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C O N T E N T S
An Aviation Industry Press publication EDITOR Paul Copping
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[email protected] The Engine Yearbook is published annually. Aircraft Technology Engineering & Maintenance (ISSN 0967-439X) is published 7 times per year UK subscription cost is £100. Overseas subscription cost is £115 or $185. All subscriptions enquiries to: Dino D’Amore:
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Cover image by Phil Hine Sponsored by Lufthansa Technik
ENGINE YEARBOOK 2005 Commercial aero-engine MRO outlook — a new dawn?
2
Cutting total ownership costs with the PW6000
8
Reducing maintenance costs on the V2500
12
Managing the costs of engine ownership
16
Engine maintenance costs
20
Engine trading and value trends
26
When should part-life engines be built?
30
Sharing the customer’s vision
34
Managing the maintenance of leased engines
38
Upgrading GE’s maturing engines
44
The aero-engine aftermarket and opportunities in gas path diagnostics
48
Are your engines really as healthy as they seem?
54
Filtration technology for gas turbine engine fuel and lubrication systems
60
Economic aspects of maintaining engine efficiency
64
Advanced repair and coating technologies 68 Titanium impeller welding
72
The latest in aerospace testing equipment 76 Automated repair and overhaul of aero-engine components
80
Third-generation high-speed grinders
84
Adding capabilities to suit customer need 88 Engine overhaul survey — worldwide
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Non-overhaul specialist engine repair companies
103
Directory of major commercial aircraft turboprops
110
Directory of major commercial aircraft turbofans
112
ENGINE YEARBOOK 2005
Commercial aero-engine MRO outlook — a new dawn? Aviation is facing significant uncertainty with fundamental challenges to profitability, yields and traditional business models. David Stewart, principal, AeroStrategy offers us some clear thinking concerning the aero-engine aftermarket when the outlook would appear to be uncertain.
Figure 1:2003 Commercial MRO market - $35.8b 8% 14%
35%
21% 22%
Modifications Engine overhaul Line maintenance Component Airframe heavy
source: AeroStrategy
O
ver the past few years, AeroStrategy has developed a commercial maintenance, repair and overhaul (MRO) market forecast with the assistance of more than 20 airlines and global MRO suppliers. Its intention is to help dispel some of the uncertainty, to address some of the unresolved MRO concerns and to assist in answering some basic questions, such as: “When will demand spring back? How many aircraft will be permanently retired? How many parked aircraft will return to service? How will increasing engine size and reliability influence demand? How rapidly will the market grow? Which aircraft types, engine models and regions will lead the way?” Beyond facts and figures, AeroStrategy also provides its perspective on evolving and critical supply-side trends which will shape the engine MRO market for years to come.
Market growth AeroStrategy estimates that commercial jet aircraft with more than 35 seats generated MRO demand worth $35.8 billion in 2003. This is spread across five
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primary market segments: off-wing engine overhaul; airframe heavy checks (C and D checks); component overhaul and repair; line maintenance (including A, B and overnight checks); and major airframe modifications, including cargo conversions, avionic upgrades and IFE modifications. AeroStrategy calculates that MRO demand will reach $60 billion in 2013, implying an annual growth rate of 5.3 per cent (in constant 2003 US dollars, not accounting for future changes in labour rates or spare parts costs). Four key trends underpin this prediction, as follows: ● Air travel growth will average 4.7 per cent over the next decade, fuelling an expansion in the active air transport fleet from 16,000 in 2003 to 23,360 in 2013. ● The airline industry imperative to contain MRO expenditures will be challenged by the MRO requirements generated by the unprecedented number of aircraft — in excess of 5,000 — delivered between 1998 and 2002, that are only now generating their first heavy maintenance events.
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
In 2013,CFMI engines will generate most engine overhaul demand at 27.5 per cent,closely followed by GE (26 per cent),Pratt and Whitney (19 per cent) and Rolls-Royce (16 per cent).
● Over 600 of the 2,000-plus inactive aircraft fleet will return to service in the next four to five years, with many of the young aircraft parked during the 2001-2002 industry crisis returning to passenger service and with more than 200 parked aircraft being converted to freighters. ● Daily aircraft utilisation will be nearly 10 per cent higher in 10 years’ time. This will occur for three reasons: the expansion of highutilisation low-fare carriers; the pressures they place on traditional airlines to increase the economic productivity of their major assets; and the fact that many airlines are now operating at relatively depressed levels of utilisation.
Demand for engine overhaul For the sake of this forecast, engine overhaul costs includes the costs of all major engine shop visits and the costs of changing the life-limited parts (LLPs). It excludes the costs of minor shop visits, inventory costs, unscheduled events, one-off campaigns and engine upgrade programmes. Using this definition, engine overhaul
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is the largest segment of the commercial MRO market, currently valued at $12.4 billion. The largest engine submarkets are the CF6-80C2, CFM56-3 and PW4000-94, the only ones with activity exceeding $1 billion each. Pratt & Whitney engines, despite the rapid reduction of the venerable JT8D fleet, generate the highest proportion of overhaul demand — 29 per cent, due to their still sizable installed base. CFMI, GE and Rolls-Royce engines generate 26, 24 and 14 per cent of overhaul demand respectively. For the period 2003-2013, AeroStrategy forecasts that demand will increase at 6.3 per cent per annum. This high rate of growth is driven by a number of key factors: ● Fleet growth: AeroStrategy’s forecast shows an underlying aircraft fleet growth of 3.8 per cent per annum and engine fleet growth of 3.4 per cent. In particular, the spate of aircraft deliveries in the late 1990s will provide the impetus for a jump of over 20 per cent in shop visits in the near future, from about 8,400 in 2003 to almost 10,300 in 2005. The start of this sharp increase in activity is already being witnessed, most particularly in the CF34 market where GE and its service centres have begun to spool up for a ‘tsunami’ wave of shop visits. ● Engine utilisation growth: the drive by low-fare carriers and traditional airlines alike to improve asset productivity means that average engine utilisation will grow at about one per cent per annum. The combined impact of fleet and utilisation growth results in a 4.9 per cent per annum rise in engine utilisation. ● Improved reliability: this engine utilisation increase is offset by improved engine reliability. The average time between shop visits for the entire engine fleet is set to increase from 8,900 hours to 10,400 hours over the 10-year forecast period. This results in the number of shop visits showing a lower rate of growth of 4.4 per cent per annum. ● Increased shop visit cost: the average shop visit cost for the fleet
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
is expected to rise from about $1.5m to $1.75m. This increase results from the growing number of new, large and sophisticated engines such as the GE90, Trent 700/800 and PW4000-112 that will start experiencing shop visits, and the fact that many of the engines delivered in the late 1990s will be facing their first significant LLP replacement requirements at the back-end of the forecast period. The fastest growing engine models include the CF34-3B, CFM56-5B, CFM567 and V2500 — no surprise, given the growth of regional airlines and the robust outlook for the preferred aircraft of the low-fare carriers, the A320 family and the 737NG. A few larger engines — the CF680E, GE90 and Trent 700/800 — will see significant growth as well. Overhaul spending on these extremely reliable and relatively young engines will rise by more than 15 per cent per annum, as their first shop visits for LLP replacement take place later in the forecast period. By 2013, six engines will each generate more than $1 billion per year in MRO demand, with the CF6-80C2 leading the way, followed by the CFM56-3, CFM56-5B, CFM56-7, PW4000-94 and V2500-A5/D5. Partially offsetting this growth is the inevitable decline in some currently significant engine markets. The JT8D, JT9D, CF650 and RB211-524 will be hit by a double whammy — not only will the associated aircraft rapidly retire, they will also create a supply of cheap surplus engines that will, in some instances, make them cheaper to replace than to overhaul. In 2013, CFMI engines will generate most engine overhaul demand at 27.5 per cent, closely followed by GE (26 per cent), Pratt and Whitney (19 per cent) and Rolls-Royce (16 per cent).
Engine overhaul supply On the supply side, the OEMs have already developed a strong aftermarket presence, albeit with varying strategies. Led by GE, they account for a total of 43 per cent of the aftermarket. In the future, AeroStrategy expects the OEMs to maintain this strong position because of the strategic advantages that they have and seek, such as:
ENGINE YEARBOOK 2005
Figure 3: Engine overhaul demand by engine ($12.4b) CF6-80C2 16%
CFM56-3 16%
Other 27%
RB211-524GH 4% PW2000 4% CFM56-5C 4% RB211-535 V2500 5% 5%
PW4000-94 9% JT8D-200 5% JT9D 5%
source: AeroStrategy
● Their ability to make the significant investments required to support the overhaul of today’s highly sophisticated engines; ● Control and development of technical information and repair schemes; ● Control of spare parts, which represent about 60 per cent of the cost of engine overhaul; ● Their ability to bundle new engine sales with long-term support contracts; and ● Retaining an established global network of support facilities. Airlines and airline-affiliated suppliers similarly account for 44 per cent of the aftermarket although 30 per cent is ‘in-house’ work and 14 per cent is for third parties. AeroStrategy expects the amount of engine overhaul accomplished by airlines to decline over the next decade for the simple reason that airlines will find it increasingly hard to justify the very-high investment required to establish engine overhaul capability, especially for the new, large engine models.
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ENGINE YEARBOOK 2005
Figure 4: Engine demand by engine type ($23.6b) CF6-80C2 14% CFM56-3 9%
Other 36%
PW4000-94 8%
CFM56-7 8% V2500 8% CFM56-5B Trent 800 4% 3% GE90 CF34-3 4% 3% CFM56-5C 3% source: AeroStrategy
Figure 5: 2003 engine overhaul supply share ($12.4b) Independents 13% Airlines 3rd party 14%
In-house 30%
OEM 8%
Independent suppliers, led by MTU and IHI, have 13 per cent of the market. The growth and competitiveness of the OEMs and airline-affiliated suppliers during the 1990s caused difficult times for the independents, and their market share declined. It would appear that life for the independents will not get any easier over the next decade given the high entry barriers in the engine overhaul market, especially for the newer engines. However, independents such as Standard Aerospace and MTU (both now under new ownership) who combine financial strength and excellent performance will remain strong competitors.
Market trends source: AeroStrategy
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Several developments are reshaping the engine overhaul market. First and foremost in the minds of many is parts manufacturing approval (PMA). With airlines pressuring OEMs to keep spare part prices down and service levels up, the penetration of PMA parts will persist. Engine PMA parts, once consigned to burner cans, accessories and low valueadded parts, have entered the gas path in many locations where high-value parts are found. AeroStrategy estimates that the available market for engine PMA today is $650m, of which PMA suppliers will
capture about $150m. AeroStrategy analysis also shows the potential impact of PMA on OEM parts volumes is relatively low, primarily because of a combination of the relatively low number of parts that are suitable for PMA and a continuing uncertainty among some airlines on the acceptability of PMA. The real threat of PMA to OEMs is pricing pressure. The PMA phenomenon, combined with an increase in use of DER repairs, will challenge OEMs to rethink the “razor-razor blade” paradigm—where spare parts profits subsidize engine development—that has long underpinned the aero-engine business. Secondly, OEMs are continuing to use licensed service centre networks and joint ventures to enhance their positions in the aftermarket rather than invest in their own facilities. Consider two recent examples: the establishment of N3, a joint venture between Rolls-Royce and Lufthansa Technik, and GE’s licensing of several well-known suppliers to service the CF34 in competition with its own maintenance centers. These moves occurred while OEMs were closing engine overhaul facilities, suggesting they are emphasising return on assets over revenue growth. The clear benefit of this approach by the OEMs is protecting their control of spare parts distribution while enabling them to build greater local presence across the globe with less required investment. Thirdly, mergers and acquisitions among independent suppliers will continue apace. Witness the Carlyle Group investing in Avio, KKR purchasing MTU and 3i buying SR Technics. Some consolidation will probably occur at the “second-tier” of the engine sector, possibly creating new, independent entities that can more effectively compete with the OEMs. Finally, most industry observers believe that the engine overhaul sector is suffering from over-capacity. Whilst some of this slack will be recouped via the expected increase in demand in the short-term, profit margins for some engine models will suffer until supplydemand imbalances are rectified.
Conclusion The outlook for the commercial engine MRO market over the next 10 years is a story with two strong themes: demand growth driven by fleet demographics and
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
significant changes in supply. Airlines have become significantly more focused on costs and value. What they require from suppliers is still evolving. What is certain is that they will seek to reduce the projected 6.3 per cent annual growth in engine MRO expenditures through greater outsourcing, innovative commercial agreements, closer management of repair scope and greater use of alternative parts and repair sources. In addition, airline alliances such as SkyTeam and Star will increasingly seek to use joint purchasing and work sharing to realize cost synergies. MRO providers must adapt to succeed. As airlines increasingly focus on the transportation aspect of their business, MRO providers can count on heightened demand for broad aircraft support capabilities, enhanced asset management skills and improved productivity. In the final analysis, the new value propositions yet to be developed by an increasingly global supplier base will make the biggest impact on the future size and shape of the MRO industry. ■
ENGINE YEARBOOK 2005
7
ENGINE YEARBOOK 2005
Cutting total ownership costs with the PW6000 Pratt & Whitney expects to regain a position of prominence in the market for 100-passenger airliners due to the low capital and maintenance costs of its new PW6000 engine. Tom Pelland, PW6000 programme director, explains why.
“T
he PW6000 will maximise airline profitability by lowering acquisition and maintenance costs,” says Tom Pelland, PW6000 programme director. “The engine will provide low cost of ownership because it has significantly fewer parts than comparable engines.” The PW6000 will not have to make a shop visit until six to eight years after entering service. Pratt & Whitney designed the engine to keep engines onwing for 10,000 to 12,000 flight cycles and 15,000 hours. Pelland says the PW6000 is the only engine designed specifically for low acquisition and maintenance costs in the 100-passenger market segment. “An engine with low capital costs and low maintenance costs is more optimal for shorthaul operations than a complex engine that may be more fuel efficient. Both the low acquisition cost and low maintenance costs are made possible by an engine design that minimises the number of parts and maximises time on wing.” The PW6000 is on track for FAA certification in the fourth quarter of 2004 and entry into service as early as December 2005 on the Airbus A318.
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Two versions of the engine are to be certified: the PW6122A with 22,000lb (10,000kg) of thrust; and the PW6124A with 24,000lb (11,000kg) of thrust. The PW6000 series is designed to provide robust engines for aircraft operating in the demanding shorthaul, quick-turnaround environment. Aircraft powered by the PW6000 will make one- to two-hour flights as many as 10 to 12 times a day. The design of the PW6000 reflects the suggestions and recommendations of customers. From the beginning of the development programme, Pratt & Whitney gave customers a significant role in the design, development and testing of the engine. Pratt began soliciting feedback from customers from programme launch in September 1998. Many of the ideas for improved maintainability came from a series of customer focus events. Pratt says customers made it clear from the beginning that they wanted an engine with low acquisition and maintenance costs and extended time on-wing. The company responded with an engine design based on the concept of simplicity.
The PW6000’s simplicity starts with a configuration that includes only 15 stages — a fan, four low-pressure compressor stages, six high-pressure compressor stages, one high-pressure turbine stage and three low-pressure turbine stages. This compares with 18 stages on the Pratt & Whitney JT8D200 and as many as 19 on other competitors’ engines. With fewer stages, the engine has 30 per cent fewer airfoils than competitive engines. This means significantly lower maintenance costs since experience has shown that airfoils account for 60 per cent of maintenance material costs on most P&W engines. This is especially important with regard to the airfoils used in high volume at engine overhaul. The PW6000 has only half as many of these high-volume airfoils as its major competitor. These are the parts in the hot section of the engine - high-dollar, high-volume parts that are significant drivers of total maintenance costs. Maintenance is also simplified because of the design of the line replaceable units (LRUs), which are replaced while the engine is on-wing. The LRUs are arranged in a single
ENGINE YEARBOOK 2005
Joanne Borg – Supervisor Engine Maintenance
Leon Lau – Technician Component Maintenance
Henry Clemings – Technician Component Maintenance
Brian Dunn – Technician Component Maintenance
Tony Silva – Supervisor Engine Maintenance
You’re not just getting a part. You’re getting a partner. – Greg Hall
Senior Vice President United Services
You need avionics and component repairs you can count on: High-tech services that provide precision repairs and testing performed by highly skilled technicians. You need components serviced promptly, because down-time is something no one can afford — no matter where your aircraft happens to be. Think of it: A global network of avionics, components, and parts, expertly and safely maintained to meet your needs. You need United and our host of avionics and component support solutions, from loans and exchanges to repair services for your B777/747/767/757/737 and A320/319 fleets. As an MRO business, we are driven to deliver operational reliability, superior cycle times, and the most competitive prices available in our industry. United parts and United people: It’s a partnership designed to keep you flying at your best. So visit unitedsvcs.com or call 650-634-7977 today. And meet a few more people who want to work for you.
©2004 United Air Lines, Inc. All Rights Reserved.
ENGINE YEARBOOK 2005
■ No requirement to rig the variable vanes, TCC actuator or the 2.5 bleed system: a typical feature of past engine designs; ■ Modular, compact gearbox and cored gearbox passages which reduce the amount of external plumbing; ■ Fuel pump and fuel control mounted on single fuel manifold, eliminating fuel inlet and outlet tubes for quick replacement; ■ External arrangement identical for left- or right-hand engine installation; ■ All borescope inspection ports on high-pressure compressor optimised for easy access from the ground; ■ Reusable face seals at all LRU interfaces; ■ Flex joints to be employed in the starter and ECS ducts to allow removal of LRUs without removing the ducts; and ■ Fuel, oil and hydraulic filters should be located in same area and be accessible from the ground. layer, which means they do not have to be removed to swap a part. The configuration of the LRUs means that most of them can be replaced in 15 minutes or less using a minimum number of hand tools. At a customer focus event at Bradley International Airport in Pratt & Whitney’s home state of Connecticut, the company demonstrated that 75 per cent of the LRUs could be replaced in 15 minutes or less - and that 90 per cent required
The PW6000 series is designed to provide robust engines for aircraft operating in the demanding shorthaul,quickturnaround environment.Aircraft powered by the PW6000 will make one- to two-hour flights as many as 10 to 12 times a day.
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30 minutes or less. The goal is to be able to replace all LRUs within 15 minutes, by the time the engine enters service. At the customer focus events, Pratt introduced airline and lease company representatives to the way engine controls and externals could be replaced quickly. Demonstrations included replacing a number of externals, such as the igniter plug, fuel filter, starter speed sensor and hydraulic case drain filter. Replacement times for these LRUs and others in the demonstrations ranged from three to 11 minutes. At these hands-on events, airline engineering and maintenance representatives were able to make suggestions during actual maintenance procedures. During these sessions, customer representatives offered upwards of 50 requests for improvements in the design. Consequently, Pratt engineers went back to the drawing board to incorporate many enhancements to improve maintainability, such as the following:
In addition, an innovative approach to engine diagnostics provides engine monitoring reports that are printed in clear language for efficient troubleshooting on the flight line. Messages printed in the cockpit use the same abbreviations as seen in the engine manual and engine maintenance manual. Reports will provide the suspect component’s name and functional identification number as part of the message. Instead of using a code, such as ‘En-4004EN,’ for example, the message says, ‘OIL TEMP SNSR.’ Maintenance costs will also be lower because of the uniformity of the life spans of the major rotating parts. All life-limited parts (LLPs) have a uniform life span of 25,000 flight cycles. On competitors’ engines, various LLPs need to be replaced at different times — one at 10,000 cycles and another at 15,000 cycles. But on the PW6000, all of the LLPs are designed to last until 25,000 cycles, simplifying maintenance and fleet management for operators. Another key factor contributing to lower maintenance costs is the high debris rejection rate of 95 per cent. A number of design features prevent
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
debris from entering the core of the engine and causing parts to wear prematurely. As a result, the high debris rejection rate maximises time on-wing. A number of design features contribute to the high debris rejection rate. The fan blade design incorporates high root stagger to prevent debris from entering the engine core, and a low aspect ratio and wide-chord design provide resistance to foreign object damage. In addition, the full annual bleed provides maximum opportunity for core dirt rejection, and the bleed’s position behind the rotor takes advantage of lowpressure compressor centrifuging of dirt for maximum debris rejection. Time on-wing is also extended because the PW6000 runs at lower temperatures than other P&W engines. The cooler operating environment in the high-pressure turbine means key parts will last longer. This section of the engine runs cooler by as much as 300˚F (149˚C) than the same section in other P&W engines. Another factor affecting time on wing is the exhaust gas temperature (EGT). The ability of the PW6000 to retain ample EGT margin over an extended time period is one of the features that allow the engine to reach 12,000 flight cycles before being pulled off wing for overhaul. The engine will effectively never be pulled off wing for reaching the EGT limit during typical operation. As a result of these improvements, maintenance costs will be considerably lower than for engines competing with the PW6000. Costs are projected at 30 per cent less per engine flight hour than the competing engine on the A318 and 40 per cent less per engine flight hour than the competing engine on the
ENGINE YEARBOOK 2005
Boeing 717. These calculations are based on the engines flying at their design mission. Another money-saving factor for aircraft operators is the environmentally responsible design of the PW6000. Advancements in the control of noise and emissions will have a positive impact on operating costs while responding to societal concerns. The engine meets all current and planned noise and emissions requirements of the International Civil Aviation Organisation (ICAO). Cleaner-burning engines will enable aircraft to escape emissions-related surcharges and avoid premature retirement from failure to meet future standards. In fact, emission levels are not only below the ICAO requirement for December 31, 2003, but are also well below the requirement to take effect December 31, 2007. The PW6000 will meet Stage 4 noise requirements, which become effective in January 2006, with substantial margin. This means the engine will enable operators to continue to comply with noise regulations for a long time to come. A number of design features are responsible for controlling the noise, including a long-duct nacelle with a forced mixer. The PW6000 will enter service as a mature engine due to an unprecedented amount of development testing. This accumulated testing will be equivalent to four years of airline operation. Through June 2004, PW6000 development engines had successfully completed more than 560 hours of flight tests aboard Pratt & Whitney’s Boeing 720 flying test bed and more than 350 hours on two Airbus A318 aircraft. By late 2005, development engines with the entry-into-service configuration will exceed 12,000 cycles of testing. During flight tests on A318 aircraft in 2002 and 2003, all planned test objectives were achieved and engine reliability was excellent. No engine removals were required throughout the A318 flight test programme. PW6000powered A318s have flown at several major and regional air shows: the Berlin, Farnborough and Malta air shows in 2002; and Mexico’s Aeroexpo and the Paris Air Show in 2003.
The development programme has applied the lessons learned from developing engines for stringent ETOPS (extended twin-engine operations) requirements. The PW6000 has benefited from the development of the PW4084 for the Boeing 777, which earned 180-minute ETOPS approval before entry into service. “The PW6000 is being built to ETOPS standards to boost its first-time quality,” says Dennis Enos, vice president for commercial development programmes at Pratt & Whitney. “This demanding level of testing will result in exceptional reliability, ensuring low cost of ownership over the lifetime of the engine.” In addition to soliciting input from customers during development, Pratt & Whitney has worked closely with key suppliers to address manufacturing issues. Howmet produces turbine exhaust, intermediate and diffuser cases as well as compressor airfoils. Hamilton Sundstrand is manufacturing the FADEC and gearbox. One risk-sharing partner, MTU Aero Engines, is responsible for the low-pressure turbine and high-pressure compressor, and another, Mitsubishi Heavy Industries (MHI), produces the diffuser and associated hardware. “We’re enthusiastic about the capabilities that the PW6000 will bring to the 100-passenger aircraft market,” Enos says. “We have designed, developed and tested the engine based on customer input and recommendations. This effort has produced an engine that will set a new standard for maintainability, durability and low cost of ownership.” ■
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ENGINE YEARBOOK 2005
Reducing maintenance costs on the V2500 The reduction of direct operating costs has been a key focus for the airline industry for some time and in today’s environment its importance is even more pronounced. Engine operating costs in general and engine maintenance costs in particular are prime movers in this regard. Chris Davie, director of aftermarket business planning for IAE, discusses the company’s total maintenance costreduction programme.
I
n the 20 years since the launch of the V2500 engine programme, IAE has launched many initiatives to sustain the competitive advantage of its engines. Regular operator conferences organised by IAE have provided an excellent forum for V2500 customers to discuss ideas for improvements in operating practices with the OEM and other operators. Against the backdrop of an airline industry battered by the post-9/11 slump, war in the Middle East and SARS, cost reduction has become even more important to airlines, and operators have consequently sought IAE’s assistance in optimising V2500 maintenance costs. The advent of lowcost carriers has also spurred the process. IAE’s increased focus on maintenance cost has resulted in the total maintenance cost reduction (TMCR) programme for the V2500 engine series, which was initiated in 2000 to address the growing customer need for lower cost of ownership. TMCR is a significant programme that identifies key maintenance cost drivers and addresses these issues through a prioritised system that delivers
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substantial, tangible and timely benefits to its expanding fleet of airline operators. It is not only existing customers who benefit from TMCR, since IAE’s customer-focused initiatives are of considerable interest and potential benefit to new customers such as the low-cost carriers, 70 per cent of whom have selected the V2500 for the A320. The following highlights the framework of the TMCR programme, outlines some of its achievements so far and explains IAE’s vision in going forward:
What is TMCR? TMCR is a continuous improvement programme designed to make the V2500 engine easier to maintain and to give it longer on-wing life. The programme was launched in 2000 and has resulted in an estimated 25-30 per cent reduction in average first shop visit costs for new engines being delivered today. Since the TMCR initiative came about through discussions between IAE and its customers, operator input plays a key role in the programme. A project team comprising members from each of IAE’s shareholder companies — Pratt &
Whitney, Rolls-Royce, the Japanese Aero Engines Corporation and MTU Aero Engines — along with a dedicated IAE programme management resource has guided the TMCR initiative over the past three to four years. The partnership between the V2500 operators and IAE is the basis for the success of the TMCR initiative and, during regular powerplant maintenance advisory group (PMAG) meetings and telephone conference calls, customers were involved in the definition of the project to: ensure the right focus to reduce maintenance costs, improve bottom lines and understand customer needs.
Elements of the TMCR initiative To identify, understand and prioritise the key maintenance cost drivers the TMCR team uses three sources of information: a sophisticated computer analysis of invoices to understand where customers incur the greatest maintenance costs; visits to engine workshops and strip reviews; and annual feedback from the PMAG. Invoice analysis has been the cornerstone of dissecting and
ENGINE YEARBOOK 2005
THE TEAM THAT STAYS IN THE AIR LONGEST WINS.
Every person, every service, every process at Pratt & Whitney Aftermarket Services is dedicated to keeping your planes in the air. Because at the end of the day, the measure of a great maintenance partner is its ability to lower operational costs. Call us. We can create a program that works for your needs and keeps your business flying. Pratt & Whitney. SMART SERVICES FOR A TOUGH WORLD.
www.pw.utc.com
ENGINE YEARBOOK 2005
The prioritised list includes budgeted activities and completion milestones for each TMCR project. Over the last three to four years, IAE has concentrated on prioritising these projects so that overhaul shop cost reductions can be realised now while time on wing is improved. All these levers have been employed to drive down maintenance costs and bring a real $ per engine flying hour benefit to the customer.
TMCR achievements to date
understanding exactly how the costs for overhauling a V2500 engine arise. A significant volume of invoices from many V2500 customers have been used to determine the key cost drivers, thereby permitting priorities to be established in order to address those issues that give ‘the biggest bang for your buck’. IAE has developed its own IT tools to assist in this, and is focused on extending this activity in the future. Engine strip reviews have also been undertaken in order to identify the components and system-level distress modes that have either caused or contributed towards engine removal or have resulted in the scrapping of parts. Furthermore, maintenance practices have been studied in relation to specific workscopes, and acceptance limits for wear and damage have also been assessed. PMAG is an annual conference at which airlines, lessors, MRO providers, IAE’s own technical community, Airbus, Boeing and key accessory and nacelle suppliers meet to discuss the subject of maintenance costs. It has proved useful to obtain feedback from conference participants on the prevalent issues and
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thereby determine where IAE should be focusing its attention. Additionally, PMAG allows IAE to brief powerplant engineers on its progress in reducing maintenance costs, at the same time obtaining direct feedback from frontline customers. The annually-updated milestone plan, jointly developed with IAE’s customers, defines the next steps in the programme, and the following ‘levers’ have been identified as those that can reduce maintenance cost: ■ Repair development — reducing the quantity of new material required; ■ Acceptance limit extension — optimising the strip levels required; ■ Workscope development — minimising labour hours spent during overhaul; ■ Engine hardware improvements — improving reliability, time on wing and scrap rates; ■ Maintenance management tools — optimising the timing and level of maintenance activity (eMMP); and ■ Spare parts — optimising pricing structures in cooperation with suppliers.
IAE projects a 25 to 30 per cent reduction in first shop visit cost relative to what it would have cost without the benefit of the TMCR programme for engines delivered today. These engines benefit from all the significant bill-ofmaterial changes developed and implemented over the past several years in conjunction with all the other improvements that are available to the existing in-service fleet. Considering different engine configurations and workscope application of engines already in service today, IAE’s calculations show a potential TMCR benefit of up to 20 per cent over previous overhaul costs for a first shop visit. Most of the projects in the first phase of the TMCR initiative focused on the core engine; the high-pressure compressor (HPC); and the combustor and the high-pressure turbine (HPT).
HPC — new repairs and new parts Historically the V2500 HPC module was a key driver for engine maintenance costs. Bill-of-material improvements addressing these drivers are now available and new production engines are now capable of longer engine runs which translates into significant cost savings. Significant progress has also been made in reducing HPC module repair costs, both through repair development and acceptance limit extensions.
Combustor — new hardware and new limits To increase engine on-wing life IAE sought to introduce new combustor wear limits, since many engine removals were combustor driven due to a combination of aircraft
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
maintenance manual (AMM) exceedence and convenience engine removal when repeat inspection was monitoring distress. To extend the reliable on-wing life of the V2500 engine, IAE issued revised AMM borescope limits on all standards of combustor hardware in July 2002. These new limits essentially doubled the amount of allowable guide burnback, which triggers the initial ‘on watch’ repeat inspection condition, and increased the time intervals between borescope inspections specified for particular levels of distress of fuel nozzle guides (deflectors) and burner liner segments. IAE further relaxed these combustor limits in 2002, permitting greater burn back on specific fuel nozzle guides (non-igniter positions). Additional activity was completed in 2003 which included sea-level and altitude testing to further relax limits on the combustor (including igniter positions of the fuel nozzle guides) thereby allowing improved on-wing time.
HPT — new airfoils and new repairs HPT blades are the focus of improvement in HPT module maintenance cost. Ongoing improvements to HPT blades result in better performance in harsh operations as well as improved stress corrosion resistance. Furthermore, in a joint project with Pratt & Whitney’s Connecticut Airfoil Repair Operations (CARO), the largest provider of V2500 turbine airfoil repairs, IAE has developed new repairs resulting in significant scrap reduction. IAE also plans to release a new configuration stage 1 HP turbine blade in 2004 which will significantly improve the on-wing life of engines operated in severe conditions, such as 33,000lb takeoff thrust and/or operations in harsh environments. It will also offer further improved repairability/reduced scrap rate for lower-thrust applications.
Going forward The improvements described show IAE’s commitment to continuously reduce the maintenance costs of the
ENGINE YEARBOOK 2005
V2500 engine in cooperation with its partners, customers and operators. Many projects have already delivered benefits, but there are still many other opportunities to be explored. Projects in the 2004 programme include a new HP compressor stage three blade, relaxed chordal width limits on the existing blades and the development of a new plasma spray repair process on the HPC drum. Another major part of the 2004 project plan is to validate the estimated TMCR cost reductions. The work involved in validating the benefits of TMCR projects such as new repair schemes, acceptance limits and so on can be arduous since much data is required to obtain trends that reflect a true picture, recognising the variations between different airline operations and overhaul shops. Validation of many of the benefits has been achieved as outlined above, but IAE is determined to fully realise the projected benefits and is pursuing a rigorous validation approach both at the micro and macro levels. Essentially, IAE will continue to gather and analyse invoices, send engineers to overhaul shops and host PMAG forums in order to further reduce maintenance cost at every level. In partnership with the industry an ongoing substantiation of what has and has not worked well is in essence IAE’s determined approach. From the analysis carried out to date, measured invoice costs are coming down, engines are having fewer premature removal causes and proactive approaches to engine management are being implemented with great success While there may be a limit to the potential to remove cost from maintenance because of the law of diminishing returns, IAE still expects to identify many more projects. Where much of the activity to date has centred on driving down the cost associated with the first shop visit of V2500 engines, more can be gained from looking forward and widening the scope of current activity. IAE is working ever more closely with its suppliers of engine accessory units and nacelles components in order
to achieve $ per engine flight hour reductions across the whole powerplant. Similarly, increased activity is being undertaken to proactively reduce the cost of second, third and subsequent shop visits through a programme of soft-life extension and repair development on low-spool modules. In addition, the next generation of IAE eMMP will deliver further substantial benefits to help airlines optimise their maintenance activity. The success of the TMCR initiative has initiated a continuous maintenance cost improvement process that will be followed by new activities to support IAE’s vision of offering the leading and most advanced powerplant solution in the 150-seater market sector. Helping airlines to meet their targets in terms of reduced operating cost improves relationships with existing customers and helps grow the V2500 customer base. Today more than 100 customers rely on the V2500. World-class reliability and low maintenance cost combined with low fuel consumption should ensure IAE’s leading market position. From 1998 to 2003 IAE won nearly 60 per cent of all the engine orders from customers buying Airbus A320 family aircraft. This might be the best proof of the effectiveness of IAE’s TMCR initiative at a time when the majority of orders come from lowcost carriers. ■
Many projects have already delivered benefits, but there are still many other opportunities to be explored. Projects in the 2004 programme include a new HP compressor stage three blade, relaxed chordal width limits on the existing blades and the development of a new plasma spray repair process on the HPC drum.
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Managing the costs of engine ownership While engine overhaul costs will normally be the largest of any airline direct maintenance costs, other costs associated with engines need to be carefully considered if total airline expenditure is to be minimised. Rudiger Urhahn, vice president engine services centre, SR Technics gives valuable insight into the elements, drivers and management tools used in managing engine life cycle costs.
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ngine overhaul is the largest segment of the commercial MRO market, currently valued at $12.4 billion and predicted to rise to more than $20 billion by 2013 (source: AeroStrategy). But these costs, though substantial, are not the only costs associated with engine ownership. At a time when airline fuel costs are rising and fare margins falling, the lowering of engine life-cycle costs can make a huge contribution towards airline profitability. In order to support operators and owners alike in achieving the lowest costs, most MROs have extended the scope of engine maintenance cost management to ‘life-cycle cost management’. The term covers all relevant cost factors associated with aero-engines and is an approach intended to manage such costs comprehensively — a distinct change from previous optimisation models which focused on only a limited number of cost elements.
Engine ownership cost elements Life-cycle cost management addresses all cost elements that add up to the overall cost of owning and operating engines, aiming to minimise overall cost while maximising spend
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predictability. It is intended to include the following: ■ The cost of acquiring and financing operational engines, spare engines and spare parts; ■ Operational costs such as those associated with fuel burn as well as the engine maintenance costs incurred on-wing and in the overhaul shop as required by specified engine management programmes and defined asset management policies. ■ A financial provision for unplanned events which cannot be anticipated by airlines. There is no rule of thumb for simple inter-airline comparison of these costs, as major differences apply even amongst operators of similarly sized fleets. Although various elements can be assessed individually, it does not usually make sense to add these together and then compare the bottom lines, since a number of operator-specific factors can distort the actual costs. And, in view of the complex relationships between cost elements and parameters, life-cycle cost management cannot be considered an exact science. Nevertheless, with careful consideration
and individual assessment of different, often operator-specific circumstances, an accurate prediction of cost does become possible. While the cost of financing may be incurred before the equipment is brought into operation, the operational costs kick in at the time of entry into service. Operational costs are derived from the fuel burn, engine maintenance costs, inventory costs (including spare engines) and the costs associated with the performance of line maintenance activities. Other costs, such as those associated with engineering and logistics support are incurred in the day-today management of airline fleets and these too must be included in the total cost. Newly designed life cycle cost programmes give operators and owners the choice of outsourcing most operational elements to independent partners — but what exactly are the cost elements, what are the drivers, and which tools exist to reap the benefits from these programmes?
Financing costs Whereas operational costs include both ‘fixed’ and ‘variable’ elements, the cost of financing is basically fixed and determined when a particular fleet is selected and
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
financing and depreciation options are chosen. Here, the leasing of aircraft and engines is an alternative to the purchasing and financing of assets. Operator-specific policies on depreciation and cash-flow do vary between operators but they do not usually vary substantially within the timescales that an engine is with an operator. Furthermore, the financing of engines is most normally part of an aircraft deal. Nevertheless, when selecting an engine type, careful consideration must be given to the refurbishment costs.
Spare engines
unforeseeable, which may result from foreign object damage, in-flight shut down, outstation engine removal or mandatory modification campaigns. These usually occur randomly, but may give rise to substantial costs that can threaten the financial health of an operator. Here, an operator will need to allow an appropriate ‘insurance’ coverage depending upon the profile of its operating network, engine characteristics and the relevant reliability programmes.
Fleet size
Spare engines may or may not be included in the fleet acquisition deal, and several arrangements are available to satisfy the need for such engines. The number of spare engines required to support a fleet and the subsequent investment required depend on a number of different factors including: the on-wing time which can be achieved for a particular engine type, the average turnaround time that is required by the engine maintenance provider, and the supplemental costs associated with ‘exchange material’ to further reduce turnaround times. The ‘pooling’ of airline engine fleets can significantly reduce spare engine requirements. Furthermore, it allows operators and owners to enjoy an additional source of income if they provide engines to MRO managed pools when they have no need for them.
The size of a fleet matters when determining costs since economies of scale will apply. However, for many operators the question becomes ‘How can my costs be best leveraged to reflect any economies of scale that might apply?’ With the exception of volume rebates, the cost of financing may simply mount up with increasing fleet size. Operational cost may vary significantly from small to larger fleets. Fleet size and homogeneity define the optimum organisational set-up to manage fleets within an operation. As a general rule, mixed fleets cause significant complexity at higher cost, whereas a varying age of engines of one type within a fleet may not increase costs substantially. As a core benefit to its customers, an MRO may bundle the fleets of its airline operators together, thereby making best use of the economies of scale and offering the best possible prices.
Maintenance reserves
Maintenance contract options
The costs of planned off-wing engine maintenance may be considered variable over the lifetime of an engine, gradually increasing and then levelling out with increasing engine maturity. Such costs should be provided for by reserves. While aircraft and engine lease contracts will normally specify that such reserves must be accrued, they do not necessarily limit the exposure of the operator, which might therefore have to consider putting aside additional provisions. The actual cash drawn down for off-wing maintenance will depend on the structure of ownership agreements and internal management philosophies. Additionally, an operator will need to consider provisioning for the
Often quoted and discussed, ‘by-thehour’ maintenance agreements comprise well-defined service and maintenance packages, for which the financial exposure is, to a large extent, transferred to the MRO provider. MROs may utilise economies of scale to offer attractive rates that provide an added value to the operator. The benefits though, can be applied to all fleet sizes, starting from single aircraft fleets to ‘pool’ fleets, which combine the operational fleets of more than one operator. They clearly address the requirement of operators and owners of the equipment and their financiers and lessors for accurate financial predictability. Alternatively, operators may also choose straightforward time and material
ENGINE YEARBOOK 2005
arrangements for their engine maintenance, in which case they have to put aside and manage suitable provisions. It is important to realise that life-cycle cost management programmes do not necessarily equate to a ‘by-the-hour’ maintenance arrangement, since a ‘by-thehour’ programme usually addresses only the operator-relevant maintenance cost aspect. A life-cycle cost programme comprises a combination of service elements and may go far beyond the scope of maintenance cost.
Purchase and lease of assets When choosing to lease or purchase a used aircraft fleet, an operator needs to select the best engines with respect to their physical condition, performance margins, modification and technical records status. An operator will also need to make sure that appropriate access to maintenance reserve funds is granted. Additionally, it is important to be aware of return conditions agreed
The effective management of lifecycle costs does not necessarily require the lowest possible shop visit rate.Instead,it is more important to ensure that hardware costs are minimised by targeting a balance between onwing time and shop visit cost.
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combine workshop and on-wing experience. In order to reduce operational risk it is important for an operator to establish that an MRO provider has an appropriate track record before making a final selection.
Balancing on-wing time and shop visit costs
with a lessor since they can have significant impact on the cost of ownership, driving certain provisions which need to be put aside. Furthermore, operational costs need to be predetermined in light of reliability and maintenance cost guarantees. Appropriate attention also needs to be given to the ongoing management of these warranties and guarantees, which is a service also provided by MROs.
Sourcing It is essential not to give away leverage too early by, for example, entering into a long-term maintenance agreement that is linked to a fleet purchase. Instead, a careful assessment of the options available with various different MRO partners is recommended. An operator may consider leveraging economies of scale with an expert provider and minimising organisational costs by sourcing services out to qualified partners. Apart from the case of very large fleets, economies of scale that apply to maintenance usually result in a preference towards sourcing from an MRO. The MROs seek the very best in terms of managing turnaround times, exchange pools, spare engine pools, materials and labour efficiency. The costs for unplanned events are more balanced with larger fleets. When considering the sourcing of MRO capabilities it is important to find partners who can manage fleets along proven reliability concepts and who can provide maintenance programmes which
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The effective management of lifecycle costs does not necessarily require the lowest possible shop visit rate. Instead, it is more important to ensure that hardware costs are minimised by targeting a balance between on-wing time and shop visit cost. The determination of this optimum requires both workshop experience and an understanding of operator-specific information. Whilst an operator’s environment and utilisation are difficult to change, costs may be lowered by swapping aircraft between routes to ensure that they are all subject to the same variety of operational conditions. The careful application of takeoff de-rate and other de-rate power settings definitely helps to reduce operational costs. Furthermore, engine lives can be extended when pooling options are exercised with other aircraft fleets, when it is possible to lower takeoff power settings and accumulate additional flight hours. MROs can facilitate such pooling when they maintain several airline fleets some of which use an engine type at a high takeoff power setting and others a low power setting.
Trend monitoring The determination of the optimum removal time for an engine can be made easier by using sophisticated trend monitoring software. It may be used in conjunction with engine stagger and modification policies thereby considering the entire cost envelope and all opportunities to reduce cost. MROs now base their life cycle programmes on experiencevalidated on condition concepts. These concepts can be customised to target the optimum balance of onwing time and shop visit costs and can add significant experience to
standard off-the-shelf monitoring concepts.
Maintenance programmes Maintenance programmes influence the operational reliability and efficiency of engines by addressing EGT margin, fuel burn and optimum on-wing times in relation to life limits, cost and utilisation. The MROs will offer specific maintenance programmes and the operator’s choice of MRO can therefore significantly affect overall costs.
Turnaround times Shop turnaround times (TATs) directly influence the cost of engine ownership, since they drive the requirement for investment in spare engines both in the short- and longterm. Today, MROs are prepared to offer specified turn-around time programmes with balanced spare part exchange costs. These programmes usually cover dedicated fleets and require planned, staggered inputs which enable advanced planning to support a reduction in TAT to about 35 to 40 calendar days for narrowbody engines and 40 to 50 calendar days for widebody engines.
Selecting MRO support Today, life-cycle programmes are offered by many MROs, and they address all of the aforementioned cost elements and normally provide access to the required tools. In order to provide efficient life-cycle cost management, financial acumen is essential and providers of such solutions need to be able to influence the entire cost envelope of engines, their line replaceable units and spare parts inventories. Furthermore, such programmes need to be customised to address the needs of the individual operator. Depending on the operator or owner requirements, the scope of such programmes can range from assistance in selecting an aircraft or engine and associated services and end when an aircraft or fleet of aircraft is phased-out and remarketed. Life-cycle programmes are of particular interest to engine
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
owners since multiple transfers of both aircraft and engines will take place on a leased aircraft fleet and such programmes are designed to share and optimise the cost and risk of operation and maintenance. While it is clear that the design and inherent reliability of an engine will influence costs, they are also directly influenced by the MRO through the reliable accomplishment of repairs, assembly routines and the consequent shop turnaround times. Fast in-house repair cycles reduce costs by avoiding investment in pool materials and enable high turn rates on materials. This enables MROs to offer attractive spare part exchange fees. Extensive MRO inhouse repair capability also reduces vendor costs, while improving the MRO cost structure through the efficient use of fixed assets. Effective and accurate fleet planning schemes supported or managed by an MRO allow for an optimum allocation of resources, resulting in attractive rates and charges to the operator. Predictability and efficiency can even be enhanced by combining these fleet management aspects with on-line trend monitoring features and on-site inspection, line maintenance and logistics support, all provided by one source. Generally speaking, optimal life-cycle cost programmes will be achieved when the MRO provider and the operator (or owner) share a close involvement in fleet management, and where the provider can offer significant operational experience and unique systems. The range of influences on engine ownership costs is so extensive that there is no ‘one size fits all’ solution. Instead there should be a tailor-made solution for each operation - and the best people to provide this are qualified MROs. From the operator’s perspective, managing engine ownership costs requires a long-term view, backed by good financial acumen. Key factors include: outsourcing sub-fleets to minimise complexity and using MROs to leverage scale. Risk-sharing programmes should be arranged with qualified partners and may be
ENGINE YEARBOOK 2005
covered by-the-hour contracts or time and material agreements that address performance guarantees, engine life-cycle programmes, asset management and/or inventory reduction through the economies of scale. Contracts, especially short-term agreements, need to be monitored very closely while engine fleets and life-cycles should be intimately understood.
A good MRO should support all aspects of its customer’s needs with indepth knowledge, proven experience of aircraft/airline operation, integrated capabilities, complete independence from outside influence, significant leverage with quality OEMs and good financial acumen. Indeed, as aircraft and engines have become more complex, a good MRO has become a valuable asset in its own right. ■
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ENGINE YEARBOOK 2005
Engine maintenance costs Engine maintenance costs can account for a third of total aircraft maintenance costs. Understanding how engine maintenance costs come together is therefore essential to any airline. Dr Olaf Rupp, manager product support engineering GE/CFM for MTU Maintenance Hanover throws some light on the subject.
The influence of some factors that affect EMC,for example the hours-to-cycles ratio and thrust de-rate can be calculated scientifically.
F
or airlines, the assessment and selection of new aircraft and engines is an important part of business planning. During this process, understanding the life-cycle costs of the whole system as well as the subsystems, such as the engines, is a key factor. Maintenance accounts for about 10-15 per cent of the direct operating cost of an aircraft but the exact figure will depend upon a number of parameters such as the aircraft model, the engine type and the nature of the operation (see figure 1). Total aircraft maintenance cost can be broken down further into line maintenance, heavy maintenance, component maintenance and engine maintenance. The distribution of costs between these centres varies once again depending on a number of factors. But engine-related costs can add up to as much as a third of the total aircraft maintenance cost.
Elements of engine maintenance cost Engine maintenance costs (EMC) divide into those encountered on-wing and those experienced off-wing. Onwing maintenance costs are not only
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influenced by pure technical issues such as the engine type and any modifications that may be necessary, but they will also be affected by the philosophies that an airline applies to its line maintenance. This article focuses on the off-wing element of maintenance cost and the parameters that influence it. When an engine is removed and goes into a shop for refurbishment, the primary cost factor of the shop visit is the material cost. Approximately two thirds of the costs of an engine shop visit come about through the replacement of material. If life-limited parts (LLP) need to be replaced the material cost element will increase further. Only about a quarter of the shop visit costs can be attributed to parts repair, leaving a relatively minor portion to the labour involved in disassembly and assembly (see figure 2). The biggest portion of the material cost is attributable to airfoils. The highpressure turbine (HPT) airfoils have significant influence on cost, with individual vanes costing as much as $15,000 and blades costing as much as $7,000 each. Where the cost of
ENGINE YEARBOOK 2005
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ENGINE YEARBOOK 2005
significant part of EMC is decided by the engine OEM. The influence of some factors that affect EMC, for example the hours-tocycles ratio and thrust de-rate can be calculated scientifically. The influence of other factors such as ‘pilot factors’ are considered to be ‘soft’ and are nearimpossible to estimate. Nevertheless, they may have significant influence on how frequently an engine has to go into a shop and how expensive the shop visit is.
Engine operation
From a planning perspective,it is not only important to reduce the TAT of engines at a shop visit.It is equally important to have process stability which can guarantee that standard TATs can always be achieved.
replacing high-pressure compressor (HPC) airfoils may be low for midEuropean operators, those airlines operating in the Middle East may experience significant cost from this source. Engines operated in a sandy and/or erosive environment can cause HPC scrap rates to approach 100 per cent. Typically, the largest portion of the parts repair cost is also associated with airfoils since high-tech repairs, such as rejuvenation or split vane repairs are required to get these parts back into a serviceable condition.
Factors influencing EMC As already mentioned, numerous factors influence EMC: the hours-tocycles ratio; the thrust de-rate applied during takeoff; environmental influences such as temperature and pollution; line maintenance procedures; and ETOPS operations requirements, to name just a few. These are all factors that are related to a specific operator whereas other factors, such as parts repair capabilities, need to be considered by an airline when choosing a maintenance provider. Ultimately, however, material prices and therefore a
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Engine operation is the main influence on how much an engine and its constituent parts are stressed, thereby having a large influence on engine deterioration and EMC. The effects of the hours-to-cycles ratio and the thrust de-rate are typically easy to estimate. When an engine is operating two hours per cycle and a 10 per cent effective de-rate is being applied, the EMC per engine flight hour can be assumed to be 100 per cent (see figure 3). If the effective de-rate being used on the engine decreases to about five per cent, there will be an increase of EMC per EFH of some 14 per cent. If the derate stays at 10 per cent, but the hoursto-cycles ratio changes to four hours per cycle the EMC per EFH will reduce by some 22 per cent. Obviously, the figures quoted in this example will never be absolutely correct, since in real life more than one parameter will change, but they do provide a good indication of how the hours-to-cycles ratio and the thrust de-rate can influence EMC. In some maintenance contracts, such as by-the-hour contracts, changes in engine operation during the contract period are addressed through the use of tables which show how much the cost per flight hour will change if, for example, the operator uses more or less takeoff de-rate. Line maintenance procedures can also influence EMC but the extent of this influence depends upon the operator. For example, MTU Maintenance once discovered that an operator of CF6-80C2 engines experienced positive results when it introduced coke cleaning. The main engine removal reason for this
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
operator was related to engine performance - the engine had to be capable of operating at high thrust levels to take off from hot and high airports. Discussions with the operator resulted in the introduction of a regular coke cleaning procedure in order to reduce EMC. In this particular case, an increase in engine on-wing time of approximately 30 per cent was achieved following introduction of the cleaning procedure, with only a very minor influence on the cost of shop visits. This might appear to be an extreme example, but it is indicative of how important it is to consider all aspects of engine operation when seeking to reduce EMC.
Parts repair capabilities As already mentioned, the parts repair capabilities of an engine maintenance shop may also influence EMC. The three parameters always considered by an airline when assessing an engine shop visit are: turn-around-time (TAT); quality (mostly measured by test cell EGT margin); and engine shop visit cost. Looking at the engine maintenance market as it is today, TAT and quality are not usually the factors which ultimately influence whether an engine is sent to one maintenance shop or another. These two parameters are almost taken for granted - which doesn’t mean that the maintenance providers don’t still need to further improve them. From an airline perspective, it is desirable to find a maintenance shop that will deliver its service at the best value for money. In the past, airlines mostly had an eye for the best mid- to long-term deal (that is, they wanted to reduce cost per engine flight hour over the medium- to long-term). In some cases that would result in paying more for a shop visit but making savings over the next couple of years. Today, the perspective has become more and more short-term. With the severity of the current financial climate, some airlines simply cannot afford to invest into the future. Instead, they have to make sure that they survive
ENGINE YEARBOOK 2005
today - or at least until the end of the year. This has resulted in even stronger competition between overhaul bases with respect to shop visit cost. As previously mentioned, material costs are by far the largest and it is therefore important to review and identify any means of reducing such costs. This can be achieved by repairing parts instead of replacing them — only if it has no effects on engine reliability. This process usually starts within the engine shop visit process (see figure 4) — during the inspection and repair of parts. At MTU Maintenance this is being done in close cooperation with OEMs, such as MTU Aero Engines in Munich, as well as institutes and suppliers, to ensure the best possible repair procedures. These are then approved and incorporated into workscopes and repair processes. The result of this process is the evolution of special repairs, such as MTU’s balance strip of HPT blades. This is a controlled partial stripping process which allows multiple stripping of the blade by an
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ENGINE YEARBOOK 2005
Figure 5: Power washer for internal cleaning of blades.
Figure 6: Laser powder HPT blade tip restoration.
electrochemical process, including a new eddy current measuring system for quality control. For blades that are permitted to be repaired only once, the scrap rate can be reduced from 40 per cent to about 25 per cent. Bearing in mind the cost of such parts, this represents a significant reduction in the shop visit cost. When looking at repair potential it is also important to ensure that future processes reduce TAT. An example of this was a problem experienced by MTU Maintenance Hanover when considering the cleaning of HPT blade internal cavities prior to repair. Cleaning with standard processes was found to be inadequate, leading to the risk of a higher scrap rates at the subsequent shop visit. Also, it was established that the cleaning processes varied for different engine types from different manufacturers. With the introduction of a caustic cleaning ‘power washer’ (see figure 5) the process was standardised permitting the optimal preparation of blades for welding. From a planning perspective, it is not only important to reduce the TAT of engines at a shop visit. It is equally important to have process stability which can guarantee that standard TATs can always be achieved. The introduction of automated machinery in the repair process assists in this regard. Laser powder HPT blade tip restoration is a good example of such a process whereby each blade configuration is addressed by a unique CNC program, including a vision system for geometry measurement. Controlled pre-heating resulting in a reduced heat-affected zone can also significantly reduce the risk of blades cracking due to high stresses (see figure 6). High automation of such processes also leads to high process stability with a first-pass yield of more than 95 per cent (see figure 7).
PMA parts/DER repairs When once again considering the high portion of material within the EMC, the discussion would not be complete without discussing PMA parts and DER repair. The PMA part discussion in particular has been
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ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
going on for many years within the aviation industry with some of the larger airlines owning or part-owning their own PMA part manufacturers. In the meantime OEMs simply say that they are more than willing to significantly reduce spare parts prices if airlines are willing to pay more for their new engines. Speaking to airline engineers, it would appear that the technical acceptance of PMA parts is much higher than it used to be. Nevertheless, certain airlines refuse to accept these parts for different reasons. These include contractual commitment to the OEM as well as liability and warranty issues which the airlines have to deal with. Furthermore, most leasing companies are not willing to accept the use of PMA parts, since they do not wish to be exposed to the situation where the next lessor refuses to accept an engine because it contains PMA parts. And from a logistics viewpoint the use of PMA parts can result in an inventory cost issue
ENGINE YEARBOOK 2005
since it is necessary to administer two different part numbers.
Summary Since EMC are a major part of an airline’s total aircraft maintenance cost, it is important to understand the parameters that drive this cost. Some of the parameters described above can be influenced by the airline itself — such as the thrust de-rate applied and line maintenance procedures adopted. Others, however, such as the parts repair capabilities of a maintenance base cannot be directly influenced by an airline. But they still need to be considered when selecting an engine maintenance provider. Even though the parking of certain aircraft types has resulted in high market availability of certain used spare parts, sometimes at very low prices, material remains the main shop visit cost driver for most active engine types, resulting in great potential for further repair development. ■
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ENGINE YEARBOOK 2005
Engine trading and value trends Many factors affect engine values, some of which are predictable and rational, and others less so. Abdol Moaberry, CEO of GATelesis analyses what has happened to engine values in the past so that we might better understand what will happen in the future.
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n the current market, one would need a crystal ball to avoid all of the economic indicators, technological advancements and external factors that are now included in valuing jet engines and establishing value trends. But even then a crystal ball could not take into account one very important measurement; the stimulus-reaction of human influence. The latest round of engine valuations was severely impacted (negatively) by human influence: that of the terrorist attacks on September 11, 2001. There are those who argue that the market was on its way down anyway, and that might be true, but the attacks caused an immediate and possibly premature industry-wide fleet retirement programme that took engine values from their highest historical levels to the lowest in one fell swoop. It is important to understand where the industry is at present in order to understand the drivers behind jet engine values and where they are going. It is quite obvious that the aviation industry is presently in the midst of its most severe recession.
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Airline capacity and yields are down significantly and, in all likelihood, certain airlines will continue to incur losses for the foreseeable future. Two years ago, the industry was at what some called the bottom: in 2002 two of the top 10 US airlines were threatening to file for bankruptcy protection; there was significant asset distress in the aviation industry; and many major airlines had significant labour union issues. Now, in 2004, two of the top 10 US airlines are threatening to file for bankruptcy protection and United Airlines, which filed for Chapter 11 last time around, may not survive. How does this ongoing turmoil affect aircraft and therefore engine asset value? And how predictable are these trends, if at all? Finally, how will existing and new participants, engine lessors and resellers evaluate their portfolios and business models? The best place to start is to understand demand and why it exists. Additionally, it is important to consider the variables that affect demand and therefore engine values and their trends. It is obvious that
all sectors of the aftermarket have gone through a significant change since 1999; and the engine leasing and trading market is no exception. The days of airlines holding assets and inventory are gone, and they have been replaced with the spot market. Airlines are aggressively relying on engine lessors and traders to meet their needs, while not necessarily allowing the customary reaping of economic benefits of being on the right side of the supply and demand curve. The JT8D is a perfect example of market pressures affecting supply and demand and therefore values. If one was to plot the product life cycle of the JT8D from new through to obsolescence, it would look like a mountain range of peaks and valleys as opposed to the traditional bell curve shape. The JT8D had a unique attribute: its numerous variants were installed on the Boeing 727-100 and 200, B737-100 and -200, the Douglas DC-9 as well as on a few dozen Caravelles. This resulted in 11,400 engines being manufactured. At that time, there were no alternatives and
ENGINE YEARBOOK 2005
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ENGINE YEARBOOK 2005
the engines were interchangeable with little modification between Boeing and Douglas applications; an uneconomical option in today’s jet engine market. I think it is safe to say that the JT8D was Pratt & Whitney’s jewel in the crown: it was an engine with a relatively simplistic design that became the industry dominant engine type by virtue of the numbers installed in what the manufacturer
When trying to understand values for newer engine types,it is important to realise that the value drivers in today’s market are not dissimilar to those of previous engine markets.Supply and demand are obvious,but utility,reduced interchangeability,noise and emissions and aircraft volatility are probably more important when considering value.
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originally thought was a declining market. The JT8D was not without its woes, however, and in the late 1980s and early 1990s the engine was considered a declining asset. By 1993 when UPS decided to re-engine its B727-100 fleet with Rolls-Royce engines, JT8Ds were trading in the $50,000 to $75,000 range and they were not easily saleable even at those prices. In a similar manner, JT8D lease rates hit the floor. When the airline industry started to pick up in 1996 and B727s and B737-200s started to be redeployed worldwide, JT8D values started to climb again. By 1998 the earliest model of JT8D, the -7A engine, had climbed in value to $600,000 and the JT8D-17 exceeded $1,500,000 in value. There was a market frenzy and lease rates for the higher-thrust models climbed to near $20,000 per month plus maintenance reserves. Core engines were being traded at $300,000 to $500,000 and part-outs became frequent, as there was a need for spare parts for engine overhaul. Many new trading and leasing companies emerged on the back of
the JT8D and quickly consolidated. Part-out programmes across fleets became common with financial players entering the fray to make a quick buck. All of this happened despite a January 1, 2000 deadline to convert the engines to become Stage III noise compliant. By the end of 1999 many had seen the writing on the wall, but it was not until after the September 11 attacks that it became obvious that the JT8D was on its way down the product life cycle curve. Airlines reacted to the sudden downturn by parking or retiring JT8D-powered aircraft. By the middle of 2003, JT8D17 core engine sale transactions were being logged at $15,000 per engine and operating leasing was not even on the radar. Good serviceable halflife engines were trading at barely $100,000 per unit with full QEC and it was evident to most that the JT8D was never going to recover. Or was it? Northwest Airlines took a serious look at the market and decided that it would shut-down its JT8D maintenance base in Atlanta and develop a more cost-effective programme for its JT8Dpowered fleet. It developed a no-risk, no-return condition, hybrid cost-perflight hour leasing programme with rates as low as $35 per hour with no monthly minima. This compared with an average cost of approximately $200 per hour in 1999. In basic terms Northwest was operating the JT8D, with no maintenance risk, no return conditions and very basic and almost non-existent FOD coverage for less than 20 per cent of what it had done just a few years previously. And when the engines became tired and no longer performed they simply swapped them out with another engines. At first, many traders and lessors were resistant to the programme, but they soon realised that Northwest was one of only a few airlines remaining active in the JT8D market. By the first quarter of 2004 air travel had increased a little, the market had started to marginally recover and more JT8D-powered aircraft were redeployed. As Northwest took more engines, the surplus market started to dry up and values rose again. Indeed, engine
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
traders started to put engines into maintenance, a practice unheard of over the previous two years. Values started to climb and by the end of the second quarter of 2004 JT8D-15 values crept back to levels just below $500,000 for freshly overhauled engines. When trying to understand values for newer engine types, it is important to realise that the value drivers in today’s market are not dissimilar to those of previous engine markets. Supply and demand are obvious, but utility, reduced interchangeability, noise and emissions and aircraft volatility are probably more important when considering value. The utility of an engine is the key to understanding its value. At some point the OEMs decided to introduce design changes to engines that limited their application to particular aircraft types. One example is GE’s CF6-80C2 engine. Although the same core engine is used to power Boeing, Douglas and Airbus aircraft there are some distinctive external differences, one of which is the data plate and that prohibits interchangeability between the aircraft types. The cost of converting an engine from one standard to another for use on different aircraft types is prohibitive. A good example of this is the CF680C2D1F. After September 11 the MD-11, powered by the CF6-80C2D1F, seemed to fall quickly out of favour. This was caused by many different factors, but the most obvious were MD-11 operators cutting capacity and the bankruptcy of Swissair. The aircraft was valued too highly for parting-out and there was no secondary market for the CF6-80C2D1F engine, as it is specific to the aircraft type. This caused the value of the engines to drop dramatically. Freshly overhauled engines that traded in 2000 for over $6 million were trading in the mid-$3 million range. Another variable affecting value is emissions and noise regulations, a truly double-edged sword. The JT8D has been most significantly affected in this regard and more recently it appeared that the -200 series is likely to be the next to be affected by government regulators when they initiated a programme to further decrease permissible emissions and noise levels. This has resulted in the JT8D-200 series engines falling by 50 to 75 per cent.
ENGINE YEARBOOK 2005
CFM saw the tightening of emissions and noise regulations to be an opportunity and developed its so-called ‘green engine’. This engine was built with a dual annular combustor (DAC) to decrease emissions far below of the proposed lower limits. Unfortunately, the industry did not embrace the innovation and the values of such engines reflect this lack of enthusiasm. In recent CFM56-5 DAC engine transactions, offers for these nearly-new engines have demonstrated a 30 per cent value decrease over the OEM catalogue price; for an engine with just a few thousand cycles of operation since new! Aircraft value volatility is perhaps the most tangible of all engine value drivers. In simple terms, if aircraft are out of favour then so are their engines. In 2002, there were over 100 CFM56-3powered B737s in storage worldwide. Aircraft and engine values fell to alltime lows. It seemed that these aircraft fell out of favour because of the sheer size of the surplus introduced by United Airlines and US Airways when they sought bankruptcy protection. This caused CFM56-3 engine values to plummet; parting-out companies to go into an acquisition frenzy; and asset owners and operators to struggle to minimise book losses. In 2002 a mid-life CFM56-3 could be purchased for less than $2 million (closer to $1.6 million) and there was no shortage of sellers. By mid-2003 B737 aircraft started to be redeployed and an
immediate need for engines emerged. Then in 2004, when Federal Express announced its intention to convert up to 150 B737 classics to freighters, the market immediately bounced back. Engines that were previously selling for $1.6 million are now selling for $2.2 million and the price is still climbing. Whether values are driven by supply and demand, utility, reduced interchangeability, noise and emissions or aircraft volatility, the basics of the market remain the same. If all variables remained the same, price would be driven by competition within the market. Events such as September 11 simply accelerate the inevitable; they do not drive the market long-term. Longer-term changes in engine values will ultimately be affected by the introduction of new technology that changes the way the market operates. The latest innovation by Boeing is the 7E7 which is a stage-flexible aircraft that will produce 20 per cent less emissions at a variety of engine thrust ratings. There is a choice of engines - those manufactured by RollsRoyce and those made by GE but, for the first time, they are made physically interchangeable (in pairs, with the assistance of some software). The 7E7 therefore removes two engine value variables as compared with today’s engines; but will new factors come into the reckoning as this new technology is introduced, or will we simply adjust the goal posts again? ■
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ENGINE YEARBOOK 2005
When should part-life engines be built? With engine maintenance accounting for a significant percentage of total operating costs, engine cost management is of paramount importance to engine operators and owners alike. James Bennett, vice president sales and marketing for TES Aviation Group describes how the building of part-life engines can assist in this regard.
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efore examining when a partlife build should be considered, it is important to understand the rationale that has driven operators to consider building such engines in the first place. What has motivated operators to fit parts with some of their life already used? The answer lies in the very high costs of new parts. OEM engine business models are structured in such a way that the sale of spare parts is vital to their ongoing profitability. About twothirds of their revenue streams come from new engine sales where about a third come from the sale of spare parts in the aftermarket. While there are variations, most new engines are sold at cost price because the OEMs know that they have as many as 30 years of aftermarket sales to follow! OEMs dominate the aftermarket. Despite the emergence of PMA parts and the growth of the surplus material market, new OEM parts comprise more than 80 per cent of all parts supplied. This would probably be less difficult to live with if the annual cost of parts price escalation
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was not so high. Over the last 10 years the US has seen an annual inflation rate of about three per cent where the average list price increase has been between in the region of five to six per cent per annum. With materials constituting 70 per cent of the cost of a typical engine overhaul, aircraft operators continue to be faced with higher material costs at each maintenance event. A workscope decision to use parts which have some of their life already consumed is an attempt to curb these escalating costs as this material is typically available on a pro-rata basis. However, there are a significant number of factors that need to be considered in the build-life decision. From a technical perspective one needs to consider the engine’s status relative to: applicable airworthiness directives (ADs) and service bulletins (SBs); and engine performance in terms of parameters such as exhaust gas temperature (EGT), fuel flow, rotor speeds, vibration and oil consumption. Moreover, the operator’s own engine maintenance
programme (EMP) should precisely outline the steps required to best maintain the engine at a shop visit. When planning such work, the airline should aim to create an optimum workscope without wasting money. Taking the situation of a hotsection repair, it may be concluded to be uneconomical to invest in all applicable ADs & SBs as well as new life-limited parts (LLPs) and new HPT blades when it may be possible to fit part-run material. Why? Because it could be near-impossible to justify the parts costs when the anticipated on-wing life is insufficient to obtain the required return on investment. If an operator knows that another maintenance event will probably be required in the short- to mediumterm then it may decide to build the engine to suit this life. However, it would be wrong to suggest that only technical considerations are of significance when it comes to build life. Commercial and operational considerations linked to engine ownership can be heavily influential
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
in the build-life decision. Airlines will frequently treat owned and leased assets very differently and this can create completely diverse maintenance scenarios. For example, if an engine is operator-owned the perspective tends to be rather longerterm. More focus will be placed on asset value retention, and high reliability over a longer operating period will be considered paramount. Each shop visit is viewed as an investment with an opportunity to enhance engine performance, ensuring it will meet longer-term operational requirements. This approach usually results in a significant investment in new material. To minimise the subsequent costs of ownership the engine will need to stay on-wing for the longest possible time between maintenance events. When an operator is considering the management of a leased engine
the results will typically be somewhat different. Since operating leases typically range in length from three to five years, more expedient measures are taken regarding maintenance events, as the perspective becomes more short-term. Little, if any, regard is placed on asset value, unless a lease extension is a real possibility. The preferred method of covering maintenance liabilities under a lease agreement is to contribute a prescribed amount per flight hour and per flight cycle towards the cost of the next shop visit, thereby creating a maintenance reserve fund. The lessee then draws down monies from this fund at a shop visit. Again, the goal of the lessee is to keep the engine on-wing as long as possible thereby contributing to the fund until the point where engine removal is essential. Judging from this, it would appear there is little difference
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ENGINE YEARBOOK 2005
closer technical and financial management. These budgetary restraints can also result in limited workscopes. Add this to poor reserve management and unscheduled maintenance events, and operators can be faced with little choice other than to seek as low a final invoice amount as possible, whether the asset is leased or owned.
Case study
between this situation and that of an owned asset. However, upon engine removal, the workscope will, more often than not, differ since it will be driven not only by the time to next shop visit but also by the status of the maintenance reserve fund and the proximity to redelivery. When redelivery is imminent the operator will wish to invest as little as possible in order to just satisfy contractual obligations at redelivery.
Airlines will frequently treat owned and leased assets very differently and this can create completely diverse maintenance scenarios.
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Though this is a complex task, with the right engine management team the operator can ensure that the workscope is carefully tailored to meet specified redelivery conditions. These invariably permit engines to return with very little life remaining. It will come as no surprise that balancing technical, commercial and operational considerations is a fine art which is often outsourced to professional engine maintenance managers who focus solely on this aspect of operation. They have the experience and knowledge to advise on all aspects of engine maintenance and, with the right critical mass, can add substantial value to an airline’s or investor’s operation. Technical and operational considerations are all very well, but as in many walks of life, cash is king. The airline industry in the last few years has experienced difficulties in this regard and these have been well documented. Budgets have been slashed across the board and engine maintenance with its high contribution to total maintenance cost, has required even
A case in point is a CFM56-3 engine shop visit undertaken by an operator where 30 months remained to redelivery. Following a detailed review of engine status versus return conditions, it was determined that the build life for the engine needed to be relatively high — say 7,000 cycles build life to see the engine into transition to the next lessee, thereby avoiding any further shop visits prior to re-delivery. However the operator was faced with two other issues which prevented this optimum workscope. The first were the aforementioned cash constraints. No matter how appealing a higher build life might have been in view of avoiding another scheduled shop visit, the operator was still faced with replacing 11 LLPs, mostly in the HP compressor and HP turbine and therefore it decided to build an engine with 3,500 cycles remaining. The operator’s philosophy was simply to spend what the budget permitted and to worry about the subsequent maintenance event later on! However, with assistance from a suitable material provider the operator could source all the LLPs required at market value, reducing their material costs significantly. Though a slightly higher build life would have served the operator better (as close to the 7,000-cycles-remaining target as possible), the fact of the matter was that there was no guarantee of locating the appropriate LLPs. The second hurdle facing the operator — namely material availability — needs to be reviewed in a wider market context to understand just how problematic ineffective material management can be. LLPs are
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
unique in that airlines can accurately predict removal times and estimated costs. This provides a significant opportunity for pre-provisioning in advance of maintenance events. With LLPs accounting for about 25 per cent of the list price of an engine and with a buoyant surplus material market seemingly offering the solution to all the operators’ needs, it is no surprise that airlines have geared themselves up to more efficiently manage this aspect of engine maintenance. While there is a plethora of used parts suppliers, operators need to whittle down the number of suppliers they wish to deal with so that they can use this means of building engines with confidence. What inspires this confidence? Typical qualities such as supplier experience, integrity, reliance, competitiveness and knowledge are as important as ever, but perhaps none are as important as quality (not simply physical parts quality but also the integrity of documentation). In spite of the potential to source parts long in advance, material sourcing is frequently accomplished in a shortterm manner. When this is the case, an operator does not need a reactive supplier who is liable to err on documentation quality and who does not possess the technical knowledge to ensure that material is of the required standard. Typically, documentation to be provided with each part will include: 1 An engine data submittal (EDS); 2 Full on/off history; 3 A serviceable/overhauled release certificate; 4 A non-incident/accident statement. For such parts, holes do appear within the back-to-birth trace element of the paperwork when it is carefully studied, and this can result in a delay in part availability as the gaps are filled and corrections made. With experience of supplying material to a significant number of engines under long-term technical management, TES rejects up to 80 per cent of all parts offered because of the inferior quality of
ENGINE YEARBOOK 2005
documentation. Operators must only invest in used material when they have total confidence in the supply chain from which it came. Another benefit of effective material management is the ability to value and re-market off-coming material. Often neglected, and mostly written off at zero value, this removed material can provide muchneeded cash generation for an operation. When an engine experiences a shop visit and a decision is made to build it to a third of its life, an operator not only has an opportunity to save considerable material costs by using serviceable, run material but also to fully utilise the removed inventory by either storing it ready for a planned shop visit prior to lease return or immediately re-marketing it and appeasing an ever attentive financial director. Many airlines and lessors are now in partnership with such material managers whose profiles almost exclusively comprise: ■ a dedicated team managing a wide variety of engine types; ■ an established company in engine trading; ■ inventory management experts, efficient and accurate in:
■ valuing removed material; ■ pre-provisioning for shop visits; ■ significant inventory levels ready to dispatch; and ■ GTAs from the OEM — with technical and commercial support. If these criteria are met then the operator is safe in the knowledge that the quality of the material being sourced meets the required optimum industry standards. To summarise: when should an operator consider a part-life engine build? It is important to take into account the technical issues that need to be addressed at the maintenance event, evaluating whether they are conducive to a part-life build. Commercial and operational factors need to be integrated with these technical considerations and, provided this is effectively managed by an external organisation or by the operator itself, the necessity of (or lack thereof) a part-life build should become apparent. Budgetary constraints and maintenance reserve status may also dictate how and when the engine can be built. Once the decision to build a part-life engine has been taken, it should only proceed when there is sufficient confidence in material availability and the associated supply chain. ■
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ENGINE YEARBOOK 2005
Sharing the customer’s vision In order to better support the customer, it is important to look at situations from the customer’s point of view. Rolls-Royce describes its latest developments in repair development and customer response.
I
f you are part of a commercial organisation dependent upon happy customers, it is vital that you tailor your approach, your business philosophy, to meet the customer’s needs as much as your own. Mission statements, visions and value sets typically highlight the need for satisfied customers and the importance of maintaining that relationship to the benefit of your own bottom line. But how many organisations involve their customers in developing those mission statements, visions and values? In order to be the best in its field, the technical support and operations team at Rolls-Royce did just that. “If you look through our values, you’ll come across the word ‘hate’,” says Sharron Magowan, head of repair services. “That’s an emotive word, one you’re unlikely to find in any other set of values but it fits in exactly with our view and the views of our customers — we hate operational disruption and cost.” Magowan is part of an organisation that came into being just over a year ago and, from its outset, she was determined to involve the customer at every step. “If you look at our mission — the delivery of world’s best product attributes, technical services and operational excellence, cost effectively —
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and our vision and values you’ll realise that they’re real. These aren’t focused on our own needs; we sat down with our customers and developed real-world solutions to real-world customer needs. “Yes, like any other organisation we’ll protect our intellectual property but, fundamentally, we’re an open organisation that is determined to work together with our customers to meet their needs. We’re customer-focused, customerfacing and that’s key to our success in this business,” she says. That ‘hate’ of operational disruption and cost is a common theme to the repair services team. In a competitive industry, they are making a name for themselves by the way in which they respond, not just by the results of their actions. Magowan continues: “We pride ourselves on our ‘open-book’ approach to repair development; we welcome and positively encourage ideas and suggestions from the field and from our customers. We’ll work closely with our customers, joint venture companies and vendors to develop competitive and technically excellent repair capabilities. As a company, we are extremely open to the sharing of technical data. Open any Rolls-
Royce manual and you’ll find published comprehensive repair details. This approach is quite different from other OEMs. Eighty per cent of all of our repairs are non-source controlled and this is important since it enables our overhaul bases to perform these repairs without special approval or clearance from RollsRoyce. In addition, we actively resist the development of proprietary repairs as these become effective barriers to our customers and overhaul bases. I firmly believe that both Rolls-Royce and our customers benefit more from an open and competitive repair network. “Customers really appreciate our ‘technical variances’ scheme, and we have a within-20-day response as standard for turbo-machinery but, if it’s an aircraft on the ground then we’ll be there within the day. To be able to respond like that, to be there for our customers, helping to provide technical solutions (including repair schemes and technical variances) and expert advice is what we’ll strive to do at every opportunity — it meets their needs and therefore our own. We will, in every circumstance, help customers out of a tight spot. It should go without saying that this sort of response is essential.”
ENGINE YEARBOOK 2005
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ENGINE YEARBOOK 2005
Delegating authority to local teams boosts the speed and quality of response, and Rolls-Royce manages this through its global network of facilities which includes Hong Kong Aero Engine Services (HAESL), Singapore Aero Engine Services (SAESL) and Texas Aero Engine Services (TAESL). Not only do they assist in a timely fashion but they also offer high professionalism and boast regional knowledge and understanding. SAESL’s satellite repair team will be fully operational in late 2004. This local support network is close to Magowan’s heart — she set up the first satellite repair team in HAESL before returning to Rolls-Royce in Derby as repair service manager and subsequently being promoted to head of repair services.
"Yes,like any other organisation we’ll protect our intellectual property but,fundamentally, we’re an open organisation that is determined to work together with our customers to meet their needs…" —Sharron Magowan,head of repair services,Rolls-Royce.
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But it is not just in terms of its innovative use of local teams that RollsRoyce excels: huge advances have been made in the application of new technologies in the field of repairs. “We say we’re delivering world’s best repair technical solutions,” states Magowan, “and a great example of that is borescope blending, best visualised as key-hole surgery.” On-wing, in-situ blend repairs to compressor blades with foreign object damage (FOD) via this ‘key-hole surgery’ have helped reduce costs of ownership for one major customer by $10 million. Maximising the use of technology is enabling improvements which can offer big gains in time and savings. We continue to work with our customers, partners and vendors to push the boundaries and develop better and more cost-effective technology. “The latest generation of engines has, by definition, the latest generation of materials and we have to continuously improve our repair technologies to maintain our high standards. While these advances are being made and we strive to innovate in terms of service support and technological applications, we also know that our customers demand minimum disruption, maximum value and worldbest service solutions. As an OEM we also
have complete control over design and manufacture; we know the impact of one part not only on its ‘neighbour’ but on the engine as a whole, something that thirdparty spares manufacturers do not have any visibility of,” says Magowan. According to Magowan the Trent 900 as a prime example of this. This is the launch engine for the Airbus A380 and is due to go into service with Singapore Airlines in Spring 2006. Although still in development — with certification due in October 2004 — repairs are being collated so that by the time the engine goes into service the target of 300 repairs will have been achieved. “That repair requirement will be generated from Trent family service experience and Trent 900 development running,” explains Magowan. “Those repairs will be prioritised to meet criteria such as on-wing maintenance repairs and reducing the maintenance cost of highcost components.” Ensuring the solution is designed in at this stage of engine development is vital but Magowan still stresses the importance of listening to the customer. “Open a Rolls-Royce manual and you’ll find the repairs detailed. Look at the development programme of our engines and you’ll find the consideration given to ensure repairs that are much easier, quicker and costeffective. Most importantly, we will listen to and work with our customers and members of our repair network. Come and talk to us - we hate operational disruption and we’ll work with you to develop an appropriate solution!”
Around-the-clock service A new-style customer response unit, available 24-hours-a-day, seven-days-aweek to provide airlines with coordinated and proactive support, has been launched by Rolls-Royce in Derby, UK. The operations room, located in Trent Hall 2 and manned round the clock by teams of six on a three-shift rotation, was an initiative within the 2003 airlines business re-organisation, emerging as part of the technical services and operations unit under director Paul Craig. Rob Hill, head of operations room, explains: “We wanted to raise our response and fleet monitoring to a level which reflects the needs of the expanding global customer base. We knew this type of team-based unit worked well when the
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
organisation needed to be on high alert to provide response in emergencies, but the problem was that we followed a pattern of creating it in the short-term and then disbanding. The obvious step was to organise ourselves at that heightened level on a full-time basis.” The changes involved union agreement to new working patterns as well as a culture change by some in the wider organisation who tended to bypass the former system, preferring to use their own network of personal ‘experts’ to find solutions. “That not only caused confusion, but also it sometimes led to tasks being undertaken inappropriately for instance, work which wasn’t covered by terms of individual contracts,” says Hill. “One of the intentions under the new system is to impose the discipline of a single point of contact inside Rolls-Royce. We need to control the flow of enquiries and to be totally disciplined about monitoring the status of our responses.” One important trait is certainly being retained and encouraged. The experts manning the operations room are exactly that: typically, highly trained service engineers who in many cases have experience of being based as field representatives with customer airlines. They appreciate the importance of providing immediate and practical advice based on a degree of independent decision-making. “Team members will continue to have the capability to go outside maintenance manuals to authorise technical variances,” says Hill. “This in no way compromises safety, but we will continue to place implicit trust in their actions. It’s a level of empowerment airlines appreciate because it produces practical solutions.” Phase one on the path to creating the operations room began with establishing the initial team in April 2003. Members worked in a ‘virtual’ ops room environment, developing tools and structures, designing and commissioning the final scheme. Phase two involved the gradual addition of more tasks to the workload, and this is to be followed by a more detailed review of the processes and organisation. The operations room is made up of two distinct areas. A ‘front desk’ crew reacts to customer calls on subjects such as requests for technical assistance including
ENGINE YEARBOOK 2005
remote-site rescue situations potentially involving the provision, for instance, of lease engine cover. Meanwhile, a ‘back desk’ team concentrates on forward planning and strategy, predicting issues involving fleet management, engine health monitoring and constant updates of the fleet database. This allows accurate tracking of, for instance, ‘on-watch’ engines, precise planning of spare and lease engine availability; and provision of real-time information on progress of
engines through repair facilities using internet tools such as aeromanager.com There can be no doubt that the growing demand for TotalCare packages in recent years reflects the central importance of customer service agreements in the business model. There is also no question that the operations room will aid the smooth running of such service provision, benefiting airlines and improving the bottom line for Rolls-Royce — a classic win-win situation. ■
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ENGINE YEARBOOK 2005
Managing the maintenance of leased engines As the engine leasing market has matured, more sophisticated methods of micro-management have been developed and better understandings of prevailing market conditions have come about. Jon Sharp, president & CEO, Engine Lease Finance Corporation, shares some of the wisdom that he has gained in this regard over the years.
E A leasing company with a clearly thought-through and implemented strategy will roll over its assets on a continual basis and will stand or fall by exiting from its assets at values which exceed or fail to achieve book values.
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ngine Lease Finance Corporation (“ELF”) is what its name suggests - a leasing company that finances spare engines and leases them to the world’s airlines and maintenance providers. Leasing companies operate throughout the world in many markets, from car and truck rental through containers, rail rolling stock, aircraft, aircraft engines and ships; it is no accident that there is a particular emphasis on transportation equipment, for several reasons. Obviously, the equipment’s very transportability facilitates both the repossession of the asset, in the event of a lessee default, and its prompt redeployment elsewhere. And its worldwide standardisation mitigates any localised economic volatility. Also the size and growth of the transportation market is well-researched and widely forecast based upon world and regional GDPs, thus enabling the lessor to predict the future economic utility of the asset it is considering investing in. The lessor can therefore predict with some certainty the future value of its investment and can set policies for depreciation and risk-
hedging, and also define an exit strategy. A leasing company with a clearly thought-through and implemented strategy will roll over its assets on a continual basis and will stand or fall by exiting from its assets at values which exceed or fail to achieve book values. Whatever the macro-economic forethought and planning, however, the whole strategy may fail if the values of the assets are undermined by inappropriate maintenance. The efficient leasing company will, by virtue of a deeply-researched understanding of the asset class, set in place appropriate management systems and controls designed to ensure the maintenance of value in the asset, its suitability for being remarketed to the next lessee and its eventual disposal at profit. Commercial aircraft engines are simply another class of asset to which the above principles apply. However, by their very nature, the issue of proper maintenance on aircraft engines is more important than on most other asset classes. This is because the percentage value of an engine that depends on its
ENGINE YEARBOOK 2005
p2
Engine Lease Finance Corporation technical expertise and financing power for world-wide flexible spare engine support spare engine support packages to the airline industry. Engine Lease Finance Corporation is one of the world’s leading engine technical expertise financing and leasing companies specialising in the provision of individually tailored, and financing power for world-wide flexible spare engine support spare engine support packages to the airline industry. We are a team of highly experienced aviation industry professionals who, together with our extensive financial resources, provide an optimum blend of technical expertise and financing power to meet the operational demands of airlines world-wide. Operating Leases Sale & Leaseback Engine Acquisitions & Re-marketing Management of Engine Assets
Engine Lease Finance Corporation A subsidiary of The Bank of Tokyo-Mitsubishi, Ltd.
Shannon Headquarters: Tel +353 61 363555. Fax +353 61 361785 San Francisco: Tel +1 415 3930680. Fax +1 415 3930677 E-mail:
[email protected]
ENGINE YEARBOOK 2005
maintenance condition is a lot more than any of the other asset types referred to above. For example, a used mature engine (one in the mid-range of life for the type) that is otherwise completely interchangeable with others throughout a very substantial worldwide fleet — but is zero hours from full-performance refurbishment (ZTSO) including total life-limited part (LLP) replacement — will be worth two or three times as much as its equivalent run-out cousin. The value of an older engine (one no longer in production, with declining numbers of host aircraft) will vary more dramatically still; a serviceable engine will be valued at whatever the flight hours remaining are worth as a function of the shop visit cost, whereas a runout engine of this type will be close to valueless because there is an oversupply of parts with so many engines available for breaking down. The well-prepared lessor that constantly rolls over its portfolio of assets, selling older product and replacing it with new, will be less exposed to this latter effect but must be prepared for it nevertheless. Market turbulence will not always allow the planned exit from an asset at the expected value at the expected time and, in that case, alternative strategies will need to be employed to extract value from the asset. We will return to this point later. The core business of ELF is like many operating lessors — that is to say we purchase assets, in this case commercial aircraft engines — as a long-term investment with an anticipated hold period of between 10 and 15 years, during which time we expect to place the engine on two or three successive long-term leases with different customers, with perhaps one or two short-term leases in between in order to optimise utilisation. The engines are initially placed on long-term leases with airlines that recognise the economic benefits of this type of lease over a period of typically between five and 10 years. The definition of the term ‘operating lease’ means that the airline takes all operational risk, expressly including that of maintenance, and the lessor is in effect simply a source of
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finance, rather than a source of an engine, which will likely have been the airline’s in the first place and then sold and leased back. The lessor, however, cares greatly how that maintenance is carried out, for it affects both the value and re-marketability of its engine asset at lease end. At the end of each lease, the plan is to move the engine smartly to the next lessor. To facilitate this the engine must meet minimum standards in many areas, all of which should have been anticipated in the lease documentation and in the on-going management of the lease. During this time the airline will regularly report to the lessor details concerning engine usage, including the hours and cycles consumed and condition monitoring data. Additionally, the lessor’s nominated representative will inspect the engine and its records on a regular basis. The records must always be complete, accurate, up-to-date, in compliance with airworthiness authority requirements and in the case of LLPs, traceable back to birth. Full shop visit history should be available showing that all applicable effective airworthiness directives (ADs) have been complied with and all highpriority service bulletins (SBs) incorporated. If the engine is capable of operating at different power ratings, the time spent at each setting must be recorded since the limits on the LLPs may differ from one rating to the next. At lease end, the QEC should be complete and all components must be serviceable. The engine must be free of any carry-forward defects and its condition-monitoring track should be free of signs of abnormal performance deterioration. If any of these standards are not evidenced faultlessly, the potential new lessee may reject the engine and the lessor may find himself facing the unplanned expenditure of a shop visit to rectify matters before it can lease the engine again. Airline lessees exist in a wide variety of jurisdictions falling under different national airworthiness authorities — but they usually have shop visits carried out at FAA- or JAA-accredited agencies and in the lease contract, the lessor will usually insist upon both
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
standards being complied with because the next lessee will not be known at that stage and may require either. Worldwide, there is a growing sophistication and capacity for the overhaul of most engine types but, nevertheless, an engine lessor may express a preference for certain shops to accomplish engine overhaul work. Alternatively, it may wish to exclude other overhaul shops if it has had bad experiences previously. The lessor will set standards for all shop visits and will wish to become involved in all engine shop visits, especially the final shop visit prior to the return of the engine from lease. The minimum standards applied in the lease documents may not suit the expectations of the next potential lessee (if known) and so the lessor may require a deeper shop visit than required by the lease, investing its own money to have certain modifications or replacements carried out beyond the specified minima. There are circumstances where the opposite may apply, and the lessor will want less work done because it is planning an earlier than originally expected exit from the engine. Indeed, it may not want a shop visit at all (see below). The application of this type of flexibility is increasingly a feature of the engine leasing industry. A thorny subject is that of the incorporation of non-OEM parts (PMAs) and non-OEM repairs (DERs) at shop visits. Engine OEMs, not surprisingly, wish to keep the supply of parts and repairs to themselves, but in so doing limit competition and cost reduction initiatives. Whilst at first glance it may appear that the lessor should welcome the use of PMAs and DERs because of the potential for cost reduction, the lessor faces the problem that not all of its potential customers and/or their airworthiness authorities will necessarily accept them. Consequently, an engine that is redelivered with either PMAs or DERs incorporated may have a limited market, which is a restriction that the lessor cannot tolerate. Hence, until there is wider acceptance of PMAs and DERs, they will be expressly excluded in operating lease contracts. The engine will also need to have an
ENGINE YEARBOOK 2005
expected life remaining at lease-end that is suitable for the new lessee’s purposes, which is why the operating lessor will insist upon a meaningful minimum return condition. This minimum return condition is unlikely to match the condition the engine was acquired in, and so there will be a formula for a financial trade-off. In a perfect world, the lessor will have collected maintenance reserves exactly balancing the hours and cycles burned off the engine in order to protect its exposure. This is almost universal for short-term leases (meaning months rather than years) and provides considerable comfort to the lessor, particularly from a credit point of view. Nevertheless, the risk that the lessor has not calculated the correct rate of reserves (or has been knocked down too far in negotiations) remains, and so when it comes to paying for a shop visit it could be under-funded. As indicated previously, the lessor whose core business is operating leasing, may rely upon short-term leasing as a stop-gap when it has an engine returned from a long-term operating lease but does not yet have another long-term home. The collection of maintenance reserves for a true long-term operating lease is less common, but at least the lessor should have the benefit of an obligation on the part of the lessee to restore the engine to the minimum return condition and/or to pay cash compensation for difference in condition in both remaining shop visit life and LLP cycles. To that extent, the lessor accepts the credit risk of the lessee, as mitigated by whatever security package is included in the lease, such as deposits, letters of credit, parent company guarantees and the like. Turning back to the lessor’s exit strategy and the frustration of sound plans by market turbulence, we can again emphasise the importance of managing maintenance by the various means mentioned above. If the lessor is unable to fulfil a planned divestment by selling the asset outright, either as a financial product with a lease in place, or as a stand-alone piece of machinery, it will turn to other ways of liquidating its investment profitably. Assuming
Assuming appropriate depreciation has been charged and adequate reserves posted to the balance sheet,the engine lessor has the option of running down the valuable hours and cycles remaining by basically selling power to an airline and accepting the return of a run-out engine which the lessor will then sell or consign to a parting-out agency or overhaul shop.
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ENGINE YEARBOOK 2005
appropriate depreciation has been charged and adequate reserves posted to the balance sheet, the engine lessor has the option of running down the valuable hours and cycles remaining by basically selling power to an airline and accepting the return of a run-out engine which the lessor will then sell or consign to a parting-out agency or overhaul shop. A well-maintained and operated engine will spend more time on-wing and so earn more dollars and one with impeccable records will fetch the best price from the parts agency. An engine that has PMA parts installed or DER repairs incorporated may be valued less highly. The key to exploiting the appropriate exit strategy for a given engine is flexibility. The operating lease will have been written typically seven years previously and lease-end market conditions may be far from what was originally expected. The lessor has to monitor the market carefully and work with his lessee in partnership to achieve the best outcome. Uniquely, this can be achieved with aero-engines by trading metal for money, in either direction. For example, if an engine nearing the end of its lease is in need of a shop visit to
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restore it to the minimum return condition specified in the lease, with the attendant spend of maintenance reserves (whether held by the lessor or by the lessee as a balance sheet accrual), and market conditions are not good for another long-term lease prospect (which is what the return conditions were designed for seven years previously) then the lessor should contemplate whether it is better to release the lessee from the obligation of the shop visit, take the engine back as is and hold on to the cash. Such pro-active management of the maintenance process recognises that part of the asset is already liquidated (the cash held), that it can be short-term leased to burn off remaining hours and cycles (raising more cash) before being sold to a partout agency (clearing at least book value and ideally making a profit); it is worth re-stating that the success of this strategy will depend upon the charging of appropriate depreciation and the prudent accumulation of reserves over the seven years. Alternatively the lessor may decide to collect as much cash as possible from the hours and cycles remaining, but stop short of a sale of the engine because it believes that values will recover as the overall economic cycle or the micro-cycle applicable to that engine swings back. In this circumstance and depending on the flexibility of the lessor’s finances, the debt against the engine can be reduced by the cash collected, so that the carrying cost is minimised and the asset is held for an anticipated future upturn in the market. When an upturn is judged to be imminent, the lessor will restore the engine by spending on a shop visit before leasing it out in a rejuvenated market. In summary, the process is overall one of macro-economic planning involving investment and divestment (exit) strategies which should be combined with the ‘sleeves-rolled-up’ day-to-day micro-management of an individual engine through its maintenance and market cycles so that the value of the original investment is optimised. It requires a flexibility of approach and enlightened co-operation between lessee and lessor. ■
ENGINE YEARBOOK 2005
Confidence before and after it’s time to test your engine
One of the world’s most comprehensive independent jet engine parts inventories for CF6-50C2 CF6-80C2A/B CFM56-3B/3C CFM56-5/A/B/C CFM56-7B
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GA Telesis Turbine Technologies 5400 NW 35th Ave. Fort Lauderdale, FL 33309 Tel: 954-676-3111 Fax 954-676-9946
[email protected]
GA Telesis Turbine Technologies is a leader in providing airlines and maintenance organizations with a variety of services including engine parts redistribution, engine sales, leasing, power-by-the-hour, asset management, engine maintenance management and technical support for GE, CFMI, IAE, Pratt & Whitney and Rolls Royce engines
ENGINE YEARBOOK 2005
Upgrading GE’s maturing engines Two years after we first reported on GE’s strategic venture into the business of upgrading its mature fleet of in-service commercial turbofan engines, GE Engine Services explains how its strategy is paying off.
G
E Aircraft Engines was the first of the engine OEMs to implement a systematic strategy of technology transfer to its maturing in-service engines. It all came about as a result of the creation of GE Engine Services in 1994, when a services engineering organisation was formed to improve the productivity of long-term support contracts — typically maintenance cost per hour (MCPH) agreements. Subsequently, GE elected to make such improvements available to other customers, which eventually led to the formation of a dedicated upgrades group. “It is a strategy to continue to infuse the latest technology into our more mature product lines. We did not just look at a cost problem on a compressor or turbine blade. Rather we took a system-wide approach by evaluating all the technologies we could use to take the engine to a new level,” comments Bob Barton, general manager, marketing, GE Engine Services. Today there are no less than eight major upgrade ‘products’ available covering the bulk of GE’s in-service
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fleet. Broadly speaking, they all aim to improve performance and on-wing lives while reducing operating and maintenance costs. Most would be fitted as and when the engines came off wing for a scheduled overhaul. The applicable engines types include CF6-6, CF6-50, CF6-80A, CF6-80C2, GE90-90B and CF34-3A. Together this represents an engine fleet of some 5,943 engines powering some 2,359 aircraft, according to AvSoft’s ACAS database. And to add to this, GE also supports a number of upgrades for the vast CFM56 fleet — however, this was the subject of another article in a recent issue of Aircraft Technology.
CF6-6 and -50 upgrades The most recently certified programmes of those covered here is the CF6-6 and CF6-50 “hot section upgrade”. Following an agreement announced in October 2001, Air France has now fitted over 40 kits for the CF6-50 upgrade at its own technical facilities. The programme called for GEAE to provide up to 106 hot-section upgrade kits for the airline’s CF6-50 engines powering its
B747-200s and B747-300s. “Air France has finished installing around 60 upgrade kits — I believe the final number installed was around 60,” notes Barton. This upgrade, certified in November 2001, is billed as providing up to 22 per cent improvement in engine cost of ownership through the incorporation of advanced materials and technology, extending time-on-wing and reducing shop visit cost. List price per engine is presently in the region of $1.0 million. Interestingly, Air France has actually combined several kits in parallel: the hot section (HPT nozzle, HPT blade stage 1); an improved compressor blade set; and thirdly, a new metal combustor installed in addition to the turbine frames and compressor blade refurbishment. The modified combustor reduces the likelihood of fragmentation which would result in additional shop visits. FedEx has also been a significant customer and has steadily increased its time-on-wing through the use of the “HT90” upgrades on the CF6-6
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
for its DC-10s. Focusing on the turbine section, this modification incorporates new hot section materials to address EGT and blade distress. It aims to reduce total cost of ownership by around 35 per cent. List price is presently around $2.4 million. The Fan Speed Modifier programme is no longer active for two reasons: (a) lack of demand (many CF6-50/-6 aircraft being taken out of service); and (b) some technical difficulties integrating the new electronics with the existing analogue systems. Regarding the broader outlook for the CF6 series, Barton is optimistic yet cautious: “As most of the aircraft powered by the CF6-6 and -50 move into the freighter world, we will continue to have upgrade kits which will keep those engines in substantially better shape, at lower operating costs, especially regarding the hot section where most of this is focused. Incidentally, while the CF650 and -6 markets have both slowed significantly, we nevertheless sustain those engines for customers who want a longer ownership horizon,” says Barton. It should be remembered that Atlas Air was a launch customer for CF6 upgrades along with Air France and FedEx. However, while Atlas is still designated as a customer, it has nevertheless encountered a number of insurmountable difficulties, not least of which was the sudden loss of its founder and CEO, Michael Chowdry in a light-aircraft crash. [Indeed, prior to both this tragedy and the 9/11 aftermath, that carrier was even expected to be a launch customer for the cargo version of the A380.] Anyhow, the immediate consequence of this was a pause for thought followed by a complete financial ‘restructuring’ — a process which is still ongoing at the company. In short, as things stand today, Atlas still has a programme for installing the CF6 upgrades, albeit at a slower pace than was originally envisaged prior to the difficulties. Overall, it is fair to say that a large proportion of the CF6 ‘classic’ fleet may be less than likely to see an
ENGINE YEARBOOK 2005
upgrade if they are retired immediately after passenger-carrying duties. However, many others will undoubtedly be re-assigned as cargohaulers, in which case, the business justification for engine upgrades on this model would appear to remain sound, especially as world economies recover.
CF6-80A & -80C2 upgrades Turning to the more modern CF6-80 variants, Barton is particularly upbeat: “Where we see the growth in the CF6 family has been in the hot sections of the -80A and -80C2. Typically in our technology portfolio we have materials technology, control systems technology, aerodynamic design technology, and for the CF680A and -80C2, we have gone into the material technology ‘bucket’ and ‘pulled out’ mono-crystal N5 hot section airfoils, and we offer those as replacement airfoils for the -80A and -80C2.” The -80C2 market is potentially huge — there are almost 3,000 engines in service. The larger and more modern -80E on the A330
employs the most advanced technology already, specifically the stage 1 & 2 blades, HPT nozzles and HPT shrouds. “Because the component dimensions were similar,” notes Barton, “we have been able to infuse the technology of the -80E into the -80C2. This particularly benefits operators of the -80C2 with higher thrust capability, as well as those with difficult operating conditions like marine environments or hot & high takeoff.” In essence, the -80C2 upgrade package offers new HPT airfoil material for all the stages. “The most aggressive part of the upgrade, and the one which most airlines are interested in,” explains Barton, “is the stage 2 HPT nozzle. The -80C2 is unique in that you specify any stage(s) of the HPT to upgrade; you don’t necessarily have to upgrade the entire turbine all at the same time.” He points out that the largest upgrade customers would tend to be cargo operators which see the value in longer on-wing times as well as lower material costs across their fleets. “For them the cheapest shop
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ENGINE YEARBOOK 2005
GE turbofan programmes summary CF6-50 HPT durability upgrade overview/benefits:● advanced turbine materials, coatings, and cooling technology from latest generation of aircraft engine design; ● N5 material upgrade for stage 1 nozzle, eliminates trailing-edge bow, improves EGT retention, improves mean time-to-scrap, and reduces repair work scope; ● N5 material upgrade for stage 1 blade improves EGT retention, improves mean time-to-scrap, and reduces repair workscope; ● projected value:- up to 22 per cent improvement in time on-wing; shop visit cost reduction up to $65,000 in HPT blade and nozzles; improved HPT durability up to 50 per cent in stage 1 blade and 25 per cent in stage 1 nozzle; improved EGT and performance retention; payback in one shop visit; ● target customers: CF6-50 operators; ● results to date: endurance test results: 2,000 cycles between shutdown and takeoff (200 cycles run above EGT redline). All blades and nozzles in serviceable condition; no blade or nozzle distress noted; Only 9°C EGT deterioration occurred; ● customer results to date: Significant improvement in test cell EGT margin from non-upgraded engines to upgraded engines.
CF6-80A HPT durability upgrade overview/benefits:● reduced engine cost of ownership by up to 17 per cent through the incorporation of advanced materials coatings and cooling technology, extending time on wing and reducing shop visit cost; ● N5 material upgrade for stage 1 nozzle eliminates trailing edge bow, improved EGT retention, improves mean time-to-scrap, and reduced repair work scope; ● N5 material upgrade for stage 1 blade confers improved EGT retention, improved mean time-to-scrap, and reduced repair work scope; ● projected value: up to 12 per cent improvement in time-on-wing; shop visit cost reduction up to $70,000 in HPT blade and nozzles; improved HPT durability; improved EGT and performance retention; ● present customers: Federal Express.
CF6-80C HPT durability upgrade overview/benefits:● reduced engine cost of ownership by around 24 per cent through the incorporation of advanced materials, coatings and cooling technology, extended time-on-wing and reducing shop visit cost; ● HPT durability from material and design change on: stage 1 HPT blade, nozzle, and shroud; stage 2 HPT nozzle and shroud; ● allows for fleet commonality with CF6-80E engine; ● upgrade package tailored to customer’s fleet; ● purchase as entire kit or by specific component; ● upgrade as entire set or during scrap replacement on piece-part level where applicable; ● projected value: up to 20 per cent improvement in time-on-wing; ● shop visit cost reduction up to $150,000 in HPT blade, nozzle, and shrouds; ● improved HPT durability; ● target customers: CF6-80C operators.
GE90-90B to -94B to upgrade overview/benefits:● incorporates 3D aero HPC airfoils, fan outlet guide vane sealing, HPT active clearance control optimisation plus LPT clearance reduction; ● increased payload capability for longer-range missions, takeoff from limited airports and under hot day conditions; ● increased thrust capability to GE90-94B rating; ● 1.6 per cent fuel burn reduction and more than 20ºC additional EGT margin; ● reduced maintenance cost by up to 10 per cent; ● typically, less than a three-year payback horizon; the applicable market for these upgrades: Operators of GE90 baseline engines other than the -94B; ● upgrade is incorporated at the next scheduled shop visit, at GEAE’s Wales facility; ● programme development timeline: Over 50 per cent of the GE90 fleet has committed to this upgrade.
CF34-3A1 to CF34-3B1 upgrade overview/benefits:● HPC: recontoured airfoils in rotor and stator; number of rotor airfoils reduced from 30 to 26; and improved material in rotor airfoils (DA718 versus HS718); ● HPT: improved airflow; improved material in stator and stage 2 nozzle; ● LPT: improved transition design to prevent thermal cracking; improved heat transfer in transition reduces case temperature; improved aerodynamics in stage 3 nozzle; improved material (HS188) in stator; integral seals in nozzles reduce wear; ● projected value: improved takeoff thrust; improved climb thrust (0.7 per cent at 10,000ft; 2.2 per cent at 37,000ft); fuel burn reduced (3.1 per cent at takeoff, APR takeoff, and maximum continuous operation; up to 2.1 per cent at maximum cruise); improved durability; improved lifelimited parts lives for longer time on wing; ● target customers: CF34-3A1 operators; ● Main achievements to date: Upgrade is fully developed and released. The upgrade kit may be installed during a shop visit by authorised CF34 overhaul providers. Installation is already under way.
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visit is the one they don’t have,” he adds. “They will spend a little more incrementally at the [upgrade] visit, but then the objective is to reduce the number of visits in the longer term, and subsequently, when they do have their next visit, the material costs should be substantially lower.”
GE90 thrust upgrade Regarding the GE90 upgrade programme, he adds: “The biggest success we’ve had recently has been that quite a number of GE90-94B upgrades have been ordered by airlines that initially purchased the 90B. In the first quarter of 2003, China Southern ordered the -94B upgrade.” In the second quarter of 2004 Continental ordered the -94B upgrade as well. The programme in question incorporates 3D aerodynamics in the HPC. It also optimises some HPT cooling and improves clearances in the LPT. In addition, it allows a GE90-90B operator to either take advantage of lower fuel burn at the original 90,000lb thrust level, or benefit from improved aircraft payload-range performance with the 94,000lb thrust level. Thus the operator can use it either way. Of course, it is more cost-effective if an operator is going to extend its route structure and use the higher thrust for that extra payload-range capability, as that pays back faster than a straight fuel-burn reduction. The GE90 upgrade also improves the operating temperature of the engine and helps to reduce maintenance costs. For example the GE-90B with the -94B bill-of-materials and ‘3Daero’ operates at lower temperatures and does improve maintenance costs.
CF34-3A1 to CF34-3B1 conversion It should be noted that there has been a CF34-3A to -3B conversion for quite some time. Although the -3B is the current production engine, there are many -3A engines in circulation, primarily with Delta Connection and previously with Lufthansa CityLine. The latter is actually the largest customer for the CF34-3A to -3B upgrade and is about one to two years away from completing
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
all its engines. At some point, however, other big -3A operators would probably begin to convert from -3A to -3B. To follow on, GE is also developing an HPT nozzle durability upgrade for the -3B which should have completed testing and certification by the first quarter of 2005. This upgrade to the HPT nozzles will provide durability improvement. The focus of CF34 upgrade development has turned to reducing maintenance costs. On the R&D side, GE is also looking for an overall assessment of whether there is a major upgrade which it can implement to the CF34-3. The company is looking at 3D-aero and advanced materials, but nothing has been determined as of yet, according to Barton. Similarly, while the largest growing fleets of newer CF34s are the -8E and -8C on the ERJ-170, CRJ-700 and CRJ-900, GE has developed a common bill of materials for the -8C program which will be available in the first quarter of 2005.
Economics In a typical upgrade GE would take the list price (which is usually for a whole ship-set) and subtract out the normal material spend which the operator would have otherwise incurred for a regular shop visit, and then GE would determine the ‘incremental’ dollar value. Barton illustrates this concept: “An HPT blade scrap-rate at an overhaul would normally be 30 per cent — an expense which an airline would normally face. Therefore the resultant cost is often much lower than the list price of the upgrade. And of course there are negotiated discounts available for fleet-wide incorporations and return of the displaced hardware. In addition, displaced parts can be reconditioned, usually through GE Aviation materials; otherwise they are scrapped.” He adds: “While list prices have escalated by between three and five per cent, depending on the upgrade kit, the actual cost which the airline typically sees varies, especially in the case of a managed engine fleet like FedEx. In this case, the operator pays for the performance improvements over time so price becomes incorporated into the long-term service agreement, and
ENGINE YEARBOOK 2005
moreover, the airline will probably obtain a discount.” “Typically we see a return on investment for the customers in the 1525 per cent range, and payback periods which can be as short as eight or nine months, prior to any subsequent postupgrade shop visit. So when we analyse economics and determine pricing, we develop modelling for fleet-wide incorporation, taking into account the very specific operating conditions of every airline. We customise each upgrade package.”
Outlook On the market for upgrades in general, Barton observes: “The first couple of years were great in terms of orders. However, 2001 and 2002 have not been as good. The market for engine upgrades has closely mirrored utilisation and shop visits across the board, which have been depressed. However, as that begins to turn, I think we will see more interest in upgrades.” (Upgrades have seen steady growth since 2000. Sales continue to improve as customers become more aware of the value.) ■
"Typically we see a return on investment for the customers in the 15-25 per cent range,and payback periods which can be as short as eight or nine months, prior to any subsequent postupgrade shop visit…." —Bob Barton,general manager,marketing,GE Engine Services.
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ENGINE YEARBOOK 2005
The aero-engine aftermarket and opportunities in gas path diagnostics The gas turbine aftermarket has undergone significant change and is set to see more profound changes in the future. Such developments are of great importance to this industry, where reliance on the aftermarket is an essential part of the business case. Professor Riti Singh of Cranfield University considers some of the ideas underpinning advanced gas path diagnostics and the role of this technology in the changing business environment.
I
n the early years, advances in technology, such as cooled blades or the move from pure jets to turbofans, offered large advantages in functionality, making the engine business a research and design technology-led industry. The 1970s and 1980s saw market pressures driving down purchase costs, leading to the integration of engineering and manufacturing. The last two decades have seen an increasing emphasis on life-cycle costs and significant improvements in engine reliability and on-wing life. Recently, the business paradigm has been changing. Enhanced reliability, long on-wing life and a lucrative aftermarket have led to engine manufacturers seeking longterm maintenance contracts, quite often through the use of by-the-hour contracts. Not only the OEMs but also competing OEMs, operators and specialist players are active in these markets. In these circumstances, a key competitive advantage for
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manufacturers will be their understanding of this market and one consideration within this will be engine diagnostic capabilities.
Reducing life-cycle costs From an airline’s perspective, the engine-related costs represent a substantial fraction of the direct operating costs (DOC). In a longrange aircraft, the propulsion system accounts for about 20 per cent of the initial cost and up to 55 per cent of the recurrent maintenance costs. It is therefore no surprise that the last two decades have seen an increasing emphasis on reducing aero-engine life-cycle costs and improving engine reliability and “life on-wing”. Both engine acquisition cost and maintenance costs have been substantially reduced by the adoption of the concept of derivative designs and modular products. This has reduced the amount of development and manufacturing work required for a new engine concept. Additionally,
great improvements have been achieved through team-based working practices, improved processes and the extensive use of information technology. Maintenance costs, however, have mainly benefited from the substantial increase in engine life and reliability, as well as from the development of new approaches to the customer support operation. The latter include engine health monitoring, which can provide a more planned maintenance schedule and a reduction in the number of spare engines required.
OEM’s perspective From the perspective of the aeroengine manufacturer, the reduction of aero-engine life-cycle costs and the improvement of customer support operations are becoming the key to market survivability. Within the aero-engine industry, a lot of interest is focused on the headline-grabbing original equipment sales successes of the major engine manufacturers.
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
However, as a senior aero-engine gas turbine industrialist once famously stated, “the aero engine business is like the razor business: you can give away the engines because the money is made on the blades!” The total 20year value of the aero-engine market is approximately $750 billion, of which 45 per cent is judged to be in the aftermarket. This is large by any measure. Further, the aftermarket’s importance to the engine manufacturers is critical and twofold. Firstly, the margins are higher than in original equipment sales. Next, whilst new equipment sales can be deferred during economic downturns, the aftermarket may sustain the business until the next upturn.
■ Life extension, based on individual engine/component condition and usage profile. ■ Exchange of ‘life-expired’ engines to other uses to absorb residual creep or fatigue lives; ■ Reduced need for spares holding; ■ Availability management to limit the need for unplanned maintenance. Improved ‘departure’ statistics. Reduced in-flight shutdown rates and maintenance away from base. Enhanced airline reputation;
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Aero-engine and gas path diagnostics Engine condition monitoring and engine diagnosis have been recognised, for some time, as important assets in making more informed decisions on the usage, maintenance, overhaul or replacement of the engine or one of its components. The importance of such techniques has been re-emphasised by the changes in market positioning discussed earlier. Additionally, improvements in instrumentation quality, information technology and web-based systems have resulted in large quantities of data being routinely gathered from the operation of fleets of engines. Industry has yet to obtain the full extent of the added value that advances in gas turbine diagnostic systems offer, particularly when, in these changed circumstances, they are coupled with business objectives. Gas path diagnostics is an important element of such future ambitions. That gas turbines routinely deliver high availability and long life is now broadly accepted. The question that remains is whether the availability and life is achieved by using relatively large “safety margins”, as these imply additional maintenance, shorter component lives and hence higher costs. Among the quantifiable benefits from the use of appropriate gas path diagnostics are:
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■ Definition of work packages based on actual diagnosed condition, instead of the ‘average’ engine; ■ Clarity in defining cost-effective aftermarket agreement objectives. Scope and resource management; ■ Performance management to include ‘thrust rating’ and adaptive control; ■ Instrumentation selection against usage objectives. The next sections offer an introduction to the underlying theory of gas path diagnostics and a brief
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highlight of some of its latest developments.
Overview of gas path diagnostics In a fundamental sense, performance monitoring and fault diagnostics involves the processing of engine measurements. In all cases, some performance parameters of the investigated engine are compared to the corresponding values of an engine considered to be ‘healthy’. The parameters used and the way of deriving them characterise each different diagnostic method. Broadly speaking, all these techniques rely on what is known as gas path analysis (GPA). A practically useful technique should be able to take into account the measurement noise and a possible sensor bias, while at the same time preserving the non-linearity of the system. The solution to the problem requires the search for a best match between some simulated performance parameters (such as temperatures, pressures and speeds) and the corresponding values from the deteriorated engine. This is done by defining a suitable error or
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objective function. The objective function should correctly represent the problem and should be easy to compute. Gas path diagnostics techniques may differ in: ■ The definition of the error function or objective function that define the above-mentioned best match. ■ The number of operating points at which the measurements are taken. ■ The number of measurements (level of instrumentation). ■ The quality of the measurements (quality of instrumentation). ■ The algorithm for searching through the vast search space effectively and in a reasonably short time. Cranfield University has substantially contributed to the latest developments of gas path diagnostics, particularly through the application of novel numerical tools, such as neural networks, fuzzy logic and genetic algorithms. There follows a description of some of the research being undertaken in this direction.
Neural networks Artificial neural networks (ANN), one of the artificial intelligence
techniques, were introduced into gas turbine diagnostics in the late 1980s. An ANN is a massively parallel, distributed processor with simple processing units. It simulates the functional relationship between dependent and independent variables by storing experimental knowledge in the network (training phase) and making it available for use (application phase). An ANN is especially useful when there is no model at all to describe the physical phenomenon under analysis, or when the model itself is either too poor or too complex to be used. In gas turbine diagnostic applications, the inputs to the network are the deviations of the gas path performance parameters such as pressures and temperatures, while the outputs are the shifts of some gas turbine component characteristics, such as changes in flow capacity and efficiency. The functional relationship is stored in the weights (or synapses), which are obtained by training the ANN with training samples. The features which make ANN amenable for engine diagnostic tasks are: ● ANN can cope with the large amount of noise affecting gas turbine measurements, even though some parameters have to be chosen at the design stage and at the beginning of training; ● ANN do not require the setting of critical parameters, such as the ones required in Kalman filter-based techniques to fix the standard deviation of each performance parameter; ● ANN could be trained online to monitor the engine health in realtime; ● ANN is capable of dealing with the large non-linearity that characterises the correlation between measurements and performance parameters in a gas turbine; ● ANN could be used to perform diagnostics using different data sources — vibration, aerothermodynamic results and gas-path debris data represent, amongst others, comprehensive inputs to an ANN-based system.
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
For complicated gas turbine diagnostic problems, a single neural network may not be enough to get robust and accurate results. The diagnostic task can be better done if it is divided and shared with a nested neural network approach [1]. An example of such a developed technique and system is shown in figure 3.
Fuzzy logic A fuzzy logic system is a non-linear mapping of an input feature vector into a scalar output [2, 3]. The flexibility of fuzzy logic systems in handling uncertainties has played a key role in their wide usage for various engineering applications. A typical Multi-Input Single-Output fuzzy logic system [3] performs a mapping from to using four basic components: rules, fuzzifier, inference engine and defuzzifier. f : V E Rm WE R Where V=V1xV2x...xVnERm is the input space and is the output space. The rules are expressed as IF-THEN statements (for instance: “if the exhaust gas temperature and the compressor delivery pressure are high then the fault could be in the compressor module”). Such rules are either obtained from experts in the field or from numerical data obtained by performance simulation in the case of gas turbines. Once the rules driving the fuzzy logic system have been decided, the system can be expressed as a mapping of input data to output data. The fuzzifier maps crisp input members into fuzzy sets. This is needed to activate rules that are expressed in terms of linguistic variables. The role of an inference engine is to determine the way in which the fuzzy sets are combined. The defuzzifier has the opposite role of the fuzzifier and converts the fuzzy values to crisp ones. The brain of the fuzzy logic system is in the rules and these must be carefully formulated. Like ANN, fuzzy logic requires a substantial amount of information in the form of training data. This data can be obtained either from actual engine runs or from the utilisation of
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suitable performance models. While the first option is time- and resourceconsuming, the latter requires an accurate model. More recent research [4] shows further promise of this technique.
Genetic algorithms (GA) GA have recently emerged as a powerful optimisation tool, finding a wide range of applications in different fields. From a diagnostic perspective, GA are particularly suitable for identifying the minimum of the objective function. The metaphor underlying the genetic algorithm is that of natural evolution. In evolution, the problem that each species faces is that of searching for beneficial adaptations to a complicated and changing environment. GA follow the natural principle of survival of the fittest. The GA nomenclature is also borrowed from the vocabulary of natural genetics [7]. In the context of this technique, a string refers to a possible solution and a collection of possible solutions or strings is called a population. The fitness of the string is a function of the objective function and is inversely proportional to it. The best string would therefore have the highest fitness, which means that the value of objective function would be minimised. A diagnostics algorithm based on a GA typically starts with a population that is created at random; subsequently the objective function is calculated for each of the strings in the population. The objective function is then mapped to a fitness function and the larger the fitness, the higher the probability of survival. This mapping can be linear or non-linear. The GA then works over a number of iterations or generations, each containing three fundamental operators: selection, crossover and mutation. The selection operator chooses the strings to be used in the next generation according to a “survival of the fittest” criterion. The crossover operator allows information exchange between strings, in an attempt to
generate fitter strings. Crossover is carried out by swapping parts of two parameter vectors. Mutation is used to introduce new or prematurally-lost information in the form of random perturbations to the values of a parameter vactor, without exceeding the fixed upper and lower thresholds. Figure 4 shows a schematic diagram of a typical generation. The diagnostic techniques using GA have been tested on both commercial and military engines and have been applied on simple cycle engines as well as on advanced ones, such as the intercooled and recuperated turboshaft [5, 6]. The results have shown a high level of accuracy even in presence of measurement noise and sensor biases. Furthermore, such diagnostic systems are flexible: in the case that sensible guesses on the maximum number of faulty sensors are available, the optimiser can be tailored accordingly.
Conclusions and future of gas path diagnostics The changes in the role of the aftermarket, which are re-defining the business paradigm for the civil
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air transport business, also have a resonance in the defence sector. Concepts such as ‘by-the-hour’, already introduced within the airline industry, may become a reality for marine propulsion as navies move towards lean manning of ships and reduced manpower in ship yards. Gas turbines also play a major role in the energy business and here too changes are becoming apparent in the aftermarket, where major users are setting up as competitors to the engine manufacturers, changing
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industry relationships and economics. Some of the diagnostic methods presented earlier are in regular use by the industry in managing engine maintenance and repair, often in conjunction with other diagnostics techniques such as vibration and oil analysis. The combination of such information with detailed understanding of the design, operation usage profile and logistics, provide competitive advantage in the aftermarket. The next stage for gas path diagnostics will see the emergence of powerful hybrid techniques, combining the most appropriate features of several gas path diagnostic techniques and coupling these to other methods. The availability of large quantities of operational data from individual engines and fleets will provide statistical databases which, when taken together with advanced diagnostic methods, will allow important advances to prognostics, further increasing the market value of these technologies. The improvements in the in-service operations of engines have had a fundamental impact on the industry [8]. Firstly, engines are getting more reliable. This is measured by ‘inflight shutdown rates’. Another issue of more long-term consequence is the expected trend in engine ‘life onwing’. With the steadily improving life of aero engines, it could be that an engine will not require a major service for the duration of the aircraft’s 25 year life. This implies that, in 50 years time, the oldest engine in use will not have entered service until 25 years from now. The result could be the partial or complete loss of the engine manufacturers’ aftermarket business. Companies would have to make compensating higher profits on the original equipment sale. More interestingly, the loss of the aftermarket revenues based on decades of Prime incumbency eliminates a major market entry barrier. Perhaps this will allow a new wave of companies to gain entry to the business. Another scenario is that
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
technology advances will drive more appropriate business solutions. The optimisation of engine management systems may include internal flows (sealing and leakage), adaptive systems and cycles, embedded microand nano-sensors [9] and actuators coupling performance, cycle, and environmental impact management. Future engines may have to be optimised for global warming [10]. Any future solution will have to offer a high level of diagnostic capability, integrated to life-cycle management, including perhaps both economics and global warming. In the past, the civil air transport business has delivered strong longterm growth by reducing unit cost and hence allowing more people to participate in air travel. This reduction in unit cost has been achieved both because of market pull and technology push. A further contributory factor has been the technology advances made possible because of the large number of technologists this industry employs. As the business emphasis shifts to the aftermarket, the changing paradigm will favour those business leaders who recognise that this new market cannot be dominated by focus on logistics and management, or even advanced diagnostics. Advantage will flow to those who recognise the importance of the contribution that “intellectual adventure” can make in the aftermarket as it has, in the past, in other areas of gas turbine technology. ■ Reference 1. Ogaji, S.O.T. and Singh, R., 2003: Gas path fault diagnosis framework for a three-shaft gas turbine. Proceedings of the Institution of Mechanical Engineers, Vol. 217, Part A, pp. 149-157. 2. Ganguli, R., 2001: Application of fuzzy logic for fault isolation of jet engines. ASME Turbo Expo 2001, New Orleans, USA. 4-7 June 2001. ASME 2001-GT-0013. 3. Ganguli, R., 2001: Data rectification and detection of trend shifts in jet engine gas path measurements using median filters and fuzzy logic. ASME Turbo Expo 2001, New Orleans, USA. 4-7 June
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2001. ASME 2001-GT-0014. 4. Marinai, L.; Singh, R. and Curnock, B., 2003: Fuzzy-logic-based diagnostic process for turbofan engines. 16th ISABE conference, Cleveland, Ohio, USA. 31 August - 5 September 2003. 5. Zedda, M. and Singh R., 1999: Gas turbine engine and sensor diagnostics. 14th ISABE Symposium, Florence, Italy. 6. Sampath, S. Gulati, A. and Singh, R., 2002: Fault diagnostics using genetic algorithm for advanced cycle gas turbine. ASME Turbo Expo 2002, Amsterdam, The Netherlands. 7. Michalewicz, Z., 1996: Genetic algorithms + data structures = evolution programs. Springer Verlag, 3rd Edition. 8. Singh, R., 2001: Civil aero gas turbines: strategy and technology, Chairman’s Address, Aerospace Division, Institution of Mechanical Engineers, London. April 2001. 9. Campbell, D., 2002: Propulsion for the 21st Century — NASA Glenn Research Centre Perspective. Royal Aeronautical Fedden Lecture, Cranfield University, UK. November 2002. 10. Whellens, M.W. and Singh, R., 2002: Propulsion system optimisation for minimum global warming potential. 23rd ICAS Congress, Toronto, Canada. September 2002.
Cranfield University has substantially contributed to the latest developments of gas path diagnostics,particularly through the application of novel numerical tools,such as neural networks,fuzzy logic and genetic algorithms.
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Are your engines really as healthy as they seem? It is a simple fact that most engine health monitoring (EHM) systems used by airlines are unsuitable for the job. Why? Because they fail to solve the automation dilemma - on the one hand businesses want cost reductions, but on the other, high quality health monitoring demands some degree of human judgement. In this article, Data Systems & Solutions (DS&S) discusses how it solved this dilemma with its EHM solution, which is now used to monitor more than 4,000 engines.
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urrently, EHM quality is normally judged on the fairly rudimentary basis of ‘alerts’ the number of genuine alerts missed or misdiagnosed, together with the number of spurious ones delivered. With its solution, DS&S is already at a level of maturity where it is extremely rare for an alert to be missed, or for instances of a particular fault to be incorrectly diagnosed. Furthermore, spurious alerts - those resulting from normal scatter in the data - are virtually eliminated. This being the case, if EHM alerting and diagnosis is to advance still further, a paradigm shift in the diagnostic system installed on the engine will be needed. Such a shift will take place when the ‘QUICK’ analysis technology being developed by Rolls-Royce enters service on all A380 aircraft in less than two years time.
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In the meantime, in order to enhance the benefits of EHM on today’s engines, DS&S is applying significant research and development resources to create new computing techniques designed to solve difficult pattern recognition, diagnostic and forecasting problems. It is also working with maintenance management systems providers to develop advanced asset management capabilities that will capitalise on its existing diagnostic and forecasting technology. In fact, DS&S has recently completed major programmes of research into improved engine modelling and diagnostic techniques, which are already embodied in its existing EHM service system.
Adding the X-factor — eXperience The key characteristic of DS&S’ EHM service system is that it is capable of continuous, fully automatic operation, whilst allowing manual intervention in the case of a specific alert and when system training is required. It has been operational since early 2003, and already processes an
estimated 10,000 health monitoring ‘snapshot’ reports per day. The main features of the system are: ● high integrity; ● near real-time operation; ● full end-to-end automation; ● the system is ‘data-driven’ — the system starts in response to data arriving; ● automatic adherence to the specific business rules of each organisation; ● flexible data input; ● absolute segregation of data for each customer; ● complete audit trail of the dataprocessing cycle; ● it is easily scaleable, without software change; ● central control; and ● access using commonly-available web-browsing tools. The EHM system’s modular design allows functionality to be hosted on one server or to be distributed across a number of servers, so that it can be “grown” smoothly to manage any number of engines simply by adding more modules onto existing or additional servers. The system’s inherent flexibility also means that it
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ENGINE YEARBOOK 2005
Rolls-Royce takes EHM technology into the 21st century The Rolls-Royce QUICK system, developed in association with Oxford University, is an advanced engine vibration analysis system based on that used in RollsRoyce’s engine test facilities. Rolls-Royce is developing an on-engine version of the system for the Trent 900 engine for the Airbus A380 aircraft, which will be available for retrofit to other Trent engines.
these directives the system is designed to actively alert the system supervisor of impending problems such as ‘bad data’ or the failure of a system module to start, via an automatic e-mail alert. The supervisor can then log in, remotely if necessary, to perform the required remedial action.
Turning data into decisions... The engine mounted QUICK unit continuously monitors engine rpm, vibration and other signals to give early warning of problems and accurate diagnostic information. QUICK’s advanced signal processing and neural network techniques extract the maximum amount of information from vibration and other sensors fitted to an engine to identify anomalous behaviour and generate fault diagnoses. These diagnoses are compared with a database of known conditions and then transmitted to the ground for analysis and action. The initial database is generated using test-bed data and is updated with knowledge acquired in service. DS&S is working with Rolls-Royce to seamlessly integrate the additional information available from QUICK into its EHM system in time for the entry into service of the Trent 900 in early 2006.
can be used on aircraft and aircraft system applications (such as APUs). It can also be used in non-aerospace environments such as utilities, railways and marine applications.
Taking control of your business At the heart of DS&S’ EHM system is the administrative database, which holds the business rules specific to each organisation. These rules
DS&S’approach to EHM is based on the use of a number of techniques to trend equipment parameters,but to ensure the most reliable results,it will always default to using the one that is highest in the accepted hierarchy of trending techniques.
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determine the priority in which data will be processed, the details of the processing to be performed, the destinations of the various forms of output and so on. The progress of each file is tracked at every stage and if processing is interrupted for any reason it can be restarted with no loss of data. System performance can also be monitored from the individual file level to that of the whole system, whereby statistics such as average end-to-end processing time can be obtained. The console module provides system supervision functions, so the status of the system can be monitored, individual files can be tracked and information on particular airlines or fleets can be reviewed (such as time of last data receipt, when a particular aircraft last sent data, and so on) or it can be used to review processing errors. While the EHM system is designed to operate with minimal supervision, it must be kept running at all times to prevent backlogs, and data should not be discarded indiscriminately. To overcome any possible conflict in
One of the most significant challenges for any health monitoring system is the fact that data files can be sent by airlines in a number of formats and by different means of transmission. For example, most files arrive at the gateway to the system as e-mail or an FTP transmission, in ASCII format or a compressed form. So, DS&S’ EHM solution includes email and FTP file-handlers, which will accept the incoming data according to the method of transmission. Upon receipt of the incoming communication, the filehandler automatically determines how the data is being carried (embedded, attached, compressed, whatever) and converts it into a data file. It also records the identity of the data sender. The files are subsequently passed to the data-handler module where their contents are read. The data-handler can perform operations on the data such as patching known errors (a report may have no year or date specified), according to the business rules in place for each airline and fleet. It may also link or split data files, as required, to optimise processing. At this point, the system understands what needs to be done with the incoming data, and the ‘job’ is passed on to the scheduler module, where it is placed in a queue. The scheduler assesses the resources available and queues the jobs to ensure that customer service-level agreements are complied with. If a large quantity of data arrives in a short time, the scheduler determines the best strategy to minimise servicelevel deviations and it can look ahead to predict how the queue is likely to progress. This queue
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ENGINE YEARBOOK 2005
prediction can be viewed via the console.
... and decisions into actions Once the queue of jobs has been defined by the EHM system’s scheduler, the dispatcher module executes them using the system’s trending and computational intelligence (CI) tools to identify likely causes and solutions. Specifically, the trending tool, which is a version of DS&S’ engine monitoring system COMPASS Navigator™, normalises the observed data for any variation in operating conditions and compares it to an engine performance model, thereby providing optimum trending information on engine condition. In parallel, the CI tool performs three main functions: it cleans any systematic errors from the trended output; identifies any anomalies in the data; and ascribes a diagnosis to anomalies that are found. As such, the development of the CI tool has proved to be an essential enabler to the cost effective delivery of a 24/7 engine health monitoring service since previously all trend inspections had to be performed manually. In addition, the CI tool has the capability to manage multi-parameter alerting, which is a significant step forward from traditional singleparameter alerting used in most EHM systems. Refining the detection techniques employed and combining the information from a number of related parameters vastly increases the probability of correctly identifying impending problems. For example, a deviation in a single parameter is most likely to result from a sensor problem, but consistent deviations in a number of related parameters would be indicative of a genuine engine fault. As a final step in the management process, the EHM system’s ‘web uploader’ module uploads newly processed trend and alert data to the web database for access by authorised personnel through CoreControl™, DS&S’ predictive services web portal. In addition, if an alert has been generated the
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‘customer notify’ module will send a notification by e-mail or SMS text message. Typically, the entire health monitoring process takes less than 10 minutes from receipt of incoming data to updated trends being available to the customer.
A question of technique DS&S’ approach to EHM is based on the use of a number of techniques to trend equipment parameters, but to ensure the most reliable results, it will always default to using the one that is highest in the accepted hierarchy of trending techniques (see figure 2). Ideally, all monitored engine parameters that vary in a prescribed way relative to a set of independent variables should be compared to a background model. For example, engine gas path parameters vary depending on engine thrust setting, altitude, airspeed, total inlet air temperature and other independent parameters. Gas-path parameters should, therefore, be trended relative to a model that embodies their relationship with the independent variables. However, some monitored parameters, such as broadband and tracked order vibration signals, have a very weak relationship or none whatsoever. In such cases, a background model is of minimal benefit, and the parameter would be trended ‘raw’, or monitored relative to a constant reference value. Where high fidelity analytical models are available or can be created from knowledge of the way that equipment works they represent the best quality trending solution. These models have a known validity range and provide a basis for further analysis and understanding of the problem when an anomaly has been detected. However, if these models need to be created specifically for trending work, such a solution can also be the most expensive. Where no analytical model is available, engineering-based parametric models can be created from observed performance data, together with a general
understanding of engine performance. These models exhibit linear behaviour outside their derivation domain and provide some level of understanding of the anomaly detected. DS&S has recently completed a research and development project to create a rapid method of producing models of this type for any engine. Where there is no engineering understanding of the operation of a piece of equipment and the manufacturer is therefore unable to supply a model of it, the only recourse is to derive a numerical model. DS&S uses computational intelligence techniques, such as neural networks, to create this type of model - usually for monitoring of equipment other than gas turbines. As a primary trending technique, the models are generally good within their training domain, but tend to exhibit unpredictable behaviour when a new set of operating conditions is encountered and the model is unable to suggest a reason for the detected anomaly.
Why it pays to be a model worker Rather than working at an individual engine level, DS&S’ EHM system is designed to use one trending model to represent each distinct ‘bill of material’ or ‘model’ of an engine. Provided the quality of the model is shown to be satisfactory,
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this approach permits the same model to be retained indefinitely, unless there is a significant change in the engine design, such as a major performance-improvement modification. This approach yields a number of advantages relative to individual engine serial-number-based modelling. Remodelling is rarely required but even where it is, it will normally be to implement improvements to reduce trending scatter, so the main datum level will be retained. This ensures that longterm changes are detected, proximity to physical limits exposed and engine-to-engine and fleet-wide comparisons are sound. Consequently, health monitoring is
One of the most significant challenges for any health monitoring system is the fact that data files can be sent by airlines in a number of formats and by different means of transmission.
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firmly grounded on a view of how the equipment is behaving relative to the design intent. In comparison, other modelling methods tend to centre on a view of how engine health has changed since the beginning of monitoring, which unfortunately makes the false assumption that the engine was exhibiting satisfactory or ‘normal’ operation during the initial modelbuilding period.
Now with added intelligence DS&S identified the value of computational intelligence techniques at an early stage. As a result, most of its current services use a high-fidelity analytical or parametric model as the primary trending technique, with a computational intelligence model as a secondary ‘line of defence’. This means that maximum understanding and linearity is extracted in the primary trending and further extraction of unaccounted-for systematic relations is achieved in the secondary trending. In this way, the strengths of both approaches are cumulative, maximising the probability of finding and correctly diagnosing a fault. Within DS&S’ EHM system, the computational intelligence tool uses a secondary neural-net, multi-layer ‘perceptron’ model to remove any remaining systematic errors in the trend data following application of the primary model. Use of this twophase approach leads to the smoothest possible trends, so that anomalies in the data are identified
with greater reliability. The neuralnet model is derived off-line from the service, using data from a number of engines. Having smoothed the trends, the CI tool uses an improved Kalman smoothing technique to fit the trend data and reject outliers. Based on the resulting fit, the software detects anomalous data according to predefined criteria. The anomaly will be defined in terms of deviations in a number of parameters as well as their rates of change and cumulative change. The anomalies detected are then passed to the diagnosis section where they are compared with the knowledge base of known diagnoses. The CI tool determines goodness of fit with the known events and ranks them in order of likelihood. Diagnoses are then either “remembered”, if they are below the alerting threshold, or made available to the ‘customer notify’ module of the EHM system, to generate an alert. Closure of alerts (and the health monitoring process) is achieved by feedback through the CoreControl™ web portal. Generally the airline will determine when the alert is closed, though in some cases this responsibility lies with the engine manufacturer, especially if the engine is on a ‘power-by-the-hour’ maintenance contract. DS&S’ backoffice procedures and software ensure that the maximum value is derived from each alert in terms of ‘training’ the EHM system to detect the same problem as soon as possible the next time it arises and providing the best possible diagnosis for each feature detected.
EHM in action Allowing an aircraft to keep generating revenue is one of the most valuable benefits of EHM, as demonstrated by a recent in-service event with a Rolls-Royce Trent 500powered A340. Following a lightning strike, the aircraft experienced surge messages during the climb phase en-route across the Pacific. The Rolls-Royce operations room was notified of the
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
incident by DS&S’ health monitoring systems and the relevant technical data was made available to support a rapid decision on the necessary course of action. A technical variance was subsequently issued to waive the borescope requirements (no defects were found when the engine was inspected four days later) and the necessary people, information and approvals were all in place to meet the aircraft on its arrival. Consequently, thanks to the fast and effective decision-making enabled by the EHM system, the aircraft was immediately able to turn around and continue on its return journey.
Realising the benefits Thanks to its advanced knowledge management, modelling and computational intelligence techniques, DS&S’ EHM system has been proven to deliver a wide range of operational and administrative benefits, including: Engineering ● more accurate diagnosis of problems; ● real-time alerting; access to data 24/7; ● easier maintenance contract administration; ● rapid identification of performance and reliability issues; ● improved maintenance planning; and ● reduced unplanned removal rates. Customer service ● increased customer service levels; and ● increased revenue opportunities. Flight operations ● enhanced safety; ● improved dispatch reliability; and ● improved crew and aircraft utilisation. Management ● reduced operating and support costs; and ● accurate planning and forecasting. In fact, DS&S continuously monitors the value of EHM services
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provided to its customer, and these have been shown to routinely deliver a return on investment of between 300 and1,000 per cent.
... and things can only get better In the quest to deliver even greater benefits in the future, DS&S is actively involved in the distributed aircraft maintenance environment (DAME) project1, a ‘grid’-based diagnosis and prognosis system for aero-engine data (see figure 3). Grid computing utilises the free resources of a large number of high-bandwidth network-connected computers to tackle difficult computational problems in a fraction of the time that would be needed for a single computer, at a much lower cost than a dedicated multi-processor supercomputer. This £3m ($5m) project, which is co-sponsored by Rolls-Royce and Cybula Ltd is expected to finalise in 2005 and has already developed a complete pattern storage and search system, based on existing AURA search technology. To facilitate the use of this distributed system, an application specific, portal-based data browser and search interface has been developed called the signal data explorer. The problems solved in developing a demonstration of this technology have many applications outside of the
specific remit of the project and DS&S is leading the efforts to apply the technologies developed under DAME to all aspects of aero-engine monitoring, in both grid and non-grid environments, so its customers will continue to benefit from access to the world’s most advanced EHM solutions. ■ 1 The details of the complete DAME project can be found in Chapter 5 of Grid 2: Blueprint for a New Computing Architecture (Second Edition); I Foster & C Kesselman (Ed), published by Elsevier/Morgan Kaufmann, 2004.
In the quest to deliver even greater benefits in the future, DS&S is actively involved in the distributed aircraft maintenance environment (DAME) project,a ‘grid’-based diagnosis and prognosis system for aero-engine data.
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Filtration technology for gas turbine engine fuel and lubrication systems The filtration of fuels and lubricants is critical to aircraft gas turbine engines in minimising fluid-system component wear and subsequent engine damage. Puliyur Madhavan of the scientific and laboratory services department of Pall Corporation reviews the state-of-the-art in gas turbine filtration technology.
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ecent developments in filtration technology have addressed contamination control issues in fuel and lubrication systems in aircraft gas turbine engines It is now possible to alert operators in advance of impending fluidsystem problems, reducing costly in-flight engine shutdowns. This article discusses ‘best filtration practices’ for OEMs, operators, and maintenance and engine test personnel.
In-system filtration — lubricants Since turbofan-engine main-shaft bearings often operate in the elastohydrodynamic or partial elastohydrodynamic lubrication regime, with lubricant film thickness of ~ 0.1µm or less, the presence of particulate contamination in the lubricant can lead to the initiation of bearing damage. Based on the examination of approximately 200 incidents in current aircraft gas-turbine main-shaft bearings, involving engines in the field, Averbach concluded that, in most cases damage to bearings was initiated at the surface. Among the important factors contributing to surface damage were surface defects, scores and dents caused by hard abrasive particulate contamination. Based on
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theoretical studies and field experience, a substantial improvement in bearing fatigue life is predicted along with improved lubricant fluid cleanliness. Filtration rated at 3-6µm would be optimal for gas turbine engine-lubrication systems, although service-life considerations may require coarser filtration in some instances.
In-system filtration — fuel In comparison, the filtration rating of engine main-fuel filters range from about 20µm to 100+µm; the finer filtration rating is often employed in fuel-hydraulic systems. Historically, coarser filtration ratings have been specified, primarily based on service-life considerations and overall fuel-system performance. However, fuel-control systems (mechanical and electrical) can be sensitive to contamination and therefore require finer filtration. In such cases a tangential flow filter, sometimes referred to as a ‘wash flow’ filter, is employed in some applications. Figure 1 depicts a tangential flow filter. The direction of the majority of the flow is tangential to the filtration surface rather than normal to the filtration surface. A small percentage of the flow proceeds normally and is filtered, this
percentage being regulated by the adjustment of line pressures. Since the main velocity component is tangential to the filtration surface, a significant proportion of the particulates that are smaller than the passageways within the filtration medium follow the main flow stream so that the filtration rating of the filter is effectively finer than would be expected from the mean size of the passageways in the filtration medium. In addition, the tangential flow of the majority of the fluid stream serves to clean the filtration surface so that in proper operation, the filtration passageways will not plug up with contaminant, resulting in a very long filter service life. Recent advances in laser-drilling technology now permit the manufacture of tangential-flow filters fabricated from a single piece of material with laserdrilled holes which has a high void volume and uniform distribution of passages (Figure 1.).
Design The proper functioning of fuel and lubricant filter elements is dependent on many factors. Filter performance parameters such as filtration efficiency,
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
filter-element service life and filter integrity can be adversely affected by harsh operational and environmental conditions. These can include the extreme low temperatures and pressures encountered during cold starting and soak-back, as well as the products of oil degradation in lubrication systems. A number of laboratory procedures have been developed to simulate extreme operating conditions encountered during service. The generic term for these procedures is ‘conditioning’ and they are carried out on filter elements prior to engineperformance testing. Industry standards recommend ‘conditioning’ as part of the performance specification of gas-turbine engine-fuel and lubricant filters and such work is necessary to determine whether filter element performance will degrade during actual service.
‘Green run’ testing The various processes involved during maintenance, overhaul and final assembly can result in the generation of contaminant debris. This includes builtin debris in new components, machining chips, residual grinding debris, fine polishing compounds and debris generated from the making and breaking of fittings. It can also include airborne environmental contaminants, such as silica sand, and other mineral compounds and contaminants introduced from the fluids, such as cleaning solvents and the contamination of improperly-filtered service fluids. Built-in debris can cause catastrophic component failure and/or the initiation of component damage such as the denting of bearing surfaces. Unless built-in debris is filtered out of the fluid, it can rapidly plug filter elements during engine service, resulting in abnormally low filterelement service life. This is of significance for engine-fuel-filter elements subsequent to the maintenance of aircraft fuel tanks. Many aircraft OEMs prescribe a sequence for fuel-filter element replacements after significant fuel-tank maintenance, starting with a short replacement interval and gradually increasing to the ‘normal’ fuel-filter replacement interval. High efficiency, fine filter elements, are currently available for ‘green-run’, engine-flushing, applications that
ENGINE YEARBOOK 2005
Figure 2
remove debris effectively on a ‘singlepass’ basis and prevent recirculation of damaging debris through the fluid system. They are characterised by high particle-removal efficiencies: 99.5 per cent to 99.9 per cent for particles in the 1-3µm (and larger) size ranges. They also exhibit significant particle removal efficiencies in the smaller size ranges, including sub-micron size ranges, for removal of hard, abrasive contamination (polishing compounds). ‘Green run’ filter elements can be configured to replace the service-filter element during ‘green-run’ testing or as a separate remote filter depending on the ‘green-run’ test-facility requirements. A valuable option is the use of a Dirt Alert(r) ‘green-run’ filter element which incorporates a ‘pull-out’ diagnostic layer that permits the examination of debris captured on the layer during ‘green-run’ testing. It is discussed in detail later in this article.
Two-stage filter system Most commercial operators establish filter-element service intervals based on their field experience and the
requirements of the MRB. However, accelerated loading of the filter-element due to abnormally high contaminant ingress or component wear can result in filter element bypass in-flight and hence, unfiltered fluid circulating through the system. Consequently, several engine manufacturers require inflight shutdown of an engine when the filter element differential-pressure switch is activated. Costs associated with an in-flight shutdown have been estimated to be as high as $500,000. In addition, in-flight shutdowns can also have an adverse impact on airline ETOPS ratings. The two-stage filter system is designed to address such concerns and is shown in schematic form in Figure 2. It combines a primary filter element with a coarser, secondary filter element configured in series, typically nested within the primary filter element for compactness. Under normal operating conditions, flow proceeds through the primary and secondary element to system components. The particulate contamination is effectively removed by the finer, primary and secondary filter element so that there is minimal
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Figure 3
accumulation of contaminant particles in the coarser, secondary filter element. Bypass of the primary filter element due to plugging, or during transient cold-start conditions in lubrication systems, results in the fluid being shunted to the secondary filter element. This is designed to provide an acceptable level of filtration, as determined by the engine manufacturer, for short periods of engine operation. A secondary filter element bypass valve is provided in order to maintain fluid flow through the system in the unlikely event that the secondary filter element plugs up also. It should be noted that the two-stage filter system also minimises unnecessary in-flight engine shutdowns associated with faulty differential-pressure indicator actuations (Figure 1b).
Diagnostic filter elements The monitoring of debris present in the fluid provides valuable information about the condition of fluid-wetted components. When gathered and sequentially logged, this information provides the possibility
Recent advances in laser-drilling technology now permit the manufacture of tangential-flow filters fabricated from a single piece of material with laserdrilled holes which has a high void volume and uniform distribution of passages.
of preventive maintenance prior to component malfunction and/or inflight failure. The ‘full-flow’ characteristics of filter elements are ideal for efficiently capturing metallic wear debris as well as non-metallic debris, such as contaminants from the environment, material from seals, and lubricant-degradation products such as coke. The Dirt Alert® diagnostic filter element has a removable diagnostic layer (Figure 4), which is pleated upstream of the filter support mesh and filter medium. It can easily be removed to allow visual inspection of the collected contaminants and more sophisticated laboratory analysis, such as the determination of the chemical composition of the contaminant via x-ray fluorescence spectroscopy (XRF). The three principal areas of application of Dirt Alert filter elements of interest to engine operators are: ‘green-run’ testing of engine lubrication systems; the evaluation of contamination in the fuel filter elements after significant aircraft fuel-tank maintenance; and regular flight operation. Examination of the debris on the diagnostic layer can provide information about the debris built into or being generated by an engine. Once a baseline has been established by the operator, the debris collected on the diagnostic layer can pinpoint ‘abnormal’ engines, allowing corrective action to take place prior to engine installation. In the case of fuel filters, it can be used to determine the nature of the material introduced into the engine from aircraft fuel tanks subsequent to aircraft maintenance.
Figure 4
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The wear debris collected on the diagnostic layer can also provide valuable information about lubrication or fuel-system component wear during regular flight operation. It can augment information gleaned from on-board magnetic/metallic debris detector inspection, particularly when trying to distinguish between ‘nuisance warnings’ and more significant wear debris.
Recent advances A recent unique development is the Ultipleat® filter element (Figure 2). The pleats of these elements are curved to support one another over the entire pleat length. This results in additional filter area but, more importantly, significantly improves performance. This is due to the fact that, unlike traditional fan-pleat filter elements, the flow is evenly distributed over the entire surface area of the element and the pleats are supported against ‘grouping’ during cold-start (‘grouping’ is a distortion of a fan-pleat element whereby pleat spacing becomes non-uniform and can adversely affect performance). The larger filter area, combined with a more uniform flow distribution results in a filter element with higher dirt-holding capacity than a traditional filter element (Figure 2). This results in some interesting options: longer service life; smaller size and weight at equivalent service life; or the ability to use a higher efficiency filter element without jeopardising service life. Additionally, the polymeric support mesh used on these filters reduces filterelement weight by as much as 50 per cent compared with traditional metal mesh-supported elements, and does not interfere with analysis techniques, such as XRF, used to analyze the chemicalelemental composition of the contaminant captured in a filter element. Since an Ultipleat filter element is supported both upstream and downstream, it can accept flows in either the normal, outside-to-in, or the reverse, inside-to-out, flow direction. Reverse-flow filters capture
ENGINE YEARBOOK 2005
all contaminants inside the filter element, making filter change out easier. Also, the all-polymeric support meshes allow for increased disposal options to meet ISO 14001 objectives.
Filter element differential-pressure monitoring: Differential-pressure indicators can either be mechanical indicators or electronic switches and are currently utilised to provide an indication when the filter-element differential pressure exceeds the indicator actuation setting. However, continuous monitoring of the filter-element differential pressure, in conjunction with the fluid temperature and flow rate, can provide information concerning contaminant loading of the filter element and permit the identification of ‘abnormal’ contaminant loading conditions, once a baseline trend has been established. An electronic differentialpressure/temperature sensor comprised of a differential-pressure transducer and a precision resistance temperature detector (RTD) that could replace conventional indicators is currently undergoing final development testing. The sensor provides continuous differential pressure and temperature output signals (analogue or digital) and can be interfaced with the enginecontrol system (ECU, FADEC). In conjunction with fluid-flow rate information, the sensor allows the monitoring of the filter element differential-pressure build-up rate due to contaminant loading. The measurement of the temperature along with the differential pressure eliminates the need for ‘thermallockout’ provisions common in conventional filter-element differentialpressure indicators. In addition to identifying ‘abnormal’ contaminant loading conditions, the sensor can also assist operators in optimising filterelement service life. ■
References Averbach, B. L., and Bamberger, E. N., ‘Analysis of Bearing Incidents in Aircraft Gas Turbine, Mainshaft Bearings’, Tribology Transactions, Vol. 34, pp. 241-247, (1991).
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Lynch, C. W., and Cooper, R. B., ‘The Development of a Three-Micron Absolute Main Oil Filter for the T53 Gas Turbine’, Journal of Lubrication Technology, Vol. 93( No. 3), pp. 430-436, (1971). Bachu, R., Sayles, R., Macpherson, P. B., ‘The Influence of Filtration on Rolling Element Bearing Life’, Proceedings of 33rd MFPG meeting, Gaithersburg, MD, April 21-23, pp. 326-347, (1981). Needelman, W. M., and Zaretsky, E. V., ‘New Equations Show Oil Filtration Effects on Bearing Life’, Power Transmission Design, Volume 33( # 8), pp. 65-68, (1991). Ioannides, E, Beghini, E., Jacobsen, B., Bergling, G., and Goodall Wuttkowski, J., ‘Cleanliness and its Importance to Bearing Performance’, Lubrication Engineering, Vol. 49( No. 9), pp. 657-663, (1993). Losche, T., Weigand, M., and Heurich, G., ‘Refined life calculation of rolling bearings reveals reserve capacities’, FAG Technical Information No. WL 40-43 E, April (1994). ‘Application of the New ISO 281 Standard for Bearing Life Prediction’, ABMA Symposium for presentation of the ASME Design Guide for Life Ratings for Modern Rolling Bearings, Baltimore, MD, March 7-8, 2002 Aerospace Information Report AIR1666A, ‘Performance Testing of Lubricant Filter Elements Utilised in Aircraft Power and Propulsion Lubrication Systems’, SAE, (2002). Hovey, R.. M., ‘Operational Experience With High Bypass Turbofan Engines Reflections for Future Designs’, presented at the Canadian Aeronautics & Space Institute Annual General Meeting; Propulsion Division, May 1990, Toronto, Canada. Humphrey, G. R., Little, D., Godin, R., Whitlock, R., ‘Energy Dispersive XRay Fluorescence Evaluation of Debris from F-18 Engine Oil Filters’, Proceedings of JOAP International Condition Monitoring Conference, 1998 JOAP Technology Showcase, Mobile, AL, April 20-24, 1998. Humphrey, G. R.,, ‘Joint Strike Fighter - Analysis of Filter Debris by Energy Dispersive X-Ray Fluorescence’, JOAP International Condition Monitoring Conference, Technology Showcase 2000, Mobile, AL, April 3-6, 2000.
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ENGINE YEARBOOK 2005
Economic aspects of maintaining engine efficiency Reduced fuel consumption, maintenance costs, pollution and risk of engine failure are all benefits of keeping gas turbine gas paths clean. The actual size of these benefits depends on the type of engine and the environment in which it is operated, as well as operational factors such as the actual rating and type of operation. Gas Turbine Efficiency (GTE) explains. Washing of Airbus A319 engines.
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odern gas turbine engine compressor airfoils are far more efficient than older types of airfoils. In a JT8D-219, the average pressure increase per compressor stage is 1.33 compared with 2.8 in the CFM56-5C4. However, as the efficiency increases per compressor stage, the sensitivity to disturbance also increases. The benefits of a clean engine/compressor section are even more significant with these highly efficient profiles. A comparison can be made between the very efficient airfoils of high performance gliders, where a glide ratio of 60:1 is not uncommon, compared with an MD-80, which has a glide ratio of 28:1. The glider profile is highly efficient and tailored for its task without the constraints of an airliner: fuel storage, housing of landing gear, speed, range etc. The glider profile is, however, very susceptible to disturbance and needs to be kept in an absolutely clean condition.
Engine efficiency Disturbances caused by different types of contamination on stationary as well as rotating compressor airfoils
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cause loss of efficiency in the compressor section, just as on a wing. To compensate for the loss of compressor efficiency so that the same level of thrust is generated, the compressor rotors have to be operated at a higher rotational speed. Also, more fuel must be used to achieve the same amount of air compression in the compressor sections. This increased fuel-burn lowers overall operational efficiency and increases the load on the engine. In the hot section, increased fuel-burn causes operation at a higher overall temperature and engine speed, resulting in an engine that is more susceptible to surge as well as hotsection and, to some extent, compressor failure.
Pollution and adhesive fluids The rate at which a gas path is contaminated depends on the quantity of particles and vapour in the air that flows through the engine. The main causes of compressor contamination are usually general air pollution and operations at airports where the level of contamination,
particular during taxi operations, is very high. The level of contamination may also be affected by other operational conditions such as deicing and anti-icing procedures. When de- or anti-icing is being conducted with the engines running, larger amounts of de- or anti-icing fluid are ingested into the engines. The amount of ingestion, particularly for aircraft types with engines mounted on the wing, is substantial during the de- or anti-ice procedure. For aft-mounted engines the ingestion during aircraft rotation is significant, as a large amount of anti-icing fluid departs wing trailing edges. Several operators have taken account of the effects of ingestion of de- or anti-icing fluid into the compressor sections and require engine run-ups after de- or anti-icing with the engines running, to prevent build-up of cabin smoke from fluid residue during the takeoff roll. Deicing and, in particular, anti-icing fluids are adhesive by nature. This quality is exaggerated when the fluids are heated in the compressor section. The level of compressor
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
contamination depends on the fluid type as well as the application method; remote de- or anti-icing with engines running versus at the gate prior to engine-start. It also depends on the level of contamination of the air that is being compressed after the de- or anti-icing procedure.
Cost reduction A shorthaul aircraft will generally conduct more takeoffs and landings per day than a longhaul aircraft; 12 or more cycles per day is not uncommon for a shorthaul aircraft. A longhaul aircraft will generally conduct two or three takeoffs and landings per day, usually at high rating. The overall usage in terms of block hours is normally higher for longhaul aircraft than for shorthaul aircraft. Although longhaul aircraft engines are exposed to fewer contaminant particles per cubic metre of air, contamination of the
ENGINE YEARBOOK 2005
compressor sections influences cost, safety and environment. A reduction in fuel burn has a large impact on cost, as longhaul aircraft are normally operated with a high number of block hours per day. Fuelburn is also a concern on several routes affecting payload and revenues. If the Association of European Airlines’ (AEA) total fleet lowered its fuel consumption by one per cent — not unrealistic if efficient engine cleaning was used — hundreds of thousands of tons of fuel could be saved every year. Maintaining compressor efficiency is highly important to keep hotsection temperatures down, thereby reducing maintenance costs and the risk of failure. Hot-sections of today’s high bypass engines are rather advanced and costly to repair. The lowering of the overall hot section temperature enables longer life in oncondition/ trend monitoring
Note the total gas path penetration.
The rate at which a gas path is contaminated depends on the quantity of particles and vapour in the air that flows through the engine.
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CO2 emissions per passenger kilometre (which means a 50 per cent cut in fuel consumption in new aircraft) and an 80 per cent cut in nitrogen oxide emissions.” Many actions have to be taken to meet this objective, and one important thing to do is keep the engines clean and thereby maintain high efficiency. Voluntary agreements such as the British Airways commitment to reduce CO2 emissions by 125,000 tons per annum by 2006 in return for £6.5 million in state incentives are expected to grow more common.
The GTE solution
maintenance programmes and parts cost when on fixed time programs. Shorthaul aircraft will in general have a faster degradation of compressor efficiency due to contamination as they are operated in an environment with higher air contamination levels.
Bird strikes Air traffic has increased rapidly over the past years, with the exception of a small stagnation as a result of the September 11th disaster. With an increasing number of aircraft flying, the number of bird strikes has increased as well. The number of bird
As gas-turbine technology has developed,with high blade loadings and ever-increasing temperatures,more efficient and effective cleaning methods are necessary.
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strikes to civil aircraft in the United States has increased every year from 1990 to 2000, doubling from 2,880 in 1996 to 5,761 in 2000. Based on these figures, it is clear that an airline must anticipate a number of bird strikes each year and have good routines to handle them. If a bird hits a turbine engine, it is necessary to inspect the engine to ensure that no damage has occurred. Inspection after a bird strike can, in many cases, be made easier and quicker if proper cleaning can be accomplished while the engines is still installed. It is also important to remove all blood as soon as possible since it increases the probability engine parts corrosion.
Environmental impact The increasing contribution of air traffic to the greenhouse effect and to air pollution as a whole is a growing concern. The European Commission, among others, has stated that decisions have to be made regarding the long-term sustainability of aviation. In the Commission’s publication “European Aeronautics: A Vision for 2020”, the goal for 2020 is “a 50 per cent cut in
Compressor-efficiency deterioration cannot be eliminated but it can be limited. Keeping the gas path clean is the best way to ensure that fuel is used in an optimum way. How then can this benefit your business? And how can the numbers be validated? The value for any particular business depends on the type of operation and the environment in which operations are conducted. GTE can assist by creating an analytical model of operations which computes the benefits that can be expected. Validating the analytical model is easier in some areas than others. The direct operational cost reduction and the reduction in fuel-burn can be measured by various engine tests or they can be compared with past performance over a period of time. The value of backto-back testing in engine cells does not give the full picture, however, as the comparison is made on an engine with a contaminated compressor before and after cleaning. If washing is performed too late or irregularly, the compressor section can be allowed to deteriorate beyond a redeemable level and it cannot be returned to the state it could have been in if cleaning had been done at optimum intervals. The best way to validate the analytical modelling is to measure the results over time. Several operators have chosen this alternative and continue using GTE equipment. Validation of reduced maintenance costs can be conducted through modelling of the achieved hot section temperature reduction, as well as over time based on the on-condition times achieved or actual parts cost. The environmental impact of optimising
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
compressor performance can be validated as a factor of the achieved reduction in fuel-burn. The most difficult factor to assess is the contribution to flight safety. It is very difficult to measure for example, if a surge-margin increase of one per cent has been achieved during operation. The increased flight safety of operating with an optimised compressor section tends to be notional since: ■ it is advantageous to have margin to surge; and ■ it is advantageous to operate the engine at the lowest possible temperatures and rotational speeds Several airline operators have overlooked gas turbine cleaning for many years. In the past, the amount of engineering time invested in cleaning equipment did not represent value for money. Moreover, neither the cleaning efficiency nor the man-hours required
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to use the equipment measured up to the demands of the market. Furthermore, as gas-turbine technology has developed, with high blade loadings and ever-increasing temperatures, more efficient and effective cleaning methods are necessary. The GTE concept is to give the gas turbine world highly engineered, environmentally adapted and costeffective methods for gas-turbine cleaning, making life easier for engine manufacturers and end-users — in other words, the best deal for our customers. Today, GTE produces a wide range of patented high-pressure cleaning equipment, which is marketed globally. GTE’s expertise and experience provides the technical support required to achieve the most cost-effective cleaning solutions for gas turbines. Have you ever heard of a royally-awarded cleaning concept for gas turbines? Well, GTE has one. ■
Fuel Burn 1999 2000 Aircraft Block Hours 7,455,500 7,884,100 Flown (source: AEA) Average fuel [kg/h] 2,798 2,798 Fuel [ton] 20,859,674 22,058,849 1% of fuel [ton] 208,597 220,588 Yearly fuel burn, calculated on the AEA member airlines’ fleet. The average fuel consumption is an approximation for cruise level calculated from CFMU information and the BADA aircraft database.
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Advanced repair and coating technologies New engine repair and thermal barrier-coating technologies are helping airlines and other aircraft operators reduce their total cost of ownership and keep engines and critical engine components working longer and performing better. Honeywell, a company renowned for its manufacturing capabilities, describes its expansive engine-repair capabilities.
"Since repairing a part costs significantly less than replacing it, operators can see a significant positive impact on their operating costs and their bottom lines over the life of an engine." —Bill Metera,director of sales and marketing for Honeywell’s newly formed advanced-repair technology business.
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O
perators are increasingly turning to service providers with the resources to develop and maintain state-of-the-art maintenance, repair and overhaul (MRO) capabilities. The name of one of the top innovators in the field of third-party MRO will come as a surprise to many aerospace industry insiders: Honeywell. Mention the name ‘Honeywell’ and most people think of a technology and manufacturing company. It is well known for developing and producing gasturbine engines for business aircraft and helicopters; integrated avionics and flight safety systems; auxiliary power units; and aircraft landing and braking systems. It is also widely known for its engine MRO capabilities, which include a global network of service resources that has been primarily dedicated to meeting the needs of owners and operators of Honeywell-equipped aircraft. Only recently has it made the strategic decision to develop and offer repair and
overhaul services for non-Honeywell engines and engine components.
A new view of engine repair “Honeywell has developed advanced technologies and techniques that are changing the way that people think about aircraft engine repair,” says Bernd Kessler, vice president and general manager of Aviation Aftermarket Services for Honeywell. “Today, we’re able to repair worn and damaged engine parts that would have been scrapped just a few years ago. Thanks to recent advances, some customers are telling us that our refurbished parts are as good as new parts. In fact, they say that repaired parts sometimes outperform new parts that come fresh off the assembly line.” According to Kessler, Honeywell has invested heavily in developing new repair and coating capabilities at a time when many OEMs and third-party MRO providers have cut back. “The downturn in commercial aviation has caused many
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
companies to reduce their repair development spending in recent years,” he says. “Honeywell has increased its level of spending in both the advanced thermal coating and advanced-repair-technology fields. Our investments have helped us to develop a unique set of technologies and competencies that we are applying to help our customers be more successful.”
On the coating edge of technology Honeywell has been a pioneer in the science of thermal-barrier coatings (TBC) that protect critical components in an engine’s hot section, which can reach temperatures exceeding 1,000˚C. In addition to using its propriety TBC technologies in its own manufacturing and repair processes, Honeywell is one of the industry’s foremost licensors of coating technologies to other companies. Parts protected by Honeywell thermal-coating technologies can be found in most aircraft engines flying today and in a wide variety of
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heavy-duty industrial, commercial and transportation engines. The most up-to-date electron beam/physical vapour deposition (EBPVD) processes and equipment and other techniques are used to apply highperformance aluminide, platinum aluminide and ceramic coatings to engine parts. The company is taking advanced TBC technology to a new level in the coming year when it intends to lead the industry in the use of EBPVD-applied nano-laminates. With Honeywell’s advanced coating technologies and these new, exotic advanced materials protecting them, turbine blades, vanes and other hotsection parts will last longer and perform better even under the more extreme demands of the newest generation of highperformance jet engines.
Restoring a worn or damaged turbine blade to its original specifications costs about onetenth the price of replacing the part.And Metera estimates that a typical operator can save up to a staggering $180,000 per engine by repairing rather than replacing the low-pressure turbine components in a large commercial engine.
Three areas of repair expertise In the advanced-repair arena, Honeywell’s capabilities centre on three core areas of expertise: adaptive
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"We are committed to developing new repair and coating technologies that help our customers reduce costs,keep their aircraft flying and achieve their business objectives." —Bernd Kessler,vice president and general manager of Aviation Aftermarket Services for Honeywell.
machining; laser welding, brazing and thermal processing; and surface treatment and advanced-coating technology. In adaptive machining, Honeywell uses the latest computer-aided design and manufacturing systems to repair variablegeometry three-dimensional components including turbine airfoils and blades; nozzle guide vanes; impellers; and blisks. With recent advancements, technicians are able to make repairs without changing the unique contours of the component. The company is also expert in the field of laser welding, brazing and thermal processing. It uses new techniques in automated and hand-held laser welding, and brazing-restoration processes — including crack healing — to perform repairs customised for a specific component to restore it to like-new condition. Finally, it puts its surfacetreatment and advanced-coating expertise to work with innovative technologies and processes that prevent corrosion and improve the ability of critical engine parts and components to withstand high engine temperatures.
MRO is a top priority In an industry that always puts safety first, aircraft operators devote
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considerable resources to implementing effective engine-inspection, maintenance and repair programs. But in recent years MRO programmes have become even more important to the commercial airlines and other operators, which have had to adjust to the tough economic conditions that have affected the entire industry. As a result, operators are looking for ways to improve engine performance, boost operating efficiency, reduce the total cost of ownership, and extend the working life of engines and key engine components. “There has been a shift in people’s thinking about engine repairs,” says Bill Metera, director of sales and marketing for Honeywell’s newly formed advanced-repair technology business. “Operators are still interested in effectively managing their repair costs, of course. But many operations managers are starting to see MRO as a strategic investment that can lead to improved performance, rather than merely as a cost of doing business.
Customers experience excellent product performance “With the latest repair and coating technologies, we’re taking worn and damaged engine parts and giving them new life,” says Metera. “Since repairing a part costs significantly less than replacing it, operators can see a significant positive impact on their operating costs and their bottom lines over the life of an engine.” Metera described a recent informal experiment conducted by another major commercial aircraft engine original equipment manufacturer (OEM). The OEM sent Honeywell a variety of worn and damaged components from the hot section of one of its production jet engines. Members of Honeywell’s advanced repair technology team used various technologies and techniques to restore the parts and then returned them to the manufacturer. In a series of rigorous side-by-side tests that simulated more than 100 engine cycles, the restored parts out-performed the new parts in every facet of the experiment.
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
“The test results were very gratifying to us, of course, and the OEM was very pleased with the performance of these repaired parts,” says Metera. “The entire engine industry benefits from technology advances such as these, because they improve the quality, reliability and performance of a whole class of aerospace products.”
Significant savings potential With these kinds of results, customers are obviously impressed with the quality and performance of refurbished parts. But it is the savings potential that really gets their attention, says Metera. “This really is the best of both worlds. Technology advances let us repair a wider variety of parts than ever before and the cost of restoring worn and damaged components to like-new condition is much less than the price of replacing them with new parts.” Restoring a worn or damaged turbine blade to its original specifications costs about one-tenth the price of replacing the part. And Metera estimates that a typical operator can save up to a staggering $180,000 per engine by repairing rather than replacing the low-pressure turbine components in a large commercial engine. While Honeywell’s advanced technologies can be used to repair almost any engine part, the company focuses most of its efforts on categories of repairs that offer customers the greatest potential return on their investment. Examples include repairs on gearboxes, impellers, blisks, turbine blade airfoils, turbine nozzles and other related parts and components.
Growing business and resources Operators that fly aircraft equipped with Honeywell engines remain the company’s first priority according to Kessler and Metera. But Honeywell is also actively working on several current and potential programmes with other engine manufacturers. In addition to the other engine OEMs, potential customers for Honeywell advancedrepair and coating technologies include the commercial airlines; business and
ENGINE YEARBOOK 2005
general aviation operators; defence and space customers; and established thirdparty MRO centres. Honeywell’s sizeable investments in advanced-repair and coating technologies have built a highly capable global Aviation Aftermarket Services organisation with resources all over the world. The company has multiple MRO centres in North America, Europe, Asia and Australia. Advanced Repair Centres of Excellence have been established in Phoenix, Arizona, for cold-section repairs; Greer, South Carolina, for hotsection repairs; and Olomouch, Czech Republic, for sheet metal components. “We are very proud of our worldclass facilities and equipment,” says Metera. “We are one of the top companies when it comes to investing in repair technology in recent years. But our primary investment has been in expertise and human brainpower. We have succeeded in building one of the most experienced and capable teams of engineers, technicians and specialists in the industry.” In all, Honeywell’s Aviation Aftermarket Service organisation employs more than 3,700 people worldwide, including more than 100 repair development engineers who work full-time to research, validate, document and implement engine repair techniques and procedures. At least eight of Honeywell’s development engineers hold PhD degrees, according to Metera. Honeywell’s advanced repair organisation has achieved repair yields and successful repair rates that are better than the industry average, according to Metera. “Honeywell is one of the aviation industry’s most dedicated practitioners of Six Sigma,” he says. “We’re actively putting the Honeywell Six Sigma tools and mindset to work to make sure we’re doing the best possible job for our customers.” According to Kessler, “At the end of the day our entire Aviation Aftermarket Services team is focused on delivering value for our customers. We are committed to developing new repair and coating technologies that help our customers reduce costs, keep their aircraft flying and achieve their business objectives.” ■
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Titanium impeller welding Modern turbine engines are subjected to severe operating conditions. Their components are exposed to thermal, corrosive, abrasive and other damaging influences which cause them to crack, pit, erode, and otherwise degrade. Turbine and compressor blades are among the most commonly repaired of these parts and can be restored many times to significantly extend their useful life. Liburdi Automation discusses its new welding system that has been developed to repair of complex-geometry engine parts, such as compressor impellers.
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ike most turbine components, impellers function in a highly abrasive environment. This is particularly true when aircraft are landing on unpaved runways or are operating in sandy environments where erosion is a significant challenge to engine durability and to the subsequent repair and overhaul of turbine engines. Parts most affected by erosion are typically located in the compressor section of the engine. They are predominantly in the gas path of the compressor and comprise rotating blades, impellers and their stationary counterparts, compressor stators. Most of the wear occurs at the tip of each blade and at the leading edge, resulting in decreased compression efficiency. This type of wear can typically be repaired by removing the damaged region, and by depositing new material which can be subsequently re-contoured to the required profile. The majority of turbine impellers are repaired using old-fashioned manual gas tungsten arc welding
(GTAW) techniques. While manual repair is inefficient (some impellers will require as many as 12 hours in the hands of a skilled welder), no automated solutions have been available. The reason for this is the complex geometry of the part itself and the fact that it takes full integration of several technologies including motion, scanning and welding, just to repair a single blade. Although many companies specialise in each of these technologies, few can integrate them and thereby supply an automated system. The ability to perform the 3D restoration of parts is a unique and complex achievement and whilst rapid prototyping has been achieved using laser and powder systems, the requirement for critical rotating hardware to have no defects — such as porosity or inclusions — is difficult when using powder feed systems. Over the past three years Liburdi Automation Incorporated has been developing an automated welding system capable of performing such
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
repairs. As a result of this work, a system has been developed which is capable of performing a full impeller repair (blade contour as well as leading and trailing edges) with next to no operator intervention.
Laser and wire process Since 1979, the Liburdi Group, based in Hamilton, Ontario and Charlotte, North Carolina, has provided highly-specialised technologies, systems and services for turbine, aerospace, and industrial applications. Having pioneered the development of metallurgical processes required for analysis and refurbishment of aero and industrial gas turbine components, it has become a global leader in turbinerepair, analysis, and life-extending technologies within those industries. Against this backdrop, Liburdi has designed a unique (patent-pending) blade-repair process using laser and filler wire for metal deposition. According to Automation Group senior engineer, Janusz Bialach, who has worked on the design and test phases of the process for the past year, “Our new wire process is a faster, cleaner repair method, which brings a whole new level of control and metallurgical quality to impeller blade refurbishment.” The system is based on laser and wire technology developed by Liburdi (US patent 6,727,459). The technique utilises a continuous wave Nd:YAG laser combined with a precision wire feeder. The combination of these two elements produces repeatable, X-ray quality
ENGINE YEARBOOK 2005
welds. The laser power and wire feed functions are fully synchronised with each other and with the motion system. This capability enables the production of welds with “near-net-shape” geometry (i.e. the width of the deposit varies with width of each blade). The primary benefit of doing so is reduction in the blending requirements and increased deposition efficiency.
Motion system In view of the complexity of the impeller geometry, six axes of motion are required to achieve the necessary weld path. This is driven by the need to implement three-dimensional motion and the requirement to achieve a buildup that matches the ever-changing blade contour. All six axes are fully coordinated, resulting in smooth, repeatable motion. New software was developed for this application and this allows the operator to program the surface weld speed. The controller automatically compensates feed-rate for each axis so that the surface weld speed remains constant, independent of the R,T positioner motion with respect to the X,Y, Z weld head motion.
"Our new wire process is a faster, cleaner repair method,which brings a whole new level of control and metallurgical quality to impeller blade refurbishment." —Liburdi Automation Group senior engineer,Janusz Bialach.
Laser scanning and process capability After several thousand hours running in a jet engine and exposure to a couple of repair cycles, no two blades are the same. Even within a single part there can be substantial difference in geometry and thickness of each blade. This variation requires the welding process to be self-adaptive.
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After several thousand hours running in a jet engine and exposure to a couple of repair cycles,no two blades are the same.Even within a single part there can be substantial difference in geometry and thickness of each blade.This variation requires the welding process to be self-adaptive.
Liburdi scanning technology is an integral part of the impeller welding system. The scanner provides feedback for the process control software. Before welding, each blade is scanned to capture its actual geometry and any variation in thickness. This information is used for several purposes. Firstly, the condition of the impeller is inspected and if, for example, blade thinning is excessive the part will be rejected. Secondly, the scanning data is used in the generation of weld path data. The software captures deviations from nominal geometry and performs full 3-D motion compensation. Finally, the data is used to generate welding parameters. Variations in blade width will mean that no single set of parameters can be consistently used to weld these parts. As the blade width increases, for example, the wire feed rate and the laser power need to increase as well, in order to maintain uniform build-up height. The system is capable of repairing the blade contour as well as the leading and trailing edges. The rotary/tilt positioner provides enough articulation to perform all three welds in one setup.
Effect of blade width on process parameters The tooling requirements are minimal. In most cases, a simple fixture
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is used to locate the part on the positioner faceplate. In some cases, where impeller geometry and the extent of the repair combine to produce excessive platform distortion, a restraining fixture might be required. The process does not require vacuum or argon chambers. All of the welding is done with local shielding only (even on titanium parts). This speeds up the loading and unloading of the parts. The cycle time is a function of impeller geometry. The build-up height per pass is limited by the blade thickness. It is not feasible, for example, to produce a 0.060in build-up on a 0.020in blade section in one pass. The build-up height typically ranges from 0.040in to 0.060in per pass. Typical welding speed is approximately 5 inches per minute. Considering an average impeller with 15 blades, 0.080in of ‘cut-back’, average blade width of 0.040in and blade length of 3.5in, the cycle time would break down as follows (contour weld only): Scanning time: 45 seconds Welding time/pass 45 seconds x 2 passes Pre-purge: 7 seconds x 2 passes Post purge: 8 seconds x 2 passes Move to start: 5 seconds x 3 times Total per blade Total per impeller blades
= 45 seconds = 90 seconds = 14 seconds = 16 seconds = 15 seconds = 180 seconds = 180 sec x 15 = 45 min
The impeller welding system is based on a LAWS platform and by no means is it limited to welding impellers. It has enough flexibility to weld compressor blades, air seals, vanes, blisks and many other engine components. A 6-axis CNC precision motion platform with rotation/tilt positioner is the best match for this application. The accuracy of the system is critical to the repeatability of the repairs and ultimate yield of the system in production. Each of the above platforms can be fitted with a Class I laser enclosure.
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
LAWS 4000 and 5000 enclosures have access doors designed for heavy component loading using overhead cranes. The laser source used with the laser and wire process is a 1kW continuous wave Nd:YAG laser. This power source is capable of welding almost all impeller types. Other power ranges are also available. GSI Lumonics JK series lasers are the preferred power sources but other lasers can be integrated upon customer request. The wire feeder is one of the most important components. The system is equipped with a low backlash, precision wire feeder with encoder feedback for precise metering of the wire into the molten pool. The wire feed system provides the accuracy and repeatability necessary to yield high quality welds with minimal distortion of the parts. Good quality welds with no interpretable porosity is the key for highly critical parts. With the high-efficiency performance turbine engines of today, OEMs are concerned with the effects of porosity in weld repairs of 0.002in. The system uses an external power meter for calibration purposes. The device enables the capture of all system losses and allows for calibration of ‘actual’ laser power. The meter is fully integrated with the software so that the system ‘self-calibrates’ without any operator intervention. The break-away device provides a link between the welding head and the rest of the system. In the case of a collision, a pneumatically-loaded chamber disengages the head, minimising the damage to the system. Upon activation the device also shuts down the laser and stops all system motion.
Weld monitoring Weld monitoring enables the operator to display a live image of the weld on the control screen. The image is magnified and it allows the operator to see exactly what is happening at the weld. If required, the video can be stored in a digital format and transferred to a CD for future reference.
ENGINE YEARBOOK 2005
The system can also be equipped with a wire-diameter inspection unit which monitors the size of the wire. If the wire size deviates from a predefined, acceptable range, the device notifies the operator, allowing him to take corrective action.
Results The combination of the appropriate software, hardware and process knowhow offer the potential customer the ability to restore hardware that would traditionally be scrapped or stock-piled in a quarantine room for future consideration. Compressor geometries that require 3D restoration due to wear are ideal for the laser and wire process. The laser offers a very stable power source and the wire offers the same stability in a fusion process where metallurgical defects cannot be tolerated because of mechanical limitations in the design of the parts. Impellers that traditionally take six to 12 hours to weld manually now only require two to four hours to repair. The cost savings are advantageous for overhaulers and OEMs alike. ■
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The latest in aerospace testing equipment Advances in computer technology bring with them opportunities to further advance other technologies. Bartley Blume, test cell marketing manager of Aero Systems Engineering, St. Paul, Minnesota, explains how such advances are creating better, more accurate and more reliable aerospace testing equipment.
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s a market leader in aerospace testing equipment, Aero Systems Engineering (ASE) makes it its business to be knowledgeable of emerging technologies and incorporates these into its products when the opportunities arise. Its hightechnology products include thrustmeasuring stands; power lever throttle controllers; temperature scanners; data acquisition and control systems; highspeed wind tunnels; and captive trajectory systems. ASE has been designing and developing state-of-the-art engine test cells since 1967. In those 37 years it has built test cells and equipment for all engines, from the smallest of APUs and cruise missile engines, to military engine with afterburners and the largest of commercial engines, including the GE90-115B, the world’s largest commercial aero-engine. ASE’s test cell designs include a 13-metre test cell, capable of running engines up to 150,000lb thrust, and a seven-metre test cell, capable of up to 40,000lb thrust. The latter has become very popular over recent years because of the increased number of regional jet airlines
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in operation. It is an efficient, off-theshelf design that can be built in 10 months from start to finish. ASE also builds test cells for turboprop, turboshaft and industrial gas turbines. The company has been designing and developing state-of-the-art wind tunnels since 1952, initially as the FluiDyne Engineering Company until the merger of ASE and FluiDyne in 1993. Many of ASE’s earliest wind tunnels were used to advance rocket and space programme designs. The company’s wind tunnels have always been on the cutting edge of technology driving the challenge of positioning accuracy, data accuracy and high Reynold’s number testing. ASE owns and operates several wind tunnels in Plymouth, Minnesota. Its FluiDyne Aerotest Laboratory possesses a broad range of aerodynamic test facilities and is highly regarded throughout the propulsion industry for data quality and accuracy. Performance testing of exhaust nozzle systems, from static to hypersonic conditions, is its primary area of expertise. As well as the wind tunnel laboratory there is a highly reputable model shop. The group
is currently working with major engine manufacturers to come up with new, innovative nozzle designs that will reduce engine noise.
ASE2000 At the forefront of high-technology engine testing equipment is the ASE2000 control and instrumentation system. It was originally developed in 1997, but has evolved and been enhanced as technology has advanced. Its architecture is based on distributed ‘input/output’ (I/O) and this allows continual evolution and enhancement to take place. The distributed I/O architecture comprises one or more independently-operating input and/or output devices that are supervised by a central host computer. These synchronised front-end devices utilise their own internal processors to scan inputs, make calculations, apply calibration curves, as required, and return engineering units back to the host. This host computer sends setup instructions to the I/O devices, collects the acquired data into a central database and carries out any required additional calculations. Expansion,
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
enhancement and evolution of the ASE2000 are easily managed through changes to the distributed I/O. The premise of the distributed I/O architecture is not new but the wide range of emerging Ethernet devices has made it very easy to develop and expand. One of the great advantages to this Ethernet-based distributed I/O architecture is reduced complexity. The ASE2000’s architecture eliminates the need for large numbers of long copper wires from the test device to the control room, being replaced by a few Ethernet and power cables. The elimination of these long cable runs simplifies installation, maintenance and troubleshooting, and reduces the overall cost of ownership. Another distinct advantage of these devices is the ability to put data acquisition very close to the measurement point. This reduces the length of slow-acting pressure tubes or thermocouple wires that are very susceptible to noise.
9046 Ethernet intelligent temperature scanner Aero Systems Engineering has used the PSI NetScanner™ pressure measurement system in conjunction with its ASE2000 control & instrumentation system for a long time now. When ASE was requested by a
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major engine overhauler and long-term customer to provide a similar device for temperature measurement, it teamed with Pressure Systems Inc who assisted in the design and development of a temperature scanner. The new temperature scanner was based upon the hugely successful 9016 NetScanner pressure scanner. While pressure-sensing elements were removed, other aspects of the scanner were retained including the processor, multiplexer and A/D converter. A new signal-conditioning module (SCM) was developed to interconnect the measured signal to the motherboard and this was also used for cold-junction compensation. To accomplish very accurate cold-junction compensation, the thermocouple SCMs incorporate a precision temperature device located between the thermocouple input sockets. This gives a very precise measurement of each cold junction temperature, which contributes to the overall accuracy of the module. The Model 9046 Ethernet intelligent temperature scanner is a component of the PSI NetScanner™ data acquisition concept. Multiple NetScanner units may be networked together to form a distributed intelligent data acquisition system. The Model 9046 Ethernet intelligent temperature scanner is a completely self-contained high-performance temperature acquisition module for multiple measurements from multiple devices. It can be configured to read thermocouples (all types), RTDs (385 and 7990), thermistors, voltage signals up to 5V and/or resistance. The scanner integrates 16 individual, high-accuracy (+/-0.01˚C) uniform temperature references (UTRs) with a microprocessor in a compact, low-cost package. Each UTR contains its own thermocouple reference which is in physical contact with both thermocouple/copper junctions, therefore improving accuracy compared with a single uniform temperature reference. This arrangement makes the module unique in that it guarantees accuracy under any circumstances, even in thermally dynamic environments. RTD channels use four wire connections to the scanner, which eliminates error due to lead wire resistances.
This pre-engineered approach to temperature acquisition offers guaranteed system accuracy, unlike individual thermocouple or RTD wire runs where stated accuracy is met only if many user considerations are addressed, especially with respect to wire length, noise and multiple connector effects. The Model 9046 Ethernet intelligent temperature scanner guarantees accuracy better than +/- 0.25˚C when used with thermocouples and +/- 0.04 per cent when used with RTDs. The top connection panel can be configured for any mix of thermocouple types and RTDs. An internal 32-bit microprocessor corrects for sensor zero, span and non-linearity errors. The module is also available with sidemounted feed through or MS connector. Temperature data in engineering units is output through a 10Mbit Ethernet 802.3 interface using TCP/IP protocol. The 9046 provides the capability to sample using three scan lists concurrently at rates up to 10 measurements per channel per second and is supplied with start-up software for PC-compatible computers. Field firmware upgrades are facilitated using the Host Ethernet interface. The 9046 features hardware- and softwaretriggered data acquisition, onboard engineering unit conversion (mV, Ohms, ˚C, ˚F), parallel outputs for alternate data display, fuse-protected inputs, open circuit detection, a user-adjustable filter and user-accessible memory. The 9046 was originally developed for use in jetengine test cells and is therefore rugged, shock resistant and virtually airtight.
The smart throttle system Another Ethernet-based device used in the ASE2000 is the ‘smart throttle system’ (STS). This is an advanced, digital power lever/throttle control system. STS can control virtually any hydro-mechanically or electronically controlled engine. It controls hydromechanical engines directly by linking the power lever actuator to the engine power lever/throttle input shaft. It controls electronic engines by sending the appropriate electrical signal directly to the engine’s ‘full authority digital electronic control’ (FADEC).
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
STS has a fully digital array that integrates the power lever transmitter (handles), controller and receiver (actuator) into a compact, low-cost, two-component package. This arrangement greatly decreases system complexity and maintenance costs. The main components of the power lever control system include: ● The ‘smart throttle controller’, a software program running on the test cell host computer that provides power-lever angle commands to the smart motors and allows for Ethernet communication between components and optionally to the customer’s control system. Part of the controller is the ‘smart throttle operator interface’, an 8in touchscreen. The screen is mounted on the control console for ease of use. An optional desktop lever is available to control throttle position. The lever incorporates dual handles to operate both the engine power lever and the fuel shut-off lever. Optionally, a game joystick or other digital input can be used as the operator interface. ● The ‘smart throttle motor’ mounted on or near the engine for hydromechanical engines, drives the engine throttle cable through pushpull cables. For FADEC engines, the smart motor is fitted with a ‘resolver’ and is mounted on or near the engine, or in the cabinets of the control room.
STS theory of operation ASE’s STS makes it possible for test cell operators to control the throttle of an engine under test in an engine test cell. STS contains an industrial motor which is typically mounted on the engine adapter and is operated from the control console. A touch-screen interface is provided for normal operation and an optional handle may be installed. This system conveys commands to the smart throttle motor over an Ethernet link. There is also a dedicated hardwired connection which makes it possible to return the engine to idle under any circumstances. In addition to the hardwired ‘return-to-idle’ switch, a hardwired ‘return-to-cut-off’ switch is available for engines that require this position setting.
ENGINE YEARBOOK 2005
STS software converts the requested throttle position into commands that are processed by the smart motor. The software receives the throttle movement request from the operator through the touch-screen or the power lever handle. The commands are sent to the smart throttle motor over the Ethernet network. STS software monitors the throttle position, the status of the communication link with the motor and other status conditions of the smart throttle motor. STS software provides the routines required to: rig the smart throttle motor; setup preset throttle positions; set the speed of movement of the smart throttle motor; override the idle stop; and monitor movement of the smart throttle motor. The smart throttle motor contains a processor which accepts commands from the controller, compares them with position data from an encoder in the motor, and then turns the motor at the speed and direction that is appropriate to take the output to the required throttle position. For non-FADEC engines the smart throttle motor is fitted with a gearbox to reduce output shaft speed and increase output shaft torque, to match the torque/speed requirements of the engine power lever input shaft. The shaft from the gearbox of the motor drives a mechanical linkage that drives the
throttle on the engine. Each adapter using this control arrangement has a linkage that is appropriate to the engine and adapter: either a push-pull rod or a push-pull cable. The smart throttle motor for FADEC engines is equipped with precision ‘resolver’ outputs to produce the electrical control signals required by engines with electronic fuel controls. In order to provide backup control, in the unlikely event of a communication or host computer failure, the STS is equipped with a back-up hardwired circuit that can order the processor in the smart throttle motor to return to the idle or cut-off position. This RTI/RTCO is possible even if the communication cable to the smart motor is severed, because the command is resident in the smart motor processor. Other STS features include: display of the power lever angle on the smart throttle touch-screen; a rigging procedure with simple touch-screen commands (no pots or amplifiers to adjust); idle stop override actuated by a soft push button to allow movement beyond the set-point; the return of the motor to idle position stored in nonvolatile memory whenever proper communication is lost or if the emergency idle command is received; and five programmable preset throttle positions with programmable throttle slew rates. ■
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Automated repair and overhaul of aero-engine components The maintenance, repair and overhaul (MRO) of aeroengine components consists of a chain of different processes. At present the supply industry is providing improved machining equipment to automate the individual process steps. Claus Bremer, president of BCT, describes how adaptive CNC technologies can automate the single repair processes and, at the same time, optimise the efficiency of the entire MRO chain.
the damaged areas are cleaned using NC machining processes in preparation for the material addition process. Material addition is carried out using NC laserwelding methods. As a last step, the welded areas are reprofiled (using milling tools) and polished (using flexible grinding wheels) on NC milling equipment.
Single blades
Figure 1: Welded blade.
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utomated repair processes and adaptive machining strategies constitute important elements in today’s aeroengine MRO industry. Currently, the repair of blisks is a central issue whenever consideration is given to replacing bladed stages with blisks; the feasibility of such a step hinges on the available capabilities for the automated repair. Manual repair operations cannot be applied to stateof-the-art blisks - especially for welding and reprofiling tasks because of their unsatisfactory reliability, quality and competitiveness. Automated repair is therefore a key factor when proposing the use of blisks in military and commercial aero engines. Standard repairs are also influenced by these innovative approaches. Currently, most of the processes for the MRO of engine components are carried out manually. In many cases, however, manual operations are not satisfactory from the points of view of cost and reliability. Another common problem
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is that the components such as blisks and impellers, are too complex for efficient manual treatment and require automated repair systems. Adaptive machining methods can compensate for part-to-part variations as well as inaccurate clamping positions and keep the tolerances for the actual parts to a minimum. The geometrical adaptation of the numerically-controlled (NC) paths to the actual part geometry is performed automatically using inprocess measuring techniques, mathematical best-fit strategies and adaptation methods. The adaptive systems are integrated into standard welding machines and machine tools as well as into the existing CMM, CAD, CAM and CAQ environments. The MRO steps which are especially time consuming and require a high degree of accuracy are inspection, welding, milling and polishing. The chain of automated repair processes for aero-engine components is, in most cases, as follows: first the parts are visually and CMM-inspected to check their general reparability and to identify and locate the damage. Then
The restoration of tips and edges is a standard repair for compressor and turbine blades. For these type of parts and repairs, reliable NC equipment and adaptive application software are available for NC laser-cladding as well as for NC machining for cleaning, reprofiling and polishing. Any 3dimensionally-shaped blade can be processed. The nominal geometry (master geometry) is provided by automatic reverse engineering of a new or refurbished blade, using the regular touch-trigger probe of the machining equipment. The same equipment can also be used for various other repairs, such as for the refurbishment of shrouded blades (e.g. knife edge seals, interlock faces) and nozzle guide vanes (e.g. airfoils, platforms), the tip repair of blisks, and so on. The adaptive application software packages plus standard 5-axis machining equipment form selfsufficient, workshop-oriented repair stations for the automated restoration of single blades resulting in end-finished blades. The software solutions allow the user to ‘program’ new types of blades or to modify the machining strategies by themselves. This self-sufficiency speeds up reaction time and reduces costs. When the adaptive approach is taken, moreover, the use of expensive calibrated fixtures can be dispensed with.
Complex components The automation of the repair of more complex parts, such as blisks and impellers, calls for a bit more effort.
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
These engine components require sophisticated 5-axis NC processes. Therefore, the CAD data for the nominal geometry (reverse engineered or from the OEM) and the CAMgenerated NC programs referring to the nominal geometry constitute an additional input to the adaptive processes. The different types of damage encountered on the tip, edges, corners and airfoils have to be taken into account. In particular, front-end blisks, which are used mainly in military engines, can be heavily damaged. On impellers and high pressure compressor blisks, however, it usually suffices to restore the worn-out areas. This results in the following repairs: ● the welding of tip, edges, corners and airfoil sections; ● patches (corners, edges, tip area); and ● the replacement of entire blades using linear-friction welding.
In the following, we will describe the automated repair processes: ● inspection (identification and localising of the repairs); ● cleaning (cleaning/milling of the repair areas); ● welding (material addition by laserwelding); and ● re-profiling (reshaping of the welded/patched areas). There is no need to automate the processes all at once. However, the installation of a data-handling system improves efficiency by promoting data flow and factory automation throughout the MRO chain. The aim of inspection is to assess the general ‘repairability’ of the parts as well as to identify and locate the damage. Usually, the automated dimensional incoming and final inspection are carried out on a coordinate measuring machine or on a ‘robot arm’. Various proven measuring
methods are available such as: touch trigger probes, continuously measuring probes, spot lasers, line scanners and range image systems. The suppliers of dimensional metrology can provide a broad range of solutions for the inspection tasks. The results of the incoming inspection can be of great value for the subsequent NC repair processes, especially for adaptive cleaning and laser-welding. For this purpose, the inspection systems must be linked to the other processes via a data management system. The cleaning process prepares the damaged areas for the subsequent welding process. It is advantageous to use only a limited number of geometrically-defined smooth blends. For example, the length of the cleaned area for leading-edge repairs may be permissible with a step width of X mm and a step width of Y mm. With this stepwise parameterisation of the dimensions of the cleaned areas, the
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ENGINE YEARBOOK 2005
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ENGINE YEARBOOK 2005
Figure 2: Four blades in a fixture.
following repair processes can be automated more easily and kept simpler. The main cleaning techniques used are: milling, grinding and laser cutting. The cleaning process is the simplest process in the repair process chain and there are proven machining techniques available for cleaning. The procedure of geometrical adaptation of the NC paths is restricted to best-fit and can make use of the measuring data from the incoming inspection. More and more, NC-driven laser welding equipment is replacing manual welding in the repair and overhaul of worn-out aero-engine components. The background to this growing trend is that laser-welding technologies allow for more economical and accurate welding and cladding of higher quality. In some cases where existing methods cannot be applied, certain blades can now be overhauled with laser-welding techniques. Furthermore, near-netshape laser welding can reduce the effort required for final reprofiling and finishing to a minimum. The geometries of worn-out blades of blisks, impellers and other aero-engine
components differ significantly from the nominal (CAD) geometry of the new part. As precision laser-welding and cladding systems offer high accuracy and repeatability of some 0.1 mm, the CNC paths must be generated based on the actual geometry of the part to be welded. If the inspection processes are set up in an integrated manner and the inspection strategies are reasonably selected, the measuring data from the incoming inspection can be used for the adaptive tasks carried out as part of the welding process. Otherwise, the measurement of the blades must be carried out on the welding machinery using vision systems, line-scanners or touch trigger probes. The laser welding process can be automated using an adaptive approach.
Figure 3: Blisk.
Figure 4: Impeller.
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Because the welding process generates a material addition that is near net shape but with a certain amount of overmeasure, the geometrical adaptation does not need to be as refined here as for reprofiling (see below). The quality of the material addition is contingent to a high degree upon the quality of the laser-welding process. And since the quality of the welding is pivotal for defining the quality and safety aspects of the entire repair process, special attention should be given to several issues related to welding technology. Therefore, the selection of a reasonable welding method and an experienced equipment provider are of crucial importance. In recent years, several laser-welding processes for material addition have been developed to a proven state. However, any welding method can be automated by adding adaptive application software to the NC laser equipment. From a mathematical, measuring and machining perspective, the reprofiling of the repaired areas is the most difficult repair task; this is because the machining tolerances are in the range of some few 1/100mm. Currently, the repair of blisks is a central issue whenever consideration is given to replacing bladed stages with blisks; the feasibility of such a step hinges on the available capabilities for the automated repair of these high-value engine components.
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
Forced by these circumstances, BCT has, over the past several years, developed all the software modules and tactilemeasuring strategies necessary for the adaptive reprofiling of the blisks for the EJ200 military engine of the Eurofighter/Typhoon. The adaptive milling strategies are applied to different repair methods: weld repair (tip and edges), patch repair (different types of patches) and blade replacement by linear-friction welding. The nominal part geometry (CAD), the NC milling strategies (CAM) and the description of the repair process are in the hands of the user. This user knowhow is supplied to the software system for adaptive machining via a standardised data interface, e. g. the international IGES format used for CAD data. With this system layout, the user is able to keep all repair-technology-related know-how in house. A further advantage of this division of responsibilities is that all the user’s know-how regarding new-part geometry and new-part milling technology can be applied to the blisk repair tasks. Practicable measuring strategies are of great importance for the high-precision adaptation needed for reprofiling. It is necessary to obtain a detailed overview of the overall deformation of the blade. For this purpose a number of points spread over the entire airfoil have to be measured using a touch probe. In addition, detailed measurements have to be made around the repair areas to ensure a minimal step between the parent blade and the repair area and provide for a smooth transition between the former and the latter.
Figure 5: Data handling system.
The automation of the reprofiling process requires the application of sophisticated best-fit and shape adaptation methods. Since the reprofiling process generates the final shape of the blade to be repaired, adaptation technique requirements are very demanding in this process. The experience gained with this technique so far indicates that larger repair areas exceeding a certain size, as well as restrictions in the deviation between nominal and actual geometry and aerodynamic demands, necessitate the use of special adaptation algorithms capable of meeting requirements and boundary conditions. In general, the geometrical adaptation is carried out in two steps: ● best-fit to determine the correlation between the nominal position of the “CAD” blade and the actual position of the repair blade ● adaptation to determine the correlation between the nominal
Huffman Grinder, Laser and Waterjet Technologies deliver exceptional technical & commercial results for manufacture and repair of a wide variety of flight and industrial gas turbine components.
shape of the “CAD” blade and the actual shape of the repair blade. With state-of-the-art technology, it is possible to automate MRO processes currently performed manually and to reduce costs and throughput times while boosting quality and precision. Adaptive machining technologies such as welding, milling and polishing can be applied to a broad range of repair methods and aero-engine components from compressor blades and turbine blades to impellers and blisks. On the basis of BCT’s many years of experience in the automation of engine-component MRO as well as the experience gained during several research and development projects, it is evident that the integration of the different repair processes using a common data handling system can achieve even more efficiency than the addition of the single processes. ■
MEETING
THE CHALLENGE
www.huffmancorp.com 1-888-HUFFMAN
ENGINE YEARBOOK 2005
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ENGINE YEARBOOK 2005
Third-generation highspeed grinders Airline operating costs are influenced by many factors, some of which are directly associated with engines: these include fuel consumption, engine durability/reliability and the costs of engine overhaul and maintenance. Many of these factors will, in turn, depend on the quality of engine manufacture and any subsequent maintenance. As REFORM Maschinenfabrik explains, even the tip clearances between rotors and vanes can be critical in this regard and much development work has been accomplished to come up with machines which can reliably create such clearances.
"The key is to reduce the risk by retaining well-proven components which have been functioning for more than a decade and combining them with modern technology and improvements." – Holger Winter,HSG project team,Lufthansa Technik.
84
O
ne of the objectives in engine overhaul is to optimise blade and vane tip clearances between rotating and non-rotating parts. Prior to 1982, the gaps between rotating and static components were controlled through the use of low-speed grinders and shimming was used to stabilise the blades in their slots. In the mid-eighties, however, the first high-speed blade tip grinders were introduced to the industry. These used centrifugal force to stabilise the blade during the grinding process. The HSG 1400 series machines produced by REFORM Maschinenfabrik of Fulda, Germany are considered a third-generation high-speed grinder. REFORM’s high-speed grinding experience dates back almost 20 years when a machine called ‘HSG 1’ was installed in Hamburg. Lufthansa Technik (LHT) Hamburg was one of the first users of high-speed blade tip grinding technology. Since 1985 more than 4,000 rotors (CF6-50/80, CFM56, PW4000, V2500) have been processed at its facilities on these specially-built machines. In the early 1980s LHT was, in fact, contributory to the design of high-speed
tip grinders, working in conjunction with another German company (no longer in existence) to find solutions to the highspeed grinding process. An interesting development was that a balancing process was incorporated into the machine, which used a tangential blade tip measurement system. In 1985 this was considered a novel approach since until then almost everyone had used a radial laser measurement system. But it was soon discovered that the tangential system had some significant advantages over the radial system. It was found to be superior in terms of its speed and accuracy and today, all new blade tip grinders use the tangential measurement system. There are two other major differences between the high-speed grinding machines on the market today and those of the past. The first high-speed grinding machine used components that came from rotor balancing machines, such as balancing pedestals. Subsequently, LHT developed the tooling required to integrate the balancing function into the grinding machine, which was no simple task. The machine was designed to operate using a ‘travelling head’ concept, which means the rotor remained
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
stationary while the grinding head and the measuring system moved. HSG 1 was the prototype of this concept and even had some components which were made of concrete (refer to Figure no. 1). Nevertheless, HSG 1 was in service until 2002 and it performed its job very well. After the success with the HSG 1, LHT installed HSG 2 in Hamburg. This was an improved model with no concrete components. The advantages of the travelling-head concept were quite clear — not only was the system more rigid than the oscillating-table concept used on smaller cylindrical grinders, but it could also be used on heavy work-pieces such as printing rollers. Another advantage of this design is that significant floor-space savings can be made as compared with the traditional solutions. For many years these two machines were used at LHT for large rotors and another smaller machine from the same manufacturer was used for CF34 rotors. At almost the same time, two statorprocessing machines were commissioned to grind, brush and measure stator vanes. These machines were similar to vertical turning lathes and were not capable of performing automatically at the time. Subsequently, LHT decided that these machines should be replaced and after extensive market research it selected REFORM as its supplier. In 1999, REFORM supplied its first statorprocessing machine and this was capable of fully automatic vane grinding, brushing, measuring and turning applications. This machine substituted both of the former manual stator machines and has worked very well since. Even today it is the only machine on the market which can perform these tasks in a fully automatic manner without an operator. In view of this experience, LHT requested REFORM to participate in the evaluation process for a new HSG machine during the 2000-2001 timeframe. This process was quite a challenge since most recognised HSG manufacturers of that time had not produced any travelling-head machines. But, in view of its desire to clear floor space, LHT sought to retain this system of working. At the end of the evaluation process, REFORM was selected for its willingness to be flexible in accommodating LHT’s wishes and providing an economical and
ENGINE YEARBOOK 2005
technological solution for the HSG process. Experience gained on HSG1 and HSG2 was subsequently shared and formed the basis of REFORM’s plans to create a third generation of HSG technology. LHT’s Holger Winter, who worked on the HSG project team in 1983 (when the first ideas were arrived at during the evaluation and realisation process) said: “The key is to reduce the risk by retaining well-proven components which have been functioning for more than a decade and combining them with modern technology and improvements.” The HSG 1400 followed this recommendation and was put into operation very soon after delivery and this was only possible because customer experience was incorporated. Nevertheless, even though it is technically possible to integrate balancing into grinding machines, many customers will still prefer to accomplish balancing on a separate machine. Apart from the kinematic travelling head, there is another major difference between the old machine and the new. While the 1985 machines had specially developed hardware and software for the blade tip measurement system, some
85
ENGINE YEARBOOK 2005
Good cooperation between the end-user and the machine tool manufacturer formed the basis of REFORM’s success,enabling it to deliver advanced products within a short time period,even though it was a ‘newcomer’to the business.
86
disadvantages have become apparent over the years. Since the electronic development cycle is rapid, spare parts redundancy comes about very quickly and this has meant that it is often difficult to obtain spare parts. As with a computer, what is new today is old in one year’s time; and when one is seeking a life of 10 years or more for a machine tool, this creates a major problem, especially since the blade tip measurement gauge is the heart of the machine. The measuring of blades at a tip velocity speed of 40-50m/s is quite a challenge. In view of problems previously experienced with spare parts, it was necessary to consider different solutions to go about things differently. The solution eventually arrived at used standard, commonly available hardware together with dedicated software. Also, in order to allow for future development, the possibility of higher tip speeds was catered for. The 1985 machine’s tangential system was specially developed using an ‘optical transducer’ concept with unique software and hardware. However, the new approach is based on software that was originally developed by MTU in Munich which REFORM bought and integrated into the
REFORM HSG. The major advantage of doing so was that it became possible to use standard components such as: transputer cards; a laser micrometer; and a PC with a Microsoft Windows operating system. The use of the transputer in conjunction with the laser allows the system to operate at a much higher tip speed — up to 130 m/s. In the future it might even be possible to introduce higher tip speeds if required. The operator-friendly menu screen makes operation of the machine quite easy — it is multi-lingual, permitting the desired language to be selected. Calibration measurements between the old and the new systems have indicated that the performance of the new system is totally acceptable and as at July 2004 more than 500 rotors had been processed using the new machine. The performance of the machine led LHT to order an additional HSG 1400 for its facility in Ireland, to replace the old machines previously used for CF34 rotors. Each machine is equipped with a remote diagnosis system and some have a video-conference system. A 24hour hotline service between the manufacturer and the machine ensures the minimum possible downtime. Good cooperation between the enduser and the machine tool manufacturer formed the basis of REFORM’s success, enabling it to deliver advanced products within a short time period, even though it was a ‘newcomer’ to the business. Innovative technology introduced by REFORM supported by LHT’s experience in overhauling highbypass jet engines has enabled engineshop manual blade tip gap specifications to be accurately and repetitively achieved, resulting in the highest possible core-engine performance levels. According to LHT’s Winter, expectations for the new HSG have been completely satisfied and REFORM can now be considered a major player in the aeronautical machine tool supplier business. In order to concentrate on the aeronautical machine tool market, REFORM has established a subsidiary in the UK; and many engine overhaul shops around the world that are planning to replace their HSG machines have shown interest in purchasing this latest machine tool technology. ■
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
Adding capabilities to suit customer need In today’s airline operating environment, engineering and maintenance managers are under constant pressure to increase fleet reliability and to decrease maintenance costs. Savings are being sought regardless of whether they are large or small. Barbara Mead, product-line manager for Praxair Aviation Services, Kansas City, MO explains how it has developed capabilities to assist airlines in this regard.
O This initial JT8D-200 automated eddy current inspection requirement is intended to detect cracks in the blade attachment slots of the first stage fan hub.
88
EMs are now recommending that eddy-current inspection is performed on all engine hub assemblies, and airline operators have to consider where they should source such inspections. Traditionally, such services have only been available from OEMs and airline MROs, but now Praxair Surface Technologies can offer automated eddy-current hub inspection capabilities in conjunction with complete repair and overhaul of JT8D fan blades and hubs. This makes the company the only repair station, other than the OEM, to have the ability to provide all services at a single location. In order to offer this service, Praxair purchased an ETC-2000 automated eddy-current inspection system, together with all associated hardware and software needed to perform the recently required blade slot inspection on the JT8D-200 first-stage hub. Setup is now complete and FAA approval to provide complete hub overhaul services for the JT8D-200 has been obtained. This includes the automated eddycurrent inspection of the blade slots, tie-rods and counterweights. In
addition, complete overhaul of standard JT8D C1/C2 hubs can be supplied. This capability puts the company in a position to supply not only this specific inspection requirement but also to meet similar automated eddy current inspection requirements on other engines later this year.
Eddy current — automated versus manual This initial JT8D-200 automated eddy current inspection requirement is intended to detect cracks in the blade attachment slots of the first stage fan hub. The fan hub must be disassembled, cleaned and stripped of anti-gallant in blade attachment slots. An eddy current probe is then passed through the blade-attachment slots, using an automated inspection system and a defined scan plan. Whilst the inspection is automated to provide smoother scanning than can be accomplished manually, the inspection must be performed and the results evaluated by a suitably trained and qualified inspector. Pratt & Whitney, which originally developed the automated inspection
ENGINE YEARBOOK 2005
THE INTERNATIONAL SHOW FOR AERO-ENGINE PROFESSIONALS 5th-6th October 2005 Olympia Conference Centre London, UK
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As a first time attendee to the AeroEngine Expo,I was thoroughly impressed with the caliber of presentations,in addition to the unique networking opportunities provided.I was able to enhance my industry knowledge and meet with product experts,leading industry visionaries and potential customers." —Duane Martin Business Development Manager Aviation & Aerospace SmartSignal Corporation,IL,USA
EE OR FR S F ! S E AC LINE L P IR A
For further information or to reserve your place at this event, please contact Gail Clarke, Conference Manager, on: Tel: +44 (0) 207 931 7072 Email:
[email protected] www.aviationindustryexhibitions.com
ENGINE YEARBOOK 2005
ready for immediate installation. It should be noted that Pratt & Whitney has recommended Praxair for the accomplishment of the fan-hub inspection and that full-hub overhaul work for several airlines has already commenced at its Kansas City facility.
Five-axis robotic shot peening
Praxair provides one-stop service for piece-part repair and replacement,and full assembly repair for Southwest Airlines’ hubs,blades and pins for C1 and C2 JT8D-9A fan assemblies on B737 aircraft.
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system, wished to reduce ‘noise’. Automation permits consistent probe placement and this makes the inspection process more repeatable and more accurate - both major advantages. Other benefits of the automated process include: ■ reduced movement which can cause noise spikes; ■ consistent speed; ■ the removal of human error; ■ increased inspection fidelity; ■ data determination as to whether the hub is good or bad; and ■ the reduction of background signal noise.
Advantages Previously, customers had to send fan assemblies to an engine overhaul shop to be disassembled, so that they could then ship the blades to an outside source for overhaul. As a result, longer lead times and a larger on-site parts inventory were required. Now, customers can send entire fan hub assemblies to a single location for disassembly, inspection, blend repair, assembly, balance and overhaul certification, so that the assembly is
In addition to the ETC-2000 system, Praxair has expanded its shot-peening capabilities by acquiring a five-axis robotic shot-peen machine. This is now an integral part of the complete JT8D fan assembly overhaul process. This new unit has rotary-lance peening capabilities enabling improvement in fatigue strength and resistance to stresscorrosion cracking on complex titanium components. In addition, the precise specifications of the components can be programmed and stored in the computerised system for consistent quality, repeatability and significant savings in setup time. Praxair provides one-stop service for piece-part repair and replacement, and full assembly repair for Southwest Airlines’ hubs, blades and pins for C1 and C2 JT8D-9A fan assemblies on B737 aircraft. On completion, components are certified and put on the shelf, ready for installation. “Praxair has made it a lot simpler, faster and more cost-effective to keep spare parts on the shelf for our rotable pool,” said David Rizzolo, Southwest’s power plant engineer. “This capability effectively allows us to exchange a fan assembly immediately and get the engine and aircraft back into service quickly. For repairs such as foreign object damage from birds, nuts or bolts, we ship the fan assembly to the Kansas City shop, where Praxair Aviation Services’ team inspects, disassembles and overhauls it. Praxair’s customer inventory management programme also helps keep costs down: we overhaul and re-use our own parts to rebuild the fan assembly. Keeping it on hand in their inventory reduces turn-times and ensures good service.”
Complete fan-blade repair services As engines age, they typically become less of a primary focus for OEM repair shops, which are normally focussing on revenue
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
streams from newer engines. This shift of focus often means OEMs may not be prepared to offer complete, integrated services to operators as time goes on. In the case of the JT8D, Praxair has combined fan blade, nondestructive-testing, and shot-peening experience with other hub operations to offer the one-stop advantage to engine operators. Praxair uses the most advanced technology to provide top-quality repair services. Its repair facility has earned the reputation for high skill levels and strong capabilities, state-ofthe-art processes, competitive prices and fast, dependable delivery. These qualities together with the customer service group keeps customers constantly informed. Repairs are tailored to the condition of the blade. After a complete incoming inspection, blades may need blending, leading-edge or tip replacement using electron beam welding, shroud repair by TIG welding, airfoil-straightening, ceramic bead and shot-peening, replacement of the PWA-46 on the mid-spans, application of anti-gallant to the root, moment-weighing, and additional non-destructive testing as required including fluorescentpenetrant, eddy-current, ultrasonic, and x-ray inspections.
Six-Sigma business strategy In its search for ways to eliminate waste and increase efficiency, the company’s Six Sigma productivity and quality initiative is taking performance in production, quality and support systems to unprecedented levels. Since it adopted this methodology six years ago, Praxair has been able to deliver substantial benefits to customers as requirements have evolved. Realising that customer needs must be the major focus of the repair and overhaul industry, the company is dedicated to working as a supplier and partner, to bring to the marketplace competitive inspection, overhaul and repair services that ensure on-time delivery and technical excellence at an affordable price. Praxair has an experienced and fully-trained repair
ENGINE YEARBOOK 2005
development engineering staff to respond to customer technical requirements and demands for new repairs. Its ongoing customer partnerships enable it to continue to provide state-of-the-art repairs to reduce turn-times and cost.
Future plans for the automated eddy-current inspection system Praxair’s eddy-current hub inspection with complete repair capabilities is currently offered only for the JT8D but will be available for other engines upon issue of Pratt & Whitney’s airworthiness directive. The company is committed to providing the most advanced complete inspection and repair capabilities for every engine type. Praxair is FAA/JAA/CAAC approved with ISO 9001-2000 and AS 9100 certified to meet customer requirements. Praxair has achieved quality approvals and awards by the leading prime contractors and government agencies. They continually strive to maintain high quality through continuous improvement in personnel training and the procurement of up-todate procedures and equipment. ■
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ENGINE YEARBOOK 2005
Engine overhaul survey — worldwide Company
Address
Contact details
Types (commercial)
Checks
Test cells
1. Strother Field, Kansas; 2. Ontario, California; 3. Cincinnati, Ohio; 4. Dallas Forth Worth, Texas; 5. Petropolis, Brazil
Russ Shelton Marketing manager T 513 243 7898 F 513 243 8509 E-mail:
[email protected] www.geae.com
CFM56-2, -3, -5, -7 CF6-6, -50, -80 CJ610, CT7 CF34, CF700 JT8D V2500, GE90 RB211 PW4000 TFE731, TPE331 CFE738
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
17 test cells
Honeywell Aerospace (1)
Engine Services 1944 East Sky Harbor Circle MS 2101-2N Phoenix Arizona AZ 85034
Paul Vidano Site leader Aviation Aftermarket Services T 602 365 5855 F 602 365 2604 E-mail:
[email protected] www.honeywellphoenixro.com
ALF502 ALF507 ATF3 CFE738 TFE731 TPE331 HTF7000 Honeywell APUs
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
28 test cells
Honeywell Aerospace (2)
Engine Services 85 Beeco Road Greer South Carolina SC 29652-0887
Dean Roberts Site leader Aviation Aftermarket Services T 864 801 2214 F 864 801 2143 E-mail:
[email protected] www.honeywellgreer.com
ALF502 ALF507 LTS101 LTP101 T53 T55 AGT1500 V2500
MC, MO MC, MO HSI, MC, OH HSI, MC, OH HSI, MC, OH MC HSI, MC, MO, OH MC
2 test cells each for LTS101, LTP101, and T53 1 for AGT1500
Pratt & Whitney Engine Services (Cheshire Engine Center)
500 Knotter Drive MS 303-01 Cheshire CT 06410
Hendrik Deurloo General sales manager T 860 557 3142 F 860 565 3814 E-mail:
[email protected] www.pw.utc.com
JT9D all PW2000 all PW4000 all
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
8 test cells
Pratt & Whitney Engine Services (Columbus Engine Center)
8801 Macon Road PO Box 84009 Columbus GA 31908
Hendrik Deurloo General sales manager T 860 557 3142 F 860 565 3814 E-mail:
[email protected] www.pw.utc.com
V2500 all
HSI, MC, MO, OH
1 test cell
P&W Canada
St Hubert Service Center 1000 Marie-Victorin (05DK1) Longeuil Quebec J4G 1A1
George Nader General sales manager T 450 468 7730 F 450 468 7807 E-mail:
[email protected] www.pwc.ca
PT6A, B, C, T PW100 PW150A PW200 PW300 ST6 ST18
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC HSI, MC, MO, OH HSI, MC, MO, OH
Several test cells
Rolls-Royce North America
14850 Conference Center Drive Suite 100 Chantilly VA 20151
Mia Walton VP, corporate communications T 703 834 1700 F 703 709 6086 E-mail:
[email protected] www.rolls-royce.com
Spey Tay RB211-22B RB211-535E4 BR710 AE3007
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Rolls-Royce Canada
9500 CÙte de Liesse Road Lachine, PQ, Quebec H8T 1A2 Canada
Pierre Racine President T 514 828 1601 F 514 828 1672 E-mail:
[email protected] www.rolls-royce.com
Spey Tay RB211-22B RB211-535E4 BR710 AE3007
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
5 test cells (3 aero, 2 industrial)
Air Canada 1026 PO Box 9000 Dorval Quebec Canada H4Y 1C2
Chantale Boily CFM56-2, -5 Director, sales & account management CF34-3, -8. -10 T 514 422 7011 JT9D-7(A-J), -7R4 F 514 422 7706 PW4000 E-mail:
[email protected] www.aircanada.ca/acfamily/technical
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
2 test cells for all listed engines
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
CFM56-3 CF34 CF6-80 JT8D PW2037, PW2040 , PW4052, PW4056, PW4060, PW40660C, PW4062, PW4152, PW4158, PW4156A, PW4460, PW4462
THE AMERICAS OEMs GE Engine Services
Airlines Air Canada (Air Canada Technical Services)
Delta Air Lines (Delta TechOps)
92
Dept 460 Basil Papayoti PO Box 20706 Director, technical sales 1775 Aviation Boulevard T 866 676 3358 Atlanta Hartsfield International Airport F 404 714 3281 Atlanta E-mail:
[email protected] GA 30320-6001 www.delta.com/techops
CFM56 (-3, -7) CF34 (-3, -8) CF6 (-80A) JT8D (-217C, -219) PW2000 PW4000
ENGINE YEARBOOK 2005
You have infinite expectations when it comes to on-wing times. You think your aircraft ought to spend more time where they earn the money: up in the air? Then place your trust in the TEC™ program (Total Engine Care) from MTU Maintenance. We are the world’s largest independent company in the field of commercial engine maintenance, offering trailblazing test, repair and maintenance technologies, including globally exclusive patents. And even if, exceptionally, their engines have to be grounded, your aircraft don’t – thanks to spare engines from MTU engine pool services. So why not give free rein to your high-flying expectations and take advantage of the repair depth and short off-wing times MTU can provide?
An MTU Aero Engines Company
Hanover • Berlin-Brandenburg • Munich • Brazil • Canada • China • Malaysia
www.mtu.de
ENGINE YEARBOOK 2005
Engine overhaul survey — worldwide Company
Address
Contact details
Checks
Test cells
United Services
San Francisco Int'l Airport Building 15 - SFOUS San Francisco CA 94128
Loy Montes CFM56-3 Director, maintenance sales PW2000 T 650 634 4104 PW4000 (all) F 650 634 5926 E-mail:
[email protected] www.unitedsvcs.com
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
2 test cells (all listed engines)
PO Box 522236 5300 N W 36th Street Miami FL 33152
Jose Leon SVP sales, mktg & matls management T 305 526 7381 F 305 526 7388 E-mail:
[email protected] www.aerothrust.com
JT8D-7A, -7B JT8D-9A JT8D-15, -15A JT8D-17, -17A, -17AR JT8D-209 JT8D-217, -217A, -217C JT8D-219, CFM56
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
1 test cell
APECS Engine Center
13642 SW 142nd Avenue Miami FL 33186
Fred Laemmerhirt President T 305 255 2677 F 305 255 0277 E-mail:
[email protected] www.a-pecs.com
JT8D1-17AR JT8D-7A, -8A JT8D-9A JT8D-15, -15A JT8D-17, -17A, -17AR JT8D-200 series
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH Gearbox overhal
Test cells available On-wing repairs C7 blade blending Hushkit installations
Atech Turbine Components
1 St Mark Street Auburn MA 01501
Jay Kapur General manager T 508 721 7679 F 508 721 7968 E-mail:
[email protected] www.atechturbine.com
PT6 JT15D PW100 PW200 T53, TPE331
OH OH OH OH OH
N/A - component OH & repair only
Atlantic Turbines International
PO Box 150 Hangar 8 Slemon Park Summerside PE Canada C1N 4P6
Russell Starr Senior VP T 817 416 7926 F 817 421 2706 E-mail:
[email protected] www.atlanticturbines.com
PW100 PT6A JT15D
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Test cells available
Aviation Engine Service
8050 NW 90th St Miami FL 33166
Neil Bazain Senior VP T 305 477 7771 F 305 477 7779 E-mail:
[email protected] www.aviationengine.com
JT3D JT8D-1-17R JT8D-200
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
JT3D JT8D-1-17R JT8D-200
Bizjet International
3515 North Sheridan Tulsa OK 74115-2220
Jace Stone Director business development/mktg T 918 832 7733 F 918 832 8627 E-mail:
[email protected] www.bizjetinternaional.com
TFE731 JT15 CF34 CF610 CF700
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
1 test cell Airline support teams
Dallas Airmotive
900 Nolen Drive Suite 100 Grapevine TX 76051
Christopher Pratt Director of marketing T 214 956 2601 F 214 956 2825 E-mail:
[email protected] www.dallasairmotive.com
PW100 PT6A & T JT15D TFE731 RR model 250 Spey Tay Dart ALF500 series CFE738 CF34 CJ610/CF700 APS 500/1000 APU GTCP model 36 & 331 APU PW901 APU
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH MC, MO, OH HSI, MC, MO, OH MC, MO, OH MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC HSI, MC HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
9 test cells in Dallas,TX 3 in Millville, NJ 3 in Neosho, MO 1 in Charlotte, NC 1 in Bournemouth, UK 4 in Portsmouth, UK
ITR
Acceso IV No. 3 Zona Ind. Benito Juárez Querétaro, Qro. CP 76120 Mexico
Emilio Otero CEO E-mail:
[email protected] Manuel Maseda Commercial director E-mail:
[email protected] T (52) 442 296 3915/3900 F (52) 442 296 3909/3906 www.itrmexico.com.mx
JT8D-STD JT8D-200 TPE-331
HSI, ESV1/2, EHM, MO, MC, OH HSI, ESV1/2, EHM, MO, MC, OH HSI, CAM, MO, MC
2 test cells
Marsh Aviation
5060 East Falcon Drive Mesa AZ 85215-2590
Ed Allen President & general manager T 480 832 3770 F 480 985 2840 E-mail:
[email protected] www.marshaviation.com
TPE331 T76
HSI, OH HSI, OH
TPE331 T76
Independents AEROTHRUST
94
Types (commercial)
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
Engine overhaul survey — worldwide Company
Address
Contact details
Checks
Test cells
MTU Maintenance Canada
6020 Russ Baker Way Richmond BC V7B 1B4 Canada
Rainer Schwab CF6-50 President CF6-80 T 604 233 5755 CFM56-3 F 604 233 5701 E-mail:
[email protected] www.mtu.de
HSI, MC, MO, OH MC HSI, MC, MO, OH
1 test cell (up to CF6-80)
NewJet Engine Services
13945 SW 139 Court Miami FL 33186
Sami N. Joseph Director of sales T 305 256 0678 F 305 256 0878 E-mail:
[email protected] www.newjet.net
JT8D1-17AR JT8D-209 JT8D-217, -217A, -217C JT8D-219
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Test cells available
North American Turbines
4705 NW 132nd St Opa Locka FL 33054
Richard Walser President T 305 688 1211 F 305 688 1992 E-mail:
[email protected] www.natsusa.com
T56 Allison 501 series engine-mounted accessories
HSI, MC, MO, OH HSI, MC, MO, OH
Allison 501/T56
Pacific Gas Turbine Center
7007 Consolidated Way San Diego CA 92121
Graham Bell President T 858 877 2840 F 858 877 2898 E-mail:
[email protected] www.turbinecenter.com
JT8D-7-17A JT8D-200
complete overhaul quick turn repairs test & diagnostics field service & QEC engine management
100,000 sq ft facility 100,000lb thrust multi-engine test cell
Patriot Aviation Services
PO Box 21784 Fort Lauderdale FL 33335-1784
Adolfo Diaz T 954 462 6040 F 954 462 0702 E-mail:
[email protected] www.patriotaviation.com
JT3D series JT8D series JT8D-200 series JT9D series CF6 series CFM56 series
HSI HSI, MC HSI, MC HSI, MC HSI, MC HIS
Prime Turbines
630 Barnstable Road Barnstaple Municipal Airport Hyannis MA 02601
Jack Lee Customer service manager T 508 771 4744 F 508 790 0038 E-mail:
[email protected] www.prime-turbines.com
PT6 all
HSI, engine repair, fuel nozzles, bleed valves
Standard Aero
Winnipeg Int'l Airport 33 Allen Dyne Road Winnipeg MB Canada R3H 1A1
Ron Jonkman VP, marketing & bus. development T 204 788 5820 F 204 788 2227 E-mail:
[email protected] www.standardaero.com
RR model 250 T56, 501D/-K PT6A PW100 CF34-3/-8 AE2100, AE3007
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
RR model 250 T56, 501D/-K PT6A PW100 CF34-3/-8 AE2100, AE3007
Texas Aero Engine Services (JV, American Airlines and Rolls-Royce)
2180 Eagle Parkway Fort Worth TX 76161 USA
Criss Berry Manager, product support T 817 224 0770 F 817 224 0909 E-mail:
[email protected] www.taesl.com
Trent 800 RB211-535 Tay 650
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
1 test cell
TIMCO Engine Center
3791 Fligth St Oscada MI 48750
Ross Panos General manager T 989 739 2194 ext 8536 F 989 739 6318 E-mail:
[email protected] E-mail (2):
[email protected] www.timco.aero
JT8D series JT8D-200 series JT8D series JT8D-200 series CFM56-3/-5/-7
HSI, MC, MO, OH HSI, MC, MO, OH On wing On wing On wing
1 test cell for JT8D series JT8D-200 series JT3D series
United Turbine
8050 NW 79th Avenue Miami FL 33166
Gerry Montes VP T 305 885 3900 F 305 885 0472 E-mail:
[email protected] www.unitedturbine.com
PT6A & T
HSI, MC, MO, OH
Dynamometer test cell
VEM (Varig Engineering & Maintenance)
Estr das Canárias, 1862 Rio de Janeiro Brazil 21941-480
Walter Dominguez Director of sales T (55) 21 2468 2160 F (55) 21 2468 2300 E-mail:
[email protected] www.varigvem.com
PW118 PW118A PW125B T56 Allison 501-D13
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
2 test cells
Wood Group Turbopower
4820 NW 60th Ave Miami Lakes FL 33014
Rana Das VP, general manager T 305 423 2300 F 305 820 0404 E-mail:
[email protected] www.woodgroupturbopower.com
T56/501D PT6A PT6T ST6 APU
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
T56/501D PT6A prop cell PT6T dyno cell
ENGINE YEARBOOK 2005
Types (commercial)
95
ENGINE YEARBOOK 2005
Engine overhaul survey — worldwide Company
Address
Contact details
Types (commercial)
Checks
Test cells
1. Nartgarw-Cardiff, Wales, UK 2. Prestwick, Scotland, UK
James Whalen Marketing manager T 513 243 7898 F 513 243 7937 E-mail:
[email protected] www.ge.com/aircraftengines/
CFM56-2, -3 CFM56-5, -7 CF6-6, -50, -80 CJ610, CT7 CF34, CF700 JT3D, JT8D V2500, GE90 RB211, JT3D JT8D, JT9D PW4000, PT6 TFE731, TPE331
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
17 test cells
Honeywell Aerospace (Germany)
Frankfurter Str 41-65 D-65479 Rauheim Germany
Greg Albert All Honeywell APUs Site leader TPE331 T (49) 6142 405201 TFE731 F (49) 6142 405390 E-mail:
[email protected] www.honeywell.com
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
APUs TPE331 TFE731
Honeywell Aerospace (UK)
65 President Way Luton Airport Luton LU2 9NB UK
John Page Sales & marketing manager T (44) 1582 393 811 F (44) 1582 435 040 E-mail:
[email protected] www.honeywell.com
ALF 502 LF 507
IC03, MC, MO, OH IC03, MC, MO, OH
Honeywell test cells ALF 502 LF 507 APUs
Pratt & Whitney Canada Customer Service Centre Europe
Southampton Int'l Airport George Curl Way Southampton Hants SO18 2RU UK
Steve Dicks Commercial manager T (44) 2380 621200 F (44) 2380 621310 E-mail:
[email protected] www.pwc.ca
PT6A PT6T JT15D PW100 PW150 PW200 PW300 PW500
HSI, MC HSI, MC, MO, OH HSI, MC HSI, MC, MO, OH HSI, MC HSI, MC HSI, MC HSI, MC
Pratt & Whitney Engine Services (Norway Engine Center)
N-4055 Stavanger Airport Norway
Kjetil Galta Manager marketing & sales T (47) 51 64 20 11 F (47) 51 64 20 01 E-mail:
[email protected] www.pw.utc.com
CFM56-3, -7B, -5B
HSI, MC, MO, OH
Test cells for listed engines
Rolls-Royce Aero Repair and Overhaul
PO Box 31 Derby DE24 8BJ UK
David Hygate Director of marketing & business development T (44) 1332 248537 F (44) 1332 249569 E-mail:
[email protected] www.rolls-royce.com
V2500 Trent 500, 700, 800 Spey, Tay AE2100 AE3007 RB211-524 RB211-535 series
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Up to 120,000lb
SNECMA Services
Development & marketing SNECMA Services 2 Boulevard du General Martial Valin 75015 Paris France
Charles Nicol Vice president, business development T (33) 1 4060 8080 F (33) 1 4060 8455 E-mail:
[email protected] www.snecma.fr
CFM56-2 CFM56-3 CFM56-5 JT8D ATAR LARZAC R-R Tyne T56 Olympus CFM56-7
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
3 test cells at Villaroche (for CFM56, JT8D, ATAR) 2 test cells at Chatellerault (for LARZAC Tyne, T56)
Volvo Aero Engine Services
Kvarnbacksvagen 30 16126 Stockholm Sweden
Jan Tessmar Director, marketing & technical sales T (46) 8 799 2119 F (46) 8 799 2181 E-mail:
[email protected] www.volvo.com
JT8D all JT9D all PW4000 up to 94" Garrett APUs
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
JT8D JT9D PW4000 Garrett APU
BP7 Le Bourget Aeroport 93352 Le Bourget Cedex France
Yves Cosaque Powerplant services marketing & bus dev T (33) 1 49 348425 F (33) 1 49 348931 E-mail:
[email protected] www.airfrance.fr
CFM56-5A, -5B, -5C CFM56-3 CF6-50 CF6-80-C2 GE90
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC
CFM56 CF6 GE90
Leonardo da Vinci Airport 00050 Rome-Fiumicino Italy
Gionvanni Vivarelli CF6-50 C2/E2 Director of mktg & production planningCF6-80 C2 T (39) 6 6563 3030 CFM56-5B F (39) 6 6563 4262 GTCP-85 all E-mail:
[email protected] GTCP-660 www.alitalia.com TSCP-700 GTCP 131-9A GTCP 331-200
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
CF6 APU test
EUROPE OEMs GE Engine Services
Airlines Air France Industries
Alitalia Engineering & Maintenance Division
96
Test cell Test cell
ENGINE YEARBOOK 2005
For 75 years we have been maintaining engines. For 75 years we have been doing it better each day.
We have 75 years of experience behind us. We are responsible for the maintenance of one of the biggest international fleets comprising CFM56-5x and RB211 engines. Due to this and our know how, we are in a position to offer you highly competitive TATs and prices. We provide solutions. Do what logic dictates. Contact us.
IBERIA MAINTENANCE & ENGINEERING Development and Sales Division - Z.I. No. 2 (La Muñoza) Barajas Airport, 28042 Madrid, Spain Phone: + 34 91 587 4971 / Fax: + 34 91 587 4991 E-mail:
[email protected]
http://maintenance.iberia.com
ENGINE YEARBOOK 2005
Engine overhaul survey — worldwide Company
Address
Contact details
Types (commercial)
Checks
Test cells
Finnair
Finnair Technical Services Helsinki-Vantaa Airport MU/17 01053 Finnair Finland
Sari Kanerva T (358) 9 818 6125 F (358) 9 818 6786 E-mail:
[email protected] www.finnair.com
CFM56-5B CF6-50 CF6-80C2 JT8D standard JT8D-219 PW120, 124 PW2040 GTCP-85 APS3200
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH MC HSI, MC, MO, OH HSI, MC, MO, OH
Turbofan up to 100,000lb turboprop up to 2700HP
Iberia Maintenance
Madrid-Barajas Airport E-28042 Madrid Spain
Ignacio Díez Barturen Marketing & sales director T (34) 91 587 4971 / 85 F (34) 91 587 4991 E-mail:
[email protected] maintenance.iberia.com
CFM56-5A, -5B, -5C CF34 JT8D-217, -219 JT9D-7Q, -59A, -70A RB211-535E4
HSI, MC, MO, OH MC HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
3 test cells 1 up to 100,000lb 2 for JT8D
KLM Engineering & Maintenance
Dept SPL / TQ PO Box 7700 Schiphol Airport 1117 ZL Amsterdam Netherlands
Ohno Pietersma VP business development T (31) 20 649 1100 F (31) 20 648 8044 E-mail:
[email protected] www.td.klm.com
CF6-50, -80A, -80C2 all series CFM56-7
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Test cell up to 100,000lb
Lufthansa AERO
Rudolf-Diesel-Strasse 10 Alzey D-55232 Germany
Gerald Strack Chief executive, technical T (49) 6731 497113 F (49) 6731 497197 E-mail:
[email protected] www.lhaero.com
PW100 series CF34-3 series CF34-8 series APU PW901A
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Test stands for PW100, PW901A & CF34-3/-8 series
Lufthansa Airmotive Ireland
Naas Road Rathcoole Co. Dublin Ireland
Gerry Gilsenan Commercial manager T (353) 1 401 1111 F (353) 1 401 1300 E-mail:
[email protected] www.lufthansa-airmotive.com
JT9D-7A/F/J/Q -70A, 59A JT8D-7A thru -17A CFM56-2, -3, -7
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
JT9D JT8D CFM56
Lufthansa Technik
HAM TS Weg beim Jaeger 193 Hamburg D-22335 Germany
P. Hans Schmitz SVP marketing & sales T (49) 405070 5553 F (49) 405060 8860 E-mail:
[email protected] www.lufthansa-technik.com
JT3D JT8D JT9D PW4000 CF6-50 CF6-80C2 CFM56-2, -3, -5, -7 V2500 CF34 PW100 Trent 500 TFE731 JT15 CF610 CF700
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
6 test cells up to 100,000lb Airline Support Teams Total Engine Support APU's: APS2000/ APS3200/GTCP85/ PW901A engine parts & component repair engine lease APUs: HSPS APS2000/3200 PW901A
TAP Maintenance & Engineering
Engine maintenance Commercial department Lisbon Airport 1704-801 Lisbon Portugal
Pedro Pedroso Commercial manager T (351) 21 841 5430 F (351) 21 841 5867 E-mail:
[email protected] www.tapme.pt
CFM56-3 CFM56-5B CFM56-5C CFM56-7B CF6-80C2 RB211-524B4 JT3D-3B/-7 JT8D standard
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH MC HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
1 test cell Up to 100,000lb CFM56-3/-5B/-5C/-7B CF6-80C2 RB211-524B4 JT3D-3B/-7 JT8D standard
PO Box 186 Budapest H-1675 Hungary
Tibor Besenyi Managing director T (36) 1 296 7007 F (36) 1 296 6787 E-mail:
[email protected] www.aeroplex.com
GTC-85-129 (APU)
HSI
None
Avio - MRO Division Commercial Aeroengines Viale Impero 80038 Pomigliano d'Arco Napoli Italy
Umberto Catani JT8D - standard Vice president, MRO division JT8D-200 T (39) 081 316 3268 PW100 (121, 123, 124B, F (39) 081 316 3716 127, 127B, 127E, 127F) E-mail:
[email protected] www.aviogroup.com
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH CFM56-5B, -7B
No. 8 up to 100,000lb thrust
14 avenue Gay-Lussac ZA clef de st-Pierre F 78990 Elancourt France
Luc Bornand CEO T (33) 1 3068 37 01 F (33) 1 3068 3620 E-mail:
[email protected] www.crma.fr
MO and repair parts MO and repair parts MO and repair parts MO and repair parts
None
Independents Aeroplex of Central Europe
Avio (former FiatAvio)
CRMA
98
CF6-50, CF6-80C2, CFM56-3 / -5 / -7 GE90 LM2500, LM5000
HSI, MC, MO, OH
ENGINE YEARBOOK 2005
MRO
solutions
Effective maintenance scheduling is a critical part of efficient fleet management. But sometimes alternative solutions are needed, urgently. ANZES is that solution. Its two new, fully operational, heavy
For more information on ANZES’ B747, B767, B737 & A320 maintenance solutions visit www.anzes.co.nz or contact John Byers +64 9 256 3824,
[email protected]
MRO501
maintenance lines are open for business, now.
ENGINE YEARBOOK 2005
Engine overhaul survey — worldwide Company
Address
Contact details
Types (commercial)
Checks
CRMA
14 avenue Gay-Lussac ZA clef de st-Pierre F 78990 Elancourt France
Luc Bornand CEO T (33) 1 3068 3701 F (33) 1 3068 3620 E-mail:
[email protected] www.crma.fr
CF6-50, CF6-80C2, CFM56-3/ -5/ -7 GE90 LM2500, LM5000
MO and parts repair MO and parts repair MO and parts repair MO and parts repair
EADS SECA
Aeroport de Bourget BP132 93325 Le Bourget Cedex France
Yves Boyer CEO T (33) 149 34 54 44 F (33) 148 35 94 30 E-mail:
[email protected] www.seca.eads.net
PW100 series PT6 JT15D TFE731 series CF700
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Several
Euravia Engineering
Euravia House Colne Road Kelbrook Lancashire BB18 6SN UK
Steve Clarkson Head of customer support services T (44) 1282 844 480 F (44) 1282 844 274 E-mail:
[email protected] www.euravia.co.uk
PT6A ST6L GTCP 165 Artouste Mk 120-124 Rover Mk 10501
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
1 test cell for all listed engines
Hellenic Aerospace Industry S.A.
Tanagra PO Box 23 Schimatari GR-320 09 Greece
Nick Vassilopoulos Director business development T (30) 22620 52901 F (30) 22620 52170 E-mail:
[email protected] www.haicorp.com
T53, T56, J85, J69, J79 ATAR 09K50, R-1820 R2800, TF41 O/VO/TVO-435 VO-540, JO-360, JO-520 M53, F110, TF33
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH MO MO MO
2 test cells Up to 100,000lb & up to 30,000lb of thrust
Industria de Turbo Propulsores (ITP)
Ctra. Torrejón-Ajalvir, km. 3,5 28850 Torrejón de Ardoz Madrid Spain
Jorge Lluch Commercial director T (34) 91206 0100 F (34) 91206 0102 E-mail:
[email protected] www.itp.es
ATAR, F404, EJ200 CF700, TFE731 T53, T55, LM2500 M250, PT6T, MAKILA TPE331, PW100, CT7 BR715
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH MO
5 test cells 2 turbofan cells up 25.000lb 2 turboshaft cells up to 5,000shp 1 turboshaft cell up to 20,000shp
LTU Aircraft Maintenance (LTUAM)
Building 900 Hahn Airport D-55483 Germany
Thomas Tomkos Managing director T (49) 6543 507 507 F (49) 6543 507 508 E-mail:
[email protected] www.ltuam.de
CFM56-3 CFM56-5 CFM56-7 RB211 CF6-50/-80 PW4000 V2500
HSI, on wing repairs HSI, on wing repairs HSI, on wing repairs HSI, on wing repairs HSI, on wing repairs HSI, on wing repairs HSI, on wing repairs
None
MTU Maintenance Berlin-Brandenburg
Dr.-Ernst-Zimmermann-Strasse 2 D-14974 Ludwigsfelde Germany
Werner Kantsperger CF34-1, CF34-3 Vice president flight engines PT6A, PW200, PW300 T (49) 3378 824 0 JT15D F (49) 3378 824 382 E-mail:
[email protected] www.mtu.de
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
4 test cells
MTU Maintenance Hannover
Muenchner Str 31 Langenhagen D-30855 Germany
Leo Koppers SVP marketing & sales T (49) 511 78060 F (49) 511 7806200 E-mail:
[email protected] www.mtu.de
CF6-50, -80C2 V2500-A1, -A5 V2500-D5 PW2000 series CFM56-7
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
CF6 V2500 (including -D5) PW2000 CFM56 100,000lb
OGMA
2615-173 Alverca Portugal
Jorge Lima Basto Public Relations T (351) 21 957 9083 F (351) 21 957 4422 E-mail:
[email protected] www.ogma.pt
AE2100, AE3007 T56/501 series TFE731-3-1C TPE331-5, -10
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
30,000lb
Shannon MRO
Shannon Airport Co. Clare Ireland
William McGonagle T (353) 61 471533 F (353) 61 472865 E-mail:
[email protected] www.shannonmro.ie
JT3D JT8D CFM56 RR Tay
On wing repairs On wing repairs On wing repairs On wing repairs
Sigma Aerospace
12 Imperial Way Croydon Surrey CR9 4LE UK
Philip Self ALF502 Director sales & marketing LF507 T (44) 20 8688 7777 T56/501 D/K F (44) 20 8688 6603 Dart 6/7/8/10 E-mail:
[email protected] Conway www.sigmaaerospace.com
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
ALF502 LF507 T56/501 D/K Dart 6/7/8/10 Conway
SR Technics Switzerland
TV - Marketing and Sales Zurich Airport CH-8058 Switzerland
Philippe Erni EVP marketing & sales T (41) 43 812 7692 F (41) 43 812 9010 E-mail:
[email protected] www.srtechnics.com
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
2 test cells 30,000lb & 100,000lb
100
CFM56-5B/C, -7 JT8D-200 series PW4000 (94" & 100" fan)
Test cells
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
Engine overhaul survey — worldwide Company
Address
Contact details
Types (commercial)
Checks
Test cells
PO Box 563 Capital Int'l Airport Beijing China 100621
Mr Zhu Xiao/Mr Ergent Senior directors, marketing & sales T (86) 10 6456 1122 4100/4101 F (86) 10 6456 1823 E-mail:
[email protected] www.ameco.com.cn
CFM56-3 JT9D-7R4E/-7R4G2 PW4000-94 RB211-535E4 GTCP85-129
HSI, MC HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
100,000lb
ANZES (Air New Zealand Engineering Services)
Geoffrey Roberts Road PO Box 53098 Auckland International Airport 1730 Auckland New Zealand
John Byers CF6-80A/-80C2 Manager mktg, sales & customer support T (64) 9 256 3824 F404 modules F (64) 9 256 3786 JT8D all E-mail:
[email protected] RDa7 Darts www.airnz.co.nz
HSI, MC, MO, OH RB211-524 HSI, MO HSI, MC, MO, OH HSI, MC, MO, OH
70,000lb HSI, MC, MO, OH
Bedek Aviation
Engines Division Bedek Aviation Group Israel Aircraft Industries Ben-Gurion Airport 70100 Israel
Yoel Tsipper Director sales & customer service T (972) 3 935 7326 F (972) 3 935 8988 Mobile: (972) 58 34 03 44 E-mail:
[email protected] www.iai.co.il
CFM56-2/-3 JT3D-3B/-7 JT8D-7 to -17R JT8D-217/-219 JT9D-7A/-7F/-7J JT9D-59A/-70A/-7Q/-7R4 T53-13/-703 PT6A-27 to -42/-50/T
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
4 jet engines 3 turboshaft 1 turboprop
Ethiopian Airlines
PO Box 1755 Bole International Airport Addis Ababa Ethiopia
Dereje Bekele Div manager tech sales & marketing T (251) 1 615272 / 178130 F (251) 1 611738 / 611474 E-mail:
[email protected] www.ethiopianairlines.com
JT3D JT8D JT9D PW2000 PT6 PW120, PW121
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC HSI, MC HSI, MC, MO, OH HSI, MC, MO, OH
JT3D JT8D PW2000 PT6 PW100 JT9D & PW4000
GAMCO (Gulf Aircraft Maintenance Co.)
PO Box 46450 Abu Dhabi International Airport Abu Dhabi UAE
Kirubel Tegene Manager, commercial sales T (971) 2 5057 234 F (971) 2 5757 263 E-mail:
[email protected] www.gamco.ae
CFM56-5 series CF6-80A/-80C2 PT6 series GTCP 331-200/-250 (APU) ST6L (APU)
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
100,000lb
GE Engine Services Malaysia
MAS Complex A-AA1802 Sultan Abdul Aziz Shah Airport 47200 Subang, Selangor Malaysia
Peter Jerin President & managing director T (603) 7626 4501 F (603) 746 2021 E-mail:
[email protected] www.ae.ge.com
CFM56-3C1, 3B1/2 PW4056, 4168
HSI, MC, MO, OH HSI, MC, MO, OH
68,000lb (caters for each of engine types listed)
HAESL
70 Chun Choi Street Tseung Kwan O Industrial Est New Territories Hong Kong
John McFall Customer business manager T (852) 2260 3280 F (852) 2260 3277 E-mail:
[email protected] www.haesl.com
RB211-535E4 RB211-524G/H-T Trent 500/700/800
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
130,000lb
Honeywell (Singapore) Pte Ltd
161 Gul Circle Singapore 629619 Singapore
Jeremy Chan Vice president/general manager T (65) 68614533 F (65) 68612359 E-mail:
[email protected] www.honeywell.com
APUs (GTCP 331-500/-350/-250/-200, 131-9A/B/D, 85 series) TPE331
HSI, OH
HSI, OH
APUs (GTCP 331 -500/-350/-250/-200, 131-9A/B/D, 85 series) TPE331
ASIA, AFRICA & THE MIDDLE EAST AMECO
IHI
229, Tonogaya Mizuho-Machi Nishitama-Gun Tokyo 190-1297 Japan
Kazuo Sato Manager, sales group T (81) 425 68 7103 F (81) 425 68 7073 E-mail:
[email protected] www.ihi.co.jp
V2500 all series CFM56-3 CF34-3/-8 series
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
2 test cells capable of 115,000lb and 60,000lb respectively
Jordan Airmotive
QAIA PO Box 39180 Code 11104 Amman Jordan
Qassem Omari General manager T (962) 6 44 51181 F (962) 6 44 52620 E-mail:
[email protected] www.rja.com.jo
JT8D std JT3D-7/-3B RB211-524 series CF6-80C2 CFM56-5 series GTCP331, GTCP36 & ST6I-73 APUs
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH MC/3-9 spool AD Insp QEC build up Minor repairs & testing
100,000lb JT3D JT8D RB211-524 CF6-80C2 APUs
Lufthansa Technik Philippines
MacroAsia Special Economic Zone, Villamor Air Base Pasay City Metro Manila 1309 Philippines
Richard Haas VP marketing & sales T (63) 2 855 9310 F (63) 2 855 9309 E-mail:
[email protected] E-mail (2):
[email protected] www.ltp.com.ph
CF6-80C2 CF6-80E1 CFM56-3 CFM56-5B CFM56-5C
QEC build up, minor repairs QEC build up, minor repairs QEC build up, minor repairs QEC build up, minor repairs QEC build up, minor repairs
MTU Maintenance Zhuhai
1 Tianke Road Free Trade Zone, Zhuhai Guangdong China PO Box 519030
Su Hongzhen Director, sales & marketing T (86) 756 8687806-601 F (86) 756 8687920 E-mail:
[email protected] www.mtuzhuhai.com
V2500 CFM56
HSI, MC, MO, OH HSI, MC, MO, OH
ENGINE YEARBOOK 2005
1 testcell, thrust 150,000 lb
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ENGINE YEARBOOK 2005
Engine overhaul survey — worldwide Company
Address
Contact details
Types (commercial)
Checks
Test cells
Nusantara Turbin dan Propulsi (UMC-Aero Engine Services)
Jl Pajajaran 154, KP-IV Bandung 40174 Indonesia
Agus Supraptomo Vice president & general manager T (62) 22 6045657 F (62) 22 6037747 E-mail:
[email protected] www.umcntp.co.id
JT8D-9A thru -17A Tay 650-15 RDa7 Darts TPE 331 series Model 250 series CT7 series PT6A series T56 series
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
2 X 6,000shp 1 X 100,000lb
Pratt & Whitney Canada (SEA)
10 Loyang Crescent Loyang Industrial Estate Singapore 509010
Ron Norris Manager marketing/sales T (65) 6545 3212 F (65) 6542 3615 E-mail:
[email protected] www.pwc.ca
PW901A (APU) APS3200 (APU) PW100 - all models PT6A/B/T PW150A PW200
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO HSI, MC, MO HSI, MC, MO
Test cells for listed engines
Pratt & Whitney Canada (A'Asia)
30 Industrial Court Eagle farm Brisbane 4009 Queensland Australia
Steve Bell General Manager T (61) 7 3268 0000 F (61) 7 3268 0029 E-mail:
[email protected] www.pwc.ca
JT15D - all models PT6A - all except -20/-50/-68 PW100 - all models PT6A & PT6T
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO HSI, MC, MO
Test cells for listed engines
Pratt & Whitney Canada Customer Service Center (Africa)
Patrex House, Lanseria Airport PO Box 524 Lanseria 1748 South Africa
Fiona Abader-Williamson PT6A & PT6T Operations & finance manager JT15D - all models T (27) 11 701 3035 F (27) 11 701 3549 E-mail:
[email protected] www.pwc.ca
HSI, MC, MO HSI, MC, MO
Test cells for PT6 engines
Pratt & Whitney Engine Services (Christchurch Engine Center)
PO Box 14005 643 Memorial Avenue Christchurch International Airport Christchurch 8005 New Zealand
Robert Strough General sales manager T 860 565 4649 F 860 755 2642 E-mail:
[email protected] www.pw.utc.com
JT8D all RDa7 Darts from Mk529-8X to the Mk552 V2500 all
HSI, MC, MO, OH
Test cells for all listed engines
HSI, MC, MO, OH HSI, MC, MO, OH
Pratt & Whitney Engine Services (Eagle Services Asia)
Eagle Services ASIA Pte Ltd 51 Calshot Road Singapore 509927
Robert Strough General sales manager T 860 565 4649 F 860 755 2642 E-mail:
[email protected] www.pw.utc.com
JT9D all PW4000 all CFM56-5C
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
Qantas Airways
Quantas Airways Qantas Jet Base, Building MB3 Qantas Drive, Mascot 2020 NSW Australia
Adrian Rumiz CFM56-3B2/-3C1 Bus. dev. manager, engine maintenance CF6-80C2 T (61) 2 9691 9196 RB211-524 D4, G2 F (61) 2 9691 9155 RB211-524 H36, G/T, H/T E-mail:
[email protected] APUs: 85, 331, 660, 901 www.qantas.com
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
SAA Technical
Private Bag 13 Room 212, 2nd Floor Hangar 8 Jones Road, Gauteng Johannesburg Int'l Airport 1627 South Africa
Avi Bhatt Executive manager marketing & customer support T (27) 11 978 3160 F (27) 11 978 6197 E-mail:
[email protected] www.flysaa.com
JT9D-7R4G2/-7Q/-7F/-7J JT8D-9/-9A/-15/-15A JT8D-17/-17A RB211-524G/H
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH MC
Test cell for JT9D, CF6-50C2/E, JT8D, RB211-524G/H
ST Aerospace Engines
501 Airport Road Paya Labar Singapore 539931
Choo Han Khoon VP & general manager T (65) 380 6600 F (65) 282 3010 Email :
[email protected] www.st.com.sg
JT8D all CFM56-3 F100-220/-229 J85-21 F404-100D T56/501 series T53-L-13 & T5313B Makila 1A/1A1 Arriel 1D1 T55
HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH HSI, MC, MO, OH
4 test cells
Thai Airways
Tech marketing & sales dept Technical department 222 M.10 Vibhavadi Ransit Rd Donmaung, Bangkok 10210 Thailand
Yuthana La-Ongthong Director, tech marketing & sales dept T (662) 563 9565 F (662) 504 3392 E-mail:
[email protected] www.thaiairways.com
CF6-50/-80C2 PW4158 Trent 800 series
MC, MO, OH MC MC
CF6-50/-80 PW4158 Trent 800 series
Turbomeca Africa
PO Box 7005 Bonearo Park 1622 South Africa
Leo van Oudheusden Customer account manager T (27) 11 927 3264 F (27) 11 927 4152 E-mail:
[email protected] www.turbomeca.co.za
Allison 501 Artouste Turmo Makila Arriel Arrius
HSI, MC, MO, OH OH for Africa only OH for Africa only OH for Africa only MC for Africa only MC for Africa only
Allison 501 Artouste Turmo Makila Arrius (test cell 2K2 only)
Test cells for all listed engines
Abbreviations HSI hot section inspection MC module change MO module overhaul OH full engine overhaul Any companies not listed, who wish to be included in future directories, are asked to e-mail us at:
[email protected]
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ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
Non-overhaul specialist engine repair companies Company name
Address
Contact
Component capabilites Engine type
Specialist skills
ACRO Aerospace
4551 Agar Drive Richmond British Columbia Canada V7B 1A4
Charles McIvor President T 602 276 7600 F 604 276 7675 E-mail:
[email protected]
All drive train dynamic components, hydraulic servos, landing gear, hoists & cargo hooks, electrical components & accessories
Arc, gas & resistance welding, plasma spray, vacuum furnace braze, precision machining, NDT, liquid penetramt, MPI, eddy current & ultrasonic inspections
Advanced Technology Co
2858 E Walnut St Pasadena CA 91107 USA
Ariel L. Go Program manager, turbine repair T 626 449 2696 F 626 793 9442 E-mail:
[email protected]
JT8D, 4 1/2-6 oil tubes, all carbon JT8D-100, -200 seals JTFD12 JTFD12, flange replacements, duct MD80 & shrouds PT6, gear, spline replacement GTCP85, inlet, duffusers, bridge housings MD80, fire barriers
EBW, laser welding & cutting, machining, CNC & conventional, TIG welding, turbine engine parts repair
Aerospace Welding
890 Michele-Bohec Blainville Quebec Canada J7C 5E2
Fabian DiGenova VP technical T 450 435 9210 F 450 435 7851 E-mail:
[email protected]
Exhaust systems, jet pipes, heat JT3D, JT8D, JT9D, JT15D, PT6A, shields, ducting PW100, RB211, Dart, Avon, APUs, (bleed pipes, de-icing), tubing, Garrett, Sunstrand nose cowls (CL 600), tracks, rings, landing gear, fuel tanks, engine mounts, thrust reverser (CL 600)
FPI, MPI, CMM, X-ray, ultrasound, eddy current, fusion welding, EBW, VX4 chamber size 68 X 68 X 84, four robotic thermo spray cells, one robotic HVOF cell, full metalurgical lab, conventional milling & turning equipment, computerised spot & seam welding, furnace brazing
Aircraft Ducting Repair Inc.
101 Hunters Circle Forney TX 75126 USA
Steve Alford President T 972 552 9000 F 972 552 4504 E-mail:
[email protected]
Engine exhaust tailpipes, pneumatic ducts, tubes & manifolds, APU exhaust ducts
JT3D, JT8D, JT8D-200, CF6-50, CF6-80C2, CFM-56-3/-3B/-3C, PW4000, V2500
TIG welding, NDT, CNC machining
Airfoil Technologies International, LLC
5966 Heisley Road 3rd Floor Mentor OH 44060-1870 USA
Rick Glass VP sales & marketing T 440 358 7700 F 440 358 7701 E-mail:
[email protected]
Fan blades, compressor blades, cases, shafts, knife-edge seals
JT3D,JT8D,JT9D,CF34,CF6,CFM56, EBW, LPPS, TIG welding, chord PW2000, PW4000, PT6, TFE731, restoration, superpolishing, TPE331, RB211, Spey, Tay, V2500, RD305 blade recontouring ALF502/507, A501, T52, T53, T55
AMETEK Aerospace (Seattle Support Centre)
4333 Harbour Pointe Blvd,SW Mukilteo WA 98275 USA
Chris Van Wyhe Director, ROW and service sales T 425 438 4631 F 425 315 8375 E-mail:
[email protected]
Fuel flowmeters, tach generators, CFM56-5/-7, CF6-80A/C/E, JT8D, oil level sensors, JT9D, PW4000, PW6000 engine indicators, switches, temperature sensors, EGT speed sensors
Dale Gobeille Business development manager T 978 988 4731 F 978 988 4408 E-mail:
[email protected]
Thermocouples, wiring harnesses, CFM56-5/-7, CF6-50, CF6-80A/C/E, Welding, brazing, intricate fuel flowmeters, JT8D, PW4000, PW6000 assembly speed sensors, pyrometers, oil level sensors
NORTH AMERICA
AMETEK Aerospace (Wilmington 50 Fordham Road Wilmington Support Support Centre) Centre MA 01887 USA
PT6T series, Turbomeca Arriel, T58,CT58, T64, T700, A250
Ansun Capital Group (EB Airfoils, Electron Development, Aerostar Technologies)
3591 SW Deggeller Court Palm City FL 34990 USA
Ed Bajuelo VP business development T 772 219 4600 F 772 219 0600 E-mail:
[email protected]
Fan blades, compressor blades, accessory component repairs
APECS Engine Center
13642 SW 142nd Avenue Miami FL 33186 USA
Fred Laemmerhirt President T 305 255-2677 F 305 255-0277 E-mail:
[email protected]
Certified insitu. blade blending JT8D (on-wing), line maintenance support, testing, troubleshooting, vibration analysis, breather checks, digital video borescope inspections, field service repair team, gearbox & fan specialists, repair, modification, overhaul and sales of JT8D parts, piece parts and components
Insitu. blade blending, digital video borescope inspections, field service repair
ATI-CA (Formerly Airfoil Management Co)
18502 Laurel Park Road Compton CA 90220 USA
Javier Capetillo Customer service manager T 310 604 0018 F 310 635 3569 E-mail:
[email protected] www.airfoiltech.com
Compressor blades & vanes
RD305 computerized inspection & recontouring process for compressor airfoils
ENGINE YEARBOOK 2005
JT3D, JT8D, JT8D-200, PW2000
Intricate assembly, state-of-theart fuel flow calibration
ALF502/507, TFE731, CF6, JT3D, JT8D, JT9D, PW2000, PW4000, PT6, PW100, JT15D, CFM56
HVOF
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ENGINE YEARBOOK 2005
Non-overhaul specialist engine repair companies Company name
Address
Contact
Component capabilites Engine type
Specialist skills
ATI-Ohio
7600 Tyler Boulevard Mentor OH 44060 USA
Dan Obracay Sales manager T 440 951 1133 F 440 951 6791 E-mail:
[email protected]
Fan blades, booster vanes, discs
TFE731, CF6, CF34, JT3D, JT8D, JT9D, PW2000, PW4000, RB211, CFM56
Fan blade straightening, EBW
Britt Metal Processing
15800 NW 49th Avenue Miami FL 33014 USA
Marcelo Grinberg VP marketing T 305 621 5200 F 305 625 9487 E-mail:
[email protected]
Balancing, vacuum brazing
GTCP85, GTCP331, GTCP660, TSCP700, ST6L
NDT
Cadorath Aerospace
2115 Logan Avenue Winnipeg MB R2R OJ1 Canada
Dave Haines General manager T 204 633 2707 F 204 632 7663 E-mail:
[email protected]
Repair, modification, overhaul & distribution of aeronautical products
RR250, 501, Bell 204, 205, 206, 212, Sikorsky 561, PW100, PT6, GECT58
Chromalloy Gas Turbine Corp (large engines group)
4430 Director Drive San Antonio TX 78219 USA
Neil Henderson VP sales & marketing T 850 664 9521 F 850 664 2965 E-mail:
[email protected]
Fan blades, compressor blades, stator vanes, combustors, NGVs, turbine blades, cases, fuel spray nozzles, ducks, disks, seals
GE, P&W, Rolls-Royce, IAE, AlliedSignal
Chromalloy (small engines group)
30 Dart Road Newnan GA 30269 USA
Rob Church General manager, sales & marketing T 770 254 6259 F 770 254 6269 E-mail:
[email protected]
Compressor blades, stator vanes, GTCP85, GTCP331, GTCP36 combustors, NGVs, turbine blades, 100/150, GTCP600, TSCP700, cases TPE331, TPE731, A250, LTS101, PT6A/T, PW100, ALF502, ALF507, T53
Component Repair Technologies
8507 Tyler Blvd Mentor Ohio 44060 USA
Rich Mears Sales manager T 440 255 1793 F 440 225 4162 E-mail:
[email protected]
Cases, shafts, bearing housings, frames
JT8D, JT8D-200, CFM56, Chemical stripping, plating, CF6-6, -50, -80A, -80C2, CT7, CF34, HVOF, EBW, CNC machining, PW2000, PW4000, V2500 vacuum furnace, NDT, X-ray, eddy current
Dynatech Turbine Services (a Dynatech International company)
3614 Highpoint Drive San Antonio TX 78217-2892 USA
Ofer Klein Director of sales marketing & support services T 210 599 0060 F 210 599 2358 E-mail:
[email protected]
Compressor blades, stator vanes, NGVs, turbine blades, cases, fuel spray nozzles, seals, sleeves, spacers, deflectors
JT8D, JT3D, A501, A250, TSCP700, Chemical stripping, plating, TPE331, TFE731, JT12, JT9 pack & vapour aluminising, CVD, EDM, internal cleaning, heat treatment
EBTEC
120 Shoemaker Lane Agawam MA 01001 USA
Cliff Janssen Manager, overhaul & repair F 001 413 789 2851 E-mail:
[email protected]
Knife edge seals, housings, blades, vanes, cases
JT3D, JT4D, JT8D, JT9D, PW2000, PW4000
EBW, laser welding & machining
ETI
8131 E 46th Street Tulsa OK 74145
Dale Todd President/general manager T 918 627 8484 F 918 627 8446 E-mail
[email protected]
VSV bushings, lever arms, antivortex tubes, gangnut channels, bearing housings, shoulder studs, air seals, guide plates, comb. retaining blots, air inlet screens
JT8D, JT9D, PW2000, PW4000, PT6, CFM56, CF34, CF6, V2500
Wet and dry abrasive cleaning, grinding, heat treating, machining, surface treatment, TIG, welding, brazing, vacuum brazing, SWET NDT,FPI, dimensional inspection
GKN Chem-tronics
Box 1604 1150 W Bradley Avenue El Cajon CA 92022 USA
Steve Pearl VP aviation services T 619 258 5220 F 619 448 6992 E-mail:
[email protected]
Fan blades, compressor blades, combustors, cases
JT8D, JT9D, PW2037, PW4000, RB211-22B, -524, -535, Trent, AE3007, CFM56-2, -3, -5A, -5B, -5C, -7, CF6-50, -80A, -80C, CF34, ALF502, 507, TFE731, V2500
Chemical stripping, EBW, HVOF/plasma, waterjet technology, high speed optical inspection, precision airfoil recontouring, automated airfoil machining & finishing
Honeywell Aerospace (Engine accessories)
1944 E. Sky Harbor Circle Phoenix AZ 85034 USA
Paul David Director, Americas sales T 602 365 4766 F 604 365 2640 E-mail:
[email protected]
Engine generators/IDG/CSD Fuel/oil coolers and heaters Fuel control units and components All engine related accessories
All Honeywell engines, JT8, JT9, CFM56 All Honeywell engines, JT8, JT9, JT10, JT11, PW100, PW4000, PT6, RB211, Spey, Tay, CFM56, CF34 All Honeywell engines and APUs, PT6, JT15D, P108, RR250, CF6, CFM56, PW100, T64, T76, CT7 All Honeywell engines and APUs
Honeywell Aerospace - Phoenix Engine Services (Engine piece part advanced repair)
1944 E. Sky Harbor Circle MS 2101-2N Phoenix AZ 85034 USA
Mark Kaiser Sales manager T 602 365 5483 F 602 365 2533 E-mail:
[email protected]
Complete cold section part restor. including gearboxes, cases, knife edge seals,impellers, blisks, fan blades, compressor blades
V2500, CF34, PW100, PT6, JT15D, EBW, CNC, TIG, FPI, MPI, CMM, T56, 501K, TFE731, TPE331, HVOF, NDT, EBM, LPPS, All small 36 series APU , large EDM, waterjet 36 series APU, 331-200/250, 331-350, 331-500, 131-9
104
Chemical stripping, plating, EBW, SWET welding, pack & vapour aluminising, CVD, EBPVD, LPPS, HVOF, EDM, waterjet drilling, vacuum furnace brazing Chemical stripping, plating, EBM, laser welding, SWET welding, pack & vapour aluminising, CVD, EBPVD, LPPS, HVOF, EDM, waterjet drilling, CNC machining
ENGINE YEARBOOK 2005
AIRFOIL TECHNOLOGIES INTERNATIONAL Airfoil Technologies International LLC - HQ Office 5966 Heisley Road, 3rd Floor, Mentor, OH 44060-1870 U.S.A. Phone: (1) 440-358-7700 Fax: (1) 440-358-7701 Website: www.airfoiltech.com
UNITED KINGDOM AIRFOIL TECHNOLOGIES INTERNATIONAL
Airfoil Technologies International - UK, Ltd. Ripley, Derbyshire England DE5 3NW Phone: (44) 1773-748926 Fax: (44) 1773-570706 FAA RS#: SVPY683K
OHIO AIRFOIL TECHNOLOGIES INTERNATIONAL
Airfoil Technologies International - Ohio, Inc. 7600 Tyler Boulevard Mentor, OH 44060 U.S.A. Phone: (1) 440-951-1133 Fax: (1) 440-951-6791 FAA RS#: 015R094N
CALIFORNIA AIRFOIL TECHNOLOGIES INTERNATIONAL
Airfoil Technologies International - California, Inc. 18502 Laurel Park Road Compton, CA 90220 U.S.A. Phone: (1) 310-604-0018 Fax: (1) 310-635-3569 FAA RS#: HC3R548L
SINGAPORE AIRFOIL TECHNOLOGIES INTERNATIONAL
Airfoil Technologies International - Singapore Pte. Ltd. 62 Loyang Way Singapore 508770 Phone: (65) 6543-7818 Fax: (65) 6543-7886 FAA RS#: F94Y94IP
ENGINE YEARBOOK 2005
Non-overhaul specialist engine repair companies Company name
Address
Contact
Component capabilites Engine type
Specialist skills
Honeywell Aerospace - Greer Engine Services (Engine piece part advanced repair)
85 Beeco Road Greer SC 29652 USA
Doug Puza Sales manager T 864 801 2194
Complete hot section part restoration , fan blades, compressor blades, stator vanes, combustors, NGVs, turbine blades, cases, seals
V2500, CF34, PW100, PT6, JT15D, T56, 501K, TFE731, TPE331, all small 36 series APUs, large 36 series APUs, 331-200/250, 331350, 331-500, 131-9, T53, T54, AGT 1500
EBW, CNC, TIG, FPI, MPI, CMM, HVOF, NDT, EBM, LPPS, EDM, waterjet, EBPVD, laser welding, fluoride ion cleaning, "jet fix" crack restoration, platinum aluminide coatings, full brazing and heat treat
Key Enterprises
52838 West 61st Street South Oilton OK 74052 USA
Christopher Key VP T 918 862 3288 F 918 862 3665 E-mail:
[email protected]
Cases, ducts, combustion chambers, fuel nozzles
JT8D, JT8D-200, JT9D, CF6, CFM56, RB211
Heat treating, TIG welding, CNC machining, plasma spray, painting, X-ray, FPI, edy current
Liburdi Turbine Services
400 Highway #6 North Dundas Ontario L9H 7K4 Canada
Joe Liburdi President T 905 689 0734 F 905 689 0739 E-mail:
[email protected]
Turbine blades, buckets, NGVs, vane stators, fuel nozzles
Industrial Avon, Marine Spey, Industrial RB211, ALF502, A501K, LM2500, LM1600 Authorised Rolls-Royce repair vendor
Chemical stripping, CVD & PVD coatings, MVOF & air plasme, heat treat, GDAW, PAW & laser welding, EDM, NDT, X-ray
National Coating Technologies
1975 Logan Avenue Winnipeg Manitoba R2R OH8 Canada
John Read President T 204 632 5585 F 204 694 3282 E-mail:
[email protected]
Combustors, cases, nozzle flaps, nozzle segments, exhaust frames
Various
LPPS, HVOF
The Nordam Group Repair Division
510 South Lansing Tulsa OK 74120 USA
Joe Greenwood General manager sales, marketing & customer service T 918 234 6800 F 918 234 6796 E-mail:
[email protected]
Exhaust nozzles, sleeves, plugs, centrebodies, fairings, ducts, thrust reversers
CF6-50, CF6-80, CFM56, JT8D, JT9D, PW2000, PW4000, V2500, RB211
Vacuum brazing & bonding
Parker Aerospace
14300 Alton Parkway M/S 301 Irvine CA 91618 USA
Ed Arnold Group VP marketing T 949 852 3203 F 949 851 3277 E-mail:
[email protected]
Fuel spray nozzles, IGV actuators, Most commercial & military thrust reverser actuators, engines variable exhaust vane actuators, air valves, fuel distribution valves
Marsha Farmer Marketing services manager T 816 556 4600 F 816 556 4615 E-mail:
[email protected]
Commercial fan blades, carbon seals, military fan blades, compressor blades, variable guide vanes, rotor assemblies, bevel gears, seal seats, housings
JT8D, JT9D, CF6, CFM56, PW2000, Inspection, machining, grinding, PW4000, F117, V2500, JT15D, finishing, lapping, CNC milling, F100, GG4, TF39 welding, vacuum & atmospheric heat treatment, automated glass & ceramic shot peening, plasma & D-gun coating, full NDT, EBW, airfoil straightening & blending, electrolytic, chemical & mechanical stripping, grit blasting, vibratory finishing
Chemical stripping, plating, EBW, CVD, EDM
(other facilities at MainzKastel, Germany, and Guaymas, Mexico) Praxair Surface Technologies
1234 Atlantic Street North Kansas City MO 64116-4142 USA (other facilities at Hillsboro, OH; Miami, FL; and Tulsa, OK)
RBC Aerospace Bearings
3131 W Segerstrom Ave Santa Ana CA 92704-5862 USA
Chris Sommers Business manager T 714 546 3131 F 714 545 9885 E-mail:
[email protected]
New manufacture & repair of ball/roller bearings, spherical plain bearings, journal & rodends bearings, all up to 27" diameter, speciality alloys, stainless steels, M50, M50nil, stellites, iconel, titanium
CFM45, CF34, CT7, CF6, A250, TPE331, RB211, V2500, Trent, PW100, PT6, JT8, JT9, PW200, PW4000
Sermatech Power Solutions
1555 Limerick Road Limerick PA 19468 USA
Shane Reph VP sales & marketing T 610 948 5100 F 610 948 1729 E-mail:
[email protected]
Fan blades, compressor blades, stator vanes, NGVs, turbine blades, cases
GE, P&W, Honeywell, Rolls-Royce, Metallic-ceramic coatings, Allison chemical stripping, pack aluminising, HVOF, EDM
Sifco
4910 Savarese Circle Tampa FL 33634-2493 USA
Sean Kelly VP marketing T (353) 214 521 200 F (353) 214 521 210 E-mail:
[email protected]
Hot section airfoil specialist, turbine blades, vanes/nozzles, honeycomb
CFM56, PW4000, JT8D, RB211, Tay, CF6, PT6, PW100, GE90, Trent
Thermal barrier coating, repair development, research & development, turbine inventory management
SKF AERO Bearing Service Center
7260 Investment Drive North Charleston SC 29418 USA
Vince DiSciullo Repair station manager T 843 207 3377 F 843 207 3399 E-mail:
[email protected]
Main shaft, accessory & gearbox bearings
P&W, JT8D, JT9D, PW2000, PW4000, V2500, CFM-56, CF6 family
OEM and DER approved repairs, overhaul & modification Levels 1, 2 & special
106
Bearing inspection, repair & refurbishment through level 4
ENGINE YEARBOOK 2005
ENGINE YEARBOOK 2005
Non-overhaul specialist engine repair companies Company name
Address
Contact
Component capabilites Engine type
Specialist skills
Turbine Controls
5 Old Windsor Road Bloomfield CT 06002 USA
David Tetreault VP sales T 860 242 0448 F 860 726 1981 E-mail :
[email protected]
Overhaul & repair of gas turbine engine components & accessories
JT8D, JT9D, PW2000, PW4000, CF6, CT-7, CFM56, V2500
Precision machining, precision grinding, advanced coating systems
TMT Research Development
105 Timbers Blvd Smith River CA 95567 USA
Eric Bienvenu VP marketing & sales T 707 487 0307 F 708 487 2025 E-mail:
[email protected]
Stator vanes, NGVs, fuel spray nozzles, pump housings, linkage housings, actuators
PW100, PT6, PW4000, JT8D, JT9D, Chemical stripping, plating, JT15, CFM, CF6, CF34, RB211, pack & vapour aluminising, APUs HVOF, epoxy repairs of oil & fuel pumps
White Engineering Surfaces
Newtonwn Industrial Commons One Pheasant Run PO Box 880 PA 18940 USA
Jaan Mannik VP sales T 800 220 2097 F 215 968 2860 E-mail:
[email protected]
Blades, vanes, combustors, seals, augmentors, clamps, hot section components, after burner components, small stampings, tuned parts, castings
F-100, J-79, J-85,T-700, F-101, JT-8, JT-3, TF-56, JTF-22, F-104, JT-9, JTF-10,F-110,PWA 2000,PWA 4000, CF-6, CFM-56,TF-34,T-55,T-52,T-53
Robotic controlled plasma spray, HVOF, machining, plating & stripping, blasting, peening, cleaning, diamond grinding, super polishing, lapping
Windsor Airmotive, Connecticut & Ohio
7 Connecticut South Drive East Granby CT 06026 USA
William Gonet VP sales T 860 653 5531 x205 F 860 653 0397 E-mail:
[email protected]
Casings, frames, seals, spacers, disks, drums (at Connecticut) Honeycomb seal segments/seal rings (at Ohio)
JT8D, JT9D, PW2000, PW4000 RB211, Trent 700, Trent 800 CFM56, CF6
EBW & automatic TIG welding, high pressure water blast stripping, CNC milling, turning, grinding, plasma & wire arc coating, heat treat & thermal processing, vacuum brazing, Xray, FPI, eddy current & ultrasonic testing, EDM
Wood Group Accessories and Components Inc
66 Prospect Hill Road East Windsor CT 06088 USA
Jon Angus President T (860) 292 3115 F (860) 292 3118 E-mail:
[email protected]
Fuel nozzles, afterburners, MEC's, FCU's, pumps, fuel, air & oil accessories, cases, honeycomb seals, discs, shafts, blades and vanes
JT8D, JT9D, PW2000, PW4000, V2500, CFM56, CF6-50, CF6-80 RB211, AE3007, Tay, ALF502/507, PT6A, PW100, TPE331, TPE731, JT15D, F100, T53, T55, GTCP331
Laser welding, EBW, EDM, vacuum brazing,plasma,water jet, chemical strip, LPPS, heat treatment, machining, X-Ray, NDT, CNC accessory repair & overhaul, fuel nozzle repair & overhaul, testing, parts repair, asset management, EBW, laser welding, TIG welding, EDM, plasma coating, vacuum brazing, heat treating
Wood Group Component Repair
34 Capital Drive PO Box 1886 Wallingford CT 06492 USA
Bert Voisine T 203 949 8144 F 203 949 8147 E-mail:
[email protected]
Turbine blades, turbine NGVs, free turbine & power turbine blades, free turbine & power turbine vanes
GG3, GG4A, GG4C, GG8, JT3D, JT8D, JT12A, JTFD, FT4A, FT4C, PT8, Avon, LM2500, PT1600, PT5000
Welding, machining, NDT, turbine vane hot straightening, electro discharge machining, coating application
Woodward Aircraft Engine Systems
One Woodward Way PO Box 405 Rockton Ill 61072-0405 USA
Tony Dzik Business development manager T 815 624 1363 F 815 624 1929 E-mail:
[email protected]
Large gas fuel controls, small turbine fuel controls
GE90, CF6, CFM56, F110, RB211, V2500, CF34, BR700, TPE331, PT6, PW206/207, CT7/T700, GE Overspeed, FJ44 FCU
Heat treating, brazing, welding, surface coating, advanced machining
Woodward FST
700 North Continental Zeeland MI 49464 USA
Eric Blickley Marketing manager T 616 748 7775 F 616 748 7704 E-mail:
[email protected]
Fuel spray nozzles
JT8, JT9, V2500, CF34, CFM56, PW2000, PW4000
EBW, laser welding, TIG welding, EDM, plasma coating, vacuum brazing, heat treating
ATI-UK (formerly Sermatech Repair Services)
High Holborn Road Codnor Ripley Derbyshire DE5 3NW UK
Melvyn Wilkie Managing director T (44) 1773 748 926 F (44) 1773 570 706 E-mail:
[email protected]
Fan blades, compressor blades, stator vanes, knife edge seals, fan disks
CF6, JT3D, JT8D, JT9D, CFM56-3, ALF502/507, V2500, Tay 650, RB211, BR710, BR715, CF34
Chemical stripping, EBW, RD305 aerofoil recontouring, TIG welding, CMM inspection/ machining, robotic welding, controlled peening, vacuum heat-treated NDT inspection (X-ray, FPI, ultrasonic, eddy current, c-scan), inventory management
Chromalloy France
BP 7120 Ave Des Gros Chevaux Z I du Vert Galant F-94054 France
Jean Claude Morrison President T (33) 1 344 03636 F (33) 1 342 19737 E-mail:
[email protected]
AL & CR coatings, blades, vane segments, vane rings, honeycomb seal repairs, manufacturing of honeycomb & felt
Chromalloy Holland
Siriusstraat 55 5015 BT Tilburg The Netherlands
Adri van lerland Director, operations 2 & cust. support, material management & IT T (31) 13 532 8460 F (31) 13 543 2833 E-mail:
[email protected]
Honeycomb seals, shrouds, frames, cases, supports, fan discs & spools, NGVs
All PWA, all GE, all CFM series
Chemical stripping & plating, TIG, MIG & EB welding, laser drilling, pack & vapour phase deposition, LPPS, HVOF, EDM, ECG, CNC turning & milling
EUROPE
ENGINE YEARBOOK 2005
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ENGINE YEARBOOK 2005
Non-overhaul specialist engine repair companies Company name
Address
Contact
Component capabilites Engine type
Specialist skills
CRMA
14 avenue Gay-Lussac ZA Clef de Saint-Pierre F-78990 Elancourt France
Hervé Louvion Marketing & sales general manager T (33) 1 3068 3610 F (33) 1 3068 3620
Combustors, TMF, CRF, HPC, HPT casings, disks & spools, fan blades, thrust nozzle, QEC accessories, steel & carbon brakes, galley equipment
CF6-50 & -80, CFM56 series, Olympus military engine
Water jet & chemical stripping, laser drilling, cutting & welding, abradable & plasma spray, thermal barrier coating, heat treatment
Honeywell Aerospace - France (Engine Accessories)
44 Avenue Georges Pompidou Levallois Perret F-92631 France
Eric Alden Director, Europe, Middle East, Africa sales T (33) 1 5563 1556 F (33) 1 5563 1593 E-mail:
[email protected]
Engine generators/IDG/CSD Fuel/oil coolers and heaters Fuel control units and components
All Honeywell engines, JT8, JT9, CFM56 All Honeywell engines, JT8, JT9, JT10, JT11, PW100, PW4000, PT6, RB211, Spey, Tay, CFM56, CF34 All Honeywell engines and APUs, PT6, JT15D, P108, RR250, CF6, CFM56,
Alan Wright Customer support manager T (49) 6142 4050 F (49) 6142 405 239
Technical expertise in rotating componets, complex structures and gearboxes
TPE 331, TFE731 APU series 36, 85, 131, 331.
Honeywell Aerospace - Germany Frankfurterstrasse 41-65 Raunheim D-65479 Germany Honeywell Aerospace - UK
65 President Way London Luton Airport Luton, Bedfordshire LU2 9NL UK
Steve Horder Site leader T (44) 1582 393 800 F (44) 1582 435 040
All engine related accessories
All Honeywell engines and APUs
International Compressor Technologies (A joint venture between Snecma Services and Praxair Surface Technologies)
ZI Molina la Chazotte 443, rue Rene Cassin F-42350 La Talaudiere France
Jane Reed General manager T: (33) 4 77 34 01 00 F: (33) 4 77 34 01 02 E-mail:
[email protected]
HPC blades, LPC blades, HPC sector seals, HPC variable guide vanes, HPC stator blades, HPC rotor blades
CFM56, GE90, Tyne
Inspection, FPI, welding, machining
Lufthansa Technik Turbine Shannon
World Aviation Park Shannon Ireland
Barry Lowe Marketing & sales manager T (353) 61 360 512 F (353) 61 360 513 E-mail:
[email protected]
Combustors, HPT shrouds, HPT & LPT vanes
CFM56-2, -3, -5, -7, CF6-50, CF6-80C, CF34
Chemical stripping, dynamic fluoride ion cleaning, vacuum heat treatment, EDM, laser drilling, SWET welding, creep feed grinding and vapour phase aluminide coating
Lufthansa Technik Intercoat
Kisdorfer Weg 36-38 D-24568 Karltenkirchen Germany
Rudiger Simon Customer support manager T (49) 4191 809 100 F (49) 4191 2826 E-mail:
[email protected]
Fuel pump housings, hydraulic housings, oil pump housings, Arkwin actuators, Boeing & Airbus hydraulics
JT8-D, JT9-D, CFM56-3, -5, CF6-50, Advanced epoxy processes CF6-80C2, RB211, V2500, Interfill, FPI, CMC measuring, PW4000, Boeing & Airbus CNC machining components
PWA International
Naas Road Rathcoole Co. Dublin Ireland
Vince Gaffney International sales manager T (353) 1 4588100 F (353) 1 4588106 E-mail:
[email protected]
Case overhaul (all models)
JT9D, PW2000, PW4000, V2500
NDT, EBW, TIG, CNC machining, plasma, HVOF, grinding, vacuum furnace, EDM, shot peen, press test, R&D cell
Rösler UK
Unity Grove School Lane Knowsley Business Park Prescot L34 9GT UK
Paul Rawlinson General manager T (44) 151 482 0444 F (44) 151 482 4400 E-mail:
[email protected]
Surface finishing of aero engine blades & vanes (in both compressor & turbine section), vane assemblies & multi-span components, supply of machines, consumables, subcontract & Keramo process
All engine types
Keramo finishing to
