MRO Network's Annual Publication For The Aero-Engine Professional

2014
MRO Networks annual publication for the aero-engine professional

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Engine overhaul directory worldwide 86
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Directory of major commercial aircraft turbofans 123
C O N T E N T S
ENGINE YEARBOOK 2014
EDITOR
Alex Derber: alex.derber@mro-network.com
CONTRIBUTORS
Jason Holland: jason.holland@mro-network.com
Hannah Davies: hannah.davies@mro-network.com
PRODUCTION MANAGER
Phil Hine: phil.hine@mro-network.com
PUBLISHER & INTERNATIONAL MEDIA MANAGER
Alan Samuel: alan.samuel@mro-network.com
THE ENGINE YEARBOOK 2014
The Engine Yearbook is published annually, each November, by OAG Aviation Publications
Ltd.
Aircraft Technology Engineering & Maintenance (ATE&M)
ISSN: 0967-439X - USPS 022-901 is published bi- monthly, in February, April, June,
August, October and December, with annual issues of the Yearbooks published in October
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1999 2014, OAG Aviation Publications Limited. All rights reserved.
Connecting the
global MRO
Community
The Engine Yearbook is an official
publication of MRO Network
www.mro-network.com
How virtual components trim time and cost from engine programmes.
A status update and early test results for CFMs new powerplant.
The key factors owners and operators should look out for.
Maintaining the CF6-80 and PW4000.
A vital part of engine health monitoring explained.
On-wing and on-site preventive maintenance.
How the forthcoming 777Xs engines will be up to 10 per cent more efcient.
Why widebody engine leasing is a diferent ball game to the narrowbody
engine rental market.
Modelling techniques to examine the trade-ofs of breakthrough technologies.
The lowdown on Rolls-Royces Trent 1000-TEN, set to power the 787-10.
How MTUs widespread international presence is improving engine on-wing time.
Examining the in-service record of Engine Alliances A380 powerplant.
Explaining the shift to high-performance oils and lubricants.
The latest designs, materials, and repair and production processes for nacelles
and thrust reversers.
How the Superjet engine has been designed around regional airlines needs.
Analysis of the difering MRO requirements for three generations of the
regional jet engine.
Simulation to improve engine design and manufacturing 2
LEAPing into action 10
Valuing the next generation of engines 16
Mature care for the evolving needs of the big ones 20
Oil debris monitoring 26
Roving repairs 30
Progressing towards the GE9X 34
Leasing long-range power 40
Simulating the engine of the future 48
Upgrading the Trent 1000 54
Bringing MRO to the customer 58
GP7200: improving all the time 62
Oil change 66
Nacelle production and maintenance 69
Designing reliability into the SaM146 76
CF34 maintenance 82
2 S ENGINE YEARBOOK 2014 S
www.mro-network.com
In the aero-engine business, small gains in efficiency can mean major gains for an operators bottom line.
GKN Aerospace Engine Systems in Sweden is using simulation techniques to wrest the maximum
performance from the powerplants for which it provides components.
A
t its heart, a jet engine operates on a re-
markably simple principle. Air is drawn
in, compressed, mixed with fuel and ig-
nited, with the hot expanding gases producing
thrust (a process memorably and succinctly de-
scribed by one wag many years ago as Suck
Squeeze Bang Blow).
However, wringing the greatest possible per-
formance out of such a powerplant is anything
but simple. In fact, it is one of the most complex
undertakings in the manufacturing industry.
Every year, millions of man-hours and billions
of dollars are poured into improving turbofans.
The price of fuel and the vast amounts of Jet A-1
consumed by the worlds airlines mean that even
a one per cent improvement in fuel-burn is re-
garded as a worthwhile advance. Plus, in recent
years the concomitant reduction in the emission
of greenhouse gases has also become a factor in
successfully selling engines,
Perfect the formula for making an engine
more efficient and huge sales await. Both Boeing
and Airbus have backlogs of several thousand air-
craft on their order books, with new models of
the fast-selling 737 and A320 families due to ap-
pear in the next few years and extend the produc-
tion runs of the types well into the 2020s. If your
engine is a few per cent more efficient than your
competitors, major orders are likely to flow your
way.
And, with the air transportation sector pre-
dicted to grow at three to four per cent annually
for the foreseeable future, its a market that will
bring successful engine manufacturers (and their
Simulation to improve
engine design and
manufacturing
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suppliers, such as GKN Aerospace) that phenom-
enon much beloved of company CFOs, a reliable,
long-term revenue stream.
Declining return
Since the 1960s, new airliners have shown
steady improvements in reduction of fuel-burn,
emissions and noise. In recent years this posi-
tive performance trend has started to flatten, re-
Fan Static structure for High By Pass Ratio
engine.
quiring more and more effort to maintain
progress.
Simulation is an increasingly important tool
used by GKN Aerospace in this constant process
of refining the performance of jet engines. By
using simulation as a critical path in developing
jet engine components, timescales and thus cost
can be trimmed, to allow the best possible use of
personnel and machinery in delivering products
to a customer.
Allied to this, the consistently high price of
fuel means that the requirement for lighter and
How simulation in all disciplines (CAD-CFD-FEM) is used to by GKN Aerospace to find an optimal component.
Original version... New version...
thus more fuel-efficient aircraft is greater than
ever; lightweight technology has a key role to play
in cutting fuel-burn and simulation is increas-
ingly important in developing lighter compo-
nents.
That simulation process not only allows the
development of components but components
that can be certified to meet all the necessary reg-
ulatory requirements and can be produced with
predictable results.
For example, GKN Aerospace develops load-
carrying structures for several engine families
produced by the big three powerplant manufac-
turers: Pratt & Whitney, General Electric and
Rolls-Royce. Simulation helps set the require-
ments for temperature capabilities for the mate-
rial to be used in those structures.
Similarly, when dealing with airflow require-
ments through the engine, simulation helps en-
gineers at GKN Aerospace to optimise the
aerodynamic shape of components and make
them as efficient as ever possible. The desired
thrust should be produced with minimum total
pressure loss.
Making the greatest use of simulation, says
Henrik Runnemalm, director of research and
technology at GKN Aerospace, means running
design and manufacturing simulation in a closed
loop process. Design simulation involves the cre-
ation of the proposed components virtually;
manufacturing simulation tools are used to pre-
dict optimised factory logistics, machine tool and
robot movements, component deformations and
specific manufacturing process physics.
The virtuous loop
Results from the manufacturing simulations
are then fed back into the design process. This
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loop is what were trying to build up here, Run-
nemalm says. You dont want to find its not pos-
sible to produce a part, or that its creating too
high stress levels which could force the parts in-
service time to be reduced. Finding a balance be-
tween a technical ideal, ease of production and
cost is vital.
The key here is that the design capability
simulation needs to be totally integrated with the
manufacturing side, which also has its part to
play in simulating whats happening with the lif-
ing of the product, says Runnemalm, referring
to the length of time a component can survive in
the engine before being removed for mainte-
nance or replacement.
When we design a part that is fabricated by
welding, then the stresses and deformation cre-
ated during manufacturing are actually part of
the lifing, says Runnemalm. Simulation of these
manufacturing stresses can reliably predict the
effect of manufacturing processes such as weld-
ing on a product. Welding, for example, can re-
sult in unwanted deformation and stresses
within the material.
If youre trying to design an apple and dont
include all the manufacturing stresses you tend
to end up with a pear, is how he describes it.
In producing any new engine component,
manufacturing simulations link design and man-
ufacturing during product development and act
as a tool for designers and manufacturing engi-
neers to evaluate different concepts or manufac-
turing processes.
Runnemalm divides the design aspect of the
product development process into three stages:
concept design, preliminary design and detailed
design. Similarly, he divides the manufacturing
part of product development into three sections
that track their design counterparts: inventory of
known methods, preliminary preparation and
detailed preparation.
Simulation is used to help with some of the
most basic aspects of development, such as aero-
dynamic performance, strength and vibration dy-
Testing facility at Chalmers University of Technology. Used for research and validation of turbine outlet guide vanes designed by GKN Aerospace.
www.mro-network.com 7 S ENGINE YEARBOOK 2014 S
Heat treatment simulation is used to predict material, thermal and stress distribution of a component.
namics, before heading into manufacturing ter-
ritory through simulation of processes such as
machining or heat treatment.
Welding advances
Stresses on components being welded can be
reduced by careful sequencing of individual
welds. Such sequencing does not always follow
the pattern that might be expected.
Once that sequence has been determined,
simulation is also used to programme the weld-
ing robot to perform the necessary manoeuvres
to follow that sequence.
On a legacy product, such as the turbine ex-
haust case (TEC) of the Pratt & Whitney
PW2000, which powers the 757, the aim is to op-
timise existing processes, such as the weld se-
quence, says Runnemalm.
The TEC requires about 200 welds and, at one
point in production of the engine, problems
arose with geometrical tolerances in the engine.
Tolerances between components in a modern
turbofan are very tight and meeting these toler-
ance criteria can be difficult because of internal
stresses created in the component by processes
such as heat treatment. Simulation can identify
the best changes in the production process to im-
prove those tolerances.
In the case of the TEC, several welding se-
quence concepts were investigated to meet these
tolerances. Welding simulations showed that
residual stresses could be lowered by using a dif-
ferent welding sequence. Moreover, simulations
also concluded that to avoid problems with tol-
erances, a pre-deformation should be given to the
product before welding.
On the General Electric GEnx, the engine for
the 787 that was created from a blank sheet of
paper, and for which GKN Aerospace manufac-
tures the turbine rear frame, we use the tool to
say, We need a weld in this position because its
creating less stress, says Runnemalm.
Simulation can also be used as an investiga-
tive tool and allows investigation of welding se-
quences that had previously been too complex
and costly to explore.
But does simulation always provide the cor-
rect answers? Thats really the key of GKN Aero-
spaces capability, says Runnemalm. Weve been
working really hard proving that our simulation
tools are giving us the right answer, so we can
trust them.
Limits of simulation
Simulation can bring its own problems. In the
virtual world, edges of components can be de-
signed to be infinitely sharp. In practice, how-
ever, there has to be a balance between that
aerodynamic ideal and the limitations of the
manufacturing process.
It is essential that the methods used to shape
engine components to handle the airflow
through the engine have been validated with ex-
periments. GKN Aerospace often participates in
European research projects and in-house valida-
tion efforts to ensure that the simulation results
are correct.
Design guidelines and experience are still nec-
essary and sometimes simulation results from even
the most powerful computers cannot be trusted.
Some of our customers dont want to share
their knowledge, acknowledges Dr Jonas Lars-
son, Aerodynamics and Computational Fluid
Dynamics specialist.
Intellectual property, especially at the fron-
tiers of modern technology, is extremely valuable
and OEMs are understandably cautious about al-
lowing it to leave their control.
For those customers that are hesitant over di-
vulging their IP, GKN Aerospace has the capabil-
ity to deliver solutions to the design problem that
can actually improve on the clients original de-
sign, says Larsson.
Once, I was asked directly by a customer,
when we were starting work on a turbine exhaust
case: If we let you do this, how can we be sure
that our aerodynamic competence wont end up
in a competitors engine?
My response was that we had to show we
could do this on our own, that our design was at
least as good, if not better, than our customer
could do themselves.
In another example, we were working on an
intermediate compressor case. Our customer did
the basic aerodynamic design and we then
started doing the structural design around it.
At one point, analysis showed risk of cracking
at the trailing edge of the structure and the cus-
tomer called GKN Aerospace Engine Systems
Sweden in its previous guise of Volvo Aero
for help. The customer was initially reluctant to
give us the go-ahead to conduct detailed work on
their design, but eventually relented and a solu-
tion was found by using simulation to move a
stress point away from the problem area, notes
Larsson.
In fact, the Swedish solution even enhanced
aerodynamic performance by around eight per
cent, which was an added bonus appreciated by
the engine-maker.
CFD analysis of a turbine duct with turning struts. Designed by GKN Aerospace in the EU project Dream.
Thats a typical problem where were in-
volved with support from our own structural peo-
ple and designers, says Larsson.
Component design
When an engine manufacturer is prepared to
delegate authority to design areas of a power-
plant, GKN Aerospace has the experience and
simulation tools required to take on the job.
For example, Pratt & Whitney has given GKN
Aerospace full aerodynamic design responsibility
for the turbine exit case of its PurePower series
engines, which are due to power a new genera-
tion of narrowbody jets notably Airbuss
A320neo, Bombardiers CSeries and the Mit-
subishi Regional Jet.
We do the full design and the customer re-
views it, says Larsson.
Simulation was also used to help redesign a
turbine exhaust case (TEC) on a modern wide-
body airliner: The manufacturer had a part that
was too heavy and didnt fulfil the design require-
ments. We changed a few things on the aerody-
namic design to accommodate a new structural
design. We helped them redesign it and got a
TEC that was much lighter.
Simulation is also being used to find new
ways of minimising pressure loss. Cast surfaces,
for example, are slightly rough and this will
cause unnecessary losses. By using simulation
to find out where this is important one can
learn where the castings should be polished or
replaced with smoother sheet metal parts, fur-
ther cutting the pressure loss as air f lows
through the engine.
Its also essential that we can demonstrate
that the new methods were developing for
smoother surfaces have been validated. Its very
important to show to the customer that what we
predict with simulation is also reality, notes
Larsson.
Academic ties
To support its work, GKN Aerospace works
with a group of universities and other institutions
in fields such as aero performance, solid mechanics
and material characterisation and model building.
Some partners carry out specialised manufactur-
ing-related work for example, how a manufac-
turing process is described to a computer in terms
that it can understand and act upon.
Today, more than ever, time is money. Com-
panies have to focus on getting things right first
time, both when producing a new product, or
modifying an existing one to work more effi-
ciently.
Decreasing costs, time and risk by increasing
the information available about a product and its
manufacturing processes will help a company
achieve a better market position and improve its
competitiveness.
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C
FM officially launched the advanced
LEAP engine programme in 2008. It was
the same year that its parent companies,
Snecma (Safran) and GE, agreed to review the
CFM partnership agreement to the year 2040,
launching what looks to be a very productive sec-
ond chapter for aviations most successful joint
venture.
The LEAP engine, which is the first all-new
centerline engine in CFMs nearly 40-year history,
promises to provide significant improvements in
fuel efficiency with lower noise and emissions,
while holding the line on CFMs proven reliability
and low maintenance costs.
The LEAP engine family includes the LEAP-
1A, one of two engine options for the A320neo,
On September 4, 2013, CFM International began testing the first
LEAP engine, two days ahead of the schedule set in early 2010. This
test launched the most extensive ground and flight test certification
programme in the companys history and will culminate in
certification and entry into service in 2016.
LEAPing into action
which should enter service in 2016; the LEAP-1C,
which is the only Western engine for the COMAC
C919, Chinas new 150-passenger single-aisle air-
craft; and the LEAP-1B, which continues a more
than 30-year relationship with Boeing as the sole
powerplant for the new 737MAX aircraft family,
scheduled to enter commercial service in 2017.
CFMs confidence in its new powerplant has
been matched by widespread industry accept-
ance: the company has garnered a total of 5,578
LEAP engine orders to date (November 12, 2014).
LEAP goals
The LEAP development programme has four
guiding principles with ambitious goals for each.
LEAP is designed to provide: 15 percent better
fuel efficiency; reliability and maintenance costs
equivalent to the current CFM56 family; NOX
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emissions that are 50 per cent lower than CAEP
6 protocols; and noise levels that are 10-15dB
lower than Stage 4 requirements.
Theres no question the competition for the
next generation of single-aisle airliners is intense,
and given the prospects and history of the seg-
ment, its not hard to see why. While the large
high bypass ratio engines for widebodies garner
a lot of attention, narrowbody orders account for
the overwhelming majority of commercial air-
craft orders each year, and the cumulative num-
bers are staggering.
More than 25,600 CFM56 engines have been
delivered to date and the fleet has accumulated
nearly 700 million flight hours the equivalent
of 60,000 years of continuous operation.
Demand for single-aisle aircraft that offer
mission flexibility is expected to remain strong.
Current forecasts call for roughly 20,000 aircraft
(which means about 40,000 engines) in this mar-
ket segment over the next 200 years, making this
a $500bn market segment.
Tech update
The newest engine in the CFM portfolio is a
combination of technologies never before seen in
the single-aisle market space, or, in some cases, in
commercial aviation: a 3-D woven carbon fibre,
resin transfer molding (RTM) fan and fan case;
fourth generation 3-D aerodynamically designed
airfoils; the TAPS 2 (Twin-Annular, Pre-Swirl) com-
bustor; the first commercial use of ceramics matrix
composites in the high-pressure turbine; and tita-
nium-aluminide in the low-pressure turbine.
While the technologies are state-of-the art,
bringing them to the market successfully is noth-
ing new to CFM. Since the first CFM56 engine
was delivered in 1982, the company has been
through 21 separate entries into service and six
major engine certifications on the CFM56 family,
each of them being on time and meeting aircraft
specifications.
LEAP engines incorporate technologies never
before seen in the single-aisle aircraft segment.
The new engine combines advanced aerody-
namic design techniques, lighter, more durable
materials, and leading-edge environmental tech-
nologies, making it a major breakthrough in en-
gine technology.
The 15 percent better engine fuel efficiency
compared with todays best CFM56 engine at cur-
rent fuel prices, translates to as much as $1.6m in
fuel cost savings alone for customers per aircraft,
per year. LEAP technology will also achieve dou-
ble-digit improvements in CO2 emissions and
noise levels.
One of the most aggressive technologies
going into the engine is an all-new wide-chord
composite fan, a first for CFM. For the LEAP en-
gine, the fan will have just 18 blades, half the
number on the CFM56-5C, and 25 per cent fewer
than the CFM56-7B.
Building the fan required development of
new resin transfer molding production
processes, a development that has been under-
way at Snecma for more than 20 years.
The composite fan and containment case pay
off in terms of weight savings. The LEAP engine
will be 1,000lbs lighter per shipset than if the fan
and case were made of metal. And because of
GEs experience with wide-chord composites on
the GE90 and GEnx, they are confident about
durability as well. To date there have been no ADs
on GE90 fan blades, and in the course of some 35
million flight hours in more than 18 years, only a
few blades have been taken out of service.
The engine core draws heavily on GEs expert-
ise developed on the GE90 and GEnx pro-
grammes, with compressor, combustor and
coatings technology all being pulled forward into
the LEAP product line to improve performance
while maintaining reliability.
To augment the data gathered by the first
LEAP engine on test, the company has also in-
stalled LEAP hardware, scaled to size, in a GEnx
engines to gain even more test data.
Some of the weight savings from the compos-
ite fan are absorbed by a stiff, double-wall com-
pressor case, which is designed to prevent the
core from flexing due to torque induced at rota-
tion by the large fan, thereby reducing risk of
blade rub and performance degradation.
The turbine blades themselves are designed
using advanced fourth generation 3-D aerody-
namics to optimise performance. The first five
compressor stages are blisks, which minimise air
LEAP-1A: the first engine to test.
leaks by eliminating dovetail joints between
blades and disks. In total, the 10-stages of com-
pression create a 22:1 pressure ratio, which CFM
claims is the best in the industry.
Lean burn
The fuel nozzles and combustion chamber
are optimized for low emissions. Twin Annular
Pre-Mixing Swirler (TAPS) fuel nozzles, first de-
veloped as part of CFM Project TECH56 in the
late 1990s and now in commercial service on the
GEnx, premix air and fuel and enable the engine
to run at lower peak temperatures with longer
residence time, key factors in reducing NOx
emissions. The T in TAPS refers to a nested pilot
nozzle that runs rich at low engine speeds. How-
ever, as power is increased, fuel flow is directed
to the lean-running cyclone nozzle that premixes
air and fuel.
TAPS also makes for a more compact com-
bustion chamber, and eliminates the need for di-
lution holes, reducing stress on the chamber and
diminishing cracking of the combustion cham-
ber liner. Because of the precise control of fuel
and air and the solid, double-wall liner, exit tem-
perature variation is reduced, improving dura-
bility of high-pressure turbine (HPT)
components, which are in the most brutal tem-
perature environment in an engine and are
Our goal is to identify potential problems on our test stand
and fx them long before we ever install these engines on our
customers airplanes.
Chaker Chahrour, executive vice president, CFM International
major drivers of maintenance and overhaul
costs.
CFM is also using advanced additive manu-
facturing also known as 3D printing to
build the state-of-the-art fuel nozzle. The use of
the technique opens the design space for engi-
neers to design the part the way it needs to be,
rather than in a way that accommodates tooling
and other subtractive manufacturing require-
ments.
For example, the nozzle produced tradition-
ally would have required more than 25 individual
pieces to be brazed into the part; a time-consum-
ing process that did not provide an optimised de-
sign. With additive manufacturing, that number
has been reduced to less than five parts.
High-pressure turbine
The two-stage high pressure turbine incorpo-
rates 3D aerodynamic design, advanced coatings,
and GE-developed casting technology to improve
cooling, the key to maximising blade life. The
LEAP HPT has undergone thousands of hours of
component tests, giving CFM assurance that the
core can run with higher thermal efficiency than
the CFM56 core, but at equal blade metal tem-
peratures, a key driver in hitting the goal of hav-
ing LEAP maintenance costs equal those of the
CFM56.
Another key feature in the HPT is the first
commercial introduction of ceramic matrix com-
posites (CMCs) in the stage 1 HPT shroud. This
material has been in development for more than
30 years. At one-third the weight of a comparable
metal part, CMCs couple the thermal capability
of ceramics with the durability that the matrix
design provides. Using the very light material
with outstanding thermal capability allow CFM
to use less cooling air, which will provide fuel ef-
ficiency
Another advanced material, titanium alu-
minide, is being used in the front stages of the
Installing fan blades.
low-pressure turbine. The material provides
great thermal capability and significant weight
savings.
Maintainability and reliability
Maintenance costs are a key component of the
LEAP programme from a variety of perspectives.
First and foremost, maintenance costs and relia-
bility continue to be a major concern for airlines
and other stakeholders. And with the increasing
prevalence of fixed-cost-per-hour operating
agreements, CFMs economic case for the LEAP
engine is dependent on creating a reliable,
durable engine with predictable costs right from
the start.
An extensive test programme leading up to
entry into service in 2016 is key to validating
those costs. The LEAP programme calls for a total
of 60 different engine builds that will accumulate
more than 40,000 cycles prior to entry-into-ser-
vice, so that launch customers receive a totally
mature product.
In addition to the coatings and combustion
technology, CFM is employing other designs and
lessons learned from the GE90 and GEnx pro-
grams to meet its reliability targets and to en-
able the engine to retain performance over its
service life.
For example, the core is designed to be FOD
free with several techniques employed to keep
particulate matter out of the core, reducing blade
erosion so that performance is maintained over
the life of the engine. The wide-chord fan blades
centrifuge a lot of particles out of the core flow,
expelling them with the bypass air.
The spinner is also designed to deflect parti-
cles, and the booster inlet is moved aft and has a
low profile, which also ensures fewer particles get
into the core. Finally, variable bleed vanes the
LEAP debris rejection system first developed for
the GE90 open inward. At low power settings
the doors open to bleed off some of the air, pro-
viding an additional path to steer particles away
from the turbo machinery. No-one else offers this
type of FOD rejection feature.
The approach has been validated on the
GE90, which has extensive operating experience
in the Middle East, where particle contamination
can be particularly vexing.
Another technology feature of the engine is
active clearance control at the HP turbine case.
Cooling f low at the HP turbine can be periodi-
cally programmed to increase over the service
life of the engine, with increased cooling restor-
ing tip clearance and maintaining engine effi-
ciency.
But not all maintenance and reliability meas-
ures rely on exotic technology. CFMs experience
in managing its suppliers also plays a key role. Dis-
patch reliability can be dramatically impacted by
engine accessories, and CFM is employing aggres-
sive strategies to make vendors more accountable.
LRU (line replaceable unit) supplier product
support agreements will be integral to vendor se-
lection, and commitments to repair turn times,
reliability, repair effectiveness and response time
will be required with business reviews to ensure
all milestones are met.
Line maintenance issues also play a role in
the engine design. For example, the accessory
gearboxes (AGBs) are mounted at the 8 oclock
position on the fan case for quick access. This
location allows one person to quickly access
LRUs, and because the AGB is on the fan, no
cool-down time is required prior to access, an
important consideration given the quick turns
common to narrowbody operations.
CFM believes it has an historic advantage over
the competitors in maintenance cost over a range
of aircraft applications where competing engines
are offered to airlines, and is committed to keep-
ing LEAP maintenance costs similar to existing
CFM costs.
Early testing results
The first LEAP engine completed ground test-
ing in early November 2013 after accumulating
310 hours and more than 400 cycles. The results
were outstanding.
We are thrilled with the results we achieved
with this first engine, says Chaker Chahrour, ex-
ecutive vice president of CFM International. The
engine ran beautifully and met all of our pre-test
predictions. The more testing we do, the more
confident we become that this engine will deliv-
ery everything we have promised and more.
In 2014, a total of 15 LEAP engines (a combi-
nation of all three models) are scheduled to be
on test. In 2014 CFM will complete early icing
tests at GE facilities in Winnipeg, Canada, as well
as early endurance testing. Both the LEAP-1A and
-1C configurations are on schedule for flight tests
in 2014 as well.
We still have a lot of testing ahead of us,
and problems may turn up in future engines,
says Chahrour. However, the point of these
tests is to push the engine as hard as we can. We
got a ton of great data that has given us real in-
sight into this engine, and we are right where we
want to be. Our goal is to identify potential
problems on our test stand and fix them long
before we ever install these engines on our cus-
tomers airplanes. We have every confidence in
our technology but, with the fastest ramp-up in
aviation history ahead of us, we have to do
everything we can to make sure we get it right
the first time.
First LEAP engines fan case.
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Valuing the next
generation of engines
No-one can really predict how new technologies will perform, how much they will cost to operate and
how much they will be worth in the future until many years of service have passed. Nonetheless, owners
and operators of aircraft and engines must attempt to answer some of these questions, sometimes even
before a new product has left the drawing board. Here, Jon Sharp, president and CEO of commercial
engine lessor Engine Lease Finance Corporation, provides his view on the task facing the engine lease
market as an array of new models hits the market.
E
veryone involved in the selection of aero-en-
gines has a fascinating and tricky job in front
of them over the next few years, whether
they be operators or investors.
For a start we have an unprecedented number
of new engine types coming into mainstream
production. CFMIs LEAP series and Pratt and
Whitneys PW1000G will be the biggest volume
production runs, earmarked as they are for the
737MAX, A320neo, Bombardier C-Series, Mit-
subishi MRJ, Embraers second-generation E Jets,
the Irkut MS21 and the Comac C919.
And thats just regional jets and narrowbodies.
The widebody market has seen the entry into serv-
ice of the GEnx on the 787 and the 747-8; the Trent
900 and GP7200 on the A380; the Trent 1000 on
the 787; and soon the Trent XWB on the A350.
While the A380 is stacking up some air-miles,
there are relatively few aircraft of that type, so
there remain a great many unknowns about some
of these new engines. How the mature in-service
performance of a new engine compares with sales
brochure data in terms of fuel burn and mainte-
nance costs are questions to occupy analysts at
both airlines and leasing companies. The leasing
companies analysts will place a greater emphasis
than their airline counterparts on residual values
and the ease of trading or re-leasing aircraft or
engines.
Overwhelming options
Choices are obviously more complicated
when a given aircraft type has two engine options
and in the cases of the A320 and 737 it is even
more tricky, as the A320ceo and 737NG continue
to be sold alongside the neo and the MAX, mean-
Leasing engines
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in market value - the largest worldwide portfolio of
Rolls-Royce and IAE engines. We have a proven track
record and over 20 years experience in tailoring spare
engine solutions, managing operating leases, sale
and leaseback and engine sales. This delivers the
highest level of technical, financial and leasing expertise
in the market today. Our financial power provides
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reduced risk, cash flow preservation, the release of
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engine acquisition financing.
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ing there are effectively four aircraft families
available to do the same job. These are offered
with a total of six engine types: the CFM56-7B;
the CFM56-5B; the LEAP-1A; the LEAP-1B; the
V2500-A5; and the PW1124/27/33G. The investor
prefers his job somewhat less complicated than
this.
While in-service experience is still being col-
lected there will be no decision as to the winner,
so other factors come more strongly into play in
making investment decision. Much has already
been spoken about the engine OEMs increasing
control of the aftermarket through their various
MRO packages. It is the transparency and trans-
ferability of those packages that concern the les-
sor most of all, along with questions such as: Is
this a first-run rate or a lifetime rate?; Does it in-
clude life limited parts?; Is it a fleet rate or a per
unit rate?; and What restrictions are there on
use in harsh environments, power ratings and so
on?. The answers to these questions will give the
lessor information about how much he will have
to reinvest in the assets when they return from
their first lease and before they can successfully
be remarketed to the next airline.
The task of choosing a generic aircraft or en-
gine type and predicting its future value is be-
coming impossible each individual asset has
to be looked at the context of the MRO package
being applied to it and any end-lease costs result-
ing from OEM packages must be factored in.
Unfortunately, leasing companies are increas-
ingly having to carry the can, as the following ex-
ample demonstrates: Airline A has done its
lease-long MRO deal with the OEM, who has de-
livered what it promised over the lease term, but
airline B is not going to accept those engines in a
condition implying a future cost liability result-
ing from someone elses operations, so the lessor
is forced to fund an engine refurbishment (which
is not necessary a result of performance deterio-
ration) all because the original MRO package
was sold at a minimum deal to the first airline
with no consideration for the second airline or
the lessor. Thus each asset has to be individually
addressed by the lessor.
The great advantage of engines over aircraft
as an investment class has always been that they
need no reconfiguration between leases. For
long-term leases, though, that is beginning to
change and for the first time lessors must con-
sider factoring in lease end costs.
New engines and the new
paradigm
New engines bring with them a host of new
technologies and materials. Historically, an air-
craft is typically depreciated over 25 or 30 years
and in old age its realisable value is in the en-
gines. A vital part of a lessors business is its exit
strategy and to support this there is a vibrant
parts market where companies tear down en-
gines, refurbish selected components and sell
them back into the MRO market. The new gen-
eration of engines provide two problems for
this proven business model. The first is that
with the majority of engines being tied into
OEM MRO packages, they are also tied into
OEM MRO shops, which means that the truly
independent MROs are being squeezed out,
with the result that demand for spare parts for
these new engine types will not exist other than
through OEM MRO shops. So the OEMs will
control that parts market as well, which I sus-
pect has always been their goal. New engines
cost billions to develop, they are frequently sold
at a loss, and the OEMs only recoup their outlay
through the aftermarket of MRO and parts
sales. Hence all their attempts to suppress the
PMA and DER markets as well as the used parts
market with the consequent impact on compe-
tition.
The great advantage of engines over aircraft as an
investment class has always been that they need no
reconfguration between leases.
The second issue is with new materials such
as the ceramics used in the engine hot sections.
Historically, one of the most lucrative compo-
nents for the independent parts market has been
nozzle guide vanes made from various metals,
but will the new generation components manu-
factured from ceramics be repairable, and will
the parts companies have the technology to do
so? If not, the residual values and exit strategies
of the leasing companies will be adversely af-
fected.
Analysts involved in aircraft and engine selec-
tion are also feverishly debating lifecycle and de-
preciation issues. There are competing views, of
course, but very strong evidence that there is
change afoot. One of the signals is contained in
all those new types coming on stream, another is
given by an apparent change in the cycle we have
been used to, and the third is in the unprece-
dented numbers of aircraft and therefore engines
on the order books.
The first question, in particular as it relates
to the neo and the MAX, is the subject of volu-
minous debate elsewhere, so I will only touch
on it: will these new types shorten the lives of
the ceo and the NG and so have an impact on
their residual values? Further, are the neo and
MAX themselves only interim aircraft in a pe-
riod of sustained high oil prices? No doubt each
analyst will have a view on what that means for
each of the relevant engine types and the
lessors will adopt appropriate conventions ac-
cordingly.
Shifting cycle
For the last 20 years we typically saw an
eight to 10-year cycle of boom and bust with
peaks of deliveries coinciding with recession in
the airline industry, followed by (relatively)
strong airline industry performance associated
with an undersupply of equipment. This re-
sulted in massive orders and so the next down-
turn was born, and so on. Smart companies
exploited this cycle and bought when others
were fleeing the market, then sold as growth re-
turned and everyone scrambled for product.
However, the most recent cycle exhibits differ-
ent characteristics. The most concerning fea-
ture is that the number of stored aircraft
remains stubbornly high, even after recent
green shoots have been seen in the airline in-
dustry. This situation will continue, in my opin-
ion, if only due to the sheer number of aircraft
coming off the production lines, unless there is
significant reduction in oil prices or a hike in
the cost of finance. Aircraft traders are not find-
ing homes in the second and third-tier airlines
for older equipment. Those airlines can now ac-
cess new sources of funding and high oil prices
ensure that it makes sense for them to trade up,
so used aircraft remain parked.
Those analysts and decision makers therefore
have an unenviable task. The wide choice of com-
peting assets; the effects of the new MRO and
parts landscape associated with OEMs growing
aftermarket dominance; the introduction of new
technologies; changing asset life cycles and exit
strategies; plus what appears to be a changing
business cycle all combine to produce a very
complex set of uncertainties. Anyone who gets
his prediction right will indeed be a master of the
universe.
T
he titular big ones the PW4000-94
and CF6-80C2 powering the 747-400, 767,
A310, A300 and MD-11 are mature en-
gine types in the most literal sense of the word.
But for all their reliability, these two engines are
installed on aircraft that are no longer technolog-
ically up to date. Modern widebody aircraft offer
considerably lower specific fuel consumption
(SFC) than older jets: at the same time, mainte-
nance expenses for older aircraft rise sharply. This
is why airlines are phasing out their senior air-
craft and replacing them with newer types. The
old widebodies are giving way to the new aircraft
generation, for example the 787, 747-8, A380 and
A350.
Ensuring stable operation
Lufthansa Techniks experience with the CF6-
80C2 and the PW4000-94 dates back to those en-
gines initial entry into service. Using those years
of experience as a foundation, the company has
developed an array of instruments that enable
engine overhauls to be adapted to a wide variety
of requirements. Customers receive efficient
overhauls that are tailored to their fleets specific
needs. The flexibility they gain helps to bridge
The GE CF6-80C2 and Pratt & Whitney PW4000-94 engines have
been powering widebody aircraft reliably for decades. As todays
operators look ahead to the end of the product life-cycle, their MRO
requirements can diverge, with each desiring a maintenance
programme adapted optimally to each individual phase of an
engines service life. Lufthansa Technik explains how it has created
a package of instruments that enables the most individual
treatment possible for each engine.
Mature care for the
evolving needs of the
big ones
www.mro-network.com
gaps caused by delays in new aircraft delivery and
other unforeseeable events.
Operators of mature aircraft who are consid-
ering purchasing new long-haul types or have
just ordered aircraft face a dilemma: on the one
hand, older aircraft should not suck in high in-
vestments for engine maintenance and repair; on
the other, operations must remain stable. This
represents a particular planning challenge during
fleet rollover. Deliveries of new aircraft may be
precisely scheduled, but experience shows that
they are seldom delivered when planned. In
other words, the operator does not know exactly
when the new aircraft will arrive and be phased
in. In response to this problem, the task of MRO
providers is to offer highly flexible, cost-efficient
solutions for the support of engine fleets at every
phase of the engine life-cycle in order to ensure
operational stability all the way to the end of the
life-cycle.
Customer-oriented
workscoping
In Lufthansa Techniks MRO philosophy an
engine overhaul is not a one-size-fits-all solu-
tion. Instead, it involves individual tasks tailored
to the customers needs. The costs of such a visit
naturally rise in proportion to the depth and ex-
tent of the work. The question is: what does the
customer want to achieve, and how much is that
Increasing time on wing. Putting customers frst. That`s what Kelly Aviation Center is known
for. Now, with expanded in-house repair capability, we`re providing customers across the
globe with unmatched MRO service for ten engine lines - including the CF6, CF34,
and CFM56 families. With 1.5 million square feet of advanced technology, deeper parts
repair, and a highly skilled international team, we offer even greater capacity to meet
customers` scheduling requirements, assure quality, and reduce costs. To learn more about
Kelly Aviation Center in San Antonio, a Lockheed Martin affliate, and Kelly Aviation Center
Montreal, a Lockheed Martin Canada division, visit our website or give us a call.
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objective allowed to cost? The workscoping then
has the goal of achieving precisely the result the
customer wants for the minimum possible cost.
Customer requirements vary widely. The ex-
tent of the workscope and the life-limited parts
(LLPs) used during overhaul are oriented toward
the working life of the engine as planned by the
customer. If an airline intends to operate an air-
craft and its engines for a longer period of time,
the workscope aims for maximum time on wing
and a low SFC. In this case, the number of shop
visits should be kept as low as possible, at the
same time the expected lifespan of the LLPs
should be optimally exploited.
This could mean that it makes sense to use
new components even in an older engine. In a sit-
uation like this, engineers use a comparative cal-
culation to determine whether it is worthwhile to
purchase a new LLP, knowing, for example, that
the engine will be used for another 10 years. The
customer can then choose between two options:
Model A, with two shop visits, costs x; Model B,
which includes the installation of new LLPs, re-
quires a greater investment at the outset, but is
the more economic route when the investment
covers 10 years of useful life. Increases in material
prices, dollar fluctuations and other parameters
are taken into account in the calculation.
The adaptive approach to the
service goal
If the customer has already set a date for the
end of the engines operating life, the chosen
workscope variant aims to make sure that it can
be reached without unnecessary maintenance.
This workscope will definitely be smaller. It may
not be necessary for an engine to undergo a full
shop cycle. High-value tasks must be carried out
on some components, but visual inspections may
be enough for others.
In contrast, operators nearing a lease return
have very different requirements: they need to
fulfill contractually determined minimum stan-
dards, which may include replacing LLPs in order
to comply with lease return provisions governing
the remaining life of the engine.
One of the most experienced and respected
maintenance providers in the world, Lufthansa
Techniks extensive experience with maintaining
the Lufthansa fleet and its cooperation with en-
gine manufacturers such as General Electric give
customers the edge in the engine overhaul
process. Lufthansa Technik can control the entire
process to ensure that desired life expectancy is
reached reliably including a certain margin of
safety. This process is based on Lufthansa Tech-
niks experience maintaining hundreds of en-
gines operating in different environments and
In Lufthansa Techniks MRO philosophy if the customer
desires it, Lufthansa Techniks engine shop pushes the share
of surplus material used in an engine overhaul as close as
possible to the theoretical maximum.
climate zones, but also from information gath-
ered during thousands of line maintenance
events. The result is an adaptive approach that
considers all relevant variables and ensures that
each engine is treated individually. Lufthansa
Technik makes certain that customers receive the
most economical solution for their aircraft with-
out trading economy for safety or dependability.
Maximising part life
The breadth of customer requirements is il-
lustrated by the following example of an airline
for which Lufthansa Technik provided consulting
services. The fleet that was examined was oper-
ated in a highly atypical flight hour/flight cycle
ratio. This ratio lies normally in the range of 5:1
to 6:1 for long-haul aircraft, but here, the ratio re-
sembled that of aircraft used in short-haul oper-
ation. The engines were subject to extreme cycle
loads as a result of this unusual ratio. Further-
more, the status of the LLPs in the fleets engines
was not homogeneous: some engines had just
been overhauled and others were due for a shop
visit.
With a customer like this, it makes sense to
install new LLPs in engines destined for shop vis-
its, and to store the removed ones in a dedicated
customer warehouse. These removed LLPs can
then be used at a later date in another engine for
which their remaining life their stub life
represents a good match. The savings that can be
achieved this way come from longer time on wing
and the associated avoidance of shop visits, but
this approach also means that the stub life of ex-
isting LLPs and the life of the newly installed
and/or surplus LLPs can all be used to the full.
And the calculation also reflects the fact that part
replacement requires the most extensive work.
This example highlights Lufthansa Techniks
flexibility and its ability to adapt its work to even
the very specific requirements of small operators
with highly individual conditions.
The on-site shop and other
extras
Maximising flexibility and customisation in
the standard overhaul process is only half the
story. An array of supplementary services covers
every operational aspect of engine maintenance.
For one, the most cost-effective shop visit is the
one that can be avoided altogether. Lufthansa
Techniks Airline Support Teams (AST Engines)
are a proven instrument for ensuring the longest
possible time on wing for the engines the teams
support. These teams have two roles: first, they
work as flying doctors who come to the aid of
operators in AOG situations and repair the en-
gine and thus the aircraft so that it can be
used again in flight operation; they also perform
planned service at the customer site. Under the
motto We bring the shop to the engine, not the
other way around, teams of experienced me-
chanics travel with tools and spare parts to wher-
ever the customer aircraft is, and repair or
Commercial benefits of
engineering services
ENGINE MAINTENANCE MANAGEMENT PLANNING
as well as Service Bulletin (SB) assessments
are as varied as customer requirements and
flight profiles. Ultimately, what is important
is the commercial benefit for the customer
in tandem with optimal reliability and
safety. A careful assessment of the costs and
benefits starts with the core data of the en-
gine, such as version, age and configuration
status. Then, all the important aspects of
the customers operation are analysed the
length of flights, the number of cycles, the
flight hour/flight cycle ratio (FH/FC ratio)
and other conditions of operation. When
planning sequences of maintenance actions
and evaluating SBs, engineering focuses on
the optimal overlap of the customers inter-
ests with the work suggested by the OEM in
the SB and maintenance planning docu-
ments. The goal is to find the best balance
between the costs of implementing an SB
and the economic benefits that implemen-
tation can offer over the expected opera-
tional life of the engine
maintain the engine on wing and if further
work is necessary on site.
This approach is extremely efficient: the
costs for transporting an engine to the shop,
the depth of work of a typical shop visit and
the associated additional costs can all be
avoided, as can the costs of a leased engine.
This is why Lufthansa Technik has made its
AST services a part of its workscope concept.
Integration in planned layovers such as C-
checks is part of the concept as well, so that
AST repairs can often be carried out without
additional aircraft downtime. The perform-
ance effectiveness of this concept is under-
lined by the fact that Lufthansa Technik even
receives orders from competing MRO compa-
nies for this product.
High level of in-house
capability
One performance feature has a customer ben-
efit that is only apparent on second glance:
Lufthansa Techniks very high level of in-house ca-
pability as an MRO provider. Individual workscop-
ing is one advantage, and this extends not just to
the engine, but to single parts (piece-part level) in
the engine. Parts that need repair are subjected to
an incoming inspection whose results determine
the work to be done and thus the volume of work
that generates costs. Here, Lufthansa Techniks ap-
proach is that of optimising not just the parts
themselves but also the costs of their repair. This
has tangible benefits for customers.
A second advantage of in-house repairs is
their short turnaround time, which offers the
customer the option of keeping most of the parts
in a closed loop. This approach ensures that these
parts are re-installed in the same engine.
Surplus parts and teardown
services
Lufthansa Technik offers teardown services
for harvesting low-cost spare parts for repair and
maintenance. This involves acquiring engines on
the market that have been selected in line with
specific material needs. The parts or assemblies
that are harvested from these engines are gener-
ally sent through the shop to regain serviceabil-
ity, sold directly, or stored for later events.
Lufthansa Technik generates a high volume of
surplus parts from this teardown service, parts
that can then be installed in engines in a way that
is optimally oriented to individual workscopes.
Customers profit from extremely low-cost spare
parts; the savings depend on their remaining use-
ful life as well as other factors. Naturally, cus-
tomers also have the option of turning over their
own removed engines to Lufthansa Technik for
efficient final disposal.
This service also gives Lufthansa Technik ac-
cess to LLPs a decisive factor in the efficient
overhaul of a large engine. And if the customer
desires it, Lufthansa Techniks engine shop
pushes the share of surplus material used in an
engine overhaul as close as possible to the theo-
retical maximum.
Performance proves the
concept
Lufthansa Techniks expertise in CF6 and
PW4000 overhauls yields superior results. Its en-
gine shop holds several records: numerous CF6-
80C2 turbofans it has serviced have more than
100,000 flight hours on the clock, and the time
between removals of the PW4000 is approaching
25,000 hours. This is a performance that only a
shop with a strong airline background could
achieve. This airline background ensures a flexi-
bility that enables customers to wish for whatever
they want in the certainty that Lufthansa
Technik will have a solution.
AOG CRITICAL ROUTINE
GLOBAL NETWORK OF SPECIALISTS
IN AEROSPACE TRANSPORTATION
24/7/365 Hotline: 00 8000 AOG TEAM
www.aln.aero
Your Parts have a Destination.
We know the Way.
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Logistics Provider
24/7/365 USA Hotline: 1-877 549-0434
Email: ALNET@pilotdelivers.com
I
nnovations developed over the last three
decades have established Eaton as a leader in
the growing field of engine prognostics. The
companys debris-monitoring products can be
found on the aerospace industrys major gas-tur-
bine engine programmes, including LEAP, GE90,
GP7200, GEnx, Trent 1000 and Trent XWB.
Eaton provides oil debris-monitoring prod-
ucts for most of the industrys commercial air-
plane business, and our work also has
applications in gas turbines for cogeneration
plants, oil platform pumping stations, mining
and other industries, says Steve Showalter, chief
engineer of prognostic health management for
Eatons aerospace facility in Glenolden, Pennsyl-
vania. Our technology helps improve reliability,
provides maintenance credits and increases
flight safety. When you supply a product that can
do all those things, its a great selling point.
Eatons oil debris-monitoring technology en-
hances engine health and aircraft safety by cap-
turing, retaining and analysing oil debris
particles to determine if critical engine compo-
nent failures are imminent. The technology also
functions as an early-warning system for pilots
and maintenance crews if conditions are de-
tected that could degrade engine performance.
Eatons debris-monitoring products can also
save money by reducing an aircrafts mainte-
nance burden. Engines equipped with Eatons
debris-monitoring system reduce the need for
manual checks and inspections and enable con-
dition-based maintenance, a more cost-effective
alternative that increases an aircrafts time in the
air during its life.
Eatons technology has evolved alongside the
aerospace industrys demand for lighter, more
fuel-efficient aircraft. Eatons engineering team
has led efforts to develop low-pressure debris-
As airframes and engines become smarter, engineering personnel
will be increasingly forewarned about potential faults, enabling
them to avoid problems before they occur. Oil debris monitoring is a
vital constituent of engine health monitoring and Eaton Aerospace
Groups advances in this niche field have helped create a technology
that is driving improvements in safety, reliability, fuel efficiency and
lifecycle cost performance.
Oil debris
monitoring
monitoring systems that use less energy, operate
more efficiently and improve fuel economy.
Reducing weight and improving reliability
are both big issues in the industry, Showalter
confirms. Eatons quantitative debris-monitor-
ing technology actually reduces the overall vol-
ume of oil the engine must handle, which means
fluid conveyance components and oil reservoirs
can be designed smaller and lighter. Weight re-
ductions also help reduce stress on other compo-
nents, which enhances reliability.
Eaton engineers have access to extensive in-
house, state-of-the-art testing facilities, includ-
ing vibration, shock and environmental
www.mro-network.com
graph helps establish a basis for failure detection
logic.
Chip detectors go a step further by using an
indicator light to signal when chip counts in-
crease. The magnetic field of a chip detector is
designed to capture debris particles that can
bridge a gap between two electrodes. This bridg-
ing acts as a switch closure for an alarm circuit,
or chip light.
Maintenance alert signals
As engines have become more advanced, so
have their debris-monitoring requirements.
Eaton began working on quantitative debris-
monitoring technology for the General Electric
F118 engine, a non-afterburning variant of the
F110 that powers the B-2 stealth bomber and the
U-2 high-altitude reconnaissance aircraft. The
engine was introduced in 1988.
Nearly a decade later, the General Electric
GE90 ultra-high bypass turbofan engine became
the first commercial aircraft engine with a quan-
titative electronic debris-monitoring system.
Eatons technology on the GE90, which powers
the 777 aircraft family, has racked up well over 20
million hours of proven performance in protect-
ing and prolonging engine health.
Eatons quantitative debris-monitoring sys-
tem not only separates particles and air from oil,
but also employs a magnetic, inductive particle
sensor that analyses the number and size of par-
ticles for a more accurate and detailed assess-
ment of engine activity.
The sensor sends signals to a conditioner that
generates a digital pulse when a particles mass
exceeds a preset threshold. Since the output sig-
nal is readily trended, the system provides prog-
nostic information about components
and can help determine how long the
engine or gearbox can be used safely
a requirement for condition-based
maintenance. The data is relayed to pi-
lots and maintenance crews so actions
can be taken, if necessary, to prevent en-
gine damage.
A maintenance alert signal is indi-
cated by the majority of fatigue or
spalling failures, which occur gradually and
provide adequate time for detailed analysis
and corrective action by ground personnel. A
mission alert signal is generated when levels of
debris accumulation indicate that rapid onset or
catastrophic failures are detected, which would re-
quire immediate action to avoid further damage.
With several years of field experience, Eaton
can point to numerous case studies in which the
early-alert system successfully detected events in
ample time to prevent engine damage.
Even with the maintenance alert feature,
there were some customers who were used to
doing things manually and were using the quan-
capabilities, to gain deeper insights into engine
system wear and strategies to improve engine
prognostics.
Eaton has always had close relationships
with commercial and military customers in de-
veloping new technologies, says Einar Johnson,
vice-president of customer solutions and services
for Eatons Aerospace Group. Advanced debris
monitoring is a great example of Eatons focus on
being a solutions provider for the industry, espe-
cially with the push for higher fuel efficiency and
lower emissions. We want our products to help
pave the way to performance breakthroughs for
next-generation aircraft, and that means listen-
ing to customers and understanding their spe-
cific needs and goals.
Chip collectors and chip
detectors
In an engine condition monitoring system, oil
debris monitoring detects impending failures of
bearings, gears, splines and other oil-wetted
components. Bearing spalls in aircraft engines
are a leading cause of mechanical failures but
they also leave behind clues that can lead to early
detection and damage prevention.
When a damaged or contaminated bearing
spalls, metal particles from the bearing eventu-
ally show up in the lubrication system. Metal par-
ticles may also originate during the engine
building process, from repair work or from nor-
mal wear.
A chip collector is the most basic
method of detecting wear in lubrication
systems and can be found on the industrys
major commercial and military aircraft turbine
engines. It consists of a magnetic
plug to draw fer-
rous particles
from lube
oil and a
self-clos-
ing valve
that allows
the plug to
be removed
from a gear-
box without drain-
ing the oil. Chip
collectors are strategi-
cally placed in individual scavenge lines,
gearboxes or other locations to optimise capture
efficiency.
Since chip collectors can only capture debris,
plugs must be removed and sent away for analysis
at frequent intervals to determine the lifecycle
phase of gears and bearings. At an offsite facility,
removed debris is catalogued and plotted accord-
ing to an aircrafts operational time. The resulting
Eatons advanced oil debris-monitoring system
captures, retains and analyses oil debris particles
to determine if critical engine component failures
are imminent. LEAP technologies will deliver
improvements beyond anything brought to market
to date. Fuel efficiency will improve by 15 percent,
nitrogen oxide emissions will be cut by 50 percent
and noise reduced.
titative debris-monitoring system only as a chip
detector, Showalter says. There have been cases
when our system was reporting a problem seven
flight cycles before an incident.
In addition to preventing engine damage, the
early-warning system helps to optimise mainte-
nance schedules and reduce maintenance costs.
Showalter notes that inspection intervals for initially
fielded aircraft may start as low as 50 hours, com-
pared with up to 2,000 hours for aircraft equipped
with advanced oil debris monitoring systems.
This enables customers to earn maintenance
credits by reducing or eliminating the frequency
of physical checks, he said. They can streamline
operations by reducing manpower or applying
resources to other tasks.
Higher efficiency
In addition to the quantitative debris-moni-
toring sensor and signal conditioner, Eatons oil
debris-monitoring system includes the patented
Lubriclone three-phase vortex debris separator,
the industrys only high-efficiency deaerator.
Higher efficiency allows the oil reservoir to be
smaller, which provides weight savings in addi-
tion to earlier, more accurate information about
engine conditions.
Lube systems for gas-turbine engines are not
just for lubrication but are also part of the cooling
system, explains Showalter, who has originated
three Eaton patents related to debris-separation
technology. Engines have scavenger pumps that
return oil from the bearing compartments to the
oil tank. Dry sumps pull oil out of the compart-
ment faster than it comes in, so oil cant build up
in compartments and cause problems.
When not pulling back oil, the scavenger
pump pulls back air and highly aerated oil.
Eatons products remove air and debris from the
mix and return oil to the tank. Its amazing that
we can inject tiny particles the size of pepper
flecks into a highly aerated oil mixture and be
able to separate those particles out of the oil and
place them on a sensor, Showalter comments.
The effectiveness of any debris-monitoring
system is a direct function of the quantity of de-
bris presented to it by the oil system. The GE90
engines debris-monitoring sensor has a capture
efficiency of 90 per cent at maximum engine
RPM for debris particles characteristic of rolling-
contact, fatigue-type bearing failure. The vortex
separator removes air from oil with an efficiency
of 95 per cent.
Showalter notes that original particle separa-
tors had a high-pressure drop, but Eatons success
in developing low-pressure separation technol-
ogy has helped increase weight savings, fuel effi-
ciency and reliability. The low-pressure design
was a pivotal advancement for Eatons debris-
monitoring technology.
In the low-pressure system, a pressure cen-
trifuge takes fluid energy from the scavenger pump
and pumps it through a separator, he said. Heavy
particles move to the outside and lighter ones move
to the centre. The low-energy requirement helps
with fuel economy by saving horsepower, and the
reduction in the overall volume of oil means fluid
conveyance components can be designed lighter.
This also puts less stress on other components. The
GP7200 engine was our first customer for the low-
pressure design, and now the technology is on the
GEnx, Trent 1000 and Trent XWB.
Another Eaton advance has been the creation
of a loop-system conditioning module in the de-
bris-monitoring package. Eatons loop module
for the Trent 1000 engine provides functions such
as particle detection and size classification, fil-
tration and filtration housing, and a delta pres-
sure indicator to detect abnormal filter clogging
rates.
Environmental impact
In 2012 jet-engine manufacturer Snecma se-
lected Eatons oil debris-monitoring technology
for the CFM Leading Edge Aviation Propulsion
(LEAP) engine, a new baseline turbofan engine
designed to power the next generation of single-
aisle commercial jets. Featuring the industrys
most innovative materials and technologies,
LEAP is expected to improve fuel efficiency by 15
per cent and reduce nitrogen oxide emissions by
50 per cent. It also will be significantly quieter
than its predecessors.
The drive for more fuel-efficient engines that
run hotter and faster has created new challenges
for oil-based engine prognostics. Green engines
use very little oil, and improved sealing and recov-
ery systems ensure that oil stays inside engines
longer. As oil ages and depletes, some of its con-
stituents begin breaking down and turning acidic,
which could be harmful to engine components.
As engine manufacturers push temperatures
higher to increase burn efficiency, metallurgy has
become the limiting factor. Showalter says Eaton
is working on debris-monitoring technology for
super-efficient non-metal engines of the future.
Next-generation bearings will be hybrids in-
corporating steel and ceramic materials that can
withstand higher melt points, he says. Theyll also
be much lighter. Hybrid bearings on helicopters
will produce 45 per cent weight savings in bearings
alone. Theyll run at higher rotations and at hotter
temperatures for improved fuel economy.
Following the rapid progress of debris-moni-
toring solutions over the last two decades, John-
son says Eaton will continue working on
technology enhancements and pursuing strate-
gies to expand into other industries and global
markets that have a need for its products.
Eaton wants to be a lifecycle partner by provid-
ing cost-effective solutions that help our customers
improve performance over the life of an engine,
Johnson says. Debris-monitoring technology is
definitely a solution thats producing quantifiable
results in safety, reliability, efficiency and cost.
In an engine condition monitoring system, oil debris
monitoring detects impending failures of bearings, gears,
splines and other oil-wetted components.
Eatons debris monitoring technology will be in CFMs LEAP engine.
Roving
repairs
www.mro-network.com
I
ts 7am at Montreal-Trudeau airport. Beneath
the yellow spotlights of a hangar in the tech-
nical zone, a team of mechanics is hard at
work on an Air Canada 777, grounded for main-
tenance. Moving closer, we see that the left en-
gine has been removed and disassembled
beneath the aircraft. Several technicians are
working on the massive GE90 turbofan.
Its a team from Air France Industries KLM
Engineering & Maintenance, explains Robert
Parker, powerplant engineering manager at Air
Canada. We have an industry problem with LPT
[low pressure turbine] stage 6 bleed failures,
causing us to do a campaign around the whole
fleet to replace the suspect parts. We first dealt
with AFI KLM E&M on a transfer gearbox failure
and they really helped us out. After that good ex-
perience, we approached them to see if they had
an option to help us out with the stage 6.
In a well-rehearsed choreography, the four-
person team is replacing the defective fan blades
one by one before reassembling the different
stages. Around them are several large crates
stamped with the AFI KLM E&M logo.
Its the tooling, says Daniel Bertrand, Air
Canada manager, international engine mainte-
nance. Its a turnkey programme. AFI KLM E&M
has developed an on-wing team to perform work
like this off-site. And one of the benefits of hav-
ing this kind of solution is that we have been able
to take advantage of having the aircraft on check
and not using any corporate downtime for the
aircraft to reduce the TAT of our campaign for the
LPT6. They come with the tooling and they come
with the manpower, so it doesnt drain Air
Canada resources.
Like Air Canada, a rising number of carriers
are using on-wing services for engine mainte-
nance and repair work. This applies particularly
to the GE90, which exhibits certain teething
troubles that call for work well before the theo-
retical 25,000-hour initial shop visit. But its also
true of older-vintage engines as well, such as the
CFM56-5B or 7B.
The benefits of this type of on-site work are
many: it saves time and doesnt disrupt opera-
tions by taking advantage of a scheduled main-
tenance slot; the problem is managed by an
Reducing engine maintenance costs starts with on-wing preventive
and curative maintenance, especially for the latest generation of
engines. Such early interventions are increasingly popular among
airlines, and MRO operators are offering services ranging from the
development of monitoring solutions to repairs and other work,
either on-wing or on-site with the customer. Here Air France
Industries KLM Engineering & Maintenance (AFI KLM E&M), outlines
a typical AOG event and describes some of the unique repair
solutions it has developed.
outside team that can operate independently by
ferrying in the necessary tools; it saves money by
not having to lease a spare engine, especially as
GE90s are hard to come by; and, of course, there
is the guarantee of top-quality work performed
by teams chosen for their expertise in the type of
engine concerned, and with in-depth knowledge
of all its unique features.
Monitor wizards
Air France and KLM were among the first air-
lines to operate the 777-300ER and the 777
Freighter. Accordingly, AFI KLM E&M engine
teams have proven experience in both operating
and maintaining those aircraft and the engines
powering them, and over the years the MRO has
developed several monitoring solutions to detect
technical problems on the first models delivered.
Engine trend monitoring is increasingly cru-
cial for carriers these days, as it means you can
carry out work at an early stage, says Bruno Les-
gourges, head of engines marketing at AFI KLM
E&M. The sooner you operate surgically, the
more you can optimise operating and repair
costs, so we have developed monitoring and de-
fect detection programmes for several engine
types, for our own and our clients aircraft.
For example, take HPC [high pressure com-
pressor] Stage 1 blade tip curl, a well-known de-
fect on the GE90-94B. The software we developed
records engine parameters inflight so that we can
detect the problem before it causes more dam-
age. We were also behind an initiative to develop
a special graduated gauge to accurately measure
fan blade defects on-wing. This tool is now pro-
duced as standard by Snecma and is an integral
part of the operator base kit. All our on-wing so-
lutions are offered to our customers, who can
thus benefit from the related scale-effect.
In-house tooling
Innovating to cut maintenance costs is now a
mantra for AFI KLM E&M. As is the principle of
preventive maintenance, the cornerstone of any
maintenance programme, and this is increasingly
beginning on-wing. The list of special tooling de-
veloped in-house by the MRO is extensive. Ex-
amples include the Wiggle Check tool used to
carry out inspections on the GE90s VBV rod end
bearing, and a lubrication tool used in an in-
house procedure to prevent any defects on the
part. Innovation also involves the ability to
embed a team of on-site experts to carry out the
sort of maintenance work that is usually done in
the workshop: a gearbox or fan disk replacement
on a CFM56-7B can now be carried out directly
on-wing, for example.
But the real innovation is still an MROs abil-
ity to continuously adapt to its clients needs,
says Lesgourges. That means being responsive,
offering suitable technical solutions at controlled
costs, and being able to implement them at any
time, anywhere in the world, and on-wing, espe-
cially in the case of an AOG.
That is exactly what happened to an AFI KLM
E&M team following an engine breakdown on a
GE90 engine on a 777-200. After making an
emergency landing in Irkutsk, Siberia, the air-
craft was grounded until it could obtain a re-
placement for the faulty engine. It was a
challenge that called for the lease of an Antonov
24 to transport the technical team and the spare
engine, as well as all the tooling needed to carry
out the work directly under the aircraft, and in
temperatures of -37C! It was a tailor-made solu-
tion for a very special job, and also one placed
under a lucky star as it happened on Christmas
Eve.
We were also behind an initiative to develop a special
graduated gauge to accurately measure fan blade defects
on-wing. This tool is now produced as standard by Snecma.
Bruno Lesgourges, head of engines marketing, AFI KLM E&M
B
oeing and GE Aviation have worked to-
gether on the 777 aircraft programme
since 1990 when GE Aviation launched
the GE90 engine concept, a new clean-sheet de-
sign for Boeings then-new 777 aircraft. The en-
gine incorporated advanced technology and was
the first engine to use composite material for the
front fan blades.
The early years for the GE90 programme were
challenging with development problems and de-
lays. During much of the 1990s, the GE90 trailed
competitors for engine sales on the 777 family.
That changed with the first growth 777 aircraft
the 777-200ER and GE90 sales and perform-
ance started to greatly improve. Yet GE decided to
end a planned GE90 growth programme in 1997.
In the same year, however, GE Aviation pres-
ident and CEO Jim McNerney convinced Boeing
that an even larger GE90 engine, called the
GE90-115B, would be the right choice to power
the larger 777s. In 1999, the GE90-115B engine
was awarded an exclusive contract to power the
new Boeing 777-300ER, -200LR and Freighter.
At 115,000 pounds of thrust, the GE90-115B
engine includes performance-enhancing features
such as a 3-D aero compressor and wide-chord,
swept composite fan blades for greater efficiency.
The fan blades have accumulated more than 30
million flight hours. The dual annular combustor
emits no more than 40 per cent of the hydrocar-
bons allowed by todays international standards.
In addition, todays GE90-115B engines have been
enhanced to help reduce 777-300ER fuel burn by
3.6 per cent from the 2000 launch specification.
By the mid-2000s, with fuel prices rising, the
highly efficient 777-300ER began to experience a
dramatic sales surge around the world. The
GE90-115B was arguably the best service entry for
any new GE engine. At the same time, airline cus-
tomers buying smaller 777 models migrated to
the lower-thrust GE90 engines. Today, nearly all
777 models are sold with the GE90 engine.
More than 2,000 GE90 engine have been sold
to date, including 1,500 GE90-115Bs on order for
customers of the 777-300ER, -200LR and 777
Freighters. The GE90-115B-powered 777 is con-
sidered to be one of the most popular aircraft
combinations in service. In 2013, GE plans to pro-
duce more than 210 GE90-115B engines. This fig-
ure will grow to more than 220 engines in 2014,
making for significant production growth for GE
and its revenue sharing participants Snecma of
France, Avio Aero of Italy and IHI Corporation of
Japan.
When Boeing selected GE Aviation to design and manufacture engines for its new next-generation 777
aircraft, it was the continuation of collaboration between the two companies that dates back to 1999
with the GE90-powered 777 family. Now GE is working on an upgrade, the GE9X, which will provide up
to 10 per cent better fuel efficiency than current GE90 models.
Progressing towards
the GE9X
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GE90-115B. Key features include a 132 diameter
composite fan case and fourth generation com-
posite fan blades; next-generation 27:1 pressure
ratio high pressure compressor (HPC); a third-
generation TAPS (twin annular pre-swirl) com-
bustor for greater efficiency and low emissions;
and ceramic matrix composite (CMC) material
in the combustor and turbine.
Taking fan technologies to the
next level
The GE9X fan module incorporates several
unique features. The front fan of the new engine
will be the largest of any GE engine at 132
inches in diameter and include a durable,
lightweight composite fan case similar to the
fan case on the GEnx. The fan case will
lower the weight by 350lbs per engine com-
pared with a metal fan case.
The GE9X fan blade will feature new high
strength carbon fiber material and a steel alloy
leading edge, says Millhaem. This new material
along with a higher fan tip speed will improve the
efficiency of the low pressure turbine and deliver
improvement in fuel efficiency compared with
the GE90-115B engine.
The fan blades in the GE9X engine will be
fourth generation composite fan blades. GE Avi-
For GE Aviation, the GE90 has meant more
than just revenues, income, and work for our net-
work of factories. Its technology is the basis for
the best-selling GEnx for the new 787, and highly
influenced the GP7200 engine for the A380 and
CFMs new LEAP engine, set to power the
737MAX, A320neo, and COMAC C919.
GE90 becomes GE9X
The latest model in the successful GE90 en-
gine family is the GE9X. GE Aviation has been
hard at work for several years developing new
technologies. This technology development
programme picked up steam in 2013 with
several key tests on the schedule.
In 2013, GE is focused on maturing ad-
vanced technologies for the fan, high-pres-
sure compressor, combustor and
high-pressure turbine and as well continuing
development on new material, such as ce-
ramic matrix composites for the GE9X engine,
says Bill Millhaem, general manager of the GE90
programme at GE Aviation. Overall, GE will
spend $200 million this year on technology matu-
ration programmes for the GE9X engine.
The advanced technologies in the 100,000lbs-
thrust-class GE9X engine will provide a 10 per
cent improvement in fuel burn over todays
Air from the high-pressure compressor is directed into the
combustor through two high-energy swirlers adjacent to the
fuel nozzles. This swirl creates a more homogeneous and
leaner mix of fuel and air, which burns at lower temperatures
than in previous jet engine designs.
ation developed the first composite fan blade for
its GE90-94B engine in 1995. Composite fan
blades also feature in the GE90-115B and GEnx
engines. GE has accumulated more than 30 mil-
lion flight hours with composite blades and an-
ticipates more than 100 million flight hours of
experience when the GE9X enters service later
this decade.
Current plans call for the GE9X engine to fea-
ture 16 fan blades, which are two fewer blades
than the GEnx and six blades less than the GE90-
115B. This fan blade reduction is possible with ad-
vances in three-dimensional (3D) design
capabilities that enable engineers to create a
more swept design and larger fan chord.
GE Aviation began testing its new composite
fan blades for the next-generation GE90 engine
in June at the ITP testing facility in the United
Kingdom. The first round of tests focused on val-
idating the new composite material. The results
were very positive. GE plans a second round of
tests at ITP later this summer to further validate
the new fan blade composite material and metal
leading edge.
Before 2014 GE also plans to run Universal
Propulsion Simulator (UPS) fan performance
tests on a fan rig at a Boeing facility in Seattle,
Washington. Work is already underway on the
fan rig and facility for these tests. These tests will
validate the fans aero performance, acoustics and
fan flutter margins as well as the aeromechanics
response in crosswinds.
Record-setting compressor
The GE9x engine features an 11-stage HPC
with new aerodynamic technology and a fourth-
generation powered alloy material that will pro-
duce a 27-to-1 pressure ratio, which will be the
highest pressure ratio of any commercial engine
in service. The new HPC design will significantly
increase thermal efficiency and contribute to the
10 per cent improvement in the engines fuel
burn.
GE Aviation assembled a 90 per cent scale rig
of the full size HPC, and the rig test will be tested
at a GE Oil & Gas facility in Massa, Italy in Au-
gust. The HPC rig will include more than 1,000
pieces of instrumentation.
A GE LM2500 engine will generate more than
29,000 horsepower to drive the HPC during the
test. The test will be completed by year end and
will demonstrate the compressors performance
and operability. An additional HPC module test
is scheduled for 2014 to test further enhance-
ments to the HPC design based on this years test
results.
During the last year, GE Aviation has in-
vested about $4 million in new equipment at the
GE Oil & Gas testing facility in Massa, Italy,
where the HPC rotor stator module test will
occur, says Millhaem. This new equipment will
enable the test cell to accommodate the record-
setting 27-to-1 pressure ratio of the HPC.
Among the test cell upgrades are: an en-
hanced ventilation system capable of the cooling
and heating required by the HPC module; a
unique exhaust frame and water quenching sys-
tem; and new instrumentation and data acquisi-
tion systems.
TAPS: lean burn at its finest
Lowering exhaust emissions in jet engines, es-
pecially oxides of nitrogen (NOx), continues to
be a worldwide requirement. GE has proven to be
at the forefront with its unique Twin Annular,
Pre-mixing Swirler (TAPS) combustor.
The technology has been proven on the GEnx
engine, which powers the 787 and 747-8 aircraft.
For the GE9x engine, GE has evolved the technol-
ogy to its third generation.
The combustor is the section of an engine
where fuel is burned. The key to the TAPS com-
bustor is how air and fuel are pre-mixed before
they are burned in the combustor. Air from the
high-pressure compressor is directed into the
combustor through two high-energy swirlers ad-
jacent to the fuel nozzles. This swirl creates a
more homogeneous and leaner mix of fuel and
air, which burns at lower temperatures than in
previous jet engine designs.
The vast majority of NOx is formed by the re-
action of oxygen and nitrogen at high tempera-
tures. NOx levels increase the longer the
burning fuel/air mixture stays at high tempera-
tures. The lower temperatures generated in the
TAPS combustor results in significantly lower
NOx levels.
In addition to lowering ozone-depleting NOx
emissions, the TAPS combustor will produce low
levels of carbon monoxide and unburned hydro-
carbons. TAPS also has the potential to signifi-
cantly reduce soot and related exhaust
particulates. Also, because the TAPS combustor
burns at lower temperatures, it will improve the
life of components further downstream in the
engine.
For the GE9x, the combustor will have to op-
erate at the highest inlet pressures and tempera-
tures ever and the engineers have redesigned the
TAPS combustor to handle these higher temper-
atures while producing lower NOx emissions by
incorporating CMC inner and outer liners and
next-generation mixer.
To test the combustor at full inlet pressure
and temperature conditions, GE is building a
special purpose facility to accommodate the rig.
The full annular rig test is scheduled for late 2014
or early 2015.
Ceramic Composites
GE has been developing and testing ce-
ramic matrix composite (CMC) material for
several decades. The GE9X engine is among
the first GE engines to incorporate this new
material into the combustor and high pressure
turbine modules.
CMCs weigh about one third of their compa-
rable metal parts with twice the strength advan-
tage and greater thermal capabilities. This allows
for more flexibility in the engine design by taking
weight out for the components as well as in the
supporting structures.
Besides the combustor liner, the GE9X is
evaluating using CMC in the stage two high
pressure turbine blade. The engine benefits
from the lower weight of the blades as well as a
smaller and lighter rotating structure. Finally,
as it is a non-cooled part, more of the air will
stay in the primary flow path where it will ben-
efit fuel burn.
Next year, GE will conduct endurance demon-
strations on CMC components in a GEnx engine
as part of the technology maturation programme
for the GE9X engine.
Engine development on track
The GE90 engine has developed a strong
reputation in the aviation industry and we are
building on this reputation with the GE9X, says
Millhaem. While weve been working on the
technology for the GE9X for several years, we
look forward to building the first full scale en-
gine and running it for the first time. There is
nothing like that moment and we are just a few
years away from this milestone in the pro-
gramme.
The first engine test is scheduled for 2016.
This milestone will be followed by flight testing
on GEs flying testbed in 2017 and engine certifi-
cation from the Federal Aviation Administration
is anticipated in 2018.
The programme is in good shape, and cus-
tomers have responded enthusiastically to the
new technologies we are offering, says Millhaem.
We look forward to designing, testing and de-
livering the GE9X engine to our customers by the
end of the decade.
I
f you blotted out any thought of what hap-
pens to aircraft residuals as they near the end
of a first lease, you might think all was well
in the leasing market. Competition for sale-and-
leasebacks is so great that it is clear that the cur-
rent market has once again become dominated
by the operators. Sure, larger lessors are buying
in volume, but lease rates still echo the effect of
oversupply in a delicate market. Such is the com-
petition for A320s and 737-800s (despite the rel-
atively imminent arrival of the neo and MAX)
that many investors consider widebody aircraft
the only party in town, though big players prefer
to limit themselves to only a handful of A330 and
777 deals, usually with Middle East or Pacific Rim
customers.
The spare engine market would appear to be no
different in that regard as competition for sale-
and-leasebacks of narrowbody engines intensifies.
Lessors continue to be squeezed by operators who
are unwilling to pay for good engines with plenty
of green time. Consequently lease rate factors have
dropped by 10 basis point from a 0.82 per cent av-
erage, making it very difficult to make any profit
on new engine deals if lessors continue to pay close
to list price. The overheated narrowbody engine
market has influenced a larger number of lessors
and investors to look more carefully at widebody
powerplants, particularly those fitted to the larger
twin-jets.
This is a risky strategy if the additional con-
siderations that drive the widebody market arent
Widebody engine leasing is a different ball game to the narrowbody engine rental market. Aside from
much higher purchase costs, lessors of large engines must cope with much greater OEM intrusion into
the aftermarket as well as limited opportunities to acquire the latest generation of engines. Stuart
Hatcher, head of valuations and risk at the International Bureau of Aviation, explains current and future
risks and opportunities in the widebody engine lease market.
Leasing
long-range power
www.mro-network.com
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explored in depth. Whereas narrowbody engines
are attractive because they are generally cheaper,
with a wide parts and maintenance market and
operator base widebody engines are more ex-
pensive, heavily controlled by operators and the
OEMs, and are often heavily tied up in operator-
friendly power-by-the-hour contracts that re-
strict third-party parts management. The upside,
however, is that widebody engine leases tend to
be longer and can be managed more in line with
aircraft leases.
Most established engine portfolios already
contain widebody engines, but these typically
only cover the less expensive CF6-80C2,
PW4000-94 and CFM56-5C engines designed to
power the later generations of the 747, the 767,
the MD-11 and A340-200/300s. Given the consid-
erable drop in demand for those aircraft types in
recent years, the focus for many has switched to-
wards acquiring engines that power the later
build A330 and 777 families. However, that is eas-
ier said than done.
Predicting post-lease demand,
part-out and
loss-given-default
As one would expect, the capital cost to ac-
quire the largest engines can be considerable.
One could buy three new CFM56-7B27E engines
for the price of one new GE90-115B, though price
is not even the main stumbling block. Lessors are
more concerned about what options will be open
once the lease period is over. Major question hang
over post-lease levels of demand, who the poten-
tial lessees will be, engine part-out options, the
extent of loss-given-default, replacement tech-
nology and how pricing will hold up over time.
A more immediate problem is where one
actually sources such engines from. With very
few direct lessor-OEM purchases performed
(because the largest lessors are OEM con-
trolled so prices are high to discourage compe-
tition), the most likely source is through a
sale-and-leaseback deal or direct from one of
the OEM-controlled lessors. The sale-and-
leaseback approach may appear simple
enough, but with so many operators signing up
to power-by-the-hour contracts such as Total-
Care or OnPoint, opportunities may not come
up too often. As we have seen many times,
when an operator does decide to sell and lease-
back spare engines, it is often the OEM-con-
trolled lessor that ends up being the successful
bidder; they are able to structure deals such
that book values remain low to account for low
rentals and they are able to price maintenance
and parts at cost. These engines will then re-
enter the market at a later date, although the
bidding is usually closed and is just between
lessor and buyer.
This activity therefore keeps the market for
the larger engines relatively tight and closed to
anyone outside the operators and the chosen few
that the OEMs have let in. This activity therefore
makes it very difficult to predict what options
will be available at lease end. Demand is proba-
bly easiest to ascertain if one knows the number
of spares built, the likely status of the host air-
craft fleet by the end of the lease, and the me-
chanical reliability of the engine fitted. As
engine programmes mature, the OEM strangle-
hold tends to weaken as operators who buy age-
ing aircraft avoid OEM deals and opt to source
their own spare engines and maintenance in ac-
cordance with the more traditional time-and-
material approach. This is not unusual when you
consider that for many engines there will be very
little LLP replacement performed as the aircrafts
cyclic utilisation is so low. So the number of po-
tential lessees is expected to grow over time,
which does provide comfort to those looking to
invest.
The potential part-out options available do,
however, cause concern. It remains true for all en-
gines that a great deal of residual value remains
tied up in the engine core, LLPs and accessories.
When an operator does decide to sell and leaseback spare
engines, it is often the OEM-controlled lessor that ends up
being the successful bidder; they are able to structure deals
such that book values remain low to account for low rentals
and they are able to price maintenance and parts at cost.
If engine maintenance is heavily controlled, and
the market for used parts ends up becoming re-
stricted, then the underlying residual value for
the engine (and aircraft for that matter) would
be affected. On the upside, over time OEMs are
likely to be more lenient about third-party shops
fitting parts (OEM parts at least), but at the same
time we expect their control will strengthen for
the early part of the engines life.
The OEMs control of the market will also
heavily influence the loss-given-default situa-
tion. If the secondary and part-out markets are
restricted then the number of potential buyers or
lessees will naturally become smaller. When you
couple that with the possible magnitude of main-
tenance liens, the exposure is large. On the up-
side, however, the number of defaults affecting
these engines is actually very small. The operator
list for large engines includes more flag-carriers
than for narrowbody engines which improves the
risk score. Moreover, the assets themselves are
considered to be the most cost-effective aircraft-
engine combination for high-density or long-
range traffic, and therefore will be the last to be
relinquished in a cost-cutting exercise.
The modern widebody engine
market
Judging by what we monitor and the number
of enquiries we receive, the key assets within this
sector include the engines that power the A330,
A380, 777-200LR/F/300ER, and 787.
As the A330 market has been established the
longest within this list, there are many different
engine versions available, each with important
technical considerations that will affect market
value. Of the options available, the CF6-80E1 and
PW4000-100 have traded reasonably well as the
OEM has shown relatively little interest in con-
trolling the market, in contrast to the market-
leading Rolls-Royce Trent 700. Consequently,
while we expect the ongoing spare engine leasing
opportunities for the Rolls-Royce engine to im-
prove given the size of the market share, the part-
out opportunities for the General Electric and
Pratt & Whitney engines will make them attrac-
tive investment opportunities to those who like
to take a much longer view. With many lease
rates being driven by sale-and-leaseback sales
pricing we tend to see a relatively tight band be-
tween $100-120k per month for longer-term
leases; some short-term peaks and troughs can
push these figures out by another $20k in either
direction. Sales pricing remains quite high for all
engines as trading frequency remains low and
uncommon past the original sale and leaseback.
Whilst it is early days for the A380 spare en-
gine market, some spare engine opportunities
have arisen, although the volume remains small
indicating that neither OEMs nor operators feel
pressed to increase the number of engine owners
or managers. This should improve over time, es-
pecially when one considers that the four-engine
aircraft requires higher spares ratio, but unless
the number of aircraft on backlog increase sub-
stantially, neither engine choice for the A380 may
stimulate much demand.
The GE90-110/115B engine, on the other hand,
grabs the most attention. This is partly because
it is the largest and most expensive, but also be-
cause it is the only engine mentioned here that
is fitted to an aircraft with only one engine op-
tion. Its host aircraft, the 777, is in such demand
that it even tops some investor polls ahead of the
737-800 and A320. It is no secret that the major-
ity of spare GE90-110/115Bs are managed and
owned by GEEL and with such a high proportion
of the population having been enrolled on the
OnPoint programme, it is very difficult to see
where new engines can be acquired. Of the op-
erator driven sale-and-leasebacks that have oc-
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At the of ce, in the
hangar, on the road
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curred, most have been closed by the OEM-con-
trolled lessor with only a handful being bought
by independents. Over time this dynamic is sure
to shift away from the OEM, but only as far as
ownership is concerned; ongoing management is
likely to remain under the OEMs control.
Given the level of OEM control in the GE90
market, the potential future for engine part-out
is still untested. Many will argue that the OEMs
involvement will hamper demand for parts until
the end of the decade, but it is of our view that
the engines generally low cyclic utilisation will
prevent any second-hand LLP market developing
for at least another 10 years. Ongoing develop-
ment of core parts to improve fuel burn and
durability will be more influential.
Varying lease terms
Unlike other large engines, our experience
with both aircraft and spare engine leases has
seen a wide variance in the reserve methodology
used by lessors, which is surprising when most
modern leases tend to follow a similar pattern. At
one end of the spectrum we have encountered all
LLPs (including the static ones that that are ex-
pected to never reach expiry) being covered; at
the other end, parts with lives in excess of 15,000
cycles are reserve exempt. This is a wide spec-
trum that runs from replacement costs approach-
ing $15m to compensation that could potentially
be zero! Although we do not expect many LLPs
(if any to be replaced) in the majority of GE90s,
collecting security in the form of compensation
or reserves would still be advisable.
Similar to reserves, we have also encountered
a wide band of lease rentals depending on the na-
ture of the original sale and leaseback, such that
a variance of over $100k is not uncommon be-
tween the highest and lowest rents. Uninflu-
The OEM stranglehold tends to weaken as operators who buy
ageing aircraft avoid OEM deals and opt to source their own
spare engines and maintenance in accordance with the more
traditional time-and-material approach.
enced by the original sale price, we still expect
the majority of medium term rates to fall within
the $190-280k band, with some older deals at the
lower end of the range.
Future technology
There is undoubtedly some concern over the
timing of the likely 777 replacement, the 777X.
Rumoured to be launched late 2013 (and possibly
already launched by the time this article has been
published), the 777X is not expected to enter
service until 2020-2022, at which point the in-
cumbent 777-300ER fleet will be considerable.
The 777Xs GE90-9X engine will be crammed
with new advances in material science, 10 per
cent lower fuel burn, higher reliability, fewer
blades, better combustor, and numerous other
technologies. But what will happen to GE90-
110/115B demand? In the short-term, basically
nothing is expected. At eight deliveries per
month, it will take 10-12 years to replace the cur-
rent fleet of 777-300ER/200LRs and freighters
and that doesnt consider growth or replacement
of the previous 777 generation, otherwise the re-
placement will be close to 20 years.
We expect much of the current fleet to re-
main with operators until the 777X can be deliv-
ered in numbers. As the residual values for the
current GE90-110/115B are expected to remain rel-
atively high for the next decade and beyond, we
also expect that the number of sale and lease-
backs will increase substantially between now
and 2020 as operators capitalise on assets, and
OEM lessor GEEL spreads risk and prepares for
the growth of the GEnx and GE90-9X. Of course,
the timeline could be altered if Airbus opts to
launch a larger A350-derived aircraft to bridge
the gap between the A350-1000 and A380, al-
though we wouldnt expect that to occur until
current A350 testing progresses further.
Although too early to encounter much activ-
ity yet, the prospective GEnx and Trent 1000 en-
gine markets are expected to attract the attention
of many investors over the next few years in a
similar way to the Trent 700 and GE90-110/115B
markets. The market is fairly well split between
the two options and both will have their fair share
of tier one credit operators. So, assuming that
OEM aftermarket dominance for both types, we
envisage that a long-term leasing market will
perform well, provided investors do not rely on
part-out to mitigate risk.
Although future demand for widebody en-
gines look bright, relative to the ubiquitous CFM
and IAE deals there are many additional factors
that should be explored first as the market is not
solely defined by the success of the host aircraft.
The increasing dominance of the OEMs hinders
a more more open and competitive market, but
their control is something that is expected to in-
crease not relax. For years OEMs were heavily re-
liant on future maintenance revenues to recoup
development costs for engine programmes. With
the growth of power-by-the-hour initiatives,
OEMs have been able to gather that cash much
sooner, squeezing the MROs and lessors in the
process. OEM schemes are therefore here to stay,
although they will continue to evolve themselves.
While early agreements were extremely operator-
centric, the growth of the leasing community has
pushed the OEMs to adapt their programmes
too. They may not have gone not far enough yet,
but this is a step in the right direction.
Simulating the
engine of the future
Of all the future advances in airframe and engine technology, distributed propulsion combined with
blended wings might have the best potential to deliver the performance and efficiency improvements
that airlines will require by the middle of this century. Here, Dr Devaiah Nalianda of the Department of
Power and Propulsion at Cranfield University in the UK, in collaboration with colleagues Prof. Pericles
Pilidis, Prof. Riti Singh, Dr Panagiotis Laskaridis and Dr Vishal Sethi, describes how the trade-offs of such
future systems can be modelled by the institutions TERA process, and how TERA can be used to support
operators of current engine technology.
T
he conventional jet engine transformed
civil aviation. It is a prime example of a
disruptive technology, and it basically up-
rooted the long-serving piston engine by allow-
ing aircraft to fly at greater speeds and above
weather systems, transporting passengers in
comfort and safety.
But, even though the jet engine itself has
evolved becoming quieter, more fuel efficient
and environmentally friendly its ubiquity and
reliance on fossil fuels means it could become a
victim of its own success. The predicted rise in
passenger traffic and the challenges of meeting
future environmental goals have, once again,
forced the industry to pursue a revolutionary al-
ternative and develop another disruptive tech-
nology.
Such technologies are innovations that
change the rules of the game, introducing a new
value proposition. They may have to outperform
the technologies they seek to replace, but they
must necessarily offer new and valuable features
that justify their implementation, while main-
taining the highest safety standards. If enough
momentum can be gathered, the new disruptive
technology will evolve to replace its predecessor.
The search for a future aircraft and suitable
propulsion system requires a cross-disciplinary
effort that focuses on feasible airframes and
propulsion systems. On top of that, the applica-
tion of alternative fuels, safety and reliability,
noise reduction and operating costs are all key
considerations.
The aviation industry recognises the
Blended Wing Body aircraft and Distributed
Propulsion (Fig. 1) as two of the most promising
disruptive technologies, with the potential to
change how aircraft interact and affect the envi-
ronment. It is supported by various organisa-
tions such as NASA, Rolls Royce, Airbus and
Boeing. Cranfield University is also engaged in
this field of research and has developed various
novel concepts to improve both propulsive effi-
ciency and airframe performance. Consequently,
it has recently been awarded a three-year inter-
Figure 1: Conceptual image of the N3-X Concept Distributed Propulsion on a Blended Wing Body airframe (image courtesy of NASA).
AIRCRAFT TECHNOLOGYS annual publication for the MRO professional
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key airline, OEM and MRO professionals worldwide.
national grant from NASA to further research in
this field.
Utilising a concept called TERA (Techno-eco-
nomic & Environmental Risk Assessments), the
Department of Power and Propulsion at Cran-
field University researches promising concepts
that are primarily aligned to the industrys re-
quirements. Long-term goals of research based
on this concept are aimed towards achieving sus-
tainability in the aviation industry, essentially by
identifying and addressing technical challenges
associated with the implementation of revolu-
tionary technology in the future. The application
of a distributed propulsion system on blended
wing airframes may be considered a typical ex-
ample of such endeavour.
Short-term goals are based specifically on in-
dustry requirements, and are focused on improv-
ing performance, efficiency and the life of engine
components and integrated systems. These as-
sessments may investigate: improved designs
and repairs; the effects of technologies to im-
prove reliability; and how to reduce operating
costs and increase time on wing.
TERA the concept
TERA as a concept essentially comprises a
framework of mathematical models to simulate
and optimise the performance of a single or set
of technologies (Fig.2). The framework improves
visibility of risks, while enabling its user to com-
pare and rank competing schemes on a formal
and consistent basis, so that investment re-
sources may be allocated efficiently.
The framework is modular in structure and
consists of a set of core mathematical models,
which allow simulation of detailed aircraft pow-
erplant integrated systems. The core models can
be further coupled with a wide range of environ-
ment, economic and risk models. The assess-
ments are conducted on a system and mission
level and may be used to deliver a reasonably
clear view of the relative risks and benefits of
promising but uncertain concepts at lower tech-
nology readiness levels of development. This
method offers an independent and consistent
evaluation procedure to allow comparative stud-
ies of complex systems, encompassing local and
global conditions.
TERA has been extensively used in the past to
conduct design space exploration trade-off stud-
ies, parameter sensitivity analysis, asset manage-
ment and multi-disciplinary optimisation.
Applying TERA to distributed
propulsion and blended wings
TERAs multi-objective assessments have in-
dicated that significant changes in vehicle and
propulsion system designs are required to meet
stringent environmental (NASAs N+3 and
Flight path 2050) targets. The assessments fur-
ther indicate that, amongst many evaluated op-
tions and despite a significant number of
technological challenges, Turboelectric Distrib-
uted Propulsion (TeDP) on a blended wing plat-
form has the potential to eventually achieve
these targets.
TeDP involves the use of remotely and opti-
mally located gas-turbine core engines to power
superconducting electric generators. These gen-
erators, in turn, drive superconducting electric
motors which are coupled to a series of small dis-
tributed electric fans.
The key benefits of this arrangement include
very high effective bypass ratios coupled with the
superior efficiency of large core engines; bound-
ary layer ingestion to achieve higher propulsive
efficiencies; lower fuel burn; lower landing and
take-off noise; and various other integration ad-
vantages.
Applying TERA to engine cycle
optimisation
An example of a short-term TERA trade-off
study is illustrated in Figure 3. The figure is es-
sentially a graphical representation of the design
space generated from a typical assessment un-
dertaken for an optimised fan design on a high
bypass ratio turbofan engine. For this example,
design bypass ratio (BPR) and design fan pres-
sure ratio (FPR) were varied, but the design com-
ponent efficiencies and main core design
parameters such as overall pressure ratio (OPR),
the high pressure turbine entry temperature
(TET) (at take-off and top of climb) and core
mass flow were assumed to be constant.
Cost of Aquisition
Cost of Operation Noise
Fuel Burn
Emissions:
NO
x
, CO, UHC, Soot
CO
2
, H
2
0,
Contrails,
Cirrus Cloud
Engine performance model
Aircraft model
Environmental model
Emissions model
Noise model
Engine dimensions
model
Engine maintenance
cost model
Engine weight
model
Engine cost model
Optimiser
Figure 2: Typical TERA optimisation framework.
Vast improvements in computing in the past decades have
enabled the development of more complex simulation codes
and applications.
tive criterion, for example trading noise margin
for a better fuel burn or direct operating costs.
Dr Vishal Sethi, Cranfields group head of
TERA, civil aviation says: TERA is an adaptable
decision support framework for preliminary as-
sessments of aircraft and engine integrated sys-
tems and helps in identifying the most promising
design solutions and asset management strate-
gies for given objectives. Concerning the appli-
cation of TERA to system design he goes onto
state: Apart from having a capability to rapidly
explore the design space for more economical
and greener engine concepts, the results from a
TERA-based assessment provide a useful starting
point for in-depth studies using detailed OEM
proprietary design software suites or operator
standard practices.
TERA for asset management
Another useful output of TERA is for asset
management. Cranfield University has applied
the TERA concept to:
G Multi-disciplinary aircraft trajectory optimi-
sation (also comprising smart ground opera-
tions and wake vortex separations)
G Techno-economic and environmental analy-
sis of engine upgrades (Service Bulletins)
The analysis demonstrates the trade-off be-
tween specific fuel consumption (SFC) and mis-
sion fuel burn. An increased BPR, leads to an
improvement in propulsive efficiency and conse-
quently an improvement in SFC. However, in-
creasing BPR beyond a certain point will mean
that the additional weight and drag penalties (as-
sociated with a larger nacelle, the need for an
extra LPT stage and a thicker fan casing for fan
blade-off containment) will overwhelm the im-
provements in propulsive efficiency, thereby in-
creasing fuel burn.
The analysis also considers the effects of the
design optimisation on relative increase or de-
crease in engine noise and direct operating cost,
indicated by the black and white iso-contours re-
spectively. Engine noise is proportional to the
eighth power of exhaust jet velocity. Lower FPRs
translate to lower jet velocities and consequently
less noise.
This analysis demonstrates the usefulness of
the TERA concept for both quantitative and qual-
itative trade-off studies. It indicates the region of
the design space that may be considered for final
design based on a single objective. Alternatively,
it also enables identification of the trade-offs that
may be required in order to satisfy a multi objec-
Figure 3: TERA assessment undertaken for an optimised fan design on a high bypass ratio turbofan
engine.
About Cranfield University
CRANFIELD UNIVERSITY takes a practical and
holistic approach right across the business
of flying. Valued across the industry for its
multi-disciplinary approach, it practises and
plays a significant role in the aerospace busi-
ness, maintaining commercial partnerships
with industry leaders such as Rolls-Royce,
Airbus, BAE Systems, and Snecma, to name
a few.
The Department of Power and Propul-
sion at Cranfield University, headed by Prof.
Pericles Pilidis, supports one of the largest
postgraduate research groups in the world
focused primarily on gas turbine engineer-
ing. It has an international reputation for its
advanced postgraduate education, extensive
research activity and applied continuing
professional development programmes. It
also has more than a decade-long relation-
ship with Rolls-Royce through the Univer-
sity Technology Centre (UTC) in
performance engineering.
Its concept TERA, though centred on air-
craft powerplant engineering at its incep-
tion, has in over 30 years evolved into a
powerful and effective tool to solve engi-
neering challenges in many other fields of
gas turbine application. Through contribu-
tion of intellectual inputs from doctoral and
masters researchers, its real-world applica-
tions and its tools have achieved very high
levels of maturity and continue to be a valu-
able asset to the aviation industry.
Via its advanced postgraduate and spe-
cialised programmes, coupled with state-of-
the-art research tools and facilities,
Cranfield University strives to remain the
key destination for the training and research
needs of the aviation industry.
G Compressor washing frequency
G Sensitivity to hypothetical future fuel prices
and emission taxation scenarios
TERA and the aftermarket
TERA currently has a number of effective
state-of-the-art customised analytical and diag-
nostics tools, (web based and offline) that have
been used in numerous projects by the industry.
These tools have been effectively used to accom-
plish a wide variety of technical tasks, from opti-
mising conventional system designs to
improving the effectiveness of component de-
signs; to developing training aids to analyse and
demonstrate engine performance at various op-
erating conditions; to performing fault diagnos-
tics and gas path analysis; to cost-benefit analysis
under stringent environmental regulations; and
to product upgrades.
The aftermarket industry, similar to the entire
aerospace industry, exists in a rapidly evolving
environment. In order to retain a lead or to be-
come more competitive the industry is currently
investing in two critical areas: research and train-
ing. Some of the key tools in TERA that have
been successfully used for this purpose have been
the WebEngine and Diagnostics Tool Suite.
WebEngine
Gas turbine simulation has always been a field
of extensive research in the jet engine era. A large
number of simulation codes have been released
during the last four decades, covering a wide
range of applications, code structures and de-
grees of fidelity. Vast improvements in comput-
ing in the past decades have enabled the
development of more complex simulation codes
and applications. However, even though these
codes enabled simulation and analysis of ad-
vanced cycles and complex engine configurations
with realistic attributes, the need for local instal-
lation and appropriate configuration hampered
its wider application and utilisation.
The WebEngine is a gas turbine simulation
tool developed by the Department of Power and
Propulsion of Cranfield University as a part of
the TERA tool suite (Fig.4). With the ultimate
objective of enhancing its reach to a much wider
community, its novelty lies in its online and
global accessibility through conventional web
browser and internet connectivity. It incorpo-
rates two main technologies: a reliable and
state-of-the-art performance simulation solver
that is the core of the application; and an er-
gonomically designed web-based user interface
and client-server architecture configuration for
remote access.
The WebEngine has been found to be partic-
ularly useful for users who may need remote ac-
cess to performance simulation tools. Typical
users could be powerplant maintenance engi-
neers who may need to access simulation and di-
agnostics data for analysis on site. says Dr
Panagiotis Laskaridis, lead on the WebEngine
design team and on distributed propulsion per-
formance research at Cranfield University.
The WebEngine has also been used on train-
ing programmes and in tutorial sessions to sim-
ulate and demonstrate basic powerplant
performance.
The core solver of the WebEngine is based on
Cranfield Universitys in-house engine perform-
ance and simulation code, Turbomatch, which has
been developed through many years of research.
Turbomatch provides excellent results in terms of
accuracy and stability and has vastly contributed
to important industrial research, European Union
Framework Program projects and academic pub-
lications. Its modular architecture facilitates inter-
changeable engine components and future
developments, while allowing it to be integrated
with other tools, such as optimisers, flow solvers
and system simulation tools (such as aircraft and
mission performance simulation models).
The WebEngine is hosted on one of Cranfield
Universitys servers and may be accessed from
anywhere. Typically a user may create a virtual
engine or a group of engines. The results are pub-
lished on the portable device used by the user
and also stored on the server from which it may
be accessed as required. The flexibility of the tool
enables it to be operated from any device capable
of browsing the internet, including smart phones
and tablets.
The benefits that the WebEngine provides,
compared with a conventional gas turbine simu-
Figure 4: Guided User Interface (GUI) of the WebEngine.
lation tool, include novel features such as a user-
friendly guided user interface (GUI) environment
and its ability to be accessed from anywhere due
to its client-server architecture.
Other benefits include its adaptability for re-
mote engine model development and simula-
tion; its use of conventional software and
hardware; a simple set-up and access process; and
its secure, remotely stored data.
Diagnostics Tool Suite
Aircraft operators often contract engine
maintenance on a f lat rate per engine f light-
hour basis, thereby enabling them to accu-
rately forecast operating costs, reduce cost of
ownership and improve asset utilisation. In
these circumstances, a key competitive advan-
tage may be gained through application of ad-
vanced engine-condition monitoring
methodologies. Among these, particular con-
sideration is given to gas-path diagnostics,
which play a key role in an engine-perfor-
mance-oriented business.
Engine gas-path diagnostics has been recog-
nised for some time as an important way to make
informed decisions on usage, deterioration,
maintenance, overhaul and replacement of the
engine or one of its components.
Deterioration can affect factors such as thrust
and specific fuel consumption (SFC). As a conse-
quence of progressive performance losses, oper-
ation of the engine can become cost ineffective
or even unsafe, hence monitoring techniques are
employed and preventative maintenance actions
are undertaken. Improved capabilities in deteri-
oration modelling and prognostics also enable
in-service performance prediction and thereby
aid in in mission scheduling, maintenance plan-
ning, and, ultimately, a reduction in maintenance
costs.
One of the key requirements for gas-path di-
agnostics is the accurate performance modelling
of gas turbine engines. The tools available within
Cranfield Universitys engine diagnostics tool
suite are based on rigorous gas turbine perform-
ance modelling techniques and enable adapta-
tion of design and off-design performance
modelling. It further enables consideration of a
variety of gas turbine configurations, varying am-
bient conditions, variable geometries and degra-
dation.
In gas path diagnostics, different model-
based and non-model-based techniques have
been developed and applied, including linear
and non-linear GPA based on an influence coef-
ficient matrix, genetic algorithms-based ap-
proach; diagnostics using nested artificial neural
networks; diagnostics using Fuzzy Logic; adap-
tive GPA; diagnostics using non-linear weighted
least squares approach; diagnostics using Rough
Set theory; and more.
Apart from the above gas-path diagnostics
where steady-state gas-path measurement data
are used, gas-path diagnostics using transient
measurement data based on genetic algorithms
and artificial neural networks have also been de-
veloped at Cranfield University and applied in in-
dustrial research.
Research in gas turbine gas-path diagnostics,
prognostic and lifing techniques at Cranfield
University have been developed over a period of
30 years and have resulted in the publication of
several technical papers and the filing of patents.
It has been supported and funded by several in-
dustrial partners, which include Rolls-Royce and
Manx Electricity Authority (MEA) in the UK.
Unique software has been developed for gas-path
diagnostics at Cranfield University; known as
Pythia, it is modular based and flexible, enabling
the setting up of various performance models for
gas turbine engines with different configurations
(Fig. 5).
The gas-path diagnostic system and software
has been applied to real gas turbine engines and
has proved to be successful in various industrial
diagnostics projects. Owing to the modularity of
the software it has also been customised to meet
special requirements, in terms of performance
and diagnostic analysis, for an industrial partner.
Selection of gas path measurements for gas
path diagnostics plays an important role in
achieving satisfactory diagnostics results and in
obtaining the best possible observability of en-
gine health and performance conditions. The di-
agnostic tool suite and expertise available at
Cranfield University facilitates the selection and
application of state-of-the art gas-path diagnos-
tics techniques to improve the operation, main-
tenance and operating costs of aero engines.
Figure 5: Guided User Interface (GUI) for the Diagnostics model suite.
Engine gas-path diagnostics has been recognised for some
time as an important way to make informed decisions on
usage, deterioration, maintenance, overhaul and replacement
of the engine or one of its components.
T
he Trent 1000 has been designed and op-
timised exclusively for operation on the
Boeing 787 family and although it follows
the Trent family tradition of being a three-shaft
turbofan, this version is an all-electric engine
with no air-bleed system other than for nacelle
anti-ice, at Boeings request.
From the outset, Boeing envisaged the
Dreamliner as an all-electric aircraft, the first
widebody airliner to adopt this principle. Trent
1000 engines each have two generators providing
power for aircraft electrical systems, such as air
conditioning, rather than through the traditional
engine air bleed system.
In October 2011 the Trent 1000 became the
first engine to power the 787 Dreamliner into
service an All Nippon Airways (ANA) flight
from Tokyo to Hong Kong. By July 2013 it had de-
livered on-going engine dispatch reliability of
greater than 99.9 per cent.
The first 787 Dreamliner intercontinental
f light, powered by the Trent 1000, was an ANA
service between Frankfurt and Tokyo Haneda
on 21 January, 2012. Public feedback was posi-
tive, and Rolls-Royce felt confident claiming
that its engine was the quietest, cleanest and
lightest powerplant available on the 787, deliv-
ering the lowest real life fuel burn and offering
around 20,000 flying hours before its first serv-
ice equivalent to more than 11 million miles.
Compared with the first-generation Trent en-
gines that went into service in 1995 (the Trent 700
for the Airbus A330) this latest version is around
15 per cent more efficient, confirming the statis-
tics from Rolls-Royce that its engines improve in
efficiency by an average of around one per cent a
year.
Compared with the Rolls-Royce RB211 engines
that powered the 757 and 767 airliners of the
1970s, the change is even more dramatic, with the
improvement in specific fuel consumption being
closer to 21 per cent a massive saving for air-
lines and their passengers.
The Trent 1000 features new technologies in
aerodynamics, materials and coatings, all of which
were incorporated to support the airframers re-
quirement for its aircraft to be 20 per cent more
fuel efficient than the models they replace.
The Rolls-Royce Trent 1000 engine, which powers Boeings 787 Dreamliner, is one of the most advanced
high bypass ratio turbofans in the world. The Derby, UK-based OEM is already building an up-rated
version the Trent 1000-TEN which will power Boeings stretched 787-10 airliner as well as being
available at reduced thrust settings for -8 and -9 variants.
Upgrading the
Trent 1000
www.mro-network.com
From a regional jet to the latest in wide-body planes,
weve got the right portfolio for every aircraft.
From a single repair to a long-term service contract,
from an engine wash to our Total Support Services,
Lufthansa Technik looks after every customer and
every service job with the same dedication. We
speak from millions of Night hours of experience.
So it pays to talk to us.
Lufthansa Technik AG, marketing.sales@lht.dlh.de
Call us: +49-40-5070-5553
Size doesnt matter.
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The engine has been selected by a total of 25
customers, around 50 per cent of 787 customers
that have selected an engine.
Trent 1000-TEN
International air shows have always been im-
portant for the worlds airframers and engine
OEMs and the 2013 Paris Air Show at Le Bourget
was no exception. With Airbus flying its A350
just before the show (and then incorporating
Paris into its early flight-test programme so that
the crowds at Le Bourget could see it in the air),
Boeing, not to be outdone, launched a new, albeit
widely anticipated, variant of its Dreamliner, the
787-10.
With a maximum take-off weight of
553,000lbs and range of 7,000nm, the stretched
-10 will feature twin fuselage plugs that extend its
length over the -9 by 18 feet for 15 per cent more
passenger capacity. Boeing says that the new
Dreamliners greater range will cover more than
90 per cent of the worlds twin-aisle routes.
This development was spurred by more than
100 orders for the larger, increased-range twinjets
from five customers across Europe, Asia and
North America, including United Airlines, Air
Lease, GE Capital, British Airways and Singapore
Airlines.
Rolls-Royce has responded to this develop-
ment with the Trent 1000-TEN (Thrust, Effi-
ciency and New technology), which will be
correspondingly enhanced, incorporating tech-
nologies already under development by Rolls-
Royce for its Trent XWB (for the A350) and Ad-
vance3 research programme.
Singapore Airlines has announced that it is to
fit Rolls-Royce Trent 1000s to the airlines new
Boeing 787-10 aircraft, after inking a conditional
order for 30 of the new airliners. The carrier will
take delivery of the 787-10s from 2018/19.
Singapore Airlines has also selected Trent
1000s to power 20 of its previously ordered 787s,
which will be delivered to subsidiary airline Scoot
from 2014. The airline ordered 20 787-9s in 2006,
before transferring the order to Scoot and half of
these -9s have been converted to the smaller -8.
The Trent 1000-TEN, which will enter service
from 2016, will deliver up to three per cent spe-
cific fuel consumption (SFC) improvement rela-
tive to Trent 1000 engines in service today. This
will take the new engine to a leading position on
fuel burn compared to any competitor product.
In addition, the Trent 1000-TEN can power the
entire 787 aircraft family, as well as delivering in-
creased thrust levels for the 787-10X. The key
changes are as follows:
G Improved intermediate pressure (IP) com-
pressor, based on the successful Trent XWB
design. This delivers improved efficiency and
flow capacity for increased engine thrust.
G HP turbine improvements for performance
and durability drawing on technologies al-
ready used in the Trent 1000, the Trent XWB
and some of the high-temperature research
and technology programmes aimed at the
97,000lbs version of the Trent XWB.
G Modulation of the HP cooling air system
which is sized for take-off conditions but can
be modulated to lower flows in the cruise
(using valves with no moving parts) thus im-
proving fuel consumption.
G Improved high pressure (HP) compressor
successfully demonstrated on the Trent XWB
and incorporating three stages of blisk and a
single-piece outer guide vane.
G Optimised engine pipework and electrical
harnesses concept delivering reductions in
weight, part numbers and build time, while
enhancing reliability and maintainability.
Green streak
One of the most important aspects of any
commercial turbofan engine in these environ-
mentally-conscious times is its performance
against the international guidelines laid down by
the industrys governing and governmental bod-
ies.
The entire Trent 1000 family meets ICAO
CAEP8 legislation limits, with margins of up to
80 per cent on carbon dioxide (CO2) emissions,
nitrogen oxide (NOx) and smoke.
On take-off, a Trent 1000-powered 787 is at
least 3dB quieter than the generation of aircraft
being replaced, equivalent to halving the noise
footprint; this reduces the risk of additional air-
Trent 1000-TEN Key Facts:
Thrust: 53,000-78,000lb
Bypass ratio: 10.0 11.0
Inlet mass flow: 2,400 2,800lb/sec
Fan diameter: 112 inches
Length: 160 inches
Entry into Service (EIS): 2016
The Trent 1000 front fan is over nine feet
across and sucks in up to 1.25 tonnes of
air every second at take-off.
High-pressure turbine blades inside the
engine rotate at 13,500rpm, with their
tips reaching 1,200mph twice the speed
of sound.
At take-off, each of the Trent 1000s 66
high-pressure turbine blades generates
the same power as produced by an F1 rac-
ing car: 800 horse power per blade.
Temperatures inside the hottest parts of
the engine are around half as hot as the
surface of the sun.
At full power, air leaves the nozzle at the
back of the engine travelling at almost
900mph.
port noise charges and curfews. This is especially
relevant as many major international airports
including both London Heathrow and London
Gatwick have recently announced plans to
build additional runways adjacent to their cur-
rent locations.
As with all major commercial airliner engine
projects, the scope of the test programme for the
Trent 1000 ranged from endurance and durability
to component performance, bird strikes, icing
and altitude. The first test run of the Trent 1000
took place in February 2006 and the engine was
EASA certificated on 7 August 2007.
The engine powered the first test flight of the
787 in Seattle, Washington, in December 2009
and also powered five of the seven 787 flight test
aircraft. In total, the powerplant amassed more
than 10,000 hours of ground and flight tests be-
fore EIS.
In May 2011, Trent 1000 was granted 330 min-
utes Extended Twin Engine Operations (ETOPS)
approval by the FAA, the first such approval for
an engine powering the 787.
According to Caroline Day, head of marketing
for the Trent 1000 at Rolls-Royce, the Trent 1000-
TEN will be certificated up to 78,000lb (347kN)
thrust and will typically deliver 70,000lb for the
787-8 and 74,000lb for the -9.
Day explains the Trent 1000-TEN will fea-
ture a composite raft fan case dressing at-
tached to the engine that will contain all the
associated wiring looms and pipework that
usually adorn the external parts of the engine.
These, she explained, will eliminate the poten-
tial reliability issues associated with the f lex-
ing and chafing of essential pipework and
wiring in todays designs.
Production
In 2012, Singapores prime minister, Lee Hsien
Loong, officially opened the largest Rolls-Royce
facility in Asia, at Seletar. Located on an area of
154,000sq-m at Seletar Aerospace Park, the cam-
pus doubles existing global capacity with ad-
vanced manufacturing, research, testing and
training facilities. It is the companys first facility
outside the UK to assemble large Trent aero en-
gines and produce hollow titanium wide-chord
fan blades.
According to Day, the facility will start pro-
ducing Trent 1000s in 2014, with the Far Eastern
plant concentrating on the Package C variant, an
essential development, as more than 300 of the
engines at a production rate of around three
each week will be needed for Dreamliners in
the coming 12 months. To cater for international
transportation, a new engine stand has been de-
veloped so entire engines can be transported
quickly and simply by 747 freighters.
As previously mentioned, the Trent 1000-TEN
draws on technology developed for other family
engines, including the XWB. Transferred fea-
tures, like a rising-line intermediate-pressure
compressor and high-pressure compressor blisks,
come from the Trent XWB while the modulated
high-pressure air system was developed as part
of the Advance 3 research programme.
The first development Trent 1000-TEN en-
gines have already started their testing schedules
with a full 500-cycle demonstration planned for
later this year.
Meanwhile, the Trent 1000 Package C,
launched to power the 787-9, will replace the
package B standard as the baseline powerplant
from early next year, offering an approximate one
per cent reduction in fuel burn. It is hoped this
will be certificated in August 2013 (having flown
on a 787-8 early in July this year) with flight test
engines now delivered to support the 787-9 flight
test programme.
Package C Trent 1000s have been flight tested
on the Rolls-Royce Boeing 747 test bed aircraft,
primarily to check the performance of the up-
graded IP compressor and the air/turbine cooling
systems and to demonstrate operability margins.
So far, more than 100 Trent 1000 baseline en-
gines have been delivered to Boeing and the in-
service fleet leader has accumulated more than
1,100 cycles, all of which underlines the resound-
ing and ongoing success of this next generation
engine.
M
TU Maintenance has established a
local presence in all the major regions
and markets of the world, having set
up a global network of shops in close proximity
to its customers. Excellent service, reliability and
quality have become its hallmarks. Its service of-
ferings range from one-time assistance to long-
term all-round support for entire engine fleets.
Its broad-based maintenance portfolio, which in-
cludes engines such as the CF34, CFM56, GE90
Growth and V2500, covers every type of aircraft,
from business jets to long-haul aircraft.
To offer airlines and operators services that
are specifically tailored to their individual needs
and take their specific requirements into ac-
count, MTU Maintenance has developed and op-
timised an all-round service package dubbed
Total Engine Care. Apart from overhaul services,
it includes 24/7 support, engine trend monitor-
ing, spare engine coverage from its lease pool,
high-quality parts repairs and on-site services, as
required. With these offerings MTU Mainte-
nance underscores its commitment to provide its
customers with fast and flexible solutions around
the globe, ensuring they receive the most value
for money.
Another priority for airlines is to keep aircraft
downtimes to a minimum. Grounded aircraft are
extremely costly. Advanced engines are designed
to allow an increasing number of repairs to be
performed with the engine remaining in place. A
variety of damages can be repaired in this man-
ner, which obviates the need for engine removal
and a lengthier shop visit.
MTU Maintenance Berlin-Brandenburg has
established itself as an expert in global mobile
MRO services. It sends out on-site services teams
around the world to provide support on all prod-
In the engine MRO business, on-site services are increasingly in
demand. Airlines are looking for ways to avoid expensive and
time-consuming shop visits and are seeking more flexible, mobile
solutions for their maintenance needs. MTU Maintenance is catering
to this growing demand and expanding its on-site support services
to further increase the on-wing times of its customers engines.
Bringing MRO
to the customer
uct lines and also operates repair stations in
countries outside Germany for LM industrial
gas turbines (IGTs), for example. For its IGT cus-
tomers, MTU Maintenance has set up Level II
service centres, which give it a presence in Eu-
rope, North and South America, Asia and Aus-
tralia.
Expanding on-site care
Intense global competition and its cus-
tomers expectations have prompted MTU
Maintenance to further expand its on-site serv-
ices for aero engines. In 2011, it acquired a ma-
jority stake in on-site service provider Retan
www.mro-network.com
At MTU Maintenance, we believe in streamlined, cost-effective results. We are the worlds
largest independent engine service provider, combining the benets of state-of-the-art
technologies, decades of expertise, customized maintenance solutions and process
excellence. MTUs extensive MRO portfolio now also includes the GE90 Growth. Dedicated
to support you.
www.mtu.de
MTU Maintaining
your power
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Aerospace, turning it into MTU Maintenance
Dallas, the maintenance groups centre of excel-
lence for on-wing and on-site services. The team
of specialists at the Dallas-based facility has
years of experience in the field of AOG (aircraft-
on-ground) support and on-site services and has
earned an excellent reputation in the aviation
community. The service technicians goal is al-
ways to help the customer fast and efficiently, di-
rectly on site on the apron or in the hangar, in
order to keep downtimes as short as possible.
This holds true both for emergencies caused by
a defective engine and for scheduled mainte-
nance work.
Flexibility is the highest priority. The mobile
unit provides a 24/7 service all year round, with
field service missions taking technicians to the
remotest corners of the globe and places where
they are required to work in the most extreme
climatic conditions. The teams range of main-
tenance services spans a gamut from pre-buy in-
spections and field-service airfoil repairs to
end-of-lease inspections. Thus the service spe-
cialists from Dallas regularly perform complex
and comprehensive CFM56 and CF6 compres-
sor top case repairs, where the blades are ex-
changed on site, in the hangar, through an
opening in the engine. As experience has
shown, this kind of work may spare customers
the hassle and cost of having to send the engine
in for an unscheduled shop visit. Other services
offered by the experts include borescope inspec-
tions, component and module replacements or
engine exchange.
Advanced engines are designed to allow an increasing
number of repairs to be performed with the engine remaining
in place. A variety of damages can be repaired in this manner,
which obviates the need for engine removal and a lengthier
shop visit.
A dedicated after-sales support team is re-
sponsible for handling the entire field service as-
signment, all the way from technical and
logistical aspects to customs clearance. The on-
call service team coordinates the ordering of the
necessary materials from MTUs warehouses in
the required quantity and quality. Before the
MTU specialists are allowed to repair customer
engines on site and issue certificates covering the
work performed, they need approval by the local
aviation authorities. Since MTU Maintenance
holds all the necessary certificates worldwide, the
company can respond quickly and flexibly when-
ever repair services are needed. This way, MTUs
on-site maintenance experts can focus on their
essential task: restoring the engine to a servicea-
ble condition in an efficient and professional
manner.
A day in the life
What does such an on-site mission actually
look like? In a typical scenario, the team is called
to assess and repair engine damage caused by a
bird strike. In that case, a borescope inspection
of the engine is performed on site. If necessary,
MTUs experts can rework minor local damage
on fan and compressor airfoils using a boro-
blending process. This allows the engine to be re-
turned to service without major delay. If an
accidental collision with a bird causes more ex-
tensive damage the engine must be removed
from the aircraft and sent to the nearest MTU
shop as quickly as possible. Customers that opted
for Total Engine Care, MTUs comprehensive
service package, are provided with a spare engine
from the companys lease engine pool at short
notice.
Moreover customers benefit from the com-
panys proprietary high-tech repair techniques,
the so-called MTUPlus repairs, which are applied
both in MTUs shops and during on-site mainte-
nance missions. MTU Maintenances motto is
repair beats replacement. MTUs repair special-
ists can repair even the most complex of compo-
nents, and the repaired parts are as good as new
in terms of quality and reliability. MTUs high-
tech repairs are also being continuously devel-
oped and improved upon. They reduce cost of
maintenance and ensure top-notch performance
of the repaired parts and also extend the service
life of engines. For customers, this translates into
lower maintenance costs per flight hour.
MTU keeps expanding to further improve its
on-site services. In October 2013, MTU Mainte-
nance Dallas moved to a new facility located
close to Dallas/Fort Worth International Airport.
With a surface area of 3,800sq-m the new build-
ing is around three times the size of the old shop
and offers ample space for six engine mainte-
nance bays. In addition, it has the capacity to
store up to 15 engines. The new building is fully
air-conditioned and is thus suitable for storing
all of the more common engine types. Thanks to
its favourable location in the vicinity of the air-
port, MTU can quickly provide customers with
spare engines at any time, be it for scheduled or
unscheduled engine replacements. The company
thus helps airlines keep aircraft downtimes as
short as possible.
With the new facility in Dallas, MTU Main-
tenance is well positioned to include further
services in the locations portfolio and to move
forward with its overall strategy of expanding its
on-site service network. Major target markets in-
clude South America, where the company has re-
cently obtained work visas for Brazil. In addition,
the company is planning to further expand its
on-site services in Europe, Asia and the Middle
East, since demand from customers in these re-
gions is very strong.
Growing on-site support activities are helping
MTU Maintenance not only to complement its
service offerings for existing customers, but also
to win new customers and secure workload for
its repair facilities for years to come.
GP7200:
improving all the time
Powering the massive Airbus A380 is no small feat. It requires thousands of turbo-machinery parts
coming together to produce the right amount of thrust to propel the worlds largest aircraft into the
skies and to its final destination thousands of miles away. Engine Alliance discusses development of the
GP7200, improvements that have been made since the engine entered service and how it has reacted to
any technical issues.
A
s the market share leader for engine sales
on the A380, the Engine Alliance, 50/50
joint venture of GE Aviation and Pratt &
Whitney, a division of United Technologies, has
been powering the A380 aircraft with its GP7200
engines for five years with more than 49 GP7200-
powered A380s in service.
We are very proud of the GP7200s perform-
ance, says Engine Alliance president Dean
Athans. The engine has performed extremely
well in the field with a dispatch reliability of 99.9
percent, which is critical for an aircraft that car-
ries as many passengers as the A380. By year end,
the engine will have accumulated two million
flight hours. Our customers tell us that they love
how the engine is operating.
Partnership rooted in
technology
The GP7200 engine was designed specifi-
cally for the A380 and combines the most ad-
vanced technologies and materials from each
of its parent companies and their most success-
ful widebody engines: the GE90 and the
PW4000. The GP7200 utilises the lessons
learned from more than 51 million f light hours
of successful operation with these legacy en-
gines and incorporates new technology to pro-
www.mro-network.com
vide the next step in powerplant performance
for the A380.
Although it is certified at 76,500lbs (340 kN)
of thrust, the GP7200 can go higher, according to
Athans. The GP7200 has the capability to pro-
duce more than 81,500lbs and it was tested up to
94,000lbs. This gives the engine plenty of growth
capability for any future A380 models.
The Engine Alliance partners evenly split the
design and production of the GP7200 engine. GE
manufactures the high pressure compressor
(HPC), combustor and high pressure turbine
(HPT), and Pratt & Whitney manufactures the
fan module, low pressure compressor (LPC) and
low pressure turbine (LPT). Final engine assem-
bly is conducted at Pratt & Whitneys Engine
Center in Middletown, Connecticut. Engine pro-
gramme participants include SNECMA (France),
Techspace Aero (Belgium) and MTU Aero En-
gines (Germany).
Splitting to ship
The split ship concept was developed for
large engines where the fan case diameter was
greater than the height of the side cargo doors of
most freighter aircraft. This limited the air trans-
port of full spare engines to a small quantity of
specialised freighter aircraft. Yet what typically
drives an engine off-wing is the propulsor and not
the fan module. Therefore, the GP7200 engine
family has been specifically designed with an eas-
ily separable fan case and propulsor module.
The fan module can remain with the aircraft,
while the propulsor, which comprises the fan
disk, LPC and accessory gearbox, can be shipped
in a large variety of aircraft, easing logistics plan-
ning for EA customers.
While the split ship concept was designed to
aid customers when they need maintenance on
their propulsors, customers also realised that
they could save money on spares by purchasing
spare propulsors, which can be married to exist-
ing fan modules, explains Athans.
Beating performance
predictions
The specific fuel consumption (SFC) of the
GP7200 engine is a key feature for operators and
has helped set the engine apart from the compe-
tition. The engine outperformed the required
specifications by 0.9 per cent even before it en-
tered service. After five years of service, the en-
gine has received three separate performance
improvements and is beating its SFC specifica-
tion by 1.3 percent.
For our customers, this additional fuel effi-
ciency could amount to about $11m in savings over
15 years of operation, notes Athans. With the ris-
ing cost of fuel, our operators can feel confident
the GP7200 engine will deliver a lot of value.
Pilots and passengers alike comment on how
little noise there is in the cabin of a GP7200-pow-
ered A380, and no wonder. According to EASA
certification test data, the GP7200 is the quietest
engine on the A380. The acoustic architecture al-
lows the engine to be 17 dB below Chapter 4, with
margin to anticipated Chapter 5. The GP7200 en-
gine also meets QC2 departure and QC0.5 arrival
metrics, delivering quiet operations to London
Heathrow.
The GP7200 meets current and future emis-
sions requirements with margin and saves more
than 3,000 metric tonnes of carbon dioxide emis-
sions per A380 per year. The engine is certified to
CAEP/4, but also meets current CAEP/6 and fu-
ture CAEP/8 regulations with margin. Passen-
gers who fly the A380 have raved about the
aircrafts comfort and low noise levels, says
Athans.
Weight savings
Since entering service, we put the GP7200
engine on a diet, jokes Athans. The engines
weight has been reduced by 200lbs [91kg] or
800lbs per aircraft which means significant
fuel savings.
The weight loss was accomplished in several
ways. GKN Aerospace Engine Systems re-
designed a new turbine exhaust case. The new
design improves the load path between exhaust
case mount lugs and the struts, reducing the
weight of the engine by more than 50lbs.
Engineers determined the 2.5 bleed fairings
in the fan hub frame module could be removed
from the engine without affecting the LPC stall
line capability. Removal of the fairings and sup-
porting hardware resulted in an additional en-
gine weight reduction of 16lbs.
EA also introduced a new hub and strut case
with lighter struts, reducing the weight of the
turbine centre frame module. Additionally, intro-
duction of a new lightweight LPT shaft has re-
duced engine weight by more than 36lbs.
Engine enhancements
In 2012, the Engine Alliance announced a se-
ries of performance and durability enhancements
to the GP7200 engine. The refinements incorpo-
rate improved surface finishes in the HPC, better
HPT sealing, optimised engine clearances in the
HPC and HPT and an improved turbine blade.
These improvements are being incorporated into
the production engines and will be available as
upgrades to the existing engine fleet.
The Engine Alliance is focused on continu-
ous improvement on our engine to maintain our
leadership on the A380, says Athans. We are al-
ways evaluating new technologies to determine
what could enhance our engines performance
and durability to benefit our customers.
GP7200 fleet
The Engine Alliance has 55 percent of the
market share of engines selected for the A380,
and the GP7200 engine powers almost half of all
A380s in service today. As the first airline to fly
the GP7200-powered A380, Emirates is also the
largest GP7200 customer with 90 A380s ordered
and 35 of these aircraft in service. Air France flies
eight GP7200-powered A380s and Korean Air op-
erates six GP7200-powered A380s. Other GP7200
customers include Etihad Airways, Qatar Air-
ways and Air Austral.
At the MAKS 2013 air show in Russia,
Transaero Airlines selected the GP7200 engine to
power its four A380s. Transaero Airlines will be
the first GP7200 engine operator and the first
A380 operator in Russia, CIS (Commonwealth of
Independent States) and Eastern Europe, says
Athans. Transaero is an outstanding and fast-
growing airline in Russia, and we look forward to
working with them well into the future.
Technical issues
While the GP7200 has an outstanding per-
formance record, it has experienced some tech-
nical issues and two airworthiness directives
(ADs) from the US Federal Aviation Administra-
tion.
G The FAA issued an AD in February 2013 for an
on-wing inspection of HPT stage 2 nozzles in
a limited number of GP7200 engines after an
Emirates A380 flight from Sydney to Dubai
experienced an engine in-flight shutdown
due to HPT nozzle cracking and oxidation. In
2010, the Engine Alliance redesigned the stage
2 nozzle to improve cooling and introduced
the new part into the field. Plans are to up-
grade the limited number of engines that
have the original configuration at the next
shop visit.
G In June 2013, the FAA issued an AD ordering
borescope inspections of the HPC stage 6 disk
for cracking in the baffle arm, which could
lead to secondary damage to HPC 7-9 spool.
The Engine Alliance has redesigned the stage
6 disk baffle arm, and the new configuration
is currently in production. A fleet retrofit plan
has been developed, and engines will be up-
graded to the current configuration during
routine shop visits.
As the engine matures, the Engine Alliance
tracks the leading indicator programmes to iden-
tify any reliability or durability drivers before they
impact the in-service fleet, says Athans. This
programme helped us identify these two issues,
and we will continue tracking to ensure we stay
ahead of the fleet.
The aircraft is still very young, adds Athans.
As the middle class grows and air travel increases
in emerging markets like Asia, we anticipate
more operators will discover how the A380 air-
craft is the right aircraft to manage the rising de-
mand of travelers. The Engine Alliances GP7200
engine will be ready to offer operators the best
performance and cost of ownership for their
A380s.
F
igures contained in Air BP Lubricants Tur-
bine-Engined Fleets of the Worlds Air-
lines (TEF) Guide demonstrate a trend in
commercial aviation toward more advanced en-
gine technology. This transition in technology is
having an effect on oil choice. While the number
of engines in commercial service has increased
by 22 per cent in the past 15 years, the number
using HTS/HPC oils has skyrocketed by more
than 150 per cent.
Recent advances within the industry are in-
dicative of airlines commitment to using cleaner
and more efficient technologies. The introduc-
tion of new aircraft like Airbus A350, Boeings
787 and Bombardiers CSeries and new engines
such as the Rolls-Royce Trent XWB, GEs GEnx
and Pratt & Whitneys Geared Turbo Fan (GTF)
means that the aviation industry is on the verge
of creating a more efficient, more economic and
environmentally friendly industry that will have
benefits for airlines, their passengers and the en-
vironment.
Engine temperatures
As new-generation engines up the ante on per-
formance and efficiency, so too must the oils that
lubricate them. New technology has prompted an
industry-wide trend towards high performance
engines that increase efficiency and thrust while
reducing fuel consumption, noise and CO2 emis-
sions. However, these advances arent without con-
sequences. Typically, the more the performance
and efficiency of an engine increases, the more the
engine core temperature needs to rise. Develop-
ments in gas turbine technology have thus re-
quired parallel thermal capability improvements
in all engine material technologies, including gas
turbine lubricant technology.
At peak efficiency engines may run up to
2,100C in their core. In the current climate,
these engine temperatures are higher than ever
before, and standard grade oils that once re-
There are some 23,000 turbine-engine equipped aircraft in
commercial operation today. Of these, about a quarter have already
transitioned from standard (STD) grade engine oils to High
Performance Capable (HPC), with more expected to follow. Air BP
explains why OEMs and airlines are moving towards HPC and how it
can improve reliability and performance.
Oil change
f lected the pinnacle of performance are now
being superseded by High Performance Capable
(HPC) oils.
Industry research shows a direct correlation
between new engine launches and subsequent
increases in their respective exhaust gas temper-
ature. Around 40 years ago, an average Rolls-
Royce RB211 had a turbine inlet gas temperature
of around 1,100C at take-off thrust. More re-
cently, weve seen new engine types such as the
Rolls-Royce Trent 900 and the Engine Alliance
GP7200 operate with a turbine inlet temperature
of more than 1,450C at take-off.
www.mro-network.com
www.mro-network.com
Advanced materials like ceramic matrix com-
posites (CMC) are allowing engineers to continue
to raise the temperature and pressure at the heart
of the engine. These engines are then able to gen-
erate more power and run more efficiently, ulti-
mately saving airlines money on maintenance
time and costs. These hotter engines like the
GEnx, for example, experience many benefits
from higher temperatures, including 15 per cent
less fuel consumption and similar reductions in
CO2 emissions.
As engine lubricants become exposed to these
higher temperatures the possibility of degrada-
tion and deposition a phenomenon known as
oil coking arises. Coking is used to describe
oil-related carbon deposits which can restrict or
block oil flow and lead to decreased reliability
and increased maintenance needs.
Coking issues can contribute significantly to
maintenance costs, and can be responsible for
engine failures, shortened maintenance cycles
and unscheduled repair work.
Carbon deposits occur when oils undergo se-
vere thermal and oxidative breakdown as a result
of high temperatures for prolonged or repetitious
periods. The operating parameters of an engine
will influence the amount and type of coking
that occurs, and it is important for maintenance
personnel to recognize that oil performance will
vary depending upon the engine itself and the
operational environment.
All oils are not created equal
Correct oil choice is key to efficient, well-
planned airline operations for a multitude of rea-
sons. During flight, oil creates a vital film to
prevent friction between engine parts, reducing
wear, cooling the equipment and providing essen-
tial sealing performance. Using an oil that caters
to the engines working conditions can mean a
longer engine lifespan, more time in the air, less
maintenance time and reduced maintenance costs.
The first commercially available synthetic
(polyol ester-based) aircraft engine lubricants
were introduced in the early 1960s and listed
under the MIL-PRF-23699 specification. These
oils provided adequate performance for engines
for decades and indeed some still do today.
Changes within this specification eventually re-
sulted in two classes of product being listed
based upon performance, namely Standard
Grade (STD) and High Thermal Stability (HTS).
In 2000, the MIL-PRF-23699 specification
was combined with specific requirements of
major aviation OEMs to create a new core speci-
fication AS5780. This AS5780 specification has
become the new industry standard, particularly
for lubricants used in civil aircraft engines, and
also has two classes of turbine engine oil Stan-
dard Performance Capable (SPC) and High Per-
formance Capable (HPC). The first oil to be
approved and classified as HPC under this spec-
ification was Air BP Lubricants Turbo Oil 2197
(BPTO 2197).
HPC and SPC oils are chemically and physi-
cally similar in respect of viscosity, acid value
(TAN), flash point and pour point limits. But a
key distinction between the two classes is per-
formance. HPC oils have superior thermal stabil-
ity imparting improved resistance to degradation
and reduced formation of coke deposits, which
in turn allows engines to reach shop visits com-
fortably and reduces the need for disruptive oil
condition monitoring programmes or unplanned
oil-related maintenance.
To ensure HPC oils provide improved coking
resistance, AS5780 includes two rig tests where
the requirement for HPC oils is to be able to per-
form the test for twice as long while producing
half the amount of coke deposits as SPC oils.
These rig tests are the US Navy ERDCO Bearing
Deposition test (FED STD 791 Method 3410) and
the Hot Liquid Process Simulator (SAE
ARP5996) coking propensity test. The develop-
ment of HPC class oils has vastly overtaken that
of SPC, as incentives for standard grade engine
lubricant development diminish. Increasing
thermal regimes within new generation engines
are paving the way for HPC oils to become the in-
dustry standard for better engine health and
longer maintenance cycles.
OEMs are also increasingly requiring the ex-
clusive use of HPC oils for new generation en-
gines. These HPC-specific requirements from the
major OEMs are expected to continue with the
introduction of more high-power, high-efficiency
engines in the coming years. Rolls-Royces latest
engine designs, the Trent 1000 and Trent XWB,
are leading the trend, with these engines certified
to use HPC oils only.
To meet HPC performance requirements (as
per the AS5780 specification), oils need to com-
bine a thermally-robust ester base stock with an
optimised blend of performance additives. Lu-
bricant design is a lengthy scientific process, with
formulators always looking to exceed, rather than
simply meet, the specification requirements so
that they can confidently provide OEMs and air-
lines with a performance headspace in terms of
extra thermal and oxidative protection.
Exceeding specifications
HPC oils are approved against the AS5780
specification after completing a multitude of lab-
oratory tests designed to examine physico-chem-
ical properties, thermo-oxidative performance
and engine materials compatibility. We collec-
tively refer to these tests as standard industry
tests and indeed these provide a fairly deep in-
sight into expected on-wing performance. How-
ever, history has shown that this testing regime
is not infallible. It will always be a challenge to
replicate true on-wing conditions in a laboratory
environment. With this in mind, Air BP Lubri-
cants has utilised a unique and proprietary dy-
namic coking test rig colloquially named the
Coker Mister. The intent being to go above and
beyond standard industry testing and be a step
closer to the extreme and dynamic conditions en-
countered on-wing.
The Coker Mister was developed as a means
to assess the performance of engine lubricants in
a dynamic environment with temperatures, pres-
sures and flows that closely mirrored those en-
countered during multi-leg flight conditions.
The Coker Mister provides the best environ-
ment to accurately simulate on-wing engine con-
ditions within a laboratory. It can replicate the
varying pressure, temperature and oil flow
regimes encountered in the hottest part of an en-
gine bearing compartment.
By repeating these test conditions on a cycli-
cal basis (akin to typical airline flight opera-
tions), oil performance, oil health and coking
propensity is analysed over many flight cycles.
The Coker Mister played a crucial role in the
development of BPTO 2197 as a means of evalu-
ating coking propensity to ensure the integrity of
a product that has been, and still remains, a mar-
ket leader in lubricant technology.
Using operating conditions modeled on one
of the most severe engines in the world, the
Coker Mister provides invaluable lubricant per-
formance data unavailable through any of the
standard industry testing and as such remains
unique in the field of aviation oil research and
development.
The move to HPC
HPC oils such as BPTO 2197 are relied on by
many of the worlds airlines to consistently pro-
vide unsurpassed high temperature cleanliness,
outstanding oxidative and thermal stability and
superior hydrolytic stability.
The cost of fleet engine oils represents a com-
paratively small proportion of an airlines oper-
ating costs, and for a twin-engine, single aisle,
standard body commercial aircraft can account
for less than 0.01 per cent.
However, engine and aircraft maintenance
costs make up a considerable portion of an air-
lines expenses, meaning that to obtain notewor-
thy cost savings, the right selection of oil for a
commercial airline is imperative.
As the future of HPC oils continues to pick up
pace with more airlines, engineers and OEMs re-
alising the value of a high performance grade en-
gine lubricant servicing their fleet, Air BP
Lubricants continues to strive to push the bound-
aries of HPC lubricant performance yet further
by working closely with the designers and oper-
ators of the next generation of aircraft turbine
engines
During fight, oil creates a vital flm to prevent friction between
engine parts, reducing wear, cooling the equipment and
providing essential sealing performance.
New engines such as the Trent 1000 will require high-performance oils.
Nacelle production
and maintenance
T
o the uninitiated, nacelles appear little
more than smooth cylindrical coverings
for engines a structure to hide all those
ugly ducts and pipes and provide a modicum of
drag relief, perhaps. Yet under the hood, nacelles
are complex beasts that encompass several sub-
assemblies utilising technology at the cutting
edge of aerospace design.
That is because nacelles must deal with some
of the highest stresses on an aircraft namely
the searing temperatures generated by the engine
they enclose while also accomplishing a vari-
ety of functions, including drag reduction, noise
attenuation, de-icing, and rapid deceleration via
their thrust reversers.
Other major components of a nacelle are the
inlet cowl, which channels incoming air onto an
engines fan blades; the fan cowl, which covers
the compressor and combustor stages of the en-
gine and also incorporates several inspection
flaps; the exhaust unit; and the pylon from which
an engine hangs from an aircrafts wing. The cur-
rent trend is for ever closer integration of these
components, which can reduce part count and
the weight of a nacelle system, but also affects
how easily it can be maintained.
Design and integration
Two of the biggest players in nacelle produc-
tion are Frances Aircelle, part of the Safran
group, and UTC Aerospace Systems, which in-
cludes the company that was once Goodrich prior
to the OEMs acquisition by United Technologies.
Both Aircelle and UTC can perform complete na-
Nacelles encompass several sub-assemblies utilising technology at the cutting edge of aerospace
design. Alex Derber reports on the latest designs, materials and repair processes.
There is a big push to produce a lighter and more integrated
structure but perhaps the balance point is not pushed enough
in terms of still ensuring complete maturity and sufficient
reparability and maintainability.
Jean-Philippe Gremont, VP customer services, engineering, Aircelle
celle design and integration, meaning they de-
sign and build systems to specification typi-
cally for large airframers like Boeing and Airbus
and demonstrate compliance with airworthi-
ness requirements. Actual certification is han-
dled by the type certificate holder of either the
engine or, more usually, the aircraft.
Other designers and manufacturers of na-
celle systems include Boeing and Airbus, Spirit
Aerosystems, GEs Middle River Aircraft Systems
and GKN. UTC, however, dominates the com-
mercial nacelles market, with about 27,000 sys-
tems in operation, compared with about 15,000
from Aircelle. However, competition between
the two alternates with co-operation, as one
business may supply parts for a nacelle pro-
gramme overseen by the other. For instance, an
Aircelle partnership is responsible for the com-
plete nacelle on forthcoming CFM LEAP-pow-
ered A320neos, yet it also manufactures thrust
reversers for UTCs nacelles on current-genera-
tion A320s, and it is that aircraft type that is
largely responsible for UTCs dominance of the
nacelles market. Meanwhile, UTC will manufac-
ture some components for Nexcelle, the joint
venture between Aircelle and GEs Middle River
Aircraft Systems that is designing the aforemen-
tioned LEAP nacelle.
The Nexcelle partnership mirrors the GE-
Snecma (also a Safran company) venture re-
sponsible for the record-selling CFM engine
line, and is an appropriate analogy for the ever-
close integration between engines and nacelles
or what Nexcelle terms the Integrated
Propulsion System.
Advances achieved so far include the integra-
tion of the thrust reverser into the engine pylon
flange, which eliminates the need for beams at-
tached to the pylon and thus reduces weight and
drag. The concept has been validated by Nex-
celles PANACHE (Pylon And Nacelle Advanced
Configuration for High Efficiency) demonstrator
in the US. This incorporated a one-piece compos-
ite O-duct instead of traditional two-piece D-
doors, and the electrical thrust reverser actuation
system pioneered by Aircelle on the A380; almost
all other thrust reversers are either hydraulically
or pneumatically powered.
We are also looking at integrating a piece of
the inlet to the engine fan case: integrating the
carrying structure to the engine fan case, com-
ments Jean-Philippe Gremont, Aircelles VP cus-
tomer services, engineering.
Composites
Alongside advances in assembly have come
new materials, particularly composites, which are
about 20 per cent lighter than aluminium. Al-
though composites have been used for several
decades in nacelles, their ratio to metal is steadily
increasing, with the Aircelle-designed nacelle for
the A380 comprising 52 per cent composite ma-
terial. The forthcoming A320neo nacelle will
sport even more plastic.
The quality of composites is also advancing
alongside their quantity, with some manufactur-
ers shifting towards epoxy IFS weaves that are
more repairable and cleaner to fabricate than
BMI-matrix composites. The next advance will be
to incorporate the extreme thermal tolerances of
ceramic composites into nacelle design, though
their expense means they are limited to military
and space applications for the time being.
Yet the march of composites has been shad-
owed by stricter airworthiness regulations, which
detract somewhat from the weight savings on
offer. In other words, if nacelles were designed
with modern technologies but to 1980s safety
standards they would be significantly lighter.
The real challenge is to push the composite
quantity and still provide cost control, damage
tolerance and low repair costs, says Gremont.
Twenty years ago we didnt have to build in such
high fatigue and damage tolerances. We had to
demonstrate that we could retain a component
in flight in case of damage but that was it. Today
we must fully calculate fatigue for the whole of
the aircraft life so this is additional mass.
Balancing priorities
The use of composites and more integrated
systems has progressively shaved weight off na-
celles, as have modern design and prototyping
techniques such as 3D printing. Also known as
additive manufacturing, 3D printing involves the
fabrication of structures one vanishingly-thin
layer at a time. Although it is still a relatively slow
process components weighing a few kilos may
take hours to print it is especially useful for
developing and refining technology demonstra-
tors and protoypes.
However, its key advantage over subtractive
machining milling down a block of titanium
for a landing gear part, for instance is that
more complex one-piece structures can be
achieved as they are built from the ground up.
In aerospace this can eliminate the need for fas-
teners and other mechanical connections,
thereby saving weight and improving fuel effi-
ciency.
Yet nacelle designers cannot focus exclu-
sively on fuel savings; they must also consider
safety, reliability, reparability and maintainabil-
ity. For instance Gremont says that 3D printing
will have a big future in the process if we can
demonstrate damage tolerance and reparability
the balance point is the direct maintenance
cost of the parts and fuel burn and reliability re-
lated things.
One effective way to lower life-cycle costs of
aircraft components is to incorporate health
monitoring systems that let engineers know
when key operating thresholds and parameters
have been breached. You measure weak points
that give an indication of the entire health of the
machine and if you have a warning there you plan
a removal of the component before it breaks,
comments Gremont.
While health monitoring can ensure more ef-
ficient maintenance planning and execution,
other advances in nacelle design can prove prob-
lematic for the end user of the product. Inte-
grated systems, for instance, can help to speed up
production while at the same time complicating
maintenance as individual parts become more
complex.
Mapping of damage and fleetwide monitor-
ing of equipment can go some way to mitigating
that burden. If one part is damaged, for instance,
engineers could access data to discover which
other parts might have been exposed to fault as a
consequence and then only remove or inspect the
relevant material, rather than removing entire
sections of a nacelle as they might have done in
the past.
Maintenance reaction
The trade-off between a nacelles various op-
erating characteristics is still being refined, ac-
cording to Gremont, who states: There is a big
push to produce a lighter and more integrated
structure but perhaps the balance point is not
pushed enough in terms of still ensuring com-
plete maturity and sufficient reparability and
maintainability.
Curiously, the nacelle designers concern for
the aftermarket isnt reflected among many of
the major MRO shops that work on his equip-
ment. Basil Barimo, EVP of Tulsa-based NOR-
Twenty years ago we didnt have to build in such high fatigue
and damage tolerances. We had to demonstrate that we
could retain a component in fight in case of damage but that
was it. Today we must fully calculate fatigue for the whole of
the aircraft life.
Jean-Philippe Gremont, VP customer services, engineering, Aircelle
DAMs repair division, lauds the improved man-
ufacturing processes, aerodynamics and efficien-
cies of integrated nacelle systems. These
changes align with NORDAM repair capabilities,
which continue to advance, matching the latest
technology, he says.
NORDAM designs, builds and certifies na-
celles and also offers a full suite of MRO services
for nacelles flying on every Boeing and Airbus
type, as well as those on other modern commer-
cial airliners.
Michael Lotzin, head of nacelle product sales
at Lufthansa Technik (LHT), also predicts that
his company will keep pace as technology ad-
vances, although he does note that certain one-
piece components, such as the above-mentioned
O-duct thrust reverser from Nexcelle, will pres-
ent a logistical challenge and will create some
challenges on the shop floor level regarding han-
dling and technology of repairs.
LHT will no-doubt surmount those chal-
lenges, given its wide-ranging capabilities across
all common thrust reversers in service today from
its facilities in Hamburg, Shenzhen, Dubai and
Los Angeles. These cover the CFM56-3; CFM56-
5A, -5B, -5C; CFM56-7; CF6-80; PW4000; CF34-
3 / -8C / -10E; V2500-A5; Trent 500 / 700 / 900;
GEnX-1B; GEnX-2B; and Trent 1000.
Meanwhile, at Air France Industries KLM
Engineering & Maintenance (AFI KLM E&M),
James Kornberg, products, customer support
and business development general manager,
thinks that new nacelle systems will still present
some repair challenges as margins and toler-
ances will be very low. His company offers na-
celle services from its shops in Paris,
Amsterdam, Dubai (a joint venture with Aircelle
called AMES) and Dallas, with capabilities on
the CFM56-5B/5C/5A/-3/-7; CF6-80E1; CF6-
80C2A/B/D; all variants of GE90; and the
GP7200. It is developing capabilities for V2500
thrust reversers and new-generation nacelles on
the 787 and the A350.
Composite repair
Composites have been used in nacelles for
several decades now and MROs have had ample
time to acquaint themselves with the relevant
carbon fibre repair processes. To assess damage,
a variety of inspection and testing processes are
used, including tap testing, thermography, ultra-
sonic testing, borescoping, radiography and etch
and penetrant inspection.
Despite the familiarity of materials and the
array of technologies available to maintenance
shops, nacelle repairs can still pose challenges.
These can be logistic, especially due to the mix-
ture of metal and carbon fibre materials found
in nacelles, each requiring specific adhesives and
preparatory agents. These materials often have
long lead-times and short useable lives, in some
cases driving excessive inventory and increasing
material scrap rates as materials expire, notes
Barimo, who would like to see a standardisation
of materials across platforms in order to drive
down aftermarket costs for operators.
On the other hand, Lotzin worries that the fa-
tigue tolerance built into modern nacelle com-
ponents could increase the maintenance cost for
operators, since the number of repairs integrated
into the manuals is comparably low. The only al-
ternative is an exchange of the damaged sub-as-
semblies. The allowable limits for damage are
decreasing since future lightweight structural
components have been designed to their limits,
he says. Kornberg also expects more reliability
from the OEMs on the new nacelles types.
Still, theres plenty of work remaining on ex-
isting composite parts and LHT has developed a
Rapid Repair method that can be applied to
thrust reversers as well as fuselage and wing
structures. This starts with a strip light projection
scan of a damaged composite component, from
which a computer can direct a robotic milling
machine. Later, pre-cuts of composite layers are
created and applied to the component being re-
paired with the help of a ply-cutter that creates
the individual layers. The cut-to-size panels are
bonded with the primary structure and then
cured as required on moulds generated by rapid
prototyping using the already scanned data and
computer calculations. Once perfected, the
whole process will cut an estimated 60 per cent
from conventional composite repair times.
Wear and tear
At NORDAM, Barimo observes that the ma-
jority of composite repairs stem from mature
equipment such as the A320, A330, 737, 747,
757, 767 and 777 all of which employ com-
parable nacelle technologies and materials. In
the future, though, NORDAM and other MROs
like AFI KLM E&M believe that more work will
be done on-wing due to innovative materials
and repair processes. For example, new com-
posites produced outside autoclaves will be
more field repairable as they will not require
autoclave cures.
When nacelles do enter the shop, damage is
normally the result of either proximity to the hot
engine and impacts on the ground from ramp ve-
hicles or in the air from bird strikes. As such,
composite repairs usually focus on delamination
and disbonding, while aluminium parts suffer
from corrosion. Other common damage includes
cracks, gouges, tears and dents.
S
necma and NPO Saturn began working to-
gether in 1997 when Snecma subcontracted
the production of CFM56 engine parts to
NPO Saturn. In 2004 the two companies teamed
up to form PowerJet, a jointly-owned company in
charge of developing, producing, selling and sup-
porting the SaM146, a new propulsion system
purpose-designed for the Sukhoi Superjet 100.
The PowerJet joint venture for the SaM146 engine
reflects both confidence in the market and long-
standing mutual trust between the two partners.
An engines reliability depends on much more than its dispatch success rate. It must be assessed
according to a multitude of factors, including its ability to operate in extreme conditions, its ease of
maintenance and support from the manufacturer. When Snecma decided to develop the SaM146 with
NPO Saturn, the two partners aimed for high performance and an engine in which its customers could
have absolute trust in.
Designing reliability
into the SaM146
Developed around regional
airlines
The decisions taken in the creation of the
SaM146 have proved correct because they
avoided superfluous features that would have re-
sulted in additional costs while developing the
engine, and instead focused on a design that
would match regional airlines needs.
Snecmas decision to throw itself into the re-
gional aircraft market was a logical move to
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widen its thrust range and to fill a genuine gap in
the market. Indeed, Snecma decided to enter the
competition to power the SCAC SuperJet 100 at a
time when just two aircraft manufacturers were
leading the market: Bombardier and Embraer,
which were both powered by GE. At the same
time, other aircraft and engine manufacturer
partnerships appeared, deciding to pursue this
same market.
Regional airlines have specific characteristics,
notably frequent flights and quick turnarounds.
Hence there is a need from airlines for engines
that are both reliable on short trips and capable
of handling numerous cycles. The SSJ 100 pow-
ered by SaM146 engines achieves this, as attested
to by the Superjets customer roster, which in-
cludes Western airlines such as InterJet.
Such quality is also based on Snecmas excel-
lence as an engine manufacturer. Both the mate-
rial and technologies Snecma used to develop the
SaM146 are those that equipped its biggest suc-
cess, the CFM56, the biggest selling commercial
aviation engine in history. For example, the low-
pressure parts originate from proven CFM tech-
nologies.
The SaM146 has also benefited from the re-
search and technology programmes launched by
Snecma since 2000. These programmes have re-
sulted in a number of advanced technologies incor-
porated on the SaM146 engines, including the
high-pressure (HP) compressor the compressor
with the worlds highest compression ratio by stage.
During the SaM146 developing process, we
used well-understood materials and made coher-
ent decisions. For example, the fan is made of ti-
tanium as composites would have been
unnecessary due to their cost-performance ratio,
says Frdric Lenglet, PowerJet chief engineer.
Additionally, the high-pressure parts have a
compact design in order to reduce both part
count and maintenance cost as much as possible.
A production rate of four engines per month has already
been demonstrated and industrial organisation for a ramp-up
to eight per month is in place.
Contrary to its competitors with eight or nine HP
compressor stages, the SaM146 only has six.
There is also a single-stage HP turbine, as op-
posed to rivals two-stage units. Finally, the first
two HP compressor stages are blisks, which are
lighter, more robust and easier to repair. The
avoidance of air leaks between the blade and the
disk, as well as reduced friction means better per-
formance.
This reliability has been proved since the en-
gines entry into service. The performance goals
for specific fuel consumption, weight and emis-
sions have all been realised quite an achieve-
ment so soon after the SaM146 began operations!
SaM146 production: ready for
ramp-up
Reliability is also evident in the SaM146s pro-
duction, with plants certified and built to meet
the requirements of any production ramp-up.
PowerJet oversees all assembly line processes:
HP core assembly, final assembly and propulsion
system delivery. The company is capable of man-
aging the three cycles to allow a quick ramp-up of
production to keep pace with demand. A produc-
tion rate of four engines per month has already
been demonstrated and industrial organisation for
a ramp-up to eight per month is in place. This will
allow PowerJet to foresee its aircraft manufacturers
needs so that it will provide its customers with the
best answer says Eric Lenoble, deputy programme
director, plan, risk mitigation, economics.
SaM146 in operation
The SaM146 incorporates state-of-the-art
technologies, allowing it to easily adapt to hot or
cold climates, while retaining its full perform-
ance potential. For example, since January 2013
Yakutia Airlines has been operating the Superjet
from Yakutsk, which can reach -50C and is offi-
cially the coldest city on earth.
PowerJet has also managed to adapt its engine
to the wildly varied operational profiles of differ-
ent carriers. Yakutia, for instance, operates long-
distance flights to China and Japan with average
stage lengths of a couple of hours; Lao Central
Airlines, in contrast, offers short flights of less
than an hour on average.
The SaM146 can also adapt in-flight to maxi-
mize performance. Its active clearance control
system automatically adjusts the clearance of the
HP turbines blades, since too much recirculation
of air diminishes the engines performance.
Aftermarket services
Reliability is also evident in the engines
maintenance and support. Regional airlines have
very specific characteristics and need their air-
craft available and problem-free to operate as
many flights a day as possible. This means they
need flexibility and support services tailored to
their requirements. The SaM146 was developed
to address these factors, offering not only per-
formance, but high-performance support! In
order to reach that goal, PowerJet not only
adapted the SaM146s architecture, but also its
support services. For that, it had to integrate the
possibility of quick, easy maintenance into the
engine design.
Our PowerLife service range was designed to
address customer requirements. Most of our cus-
tomers such as Aeroflot, Interjet and Sky Avi-
ation have subscribed to this package, proving
that our services meet their needs! says Daniel
Chaubard, general manager, engine line opera-
tion support.
Field service engineers are customers first
contact point. Not only are they the first ones to
provide support but they also contact PowerJet
to forward incident information if necessary so
that the service range offered becomes as reliable
and encompassing as possible.
PowerJet offers a la carte package deals to its
client airlines so that their maintenance needs
are tailored as much as possible. PowerLife is a
flexible service offer geared to an airlines needs
that can go up to four levels, combined according
to a customers desires:
1 Line replaceable units
24/7 all-year round AOG organisation quick
answer for operations needs, dedicated focal
point
All LRU replaceable in less than 30
Customers tailored Pool Access with dedi-
cated on-site stock, standard exchange
2 Engine
Engine shop visit to benefit from the OEM ex-
pertise
3 Engine lease
Engine lease to increase aircraft availability
4 Nacelle
Nacelle support for an all-inclusive package.
Only current engine manufacturer on the re-
gional jet market to offer a complete range of
support services for the entire PPS.
The a la carte service is not only about the dif-
ferent levels of assistance the customer can
choose, but it also applies to contract duration and
the different combinations possible in between
the different contracts. This service is another re-
liability factor for SaM146 customers, assuring that
they only pay for what they actually need.
From the engines service entry with the
airline, we handle an average of 75 customer
support questions per month. Weve imple-
mented an efficient organisation with NPO Sat-
urn so that we would offer the best possible
answers to our customers with a single contact
point, says Herve Quiniou, SaM146 after-sales
programme.
Maintenance reliability is also assured by a
health monitoring system. Flight data can be
downloaded to follow the engines parameters bet-
ter and to provide on-condition maintenance.
Technicians keep an eye on the engines health, an-
ticipating failures before they materialise so that
the engine is kept operational on the wing as long
as possible. Moreover, its the same people who de-
signed the engine who take care of it later in life.
Monitoring of engine parameters allows en-
gineers to precisely target the required mainte-
nance operations. This means faster service and
higher engine dispatch reliability. For LRU
changes, Fadec technology allows automatic as-
sistance in breakdown detection. Finally, en-
gine change does not exceed two hours.
Techniques such as the borescope inspection
for on-wing maintenance and the quick turn
avoid as much as possible having to remove the
engine, thus keeping costs down and avoiding
shop visits.
Hence, the SaM146s reliability can be seen in
its design, its production, its operations and the
services and support it offers. PowerJet will have
the opportunity to continue demonstrating this
on the entry into service of the first SaM146 1S18
with Gazpromavia later this year. It will be the
first airline using the SSJ100-95LR, the long-
range version of the SSJ100. Of course, the addi-
tion of new customers doesnt mean that current
ones will be forgotten. Strengthening customers
relationships in order to build long-term partner-
ships is what PowerJet strives for.
T
he CF34, manufactured by General Elec-
tric (GE), is the workhorse of the regional
airline industry, powering some of the
most ubiquitous 50 to 100-seat aircraft in opera-
tion today. Of its three main variants, the oldest
is the CF34-3, which went into airline service in
1992 on the Bombardier CRJ100; the CF34-10,
meanwhile, will power Chinas new regional jet,
the ARJ21, and is already flying with many oper-
ators on Embraers E-190/-195 lines.
All three CF34 variants the CF34-3, CF34-
8 and CF34-10 share near-flawless dispatch re-
liabilities and are generally regarded as rugged,
reliable and easily maintained engines. However,
its difficult to paint a broad-brush picture of the
The CF34 MRO market is in a state of flux as the more than
20-year-old CF34-3 approaches its twilight years. The type still
accounts for most of the overhaul work at CF34 repair stations, but
that will change as the newer -8s and then -10s reach their mid-life
check-up dates, says Alex Derber.
CF34 maintenance
CF34 maintenance market because each engine
type launched roughly a decade after its prede-
cessor, meaning radically different engine matu-
rities and MRO options.
As an older engine the CF34-3, for instance,
has a far lower residual value than the -10, which
affects repair-replace considerations and opens
up the possibility of using PMA parts. Mature
engines, like the CF34-3, are a different market
than growth engines in terms of ownership, op-
eration, workscope requirements, repair options,
and material sources, says Brian Neff, CEO of
Ft. Lauderdale-based MRO CTS Engines, which
overhauls the CF34-3, the CF6-80, and the
CFM56-3.
Neff points out that mature engines benefit
from a deeper and more experienced maintenance
market, with constituents who have had the time
to optimise repair and overhaul techniques.
Amongst other things, this means that on the ma-
terial side, many parts can often be replaced with
used serviceable material at less cost than a repair,
due to the number of engine teardowns that occur
in the latter half of an engines life, he says.
There is also an added layer of complexity to
CF34 MRO, which is that the engine is also used
by business jet operators of Bombardiers Chal-
lenger and Embraers Lineage lines. Naturally
these have their own specific workscopes, service
intervals and repair requirements, although the
following will focus of the engines commercial
applications.
GE estimates that CF34 shop visit volume
climbed from 780 in 2011 to 1,000 last year, on an
installed base of approaching 6,000 powerplants.
The CF34-3 is the most numerous of these, with
about 2,200 in service, though CF34-8 and -10
populations are not far behind and will soon
overtake the -3 as older regional jets are retired.
The lions share of the CF34 maintenance
market, judged by shop visits, is held by the en-
gines manufacturer, GE, which recorded 350 in
2012; followed by StandardAero, which claims 26
per cent of the market; and then German MROs
Lufthansa Technik AERO Alzey (LTAA) and
MTU, which reported 194 and 150 shop visits, re-
spectively, in 2012.
Both LTAA and MTU claim turnaround times
(TATs) for the CF34-8 and -10 of between 45 and
60 days, depending on the scale of the
workscope, while MTU claims that a new takt
system (takt was designed originally to pace
manufacturing lines), a new floor layout and bet-
ter operating processes have helped it take CF34-
3 TAT down to 45 days.
Mark Johnson, LTAA CEO, says: Improve-
ments to TAT are basically done through state-
of-the-art machining equipment, optimised
shop layout, design and manufacturing of sup-
porting tools, and IT infrastructure to support
clear visibility of processes. We also have a dedi-
cated supply chain management organisation to
manage not only routine supply and repair order
management, but also the just-in-time concept
and, in particular, the supply of ad-hoc spares to
avoid work-stoppages.
CF34-3
The CF34-3 is a 9,220lbs-thrust engine which
powers Bombardiers ageing CRJ100/200 re-
gional jets. The market for these 50-seat aircraft
is currently in a state of f lux as Americas big
network carriers shed the old CRJs from their
fleets to replace them with larger, more fuel-ef-
ficient and more modern models. Aircraft saved
from the scrapyard are typically going to smaller
operators who can be more f lexible with their
repair schedules and workscope requirements,
as Kerry OSullivan, vice president of
CF34/CFM56 at Tempe, Arizona-based Standar-
dAero, explains: The CRJ200 aircraft market is
changing and ownership is shifting to new oper-
ators, who prefer shop visits that address specific
areas of concern, he says. As a result, Standard-
Aero now offers quick-turn, limited workscope
repairs alongside traditional overhauls, a move
that OSullivan describes as a particularly suc-
cessful venture for us as the CRJ200 aircraft move
rapidly through new marketplaces.
Last year StandardAero says it processed
hundreds of CF34-3s and CF34-8s through its
facility in Winnipeg, Canada, about 80 per cent
of which were for the older type. This year it is
expecting a 10 per cent increase in shop visits and
a fairly even split of work between the two CF34
types as the newer CF34-8s encounter their first
mid-life events. These occur at about 10,000-
12,500 cycles and are needed across the CF34 line
to mitigate performance degradation.
LTAA maintains all three CF34 types at its fa-
cility near Frankfurt, Germany, with the CF34-3
comprising about half of its shop visits last year.
However, a big portion of maintenance work on
both the CF34-3 and -8 can be done on-wing, so
LTAA must be able to quickly dispatch mechan-
ics to its customers aircraft. To help manage this
it has worldwide service stations in Tulsa, Mel-
bourne and Argentina.
MTU offers a full range of CF34 MRO services
from another centralised location Berlin Bran-
denburg whilst also offering on-site services
anywhere in the world for its customers. These
are backed up by its MTU Maintenance Dallas fa-
cility and a partnership with Tulpar Technic
based in Kazan, Russia.
Although about half of MTUs CF34 workload
in Berlin last year was for its oldest variant, the
CF34-3 has mostly outlived its heavy mainte-
nance intervals and on this mature engine, we
mostly perform smaller, custom-tailored shop
visits, says Andrea Lbke, VP CF34 programme
at MTU Maintenance. Because most CF34-3s
have had their last heavy overhauls and can in
any case be repaired to a large extent on-wing,
MTU expects global shop visits for the type to fall
from 320 next year to less than half that by 2017.
CF34-8
The CF34-8C and CF34-8E are in service with
71 operators on 1,000 aircraft mostly the Em-
braer -170/-175 and Bombardier CRJ700/900
lines. As with the -3, plenty of -8 maintenance
can be performed on-aircraft, though this is
somewhat easier with the -8C than the -8E, due
to the latters mounting under-wing rather than
at the rear of the Bombardiers that the -8C pow-
ers.
Such flexibility came in handy this year after
GE issued an AD requiring replacement of op-
erability bleed valves on about 300 CF34-8s, or
about 15 per cent of the f leet. Fixes such as
these are made easier in part because of the
modular design of the CF34, as Bob Oliphant,
a GE Aviation spokesman, explains: Accessibil-
ity is important to ease of maintenance and the
CF34 design enables more efficient, direct ac-
cess to components that are due for restora-
tion, with no unnecessary disassembly to gain
access to some other part of the engine for over-
haul.
StandardAero reports that its field service
representatives can perform anything from sim-
ple seal changes to complete module replace-
ments without removing the CF34-8 from an
aircraft (or by putting it on a nearby mainte-
All three CF34 variants the CF34-3, CF34-8 (pictured) and CF34-10 share near-flawless dispatch
reliabilities and are generally regarded as rugged, reliable and easily maintained engines.
Improvements to TAT are basically done through
state-of-the-art machining equipment, optimised shop layout,
design and manufacturing of supporting tools, and IT
infrastructure to support clear visibility of processes.
Mark Johnson, CEO, LTAA
A Cf34-10 on engine test.
nance stand), though it is also expecting more -
8s through its shops in the near future as the en-
gines which average about 11,000 cycles
globally come up for their midpoint checks.
MTU, meanwhile, predicts steady growth in
the CF34-8 market from 240 shop visits this year
to about 420 per annum in a decades time. MTU
itself handles about 150 shop visits per year for
all CF34 types.
Typical workscopes for CF34-8s coming into
the StandardAero shop include high-pressure
turbine refurbishment variable guide vane sys-
tem improvements and the sprucing up of gen-
eral hardware. Among older -8s, it is also fairly
common for the nut connecting the high pres-
sure turbine and the high pressure compressor to
seize, a problem for which StandardAero has de-
veloped a fix for.
Another issue for some CF34-8 operators, ac-
cording to LTAA, has been oil smell in the cabin,
a problem for which it has developed a quick-
turn solution by its field service representatives.
CF34-10
The youngest member of the CF34 family en-
tered service in 2005 and is now flying with 63
operators. At LTAA, shop visits for the type
climbed from 17 in 2011 to 45 last year, while MTU
estimates that about half of its CF34 shop visits
are either for the -8 or -10. It also predicts that
shop visits for the -10 globally will double in the
next 10 years from 130 in 2013.
CTS and StandardAero dont repair the CF34-
10, perhaps because the average -10 is at 6,000 cy-
cles and only halfway towards its midpoint
checks, though StandardAero states that should
the right customer opportunity present itself we
could easily enter this market.
LTAA reports two notable issues facing the
CF34-10 at present: high oil consumption and
stage four low-pressure turbine blade separation.
The MRO can solve the first problem on site with
a quick-turn solution, while the LPT can be fixed
as a module event rather than a full engine shop
visit. This again demonstrates the flexibility of
the CF34 design, though the added complexity
of the CF34-10 limits its on-wing repair options
in comparison with the -3 and -8.
There is only one AD on the CF34-10 that has
not yet been fully complied with; issued in 2012
it requires certain engines to undergo centre vent
tube mid-support replacement.
A shifting MRO landscape
One major development in CF34 maintenance
this year has been the extension of GEs TRU-
Engine programme to the type. Those who sign up
to TRUEngine are guaranteed maximum residual
value of their CF34 assets via assurances that the
engines will be maintained in an OEM configura-
tion, using OEM parts, by TRUEngine-licensed
shops. For the CF34 these are GEs facilities in
Strother, Kansas and Petropolis, Brazil, as well as
StandardAero, which is the only third-party
TRUEengine provider on both the CF34 and
CFM56.
There are no disadvantages to this pro-
gramme as operators can still make material and
repair choices at their discretion, says Standard-
Aeros OSullivan. However, those operators that
want to ensure a TRUEngine status for their fleet
can be assured that we have all of the processes in
place to comply with TRUEngine standards.
The first CF34 operators to launch its TRU-
Engine programme were Brazils Azul, the UKs
Flybe, US lessors GECAS and Jetscape, Polands
LOT, and US regional carrier Gojet. Perhaps co-
incidentally, these represent a pretty accurate
cross-section of the global CF34 operator base,
about 55 per cent of which hails from the US, 20
per cent from Europe and 25 per cent from the
rest of the world.
Engine overhaul directory 2014 worldwide
GE Aviation, Services One Neumann Way All GE, CFM International
- Cincinnati Cincinnati and Engine Alliance
OH 45215
USA
T (1) 513 552 3272
geae.csc@ge.com
www.geaviation.com/services
GE Aviation, Services GE Aviation, Services - Strother CFM56-2, -3, -5B, -7 HSI, MC, MO, OH Five test cells
- Strother 4th and A Streets - Strother Field CF34-All HSI, MC, MO, OH
Arkansas City CT7-All HSI, MC, MO, OH
Kansas 67005
USA
T (1) 513 552 3272
geae.csc@ge.com
GE Aviation, Services GE Aviation, Services - Celma CF34-10 HSI, MC, MO, OH Two test cells
- Celma Rua Alice Herve 356 CFM56-3, -5, -7 HSI, MC, MO, OH
Petropolis, Rio de Janeiro CF6-80C2, -50 HSI, MC, MO, OH
Brazil 25669-900
T (1) 513 552 3272
F (55) 24 2233 4422
geae.csc@ge.com
GE Aviation, Services Dallas Fort Worth Int/l Airport CFM56-All HSI, MC
- On-Wing Support Dallas Texas CF34-All HSI, MC
USA CF6-All HSI, MC
T (1) 513 552 3272 GE90-All HSI, MC
geae.csc@ge.com GEnx-All HSI, MC
www.geaviation.com/services GP7000-All HSI, MC
GP7200
V2500
PW4000
Honeywell Aerospace Bill Wright ALF502 HSI, MC, MO, OH 28 test cells
Dir. Mechanical Technical Sales ALF507 HSI, MC, MO, OH
Air Transport and Regional Honeywell APUs
1300 West Warner Road Honeywell Wheel and Brakes
1207-1 Honeywell Mechanical Components
Tempe, AZ 85284
USA
T (1) 480 592 2194
bill.wright@Honeywell.com
Kalitta Maintenance Richard Bray JT8 HSI,MC,OH.MOH One test cell
Director of Powerplants JT9 HSI,MC,OH,MOH
6270 East Pride Rd CF6-50 HSI,MC,OH,MOH
Oscoda Michigan, 48740 CF6-80 HSI,MC,OH,MOH
USA
T: 989-739-8930
F: 989-739-3883
M: 989-310-1317
rbray@kalittaair.com
Pratt & Whitney John Sullivan PW4000 (94, 100, 112) HSI, MC, OH, MO Five test cells
Sales Manager PW2000 HSI, MC, OH, MO - one at each of its engine overhaul facilities
400 Main Street V2500 (A1,A5, D5) HSI, MC, OH, MO
MS 132-20 CFM56 (-3, -5B, -5C, -7) HSI, MC, OH, MO
East Hartford RR Dart OH
06108 GE90
USA
T: 860-565-3761
john.a.sullivan@pw.utc.com
Pratt & Whitney Kevin Kearns F117/PW2000 all HSI, MC, MO, OH Eight test cells
Global Engine Services General Sales Manager PW4000 all HSI, MC, MO, OH
Connecticut Engine Solutions 400 Main St
East Hartford
CT 06108
USA
T (1) 860 565 2566
F (1) 860 755 9959
kevin.r.kearns@pw.utc.com
www.pw.utc.com
Americas
Company Contact details Types (commercial) Checks Test cells
OEMs
Pratt & Whitney Lewis Wallace PW4000 OH All
General Mgr Global Engine Services Sales CFM56 OH
P.O.Box 3107 V2500 OH
Coppell PW2000 OH
75019 F117 OH
USA DART OH
T: (972)512-3709 JT9D OH
F: (860)622-3099 GE90 OH
lewis.a.wallace@pw.utc.com
Pratt & Whitney Kevin Kearns V2500-A5 HSI, MC, MO, OH One test cell
Engine Services General Sales Manager F117, PW 2000
(Columbus Engine 8801 Macon Road
Center) PO Box 84009
Columbus
GA 31908
USA
T (1) 860-565-2566
kevin.r.kearns@pw.utc.com
www.pw.utc.com
Pratt & Whitney Brian Rinkevicius PT6A, B, C, T HSI, MC, MO, OH One test cell
Canada Manager, Cust. Service Marketing PW100 HSI, MC, MO, OH
St Hubert Service Center PW150A HSI, MC, MO, OH
7007 Chemin de la Savane PW200 HSI, MC, MO, OH
St-Hubert ST6, ST6L series HSI, MC, MO, OH
Quebec ST18 HSI, MC, MO, OH
J3Y 3X7
Canada
T 450 647 7543
Brian.Rinkevicius@pwc.ca
www.pwc.ca
Snecma America Engine Acceso IV no.6 Int. A CFM56-5A, CFM56-5B, HSI, MC, MO, OH One test cell
Services Fracc. Industrial Benito Juarez CFM56-7B
76120 CP Queretaro
Mexico
www.snecma.com
Rolls-Royce Canada Diana Hargrave AE3007 HSI, MC, MO, OH
VP Programmes BR710 HSI, MC, MO, OH
9500 Cte de Liesse Road Spey HSI, MC, MO, OH
Lachine, PQ, Tay HSI, MC, MO, OH
Quebec H8T 1A2
Canada
T (1) 514 828 1647 V2500 HSI, MC, MO, OH
F (1) 514 828 1674
diana.hargrave@rolls-royce.com
www.rolls-royce.com
Rolls Royce On Wing Care John Bolen AE2100 HSI, MC
Services (in feld, on/of-wing Acting Director and GM AE3007 all HSI, MC
maintenance) 2135 Hofman Road BR 700 Series, 710,715,725 HSI, MC
Indianapolis, IN 46241 RB211 all HSI, MC
USA Tay 611 HSI, MC
Tel: 317-240-1221
Tel: 317-213-0164
Jon.Bolen@rolls-royce.com
BizJet International Brian Barber TFE731 HSI Four engine test cells
(subsidiary of VP Sales and Marketing JT15D HSI, MC, MO, OH Two APU test cells
Lufthansa Technik) 3515 North Sheridan CF34 HSI
Tulsa CJ610 HSI, MC, MO, OH
OK 74115-2220 CF700 HSI, MC, MO, OH
USA Spey Repair, Mid-life, OH
T (1) 918 831 7628 Tay Repair, Mid-life, OH
F (1) 918 832 8627
bbarber@bizjet.com
www.bizjet.com
Delta TechOps MRO Services CF34-3 HSI, MC, MO, OH Two test cells
1775 M.H. CF34-8 HSI, MC, MO, OH
Jackson Service Rd CF6-80A HSI, MC, MO, OH
Atlanta CF6-80C HSI, MC, MO, OH
30354 CFM56-3 HSI, MC, MO, OH
USA CFM56-5 HSI, MC, MO, OH
T: +1-404-773-5192 CFM56-7 HSI, MC, MO, OH
service@deltatechops.com PW2000 HSI, MC, MO, OH
PW4000-94 HSI, MC, MO, OH
JT8D-219 HSI, MC, MO, OH
Engine overhaul directory 2014 Worldwide (cont...)
Americas
AIRLINES
Americas
Lufthansa Technik AERO Alzey Andreas Kehl CF34-3 series HSI, MC, MO
Service Center Tulsa VP Marketing and Sales CF34-8 series HSI, MC, MO
3515 North Sheridan Road CF34-10E HSI, MC, MO
Tulsa Oklahoma
OK 74115
USA
T (49) 6731 497 118
F (49) 6731 497 333
a.kehl@lhaero.com
www.lhaero.com
TAP Maintenance and Anderson Fenocchio CFM56 [Top and bottom case] HSI, MC, MO, OH
Engineering Brazil Dir. Business Development PW118 [A] HSI, MC, MO, OH
Marketing and Sales PW120 [A]
Estrada das Canarias, 1862 PW125 [B] HSI, MC, MO, OH
21941-480 Rio de Janeiro PW127 HSI, MC, MO, OH
anderson.fenocchio@tapme.com.br PT6 [SMALL] HSI, MC, MO, OH
ricardo.vituzzo@tapme.com.br JT8D Standard HSI, MC, MO, OH
T: +55 51 3375 7099
T: +55 11 5097 9770
F: +55 21 3383 2047
andre.delgado@tapme.com.br
United Services United Services Maint. Center PW2000 HSI, MC, MO, OH Two test cells (all
San Francisco Intl Airport PW4000 (all) HSI, MC, MO, OH listed engines)
Building 74 - SFOUS
San Francisco
CA 94128
USA
T (1) 650.634-7650
www.unitedsvcs.com
Aeromaritime America (ITP) Scott Hutson - CEO RR M250-All series HSI, MC, MO, OH One test cell
4927 E. Falcon Drive PW200 Servicing
Mesa
AZ 85215-2545
USA
T (1) 480 830 7780
F (1) 480 830 8988
www.aeromarusa.com
AeroThrust Jose Fagundo JT8D OH
Director of Sales & Marketing
5300 NW 36th Street
Miami, Florida
33166
USA
T: 1 786 441 2600
F: 1 786 441 6251
josef@aerothrust.com
AeroTurbine Mike Mullen CFM56 series Engine management services for
SVP Engine Management CF6-80 series all engine types
15701 SW 29th Street PW4000 series
Miramar, Florida PW2000 series
33027 V2500 series
USA
T (1) 305 590 2600
mmullen@aeroturbine.com
www.aeroturbine.com
APECS Engine Center Fred Laemmerhirt JT8D (all) HSI, MC, MO, OH Test cells available
Director JT8D-7B HSI, MC, MO, OH On-wing repairs
13642 SW 142nd Avenue JT8D-9A HSI, MC, MO, OH C7 blade blending
Miami JT8D-15, -15A HSI, MC, MO, OH Hushkit installations
FL 33186 JT8D-17, -17A, -17AR HSI, MC, MO, OH QEC Installs/swaps
USA JT8D-200 series Gearbox overhaul
T 305 255 2677
F 305 255 0277
Fred@a-pecs.com
www.a-pecs.com
Atech Turbine Jay Kapur JT15D OH Component
Components GM PT6 OH OH & repair only
1 St Mark Street PW100 OH
Auburn PW200 OH
MA 01501 PW500 OH
USA
T (1) 508 721 7679
F (1) 508 721 7968
jayk@atechturbine.com
www.atechturbine.com
INDEPENDENTS
Americas
Bonus Aerospace Miami Rob Pruim PW4000 HSI, MC, MO, OH
(AFI KLM E&M Network) VP Sales International CF6-80C2 HSI, MC, MO,
T (31) 20 649 1100 JT8D
rm.pruim@klm.com
www.afklmem.com
CTS Engines Vesa Paukkeri CF6 series BSI, EMG, FS, HIS, MC, MPA,
President & COO OH, QEC, TCI
3060 SW 2nd Ave. CF34 Series BSI, EMG, FS, HIS, MPA, MC,
Ft. Lauderdale QEC, TCI
Florida 33315 CFM56 series BSI, EMG, FS, HIS, MC, MPA,
USA QEC, TCI,
T (1) 954 889 0600 JT3D series BSI, FS, HSI, MC, TCI
www.ctsengines.com JT8D series EMG, MPA, QEC
JT9D series BSI, EMG, FS, HSI, MC, MPA,
QEC, TCI
PW2000 series BSI, EMG, FS, HSI, MC, MPA,
QEC, OH, TCI
PW4000 series BSI, EMG, FS, MPA, QEC
RB211 Series BSI, EMG, FS, MC, MPA, QEC
RR Tay Series BSI, EMG, FS, MC, MPA, QEC
Dallas Airmotive Christopher Pratt PW100 HSI, MC, MO, OH 17 test cells
(BBA Aviation) Director, Market Analysis & Communications PT6A & T HSI, MC, MO, OH
900 Nolen Drive JT15D HSI, MC, MO, OH
Suite 100 TFE731 HSI, MC, MO, OH
Grapevine M250/T63/T703 HSI, MC, MO, OH
76051 Spey, Tay HSI, MC, MO, OH
USA ALF502 HSI, MC, MO, OH
T: +1 214 956 2601 PW300, PW500 HSI, MC, MO, OH
F: +1 214 956 2825 BR710 MC
turbines@dallasairmotive.com
FJ Turbine Power Jose Gomez de Cordova - CEO CFM56-3 (all series) HSI, MC, MO, OH One test cell
fjturbinepower@aol.com JT8D-7, -7B, -9A,-15, -15A HSI, MC, MO, OH (JT8D engines)
Manny Castanedo JT8D-17, -17A, -17AR HSI, MC, MO, OH 24/7 AOG feld
VP and General Manager JT8D-209, -217, -217A, -217C HSI, MC, MO, OH for customers
mannyfjtp@aol.com JT8D-219 HSI, MC, MO, OH
Charlie Rey JT8D gearboxes
Sr. VP Marketing & Logistics CFM56-5B & 5C HSI, MC, MO, OH
charlie@fjturbinepower.net
8195 West 20th Ave.
Hialeah
Florida 33014
USA
T (1) 305-820-8494
F (1) 305-820-8495
C (1) 954-593-9988
www.fjturbinepower.net
ITR Emilio Otero - CEO JT8D-STD HS1, ESV1/2, EHM, MO, Two test cells
itr@itrmexico.com.mx MC, OH
Julio Ramrez JT8D-200 HS1, ESV1/2, EHM, MO,
Commercial director MC, OH
dircom@itrmexico.com.mx TPE-331 HSI, CAM, MO, MC
Acceso IV No 6
Zona Industrial Benito Ju-rez
CP 76120
Quertaro, Qro.
Mexico
T (52 + 442) 296 3915 / 00
F (52 + 442) 296 3906 / 08
www.itrmexico.com.mx
Kelly Aviation Center Frank Cowan CF6-50 HSI, MC, MO, OH Four large engine
Director, Business Development turbofan cells with
3523 General Hudnell Drive one capable of
San Antonio afterburner operation,
Texas 78226 Four turboprop/
USA turboshaft cells
T (1) 210 928 5052
C (1) 210 827 5275
F (1) 210 928 5470
frank.cowan@lmco.com
www.kellyaviationcenter.com
Kelowna Flightcraft Mike Udala JT8D, -7 B to -17 HSI, MC, OH, MO
Director of Maintenance 501D13 HM, HSI, MC
5655 Airport Way 501D22G HM, HSI, MC
Kelowna
V1V 1S1
Canada
T: 1-250-491-5500
MRO@fightcraft.ca
Americas
Marsh Aviation Floyd Stilwell TPE331 HSI, OH TPE331
President T76 HSI, OH T76
5060 East Falcon Drive
Mesa
AZ 85215-2590
USA
T (1) 480 832 3770
F (1) 480 985 2840
stilwell@marshaviation.com
www.marshaviation.com
Miami NDT Jose Perez PWJT8D-100 & 200 PWJT8D all, full o/haul
President PW4000 GE CFM series and CF6
7980 NW 56 St GE CFM56-3 series top case repairs
DORAL GE CFM56-5 All engine borescope
FL 33166 GE CFM56-7 and Vibration survey
USA GE CF56-50 & -80 Max Power Engine
T (1) 305-599-9393 Rolls-Royce RB211 assurance (MPA)
F (1) 305-675-8038 IAE V2500
jose.perez@miamindt.com
jessecardenas@miamindt.com
AOG: 954-305-5606
MTU Maintenance Ralf Schmidt CF6-50 HSI, MC, MO, OH One test cell
Canada Managing Director & Senior Vice President CFM56-3 HSI, MC, MO, OH
6020 Russ Baker Way
Richmond BC
V7B 1B4
Canada
T (1) 604 233 5700
F (1) 604 233 5701
info@mtucanada.com
www.mtu-canada.com
MTU Maintenance Dallas Ross Retan CF34 HSI, MC Test cells available
Managing Director CFM56 MC
615 Westport Parkway V2500
Suite 600 CF6
Grapevine, Texas 76051 GE90
USA PW2000
T (1) 817 442 4849 PW4000
F (1) 817 203 8649
Customer.service@mtudallas.com
www.mtudallas.com
Patriot Aviation Virgil Pizer JT3D series HSI, MO, QEC, OH, BSI
Services 9786 Premier Parkway JT8D series HSI, MO, QEC, OH, BSI
Miramar JT8D-200 series HSI, MO, QEC, OH, BSI
FL 33025 JT9D series HSI, MO, QEC, OH, BSI
USA CF6 series HSI, MO, QEC, OH, BSI
T (1) 954 462 6040 CFM56 series HSI, MO, QEC, OH, BSI
F (1) 954 889 2130 CF34 series HSI, MO, QEC, BSI
virgil@patriotaviation.com V2500 series HSI, MO, QEC, BSI
www.patriotaviation.com PW2000 series HSI, MO, QEC, BSI
PW4000 series HSI, MO, QEC, BSI
TAY series HSI, MO, QEC, BSI
RB211 series HSI, MO, QEC, BSI
BR700 series HSI, MO, QEC, BSI
GP7200 series HSI, MC, QEC, BSI
APU/GTC all series MC, QEC, BSI
StandardAero Mike Turner AE2100 MC, MO, OH Test cells for all dis
Dir. Mktg and Corp. Communications AE3007 HSI, MC, MO, OH played engine types
Corporate Ofces CF34-3/-8 HSI, MC, MO, OH available
1524 West 14th Street #110 CFM56-7 HSI, MC, MO, OH
Tempe GTCP 36, GTCP85, RE220, Full MRO cap.
Arizona 85281-6974 APS2300 Full MRO cap.
USA Model 250 HSI, MC, MO, OH
T (1) 480 377-3195 PT6A HSI, MC, MO, OH
F (1) 480 377-3171 PW100 HSI, MC, MO, OH
mike.r.turner@standardaero.com PW600 HSI, MC, MO, OH
www.standardaero.com T56/501D HSI, MC, MO, OH
TFE731 HSI, MC, MO, OH
TPE331 HSI, MC, MO, OH
Texas Aero Engine Jim Holmes Trent 800 HSI, MC, MO, OH Trent 800
Services Senior Manager, Customer Business RB211-535 HSI, MC, MO, OH RB211-535
(JV, American Airlines 2100 Eagle Parkway
and Rolls-Royce) Fort Worth
TX 76177
USA
T (1) 817 224 1042
F (1) 817 224 0043
j.holmes@taesl.com
www.taesl.com
Americas
TIMCO Aviation Services Ian Raulston JT8D HSI, MC, MO, OH One test cell
Marketing Manager
623 Radar Rd
Greensboro
27410
USA
T: 1 336 668 4410 ext 3019
ian.raulston@timco.aero
TIMCO Engine Center Dennis Little JT8D series HSI, MC, MO, OH Test cell
GM JT8D-200 series HSI, MC, MO, OH for JT8D series
3921 Arrow Street JT8D series On wing JT8D-200 series
Oscoda JT8D-200 series On wing
MI 48750 CFM56-3/-5/-7 On wing
USA
T (1) 989 739 2194 ext 8532
F (1) 989 739 6732
E-mail (1): Dennis.Little@TIMCO.Aero
E-mail (2): David.Kofs@TIMCO.Aero
www.timco.aero
Timken Overhaul Services Larry Batchelor PT6A Series HSI, MC, MO, OH Test cell for all listed
Sr Product Sales Manager PT6T Series HSI, MC, MO, OH engines
3110 N Oakland St T53 Fuel control overhaul
Mesa,
Az 85215-1144
USA
T (1) 480 606 3011
F (1) 480 635 0058
larry.batchelor@timken.com
www.timken.com/mro
Turbine Engine Center 8050 NW 90th St JT3D HSI, MC, MO, OH Test cells available
Miami JT8D-1-17R HSI, MC, MO, OH
FL 33166 JT8D-200 HSI, MC, MO, OH
USA
T (1) 305 477 7771
United Turbine Ali Mozzayanpour PT6A & T HSI, MC, MO, OH Dynamometer
President Test cell
8950 NW 79 Ave.
Miami
FL 33166
USA
T (1) 305 885 3900
F (1) 305 885 0472
pt6@unitedturbine.com
www.unitedturbine.com
Vector Aerospace Tim Cox PW100 HSI, MC, MO, OH Test cells available
Engine Services Atlantic VP Engine & Component Sales PT6A HSI, MC, MO, OH
PO Box 150 JT15D HSI, MC, MO, OH
Hangar 8 307A HSI, MC, MO, OH
Slemon Park 308A/C HSI, MC, MO, OH
Summerside
PE
Canada C1N 4P6
T (1) 817 416 7926
F (1) 817 421 2706
sales.esa@vectoraerospace.com
www.vectoraerospace.com
Europe
GE Aviation, Services GE Aviation, Services - Wales CFM56-3, -5, -7 HSI, MC, MO, OH Two test cells
- Wales Caerphilly Road, Nantgarw GE90-All HSI, MC, MO, OH
Cardif, South Glamorgan GP7000-All HSI, MC, MO, OH
South Wales, UK, CF15 7YJ GP7200 HSI, MC, MO, OH
T (1) 513 552 3272
geae.csc@ge.com
GE Aviation, Services GE Aviation, Services - Caledonian CF6-All HSI, MC, MO, OH One test cell
- Caledonian Prestwick International Airport GEnx-All HSI, MC, MO, OH
Prestwick, Ayrshire
Scotland, UK, KA9 2RX
T (1) 513 552 3272
geae.csc@ge.com
GE Aviation, Services On-Wing Support London CFM56-All HSI, MC
- On-wing Support London Unit 4, Radius Park, Faggs Road GE/CFM-All HSI, MC
London Heathrow Airport GE90-All HSI, MC
Feltham, Middlesex, TW14 0NG GP7200-All
UK GEnx - All
T (1) 513 552 3272 RB211
geae.csc@ge.com CT7
www.geaviation.com/services CF34 - All
Heico Aircraft Maintenance Cindy Kraus GP7200 HSI
Manager Sales & Execution
Hein-Sa-Weg 36
ATP, Entrance A
Hamburg
21129
Germany
T: +49 40 333 9949 811
F: +49 40 333 9949 810
M: +49 171 237 8596
cindy.kraus@heicoaircraft.de
Pratt & Whitney Canada Carsten Behrens (GM) JT15D All
Customer Service Centre T (49) 3378 824-01 PT6A/-B/-C/-T
Europe F (49) 3378 824 805 PW100
Steve Dicks PW200
(Sales Manager EMEA) PW300
T (44) 238 046 1276 PW500
steve.dicks@pwc.ca
www.pwc.ca
Dr.-Ernst-Zimmermann-Str. 4
14974 Ludwigsfelde
Germany
Pratt & Whitney Helge Nesveg CFM56-3, -7B, -5B HSI, MC, MO, OH Test cells for listed
Engine Services General Sales Manager engines
(Norway Engine N-4055 Stavanger Airport
Center) Norway
T (47) 51 64 20 16
F (47) 51 64 20 01
www.pw.utc.com
Pratt & Whitney Aykut Tutucu CFM56-3, -5B, -5C, -7B HSI, MC, MO, OH
Engine Services General Sales Manager V2500-A5
(Turkish Engine Center) Pratt & Whitney THY Teknik
Urak Motor Bakimi Merkezi
Turkish Engine Center
Sabiha Gokcen Uluslararasi Havalimani
34912 Pendik
Istanbul, Turkey
T (90) 216-585-4810
F (90) 216-585-48-05
aykut.tutucu@pw.utc.com
www.pw.utc.com
Rolls-Royce Geofrey Grier V2500 HSI, MC, MO, OH Up to 120,000lb
Gas Turbine Services Head of Customer Business Tay HSI, MC, MO, OH
East Kilbride Mavor Avenue AE2100 HSI, MC, MO, OH
East Kilbride BR710 HSI, MC, MO, OH
G74 4PY
UK
T (44) 1355-277349
F (44) 1355-277608
geofrey.grier@rolls-royce.com
www.rolls-royce.com
OEMs
Europe
Rolls Royce On Wing Care Marc Drew AE2100 all HSI,MC
Services (in feld, on/of-wing Head of Field Services AE3007 all HSI,MC
maintenance) PO Box 31 BR700 all HSI,MC
Derby, DE24 8BJ IAE V2500 HSI,MC
UK RB211 all HSI,MC
T: +44 1332 243481 Tay all HSI,MC
T: +44 1332 244797 Trent all HSI,MC
on-wingcare@rolls-royce.com
Snecma 10, Alle du Brvent CFM56-2A/2B/2C HSI, MC, MO, OH Villaroche, 5 cells for
CE1420 Courcouronnes CFM56-3 HSI, MC, MO, OH engines dev. up to
91019 Evry Cedex CFM56-5A/5B/5C HSI, MC, MO, OH 120,000lb of thrust
France CFM56-7B HSI, MC, MO, OH Chatellerault/props
GE90 (HPC compressor) MO up to 6000HP (Tyne)
LARZAC HSI, MC, MO, OH and low-power t/jets
M88 HSI, MC, MO, OH
TYNE HSI, MC, MO, OH
CFM56 parts repair
Snecma Services Brussels Bruno Michel CFM56-2 HSI, MC, MO, OH One test cell
CEO CFM56-3 HSI, MC, MO, OH
Batiment 24B - Local 101 CFM56-7B HSI, MC, MO, OH
Brussels airport CFM56 parts repair HSI, MC, MO, OH
1930 Zaventem
Belgium
T (32) 2 790 45 00
F (32) 2 790 47 99
bruno.michel@snecma.be
AFI KLM E&M Rob Pruim CFM56-5A, -5B, -5C HSI, MC, MO, OH Test cell up 150,000lbs
VP Sales International CFM56-3, CFM56-7 HSI, MC, MO, OH
BP7 CF6-50 HSI, MC, MO, OH
Le Bourget Aeroport CF6-80A, -80C2, -80E1 HSI, MC, MO, OH
93352 Le Bourget Cedex GE90 HSI, MC, MO, OH
France
T (31) 20 649 1100
F (31) 20 648 8044
rm.pruim@klm.com
www.afklmem.com
Alitalia Maintenance Systems Oreste Murri CF6-50 C2/E2 HSI, MC, MO, OH
Manager of Marketing & Sales CF6-80 C2 HSI, MC, MO, OH
Leonardo da Vinci Airport CFM56-5B HSI, MC, MO, OH
Piazza Almerico da Schio
00050 Rome-Fiumicino
Italy
T (39) 06 6543 5236
F (39) 06 6543 5111
M(39) 335 7389 719
www.alitaliamaintenancesystems.it
Iberia Maintenance Adolfo Gordo CFM56-5A, 5B, 5C HSI, MC, MO, OH One test cell
Head of Commercial CFM56-7B HSI, MC, MO, OH
Aeropuerto Madrid-Barajas. La Muoza CF34-3A1, -3B1 HSI, MC, MO, OH
1 planta RB211-535E4, 535C37 HSI, MC, MO, OH
Madrid V2500 HSI, MC, MO, OH
28042 JT8D-217,-219 HSI, MC, MO, OH
Spain PEGASUS MK 154 HSI, MC, MO, OH
T: 34915874828
F: +34915874824
agordo@iberia.es
JAT Tehnika Srdjan Miskovic CFM56-3 HSI, MC, MO, OH One test cell
General Manager
11180 Belgrade 59
Airport Nikola Tesla
Serbia
T (381) 11 2601475
me-manager@jat-tech.rs
engine-dpt@jat-tech.rs
www.jat-tehnika.aero
KLM Engineering & Maintenance Rob Pruim CFM56-5A, -5B, -5C HSI, MC, MO, OH Test cell up to
(AFI KLM E&M) VP Sales International CFM56-3, CFM56-7 HSI, MC, MO, OH 100,000lb
Dept SPL / TQ CF6-50 HSI, MC, MO, OH CFM56
PO Box 7700 CF6-80A, -80C2, -80E1 HSI, MC, MO, OH CF6
Schiphol Airport GE90 HSI, MC, MO, OH GE90
1117 ZL Amsterdam
Netherlands
T (31) 20 649 1100
F (31) 20 648 8044
rm.pruim@klm.com
www.afklmem.com
AIRLINES
Lufthansa Technik Walter Heerdt JT9D, -7A, -7F, -7J, -7Q, -7R HSI, MC, MO, OH Six test cells
SVP Marketing & Sales JT9D-59A, JT9D-70A HSI, MC, MO, OH up to 100,000lb
HAM TS PW4000-94, PW100, PW150 HSI, MC, MO, OH Airline support teams
Weg beim Jaeger 193 ALF502/LF507 HSI, MC, MO, OH Total engine support
Hamburg CF6-80C2 HSI, MC, MO, OH Spare eng. coverage
D-22335 CF6-80E1 HSI, MC, MO, OH On-spot borescope
Germany CFM56-2, -3, -5, -7B HSI, MC, MO, OH Engine lease
T (49) 405070 5553 V2500 -A5, -D5 HSI, MC, MO, OH HSPS
F (49) 405060 8860 CF34, -3, -8, 10 HSI, MC, MO, OH
marketing.sales@lht.dlh.de PW100 HSI, MC, MO, OH
www.lufthansa-technik.com PW150 HSI, MC, MO, OH
Trent 500 HSI, MC, MO, OH
Spey HSI, MC, MO, OH
Tay 611 HSI, MC, MO, OH
RB211 - 535 HSI, MC, MO, OH
TFE 731 HSI, MC, MO, OH
Lufthansa Technik AERO Alzey Andreas Kehl PW100 series HSI, MC, MO, OH Two test stands for
VP Marketing & Sales PW150 series HSI, MC, MO, OH PW100,-150, 901A,
Rudolf-Diesel-Strasse 10 PW901 A/C HSI, MC, MO, OH CF34-3/-8 series /
D-55232 Alzey CF34-3 series HSI, MC, MO, OH CF34-10E
Germany CF34-8 series HSI, MC, MO, OH
T (49) 6731 497 118 CF34-10E
F (49) 6731 497 333
a.kehl@lhaero.com
www.lhaero.com
Lufthansa Technik Paul Morgan JT9D-7A/F/J HSI, MC, MO, OH V2500
Airmotive Ireland Commercial Manager JT9D-7Q/70A/59A HSI, MC, MO, OH JT9D
Naas Road CFM56-2, -3, -7 HSI, MC, MO, OH CFM56
Rathcoole V2500-A5 HSI, MC, MO, OH
Co. Dublin
Ireland
T (353) 1 401 1109
F (353) 1 401 1344
paul.morgan@ltai.ie
www.ltai.ie
Lufthansa Technik Switzerland Thomas Foth ALF502/LF507 HSI, MC, MO, OH
Director Sales & Marketing
P.O. Box
CH-4002 Basel
Switzerland
T (41) 61 568 3070
F (41) 61 568 3079
thomas.foth@lht-switzerland.com
www.lht-switzerland.com
N3 Engine Overhaul Gerhard-Hoeltje Str. 1 Trent 500 HSI, MC, MO, OH Test cell for
Services D-99310 Arnstadt Trent 700 HSI, MC, MO, OH Trent 500/700/900
Germany Trent 900 HSI, MC, MO, OH up to 150,000lb
T (49) 3628 5811 211
F (49) 3628 5811 8211
www.n3eos.com
TAP Maintenance & Carlos Ruivo CFM56-3 HSI, MC, MO, OH Test cell
Engineering VP Marketing and Sales CFM56-5A/5B/5C HSI, MC, MO, OH up to 100,000lb
Marketing and Sales CFM56-7B HSI, MC, MO, OH
P.O. Box 50194 CF6-80C2/A/B HSI, MC, MO, OH
Lisbon Airport HSI, MC, MO, OH
1704-801 Lisbon
Portugal
T (+351) 707 200 800
F (+351) 21 841 5913
care2me@tap.pt
www.tapme.pt
Turkish Technic Altug Sokeli CFM56-3 Series HSI, MC, MO, OH Test cells for all lis
Technical Marketing & Sales Mgr CFM56-5A/ -5B/ -5C Series HSI, MC, MO, OH engines
Turkish Technic Inc. CFM56-7B HSI, MC, MO, OH
Ataturk Intl Airport Gate B CF6-80A Series HSI, MC, MO, OH
34149 Yesilkoy CF6-80C2 HSI, MC, MO, OH
Istanbul LF507-1F HSI, MC, MO, OH
Turkey V2500 HSI, MC, MO, OH
T (90) 212 463 63 63 ext. 9223
F (90) 212 465 25 21
asokeli@thy.com
techmarketing@thy.com
www.turkishtechnic.com
Europe
More mobility for the world
Aeolus Engine Services Fergal Whelan-Porter CFM56-3 series HSI, MC, MO, OH
International Chief Executive Ofcer CFM56-5B series HSI, MC, MO, OH
Unit 2, 2050 Orchard Avenue CFM56-7B series HSI, MC, MO, OH
Citywest Business Campus
Dublin
D24
Ireland
T: 35318219095
F: 35316848000
tecservices@aeolus-group.com
Aeromaritime Mediterranean Mario Mazzola M250-all series HSI, MC, MO, OH One test cell
MD
7, Industrial Estate
Hal Far BBG 06
MALTA
T (356) 21 65 1778
F (356) 21 65 1782
mario.mazzola@aeromaritime.com
www.aeromaritime.com
Transaero Engineering Ireland Martin OBoyle CF6-80 On-wing repairs
Shannon Airport JT8D On-wing repairs
Co. Clare CFM56 On-wing repairs
Ireland RR Tay On-wing repairs
T (353) 61 717780 RB211 On-wing repairs
F (353) 61 717709 JT9D On-wing repairs
moboyle@transaero.ie
www.transaero.ie
APM Tony de Bruyn P&W JT3D, JT8D HSI, MC, MO, OH 75,000 lb test cell
President - CEO
Vliegveld 49
8560 Wevelgem
Belgium
32 56 43 25 74
32 56 40 42 86
tony.debruyn@eurekaaviation.com
Avio Avio - MRO Division PW100 (120,121,124B, HSI, MC, MO, OH No. 8 up to 100,000lb
Via G.Luraghi, 20 127B,120A,PW123,PW123AF, HSI, MC, MO, OH
Napoli
T (39) 081 316 3268/3809
CRMA Luc Bornand CF6-80C2, CF6-80E1 MO and repair parts
(material aeronautique) 14 avenue Gay-Lussac GE90, GP7200 MO and repair parts
Subsidiary of Air France F 78990 Elancourt
France
T (33) 1 3068 37 01
F (33) 1 3068 3620
luc.bornand@crma.fr
www.crma.fr
EADS SECA Jean-jacques Reboul PW127 OH 4
Vice President Head of Marketing & Sales TYFE731 OH
BP50064 PT6 OH
Gonesse cedex, 95503 PW300 OH
France
T: 33130185313
jean-jacques.reboul@seca.eads.net
Euravia Engineering Dennis Mendoros PT6A HSI, MC, MO, OH Test cells for all listed engines
Managing Director PT6T HSI, MC, MO, OH
Euravia House PT6C HSI, MC, MO, OH
Colne Road
Kelbrook
BB18 6SN
United Kingdom
T: +44 (0)1282 844480
F: +44 (0)1282 844274
enquiries@euravia.aero
GKN Aerospace Alvaro Barcellos PW100 (120/A, 121/A, HSI, MC, MO, OH Test cells for all
VP Marketing & Programs 123/B/C/D/E/F, 124B HSI, MC, MO, OH listed engines
GKN Aerospace Engine Systems AB 125B, 126/A, PW127/B/C Engine test
461 81 Trollhttan D/E/F/G/J/M On wing support
Sweden TFE731-All
T (46) 520 293321
F (46) 855 505693
alvaro.barcellos@gknaerospace.com
www.gkn.com/aerospace/
Europe
INDEPENDENTS
Europe
GT Engine Services Thomas Sinclair CFM56 Series C Check, MC
Technical Director CFM56 Series T & B Case Repair
6025 Taylors End CFM56 Series VBI,
Stansted Airport CFM56 Series Longterm Storeage
Stansted CFM56 Series IGB, AGB Change
CM24 1RL CFM56 Series Component Change
United Kingdom IAE V2500 Series C Check, VBI
T: +44 1279 681122 IAE V2500 Series Component Change
thomas.sinclair@gt-es.co.uk RB211 Series C Check, VBI
RB211 Series Component Change
H+S Aviation Steve Bull CT7-2 through -9 HSI, MC, MO, OH Five test cells
(BBA Aviation) Territorial Sales Director JT15D HSI, MC, MO, OH
Airport Service Road PT6T HSI, MC, MO, OH
Portsmouth, M250/T63/T703 HSI, MC, MO, OH
Hamphsire PO3 5PJ RR300 HSI, MC, MO, OH
UK T700 HSI, MC, MO, OH
T: (+44) 23 9230 4256 GTCP 331-200/250 APU HSI, MC, MO, OH
F: (+44) 23 9230 4020 PW901 APU HSI, MC, MO, OH
steve.bull@hsaviation.co.uk T40-1 APU
Industria de Turbo Propulsores Pablo Fuentes ATAR 9K50, F404-400, EJ200 HSI, MC, MO, OH Seven mro Test cells
VP Sales & Marketing PW100 Series HSI, MC, MO, OH 25.000lb
Ctra. Torrejon-Ajalvir LM2500 HSI, MC, MO, OH Up to 5,000shp
Madrid TP400, MTR390-E HSI, MC, MO, OH (WIP) One Turboprop cell
28850 - Torrejon de Ardoz BR715 Parts repair only (Prod) Up to
Madrid, km 3.5 PW200 SERIES HSI, MC, MO, OH 20,000shp
28864 - Ajalvir CT7-5/7/9 HSI, MC, MO, OH Two T/boshaft (Prod)
Spain CT7-8 / T700 HSI, MC, MO, OH
T (34) 91 91 205 4652 TFE 731-2/3/4/5 MPI, MC, MO, OH
M (34) 607 829 077 TPE331 SERIES HSI, MC, MO, OH
pablo.fuentes@itp.es PT6T HSI, MC, MO, OH
www.itp.es CF700 HSI, MC, MO, OH
Industria de Turbo Propulsores Pablo Fuentes CT7 TP (-5, -7A, -9C) HSI, MC, MO, OH One Test Cell
(ITP) Albacete VP Sales & Marketing CT7 TS (-2A, -8A, -8E, -8F5) HSI, MC, MO, OH Up to 5,000 hp
Parque Aeronautico y Logistico PW206 A/B/B2/C/E HSI, MC, MO, OH
Ctra. de las Penas PW207 C/D/D1/D2/E HSI, MC, MO, OH
02006 - Albacete T700-GE-401/C, -701A/C/D HSI, MC, MO, OH
PostBox: 7036
Apdo. 7036
02080 - Albacete
Spain
T (34) 91 91 205 4652
F (34) 91 205 4566
M (34) 607 829 077
pablo.fuentes@itp.es
www.itp.es
MTU Maintenance Andr Sinanian CF34-3, CF34-8, CF34-10 HSI, MC, MO, OH Four test cells
Berlin-Brandenburg Managing Director & Senior VP PT6A, PW200, PW300 HSI, MC, MO, OH
D-14974 Ludwigsfelde PW500 HSI, MC, MO, OH
Germany PW800
T (49) 3378 824 00 LM2500
F (49) 3378 824 300 LM5000
E-mail: ludwigsfelde@mtu.de LM6000
www.mtu-berlin.com
MTU Maintenance Holger Sindemann CF6-50, -80C2 HSI, MC, MO, OH Two test cells
Hannover Managing Director & Senior VP CFM56-7 HSI, MC, MO, OH 150,000 lb
Muenchner Str. 31 PW2000 series HSI, MC, MO, OH
D-30855 Langenhagen PW6000 HSI, MC, MO, OH
Germany V2500-A1, -A5, -D5 HSI, MC, MO, OH
T (49) 511 7806 0 GE90-110B/-115B
F (49) 511 7806 2111 GP7000 (LPT overhaul)
hannover@mtu.de
www.mtu-hannover.de
OGMA Pedro Costa Santos AE3007A Series OH; TestCell; Five test cells
MRO Services - Engine & Components AE2100 Series OH; Test Cell
Business Development Director T56/501 Series I, II, III OH; Test Cell; QEC
Parque Aeronautico de Alverca
Alverca, 2615-173
Portugal
+ 351 219581000
com_engine@ogma.pt
Vector Aerospace Ken Doig ALF 502 HSI,OH,MC, MO Three test cells
Business Development Manager LF507 HSI ,OH,MC,MO
Fleetlands 307A HSI,OH,
Fraeham Road 308A HSI,OH
Gosport 308C HSI,OH
PO13 0AA PT6A
United Kingdom M250
T: +44(0)2392 946442 JT15D
Ken.doig@vectoraerospace.com
Europe
Vector Aerospace Engine Philip Self ALF502/ LF 502 HSI, MC, MO, OH Turbofan cell up to
Services UK Director - Sales UK PW 307/308 HSI, MC, MO, OH 40,000lb
12 Imperial Way RR T56/501D series HSI, MC, MO, OH Turboshaft cell up to
Croydon RR 250 series HSI, MC, MO, OH 10,000 shp
Surrey CR9 4LE RR Conway & Dart series HSI, MC, MO, OH
UK Hamilton 54H60 Propellers
Fleetlands Building 110
Fareham Road
Gosport
Hampshire PO13 OAA
UK
T (44) 20 8688 7777
F (44) 20 8688 6603
philip.self@vectoraerospace.com
www.vectoraerospace.com
SR Technics Melinda Rofer CFM56-5B series full capability 1
Group Communications Assistant CFM56-5C series full capability
P.O. Box 164 CFM56-7B series full capability
Zurich Airport PW4000-94 series full capability
8058 PW4000-100 series full capability
Switzerland
T: +41 58 688 50 23
melinda.rofer@srtechnics.com
Summit Aviation Bruce Erridge JT3D HSI, MC, MO, OH One test cell
Commercial Director JT8D-Std All Series HSI, MC, MO, OH 40,000lb
Merlin Way JT8D-200 Series HSI, MC, MO, OH
Manston
Kent CT12 5FE
UK
T (44) 1843 822444
F (44) 1843 820900
Bruce@summit-aviation.co.uk
TEAM-Turbine Michael OConnell CF6-50 HSI, MC, MO, OH
Sales/Marketing Manager CF6-80C2 HSI, MC, MO, OH
Blankenweg 18A CFM56-5/7 HSI, MC, MO, OH
4612RC
Bergen op Zoom
NL
T (31) 164 270800
F (31) 164 234150
info@myTEAM.aero
www.myteam.aero
Asia, Africa, Middle East & Australia
Abu Dhabi Aircraft Ian Taylor V2500-A5 HSI, MC, OH, MO Two test cells
Technologies Senior Mgr - Integrated Engine Solutions CF6-80C2 HSI, MC, OH, MO
Adjacent to Abu Dhabi Trent 700 HSI, MC
International Airport Trent 500 HSI, MC
Abu Dhabi PT6-A HSI, MC, OH, MO
46450 PT6-T HSI, MC, OH, MO
United Arab Emirates
T: 0097125057530
M: 0097125757263
F: 00971566870844
commercial@adat.ae
Air Algerie Ahmed Hamiti CFM56-7 series HSI, MO
Manager CF6-80C2 series MC
16 Rue El Qods, Cheraga CF6-80E1 series MC
Algiers
16042
Algeria
213 (0)21 50 76 55
ahmed.hamiti@gmail.com
Ameco Beijing Mr Teng Bin/Mr Olaf Albrecht PW4000-94 HSI, MC, MO, OH 100,000lbs (one cell)
Senior Directors, Marketing & Sales RB211-535E4 HSI, MC, MO, OH
PO Box 563
Capital International Airport
Beijing
China 100621
T: (+86) 10 6456 1122 X 4100/4101
F: (+86) 10 6456 1823
E-mail: sales@ameco.com.cn
www.ameco.com.cn
Bedek Aviation Joseph Kazes CFM56-2/-3/-5B/-7B HSI, MC, MO, OH Four jet engine test cells
GM JT3D-3B/-7 HSI, MC, MO, OH One turboprop
Engines Division JT8D-7 to -17R HSI, MC, MO, OH Three turboshaft
Bedek Aviation Group JT8D-217/-219- HSI, MC, MO, OH
Israel Aircraft Industries JT9D-7A/-7F/-7J HSI, MC, MO, OH
Ben-Gurion Airport JT9D-59A/-70A/-7Q/-7R4/
70100 7R4G2, 7R4D/E, 7R4E1 HSI, MC, MO, OH
Israel T53-13/-703 HSI, MC, MO, OH
T: (+972) 3 935 7064 T56/501 HSI, MC, MO, OH
F: (+972) 3 935 8740 PW4000-94 HSI, MC, MO, OH
jkazes@iai.co.il PT6A-27 to -42/-50/T HSI, MC, MO, OH
www.iai.co.il V2500-A5 HSI, MC, MO, OH
Ethiopian Airlines Amare Gebreyes CFM56-3 HSI, MC, MO, OH One 100,000lb test cell
Director MRO Sales and Marketing CFM56-7 HSI, MC, MO, OH Two t/shaft test cells
PO Box 1755 PW2000 HSI, MC
Bole International Airport PW4000 HSI, MC
Addis Ababa GTCP331-200 HSI, MC, MO, OH
Ethiopia PT6 HSI, MC, MO, OH
T: (+251) 116 651192 PW120, PW121 HSI, MC, MO, OH
M: (+251) 911 226125
F: (+251) 116 651200
amareg@ethiopianairlines.com
www.ethiopianairlines.com
Ethiopian MRO Aman Ahmed CFM56-3 OH All
Manager MRO Market Development CFM56-7 OH
Bole International Airport PW2000 MC
P.O.Box 1755 PW4000 MC
Addis Ababa PW127 OH
None PT6 OH
Ethiopia
T: 00 251 116 651191
M: 00 251 116 651200
F: 00 251 930 012717
amans@ethiopianairlines.com
GE Aviation, Services GE Aviation, Services - Malaysia CFM56-3, -5B/-7B HSI, MC, MO, OH One test cell
- Malaysia MAS Engineering Operations
MAS Complex A-AA1802, SAAS Airport
47200 Subang, Selangor D.E
Malaysia
T (1) 513 552 3272
geae.csc@geaviation.com
GE Aviation, Services On-Wing Support Korea CFM-All HSI, MC
- On-wing Support Korea Aircraft Maintenance B Area CF34-All HSI, MC
Incheon International Airport CF6-All HSI, MC
2840 Woonseo-Dong, Jung-Ku GE90-All HSI, MC
Incheon 400-430 GEnx-All HSI, MC
South Korea V2500 HSI, MC
T (1) 513 552 3272 PW4000 HSI, MC
geae.csc@ge.com CT7 HSI, MC
www.geaviation.com/services GP7200 HSI, MC
GE Aviation, Services On-wing Support Shanghai CFM56 - All
- On-wing Support Shanghai No 1, Hua Tuo Road CF34-3
Building 2, Zhangjiang High-Tech Park GE90-115B
Shanghai 201 203
P.R. China
T (1) 513 552 3272
geae.csc@geaviation.com
GMF-AeroAsia Indonesia Bimo Agus CFM56-3B1, 3C1 HSI, MC, MO, OH 120,000lb
VP Bus. Development & Cooperation Spey 555 series HSI, MC, MO, OH
Marketing building
Soekarno-Hatta Int/l Airport
PO Box 1303, BUSH 19130
Cengkareng, Jakarta
Indonesia
T (62) 21 550 8609, 550 8670
F (62) 21 550 2489
marketing@gmf-aeroasia.co.id
www.gmf-aeroasia.co.id
HAESL David Radford RB211-524 C2/D4 HSI, MC, MO, OH 130,000lb
Customer Business Manager RB211-524G/H-T HSI, MC, MO, OH
70 Chun Choi Trent 500 HSI, MC, MO, OH
Street Tseung Trent 700 HSI, MC, MO, OH
Kwan O Industrial Est Trent 800 HSI, MC, MO, OH
New Territories
Hong Kong
T: (852) 2260 3264
F: (852) 2260 3277
david.radford@haesl.com
www.haesl.com
Honeywell Aerospace Loke Chee Kheong Decap TPE 331 model
Singapore Plant Director
161 Gul Circle
Singapore 629619
Singapore
T: (65) 6861 4533
F: (65) 6869 5257
cheekheong.loke@honeywell.com
www.honeywell.com
IHI GM Sales Group CFM56-3 HSI, MC, MO, OH Two test cells capable
229, Tonogaya CF34-3/-8 HSI, MC, MO, OH of 115,000lb and
Mizuh-Machi V2500 HSI, MC, MO, OH 60,000lb
Nishitama-Gun
Tokyo 190-1297
Japan
T: (81) 425 68 7103
F: (81) 425 68 7073
www.ihi.co.jp
Israel Aerospace Industries Lenny Kaufman CFM56-3 OH
Bedek Engines Division Contracts Manager CFM56-5 OH
IAI Bedek Engines Division CFM56-7 OH
Ben Gurion Intl Airport LOD CFM56-2 OH
70100 V2500-A5 OH
Israel PW4000-56 OH
T: 972-523-663065 JT8D OH
lkaufman@iai.co.il JT9D OH
T53 OH
T56 OH
JAL Engineering Eugen Dewald JT8 HSI,MC,OH.MOH
Planning Manager JT9 HSI,MC,OH,MOH
Japan Airlines Engine Maintenance Center CF6-50 HSI,MC,OH,MOH
Narita Intl Airport CF6-80 HSI,MC,OH,MOH
Narita
282-8610
Japan
T: +81-476-32-4413
F: +81-476-32-4242
eugen.dewald@jal.com
Jordan Airmotive Tambi Varouqa CF6-80C2 Full Overhaul One test cell
Marketing Supervsior CFM56-3 Full Overhaul
Queen Alia International Airport RB211-524 Full Overhaul
Amman, 11104
Jordan
T: +962 6 4451448
F: +962 6 4452620
M: +962 79 8211153
tambi.varouqa@jordanairmotive.com
Lufthansa Technik AERO Joseph Giarrusso CF34-3 series HSI, MC, MO
Australia Sales Contact CF34-8 series HSI, MC, MO
70-90 Garden Drive CF34-10E HSI, MC, MO
Tullamarine VIC 3043
Australia
11 Kubis Crescent
Dingley Village VIC 3172
T: (61) 9551 9064
j.giarrusso@lhaero.com
AOG phone: (61) 0 409 368 648
Lufthansa Technik MacroAsia Special Economic Zone CF6-80C2 QEC build-up, minor repairs
Philippines Villamor Air Base CF6-80E1 QEC build-up, minor repairs
Pasay City CFM56-3 QEC build-up, minor repairs
Metro Manila CFM56-5B/-5C QEC build-up, minor repairs
1309 Philippines
T: (63) 2855 9310
F: (63) 2855 9309
sales@ltp.com.ph
www.ltp.cpm.ph
Mitsubishi Heavy Industries Masanori Ushida PW4000-94 HIS, MC, MO, OH 64,000 lb
Project Manager
1200 Higashi Tanaka
Komaki-shi
Aichi-ken 485-8561
Japan
Tel: 81-568-79-2117
Fax: 81-568-79-4348
Mobile:
masanori_ushida@mhi.co.jp
http://www.mhi.co.jp/en/index.html
MTU Maintenance Zhuhai Frank Bodenhage V2500-A5 HSI, MC, MO, OH 150,000 lb
Managing Director & Senior VP CFM56-3 HSI, MC, MO, OH
1 Tianke Road CFM56-5B HSI, MC, MO, OH
Free Trade Zone CFM56-7 HSI, MC, MO, OH
Zhuhai, 519030
P.R. China
T (86) 756 868 7806
F (86) 756 868 7901
frank.bodenhage@mtuzhuhai.com
www.mtu-zhuhai.com
Pratt & Whitney Eagle Services ASIA JT9D-7Q, 7R4, 7A, 7J HSI, MC, MO, OH Test cells for all
Engine Services 51 Calshot Road PW4000-94, 100, 112 HSI, MC, MO, OH listed engines
(Eagle Services Asia) Singapore 509927 PW 100 series HSI, OH
T (65) 65 48 29 24
F (65) 65 49 46 54
www.pw.utc.com
Pratt & Whitney Brendon McWilliam V2500 A1, A5, D5 HSI, MC, MO, OH Test cells for all
Engine Services Christchurch Engine Centre RR Dart All HSI, MC, MO, OH listed engines
(Christchurch Engine 634 Memorial Ave HSI, MC, MO, OH
Center) Christchurch Int/l Airport 8052
www.pwnz.com
T (64) 3374 7008
F (64) 3374 7001
Pratt & Whitney Shanghai Pratt & Whitney CFM56-3, -5B, -7B HSI, MC, MO, OH Test cells for listed
Engine Services Aircraft Engine Maintenance engines
(Shanghai Engine No.8 Block1, 8228 Beiqing Road
Center) Qingpu District
Shanghai, 201707
PR China
T (86) 21-3923-0023
F (86) 21-3923-0088
www.pw.utc.com
SAA Technical Mike Kenny JT8D-7/-7A/-9/-9A/-15/-15A HSI, MC, MO, OH Test cell for JT8D, JT9D,
Head of Technical Sales & Mkting /-17/-17A CF6-50C2, RB211-
Room 309, 3rd foor JT9D-7R4G2/-7F/-7J HSI, MC, MO, OH 524G/H
Hangar 8 RB211-524G/H MC
Jones Road V2500 MC
Gauteng CFM56-3/-5B/-7B MC
Johannesburg International Airport
1627
South Africa
T: (27) 11 978 9993
F: (27) 11 978 9994
satmarketing@fysaa.com
www.fysaa.com/technical
Sichuan Snecma Aero-engine Shuangliu Airport CFM56-3 HSI, MC, MO, OH Two tests cells
Maintenance Sichuan Province CFM56-5B HSI, MC, MO, OH
610201 Chengdu Chine CFM56-7B HSI, MC, MO, OH
T : +86 28 8 572 16 93
F: +86 28 8 572 16 96
Snecma Morocco Engine Alexandre Brun CFM56-3, CFM56-5B HSI, MO, OH One test cell
Services GM and CFM56-7 (piece part level)
BP87 Mohammed V Airport
Nouasser - Casablanca
Morocco
T : +212 2 253 69 00
F: +212 2 253 98 42
ST Aerospace Engines Poon Kok Wah CFM56-3 / -5B / -7B HSI, MC, MO, OH Five test cells
VP, Sales & Marketing F100 HSI, MC, MO, OH
501, Airport Road, J85 / F110 HSI, MC, MO, OH
Paya Lebar Singapore 539931 T53 / T55 HSI, MC, MO, OH
T: (65) 6380 6768 T56 / 501 HSI, MC, MO, OH
F: (65) 6284 0164 Turbomeca Makila HSI, MC, MO, OH
poonkw@stengg.com
ST Aerospace Technologies Choo Han Khoon CFM56-7B HSI, MC, MO, OH One test cell
(STATCO) President
No. 2 Hua Yu Road,
Xiamen, China
T: (86) 592 2939261
F: (86) 592 2939268
choohk@stengg.com
www.staero.aero
Taikoo Engine Services (Xiamen) Simon Smith GE90 Quick Turn Test Cell: 150,000 lbs
No. 5 Gaoqi Nan 3 Road, Engine Test TEXL
361006, Xiamen,
P.R.China
T (86) 592 573 3000
F (86) 592 573 1502
simon.smith@texl-eng.com
www.texl.com.cn
Thai Airways Bunloo Varasarin CF6-50 MC, Mo, OH CF6-50/-80C2
Dir. Tech. Mktg. & Sales Dept. CF6-80C2 MC, Mo, OH PW4158
Tech Marketing and Sales Dept. PW4158 MC Trent 800
Technical Department Trent 800 MC
Suvarnabhumi Airport
Bangphli Samut Prakarn 10540
Thailand
T: (662) 137 6300
F: (662) 137 6942
bunloo.v@thaiairways.com
www.thaiairways.com
Turbomeca Africa Deon Crafert Turmo 3C4, 4C HSI, MC, MO, OH Turmo
Manager Sales & Customer Service Makila 1A, 1A1, 1A2, 1K2 HSI, MC, MO, OH Makila
Atlas Road Arrius 2K2, 2K1, 2B1, 2B2 HSI, MC, MO, OH Arrius
PO Box 7005 Arriel series MC Adour
Bonearo Park 1622 Adour MC
South Africa
T: (27) 11 927 2000
F: (27) 11 927 2956
Deon.Crafert@turbomeca.co.za
www.turbomeca.co.za
Abbrevations
HSI: hot section inspection
MC: module change
OH: full engine overhaul
MO: module overhaul
If you wish to be listed in the 2015 Engine Yearbook contact jason.holland@mro-network.com
Company Contact details APU types Capabilities
APU overhaul directory 2014 worldwide
Abu Dhabi Aircraft Kirubel Tegene GTCP331-200 HSI, MC, MO, OH
Technologies VP Projects GTCP331-250 HSI, MC, MO, OH
PO Box 46450, GTCP331-350 HSI, MC, MO, OH
Abu Dhabi International Airport
Abu Dhabi
UAE
T (971) 2 505 7226
F (971) 2 575 7263
commercial@adat.ae
www.adat.ae
Aerotec International Colin Fairclough GTCP36-150RR/RJ HSI, MC, MO, OH
Director of Sales GTCP36-300
3007 E Chambers St GTCP85-98 HSI, MC, MO, OH
Phoenix GTCP85-129 HSI, MC, MO, OH
AZ 85040 GTCP131-9A/B/D HSI, MC, MO, OH
USA GTCP331-200 HSI, MC, MO, OH
T (1) 602 253 4540 GTCP331-250 HSI, MC, MO, OH
F (1) 602 252 0395 GTCP331-500 HSI, MC, MO, OH
www.aerotecinternational.com GTCP660 HSI, MC, MO, OH
TSCP700-4B/5/7E HSI, MC, MO, OH=
RE220 HSI, MC, MO, OH
APS500 HSI, MC, MO, OH
Air Asia Glenn C.L. Lee GTCP85-98 HSI, MC, MO, OH
Director, Marketing GTCP85-129 HSI, MC, MO, OH
Tainan Airfeld
# 1000, Sec. 2 Ta-Tung Rd.
Tainan 7025
Taiwan
T (886) 6 268 1911 Ext. 205 / 260-5907
346264@mail.airasia.com.tw
Aviation Power Support Dale Owens GTCP85 HSI, MC, MO, OH
Senior VP GTCP36
2415 W, Arkansas Street GTCP331
Durant
OK 74701
USA
T (1) 580 920 0535
F (1) 580 920 1235
dowens@apsmro.com
Air India S.S.Katiyar PW901 HSI, MC, MO, OH
Deputy GM (Eng.) GTCP331-250H HSI, MC, MO, OH
Engineering Department GTCP131-9B HSI, MC, MO, OH
Old Airport GTCP331-500B HSI, MC, MO, OH Except Testing
Mumbai
400029
India
T (91)-22-2626 3237
F (91) 22-2615 7068 / 2615 7046
SS.Katiyar@airindia.in
Air New Zealand Engineering Paul Chisholm GTCP85-129 HSI, MC, MO, OH
Services (ANZES) Account Manager APU Marketing, Sales GTCP95 HSI, MC, MO, OH
Geofrey Roberts Road GTCP331-200 HSI, MC, MO, OH
PO Box 53098 GTCP331-250 HSI, MC, MO, OH
Auckland International Airport, GTCP131-3B HSI MC MO OH HSI, MC, MO, OH
1730 Auckland APS3200 HSI, MC, MO, OH
New Zealand GTCP131-9A HSI, MC, MO, OH
M (+61) 0417790059
F (+64) 3 374 7319
paul.chisholm@airnz.co.nz
www.airnz.co.nz
Ameco Beijing Christian Reck GTCP85-129 H HSI, MC, MO, OH
Executive Director Sales & Supply RB211-535E4 series
P.O. Box 563 PW4000-series
Beijing Capital Intl. Airport JT9D-7R4G2/7R4E
100621 Beijing
P.R.China
T (86) 10 6456 1122-4000
F (86) 10 6456 7974
Alturdyne PowerSystems Richard Queen T62 Series HSI, MC, MO, OH
President One test cell
660 Steele Street
El Cajon
CA 92020
USA
T (1) 619 440 5531
F (2) 619 442 0481
info@alturdyne.com
www.alturdyne.com
APU overhaul directory 2014 Worldwide (cont...)
Chase Aerospace Brad Scarr GTCP36 HSI, MC, MO, OH
Managing Director GTCP85 HSI, MC, MO, OH
4493 36th Street GTCP331 HSI, MC, MO, OH
Orlando
Florida 32811
USA
T (1) 407 812 4545
F (1) 407 812 6260
www.chaseaerospace.com
BradS@ChaseAerospace.com
Dallas Airmotive Christopher Pratt GTCP36 HSI, MC, MO, OH
(BBA Aviation) Director of Marketing RE100 MC
900 Nolen Drive, STE 100 RE220 MC
Grapevine
TX 76051
USA
T (1) 214 956 3001
F (1) 214 956 2810
turbines@DallasAirmotive.com
www.DallasAirmotive.com
Delta TechOps Peter Turner GTCP131-9 HSI, MC, MO, OH
VP MRO Services GTCP331 HSI, MC, MO, OH
1775 MH Jackson Service Rd
Atlanta Hartsfeld
International Airport, Atlanta
GA 30354
USA
T (1) 404 773 5192
F (1) 404 714 5461
service@deltatechops.com
www.deltatechops.com
Euravia Engineering Ryan McNulty ST6L HSI, MC, MO, OH
Media Marketing Executive GTCP165 HSI, MC, MO, OH
Euravia Engineering
Dennis Mendoros
Managing Director
Euravia House
Colne Road
Kelbrook, BB18 6SN
United Kingdom
T (00 44) 1282 844480
F (00 44) 1282 844274
enquiries@euravia.aero
El Al Israel Airlines Eli Uziel GTCP331-200A HSI, MC, MO, OH
Marketing & Sales Manager
PO Box 41 GTCP660 HSI, MC, MO, OH
Ben Gurion International Airport GTCP660-4 HSI, MC, MO, OH
Tel Aviv GTCP131 HSI, MC, MO, OH
70100
Israel
T (972) 3 9717278
F (972) 3 9717205
uziele@elal.co.il
www.elaltech.com
EPCOR BV Martin Brandt APS2300 HSI, MC, MO,OH
Sales Manager APS3200 HSI, MC, MO,OH
Romain Helmer APS5000 HSI, MC, MO,OH
Managing Director GTCP131-9 HSI, MC, MO,OH
EPCOR (Subsidiary of Air France KLM) GTCP331-350 HSI, MC, MO,OH
Bellsingel 41 GTCP331-500 HSI, MC, MO,OH
Schiphol-Rijk, 1119NT
Netherlands
T (31) 20 3161 730
F (31) 20 3161 777
sales@epcor.nl
Ethiopian Airlines Aman Ahmed GTCP331 Full overhaul
Manager MRO Market Development
ETHIOPIAN MRO
Bole International Airport
P.o.Box 1755
Addis Ababa
None
Ethiopia
T (251) 116 651191
F (251) 116 651200
M (251) 930 012717
amans@ethiopianairlines.com
GMF AeroAsia Mr. Rahmaniar GTCP36-4A HSI, MC, MO, OH
(Garuda Indonesia Group) GM Marketing GTCP85-129 series HSI, MC, MO, OH
Marketing Building GTCP85-184/185 HSI, MC, MO, OH
Soekarno Hatta Intl Airport TSCP700-4B/E HSI, MC, MO, OH
Cengkareng 19130
Indonesia
T (62) 21 550 8766
F (62) 21 550 2489
rahmaniar@gmf-aeroasia.co.id
www.gmf-aeroasia.co.id
H+S Aviation Steve Bull PW901A/C HSI, MC, MO, OH
(BBA Aviation) Sales Director GTCP36-100/-150 HSI, MC, MO, OH
H+S Aviation APU centre GTCP331-200/250 HSI, MC, MO, OH
Airport Service Rd T-62T-40-1 HSI, MC, MO, OH
Portsmouth,
Hants PO3 5PJ
UK
T (44) 23 9230 4256
F (44) 23 9230 4020
steve.bull@hsaviation.co.uk
www.hsaviation.com
Honeywell Aerospace Volker Roth GTCP36 HSI, MC, MO, OH
(Germany) Frankfurter Str. 41-65 GTCP85 HSI, MC, MO, OH
D-65479 Raunheim GTCP131-9 HSI, MC, MO, OH
Germany GTCP331 HSI, MC, MO, OH
T: (49) 6142 405 201 GTCP660 HSI, MC, MO, OH
F: (49) 6142 405 390 RE220 HSI, MC, MO, OH
volker.roth@honeywell.com TSCP700 HSI, MC, MO, OH
www.honeywell.com
Honeywell Aerospace Loke Chee Kheong GTCP36 HSI, MC, MO, OH
(Singapore) Plant Director GTCP85 HSI, MC, MO, OH
161 Gul Circle GTCP131-9 HSI, MC, MO, OH
Singapore 629619 GTCP331 HSI, MC, MO, OH
T (65) 686 14 533
F (65) 6869 5257
cheekheong.loke@honeywell.com
www.honeywell.com
Honeywell Aerospace Brian Shurman GTCP36 HSI, MC, MO, OH
(USA) Director of Quality GTCP85 HSI, MC, MO, OH
Engine Services GTCP131-9 HSI, MC, MO, OH
1944 East Sky Harbor Circle GTCP165-1B HSI, MC, MO, OH
MS 2101-2N GTCP331 HSI, MC, MO, OH
Phoenix 85034 GTCP660-4 HSI, MC, MO, OH
Arizona RE220 HSI, MC, MO, OH
USA TSCP700 HSI, MC, MO, OH
T: 602-365-3279
F: 602-365-4029
Brian.Shurman@honeywell.com
www.honeywell.com
Iberia Jose Luis Cuevas GTCP36-300 HSI, MC, MO, OH
Commercial & Bus. Dev. director GTCP85-98DHF HSI, MC, MO, OH
Iberia Maintenance GTCP131-9A HSI, MC, MO, OH
Madrid-Barajas Airport. La Muoza.
E-28042 Madrid
Spain
T (34) 91 587 5132
F (34) 91 587 4991
jlquiros@iberia.es
www.iberiamaintenance.com
Infite (Southend) Steve Tombs GTC85-71 series HSI, MC, MO, OH
WAS (Components) Commercial and Sales Manager GTCP36-100G HSI, MC, MO, OH
North Hangar GTCP36-100M HSI, MC, MO, OH
Aviation Way GTCP36-150M HSI, MC, MO, OH
Southend GTCP85-115 series HSI, MC, MO, OH
Essex SS2 6UN GTCP85-129 series HSI, MC, MO, OH
UK GTCP85-180L HSI, MC, MO, OH
T (44) 1702 348601 GTCP85-185L HSI, MC, MO, OH
sales@infite-southend.co.uk GTCP85-98 [C] C
www.infite.co.uk GTCP85-98CK
Innotech Aviation Scott Mastine GTCP36-100/-150 HSI, MC, MO, OH
Director of Maintenance
10225 Ryan Avenue
Dorval
Quebec H9P 1A2
Canada
T (1) 514 420 2943
scott.mastine@innotech-execaire.com
Japan Airlines International Tohru Saito GTCP331 HSI, MC, MO, OH
GM Engine Maint. Center
Narita Intl Airport Airport, Narita
Chiba282-8610
Japan
T (81)476 32 4400
tohru.saito@jal.com
JAT Tehnika Srdjan Miskovic GTCP85 HSI, MC, MO, OH
General Manager
11180 Belgrade 59
Airport Nikola Tesla
Serbia
T (381) 11 2601475
me-manager@jat-tech.rs
engine-dpt@jat-tech.rs
www.jat-tehnika.aero
Korean Air Maintenance Planning Department GTCP331-250 HSI, MC, MO, OH
Maintenance & Engineering Korean Air
1370, Gonghang-dong
Gangseo-gu
Seoul, Korea
157-712
T (82) 2 2656 3574
F (82) 2 2656 8120
selmpdm@koreanair.com
www.mro.koreanair.co.kr
Lufthansa Technik Andreas Kehl PW901A/C HSI, MC, MO, OH
Aero Alzey VP Marketing & Sales
Rudolf-Diesel-Strasse 10
D-55232 Alzey
Germany
T (49) 6731 497 118
F (49) 6731 497 333
a.kehl@lhaero.com
www.lhaero.com
Lufthansa Technik Walter Heerdt APS 2000 HSI, MC, MO, OH
SVP Marketing & Sales APS 2300 HSI, MC, MO, OH
Dept HAM TS APS 3200 HSI, MC, MO, OH
Weg beim Jger 193 PW901A/C HSI, MC, MO, OH
D-22335 Hamburg GTCP36-300 HSI, MC, MO, OH
Germany GTCP85-129H HSI, MC, MO, OH
T (49) 40 5070 5553 GTCP131-9A/B HSI, MC, MO, OH
F (49) 40 5070 5605 GTCP331-200/-250/-350/-500/-600 HSI, MC, MO, OH
marketing.sales@lht.dlh.de TSCP700-4E HSI, MC, MO, OH
www.lufthansa-technik.com HSI, MC, MO, OH
Pakistan International Airlines Tariq Farooq GTCP85-129 OH
Chief Engineer GTCP660-4 OH
Engineering & Maint. Dept TSCP 700-5/4B OH
Quaid-E-Azam International Airport GTCP331-250 OH
Karachi 75200
Pakistan
Engineering Business Development, PIA
T: (92) 21 9904 3574
F: (92) 21 9924 2104
Piedmont Aviation Component Alan Haworth GTCP30-92 HSI, MC, MO, OH
Services VP Sales & Marketing GTCP36 HSI, MC, MO, OH
1031 East Mountain St GTCP85 HSI, MC, MO, OH
Building #320 GTCP95 HSI, MC, MO, OH
Kernersville GTCP331 HSI, MC, MO, OH
North Carolina 27284 APS2300 HSI, MC, MO, OH
USA
T (1) 336 776 6279
F (1) 336 776 6301
M (+1)-336-407-4312
alan.haworth@piedmontaviation.com
P&WC (SEA) Brian Rinkevicius PW901A HSI, MC, MO, OH
Customer Service & Marketing Manager
10 Loyang Crescent
Loyang Industrial Estate
Singapore, 509010
T (65) 6545 3212
Brian.Rinkevicius@pwc.ca
www.pwc.ca
Pratt & Whitney Engine Services Brian Rinkevicius APS3200 HSI, MC, MO, OH
Customer Service & Marketing Manager
Pratt & Whitney Engine Services Inc
11190 Valley View Street
Cypress, CA
USA
90630
T (1) 714 373 0110
More mobility for the world
Revima APU Jean Michel Baudry GTCP85-98 HSI, MC, MO, OH
(Brotonne Capital Holding Business Development Manager GTCP331-200/-250 HSI, MC, MO, OH
System subsidiary) 1 Avenue du Lathan 47 PW901A/C HSI, MC, MO, OH
76490 PW980 HSI, MC, MO, OH
Caudebec en caux TSCP700-5/-4B/-4E HSI, MC, MO, OH
France APS 2000 HSI, MC, MO, OH
T (33) 2 35 56 35 82 APS 3200 HSI, MC, MO, OH
F (33) 2 35 56 35 56 APS 500 HSI, MC, MO, OH
jeanmichel.baudry@revima-apu.com APS 1000 HSI, MC, MO, OH
www.revima-apu.com GTCP131-9A/B HSI, MC, MO, OH
Xavier Mornand
T (33) 2 35 56 36 04
xavier.mornand@revima-apu.com
South African Airways Technical Kobus Kotze GTCP85 HSI, MC, MO, OH
Senior Manager, APU GTCP660 HSI, MC, MO, OH
Private Bag X12 JT8 series HSI, MC, MO, OH
Room 212 Hangar 8 JT9 series HSI, MC, MO, OH
Johannesburg 1627
South Africa
T (27) 11 978 9513
www.fysaa.com
SR Technics Karin Freyenmuth GTCP85 series* HSI, MC, MO, OH
* in cooperation with Head of Corporate Communications GTCP131 series* HSI, MC, MO, OH
partner companies Sales Department GTCP331 series* HSI, MC, MO, OH
8058 Zurich Airport GTCP660 series* HSI, MC, MO, OH
Switzerland APS3200* HSI, MC, MO, OH
www.srtechnics.com ATSCP700-4E* HSI, MC, MO, OH
Tel: +41 58 688 50 20
karin.freyenmuth@srtechnics.com
StandardAero Augusta 1550 Hangar Road GTCP36-100 series HSI, MC, MO, OH
Augusta GTCP-150 series HSI, MC, MO, OH
Ga 30906-9684 GTCP-3092 HSI,
USA
Tony Gay, Engine Shop Manager
T +(1) 706-771-5677
F +(1) 706-771-5628
Bill McIlwraith, APU Customer Support
T +(1) 706-560-3356
F +(1) 706-790-5122
Gregg Washburn, APU Crew Chief
T +(1) 706-771-5631
F +(1) 706-790-5122
StandardAero Maryville Kerry OSullivan GTCP36 series HSI, MC, MO, OH, LRU
VP & GM GTCP85 HSI, MC, MO, OH, LRU
1029 Ross Drive RE220 HSI, MC, MO, OH, LRU
Maryville APS2300 HSI, MC, MO, OH, LRU
Tennessee 37801
USA
T + (1) 865-981-4673
F + (1) 865-983-2092
Toll Free: + (1) 800-906-8726 from USA
apu@standardaero.com
TAP Maintenance Carlos Ruivo GTCP85 series HSI, MC, MO, OH
& Engineering VP Marketing and Sales APS3200 HSI, MC, MO, OH
Marketing and Sales
P.O. Box 50194
Lisbon Airport
1704-801 Lisbon
Portugal
T (+351) 707 200 800
F (+351) 21 841 5913
care2me@tap.pt
www.tapme.pt
TAP Maintenance and Marketing and Sales GTCP85 series HSI, MC, MO, OH
Engineering Brazil Estrada das Canarias, 1862 GTCP331-200ER HSI, MC, MO, OH
21941-480 Rio de Janeiro GTCP36-150A/AA HSI, MC, MO, OH
Brazil TSCP700 HSI, MC, MO, OH
Anderson Fenocchio GTCP131-9B
Business Dev. Director APS500 [T62-T-40C11]
anderson.fenocchio@tapme.com.br
Ricardo Vituzzo
Sales General Manager
ricardo.vituzzo@tapme.com.br
T: +55 51 3375 7099
T: +55 11 5097 9770
andre.delgado@tapme.com.br
Triumph Air Repair Jim Jackalone GTCP85 HSI, MC, MO, OH
VP - Sales and Customer Support GTCP131 HSI, MC, MO, OH
4010 S 43rd Place GTCP331 HSI, MC, MO, OH
Phoenix GTCP660 HSI, MC, MO, OH
AZ 85040-2022 PW901 HSI, MC, MO, OH
USA TSCP700 HSI, MC, MO, OH
Phone 602-470-7231
Fax 602-470-7230
www.triumphgroup.com
Triumph Aviation Services Dan McDonald GTCP85 HSI, MC, MO, OH
Asia VP Sales and Customer Support GTCP131 HSI, MC, MO, OH
700/160 Moo 1 GTCP331 HSI, MC, MO, OH
T. Bankao, A. Pantong GTCP660 HSI, MC, MO, OH
Chonburi 20160 PW901A HSI, MC, MO, OH
Thailand TSCP700 HSI, MC, MO, OH
T (66) 38-465-070
F (66) 38-465-075
dmcdonald@triumphgroup.com
www.triumphgroup.com
Turkish Technic Altug Sokeli APS 2000 HSI, MC, MO, OH
Technical Marketing & Sales Manager APS 3200 HSI, MC, MO, OH
Ataturk Intl Airport Gate B GTCP85-98C/CK/DHF HSI, MC, MO, OH
34149 Yesilkoy GTCP85-129H HSI, MC, MO, OH
Istanbul GTCP139-9B HSI, MC, MO, OH
Turkey GTCP331-250F/H HSI, MC, MO, OH
T (90) 212 463 6363 X9223
F (90) 212 465 2121
asokeli@thy.com
techmarketing@thy.com
www.turkishtechnic.com
United Services United Services Maintenance Center GTCP331 -200, -500 HSI, MC, MO, OH
San Francisco International Airport PW901 HSI, MC, MO, OH
Building 74 SFOUS
San Francisco
CA 94128-3800
USA
T (1) 650 634-4269
F (1) 650 634 5926
www.unitedsvcs.com
ENGINE FAN?
Get the complete spin on all the vital components of your
aero-engine business
AIRCRAFT TECHNOLOGYS annual publication for the aero-engine professional
Call Alan Samuel on Tel: +44 (0) 207 975 1671 Email: alan.samuel@mro-network.com
Advertise in the 2015 Yearbook to gain access to
Aviation key decision makers worldwide
www.mro-network.com
Company Contact details Component capabilities Engine type Specialist skills
Aero Propulsion Support Allan Slattery Honeycomb seals, All Honeywell APUs, GTAW and resistance
President/CEO compressor difusers, Sundstrand APUs welding, vacuum and
108 May Drive compressor shrouds, GTCP-331, GTCP-36, GTCP-131, atmosph. furnace braze and
Harrison turbine nozzles, turbine TSCP-700, heat treatment,
Ohio 45030 supports, engine sheet RR-250 all series, precision machining, NDT,
USA metal components, C30, C40,C47, C20,C28, liquid penetrant, pressure
T (1) 513 367 9452 seals and abradable parts PW901 APU, GE CT7 test, plasma welding, EB
F (1) 513 367 7930 welding.
aslattery@aeropropulsion.com
Aerospace Welding Michel Dussault Exhaust systems, jet pipes, JT3D, JT8D, JT9D, JT15D, FPI, MPI, eddy current,
Vice President Sales/AMO heat shields, ducting (bleed PT6A, fusion welding for robotic
Accountable Executive pipes, de-icing), tubing, nose PW100, RB211, Dart, Avon, thermo spray cells (plasma,
890 Michele-Bohec cowls (CL 600), tracks, rings, APUs, Garrett, Sunstrand HVOF, thermo spray) full
Blainville landing gear, fuel tanks, metallurgical lab
Quebec engine mounts, thrust conventional milling and
Canada J7C 5E2 reverser (CL 600) turning equipment,
T (1) 450 435 9210 computerised
F (1) 450 435 7851 spot and seam welding,
mdussault@aerospacewelding.com furnace brazing
Aerospace Component Pascale Tremblay Accessory & Component PT6, JT15D, PW100, PW150, Manual brazing, brazing,
Services GM repairs, PW200, PW300, PW500 and Automatic Welding,
(P&WC) 1000 Marie-Victorin Gas Generator Cases PW600 CNC Machining, Manual
Longueuil (PW100), Machining, no mechanical
Quebec Liners, Life Cycle Parts, machining, blending,
Canada J4G 1A1 Fuel Controls, Flow Dividers, balancing, vacuum furnace
T (1) 450 468 7896 Fuel Nozzles, TSCU, EEC, pressure test, FPI, MPI, STI,
F (1) 450 468 7786 Electrical, TSCU, AFU, X-Ray, eddy current
pascale.tremblay@pwc.ca Bleed Valves and Fuel pressure fush, water jet
Pumps stripping, ultrasonic
cleaning, plasma spray,
painting, plating,
TBC, manual & automatic
peening (shot & glass),
Nano-plating
Aircraft Ducting Repair Steve Alford Engine exhaust tailpipes, JT3D, JT8D, JT8D-200, CF6-50, TIG welding, NDT, CNC
President pneumatic ducts, tubes and CF6-80C2, CFM-56-3/-3B/-3C, machining
101 Hunters Circle manifolds, APU exhaust ducts CFM-56-7B, PW4000, V2500
Forney
TX 75126
USA
T (1) 972 552 9000
F (1) 972 552 4504
repairs@acdri.com
Aviation Power Support Dale Owens Overhaul of internal engine P&W PT6, ST6, JT15D, TID, MIG and resistance
VP, Sales and Customer Services components for the P&W JFTD12, JT8D, JT8D-200 welding, plasma spray,
2415 West Arkansas PT6, ST6, JT15D, JFTD12, and vacuum furnace
Durant JT8D, JT8D-200, JT3D and JT3D and Honeywell TPE braze, precision machining,
OK 74701 the Honeywell TPE 331, 331, TFE 731, GTCP36, NDT, liquid penetrant, MPI,
USA TFE 731, GTCP36 APU, GTCP85, GTCP331 heat treating, shotpeening,
T (1) 580 920 0535 GTCP85 and GTCP331 APU. balancing, air fow mach
F (1) 580 920 1235 Overhaul of the complete precision hand blend,
dowens@apsmro.com 331, 36 & 85 series APUs and specialised coating,
its accessories accescory test benches,
APU test cell
AMETEK Aerospace and Joe Lynch Fuel fowmeters, oil level CFM56, CF6, PW, GP7200, Intricate assembly, fuel
Defense Aftermarket Manager sensors, CF34 fow calibration
(Reynosa Service Center) 1701 Industrial temperature sensors, EGT, Honeywell engines
Boulevard switches, speed sensors,
Hidalgo wiring harnesses
TX 78557
USA (ship-to address)
T (1) 978 988 4869
F (1) 215 323 9538
joe.lynch@ametek.com
APECS Engine Center Nick Troonin Gearbox Overhaul & JT8D - 7B, -9A, -15, -15A, -17 JT8D engine overhaul,
Manager Exchange Certifed insitu. JT8D - 209, -217A, -217C, repair & modifcations. ASB:
13642 South West blade blending (on-wing), -219 6431 specialists, HPC
142nd Avenue line maintenance support, exchanges for quick turn
Kendall testing, trouble-shooting, time, custom work scopes
FL 33186 vibration analysis,
USA breather checks, digital video
T (1) 305 255-2677 borescope inspections, feld
F (1) 305 255-0277 service repair team, gearbox
NickT@a-pecs.com and fan specialists, repair,
Web: www.a-pecs.com modifcation, overhaul and
sales of JT8D parts,
piece parts and components
Specialist engine repairs directory 2014 worldwide
AMERICAS
Specialist engine repairs directory 2014 worldwide (cont...)
Britt Metal Processing Tim Waggoner Stationary component APUs: GTCP331, GTCP131-9 Balancing, Vacuum Brazing,
Director of Mktg and Bus. Dev. repair GTCP660, TSCP700, GTCP85 Plasma and Thermal
15800 North West Supports, Scrolls, Difusers, Pneumatics: Air Cycle Machine Coatings
49th Avenue Compressor, Inlet, Dif. Air Turbine Starters, Valves Welding, NDT, Heat
Miami Hsngs. Hydraulics: Hsngs, Adapter Treating
FL 33014 Hot section components Blocks CNC Machining, Paint and
USA Exotic materials more
T (1) 305 621 5200
F (1) 305 625 9487
Tim.Waggoner@brittmetal.com
Chromalloy David Gay Turbine engine modules, CF6, CFM56, PW2000, CNC grinding, CNC
Business Development Manager cases and frames, PW4000, machining,
303 Industrial Park combustors, disks, shafts, RB211-535, V2500 CNC welding, coordinate
San Antonio hubs measuring machine,
TX 78226 electron beam welding, gas
USA tungsten arc welding, heat
Phone: +210 331 2404 treating, non-destructive
dgay@chromalloy.com inspection, plasma
spray, vacuum brazing
Chromalloy Tom Trotter Aircraft and industrial gas PW4000, PW2000, V2500, CBN abrasive tip,
General Manager turbine engines JT9D, JT8D, V94, GG8, CF6, customized repair
330 Blaisdell Road CFM56 development, EDM, full
Orangeburg engineering analysis,
NY 10962 grinding, heat treating,
Phone: (1) 845 359 4700 hydrogen fouride
TTrotter@chromalloy.com cleaning, laser drilling, LPW,
metallurgical analysis,
multiple axis machining,
precision machining, tool
design/manufacture,
vacuum brazing,
welding
Chromalloy Tim Ulles HPC Components PW4000, 94 RCC, 100, Coating restoration, EDM,
General Manager 112, grinding, plasma spray,
30 Dart Road PW2000, JT9D, FT4, FT8, vacuum brazing,
Newnan GG4, GG8, JT8D, water jet stripping and
GA 30265 RB211-524, cutting
USA RB211-535 E4, Trent 500,
Phone: (1) 770 254-6200 Trent 700,
tulles@chromalloy.com Trent 800, V2500, Mars,
Titan, Taurus
Chromalloy Nat Love HPT/LPT blades and vanes LM1600, LM2500, LM5000, Acid strip, alkaline cleaning,
General Manager LM6000, atomic absorption analysis,
3636 Arrowhead Drive CF6-50, CF6-6, CF6-80A, automated TIG welding,
Carson City CF6-80C2, belt sanding, braze
NV 89706 CF6-80E, CFM56-2, CFM56-3, pre-forms, braze
USA CFM56-5A, CFM56-5B, sinter cake, brazing, CNC
Phone: (1) 775 687-8833 CFM56-5C, CO2 laser fusion, CNC
nlove@chromalloy.com CFM56-7, JT8D-200, machining, computerized
PW2000 airfow testing,
computerized tomograph
inspection, CMM, eddy
current inspection, EDM,
electro-stripping, FPI,
fuoride-ion cleaning,
glass bead peening,
grinding, grit blast,
investment casting,
metallurgical analysis, SEM,
welding
Chromalloy Hank Gibson Gas turbine components 501K, 570/571K, 601K, CF34-3, Atomic absorption analysis,
Head of Commercial Aero CF700/CJ610, CT58, JT8D-200, braze pre-forms, chemical
1720 National JT9D-3/-20J, JT9D-7Q, stripping/cleaning, CNC
Boulevard PW2000, welding, CMM, DDH,
Midwest City 501D, RB211-535E4 electro plating,
OK 73110 electron beam welding,
USA fuoride-ion cleaning,
Phone: +561-935-3571 heat treating, laser drilling,
hgibson@chromalloy.com laser machining, LPW, SEM,
welding
Chromalloy Peter Howard Gas turbine engine GTCP131, GTCP331 Acid strip, ATPS, aifow
General Manager components GTCP 331-350, GTCP36- testing, curvic grinding,
6161 West Polk Street GTCP36 DERs, eddy current
Phoenix GTCP660, GTCP85, inspection, EDM,
AZ 85043 TFE731, TPE331, TSCP700 electro-chemical grinding,
USA electron beam welding
Phone: (1) 602 272-1768
phoward@chromalloy.com
Chromalloy Nat Love High and low-pressure LM1600, LM2500, LM5000, TIG and laser weld, laser
General Manager turbine vanes LM6000, drilling, EDM, brazing,
2100 West 139th Street CF6-50, CF6-6, CF6-80A, vacuum furnaces,
Gardena CF6-80C2, CNC machining & grinding
CA 90249 CF6-80E, CFMI high temperature difusion
USA coatings, air plasma spray,
Phone: (1) 310 532-6100 NDT: FPI, airfow and EMU
nlove@chromalloy.com assembly
& set management
Chromalloy Hank Gibson Gas turbine engine CF6-6, CF6-50, CF6-80A, DER repairs, turbine seals
Head of Commercial Aero components CF6-80C2, LM2500, LM5000, repair,
1071 Industrial Place LM6000, TF39, CNC welding, CMM, heat
El Cajon F101/F108/F110, CF34, treating
CA 92020 TF34/9, JT3D,
USA JT8D, JT9D, PW2000, PW4000,
Phone: +561-935-3571 CFM56-2, CFM56-3, CFM56-5,
hgibson@chromalloy.com CFM56-7, RB211-22B, RB211-524,
RB211-535, TAY, V2500
(A1), V2500
(A5), V2500 (D5)
Chromalloy Nat Love High and low pressure LM2500, CF6-50, CF6-6, CNC grinding, eddy current
General Manager turbine vanes and CF6-80A, CF6-80C2, inspection, electro-chemical
1767 Carr Road blades LM6000, grinding, electro-discharge
Calexico CFM56-3, CFM56-5A, machining, electron beam
CA 92231 CFM56-5B, CFM56-5C, welding, FPI, laser
USA CFM56-7, drilling/cutting,
Phone: (1) 760 768-3700 JT8D-200 laser CO2 welding,
nlove@chromalloy.com machining,
plasma spray, shot peening
Chromalloy 601 Marshall Phelps Rd Gas turbine engine GG3, GG4, GG8 CF6-80A, Adhesive bonding, brazing,
Windsor components CF6-80C2, eddy current inspection,
CT 06095 CFM56-2, CFM56-3, CFM56 (all), FPI, grinding, heat
USA V2500A1/5/D5, JT8D (all), treatment, magnetic
Phone: (1) 860 687 4500 JT9D (all), PW2000, PW4000 (all) particle inspection,
non-destructive testing,
ultrasonic inspection,
vacuum furnace, x-ray
inspection
Chromalloy Tim Ulles Gas turbine engine LM2500, CMM, EDM, FPI, heat
General Manager components LM5000, treatment & furnace braze,
14042 Distribution V2500 horizontal milling, lathe
Way JT8D turning, profling system,
Dallas PT6, PW2000, PW4000, radiographic inspection,
TX 75234 RB211-524, surface grinding, TIG
Phone: (1) 972 241-2501 RB211-535E4 welding, vertical milling,
tulles@chromalloy.com vibro super polishing
Component Repair Rich Mears Cases, shafts, bearing JT8D, JT8D-200, CFM56, Chemical stripping, plating,
Technologies President housings, CF6-6, -50, -80A, -80C2, CT7, HVOF, EBW, CNC machining,
8507 Tyler Blvd frames CF34, PW2000, PW4000, vacuum furnace,
Mentor V2500 NDT, X-ray, eddy current
Ohio 44060
USA
T (1) 440 255 1793
F (1) 440 225 4162
richmears@componentrepair.com
ETI Andy Clark Pneumatic Starters PW4000 94 DER Repairs
Assistant General Manager/Director of Sales Air Cycle Machines PW4000 100 CNC Machining
ETI INC. Pneumatic Drive Units PW4000 112 Fusion Welding
Assistant General Manager/Director of Sales Cooling Turbines PW2000 Vacuum Brazing
8131 East 46 Street Pneumatic & Fuel Valves CF6-6 Vacuum Heat Treating
Tulsa 74145 Fuel Pumps CF6-50 Material Analysis
USA Actuators CF6-80 OEM Manual Repairs
T (1) 918-232-5703 Motors GE90 Laser Marking
andy.clark@etitulsa.com Auxillary Power Unit Pumps CF34
Regulators CFM56-3, -5, -7
GE Aviation, Services - 201 W Crescentville Road Cases, frames, structures,
Cincinnati Cincinnati combustors, LLP
OH 45246 HPT shrouds,
United States LPT & HPT nozzles
T (1) 513 552 3272
deborah.case@ge.com
GE Aviation, Services - Strother Field Industrial CF34-3/-8/-10
Strother Field 4th & A Streets Strother Field CFM56-2/-3/-5B/-7
Arkansas City CT7, T700
KS 67005
USA
T (1) 513 552 3272
geae.csc@ge.com
GE Aviation, Services 6200 South 42nd Street LPT nozzles and blades CF6-50, CF6-80A/C/E, Superior LTP yield
- McAllen McAllen LPT vanes CFM56-2/-3/-5/-7/-7B programs
TX 78503 HPC supports and hangers CF34-3/-8/-10 Salvation reviews
T (1) 513 552 3272 HPC vane sectors & stationary LM2500/5000/6000 Kitting and assembly
geae.csc@ge.com seals GE90-94B/-115B programs
www.geaviation.com/services Accessory repairs
GE Aviation, Services - 3390 East Locust St Structures/honeycomb CFM56-2/-3/-5/-7 Honeycomb seal & segment
Tri-Reman Terre Haute Frames/cases LM1600/2500/5000/6000 repairs, LPT cases and
IN 47803 CF6-6/-50/-80 frames, honeycomb
T (1) 513 552 3272 GE90 replacement, weld
geae.csc@ge.com CF34 repair, plasma spray, honey-
www.geaviation.com/services comb manufacturing,
TIG and EG welding, vacuum
brazing and heat treating,
balancing, NDT,TBC, plasma
spray, SVPA,
electrochemical grinding,
laser cutting and drilling,
EDM
GE Aviation, Services - 3024 Symmes Road Cases, frames, structures CF34-3/-8/-10 Cleaning/surface
Symmes Road Hamilton Combustors, LLP CFM56-2/-3/-5B/-7 treatments, NDT,
OH 45014-1334 HPT blades & shrouds CT7, T700 Welding/brazing
T (1) 513 552 3272 LPT & HPT nozzles Coatings, CNC and adaptive
geae.csc@ge.com milling, Robotic metal spray
www.geaviation.com/services Wire and CNC EDM systems
Lean induction furnace
GKN Aerospace Doug Ramey Fan blades, fan discs, fan JT9D, PW2037, Chemical stripping, EBW,
Chem-tronics Director Bus. Dev. cases, compressor PW4000, HVOF/plasma,
Box 1604 blades, compressor cases RB211-524, -535, waterjet technology, high
1150 West Bradley Ave Trent, AE3007, speed optical inspection,
El Cajon CFM56-2, -3, -5A, -5B, -5C, -7, precision airfoil recontouring,
CA 92022 CF6-50, -80A, -80C, CF34, automated airfoil
USA ALF502, 507, TFE731, machining and fnishing
T (1) 770 252 -1943 V2500
Doug.ramey@usa.gknaerospace.com
HARCO Richard Hoyt Harnesses V2500
Marketing Manager EGT Probes PW4000
HARCO PW2000
186 Cedar St. JT8D
Branford JT9D
Ct. 06405 CMF56-3 series
USA
T (1) 203-483-3757
rhoyt@harcolabs.com
Honeywell Aerospace Bill Wright Engine generators/IDG/CSD All Honeywell engines / APUs
Phoenix Sr Director, Component Sales Fuel/oil coolers and heaters JT8, JT9, JT10, JT11, JT15D,
(Engine accessories) APU/propulsion Fuel control units and CF6, CT7, CFM56, CF34,
1944 East Sky Harbor components PT6, P108, PW100, PW100,
Circle All engine related PW4000,
Phoenix accessories RB211, RR250
AZ 85034
USA
T 480 592 2194
bill.wright@honeywell.com
Honeywell Aerospace Bill Wright Complete cold section part V2500, CF34, PW100, PT6, EBW, CNC, TIG, FPI, MPI, CMM,
(Engine piece part advanced Sr Director, Component Sales restoration including gear JT15D, T56, 501K, TFE731, HVOF, NDT, EBM, LPPS,
repair) APU/propulsion boxes, cases, knife edge TPE331, all small 36 series EDM, waterjet
1944 East Sky Harbor seals,impellers, APU, large 36 series APU,
Circle blisks, fan blades, compressor 331-200/250, 331-
Phoenix blades 350, 331-500, 131-9
AZ 85034
USA
T 480 592 2194
Honeywell Aerospace Bill Wright Complete hot section part V2500, CF34, PW100, PT6, EBW, CNC, TIG, FPI, MPI,
(Engine piece part advanced Sr Director, Component Sales restoration, fan blades, JT15D, T56, 501K, TFE731, CMM, HVOF, NDT, EBM,
repair) APU/propulsion compressor blades, stator TPE331, all small 36 series LPPS, EDM,
85 Beeco Road vanes, combustors, NGVs, APUs, large 36 series APUs, waterjet, EBPVD, laser
Greer turbine blades, 331-200/250, 331-350, welding, fuoride ion
SC 29652 cases, seals 331-500, 131-9, T53, cleaning, jet fx
USA T54, AGT 1500 crack restoration,
T 480 592 2194 platinum aluminide
bill.wright@honeywell.com coatings, full brazing and
heat treat
Honeywell Aerospace Bill Wright Mechanical and hydraulic All Honeywell engines
(Engine accessories) Sr Director, Component Sales actuators, hydromechanical
Mechanical fuel controls, pneumatic fuel
3475 North Wesleyan controls
Boulevard
Rocky Mount
North Carolina, 27804
USA
T 480 592 2194
Honeywell Aerospace Bill Wright Aircraft heat exchangers, All Honeywell engines / APUs
(Engine accessories) Sr Director, Component Sales precoolers, ozone converters, JT8, JT9, JT10, JT11, JT15D,
Mechanical valves, water separators, CF6, CT7, CFM56, CF34,
6930 North Lakewood fuel heaters, oil coolers PT6, P108, PW100, PW100,
Avenue PW4000,
Tulsa, Oklahoma RB211, RR250,
74117 Spey, Tay, T64, T76
USA
T 480 592 2194
Honeywell Aerospace Bill Wright Fuel controls, fow dividers, All Honeywell engines
(Engine accessories) Sr Director, Component Sales fuel pumps, fuel nozzles PW100, PW4000
Mechanical propeller governors, pumps
Hangar 8, Slemon Prk electronics, electronic
Summerside engine controls (EEC),
Prince Edward Island, torque signal conditioners,
COB 2A0 electrical equipment,
Canada generators harnesses
T 480 592 2194
International Aircraft Mitch Weinberg Engine Managed Disassembly V2500
Associates, Inc. President Engine End of Life Solutions CFM56
International Aircraft Associates, Inc. Complete Engine Shop management PW4000
Al Vorhauer CF6-80
Vice President, Operations RB211-535
10875 Marks Way
Miramar, Florida
33025
USA
T (1)-954-441-2234
F (1)-954-432-2980
M (1)-305-773-4455
al.vorhauer@internationalaircraft.com
Liburdi Turbine Services Robert Tollett Turbine blades, vanes Aero & Industrial RB211, Hot section repairs,
Director of Marketing and NGUs Avon, Marine Spey, coatings, HVOF and air
400 Highway 6 North buckets, NGUs, vane stators, CF6,CFM, Industrial ALF502, plasma, heat treat, GMAW,
Dundas fuel nozzles A501K, LM2500, LM1600, GTAW(TIG) Plasma (PAW)
Ontario authorised Rolls-Royce and laser welding, EDM,
L9H 7K4 industrial repair vendor NDT, X-ray
Canada
T (1) 905 689 0734
F (1) 905 689 0739
rtollett@liburdi.com
LKD Aerospace, Inc. Kim Sayers CF6-50 8TE34 Series Thermocouple Leads
Sales Manager CF6-6 8TE34 Series Ignition Leads
LKD Aerospace 8TK34 Series Thermocouple Leads
8020 Bracken Pl. S.E. 8TK34 Series Ignition Leads
Snoqualmie
98065
USA
T (1) 425-396-0829
F (1) 425-396-1129
kimsayers@lkdaero.com
Miami NDT Jose Perez PWJT8D-100 & -200 PWJT8D all series full
President PW4000 overhaul,
Jessie Cardenas GE CFM56-3 GE CFM series and CF6
VP of Operations GE CFM56-5 series repairs
7980 NW 56 ST GE CFM56-7 All engine borescope and
DORAL GE CF6-50 &-80 Vibration survey
FL 33166 ROLLS ROYCE RB211 Max Power engine assurance
USA IAE V2500 (MPA)
T (1) 3055999393
F (1) 305-675-8038
jose.perez@miamindt.com
jesse.cardenas@miamindt.com
AOG:+1305-343-9149
AOG Engine:+1305-766-9347
Nordam Thomas Henning Exhaust nozzles, sleeves, CF6-50, CF6-80, CFM56, Vacuum brazing and
Repair Division Director, Marketing plugs, centrebodies, JT8D, JT9D, PW2000, bonding
11200 East Pine St. fairings, PW4000, V2500,
Tulsa ducts, thrust reversers RB211
OK 74116
USA
T (1) 918 878 6313
F (1) 918 878 6796
thenning@nordam.com
PAS Technologies David Theis Commercial fan blades, JT8D, JT9D, CF6, CFM56, Inspection, machining,
Sales & Marketing carbon seals, military fan PW2000, PW4000, F117, grinding, fnishing, lapping,
1234 Atlantic Street blades, compressor blades, V2500, JT15D, F100, GG4, CNC milling, welding,
North Kansas City variable guide vanes, rotor TF39, PW100, PW300, vacuum and atmospheric
MO 64116-4142 assemblies, bevel gears, seal PW901, RB211, Spey, Tay heat treatment,
USA seats, housings, automated glass and
(other facilities at honeycomb, feltmetal, ceramic shot peening,
Hillsboro, OH; Miramar, shrouds plasma and D-gun coating,
FL; Phoenix, AZ, full NDT, EBW, airfoil
Singapore and Ireland) straightening and
T (1) 816 881 0803 blending, electrolytic,
F (1) 816 556 4615 chemical and mechanical
stripping, grit blasting,
vibratory fnishing,
plating, HVOF, TIG, FPI, MPI,
CMM, LPPS, EDM
Pratt & Whitney Canada 1000 Marie Victorin Blvd Component repairs All P&WC engine series
Accessories and Longueuil, Quebec, Engines reduced to Spares
Component Services Canada
J4G 1A1
Pratt & Whitney Canada Michael Stanford Component repairs All P&WC engine series hot
Accessories and General Manager section engine components
Component Services 3101 Hammon Road
Wichita Falls, TX, USA
T (1) 940-761-9238
F (1) 940-761-9292
michael.a.stanford@pwc.ca
Pratt & Whitney Canada Heather Armstrong Accessory Repair and
Accessories and Customer Service Manager Overhaul for all P&WC
Component Services 1000 Marie Victorin Blvd engine models
Longueuil, Quebec,
Canada
J4G 1A1
T (1) 450-442-6802
F (1) 450-442-6810
Pratt & Whitney 4905 Stariha Drive Rotable exchange support
Component Solutions Muskegon, MI, USA and serviceable parts sales
for all P&WC engine models
Pratt & Whitney Engine Jef Powell Component repairs PT6A, PT6T, JT15D, PW300,
Services Manager PW500
Accessories and 1525 Midway Park Rd
Component Services Bridgeport, WV, USA
T (1) 304-842-1207
F (1) 304-842-1229
jef.powell@pwc.ca
Propulsion Technologies Intl 15301 SW 29th Street CFM56, CF6-50, CF6-80, For parts repair only Bearing inspection, Repair
(A JV of Snecma Services Miramar JT8D and V2500 & Test
cleaning, diamond grinding, Florida 33027 All platforms,
and Technology Corp.) USA Bearing Repair all manufacturers
T: (1) 786 999 0672
www.snecma-services.com
Stands on Demand Allen Jones Engine transportation stands CFM56-3
President CFM56-5
Stands on Demand, Inc. CFM56-7
8080 W 26th Court CF6-80
Hialeah, 33016 PW2000
USA PW4000
305-558-8973 CF34-3
info@standsondemand.com V2500
RB211-535
JT8-200
Texas Pneumatic Systems Virgie Cheek Air Cycle Machines CF34, CF6, CF6-50, CF6-6, CF6-80, Pneumatic Components
& Turbine Fuel Systems Administrative Asst. Pneumatic Drive Units CFM56, GTCP, RB211, V2500 Fuel Components
Brandon Cooling Turbines JT3, JT15, JT8D, JT9D, PT6, DER/Repair Development
Harvey Pneumatic & Fuel Valves PW100, PW2000, PW2037, PMA Development
Inside Sales Fuel Pumps PW4000, PW6000, PW7R4, PW901, Non-Destructive Testing
2404 Superior Drive Actuators GE90, GENX, TSCP700, TRENT700 High Flow Testing
Motors APS2000, APS3200, AE3007, APU
Arlington Auxillary Power Unit Pumps RR SPEY, RR TAY,
76013 Regulators
USA
T (1)-800-211-9690
F (1) 817-795-3474
tpssales@txps.com
Thrust-Tech Aviation Armando Leighton Ignition Exciters CFM56-Series
CEO Engine Hydraulic Pumps CF6-Series
Thrust-Tech Aviaiton, Inc Starter Generators CF34-Series
Viviane Castro Fuel Pumps PW-100-Series
Director of Marketing PT6-Series
6701B N.W. 12th Ave JT15D-Series
Fort Laudedale, FL TFE731-Series
33309 TPE331-Series
United States Minor Outlying Islands RR250-Series
(1) 954-972-2807 T56/501-Series
(1) 905-972-2708 Non-Destructive Testing
viviane@crsjetspares.com CNC Griding
DER Repairs
Timken Aftermarket Larry Batchelor Component Repair RR250, PT6A, PT6T, T53 Compressor case & turbine
Solutions Sr Product Sales Manager nozzle Repair & Exchange
3110 N Oakland St Accessory Overhaul PT6A, PT6T, T53 Repair, Overhaul &
Mesa, Engine Overhaul PT6A, PT6T, T53 Exchange
Az 85215-1144 Repair, Overhaul, Exchange
USA & Test
Tel:- +1-480-606-3011
Fax:- +1-480-635-0058
larry.batchelor@timken.com
www.timken.com/mro
TCI - Turbine Controls 5 Old Windsor Road Engine component support of CFM56, CF6, CF34, PW4000, CMM, NDT, FPI, MPI,
Bloomfeld discs, shafts, hubs, seal ring PW2000, V2500, F100, GG4, chemical cleaning, EBW,
CT 06002 holders, air seals, bearing GG8 dabber tig, heat treat,
USA housings, supports, spools, LM Series 6-axis robotic plasma and
MGB and AGB housings and thermal spray, shot peen,
gears, engine accessory grit blast, paint,
support of fuel, oil and CNC turning, milling &
pnuematice components, grinding, engine accessory
i.e. pumps, actuators, valves, repair and overhaul
starters. fuel, oil, hydraulic,
pneumatic testing
Turbine Components (TCI) Rafee Esmailians Turbine Component repairs; P&WC PT6, PW100, JT15 series EBW, Vacuum Furnace
8985 Crestmar Point Combustion Liners, Hamilton Sundstrand APUs Brazing & Heat Treating,
San Diego, CA 92121 Housings, Compressor PWA PW4000, PW2000, JT9s EDM, CNC Mach./
USA Cases, Turbine Hsg. PWA JT12/JFTD12 Milling Centers, CMM,
T (1) 858 678 8568 Honeycomb Exh. Honeywell TFE731, TPE331, 6-Axis Robotic
F (1) 858 678 0703 Nozzles/Sleeves, RR T56/501 Plasma/Thermal and
M 858 442 6045 Exh. Ducts, Nozzles, Stators, GE CF34 HVOF Coating, Micro
Rafee@turbinecomponents.com Hot Section Components Plasma Arc Welding
& more, Major component Waterjet Machining, NDT
repair/overhaul and Repair Development
Engineering FAA, EASA,
ISO 9000, AS9100-C
Whyco Finishing Peter Masella Chromium, copper, nickel, All makes, all models
Technologies Director of Sales and Marketing plating, abrasive blasting
670 Waterbury Road specialised cheming
Thomaston cleaning, chemical removal
CT 06787 of coatings and braze alloys,
USA chemical stripping HVOF
T (1) 860 283 5826 coatings
F (1) 860 283 6153
peterm@whyco.com
Web: www.whyco.com
(Windsor Airmotive, William Gonet Casings and Frames, JT8D, JT9D, PW2000, EBW and Automatic TIG
Connecticut) VP, Sales Rotating Air PW4000, RB211, Trent 700, welding; High Pressure
Barnes Aerospace 7 Connecticut South Dr. Seals, Discs, Drums, Spacers, Trent 800, Trent 500, Trent Water Jet; CNC Milling,
Aftermarket East Granby OGVs, Bearing Housings 900,CFM56, CF6, Tay, GE90 Turning, and Grinding;
CT 06026 LM2500, LM6000, LM5000, Plasma and Wire
USA GG4/8 Avon, 501K Arc Coating; Heat Treat,
T (1) 860 687 5282 Thermal Processing, and
F (1) 860 653 0397 Vacuum Rotable Pool
wgonet@barnesaero.com Support
(Windsor Airmotive, Ohio) William Gonet High Pressure Turbine CFM56, GE90, CF6, CF34, Tay, CNC Grinding and Turning;
Barnes Aerospace VP, Sales Shrouds RB211, AE3000, AE1000 Laser Drilling; Vacuum
Aftermarket 9826 Crescent Park Dr. honeycomb Seals Brazing and Heat Treat;
West Chester EDM; FPI; Several
OH 45069 Coatings including SVPA;
USA Rotable Pool Support
T (1) 860 687 5282
F (1) 860 653 0397
wgonet@barnesaero.com
Woodward Aircraft Tony Dzik Fuel controls, actuators, fuel GE90, CF6, CFM56, F110, Heat treating, brazing,
Engine Systems Manager, Cust. Support nozzles, augmenters and RB211, V2500, CF34, welding, surface coating,
and Business Development fuel manifolds BR700, TPE331, PT6, advanced machining, EBW,
One Woodward Way PW4000, PW206, PW207, laser welding, TIG welding,
PO Box 405 PW2000, FJ44, JT8, JT9, CT7, EDM, plasma coating,
Rockton CT700 vacuum brazing
Ill 61072-0405
USA
T (1) 815 639 6983
F (1) 815 624 1929
adzik@woodward.com
1Source Aero Services P.O. Box 163 Most types of engine CFM56-3, CFM56-5, CFM56-7, Component and accessory
32009 Schimatari, accessories, including fuel, oil, PW4000 MRO, FPI, MPI, full
Viotias pneumatic, actuators, and V2500 A1, A5, D5 accessory test capability, EB
Greece electrical PW2000 welding, plasma spray,
F-100 parts balance
Avio Avio - MRO Division Fuel pump, GBX and AGB: V2500, GE90, Trent 900,
Commercial Aeroengines Combustion chamber, GBX: PW100
Via G.Luraghi, 20 GBX, LPT Nozzles and LPT Sam 146
80038 Pomigliano dArco, case Genx
Napoli
Italy
www.aviogroup.com
Chromalloy France Enrigue Hernandez AL and CR coatings, blades, All PWA, all GE, all CFM Chemical stripping and
General Manager vane segments, vane rings, series plating, TIG, MIG and EB
Ave Des Gros Chevaux honeycomb seal repairs, welding, laser drilling, pack
Z I du Vert Galant manufacturing of and vapour phase
LAumone 95310 honeycomb and felt deposition, LPPS, HVOF,
France EDM, ECG, CNC turning and
Phone: +33 1 34 40 36 36 milling
ehernandez@chromalloy.com
Chromalloy Netherlands Enrigue Hernandez Honeycomb seals, shrouds, CF6-50, CF6-80A, CF6-80C2, High speed grinding,
General Manager frames, cases, supports, fan CF6-80E, CF34, LM1600, laser drilling, Tungsten inert gas
Siriusstraat 55 discs and spools, NGVs LM2500, LM5000, & EB welding, EDM,
5015 BT Tilburg LM6000, V2500, eddy current
Netherlands CFM56-2, CFM56-3, CFM56-5A,
Phone: +31 13 5328 400 CFM56-5B (P), CFM56-5C,
ehernandez@chromalloy.com CFM56-7B, PW4000,
A250, BR700
Chromalloy UK Hank Gibson Small engine component 501K, AVON, 501D, Dart, Acid strip, blending, CNC
Head of Commercial Aero repair, large engine RB211-22B, milling and turning, CMM,
1 Linkmel Road component and Honeycomb RB211-524B/C/D, degreasing, eddy current
Eastwood, repair, IGT blade repair RB211-524G/H, inspection, EDM,
Nottingham RB211-535C, electron beam welding, FPI,
NG16 3RZ RB211-535E4, Tay, grinding, LPW, vacuum
Phone: +561-935-3571 Trent 500/700/800, AL5512, brazing, vibro super
hgibson@chromalloy.com ALF502/LF507, PW100, polishing
PW901
CRMA (AFI KLM E&M) Aminata Traor Combustion chambers, Honeycomb,
Marketing casings, HPT supports, CFM56-5A, CFM56-5B, laser drilling, cutting and
CEO Vincent dAndrea booster vanes, CFM56-5C, CFM56-7B, welding, thermal spray,
14 Avenue Gay-Lussac turbine centre frame (TCF) GE90 series, GP7200 heat treatment, brazing,
ZA Clef de Saint-Pierre rotating & stationary seals, EDM NDT inspection, CMM
F-78990 Elancourt spools, QEC & Bare and CNC machining,multi
France harnesses colling holes drilling,
T (33) 1 3068 3664 sensors, manifolds, VBV airfow test
F (33) 1 3068 8819 mechanism
M (33) 6 88 38 17 80
aminata.traore@crma.fr
www.crma.fr
GE Engine Services Levai utca 33 Pipe repair & kitting CF6-6/-50/-80A/-80C/-80E Chemical cleaning, anodize and alodine,
Hungary Veresegyhaz 2112 Liner panels CFM56-2/-3 CNC shotpeening and dry blasting, machining,
Hungary Honeycomb GE90 NDT inspection, CNC unicoat plasma spraying,
T (1) 513 552 3272 RB211 CNC resistance spot welder, vacuum brazing
geae.csc@ge.com CF34 and heat treatment, TIG and
www.geaviation.com/services orbital welding
EUROPE
GE Engine Services Wales Caerphilly Road, GE90, GP7000
Nantgarw CFM56-3/-5/-7
Cardif,
South Glamorgan
South Wales,
UK CF15 7YJ
24/7 AOG Hotline
T +1-513-552-3272
Toll Free in USA: 1-877-432-3272
geae.csc@ge.com
GTS MRO Brian Stevenson Wiring Harnesses CF6-80C2 Wiring Harness Repair
Director Electrical Cables CF6-80E Accessory Component Overhaul
GTS MRO Electrical Sensors CF6-80A
Andy Mackay Pressure Switches CFM56-3
Customer Engagement Manager Thermocouples CFM56-5
Building 40 Actuators CFM56-7
Stevenston Industrial Estate Valves PW2000
KA20 3LR PW4000
United Kingdom CF34
T (44) 1294 446115 ALF502/LF507
F (44) 1294 441611
andy.mackay@gtsmro.com
Honeywell Aerospace Bill Wright Engine generators/IDG/CSD All Honeywell engines / APUs
Raunheim Sr Director, Component Sales Fuel/oil coolers and heaters JT8, JT9, JT10, JT11, JT15D,
(Engine Accessories) Mechanical Fuel control units and CF6, CT7, CFM56, CF34,
Frankfurterstrasse components PT6, P108, PW100, PW100,
41-65 PW4000,
Raunheim RB211, RR250,
D-65479 Spey, Tay, T64, T76,
Germany All Honeywell engines and
T 480 592 4182 APUs
Honeywell Aerospace Bill Wright Environmental control,
Bournemouth Sr Director, Component Sales cabin pressure control, heat
(Engine Accessories) Mechanical transfer compressor, starter,
Bournemouth oxygen and equipment
International Airport
Christchurch, Dorset
UK
T 480 592 4182
LPW Technology Phil Carroll Specialist laser cladding/ All engine types Application and process
MD deposition consultancy, development, process
PO Box 768 supplier of thermal spray, optimisation, enclosure and
Altrincham welding wire and powder fxture design, supply of
Cheshire specialist laser, cladding gas
WA15 5EN and plasma, atomised
UK powders, powder handling
T (44) 1925 606 520 and process
F (44) 845 539 0163
phil.carroll@lpwtechnology.com
Lufthansa Technik Anthony Schelling Fuel pump housings, JT8-D, JT9-D, CFM56-3, -5, -7 Interfll, FPI, CMC
Intercoat Sales Manager hydraulic (IDG) housings, CF6-50, CF6-80, RB211, measuring,
Design Engineer oil pump housings, Trent 500 CNC machining
Kisdorfer Weg 36-38 Arkwin actuators, Boeing V2500, PW2000, PW4000
D-24568 and Airbus hydraulic parts Boeing and Airbus
Kaltenkirchen components
Germany
T (49) 4191 809 127
F (49) 4191 2826
anthony.schelling@lht-intercoat.de
PWA International John Doyle Cases PW4000-112 Electron beam welding
Sales and Customer Service Manager PW4000-100 Major section replacement
PWA International Ltd PW4000-94 Manual TIG welding
Naas Road V2500 CNC machining / grinding
Rathcoole PW2000 Vacuum furnace heat treatment
Co. Dublin NDT
Ireland HVOF, plasma and shot peening
T (353) 1 412 4310
john.doyle@pw.utc.com
Rsler Tony Pugh Surface fnishing of aero All engine types, airframe Vibratory polishing and Keramo fnishing to
Aerospace Projects Manager engine blades and vanes (in both compressor landing gear, components <10 microinches (<0.25 micrometres), Ra,
Unity Grove and turbine section), vane assemblies and and cabin hardware shot peening and shot blasting
School Lane multi-span components, supply of machines,
Knowsley Business Park consumables, subcontract and Keramo process
Prescot, L34 9GT
UK
T (44) 151 482 0444
F (44) 151 482 4400
rosleruk@rosler.com
Summit Aviation Bruce Erridge QEC removal and Pratt & Whitney JT8D Complete overhaul, repair
Commercial Director installation (STD) / 217 / 219 and test
Merlin Way, Pratt & Whitney JT3D
Manston, (all series)
Kent,
UK
CT12 5FE
T (44) 1843 822444
F (44) 1843 820900
bruce@summit-aviation.co.uk
TEAM-Accessories Michael O Connell HMU MECs, FCUs,Main Fuel JT3D, JT8D, JT9D, Overhaul, repair, test
(TAC) Sales & Marketing Manager Pumps,EVE/EVBC CFM56/3/5/7/, CF6-50, CF6-80, Part Sales
Ridgewell House Lubrication Units,Lube & 707/727/737C,NG/747/757/767 Exchange Rotables
Hollywood, Scavenge Pumps fuel, air, oil DC8/9/10 MD80, MD11
Ballyboughal and hydraulic accessories, A300/310/320/330/340
Co. Dublin safety equipment, A319,320,321
Ireland slides, rafts, Hydrostatic
T (353) 1 8432 221 Testing, Oxygen Bottle
Mobile 00353 868063262 O/Haul and recharge
F (353) 1 8433 849
michael.oconnel@myTEAM.aero
www.myTEAM.aero
TEAM Aerostructures UK Michael OConnell MRO airframe and engine CF6-50/80, CFM56, JT9D, Complete overhaul, repair
Sales & Marketing Manager accessories, fuel, hydraulic JT8D, and testing components
Hangar 1, Upwood pneumatic, oil, electrical, JT3D
Airpark wheel and brake, safety, ALF502, ALF507
Ramsey Road airframe structural wide
Bury, Cambridge and narrow body airframes
PE26 2RA and respective engine types
UK
T (44) 1487 711650
F (44) 1487 811199
info@myTEAM.aero
www.myTEAM.aero
TRT Andrew Adams HP, IP, LP blades, T500 - T700 - T800 TIG and lazer welding
Marketing and Contracts Manager HP, IP, LP nozzle guide RB211-524-535 (all variants) vacuum furnace brazing,
Bramble Way vanes, heat treatment
Clovernook Industrial nozzle guide vane NDT, FPI, X-Ray, EDM
Estate, Somercotes assemblies CNC machining, precision
Derbyshire grinding
DE55 4RH
UK
T (44) 1773 524400
F (44) 1773 836327
aadams@trt-ltd.com
www.trt-ltd.com
TWI Granta Park Engineering solutions incl All engine types Arc, gas and resistance
Great Abingdon welding, joining and welding, plasma spray, cold
Cambridge associated technologies, spray, vacuum furnace
CB16AL technology transfer braze, laser cladding and
UK consultancy and project support. deposition, NDT,
T: (44) 1223 891162 Contract R&D, training and liquid penetrant, MPI,
F: (44) 1223 892588 qualifcation eddy current and ultrasonic
inspections, EBW, laser
welding and cutting
UTC Aerospace Systems Carole Essex Fuel metering controls, fuel Adour, AE Common, AE1107, Engine control systems
Marketing Co-ordinator pumping systems, AE2100A, AE2100D2, AE2100D3, supplier, engine control
The Radleys electronics controls AE3007A, AE3007A1E, AE3007C, equipment, tailored
Marston Green (software and hardware), BR710GV, BR710GVSP, BR710GX support contracts
Birmingham afterburner systems, fuel BR725, EJ200, Gnome, Marine
B33 0HZ driven actuation controls, Pegasus, PW305, RB199,
UK engine health monitoring RB211-524, RB211-535,
T (44) 121 788 5179 systems, variable geometry RB211-Classic, RTM322, Spey,
F (44) 121 779 5712 actuation control, Tay 611-8C, Tay Classic,
carole.essex@utas.utc.com microprocessors, variable Trent 1000, Trent 700 / 800
www.utcaerospacesystems.com displacement vane pumps Trent XWB, Trent500, Trent700
Trent800, Tyne, V2500 A1,
V2500 A5 D5
Woodward Aircraft Phil Boyle Repair and overhaul, CFM56-2/3, CFM56-5,
Engine Systems Sales Director fuel control, CF34-3,
5 Shawfarm Road propellor governer unit test CF6-6/-50, RB211-535E4,
Prestwick stands V2500,
Ayrshire KA9 2TR CF34-8, -10
UK PT6, PW100, CT7,
T (44) 1292 677 602 Allison 250,
F (44) 1292 677 612 TPE331, V2500
pboyle@woodward.com
Chromalloy Pat McEvoy Gas turbine engine parts CFM56-2B/-2C, CFM56-3, Blending, chemical plating,
Managing Director CFM56-5A/5B/5C, CFM56-7B, CMM, ECG, EDM, furnace
25 Moo 5 Bungkhampoi CF6-50, CF6-80A, brazing, gas tungsten arc
Lamlukka, Pathumthani CF6-80C2, CF6-80E1, LM2500, welding, grinding,
Thailand 12150 LM5000, heat treating, instruction
Phone: +66 2 985 0800 LM6000, PW4000 94/100 brazing, metallurgical
pmcevoy@chromalloy.com analysis, steel shot
contact: cathy_gedvilas@sequa.com peening, vacuum brazing,
welding
GE Aviation, Service ATI 62 Loyang Way HPC blades and vanes, CF6, CFM56, GE90, CF34, LM, HPC airfoils repair, service
Singapore 508770 fan blades, HPC cases Honeywell management, new make
T (1) 513 552 3272 manufacturing, automatic
geae.csc@ge.com chemical stripping line,
www.geaviation.com/services micro plasma automated
welding, coining and
stamping, net shape
machining and grinding (2D
& 3D airfoil), RD305 leading
edge inspection & leading
edge re-profling
GE Aviation Services 23 Loyang Combustors, HPT blades & CF6-6/-50/-80A/-80C/-80E Rejuvenation/enhanced
Singapore Singapore 508726 nozzles, GE90 rejuvenation, nozzle
T (1) 513 552 3272 LPT blades & nozzles CF34 fabrication repair, shank
geae.csc@ge.com CFM56-2/-3/-5/-7 coating strip, Al Green
www.geaviation.com/services LM2500/5000/6000 coating, EB weld repair,
RB211-535C laser cladding,
NDT - FPI, radioscopic
inspection, current, airfow
testing, special
processes, machine shop
REST OF WORLD
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Honeywell Aerospace Richard Kotarba Engine generators/IDG/CSD All Honeywell engines / APUs
Singapore Director Technical Sales Fuel/oil coolers and heaters, CT7, CF6, CF34, CFM56,
(Engine Accessories) 17 Changi Business Park fuel control units and JT8, JT9, JT10, JT11, JT15D,
Central 1 components, all engine PT6, P108, PW100,
Singapore 486073 related accessories PW4000,
Singapore RB211, RR250, Spey, Tay
T 1 (480) 592 5604 (ofce)
T 1 (480) 384 0003 (cell)
Richard.Kotarba@honeywell.com
Honeywell Aerospace - Bill Wright Technical expertise in APUs APU GTCP 85 series
Xiamen Sr Director, Component Sales APU accessories, engine APU 85, 331-200/250 series
(APU and Propulsion) APU/propulsion starters, heat exchangers
Xiamen Gaoqi Intl Airport
Xiamen
Fujian
361006
China
T 480 592 4182
Honeywell Aerospace - Richard Kotarba Air turbine starters,
Melbourne Director Technical Sales bleed air and pneumatic
(Engine Accessories) 34 Fraser Street, valves, cooling turbines,
Airport electro-mechanical
West Victoria, actuators
Melbourne, 3042
Australia
T 1 (480) 592 5604 (ofce)
T 1 (480) 384 0003 (cell)
Richard.Kotarba@honeywell.com
Lufthansa Technik Turbine Andy Nicodemo Rolls Royce Dart Boroscope Inspection
Shannon Sales Manager Rolls Royce Spey R&O Management
IAP Engine Divison Rolls Royce Tay
5B Jubilee Avenue ALF502
Warriewood, 2102 PW100 Series
Australia
T (61)-2-8373-5354
F (61)-2-9997-8166
andy@iapgroup.com.au
IAP Engine Division Andy Nicodemo Rolls Royce Dart Boroscope Inspection
Sales Manager Rolls Royce Spey R&O Management
IAP Engine Divison Rolls Royce Tay
5B Jubilee Avenue ALF502
Warriewood, 2102 PW100 Series
Australia
T (61)-2-8373-5354
F (61)-2-9997-8166
andy@iapgroup.com.au
JAL Engineering Eugen Dewald Cases CF6-80C2 CNC/Conventional Machining
Planning Manager Frames GE90-94B Grinding
JAL Engineering Co.,Ltd. Shafts GE90-115B Plasma Arc, Wire Arc & Flame Spray
Planning Manager Disks PW4000-112 Grit Blast & Shotpeen
Japan Airlines Engine Maintenance Center Air seals Vacuum & Atmosphere Furnace
Narita Intl Airport Bearing housings TIG/ACU/EB Welding
Narita Chemical Cleaning
282-8610 NDT
Japan Surface Preparation & Paint
T (81) -476-32-4413 Waterjet Cleaning
F (81)-476-32-4242
eugen.dewald@jal.com
Windsor Airmotive Asia Sebastian Lim Casings and Frames, JT8D, JT9D, PW4000, EBW and Auto TIG Welding;
Barnes Aerospace Sales Manager, Asia Honeycomb Seals, Trent 700, Trent 800, High Pressure Water Jet;
Aftermarket 21 Loyang Lane TOBI Ducts, OGVs, Trent 500, Trent 900 CNC Milling, Turning,
508921 Rotating Air Seals, Disks RB211, CFM56 Grinding; Plasma and Wire
Singapore Arc Coating; Heat Treat,
T (65) 6541 9222 Thermal processing and
F (65) 6542 9364 Vacuum Brazing; X-ray, FPI,
Eddy Current and Ultrasonic testing
ST Aerospace Engines TAN Shih Shiuan wide range of engine CFM56-3 / -5B / -7B Vacuum and Atmospheric
VP, Sales & Marketing accessories including F100 Heat Treatment
501, Airport Road, airfoils, casings, combustors, J85 / F110 High Speed Grinding
Paya Lebar Singapore disks and shafts, seals and T53 / T55 CNC Vertical Boring,
539931 honeycomb, stators T56 / 501 Adaptive Milling, Lathe
T: (65) 6380 6796 Turbomeca Makila Machining, Grinding
F: (65) 6284 0164 Electrode Discharge Machining
tanss@stengg.com Precision Honing
www.staero.aero Robotic Thermal Spray (including HVOF)
Surface Treatment & Coating Processes
Difusion Heat Treatment
Honeycomb Brazing
Manual & Automatic TIG
& Plasma Arc Welding
CFM CFM56-2-C1 22,000 86 6 95.7 68.3 4,635 1F + 3L, 9H 1H, 4L DC-8-71, -72, -73
CFM56-2A-2/3 24,000 90/95 5.9 95.7 68.3 4,820 1F + 3L, 9H 1H, 4L E-3, E6, E-8B
KE-3
CFM56-2B-1 22,000 90 6 95.7 68.3 4,671 1F + 3L, 9H 1H, 4L KC-135R
C-135FR
CFM56-3-B1 20,000 86 5 93 60 4,276 1F + 3L, 9H 1H, 4L B737-300, -500
CFM56-3B-2 22,000 86 4.9 93 60 4,301 1F + 3L, 9H 1H, 4L B737-300, -400
CFM56-3C-1 23,500 86 5 93 60 4,301 1F + 3L, 9H 1H, 4L B737-300, -400, -500
CFM56-5-A1 25,000 86 6 95.4 68.3 4,995 1F + 3L, 9H 1H, 4L A320
CFM56-5A3 26,500 86 6 95.4 68.3 4,995 1F + 3L, 9H 1H, 4L A320
CFM56-5A4 22,000 86 6 95.4 68.3 4,995 1F + 3L, 9H 1H, 4L A319
CFM56-5A5 23,500 86 6 95.4 68.3 4,995 1F + 3L, 9H 1H, 4L A319
CFM56-5B1 30,000 86 5.5 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321
CFM56-5B2 31,000 86 5.5 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321
CFM56-5B3 33,000 86 5.4 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321
CFM56-5B4 27,000 86 5.7 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A320
CFM56-5B5 22,000 86 6 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319
CFM56-5B6 23,500 86 5.9 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319
CFM56-5B7 27,000 86 5.9 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319, A319CJ
CFM56-5B8 21,600 86 6 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A318
CFM56-5B9 23,300 113 6 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A318
CFM56-5C2 31,200 86 6.6 103 72.3 8,740 1F + 4L, 9H 1H, 5L A340-200, -300
CFM56-5C3 32,500 86 6.5 103 72.3 8,740 1F + 4L, 9H 1H, 5L A340-200, -300
CFM56-5C4 34,000 86 6.4 103 72.3 8,740 1F + 4L, 9H 1H, 5L A340
CFM56-5B1/3 30,000 86 5.5 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321
CFM56-5B2/3 31,000 86 5.5 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321
CFM56-5B3/3 33,000 86 5.4 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A321
CFM56-5B4/3 27,000 86 5.7 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A320
CFM56-5B5/3 22,000 86 6 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319
CFM56-5B6/3 23,500 86 5.9 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319
CFM56-5B7/3 27,000 86 5.9 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A319, A319CJ
CFM56-5B8/3 21,600 86 6 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A318
CFM56-5B9/3 23,300 113 6 102.4 68.3 5,250 1F + 4L, 9H 1H, 4L A318
CFM56-7B18 19,500 86 5.5 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-600
CFM56-7B20 20,600 86 5.4 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-600, -700
CFM56-7B22 22,700 86 5.3 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-600, -700
CFM56-7B24 24,200 86 5.3 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-700, -800, -900
CFM56-7B26 26,300 86 5.1 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-800, -900
CFM56-7B27 27,300 86 5.1 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-800, -900
CFM56-7B20/3 20,600 86 5.4 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-600, -700
CFM56-7B22/3 22,700 86 5.3 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-600, -700
CFM56-7B24/3 24,200 86 5.3 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-700, -800, -900
CFM56-7B26/3 26,300 86 5.1 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-800, -900
CFM56-7B27/3 27,300 86 5.1 103.5 61 5,257 1F + 3L, 9H 1H, 4L B737-800, -900
LEAP-1A 24,500-32,900 11 78.1 1F + 3L, 10H 2H, 7L A319neo, A320neo, A321neo
LEAP-1B 23,000-28,000 9 69.4 1F + 3L, 10H 2H, 5L 737 MAX 7, MAX 8, MAX 9
LEAP-1C 27,980-30,000 11 78.1 1F + 3L, 10H 2H, 7L C919

General Electric CJ610-5-6 2,950 59 40.5 17.6 403 8 2 Learjet 24D, 25B, 25C,
Westwind 1121
CJ610-8-9 3,100 59 40.5 17.6 411 8 2 Westwind 1123
CJ610-8A 2,950 59 40.5 17.6 411 8 2 Learjet Century III
CF700-2D2 4,500 59 75.6 33.1 767 8 2 Falcon 20, Rockwell Sabre 75A
CF34-1A 8,650 59 6.2 103 49 1,625 1F, 14H 2H, 4L Challenger 601
CF34-3A 9,220 70 6.2 103 49 1,625 1F, 14H 2H, 4L Challenger 601
CF34-3A1 9,220 70 6.2 103 49 1,625 1F, 14H 2H, 4L Challenger 601
Canadair Regional Jet
CF34-3B 9,220 86 6.2 103 49 1,670 1F, 14H 2H, 4L Challenger 604
CF34-3B1 9,220 86 6.2 103 49 1,670 1F, 14H 2H, 4L Canadair Regional Jet
CF34-8C1 13,790 86 4.9 128.5 52 2,350 1F, 10H 2H, 4L Canadair CRJ-700
CF34-8C5 14,500 86 4.9 128.5 52 2,470 1F, 10H 2H, 4L Canadair CRJ-900
CF34-8E 14,500 86 4.9 128.5 52 2,470 1F, 10H 2H, 4L Embraer ERJ-170/175
CF34-10A 18,050 86 5 90 53 3,800 3L,9H 1H, 4L ACAC ARJ21
Manufacturer Designation Takeoff Flat rate Bypass Length Fan tip Basic Comp Turb Aircraft
thrust (lb) temp (
o
F) ratio (in) dia (in) weight(lb) stages stages applications
Directory of major commercial aircraft turbofans
thrust (lb) temp (
o
Directory of major commercial aircraft turbofans (cont...)
CF34-10E 18,500 86 5 90 53 3,800 3L, 9H 1H, 4L ERJ-190/195
CF6-6D 40,000 88 5.72 188 86.4 8,176 1F + 1L, 16H 2H, 5L DC-10-10
CF6-6D1A 41,500 84 5.76 188 86.4 8,966 1F + 1L, 16H 2H, 5L DC-10-10
CF6-45A2 46,500 97 4.64 183 86.4 8,768 1F + 3L, 14H 2H, 4L B747-100B SR
B747SP
CF6-50C 51,000 86 4.26 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30
A300-B2,-B4
CF6-50E 52,500 78 4.24 183 86.4 9,047 1F + 3L, 14H 2H, 4L B747-200
CF6-50C1 52,500 86 4.24 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30
A300-B2, -B4
CF6-50E1 52,500 86 4.24 183 86.4 9,047 1F + 3L, 14H 2H, 4L B747-200
CF6-50C2 52,500 86 4.31 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30
A300-B2, -B4
CF6-50C2R 51,500 86 4.31 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30
CF6-50E2 52,500 86 4.31 183 86.4 9,047 1F + 3L, 14H 2H, 4L B747-200
CF6-50C2B 54,000 79 4.25 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30
CF6-50C2R 51,000 79 4.25 183 86.4 8,966 1F + 3L, 14H 2H, 4L DC-10-30
CF6-50E2B 54,000 86 4.24 183 86.4 9,047 1F + 3L, 14H 2H, 4L B747-200
CF6-80A 48,000 92 4.66 166.9 86.4 8,760 1F + 3L, 14H 2H, 4L B767-200
CF6-80A1 48,000 92 4.66 166.9 86.4 8,760 1F + 3L, 14H 2H, 4L A310-200
CF6-80A2 50,000 92 4.59 166.9 86.4 8,760 1F + 3L, 14H 2H, 4L B767
CF6-80A3 50,000 92 4.59 166.9 86.4 8,760 1F + 3L, 14H 2H, 4L A310-200
CF6-80C2-A1 59,000 86 5.15 168.4 93 9,480 1F + 4L, 14H 2H, 5L A300-600
CF6-80C2-A2 53,500 111 5.31 168.2 93 9,480 1F + 4L, 14H 2H, 5L A310-200/ -300
CF6-80C2-A3 60,200 86 5.09 168.3 93 9,480 1F + 4L, 14H 2H, 5L A300-600
A310-300
CF6-80C2-A5 61,300 86 5.05 168.3 93 9,480 1F + 4L, 14H 2H, 5L A300-600
CF6-80C2-A5F 61,300 86 5.05 168.3 93 9,860 1F + 4L, 14H 2H, 5L A300-600
CF6-80C2-A8 59,000 95 5.09 168.3 93 9,480 1F + 4L, 14H 2H, 5L A310-300
CF6-80C2-B1 56,700 86 5.19 168.3 93 9,670 1F + 4L, 14H 2H, 5L B747-200, -300
CF6-80C2-B1F 58,000 90 5.19 168.3 93 9,790 1F + 4L, 14H 2H, 5L 747-400
CF6-80C2-B2 52,500 90 5.31 168.3 93 9,670 1F + 4L, 14H 2H, 5L B767-200/-ER/-300
CF6-80C2-B2F 52,700 86 5.31 168.3 93 9,790 1F + 4L, 14H 2H, 5L B767-300ER
CF6-80C2-B4 58,100 90 5.14 168.3 93 9,790 1F + 4L, 14H 2H, 5L B767-200ER/-300ER
CF6-80C2-B4F 58,100 77 5.14 168.3 93 9,790 1F + 4L, 14H 2H, 5L B767-300ER
CF6-80C2-B5F 60,800 77 5.14 168.3 93 9,790 1F + 4L, 14H 2H, 5L B767-300ER
CF6-80C2-B6 60,800 86 5.06 168.3 93 9,670 1F + 4L, 14H 2H, 5L B767-300ER
CF6-80C2-B8F 60,800 86 5.06 168.3 93 9,790 1F + 4L, 14H 2H, 5L B767-300ER
CF6-80C2-D1F 61,000 86 5.03 168.3 93 9,790 1F + 4L, 14H 2H, 5L MD11
CF6-80C2-L1F 51,250 86 5.03 168.3 93 9,790 1F + 4L, 14H 2H, 5L C-5M
CF6-80E1-A2 65,800 86 5.1 173.5 96.2 11,225 1F + 4L, 14H 2H, 5L A330
CF6-80E1-A3 69,800 86 5.1 173.5 96.2 10,627 1F + 4L, 14H 2H, 5L A330
CF6-80E1-A4 68,100 86 5.1 173.5 96.2 11,225 1F + 4L, 14H 2H, 5L A330
GE90-76B 76,000 86 8.7 287 123 16,644 1F + 3L, 10H 2H, 6L B777-200
GE90-77B 77,000 86 8.7 287 123 16,644 1F + 3L, 10H 2H, 6L B777-200
GE90-85B 84,700 86 8.7 287 123 16,644 1F + 3L, 10H 2H, 6L B777-200
GE90-90B 90,000 86 8.7 287 123 16,644 1F + 3L, 10H 2H, 6L B777-200/-200ER/-300
GE90-94B 93,700 86 8.7 287 123 16,644 1F + 3L, 10H 2H, 6L B777-200ER/-300
GE90-110B1 110,100 92 7.2 287 128.2 18,260 1F + 3L, 9H 2H, 6L B777-200LR/777F
GE90-115B 115,300 86 7.2 287 128.2 18,260 1F + 3L, 9H 2H, 6L B777-300ER/777-200LR
GEnx-1B54 53,200 86 9 184.7 111.1 13,500 1F + 4L, 10H 2H, 7L B787-3
GEnx-1B64 63,800 86 8.8 184.7 111.1 13,500 1F + 4L, 10H 2H, 7L B787-8
GEnx-2B67 66,500 86 7.4 169.7 104.2 13,500 1F + 3L, 10H 2H, 7L B747-8
GEnx-1B70 69,800 86 8.6 184.7 111.1 13,500 1F + 4L, 10H 2H, 7L B787-9
GEnx-1B70 69,800 86 8.6 184.7 111.1 13,500 1F + 4L, 10H 2H, 7L B787-9
GEnx-1B74/75/P2 74,100 86 ~10 184.7 111.1 13,500 1F + 3L, 10H 2H, 7L B787-8/-9/-10

Engine Alliance GP7270 70,000 86 8.7 187 116 12,906 1F + 5L, 9H 2H, 6L A380
GP7272 72,000 86 8.7 187 116 12,906 1F + 5L, 9H 2H, 6L A380
GP7277 77,000 86 8.7 187 116 12,906 1F + 5L, 9H 2H, 6L A380

Honeywell AS907 6,500 85 4.2 92.4 46.3 1364 1F + 4L, 1CF 2H, 3L Continental Jet
AS977-1A 7,092 85 4.2 92.4 49.9 1,364 1F + 4L, 1CF 2H, 3L Avro RJX and BAe 146
ALF502L 7,500 59 5 56.8 41.7 1,311 1F + 1L,7H + 1CF 2H, 2L Canadair 600 Challenger
ALF502R-3A/5 6,970 71 5.6 58.6 41.7 1,336 1F + 1L, 7H + 1CF 2H, 2L BAe 146
thrust (lb) temp (
o
ALF502R-6 7,500 71 5.6 58.6 41.7 1,375 1F + 1L, 7H + 1CF 2H, 2L BAe 146
LF507-1F 7,000 74 5 58.6 41.7 1,385 1F + 2L,7H + 1CF 2H, 2L Avro RJ
LF507-1H 7,000 74 5 58.6 41.7 1,385 1F + 2L,7H + 1CF 2H, 2L BAe 146
TFE731-2 3,500 72 2.5 49.7 28.2 743 1F + 4L,1H 1H, 3L Dassault Falcon 10
CASA C101
Learjet 31/35
AT-3, IA-63
TFE731-2A/B/J/L/N 3,600 73.4 2.56 49.7 28.2 750 1F + 4L, 1CF 1H, 3L K-8
TFE731-3 3,700 76 2.67 49.7 28.2 742 1F + 4L, 1CF 1H, 3L 731 Jetstar, Jetstar II
CASA 101
Dassault Falcon 50
Hawker 400/700
Westwind
Sabreliner 65
TFE731-3A 3,700 76 2.66 49.7 28.2 766 1F + 4L, 1H 1H, 3L Learjet 55
Astra
TFE731-3B 3,650 70 2.65 49.7 28.2 760 1F + 4L, 1H 1H, 3L Citation III, VI
TFE731-3C 3,650 70 2.65 49.7 28.2 777 1F + 4L, 1H 1H, 3L Citation III, VI
TFE731-4 4,060 76 2.4 58.15 28.2 822 1F + 4L, 1H 1H, 3L Citation V11
TFE731-5 4,304 73.4 3.33 54.7 29.7 852 1F + 4L, 1H 1H, 3L Hawker 800
CASA C101
TFE731-5A 4,500 73.4 3.15 67.8 29.7 884 1F + 4L, 1H 1H, 3L Dassault Falcon 900
Dassault Falcon 20-5
TFE731-5B 4,750 77 3.2 67.8 29.7 899 1F + 4L, 1H 1H, 3L Dassault Falcon 900B
Dassault Falcon 20-5
Hawker 800XP
TFE731-20 3,500 93 3.1 59.65 34.2 895 1F + 4L, 1H 1H, 3L Learjet 45
TFE731-40 4,250 77 2.9 51 28.2 895 1F + 4L, 1H 1H, 3L Falcon 50EX
Astra SPX
TFE731-60 5,000 89.6 3.9 72 30.7 988 1F + 4L, 1H 1H, 3L Falcon 900EX

IAE V2500-A1 25,000 86 5.4 126 63 5,300 1F + 3L, 10H 2H, 5L A320, ACJ
V2522-A5 23,000 131 4.9 126 63.5 5,300 1F + 4L, 10H 2H, 5L A319
V2524-A5 24,500 131 4.9 126 63.5 5,300 1F + 4L, 10H 2H, 5L A319
V2525-D5 25,600 86 4.9 126 63.5 5,720 1F + 4L, 10H 2H, 5L MD-90
V2527-A5, 26,600 115 4.8 126 63.5 5,300 1F + 4L, 10H 2H, 5L A320
V2527E-A5 26,600 115 4.8 126 63.5 5,300 1F + 4L, 10H 2H, 5L A320
V2527M-A5 26,600 115 4.8 126 63.5 5,300 1F + 4L, 10H 2H, 5L A319, ACJ
V2528-D5 28,600 86 4.7 126 63.5 5,720 1F + 4L, 10H 2H, 5L MD-90
V2530-A5 30,400 86 4.6 126 63.5 5,300 1F + 4L, 10H 2H, 5L A321-100
V2533-A5 32,000 86 4.5 126 63.5 5,300 1F + 4L, 10H 2H, 5L A321-200

PowerJet SaM146 13,750 TBA 4.43 81.49 48.2 TBA 3L, 6H 1H, 3L Superjet 100-75B
SaM146 15,650 TBA 4.43 81.49 48.2 TBA 3L, 6H 1H, 3L Superjet 100-75LR/-95

Pratt & Whitney JT3C-6 11,200 dry ? ? 138.6 38.8 4,234 9L, 7H 1H, 2L B707-120
DC-8-10
JT3C-7 12,000 dry ? ? 136.8 38.8 3,495 9L, 7H 1H, 2L B720
JT3C-12 13,000 dry ? ? 136.8 38.8 3,550 9L, 7H 1H, 2L B720
JT3D-1, -1A 17,000 dry ? 1.4 136.3 53.1 4,145 2F + 6L, 7H 1H, 3L B720B
B707-120B
DC-8-50
JT3D-1 & -1A -MC6 17,000 dry ? 1.4 145.5 53.1 4,540 2F + 6L, 7H 1H, 3L B707-120B
JT3D-1 & -1A-MC7 17,000 dry ? 1.4 145.5 53 4,165 2F + 6L, 7H 1H, 3L B720B
JT3D-3B, -3C 18,000 dry 84 1.4 136.6 53.1 4,340 2F + 6L, 7H 1H, 3L DC-8-50,-61,-61F,-62,-63
B707-120B, -320B, -C
B720B, VC-137C
JT3D-7, -7A 19,000 dry 84 1.4 136.6 53.1 4,340 2F + 6L, 7H 1H, 3L B707-320B, C , F
DC-8-63, -63F
JT4A-3, -5 15,800 N/K N/A 144.1 43 5,020/4,815 8L, 7H 1H, 2L B707-320
DC-8-20
JT4A-9, -10 16,800 N/K N/A 144.1 43 5,050/4,845 8L, 7H 1H, 2L B707-320
DC-8-20
JT4A-11, -12 17,500 N/K N/A 144.1 43 5,100/4,895 8L, 7H 1H, 2L B707-320
DC-8-20, -30
thrust (lb) temp (
o
JT8D-1, -1A, -1B 14,000 N/K 1.1 123.5 42.5 3,155 2F + 4L, 7H 1H, 3L B727-100, -100C
DC-9-10, -20, -30
Caravelle 10B, 10R
JT8D-7, -7A, -7B 14,000 84 1.1 123.5 42.5 3,205 2F + 4L, 7H 1H, 3L Caravelle 10B, 10R, 11R
DC-9-10/-30
B727, B737
JT8D-9, -9A 14,500 84 1.04 123.5 42.5 3,377 2F + 4L, 7H 1H, 3L Caravelle 12
B727-200
B737-200
DC-9-20, -30, -40
T-43A, C-9A, C-9B, VC-9C
JT8D-11 15,000 84 1.05 123.5 42.5 3,389 2F + 4L, 7H 1H, 3L DC-9-20/-30/-40
JT8D-15, -15A 15,500 84 1.03/1.04 123.5 42.5 3,414/3,474 2F + 4L, 7H 1H, 3L B727-200
B737-200
DC-9-30,-40, -50
Mercure
JT8D-17, -17A 16,000 84 1.01/1.02 123.5 42.5 3,430/3,475 2F + 4L, 7H 1H, 3L B727-200
DC-9-30, -50
B737-200
JT8D-17R 17,400 77 1 123.5 42.5 3,495 2F + 4L, 7H 1H, 3L B727-200
JT8D-17AR 16,400 77 1 123.5 42.5 3,600 2F + 4L, 7H 1H, 3L B727-200
JT8D-209 18,500 77 1.78 154.2 49.2 4,435 1F + 6L, 7H 1H, 3L MD-81
JT8D-217 20,850 77 1.73 154.2 49.2 4,470 1F + 6L, 7H 1H, 3L MD-82
JT8D-217A 20,850 84 1.73 154.2 49.2 4,470 1F + 6L, 7H 1H, 3L MD-82, MD-87
JT8D-217C 20,850 84 1.81 154.2 49.2 4,515 1F + 6L, 7H 1H, 3L MD-82, -83, -87, -88
JT8D-219 21,700 84 1.77 154.2 49.2 4,515 1F + 6L, 7H 1H, 3L MD-82, -83, -87, -88
JT9D-3A 43,600 dry 80 5.2 154.2 95.6 8,608 1F + 3L, 11H 2H, 4L B747-100
JT9D-7 45,600 dry 80 5.2 154.2 95.6 8,850 1F + 3L, 11H 2H, 4L B747-100/-200B, C, F
B747 SR
JT9D-7A 46,250 dry 80 5.1 154.2 95.6 8,850 1F + 3L, 11H 2H, 4L B747-100/-200B, C, F
B747 SR, SP
JT9D-7F 48,000 dry 80 5.1 154.2 95.6 8,850 1F + 3L, 11H 2H, 4L B747-200B, C, F,
B747 SR, SP
JT9D-7J 50,000 dry 80 5.1 154.2 95.6 8,850 1F + 3L, 11H 2H, 4L B747-100, -200B, C, F,
B747 SR, SP
JT9D-20 46,300 dry 84 5.2 154.2 95.6 8,450 1F + 3L, 11H 2H, 4L DC-10-40
JT9D-59A 53,000 86 4.9 154.2 97 9,140 1F + 4L, 11H 2H, 4L B747-200
A300-B4-100/-200
JT9D-70A 53,000 86 4.9 154.2 97 9,155 1F + 4L, 11H 2H, 4L B747-200
JT9D-7Q, -7Q3 53,000 86 4.9 154.2 97 9,295 1F + 4L, 11H 2H, 4L B747-200B, C, F
JT9D-7R4E, E1 50,000 86 5 153.6 97 8,905 1F + 4L, 11H 2H, 4L B767-200, -200ER, -300
A310-200,-300
JT9D-7R4E4, E3 50,000 86 4.8 153.6 97 9,140 1F + 4L, 11H 2H, 4L B767-200ER,-300
A310-200, -300
JT9D-7R4H1 56,000 86 4.8 153.6 97 8,885 1F + 4L, 11H 2H, 4L A300-600
PW2037 38,250 87 6 141.4 78.5 7,300 1F + 4L, 12H 2H, 5L B757-200
PW2040 41,700 87 6 141.4 78.5 7,300 1F + 4L, 12H 2H, 5L B757-200, -200F
PW2043 43,000 87 6 141.4 78.5 7,300 1F + 4L, 12H 2H, 5L B757-200, -300
PW4050 50,000 92 5 153.6 97 9,213 1F + 4L, 12H 2H, 5L B767-200, -200ER
PW4052 52,200 92 5 132.7 94 9,213 1F + 4L, 11H 2H, 4L B767-200, -200ER, -300
PW4056 56,000 92 4.9 132.7 94 9,213 1F + 4L, 11H 2H, 4L B767-200, -200ER, -300
PW4056 56,750 92 4.9 132.7 94 9,213 1F + 4L, 11H 2H, 4L B747-400
PW4060 60,000 92 4.8 132.7 94 9,332 1F + 4L, 11H 2H, 4L B767-300, -300ER
PW4062 62,000 86 4.8 132.7 94 9,400 1F + 4L, 11H 2H, 4L B767-300
PW4062 62,000 86 4.8 132.7 94 9,400 1F + 4L, 11H 2H, 4L B747-400
PW4074 74,000 86 6.4 191.7 112 14,995 1F + 6L, 11H 2H, 7L B777-200
PW4077 78,040 86 6.4 191.7 112 14,995 1F + 6L, 11H 2H, 7L B777-200
PW4084 84,600 86 6.4 191.7 112 14,995 1F + 6L, 11H 2H, 7L B777-200
PW4090 91,790 86 6.4 191.6 112 15,741 1F + 6L, 11H 2H, 7L B777-200, -300
PW4098 98,000 86 6.4 194.7 112 16,170 1F + 7L, 11H 2H, 7L B777-300
PW4152 52,000 108 5 132.7 94 9,332 1F + 4L, 11H 2H, 4L A310-300
PW4156 56,000 92 4.9 132.7 94 9,332 1F + 4L, 11H 2H, 4L A300-600, A310-300
PW4158 58,000 86 4.8 132.7 94 9,332 1F + 4L, 11H 2H, 4L A300-600, -600R
PW4164 64,000 86 5.1 163.1 100 11,700 1F + 5L, 11H 2H, 5L A330
PW4168 68,000 86 5.1 163.1 100 11,700 1F + 5L, 11H 2H, 5L A330
thrust (lb) temp (
o
PW4460 60,000 86 4.8 132.7 94 9,332 1F + 4L, 11H 2H, 4L MD-11
PW4462 62,000 86 4.8 132.7 94 9,400 1F + 4L, 11H 2H, 4L MD-11
PW6122A 22,100 86 4.8 108 56.6 4,840 1F + 4L, 5H 1H, 3L A318
PW6124A 23,800 86 5 108 56.6 4,840 1F + 4L, 5H 1H, 3L A318
PW1215G 15,000 ISA+62 9.1 56 MRJ70STD, MRJ70ER, MRJ70LR, MRJ90
PW1217G 17,000 ISA+63 9.1 56 MRJ70, MRJ90STD, MRJ90ER, MRJ90LR
PW1519G 19,000 ISA+66 12.1 73 CS100, CS300
PW1521G 21,000 ISA+67 12.1 73 CS100, CS300
PW1524G 23,000 ISA+68 12.1 73 CS100, CS300
PW1124G 24,000 ISA+59 12.1 81 A319neo, A320neo, A321neo
PW1124G-JM 23,500 ISA+59 12.1 81 A319neo
PW1127G-JM 26,500 ISA+60 12.1 81 A320neo
PW1130G-JM 32,100 ISA+61 12.1 81 A321neo
PW1428G 28,000 ISA+64 12.1 81 MC-21-200, MC-21-300
PW1431G 31,000 ISA+65 12.1 81 MC-21-200, MC-21-300
PW1700G 17,000 ISA+69 9.1 56 E175, E190, E195
PW1900G 23,000 ISA+70 12.1 73 E175, E190, E195

P & W Canada JT15D-1, -1A, -1B 2,200 59 3.3 56.6 27.3 514/519 1F + 1CF 1H, 2L Cessna Citation 1
JT15D-4 2,500 59 2.6 60.4 20.8 557 1F + 1CF 1H, 2L Arospatiale Corvette
Cessna Citation II
Mitsubishi Diamond 1
JT15D-4C 2,500 59 2.6 60.4 20.8 575 1F + 1CF 1H, 2L Agusta S211
JT15D-5 2,900 80 2 60.4 20.5 632 1F + 1CF 1H, 2L Beechjet 400A
Cessna T-47A
JT15D-5A 2,900 80 2 60.4 27 632 1F + 1CF 1H, 2L Cessna Citation V
JT15D-5B 2,900 80 2 60.4 27 643 1F + 1CF 1H, 2L Beech T-1A Jayhawk
JT15D-5C 3,190 59 2 60.4 27 665 1F + 1CF 1H, 2L Agusta S211A
JT15D-5D 3,045 80 2 60.6 27 627 1F + 1CF 1H, 2L Cessna Citation V Ultra
JT15D-5F 2,900 80 2 60.4 27 635 1F + 1CF 1H, 2L Raytheon Beech
PW305A 4,679 93 4.3 81.5 30.7 993 1F, 4H + 1CF 2H, 3L Learjet Model 60
PW305B 5,266 74.3 4.3 81.5 30.7 993 1F, 4H + 1CF 2H, 3L Raytheon Hawker 1000
PW306A 6,040 89 4.5 75.6 31.7 1,043 1F, 4H + 1CF 2H, 3L Gulfstream G-200
PW306B 6,050 95 4.5 75.6 31.7 1,062 1F, 4H + 1CF 2H, 3L Fairchild 328JET
PW306C 5,770 91.4 4.3 75.726 31.7 1,150 1F, 4H + 1CF 2H, 3L Cessna Citation Sovereign
PW307A 6,405 92.1 4.31 86.02 32.7 1,242 1F, 4H + 1CF 2H, 3L Falcon 7X
PW308A 6,904 98.6 4 84.2 33.2 1,365 1F, 4H + 1CF 2H, 3L Raytheon Hawker Horizon
PW308C 7,002 100.4 4 84.2 33.2 1,375 1F, 4H + 1CF 2H, 3L Dassault Falcon 2000EX
PW530A 2,887 73 3.2 60 27.6 616 1F, 2H + 1CF 1H, 2L Cessna Citation Bravo
PW535A 3,400 81 3.7 64.8 29 697 1F + 1L, 2H + 1CF 1H, 3L Cessna Encore Ultra
PW545A 3,804 83 4 75.7 32 815 1F + 1L, 2H + 1CF 1H, 3L Cessna Citation Excel
PW610F-A 950 97 1.83 45.4 14.5 259.3 1F, 1H + 1C 1H, 1L Eclipse Aviation E500
PW615F-A 1,390 77 2.8 49.5 16.03 310 1F, 1H + 1C 1H, 1L Citation Mustang
PW617F-E 1,780 68 2.7 52.6 17.7 366 1F, 1H + 1C 1H, 1L Embraer Phenom 100
PW800 10,000 to 20,000 TBA TBA TBA TBA TBA TBA TBA

Rolls-Royce AE3007A 7,580 86 4.8 106.5 38.5 1,635 1L , 14H 2H, 3L Embraer EMB-135/145
AE3007A2 9,440 86 4.8 106.5 38.5 1,681 1L , 14H 2H, 3L Embraer Legacy 650
A3007C1 6,764 86 4.8 106.5 38.5 1,617 1L, 14H 2H, 3L Citation X
A3007C2 7,042 86 4.8 106.5 38.5 1,641 1L, 14H 2H, 3L Citation X
BR710-A1-10 14,750 95 4.2 134 48 3,520 1L, 10H 2H, 2L Gulfstream G500
BR710-A2-20 14,750 95 4.2 134 48 3,600 1L, 10H 2H, 2L Global Express
BR710-C4-11 15,385 95 4.2 134 48 3,520 1L, 10H 2H, 2L Gulfstream G550
BR715-C1-30 21,000 86 4.4 147 58 4,597 1 + 2L, 10H 2H, 3L B717
BR725 17,020 86 4.2 202 50 3,573 1L, 10H 2H, 3L Gulfstream G650
RB211-22B 42,000 84 4.8 119.4 84.8 9,195 1L, 7I, 6H 1H, 1I, 3L L-1011-1, -100
RB211-524B & B2 50,000 84 4.5 119.4 84.8 9,814 1L, 7I, 6H 1H, 1I, 3L L-1011-200/-500
B747-200/SP
RB211-524B4D/ 50,000 84 4.4 122.3 85.8 9,814 1L, 7I, 6H 1H, 1I, 3L L-1011-250/500
B4 improved
RB211-524C2 51,500 84 4.5 119.4 84.8 9,859 1L, 7I, 6H 1H, 1I, 3L B747-200/SP
RB211-524D4 53,000 86 4.4 122.3 85.8 9,874 1L, 7I, 6H 1H, 1I, 3L B747-200/SP
RB211-524D4 53,000 86 4.4 122.3 85.8 9,874 1L, 7I, 6H 1H, 1I, 3L B747-200/-300
thrust (lb) temp (
o
RB211-524G 58,000 86 4.3 125 86.3 9,670 1L, 7I, 6H 1H, 1I, 3L B747-400/B767-300
RB211-524H 60,600 86 4.1 125 86.3 9,670 1L, 7I, 6H 1H, 1I, 3L B747-400/B767-300
RB211-524G-T 58,000 86 4.3 125 86.3 9,470 1L, 7I, 6H 1H, 1I, 3L B747-400
RB211-524H-T 60,600 86 4.1 125 86.3 9,470 1L, 7I, 6H 1H, 1I, 3L B747-400/B767-300
RB211-535C 37,400 84 4.4 118.5 73.2 7,294 1L, 6I, 6H 1H, 1I, 3L B757-200
RB211-535E4 40,100 84 4.3 117.9 74.1 7,264 1L, 6I, 6H 1H, 1I, 3L B757-200/-300
RB211-535E4B 43,100 84 4.3 117.9 74.1 7,264 1L, 6I, 6H 1H, 1I, 3L B757-200/-300, Tu 204
Spey 511-8 11,400 74.3 0.64 109.6 32.5 2,483 5L, 12H 2H, 2L Gulfstream GI, II, III
Spey 512-5W/-14DW12,550 (wet) 77 0.71 109.6 32.5 2,609 5L, 12H 2H, 2L Trident 2E/3B
BAC 1-11-475, -500
Tay 611 13,850 86 3.04 94.7 44 2,951 1 + 3L, 12H 2H, 3L Gulfstream IV
Tay 620 13,850 86 3.04 94.7 44 3,185 1 + 3L, 12H 2H, 3L F100, F70
Tay 650 15,100 86 3.06 94.8 45 3,340 1 + 3L, 12H 2H, 3L F100
Tay 651 15,400 86 3.07 94.8 45 3,380 1 + 3L, 12H 2H, 3L B727
Trent 553 53,000 86 7.7 155 97.4 11,300 1L, 8I, 6H 1H, 1I, 5L A340-500
Trent 556 56,000 86 7.6 155 97.4 11,300 1L, 8I, 6H 1H, 1I, 5L A340-600
Trent 768 67,500 86 5 154 97.4 10,550 1L, 8I, 6H 1H, 1I, 4L A330-300
Trent 772 71,100 86 5 154 97.4 10,550 1L, 8I, 6H 1H, 1I, 4L A330-300
Trent 772B 71,100 98.6 5 154 97.4 10,500 1L, 8I, 6H 1H, 1I, 4L A330-200, -300, Freighter
Trent 875 74,600 86 6.2 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200
Trent 877 77,200 86 6.1 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200, -200ER
Trent 884 84,950 86 5.9 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200/-200ER/-300
Trent 892 91,600 86 5.8 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200ER/-300
Trent 892B 91,600 86 5.8 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200ER/-300
Trent 895 95,000 77 5.8 172 110 13,100 1L, 8I, 6H 1H, 1I, 5L B777-200ER/-300
Trent 970 70,000 86 8.7 179 116 14,190 1L, 8I, 6H 1H, 1I, 5L A380-800
Trent 972 72,000 86 8.6 179 116 14,190 1L, 8I, 6H 1H, 1I, 5L A380-800
Trent 977 76,500 86 8.5 179 116 14,190 1L, 8I, 6H 1H, 1I, 5L A380-F
Trent 1000-58 58,300 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-8
Trent 1000-64 54,100 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-8, 787-9
Trent 1000-67 67,300 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-8, 787-9, 787-10
Trent 1000-70 70,100 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-8, 787-9, 787-10
Trent 1000-70/74 70,100 95 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-8, 787-9
Trent 1000-70/76 70,100 102.2 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-8
Trent 1000-70/76+ 70,100 110.5 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-8
Trent 1000-74 74,400 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-9, 787-10
Trent 1000-74/76 74,400 91.4 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-9
Trent 1000-74/76+ 74,400 95.9 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-9
Trent 1000-76 76,000* 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-10
Trent 1000-76+ 76,000* 86 11 160 112 11,924 1L, 8I, 6H 1H, 1I, 6L 787-10
Trent XWB-75 74,212 86 9.3 177 118 14,718 1L, 8I, 6H 1H, 2I, 6L A350-800 XWB
Trent XWB-79B 78,892 91 9.3 177 118 14,718 1L, 8I, 6H 1H, 2I, 6L A350-800 XWB
Trent XWB-75S TBD TBD TBD 177 118 14,718 1L, 8I, 6H 1H, 2I, 6L A350-900 Regional XWB
Trent XWB-97 96,990 86 TBD TBD 118 TBD 1L, 8I, 6H 1H, 2I, 6L A350-1000 XWB, A350-900F XWB,
A350-900R XWB

*78,000 capable, no requirement for rating yet
MORE TO BELIEVE IN Superior performance | Lower cost of ownership | Greater reliability
Were writing to confirm a date we made with our customers in
2008. The first LEAP engine began testing September 4, 2013.
Right on schedule. Just like our last 21 engines. Adjust your
calendars, weve made this a LEAP year.
Go to cfmaeroengines.com
CFM International is a 50/50 joint company between Snecma (Safran) and GE.
LEAP year

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2014

MRO Networks annual publication for the aero-engine professional

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