of repairs to be performed with the engine remaining

in place. A variety of damages can be repaired in this manner,

which obviates the need for engine removal and a lengthier

shop visit.”



A dedicated after-sales support team is re-sponsible for handling the entire field service as-signment, all the way from technical andlogistical aspects to customs clearance. The on-call service team coordinates the ordering of thenecessary materials from MTU’s warehouses inthe required quantity and quality. Before theMTU specialists are allowed to repair customerengines on site and issue certificates covering thework performed, they need approval by the localaviation authorities. Since MTU Maintenanceholds all the necessary certificates worldwide, thecompany can respond quickly and flexibly when-ever repair services are needed. This way, MTU’son-site maintenance experts can focus on theiressential task: restoring the engine to a servicea-ble condition in an efficient and professionalmanner.

A day in the lifeWhat does such an on-site mission actually

look like? In a typical scenario, the team is calledto assess and repair engine damage caused by abird strike. In that case, a borescope inspectionof the engine is performed on site. If necessary,MTU’s experts can rework minor local damageon fan and compressor airfoils using a boro-blending process. This allows the engine to be re-turned to service without major delay. If anaccidental collision with a bird causes more ex-tensive damage the engine must be removedfrom the aircraft and sent to the nearest MTUshop as quickly as possible. Customers that optedfor Total Engine Care, MTU’s comprehensiveservice package, are provided with a spare enginefrom the company’s lease engine pool at shortnotice.

Moreover customers benefit from the com-pany’s proprietary high-tech repair techniques,the so-called MTUPlus repairs, which are appliedboth in MTU’s shops and during on-site mainte-nance missions. MTU Maintenance’s motto is“repair beats replacement”. MTU’s repair special-ists can repair even the most complex of compo-nents, and the repaired parts are as good as newin terms of quality and reliability. MTU’s high-tech repairs are also being continuously devel-oped and improved upon. They reduce cost ofmaintenance and ensure top-notch performanceof the repaired parts and also extend the servicelife of engines. For customers, this translates intolower maintenance costs per flight hour.

MTU keeps expanding to further improve itson-site services. In October 2013, MTU Mainte-nance Dallas moved to a new facility locatedclose to Dallas/Fort Worth International Airport.With a surface area of 3,800sq-m the new build-ing is around three times the size of the old shopand offers ample space for six engine mainte-nance bays. In addition, it has the capacity tostore up to 15 engines. The new building is fully

air-conditioned and is thus suitable for storingall of the more common engine types. Thanks toits favourable location in the vicinity of the air-port, MTU can quickly provide customers withspare engines at any time, be it for scheduled orunscheduled engine replacements. The companythus helps airlines keep aircraft downtimes asshort as possible.

With the new facility in Dallas, MTU Main-tenance is well positioned to include furtherservices in the location’s portfolio and to moveforward with its overall strategy of expanding its

on-site service network. Major target markets in-clude South America, where the company has re-cently obtained work visas for Brazil. In addition,the company is planning to further expand itson-site services in Europe, Asia and the MiddleEast, since demand from customers in these re-gions is very strong.

Growing on-site support activities are helpingMTU Maintenance not only to complement itsservice offerings for existing customers, but alsoto win new customers and secure workload forits repair facilities for years to come.


GP7200:

improving all the timePowering the massive Airbus A380 is no small feat. It requires thousands of turbo-machinery parts

coming together to produce the right amount of thrust to propel the world’s largest aircraft into the

skies and to its final destination thousands of miles away. Engine Alliance discusses development of the

GP7200, improvements that have been made since the engine entered service and how it has reacted to

any technical issues.

As the market share leader for engine saleson the A380, the Engine Alliance, 50/50joint venture of GE Aviation and Pratt &

Whitney, a division of United Technologies, hasbeen powering the A380 aircraft with its GP7200engines for five years with more than 49 GP7200-powered A380s in service.

“We are very proud of the GP7200’s perform-ance,” says Engine Alliance president DeanAthans. “The engine has performed extremelywell in the field with a dispatch reliability of 99.9percent, which is critical for an aircraft that car-ries as many passengers as the A380. By year end,the engine will have accumulated two million

flight hours. Our customers tell us that they lovehow the engine is operating.”

Partnership rooted in

technology

The GP7200 engine was designed specifi-cally for the A380 and combines the most ad-vanced technologies and materials from eachof its parent companies and their most success-ful widebody engines: the GE90 and thePW4000. The GP7200 utilises the lessonslearned from more than 51 million flight hoursof successful operation with these legacy en-gines and incorporates new technology to pro-



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vide the next step in powerplant performancefor the A380.

Although it is certified at 76,500lbs (340 kN)of thrust, the GP7200 can go higher, according toAthans. “The GP7200 has the capability to pro-duce more than 81,500lbs and it was tested up to94,000lbs. This gives the engine plenty of growthcapability for any future A380 models.”

The Engine Alliance partners evenly split thedesign and production of the GP7200 engine. GEmanufactures the high pressure compressor(HPC), combustor and high pressure turbine(HPT), and Pratt & Whitney manufactures thefan module, low pressure compressor (LPC) andlow pressure turbine (LPT). Final engine assem-bly is conducted at Pratt & Whitney’s EngineCenter in Middletown, Connecticut. Engine pro-gramme participants include SNECMA (France),Techspace Aero (Belgium) and MTU Aero En-gines (Germany).

Splitting to shipThe “split ship” concept was developed for

large engines where the fan case diameter wasgreater than the height of the side cargo doors ofmost freighter aircraft. This limited the air trans-port of full spare engines to a small quantity ofspecialised freighter aircraft. Yet what typicallydrives an engine off-wing is the propulsor and notthe fan module. Therefore, the GP7200 enginefamily has been specifically designed with an eas-ily separable fan case and propulsor module.

The fan module can remain with the aircraft,while the propulsor, which comprises the fandisk, LPC and accessory gearbox, can be shippedin a large variety of aircraft, easing logistics plan-ning for EA customers.

“While the split ship concept was designed toaid customers when they need maintenance ontheir propulsors, customers also realised that



they could save money on spares by purchasingspare propulsors, which can be married to exist-ing fan modules,” explains Athans.

Beating performancepredictions

The specific fuel consumption (SFC) of theGP7200 engine is a key feature for operators andhas helped set the engine apart from the compe-tition. The engine outperformed the requiredspecifications by 0.9 per cent even before it en-tered service. After five years of service, the en-gine has received three separate performanceimprovements and is beating its SFC specifica-tion by 1.3 percent.

“For our customers, this additional fuel effi-ciency could amount to about $11m in savings over15 years of operation,” notes Athans. “With the ris-ing cost of fuel, our operators can feel confidentthe GP7200 engine will deliver a lot of value.”

Pilots and passengers alike comment on howlittle noise there is in the cabin of a GP7200-pow-ered A380, and no wonder. According to EASAcertification test data, the GP7200 is the quietestengine on the A380. The acoustic architecture al-lows the engine to be 17 dB below Chapter 4, withmargin to anticipated Chapter 5. The GP7200 en-gine also meets QC2 departure and QC0.5 arrivalmetrics, delivering quiet operations to LondonHeathrow.

The GP7200 meets current and future emis-sions requirements with margin and saves morethan 3,000 metric tonnes of carbon dioxide emis-sions per A380 per year. The engine is certified toCAEP/4, but also meets current CAEP/6 and fu-ture CAEP/8 regulations with margin. “Passen-gers who fly the A380 have raved about the

aircraft’s comfort and low noise levels,” saysAthans.

Weight savings“Since entering service, we put the GP7200

engine on a diet,” jokes Athans. “The engine’sweight has been reduced by 200lbs [91kg] — or800lbs per aircraft — which means significantfuel savings.”

The weight loss was accomplished in severalways. GKN Aerospace Engine Systems re-designed a new turbine exhaust case. The newdesign improves the load path between exhaustcase mount lugs and the struts, reducing theweight of the engine by more than 50lbs.

Engineers determined the 2.5 bleed fairingsin the fan hub frame module could be removedfrom the engine without affecting the LPC stallline capability. Removal of the fairings and sup-porting hardware resulted in an additional en-gine weight reduction of 16lbs.

EA also introduced a new hub and strut casewith lighter struts, reducing the weight of theturbine centre frame module. Additionally, intro-duction of a new lightweight LPT shaft has re-duced engine weight by more than 36lbs.

Engine enhancementsIn 2012, the Engine Alliance announced a se-

ries of performance and durability enhancementsto the GP7200 engine. The refinements incorpo-rate improved surface finishes in the HPC, betterHPT sealing, optimised engine clearances in theHPC and HPT and an improved turbine blade.These improvements are being incorporated intothe production engines and will be available asupgrades to the existing engine fleet.



“The Engine Alliance is focused on continu-ous improvement on our engine to maintain ourleadership on the A380,” says Athans. “We are al-ways evaluating new technologies to determinewhat could enhance our engine’s performanceand durability to benefit our customers.”

GP7200 fleet

The Engine Alliance has 55 percent of themarket share of engines selected for the A380,and the GP7200 engine powers almost half of allA380s in service today. As the first airline to flythe GP7200-powered A380, Emirates is also thelargest GP7200 customer with 90 A380s orderedand 35 of these aircraft in service. Air France flieseight GP7200-powered A380s and Korean Air op-erates six GP7200-powered A380s. Other GP7200customers include Etihad Airways, Qatar Air-ways and Air Austral.

At the MAKS 2013 air show in Russia,Transaero Airlines selected the GP7200 engine topower its four A380s. “Transaero Airlines will bethe first GP7200 engine operator and the firstA380 operator in Russia, CIS (Commonwealth ofIndependent States) and Eastern Europe,” saysAthans. “Transaero is an outstanding and fast-growing airline in Russia, and we look forward toworking with them well into the future.”

Technical issues

While the GP7200 has an outstanding per-formance record, it has experienced some tech-nical issues and two airworthiness directives(ADs) from the US Federal Aviation Administra-tion.

� The FAA issued an AD in February 2013 for anon-wing inspection of HPT stage 2 nozzles ina limited number of GP7200 engines after anEmirates A380 flight from Sydney to Dubaiexperienced an engine in-flight shutdowndue to HPT nozzle cracking and oxidation. In2010, the Engine Alliance redesigned the stage2 nozzle to improve cooling and introducedthe new part into the field. Plans are to up-

grade the limited number of engines thathave the original configuration at the nextshop visit.

� In June 2013, the FAA issued an AD orderingborescope inspections of the HPC stage 6 diskfor cracking in the baffle arm, which couldlead to secondary damage to HPC 7-9 spool.The Engine Alliance has redesigned the stage6 disk baffle arm, and the new configurationis currently in production. A fleet retrofit planhas been developed, and engines will be up-graded to the current configuration duringroutine shop visits.

“As the engine matures, the Engine Alliancetracks the leading indicator programmes to iden-tify any reliability or durability drivers before theyimpact the in-service fleet,” says Athans. “Thisprogramme helped us identify these two issues,and we will continue tracking to ensure we stayahead of the fleet.”

“The aircraft is still very young,” adds Athans.“As the middle class grows and air travel increasesin emerging markets like Asia, we anticipatemore operators will discover how the A380 air-craft is the right aircraft to manage the rising de-mand of travelers. The Engine Alliance’s GP7200engine will be ready to offer operators the bestperformance and cost of ownership for theirA380s.”


Figures contained in Air BP Lubricants’ Tur-bine-Engined Fleets of the World’s Air-lines (TEF) Guide demonstrate a trend in

commercial aviation toward more advanced en-gine technology. This transition in technology ishaving an effect on oil choice. While the numberof engines in commercial service has increasedby 22 per cent in the past 15 years, the numberusing HTS/HPC oils has skyrocketed by morethan 150 per cent.

Recent advances within the industry are in-dicative of airlines’ commitment to using cleanerand more efficient technologies. The introduc-tion of new aircraft like Airbus’ A350, Boeing’s787 and Bombardier’s CSeries and new enginessuch as the Rolls-Royce Trent XWB, GE’s GEnxand Pratt & Whitney’s Geared Turbo Fan (GTF)means that the aviation industry is on the vergeof creating a more efficient, more economic andenvironmentally friendly industry that will havebenefits for airlines, their passengers and the en-vironment.

Engine temperatures

As new-generation engines up the ante on per-formance and efficiency, so too must the oils thatlubricate them. New technology has prompted anindustry-wide trend towards high performanceengines that increase efficiency and thrust while

reducing fuel consumption, noise and CO2 emis-sions. However, these advances aren’t without con-sequences. Typically, the more the performanceand efficiency of an engine increases, the more theengine core temperature needs to rise. Develop-ments in gas turbine technology have thus re-quired parallel thermal capability improvementsin all engine material technologies, including gasturbine lubricant technology.

At peak efficiency engines may run up to2,100˚C in their core. In the current climate,these engine temperatures are higher than everbefore, and standard grade oils that once re-

There are some 23,000 turbine-engine equipped aircraft in

commercial operation today. Of these, about a quarter have already

transitioned from standard (STD) grade engine oils to High

Performance Capable (HPC), with more expected to follow. Air BP

explains why OEMs and airlines are moving towards HPC and how it

can improve reliability and performance.

Oil change

f lected the pinnacle of performance are nowbeing superseded by High Performance Capable(HPC) oils.

Industry research shows a direct correlationbetween new engine launches and subsequentincreases in their respective exhaust gas temper-ature. Around 40 years ago, an average Rolls-Royce RB211 had a turbine inlet gas temperatureof around 1,100˚C at take-off thrust. More re-cently, we’ve seen new engine types such as theRolls-Royce Trent 900 and the Engine AllianceGP7200 operate with a turbine inlet temperatureof more than 1,450˚C at take-off.

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Advanced materials like ceramic matrix com-posites (CMC) are allowing engineers to continueto raise the temperature and pressure at the heartof the engine. These engines are then able to gen-erate more power and run more efficiently, ulti-mately saving airlines money on maintenancetime and costs. These hotter engines like theGEnx, for example, experience many benefitsfrom higher temperatures, including 15 per centless fuel consumption and similar reductions inCO2 emissions.

As engine lubricants become exposed to thesehigher temperatures the possibility of degrada-tion and deposition — a phenomenon known asoil “coking” — arises. Coking is used to describeoil-related carbon deposits which can restrict orblock oil f low and lead to decreased reliabilityand increased maintenance needs.

Coking issues can contribute significantly tomaintenance costs, and can be responsible forengine failures, shortened maintenance cyclesand unscheduled repair work.

Carbon deposits occur when oils undergo se-vere thermal and oxidative breakdown as a resultof high temperatures for prolonged or repetitiousperiods. The operating parameters of an enginewill influence the amount and type of cokingthat occurs, and it is important for maintenancepersonnel to recognize that oil performance willvary depending upon the engine itself and theoperational environment.

All oils are not created equalCorrect oil choice is key to efficient, well-

planned airline operations for a multitude of rea-sons. During flight, oil creates a vital film toprevent friction between engine parts, reducingwear, cooling the equipment and providing essen-tial sealing performance. Using an oil that catersto the engine’s working conditions can mean alonger engine lifespan, more time in the air, lessmaintenance time and reduced maintenance costs.

The first commercially available synthetic(polyol ester-based) aircraft engine lubricants

were introduced in the early 1960s and listedunder the MIL-PRF-23699 specification. Theseoils provided adequate performance for enginesfor decades and indeed some still do today.Changes within this specification eventually re-sulted in two classes of product being listedbased upon performance, namely StandardGrade (STD) and High Thermal Stability (HTS).

In 2000, the MIL-PRF-23699 specificationwas combined with specific requirements ofmajor aviation OEMs to create a new core speci-fication AS5780. This AS5780 specification hasbecome the new industry standard, particularlyfor lubricants used in civil aircraft engines, andalso has two classes of turbine engine oil – Stan-dard Performance Capable (SPC) and High Per-formance Capable (HPC). The first oil to beapproved and classified as HPC under this spec-ification was Air BP Lubricants Turbo Oil 2197(BPTO 2197).

HPC and SPC oils are chemically and physi-cally similar in respect of viscosity, acid value



(TAN), flash point and pour point limits. But akey distinction between the two classes is per-formance. HPC oils have superior thermal stabil-ity imparting improved resistance to degradationand reduced formation of coke deposits, whichin turn allows engines to reach shop visits com-fortably and reduces the need for disruptive oilcondition monitoring programmes or unplannedoil-related maintenance.

To ensure HPC oils provide improved cokingresistance, AS5780 includes two rig tests wherethe requirement for HPC oils is to be able to per-form the test for twice as long while producinghalf the amount of coke deposits as SPC oils.These rig tests are the US Navy ERDCO BearingDeposition test (FED STD 791 Method 3410) andthe Hot Liquid Process Simulator (SAEARP5996) coking propensity test. The develop-ment of HPC class oils has vastly overtaken thatof SPC, as incentives for standard grade enginelubricant development diminish. Increasingthermal regimes within new generation enginesare paving the way for HPC oils to become the in-dustry standard for better engine health andlonger maintenance cycles.

OEMs are also increasingly requiring the ex-clusive use of HPC oils for new generation en-gines. These HPC-specific requirements from themajor OEMs are expected to continue with theintroduction of more high-power, high-efficiencyengines in the coming years. Rolls-Royce’s latestengine designs, the Trent 1000 and Trent XWB,are leading the trend, with these engines certifiedto use HPC oils only.

To meet HPC performance requirements (asper the AS5780 specification), oils need to com-bine a thermally-robust ester base stock with anoptimised blend of performance additives. Lu-bricant design is a lengthy scientific process, withformulators always looking to exceed, rather thansimply meet, the specification requirements sothat they can confidently provide OEMs and air-lines with a ‘performance headspace’ in terms ofextra thermal and oxidative protection.

Exceeding specificationsHPC oils are approved against the AS5780

specification after completing a multitude of lab-oratory tests designed to examine physico-chem-ical properties, thermo-oxidative performanceand engine materials compatibility. We collec-tively refer to these tests as ‘standard industrytests’ and indeed these provide a fairly deep in-sight into expected on-wing performance. How-ever, history has shown that this testing regimeis not infallible. It will always be a challenge toreplicate true on-wing conditions in a laboratoryenvironment. With this in mind, Air BP Lubri-cants has utilised a unique and proprietary dy-namic coking test rig colloquially named the“Coker Mister”. The intent being to go above and

beyond standard industry testing and be a stepcloser to the extreme and dynamic conditions en-countered on-wing.

The Coker Mister was developed as a meansto assess the performance of engine lubricants ina dynamic environment with temperatures, pres-sures and flows that closely mirrored those en-countered during multi-leg flight conditions.

The Coker Mister provides the best environ-ment to accurately simulate on-wing engine con-ditions within a laboratory. It can replicate thevarying pressure, temperature and oil f lowregimes encountered in the hottest part of an en-gine bearing compartment.

By repeating these test conditions on a cycli-cal basis (akin to typical airline flight opera-tions), oil performance, oil health and cokingpropensity is analysed over many flight cycles.

The Coker Mister played a crucial role in thedevelopment of BPTO 2197 as a means of evalu-ating coking propensity to ensure the integrity ofa product that has been, and still remains, a mar-ket leader in lubricant technology.

Using operating conditions modeled on oneof the most severe engines in the world, theCoker Mister provides invaluable lubricant per-formance data unavailable through any of thestandard industry testing and as such remains

unique in the field of aviation oil research anddevelopment.

The move to HPC HPC oils such as BPTO 2197 are relied on by

many of the world’s airlines to consistently pro-vide unsurpassed high temperature cleanliness,outstanding oxidative and thermal stability andsuperior hydrolytic stability.

The cost of fleet engine oils represents a com-paratively small proportion of an airline’s oper-ating costs, and for a twin-engine, single aisle,standard body commercial aircraft can accountfor less than 0.01 per cent.

However, engine and aircraft maintenancecosts make up a considerable portion of an air-line’s expenses, meaning that to obtain notewor-thy cost savings, the right selection of oil for acommercial airline is imperative.

As the future of HPC oils continues to pick uppace with more airlines, engineers and OEMs re-alising the value of a high performance grade en-gine lubricant servicing their fleet, Air BPLubricants continues to strive to push the bound-aries of HPC lubricant performance yet furtherby working closely with the designers and oper-ators of the next generation of aircraft turbineengines

“During flight, oil creates a vital film to prevent friction between

engine parts, reducing wear, cooling the equipment and

providing essential sealing performance. ”

New engines such as the Trent 1000 will require high-performance oils.


Nacelle production

and maintenance

To the uninitiated, nacelles appear littlemore than smooth cylindrical coveringsfor engines — a structure to hide all those

ugly ducts and pipes and provide a modicum ofdrag relief, perhaps. Yet under the hood, nacellesare complex beasts that encompass several sub-assemblies utilising technology at the cuttingedge of aerospace design.

That is because nacelles must deal with someof the highest stresses on an aircraft — namelythe searing temperatures generated by the enginethey enclose — while also accomplishing a vari-ety of functions, including drag reduction, noiseattenuation, de-icing, and rapid deceleration viatheir thrust reversers.

Other major components of a nacelle are theinlet cowl, which channels incoming air onto an

engine’s fan blades; the fan cowl, which coversthe compressor and combustor stages of the en-gine and also incorporates several inspectionflaps; the exhaust unit; and the pylon from whichan engine hangs from an aircraft’s wing. The cur-rent trend is for ever closer integration of thesecomponents, which can reduce part count andthe weight of a nacelle system, but also affectshow easily it can be maintained.

Design and integration

Two of the biggest players in nacelle produc-tion are France’s Aircelle, part of the Safrangroup, and UTC Aerospace Systems, which in-cludes the company that was once Goodrich priorto the OEM’s acquisition by United Technologies.Both Aircelle and UTC can perform complete na-

Nacelles encompass several sub-assemblies utilising technology at the cutting edge of aerospace

design. Alex Derber reports on the latest designs, materials and repair processes.



“There is a big push to produce a lighter and more integrated

structure but perhaps the balance point is not pushed enough

in terms of still ensuring complete maturity and sufficient

reparability and maintainability.”Jean-Philippe Gremont, VP customer services, engineering, Aircelle

celle design and integration, meaning they de-sign and build systems to specification — typi-cally for large airframers like Boeing and Airbus— and demonstrate compliance with airworthi-ness requirements. Actual certification is han-dled by the type certificate holder of either theengine or, more usually, the aircraft.

Other designers and manufacturers of na-celle systems include Boeing and Airbus, SpiritAerosystems, GE’s Middle River Aircraft Systemsand GKN. UTC, however, dominates the com-mercial nacelles market, with about 27,000 sys-tems in operation, compared with about 15,000from Aircelle. However, competition betweenthe two alternates with co-operation, as onebusiness may supply parts for a nacelle pro-gramme overseen by the other. For instance, anAircelle partnership is responsible for the com-plete nacelle on forthcoming CFM LEAP-pow-

ered A320neos, yet it also manufactures thrustreversers for UTC’s nacelles on current-genera-tion A320s, and it is that aircraft type that islargely responsible for UTC’s dominance of thenacelles market. Meanwhile, UTC will manufac-ture some components for Nexcelle, the jointventure between Aircelle and GE’s Middle RiverAircraft Systems that is designing the aforemen-tioned LEAP nacelle.

The Nexcelle partnership mirrors the GE-Snecma (also a Safran company) venture re-sponsible for the record-selling CFM engineline, and is an appropriate analogy for the ever-close integration between engines and nacelles— or what Nexcelle terms the ‘IntegratedPropulsion System’.

Advances achieved so far include the integra-tion of the thrust reverser into the engine pylonflange, which eliminates the need for beams at-

tached to the pylon and thus reduces weight anddrag. The concept has been validated by Nex-celle’s PANACHE (Pylon And Nacelle AdvancedConfiguration for High Efficiency) demonstratorin the US. This incorporated a one-piece compos-ite O-duct instead of traditional two-piece D-doors, and the electrical thrust reverser actuationsystem pioneered by Aircelle on the A380; almostall other thrust reversers are either hydraulicallyor pneumatically powered.

“We are also looking at integrating a piece ofthe inlet to the engine fan case: integrating thecarrying structure to the engine fan case,” com-ments Jean-Philippe Gremont, Aircelle’s VP cus-tomer services, engineering.

CompositesAlongside advances in assembly have come

new materials, particularly composites, which areabout 20 per cent lighter than aluminium. Al-though composites have been used for severaldecades in nacelles, their ratio to metal is steadilyincreasing, with the Aircelle-designed nacelle forthe A380 comprising 52 per cent composite ma-terial. The forthcoming A320neo nacelle willsport even more plastic.

The quality of composites is also advancingalongside their quantity, with some manufactur-



ers shifting towards epoxy IFS weaves that aremore repairable and cleaner to fabricate thanBMI-matrix composites. The next advance will beto incorporate the extreme thermal tolerances ofceramic composites into nacelle design, thoughtheir expense means they are limited to militaryand space applications for the time being.

Yet the march of composites has been shad-owed by stricter airworthiness regulations, whichdetract somewhat from the weight savings onoffer. In other words, if nacelles were designedwith modern technologies but to 1980s’ safetystandards they would be significantly lighter.

“The real challenge is to push the compositequantity and still provide cost control, damagetolerance and low repair costs,” says Gremont.“Twenty years ago we didn’t have to build in suchhigh fatigue and damage tolerances. We had todemonstrate that we could retain a componentin flight in case of damage but that was it. Todaywe must fully calculate fatigue for the whole ofthe aircraft life so this is additional mass.”

Balancing prioritiesThe use of composites and more integrated

systems has progressively shaved weight off na-celles, as have modern design and prototypingtechniques such as 3D printing. Also known asadditive manufacturing, 3D printing involves thefabrication of structures one vanishingly-thinlayer at a time. Although it is still a relatively slow

process — components weighing a few kilos maytake hours to print — it is especially useful fordeveloping and refining technology demonstra-tors and protoypes.

However, its key advantage over subtractivemachining — milling down a block of titaniumfor a landing gear part, for instance — is thatmore complex one-piece structures can beachieved as they are built from the ground up.In aerospace this can eliminate the need for fas-teners and other mechanical connections,thereby saving weight and improving fuel effi-ciency.

Yet nacelle designers cannot focus exclu-sively on fuel savings; they must also considersafety, reliability, reparability and maintainabil-ity. For instance Gremont says that “3D printingwill have a big future in the process if we candemonstrate damage tolerance and reparability— the balance point is the direct maintenancecost of the parts and fuel burn and reliability re-lated things.”

One effective way to lower life-cycle costs ofaircraft components is to incorporate healthmonitoring systems that let engineers knowwhen key operating thresholds and parametershave been breached. “You measure weak pointsthat give an indication of the entire health of themachine and if you have a warning there you plana removal of the component before it breaks,”comments Gremont.

While health monitoring can ensure more ef-ficient maintenance planning and execution,other advances in nacelle design can prove prob-lematic for the end user of the product. Inte-grated systems, for instance, can help to speed upproduction while at the same time complicatingmaintenance as individual parts become morecomplex.

Mapping of damage and fleetwide monitor-ing of equipment can go some way to mitigatingthat burden. If one part is damaged, for instance,engineers could access data to discover whichother parts might have been exposed to fault as aconsequence and then only remove or inspect therelevant material, rather than removing entiresections of a nacelle as they might have done inthe past.

Maintenance reactionThe trade-off between a nacelle’s various op-

erating characteristics is still being refined, ac-cording to Gremont, who states: “There is a bigpush to produce a lighter and more integratedstructure but perhaps the balance point is notpushed enough in terms of still ensuring com-plete maturity and sufficient reparability andmaintainability.”

Curiously, the nacelle designer’s concern forthe aftermarket isn’t reflected among many ofthe major MRO shops that work on his equip-ment. Basil Barimo, EVP of Tulsa-based NOR-



“Twenty years ago we didn’t have to build in such high fatigue

and damage tolerances. We had to demonstrate that we

could retain a component in flight in case of damage but that

was it. Today we must fully calculate fatigue for the whole of

the aircraft life.”Jean-Philippe Gremont, VP customer services, engineering, Aircelle

DAM’s repair division, lauds the improved man-ufacturing processes, aerodynamics and efficien-cies of integrated nacelle systems. “Thesechanges align with NORDAM repair capabilities,which continue to advance, matching the latesttechnology,” he says.

NORDAM designs, builds and certifies na-celles and also offers a full suite of MRO servicesfor nacelles flying on every Boeing and Airbustype, as well as those on other modern commer-cial airliners.

Michael Lotzin, head of nacelle product salesat Lufthansa Technik (LHT), also predicts thathis company will keep pace as technology ad-vances, although he does note that certain one-piece components, such as the above-mentionedO-duct thrust reverser from Nexcelle, will pres-ent “a logistical challenge and will create somechallenges on the shop floor level regarding han-dling and technology of repairs”.

LHT will no-doubt surmount those chal-lenges, given its wide-ranging capabilities across

all common thrust reversers in service today fromits facilities in Hamburg, Shenzhen, Dubai andLos Angeles. These cover the CFM56-3; CFM56-5A, -5B, -5C; CFM56-7; CF6-80; PW4000; CF34-3 / -8C / -10E; V2500-A5; Trent 500 / 700 / 900;GEnX-1B; GEnX-2B; and Trent 1000.

Meanwhile, at Air France Industries KLMEngineering & Maintenance (AFI KLM E&M),James Kornberg, products, customer supportand business development general manager,thinks that new nacelle systems will still presentsome repair challenges as margins and toler-ances will be very low. His company offers na-celle services from its shops in Paris,Amsterdam, Dubai (a joint venture with Aircellecalled AMES) and Dallas, with capabilities onthe CFM56-5B/5C/5A/-3/-7; CF6-80E1; CF6-80C2A/B/D; all variants of GE90; and theGP7200. It is developing capabilities for V2500thrust reversers and new-generation nacelles onthe 787 and the A350.

Composite repairComposites have been used in nacelles for

several decades now and MROs have had ampletime to acquaint themselves with the relevantcarbon fibre repair processes. To assess damage,a variety of inspection and testing processes areused, including tap testing, thermography, ultra-sonic testing, borescoping, radiography and etchand penetrant inspection.



Despite the familiarity of materials and thearray of technologies available to maintenanceshops, nacelle repairs can still pose challenges.These can be logistic, especially due to the mix-ture of metal and carbon fibre materials foundin nacelles, each requiring specific adhesives andpreparatory agents. “These materials often havelong lead-times and short useable lives, in somecases driving excessive inventory and increasingmaterial scrap rates as materials expire,” notesBarimo, who would like to see a standardisationof materials across platforms in order to drivedown aftermarket costs for operators.

On the other hand, Lotzin worries that the fa-tigue tolerance built into modern nacelle com-ponents could increase the maintenance cost foroperators, since the number of repairs integratedinto the manuals is comparably low. The only al-ternative is an exchange of the damaged sub-as-semblies. “The allowable limits for damage aredecreasing since future lightweight structuralcomponents have been designed to their limits,”he says. Kornberg also expects more reliabilityfrom the OEMs on the new nacelles types.

Still, there’s plenty of work remaining on ex-isting composite parts and LHT has developed a‘Rapid Repair’ method that can be applied tothrust reversers as well as fuselage and wingstructures. This starts with a strip light projectionscan of a damaged composite component, fromwhich a computer can direct a robotic millingmachine. Later, pre-cuts of composite layers arecreated and applied to the component being re-

paired with the help of a ply-cutter that createsthe individual layers. The cut-to-size panels arebonded with the primary structure and thencured as required on moulds generated by rapidprototyping using the already scanned data andcomputer calculations. Once perfected, thewhole process will cut an estimated 60 per centfrom conventional composite repair times.

Wear and tear

At NORDAM, Barimo observes that the ma-jority of composite repairs stem from matureequipment such as the A320, A330, 737, 747,757, 767 and 777 — all of which “employ com-parable nacelle technologies and materials”. In

the future, though, NORDAM and other MROslike AFI KLM E&M believe that more work willbe done on-wing due to innovative materialsand repair processes. For example, new com-posites produced outside autoclaves will bemore field repairable as they will not requireautoclave cures.

When nacelles do enter the shop, damage isnormally the result of either proximity to the hotengine and impacts on the ground from ramp ve-hicles or in the air from bird strikes. As such,composite repairs usually focus on delaminationand disbonding, while aluminium parts sufferfrom corrosion. Other common damage includescracks, gouges, tears and dents.


Snecma and NPO Saturn began working to-gether in 1997 when Snecma subcontractedthe production of CFM56 engine parts to

NPO Saturn. In 2004 the two companies teamedup to form PowerJet, a jointly-owned company incharge of developing, producing, selling and sup-porting the SaM146, a new propulsion systempurpose-designed for the Sukhoi Superjet 100.The PowerJet joint venture for the SaM146 enginereflects both confidence in the market and long-standing mutual trust between the two partners.

An engine’s reliability depends on much more than its dispatch success rate. It must be assessed

according to a multitude of factors, including its ability to operate in extreme conditions, its ease of

maintenance and support from the manufacturer. When Snecma decided to develop the SaM146 with

NPO Saturn, the two partners aimed for high performance and an engine in which its customers could

have absolute trust in.

Designing reliabilityinto the SaM146

Developed around regionalairlines

The decisions taken in the creation of theSaM146 have proved correct because theyavoided superfluous features that would have re-sulted in additional costs while developing theengine, and instead focused on a design thatwould match regional airlines’ needs.

Snecma’s decision to throw itself into the re-gional aircraft market was a logical move to

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widen its thrust range and to fill a genuine gap inthe market. Indeed, Snecma decided to enter thecompetition to power the SCAC SuperJet 100 at atime when just two aircraft manufacturers wereleading the market: Bombardier and Embraer,which were both powered by GE. At the sametime, other aircraft and engine manufacturerpartnerships appeared, deciding to pursue thissame market.

Regional airlines have specific characteristics,notably frequent flights and quick turnarounds.Hence there is a need from airlines for enginesthat are both reliable on short trips and capableof handling numerous cycles. The SSJ 100 pow-ered by SaM146 engines achieves this, as attestedto by the Superjet’s customer roster, which in-cludes Western airlines such as InterJet.

Such quality is also based on Snecma’s excel-lence as an engine manufacturer. Both the mate-rial and technologies Snecma used to develop theSaM146 are those that equipped its biggest suc-cess, the CFM56, the biggest selling commercialaviation engine in history. For example, the low-pressure parts originate from proven CFM tech-nologies.

The SaM146 has also benefited from the re-search and technology programmes launched bySnecma since 2000. These programmes have re-sulted in a number of advanced technologies incor-porated on the SaM146 engines, including thehigh-pressure (HP) compressor — the compressorwith the world’s highest compression ratio by stage.

“During the SaM146 developing process, weused well-understood materials and made coher-ent decisions. For example, the fan is made of ti-tanium as composites would have beenunnecessary due to their cost-performance ratio,”says Frédéric Lenglet, PowerJet chief engineer.

Additionally, the high-pressure parts have acompact design in order to reduce both partcount and maintenance cost as much as possible.



“A production rate of four engines per month has already

been demonstrated and industrial organisation for a ramp-up

to eight per month is in place.”

Contrary to its competitors with eight or nine HPcompressor stages, the SaM146 only has six.There is also a single-stage HP turbine, as op-posed to rivals’ two-stage units. Finally, the firsttwo HP compressor stages are blisks, which arelighter, more robust and easier to repair. Theavoidance of air leaks between the blade and thedisk, as well as reduced friction means better per-formance.

This reliability has been proved since the en-gine’s entry into service. The performance goalsfor specific fuel consumption, weight and emis-sions have all been realised — quite an achieve-ment so soon after the SaM146 began operations!

SaM146 production: ready forramp-up

Reliability is also evident in the SaM146’s pro-duction, with plants certified and built to meetthe requirements of any production ramp-up.

PowerJet oversees all assembly line processes:HP core assembly, final assembly and propulsionsystem delivery. The company is capable of man-aging the three cycles to allow a quick ramp-up ofproduction to keep pace with demand. A produc-tion rate of four engines per month has alreadybeen demonstrated and industrial organisation fora ramp-up to eight per month is in place. “This willallow PowerJet to foresee its aircraft manufacturer’s

needs so that it will provide its customers with thebest answer” says Eric Lenoble, deputy programmedirector, plan, risk mitigation, economics.

SaM146 in operationThe SaM146 incorporates state-of-the-art

technologies, allowing it to easily adapt to hot orcold climates, while retaining its full perform-ance potential. For example, since January 2013Yakutia Airlines has been operating the Superjetfrom Yakutsk, which can reach -50C and is offi-cially the coldest city on earth.

PowerJet has also managed to adapt its engineto the wildly varied operational profiles of differ-ent carriers. Yakutia, for instance, operates long-distance flights to China and Japan with averagestage lengths of a couple of hours; Lao CentralAirlines, in contrast, offers short flights of lessthan an hour on average.

The SaM146 can also adapt in-flight to maxi-mize performance. Its ‘active clearance control’



system automatically adjusts the clearance of theHP turbine’s blades, since too much recirculationof air diminishes the engine’s performance.

Aftermarket services

Reliability is also evident in the engine’smaintenance and support. Regional airlines havevery specific characteristics and need their air-craft available and problem-free to operate asmany flights a day as possible. This means they

need flexibility and support services tailored totheir requirements. The SaM146 was developedto address these factors, offering not only per-formance, but high-performance support! Inorder to reach that goal, PowerJet not onlyadapted the SaM146’s architecture, but also itssupport services. For that, it had to integrate thepossibility of quick, easy maintenance into theengine design.

“Our PowerLife service range was designed toaddress customer requirements. Most of our cus-tomers — such as Aeroflot, Interjet and Sky Avi-ation — have subscribed to this package, provingthat our services meet their needs!” says DanielChaubard, general manager, engine line opera-tion support.

Field service engineers are customers’ firstcontact point. Not only are they the first ones toprovide support but they also contact PowerJetto forward incident information if necessary sothat the service range offered becomes as reliableand encompassing as possible.

PowerJet offers a la carte package deals to itsclient airlines so that their maintenance needsare tailored as much as possible. PowerLife is aflexible service offer geared to an airline’s needsthat can go up to four levels, combined accordingto a customer’s desires:1 Line replaceable units

24/7 all-year round AOG organisation quickanswer for operations needs, dedicated focalpoint



All LRU replaceable in less than 30’ Customer’s tailored Pool Access with dedi-cated on-site stock, standard exchange

2 EngineEngine shop visit to benefit from the OEM ex-pertise

3 Engine leaseEngine lease to increase aircraft availability

4 NacelleNacelle support for an all-inclusive package.Only current engine manufacturer on the re-gional jet market to offer a complete range ofsupport services for the entire PPS.

The a la carte service is not only about the dif-ferent levels of assistance the customer canchoose, but it also applies to contract duration andthe different combinations possible in betweenthe different contracts. This service is another re-liability factor for SaM146 customers, assuring thatthey only pay for what they actually need.

“From the engine’s service entry with theairline, we handle an average of 75 customersupport questions per month. We’ve imple-mented an efficient organisation with NPO Sat-urn so that we would offer the best possibleanswers to our customers with a single contactpoint,” says Herve Quiniou, SaM146 after-salesprogramme.

Maintenance reliability is also assured by ahealth monitoring system. Flight data can be

downloaded to follow the engine’s parameters bet-ter and to provide on-condition maintenance.Technicians keep an eye on the engine’s health, an-ticipating failures before they materialise so thatthe engine is kept operational on the wing as longas possible. Moreover, it’s the same people who de-signed the engine who take care of it later in life.

Monitoring of engine parameters allows en-gineers to precisely target the required mainte-nance operations. This means faster service andhigher engine dispatch reliability. For LRUchanges, Fadec technology allows automatic as-sistance in breakdown detection. Finally, en-gine change does not exceed two hours.Techniques such as the borescope inspectionfor on-wing maintenance and the quick turnavoid as much as possible having to remove theengine, thus keeping costs down and avoidingshop visits.

Hence, the SaM146’s reliability can be seen inits design, its production, its operations and theservices and support it offers. PowerJet will havethe opportunity to continue demonstrating thison the entry into service of the first SaM146 1S18with Gazpromavia later this year. It will be thefirst airline using the SSJ100-95LR, the long-range version of the SSJ100. Of course, the addi-tion of new customers doesn’t mean that currentones will be forgotten. Strengthening customersrelationships in order to build long-term partner-ships is what PowerJet strives for.


The CF34, manufactured by General Elec-tric (GE), is the workhorse of the regionalairline industry, powering some of the

most ubiquitous 50 to 100-seat aircraft in opera-tion today. Of its three main variants, the oldestis the CF34-3, which went into airline service in1992 on the Bombardier CRJ100; the CF34-10,meanwhile, will power China’s new regional jet,the ARJ21, and is already flying with many oper-ators on Embraer’s E-190/-195 lines.

All three CF34 variants — the CF34-3, CF34-8 and CF34-10 — share near-flawless dispatch re-liabilities and are generally regarded as rugged,reliable and easily maintained engines. However,it’s difficult to paint a broad-brush picture of the

The CF34 MRO market is in a state of flux as the more than

20-year-old CF34-3 approaches its twilight years. The type still

accounts for most of the overhaul work at CF34 repair stations, but

that will change as the newer -8s and then -10s reach their mid-life

check-up dates, says Alex Derber.

CF34 maintenance

CF34 maintenance market because each enginetype launched roughly a decade after its prede-cessor, meaning radically different engine matu-rities and MRO options.

As an older engine the CF34-3, for instance,has a far lower residual value than the -10, whichaffects repair-replace considerations and opensup the possibility of using PMA parts. “Matureengines, like the CF34-3, are a different marketthan ‘growth’ engines in terms of ownership, op-eration, workscope requirements, repair options,and material sources,” says Brian Neff, CEO ofFt. Lauderdale-based MRO CTS Engines, whichoverhauls the CF34-3, the CF6-80, and theCFM56-3.



Neff points out that mature engines benefitfrom a deeper and more experienced maintenancemarket, with constituents who have had the timeto optimise repair and overhaul techniques.Amongst other things, this means that “on the ma-terial side, many parts can often be replaced withused serviceable material at less cost than a repair,due to the number of engine teardowns that occurin the latter half of an engine’s life”, he says.

There is also an added layer of complexity toCF34 MRO, which is that the engine is also usedby business jet operators of Bombardier’s Chal-lenger and Embraer’s Lineage lines. Naturallythese have their own specific workscopes, serviceintervals and repair requirements, although thefollowing will focus of the engine’s commercialapplications.

GE estimates that CF34 shop visit volumeclimbed from 780 in 2011 to 1,000 last year, on aninstalled base of approaching 6,000 powerplants.The CF34-3 is the most numerous of these, withabout 2,200 in service, though CF34-8 and -10populations are not far behind and will soonovertake the -3 as older regional jets are retired.

The lion’s share of the CF34 maintenancemarket, judged by shop visits, is held by the en-gine’s manufacturer, GE, which recorded 350 in2012; followed by StandardAero, which claims 26

per cent of the market; and then German MROsLufthansa Technik AERO Alzey (LTAA) andMTU, which reported 194 and 150 shop visits, re-spectively, in 2012.

Both LTAA and MTU claim turnaround times(TATs) for the CF34-8 and -10 of between 45 and60 days, depending on the scale of theworkscope, while MTU claims that a new taktsystem (takt was designed originally to pace

manufacturing lines), a new floor layout and bet-ter operating processes have helped it take CF34-3 TAT down to 45 days.

Mark Johnson, LTAA CEO, says: “Improve-ments to TAT are basically done through state-of-the-art machining equipment, optimisedshop layout, design and manufacturing of sup-porting tools, and IT infrastructure to supportclear visibility of processes. We also have a dedi-cated supply chain management organisation tomanage not only routine supply and repair ordermanagement, but also the just-in-time conceptand, in particular, the supply of ad-hoc spares toavoid work-stoppages.”

CF34-3

The CF34-3 is a 9,220lbs-thrust engine whichpowers Bombardier’s ageing CRJ100/200 re-gional jets. The market for these 50-seat aircraftis currently in a state of f lux as America’s bignetwork carriers shed the old CRJs from theirfleets to replace them with larger, more fuel-ef-ficient and more modern models. Aircraft savedfrom the scrapyard are typically going to smalleroperators who can be more f lexible with theirrepair schedules and workscope requirements,as Kerry O’Sullivan, vice president ofCF34/CFM56 at Tempe, Arizona-based Standar-dAero, explains: “The CRJ200 aircraft market ischanging and ownership is shifting to new oper-ators, who prefer shop visits that address specificareas of concern,” he says. As a result, Standard-

Aero now offers quick-turn, limited workscoperepairs alongside traditional overhauls, a movethat O’Sullivan describes as “a particularly suc-cessful venture for us as the CRJ200 aircraft moverapidly through new marketplaces”.

Last year StandardAero says it processed“hundreds” of CF34-3s and CF34-8s through itsfacility in Winnipeg, Canada, about 80 per centof which were for the older type. This year it isexpecting a 10 per cent increase in shop visits anda fairly even split of work between the two CF34types as the newer CF34-8s encounter their first

mid-life events. These occur at about 10,000-12,500 cycles and are needed across the CF34 lineto mitigate performance degradation.

LTAA maintains all three CF34 types at its fa-cility near Frankfurt, Germany, with the CF34-3comprising about half of its shop visits last year.However, a big portion of maintenance work onboth the CF34-3 and -8 can be done on-wing, soLTAA must be able to quickly dispatch mechan-

ics to its customers’ aircraft. To help manage thisit has worldwide service stations in Tulsa, Mel-bourne and Argentina.

MTU offers a full range of CF34 MRO servicesfrom another centralised location — Berlin Bran-denburg — whilst also offering on-site servicesanywhere in the world for its customers. Theseare backed up by its MTU Maintenance Dallas fa-cility and a partnership with Tulpar Technicbased in Kazan, Russia.

Although about half of MTU’s CF34 workloadin Berlin last year was for its oldest variant, “theCF34-3 has mostly outlived its heavy mainte-nance intervals and on this mature engine, wemostly perform smaller, custom-tailored shopvisits”, says Andrea Lübke, VP CF34 programmeat MTU Maintenance. Because most CF34-3shave had their last heavy overhauls and can inany case be repaired to a large extent on-wing,MTU expects global shop visits for the type to fallfrom 320 next year to less than half that by 2017.

CF34-8

The CF34-8C and CF34-8E are in service with71 operators on 1,000 aircraft — mostly the Em-braer -170/-175 and Bombardier CRJ700/900lines. As with the -3, plenty of -8 maintenancecan be performed on-aircraft, though this issomewhat easier with the -8C than the -8E, dueto the latter’s mounting under-wing rather thanat the rear of the Bombardiers that the -8C pow-ers.

Such flexibility came in handy this year afterGE issued an AD requiring replacement of op-erability bleed valves on about 300 CF34-8s, orabout 15 per cent of the f leet. Fixes such asthese are made easier in part because of themodular design of the CF34, as Bob Oliphant,a GE Aviation spokesman, explains: “Accessibil-ity is important to ease of maintenance and theCF34 design enables more efficient, direct ac-

cess to components that are due for restora-tion, with no unnecessary disassembly to gainaccess to some other part of the engine for over-haul.”

StandardAero reports that its field servicerepresentatives can perform anything from sim-ple seal changes to complete module replace-ments without removing the CF34-8 from anaircraft (or by putting it on a nearby mainte-



All three CF34 variants — the CF34-3, CF34-8 (pictured) and CF34-10 –— share near-flawless dispatch

reliabilities and are generally regarded as rugged, reliable and easily maintained engines.

“Improvements to TAT are basically done through

state-of-the-art machining equipment, optimised shop layout,

design and manufacturing of supporting tools, and IT

infrastructure to support clear visibility of processes.”

Mark Johnson, CEO, LTAA



A Cf34-10 on engine test.

nance stand), though it is also expecting more -8s through its shops in the near future as the en-gines — which average about 11,000 cyclesglobally — come up for their midpoint checks.

MTU, meanwhile, predicts steady growth inthe CF34-8 market from 240 shop visits this yearto about 420 per annum in a decade’s time. MTUitself handles about 150 shop visits per year forall CF34 types.

Typical workscopes for CF34-8s coming intothe StandardAero shop include high-pressureturbine refurbishment variable guide vane sys-tem improvements and the sprucing up of gen-eral hardware. Among older -8s, it is also fairlycommon for the nut connecting the high pres-sure turbine and the high pressure compressor toseize, a problem for which StandardAero has de-veloped a fix for.

Another issue for some CF34-8 operators, ac-cording to LTAA, has been oil smell in the cabin,a problem for which it has developed a quick-turn solution by its field service representatives.

CF34-10The youngest member of the CF34 family en-

tered service in 2005 and is now flying with 63operators. At LTAA, shop visits for the typeclimbed from 17 in 2011 to 45 last year, while MTUestimates that about half of its CF34 shop visitsare either for the -8 or -10. It also predicts thatshop visits for the -10 globally will double in thenext 10 years from 130 in 2013.

CTS and StandardAero don’t repair the CF34-10, perhaps because the average -10 is at 6,000 cy-cles and only halfway towards its midpointchecks, though StandardAero states that “shouldthe right customer opportunity present itself wecould easily enter this market”.

LTAA reports two notable issues facing theCF34-10 at present: high oil consumption andstage four low-pressure turbine blade separation.The MRO can solve the first problem on site witha quick-turn solution, while the LPT can be fixedas a module event rather than a full engine shopvisit. This again demonstrates the flexibility ofthe CF34 design, though the added complexityof the CF34-10 limits its on-wing repair optionsin comparison with the -3 and -8.

There is only one AD on the CF34-10 that hasnot yet been fully complied with; issued in 2012it requires certain engines to undergo centre venttube mid-support replacement.

A shifting MRO landscapeOne major development in CF34 maintenance

this year has been the extension of GE’s ‘TRU-Engine’ programme to the type. Those who sign upto TRUEngine are guaranteed maximum residualvalue of their CF34 assets via assurances that theengines will be maintained in an OEM configura-tion, using OEM parts, by TRUEngine-licensedshops. For the CF34 these are GE’s facilities inStrother, Kansas and Petropolis, Brazil, as well asStandardAero, which is the only third-party

TRUEengine provider on both the CF34 andCFM56.

“There are no disadvantages to this pro-gramme as operators can still make material andrepair choices at their discretion,” says Standard-Aero’s O’Sullivan. “However, those operators thatwant to ensure a TRUEngine status for their fleetcan be assured that we have all of the processes inplace to comply with TRUEngine standards.”

The first CF34 operators to launch its TRU-Engine programme were Brazil’s Azul, the UK’sFlybe, US lessors GECAS and Jetscape, Poland’sLOT, and US regional carrier Gojet. Perhaps co-incidentally, these represent a pretty accuratecross-section of the global CF34 operator base,about 55 per cent of which hails from the US, 20per cent from Europe and 25 per cent from therest of the world.



Engine overhaul directory 2014 — worldwide

GE Aviation, Services One Neumann Way All GE, CFM International- Cincinnati Cincinnati and Engine Alliance

OH 45215USAT (1) 513 552 [email protected]/services

GE Aviation, Services GE Aviation, Services - Strother CFM56-2, -3, -5B, -7 HSI, MC, MO, OH Five test cells- Strother 4th and A Streets - Strother Field CF34-All HSI, MC, MO, OH

Arkansas City CT7-All HSI, MC, MO, OHKansas 67005USAT (1) 513 552 [email protected]/services

GE Aviation, Services GE Aviation, Services - Celma CF34-10 HSI, MC, MO, OH Two test cells- Celma Rua Alice Herve 356 CFM56-3, -5, -7 HSI, MC, MO, OH

Petropolis, Rio de Janeiro CF6-80C2, -50 HSI, MC, MO, OHBrazil 25669-900T (1) 513 552 3272F (55) 24 2233 [email protected]/services

GE Aviation, Services Dallas Fort Worth Int/l Airport CFM56-All HSI, MC- On-Wing Support Dallas Texas CF34-All HSI, MC

USA CF6-All HSI, MCT (1) 513 552 3272 GE90-All HSI, [email protected] GEnx-All HSI, MCwww.geaviation.com/services GP7000-All HSI, MC

GP7200V2500PW4000

Honeywell Aerospace Bill Wright ALF502 HSI, MC, MO, OH 28 test cellsDir. Mechanical Technical Sales ALF507 HSI, MC, MO, OHAir Transport and Regional Honeywell APUs1300 West Warner Road Honeywell Wheel and Brakes1207-1 Honeywell Mechanical ComponentsTempe, AZ 85284USAT (1) 480 592 [email protected]

Kalitta Maintenance Richard Bray JT8 HSI,MC,OH.MOH One test cellDirector of Powerplants JT9 HSI,MC,OH,MOH6270 East Pride Rd CF6-50 HSI,MC,OH,MOHOscoda Michigan, 48740 CF6-80 HSI,MC,OH,MOHUSAT: 989-739-8930F: 989-739-3883M: [email protected]

Pratt & Whitney John Sullivan PW4000 (94, 100, 112) HSI, MC, OH, MO Five test cells Sales Manager PW2000 HSI, MC, OH, MO - one at each of its engine overhaul facilities400 Main Street V2500 (A1,A5, D5) HSI, MC, OH, MOMS 132-20 CFM56 (-3, -5B, -5C, -7) HSI, MC, OH, MOEast Hartford RR Dart OH06108 GE90USAT: [email protected]

Pratt & Whitney Kevin Kearns F117/PW2000 all HSI, MC, MO, OH Eight test cellsGlobal Engine Services General Sales Manager PW4000 all HSI, MC, MO, OHConnecticut Engine Solutions 400 Main St

East HartfordCT 06108USAT (1) 860 565 2566F (1) 860 755 [email protected]

AmericasCompany Contact details Types (commercial) Checks Test cells

OEMs



Pratt & Whitney Lewis Wallace PW4000 OH AllGeneral Mgr Global Engine Services Sales CFM56 OHP.O.Box 3107 V2500 OHCoppell PW2000 OH75019 F117 OHUSA DART OHT: (972)512-3709 JT9D OHF: (860)622-3099 GE90 [email protected]

Pratt & Whitney Kevin Kearns V2500-A5 HSI, MC, MO, OH One test cellEngine Services General Sales Manager F117, PW 2000(Columbus Engine 8801 Macon RoadCenter) PO Box 84009

ColumbusGA 31908USAT (1) [email protected]

Pratt & Whitney Brian Rinkevicius PT6A, B, C, T HSI, MC, MO, OH One test cellCanada Manager, Cust. Service Marketing PW100 HSI, MC, MO, OH

St Hubert Service Center PW150A HSI, MC, MO, OH7007 Chemin de la Savane PW200 HSI, MC, MO, OHSt-Hubert ST6, ST6L series HSI, MC, MO, OHQuebec ST18 HSI, MC, MO, OHJ3Y 3X7CanadaT 450 647 [email protected]

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

76120 CP QueretaroMexicowww.snecma.com

Rolls-Royce Canada Diana Hargrave AE3007 HSI, MC, MO, OHVP Programmes BR710 HSI, MC, MO, OH9500 Côte de Liesse Road Spey HSI, MC, MO, OHLachine, PQ, Tay HSI, MC, MO, OHQuebec H8T 1A2CanadaT (1) 514 828 1647 V2500 HSI, MC, MO, OHF (1) 514 828 [email protected]

Rolls Royce On Wing Care John Bolen AE2100 HSI, MCServices (in field, on/off-wing Acting Director and GM AE3007 all HSI, MCmaintenance) 2135 Hoffman Road BR 700 Series, 710,715,725 HSI, MC

Indianapolis, IN 46241 RB211 all HSI, MCUSA Tay 611 HSI, MCTel: 317-240-1221Tel: [email protected]

BizJet International Brian Barber TFE731 HSI Four engine test cells(subsidiary of VP Sales and Marketing JT15D HSI, MC, MO, OH Two APU test cellsLufthansa Technik) 3515 North Sheridan CF34 HSI

Tulsa CJ610 HSI, MC, MO, OHOK 74115-2220 CF700 HSI, MC, MO, OHUSA Spey Repair, Mid-life, OHT (1) 918 831 7628 Tay Repair, Mid-life, OHF (1) 918 832 [email protected]

Delta TechOps MRO Services CF34-3 HSI, MC, MO, OH Two test cells1775 M.H. CF34-8 HSI, MC, MO, OHJackson Service Rd CF6-80A HSI, MC, MO, OHAtlanta CF6-80C HSI, MC, MO, OH30354 CFM56-3 HSI, MC, MO, OHUSA CFM56-5 HSI, MC, MO, OHT: +1-404-773-5192 CFM56-7 HSI, MC, MO, [email protected] PW2000 HSI, MC, MO, OH

PW4000-94 HSI, MC, MO, OHJT8D-219 HSI, MC, MO, OH

Engine overhaul directory 2014 — Worldwide (cont...)


AIRLINES





Lufthansa Technik AERO Alzey Andreas Kehl CF34-3 series HSI, MC, MOService Center Tulsa VP Marketing and Sales CF34-8 series HSI, MC, MO

3515 North Sheridan Road CF34-10E HSI, MC, MOTulsa OklahomaOK 74115USAT (49) 6731 497 118F (49) 6731 497 333 [email protected]

TAP Maintenance and Anderson Fenocchio CFM56 [Top and bottom case] HSI, MC, MO, OHEngineering Brazil Dir. Business Development PW118 [A] HSI, MC, MO, OH

Marketing and Sales PW120 [A]Estrada das Canarias, 1862 PW125 [B] HSI, MC, MO, OH21941-480 Rio de Janeiro PW127 HSI, MC, MO, [email protected] PT6 [SMALL] HSI, MC, MO, [email protected] JT8D Standard HSI, MC, MO, OHT: +55 51 3375 7099T: +55 11 5097 9770F: +55 21 3383 [email protected]

United Services United Services Maint. Center PW2000 HSI, MC, MO, OH Two test cells (allSan Francisco IntÌl Airport PW4000 (all) HSI, MC, MO, OH listed engines)Building 74 - SFOUSSan FranciscoCA 94128USAT (1) 650.634-7650www.unitedsvcs.com

Aeromaritime America (ITP) Scott Hutson - CEO RR M250-All series HSI, MC, MO, OH One test cell4927 E. Falcon Drive PW200 ServicingMesaAZ 85215-2545USAT (1) 480 830 7780F (1) 480 830 8988www.aeromarusa.com

AeroThrust Jose Fagundo JT8D OHDirector of Sales & Marketing5300 NW 36th StreetMiami, Florida33166USAT: 1 786 441 2600F: 1 786 441 [email protected]

AeroTurbine Mike Mullen CFM56 series Engine management services forSVP Engine Management CF6-80 series all engine types15701 SW 29th Street PW4000 seriesMiramar, Florida PW2000 series33027 V2500 seriesUSAT (1) 305 590 [email protected]

APECS Engine Center Fred Laemmerhirt JT8D (all) HSI, MC, MO, OH Test cells availableDirector JT8D-7B HSI, MC, MO, OH On-wing repairs13642 SW 142nd Avenue JT8D-9A HSI, MC, MO, OH C7 blade blendingMiami JT8D-15, -15A HSI, MC, MO, OH Hushkit installationsFL 33186 JT8D-17, -17A, -17AR HSI, MC, MO, OH QEC Installs/swapsUSA JT8D-200 series Gearbox overhaulT 305 255 2677F 305 255 [email protected]

Atech Turbine Jay Kapur JT15D OH ComponentComponents GM PT6 OH OH & repair only

1 St Mark Street PW100 OHAuburn PW200 OHMA 01501 PW500 OHUSAT (1) 508 721 7679F (1) 508 721 [email protected]

INDEPENDENTS





Bonus Aerospace Miami Rob Pruim PW4000 HSI, MC, MO, OH(AFI KLM E&M Network) VP Sales International CF6-80C2 HSI, MC, MO,

T (31) 20 649 1100 [email protected]

CTS Engines Vesa Paukkeri CF6 series BSI, EMG, FS, HIS, MC, MPA, President & COO OH, QEC, TCI3060 SW 2nd Ave. CF34 Series BSI, EMG, FS, HIS, MPA, MC, Ft. Lauderdale QEC, TCIFlorida 33315 CFM56 series BSI, EMG, FS, HIS, MC, MPA, USA QEC, TCI, T (1) 954 889 0600 JT3D series BSI, FS, HSI, MC, TCIwww.ctsengines.com JT8D series EMG, MPA, QEC

JT9D series BSI, EMG, FS, HSI, MC, MPA,QEC, TCI

PW2000 series BSI, EMG, FS, HSI, MC, MPA, QEC, OH, TCI

PW4000 series BSI, EMG, FS, MPA, QECRB211 Series BSI, EMG, FS, MC, MPA, QECRR Tay Series BSI, EMG, FS, MC, MPA, QEC

Dallas Airmotive Christopher Pratt PW100 HSI, MC, MO, OH 17 test cells(BBA Aviation) Director, Market Analysis & Communications PT6A & T HSI, MC, MO, OH

900 Nolen Drive JT15D HSI, MC, MO, OHSuite 100 TFE731 HSI, MC, MO, OHGrapevine M250/T63/T703 HSI, MC, MO, OH76051 Spey, Tay HSI, MC, MO, OHUSA ALF502 HSI, MC, MO, OHT: +1 214 956 2601 PW300, PW500 HSI, MC, MO, OHF: +1 214 956 2825 BR710 [email protected]

FJ Turbine Power Jose Gomez de Cordova - CEO CFM56-3 (all series) HSI, MC, MO, OH One test cell [email protected] JT8D-7, -7B, -9A,-15, -15A HSI, MC, MO, OH (JT8D engines)Manny Castanedo JT8D-17, -17A, -17AR HSI, MC, MO, OH 24/7 AOG fieldVP and General Manager JT8D-209, -217, -217A, -217C HSI, MC, MO, OH for [email protected] JT8D-219 HSI, MC, MO, OHCharlie Rey JT8D gearboxesSr. VP Marketing & Logistics CFM56-5B & 5C HSI, MC, MO, [email protected] West 20th Ave.HialeahFlorida 33014USAT (1) 305-820-8494F (1) 305-820-8495C (1) 954-593-9988www.fjturbinepower.net

ITR Emilio Otero - CEO JT8D-STD HS1, ESV1/2, EHM, MO, Two test [email protected] MC, OHJulio Ramìrez JT8D-200 HS1, ESV1/2, EHM, MO, Commercial director MC, [email protected] TPE-331 HSI, CAM, MO, MCAcceso IV No 6Zona Industrial Benito Ju-rezCP 76120Querétaro, Qro.MexicoT (52 + 442) 296 3915 / 00F (52 + 442) 296 3906 / 08www.itrmexico.com.mx

Kelly Aviation Center Frank Cowan CF6-50 HSI, MC, MO, OH Four large engine Director, Business Development turbofan cells with 3523 General Hudnell Drive one capable of San Antonio afterburner operation,Texas 78226 Four turboprop/USA turboshaft cellsT (1) 210 928 5052C (1) 210 827 5275F (1) 210 928 [email protected]

Kelowna Flightcraft Mike Udala JT8D, -7 B to -17 HSI, MC, OH, MODirector of Maintenance 501D13 HM, HSI, MC5655 Airport Way 501D22G HM, HSI, MCKelownaV1V 1S1CanadaT: [email protected]





Marsh Aviation Floyd Stilwell TPE331 HSI, OH TPE331President T76 HSI, OH T765060 East Falcon DriveMesaAZ 85215-2590USAT (1) 480 832 3770F (1) 480 985 [email protected]

Miami NDT Jose Perez PWJT8D-100 & 200 PWJT8D all, full o/haulPresident PW4000 GE CFM series and CF67980 NW 56 St GE CFM56-3 series top case repairsDORAL GE CFM56-5 All engine borescopeFL 33166 GE CFM56-7 and Vibration surveyUSA GE CF56-50 & -80 Max Power EngineT (1) 305-599-9393 Rolls-Royce RB211 assurance (MPA)F (1) 305-675-8038 IAE [email protected]@miamindt.comAOG: 954-305-5606

MTU Maintenance Ralf Schmidt CF6-50 HSI, MC, MO, OH One test cellCanada Managing Director & Senior Vice President CFM56-3 HSI, MC, MO, OH

6020 Russ Baker WayRichmond BCV7B 1B4CanadaT (1) 604 233 5700F (1) 604 233 5701 [email protected]

MTU Maintenance Dallas Ross Retan CF34 HSI, MC Test cells availableManaging Director CFM56 MC615 Westport Parkway V2500Suite 600 CF6Grapevine, Texas 76051 GE90USA PW2000T (1) 817 442 4849 PW4000F (1) 817 203 [email protected]

Patriot Aviation Virgil Pizer JT3D series HSI, MO, QEC, OH, BSIServices 9786 Premier Parkway JT8D series HSI, MO, QEC, OH, BSI

Miramar JT8D-200 series HSI, MO, QEC, OH, BSIFL 33025 JT9D series HSI, MO, QEC, OH, BSIUSA CF6 series HSI, MO, QEC, OH, BSIT (1) 954 462 6040 CFM56 series HSI, MO, QEC, OH, BSIF (1) 954 889 2130 CF34 series HSI, MO, QEC, [email protected] V2500 series HSI, MO, QEC, BSIwww.patriotaviation.com PW2000 series HSI, MO, QEC, BSI

PW4000 series HSI, MO, QEC, BSITAY series HSI, MO, QEC, BSIRB211 series HSI, MO, QEC, BSIBR700 series HSI, MO, QEC, BSIGP7200 series HSI, MC, QEC, BSIAPU/GTC all series MC, QEC, BSI

StandardAero Mike Turner AE2100 MC, MO, OH Test cells for all disDir. Mktg and Corp. Communications AE3007 HSI, MC, MO, OH played engine types Corporate Offices CF34-3/-8 HSI, MC, MO, OH available 1524 West 14th Street #110 CFM56-7 HSI, MC, MO, OHTempe GTCP 36, GTCP85, RE220, Full MRO cap.Arizona 85281-6974 APS2300 Full MRO cap.USA Model 250 HSI, MC, MO, OH T (1) 480 377-3195 PT6A HSI, MC, MO, OHF (1) 480 377-3171 PW100 HSI, MC, MO, [email protected] PW600 HSI, MC, MO, OHwww.standardaero.com T56/501D HSI, MC, MO, OH

TFE731 HSI, MC, MO, OHTPE331 HSI, MC, MO, OH

Texas Aero Engine Jim Holmes Trent 800 HSI, MC, MO, OH Trent 800Services Senior Manager, Customer Business RB211-535 HSI, MC, MO, OH RB211-535(JV, American Airlines 2100 Eagle Parkwayand Rolls-Royce) Fort Worth

TX 76177USAT (1) 817 224 1042F (1) 817 224 [email protected]





TIMCO Aviation Services Ian Raulston JT8D HSI, MC, MO, OH One test cellMarketing Manager623 Radar RdGreensboro27410USAT: 1 336 668 4410 ext [email protected]

TIMCO Engine Center Dennis Little JT8D series HSI, MC, MO, OH Test cell GM JT8D-200 series HSI, MC, MO, OH for JT8D series3921 Arrow Street JT8D series On wing JT8D-200 seriesOscoda JT8D-200 series On wingMI 48750 CFM56-3/-5/-7 On wingUSAT (1) 989 739 2194 ext 8532F (1) 989 739 6732E-mail (1): [email protected] (2): [email protected]

Timken Overhaul Services Larry Batchelor PT6A Series HSI, MC, MO, OH Test cell for all listed Sr Product Sales Manager PT6T Series HSI, MC, MO, OH engines3110 N Oakland St T53 Fuel control overhaulMesa,Az 85215-1144 USAT (1) 480 606 3011F (1) 480 635 [email protected] www.timken.com/mro

Turbine Engine Center 8050 NW 90th St JT3D HSI, MC, MO, OH Test cells availableMiami JT8D-1-17R HSI, MC, MO, OHFL 33166 JT8D-200 HSI, MC, MO, OHUSAT (1) 305 477 7771

United Turbine Ali Mozzayanpour PT6A & T HSI, MC, MO, OH DynamometerPresident Test cell8950 NW 79 Ave.MiamiFL 33166USAT (1) 305 885 3900F (1) 305 885 [email protected]

Vector Aerospace Tim Cox PW100 HSI, MC, MO, OH Test cells availableEngine Services – Atlantic VP Engine & Component Sales PT6A HSI, MC, MO, OH

PO Box 150 JT15D HSI, MC, MO, OHHangar 8 307A HSI, MC, MO, OHSlemon Park 308A/C HSI, MC, MO, OHSummersidePECanada C1N 4P6T (1) 817 416 7926F (1) 817 421 [email protected]




EuropeCompany Contact details Types (commercial) Checks Test cells

GE Aviation, Services GE Aviation, Services - Wales CFM56-3, -5, -7 HSI, MC, MO, OH Two test cells- Wales Caerphilly Road, Nantgarw GE90-All HSI, MC, MO, OH

Cardiff, South Glamorgan GP7000-All HSI, MC, MO, OHSouth Wales, UK, CF15 7YJ GP7200 HSI, MC, MO, OHT (1) 513 552 [email protected]/services

GE Aviation, Services GE Aviation, Services - Caledonian CF6-All HSI, MC, MO, OH One test cell- Caledonian Prestwick International Airport GEnx-All HSI, MC, MO, OH

Prestwick, AyrshireScotland, UK, KA9 2RXT (1) 513 552 [email protected]/services

GE Aviation, Services On-Wing Support London CFM56-All HSI, MC- On-wing Support London Unit 4, Radius Park, Faggs Road GE/CFM-All HSI, MC

London Heathrow Airport GE90-All HSI, MCFeltham, Middlesex, TW14 0NG GP7200-AllUK GEnx - AllT (1) 513 552 3272 [email protected] CT7www.geaviation.com/services CF34 - All

Heico Aircraft Maintenance Cindy Kraus GP7200 HSIManager Sales & ExecutionHein-Saß-Weg 36ATP, Entrance AHamburg21129GermanyT: +49 40 333 9949 811F: +49 40 333 9949 810M: +49 171 237 [email protected]

Pratt & Whitney Canada Carsten Behrens (GM) JT15D AllCustomer Service Centre T (49) 3378 824-01 PT6A/-B/-C/-TEurope F (49) 3378 824 805 PW100

Steve Dicks PW200(Sales Manager EMEA) PW300T (44) 238 046 1276 [email protected]. 414974 LudwigsfeldeGermany

Pratt & Whitney Helge Nesveg CFM56-3, -7B, -5B HSI, MC, MO, OH Test cells for listedEngine Services General Sales Manager engines(Norway Engine N-4055 Stavanger AirportCenter) Norway

T (47) 51 64 20 16F (47) 51 64 20 01www.pw.utc.com

Pratt & Whitney Aykut Tutucu CFM56-3, -5B, -5C, -7B HSI, MC, MO, OHEngine Services General Sales Manager V2500-A5(Turkish Engine Center) Pratt & Whitney THY Teknik

Urak Motor Bakimi MerkeziTurkish Engine CenterSabiha Gokcen Uluslararasi Havalimani34912 PendikIstanbul, Turkey T (90) 216-585-4810F (90) [email protected]

Rolls-Royce Geoffrey Grier V2500 HSI, MC, MO, OH Up to 120,000lbGas Turbine Services Head of Customer Business Tay HSI, MC, MO, OHEast Kilbride Mavor Avenue AE2100 HSI, MC, MO, OH

East Kilbride BR710 HSI, MC, MO, OHG74 4PYUKT (44) 1355-277349F (44) [email protected]

OEMs





Rolls Royce On Wing Care Marc Drew AE2100 all HSI,MCServices (in field, on/off-wing Head of Field Services AE3007 all HSI,MCmaintenance) PO Box 31 BR700 all HSI,MC

Derby, DE24 8BJ IAE V2500 HSI,MCUK RB211 all HSI,MCT: +44 1332 243481 Tay all HSI,MCT: +44 1332 244797 Trent all HSI,[email protected]

Snecma 10, Allée du Brévent CFM56-2A/2B/2C HSI, MC, MO, OH Villaroche, 5 cells forCE1420 Courcouronnes CFM56-3 HSI, MC, MO, OH engines dev. up to91019 Evry Cedex CFM56-5A/5B/5C HSI, MC, MO, OH 120,000lb of thrustFrance CFM56-7B HSI, MC, MO, OH Chatellerault/props

GE90 (HPC compressor) MO up to 6000HP (Tyne)LARZAC HSI, MC, MO, OH and low-power t/jetsM88 HSI, MC, MO, OHTYNE HSI, MC, MO, OHCFM56 parts repair

Snecma Services Brussels Bruno Michel CFM56-2 HSI, MC, MO, OH One test cellCEO CFM56-3 HSI, MC, MO, OHBatiment 24B - Local 101 CFM56-7B HSI, MC, MO, OHBrussels airport CFM56 parts repair HSI, MC, MO, OH1930 Zaventem BelgiumT (32) 2 790 45 00F (32) 2 790 47 [email protected]

AFI KLM E&M Rob Pruim CFM56-5A, -5B, -5C HSI, MC, MO, OH Test cell up 150,000lbsVP Sales International CFM56-3, CFM56-7 HSI, MC, MO, OHBP7 CF6-50 HSI, MC, MO, OHLe Bourget Aeroport CF6-80A, -80C2, -80E1 HSI, MC, MO, OH93352 Le Bourget Cedex GE90 HSI, MC, MO, OHFranceT (31) 20 649 1100F (31) 20 648 [email protected]

Alitalia Maintenance Systems Oreste Murri CF6-50 C2/E2 HSI, MC, MO, OHManager of Marketing & Sales CF6-80 C2 HSI, MC, MO, OHLeonardo da Vinci Airport CFM56-5B HSI, MC, MO, OHPiazza Almerico da Schio00050 Rome-FiumicinoItalyT (39) 06 6543 5236F (39) 06 6543 5111Må(39) 335 7389 719 www.alitaliamaintenancesystems.it

Iberia Maintenance Adolfo Gordo CFM56-5A, 5B, 5C HSI, MC, MO, OH One test cellHead of Commercial CFM56-7B HSI, MC, MO, OHAeropuerto Madrid-Barajas. La Muñoza CF34-3A1, -3B1 HSI, MC, MO, OH1ª planta RB211-535E4, 535C37 HSI, MC, MO, OHMadrid V2500 HSI, MC, MO, OH28042 JT8D-217,-219 HSI, MC, MO, OHSpain PEGASUS MK 154 HSI, MC, MO, OHT: 34915874828F: [email protected]

JAT Tehnika Srdjan Miskovic CFM56-3 HSI, MC, MO, OH One test cellGeneral Manager11180 Belgrade 59Airport Nikola TeslaSerbiaT (381) 11 [email protected]@jat-tech.rswww.jat-tehnika.aero

KLM Engineering & Maintenance Rob Pruim CFM56-5A, -5B, -5C HSI, MC, MO, OH Test cell up to(AFI KLM E&M) VP Sales International CFM56-3, CFM56-7 HSI, MC, MO, OH 100,000lb

Dept SPL / TQ CF6-50 HSI, MC, MO, OH CFM56PO Box 7700 CF6-80A, -80C2, -80E1 HSI, MC, MO, OH CF6Schiphol Airport GE90 HSI, MC, MO, OH GE901117 ZL AmsterdamNetherlandsT (31) 20 649 1100F (31) 20 648 [email protected]

AIRLINES



Lufthansa Technik Walter Heerdt JT9D, -7A, -7F, -7J, -7Q, -7R HSI, MC, MO, OH Six test cellsSVP Marketing & Sales JT9D-59A, JT9D-70A HSI, MC, MO, OH up to 100,000lbHAM TS PW4000-94, PW100, PW150 HSI, MC, MO, OH Airline support teamsWeg beim Jaeger 193 ALF502/LF507 HSI, MC, MO, OH Total engine supportHamburg CF6-80C2 HSI, MC, MO, OH Spare eng. coverageD-22335 CF6-80E1 HSI, MC, MO, OH On-spot borescopeGermany CFM56-2, -3, -5, -7B HSI, MC, MO, OH Engine leaseT (49) 405070 5553 V2500 -A5, -D5 HSI, MC, MO, OH HSPSF (49) 405060 8860 CF34, -3, -8, 10 HSI, MC, MO, [email protected] PW100 HSI, MC, MO, OHwww.lufthansa-technik.com PW150 HSI, MC, MO, OH

Trent 500 HSI, MC, MO, OHTrent 700 HSI, MC, MO, OHTrent 900 HSI, MC, MO, OHSpey HSI, MC, MO, OHTay 611 HSI, MC, MO, OHRB211 - 535 HSI, MC, MO, OHTFE 731 HSI, MC, MO, OH

Lufthansa Technik AERO Alzey Andreas Kehl PW100 series HSI, MC, MO, OH Two test stands forVP Marketing & Sales PW150 series HSI, MC, MO, OH PW100,-150, 901A,Rudolf-Diesel-Strasse 10 PW901 A/C HSI, MC, MO, OH CF34-3/-8 series /D-55232 Alzey CF34-3 series HSI, MC, MO, OH CF34-10EGermany CF34-8 series HSI, MC, MO, OHT (49) 6731 497 118 CF34-10EF (49) 6731 497 [email protected]

Lufthansa Technik Paul Morgan JT9D-7A/F/J HSI, MC, MO, OH V2500Airmotive Ireland Commercial Manager JT9D-7Q/70A/59A HSI, MC, MO, OH JT9D

Naas Road CFM56-2, -3, -7 HSI, MC, MO, OH CFM56Rathcoole V2500-A5 HSI, MC, MO, OHCo. DublinIrelandT (353) 1 401 1109F (353) 1 401 [email protected]

Lufthansa Technik Switzerland Thomas Foth ALF502/LF507 HSI, MC, MO, OHDirector Sales & MarketingP.O. Box CH-4002 BaselSwitzerlandT (41) 61 568 3070F (41) 61 568 [email protected]

N3 Engine Overhaul Gerhard-Hoeltje Str. 1 Trent 500 HSI, MC, MO, OH Test cell forServices D-99310 Arnstadt Trent 700 HSI, MC, MO, OH Trent 500/700/900

Germany Trent 900 HSI, MC, MO, OH up to 150,000lbT (49) 3628 5811 211F (49) 3628 5811 8211www.n3eos.com

TAP Maintenance & Carlos Ruivo CFM56-3 HSI, MC, MO, OH Test cellEngineering VP Marketing and Sales CFM56-5A/5B/5C HSI, MC, MO, OH up to 100,000lb

Marketing and Sales CFM56-7B HSI, MC, MO, OHP.O. Box 50194 CF6-80C2/A/B HSI, MC, MO, OHLisbon Airport HSI, MC, MO, OH1704-801 LisbonPortugalT (+351) 707 200 800F (+351) 21 841 [email protected]

Turkish Technic Altug Sokeli CFM56-3 Series HSI, MC, MO, OH Test cells for all lisTechnical Marketing & Sales Mgr CFM56-5A/ -5B/ -5C Series HSI, MC, MO, OH enginesTurkish Technic Inc. CFM56-7B HSI, MC, MO, OHAtaturk Intíl Airport Gate B CF6-80A Series HSI, MC, MO, OH34149 Yesilkoy CF6-80C2 HSI, MC, MO, OHIstanbul LF507-1F HSI, MC, MO, OHTurkey V2500 HSI, MC, MO, OHT (90) 212 463 63 63 ext. 9223F (90) 212 465 25 [email protected]@thy.com www.turkishtechnic.com



More mobility for the world



Aeolus Engine Services Fergal Whelan-Porter CFM56-3 series HSI, MC, MO, OHInternational Chief Executive Officer CFM56-5B series HSI, MC, MO, OH

Unit 2, 2050 Orchard Avenue CFM56-7B series HSI, MC, MO, OHCitywest Business CampusDublinD24IrelandT: 35318219095F: [email protected]

Aeromaritime Mediterranean Mario Mazzola M250-all series HSI, MC, MO, OH One test cellMD7, Industrial EstateHal Far BBG 06MALTAT (356) 21 65 1778F (356) 21 65 [email protected]

Transaero Engineering Ireland Martin O’Boyle CF6-80 On-wing repairsShannon Airport JT8D On-wing repairsCo. Clare CFM56 On-wing repairsIreland RR Tay On-wing repairsT (353) 61 717780 RB211 On-wing repairsF (353) 61 717709 JT9D On-wing [email protected] www.transaero.ie

APM Tony de Bruyn P&W JT3D, JT8D HSI, MC, MO, OH 75,000 lb test cellPresident - CEOVliegveld 498560 WevelgemBelgium32 56 43 25 74 32 56 40 42 [email protected]

Avio Avio - MRO Division PW100 (120,121,124B, HSI, MC, MO, OH No. 8 up to 100,000lbVia G.Luraghi, 20 127B,120A,PW123,PW123AF, HSI, MC, MO, OHNapoliT (39) 081 316 3268/3809

CRMA Luc Bornand CF6-80C2, CF6-80E1 MO and repair parts(material aeronautique) 14 avenue Gay-Lussac GE90, GP7200 MO and repair partsSubsidiary of Air France F 78990 Elancourt

FranceT (33) 1 3068 37 01F (33) 1 3068 [email protected]

EADS SECA Jean-jacques Reboul PW127 OH 4Vice President Head of Marketing & Sales TYFE731 OHBP50064 PT6 OHGonesse cedex, 95503 PW300 OHFranceT: [email protected]

Euravia Engineering Dennis Mendoros PT6A HSI, MC, MO, OH Test cells for all listed enginesManaging Director PT6T HSI, MC, MO, OHEuravia House PT6C HSI, MC, MO, OHColne RoadKelbrookBB18 6SNUnited KingdomT: +44 (0)1282 844480F: +44 (0)1282 [email protected]

GKN Aerospace Alvaro Barcellos PW100 (120/A, 121/A, HSI, MC, MO, OH Test cells for allVP Marketing & Programs 123/B/C/D/E/F, 124B HSI, MC, MO, OH listed enginesGKN Aerospace Engine Systems AB 125B, 126/A, PW127/B/C Engine test461 81 Trollhättan D/E/F/G/J/M On wing supportSweden TFE731-AllT (46) 520 293321F (46) 855 [email protected]/aerospace/



INDEPENDENTS





GT Engine Services Thomas Sinclair CFM56 Series C Check, MCTechnical Director CFM56 Series T & B Case Repair6025 Taylors End CFM56 Series VBI,Stansted Airport CFM56 Series Longterm StoreageStansted CFM56 Series IGB, AGB ChangeCM24 1RL CFM56 Series Component ChangeUnited Kingdom IAE V2500 Series C Check, VBIT: +44 1279 681122 IAE V2500 Series Component [email protected] RB211 Series C Check, VBI

RB211 Series Component Change

H+S Aviation Steve Bull CT7-2 through -9 HSI, MC, MO, OH Five test cells(BBA Aviation) Territorial Sales Director JT15D HSI, MC, MO, OH

Airport Service Road PT6T HSI, MC, MO, OHPortsmouth, M250®/T63/T703 HSI, MC, MO, OHHamphsire PO3 5PJ RR300 HSI, MC, MO, OHUK T700 HSI, MC, MO, OHT: (+44) 23 9230 4256 GTCP 331-200/250 APU HSI, MC, MO, OHF: (+44) 23 9230 4020 PW901 APU HSI, MC, MO, [email protected] T40-1 APU

Industria de Turbo Propulsores Pablo Fuentes ATAR 9K50, F404-400, EJ200 HSI, MC, MO, OH Seven mro Test cellsVP Sales & Marketing PW100 Series HSI, MC, MO, OH 25.000lbCtra. Torrejon-Ajalvir LM2500 HSI, MC, MO, OH Up to 5,000shpMadrid TP400, MTR390-E HSI, MC, MO, OH (WIP) One Turboprop cell28850 - Torrejon de Ardoz BR715 Parts repair only (Prod) Up toMadrid, km 3.5 PW200 SERIES HSI, MC, MO, OH 20,000shp28864 - Ajalvir CT7-5/7/9 HSI, MC, MO, OH Two T/boshaft (Prod)Spain CT7-8 / T700 HSI, MC, MO, OHT (34) 91 91 205 4652 TFE 731-2/3/4/5 MPI, MC, MO, OHM (34) 607 829 077 TPE331 SERIES HSI, MC, MO, [email protected] PT6T HSI, MC, MO, OHwww.itp.es CF700 HSI, MC, MO, OH

Industria de Turbo Propulsores Pablo Fuentes CT7 TP (-5, -7A, -9C) HSI, MC, MO, OH One Test Cell(ITP) Albacete VP Sales & Marketing CT7 TS (-2A, -8A, -8E, -8F5) HSI, MC, MO, OH Up to 5,000 hp

Parque Aeronautico y Logistico PW206 A/B/B2/C/E HSI, MC, MO, OHCtra. de las Penas PW207 C/D/D1/D2/E HSI, MC, MO, OH02006 - Albacete T700-GE-401/C, -701A/C/D HSI, MC, MO, OHPostBox: 7036Apdo. 703602080 - AlbaceteSpainT (34) 91 91 205 4652F (34) 91 205 4566M (34) 607 829 077 [email protected]

MTU Maintenance André Sinanian CF34-3, CF34-8, CF34-10 HSI, MC, MO, OH Four test cellsBerlin-Brandenburg Managing Director & Senior VP PT6A, PW200, PW300 HSI, MC, MO, OH

D-14974 Ludwigsfelde PW500 HSI, MC, MO, OHGermany PW800T (49) 3378 824 00 LM2500 F (49) 3378 824 300 LM5000E-mail: [email protected] LM6000www.mtu-berlin.com

MTU Maintenance Holger Sindemann CF6-50, -80C2 HSI, MC, MO, OH Two test cellsHannover Managing Director & Senior VP CFM56-7 HSI, MC, MO, OH 150,000 lb

Muenchner Str. 31 PW2000 series HSI, MC, MO, OHD-30855 Langenhagen PW6000 HSI, MC, MO, OHGermany V2500-A1, -A5, -D5 HSI, MC, MO, OHT (49) 511 7806 0 GE90-110B/-115BF (49) 511 7806 2111 GP7000 (LPT overhaul)[email protected]

OGMA Pedro Costa Santos AE3007A Series OH; TestCell; Five test cellsMRO Services - Engine & Components AE2100 Series OH; Test CellBusiness Development Director T56/501 Series I, II, III OH; Test Cell; QECParque Aeronautico de AlvercaAlverca, 2615-173Portugal+ 351 [email protected]

Vector Aerospace Ken Doig ALF 502 HSI,OH,MC, MO Three test cellsBusiness Development Manager LF507 HSI ,OH,MC,MOFleetlands 307A HSI,OH,Fraeham Road 308A HSI,OHGosport 308C HSI,OHPO13 0AA PT6AUnited Kingdom M250T: +44(0)2392 946442 [email protected]





Vector Aerospace Engine Philip Self ALF502/ LF 502 HSI, MC, MO, OH Turbofan cell up toServices UK Director - Sales UK PW 307/308 HSI, MC, MO, OH 40,000lb

12 Imperial Way RR T56/501D series HSI, MC, MO, OH Turboshaft cell up toCroydon RR 250 series HSI, MC, MO, OH 10,000 shpSurrey CR9 4LE RR Conway & Dart series HSI, MC, MO, OHUK Hamilton 54H60 Propellers

Fleetlands Building 110Fareham RoadGosportHampshire PO13 OAAUKT (44) 20 8688 7777F (44) 20 8688 [email protected]

SR Technics Melinda Roffler CFM56-5B series full capability 1Group Communications Assistant CFM56-5C series full capabilityP.O. Box 164 CFM56-7B series full capabilityZurich Airport PW4000-94 series full capability8058 PW4000-100 series full capabilitySwitzerlandT: +41 58 688 50 [email protected]

Summit Aviation Bruce Erridge JT3D HSI, MC, MO, OH One test cellCommercial Director JT8D-Std All Series HSI, MC, MO, OH 40,000lbMerlin Way JT8D-200 Series HSI, MC, MO, OHManstonKent CT12 5FEUK T (44) 1843 822444F (44) 1843 [email protected]

TEAM-Turbine Michael O’Connell CF6-50 HSI, MC, MO, OHSales/Marketing Manager CF6-80C2 HSI, MC, MO, OHBlankenweg 18A CFM56-5/7 HSI, MC, MO, OH4612RCBergen op ZoomNLT (31) 164 270800F (31) 164 [email protected]




Asia, Africa, Middle East & AustraliaCompany Contact details Types (commercial) Checks Test cells

Abu Dhabi Aircraft Ian Taylor V2500-A5 HSI, MC, OH, MO Two test cellsTechnologies Senior Mgr - Integrated Engine Solutions CF6-80C2 HSI, MC, OH, MO

Adjacent to Abu Dhabi Trent 700 HSI, MCInternational Airport Trent 500 HSI, MCAbu Dhabi PT6-A HSI, MC, OH, MO46450 PT6-T HSI, MC, OH, MOUnited Arab EmiratesT: 0097125057530M: 0097125757263F: [email protected]

Air Algerie Ahmed Hamiti CFM56-7 series HSI, MOManager CF6-80C2 series MC16 Rue El Qods, Cheraga CF6-80E1 series MCAlgiers16042Algeria213 (0)21 50 76 [email protected]

Ameco Beijing Mr Teng Bin/Mr Olaf Albrecht PW4000-94 HSI, MC, MO, OH 100,000lbs (one cell)Senior Directors, Marketing & Sales RB211-535E4 HSI, MC, MO, OHPO Box 563Capital International AirportBeijingChina 100621T: (+86) 10 6456 1122 X 4100/4101F: (+86) 10 6456 1823E-mail: [email protected] www.ameco.com.cn

Bedek Aviation Joseph Kazes CFM56-2/-3/-5B/-7B HSI, MC, MO, OH Four jet engine test cellsGM JT3D-3B/-7 HSI, MC, MO, OH One turbopropEngines Division JT8D-7 to -17R HSI, MC, MO, OH Three turboshaftBedek Aviation Group JT8D-217/-219- HSI, MC, MO, OHIsrael Aircraft Industries JT9D-7A/-7F/-7J HSI, MC, MO, OHBen-Gurion Airport JT9D-59A/-70A/-7Q/-7R4/ 70100 7R4G2, 7R4D/E, 7R4E1 HSI, MC, MO, OHIsrael T53-13/-703 HSI, MC, MO, OHT: (+972) 3 935 7064 T56/501 HSI, MC, MO, OHF: (+972) 3 935 8740 PW4000-94 HSI, MC, MO, [email protected] PT6A-27 to -42/-50/T HSI, MC, MO, OHwww.iai.co.il V2500-A5 HSI, MC, MO, OH

Ethiopian Airlines Amare Gebreyes CFM56-3 HSI, MC, MO, OH One 100,000lb test cellDirector MRO Sales and Marketing CFM56-7 HSI, MC, MO, OH Two t/shaft test cellsPO Box 1755 PW2000 HSI, MCBole International Airport PW4000 HSI, MCAddis Ababa GTCP331-200 HSI, MC, MO, OHEthiopia PT6 HSI, MC, MO, OHT: (+251) 116 651192 PW120, PW121 HSI, MC, MO, OHM: (+251) 911 226125F: (+251) 116 651200 [email protected]

Ethiopian MRO Aman Ahmed CFM56-3 OH AllManager MRO Market Development CFM56-7 OHBole International Airport PW2000 MCP.O.Box 1755 PW4000 MCAddis Ababa PW127 OHNone PT6 OHEthiopiaT: 00 251 116 651191M: 00 251 116 651200F: 00 251 930 [email protected]

GE Aviation, Services GE Aviation, Services - Malaysia CFM56-3, -5B/-7B HSI, MC, MO, OH One test cell- Malaysia MAS Engineering Operations

MAS Complex A-AA1802, SAAS Airport47200 Subang, Selangor D.EMalaysiaT (1) 513 552 [email protected]/services





GE Aviation, Services On-Wing Support Korea CFM-All HSI, MC- On-wing Support Korea Aircraft Maintenance B Area CF34-All HSI, MC

Incheon International Airport CF6-All HSI, MC2840 Woonseo-Dong, Jung-Ku GE90-All HSI, MCIncheon 400-430 GEnx-All HSI, MCSouth Korea V2500 HSI, MCT (1) 513 552 3272 PW4000 HSI, [email protected] CT7 HSI, MCwww.geaviation.com/services GP7200 HSI, MC

GE Aviation, Services On-wing Support Shanghai CFM56 - All- On-wing Support Shanghai No 1, Hua Tuo Road CF34-3

Building 2, Zhangjiang High-Tech Park GE90-115BShanghai 201 203P.R. ChinaT (1) 513 552 [email protected]/services

GMF-AeroAsia Indonesia Bimo Agus CFM56-3B1, 3C1 HSI, MC, MO, OH 120,000lbVP Bus. Development & Cooperation Spey 555 series HSI, MC, MO, OHMarketing buildingSoekarno-Hatta Int/l AirportPO Box 1303, BUSH 19130Cengkareng, Jakarta IndonesiaT (62) 21 550 8609, 550 8670F (62) 21 550 [email protected]

HAESL David Radford RB211-524 C2/D4 HSI, MC, MO, OH 130,000lbCustomer Business Manager RB211-524G/H-T HSI, MC, MO, OH70 Chun Choi Trent 500 HSI, MC, MO, OHStreet Tseung Trent 700 HSI, MC, MO, OHKwan O Industrial Est Trent 800 HSI, MC, MO, OHNew TerritoriesHong KongT: (852) 2260 3264F: (852) 2260 [email protected]

Honeywell Aerospace Loke Chee Kheong Decap TPE 331 modelSingapore Plant Director

161 Gul CircleSingapore 629619SingaporeT: (65) 6861 4533F: (65) 6869 [email protected]

IHI GM Sales Group CFM56-3 HSI, MC, MO, OH Two test cells capable229, Tonogaya CF34-3/-8 HSI, MC, MO, OH of 115,000lb andMizuh-Machi V2500 HSI, MC, MO, OH 60,000lb Nishitama-GunTokyo 190-1297JapanT: (81) 425 68 7103F: (81) 425 68 7073www.ihi.co.jp

Israel Aerospace Industries Lenny Kaufman CFM56-3 OHBedek Engines Division Contracts Manager CFM56-5 OH

IAI Bedek Engines Division CFM56-7 OHBen Gurion Intl Airport LOD CFM56-2 OH70100 V2500-A5 OHIsrael PW4000-56 OHT: 972-523-663065 JT8D [email protected] JT9D OH

T53 OHT56 OH

JAL Engineering Eugen Dewald JT8 HSI,MC,OH.MOHPlanning Manager JT9 HSI,MC,OH,MOHJapan Airlines Engine Maintenance Center CF6-50 HSI,MC,OH,MOHNarita Int’l Airport CF6-80 HSI,MC,OH,MOHNarita282-8610JapanT: +81-476-32-4413F: [email protected]





Jordan Airmotive Tambi Varouqa CF6-80C2 Full Overhaul One test cellMarketing Supervsior CFM56-3 Full OverhaulQueen Alia International Airport RB211-524 Full OverhaulAmman, 11104JordanT: +962 6 4451448F: +962 6 4452620M: +962 79 [email protected]

Lufthansa Technik AERO Joseph Giarrusso CF34-3 series HSI, MC, MOAustralia Sales Contact CF34-8 series HSI, MC, MO70-90 Garden Drive CF34-10E HSI, MC, MOTullamarine VIC 3043Australia11 Kubis CrescentDingley Village VIC 3172T: (61) 9551 [email protected] phone: (61) 0 409 368 648

Lufthansa Technik MacroAsia Special Economic Zone CF6-80C2 QEC build-up, minor repairsPhilippines Villamor Air Base CF6-80E1 QEC build-up, minor repairs

Pasay City CFM56-3 QEC build-up, minor repairsMetro Manila CFM56-5B/-5C QEC build-up, minor repairs1309 PhilippinesT: (63) 2855 9310F: (63) 2855 [email protected]

Mitsubishi Heavy Industries Masanori Ushida PW4000-94 HIS, MC, MO, OH 64,000 lbProject Manager1200 Higashi TanakaKomaki-shiAichi-ken 485-8561JapanTel: 81-568-79-2117Fax: 81-568-79-4348Mobile:[email protected]://www.mhi.co.jp/en/index.html

MTU Maintenance Zhuhai Frank Bodenhage V2500-A5 HSI, MC, MO, OH 150,000 lbManaging Director & Senior VP CFM56-3 HSI, MC, MO, OH1 Tianke Road CFM56-5B HSI, MC, MO, OHFree Trade Zone CFM56-7 HSI, MC, MO, OHZhuhai, 519030P.R. ChinaT (86) 756 868 7806F (86) 756 868 [email protected]

Pratt & Whitney Eagle Services ASIA JT9D-7Q, 7R4, 7A, 7J HSI, MC, MO, OH Test cells for allEngine Services 51 Calshot Road PW4000-94, 100, 112 HSI, MC, MO, OH listed engines(Eagle Services Asia) Singapore 509927 PW 100 series HSI, OH

T (65) 65 48 29 24F (65) 65 49 46 54www.pw.utc.com

Pratt & Whitney Brendon McWilliam V2500 A1, A5, D5 HSI, MC, MO, OH Test cells for allEngine Services Christchurch Engine Centre RR Dart All HSI, MC, MO, OH listed engines(Christchurch Engine 634 Memorial Ave HSI, MC, MO, OHCenter) Christchurch Int/l Airport 8052

www.pwnz.comT (64) 3374 7008F (64) 3374 7001

Pratt & Whitney Shanghai Pratt & Whitney CFM56-3, -5B, -7B HSI, MC, MO, OH Test cells for listedEngine Services Aircraft Engine Maintenance engines(Shanghai Engine No.8 Block1, 8228 Beiqing RoadCenter) Qingpu District

Shanghai, 201707PR ChinaT (86) 21-3923-0023F (86) 21-3923-0088www.pw.utc.com





SAA Technical Mike Kenny JT8D-7/-7A/-9/-9A/-15/-15A HSI, MC, MO, OH Test cell for JT8D, JT9D,Head of Technical Sales & Mkting /-17/-17A CF6-50C2, RB211-Room 309, 3rd floor JT9D-7R4G2/-7F/-7J HSI, MC, MO, OH 524G/HHangar 8 RB211-524G/H MCJones Road V2500 MCGauteng CFM56-3/-5B/-7B MCJohannesburg International Airport1627South AfricaT: (27) 11 978 9993F: (27) 11 978 [email protected]/technical

Sichuan Snecma Aero-engine Shuangliu Airport CFM56-3 HSI, MC, MO, OH Two tests cellsMaintenance Sichuan Province CFM56-5B HSI, MC, MO, OH

610201 Chengdu Chine CFM56-7B HSI, MC, MO, OHT : +86 28 8 572 16 93F: +86 28 8 572 16 96

Snecma Morocco Engine Alexandre Brun CFM56-3, CFM56-5B HSI, MO, OH One test cellServices GM and CFM56-7 (piece part level)

BP87 Mohammed V AirportNouasser - CasablancaMoroccoT : +212 2 253 69 00F: +212 2 253 98 42

ST Aerospace Engines Poon Kok Wah CFM56-3 / -5B / -7B HSI, MC, MO, OH Five test cellsVP, Sales & Marketing F100 HSI, MC, MO, OH501, Airport Road, J85 / F110 HSI, MC, MO, OHPaya Lebar Singapore 539931 T53 / T55 HSI, MC, MO, OHT: (65) 6380 6768 T56 / 501 HSI, MC, MO, OHF: (65) 6284 0164 Turbomeca Makila HSI, MC, MO, [email protected]

ST Aerospace Technologies Choo Han Khoon CFM56-7B HSI, MC, MO, OH One test cell(STATCO) President

No. 2 Hua Yu Road, Xiamen, ChinaT: (86) 592 2939261F: (86) 592 [email protected]

Taikoo Engine Services (Xiamen) Simon Smith GE90 Quick Turn Test Cell: 150,000 lbsNo. 5 Gaoqi Nan 3 Road, Engine Test TEXL361006, Xiamen, P.R.ChinaT (86) 592 573 3000F (86) 592 573 [email protected]

Thai Airways Bunloo Varasarin CF6-50 MC, Mo, OH CF6-50/-80C2Dir. Tech. Mktg. & Sales Dept. CF6-80C2 MC, Mo, OH PW4158Tech Marketing and Sales Dept. PW4158 MC Trent 800Technical Department Trent 800 MCSuvarnabhumi AirportBangphli Samut Prakarn 10540ThailandT: (662) 137 6300F: (662) 137 [email protected]

Turbomeca Africa Deon Craffert Turmo 3C4, 4C HSI, MC, MO, OH TurmoManager Sales & Customer Service Makila 1A, 1A1, 1A2, 1K2 HSI, MC, MO, OH MakilaAtlas Road Arrius 2K2, 2K1, 2B1, 2B2 HSI, MC, MO, OH ArriusPO Box 7005 Arriel series MC AdourBonearo Park 1622 Adour MCSouth AfricaT: (27) 11 927 2000F: (27) 11 927 [email protected]

AbbrevationsHSI: hot section inspectionMC: module changeOH: full engine overhaulMO: module overhaul

If you wish to be listed in the 2015 Engine Yearbook contact [email protected]



Company Contact details APU types Capabilities

APU overhaul directory 2014 — worldwide

Abu Dhabi Aircraft Kirubel Tegene GTCP331-200 HSI, MC, MO, OHTechnologies VP Projects GTCP331-250 HSI, MC, MO, OH

PO Box 46450, GTCP331-350 HSI, MC, MO, OHAbu Dhabi International AirportAbu DhabiUAE T (971) 2 505 7226F (971) 2 575 [email protected]

Aerotec International Colin Fairclough GTCP36-150RR/RJ HSI, MC, MO, OHDirector of Sales GTCP36-3003007 E Chambers St GTCP85-98 HSI, MC, MO, OHPhoenix GTCP85-129 HSI, MC, MO, OHAZ 85040 GTCP131-9A/B/D HSI, MC, MO, OHUSA GTCP331-200 HSI, MC, MO, OHT (1) 602 253 4540 GTCP331-250 HSI, MC, MO, OHF (1) 602 252 0395 GTCP331-500 HSI, MC, MO, OHwww.aerotecinternational.com GTCP660 HSI, MC, MO, OH

TSCP700-4B/5/7E HSI, MC, MO, OH=RE220 HSI, MC, MO, OHAPS500 HSI, MC, MO, OHAPS2000 HSI, MC, MO, OHAPS2300 HSI, MC, MO, OHAPS3200 HSI, MC, MO, OH

Air Asia Glenn C.L. Lee GTCP85-98 HSI, MC, MO, OHDirector, Marketing GTCP85-129 HSI, MC, MO, OHTainan Airfield# 1000, Sec. 2 Ta-Tung Rd.Tainan 7025TaiwanT (886) 6 268 1911 Ext. 205 / [email protected]

Aviation Power Support Dale Owens GTCP85 HSI, MC, MO, OHSenior VP GTCP362415 W, Arkansas Street GTCP331DurantOK 74701USAT (1) 580 920 0535F (1) 580 920 [email protected]

Air India S.S.Katiyar PW901 HSI, MC, MO, OHDeputy GM (Eng.) GTCP331-250H HSI, MC, MO, OHEngineering Department GTCP131-9B HSI, MC, MO, OHOld Airport GTCP331-500B HSI, MC, MO, OH Except TestingMumbai400029IndiaT (91)-22-2626 3237F (91) 22-2615 7068 / 2615 [email protected]

Air New Zealand Engineering Paul Chisholm GTCP85-129 HSI, MC, MO, OHServices (ANZES) Account Manager APU Marketing, Sales GTCP95 HSI, MC, MO, OH

Geoffrey Roberts Road GTCP331-200 HSI, MC, MO, OHPO Box 53098 GTCP331-250 HSI, MC, MO, OHAuckland International Airport, GTCP131-3B HSI MC MO OH HSI, MC, MO, OH1730 Auckland APS3200 HSI, MC, MO, OHNew Zealand GTCP131-9A HSI, MC, MO, OHM (+61) 0417790059 F (+64) 3 374 [email protected]

Ameco Beijing Christian Reck GTCP85-129 H HSI, MC, MO, OHExecutive Director Sales & Supply RB211-535E4 seriesP.O. Box 563 PW4000-seriesBeijing Capital Intl. Airport JT9D-7R4G2/7R4E 100621 BeijingP.R.ChinaT (86) 10 6456 1122-4000F (86) 10 6456 7974

Alturdyne Power Systems Richard Queen T62 Series HSI, MC, MO, OHPresident One test cell660 Steele StreetEl CajonCA 92020USAT (1) 619 440 5531F (2) 619 442 [email protected]



APU overhaul directory 2014 — Worldwide (cont...)


Chase Aerospace Brad Scarr GTCP36 HSI, MC, MO, OHManaging Director GTCP85 HSI, MC, MO, OH4493 36th Street GTCP331 HSI, MC, MO, OHOrlandoFlorida 32811USAT (1) 407 812 4545F (1) 407 812 [email protected]

Dallas Airmotive Christopher Pratt GTCP36 HSI, MC, MO, OH(BBA Aviation) Director of Marketing RE100 MC

900 Nolen Drive, STE 100 RE220 MCGrapevine TX 76051 USAT (1) 214 956 3001F (1) 214 956 [email protected]

Delta TechOps Peter Turner GTCP131-9 HSI, MC, MO, OHVP MRO Services GTCP331 HSI, MC, MO, OH1775 MH Jackson Service RdAtlanta HartsfieldInternational Airport, AtlantaGA 30354USAT (1) 404 773 5192F (1) 404 714 [email protected]

Euravia Engineering Ryan McNulty ST6L HSI, MC, MO, OHMedia Marketing Executive GTCP165 HSI, MC, MO, OHEuravia EngineeringDennis MendorosManaging DirectorEuravia HouseColne RoadKelbrook, BB18 6SNUnited KingdomT (00 44) 1282 844480F (00 44) 1282 [email protected]

El Al Israel Airlines Eli Uziel GTCP331-200A HSI, MC, MO, OHMarketing & Sales ManagerPO Box 41 GTCP660 HSI, MC, MO, OHBen Gurion International Airport GTCP660-4 HSI, MC, MO, OHTel Aviv GTCP131 HSI, MC, MO, OH70100IsraelT (972) 3 9717278F (972) 3 [email protected]

EPCOR BV Martin Brandt APS2300 HSI, MC, MO,OHSales Manager APS3200 HSI, MC, MO,OHRomain Helmer APS5000 HSI, MC, MO,OHManaging Director GTCP131-9 HSI, MC, MO,OHEPCOR (Subsidiary of Air France KLM) GTCP331-350 HSI, MC, MO,OHBellsingel 41 GTCP331-500 HSI, MC, MO,OHSchiphol-Rijk, 1119NTNetherlandsT (31) 20 3161 730F (31) 20 3161 [email protected]

Ethiopian Airlines Aman Ahmed GTCP331 Full overhaulManager MRO Market DevelopmentETHIOPIAN MROBole International AirportP.o.Box 1755Addis AbabaNoneEthiopiaT (251) 116 651191F (251) 116 651200M (251) 930 [email protected]





GMF AeroAsia Mr. Rahmaniar GTCP36-4A HSI, MC, MO, OH(Garuda Indonesia Group) GM Marketing GTCP85-129 series HSI, MC, MO, OH

Marketing Building GTCP85-184/185 HSI, MC, MO, OHSoekarno Hatta IntÌl Airport TSCP700-4B/E HSI, MC, MO, OHCengkareng 19130IndonesiaT (62) 21 550 8766F (62) 21 550 [email protected]

H+S Aviation Steve Bull PW901A/C HSI, MC, MO, OH(BBA Aviation) Sales Director GTCP36-100/-150 HSI, MC, MO, OH

H+S Aviation APU centre GTCP331-200/250 HSI, MC, MO, OHAirport Service Rd T-62T-40-1 HSI, MC, MO, OH Portsmouth, Hants PO3 5PJ UKT (44) 23 9230 4256F (44) 23 9230 [email protected]

Honeywell Aerospace Volker Roth GTCP36 HSI, MC, MO, OH(Germany) Frankfurter Str. 41-65 GTCP85 HSI, MC, MO, OH

D-65479 Raunheim GTCP131-9 HSI, MC, MO, OHGermany GTCP331 HSI, MC, MO, OHT: (49) 6142 405 201 GTCP660 HSI, MC, MO, OHF: (49) 6142 405 390 RE220 HSI, MC, MO, [email protected] TSCP700 HSI, MC, MO, OHwww.honeywell.com

Honeywell Aerospace Loke Chee Kheong GTCP36 HSI, MC, MO, OH (Singapore) Plant Director GTCP85 HSI, MC, MO, OH

161 Gul Circle GTCP131-9 HSI, MC, MO, OHSingapore 629619 GTCP331 HSI, MC, MO, OHT (65) 686 14 533F (65) 6869 [email protected]

Honeywell Aerospace Brian Shurman GTCP36 HSI, MC, MO, OH(USA) Director of Quality GTCP85 HSI, MC, MO, OH

Engine Services GTCP131-9 HSI, MC, MO, OH1944 East Sky Harbor Circle GTCP165-1B HSI, MC, MO, OHMS 2101-2N GTCP331 HSI, MC, MO, OHPhoenix 85034 GTCP660-4 HSI, MC, MO, OHArizona RE220 HSI, MC, MO, OHUSA TSCP700 HSI, MC, MO, OHT: 602-365-3279F: [email protected]

Iberia Jose Luis Cuevas GTCP36-300 HSI, MC, MO, OH Commercial & Bus. Dev. director GTCP85-98DHF HSI, MC, MO, OHIberia Maintenance GTCP131-9A HSI, MC, MO, OHMadrid-Barajas Airport. La MuÒoza.E-28042 Madrid Spain T (34) 91 587 5132F (34) 91 587 [email protected]

Inflite (Southend) Steve Tombs GTC85-71 series HSI, MC, MO, OHWAS (Components) Commercial and Sales Manager GTCP36-100G HSI, MC, MO, OH

North Hangar GTCP36-100M HSI, MC, MO, OHAviation Way GTCP36-150M HSI, MC, MO, OHSouthend GTCP85-115 series HSI, MC, MO, OHEssex SS2 6UN GTCP85-129 series HSI, MC, MO, OHUK GTCP85-180L HSI, MC, MO, OHT (44) 1702 348601 GTCP85-185L HSI, MC, MO, [email protected] GTCP85-98 [C] Cwww.inflite.co.uk GTCP85-98CK

Innotech Aviation Scott Mastine GTCP36-100/-150 HSI, MC, MO, OHDirector of Maintenance10225 Ryan AvenueDorvalQuebec H9P 1A2CanadaT (1) 514 420 [email protected]





Japan Airlines International Tohru Saito GTCP331 HSI, MC, MO, OHGM Engine Maint. CenterNarita Int’l Airport Airport, NaritaChiba 282-8610JapanT (81) 476 32 [email protected]

JAT Tehnika Srdjan Miskovic GTCP85 HSI, MC, MO, OHGeneral Manager11180 Belgrade 59Airport Nikola TeslaSerbiaT (381) 11 [email protected]@jat-tech.rswww.jat-tehnika.aero

Korean Air Maintenance Planning Department GTCP331-250 HSI, MC, MO, OHMaintenance & Engineering Korean Air

1370, Gonghang-dongGangseo-guSeoul, Korea157-712T (82) 2 2656 3574F (82) 2 2656 [email protected]

Lufthansa Technik Andreas Kehl PW901A/C HSI, MC, MO, OHAero Alzey VP Marketing & Sales

Rudolf-Diesel-Strasse 10 D-55232 Alzey Germany T (49) 6731 497 118F (49) 6731 497 [email protected]

Lufthansa Technik Walter Heerdt APS 2000 HSI, MC, MO, OH SVP Marketing & Sales APS 2300 HSI, MC, MO, OH Dept HAM TS APS 3200 HSI, MC, MO, OHWeg beim Jâger 193 PW901A/C HSI, MC, MO, OHD-22335 Hamburg GTCP36-300 HSI, MC, MO, OHGermany GTCP85-129H HSI, MC, MO, OHT (49) 40 5070 5553 GTCP131-9A/B HSI, MC, MO, OHF (49) 40 5070 5605 GTCP331-200/-250/-350/-500/-600 HSI, MC, MO, [email protected] TSCP700-4E HSI, MC, MO, OHwww.lufthansa-technik.com HSI, MC, MO, OH

Pakistan International Airlines Tariq Farooq GTCP85-129 OHChief Engineer GTCP660-4 OHEngineering & Maint. Dept TSCP 700-5/4B OHQuaid-E-Azam International Airport GTCP331-250 OHKarachi 75200Pakistan Engineering Business Development, PIAT: (92) 21 9904 3574F: (92) 21 9924 2104

Piedmont Aviation Component Alan Haworth GTCP30-92 HSI, MC, MO, OHServices VP Sales & Marketing GTCP36 HSI, MC, MO, OH

1031 East Mountain St GTCP85 HSI, MC, MO, OHBuilding #320 GTCP95 HSI, MC, MO, OHKernersville GTCP331 HSI, MC, MO, OHNorth Carolina 27284 APS2300 HSI, MC, MO, OHUSAT (1) 336 776 6279F (1) 336 776 6301M (+1)[email protected]

P&WC (SEA) Brian Rinkevicius PW901A HSI, MC, MO, OHCustomer Service & Marketing Manager10 Loyang CrescentLoyang Industrial EstateSingapore, 509010T (65) 6545 [email protected]

Pratt & Whitney Engine Services Brian Rinkevicius APS3200 HSI, MC, MO, OHCustomer Service & Marketing ManagerPratt & Whitney Engine Services Inc11190 Valley View StreetCypress, CAUSA90630T (1) 714 373 0110

More mobility for the world





Revima APU Jean Michel Baudry GTCP85-98 HSI, MC, MO, OH(Brotonne Capital Holding Business Development Manager GTCP331-200/-250 HSI, MC, MO, OHSystem subsidiary) 1 Avenue du Lathan 47 PW901A/C HSI, MC, MO, OH

76490 PW980 HSI, MC, MO, OH Caudebec en caux TSCP700-5/-4B/-4E HSI, MC, MO, OHFrance APS 2000 HSI, MC, MO, OHT (33) 2 35 56 35 82 APS 3200 HSI, MC, MO, OHF (33) 2 35 56 35 56 APS 500 HSI, MC, MO, OH [email protected] APS 1000 HSI, MC, MO, OHwww.revima-apu.com GTCP131-9A/B HSI, MC, MO, OHXavier MornandT (33) 2 35 56 36 [email protected]

South African Airways Technical Kobus Kotze GTCP85 HSI, MC, MO, OHSenior Manager, APU GTCP660 HSI, MC, MO, OHPrivate Bag X12 JT8 series HSI, MC, MO, OHRoom 212 Hangar 8 JT9 series HSI, MC, MO, OHJohannesburg 1627South AfricaT (27) 11 978 9513www.flysaa.com

SR Technics Karin Freyenmuth GTCP85 series* HSI, MC, MO, OH* in cooperation with Head of Corporate Communications GTCP131 series* HSI, MC, MO, OHpartner companies Sales Department GTCP331 series* HSI, MC, MO, OH

8058 Zurich Airport GTCP660 series* HSI, MC, MO, OHSwitzerland APS3200* HSI, MC, MO, OHwww.srtechnics.com ATSCP700-4E* HSI, MC, MO, OHTel: +41 58 688 50 [email protected]

StandardAero Augusta 1550 Hangar Road GTCP36-100 series HSI, MC, MO, OHAugusta GTCP-150 series HSI, MC, MO, OHGa 30906-9684 GTCP-3092 HSI, USATony Gay, Engine Shop ManagerT +(1) 706-771-5677F +(1) 706-771-5628Bill McIlwraith, APU Customer SupportT +(1) 706-560-3356F +(1) 706-790-5122Gregg Washburn, APU Crew ChiefT +(1) 706-771-5631F +(1) 706-790-5122

StandardAero Maryville Kerry O’Sullivan GTCP36 series HSI, MC, MO, OH, LRUVP & GM GTCP85 HSI, MC, MO, OH, LRU1029 Ross Drive RE220 HSI, MC, MO, OH, LRUMaryville APS2300 HSI, MC, MO, OH, LRUTennessee 37801USAT + (1) 865-981-4673F + (1) 865-983-2092Toll Free: + (1) 800-906-8726 from [email protected]

TAP Maintenance Carlos Ruivo GTCP85 series HSI, MC, MO, OH& Engineering VP Marketing and Sales APS3200 HSI, MC, MO, OH

Marketing and SalesP.O. Box 50194Lisbon Airport1704-801 LisbonPortugalT (+351) 707 200 800 F (+351) 21 841 [email protected]

TAP Maintenance and Marketing and Sales GTCP85 series HSI, MC, MO, OHEngineering Brazil Estrada das Canarias, 1862 GTCP331-200ER HSI, MC, MO, OH

21941-480 Rio de Janeiro GTCP36-150A/AA HSI, MC, MO, OHBrazil TSCP700 HSI, MC, MO, OHAnderson Fenocchio GTCP131-9BBusiness Dev. Director APS500 [T62-T-40C11][email protected] VituzzoSales General [email protected]: +55 51 3375 7099T: +55 11 5097 [email protected]





Triumph Air Repair Jim Jackalone GTCP85 HSI, MC, MO, OH VP - Sales and Customer Support GTCP131 HSI, MC, MO, OH4010 S 43rd Place GTCP331 HSI, MC, MO, OHPhoenix GTCP660 HSI, MC, MO, OHAZ 85040-2022 PW901 HSI, MC, MO, OHUSA TSCP700 HSI, MC, MO, OHPhone 602-470-7231Fax 602-470-7230www.triumphgroup.com

Triumph Aviation Services Dan McDonald GTCP85 HSI, MC, MO, OH Asia VP Sales and Customer Support GTCP131 HSI, MC, MO, OH

700/160 ñ Moo 1 GTCP331 HSI, MC, MO, OHT. Bankao, A. Pantong GTCP660 HSI, MC, MO, OHChonburi 20160 PW901A HSI, MC, MO, OHThailand TSCP700 HSI, MC, MO, OHT (66) 38-465-070F (66) [email protected]

Turkish Technic Altug Sokeli APS 2000 HSI, MC, MO, OHTechnical Marketing & Sales Manager APS 3200 HSI, MC, MO, OHAtaturk IntÌl Airport Gate B GTCP85-98C/CK/DHF HSI, MC, MO, OH34149 Yesilkoy GTCP85-129H HSI, MC, MO, OHIstanbul GTCP139-9B HSI, MC, MO, OHTurkey GTCP331-250F/H HSI, MC, MO, OHT (90) 212 463 6363 X9223F (90) 212 465 [email protected]@thy.com www.turkishtechnic.com

United Services United Services Maintenance Center GTCP331 -200, -500 HSI, MC, MO, OHSan Francisco International Airport PW901 HSI, MC, MO, OHBuilding 74 SFOUSSan Francisco CA 94128-3800USA T (1) 650 634-4269F (1) 650 634 5926www.unitedsvcs.com

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Company Contact details Component capabilities Engine type Specialist skills

Aero Propulsion Support Allan Slattery Honeycomb seals, All Honeywell APUs, GTAW and resistancePresident/CEO compressor diffusers, Sundstrand APUs welding, vacuum and108 May Drive compressor shrouds, GTCP-331, GTCP-36, GTCP-131, atmosph. furnace braze and Harrison turbine nozzles, turbine TSCP-700, heat treatment, Ohio 45030 supports, engine sheet RR-250 all series, precision machining, NDT, USA metal components, C30, C40,C47, C20,C28, liquid penetrant, pressureT (1) 513 367 9452 seals and abradable parts PW901 APU, GE CT7 test, plasma welding, EB F (1) 513 367 7930 [email protected]

Aerospace Welding Michel Dussault Exhaust systems, jet pipes, JT3D, JT8D, JT9D, JT15D, FPI, MPI, eddy current, Vice President Sales/AMO heat shields, ducting (bleed PT6A, fusion welding for robotic Accountable Executive pipes, de-icing), tubing, nose PW100, RB211, Dart, Avon, thermo spray cells (plasma,890 Michele-Bohec cowls (CL 600), tracks, rings, APUs, Garrett, Sunstrand HVOF, thermo spray) full Blainville landing gear, fuel tanks, metallurgical labQuebec engine mounts, thrust conventional milling andCanada J7C 5E2 reverser (CL 600) turning equipment,T (1) 450 435 9210 computerised F (1) 450 435 7851 spot and seam welding, [email protected] furnace brazing

Aerospace Component Pascale Tremblay Accessory & Component PT6, JT15D, PW100, PW150, Manual brazing, brazing, Services GM repairs, PW200, PW300, PW500 and Automatic Welding, (P&WC) 1000 Marie-Victorin Gas Generator Cases PW600 CNC Machining, Manual

Longueuil (PW100), Machining, no mechanical Quebec Liners, Life Cycle Parts, machining, blending,Canada J4G 1A1 Fuel Controls, Flow Dividers, balancing, vacuum furnaceT (1) 450 468 7896 Fuel Nozzles, TSCU, EEC, pressure test, FPI, MPI, STI,F (1) 450 468 7786 Electrical, TSCU, AFU, X-Ray, eddy [email protected] Bleed Valves and Fuel pressure flush, water jet

Pumps stripping, ultrasoniccleaning, plasma spray,painting, plating,TBC, manual & automaticpeening (shot & glass),Nano-plating

Aircraft Ducting Repair Steve Alford Engine exhaust tailpipes, JT3D, JT8D, JT8D-200, CF6-50, TIG welding, NDT, CNC President pneumatic ducts, tubes and CF6-80C2, CFM-56-3/-3B/-3C, machining101 Hunters Circle manifolds, APU exhaust ducts CFM-56-7B, PW4000, V2500ForneyTX 75126USAT (1) 972 552 9000F (1) 972 552 [email protected]

Aviation Power Support Dale Owens Overhaul of internal engine P&W PT6, ST6, JT15D, TID, MIG and resistanceVP, Sales and Customer Services components for the P&W JFTD12, JT8D, JT8D-200 welding, plasma spray,2415 West Arkansas PT6, ST6, JT15D, JFTD12, and vacuum furnaceDurant JT8D, JT8D-200, JT3D and JT3D and Honeywell TPE braze, precision machining, OK 74701 the Honeywell TPE 331, 331, TFE 731, GTCP36, NDT, liquid penetrant, MPI,USA TFE 731, GTCP36 APU, GTCP85, GTCP331 heat treating, shotpeening, T (1) 580 920 0535 GTCP85 and GTCP331 APU. balancing, air flow machF (1) 580 920 1235 Overhaul of the complete precision hand blend, [email protected] 331, 36 & 85 series APUs and specialised coating,

its accessories accescory test benches,APU test cell

AMETEK Aerospace and Joe Lynch Fuel flowmeters, oil level CFM56, CF6, PW, GP7200, Intricate assembly, fuelDefense Aftermarket Manager sensors, CF34 flow calibration(Reynosa Service Center) 1701 Industrial temperature sensors, EGT, Honeywell engines

Boulevard switches, speed sensors, Hidalgo wiring harnessesTX 78557USA (ship-to address)T (1) 978 988 4869F (1) 215 323 [email protected]

APECS Engine Center Nick Troonin Gearbox Overhaul & JT8D - 7B, -9A, -15, -15A, -17 JT8D engine overhaul, Manager Exchange Certified insitu. JT8D - 209, -217A, -217C, repair & modifications. ASB: 13642 South West blade blending (on-wing), -219 6431 specialists, HPC142nd Avenue line maintenance support, exchanges for quick turnKendall testing, trouble-shooting, time, custom work scopesFL 33186 vibration analysis, USA breather checks, digital video T (1) 305 255-2677 borescope inspections, fieldF (1) 305 255-0277 service repair team, gearbox [email protected] and fan specialists, repair, Web: www.a-pecs.com modification, overhaul and

sales of JT8D parts, piece parts and components

Specialist engine repairs directory 2014 — worldwide

AMERICAS



Specialist engine repairs directory 2014 — worldwide (cont...)

Britt Metal Processing Tim Waggoner Stationary component APUs: GTCP331, GTCP131-9 Balancing, Vacuum Brazing, Director of Mktg and Bus. Dev. repair GTCP660, TSCP700, GTCP85 Plasma and Thermal15800 North West Supports, Scrolls, Diffusers, Pneumatics: Air Cycle Machine Coatings49th Avenue Compressor, Inlet, Diff. Air Turbine Starters, Valves Welding, NDT, HeatMiami Hsngs. Hydraulics: Hsngs, Adapter TreatingFL 33014 Hot section components Blocks CNC Machining, Paint andUSA Exotic materials moreT (1) 305 621 5200F (1) 305 625 [email protected]

Chromalloy David Gay Turbine engine modules, CF6, CFM56, PW2000, CNC grinding, CNC Business Development Manager cases and frames, PW4000, machining,303 Industrial Park combustors, disks, shafts, RB211-535, V2500 CNC welding, coordinate San Antonio hubs measuring machine, TX 78226 electron beam welding, gas USA tungsten arc welding, heat Phone: +210 331 2404 treating, non-destructive [email protected] inspection, plasma

spray, vacuum brazing

Chromalloy Tom Trotter Aircraft and industrial gas PW4000, PW2000, V2500, CBN abrasive tip, General Manager turbine engines JT9D, JT8D, V94, GG8, CF6, customized repair 330 Blaisdell Road CFM56 development, EDM, fullOrangeburg engineering analysis,NY 10962 grinding, heat treating, Phone: (1) 845 359 4700 hydrogen [email protected] cleaning, laser drilling, LPW,

metallurgical analysis, multiple axis machining, precision machining, tool design/manufacture, vacuum brazing,welding

Chromalloy Tim Ulles HPC Components PW4000, 94 RCC, 100, Coating restoration, EDM,General Manager 112, grinding, plasma spray, 30 Dart Road PW2000, JT9D, FT4, FT8, vacuum brazing,Newnan GG4, GG8, JT8D, water jet stripping andGA 30265 RB211-524, cuttingUSA RB211-535 E4, Trent 500, Phone: (1) 770 254-6200 Trent 700,[email protected] Trent 800, V2500, Mars,

Titan, Taurus

Chromalloy Nat Love HPT/LPT blades and vanes LM1600, LM2500, LM5000, Acid strip, alkaline cleaning, General Manager LM6000, atomic absorption analysis, 3636 Arrowhead Drive CF6-50, CF6-6, CF6-80A, automated TIG welding, Carson City CF6-80C2, belt sanding, brazeNV 89706 CF6-80E, CFM56-2, CFM56-3, pre-forms, braze USA CFM56-5A, CFM56-5B, sinter cake, brazing, CNC Phone: (1) 775 687-8833 CFM56-5C, CO2 laser fusion, [email protected] CFM56-7, JT8D-200, machining, computerized

PW2000 airflow testing, computerized tomograph inspection, CMM, eddycurrent inspection, EDM,electro-stripping, FPI,fluoride-ion cleaning,glass bead peening,grinding, grit blast, investment casting, metallurgical analysis, SEM, welding

Chromalloy Hank Gibson Gas turbine components 501K, 570/571K, 601K, CF34-3, Atomic absorption analysis, Head of Commercial Aero CF700/CJ610, CT58, JT8D-200, braze pre-forms, chemical 1720 National JT9D-3/-20J, JT9D-7Q, stripping/cleaning, CNCBoulevard PW2000, welding, CMM, DDH, Midwest City 501D, RB211-535E4 electro plating, OK 73110 electron beam welding, USA fluoride-ion cleaning,Phone: +561-935-3571 heat treating, laser drilling,[email protected] laser machining, LPW, SEM,

welding

Chromalloy Peter Howard Gas turbine engine GTCP131, GTCP331 Acid strip, ATPS, aiflow General Manager components GTCP 331-350, GTCP36- testing, curvic grinding, 6161 West Polk Street GTCP36 DERs, eddy currentPhoenix GTCP660, GTCP85, inspection, EDM, AZ 85043 TFE731, TPE331, TSCP700 electro-chemical grinding, USA electron beam weldingPhone: (1) 602 [email protected]




Chromalloy Nat Love High and low-pressure LM1600, LM2500, LM5000, TIG and laser weld, laserGeneral Manager turbine vanes LM6000, drilling, EDM, brazing, 2100 West 139th Street CF6-50, CF6-6, CF6-80A, vacuum furnaces,Gardena CF6-80C2, CNC machining & grindingCA 90249 CF6-80E, CFMI high temperature diffusion USA coatings, air plasma spray,Phone: (1) 310 532-6100 NDT: FPI, airflow and EMU [email protected] assembly

& set management

Chromalloy Hank Gibson Gas turbine engine CF6-6, CF6-50, CF6-80A, DER repairs, turbine seals Head of Commercial Aero components CF6-80C2, LM2500, LM5000, repair,1071 Industrial Place LM6000, TF39, CNC welding, CMM, heatEl Cajon F101/F108/F110, CF34, treatingCA 92020 TF34/9, JT3D,USA JT8D, JT9D, PW2000, PW4000, Phone: +561-935-3571 CFM56-2, CFM56-3, CFM56-5, [email protected] CFM56-7, RB211-22B, RB211-524,

RB211-535, TAY, V2500 (A1), V2500(A5), V2500 (D5)

Chromalloy Nat Love High and low pressure LM2500, CF6-50, CF6-6, CNC grinding, eddy currentGeneral Manager turbine vanes and CF6-80A, CF6-80C2, inspection, electro-chemical1767 Carr Road blades LM6000, grinding, electro-dischargeCalexico CFM56-3, CFM56-5A, machining, electron beam CA 92231 CFM56-5B, CFM56-5C, welding, FPI, laserUSA CFM56-7, drilling/cutting,Phone: (1) 760 768-3700 JT8D-200 laser CO2 welding,[email protected] machining,

plasma spray, shot peening

Chromalloy 601 Marshall Phelps Rd Gas turbine engine GG3, GG4, GG8 CF6-80A, Adhesive bonding, brazing,Windsor components CF6-80C2, eddy current inspection,CT 06095 CFM56-2, CFM56-3, CFM56 (all), FPI, grinding, heat USA V2500A1/5/D5, JT8D (all), treatment, magneticPhone: (1) 860 687 4500 JT9D (all), PW2000, PW4000 (all) particle inspection,

non-destructive testing,ultrasonic inspection,vacuum furnace, x-rayinspection

Chromalloy Tim Ulles Gas turbine engine LM2500, CMM, EDM, FPI, heatGeneral Manager components LM5000, treatment & furnace braze,14042 Distribution V2500 horizontal milling, lathe Way JT8D turning, profiling system,Dallas PT6, PW2000, PW4000, radiographic inspection,TX 75234 RB211-524, surface grinding, TIG Phone: (1) 972 241-2501 RB211-535E4 welding, vertical milling, [email protected] vibro super polishing

Component Repair Rich Mears Cases, shafts, bearing JT8D, JT8D-200, CFM56, Chemical stripping, plating, Technologies President housings, CF6-6, -50, -80A, -80C2, CT7, HVOF, EBW, CNC machining,

8507 Tyler Blvd frames CF34, PW2000, PW4000, vacuum furnace,Mentor V2500 NDT, X-ray, eddy currentOhio 44060USAT (1) 440 255 1793F (1) 440 225 [email protected]

ETI Andy Clark Pneumatic Starters PW4000 94 DER RepairsAssistant General Manager/Director of Sales Air Cycle Machines PW4000 100 CNC MachiningETI INC. Pneumatic Drive Units PW4000 112 Fusion WeldingAssistant General Manager/Director of Sales Cooling Turbines PW2000 Vacuum Brazing8131 East 46 Street Pneumatic & Fuel Valves CF6-6 Vacuum Heat TreatingTulsa 74145 Fuel Pumps CF6-50 Material AnalysisUSA Actuators CF6-80 OEM Manual RepairsT (1) 918-232-5703 Motors GE90 Laser [email protected] Auxillary Power Unit Pumps CF34

Regulators CFM56-3, -5, -7

GE Aviation, Services - 201 W Crescentville Road Cases, frames, structures,Cincinnati Cincinnati combustors, LLP

OH 45246 HPT shrouds,United States LPT & HPT nozzlesT (1) 513 552 3272 [email protected]/services

GE Aviation, Services - Strother Field Industrial CF34-3/-8/-10Strother Field 4th & A Streets – Strother Field CFM56-2/-3/-5B/-7

Arkansas City CT7, T700KS 67005USAT (1) 513 552 3272 [email protected] www.geaviation.com/services






GE Aviation, Services 6200 South 42nd Street LPT nozzles and blades CF6-50, CF6-80A/C/E, Superior LTP yield- McAllen McAllen LPT vanes CFM56-2/-3/-5/-7/-7B programs

TX 78503 HPC supports and hangers CF34-3/-8/-10 Salvation reviewsT (1) 513 552 3272 HPC vane sectors & stationary LM2500/5000/6000 Kitting and [email protected] seals GE90-94B/-115B programswww.geaviation.com/services Accessory repairs

GE Aviation, Services - 3390 East Locust St Structures/honeycomb CFM56-2/-3/-5/-7 Honeycomb seal & segment Tri-Reman Terre Haute Frames/cases LM1600/2500/5000/6000 repairs, LPT cases and

IN 47803 CF6-6/-50/-80 frames, honeycombT (1) 513 552 3272 GE90 replacement, weld [email protected] CF34 repair, plasma spray, honey-www.geaviation.com/services comb manufacturing,

TIG and EG welding, vacuum brazing and heat treating, balancing, NDT,TBC, plasma spray, SVPA, electrochemical grinding,laser cutting and drilling,EDM

GE Aviation, Services - 3024 Symmes Road Cases, frames, structures CF34-3/-8/-10 Cleaning/surfaceSymmes Road Hamilton Combustors, LLP CFM56-2/-3/-5B/-7 treatments, NDT,

OH 45014-1334 HPT blades & shrouds CT7, T700 Welding/brazingT (1) 513 552 3272 LPT & HPT nozzles Coatings, CNC and adaptive [email protected] milling, Robotic metal spraywww.geaviation.com/services Wire and CNC EDM systems

Lean induction furnace

GKN Aerospace Doug Ramey Fan blades, fan discs, fan JT9D, PW2037, Chemical stripping, EBW, Chem-tronics Director Bus. Dev. cases, compressor PW4000, HVOF/plasma,

Box 1604 blades, compressor cases RB211-524, -535, waterjet technology, high 1150 West Bradley Ave Trent, AE3007, speed optical inspection, El Cajon CFM56-2, -3, -5A, -5B, -5C, -7, precision airfoil recontouring,CA 92022 CF6-50, -80A, -80C, CF34, automated airfoilUSA ALF502, 507, TFE731, machining and finishingT (1) 770 252 -1943 [email protected]

HARCO Richard Hoyt Harnesses V2500Marketing Manager EGT Probes PW4000HARCO PW2000186 Cedar St. JT8DBranford JT9DCt. 06405 CMF56-3 seriesUSAT (1) [email protected]

Honeywell Aerospace Bill Wright Engine generators/IDG/CSD All Honeywell engines / APUs Phoenix Sr Director, Component Sales Fuel/oil coolers and heaters JT8, JT9, JT10, JT11, JT15D,(Engine accessories) APU/propulsion Fuel control units and CF6, CT7, CFM56, CF34,

1944 East Sky Harbor components PT6, P108, PW100, PW100, Circle All engine related PW4000,Phoenix accessories RB211, RR250AZ 85034USAT 480 592 [email protected]

Honeywell Aerospace Bill Wright Complete cold section part V2500, CF34, PW100, PT6, EBW, CNC, TIG, FPI, MPI, CMM, (Engine piece part advanced Sr Director, Component Sales restoration including gear JT15D, T56, 501K, TFE731, HVOF, NDT, EBM, LPPS,repair) APU/propulsion boxes, cases, knife edge TPE331, all small 36 series EDM, waterjet

1944 East Sky Harbor seals,impellers, APU, large 36 series APU, Circle blisks, fan blades, compressor 331-200/250, 331-Phoenix blades 350, 331-500, 131-9AZ 85034USAT 480 592 [email protected]

Honeywell Aerospace Bill Wright Complete hot section part V2500, CF34, PW100, PT6, EBW, CNC, TIG, FPI, MPI,(Engine piece part advanced Sr Director, Component Sales restoration, fan blades, JT15D, T56, 501K, TFE731, CMM, HVOF, NDT, EBM,repair) APU/propulsion compressor blades, stator TPE331, all small 36 series LPPS, EDM,

85 Beeco Road vanes, combustors, NGVs, APUs, large 36 series APUs, waterjet, EBPVD, laser Greer turbine blades, 331-200/250, 331-350, welding, fluoride ion SC 29652 cases, seals 331-500, 131-9, T53, cleaning, jet fix USA T54, AGT 1500 crack restoration, T 480 592 2194 platinum aluminide [email protected] coatings, full brazing and

heat treat




Honeywell Aerospace Bill Wright Mechanical and hydraulic All Honeywell engines(Engine accessories) Sr Director, Component Sales actuators, hydromechanical

Mechanical fuel controls, pneumatic fuel 3475 North Wesleyan controls BoulevardRocky MountNorth Carolina, 27804USAT 480 592 [email protected]

Honeywell Aerospace Bill Wright Aircraft heat exchangers, All Honeywell engines / APUs (Engine accessories) Sr Director, Component Sales precoolers, ozone converters, JT8, JT9, JT10, JT11, JT15D,

Mechanical valves, water separators, CF6, CT7, CFM56, CF34,6930 North Lakewood fuel heaters, oil coolers PT6, P108, PW100, PW100, Avenue PW4000,Tulsa, Oklahoma RB211, RR250, 74117 Spey, Tay, T64, T76 USAT 480 592 [email protected]

Honeywell Aerospace Bill Wright Fuel controls, flow dividers, All Honeywell engines(Engine accessories) Sr Director, Component Sales fuel pumps, fuel nozzles PW100, PW4000

Mechanical propeller governors, pumpsHangar 8, Slemon Prk electronics, electronicSummerside engine controls (EEC), Prince Edward Island, torque signal conditioners,COB 2A0 electrical equipment, Canada generators harnessesT 480 592 [email protected]

International Aircraft Mitch Weinberg Engine Managed Disassembly V2500Associates, Inc. President Engine End of Life Solutions CFM56

International Aircraft Associates, Inc. Complete Engine Shop management PW4000Al Vorhauer CF6-80Vice President, Operations RB211-53510875 Marks WayMiramar, Florida33025USAT (1)-954-441-2234F (1)-954-432-2980M (1)[email protected]

Liburdi Turbine Services Robert Tollett Turbine blades, vanes Aero & Industrial RB211, Hot section repairs, Director of Marketing and NGU’s Avon, Marine Spey, coatings, HVOF and air 400 Highway 6 North buckets, NGUs, vane stators, CF6,CFM, Industrial ALF502, plasma, heat treat, GMAW, Dundas fuel nozzles A501K, LM2500, LM1600, GTAW(TIG) Plasma (PAW) Ontario authorised Rolls-Royce and laser welding, EDM, L9H 7K4 industrial repair vendor NDT, X-rayCanadaT (1) 905 689 0734F (1) 905 689 [email protected]

LKD Aerospace, Inc. Kim Sayers CF6-50 8TE34 Series Thermocouple LeadsSales Manager CF6-6 8TE34 Series Ignition LeadsLKD Aerospace 8TK34 Series Thermocouple Leads8020 Bracken Pl. S.E. 8TK34 Series Ignition LeadsSnoqualmie98065USAT (1) 425-396-0829F (1) [email protected]

Miami NDT Jose Perez PWJT8D-100 & -200 PWJT8D all series fullPresident PW4000 overhaul,Jessie Cardenas GE CFM56-3 GE CFM series and CF6VP of Operations GE CFM56-5 series repairs7980 NW 56 ST GE CFM56-7 All engine borescope and DORAL GE CF6-50 &-80 Vibration surveyFL 33166 ROLLS ROYCE RB211 Max Power engine assurance USA IAE V2500 (MPA)T (1) 3055999393F (1) [email protected]@miamindt.comAOG:+1305-343-9149AOG Engine:+1305-766-9347






Nordam Thomas Henning Exhaust nozzles, sleeves, CF6-50, CF6-80, CFM56, Vacuum brazing andRepair Division Director, Marketing plugs, centrebodies, JT8D, JT9D, PW2000, bonding

11200 East Pine St. fairings, PW4000, V2500, Tulsa ducts, thrust reversers RB211OK 74116USAT (1) 918 878 6313F (1) 918 878 [email protected]

PAS Technologies David Theis Commercial fan blades, JT8D, JT9D, CF6, CFM56, Inspection, machining,Sales & Marketing carbon seals, military fan PW2000, PW4000, F117, grinding, finishing, lapping,1234 Atlantic Street blades, compressor blades, V2500, JT15D, F100, GG4, CNC milling, welding,North Kansas City variable guide vanes, rotor TF39, PW100, PW300, vacuum and atmosphericMO 64116-4142 assemblies, bevel gears, seal PW901, RB211, Spey, Tay heat treatment, USA seats, housings, automated glass and (other facilities at honeycomb, feltmetal, ceramic shot peening, Hillsboro, OH; Miramar, shrouds plasma and D-gun coating, FL; Phoenix, AZ, full NDT, EBW, airfoilSingapore and Ireland) straightening andT (1) 816 881 0803 blending, electrolytic, F (1) 816 556 4615 chemical and mechanical

stripping, grit blasting, vibratory finishing, plating, HVOF, TIG, FPI, MPI,CMM, LPPS, EDM

Pratt & Whitney Canada 1000 Marie Victorin Blvd Component repairs All P&WC engine seriesAccessories and Longueuil, Quebec, Engines reduced to SparesComponent Services Canada

J4G 1A1

Pratt & Whitney Canada Michael Stanford Component repairs All P&WC engine series hotAccessories and General Manager section engine componentsComponent Services 3101 Hammon Road

Wichita Falls, TX, USAT (1) 940-761-9238F (1) [email protected]

Pratt & Whitney Canada Heather Armstrong Accessory Repair andAccessories and Customer Service Manager Overhaul for all P&WCComponent Services 1000 Marie Victorin Blvd engine models

Longueuil, Quebec, Canada J4G 1A1T (1) 450-442-6802F (1) 450-442-6810

Pratt & Whitney 4905 Stariha Drive Rotable exchange support Component Solutions Muskegon, MI, USA and serviceable parts sales

for all P&WC engine models

Pratt & Whitney Engine Jeff Powell Component repairs PT6A, PT6T, JT15D, PW300, Services Manager PW500Accessories and 1525 Midway Park RdComponent Services Bridgeport, WV, USA

T (1) 304-842-1207F (1) [email protected]

Propulsion Technologies Int’l 15301 SW 29th Street CFM56, CF6-50, CF6-80, For parts repair only Bearing inspection, Repair(A JV of Snecma Services Miramar JT8D and V2500 & Testcleaning, diamond grinding, Florida 33027 All platforms, and Technology Corp.) USA Bearing Repair all manufacturers

T: (1) 786 999 0672www.snecma-services.com

Stands on Demand Allen Jones Engine transportation stands CFM56-3President CFM56-5Stands on Demand, Inc. CFM56-78080 W 26th Court CF6-80Hialeah, 33016 PW2000USA PW4000305-558-8973 [email protected] V2500

RB211-535JT8-200




Texas Pneumatic Systems Virgie Cheek Air Cycle Machines CF34, CF6, CF6-50, CF6-6, CF6-80, Pneumatic Components& Turbine Fuel Systems Administrative Asst. Pneumatic Drive Units CFM56, GTCP, RB211, V2500 Fuel Components

Brandon Cooling Turbines JT3, JT15, JT8D, JT9D, PT6, DER/Repair DevelopmentHarvey Pneumatic & Fuel Valves PW100, PW2000, PW2037, PMA DevelopmentInside Sales Fuel Pumps PW4000, PW6000, PW7R4, PW901, Non-Destructive Testing2404 Superior Drive Actuators GE90, GENX, TSCP700, TRENT700 High Flow Testing

Motors APS2000, APS3200, AE3007, APUArlington Auxillary Power Unit Pumps RR SPEY, RR TAY,76013 RegulatorsUSAT (1)-800-211-9690F (1) [email protected]

Thrust-Tech Aviation Armando Leighton Ignition Exciters CFM56-SeriesCEO Engine Hydraulic Pumps CF6-SeriesThrust-Tech Aviaiton, Inc Starter Generators CF34-SeriesViviane Castro Fuel Pumps PW-100-SeriesDirector of Marketing PT6-Series6701B N.W. 12th Ave JT15D-SeriesFort Laudedale, FL TFE731-Series33309 TPE331-SeriesUnited States Minor Outlying Islands RR250-Series(1) 954-972-2807 T56/501-Series(1) 905-972-2708 Non-Destructive [email protected] CNC Griding

DER Repairs

Timken Aftermarket Larry Batchelor Component Repair RR250, PT6A, PT6T, T53 Compressor case & turbine Solutions Sr Product Sales Manager nozzle Repair & Exchange

3110 N Oakland St Accessory Overhaul PT6A, PT6T, T53 Repair, Overhaul & Mesa, Engine Overhaul PT6A, PT6T, T53 ExchangeAz 85215-1144 Repair, Overhaul, ExchangeUSA & TestTel:- +1-480-606-3011Fax:- +1-480-635-0058 [email protected]/mro

TCI - Turbine Controls 5 Old Windsor Road Engine component support of CFM56, CF6, CF34, PW4000, CMM, NDT, FPI, MPI,Bloomfield discs, shafts, hubs, seal ring PW2000, V2500, F100, GG4, chemical cleaning, EBW, CT 06002 holders, air seals, bearing GG8 dabber tig, heat treat, USA housings, supports, spools, LM Series 6-axis robotic plasma and

MGB and AGB housings and thermal spray, shot peen,gears, engine accessory grit blast, paint, support of fuel, oil and CNC turning, milling &pnuematice components, grinding, engine accessory i.e. pumps, actuators, valves, repair and overhaulstarters. fuel, oil, hydraulic,

pneumatic testing

Turbine Components (TCI) Raffee Esmailians Turbine Component repairs; P&WC PT6, PW100, JT15 series EBW, Vacuum Furnace8985 Crestmar Point Combustion Liners, Hamilton Sundstrand APUs Brazing & Heat Treating,San Diego, CA 92121 Housings, Compressor PWA PW4000, PW2000, JT9s EDM, CNC Mach./USA Cases, Turbine Hsg. PWA JT12/JFTD12 Milling Centers, CMM, T (1) 858 678 8568 Honeycomb Exh. Honeywell TFE731, TPE331, 6-Axis RoboticF (1) 858 678 0703 Nozzles/Sleeves, RR T56/501 Plasma/Thermal and M 858 442 6045 Exh. Ducts, Nozzles, Stators, GE CF34 HVOF Coating, [email protected] Hot Section Components Plasma Arc Welding

& more, Major component Waterjet Machining, NDT repair/overhaul and Repair Development

Engineering FAA, EASA,ISO 9000, AS9100-C

Whyco Finishing Peter Masella Chromium, copper, nickel, All makes, all modelsTechnologies Director of Sales and Marketing plating, abrasive blasting

670 Waterbury Road specialised cheming Thomaston cleaning, chemical removal CT 06787 of coatings and braze alloys,USA chemical stripping HVOF T (1) 860 283 5826 coatingsF (1) 860 283 [email protected]: www.whyco.com

(Windsor Airmotive, William Gonet Casings and Frames, JT8D, JT9D, PW2000, EBW and Automatic TIG Connecticut) VP, Sales Rotating Air PW4000, RB211, Trent 700, welding; High Pressure Barnes Aerospace 7 Connecticut South Dr. Seals, Discs, Drums, Spacers, Trent 800, Trent 500, Trent Water Jet; CNC Milling, Aftermarket East Granby OGVs, Bearing Housings 900,CFM56, CF6, Tay, GE90 Turning, and Grinding;

CT 06026 LM2500, LM6000, LM5000, Plasma and WireUSA GG4/8 Avon, 501K Arc Coating; Heat Treat,T (1) 860 687 5282 Thermal Processing, and F (1) 860 653 0397 Vacuum Rotable Pool [email protected] Support






(Windsor Airmotive, Ohio) William Gonet High Pressure Turbine CFM56, GE90, CF6, CF34, Tay, CNC Grinding and Turning;Barnes Aerospace VP, Sales Shrouds RB211, AE3000, AE1000 Laser Drilling; VacuumAftermarket 9826 Crescent Park Dr. honeycomb Seals Brazing and Heat Treat;

West Chester EDM; FPI; SeveralOH 45069 Coatings including SVPA;USA Rotable Pool SupportT (1) 860 687 5282F (1) 860 653 [email protected]

Woodward Aircraft Tony Dzik Fuel controls, actuators, fuel GE90, CF6, CFM56, F110, Heat treating, brazing,Engine Systems Manager, Cust. Support nozzles, augmenters and RB211, V2500, CF34, welding, surface coating,

and Business Development fuel manifolds BR700, TPE331, PT6, advanced machining, EBW,One Woodward Way PW4000, PW206, PW207, laser welding, TIG welding, PO Box 405 PW2000, FJ44, JT8, JT9, CT7, EDM, plasma coating, Rockton CT700 vacuum brazingIll 61072-0405USAT (1) 815 639 6983F (1) 815 624 [email protected]

1Source Aero Services P.O. Box 163 Most types of engine CFM56-3, CFM56-5, CFM56-7, Component and accessory32009 Schimatari, accessories, including fuel, oil, PW4000 MRO, FPI, MPI, fullViotias pneumatic, actuators, and V2500 A1, A5, D5 accessory test capability, EB Greece electrical PW2000 welding, plasma spray,

F-100 parts balance

Avio Avio - MRO Division Fuel pump, GBX and AGB: V2500, GE90, Trent 900, Commercial Aeroengines Combustion chamber, GBX: PW100Via G.Luraghi, 20 GBX, LPT Nozzles and LPT Sam 14680038 Pomigliano d’Arco, case GenxNapoliItalywww.aviogroup.com

Chromalloy – France Enrigue Hernandez AL and CR coatings, blades, All PWA, all GE, all CFM Chemical stripping and General Manager vane segments, vane rings, series plating, TIG, MIG and EB Ave Des Gros Chevaux honeycomb seal repairs, welding, laser drilling, pack Z I du Vert Galant manufacturing of and vapour phaseL’Aumone 95310 honeycomb and felt deposition, LPPS, HVOF,France EDM, ECG, CNC turning and Phone: +33 1 34 40 36 36 [email protected]

Chromalloy – Netherlands Enrigue Hernandez Honeycomb seals, shrouds, CF6-50, CF6-80A, CF6-80C2, High speed grinding, General Manager frames, cases, supports, fan CF6-80E, CF34, LM1600, laser drilling, Tungsten inert gasSiriusstraat 55 discs and spools, NGVs LM2500, LM5000, & EB welding, EDM,5015 BT Tilburg LM6000, V2500, eddy currentNetherlands CFM56-2, CFM56-3, CFM56-5A, Phone: +31 13 5328 400 CFM56-5B (P), CFM56-5C, [email protected] CFM56-7B, PW4000,

A250, BR700

Chromalloy – UK Hank Gibson Small engine component 501K, AVON, 501D, Dart, Acid strip, blending, CNC Head of Commercial Aero repair, large engine RB211-22B, milling and turning, CMM, 1 Linkmel Road component and Honeycomb RB211-524B/C/D, degreasing, eddy currentEastwood, repair, IGT blade repair RB211-524G/H, inspection, EDM, Nottingham RB211-535C, electron beam welding, FPI,NG16 3RZ RB211-535E4, Tay, grinding, LPW, vacuum Phone: +561-935-3571 Trent 500/700/800, AL5512, brazing, vibro super [email protected] ALF502/LF507, PW100, polishing

PW901

CRMA (AFI KLM E&M) Aminata Traoré Combustion chambers, Honeycomb,Marketing casings, HPT supports, CFM56-5A, CFM56-5B, laser drilling, cutting and CEO Vincent d’Andrea booster vanes, CFM56-5C, CFM56-7B, welding, thermal spray,14 Avenue Gay-Lussac turbine centre frame (TCF) GE90 series, GP7200 heat treatment, brazing,ZA Clef de Saint-Pierre rotating & stationary seals, EDM NDT inspection, CMM F-78990 Elancourt spools, QEC & Bare and CNC machining,multi France harnesses colling holes drilling,T (33) 1 3068 3664 sensors, manifolds, VBV airflow testF (33) 1 3068 8819 mechanismM (33) 6 88 38 17 [email protected]

GE Engine Services Levai utca 33 Pipe repair & kitting CF6-6/-50/-80A/-80C/-80E Chemical cleaning, anodize and alodine, Hungary Veresegyhaz 2112 Liner panels CFM56-2/-3 CNC shotpeening and dry blasting, machining,

Hungary Honeycomb GE90 NDT inspection, CNC unicoat plasma spraying,T (1) 513 552 3272 RB211 CNC resistance spot welder, vacuum brazing [email protected] CF34 and heat treatment, TIG and www.geaviation.com/services orbital welding


EUROPE



GE Engine Services – Wales Caerphilly Road, GE90, GP7000Nantgarw CFM56-3/-5/-7Cardiff, South GlamorganSouth Wales, UK CF15 7YJ24/7 AOG HotlineT +1-513-552-3272Toll Free in USA: [email protected]

GTS MRO Brian Stevenson Wiring Harnesses CF6-80C2 Wiring Harness RepairDirector Electrical Cables CF6-80E Accessory Component OverhaulGTS MRO Electrical Sensors CF6-80AAndy Mackay Pressure Switches CFM56-3Customer Engagement Manager Thermocouples CFM56-5Building 40 Actuators CFM56-7Stevenston Industrial Estate Valves PW2000KA20 3LR PW4000United Kingdom CF34T (44) 1294 446115 ALF502/LF507F (44) 1294 [email protected]

Honeywell Aerospace Bill Wright Engine generators/IDG/CSD All Honeywell engines / APUs Raunheim Sr Director, Component Sales Fuel/oil coolers and heaters JT8, JT9, JT10, JT11, JT15D, (Engine Accessories) Mechanical Fuel control units and CF6, CT7, CFM56, CF34,

Frankfurterstrasse components PT6, P108, PW100, PW100, 41-65 PW4000,Raunheim RB211, RR250, D-65479 Spey, Tay, T64, T76, Germany All Honeywell engines and T 480 592 4182 [email protected]

Honeywell Aerospace Bill Wright Environmental control, Bournemouth Sr Director, Component Sales cabin pressure control, heat (Engine Accessories) Mechanical transfer compressor, starter,

Bournemouth oxygen and equipment International AirportChristchurch, Dorset UKT 480 592 [email protected]

LPW Technology Phil Carroll Specialist laser cladding/ All engine types Application and process MD deposition consultancy, development, process PO Box 768 supplier of thermal spray, optimisation, enclosure andAltrincham welding wire and powder fixture design, supply of Cheshire specialist laser, cladding gas WA15 5EN and plasma, atomised UK powders, powder handling T (44) 1925 606 520 and processF (44) 845 539 [email protected]

Lufthansa Technik Anthony Schelling Fuel pump housings, JT8-D, JT9-D, CFM56-3, -5, -7 Interfill, FPI, CMCIntercoat Sales Manager hydraulic (IDG) housings, CF6-50, CF6-80, RB211, measuring,

Design Engineer oil pump housings, Trent 500 CNC machiningKisdorfer Weg 36-38 Arkwin actuators, Boeing V2500, PW2000, PW4000D-24568 and Airbus hydraulic parts Boeing and Airbus Kaltenkirchen componentsGermanyT (49) 4191 809 127F (49) 4191 [email protected]

PWA International John Doyle Cases PW4000-112 Electron beam weldingSales and Customer Service Manager PW4000-100 Major section replacementPWA International Ltd PW4000-94 Manual TIG weldingNaas Road V2500 CNC machining / grindingRathcoole PW2000 Vacuum furnace heat treatmentCo. Dublin NDTIreland HVOF, plasma and shot peeningT (353) 1 412 [email protected]

Rösler Tony Pugh Surface finishing of aero All engine types, airframe Vibratory polishing and Keramo finishing toAerospace Projects Manager engine blades and vanes (in both compressor landing gear, components <10 microinches (<0.25 micrometres), Ra,Unity Grove and turbine section), vane assemblies and and cabin hardware shot peening and shot blastingSchool Lane multi-span components, supply of machines,Knowsley Business Park consumables, subcontract and Keramo processPrescot, L34 9GTUKT (44) 151 482 0444F (44) 151 482 [email protected]






Summit Aviation Bruce Erridge QEC removal and Pratt & Whitney JT8D Complete overhaul, repairCommercial Director installation (STD) / 217 / 219 and testMerlin Way, Pratt & Whitney JT3DManston, (all series)Kent, UKCT12 5FET (44) 1843 822444F (44) 1843 [email protected]

TEAM-Accessories Michael O Connell HMU MECs, FCUs,Main Fuel JT3D, JT8D, JT9D, Overhaul, repair, test(TAC) Sales & Marketing Manager Pumps,EVE/EVBC CFM56/3/5/7/, CF6-50, CF6-80, Part Sales

Ridgewell House Lubrication Units,Lube & 707/727/737C,NG/747/757/767 Exchange RotablesHollywood, Scavenge Pumps fuel, air, oil DC8/9/10 MD80, MD11Ballyboughal and hydraulic accessories, A300/310/320/330/340Co. Dublin safety equipment, A319,320,321Ireland slides, rafts, Hydrostatic T (353) 1 8432 221 Testing, Oxygen Bottle Mobile 00353 868063262 O/Haul and recharge F (353) 1 8433 [email protected]

TEAM Aerostructures UK Michael O’Connell MRO airframe and engine CF6-50/80, CFM56, JT9D, Complete overhaul, repairSales & Marketing Manager accessories, fuel, hydraulic JT8D, and testing componentsHangar 1, Upwood pneumatic, oil, electrical, JT3DAirpark wheel and brake, safety, ALF502, ALF507Ramsey Road airframe structural wide Bury, Cambridge and narrow body airframesPE26 2RA and respective engine typesUKT (44) 1487 711650F (44) 1487 [email protected]

TRT Andrew Adams HP, IP, LP blades, T500 - T700 - T800 TIG and lazer weldingMarketing and Contracts Manager HP, IP, LP nozzle guide RB211-524-535 (all variants) vacuum furnace brazing, Bramble Way vanes, heat treatmentClovernook Industrial nozzle guide vane NDT, FPI, X-Ray, EDMEstate, Somercotes assemblies CNC machining, precision Derbyshire grinding DE55 4RHUK T (44) 1773 524400F (44) 1773 [email protected]

TWI Granta Park Engineering solutions incl All engine types Arc, gas and resistanceGreat Abingdon welding, joining and welding, plasma spray, cold Cambridge associated technologies, spray, vacuum furnaceCB16AL technology transfer braze, laser cladding and UK consultancy and project support. deposition, NDT,T: (44) 1223 891162 Contract R&D, training and liquid penetrant, MPI,F: (44) 1223 892588 qualification eddy current and ultrasonic

inspections, EBW, laserwelding and cutting

UTC Aerospace Systems Carole Essex Fuel metering controls, fuel Adour, AE Common, AE1107, Engine control systemsMarketing Co-ordinator pumping systems, AE2100A, AE2100D2, AE2100D3, supplier, engine controlThe Radleys electronics controls AE3007A, AE3007A1E, AE3007C, equipment, tailoredMarston Green (software and hardware), BR710GV, BR710GVSP, BR710GX support contractsBirmingham afterburner systems, fuel BR725, EJ200, Gnome, MarineB33 0HZ driven actuation controls, Pegasus, PW305, RB199,UK engine health monitoring RB211-524, RB211-535,T (44) 121 788 5179 systems, variable geometry RB211-Classic, RTM322, Spey,F (44) 121 779 5712 actuation control, Tay 611-8C, Tay Classic, [email protected] microprocessors, variable Trent 1000, Trent 700 / 800www.utcaerospacesystems.com displacement vane pumps Trent XWB, Trent500, Trent700

Trent800, Tyne, V2500 A1, V2500 A5 D5

Woodward Aircraft Phil Boyle Repair and overhaul, CFM56-2/3, CFM56-5,Engine Systems Sales Director fuel control, CF34-3,

5 Shawfarm Road propellor governer unit test CF6-6/-50, RB211-535E4,Prestwick stands V2500,Ayrshire KA9 2TR CF34-8, -10UK PT6, PW100, CT7,T (44) 1292 677 602 Allison 250,F (44) 1292 677 612 TPE331, [email protected]




Chromalloy Pat McEvoy Gas turbine engine parts CFM56-2B/-2C, CFM56-3, Blending, chemical plating,Managing Director CFM56-5A/5B/5C, CFM56-7B, CMM, ECG, EDM, furnace25 Moo 5 Bungkhampoi CF6-50, CF6-80A, brazing, gas tungsten arc Lamlukka, Pathumthani CF6-80C2, CF6-80E1, LM2500, welding, grinding,Thailand 12150 LM5000, heat treating, instruction Phone: +66 2 985 0800 LM6000, PW4000 94/100 brazing, [email protected] analysis, steel shotcontact: [email protected] peening, vacuum brazing,

welding

GE Aviation, Service – ATI 62 Loyang Way HPC blades and vanes, CF6, CFM56, GE90, CF34, LM, HPC airfoils repair, serviceSingapore 508770 fan blades, HPC cases Honeywell management, new make T (1) 513 552 3272 manufacturing, automatic [email protected] chemical stripping line, www.geaviation.com/services micro plasma automated

welding, coining andstamping, net shape machining and grinding (2D & 3D airfoil), RD305 leading edge inspection & leadingedge re-profiling

GE Aviation Services 23 Loyang Combustors, HPT blades & CF6-6/-50/-80A/-80C/-80E Rejuvenation/enhanced Singapore Singapore 508726 nozzles, GE90 rejuvenation, nozzle

T (1) 513 552 3272 LPT blades & nozzles CF34 fabrication repair, [email protected] CFM56-2/-3/-5/-7 coating strip, Al Greenwww.geaviation.com/services LM2500/5000/6000 coating, EB weld repair,

RB211-535C laser cladding,NDT - FPI, radioscopicinspection, current, airflowtesting, specialprocesses, machine shop



REST OF WORLD

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Honeywell Aerospace Richard Kotarba Engine generators/IDG/CSD All Honeywell engines / APUs Singapore Director Technical Sales Fuel/oil coolers and heaters, CT7, CF6, CF34, CFM56,(Engine Accessories) 17 Changi Business Park fuel control units and JT8, JT9, JT10, JT11, JT15D,

Central 1 components, all engine PT6, P108, PW100,Singapore 486073 related accessories PW4000,Singapore RB211, RR250, Spey, TayT 1 (480) 592 5604 (office)T 1 (480) 384 0003 (cell)[email protected]

Honeywell Aerospace - Bill Wright Technical expertise in APUs APU GTCP 85 seriesXiamen Sr Director, Component Sales APU accessories, engine APU 85, 331-200/250 series(APU and Propulsion) APU/propulsion starters, heat exchangers

Xiamen Gaoqi Int’l AirportXiamenFujian361006ChinaT 480 592 [email protected]

Honeywell Aerospace - Richard Kotarba Air turbine starters,Melbourne Director Technical Sales bleed air and pneumatic(Engine Accessories) 34 Fraser Street, valves, cooling turbines,

Airport electro-mechanicalWest Victoria, actuatorsMelbourne, 3042AustraliaT 1 (480) 592 5604 (office)T 1 (480) 384 0003 (cell)[email protected]

Lufthansa Technik Turbine Andy Nicodemo Rolls Royce Dart Boroscope InspectionShannon Sales Manager Rolls Royce Spey R&O Management

IAP Engine Divison Rolls Royce Tay5B Jubilee Avenue ALF502Warriewood, 2102 PW100 SeriesAustraliaT (61)-2-8373-5354F (61)[email protected]

IAP Engine Division Andy Nicodemo Rolls Royce Dart Boroscope InspectionSales Manager Rolls Royce Spey R&O ManagementIAP Engine Divison Rolls Royce Tay5B Jubilee Avenue ALF502Warriewood, 2102 PW100 SeriesAustraliaT (61)-2-8373-5354F (61)[email protected]

JAL Engineering Eugen Dewald Cases CF6-80C2 CNC/Conventional MachiningPlanning Manager Frames GE90-94B GrindingJAL Engineering Co.,Ltd. Shafts GE90-115B Plasma Arc, Wire Arc & Flame SprayPlanning Manager Disks PW4000-112 Grit Blast & ShotpeenJapan Airlines Engine Maintenance Center Air seals Vacuum & Atmosphere FurnaceNarita Int’l Airport Bearing housings TIG/ACU/EB WeldingNarita Chemical Cleaning282-8610 NDTJapan Surface Preparation & PaintT (81) -476-32-4413 Waterjet CleaningF (81)[email protected]

Windsor Airmotive Asia Sebastian Lim Casings and Frames, JT8D, JT9D, PW4000, EBW and Auto TIG Welding;Barnes Aerospace Sales Manager, Asia Honeycomb Seals, Trent 700, Trent 800, High Pressure Water Jet;Aftermarket 21 Loyang Lane TOBI Ducts, OGVs, Trent 500, Trent 900 CNC Milling, Turning,

508921 Rotating Air Seals, Disks RB211, CFM56 Grinding; Plasma and WireSingapore Arc Coating; Heat Treat, T (65) 6541 9222 Thermal processing and F (65) 6542 9364 Vacuum Brazing; X-ray, FPI,

Eddy Current and Ultrasonic testing

ST Aerospace Engines TAN Shih Shiuan wide range of engine CFM56-3 / -5B / -7B Vacuum and AtmosphericVP, Sales & Marketing accessories including F100 Heat Treatment501, Airport Road, airfoils, casings, combustors, J85 / F110 High Speed GrindingPaya Lebar Singapore disks and shafts, seals and T53 / T55 CNC Vertical Boring, 539931 honeycomb, stators T56 / 501 Adaptive Milling, Lathe T: (65) 6380 6796 Turbomeca Makila Machining, GrindingF: (65) 6284 0164 Electrode Discharge [email protected] Precision Honingwww.staero.aero Robotic Thermal Spray (including HVOF)

Surface Treatment & Coating ProcessesDiffusion Heat TreatmentHoneycomb BrazingManual & Automatic TIG & Plasma Arc Welding




CFM CFM56-2-C1 22,000 86 6 95.7 68.3 4,635 1F + 3L, 9H 1H, 4L DC-8-71, -72, -73

CFM56-2A-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-3

CFM56-2B-1 22,000 90 6 95.7 68.3 4,671 1F + 3L, 9H 1H, 4L KC-135R

C-135FR

CFM56-3-B1 20,000 86 5 93 60 4,276 1F + 3L, 9H 1H, 4L B737-300, -500

CFM56-3B-2 22,000 86 4.9 93 60 4,301 1F + 3L, 9H 1H, 4L B737-300, -400

CFM56-3C-1 23,500 86 5 93 60 4,301 1F + 3L, 9H 1H, 4L B737-300, -400, -500

CFM56-5-A1 25,000 86 6 95.4 68.3 4,995 1F + 3L, 9H 1H, 4L A320

CFM56-5A3 26,500 86 6 95.4 68.3 4,995 1F + 3L, 9H 1H, 4L A320

CFM56-5A4 22,000 86 6 95.4 68.3 4,995 1F + 3L, 9H 1H, 4L A319

CFM56-5A5 23,500 86 6 95.4 68.3 4,995 1F + 3L, 9H 1H, 4L A319

CFM56-5B1 30,000 86 5.5 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321

CFM56-5B2 31,000 86 5.5 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321

CFM56-5B3 33,000 86 5.4 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321

CFM56-5B4 27,000 86 5.7 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A320

CFM56-5B5 22,000 86 6 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319

CFM56-5B6 23,500 86 5.9 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319

CFM56-5B7 27,000 86 5.9 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319, A319CJ

CFM56-5B8 21,600 86 6 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A318

CFM56-5B9 23,300 113 6 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A318

CFM56-5C2 31,200 86 6.6 103 72.3 8,740 1F + 4L, 9H 1H, 5L A340-200, -300

CFM56-5C3 32,500 86 6.5 103 72.3 8,740 1F + 4L, 9H 1H, 5L A340-200, -300

CFM56-5C4 34,000 86 6.4 103 72.3 8,740 1F + 4L, 9H 1H, 5L A340

CFM56-5B1/3 30,000 86 5.5 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321

CFM56-5B2/3 31,000 86 5.5 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321

CFM56-5B3/3 33,000 86 5.4 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321

CFM56-5B4/3 27,000 86 5.7 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A320

CFM56-5B5/3 22,000 86 6 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319

CFM56-5B6/3 23,500 86 5.9 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319

CFM56-5B7/3 27,000 86 5.9 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319, A319CJ

CFM56-5B8/3 21,600 86 6 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A318

CFM56-5B9/3 23,300 113 6 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A318

CFM56-7B18 19,500 86 5.5 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-600

CFM56-7B20 20,600 86 5.4 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-600, -700

CFM56-7B22 22,700 86 5.3 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-600, -700

CFM56-7B24 24,200 86 5.3 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-700, -800, -900

CFM56-7B26 26,300 86 5.1 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-800, -900

CFM56-7B27 27,300 86 5.1 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-800, -900

CFM56-7B20/3 20,600 86 5.4 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-600, -700

CFM56-7B22/3 22,700 86 5.3 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-600, -700

CFM56-7B24/3 24,200 86 5.3 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-700, -800, -900

CFM56-7B26/3 26,300 86 5.1 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-800, -900

CFM56-7B27/3 27,300 86 5.1 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-800, -900

LEAP-1A 24,500-32,900 11 78.1 1F + 3L, 10H 2H, 7L A319neo, A320neo, A321neo

LEAP-1B 23,000-28,000 9 69.4 1F + 3L, 10H 2H, 5L 737 MAX 7, MAX 8, MAX 9

LEAP-1C 27,980-30,000 11 78.1 1F + 3L, 10H 2H, 7L C919

General Electric CJ610-5-6 2,950 59 40.5 17.6 403 8 2 Learjet 24D, 25B, 25C,

Westwind 1121

CJ610-8-9 3,100 59 40.5 17.6 411 8 2 Westwind 1123

CJ610-8A 2,950 59 40.5 17.6 411 8 2 Learjet Century III

CF700-2D2 4,500 59 75.6 33.1 767 8 2 Falcon 20, Rockwell Sabre 75A

CF34-1A 8,650 59 6.2 103 49 1,625 1F, 14H 2H, 4L Challenger 601

CF34-3A 9,220 70 6.2 103 49 1,625 1F, 14H 2H, 4L Challenger 601

CF34-3A1 9,220 70 6.2 103 49 1,625 1F, 14H 2H, 4L Challenger 601

Canadair Regional Jet

CF34-3B 9,220 86 6.2 103 49 1,670 1F, 14H 2H, 4L Challenger 604

CF34-3B1 9,220 86 6.2 103 49 1,670 1F, 14H 2H, 4L Canadair Regional Jet

CF34-8C1 13,790 86 4.9 128.5 52 2,350 1F, 10H 2H, 4L Canadair CRJ-700

CF34-8C5 14,500 86 4.9 128.5 52 2,470 1F, 10H 2H, 4L Canadair CRJ-900

CF34-8E 14,500 86 4.9 128.5 52 2,470 1F, 10H 2H, 4L Embraer ERJ-170/175

CF34-10A 18,050 86 5 90 53 3,800 3L,9H 1H, 4L ACAC ARJ21

Manufacturer Designation Takeoff Flat rate Bypass Length Fan tip Basic Comp Turb Aircraft

thrust (lb) temp (oF) ratio (in) dia (in) weight(lb) stages stages applications

Directory of major commercial aircraft turbofans





Directory of major commercial aircraft turbofans (cont...)

CF34-10E 18,500 86 5 90 53 3,800 3L, 9H 1H, 4L ERJ-190/195

CF6-6D 40,000 88 5.72 188 86.4 8,176 1F + 1L, 16H 2H, 5L DC-10-10

CF6-6D1A 41,500 84 5.76 188 86.4 8,966 1F + 1L, 16H 2H, 5L DC-10-10

CF6-45A2 46,500 97 4.64 183 86.4 8,768 1F + 3L, 14H 2H, 4L B747-100B SR

B747SP

CF6-50C 51,000 86 4.26 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30

A300-B2,-B4

CF6-50E 52,500 78 4.24 183 86.4 9,047 1F + 3L, 14H 2H, 4L B747-200

CF6-50C1 52,500 86 4.24 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30

A300-B2, -B4

CF6-50E1 52,500 86 4.24 183 86.4 9,047 1F + 3L, 14H 2H, 4L B747-200

CF6-50C2 52,500 86 4.31 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30

A300-B2, -B4

CF6-50C2R 51,500 86 4.31 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30

CF6-50E2 52,500 86 4.31 183 86.4 9,047 1F + 3L, 14H 2H, 4L B747-200

CF6-50C2B 54,000 79 4.25 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30

CF6-50C2R 51,000 79 4.25 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30

CF6-50E2B 54,000 86 4.24 183 86.4 9,047 1F + 3L, 14H 2H, 4L B747-200

CF6-80A 48,000 92 4.66 166.9 86.4 8,760 1F + 3L, 14H 2H, 4L B767-200

CF6-80A1 48,000 92 4.66 166.9 86.4 8,760 1F + 3L, 14H 2H, 4L A310-200

CF6-80A2 50,000 92 4.59 166.9 86.4 8,760 1F + 3L, 14H 2H, 4L B767

CF6-80A3 50,000 92 4.59 166.9 86.4 8,760 1F + 3L, 14H 2H, 4L A310-200

CF6-80C2-A1 59,000 86 5.15 168.4 93 9,480 1F + 4L, 14H 2H, 5L A300-600

CF6-80C2-A2 53,500 111 5.31 168.2 93 9,480 1F + 4L, 14H 2H, 5L A310-200/ -300

CF6-80C2-A3 60,200 86 5.09 168.3 93 9,480 1F + 4L, 14H 2H, 5L A300-600

A310-300

CF6-80C2-A5 61,300 86 5.05 168.3 93 9,480 1F + 4L, 14H 2H, 5L A300-600

CF6-80C2-A5F 61,300 86 5.05 168.3 93 9,860 1F + 4L, 14H 2H, 5L A300-600

CF6-80C2-A8 59,000 95 5.09 168.3 93 9,480 1F + 4L, 14H 2H, 5L A310-300

CF6-80C2-B1 56,700 86 5.19 168.3 93 9,670 1F + 4L, 14H 2H, 5L B747-200, -300

CF6-80C2-B1F 58,000 90 5.19 168.3 93 9,790 1F + 4L, 14H 2H, 5L 747-400

CF6-80C2-B2 52,500 90 5.31 168.3 93 9,670 1F + 4L, 14H 2H, 5L B767-200/-ER/-300

CF6-80C2-B2F 52,700 86 5.31 168.3 93 9,790 1F + 4L, 14H 2H, 5L B767-300ER

CF6-80C2-B4 58,100 90 5.14 168.3 93 9,790 1F + 4L, 14H 2H, 5L B767-200ER/-300ER

CF6-80C2-B4F 58,100 77 5.14 168.3 93 9,790 1F + 4L, 14H 2H, 5L B767-300ER

CF6-80C2-B5F 60,800 77 5.14 168.3 93 9,790 1F + 4L, 14H 2H, 5L B767-300ER

CF6-80C2-B6 60,800 86 5.06 168.3 93 9,670 1F + 4L, 14H 2H, 5L B767-300ER

CF6-80C2-B8F 60,800 86 5.06 168.3 93 9,790 1F + 4L, 14H 2H, 5L B767-300ER

CF6-80C2-D1F 61,000 86 5.03 168.3 93 9,790 1F + 4L, 14H 2H, 5L MD11

CF6-80C2-L1F 51,250 86 5.03 168.3 93 9,790 1F + 4L, 14H 2H, 5L C-5M

CF6-80E1-A2 65,800 86 5.1 173.5 96.2 11,225 1F + 4L, 14H 2H, 5L A330

CF6-80E1-A3 69,800 86 5.1 173.5 96.2 10,627 1F + 4L, 14H 2H, 5L A330

CF6-80E1-A4 68,100 86 5.1 173.5 96.2 11,225 1F + 4L, 14H 2H, 5L A330

GE90-76B 76,000 86 8.7 287 123 16,644 1F + 3L, 10H 2H, 6L B777-200

GE90-77B 77,000 86 8.7 287 123 16,644 1F + 3L, 10H 2H, 6L B777-200

GE90-85B 84,700 86 8.7 287 123 16,644 1F + 3L, 10H 2H, 6L B777-200

GE90-90B 90,000 86 8.7 287 123 16,644 1F + 3L, 10H 2H, 6L B777-200/-200ER/-300

GE90-94B 93,700 86 8.7 287 123 16,644 1F + 3L, 10H 2H, 6L B777-200ER/-300

GE90-110B1 110,100 92 7.2 287 128.2 18,260 1F + 3L, 9H 2H, 6L B777-200LR/777F

GE90-115B 115,300 86 7.2 287 128.2 18,260 1F + 3L, 9H 2H, 6L B777-300ER/777-200LR

GEnx-1B54 53,200 86 9 184.7 111.1 13,500 1F + 4L, 10H 2H, 7L B787-3

GEnx-1B64 63,800 86 8.8 184.7 111.1 13,500 1F + 4L, 10H 2H, 7L B787-8

GEnx-2B67 66,500 86 7.4 169.7 104.2 13,500 1F + 3L, 10H 2H, 7L B747-8

GEnx-1B70 69,800 86 8.6 184.7 111.1 13,500 1F + 4L, 10H 2H, 7L B787-9

GEnx-1B70 69,800 86 8.6 184.7 111.1 13,500 1F + 4L, 10H 2H, 7L B787-9

GEnx-1B74/75/P2 74,100 86 ~10 184.7 111.1 13,500 1F + 3L, 10H 2H, 7L B787-8/-9/-10

Engine Alliance GP7270 70,000 86 8.7 187 116 12,906 1F + 5L, 9H 2H, 6L A380

GP7272 72,000 86 8.7 187 116 12,906 1F + 5L, 9H 2H, 6L A380

GP7277 77,000 86 8.7 187 116 12,906 1F + 5L, 9H 2H, 6L A380

Honeywell AS907 6,500 85 4.2 92.4 46.3 1364 1F + 4L, 1CF 2H, 3L Continental Jet

AS977-1A 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 146






ALF502R-6 7,500 71 5.6 58.6 41.7 1,375 1F + 1L, 7H + 1CF 2H, 2L BAe 146

LF507-1F 7,000 74 5 58.6 41.7 1,385 1F + 2L,7H + 1CF 2H, 2L Avro RJ

LF507-1H 7,000 74 5 58.6 41.7 1,385 1F + 2L,7H + 1CF 2H, 2L BAe 146

TFE731-2 3,500 72 2.5 49.7 28.2 743 1F + 4L,1H 1H, 3L Dassault Falcon 10

CASA C101

Learjet 31/35

AT-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-8

TFE731-3 3,700 76 2.67 49.7 28.2 742 1F + 4L, 1CF 1H, 3L 731 Jetstar, Jetstar II

CASA 101

Dassault Falcon 50

Hawker 400/700

Westwind

Sabreliner 65

TFE731-3A 3,700 76 2.66 49.7 28.2 766 1F + 4L, 1H 1H, 3L Learjet 55

Astra

TFE731-3B 3,650 70 2.65 49.7 28.2 760 1F + 4L, 1H 1H, 3L Citation III, VI

TFE731-3C 3,650 70 2.65 49.7 28.2 777 1F + 4L, 1H 1H, 3L Citation III, VI

TFE731-4 4,060 76 2.4 58.15 28.2 822 1F + 4L, 1H 1H, 3L Citation V11

TFE731-5 4,304 73.4 3.33 54.7 29.7 852 1F + 4L, 1H 1H, 3L Hawker 800

CASA C101

TFE731-5A 4,500 73.4 3.15 67.8 29.7 884 1F + 4L, 1H 1H, 3L Dassault Falcon 900

Dassault Falcon 20-5

TFE731-5B 4,750 77 3.2 67.8 29.7 899 1F + 4L, 1H 1H, 3L Dassault Falcon 900B

Dassault Falcon 20-5

Hawker 800XP

TFE731-20 3,500 93 3.1 59.65 34.2 895 1F + 4L, 1H 1H, 3L Learjet 45

TFE731-40 4,250 77 2.9 51 28.2 895 1F + 4L, 1H 1H, 3L Falcon 50EX

Astra SPX

TFE731-60 5,000 89.6 3.9 72 30.7 988 1F + 4L, 1H 1H, 3L Falcon 900EX

IAE V2500-A1 25,000 86 5.4 126 63 5,300 1F + 3L, 10H 2H, 5L A320, ACJ

V2522-A5 23,000 131 4.9 126 63.5 5,300 1F + 4L, 10H 2H, 5L A319

V2524-A5 24,500 131 4.9 126 63.5 5,300 1F + 4L, 10H 2H, 5L A319

V2525-D5 25,600 86 4.9 126 63.5 5,720 1F + 4L, 10H 2H, 5L MD-90

V2527-A5, 26,600 115 4.8 126 63.5 5,300 1F + 4L, 10H 2H, 5L A320

V2527E-A5 26,600 115 4.8 126 63.5 5,300 1F + 4L, 10H 2H, 5L A320

V2527M-A5 26,600 115 4.8 126 63.5 5,300 1F + 4L, 10H 2H, 5L A319, ACJ

V2528-D5 28,600 86 4.7 126 63.5 5,720 1F + 4L, 10H 2H, 5L MD-90

V2530-A5 30,400 86 4.6 126 63.5 5,300 1F + 4L, 10H 2H, 5L A321-100

V2533-A5 32,000 86 4.5 126 63.5 5,300 1F + 4L, 10H 2H, 5L A321-200

PowerJet SaM146 13,750 TBA 4.43 81.49 48.2 TBA 3L, 6H 1H, 3L Superjet 100-75B

SaM146 15,650 TBA 4.43 81.49 48.2 TBA 3L, 6H 1H, 3L Superjet 100-75LR/-95

Pratt & Whitney JT3C-6 11,200 dry ? ? 138.6 38.8 4,234 9L, 7H 1H, 2L B707-120

DC-8-10

JT3C-7 12,000 dry ? ? 136.8 38.8 3,495 9L, 7H 1H, 2L B720

JT3C-12 13,000 dry ? ? 136.8 38.8 3,550 9L, 7H 1H, 2L B720

JT3D-1, -1A 17,000 dry ? 1.4 136.3 53.1 4,145 2F + 6L, 7H 1H, 3L B720B

B707-120B

DC-8-50

JT3D-1 & -1A -MC6 17,000 dry ? 1.4 145.5 53.1 4,540 2F + 6L, 7H 1H, 3L B707-120B

JT3D-1 & -1A-MC7 17,000 dry ? 1.4 145.5 53 4,165 2F + 6L, 7H 1H, 3L B720B

JT3D-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, -C

B720B, 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 , F

DC-8-63, -63F

JT4A-3, -5 15,800 N/K N/A 144.1 43 5,020/4,815 8L, 7H 1H, 2L B707-320

DC-8-20

JT4A-9, -10 16,800 N/K N/A 144.1 43 5,050/4,845 8L, 7H 1H, 2L B707-320

DC-8-20

JT4A-11, -12 17,500 N/K N/A 144.1 43 5,100/4,895 8L, 7H 1H, 2L B707-320

DC-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, -100C

DC-9-10, -20, -30

Caravelle 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, 11R

DC-9-10/-30

B727, B737

JT8D-9, -9A 14,500 84 1.04 123.5 42.5 3,377 2F + 4L, 7H 1H, 3L Caravelle 12

B727-200

B737-200

DC-9-20, -30, -40

T-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/-40

JT8D-15, -15A 15,500 84 1.03/1.04 123.5 42.5 3,414/3,474 2F + 4L, 7H 1H, 3L B727-200

B737-200

DC-9-30,-40, -50

Mercure

JT8D-17, -17A 16,000 84 1.01/1.02 123.5 42.5 3,430/3,475 2F + 4L, 7H 1H, 3L B727-200

DC-9-30, -50

B737-200

JT8D-17R 17,400 77 1 123.5 42.5 3,495 2F + 4L, 7H 1H, 3L B727-200

JT8D-17AR 16,400 77 1 123.5 42.5 3,600 2F + 4L, 7H 1H, 3L B727-200

JT8D-209 18,500 77 1.78 154.2 49.2 4,435 1F + 6L, 7H 1H, 3L MD-81

JT8D-217 20,850 77 1.73 154.2 49.2 4,470 1F + 6L, 7H 1H, 3L MD-82

JT8D-217A 20,850 84 1.73 154.2 49.2 4,470 1F + 6L, 7H 1H, 3L MD-82, MD-87

JT8D-217C 20,850 84 1.81 154.2 49.2 4,515 1F + 6L, 7H 1H, 3L MD-82, -83, -87, -88

JT8D-219 21,700 84 1.77 154.2 49.2 4,515 1F + 6L, 7H 1H, 3L MD-82, -83, -87, -88

JT9D-3A 43,600 dry 80 5.2 154.2 95.6 8,608 1F + 3L, 11H 2H, 4L B747-100

JT9D-7 45,600 dry 80 5.2 154.2 95.6 8,850 1F + 3L, 11H 2H, 4L B747-100/-200B, C, F

B747 SR

JT9D-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

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-10-40

JT9D-59A 53,000 86 4.9 154.2 97 9,140 1F + 4L, 11H 2H, 4L B747-200

A300-B4-100/-200

JT9D-70A 53,000 86 4.9 154.2 97 9,155 1F + 4L, 11H 2H, 4L B747-200

JT9D-7Q, -7Q3 53,000 86 4.9 154.2 97 9,295 1F + 4L, 11H 2H, 4L B747-200B, C, F

JT9D-7R4E, E1 50,000 86 5 153.6 97 8,905 1F + 4L, 11H 2H, 4L B767-200, -200ER, -300

A310-200,-300

JT9D-7R4E4, E3 50,000 86 4.8 153.6 97 9,140 1F + 4L, 11H 2H, 4L B767-200ER,-300

A310-200, -300

JT9D-7R4H1 56,000 86 4.8 153.6 97 8,885 1F + 4L, 11H 2H, 4L A300-600

PW2037 38,250 87 6 141.4 78.5 7,300 1F + 4L, 12H 2H, 5L B757-200

PW2040 41,700 87 6 141.4 78.5 7,300 1F + 4L, 12H 2H, 5L B757-200, -200F

PW2043 43,000 87 6 141.4 78.5 7,300 1F + 4L, 12H 2H, 5L B757-200, -300

PW4050 50,000 92 5 153.6 97 9,213 1F + 4L, 12H 2H, 5L B767-200, -200ER

PW4052 52,200 92 5 132.7 94 9,213 1F + 4L, 11H 2H, 4L B767-200, -200ER, -300

PW4056 56,000 92 4.9 132.7 94 9,213 1F + 4L, 11H 2H, 4L B767-200, -200ER, -300

PW4056 56,750 92 4.9 132.7 94 9,213 1F + 4L, 11H 2H, 4L B747-400

PW4060 60,000 92 4.8 132.7 94 9,332 1F + 4L, 11H 2H, 4L B767-300, -300ER

PW4062 62,000 86 4.8 132.7 94 9,400 1F + 4L, 11H 2H, 4L B767-300

PW4062 62,000 86 4.8 132.7 94 9,400 1F + 4L, 11H 2H, 4L B747-400

PW4074 74,000 86 6.4 191.7 112 14,995 1F + 6L, 11H 2H, 7L B777-200

PW4077 78,040 86 6.4 191.7 112 14,995 1F + 6L, 11H 2H, 7L B777-200

PW4084 84,600 86 6.4 191.7 112 14,995 1F + 6L, 11H 2H, 7L B777-200

PW4090 91,790 86 6.4 191.6 112 15,741 1F + 6L, 11H 2H, 7L B777-200, -300

PW4098 98,000 86 6.4 194.7 112 16,170 1F + 7L, 11H 2H, 7L B777-300

PW4152 52,000 108 5 132.7 94 9,332 1F + 4L, 11H 2H, 4L A310-300

PW4156 56,000 92 4.9 132.7 94 9,332 1F + 4L, 11H 2H, 4L A300-600, A310-300

PW4158 58,000 86 4.8 132.7 94 9,332 1F + 4L, 11H 2H, 4L A300-600, -600R

PW4164 64,000 86 5.1 163.1 100 11,700 1F + 5L, 11H 2H, 5L A330

PW4168 68,000 86 5.1 163.1 100 11,700 1F + 5L, 11H 2H, 5L A330






PW4460 60,000 86 4.8 132.7 94 9,332 1F + 4L, 11H 2H, 4L MD-11

PW4462 62,000 86 4.8 132.7 94 9,400 1F + 4L, 11H 2H, 4L MD-11

PW6122A 22,100 86 4.8 108 56.6 4,840 1F + 4L, 5H 1H, 3L A318

PW6124A 23,800 86 5 108 56.6 4,840 1F + 4L, 5H 1H, 3L A318

PW1215G 15,000 ISA+62 9.1 56 MRJ70STD, MRJ70ER, MRJ70LR, MRJ90

PW1217G 17,000 ISA+63 9.1 56 MRJ70, MRJ90STD, MRJ90ER, MRJ90LR

PW1519G 19,000 ISA+66 12.1 73 CS100, CS300

PW1521G 21,000 ISA+67 12.1 73 CS100, CS300

PW1524G 23,000 ISA+68 12.1 73 CS100, CS300

PW1124G 24,000 ISA+59 12.1 81 A319neo, A320neo, A321neo



PW1124G-JM 23,500 ISA+59 12.1 81 A319neo

PW1127G-JM 26,500 ISA+60 12.1 81 A320neo

PW1130G-JM 32,100 ISA+61 12.1 81 A321neo

PW1428G 28,000 ISA+64 12.1 81 MC-21-200, MC-21-300

PW1431G 31,000 ISA+65 12.1 81 MC-21-200, MC-21-300

PW1700G 17,000 ISA+69 9.1 56 E175, E190, E195

PW1900G 23,000 ISA+70 12.1 73 E175, E190, E195

P & W Canada JT15D-1, -1A, -1B 2,200 59 3.3 56.6 27.3 514/519 1F + 1CF 1H, 2L Cessna Citation 1

JT15D-4 2,500 59 2.6 60.4 20.8 557 1F + 1CF 1H, 2L A»rospatiale Corvette

Cessna Citation II

Mitsubishi Diamond 1

JT15D-4C 2,500 59 2.6 60.4 20.8 575 1F + 1CF 1H, 2L Agusta S211

JT15D-5 2,900 80 2 60.4 20.5 632 1F + 1CF 1H, 2L Beechjet 400A

Cessna T-47A

JT15D-5A 2,900 80 2 60.4 27 632 1F + 1CF 1H, 2L Cessna Citation V

JT15D-5B 2,900 80 2 60.4 27 643 1F + 1CF 1H, 2L Beech T-1A Jayhawk

JT15D-5C 3,190 59 2 60.4 27 665 1F + 1CF 1H, 2L Agusta S211A

JT15D-5D 3,045 80 2 60.6 27 627 1F + 1CF 1H, 2L Cessna Citation V Ultra

JT15D-5F 2,900 80 2 60.4 27 635 1F + 1CF 1H, 2L Raytheon Beech

PW305A 4,679 93 4.3 81.5 30.7 993 1F, 4H + 1CF 2H, 3L Learjet Model 60

PW305B 5,266 74.3 4.3 81.5 30.7 993 1F, 4H + 1CF 2H, 3L Raytheon Hawker 1000

PW306A 6,040 89 4.5 75.6 31.7 1,043 1F, 4H + 1CF 2H, 3L Gulfstream G-200

PW306B 6,050 95 4.5 75.6 31.7 1,062 1F, 4H + 1CF 2H, 3L Fairchild 328JET

PW306C 5,770 91.4 4.3 75.726 31.7 1,150 1F, 4H + 1CF 2H, 3L Cessna Citation Sovereign

PW307A 6,405 92.1 4.31 86.02 32.7 1,242 1F, 4H + 1CF 2H, 3L Falcon 7X

PW308A 6,904 98.6 4 84.2 33.2 1,365 1F, 4H + 1CF 2H, 3L Raytheon Hawker Horizon

PW308C 7,002 100.4 4 84.2 33.2 1,375 1F, 4H + 1CF 2H, 3L Dassault Falcon 2000EX

PW530A 2,887 73 3.2 60 27.6 616 1F, 2H + 1CF 1H, 2L Cessna Citation Bravo

PW535A 3,400 81 3.7 64.8 29 697 1F + 1L, 2H + 1CF 1H, 3L Cessna Encore Ultra

PW545A 3,804 83 4 75.7 32 815 1F + 1L, 2H + 1CF 1H, 3L Cessna Citation Excel

PW610F-A 950 97 1.83 45.4 14.5 259.3 1F, 1H + 1C 1H, 1L Eclipse Aviation E500

PW615F-A 1,390 77 2.8 49.5 16.03 310 1F, 1H + 1C 1H, 1L Citation Mustang

PW617F-E 1,780 68 2.7 52.6 17.7 366 1F, 1H + 1C 1H, 1L Embraer Phenom 100

PW800 10,000 to 20,000 TBA TBA TBA TBA TBA TBA TBA

Rolls-Royce AE3007A 7,580 86 4.8 106.5 38.5 1,635 1L , 14H 2H, 3L Embraer EMB-135/145

AE3007A2 9,440 86 4.8 106.5 38.5 1,681 1L , 14H 2H, 3L Embraer Legacy 650

A3007C1 6,764 86 4.8 106.5 38.5 1,617 1L, 14H 2H, 3L Citation X

A3007C2 7,042 86 4.8 106.5 38.5 1,641 1L, 14H 2H, 3L Citation X

BR710-A1-10 14,750 95 4.2 134 48 3,520 1L, 10H 2H, 2L Gulfstream G500

BR710-A2-20 14,750 95 4.2 134 48 3,600 1L, 10H 2H, 2L Global Express

BR710-C4-11 15,385 95 4.2 134 48 3,520 1L, 10H 2H, 2L Gulfstream G550

BR715-C1-30 21,000 86 4.4 147 58 4,597 1 + 2L, 10H 2H, 3L B717

BR725 17,020 86 4.2 202 50 3,573 1L, 10H 2H, 3L Gulfstream G650

RB211-22B 42,000 84 4.8 119.4 84.8 9,195 1L, 7I, 6H 1H, 1I, 3L L-1011-1, -100

RB211-524B & B2 50,000 84 4.5 119.4 84.8 9,814 1L, 7I, 6H 1H, 1I, 3L L-1011-200/-500

B747-200/SP

RB211-524B4D/ 50,000 84 4.4 122.3 85.8 9,814 1L, 7I, 6H 1H, 1I, 3L L-1011-250/500

B4 improved

RB211-524C2 51,500 84 4.5 119.4 84.8 9,859 1L, 7I, 6H 1H, 1I, 3L B747-200/SP

RB211-524D4 53,000 86 4.4 122.3 85.8 9,874 1L, 7I, 6H 1H, 1I, 3L B747-200/SP

RB211-524D4 53,000 86 4.4 122.3 85.8 9,874 1L, 7I, 6H 1H, 1I, 3L B747-200/-300






RB211-524G 58,000 86 4.3 125 86.3 9,670 1L, 7I, 6H 1H, 1I, 3L B747-400/B767-300

RB211-524H 60,600 86 4.1 125 86.3 9,670 1L, 7I, 6H 1H, 1I, 3L B747-400/B767-300

RB211-524G-T 58,000 86 4.3 125 86.3 9,470 1L, 7I, 6H 1H, 1I, 3L B747-400

RB211-524H-T 60,600 86 4.1 125 86.3 9,470 1L, 7I, 6H 1H, 1I, 3L B747-400/B767-300

RB211-535C 37,400 84 4.4 118.5 73.2 7,294 1L, 6I, 6H 1H, 1I, 3L B757-200

RB211-535E4 40,100 84 4.3 117.9 74.1 7,264 1L, 6I, 6H 1H, 1I, 3L B757-200/-300

RB211-535E4B 43,100 84 4.3 117.9 74.1 7,264 1L, 6I, 6H 1H, 1I, 3L B757-200/-300, Tu 204

Spey 511-8 11,400 74.3 0.64 109.6 32.5 2,483 5L, 12H 2H, 2L Gulfstream GI, II, III

Spey 512-5W/-14DW12,550 (wet) 77 0.71 109.6 32.5 2,609 5L, 12H 2H, 2L Trident 2E/3B

BAC 1-11-475, -500

Tay 611 13,850 86 3.04 94.7 44 2,951 1 + 3L, 12H 2H, 3L Gulfstream IV

Tay 620 13,850 86 3.04 94.7 44 3,185 1 + 3L, 12H 2H, 3L F100, F70

Tay 650 15,100 86 3.06 94.8 45 3,340 1 + 3L, 12H 2H, 3L F100

Tay 651 15,400 86 3.07 94.8 45 3,380 1 + 3L, 12H 2H, 3L B727

Trent 553 53,000 86 7.7 155 97.4 11,300 1L, 8I, 6H 1H, 1I, 5L A340-500

Trent 556 56,000 86 7.6 155 97.4 11,300 1L, 8I, 6H 1H, 1I, 5L A340-600

Trent 768 67,500 86 5 154 97.4 10,550 1L, 8I, 6H 1H, 1I, 4L A330-300

Trent 772 71,100 86 5 154 97.4 10,550 1L, 8I, 6H 1H, 1I, 4L A330-300

Trent 772B 71,100 98.6 5 154 97.4 10,500 1L, 8I, 6H 1H, 1I, 4L A330-200, -300, Freighter

Trent 875 74,600 86 6.2 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200

Trent 877 77,200 86 6.1 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200, -200ER

Trent 884 84,950 86 5.9 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200/-200ER/-300

Trent 892 91,600 86 5.8 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200ER/-300

Trent 892B 91,600 86 5.8 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200ER/-300

Trent 895 95,000 77 5.8 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200ER/-300

Trent 970 70,000 86 8.7 179 116 14,190 1L, 8I, 6H 1H, 1I, 5L A380-800

Trent 972 72,000 86 8.6 179 116 14,190 1L, 8I, 6H 1H, 1I, 5L A380-800

Trent 977 76,500 86 8.5 179 116 14,190 1L, 8I, 6H 1H, 1I, 5L A380-F

Trent 1000-58 58,300 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-8

Trent 1000-64 54,100 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-8, 787-9

Trent 1000-67 67,300 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-8, 787-9, 787-10

Trent 1000-70 70,100 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-8, 787-9, 787-10

Trent 1000-70/74 70,100 95 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-8, 787-9

Trent 1000-70/76 70,100 102.2 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-8

Trent 1000-70/76+ 70,100 110.5 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-8

Trent 1000-74 74,400 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-9, 787-10

Trent 1000-74/76 74,400 91.4 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-9

Trent 1000-74/76+ 74,400 95.9 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-9

Trent 1000-76 76,000* 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-10

Trent 1000-76+ 76,000* 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-10

Trent XWB-75 74,212 86 9.3 177 118 14,718 1L, 8I, 6H 1H, 2I, 6L A350-800 XWB


Trent XWB-79B 78,892 91 9.3 177 118 14,718 1L, 8I, 6H 1H, 2I, 6L A350-800 XWB

Trent XWB-75S TBD TBD TBD 177 118 14,718 1L, 8I, 6H 1H, 2I, 6L A350-900 Regional XWB


Trent XWB-97 96,990 86 TBD TBD 118 TBD 1L, 8I, 6H 1H, 2I, 6L A350-1000 XWB, A350-900F XWB,

A350-900R XWB

*78,000 capable, no requirement for rating yet

MORE TO BELIEVE IN Superior performance | Lower cost of ownership | Greater reliability

We’re writing to confirm a date we made with our customers in 2008. The first LEAP engine began testing September 4, 2013. Right on schedule. Just like our last 21 engines. Adjust your calendars, we’ve made this a LEAP year.

Go to cfmaeroengines.com

CFM International is a 50/50 joint company between Snecma (Safran) and GE.

LEAP year

343edae6-cea5-4d75-9b93-22a356f63204

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