Engine YEAR

MRO NETWORKS ANNUAL PUBLICATION FOR
THE AERO-ENGINE PROFESSIONAL
2016
SUPPORTED BY:
w w w . a f i k l m e m . c o m
m o b i l e . a f i k l m e m . c o m
IN A CHANGING WORLD,
TRUST THE ADAPTIVE ONE
ADAPTIVENESS is our response to the changing Maintenance Repair Overhaul business environment. ADAPTIVENESS
means listening to and understanding the key technical priorities of your operations, building unique solutions meeting
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which lead to longer on-wing times, optimized MTBRs, and overall performance, ask us about ADAPTIVENESS.
EDITOR:
Alex Derber
alex.derber@mro-network.com
MEDIA SALES MANAGER:
Robert Springthorpe
robert.springthorpe@mro-network.com
ENGINE MAINTENANCE
2
David Kieselstein, ChieI Executive 2cer
Andrew Schmolka, Senior Vice President &

General Counsel
13
The Engine Yearbook is published annually by

MRO Network Publications Limited
Aircraft Technology Engineering & Maintenance
(ATE&M) ISSN: 0967-439X-USPS 022-901 is
published bi-monthly in February, April, June,
October and December.
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Engine Yearbook single copy cost is 60 or $110
Printed in England by Pensord Press
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All trademarks used under license from MRO

Network Publications Limited.
1999 2015, MRO Network Publications Limited.
All rights reserved
ADVANCED NON-DESTRUCTIVE
TESTING
Maintenance and manufacturing rely on NDT
to verify the integrity of engine components.
The capabilities of the process are evolving
rapidly.
35
THE FUTURE OF AERO-ENGINE

COMPOSITES
Composite materials are nding their way
into more parts of the engine as designers
improve their durability, noise attenuation
and heat tolerance.
40
A NEW DIMENSION FOR ENGINE

INSPECTION
How new 3D imaging systems, combined
with advances in cloud, big data and mobile
technology, can streamline remote visual
inspection.
A DIP IN THE POOL

Airlines are turning to pooling to put spare
engines to work and smooth out the peaks
and troughs of their shop visit cycles.
54
IMPACT OF NEW ENGINES ON

CURRENT VALUES
The incoming generation of turbofans
promises eciency and reliability savings,
but what will it do to current engine values?
58
POWER TO SPARE
Traditional engine leasing models are
crumbling in the face of an increasingly costconscious customer base and an abundance of
new players chasing attractive rental returns.
ENGINE SUPPORT
60
TRENT 700 UPDATE

As one of several engine lines due to be
superseded, whats the prognosis for
the Trent 700 following the launch of the
A330neo and Trent 7000 programmes?
This publication may not be reproduced or copied in

whole or in part by any means without the express
permission of MRO Network Publications Limited.
Aircraft Technology Engineering & Maintenance
is a licensed trademark of MRO Network
Publications Limited.
RECONSTRUCTING THE
LOW-PRESSURE TURBINE
How a key engine component is adapting to
the challenges presented by bigger bypass
ratios.
Distribution/Mailing by Flostream UK
The Engine Yearbook and ATE&M, part of MRO
Network Publications Limited, has used its best
eorts in collecting and preparing materials for
inclusion in this publication but cannot and does
not warrant that the information contained in
this product is complete or accurate and does
not assume and hereby disclaims, liability to
any person for any loss or damage caused by
errors or omissions in the Engine Yearbook and
ATE&M whether such errors or omissions result
from negligence, accident or any other cause.
50
ENGINE TECHNOLOGY
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Front cover image courtesy of:
Lufthansa Technik
ENGINE ASSET MANAGEMENT
END-OF-LIFE STRATEGIES
A cascade of engine phase-outs is on the
horizon, so asset owners need innovative
solutions to wring maximum value out of
ageing equipment.
ATE&M single copy cost is 30 or $50
All subscription enquiries and changes of details

should be directed to: subscriptions@mronetwork.com
KEEPING A LID ON PARTS COSTS

With parts accounting for up to threequarters of a shop visit bill, the right
provisioning strategy can generate huge
savings.
ATE&M annual subscription is 170 or $300
All subscription records are maintained at MRO

Network Publications Limited, Tallis House, 2
Tallis Street, London, EC4Y 0AB, UK
CHERISHING INDEPENDENCE
The keys to success for third-party MROs, and
why their survival benets the entire engine
ecosystem.
BIG DATA FOR PW1000G

SUPPORT
Testing and certication of the geared
turbofan has generated huge volumes of data,
eective analysis of which is key to Pratt &
Whitneys performance and service oering.
Lessons from the sharing economy for

an increasingly uncompetitive engine
aftermarket.
Warren N. Bimblick, Group President

THE ENGINE YEARBOOK 2016:
47
OPEN-SOURCE MAINTENANCE
Nicola Allais, Executive Vice President &

ChieI )inancial 2cer
DESIGN FOR MANUFACTURING

The quick ramp-up of new engine output will
require robust production processes and
closer collaboration between design and
manufacturing departments.
RISE OF THE MACHINES

Automated inspection and repair procedures
employ a host of new technologies that
promise to transform the maintenance line.
PENTON:
Gregory Hamilton, President,
Aviation Week Network
44
THE NEGLECT OF ENGINE

OPERATIONS TRAINING
The shortcuts that airlines and lessors
sometimes take, and their potentially lethal
consequences.
63
HIGHWAY TO HANGAR
All aircraft engines will move by road at some
point in their lives. Heres what to look out for
when transporting them.
68
OUTSOURCED MANAGEMENT
Controlling costs during both planned and
unscheduled maintenance.
DIRECTORIES
70
ENGINE OVERHAUL DIRECTORY
86
APU OVERHAUL DIRECTORY
92
SPECIALIST ENGINE REPAIRS

DIRECTORY
The Engine Yearbook is

an oFiaO SXbOiFaWion oI
052 1eWZork
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ENGINE YEARBOOK 2016
ENGINE MAINTENANCE
Rise of the machines:

automated
engine repair
Faster, better, cheaper these are
the challenges facing many industries
today. And in a sector still dominated
by manual work, pressure is mounting
on engine MRO providers to maintain
a competitive edge as their market
consolidates. Michael Ernst and Thiemo
Ullrich of Lufthansa Technik explain how
automation could provide this.
odern aircraft engines are at the cutting

edge of our technology. Nonetheless,
when it comes to maintenance and overhaul of
their components, a great deal of work is still
done by hand. Yet in a trend similar to
automobile manufacturing, MRO customers are

demanding greater productivity, improved
eciency, maximum process reliability and
bespoke maintenance services. Increasing
competitive pressures are forcing MRO
providers to introduce new technologies and
rethink their value-creation processes.
'emands for customer-specic repair
measures in combination with high productivity
and process reliability cannot be fullled over
the long term using manual processes. This is
why automation needs to be integrated into
the value-creation process, says Michael Ernst,
who manages the AutoInspect and AutoRep
projects for Lufthansa Technik.
In the near future a wave of new repair
developments in sensor technology, industrial

image processing and articial intelligence also
known as machine learning) are regarded as
enabling technologies for better cooperation
technologies will wash over engine overhaul

shops. The following systems will be particularly
important: robotics; additive manufacturing;
between humans and machines.

Additive manufacturing often referred
to as 3D printing is a process by which
assistance systems; and digital platforms.

Robotics, also called robot technology,
involves devices that use sensors, actuators
and information technology to reproduce
interactions with the physical world. In industrial
settings, industrial robots are the state of
components are no longer milled from a

solid block of materials. Instead, they are
built up from the required material such as
powder) layer by layer until they take on the
desired form. This enables the creation of
complex structures that cannot be produced
the art when it comes to positioning and

manipulating objects. However, in the future
cooperation between humans and robots will
by conventional manufacturing processes. For

instance, additive-manufactured components
based on bionic structures require less
become more important, driven by higher

demands for ergonomics, precision and speed
in todays value-creation processes. The latest
material to manufacture, yet can absorb

greater stresses in use.
Assistance systems are well suited
GAME CHANGERS
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The sky is not the limit

At AerFin were not constrained by the typical approach
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exceptional services that deliver exactly what our customers
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Simple. Consistent. Quality.
For further information visit:
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ENGINE MAINTENANCE
to supporting humans sensibly and in a

structured fashion in the performance of their
activities. This support can be virtual such as
documentation or the provision of information),
physical assembly or measurement of
components), or a combination of the two. All
assistance systems have the same objective: to
reduce errors in manual work processes and
ensure a consistent quality of work.
Development of digital platforms is
necessary to improve connections between
subsystems, namely: humans, machines, data
and processes. In the digitisation of industry
the Internet of Things and Smart Factory
approaches can only be realised eectively if
subsystems are optimally integrated into the
value-creation process. Digital automation
platforms can serve here as central data hubs
and communications interfaces to which all the
subsystems are connected. The creation of
an automation platform that integrates classic
automation concepts, mobile support systems
and manual processes both digitally and
physically leads to a new level of operational
excellence, says Ernst.
Intelligently networked production that
integrates humans optimally in the workow
creates signicant advantages in productivity.
In the process, the challenge lies in identifying

the best possible combination of the strengths
of automation reproducibility and process
reliability and the strengths of human
workers exibility and creativity. The result
is future-proof value-creation processes in an
increasingly digital production environment.
AUTOMATED INSPECTION
The Lufthansa Technik research project
AutoInspect, recently concluded, is an example
of change in the value-creation process of
the MRO industry. The projects objective was
the development of an automated process
chain for the inspection and preparation
of maintenance on an engine component,
the combustor. The automation of the tasks
involved crack inspection and contour
detection was researched with the help of
high-resolution optical systems. In the process,
it was important to gather component and
Manual activities
are expensive. At
certain volumes,
automation saves
money and delivers
consistently high
quality.
damage data in digital form, because these

data pave the way for other automated repair
processes, research into which continues at
Lufthansa Technik.
To implement the rst stage of what will be
an automated process chain, the AutoInspect
research project was launched in April 2011.
Thiemo 8llrich left) and Michael

Ernst right) started their automated
inspection feasibility study in 2011.
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ENGINE MAINTENANCE
With the aim to fully automate detection and

assessment of defects in combustor components,
it is an enabler technology for the automation of
the core process steps milling and welding of
the combustor liner repair, explains Thiemo
Ullrich, head of product engineering for engine
part repairs at Lufthansa Technik.
&hecking the results of

automated welding.
The capture of multi-scaled, multi-modal

3D surface data from engine components is the
foundation of the development of further MRO
process automation, says Ernst.
The quality of the data plays a decisive
role here: rough, large-scale information on
component surfaces, for instance, is used in
logistics for indoor navigation tracking within
buildings using optical metrology) and for
cooperation between humans and machines,
whereas small-scale, high-resolution surface
information is necessary for automated damage
recognition in the micrometre range.
The insights gained from the AutoInspect
research project are used in the pursuit of two
aims. First, digital component and damage
information should be generated for the
automated milling and welding processes that
follow inspection. Second, over the long term new
inspection procedures are intended to replace
traditional, manual crack inspection procedures.
Across the industry, manual crack
inspections are still the rule for a variety of
aircraft engine components. Defects in these
components are identied with the help of dyepenetrant testing.
Owing to the manual nature of the
inspection which consists of cleaning,
penetrant application, interim cleaning,
application of a special powder and manual
crack assessment under ultraviolet light a
computer-supported &AD&AM) process chain
is not possible. In other words, crack inspection
performed this way does not result in digital
information on damage that can be used as
data for further machine processing.
The traditional procedure also has
substantial disadvantages in eco-eciency,
process reliability and ergonomics.
Up to now weve been using labourintensive, multi-stage manual inspection
and repair processes. Motivation for our
innovation projects is to create future-proof
MRO processes through suitable automation
to increase productivity, eciency and process
reliability, says Ullrich.
The vision of project AutoInspect is the
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creation of a partly automated core repair

process for combustor components. In this
context, core repair means that the inspection,
milling and welding processes would be
automated for a wide spectrum of engine
components. By reasonably replacing manual
with automated process steps operating ,
the turn-around-time of the combustor liner
repair is signicantly reduced, notes Ullrich.
AUTOMATED REPAIR
The combustor was chosen for AutoInspect
project because it features a wide range
of varying damage and has a complex
geometry that enables the greatest possible
transferability to comparable tasks in the
engine overhaul area.
In comparison with classic automation
projects, AutoInspect focuses on low-cost
automation. Normally, the MRO sector must
deal with a conict of aims between repair
complexity, unit numbers and the costs of
automation. A complicated maintenance
process, such as a combustor repair, requires a
cost-intensive automation solution, but the low
unit numbers demand a lean solution whose
costs can be amortised eectively across a
comparatively small number of components.
As MRO processes with small batch
sizes, high complexities and low predictability
The partial
automation of
maintenance
processes frees
employees from
monotonous, routine
tasks and allows them
to use their manual
skills in areas that
require a high degree
of creativity and
e[iEility
Michael Ernst, manager of AutoInspect
and AutoRep, Lufthansa Technik
of workload and required work scope are
ENGINE MAINTENANCE
new to the industry. And for the rst time

industrial robots are carrying out white-light
interferometry, resulting in a high degree
of exibility with respect to the geometric
accessibility of dierent components.
Worldwide, AutoInspect is the rst
system in which an industrial robot handles
a WLI sensor in a production environment,
reports Ullrich.
The WLI inspection produces large volumes
of data that make high demands of the image
processing systems connected to it. Every
component measurement process involves
more than 100,000 WLI measurements and
more than 140 gigabytes of raw data that
is processed directly online. Damage that is
identied is automatically digitally marked and
processed further for direct data transfer to
the ongoing research project, AutoRep, in the
combustor area. In this way, the AutoInspect
data is used for path planning for the
An end-to-end process chain was realised

between AutoInspect and AutoRep for the
ow of information and material.
development of automated, robot-based milling

and welding repairs in AutoRep.
TRIALLING THE NEW TECHNOLOGY
The modular
automation
programme increases
Eoth productiYit\ and
process reliaEilit\
unlike those of the manufacturing industry,

automation of these is especially challenging,
admits Ullrich.
Yet it is a challenge that can be met by
using robotics instead of classic machine
tools or special-purpose machines. Innovative
solutions compensate for the familiar
disadvantages of standard industrial robots
such as precision and stiness that result
from serial manipulator kinematics. These
solutions include, for instance, the exploitation
of component-specic geometric properties in
conjunction with the integration of an additional
rotation axis in the robots control system.
The foundation of the lean solution
for crack detection is a procedure based
on the well-known principle of white-light
interferometry WLI) an optical measuring
method that uses the interference eects of
light waves for a high-resolution capture of the
component surface.
This technology is normally used to
measure very small structures such as
microchips) under controlled conditions.
Engineers agree that the use of WLI in
MRO applications to measure large-scale
components with seemingly chaotic variations
in component damage and surfaces is
The rst project began in 011 with a feasibility

study that validated the basic suitability of WLI
for crack detection. This was followed by the
development of handling and measurement
technologies, and everything came together at
the end of 2013 in a concept system. In 2014,
tests were performed and improvements
made under laboratory conditions, and since
the end of 2014 this concept system, located
at Lufthansa Technik in Hamburg, has been
tested under near-production conditions
for process stability in crack detection, and
developed further.
6hortly after the end of the rst research
project, we were able to signicantly improve
both cycle time and detection performance,
and the statistical analyses we carry out
regularly ensure the systems ongoing further
development, explains Ernst.
The AutoRep project uses the component
and damage data generated in AutoInspect for
the automated, adaptive repair of combustor
components. The rst step in such a repair
is automated path planning, automatically
generating all machine programs. In the
second step, a milling process cuts out
larger areas of damage also called patches
and notches). The third step is laser powder
deposition welding, a process in which both
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CF6-80A/C2
ENGINE MAINTENANCE
AutoInspect is a unique inspection

procedure. The data gained from it is used
directly for repairs
the cracks and the previously cut-out areas
of large damage are welded. Both milling
and welding are robot-based. An end-toend process chain was realised between
AutoInspect and AutoRep in terms of the ow
of information and material. In other words,
the data can be read by both systems and
the components can be xed in a common
workpiece carrier with a modular design.
This partly automated process oers
clear economic advantages over todays
exclusively manual repair process, including
shorter turnaround times, lower repair
costs and better planning of maintenance
processes. Process stability and reproducibility
are signicantly enhanced as a whole, in
ROLL-OUT
In terms of further industrialisation, plans call
for the insights from both research projects to
be extended in the near future to automated
approaches for other components. Rotationally
symmetric engine components such as cases
could then also be measured. In the medium
term, the product portfolio will be extended
to components that are not rotationally
part because automation precludes human

error. And employees benet from this new
technology through the greatly improved
symmetric, such as compressor blades.

The challenge in industrialising such
technologies lies, on the one hand, in reducing
inspection times. Yet advances in sensor
ergonomics of the inspection process.

Over the long run, jobs for highly qualied
employees at labour-cost-intensive sites can
resolutions and their adaptation to other

component geometries should extend the benets
further, to automated repairs for instance.
be retained or even created.

The partial automation of maintenance
processes frees employees from monotonous,
routine tasks and allows them to use their
manual skills in areas that require a high
degree of creativity and exibility. In other
Enabling the robot to dierentiate

between surface scratches and micro-cracks
has been a challenge solved by intelligent
software that enables automatic categorisation
of signs of damage, and determination
of whether or not these are defects that
require repair. During manual inspections,
that assessment depends on the inspectors
individual experience, says Ullrich.
Parallel to further development of
the system, Lufthansa Technik is seeking
approval of the procedure from both
words, employees continue to be indispensable

even in the new process chain, says Ernst,
summarising the benets.
The AutoInspect project is being
carried out by a consortium consisting of
Lufthansa Technik as the user, the image
processing specialist VMT Vision Machine
Technic Bildverarbeitungssysteme, systems
integrator IBG Technologies, and the Institute
of Aircraft Production Technology of the
Technical University of Hamburg-Harburg.
Both milling and welding in

AutoRep are robot-based.
on welding technology.
Owing to the high innovation content and the
potential for use of a globally unique tool such
as AutoInspect, the procedure has already been
protected by an international patent application.
Additionally involved in the AutoRep project

are the partners B&T Steuerungs- und
Datenverarbeitungssysteme, which focuses on
adaptive path planning, as well as the Fraunhofer
Institute for Laser Technology and the company
TRUMPF Laser- und Systemtechnik, which works
aviation authorities and manufacturers. For

this purpose, an approval programme was
dened that is scheduled to be implemented
by early 2016.
&ustomers of Lufthansa Techniks
Engine Services division benefit from this
modular automation programme through
shortened repair turnaround times,
improved life-cycle management and evenbetter repair quality.
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ENGINE MAINTENANCE
Maintaining altitude:
open-source engine
maintenance
On the face of it, engine maintenance seems a poor candidate for the open-source generation.
After all, its a service where less choice, rather than more, is becoming the norm as OEMs tie up the
aftermarket. Yet several emerging trends could conspire to challenge their dominance, argue Tom
Cooper and Matt Poitras, a vice-president and principal, respectively, at consultancy Oliver Wyman.
for new-technology engines, CAVOK predicts,
manufacturers dont give customers what
developed an aftermarket business

model so successful that some companies have
captured as much as 90 per cent of work on
will amount to $14.4bn by 2025.

As the largest aircraft engine
manufacturers capture more aftermarket
they want, OEMs could become vulnerable to

disruptive change.
Many companies that long dominated
the latest engines, compared with 30 to 40 per

cent on current-generation variants.
Over the next decade the engine fleet
is likely to expand 40 per cent to 70,563
engines, while the maintenance, repair, and
share, aircraft operators will search for more

cost-cutting options. So far airlines have
been voting with their order books in favour
of original equipment manufacturer (OEM)
maintenance services, but in the longer-run
other industries offer cautionary tales for the

engine OEMs. Big-box chains like Wal-Mart
once ruled retail but now must grapple with
Amazon and other online retailers. Uber
has turned the taxi industry on its head.
overhaul (MRO) market will grow 68 per cent

to $47bn, according to a forecast by Oliver
Wymans CAVOK division. The MRO market
manufacturers may have to consider a more

open-source approach to the aftermarket
in order to stay cost competitive. If engine
Cable television companies are losing some

of their once-captive audience to internet
streaming services.
ircraft engine manufacturers have
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ENGINE MAINTENANCE
HARBINGERS OF CHANGE
place engine maintenance with OEMs in the future.

Compare that with a market share of OEMs and
their joint ventures in 2015 of 50 per cent.
While OEMs have pushed maintenance
contract negotiations further upstream, airlines
have become extremely sophisticated in their
understanding of the total cost of ownership for
power in the aftermarket, but its an example of a

small way that airlines and other industry players
have tried to pick away at OEM dominance.
It is also true that airlines continue to
demand the services that independent MROs
provide, as healthy third-party MROs create
more choice in the aftermarket. According
engines. Now airlines are collecting their own

cost and operational data and are developing
nuanced perspectives. Airlines are recruiting
employees who can conduct this analysis and
are including maintenance professionals on eet
to the 2014 MRO Survey, the top strategies

among airlines to cut engine or component
maintenance costs are reducing inventory levels,
creating serviceable materials programmes,
and developing alternate repairs. Of the airline
strategy and acTuisition teams. As the inuence

of this maintenance perspective increases,
airlines will likely demand more control over
respondents, 84 per cent said their serviceable

materials strategy was active or comprehensive,
up from 71 per cent the year before.
maintenance costs and could begin favouring

engine platforms that oer greater aftermarket
exibility or at least a broader set of parts, repair
and overhaul options.
One result of such scrutiny of maintenance
Despite the turbulence of recent years, some

of the surviving independent MROs could become
the partners that airlines need. The MRO industry
has undergone some consolidation. Those that
remain have become more ecient after driving
repair processes; and securing long-term service
costs has been airlines consideration of parts
contracts by oering airline customers predictable

maintenance costs at the point of engine purchase.
manufacturer authority (PMA) solutions. PMA, as

well as non-licensed and surplus parts, is now
out signicant costs and expanding their service

and product oerings.
These methods have allowed OEMs to lock in

market share for years to come. Oliver Wyman
tracked the growth of these services as part of its
commonplace among some aircraft component
LAYER BY LAYER
categories. While the PMA industry is growing

overall, it is mostly conned to low-value parts that
involve less intellectual property. The development
Additive manufacturing could become the Netix

of the airline engine industry. Most MRO Survey
respondents agree that 3D printing could lower
costs and inventory investment in the next
Three potential disrupters loom for engine

manufacturers in the coming decades.
First, airlines have already become more
sophisticated about considering the total cost
of ownership when purchasing engines, and
this could lead to greater customer demands.
Second, additive manufacturing could change
the way engines or parts are made, sold and
even priced. Finally, as the aviation industry
develops new fuels and battery-powered
aircraft, these technologies could allow a new
engine manufacturer to gain a foothold in the
market. The latter two trends could challenge
the OEMs position in the next decade or two.
The story of engine manufacturers increasing
presence in the aftermarket industry is wellknown. OEMs moved to a position of strength
through two primary means: setting parameters
on airline customers access to materials and
annual MRO Survey. In the 2014 survey, 69 per

cent of airline respondents said they expected to
of PMAs didnt force a change in the balance of
Airline strategies to combat rising maintenance costs
Improve or reduce inventory levels
38%
Implement a serviceable material program
31%
Invest or partner to develop alternate repairs
31%
Concentrate outsourced work among fewer suppliers
25%
Invest in technology to reduce cost of in-house maintenance
19%
Invest or partner to develop alternate materials
19%
Revise maintenance programs
13%
Bring work in-house
13%
Delay or avoid maintenance
9%
Alter or reduce aircraft utilization
6%
Reduce contract term and source more frequently
6%
Disperse outsourced work among more suppliers
3%
Do not believe maintenance costs are rising
0%
5%
10%
15%
20%
25%
30%
35%
40%
Source: Oliver Wyman 2014 MRO Survey
10
www.mro-network.com
ENGINE MAINTENANCE
www.mro-network.com
11
ENGINE MAINTENANCE
few years. However, the industry seems to be

overlooking the potential benets to airlines and
MROs. In the 2015 MRO Survey, 31 per cent of
respondents said OEMs were best positioned
to benet from additive manufacturing, while
16 per cent said airlines were in the best
position, while only 11 per cent chose MROs.
Whats more, most MRO companies arent
even discussing the technology; less than one
in ve respondents said their rms had moved
beyond internal discussions about 3D printing.
Still, we think the technology holds promise as a
disrupter in the next couple of decades.
Engine manufacturers are already investing
in 3D printing for production, using the
technology for parts such as fuel nozzles and
bearing housings. Pratt & Whitney plans to
include 25 additive-manufactured parts on the
PW1500G product, and in 2015 Rolls-Royce
claimed a world record for the largest aero-
Additive manufacturing is still

largely ignored by the MRO sector.
engine component assembly ever manufactured

by 3D printing, with a front-bearing housing for
the Trent XWB-97 engine.
But moving the technology to the
from companies throughout the aviation
aftermarket and allowing outside MROs to

print parts is another matter. Manufacturers
could try to block 3D printing among outside
developing their own technologies that could

drive the trend. Rolls-Royce has experimented
with biofuel-powered ights, and Boeing is
but turned it to their advantage. Cable companies

have lost customers to online streaming services
but responded by upgrading technology and
MROs and might be successful for a time. Or

they could embrace the technology and delight
customers by oering a new aftermarket
working on the infrastructure for biofuels.

If alternative fuels can be successfully
developed to avoid requiring new engine design
creating better products. As some utilities fret
choice. This would thwart would-be, upstart

competitors and turn a potentially threatening
technology into a competitive advantage.
or materials, their disruptive impact to the

aftermarket will be limited. If, however, direct
replacement is not viable, this requirement for
A third potential disrupter of the

airline engine industry could be an upstart
manufacturer. As the aviation industry develops
new types of fuel, from biofuels to battery
power, new engine technologies could give
birth to visionary competitors. Swiss company
Solar Impulse is testing a solar-powered aircraft,
new technologies could potentially open the

door for new competitors.
while Siemens, EADS, and Diamond Aircraft

have developed the worlds rst hybrid electric
aircraft, which uses electricity for take-o and
landing. Airbus recently started design studies
for a hybrid electric 100-seater.
An Oliver Wyman analysis shows that
several fuels could emerge as viable alternatives
to petroleum-based jet fuel in the coming
decades. Biofuels made from natural oils and
animal fats could be economic in the short
term and viable ethanol-based fuels could be
developed in the medium term.
The barriers for these fuels are high. They
require massive investment and commitment
12
industry. Still, many airlines and manufacturers

are motivated to develop alternative fuels.
Further, incumbent engine manufacturers are
OPEN-SOURCE PARTNERSHIPS
Engine makers could mitigate potential negative
repercussions of these trends with a more
open-source approach to the aftermarket.
Heres where MRO partnerships could be useful
for developing new technology. Manufacturers
could move to an open-source approach by
developing broader, deeper collaborations
with MROs. Such partnerships could benet
the manufacturers in the long term while
still allowing them to manage their installed
product. Open-source partnerships could
include the already-deployed licensing model
for repairs and could extend to development
and certication of repairs by outside parties.
Such repair certication could be isolated
to a small set of the installed base, most
appropriately the more mature engines, and
could include the development of innovative

parts, repairs and services.
Consider the companies in other industries
that have been threatened by disruptive change
about losing market share to distributed renewable

generation, others are oering solar panel
installation services. Many big-box retailers are
responding to Amazon by selling a wider selection
of items online and using the channel to become
more nimble, cutting store inventory, running quick
sales and marketing directly to customers with
elaborate loyalty programmes and email blasts.
In an open-source environment, MRO
competitors can be collaborators and new
technology can represent additional revenue.
An open-source environment for aviation
engines could oer airline customers greater
choice on who performs maintenance work,
with exible programmes that range from
OEM-only service, to OEM-and-airline service, to
outsourcing service to independent MROs, with
licensing fees and royalties.
Deeper partnerships with MROs could
benet the manufacturers in the long run by
allowing them to oer greater choice and better
engine care while still maintaining control of
their installed product. Further, by adding
exibility to the aftermarket business plan
now, OEMs could be better prepared for any
technological upheaval the future brings.
www.mro-network.com
ENGINE MAINTENANCE
Third-party MRO: keys

to survival and success
Independent MROs play an important
role in the engine aftermarket, supporting
manufacturers and operators around the
world. Their continued success maintains
the global reach required for OEMs to
adequately support their installed base. It
also means that operators have competition
for their business, achieving keener pricing
and terms for services purchased. Rob
Cords, president of airlines eets at
StandardAero, explains further.
maintenance philosophy (repair vs. replace,
healthy runway of new revenue streams that
provide a capital-free way to expand the

reach of repair and overhaul for their products
around the world. A network of providers,
operating horizon etc.), performance and

approach to service. Multiple shops also ensure
benchmarks for services to continually improve
fund investment in improving processes and

technologies.
OEMs and independents working together can

raise and deploy capital, attract talent, manage
risk and manage maintenance cycles better
than a single provider.
Operators benet from having multiple
as MROs compete to win business.

Given todays market dynamics, there
are three factors that will promote the
success of independent, third-party MROs.
Two customer service and OEM alignment
options in the aftermarket. While they are

able to select service providers based on
price and terms, they can also select based on
are based on serving the needs of its key

constituents. The third portfolio strategy
ensures that independents maintain a
or OEMs, independent MRO providers
www.mro-network.com
CRITICAL SUCCESS FACTORS

The long-held belief that independents must
be better than everyone else at customer
service continues to hold true, primarily
because independents have to overcome
the perception disadvantage of not being
the engine OEM. As a result, independents
typically spend a greater percentage of
13
ENGINE MAINTENANCE
management energy and attention tracking

metrics and aftermarket service costs that are
important to customers and allow MROs to
dierentiate themselves.
At StandardAeros commercial engine
division, for instance, each functional area
operations, quality, nance and sales has a set
resources and, quite frankly, the need to

oer a dierentiated service independents
tend to spend more time with, and dedicate
more resources to each individual customer
and engine shop visit. This will often mean
customising a programme or an engine build
for customers.
of key metrics to track and ensure objectives

are being met. These objectives are set at
the beginning of the year, with a base level of
performance in January and an increased level
)or StandardAero, exibility means oering

creative contracting solutions that are often
a hybrid of standard contracting techniques.
It includes managing engines for specic
of performance expected by December. Raising

the bar on these objectives demonstrates
StandardAeros company-wide philosophy for
continuous improvement and managements
willingness to sign up for it.
The specic metrics represent a balance
among the companys core constituents:
employees, customers and shareholders. It is
not enough to focus on one or two of the three
operating horizons or aircraft useful lives,

taking advantage of used serviceable material
and stub-life LLP to manage those horizons. It
means helping customers with credit nancing
when bow waves of maintenance are due or
leveraging excess cash in deploying lower-cost
maintenance options.
core constituents and believe that the business

will survive for the long term. It is necessary
to attract the best talent by taking care of
employees and oering an attractive work
environment. Employees, in turn, will ensure
that customers are satised with the services
oered. Delighted customers will generate the
revenue stream to help provide a reasonable
return for shareholders who will then be
motivated to reinvest in the companys process
and technology capabilities.
Quality is a given throughout the
industry, but independents need to be
especially determined as quality lapses can
disproportionately and negatively impact
their brand. Nonetheless, service is a big
opportunity for third-party MRO dierentiation.
Independents recognise that to be successful,
they need to be closer to and more
communicative with customers throughout
the engine visit and programme life cycle.
Independents must invest in programme
management and customer service teams
to ensure the maintenance programme is
delivered to the customer as promised and
in a transparent, pro-active manner. Many
independents are more exible and can also
provide faster delivery and turnaround times to
meet the challenging needs of operators.
MRO programme customisation is
another key area where independents
can further dierentiate from airline and
OEM oerings. %ecause of their extensive
programme management and customer service
14
Independents MRO shops should focus

on customer service to overcome the
perception disadvantage of not being
the engine OEM.
Building a bridge
between the phasing
out of one platform
and the ramp up in
maintenance cycle of
a new one is critical.
OEM ALIGNMENT
While competing with manufacturers to
ensure customers have options in the market,
independents also need to be aligned with
the OEMs, ensuring that engines are built to
exacting standards, using approved material
and processes. This alignment also helps
independents gain access to new licences
and be part of engine ooad programmes
as OEMs sign up certain eets under ighthour deals. While there will be places for
unauthorised shops in the market, this
approach is not a reliable strategy for large
independents seeking a signicant market
share for the engines they serve.
For newer and more expensive engine
applications, it will be an absolute necessity
for MROs to access OEM intellectual property
in order to reliably and credibly maintain new
technology engines. Online access to manuals
and frequency of technology upgrades requires
a strong relationship with OEMs, rather than
acquiring information secondhand in the market.
Performing repairs to OEM standards
or better, utilising approved materials and
pursuing operators that want the independent
to be a part of the service delivery network, is
whats needed to convince OEMs to sign up a
specic independent MRO partner.
Developing a portfolio of oerings that
continues to be relevant in the market includes
expanding into adjacent service areas as well
as obtaining access to new licences, technical
data and tooling. These eorts can provide
independent MROs with a future stream of
www.mro-network.com
Photos credits: Thinkstock - aressy.com
MAXIMUM CYCLES
AND MINIMAL
DOWNTIME
More than MRO: EngineLife by Snecma
Snecma (Safran), as an OEM for the CFM56* engines, knows your engine better than anyone. When it comes to a shop
visit, this OEM expertise benefits you with the best MRO performance and a significant life extension within an optimized
timeframe. Whats more, we can go further based on our intimate knowledge of your engine and over 600 million flight
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EngineLife, we care for your engines the same way we build them. www.snecma.com
* CFM 56 engines are a product of CFM International, a 50/50 joint company between Snecma (Safran) and GE.
ENGINE MAINTENANCE
revenue. Failure to access new platforms means

independents will work on continually declining
platforms and eventually be less relevant for
operators with modern eets. $lignment with
OEMs helps ensure independents will be part of
the service delivery network moving forward, as
authorised providers working with customers
directly and as back-shops helping to serve
OEMs with ight-hour M5O arrangements.
Quality, service and programme customisation
will mean operators demand that independents
remain a key part of the service network.
OLD VERSUS NEW

For large independents, building a bridge
between the phasing out of one platform
and the ramp up in maintenance cycle of a
For older engines OEMs often focus

on materials strategies and defer
the wrench turning to independents.
new one is critical. Additionally, end-of-life or

mature engine eet management is a strategy
OEMs continually need to think about.
Typically, they look at the size of the network
and focus their eorts on material strategies
to keep an engine eet ying while deferring
more of the wrench turning to independents.
CF34-3 engines, rather than the production line

approach typical of newer and higher volume
engines. For operators wanting an economical
regional jet solution, this approach provides
to making an engine purchase (when they have
OEMs tend to not get out of physical work

entirely, largely as a risk-mitigation strategy,
an attractive engine maintenance solution. For

the OEM, StandardAero continues to provide
but they do increasingly rely on network

partners to serve the often fragmenting
markets around the world. OEMs remain
a way to keep their engine eet ying. And for

StandardAero, this will serve as a bridge until
the next generation CF34-8 engines hits its
maintenance stride.
In the coming years, successful

independents will pursue deeper partnerships
with those airlines seeking solutions not
readily available in the market today. Rather
committed to these older programmes

and when they are eectively managed,
they represent good cash ow that can be
reinvested in the OEMs R&D and newer
technology platforms.
For example, StandardAero continues to
support the CF34-3 engine through its asset
consolidation programmes (which typically break
down four or ve engines to create two to three
engines), even as their 50-seat host aircraft are
gradually phased out of service. %ecause their
per-seat operating costs are higher than 70- and
90-seat regional jets, a status quo maintenance
philosophy will nearly guarantee an early demise
for the engine platform.
However, StandardAero has worked with
the OEM and parts distributor to develop a
solution that keeps engines ying in the low
$100/hour range. This is accomplished through
aggressive use of excess assets, material
repair versus replacement, used serviceable
material and competitive new material pricing.
Additionally, StandardAero has redesigned a
portion of its CF34 facility to accommodate
more of a service centre approach to repairing
16
EXPANDING PRESENCE
Looking to the future, independents with track
records of quality and service will continue
to expand their oerings into other areas
of the MRO value chain. Engine MROs will
continue to expand into line replaceable unit
maintenance and bring process expertise to
markets not fully served today. Component
repair and development services are also logical
extensions for independent MRO oerings.
Independents will also nd it necessary
to migrate up the maintenance purchase
decision timeline and spend more time with
the aircraft buyers of airlines. Often, OEMprovided long-term maintenance contracts are
announced alongside new engine purchase
deals. Operators looking for maintenance
cost assurance, especially on new platforms,
will sign up with the OEM under a ight-hour
agreement. However, they sometimes miss
the opportunity aorded by leveraging an
independent in that process either as a
competitor or partner to the OEM. Thus, prior
the most leverage) operators would be well

advised to demand that more independents
receive licences.
than simply take what is given, both airlines

and independents will seek to make the
market with the service oerings that are
required. This may include obtaining licences
for independents, joint ventures and piecing
together a set of providers (OEMs and
independents teamed together) to provide a
customised solution. This trend will require
trusted partnerships with independents that
are willing to work with the OEM and operator
to create a maintenance programme that
solves very specic needs.
Historically, independents have proved their
value to OEMs and operators. They provide
market coverage for OEMs looking to reinvest
their earnings into new technology platforms
rather than additional facilities. They also give
customers a choice of maintenance partners.
Focusing on customer service, OEM alignment
and portfolio strategy will help ensure the
success of the independent MRO model.
Success is more than just surviving it is
about healthy growth that provides additional
investment in platforms, processes and
technologies to meet the future needs of OEMs
and operators.
www.mro-network.com
ENGINE MAINTENANCE
Cutting the cost

of engine parts
provision
Though engines are becoming more complex, airlines
expect maintenance shops to keep a lid on repair and
overhaul costs. To keep customers happy, one of the
variables an MRO can inuence is engine parts, which
account for roughly three-quarters of the average shop
visit bill. Jean-Louis Forest of Air France Industries KLM
Engineering & Maintenance explains how the right parts
strategy can generate huge savings.
epresenting the lions share of shop

visit costs, parts and materials
constitute a key area for MRO companies to
improve their provisioning processes. The
accelerating pace of aircraft retirements and
disassembly in recent years has sharpened
the appetites of MROs, OEMs, and

independent operators for used serviceable
material (USM). From 2013 to 2018 there are
forecast to be roughly 2,800 aircarft
retirements, followed by a further 3,800
between 2018 and 2022. Thus sources of
USM a major cost-reduction driver are
unlikely to dry up soon.
Access to USM and its integration into
aircraft maintenance programmes delivers a
substantial reduction in airlines total cost of
ownership of engines. According to Air France
Industries KLM Engineering & Maintenance,
USM can save between 15 and 20 per cent of
the unit cost of a shop visit. Therefore MROs
need to create and secure a supply chain for
such parts to stay competitive and meet airline
expectations for lower maintenance costs.
www.mro-network.com
THE FOUNDATIONS OF EFFICIENT

PARTS PROVISION
Engine parts provisioning boils down to the
availability of the right part, in the right place,
at the right time and at a good price. To meet
these goals aftermarket players need to
structure and scale their networks to achieve
reliable, consolidated provisioning processes.
Take an airline MRO like AFI KLM E&M,
for example. An industrial organisation such
as this is based on several key pillars, the
rst of which is engineering. An MRO group
has to have the engineering skills necessary
to optimise maintenance policies and the
workscopes for shop visits. Theres a lot at
stake here, because such skillsets determine
cycles, the MRO must identify and make

available the parts that need to be replaced.
This is where asset management expertise
comes into its own, as it makes the connection
between the MROs engineering department
and the end-clients needs and specications.
To complement asset management, an
MRO also needs to be plugged into networks
of dedicated parts traders, who organise
access to USM. AFI KLM E&M has opted
to oer a parts trading service within its
engines oering and to do that it set up a
joint venture with Tradewinds in April 2015,
says Jean-Louis Forest, AFI KLM E&Ms VP for
engines product network & development.
how to wring the most savings out of

predictable parts provisioning for an overhaul.
Within its organisation, the MRO must
Integrating this parts trading oering into

the AFI KLM E&M network will drive group
synergies, while Tradewinds will be able to
leverage the activity of another of our joint
also develop asset management structures

to guarantee optimum management of the
engine assets entrusted to it by its clients.
When an airline asks its MRO provider to
overhaul an engine that has completed 10,000
ventures, Bonus Tech, which specialises in

engine teardown for OEM, broker, or MRO
clients, he adds.
The other essential building block for
serviceable engine parts provisioning is
17
ENGINE MAINTENANCE
Parts dealer partnerships
the development of an in-house repair

network. AFI KLM E&M constantly invests
to ensure it has the cutting-edge parts
and engine module repair capabilities
it needs. In particular, the company
relies on the resources and skills of its
Amsterdam shop and of CRMA. A whollyowned subsidiary, CRMA has deployed
a proactive repair development strategy
for the past five decades, making it, for
example, the worlds first MRO shop able
to repair all GE90 combustion chamber
sub-assemblies from inner liners to outer
liners, and domes. CRMA has also taken
up positions in other high-growth product
areas and new-generation engines, and
Parts and materials used during an

engines shop visit form the primary
share of its cost. To minimise this, aircraft
maintenance providers are increasingly
suggesting the use of reconditioned used
parts. Access to these parts and their
management is a full-blown business in
its own right and is carried out by parts
trading professionals.
has, for example, been appointed a primary

source for GP7200 engine repairs by Engine
Alliance. AFI KLM E&M teams in Amsterdam,
meanwhile, have developed a unique
operational lives.
requirements thanks to the work of its

engineering offices; procure the right assets
at the right time via its asset management
engine instead of carrying out a shop visit,
and parts trading arms; and strip down

engines and repair parts, materials and
modules before re-injecting them into the
Tradewinds specialises in parts

trading, brokering and consignment
of engine parts, especially for CFM56-
The current profusion of used parts is a

godsend for MROs, which see them as a
way to optimise the economics of their
provisioning strategies, provided they are
sufficiently tooled up to exploit the available
opportunities. And there will be plenty of
additional parts.
18
being scaled down or phased out. As the

time to retire certain aircraft approaches,
airlines naturally dont want to rebuild their
engines as new, but simply want to keep
them running to the end of their planned
e-beam welding solution for CFM56 bevel

gear shaft repair.
Based on the above foundations,
AFI KLM E&M can predict its engine part
By integrating Tradewinds into its

MRO network, AF ./M E&M can oer
this capability to all its customers,
including parent airlines, thereby
cutting the average cost of shop visits.
Based in Coconut Creek, Florida,
5B and -7B engines. The creation

of the joint venture is rooted in a
win-win partnership: Tradewinds will
benet from the clout of AF ./M
E&Ms network to boost its engine
procurement capabilities, which in turn
help to supply the MRO company with
Engine parts
provisioning
boils down to the
availability of the right
part, in the right place,
at the right time and
at a good price.
circuit for its clients shop visits.
THE SCRAMBLE FOR USM
those, especially for CFM56 (-5A and -5B)

and GE90 parts, as increasing numbers of
A320s and 777-200s are withdrawn from
service in the years ahead. There are big
potential savings to be had on other engines,
too, through wider recourse to USM in
engine overhauls. The average cost of a used
serviceable CF6-80C2 part is just 20 per cent
of that of the same part in mint condition,
for example.
A related issue concerns management of
the end-of-life cycle of ageing aircraft, and
hence of their engines. Aircraft maintenance
providers adjust their strategies to account
for the specific needs of the fleets that are
MROs have to change their workscopes

in line with these expectations, and even
propose radical solutions such as leasing an
which represents a signicant cost for these
airlines, says Forest.
As said, maintenance providers need
to focus on reducing the cost of engine
work in the nal years of operation. AFI KLM
E&M, for example, oers airlines operating
747s powered by engines in the CF6 family
a comprehensive, integrated optimisation
service for their remaining service lives.
A comparable service is oered to A340200/300 operators for CFM56-5Cs. Again,
planning is key, so engineering departments
should dene provisioning processes that
are the most precise and appropriate for
the circumstances, in line with the special
requirements of engines being phased out.
MOVING CLOSER TO THE OEMS

In recent years, OEMs have been investing
heavily in the aftermarket space and are
seeking to grow their own maintenance
services, especially with regard to newgeneration powerplants. That said, the
engine manufacturers do not always have
all the skills needed to fully implement
aircraft maintenance services, and this
includes the provisioning process. Based
on their operational knowledge, the major
airline MROs are naturally seeking to take
www.mro-network.com
ENGINE MAINTENANCE
An essential building block

for serviceable engine parts
provisioning is the development
of an in-house repair network.
up a position in the maintenance market

for these new engines, and are offering
dedicated services to their clients. It may
be therefore in the interests of both OEMs
and providers of aircraft maintenance
services to enter into partnerships in order
to continue developing their respective
activities. An airline MRO like AFI KLM E&M
can, in particular, build on its knowledge
of engine operation and propose codevelopment solutions with the OEM, which
is not always able to deploy the appropriate
MRO resources in-house, because of the
demands on those resources from new
engine programmes.
With these aims in mind AFI KLM E&M
and GE have entered into an agreement
whereby the MRO will develop an all-round
capability for GEnx parts overhauls and
repairs. AFI KLM E&M already has approval
to carry out quick-turn operations, and in
mid-2015 its Amsterdam engine shop was
granted Full Capacity certication by the
FAA and EASA, allowing it to carry out GEnx
shop visits. Through its CRMA subsidiary,
the Franco-Dutch MRO is also pursuing an
industrial partnership with engine makers
AFI KLM E&Ms Amsterdam

engine shop has received Full
Capacity certication for GEnx
shop visits.
Engine Alliance and GE. Engine Alliance

has selected CRMA as a primary source for
repairs on GP7200 combustion chambers,
turbine centre frame (TCF) modules, and
electrical harnesses, while GE has granted
CRMA approval to repair CFM56 combustion
chambers and multi-hole tech insertions.
Such deals are also an opportunity for
AFI KLM E&M to consolidate its provisioning
networks and to oer its clients modules
and parts repair on the engines concerned,
instead of replacement with new materials.
Without these partnerships, client airlines
would have to pay the full price for defective
parts or modules, some of which can run to
hundreds of thousands of dollars.
In the current tough economic
environment, where airlines are demanding
ever-more competitive eorts from airline
maintenance specialists, MRO providers
are vying with each other to come up
with increasingly ingenious ways to lower
maintenance charges. In the eld of engine
maintenance, diversifying and securing parts
provisioning sources and their assembly
as part of a global, integrated network is a
winning solution for all parties.
www.mro-network.com
19
ENGINE MAINTENANCE
Exit strategies for

end-of-life engines
With a large number of aircraft

engine phase-outs on the
horizon, innovative solutions
are needed to help asset
owners wring maximum value
out of ageing equipment. In
recent years several MRO
providers have responded
with dedicated end-of-life
programmes. German shop
MTU describes some of the
strategies that engine owners
can pursue.
20
o two engines are the same. Thats a fact

that all MRO shops should keep at the
forefront of their thinking when trying to lower
an operators costs of ownership and maximize
an engines value over its life cycle.
most exible way. MTU, like several other

large engine MRO providers, has responded
with a bespoke service, in its case called
MTUPlus Mature Engines Solutions, which
is tailored for operators of older engines
Todays engine maintenance customers can

choose from single solutions up to complex
and integrated oers that combine leasing,
and oers alternative services to cut engine

operating costs. Possibilities range from
Instant Power options such as leasing and
MRO services and asset management. Over the

past two years MTU, for instance, has added
some solutions beyond the traditional portfolio
of maintenance services in order to become a
one-stop shop provider for all its customers
engine needs.
engine exchange, through to Smart Repair

that combines customised workscoping and
material salvage for re-use in the customers
own engines.
With a new generation of engines

entering service and an increasing number of
phase-outs of older and current-generation
engines, operators are demanding solutions
that allow them to manage their eets in the
SQUEEZING VALUE OUT OF

AGEING ASSETS
Responding to a need for a broader range
of thrust solutions, some MRO providers
have stepped into the leasing market. MTUs
integrated leasing oer is marketed via a newly
www.mro-network.com
ENGINE MAINTENANCE
founded division, MTU Maintenance Lease

Services in Amsterdam, a joint venture with the
Japan-based Sumitomo Corporation. The joint
Martin Friis-Petersen, managing director of

MTU Maintenance Lease Services.
venture has expanded its services portfolio to

include asset and material solutions for older
and current-generation engines that are part of
MTUs MRO portfolio.
Asset value maximization eorts should

start with a thorough evaluation of the engine
and its operating environment. It enables
us to determine whether the engine can still
generate income through further operation
To cater for all customer needs, one-stop

MRO shops must recognise that engines are
also nancial assets, which in the case of
lessors and nancial institutions is of primary
or whether it is more valuable through the

remarketing of its individual parts, explains
Friis-Petersen.
Based on this evaluation, an MRO
importance. Thus specialised programmes are

required to boost an assets revenue stream
and support a smooth exit from engines
approaching the end of their lives.
MTU has been active in the engine lease
business for over 15 years now and has built
up extensive know-how in the purchasing of
engines for part-out. As such, the company
understands the market dynamics and its
provider should then decide whether to

optimise the usage of the engine or maximize
its material value, or both. A great benet for
asset owners is the fact that used material
is naturally consumed within the MTU
Maintenance network, says Friis-Petersen.
Similar to other MTU oers, MTUPlus Asset
Value Maximization is built on a modular
basis, which means that dierent ele-
eects on individual engine valuations, says
ments can be combined in such a way that
One-stop MRO
shops must recognise
that engines are
aOso nanciaO assets
which in the case of
Oessors anG nanciaO
institutions is of
primary importance.
If more value from an engine can

be extracted from its individual
parts, MTU can manage teardown
and subsequent remarketing.
www.mro-network.com
21
ENGINE MAINTENANCE
customers receive a service package tailored

to their requirements.
GREEN-TIME REVENUE
The lease-out solution is designed for engine
owners with spare assets who no longer need
engines still t for ying. Instead, temporary
income can be generated from the unused
engine by leasing it out to other parties who,
in turn, make use of the remaining green-time.
Large engine shops like MTU usually have
extensive customer bases, which can make
nding a potential operator relatively easy. The
engine owner remains in full possession of his
asset while MTU, as a one-stop shop provider,
Another option is for asset owners who

have a surplus engine, but need one with a
higher thrust or longer remaining life. In that
case they can opt for an engine exchange and
are thus able to continue operations. MTU
would receive the asset owners engine and, in
turn, provide a suitable one from its own pool.
The company also oers engine trades as well
as sale-and-leasebacks.
TEARDOWN AND MATERIALS

MANAGEMENT
The teardown of an engine and subsequent
remarketing of its serviceable parts may be
an attractive option for engine owners to
takes over the entire handling of the engine

from nding a suitable recipient, to logistical
and shipping processes, up to facilitating the
return procedures for both the engine owner
and the operator. If required, the engine can
maximise the value of their asset once the

continuation of ight operations is no longer
the best option. One-stop MRO shops should
also be repaired to the necessary standards and

congured for the needs of the new operator.
Apart from an engine lease-out, there are
other ways for asset owners to receive im-
disassembly, recovery of usable parts, parts

management and storage.
In MTUs case the material retrieved is
either consumed by MTU or sold to other
mediate revenue for engines they no longer

need. One of these is to sell the asset straight
to an engine pool provider, such as MTU,
par-ties outside the companys network of

customers. An alternative for customers
is to remain in possession of the material
whose customers or pool members may need a

spare engine at short notice.
and use it for their own purposes

whenever needed.
be able to manage the complete teardown

process, including individual workscoping,
The remarketing of individual modules

and parts is possible for asset owners who
want to sell surplus inventory. In this case,
MTU would be commissioned to evaluate
the residual value of the material and to
remarket it in serviceable condition. The
company purchases engine parts that are
in high demand as well as slow-moving
material, all of which is consumed by MTU
itself or sold via its customer network,
thereby generating income for the owner.
Should an owner need different serviceable
material for example, to reduce the
turnaround time of other engines it can
exchange unneeded parts with others from
MTUs inventory.
MTUs asset and materials management
services cover most engine types in the
companys portfolio. MTUPlus Asset Value
Maximization can be purchased for en-gines
of all thrust ranges, from the smaller CF34 to
the PW2000, the V2500 and the CFM56, all the
way up to widebody engines such as the CF6,
says Friis-Petersen.
With our combined knowledge as an
engine MRO provider, a lessor and an asset
material manager, we are able to oer
solutions that are not easily available elsewhere, he concludes.
SRPH HQJLQH MRO VKRSV DUH PRYLQJ EH\RQG WUDGLWLRQDO VHUYLFHV WR HQFRPSDVV DVVHW PDQDJHPHQW ZLWKLQ WKHLU RHULQJ
22
www.mro-network.com
Guaranteed.
As the worlds largest CFM56 engine lessor,
G581F5G81D9DD1;5CD?3?F5BI?EB55D
$855>79>5C@5391<9CDC?D?GGGC5C95
SES is a wholly owned subsidiary of CFM International
Power to Fly Now
ENGINE TECHNOLOGY
Reconstructing
the low-pressure
turbine
Rising bypass ratios mean greater burdens on the
low-pressure turbine. Larger fans need to operate at
lower speeds but also provide more power from an
architecture that is slave to stringent weight and reliability
demands. Alfredo Lpez, advanced engineering director
at Spanish manufacturer ITP, which has
been designing LPTs for two decades,
explains the key components of the
turbine system, how they have
developed and how they
will change for the next
generation of engines.
ower from a turbine drives an engines

compressor and accessories and, in the
case of engines that do not make use solely of a
jet for propulsion, provides shaft power for a

propeller or rotor. The turbine system extracts
energy from the hot gases coming from the
combustor, reducing their temperature and
expanding them to a lower pressure. To generate
the driving torque, the turbine consists of one or
more stages, each employing one row of
stationary nozzle guide vanes and one row of
rotating blades. The number of stages is normally
dened by the power that the turbine has to
deliver and the rotational speed; both parameters
depend upon the engine conguration.
KEY COMPONENTS OF THE LPT

The fundamental components of the low-pressure
turbine (LPT) are its blades. These are responsible
for the main function of the turbine: to obtain
energy from the air stream and transform it into
mechanical torque. Blades are essentially rotating
wings that receive air at high speed, around Mach
0.9, and slow it to around Mach 0.4, creating the
aerodynamic lift that generates rotation. That is the
reason why the aerodynamic design of the blades
is of paramount importance in determining the
whole turbines eciency.
The blades are subject to enormous
centrifugal forces, reaching speeds around
750 metres per second, and have to deal with
very high temperatures, around 1,200C. This
makes the design and manufacture of these
components a signicant challenge, and they are
usually manufactured from a casting of nickel
super alloys. In general they have an outer shroud
in order to force all the air ow to pass within
the blade, with ns that seal against the turbine
casing. The hub of the blades includes a platform
that determines the inner part of the ow, while
below the platform of the blade there is the r
tree, the main function of which is to attach the
blades to a disk that transmits torque created
by the blades to the shaft that drives the lowpressure compressor and the fan.
Disks are usually obtained from a forging
disk, to which the slots where the blades are
attached are machined. They are considered
critical parts of the engine, and are designed
to ensure that no failure is possible, since an
uncontained engine failure can endanger the
entire aircraft and its occupants.
The static vanes prepare the air-ow that faces
the blades in order to maximise their aerodynamic
24
www.mro-network.com
ENGINE TECHNOLOGY
Liquid penetrant
inspection of a tail
bearing housing.
Rotor blades
H
cLHQc\.7KHcKDQQHOEHWwHHQWwoYDQHVDUH
DcWXDOO\Qo]]OHVWKDWWXUQDQGDccHOHUDWHWKHow
from one row of blades to the other. The shape
of these vanes has to be designed to reduce the
aerodynamic losses that impact turbine eciency.
They are normally cast in packages, including inner
and outer platforms that dene the aerodynamic
channel of the turbine.
The casing to which the vanes are linked
through hooks determines the outer boundary
of the turbine, and is subject to tremendous heat
gradients due to the dierent temperatures that
the inner and outer skins have to endure. Located
at the inner part of the casing are the segments
that contains a honeycomb that shield the casing
from the high temperatures of the main ow path.
The last main component of the turbine is
the structure that supports the bearing system
of the shaft of the turbine. It is a radial structure
made from aerodynamically shaped struts that
are located either at the entry or at the exit of the
turbine. In some cases, this structure contains the
Higher bypass ratios have demanded

higher power from the fan and an increase
in diameter that in turn to avoid the
aerodynamic losses produced at the tip of fan
blades approaching supersonic speed have
forced a reduction in fan speed. This means
that the LPT has to do a much harder job,
providing more power at a lower RPM.
2n the rst, the fan was attached to the lowpressure spool, so the LPT had to drive not
only the low-pressure compressor, but also the
fan. For the second, selected by Rolls-Royce
(arly jet engine congurations only had one spool.

That is to say there was one turbine powering the
compressor, but in order to increase the thermal
the compressor system had to increase to levels in

which two compressor assemblies were needed.
That implied that each compressor needed to be
driven by its own turbine; the turbine driving the
lower-speed and pressure-ratio compressor is the
LPT. Compared with the high-pressure turbine, it
runs at lower temperatures and revolutions per
minute (RPM).
The advent of the turbofan led to another
change in engine architecture. Two main paths
eciency of the cycle, the overall pressure ratio of
were adopted by the engine manufacturers.
low- or intermediate-pressure compressor.
mount lugs to which the engine is attached to the

aircraft structure, making this part of the turbine a
component with a tremendous responsibility.
EVOLUTION OF THE LPT
www.mro-network.com
mainly for large civil engines, there was an extra

shaft devoted to the fan. Therefore the engine
conguration was a triple-spool assembly in
which the LPT drives the fan and there is one
more turbine between the low- and highpressure turbines. This extra turbine powers the
25
ENGINE TECHNOLOGY
QoUGHUWoLmSUoYHSUoSXOVLYHH
cLHQc\
the subsequent generation of turbofan engines
signicantly increased the bypass ratio. This
uprating demanded higher power for the fan
and an increase in diameter that in turn to
avoid the aerodynamic losses produced at the
tip of fan blades approaching supersonic speed
forced a reduction in fan speed. This means
that the LPT had to do a much harder job,
providing more power at a lower RPM (which
also lowers aerodynamic eciency).
Complete low-pressure
turbine on the assembly
line.
The only way to overcome those drawbacks

was to increase the number of stages of the
LPT to provide more power, and reduce the
aerodynamic loading per stage to maintain
eciency. This can be seen with the evolution
of the Trent engines of the dierent generation
of A330s. The current version of this airliner
uses the Trent 700, an engine that entered
service in 1995 and had a bypass ratio of
around ve, with a fan diameter of 97. inches.
It needed an LPT with just four stages.
The next generation of A330, the A330neo
will be powered by the latest Trent engine
announced by Rolls-Royce, the Trent 7000. This
engine, providing similar thrust to the Trent
700 around 70,000lb will have a bypass ratio
of 10, with a fan diameter of 112 inches. As a
result the LPT has six stages.
Increasing bypass ratios mean that the
bypass ratio the technology is inappropriate.

To illustrate the impact of this change in
size of the LPT becomes a major driver of an

engines fuel consumption, weight and part
count. For this reason some manufacturers
architecture, look at the two engine options of

the A320neo. CFMs Leap-1A has a bypass ratio
of around 11 and a fan diameter of 78 inches.
are proposing a change in engine architecture,

by disengaging the LPT (and in the case of
two-spool architecture the low-pressure
compressor) from the fan and adding a
gearbox between both shafts to allow the
turbine to run at much higher RPMs than the
fan. In a similar way helicopter turboprops
It keeps the traditional two-spool architecture

of the turbofan, with an LPT of seven stages.
On the other hand, Pratt & Whitneys PW1100G
and turboshafts have a power turbine that

provides power to the propeller or rotor
through a gearbox. In fact, the rst small
turbofans to use this technology, in the early
1970s, were derivatives of turboprops and
turboshafts that introduced a gearbox in order
to keep the same power turbine driving the
fan instead of the propeller or rotor.
With this new architecture, the turbine
running at higher RPMs becomes more
aerodynamically ecient, with a consequent
reduction of stages. However, fewer stages
and airfoils require the extra complexity of the
gearbox and its systems, so beneath a certain
26
incorporates a gearbox between the fan and

the low-pressure spool, allowing it to reach a
bypass ratio of 12, with a fan diameter of 81
inches, and a just three stages in the LPT.
LOOKING AHEAD TO THE

ULTRAFAN
Increasing bypass
ratios mean that
the size of the LPT
becomes a major
driver of an engines
fuel consumption,
weight and part
count.
Rolls-Royce recently announced its engine

for future applications, the Ultrafan.
Derived from the Trent XWB for the A350,
it redistributes work-load between the
intermediate high-pressure spools, and
introduces a gearbox connecting the fan to
the intermediate-pressure spool. The LPT
joins the intermediate-pressure turbine in
a new turbine that has to provide power for
the new intermediate-pressure compressor
and the fan.
Rotor blades
www.mro-network.com
ENGINE TECHNOLOGY
The blades are

subject to enormous
centrifugal forces,
reaching speeds
around 750 metres
per second, and have
to deal with very high
temperatures, around
1,200C.
7KLVQHwWXUELQHLVcomSOHWHO\GLHUHQWWo
those on previous Trents, as it has to run much
faster and hotter, and deliver more power, due
to the change in engine architecture. In terms
of maintenance parameters, the technologies
required are pretty similar to the ones that are
currently being used on Trent intermediatepressure turbines, because both temperatures
and RPMs are comparable. Yet maintenance costs
will be reduced compared with existing LPTs of
Trent engines, mainly by a reduction of foil count
due to the much lower number of stages.
Rolls-Royce needed a credible partner to
develop and implement the new technologies
required for this new generation of turbines.
ITP develops and manufactures gas turbine
engines, modules and components in Spain,
maintaining international cooperation with
in which ITP designed and tested both in

aerodynamic rig and in engine a new concept
of turbine with high aerodynamic loading.
This programme, ended in 2006, was partially
funded under the 5th European Frameworks
EEFAE (Ecient and Environmentally Friendly
Aero Engine) project.
ITP is currently participating in the SAGE
(Sustainable and Green Engine) project,
funded under the 7th European Framework
programme through the Clean Sky Joint
Technology Initiative. In this project, ITP has
introduced and validated several new turbine
technologies that will be applied in the
next engine generation. These include new
materials for disks and casings, new methods
to control blade utter and new attachments
of blades to disks.
The turbine technology developed by
ITP through the last two decades has been
extensively used in design and development
programmes that supported existing commercial
In early 2015 ITP and Rolls-Royce signed a

strategic collaboration agreement whereby ITP
became the supplier of the latters LPTs, and
of new high-speed turbines for Rolls newgeneration Ultrafan engines.
More recently, in July 2015, Rolls-Royce
decided to work with ITP to support a 43m
($49m) research programme to test turbine
technologies for the Ultrafan. ITP will develop
and validate intermediate-pressure turbine
and rear structure capabilities for the Ultrafan
engine demonstrator, including design,
development, testing and manufacture. The
intermediate-pressure turbine programme,
which will receive 24m ($27m) of its total
funding from the EU, is part of the wider EU
Clean Sky 2 initiative. The remainder of the
funding will come from ITP.
programmes, such as the LPTs for the Trent

XWB, Trent 1000, Trent 900 and Trent 500. ITP
has been involved in engine testing for over 15
years and currently a workforce of more than
1,100 engineers devoted to the whole life cycle
Stator nozzle guide vanes
of these products, from initial concept phase to

validation and in service support.
A low-pressure turbine on
a balancing machine.
other industrial manufacturing groups for

new aero-engine studies and designs, as well
as improvements to existing turbines. All the
stages for the life cycle of the product are
covered within ITP, from conceptual studies
to nal product design, development and
certication, manufacturing, in service support,
and maintenance and overhaul.
ITP has wide experience in developing
all the technologies required to design and
develop low-pressure and power turbines.
It has participated in Spanish and European
research programmes for more than 20 years
and has invested roughly $1.4bn in R&D to
develop over 15 LPTs, mainly for aeronautical
applications. The rst large turbine technology
programme from ITP was the development of
ANTLE (Advanced Near Term Low Emissions),
www.mro-network.com
27
ENGINE TECHNOLOGY
Trent 700 powers on
Since launching in 1995 as an engine option for the A330, Rolls-Royces Trent 700 has become one
of the 2(0s most protable engines, aiGeG by its Total&are pacNage. %ut at 0 years olG anG with
the A330neo in the ong, James Pozzi asNs if there is life in the Trent 700 yet"
hen the rst Trent 700-powereG A330

entereG serYice for &athay 3acic in
where Rolls-Royces engine share stanGs at 90

per cent of all aircraft in serYice anG on orGer.
0arch 1995, it marNeG the culmination of si[

years of Gesign anG GeYelopment from its
manufacturer, Rolls-Royce. The Trent 700,
GeYelopeG from the R%11, came after the
:hile in serYice with airlines in total, the

Trent 700s biggest operators are its launch
customer &athay 3acic with a eet of 9 Trent
700s on aircraft, anG ag carrier Air &hina,
Trent 00, an engine that faileG to gain much in

the way of momentum as a result of the poor
which usurpeG its +ong .ong riYal with 9 Trent

700 engines following a urry of A330 orGers
boGy worlG, belieYes the engines Gominance

of the marNet stems from a number of factors.
in the past 10 years. 2ther Asia-3acic airlines

incluGing, &hina (astern Airlines anG nGonesian
carrier *aruGa nternational, haYe also rampeG
up their eets of A330s with the Trent 700 as
the engine option in recent years, illustrating
the engines popularity in the region. t is
The Trent 700 has the most aircraft reYenue,

meaning you can get more payloaGs on the
aircraft because the engine has the highest
thrust aYailable. Theres also low fuel burn,
gooG maintenance costs anG more eciency
in the aircraft. 1oise reGuction is also a Ney
estimateG more than half of the worlGs Trent

700s are currently operateG in Asia-3acic anG
the surrounGing regions. A further Geepening
Gierentiator, aGGs -ohnston. The 700 has

nearly Ye Gecibels of noise aGYantage oYer
its competitors which is huge on moGern
of its footprint in Asia-3acic was reacheG
wiGe boGy aircraft you Gont normally see

Gierences liNe that.
sales of the McDonnell Douglas MD-11 it was

GesigneG to power. n contrast, the Trent 700
has been an altogether Gierent animal.
MarNeteG as the Tuietest anG cleanest
engine aYailable on the A330, the Trent 700 has
enMoyeG the lions share of sales across the past
0 years anG comes with a gooG reputation
for reliability, powering a eet of 05 GeliYereG
A330s. That rst &athay 3acic A330 remains
in actiYe use toGay anG it still has the same
Trent engine. 2Yerall, Rolls-Royce estimates it
holGs 57 per cent of the A330 engine marNet
as of March 015, oYer riYals *eneral (lectric
*( anG 3ratt :hitney 3 :, which oer
up the &) anG the 3:000 respectiYely as
competition. n 009, Rolls-Royces marNet
share was arounG 0 per cent, anG this growth
trenG looNs set to continue, with Rolls-Royce
holGing a per cent share of the future orGer
bacNlog for all A330 aircraft. This Gominance is
eYen more striNing in the A330 freighter marNet,
28
useG in the ne[t biggest region of (urope anG

&S 7 while Gwarng the MiGGle (ast 19
anG 1orth America 11.
3eter -ohnston, heaG of Trent marNeting
at Rolls-Royce, who Gescribes the A330 anG
the Trent 700 as the worNhorses of the wiGe
last December, when Rolls-Royce reacheG

the milestone of GeliYering its 1,500th Trent
700, to low-cost carrier AirAsia ;. +igh prole,
As well as its own GesignateG repair anG

oYerhaul facility in Derby, 8., Rolls-Royces
multi-billion Gollar orGers from the regions

burgeoning low-cost carriers incluGing /ion Air,
haYe since followeG. The nternational %ureau of
AYiation Data %A says 50 per cent of all actiYe
Trent 700 - 7 in total - engines are operateG
aftermarNet support oering is unGerpinneG

by a networN of 0 aliateG MR2s locateG
throughout the worlG operating unGer a Yariety
of ownership structures. )acilities in Asia3acic incluGe +ong .ong Aero (ngine SerYices
in Asia-3acic. To put the regions geographical

Gominance of the engine in perspectiYe, this
is more than Gouble that of the engines being
+A(S/ anG Singapore Aero (ngine SerYices

SA(S/, both of which are Moint Yentures
with +ong .ong-baseG MR2 +A(&2 anG SA
www.mro-network.com
ENGINE TECHNOLOGY
(QJLQHHULQJ&omSDQ\WKH052GLYLVLoQoI
Singapore Airlines, another big Trent 700
customer with a eet oI 0 engines. 2ther
large shops are run through partnerships with
American Airlines in 1orth America, Abu 'habi
baseG 0ubaGala Aerospace anG in (urope,
*erman\s 1 (ngine 2Yerhaul SerYices, which
is the newest oI 5olls5o\ces -9s. The rm,
which openeG in 007, is a -9 with /uIthansa
TechniN /+T baseG in central *erman\.
Since becoming certieG Ior the oYerhaul oI
the Trent 700 in 00, 1 has oYerhauleG
arounG 0 oI the engines at its Iacilit\ in
ArnstaGt, 0Nm south oI the cit\ oI (rIurt.
8niTuel\, the rm claims to be the onl\ engine
oYerhaul compan\ in the worlG currentl\ using
a Yertical strip techniTue on the 700, which
inYolYes positioning the engine core Yerticall\
Guring strip anG builG actiYities. AlongsiGe
the 052 proYiGers in which 5olls5o\ce has
a nancial staNe, the 2(0 has a networN oI
eTuipment faileG or reTuireG maintenance.

2ne airline that has opteG for a Total&are
maintenance contract for its Trent 700 aircraft
is TurNish Airlines. The carrier currently operates
a eet of 3 A330s powereG by the 700, with
a further passenger anG four cargo aircraft
on orGer. )or the freighter contract, which
was signeG in 0arch, the airline rearmeG
its support for the Total&are programme by
signing a contract worth $300m with Rolls-Royce.
'espite this, 'r. Ali *en, senior-Yice presiGent
of meGia relations at TurNeys ag carrier,
e[plains that Gue to the relatiYely young age of
its eet, TurNish Airlines hasnt haG a shop Yisit
from the Total&are team up to now. The Trent
700 has life limit parts //3s with a ,000 cycle
minimum. This is the reason for shop Yisit of the
engine. Engines are not e[pecteG to haYe been
remoYeG for any performance restoration shop
Yisit specically, he says.
approYeG maintenance proYiGers, which carr\

out maintenance as unGer its highl\ lucratiYe
aItermarNet programme, Total&are. There are,
oI course, some 052 rms which oer Trent
:hile there is no Gisputing that Total&are

has transformeG the 0R2 marNet for RollsRoyces engines, some critics haYe TuestioneG
whether the moGel has been gooG for the
marNet. Some argue it has haG a peMoratiYe
700 maintenance outsiGe oI 5olls5o\ces

approYeG networN, such as (g\ptAir anG (tihaG
eect, builGing resentment from thirG parties

mostly airlines at haYing to outsource
Airwa\s (ngineering Iormall\ A'AT, with the

Iormer oering 4(' anG moGule replacement.
TOTALCARE
worN to Rolls-Royce aliateG centres that

theyG rather Neep in house. There haYe
also been claims that the implementation of
Total&are anG its Gominance of the marNet
t is estimateG that more than halI oI 5olls

5o\ces annual reYenues comes Irom its
haYe createG an uncompetitiYe enYironment.

Rather than proYiGe Yiable competition to
Total&are programme. 8. business research

rm *rowth &hampions estimates the serYice
also accounts for 70 per cent of Rolls-Royces
annual prots. Since its introGuction in the
Rolls-Royce, inGepenGent 0R2s performing

engine maintenance on Trent 700s outsiGe of
its networN are few anG far between. :ith new
Trent 700 orGers Gecreasing anG the aYerage
age of actiYe Trent 700s increasing, RollsRoyce is also looNing at moGifying its Total&are
contracts in orGer to cater for this. At this time
of writing, the aYerage age of the worlGs Trent
700 eet is . years. %y region, the 0iGGle
0s, it has haG a transformatiYe eect on the

marNet, with customers paying on a cost per
engine ight hour basis to coYer the engines
maintenance. Total&ares introGuction has
shifteG the airline inGustry perception of engine
maintenance says Ale[anGer Stern, Girector
anG general manager of 13, which also oers
maintenance serYices on the Trent 00 anG
00 engines. A typical Total&are contract coYers
serYice elements such as preGictiYe maintenance
planning worN scope creation anG management,
as well as the entire o wing repair anG oYerhaul
actiYities. The benets of a Total&are pacNage on
the Trent 700 are notable for airlines. Essentially,
the contract is seen as rewarGing engine
reliability as opposeG to the pre-Total&are worlG
where 2E0s woulG stanG to benet when
www.mro-network.com
THE TRENT 700 IN NUMBERS

Launched:
0arch with &athay 3acic
Powers:
A330
Developments:
The 700E3 introGuceG in 00
incorporateG moGications GeliYering
a one per cent improYement on fuel
burn
Active engines:
1,500
Operators:
airlines 51 aircraft in serYice
incluGing Air &hina, American
Airlines, &athay 3acic, 'elta, EtihaG,
/ufthansa, ./0, 4atar, TurNish
Airlines
Total hours in service:
31 million
Longest time on wing:
0,531 hours without a shop Yisit
East has the highest aYerage age of Trent

700 at 7. years, followeG by 1orth America
. anG Europe .. 2ne concept unGer
GeYelopment is Total&are )le[, which will focus
on helping engine owners ma[imise the assets
Yalue as it approaches the enG of its life.
MAINTENANCE CYCLES
All Yariations of the Trent use a three-spool
Gesign as opposeG to the more common twospool conguration of those manufactureG by
engine competitors. %eing a lighter, shorter anG
29
ENGINE TECHNOLOGY
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Maintenance processes for the Trent
remain similar to those employeG in its
700 vs 7000
Trent 700
Thrust
72,000lb
68,000-72,000lb
&onguration
Three-shaft turbofan
Three-shaft turbofan
Bypass ratio
5:1
10:1
Overall pressure ratio
36:1
50:1
Fan
97.4 diameter
20 blades, 112 diameter
Intermediate pressure
compressor
Eight stages
Eight stages
High pressure compressor
Six stages
Six stages
Noise
29 dB
19 dB
High pressure turbine
One stage
One stage
Intermediate pressure turbine
One stage
One stage
Low pressure turbine
Four stages
Six stages
maintenance cycles in a more cost ecient way.

'espite entering serYice in , RollsRoyce says to ensure that the latest s o the
proGuction line are technologically up to Gate
on preYious engines, oering the same thrust

as the Trent anG sharing Yarious traits
with its preGecessor. $s well as sharing the
Trent s lineage, the moGel will haYe
it often Geploys GeYelopments from younger

engine programmes in the Trent family, such as
architecture from the Trent useG for the

while incorporating technological traits
GeYelopeG for the Trent ;:%. n information
earlier Gays of serYice howeYer, the increase

in aYailable Gata anG its preGictiYe capabilities
are haYing a signicant impact on maintenance
scheGules. This Gata is channelleG through
the . :eYe got Yery ecient compressor

aeroGynamics using elliptical leaGing eGge
a number of global Rolls-Royce operations

centres, which -ohnston refers to as the 6tar
technology thats been brought oYer from

the Trent ;:%, he says. 6ince the Trent s
TreN siGe of the company. These centres, the

rst of which openeG eight years ago, monitor
an estimateG , Rolls-Royce engines anG
measure an engines performance using
release Rolls-Royce has releaseG the %

rating Yersion anG, in , introGuceG the
(3, which incluGeG moGications inspireG
by the later members of the Trent family, which
generateG a one per cent reGuction in fuel burn,
anG changes to the engines compressor to meet
real-time Gata proGuceG eYery time it ies.

'ata is generateG by sensors throughout the
engine, measuring temperatures, pressures
anG Yibration leYels in Ney areas of the
power plant. %y utilising this information in
real time, it can be useG to spot trenGs anG
manage the engines on-wing health, reGucing
airline Gisruption anG saYing cost in engine
oYerhaul. The 2(M will typically haYe arounG
performance parameters on a Trent engine
such, incluGing its oYerall temperature anG
oil pressure. Theres a :iNipeGias worth a
Gata that goes into that system eYery Gay,
says -ohnston. :ere not necessarily smarter
than anyone else, but because we get a lot
more Gata from our engines than an inGiYiGual
operator can, we can spot things happening
anG we can cure them on-wing if possible anG
on the grounG eciently. The whole point of it
is the operation centre Neeps aircraft aYailability
up anG Neeps aircraft ying. -ohnston aGGs that
not only are irregularities iGentieG, but the
Gata is also useG to aiG customers to scheGule
30
Trent 7000
&$(3 emissions stanGarGs. These moGications

incluGeG aeroGynamic improYements, such
as the introGuction of elliptical leaGing eGge
compressor blaGes. 3lans for further reGuctions
are in the pipeline, with Rolls-Royce conrming
it intenGs to further the engines fuel burn
improYements by another one per cent from
in the form of the Trent (3.
THE NEXT GENERATION

/ooNing towarGs the future, Rolls-Royce has
aGGeG new engines to power a new era of
aircraft. The Trent ;:%, GesigneG e[clusiYely
for the $ with Ye Yariants, has alreaGy
amasseG more than , orGers. The
Trent , the ne[t generation of RollsRoyce aircraft engine, was unYeileG at the
)arnborough $irshow as the engine
e[clusiYely GesigneG for the $neo. $s the
seYenth Yariant in the Trent series, the engine
continues the Rolls-Royce trenG of Grawing
liNely to be compelling to airlines, the 2(M

says the 7000 will also generate just 19
Gecibels of noise arounG half the sounG
of energy of the 700 while haYing greater
reYenue-earning capability for customers.
:hile the launch of the Trent 7000 anG the
A330neo hails the beginning of the enG for
the 700 programme, -ohnston belieYes that
the ne[t generation Trent will haYe a positiYe
impact on its olGer counterpart in the near
term. :ere positiYe about the Trent 7000
anG the A330neo because it Neeps the A330
going for another chapter. t reinforces the
family anG with the aircraft being similar to
each other, theyll operate Yery well together,
he says.
2n the MR2 siGe, 6tern is similarly
conGent anG says the Trent 700 will be
13s most important engine moGel for the
ne[t three years at least. The A330neo
launch ensures that A330 aircraft will be in
proGuction for many years to come, anG the
new aircraft will operate seamlessly with the
A330ceo supporting its continueG operation
anG the Trent 700 MR2 marNet, he says.
:ith 0 years unGer its belt anG with an
annual GeliYery rate stanGing at 1 for last
year, talNing about the Trent 700 as a going
concern when it reaches its 0th birthGay
Goesnt appear all that farfetcheG.
www.mro-network.com
ENGINE TECHNOLOGY
Advanced nondestructive testing

Non-destructive testing (NDT) is
crucial to tKe verication oI tKe
integrity oI engine coPSonents
Ior EotK 052 Sroviders and
PanuIacturing coPSanies t
Srovides 052 tecKnicians and
aerosSace engineers ZitK tKe
aSSroSriate inSut to SerIorP
quality control, root-cause
Iailure analysis or coPSonent
design oStiPisation Rene
Sicard, 5 D Panager at
Tec6can 6ystePs, Srovides
an uSdate on tKe latest
develoSPents
ZZZmro-networkcoP
ero-engine coPSonents require

non-destructive testing (NDT)
insSections to Ee SerIorPed at PultiSle stages
during tKe PanuIacturing Srocess, IroP raZ
Paterial to nisKed Sroduct, as Zell as EeIore
and during 052 services TKe NDT insSection
tecKniques conducted on engine coPSonents

are varied, Eut Painly encoPSass Panual
PetKods using visual insSection, digital ;-ray,
tKerPograSKy, ultrasonic testing and eddycurrent tecKnologies +oZever, ZitK neZ
engine PanuIacturing Srocesses sucK as laser
Zelding, Era]ing and coating, Pany Sarts Kave
EecoPe e[trePely coPSle[ to insSect EeIore
and aIter reSairs
$t tKe saPe tiPe, tKe arrival oI neZ
tecKnology engines is PaNing Iuture quality
control and 052 ZorN an even greater
cKallenge NeZ turEoIans use e[otic neZ
tecKniques are iPSractical or siPSly iPSossiEle

TKis article dePonstrates soPe e[aPSles oI
tKese cases, in Sarticular Ior autoPated testing
oI engine coPSonents sucK as coPSressor
discs, engine Eearings, turEine no]]les, Ian
Elades and Ian cases
NDT OF ENGINE COMPONENTS

$ero-engines are coPSosed oI tKousands
oI Sarts, eacK one designed and IaEricated
to sustain tKe stresses tKat e[ist at dierent
Sortions oI tKe engine )or e[aPSle, Ian
Elades in tKe intaNe are oIten Pade IroP
titaniuP alloys Ior tKeir KigKer resistance to
iPSacts ZitK Eirds and otKer deEris, ZKile
turEine Elades in tKe coPEustion cKaPEer
are IaEricated IroP nicNel-titaniuP alloys to
sustain KigK tePSeratures %lades, cases,
coPSosite Paterials in tKeir construction and

contain coPSle[ D-PanuIactured turEine
coPSressor discs and Eearings are all

designed Ior SerIorPance and resistance to
tKe conditions tKey are suEMected to, and Pust
Elades $s a result, advanced autoPated NDT

insSection tecKnologies EecoPe iPSortant
solutions ZKere Panual or conventional testing
Ee controlled accordingly
4uality control occurs at dierent stages
during tKe liIesSan oI an engine 6oPe controls
31
ENGINE TECHNOLOGY
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NDT OF COMPRESSOR DISCS
MAIN SHAFT BEARINGS
+undreds oI highYalue Eearings can Ee

Iound on a t\Sical aircraIt $Pong theP the
Pain shaIt Eearing located in the engine
core Sla\s a crucial role 0ultiSle Yerications
are conducted to ensure the Tualit\ oI such
Eearings 0etallurgical diPensional and
nondestructiYe tests need to Ee done EeIore
higherYalue Eearings can Ee Sut or returned
to serYice
7he rolling surIaces oI a Eearing reTuire
Sarticular attention 'iPensional or surIace
iPSerIections can lead to SrePature
Zear Zhile structural aZs can lead to
catastroShic Iailures 7he raceZa\ oI the
inner and outer Sortions oI the Eearing
as Zell as the rolling elePent Eall roller
need to Ee insSected Zith great care 9isual
edd\ current testing are aPong the tests
t\Sicall\ SerIorPed to ensure serYiceaEilit\
&RPSUHVVRUGLVFVQHHGWREHLQVSHFWHGDW
PLGPDQXIDFWXULQJVWDJHWRGHWHFWDZVEHIRUH
iPSerIections and cracNs that Pa\ Ee

Sresent in the Eearing raceZa\s edd\
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RXWRQWKHVHSDUWVWRGHWHFWWKHWLQLHVWDZV
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current s\stePs are reTuired n this case an

autoPated edd\current s\steP eTuiSSed
Zith a relatiYel\ sPall edd\current coil is
used to coYer the Zhole raceZa\ surIace
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$gain the Eearing is held on a turntaEle and

rotated Zhile the SroEe is Eeing translated
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records the ultrasonic signals going through
the disc YoluPe and at the saPe tiPe it
coPSensates Ior an\ thicNness Yariation
32
(dd\ current SroEe holder
testing liTuid Senetrant surIace etching and
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$utoPated edd\ current s\steP
n addition to detect the tiniest surIace
andor rotated
7hese insSections Sush the edd\current
testing techniTue to its liPit reTuiring test
IreTuencies as high as 0+] to detect e[trePel\
sPall cracNs n such situations Paintaining an
acceStaEle signaltonoise ratio can EecoPe Pore
challenging iI the accurac\ oI the autoPated
s\steP does not alloZ control and retention oI the
SroSer SroEe orientation :hile dePagnetisation
oI the Sarts is essential to reduce the edd\current
signal noise leYel reliaEle aZ detection can onl\
Ee achieYed E\ controlling the accurac\ oI the
rotational sSeed and angular SroEe Sositioning
and E\ using a highSerIorPance edd\current
instruPent and SroEe
(dd\current surIace insSections are also
SerIorPed on the nished Sroduct oI other
Iorged disc coPSonents 8sing the saPe
scanner t\Ses as Ior the Eearing raceZa\s
soPe critical surIaces oI coPSressor discs
With new engine

manufacturing
processes such as
laser welding, brazing
and coating, many
parts have become
extremely complex
to inspect before and
after repairs.
no]]les and other Sarts Iound along the Pain

shaIt oI the engine can also Ee insSected
using the autoPated highIreTuenc\ edd\
current techniTue
ZZZmro-networkcoP
ENGINE TECHNOLOGY
NOZZLE ASSEMBLY TESTING
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FAN BLADES AND FAN CASES OF

NEW-GENERATION ENGINES
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C-Scan of sample engine fan blade
34
C-Scan of sample engine fan case
ZZZmro-networkFRP
ENGINE TECHNOLOGY
The future of
aero-engine
composites
In early turbofan engines

both nacelle and internal
engine components were
made from metal alloys that
oered the strength and
heat resistance required for
safety and structural integrity.
Yet these metal engines and
casings were extremely heavy,
noisy and corrodible, and
required extensive amounts of
maintenance. Amelia Hawkes
of Hexcel describes how
composites solve many of
those problems, and how they
are nding their place in more
parts of the engine.
www.mro-network.com
omposite materials oer lighter

solutions with the same strength as their
metal alloy counterparts, yet with many added
benets such as corrosion resistance, less
maintenance, better sound attenuation, greater
design freedom and longer life-spans. While not
maintenance. Composite materials made from

carbon and glass bres, aramid papers and
high-temperature resins have revolutionised
currently suitable for the extreme temperature

zones of the engine those above 315C
composites are an ideal replacement material
for casings, fan blades, nacelles and other
engine parts not subject to such high operating
temperatures.
1acelles rely heavily on carbon-bre

reinforcements for the structural integrity of
the assemblies. So-called prepregs are preimpregnated composite bres where a matrix
material, such as epoxy, is already present.
The typical prepreg material is then laid into a
form and cured in an autoclave to become solid
parts that are lighter than metals while just as
strong and corrosion resistant. Carbon-bre
epoxy prepregs account for typically half the
COMPOSITES IN NACELLES
1acelle manufacturers were the rst on
the aircraft to adopt signicant amounts of
composite materials. By the 1970s designers
had turned to composites for weight-savings
on the large nacelles required by the new
generation of high-power turbofans. Todays
nacelles are made primarily from a variety
of composite materials rather than metals
in order to not only save weight, but to also
provide superior sound protection and less
the way the modern nacelle is constructed.
STRUCTURAL ADVANTAGES
volume of the entire nacelle structure including

the inlet cowl, fan cowl, and thrust reverser.
Toughened epoxy prepregs, such as Hexcels
HexPly 8552 and HexPly M91 epoxy matrices,
are used in structural applications that require
high strength, stiness, and impact tolerance.
A recent innovation in reinforcements
is Hexcels HiTape dry carbon-bre
35
ENGINE TECHNOLOGY
reinforcements, which save cost via out-ofautoclave processing and are designed for
the automated manufacture of preforms at
very high deposition rates. Parts produced
with HiTape reinforcements and infused with
HexFlow RTM6 resin can be up to 30mm
thicN and have a high bre volume content
of 58 to 60 per cent, which endows them
with mechanical properties as high as those
achieved with primary structure prepregs.
Honeycomb provides added stiness and
strength to sandwich structures with virtually
no added weight. Honeycomb for aerospace
is made of a variety of materials including
breglass, carbon, aluminium and aramid
mechanical papers. In addition to its structural
properties, honeycomb is an ecient energy
absorber which can be used for airow
control, sound attenuation and dielectric
applications. Honeycomb is used as an inner
structural material within most components of
nacelles including the inlet, fan cowl assembly,
thrust reverser and acoustic liners. Hexcel was
the rst company to manufacture honeycomb
on a commercial scale, over 50 years ago, and
the company continues to add functionality to
core products. Major nacelle manufacturers
around the world design their components
using Hexcels HexWeb HRH-10, HRH-36, CRPAA and HRP cores.
NOISE AND HEAT SHIELDING

In recent years Hexcels HexWeb Acousti-Cap
noise-reducing honeycomb has enabled aircraft
engine designers to achieve superior acoustical
performance, including dramatic noise
reduction during takeo and landing, without
a weight penalty. This advanced honeycomb
consists of a permeable cap material
embedded into a honeycomb core to create
an acoustic septum. Rather than sandwiching
this acoustic septum between separate sheets
of honeycomb, Acousti-Cap honeycomb is
created by inserting a permeable cap into each
individual cell of a single honeycomb sheet. This
enables designers to keep the panel structure
simple and consistent from an acousticabsorption perspective. Another key feature of
the HexWeb Acousti-Cap product is the ability
to seam the various honeycomb segments
forming the blanket using a technology that
keeps the seam invisible acoustically. This
has been shown to have a signicant noise
reduction benet on all engines using it. For
36
HiTape dry bre reinforcement being manufactured

into a preform through automated layup
the end user, this equates to lower landing

fees at airports, improved cabin comfort and a
reduction in other acoustic treatments, which in
turn lowers weight and costs.
Advancements are continuing to be
made with heat-resistant honeycomb.
Hexcel continues to innovate upon its re
resistant HexWeb HRH-327 honeycomb
with re resistance up to 260rC500rF. The
next step, HexSHIELD, inserts a thermally
resistant material into honeycomb cells.
This combines the structural and formable
benets of honeycomb with thermal resistance
performance and can be combined with various
facing materials.
COMPOSITE BLADES
One advance in aero-engine design has been
the application of composites technology to
more complex structures within the engine
itself. The Rolls-Royce RB108 was one of the
rst aero-engines to be manufactured using
composites technology. Designed in the early
150s, the engine had glass-bre compressor
rotor blades and casings.
Todays nacelles
are made primarily
from a variety of
composite materials
rather than metals
in order to not only
save weight, but to
also provide superior
sound protection and
less maintenance.
Typical engine component applications for

composite materials include the fan blades,
nose cone, containment casing and outlet guide
vanes. Virtually all that can be seen externally
on a modern civil aero-engine is composite, yet
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ENGINE TECHNOLOGY
composite materials represent only about 10

per cent of an engines total weight.
One of the most eye-catching
decreased maintenance needs and, now,

sucient toughness.
In the 1990s the GE90, which powers the
developments in recent years has been the

successful implementation of the carbonbre fan blade on turbofan engines. The
road has not been easy in developing these
carbon-bre composite blades, though,
and has spanned spanned six decades of
troubleshooting. Early engineers understood
the laminate properties of carbon bre, but
777, became the rst commercial turbofan

engine to successfully implement epoxy
carbon composite fan blades. Through the use
of carbon-bre blades, GE was able to reduce
the number of blades from 36 to 22 thus
had to face a learning curve in putting this

material into a highly dynamic environment on
such a fast-rotating component. The blades
not only had to resist high centrifugal loads
without distorting or creeping over time, but
also had to withstand bird strikes and be
repeatable in manufacturing.
The industry standard has long been
which theyendured more than 180 bird strikes

with only one blade rendered unserviceable.
Hexcels toughened HexPly 8551-7 epoxy
matrix is the only qualied system for the
GE90 programme.
For higher-temperature applications
titanium fan blades which are strong and, for

the most part, corrosion resistant. Titanium
blades require a complex layup and fusion
manufacturing solution, but perhaps their
greatest disadvantage is their weight and
diculty to repair. Carbon bre blades oer
a lighter solution to save on fuel, greatly
reducing overall engine weight signicantly.

The impact resistance of these composite
blades was proved over the next 15 years, in
engine are built by 3D weaving Hexcels HexTow

carbon bre and then injecting this with a
resin transfer molding (RTM resin. This new
3D woven RTM technology reduces the weight
of the fan module by about 500lb per engine,
and also enables blade geometries that are
challenging to produce with titanium. These fan
blades are highly impact resistant and said to
be so durable that they will have no life limits
and be maintenance free.
In June 2013 Hexcel and Safran (parent
company of Snecma signed a long-term
contract for the supply of composite materials
for LEAP-1 engine programmes. The contract
included Hexcel HexTow IM7 carbon bre
which is used to manufacture all LEAP-1 engine
fan blades and containment cases, including
Bismaleimide (BMI resin systems, such as

HexPlyM65, are increasingly being used.
Other components within the engine, such as
fan casing, outer guide vanes, platforms and
the LEAP-1A selected for the A320 NEO; the

LEAP-1B selected for the 737MAX and the
LEAP-1C selected for the COMAC 919.
In response to increasing demand for
fairings, are also converting to composites.

The LEAP-1 engine developed by CFM
International, a joint venture of Snecma and GE,
is one of the rst single-aisle aircraft engines
better RTM resins, Hexcel recently launched
to use a composite fan. The fan blades on this
stability, making it particularly suitable for
the HexFlow RTM230 ST RTM resin. This

resin combines high in-plane and impact
performance with good long-term thermal
ENGINE TECHNOLOGY
The Rolls-Royce containment cases that

house these new fan blades are supported by
Hexcels intermediate modulus carbon bre
in conjunction with a Hexcel out-of-autoclave
resin system. This extensive use of composite
materials in the containment case design
saves weight and enhances eciency for nextgeneration engines.
THE FUTURE OF TOOLING

In 1991 GE and Snecma created a jointventure named CFAN to meet the challenge
of manufacturing high-precision parts with
advanced composites. CFAN introduced the
GEnx1B engine into production in 2005 and the
GEnx2B in 2007. More than 20,000 composite
fan blades have now been produced by CFAN.
Supporting ongoing improvements in
composite blade production, CFAN required
innovative tooling materials to handle the
production rates. CFAN chose Hexcel HexTOOL
tooling materials to manufacture composite
fan blades for the GE90 and GEnx engines.
After studying various tooling materials over the
space of a 22-month evaluation, CFAN selected
HexTOOL M61, Hexcels quasi-isotropic tooling
material. This material demonstrated high levels
of tool dimensional stability, excellent vacuum
integrity and tool durability. The HexTOOL material
has been able to meet strict requirements for
stability and repeatability of tolerances previously
accomplished by machined Invar tools. Improving
upon metal counterparts, HexTOOL demonstrates
improved thermal performance as well as a
signicant reduction in weight.
LEAP engine with titaniumedged carbon bre blades
engine components such as fan blades and

cases, spacers and outlet guide vanes. HexFlow
RTM 6T resin provides the added benet
of a 45-minute injection window for easier
processing. The system also demonstrates
resistance to aggressive uids including
commonly used solvents and aviation fuel.
Rolls-Royce has also developed a composite
fan blade made from carbon bre with a titanium
edge. The CTi fan blade for new-generation,
lightweight turbofan engines uses Hexcels HexPly
M91 epoxy prepreg. This prepreg is supplied as
slit tape for the automated lay-up of the blades
complex aerodynamic shape that is engineered
with a constantly changing thickness across the
blade length. The blade, which is thinner and
lighter than titanium fan blades, is currently
undergoing ight tests.
38
One of the
most eye-catching
developments in
recent years has
been the successful
implementation of the
carbon-bre fan blade
on turbofan engines.
INNOVATIONS TO COME
The composition and construction of turbofan
engines and nacelles has come a long way since
rst going into commercial production. The use of
composites within these structures has reduced
the overall weight of aircraft signicantly as well as
improved performance and lifespans. Technology
continues to move forward in composites to
improve upon sound attenuation, heat resistance,
weight reduction and overall performance.
Engine service temperatures are increasing
to meet fuel consumption and emissions targets.
The use of composites in engines is forecast to
continue increasing as well, particularly in the hot
areas of the engine. Composite manufacturers,
including Hexcel, are now pushing to develop
higher service temperature materials to meet the
evolving needs of the engines of the future.
www.mro-network.com
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ENGINE TECHNOLOGY
A new dimension for

engine inspection
Visual inspection is a critical component of aerospace maintenance and operations. Inspection
technology is evolving rapidly alongside advances in cloud, big data and mobile technology. As a
result, inspectors are able to make faster and more accurate decisions to minimise unnecessary
downtime. Explaining how the latest 3D imaging technologies can streamline engine inspection are
GE Measurement & Controls Clark Bendall, remote visual inspection technical product leader, and
Tom Ward, senior product manager for new technologies.
ith the visual measurement technology
technologies allow the real-time use of a 3D
available today, remote video borescopes

are complementing or, in some cases, replacing
other non-destructive testing (NDT) methods. In
point cloud to check measurement setup and

ensure accuracy of cursor placement. This ability
to check work and deliver exact measurements
the past inspectors could identify potential aws

or cracks in the engine and capture images, but
now advanced video borescopes can measure,
map and analyse these indications in a threedimensional (3D) format, and also share images
and data wirelessly with remote experts.
is not only critical for aerospace inspection, but

also to train employees and entrust inspection
tasks to less experienced inspectors.
The emergence of video borescopes
equipped with 3D measurement technology
and wireless connectivity has transformed
aerospace inspection and helped transition
knowledge and skill-sets to the next generation.
Traditional methods, such as stereo and

shadow measurement, have a greater potential
for inaccuracies. When an inspector works with
a two-dimensional (2D) image, there often isnt
enough detail or depth to ensure the cursor
is set correctly. In contrast, 3D measurement
40
IMPROVING INSPECTION
EFFICIENCY WITH 3D
Most inspections start with a general visual
assessment, or general inspection, looking for

indications such as dents, pitting or coating
loss, that require quantitative assessment.
In the past, measurement optical tips were
limited in terms of brightness, depth of eld,
or eld of view and not suitable for general
inspection. This led to inecient workows
where, upon nding an indication using a
non-measurement optical tip, the probe was
withdrawn, a measurement tip was attached,
and the inspector would try to navigate back
to the indication to perform a measurement.
The process was then reversed to continue
the general inspection. In addition to being
inecient, often the indication couldnt be
found a second time for measurement.
www.mro-network.com
ENGINE TECHNOLOGY
Traditional borescope-measurement means

capturing a 2D image using a measurement
tip, then positioning cursors on that image
to perform the measurement. With 3D
technologies, the borescope system computes
3D coordinates at the cursor positions to
perform the measurement calculations. The
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PHDVXUHPHQWWRPHDVXUHDQDUHDRIFRDWLQJORVV
accuracy of these 3D coordinates is aected

by many factors including object distance,
viewing angle, glare, noise, and brightness. In
addition, surface contours, viewing perspective,
shadowing and surface discolouration can
lead to improper cursor placement due to
misinterpretation of the viewed scene. For
example, the measured depth of a dent at
the root of a blade can be drastically aected
by cursor placement due to the curvature of
the surface, which is dicult to assess from a
2D image. These limitations can lead to costly,
unnecessary engine removals or the continued
operation of assets with out-of-limits indications.
Therefore it is critical to mitigate these
risks with 3D point-cloud visualisation, and
inspectors are now transitioning to borescope
technologies that provide this capability. Two
such technologies available today are 3D
Phase Measurement (3DPM) and 3D Stereo
Measurement (3DST).
The former combines bright, full-screen
viewing optics for general inspection with
on-demand measurement upon nding an
indication. This streamlines the inspection
process by reducing or eliminating probe
withdrawals for tip changes and ensures that
indications found during the general inspection
are quantitatively assessed with precision.
Here a 3D point cloud visualisation helps
an inspector correctly position cursors to
accurately measure blade to shroud distance.
Known as phase shifting, 3DPM uses a
triangulation technique, well known in optical
metrology. Detachable 3DPM optical tips use
a miniaturised LED-based system to project
a series of shifted line patterns onto the
viewed surface. Images of these patterns are
captured and processed to compute a full 3D
map of the surface.
Just like 2D stereo measurement, 3DST
utilises stereo optics to match two views of a
surface from slightly dierent perspectives.
3DST then computes a 3D coordinate for
every matched pixel prior to the start of the
measurement process, resulting in a full 3D
surface map.
www.mro-network.com
The 3D surface maps produced by 3DPM and 3DST allow the system to display a 3D point-cloud
visualisation, or point-cloud view, of the 3D data that underlies the computed measurements along
with the cursor locations on the 3D surface. This allows the inspector to make several critical accuracy
checks that are dicult or impossible to make using the 2D image alone. These assessments include
1RLVHOHYHOIndications such as small pits,
dents, and grooves where serviceable limits
can be as small as 0.003 in depth, pushing
the capabilities of borescopic measurement
systems. Its very dicult for inspectors
to determine from a 2D image whether
the system is actually resolving the depth
of the feature or if the measured depth
is the result of noise in the data. The 3D
point-cloud view allows the inspector to
see whether the feature is well resolved or
hidden in data noise.
'HHSHVWSRLQWWhen measuring the depth
of a feature, its important to ensure that the
measurement is taken at the deepest point.
A selectable 3D depth-map view colours the
point-cloud data according to its distance
from the depth-measurement reference
plane. This allows the inspector to ensure
that a cursor has been properly placed at the
deepest point on the feature.
5HIHUHQFHSODQHDFFXUDF\ Accurate
measurement of features, such as tip curl,
tip clearance, root dents and platform osets
relies on establishing an accurate reference

plane. Surface curvature or data noise can
cause the reference plane to be tilted or
oset, yielding inaccurate results. The 3D
point-cloud view includes a reference-plane
border that ensures the reference plane is
aligned with the reference surface.
'DWDTXDOLW\ *lare, reections, and
surface nish can all cause areas of localised
inaccurate data. The 3D point-cloud view
reveals these issues so that cursors can be
moved away from them or the image can be
re-captured if needed.
&XUVRUSODFHPHQWWhen measuring
on a discontinuous surface, such as the
edge of a blade, an inspector may think
he has placed a cursor at the edge of one
surface when the coordinate is actually
on another surface adjacent to the edge
in the 2D image. This can result in large
measurement errors that may not be
obvious when viewing the 2D image. With
3D measurement inspectors can check their
cursor placement in 3D to avoid errors.
41
ENGINE TECHNOLOGY
When selecting a measurement technology

to use in a given application, there are several
factors to consider. Due to its high-quality imaging
A D SRLQW FORXG KHOSV LQVSHFWRUV LGHQWLI\ DQG PHDVXUH WKH WUXH GHSWK RI
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and measurement-on-demand capability, 3DPM

is preferred in most applications where a 6.1mm
diameter probe can be used and surfaces are
not too reective. Applications requiring a .mm
or .mm probe or those that involve highlyreective surfaces are better served by 3DST.
Together, 3DPM and 3DST are complementary
solutions that bring the benets of advanced
3D point-cloud visualisation to a wide range of
inspection applications.
A 3D point cloud helps inspectors identify
and measure the true depth of an indication at
its deepest point.
REMOTE COLLABORATION
IMPROVES DECISION MAKING
When critical assets depend on accurate
measurement, it may be time for a second
opinion. Advanced video borescopes equipped
with 3D visualisation technologies are also
equipped with wireless connectivity and
collaboration software to connect inspectors in
the eld to analysts anywhere in the world via
secure internet connections. Senior inspectors
can provide direction and feedback from their
desks, reducing travel time, costs and downtime.
Additionally, using a smartphone-like device
with a touchscreen allows inspectors to ditch
paper reports and USB drives, allowing them to
work through issues directly on the device and
share data as its collected with osite teams and
experts. These new devices streamline the data
sharing, analysis and reporting process and help
inspectors make better decisions, save time and
share best practices.
Imagine an airline that recently adopted a
new engine technology with more lightweight
components. During a routine engine inspection
an experienced inspector has a question about
a wear pattern he hadnt seen before. Out of an
abundance of caution the ight line maintenance
team uses video collaboration software to share
the live inspection with remote experts from the
aircraft and engine manufacturers. During this
virtual collaboration and inspection, the team
is able to resolve the concern and identify the
cause of the wear pattern.
3D Stereo Measurement allows inspectors to
compare visual images to a 3D point cloud sideby-side in real time. Here an inspector uses area
measurement to measure an area of coating loss.
42
www.mro-network.com
ENGINE TECHNOLOGY
3D Stereo Measurement allows inspectors to

compare visual images to a 3D point cloud sideby-side in real time. Here an inspector uses area
measurement to measure an area of coating loss.
Also consider an aircraft that has been

grounded at a remote airport for foreign
object damage F2D. The inspector identies
an indication inside the engine, but is unsure
whether its serious enough to require the
aircraft to be taken out of service for an engine
Live video inspections can now be viewed in
In the aviation industry, the costs associated

with an incorrect serviceability decision,
environment and remote collaboration tools allow

two-way collaboration and image annotation with
eld inspectors in real time using wi- connectivity.
whether its grounding a plane, pulling an

engine unnecessarily or allowing a plane to
y with an out-of-limits condition, can be
enormous. These costs and risks drive the need
the indication from several dierent angles and

use 3D phase measurement to conduct a depth
measurement of the indication. Ultimately, they
conclude that the indication is within acceptable
tolerances and release the aircraft to return to
service. By avoiding an unnecessary repair, the
team saves tens of thousands of dollars and
Visual inspections had previously been disjointed

and plagued by paperwork and travelling costs
when calling in experts from various locations to
conrm a conclusion. Now measurement tools are
more accurate and second opinions are as simple
as a video conference.
Further, as skilled, experienced inspectors
retire along with their extensive knowledge of aws,
cracks and maintenance regulations, younger
inspectors need more exposure to both the
process and the experts in the eld. Collaboration
tools are not only familiar to younger inspectors
with smart phones and various digital devices, they
also help them quickly acquire the skills needed
to do their jobs. These tools can connect younger
inspectors directly to remote experts while they
several days of downtime.

By putting extra eyes on inspections, aviation
operators benet from greater expertise,
improved probability of detection, better
inspection productivity and overall reduced costs.
are in the eld inspecting various aviation parts so

that they can receive live coaching and training.
They can also verify the measurements they are
making and run decisions or questions by the
team supporting from the oce.
overhaul. Needing a second opinion, the

inspector initiates a live inspection session
with an experienced inspector and the eet
maintenance supervisor back at the home shop.
The experts access the session from a laptop
computer and project it onto a conference room
screen so several people from the shop can look
at the damage and weigh in on the decision.
They direct the inspector in real-time to look at
www.mro-network.com
BOOSTING CONFIDENCE
real time from a PC, tablet or smartphone across

the room or around the world. Todays connected
for technologies to improve decision-making

accuracy while minimising downtime.
Many serviceability decisions are based on
borescope measurements, so 3D point-cloud
visualisation technology allows inspectors to
avoid many of the common pitfalls of traditional
measurement approaches by letting them see
the quality of the 3D data. This gives inspectors
more condence in their data, and asset owners
more condence in the serviceability decision.
Advanced 3D visual inspection technology
is not only solving a major challenge regarding
the ageing workforce and talent gap, its helping
inspectors do their jobs better and make more
informed, accurate decisions while reducing
unnecessary downtime. While inspections are
only one component in aviation maintenance
and repair, inspection technology advances are
dramatically improving aviation operations and
keeping aircraft in the air longer.
43
ENGINE TECHNOLOGY
Design for
manufacturing
The quick ramp-up of new engine output means that component suppliers need
condence in their production processes if dela\s are to Ee aYoided. 6oftware tools can Yirtuall\
test such processes Eefore metal is eYer machined while closer collaEoration Eetween design and
manufacturing departments can also consign earl\-run production glitches to histor\. Bjrn Bergenlid,
director chief engineering oce at *.1 $erospace (ngine 6\stems e[plains this new philosoph\.
A
t *.1 $erospace (ngine 6\stems in

Trollhttan 6weden a team of design
and manufacturing engineers work together to

deYelop comple[ faEricated components that
meet the standards of modern manufacturing.
This Design For Manufacturing concept (DFM)
is Eased on the e[perience and Eest practice
learned from a range of deYelopment
programmes oYer the last decade.
:hen production of the new turEine
e[haust casing (T(&) for the $neos 3:
engine Eegins at Trollhttan it will enter a
highl\-adYanced large-scale manufacturing
process. $spects of its construction will include
/aser welding of comple[ geometries and
Yar\ing thicknesses in Ei-metallic super-allo\s.
weld Moints all welded with full automation.
44
Four faErication leYels manufactured using

D scanning and la\-out techniques to
manage Yariation.
8se of automated F3 and automated digital
;-ra\.
FiYe-a[es precision machining in Ei-metallic
super-allo\s.
The equipment used to achieYe this is not
manufacturing took a Eack seat. To improYe

this situation a new wa\ of working has Eeen
deYeloped so that the process from design
and deYelopment to production Eecomes as
seamless as possiEle.
:e put together a proMect team where
we made sure that the designers and the
manufacturing engineers were located as close
to each other as possiEle or were easil\ aYailaEle
new Eut it is Eeing emplo\ed in noYel wa\s.

This results from a new deYelopment process
in which design engineers and manufacturing
engineers haYe worked as a comEined team for
the past Ye \ears.
to each other sa\s chief engineer Marcus %org.
t hasnt alwa\s Eeen so. n the past

design engineers quest to deYelop the optimal
product sometimes meant that ease of
on the same mental waYelength. n other

words eYer\one in the proMect team must haYe
the right approach to the MoE on which the\ are
That alone was a success factor its Yer\ good

to haYe colleagues close E\ when issues arise or
there are proElems that need solYing.
$YailaEilit\ is important Eut so too is Eeing
www.mro-network.com
ENGINE TECHNOLOGY
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$utomated faErication of a
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disciplines need to make compromises on
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7he important thing has Eeen to agree on
design solutions which meet all the product
requirements and where the components
can Ee manufactured in an eectiYe wa\ ts
denitel\ a process of giYe and take
&hief manufacturing engineer .las
2scarsson was also part of the eorts to
improYe produciEilit\
:eYe Eenetted greatl\ from Eeing aEle to
Ering in .las and his team when weYe needed
to discuss manufacturing issues so that we
dont design something that is oYerl\ comple[
to manufacture sa\s %ergenlid 7heres a
great d\namic in the team +is role has Eeen
the integrator of all this knowledge that the
manufacturing engineers normall\ haYe
SHARING TOOLS
While getting engineers from the design
and manufacturing Eranches together has
Eeen signicant it has Eeen equall\ important
to make sure Eoth groups haYe access to the
same predictiYe technolog\
$ maMor adYance in the process has Eeen
to giYe manufacturing engineers the same
&$' and &$( tools to which their design
colleagues haYe access
1ormall\ the design engineering
communit\ has all these tools and the\
anal\se strengths and stresses in new
components 1ow the manufacturing
communit\ has the same capaEilit\ Eut
applied to the manufacturing aspects
sa\s %ergenlid
7hese software tools look at dierent
facets of the manufacturing process $ /eYel
software tool for e[ample will calculate
the stresses and deformations imposed on
a component while it is Eeing manufactured
$ /eYel tool will predict how much material
is reall\ Eeing melted when it is welded
$ccuratel\ predicting these aspects of
manufacturing allows the manufacturing
www.mro-network.com
We put together
a project team where
we made sure that
the designers and
the manufacturing
engineers were located
as close to each other
as possible.
Marcus Borg, chief engineer, GKN
engineering communit\ not onl\ to calculate

whether a particular operation is possiEle Eut
also to test it Yirtuall\ Eefore a decision is
taken to go ahead in real life.
$ll this work came together on the 3ratt
Whitne\ 3W the engine for the new
$neo. 7hats reall\ a milestone for us
getting the product right rst time instead of
haYing the classic runin proElems where \ou
haYe to produce a lot of products Eefore \ou
can reall\ run it through our factor\ without
an\ changes to the product sa\s %ergenlid.
*earing up quickl\ for the geared turEofan
7he 3W* programme with its man\
Yariants is crucial for *.1 $erospace. 0an\
engineers up to to at a time haYe Eeen
and are still highl\ inYolYed. 7he protot\pe
$neo on which the 3W Yersion
will Ee tted rst ew in late spring and the
programme is due to ramp up Yer\ quickl\
with aircraft a month due to roll out E\ the
second quarter of ne[t \ear.
7hat means a minimum of engines
a month and 3ratt Whitne\ is oEYiousl\
an[ious that its suppliers such as *.1
$erospace can keep up with the pace. 3ratt
Whitne\ is Yer\ concerned that the ramp
up of this programme is done according to
plan sa\s %ergenlid. f nonconformance is
discoYered in an\ component it will haYe to go
into a repair loop where it can Ee reworked.
7hat causes dela\s not onl\ to that indiYidual
component Eut to the ow of parts coming
down the production line Eehind it.
45
ENGINE TECHNOLOGY
7urEine aero-engine frame

manufacturing at *.1.
([perience of the worN done so far has

proYided consideraEle reassurance for those
responsiEle for coming deliYeries.
:ere Yer\ open with our partner 3ratt
:hitne\ showing them how eYer\ product
is Eeing manufactured in our factor\ shops
sa\s %ergenlid. 7his means that 3 : sees
the condition of the components as the\
are Eeing manufactured not Must when the\
arriYe at their own production facilities for
assemEl\ on the powerplant.
:hen components are welded together
theres alwa\s a risN of generating anomalies
in the weld. $nd if a weld is outside stipulated
geometric tolerances time-consuming
reworNing is necessar\.
6ince a 7(& contains more than welded
Moints it is essential that no aws are included
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eas\ to translate it to a compan\s operational
in the components structure. 1ew software

tools haYe the aEilit\ to calculate that if the
components are positioned in certain wa\s
errors are more liNel\ to occur. 7hat allows the
management s\stem.
:e are sometimes oYercondent that
eYer\thing can Ee written down as instructions
and specications cautions %org.
:hat we are doing relates to soft issues
7he Yalues of talNing to one another Eeing
design engineers to stipulate that welds should

Ee placed in Eetter positions. 7his has led to
$s the materials technolog\ inYolYed in

producing aircraft components eYolYes so
e[ceeded all e[pectations. 7he numEer of

non-conformances has Eeen e[tremel\ low
Ealanced and haYing the right approach are

underestimated. :e need to haYe a team
and manufacturing engineers need to Ee part
of it Eecause the\ are Must as important as
aerod\namicists and stress engineers.
particularl\ Eearing in mind that this is a totall\

new product that incorporates the application
of new process technologies.
prepared to compromise. t is as important

to haYe the Eest leaders as it is to haYe the
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accommodate the positioning of a weld or the
certain geometr\ of a component.
7he results of the new approach haYe
7he rst engine to test had Ye nonconformances which was Eetter than eYer
Eefore. 6ince then there has onl\ Eeen a
handful of non-conformances per component.
$ consideraEle numEer of 7(&s haYe Eeen
deliYered without a single non-conformance
eYen among the rst deliYeries sa\s %org.
7his success has Eeen noted E\ e[ternal
customers who are dependent on the smooth
performance of *.1s manufacturing especiall\
during the 3:* ramp-up that will taNe
place oYer the ne[t few \ears. *.1 $erospace
will deliYer more than 7(&s in Eut E\
that gure will haYe increased si[-fold.
REPLICATING THE PROCESS

6o how eas\ it is to emulate this integrated
wa\ of worNing" 8nfortunatel\ it is not alwa\s
46
(Yer\one needs to contriEute and Ee
Eest engineers.
Weld simulation results for a

fabricated engine component.
far fewer welding aws and a more streamlined

production process.
MOVING ON FROM METALS

too must the predictiYe tools used to checN
their Tualit\.
:hats important to our deYelopment
teams right now in terms of research and
technolog\ is that the predictiYe tools that we
haYe up and running are mainl\ dealing with
metallic solutions. 6o were maNing the same
Mourne\ Eut looNing at the composite wa\ of
doing things sa\s %ergenlid.
n parallel with that were adding predictiYe
tools for additiYe manufacturing. :e haYe
a strateg\ that when we deYelop a process
nowada\s we alwa\s tr\ to generate a
predictiYe tool for that new process he adds.
$nd it is not onl\ on new programmes
that the software tools can Ee used the\ can
Ee introduced to e[isting legac\ products to
improYe leYels of produciEilit\ there too.
$ccording to +enriN 5unnemalm head
of engines technolog\ at *.1 $erospace
(ngine 6\stems the new s\stem has proYed
its Yalue. ts a process thats definitel\
here to sta\ and Ee part of our future
deYelopment he sa\s.
www.mro-network.com
ENGINE TECHNOLOGY
Big data
for PW1000G
support
With 37,000 cycles and 21,000 hours of testing under its belt, Pratt & Whitneys Geared Turbofan
(GTF) engine family is nearing service entry on the A320neo, Bombardier CSeries and Mitsubishi
5egional -et +uge volumes of data have been generated by the testing and certication Srocesses,
Zhich include ,000 hours of ight testing, and eective analysis of this information is Ney to Pratts
Serformance and service oering
ratt & Whitney facilities have now started
worN on a bacNlog of about 7,000
PW1000 Geared Turbofan (GTF) orders,
building Sroduction engines to suSSort aircraft
deliveries to launch oSerators GTF customers
have been Sromised Serformance benets
including a 1 Ser cent reduction in fuel
consumStion a 7 Ser cent smaller noise
footSrint 0 Ser cent lower regulated

emissions and Ser cent fewer airfoils
BIG DATA FOR BIG ENGINES

With more than 0 Pratt & Whitney commercial
engine customers and 10,00 active, installed
large commercial engines ying around the world,
Pratt & Whitney has been collecting and studying
enormous amounts of data to accurately monitor
the health of its customers engines.
In the Sast few years, Pratt & Whitney has
taNen several strides forward to e[Sand its
Sredictive analytics caSabilities, allowing the
comSany to Srovide earlywarning detection
www.mro-network.com
and imSroved visibility of the overall health of

an oSerators engine eet.
In 201 Pratt & Whitney Siloted 1
dierent big data analytics SroMects to imSrove
engine Serformance and service oerings
for customers. In one of its most successful
develoSment SroMects to date, the comSany is
building a Sredictive model to monitor engine
event Serformance, and fostering an increasingly
Sroactive aSSroach to maintenance Slanning.
This intelligence can helS oSerators oStimise
eet oSerations and reduce maintenance costs.
The SroMect, which initially focused on
oSerational and system health information data
from PW000 100 engines, has been e[Sanded
to encomSass similar data for all PW000 engine
models. To e[Sand the Srogramme further, Pratt
& Whitney is Slanning to collaborate with an airline
customer to oStimise Srocesses and develoS
critical model Serformance metrics. In a seSarate
SroMect, a similar Sredictive analytics model is being
built to suSSort the 9200 engine eet.
To incorSorate both academic and

industryleading e[Sertise, Pratt & Whitney
is collaborating with IBM, the Massachusetts
Institute of Technology Leaders for Global
2Serations, and the 8nited Technologies
Research Center.
2ther SroMects include oStimising Pratt
& Whitneys engine leasing business, and
enriching the shoS visit allocation Srocess
across Pratt & Whitneys Sartner networN.
These SroMects will advance Pratt & Whitneys
service caSabilities, leading to tangible value
in service oerings for customers.
1o two aircraft oSerators are the same
each has a dierent mi[ of aircraft and
engines, and oSerates dierent geograShic
routes in dierent environmental conditions.
+owever, sSecic engine data can helS each
manage its engine eet better, allowing Pratt
& Whitney to ma[imise a customers sSecic
engine Serformance and time onwing, while
maintaining Sredictable MR2 sSend.
47
ENGINE TECHNOLOGY
PREPARATION IS EVERYTHING
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VXFKDVSUHGLFWLYHDQDO\WLFV3UDWW :KLWQH\LV
conducting a variety of other initiatives to ready
the aftermarNet business for the GTF engine,
develoSment of which is on schedule in every
resSect. $s a result Pratt is now focused on
nalising all asSects of customer suSSort.
Pratt & Whitneys , yearround Global
OSeration Center GOC has been a cornerstone
of its aftermarNet business for more than two
decades. 1onetheless, in SreSaration for GTF
aftermarNet business, Pratt is strengthening
the GOC and evolving it into the nerve centre
of its customer suSSort organisation. The GOC
Sresently oers 1,000 technical solutions
and deals with 0,000 customer inTuiries
each within hours every year. $fter the
GTF engine is Sut into oSeration, the centres
weather oSerations resSonsiveness, aircraft
onground $OG solutions, and datacaSture
caSabilities will be further e[Sanded.
Pratt & Whitney has Srovided more than
Pratt & Whitneys bigdata analytics caSability

Srovides customers with tailored service and suSSort.
near where oSerators are located to ensure

sSeedy delivery when reTuired.
Finally, Pratt & Whitney is investing in its
Fleetcare online Sortal, allowing customers an
ecient, easy, single Soint of access to all reTuired
resources for all engine models, including the
900 and GTF engine models, and robust access
to technical Sublications, Sarts ordering, engine
reliability and engine health monitoring.
00 SarticiSants with more than 1,00 hours of
OPEN AND COMPETITIVE NETWORK
training on the PW1000G engine family. To ensure

that all customers are trained and ready for the
GTF engine, Pratt has added to its East Hartford
and %eiMing training facilities with a third facility in
ComSetition leads to better service and better

Tuality. It is with this in mind that Pratt &
Whitney has established a global 05O networN
to Srovide customers with Tuality, choice and
Hyderabad, India. This will be oSerational in the

second half of 01 to Srovide 10,000 student
value. Facilities in the networN are located in

$sia, EuroSe and 1orth $merica and include
training days Ser year, with the Sossibility of

e[Sansion uS to 0,000 student training days Ser
year. The training centre in India will satisfy training
demand closer to where customers oSerate.
/everaging an established global eld service
networN with over 11 service Srofessionals
based out of 0 oces around the world,
Pratt & Whitney engine overhaul facilities in

Christchurch, 1ew =ealand 0T8 $ero Engines
centre in Hanover, Germany and -aSanese
$ero Engines centre in 0i]uho, -aSan.
%ased on e[Serience and the large number
of GTF engines to be in service by 2020, when
the rst wave of GTF engines come in for their
rst overhauls, Pratt & Whitney e[Sects more
than 10 engine overhaul shoSs in the networN
Pratt & Whitney is also stationing seasoned

service reSresentatives onsite at GTF airline
customers for three to si[ months to ensure
a smooth transition to the new engine eet.
These sta drawn from an established global
eld service networN with over 11 service
Srofessionals based out of 0 oces suSSort
to be available to Srovide services to GTF

engine customers. P&Ws networN will comSrise
engine Sartner shoSs, airline shoSs and
indeSendent 05O facilities.
Pratt & Whitneys aSSroach is oSen and
ight test Srogrammes and validate Srocedures,

oSerations, tools and technical manuals.
e[ible in an eort to allow oSerators to choose

the best service Srovider for them. While there
Teams are now being recruited to suSSort

the 0itsubishi 05- aircraft IrNut 0C1 and
Embraer E-et E Srogrammes. 0ore than
two do]en GTF engine services reSs will be
suSSorting all Srogrammes by 01.
The oSerational infrastructure has been
established for engine lease Sools to be ready
by the end of 01. /ease engines need to be
48
are many advantages to selecting the Pratt

& Whitney Sartner networN, oSerators may
choose indeSendent 05O Sroviders and Pratt
& Whitney will continue to suSSort, as needed.
THE CHANGING AFTERMARKET

Customer demand for longterm eet
management Srogrammes continues to grow,
esSecially for engines early in their life cycle.

Engines maintained under eet management
Srogrammes Serform better. They Srovide
oSerators with Sredictable maintenance costs,
fewer unscheduled engine removals, longer
time onwing between shoS visits and higher
residual value.
In fact, Pratt & Whitney data show that 9200
engines maintained under eet management
Srogrammes have uS to 20 Ser cent longer time
on wing and 0 Ser cent better reliability. In 200,
the average time onwing for a 9200 engine was
around 12,000 hours. As Pratt & Whitney entered
into an increasing number of eet management
contracts, average time onwing has grown to
1,000 hours or aSSro[imately si[ years.
8nder longterm agreements Pratt &
Whitneys incentive is aligned with the customers
e[Sectations to NeeS engines in service and
oSerating eciently as long as Sossible. When
Pratt & Whitney Srovides a full eet maintenance
agreement, risN is assumed from the oSerator,
who can then concentrate on his core business.
Fleet management Srogrammes that are
managed centrally enable the service Srovider
to leverage eet Nnowledge, identify trends
that may aect future engine Serformance,
Sroactively manage engines in oSeration, aSSly
Nnowledge from the OE0 networN to Srovide
Sredictable maintenance costs, and oStimise
engine Serformance and reliability.
In an eort to continuously imSrove
customer service, over the Sast two years Pratt &
Whitneys aftermarNet business has undergone
a transformation and centralised all 2 Srot
andloss centres into one entity. The Srevious
model of seSarate P&/ centres worNed well in a
marNet focused on transactional maintenance
worN, but as the industry moves towards a long
term maintenance aSSroach, it is benecial to
streamline the business and imSrove eciency.
www.mro-network.com
TRUEngine.
Protect your asset.
Think outside the box
$
Optimum performance isnt just about individual parts. Its about the
5>D9B55>79>5CICD5=$"%>79>5AE1<931D9?>9C1F19<12<56?B
engines maintained to our precise standards. This assures expedited
technical support, unmatched product knowledge and peace of mind.
With as much as 50% higher residual value*, its easy to see how our
TRUEngine program helps to protect your overall investment.
Take part now at cfmaeroengines.com/truengine

1C54?>1>49>45@5>45>DD89B4@1BDIB5C51B38
>D5B>1D9?>1<9C1:?9>D3?=@1>I25DG55>#>53=1#16B1>1>4
Unmatched Experience | World-Class Support | Exceptional Value
A dip in the pool

Spare engine management
is a complex task where the
unpredictability of engine
removal and return times
is managed via detailed
statistical analysis. Craig Welsh,
SVP and chief commercial
ocer $mericas and $sia
at Willis Lease Finance, sets
out the intricacies of engine
eet management in simple
terms and explains why engine
pooling is often the most costecient solution.
orty years ago, we purchased our rst

engine and launched Willis Lease Finance.
Over this period, the world has changed a great

deal: China joined the global community and is
now one of the leading economies in the world;
the Berlin Wall came down, the Soviet Union
dissolved and the Cold War ended; and the
European Union created the euro, which has
become a major world currency. Terrorist attacks
grew in signicance, and oil prices bounced
around from under $10 to over $130 per barrel,
with both changes impacting the global economy
across more than one economic cycle.
Through all of this, air travel has been
resilient and grown by an average of ve per
cent per year, while Willis Lease has grown
to a total asset base of $1.4bn, including 248
engines with an ownership interest in or which
we manage for third parties and joint ventures.
$s commercial aviation has evolved and
matured it has become increasingly capital
and cost conscious. $ccordingly, the capital
and expenses associated with purchasing,
maintaining, and holding spare engines
has garnered more attention from airlines.
Meanwhile, engine original equipment
manufacturers (OEMs) have recognised that
non-warranty-related spare engine support
should be chargeable. Its also an opportunity
to mitigate some of the costs associated
with maintaining and providing access to an
emergency pool of the engine types they
manufacture, which has and continues to be an
expectation of airline customers worldwide.
$s a result, engine leasing has become
increasingly attractive to airlines for many of
50
the reasons why aircraft leasing has grown

signicantly over the last 20 years. It allows the
acquisition and use of expensive assets with little
cash outlay, or the freeing up of capital through a
sale-and-leaseback transaction. $nother reason
is that residual value risk is shifted to the lessor,
an increasingly important consideration for
airlines as they transition to newer technology
aircraft. More than half of all commercial aircraft
are expected to be leased by 2020 and spare
engines are expected to follow that trend.
While recognising leasing as a common and
growing trend for aircraft and spare engines,
there is a fundamental dierence in how aircraft
and spare engines are utilised, which makes the
latter much more complicated to manage as an
asset type. For aircraft, driving utilisation and asset
eciencies from an investment standpoint is a
matter of optimising scheduling and an airlines
route network. There is downtime for airframe
line and heavy maintenance, but that is generally
predictable and schedulable since the maintenance
intervals are typically time-based in accordance
with the airframe OEMs recommendation.
Engines, on the other hand, have a lifeand maintenance cycle independent from the
airframe. Because of this, a eet of aircraft
requires a level of spare engines on hand to
replace installed engines not only when they
require scheduled maintenance planned engine
removals but also to replace installed engines
experiencing an operational problem that cannot
be rectied on-wing, which is categorised as an
unplanned engine removal (UER). It is these two
main categories of removals, both of which have
their own level of variability and unpredictability,
www.mro-network.com
which make managing spare engines and

optimising their utilisation a greater challenge not
only from an asset management standpoint, but
also operationally since aircraft dispatch could be
at stake if there is a shortfall in availability.
EFFICIENCY AMID UNPREDICTABLE

REMOVALS
$s mentioned, even scheduled engine removals
for planned shop visits, which are in most cases
for performance restoration, have some level of
variability and unpredictability. Engines of the
same type will still deteriorate at dierent rates,
which ultimately determines when performance
restoration is required. Hence the term mean
time between removals (MTBR), which indicates
that there is distribution around the average
total ight time an engine can operate before
when scheduling aircraft for engine changes.

Considerations include the packing and
shipping of engines to maintenance, repair and
overhaul (MRO) facilities; repair turnaround
operations or support revenue generation.
say 0,000 ight hours, but one might need to

be removed at 18,000 hours because of a faster
deterioration rate, while the other might stay on
wing a few thousand hours longer.
Thus from a planned removal standpoint,
airlines will typically generate a schedule for
removing engines based on the expected MTBR,
but recognise that it will probably change as a
result of the unique deterioration rates between
engines of the same type. The advent and
evolution of real-time engine health monitoring
systems has helped in this arena, and is a
subject worthy of its own separate discussion.
$270,000 per year per engine in write-down

(assuming a 3% annual depreciation rate)
Unplanned engine removal rate of 0.027 per
1,000 ight hours
$verage maintenance shop turnaround time
of 75 days
Referencing Fig. 01, utilisation drops
dramatically as the number of spare engines
increases to eect a move to higher condence
levels. $ccordingly, owning all of the engines
OPTIMISING ENGINE UTILISATION
of ight hour to ight cycle ratio, environmental

conditions, thrust rating and derate may have an
expected MTBR of 0,000 ight hours.
have diering maintenance intervals. :hat this

means is that engines being operated similarly
can be scheduled for removal at a certain interval,
Five spare engines (a 5% spare engine ratio)

$45 million in capital expenditure (assuming
$9 million per engine)
unplanned engine removals, and the logistics

of the repair cycle it becomes a complex task to
manage a eet of installed and spare engines.
Ultimately, it boils down to a statistical analysis
that produces a condence level corresponding
to the number of spare engines provisioned. In
other words, the probability you will have a spare
engine available when an engine removal occurs.
From an asset management and investment

perspective, the key is optimising utilisation
so that one doesnt hold assets that are idle
for an extended period of time. Otherwise
performance deterioration rates, even engines

with the exact same operational experience will
0 aircraft ying ,000 hours and 1,00

cycles per year
time; return shipment; and all of the potential

delays that could happen during that process.
Once one combines the variability in planned
engine removals, the unpredictable timing of
requiring a performance restoration.

In other words, a particular engine type has
a range of hours that it can operate before it
needs to be removed for heavy maintenance.
)or example, the 900 engine on $0-family
aircraft, depending on how it is operated in terms
However, because there is variability in engine
Take the following aircraft eet as an example
needed to achieve a desired condence level is

a costly proposition.
Because planned engine removals for
performance restoration come in waves and
dont occur in perfect sequence (Fig. 02) there will
be periods when one either has too many spare
engines available or not enough in support of this
aspect of engine eet management.
capital is tied up and expenses are incurred

on equipment that doesnt contribute to
Fig. 01
Spare Utilisation
UER rate
Per Engine
Engine
Utilisation
ConGenFe
0.027
Engine #1
63.2%
73.63%
UER SV Turn Time (days)
75
Engine #2
26.4%
92.00%
Provisioned Spares
Engine #3
8.0%
98.11%
Engine #4
1.9%
99.64%
Engine #5
0.4%
100%
Do you really need to own these engines or have access to them?
Fig. 02
Typical spare engine provisioning ratio (e.g. 5%)
Typical airline shop visit demand cycle
Engine OEMs track unplanned engine

removals statistically on a eet-wide basis,
expressing them as events per 1,000 ight
hours. The main causes of these events are
usually well understood, though its very hard
to predict when they will occur. Irrespective
of planned versus unplanned engine
removals, logistical organisation is needed
www.mro-network.com
You either have too many engines
or you dont have enough
51
8VLQJDFRPELQDWLRQRIGLHUHQWZD\VWRDFFHVV
VSDUHHQJLQHVXSSRUWLVHHFWLYHLQRSWLPLVLQJDQ
airlines use of capital in a comprehensive plan. The
typical options are outright ownership, leasing, and
including spare engine support in MRO agreements.
Outright ownership usually works for a
certain quantity of spare engines, provided that
the airline has an asset exit strategy when the
host aircraft eet is planned to be phased out.
Otherwise, there is risk of residual value loss at
time of disposal, which is also worthy of its own
separate discussion.
$ combination of short and long-term
operating leases is a good way to customise
and optimise the holding period of spare
engines when theres a surge is planned engine
performance restoration shop visits or a rash
of reliability problems that need to be managed
over a forecasted timeframe.
Including spare engine support in MRO
agreements may be convenient and cost eective
for smaller eets, where holding even a single
spare engine can be an expensive proposition.
However, sourcing primary spare engine support
Fig. 03
Typical spare engine provisioning ratio (e.g. 5%)
Smoothed airline shop visit demand cycle
POOLING PROS
$nother eective vehicle to gain access to spare

engines without having to own them is through
engine pooling and cooperative agreements
agreement utilises a web-based reservation

system that allows the members to access
detailed information relating to engine
availability and condition. Engines can literally
among a group of airlines. This is also an
be rented in a matter of minutes complete with
opportunity for airlines to put spare engines to

work, generating revenue when planned engine
data packages and nal contract documents

produced and signed.
Engine pools streamline and automate
removals are at a low point of the engine

performance restoration shop visit cycle.
When a combination of four airlines with
the same engine type work together (Fig. 03)
(i.e. no purchased spare engines) in larger scale

MRO agreements such as long-term power-bythe-hour maintenance programmes with engine
a pooled engine shop visit demand cycle can

create a smoothed aggregate airline shop visit
the often cumbersome and expensive

process more commonly used for engine
leasing. Willis Leases North $merican,
European, and China Engine Sharing
$greement specically covers the CFM56-7%
OEMs may appear attractive at rst glance, but in

the end could be more costly.
$t point of purchase OEM spares support
spare engine requirement cycle, improving

utilisation and maximising eciency across all
spare engine assets.
engines used to power 737NG aircraft, but we

fully expect to develop new programmes, and
are already being asked by many customers
may seem like a good deal, but one should

question the underlying assumptions of the
analysis. For instance, how much exibility
does the OEM contract provide for changes
in operating conditions, eet expansion and
contraction, and changes in programme duration?
This is important because few airlines truly know
what their absolute network and capacity needs
will be over the next 15 to 20 years.
For example, what happens if ve years
into the maintenance contract an airline
acquires additional used aircraft with the same
engine type to support growth that wasnt
Willis Lease has been hosting engine
to start collaborating on the next generation
sharing agreements in North $merica, Europe,

and China that represent years of coordination
and work among numerous airlines.
Sharing agreements allow members to
obtain the use of available spare engines
from other members, including Willis Lease.
single-aisle aircraft engines such as the LE$3

and GTF on the 737M$; and $320neo.
In conclusion, spare engine support and
asset management is a complex task, and
engine pooling is a new and innovative way
to optimise and maximize the utilisation of
this asset type. Willis Lease has 40 years of
expertise in aviation leasing, and will continue
to deliver value to its customers on current
In addition to eliminating the need for

engine lease negotiations, the engine sharing
technology equipment as well as the next

generation of aircraft and engines.
pooling programmes since 2006 and many

view engine pooling as one of its trademarks.
The lessor has engine pooling programmes or
contemplated in the original programme? The

agreement will likely require expensive qualifying
shop visits in order for the used engines to be
eligible for coverage under the programme,
including extending spare engine support. For
these reasons, many airlines believe it is best
to acquire the underlying or qualifying spare
engines separately from OEM maintenance
contracts so they know what they are paying
for at all times, irrespective of changes to their
aircraft and engine eet requirements.
52
www.mro-network.com
4XDOLW\f9DOXHf&XVWRPHU6HUYLFH
Full Engine MRO

and Testing Services
CTS Engines f +1
www.mro-network.com
CTS Engines is a high quality provider of

maintenance, repair, and overhaul services
to owners and operators of jet engines world
wide. Now more capable than ever.
954 889 0600 f 3060 SW 2nd Ave. f Fort Lauderdale f FL 33315 ENGINE
f www.ctsengines.com
YEARBOOK 2016
53
The impact of
new engines
on current
values
The current decade could see seven new turbofans enter service. The GEnx, Trent 1000,
Trent XWB, Trent 7000, PW1000, LEAP and GE9X lines will shake up the commercial engine
market in many ways, not least of which will be their impact on current-generation engine
values. David Archer of consultancy IBA discusses how pronounced this effect will be.
S
everal of the most popular aircraft

families, including the A320, 737, 777 and
A330, are now being redesigned and importantly

re-engined to improve performance
characteristics. This means several new engines
will soon enter service.
The Trent 7000 programme is Rolls-Royces
seventh iteration of the Trent engine. It uses
advances from the Trent 1000 TEN architecture
to develop an engine for Airbus A330neo
programme. The engine will be the sole engine on
the A330neo, unlike the A330ceos three available
powerplant options. According to Rolls-Royce
the engine will oer up to 12 per cent specic
fuel consumption advantage over current A330
engine options, half the emissions, twice the
bypass ratio (at 10:1) and half the noise.
CFMs LEAP engine is set to enter service
on the A320neo (LEAP-1A), 737MAX (LEAP-1B)
and Comac C919 (LEAP-1C). This means LEAP
engines will be replacing the largest engine
market in history, currently populated by two
of the most popular engines in service: the
54
CFM56-5B and the CFM56-7B, for the A320

and 737 respectively. According to CFM a fuel
advances in the technology of the engine

have already been examined in depth and it
burn reduction of 15 per cent over the CFM567BE is expected, an estimated operator net
saving of nearly $3m per aircraft. The LEAP
also inherits the pedigree of the CFM56 family,
which has proved successful in delivering low
maintenance costs and excellent reliability
on-wing. Even before its service entry LEAP has
become the worlds fastest-selling engine.
Pratt & Whitneys new PW1100 geared
turbofan is set to compete directly with
is said to be outperforming the LEAP engine

for specific fuel consumption by four to five
per cent depending on which report you
read. The PW1000 engine family is also set
to be applied to several smaller production
aircraft including Bombardiers Cseries,
Embraers E-Jet aircraft and the Mitsubishi
Regional Jet. Whilst the production numbers
of these aircraft are not likely to be as high
as the A320neo, they will still generate a
the LEAP-1A on the A320 programme. The
significant customer base.
Engine Entering Market
Engine(s) to be superseded
Trent 7000
Trent 700 / PW4000-100 / CF6-80E
CFMI LEAP
CFM56-5B / V2500 / CFM56-7B
PW1100
CFM56-5B / V2500
www.mro-network.com
Fig. 01: Impact of CFM56-7B on the CFM56-3

$7,000,000
CFM56-3C1 Values
12,000
tteG CFM56-3 engines

tteG CFM56-7B engines
Engine Market Value
$5,000,000
10,000
737-300 line closes
8,000
CFM56-3 line closes
737-700 EIS
$4,000,000
6,000
UAL & CAL ground
clDssic eeWs
CFM56-3C1 EIS
$3,000,000
4,000
$2,000,000
2,000
737-300 EIS
$1,000,000
Engine Population
$6,000,000
$0
0
1984
1988
1992
1996
2000
2004
2008
2012
Year
According to Pratt & Whitney the

PW1000 will allow airlines to significantly
737NG powered by the CFM56-7B as it was a

more reliable and better performing alternative.
CFM56-3 engines. Within two years of this key

point United Airlines and Continental Airlines
reduce fuel burn, emissions, engine noise

and operating costs.
The table on p.54 shows the breakdown of
which engines are likely to be aected by each
With any engine, once production ceases

values suer as demand falls, and for the -3 this
happened in 2001.
While this was happening the CFM56-
CFM56-3 values began to sharply decline.

It is important to note that values had
been falling prior to this (as expected
of these new alternatives entering the market.
7Bs active numbers were growing sharply

as it became the fastest-selling engine to
for an out-of-production engine) and the

2008 financial crisis also had an effect.
that date (notice the far steeper gradient in

engine population growth along with a longer
production period). This continued until a key
point in 2005 when the number of CFM56-7B
engines in service surpassed the number of
However, as a superseded and out-ofproduction engine the CFM56-3 was far

more susceptible to world events, oil prices
and fiscal policy. It was also a combination of
these factors that caused such a sharp fall
www.mro-network.com
$0.035
$2,500
$0.025
$1,500
$0.020
$0.015
$1,000
LR (US$m)
$0.030
$2,000
$0.010
$500
$0.005
14
13
YR
20
12
20
YR
20
11
JT8D-219
YR
10
20
YR
09
YR
20
08
20
YR
20
07
JT8D-217C
YR
06
20
YR
05
YR
20
04
20
YR
20
03
JT8D-217
YR
02
20
YR
YR
20
01
$0
00
$0
20
in service for the -3. The rst noticeable trend

is that both values and active numbers plateau
after 1997, when the CFM56-7B entered service.
Orders were still to be fullled for the Classic at
that point, though all new orders went to the
$0.040
20
just shy of 4,000 engines in service.

Fig. 01 shows the eect of the CFM56-7B on
both the value and the number of active engines
$3,000
YR
iteration with the 737MAX. So how did the

introduction of the 737NGs CFM56-7B aect the
737 Classics CFM56-3?
The CFM56-3C1 entered service in 1984
on the 737 Classic (737-300/400/500) platform,
performed well and by its peak in 2000 counted
Fig. 02: JT8D-200 mature half-life values
YR
In order to understand how current engines are

likely to be aected it is important to look back at
past examples of an aircraft-engine combination
being replaced. While new aircraft models such
as the 787 or A350 are still pursued, redesigning
existing platforms is far less expensive and time
consuming for OEMs. A key example of this is
the 737 programme, which is entering its fourth
MV (US$m)
HOW ARE CURRENT ENGINES

LIKELY TO BE AFFECTED?
had grounded their ageing 737 Classic eets and
Lease Rate
55
in value even as the number in active service

remained relatively level.
Today engine values have more or
less bottomed out for the CFM56-3 and
with retirements and scrap rates rapidly
increasing for the 737 Classic the aircraftengine combination is more or less at the
end of its life outside of large fleet operators
such as Southwest Airlines.
LESSONS FOR THE CFM56-7B

What happened to the CFM56-3 upon the
introduction of the CFM56-7B will not repeat
exactly as the latter engine is replaced by the
LEAP-1B, but certain themes will re-occur:
The introduction of the new engine will
precede a plateau in current engine values
Within five to 10 years a noticeable decline
in current engine values will be noted
Once new engines outnumber current
engines, this will precede a sharper drop
Today engine
values have more or
less bottomed out for
the CFM56-3 and with
retirements and scrap
rates rapidly increasing
for the 737 Classic
the aircraft-engine
combination is more or
less at the end of its life.
9/11 preceded a sharp fall in market values
until 2004. Operators suffering financial
strain will always choose to cut away any
economically unviable assets and the JT8D
in values
Current engine values will become
more susceptible to economic and
external shocks
This final point is reinforced by the
effect of incidents such as 9/11 and the
financial crisis on the value of the venerable
JT8D-200 (Fig. 02).
In 2000 many of those engines had
been in service since as early as 1980 and
were in a mature condition. Accordingly
overall demand was low and values were
susceptible to market changes. The effects of
PREDICTIONS
Fig. 03 shows IBAs prediction for the
CFM56-7Bs future base-value trend, and
follows the eects seen in Fig. 01. The more
popular variants (base model and /3) will
likely retain and even grow in value up until
2019 or 2020, after which values will begin
to decline. The -7B will be more susceptible
to major market changes at this point. And
as with the JT8D-200, the less popular -7B/2
variants with the DAC upgrade will lose their
value more rapidly. In fact its falling already
due to poor market uptake and the shift away
from existing engines.
For the engines to be superseded by
the Trent 7000, PW1000G and the LEAP-1A,
similar trends can also be found showing
was a good example.

Another noticeable trend occurred with
the -217C and -219. Both had performance
improvements over the -217 so a noticeable
as the CFM56-5B1/3 PIP, retain their values

for longer.
It would be fair to say that the
difference in values was seen between 2004

and 2008 when prices were low enough and
performance reasonable enough to generate
demand, helping to slow the drop in value.
However the engine is now in a very
introduction of the PW1000, LEAP and Trent

7000 engines will constitute the biggest
impact on the commercial engine market
mature state so values for all variants are

bottoming out with only a small margin
in history, with thousands of engines to be

produced and thousands to be retired or
parted out. The fleets to be replaced are
so extensive, however, that demand will
hold firm for a while, until retirements and
part-outs accelerate and supply saturates
the market.
Airbus and Boeing both plan to have
737MAX and A320neo production rates close
to 50 aircraft per month by 2017, implying

200 new engines entering the market each
month and 2,400 per year. Thus 737NGs and
A320ceos will inevitably lose some value as
leases expire and operators retire or sell off
existing fleets.
Although we can scrutinise previous
engine successions to learn lessons,
the scale of the incoming change is
7
6
Base Value (US$m)
engine as newer, more ecient and protable

alternatives enter the market.
the same plateau and reduction in value

over the next 10 years. Again, those
engines currently in higher demand, such
Fig. 03: IBAs Engine Values Book
5
4
3
2
1
CFM56-7B26
CFM56-7B26/2
CFM56-7B/3
25
20
24
20
23
20
22
20
21
20
20
20
19
20
18
20
17
20
16
20
20
15
56
between them. This is the end of the JT8s

life and also the inevitable destiny for any
unprecedented. Thus trends may occur

more rapidly due to high production rates,
or happen slower due to the quantity
of previous-generation aircraft currently
in service.
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Power to spare
Ever-more reliable engines plus an abundance of new players chasing attractive rental returns have
shaNen up the engine lease marNet since the nancial crisis Joseph OBrien, EVP sales at Engine
Lease Finance Corporation, describes how traditional business models are crumbling in the face of
an increasingly cost-conscious customer base
leaseback market continues to see signicant
their respective leasing entities, GE Engine
volumes booked by the bigger, more traditional

participants, but the lessor base active in smaller
transactions continues to e[pand
7here are several reasons why the market
Leasing and Rolls Royce & Partners Finance,

own or lease a large maMority of the spares
With engine and QEC list price costs from $18m
to $3m for the 7rent, GEn[ and GE0 variants
has developed this way First, although there

have been several new entrants to the market
in the last two to three years, the portfolios
this is only sensible

+owever, airlines want options and so they
will award sale-and-leaseback mandates for the
of each are still relatively small and cannot

withstand signicant lessee or asset type
e[posure New entrants bid very aggressively
on the best asset and operator combinations,
but are still beholden to their owners
larger engines to the stronger independents in

order to retain some e[ibility and a diversied
supplier base 7he recent entry of M78 to the
long-term leasing market may be the most
interesting development in this segment 7hey
liquidity requirements, which preclude the

concentrations that larger transactions require
Many new lessors are somewhat narrow
have a very successful engine MRO business

with trusted, reliable capabilities covering the
CFM-7 and V200 markets 7heir capabilities
engine types point to this segment as the most

dynamic in the current leasing market
in their asset focus, such as Japanese investor

Moint ventures tied to MR2s Funding is also a
critical factor While apparently plentiful these
days, it is more e[pensive for smaller lessors,
whose growth therefore has tended to be
cautiously pursued
now include the GE0

7he topic of OEM support has been a hot
one in the industry press for several years
Flight hour agreements F+As in their many
forms and acronyms dominate the engine
market and are incorporated into a growing
DIVERSIFYING LESSOR BASE
OEM INFLUENCE
Engine leasing now has a proven track record, so

many investors are pursuing it during a period
when various big-ticket asset classes are in the
troughs of their historic cycles 7he sale-and-
In the large engine sector the sale-andleaseback market continues to be dominated

by the OEMs 7he market is practically e[clusive
to GE and Rolls-Royce engine oerings, while
share of eet management and new engine

order management contracts each year
After so much focus on the topic during the
odays engine leasing market is more

dynamic than at any time in its relatively
short history of 2 years 7his has been mainly

due to changes wrought in the past ve years
as the sector has approached full maturity
7he engine lessor base continues to grow
in the basic product markets of sale and
leaseback, short-term leasing and greentime eet e[it management 7here are also
massive order books for both new-generation
narrowbody engine families CFMs LEAP and
Pratt & Whitneys PW1000G as 737 and A320
eets renew and grow
New engine sale and leasebacks and
large-engine leasing continue to be dominated
by GE Engine Leasing and Rolls-Royce &
Partners Finance, but deals can still be done by
independent lessors, particularly for the GEn[ and
GE0 engines +owever, developments in shortterm leasing of the most modern narrowbody
58
past ve years, lessors have learned to manage

the issue and the relevant risks much better 7he
single biggest practical issue has always been,
wwwmro-networkcom
and will continue to be the transfer of security

value (related to the cash or documented value
for maintenance life used on an enJine from
the lessor to the 2(0 $s )+$s are always
customised, the additional e[posure can be for
full maintenance and component value or, as is
typical, for maintenance life only n many cases
the lessor can collect or accrue for the value of
lifelimited part (//3 replacement, thus reducinJ
lessor e[posure by the relevant amount
In the large engine sector the saleand-leaseback market continues

to be dominated by the OEMs
DECLINE OF SECONDARY LEASES

+istory indicates enJine leasinJ to be both a
protable and relatively lowrisN activity 7he
typical leasing life of an engine started with a
primary sale-and-leaseback term of seven to
eight years It was then customary to e[tend the
lease with the e[isting customer or write a new
secondary lease of three to ve years After the
secondary lease lessors typically wrote a series
of shorter leases that would match engine
utilisation to a third shop visit, when the lessor
could decide to either invest further in a third
visit or sell the engine into the parts market
Airlines have developed robust

cost-control systems and look to
pass costs like shipping and testcell runs back to lessors
7oday the cycle of leases is very dierent 7he

shift began around 2009 and accelerated quite
rapidly over the past two years to become the
most signicant upheaval in the engine leasing
market Although lessee e[tensions are still quite
common, the number of new secondary leases
with terms of three to ve years has fallen year on
year for the past ve years
One reason for this decline is that lessees
have developed robust cost-control systems
Airlines regularly look to pass costs like
shipping, test-cell runs and local counsel back
to lessors A combination of the economic
downturn and the advent of low-cost carriers
have made such discipline a prerequisite for
survival 6econdly, primary narrowbody engines
such as the CFM56-5B/7B and V2500-A5
variants are more reliable than ever
Improved reliability means that a large
inventory of spares has built up, so lessees take
more spares risk, safe in the knowledge that
the market can support short-terms needs for
AOG, engine repairs and most engine shop visit
programmes In turn, this has broadened the
development of the green-time market :hen
deciding between a third shop visit or a partout it has become more dicult to measure
the upside, so fear of the downside has driven
lessors to e[it earlier in the engine life cycle
([perienced lessors know this and have
wwwmro-networkcom
adapted, but recent entrants to the market are

too young to have e[perienced lease maturities,
so its an issue they are yet to confront
THE ENGINE EXIT EQUATION

Aircraft lessors, aircraft breakers and private
equity rms all understand that most of
the value in ageing aircraft is tied to the
engines /essors hesitate to spend on heavy
refurbishment for remarketing, breakers see
an opportunity to leverage their knowledge
and private equity funds chase any opportunity
that will produce a meaningful return Each
has entered the short-term engine leasing
market to monetise the value of maintenance
life remaining on their engines 7hese players
have become agile asset managers 7hey are not
beholden to any ROE or IRR calculations; they
simply lease for revenue and their growing ranks
have only served to increase spares availability
further Glancing through the established
advertising venues for engines, it is tempting to
conclude that most rms advertising engines for
lease today did not e[ist ve years ago
Another big development in short-term
leasing has been increased activity in the greentime sector :hilst the niche has a long and
proven history of good returns for savvy and
e[perienced participants, it too has e[panded
greatly in recent years Green-time leasing in its
true form was traditionally a series of shortterm leases that burned o every hour and
cycle possible until, nally, the only option was
teardown and part-out Although the description
is still accurate, the timing of the cycle has been
shortened Airlines are in a good position to
manage engine spares so green-time lessors have
adapted to oer contracts that compete with
much more robust engines over shorter terms
In conclusion, change in the engine leasing
market in the last ve years has been more
dynamic than in the previous 25 Entry into
service of new engine models plus OEM support
packages are testing lesors ability to win new
sale-and-leaseback business and manage risk
more eciently, but it is the signicant change in
engine availability that has driven most change
7hus the ability to adapt quickly to
a dynamic market has never been more
important for the engine lessor
59
ENGINE SUPPORT
Engine operations training:

a neglected skill
In 2007 a new Etihad A340 was destroyed during an engine test run before it had even left the
tarmac of its Toulouse production site. Investigators blamed the accident on a deviation from
manufacturer-approved procedures a failure still all too common across aviation, argues Mark
Goodrich, senior status consultant with Aviation Consulting Enterprises. Drawing from his experience
as an engineering test pilot and inspector, Goodrich describes shortcuts that airlines, lessors and
MRO shops sometimes take, and their potentially lethal consequences.
ver the past few years the aviation
industry has taken more notice of the
need to broaden and enhance ight crew
training. That call has been the subject of
editorial and white paper presentations since
What has and continues to escape serious

attention is the associated requirement for
both ight crew and maintenance personnel
to receive training on the operation of
modern engines. Even before aircraft,
increased, and yet personnel continued to

operate new models using the old procedures.
Engines are expensive, and losses of
productive time when aircraft are down, plus
expenses for repair or replacement, add further
the introduction of so-called automated aircraft

in the mid-1980s, but languished until a spate of
serious incidents and accidents began to full
autopilot and ight management systems

made the quantum leap to computer control
and monitoring, engine design and control
to their cost. Indemnity often does not cover

damage to an engine from a failure. Yet these
factors have been insucient to force a change
the prophecies seen so clearly by some. While

industry and regulators thought that enhanced
technology decreased the need for training,
experience was showing that it required more
training, not less. In addition to knowing how to
manually perform tasks ordinarily handled by
technologies were already moving ahead of

the airframe technology curve.
High-bypass engines introduced in the
early 1970s were game-changers. Power was
substantially increased. Engine temperatures
in thinking about how to improve the training

of both ight and maintenance crew. Too often
during an investigation no-one is willing to
attribute an engine failure to any specic act
or failure to act by the operator. This can even
machines, it was also necessary for operators to

know how the computers worked, where sensor
data was collected and how to maintain
for hours at cruise were above prior values for

the peaks at take-o thrust. Reverser design and
operation was entirely dierent. The potentials
for damage from foreign object, ice and ash
happen when non-approved procedures are

used regularly, despite the fact that such failures
can lead to airframe damage and even death.
oversight to ensure proper functioning of

automated systems.
ingestion, delayed acceleration schedules

and temperature exceedences exponentially
60
In some cases, engine failures are quickly

chalked up to foreign object damage in an eort
to prevent an investigation into the true facts.
www.mro-network.com
ENGINE SUPPORT
:KLOHEXUHDXFUDWLFDOO\FRQYHQLHQWWKLVDUWLFH
places even the costs of collateral damage outside
the parameters of indemnity, and impedes eorts
Engineering test crews must work

as a team to properly monitor
instrumentation, call out developing
issues, and record results.
to improve both safety and eciency. n most

cases, back-room arguments ensue between the
operating airline and its engine manufacturer or
repair facility over the cause in an eort to spread
the economic pain, and any investigation into the
causal chain of events falls somewhere between
cursory and non-existent.
PATH OF LEAST RESISTANCE

As engines become more sophisticated, engine
manufacturers report problems from both ight
and maintenance operations that arise from
simple failures to conform to the operating
instructions of the manufacturer. Often, neither
the pilots operating data nor the maintenance
and inspection manuals for an airline are updated
to stay abreast of new operating procedures. In
most cases, this can be traced to the bringing
forward of text from prior manuals, a process that
escapes the eye of regulators, who are becoming
less experienced and knowledgeable about
advanced technologies.
The path of least resistance for training is to
fall back on what is required by the applicable
regulations. Even for pilots, that means training
for engine operations is mostly limited to start
malfunctions. The presumption is that engine
operations for taxi, take-o, climb, cruise and
landing will be subject to computerised control
and monitoring. The most detailed airline manuals
include only a page or two of generalised policies
on engine operation, usually reecting precisely
the same words in the manuals for several eets
of dierent aircraft and engine types. :hen
challenged, operations management often
responds that such training is handled by check
airmen during initial operating experience. But
the absence of guidance to check airmen for such
training leads to the conclusion that it is ad hoc and
non-standardised under the best of circumstances.
In the case of maintenance personnel, the
problem is more acute. Often, even supervisory
personnel have not received specialised training
for engine start malfunctions or aircraft ground
operations; pro forma processes to obtain approval
for starts, ground runs and taxi notwithstanding.
:hile certication standards for a repair station may
require a programme for such training, the ways in
which tick marks appear in boxes and approvals are
granted is highly variable and often amounts to a
wink and a nod, rather than actual training.
www.mro-network.com
As an engineering test pilot with experience

in aircraft, engine and supplemental type
certication, as well as an operations manager for
certied repair stations, and a manager for airline
operations on both the ight and airworthiness
sides, I have been witness to these issues for ve
decades. /ets consider some specic events.
TRAINING SHORTCUTS
I was retained by an airline to power up the
engines and aircraft systems for a 777 on a
0-day basis in conformance with its yablestorage programme. During one visit I was
directed to the manager for the certied repair
station. He handed me a sheaf of papers,
each one a certication that I had performed
engine start and taxi training for Boeing 777
model airplanes. He intended that 10 of his
sta would thus become certied, apparently
by watching me perform two engine starts on
one model of engine from among the several
approved for the aircraft.
Declining this course, I suggested two options.
The rst was to develop a training curriculum for
his facility, including engine start, run and taxi
training. The second was to enroll employees in
the manufacturers training curriculum for that
same purpose. In both cases, the training would
consist of two days in the classroom and three
days in the simulator, where each individual
would not merely observe, but function as the
starting and assisting crewmember for practice
with the panoply of engine start malfunctions
on each of the possible engine models. Further,
operating procedures and aircraft limitations for
taxi would be covered, with taxiing practice in the
simulator and, nally, in the aircraft.
Do you know much that costs, he

inquired, to which I responded that the total for
training 10 people would be a quarter of the
self-insured retention for the rst engine he
destroyed in the absence of proper training. He
rejected my recommendation out-of-hand as
prohibitively expensive.
OUTDATED PROCEDURES AND

IGNORING THE TEAM ETHIC
In another case I was hired by a lessor to
reposition a 747-400 out of heavy check, and
upon arrival saw that the repair station was
about to complete the engine runs. I asked
to observe. I recognised the inspector from
years previously, when he was employed by the
central maintenance base for a legacy carrier.
While waiting, I asked for a copy of the Task
71-00-00 procedures he intended to use for the
engine starts and runs. Although the aircraft was
equipped with CF6-82Cs, he was about to use the
procedures for PW4056 powerplants. Indeed, in
the breast pocket of his shirt was a well-worn data
card booklet from his airline days, reecting the
start procedures for the Pratt engines used by
his former employer. So, regardless of model or
manufacturer, all engines started and run by this
inspector were subject to the procedures he had
been using for some 20 years.
Many repair stations treat engine start and run
operations for two-engine aircraft as a one-man
procedure. The co-pilot seat is often occupied not
by a trained assistant, but rather by someone who
just wanted to come along. Engine start, run and
taxi procedures all require a team-crew concept.
Watching carefully for a start malfunction, and
then working quickly to remedy it, requires training
61
ENGINE SUPPORT
as a crew and coordinated action. Even the most

e[perienced airline ight crews nd themselves in
conict with other aircraft during ta[i operations,
and no single ight deck seat allows adequate
vision around the aircraft.
Professional engineering test crews
bringing both aeronautical and engineering
skills to the process train and operate as a
team. The managing team member is primarily
responsible for operating the machine. The
assisting team member or members keep track
of protocol, procedures and checklists. They
monitor instrumentation, call out developing
issues, and record results. n some cases ight
deck printers may be used to download data. On
some older types, printers may not be available
or data screens might be capable of holding only
a single data trap, in which case photographs
of the screens are taken as the tests proceed.
The point is that a test crew team cannot be
selected like that for a neighbourhood ball game.
To safely operate the machine while accurately
achieving and documenting results requires
training, and a coordinated eort.
Unfortunately, regulators often connect the need

for training to revenue operations. In the test and
ferry business (like engine runs performed during
maintenance, an almost completely unregulated
process) this often results in stretching the issue
to the point of absurdity. In the case of ight crew,
airlines will assign people without relevant training
and experience to perform ground test, ight test
and ferry operations. Crews with no international
experience are sent around the world, sometimes
causing crashes because of ignorance of the air
law or trac control procedures that are eective
in other countries. Those without engineering
degrees or credentials are assigned to perform
post-maintenance, repair and modication test
ights with potential issues that are beyond their
experience or understanding.
In the case of lessors, pilots are contracted
from employment agencies on the basis of
having some prior experience in a type, and
paired to form a crew. In such ad hoc operations,
there is no understanding of the duties of each
crewmember for normal operations, much less
for irregular or emergency situations. In other
Even for ground operations which may

seem relatively free of risk knowledge of
aircraft systems and conformance to established
words: accidents waiting to happen.
protocols and procedures is far more serious

than merely knowing how to start and steer in
the absence of malfunctions. Nothing brings
Almost 20 years ago my team was contracted

to perform a post-maintenance engineering
test ight on a DC-8 following maMor work on
ight control and stall-warning systems during a
this issue into sharper relief than the events

of November 15, 2007, at Toulouse with an
Etihad A340-600. French accident investigators
GRIM COST OF FAILURE
altitude, control was lost. The crew and ve other

occupants were killed and the aircraft destroyed.
The BEA determined that a failure of the
angle of attack sensors provided bad input to the
automatic ight control systems, and resulted in
the automatic driving of the trimmable horizontal
stabilizer (THS) to the full nose-up position. Had
the aircraft been operated by an engineering test
crew, such manoeuvers would not have been
undertaken at low altitude, and there is a high
probability that the ight control problems would
have been identied, and remedial action taken.
CHANGING ATTITUDES
Like the aircraft they power, engines are
becoming ever-more sophisticated. The days
of common design, limitations and operating
specics are long behind us. With reciprocating
radials and even early turbojets, the procedures
for starting, run-up and operation were
remarkably common, just as were ight deck
technologies. But now strict conformance
to the highly variable documentation of the
manufacturers is critical to ensure not only that
we service, maintain and operate the products
correctly, but also that we avoid initiating future
product failures that may occur hours and
months later, jeopardising the safety of the
ights that rely upon the integrity of our work.
Regardless of whether regulators require
heavy check. Unfortunately the aircraft was not

ready on time, and after a week waiting for the
it, establishing training programmes to ensure

proper standards of professionalism are met
is our responsibility, and safety management
the BEA faulted the non-standard conduct

of engine run-up tests, the failure to follow
established and published procedures, and the
ad hoc nature of the ight deck crew, which was
not operating as a trained team. The loss of
control destroyed the new aircraft.
maintenance work to be completed, our crew was

sent home to await a call. When it came we were
told to stand down, as the airline had decided it
was too expensive to bring us back, and would
instead use line pilots it already employed.
The DC-8 crashed during the ensuing ight,
systems are the perfect vehicle through

which to address that responsibility. The
duty of regulators is to see that minimum
standards are met. But, as it always has been,
professionalism is the non-delegable challenge
and duty of our industry.
SPENDING TO SAVE
killing the airline crew and three maintenance

technicians riding as passengers. The NTSB
highlighted the absence of any training
The rationale for skimping on training is usually an

inability to see a connection between expenditure
and return. Management too often sees training
as a pure expense, when the reality is that it is
an investment in safety, eciency, regulatory
compliance, lower insurance premiums and other
factors. That those things are dicult to visualise
does not mean they are illusory.
In airline and maintenance endeavors, this
mindset can drive decisions to dene the need
for training not by what is logically necessary,
but rather by what is required under the
minimum standards of applicable regulations.
62
or credentials to perform test ights, and

decisions to perform high-risk test events under
instrument meteorological conditions.
In November 2008 an A320 on the way
back to a lessor was undergoing a return
acceptance ight check, characterised in the
lease documents as a test ight. Despite the
absence of engineering credentials, training or
experience among the ight crew, it was agreed
the tests would conform to the document used
by Airbus test pilots in post-production test ights.
During a series of low-speed manoeuvers at low
Even seemingly mundane procedures

such as towing should be approached
in the correct manner.
www.mro-network.com
ENGINE SUPPORT
Highway
to hangar
Each component of an aircraft will
travel by road at some point in its life.
This means that trucks and trailers
transport everything from large
fuselage panels down to the bolts
they are fastened with. Here, Shaun
Haagen of International Machine
Transport discusses the challenges of
moving the most important and expensive
component of any aircraft: the engine.
T
urbofans are among the most advanced

examples of modern engineering and are,
in the air? The simple answer is cost: Air

freighting can mean a trip of hours
and it wouldnt even t in the baggage hold of a
accordingly, manufactured to extremely ne

tolerances. As a result, aircraft engine
instead of days, but the price of doing so

can be prohibitive.
passenger 747.
Air freight does make sense for shipping
aircraft engines overseas, of course, but within
transportation is a niche of the trucking industry

that diers markedly from hauling a load of
lumber, or even another large piece of machinery,
such as an excavator. It requires a light touch, the
proper equipment and an experienced driver.
Even in time-sensitive situations where

price is not a priority such as an aircraft full
of passengers stranded on the tarmac there
is another key factor to consider. That is the
availability and capacity of widebodied cargo
aircraft. The dimensions of a common CFM-
the continental US and Canada, for instance, its

a dierent story.
For even larger engines like the GE90 or
the GEnx (16L x 12W x 125H with engine
stand), air cargo options are limited even
further. For domestic shipments aerial
56 series aircraft engine are 16L x 8W x 9H

(4.88m x 2.44m x 2.74m). Fitting that inside a
typical air cargo aircraft would be a challenge,
transport of these big turbofans would cost

about 100 times more than trucking the same
engine over the same distance.
BY ROAD OR BY AIR?
But why move an aircraft engine on the
ground when it would be so much faster
Air transport of large engines like

the GEnx is prohibitvely expensive.
www.mro-network.com
63
ENGINE SUPPORT
While transporting oversized shipments

such as engines by road is more expensive
than a conventional load, open-deck carriers
of high-value and sensitive aircraft components,

the term takes on a whole new meaning.
Every airline has designated AOG teams to
have the ability to transport cargo as wide

as 16 (4.88m) with the correct permits and
escorts, oI course. $ at deck could even move
something wider than 16, although it would be
an interesting shipment with special routing
and police escorts in some areas.
deal with AOG events as they happen. The rst

thing that happens is the team is alerted, the
second is a phone call to a transport operation.
Below is a case study for a recent AOG
event experienced by IMT (with names and
dates omitted for condentiality).
TURBOFAN TRAFFIC
The annual volume of aircraft engines shipped
via ground carrier in the 8S is dicult to
calculate, but to give a sense of scale, a large
airline such as Delta or American Airlines would
contract out the shipment of more than 2,000
aircraft engines each year. International Machine
Transport (IMT) moves approximately 1,000
engines per year to all corners of North America.
American Airlines and Delta are the two
largest airlines in North America and combined
they operate approximately 1,765 passenger
jets. The top 20 airlines in North America
combined operate approximately 4,464 aircraft.
If you average two engines per aircraft that is
8,928 aircraft engines that have to be replaced,
repaired and overhauled at some point, not
including the many smaller regional airlines.
This also doesnt cover the many engines
that are repaired for overseas aerospace
companies. Engines travel from airports to
overhaul facilities and then back overseas on a
daily basis all over the country.
Jet engines typically are allowed between
3,000 and 5,000 hours of run time before they
have to be overhauled not much time when
one remembers that 3,000 hours is only 125
days, and that most airlines maximize their
aircraft utilisation. This is why airlines will rotate
engines in and out of storage depending on
time between overhaul. It is this rotation that
feeds the transport companies. Shipments
are usually scheduled well in advance and are
relatively simple for a trucking company to plan
operations around.
However, it is the unscheduled maintenance
that throws a wrench in an airlines operations
and reTuires a dierent type of shipment,
commonly referred to as an AOG event.
AOG SHIPMENTS
Any member of the aerospace industry will
recognize the term AOG. However, for a trucking
company responsible for the safe transportation
64
IMT: Case Study

Saturday 2:45am PST: AOG call comes
in to the 24/7 AOG phone line. An
aircraft is grounded at Seattle Tacoma
and the closest engine replacement is in
Dallas, TX.
Aircraft engines
are extremely fragile
and expensive pieces
of equipment, and
there are many wrong
ways and few correct
methods of securing
them to transport
trailers.
2:50am: Call is placed to a driver who

was waiting at GE in Kansas City, MO for
a dierent shipment to be loaded early
that morning. Driver is ordered to divert
south to Dallas immediately.
3:00am: A standby team driver is alerted
to the AOG event and a ight is booked
for 8:00am to Dallas.
12:30pm: Driver arrives at the
warehouse and begins loading the
engine. The team driver has arrived in
Dallas and takes a cab to the warehouse
to meet the truck.
1:30pm: Engine is loaded and tarped
following strict procedures for securing
an aircraft engine. Shipment is signed o
by the shipper and pictures are taken of
how the cargo is tied down. Pictures also
taken of the trailer suspension to verify
that it is air-ride.
1:35pm: The truck departs and the team
driver takes the rst shift as the original
driver covered 555 miles to reach Dallas
and needs to rest for 10 hours before
driving again.
Monday 10:00 am: The replacement
engine has travelled 2,142 miles and is
delivered to SeaTac to be installed on
the stranded aircraft.
www.mro-network.com
ENGINE SUPPORT
Air ride verication
A team of two drivers allows the truck to

keep moving with one person sleeping and
much closer to the stranded aircraft and the

delivery would be on the same or next day.
future business in the aerospace industry.

While aircraft engines are subjected to
one person driving at all times. A typical team

can move 1,000 miles in a single 24-hour
FOLLOWING PROPER PROCEDURE
strict tolerances and regulations, so too are

the drivers who transport them. To prevent a
period, though skilled drivers can do slightly

more while staying within federally regulated
Aircraft engines are extremely fragile and

expensive pieces of equipment, and there are
catastrophic failure in the air, an engine has to

meet many requirements before being installed
hours of service for truck drivers.

This AOG example was exceptional because
of the distances involved; usually the engine is
many wrong ways and few correct methods of

securing them to transport trailers.
Powerplants are shipped on an engine cradle
(also referred to as an engine stand). This cradle
on an aircraft, including safe and secure

transportation between facilities on an air-ride
truck and trailer. Air-ride suspension is veried
on-site at the time of loading by the shipper.
bolts right into the engine and secures it in the same

way it would be secured to the wing of an aircraft.
There is an extensive checklist that drivers

must follow when securing aircraft engines.
During transit, drivers are trained with advanced
C-TPAT (Customs Trade Partnership Against
Terrorism) procedures to ensure the security of
cargo during transit. These include mandatory
cargo inspections every two hours and
withholding the destination or nature of the cargo
to anyone who might ask. In addition, shipments
are monitored by GPS tracking systems and
drivers must stop only in approved secure areas
when they have to sleep. When loaded, a driver is
only allowed to be away from his or her truck for
short periods, and a complete cargo inspection is
required after being out of sight of the cargo for
Rubber isolation mounts allow the

engine to move freely as the trailer
travels over uneven terrain.
A key component of the engine stand

is its rubber isolation mounts. These shock
absorbers allow the engine to move freely as
the trailer travels over uneven terrain, the same
way the engine would be allowed to move
and ex with the wing when an aircraft hits
turbulence. The one crucial step in securing an
aircraft engine is to not restrict the movement
of these isolation mounts in any way.
If a driver was to throw a tie-down strap
over the top of the cradle (or even worse
over the top of the engine) and then ratchet
it tight, it would restrict the movement of the
engine. On arrival this would force a mandatory
$250,000 inspection of the engine, just to see if
there was damage caused to the bearings. And
that cost would rise if any damage was found
that had to be xed. Other knock-on eects
would be the probable loss of employment for
the driver, a massive insurance claim for the
trucking company and the likely loss of any
www.mro-network.com
any period of time.

The bottom line is that no matter what the
engine is being used for, it has to be treated
and transported with the highest standards of
safety. This goes for brand-new engines down
to unserviceable engines heading to a facility for
teardown, which can contain components worth
more than some three-bedroom homes.
65
ENGINE SUPPORT
A typical driving team can

move 1,000 miles per day.
POTENTIAL PITFALLS
The entire procedure happened over the
Shipping an engine can be nerve-wracking

for both the shipper and receiver. Some
course of ve days and ended up costing the

airline more than $2m in downtime, engine
clients require daily updates and some

need them hourly. This is understandable
repair, overtime and passenger refund costs.

The moral of this story is that the cost
of getting it wrong far outweighs the costs
of a reputable and experienced aerospace
considering the massive costs at stake,

which encompass not just the replacement
value of the engine, but also the lost revenue
of an aircraft stuck on the ground. Therefore
utmost care should be taken when choosing
transportation providers.
On one occasion an engine shipment was
contracted to a low-cost trucker, who then
sub-contracted it to another carrier, who then
farmed it out to an individual owner-operator.
This would have been acceptable with a load
of steel pipe, but with an engine shipment
the shipper lost all control over quality by
allowing this to happen.
The driver who loaded the engine did so
incorrectly. He then realised that the strap
had damaged the engine, but instead of
reporting the damage and completing the
shipment he opted to drive home. While
this is an extreme, but true example, it is an
excellent illustration of the risk involved in
using a low-cost or inexperienced carrier to
move high-value assets.
IMT was then contacted and sent a team of
drivers across the country to nd and retrieve
the engine. At the same time we were asked
to take another engine from a dierent part of
the country to the downed aircraft in order to
resolve its AOG status.
66
transport company.
INSURANCE
Another aspect of engine shipping one
should keep in mind is cargo insurance.
While most customers (airlines, MROs,
manufacturers) have insurance coverage for
each engine, one should confirm this before
contacting a shipping company.
Many people do not realise that if they
do not declare the value of a shipment and
clearly state that cargo insurance coverage
is a requirement of the trucking company,
then in the event of a claim the trucking
company is only responsible for $2 per
pound of weight. Therefore if there was
the total loss of an aircraft engine weighing
10,000lbs, the trucking company would
The annual
volume of aircraft
engines shipped via
ground carrier in
the 86 is dicult to
calculate, but to give a
sense of scale, a large
airline such as Delta
or American Airlines
would contract out
the shipment of more
than 2,000 aircraft
engines each year.
only be on the hook for $20,000 a trifling

amount next to the replacement value of
most aircraft engines.
Aircraft engine transportation is an often
exciting and always challenging sector of
the trucking industry. Keeping aircraft in the
air is always the goal, and delivering critical
components is how the trucking industry
helps keep ights safe and on-schedule.
www.mro-network.com
ENGINE SUPPORT
Dont miss MRO Networks series of unbeatable global events

Our comprehensive agendas feature the very latest in learning, thought leadership and knowledge-sharing
for the MRO community. In addition to this, unparalleled networking opportunities offer attendees the
ultimate chance to meet existing contacts and develop new ones in intimate, focused settings.
Aero-Engines Americas
10-11 February
Fort Lauderdale, FL, USA
www.aeroenginesusa.com
Aero-Engines Europe
September
Lisbon, Portugal
www.aeroengineconference.com
Airline Engineering & Maintenance:

China & East Asia
9-10 March
Hong Kong
www.airlineengineering-cea.com

North America
September
Charlotte, NC, USA
www.airlineengineering-northamerica.com

Middle East
26-27 April
Abu Dhabi, UAE
www.airlineengineering-middleeast.com

Latin America & Caribbean
October
Rio de Janeiro, Brazil
www.airlineengineering-latam.com
Engine Leasing,
Trading & Finance
11-12 May
London, UK
www.engineleasingandnance-europe.com

Central, Eastern & Southern Europe
October
Zagreb, Croatia
www.airlineengineering-cee.com
ap&m Summit
31 May
London, UK
www.apmexpo.com/summit

Asia Pacic
November
Kuala Lumpur, Malaysia
www.airlineengineering-asiapacic.com
ap&m Europe
1-2 June
London, UK
www.apmexpo.com
For all enquiries regarding MRO Networks events please contact Juliet Trew
Email: juliet.trew@mro-network.com Tel: +44 20 7975 1675
www.mro-network.com
Please note that dates and locations may change. For the latest details visit www.mro-network.com/events
67
ENGINE SUPPORT
Controlling costs with

engine management
Even at the best of times engines can be eye-wateringly expensive pieces of kit to operate and
maintain. Unavoidable prangs such as bird strikes can force panicked purchases of valuable rotating
parts, but costs for planned maintenance can also spiral for those unfamiliar with the intricacies of
the maintenance process. Alun Roberts, Morgan Brown and Junaid Baig leasing, engineering and
materials specialists for AJW explain what to watch out for.
A
irlines often nd themselves in a

predicament when sourcing and
replacing fan blades as a result of foreign

object debris and bird strikes. This causes
delays and excess expenditure, due to the
immediate nature of the requirement for a
particular fan blade.
Bird strikes occur all over the world,
resulting in emergency landings and damaged
aircraft. John Allan, head of the National Wildlife
Management Centre, part of the UK Animal
Health and Veterinary Laboratories Agency,
estimates that the aviation industry spends
a minimum of $1.2bn per year on bird-strike
damage and delays.
Unfortunately, airlines rarely have
appropriate fan blades in
stock, due to the
specic moment weights of pairssingles
Authority reported 2,215 bird strikes. Thus its
or set requirements. Thus engineers and

procurement teams are forced to change
abandon normally controlled buying habits and
shift into panic purchase mode. Since the cost
clear that airlines need to consider long-term,

sustainable methods of procurement to ensure
costs are kept to a minimum when unforeseen
circumstances arise.
of a particular blade is negligible against an

aircraft being grounded, once the fan blade(s)
are located, the airline will often purchase at
Based on scenarios such as this and

feedback from airlines, AJW Engines has
designed an exchange pool for fan blades
any price. Situations like these force airlines to

absorb unnecessarily high costs.
It is a problem that needs investigation. In
2012 alone there were 10,726 wildlife strikes
covering engine models including the CFM56,
in the US, the vast majority of which involved

birds, according to the Federal Aviation
Administration. In the UK the Civil Aviation
on operator requirements. The fan blades

are located at AJWs sites around the world to
support round-the-clock AOG requirements.
This solution ensures operators
inventory costs are
V2500, RB211, PW4000 and PW2000. The

programme oers pre-identied sets of fan
blades, matched pairs or singles depending
kept low
ENGINE SUPPORT
and turnaround times are kept to a

minimum because fan blades are available
almost immediately.
Initial evaluations when modelling an
engine for purchase to teardown will normally
assign an outright value to fan blades, meaning
long-term exchange solutions are not possible.
For its solution, however, AJW Engines invests
in long-term programmes which ensure that
airline maintenance costs are kept low.
OUTSOURCING SHOP VISIT

MANAGEMENT
Even airlines with a wealth of engine management
experience sometimes need help negotiating a
contract. AJWs engine shop visit management
team, for example, has assessed many dierent
engine deals covering the complete shop visit
process at various worldwide MROs.
The best MRO shops are those that have
the capability to drive down not only the overall
visit cost, but also the handling charges and
caps that form additional time and material
rates. A good engine management team,
meanwhile, should challenge each prospective
bidder to increase its specic inclusions. These
include the EGTM per degree penalty shortfall
(if a shop guarantees a minimum exhaust
gas temperature margin but doesnt meet it,
then it is nancially penalised per degree o
the targeted minimum), coverage of technical
warranties and the increase of scrap rate
percentages to ensure the customer gets the
most for their spend.
Also oering on-site representation at
specic milestones, a capable team will ensure
that maintenance costs are always kept to
a minimum, that turn time for onsite and
subcontracted repair is kept in check and that
overall turnaround time is adhered to. With its
core business in parts provision, AJW can oer a
crucial benet in material supply. Approximately
per cent of the nal shop visit cost stems
from materials, so alternatives to tting new can
be oered. A supply of Tuality used serviceable
material at competitive rates drives down the
cost for the operator signicantly.
Finally, through a comprehensive review of
the nal invoice, strong engine management
checks that all over-and-above charges for
material supply, in addition to any awarded
credits, have been applied accordingly. Should
any discrepancies be detected, the team should
challenge the MRO to correct the issue.
www.mro-network.com
MAXIMIZING RETURNS ON
MATERIALS AND SPARES
Material salvage programmes are crucial for all
operators of mid- to large commercial engine
types. Such programmes are designed to create a
supplemental and continuous revenue stream from
the repair of unserviceable material following a shop
visit. Working with more than 50 independent repair
vendors, AJW manages the process so that the
repaired material can be fed into either existing or
future shop visits. Alternatively it can be marketed by
AJW to third-party operators on the open market.
By building relationships with teardown
MROs on all continents, one can procure
AJW has noted a signicant increase in

demand for CFM56-3 engines due to
lower fuel prices.
and consign a variety of engines to create a

stable and continuous supply of inventory for
customers. Engine platforms with some of the
Current demand for engines is strong

across CFM56-3B-3C1-5B, CF6-0C2 and
PW2000 engine types. Through 2015 AJW noted
best support include all CFM56 models, the

PW2000 & PW4000, V2500 and RB211-535E4.
To ensure that all of the material
can be marketed successfully, technical
a signicant increase in demand for CFM56-3

engines due to lower fuel prices and airlines
returning classic model 3s back to their eets.
It is recognised that warhorses like the CFM56-
records management must guarantee that
3 should allow many airline eets to continue to

operate for years to come. Recognising this, AJW
material comes complete with its supporting

documentation. This shows that each component
complies to industry standards, and provides a
back-to-birth history for each life-limited part.
LEASINGS CHANGING PROFILE

AJW Leasing is a division within the AJW Group
that has been trading for more than a decade.
The company is based on the Isle of Man with a
subsidiary oce in 'ublin, which supports the
aviation industry with leasing options for Airbus
and Boeing rotable components.
Over the last couple of years, AJW Leasing has
signicantly increased its engine lease portfolio,
which currently consists of CFM, GE, IAE, Pratt &
Whitney and Rolls-Royce engine types. Flexible
leasing solutions that support AOG situations,
shop visit cover, or longer lease terms can be
tailored to a customers specic requirements.
introduced a CFM56-3 engine rebuild programme

to restore mature engines and drive the use of
owned inventory stock. However, there is still an
element of risk with mature eet options. If fuel
prices increase the demand will decrease and
airlines will opt for more fuel-ecient engines.
However reliable types such as the CFM56-3 still
have more than 20 years of life on the clock.
In the past AJW predominantly leased engines
on a short-term basis to cover an occurring event.
But recently it has leased a number of engines
long-term to support airlines that have scheduled
removals over the next three years or are phasing
their eet for the next generation.
The growing commercial jet engines
division of AJW Group has developed a
signicant aircraft engine portfolio and oers
integrated management solutions that provide
engineering services and overhauled condition
engine parts to help operators minimise engine
maintenance costs. With a rapidly growing
engine inventory, it is able to oer a wide range
of CF6-0, CFM56-35, V2500 and PW4000
sales and purchasing opportunities.
All engines and parts undergo an inspection
If a shop guarantees a minimum

exhaust gas temperature margin, it
should be nancially penalised per
degree o the targeted minimum.
and records audit to ensure technical compliance

and quality, and the company has the technical
experience to fully evaluate engine purchases in
order to obtain the most cost-eective product
options for customers. This is critical in realising
value from the asset throughout its life cycle.
69
Engine overhaul directory 2016

Worldwide
KEY
HSI - Hot Section Inspection
MC - Module Change
OH - Overhaul
MO - Module Overhaul
AMERICAS
Company
Contact details
Types (commercial)
Checks
Test cells
GE Aviation, Services
One Neumann Way

Cincinnati, OH 45215
USA
Tel: +1 513 552 3272
Email: aviation.eetsupport#ge.com
www.geaviation.com/services
All GE, CFM International

and Engine Alliance
4th and A Streets - Strother Field

Arkansas City, KS 67005
USA
Tel: +1 513 552 3272
CF34
CFM56-2
CFM56-5B
CFM56-7
CT7
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Five test cells
Rua Alice Herve 356

Petropolis, Rio de Janeiro
25669-900 Brazil
Tel: +1 513 552 3272
Fax: +55 2422 334422
CF6-6/50/80C2
CF34-10
CFM56-3
CFM56-5B
CFM56-7B
GEnx
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Two test cells
Dallas Fort Worth International Airport

Texas
USA
Tel: +1 513 552 3272
CF6
CFM56
CF34
CT7
GE90
GEnx
GP7200
V2500
HSI, MC
HSI, MC
HSI, MC
HSI, MC
HSI, MC
HSI, MC
HSI, MC
HSI, MC
Honeywell Aerospace
Bill Wright
Director Mechanical Technical Sales
Air Transport and Regional
1300 West Warner Road
1207-1
Tempe, AZ 85284
USA
Tel: +1 480 592 2194
Email: Eill.wright#Honeywell.com
https://aerospace.honeywell.com/
ALF502
ALF507
HSI, MC, MO, OH

HSI, MC, MO, OH
Pratt & Whitney
Marta Garbayo
Sales Director
400 Main Street
MS 132-16
East Hartford, CT 6118
USA
Tel: +1 860 557 3118
Email: marta.garbayo#pw.utc.com
www.pw.utc.com
CFM56-3
CFM56-5B/5C
CFM56-7
GE90
PW4000-94/100/112
PW2000
V2500-A1/A5/D5
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Pratt & Whitney Engine

Services
Marta Garbayo
Sales Director
8801 Macon Road
PO Box 84009
Columbus, GA 31908
USA
Tel: +1 860 557 3118
www.pw.utc.com
PW2000
V2500-A5
HSI, MC, MO, OH

HSI, MC, MO, OH
OEMS
Cincinnati
Strother
Celma
On-Wing Support Dallas
East Hartford
(Columbus Engine Center)
70
28 test cells
Test cells for listed engines
www.mro-network.com
Company
Contact details
Types (commercial)
Checks
Test cells
Pratt & Whitney Canada
James Tempel
Global Sales Manager
1000 Marie Victorin
Longueuil
Quebec J4G 1A1
Canada
Tel: +1 450 648 7730
Email: Mames.tempel#pwc.ca
www.pwc.ca
JT15D
PT6A/B/C/T
PW100
PW150
PW200
PW300
PW500
PW600
PW900
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Multiple test cells in multiple

facilities
Rolls-Royce Canada
Diana Hargrave
VP Programmes
9500 Cte de Liesse Road
Lachine, PQ
Quebec H8T 1A2
Canada
Tel: +1 514 828 1647
Fax: +1 514 828 1674
Email: diana.hargrave#rolls-royce.com
www.rolls-royce.com
AE3007
BR710
Tay
V2500
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Rolls Royce On Wing Care

Services
John Bolen
Acting Director and GM
2135 Homan Road
Indianapolis, IN 46241
USA
Tel: +1 317 240 1221
Tel: + 1 317 213 0164
Email: Mon.bolen#rolls-royce.com
AE2100
AE3007
BR700/710/715/725
RB211
Tay 611
HSI, MC
HSI, MC
HSI, MC
HSI, MC
HSI, MC
Snecma America Engine

Services (SAMES)
Carr. Estatal 200 Quertaro

Tequisquiapan, Km 22+547 Int B1
Parque Aeroespacial Quertaro
C.P. 76278. Mpio. Coln. Quertaro
Mexico
Email: contact.services#snecma.fr
www.snecma.com
CFM56-5A/5B
CFM56-7B
HSI, MC, MO, OH

HSI, MC, MO, OH
One test cell
BizJet International
Brian Barber
VP Sales and Marketing
3515 North Sheridan
Tulsa, OK 74115
USA
Tel: +1 918 831 7628
Fax: +1 918 832 8627
Email: bbarber#bizjet.com
www.bizjet.com
CF34
CJ610
CF700
JT15D
Tay
TFE731
HSI
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
OH
HSI
Four engine test cells
Delta TechOps
1775 MH Jackson Service Rd

Dept 460
Atlanta, GA 30354
USA
Tel: +1 404 773 5192
Email: service#deltatechops.com
CF6-80A/80C
CF34-3/8
CFM56-5B
CFM56-7B
JT8D-219
PW2000
PW4000-94
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Two test cells
Kalitta Maintenance
Richard Bray
Director of Powerplants
6270 East Pride Rd
Oscoda, MI 48740
USA
Tel: + 1 989 739 8045
Fax: +1 989 739 3969
Email: rbray#kalittaair.com
www.kalittaair.com
CF6-50/80
CFM56
JT8D
JT9D
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
One test cell
Lufthansa Technik AERO

Alzey Service Center Tulsa
Andreas Kehl
VP Marketing and Sales
3515 North Sheridan Road
Tulsa, OK 74115
USA
Tel: +49 6731 497118
Fax: +49 6731 497333
Email: a.kehl#lhaero.com
www.lhaero.com
CF34-3/8/10E
HSI, MC, MO
in eld, on/o-wing maintenance
AIRLINES
(subsidiary of Lufthansa Technik)
www.mro-network.com
71
Company
Contact details
Types (commercial)
Checks
Test cells
United Technical
Operations
United Technical Operations, MRO Services

San Francisco International Airport
San Francisco, CA 94128
USA
Tel: +1 650 634 4104
(mail: engine.maintenance#
unitedtechops.com
www.unitedtechops.com
PW4090/4077
PW4056/4060
PW2000
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
Aeromaritime America
(ITP Group)
Julio C Ramirez, General Manager

4927 E. Falcon Drive
Mesa, AZ 85215
USA
Tel: +1 480 830 7780
Fax: +1 480 830 8988
www.aeromarusa.com
PW200
Rolls Royce M250
Field Support
Full Overhaul
One test cell
AeroThrust
.ristoer Palacios
Sales Manager
5300 NW 36th Street
Miami, FL 33166
USA
Tel: +1 786 441 2603
Fax: +1 786 441 2622
Cell: +1 786 352 2512
http://aerothrust.com/
JT8D
CFM56
OH
OH
APECS Engine Center
Fred Laemmerhirt
President
13642 SW 142nd Avenue
Miami, FL 33186
USA
Tel: +1 305 255 2677
Fax: +1 305 255 0277
Email: irina#a-pecs.com
www.a-pecs.com
JT8D
HSI, MC, MO, OH
Atech Turbine Components
Jay Kapur
General Manager
1 St Mark Street
Auburn, MA 01501
USA
Tel: +1 508 721 7679
Fax: +1 508 721 7968
Email: Mayk#atechturbine.com
www.atechturbine.com
JT15D
PT6
PW100
PW150
PW200
PW300
PW500
OH
OH
OH
OH
OH
OH
OH
Bonus Aerospace
Han Dieke
VP - General Manager
8545 NW 79th Av.
Miami, FL 33166,
USA
T: +1 305-887-6778
F: +1 305-887-8266
Cell: +1 305-586-7621
Email: hdieke#bonusaero.com
www.bonusaero.com
PW4000-94 series
JT8D-200 series
CFM56 Series
HSI, MC, MO, OH

HSI, MC, MO, OH
Limited to Disassembly,
cleaning, Inspection, Return
to service Engine Parts Only
CTS Engines
Vesa Paukkeri
President and COO
3060 SW 2nd Av
Fort Lauderdale, FL 33315
USA
Tel: +1 954 889 0600
www.ctsengines.com
CF6-50/80A/80C
CF34
CFM56
JT3D
JT8D
JT9D
PW2000
PW4000
RB211
Tay
V2500
HSI, MC, OH, MO

HSI, MC
HSI, MC
QEC
QEC
QEC
QEC
QEC
QEC
QEC
QEC
INDEPENDENTS
(AFI KLM E&M joint venture)
72
One test cell
One test cell up to 155,000lb
www.mro-network.com
Company
Contact details
Types (commercial)
Checks
Test cells
Dallas Airmotive
Christopher Pratt
Director, Market Analysis and
Communications
900 Nolen Drive
Suite 100
Grapevine, TX 76051
USA
Tel: +1 214 956 2601
Fax: +1 214 956 2825
(mail: turEines#dallasairmotivecom
CF34
-T15Db
PW200210b
PW300
PW500
T700b
MC
HSI, MC, MO, OHb
HSI, MC, MO, OHb
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OHb
11 test cells
FJ Turbine Power
Jose Gomez de Cordova, CEO

8195 West 20th Av
Hialeah, FL 33014
USA
Tel: +1 305 820 8494
Fax: +1 305 820 8495
Cell: +1 954 593 9988
Email: fjturbinepower#aol.com
Manny Castanedo
VP and General Manager
Email: mannyfjtp#aol.com
Vernon Craig
VP Marketing
Email: vcraig#fjturbinepower.net
www.fjturbinepower.net
CFM56-3
CFM56-5B/5C
JT8D-7/7B/9A/15/15A/17/17A/17AR
JT8D-209/217/217A/217C/219
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Two test cells
HAECO Americas Engine

Services
Dennis Little
General Manager
3921 Arrow Street
Oscoda, MI 48750
USA
Tel: +1 989 739 2194 ext. 8532
Fax: +1 989 739 6732
Email: dennis.little#haeco.aero
Email: fred.rasch#haeco.aero
www.haeco.com
CFM56-3
CFM56-5
CFM56-7
JT8D/200
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Test cell for JT8D/200
HiRel Connectors, Inc
760 W. Wharton Drive

Claremont
California 91711
USA
Tel: +1 909 626 1820
Tel: +44 1980 843887
Sheila Bragole - USA
Email: sheilab#hirelco.net
David Campion - International
Email: davidc#hirelco.eu
www.hirelco.net
PW1000
PWC: 210/210s/308/800
PT6C-67e
CFM56-7B
CF6-80C2
CF34-8E
GEnx
Trent 1000
All
All
All
All
All
All
All
All
Vibration/Environmental/
Electrical
ITR
Emilio Otero, CEO

Acceso IV No 6
Zona Industrial Benito Ju-rez
CP 76120
Quertaro, Qro.
Mexico
Tel: +52 4422 963915
Fax: +52 4422 963906
Email: dircom#itrmexico.com.mx
Email: itr#itrmexico.com.mx
http://www.itrmexico.com.mx/eng/
JT8D/200
TPE331
HSI, MC, MO, OH

HSI, MC, MO
Two test cells
Lockheed Martin
Commercial Engine
Solutions - Montreal
David Bridges
VP, Business Development
7171 Cote Vertu Ouest
St-Laurent
Quebec H4S 1Z3
Canada
Tel: +1 210 749 2056
Email: david.bridges#lmco.com
www.LockheedMartinEngines.com
CF34
CFM56-2
CFM56-3
CFM56-5
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Two test cells
Lockheed Martin
Commercial Engine
Solutions - San Antonio
David Bridges
VP, Business Development
3523 General Hudnell Drive
San Antonio
Texas, TX 78226
USA
Tel: +1 210 749 2056
Email: david.bridges#lmco.com
www.LockheedMartinEngines.com
CF6-50
CF6-80
CFM56-3
CFM56-7
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Four large engine turbofan

cells with one capable of
afterburner operation
Four turboprop/turboshaft
cells
(BBA Aviation)
www.mro-network.com
73
Company
Contact details
Types (commercial)
Checks
Test cells
MTU Maintenance Canada
Ralf Schmidt
President & CEO
6020 Russ Baker Way
Richmond BC, V7B 1B4
Canada
Tel: +1 604 233 5700
Fax: +1 604 233 5701
Email: info#mtucanada.com
www.mtu-canada.com
CF6-50
CF6-50/-80
CFM56-3
CFM56-2
CFM56-3/-7
GE90-115B
PW2000
V2500
HSI, MC, MO, OH

Accessory repair
HSI, MC, MO, OH
HSI, MC, MO, OH
Accessory repair
Accessory repair
Accessory repair
Accessory repair
One test cell
MTU Maintenance Dallas
Ross Retan
President
615 Westport Parkway
Suite 600
Grapevine, TX 76051
USA
Tel: +1 817 442 4849
Fax: +1 817 203 8649
Email: customer.service#mtudallas.com
www.mtudallas.com
CF6
CF34
CFM56
GE90
PW2000
PW4000
V2500
Line Maintenance
MC
MC
Line Maintenance
Line Maintenance
Line Maintenance
Line Maintenance
StandardAero
Corporate Oce
6710 N. Scottsdale Rd, Suite 250
Scottsdale, A=b 85253
USA
Tel: +1 480 377 3100
Fax: +1 480 377 3188
www.standardaero.com
AE2100
AE3007
CF34-3/8
CFM56-7
PT6A
PW100
PW600
T56-501D
TFE731
TPE331
MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Turbine Engine Center
8050 NW 90th St
Miami, FL 33166
USA
Tel: +1 305 477 7771
Email: info#turbineengine.aero
www.turbineengine.aero
CFM56-3/7
JT3D
JT8D-1/17R/200
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
Test cells available
Vector Aerospace Engine

Services Atlantic
Tim Cox
VP, Business & General Aviation Sales
PO Box 150, Hangar 8
Slemon Park, Summerside
Prince Edward Island, C1N 4P6
Canada
Tel: +1 817 416 7926
Fax: +1 817 421 2706
Email: sales.esa#vectoraerospace.com
www.vectoraerospace.com
JT15D
PT6A
PW100
PW150A
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
74
www.mro-network.com
EUROPE
Company
Contact details
Types (commercial)
Checks
Test cells
Caerphilly Road, Nantgarw

Cardi, South Glamorgan
South Wales, CF15 7YJ
UK
Tel: +1 513 552 3272
CFM56-5
CFM56-7
GE90
GP7000
GP7200
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Two test cells
Prestwick International Airport

Prestwick, Ayrshire
Scotland, KA9 2RX
UK
Tel: +1 513 552 3272
CF6-80A/-80C2/-80E
GEnx
HSI, MC, MO, OH

HSI, MC, MO, OH
One test cell
Unit 4, Radius Park, Faggs Road

London Heathrow Airport
Feltham, Middlesex, TW14 0NG
UK
Tel: +1 513 552 3272
CF34
CFM56
CT7
GE90
GEnx
GP7200
RB211
HSI, MC
HSI, MC
HSI, MC
HSI, MC
HSI, MC
HSI, MC
HSI, MC
Two test cells
HEICO Aircraft
Maintenance GmbH
Dieter Krah
Managing Director
Frankfurter Strae 39
65189 Wiesbaden
Germany
Tel: +49 0611 505900
Email: dieter.krah#heicoaircraft.de
www.heico.de
GP7200
HSI, BSI, MC, MO

Customer Service Centre
Europe
Carsten Behrens
General Manager
Dr.-Ernst-Zimmermann-Str. 4
14974 Ludwigsfelde
Germany
Tel: +49 3378 82401
Fax: +49 3378 824805
Steve Dicks
Sales Manager EMEA
Tel: +44 2380 461276
Email: steve.dicks#pwc.ca
www.pwc.ca
JT15D
PT6A/B/C/T
PW100
PW200
PW300
PW500
HSI, MC, MO, OH

Services
Marta Garbayo
Sales Director
Urak Motor Bakimi Merkezi
Turkish Engine Center
Sabiha Gokcen Uluslararasi Havalimani
34912 Pendik, Istanbul
Turkey
Tel: +90 2165 854810
Tel: +1 860 557 3118
www.pw.utc.com
CFM56-3
CFM56-5B/5C
CFM56-7B
V2500-A5
HSI, MC, MO, OH
Test cells for listed engine
Rolls-Royce Gas Turbine

Services
Carol Rackstraw
Head of Customer Business
Mavor Avenue
East Kilbride, G74 4PY
UK
Tel: +44 1355 277349
Fax: +44 1355 277608
Email: carol.rackstraw#rolls-royce.com
www.rolls-royce.com
BR710
V2500
Tay
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
Up to 120,000lb
Rolls Royce On Wing Care

Services
PO Box 31
Derby, DE24 8BJ
UK
Tel: +44 1332 243481
Tel: +44 1332 244797
Email: on-wingcare#rolls-royce.com
AE3007
BR700
RB211
Tay
Trent family
V2500
HSI, MC
HSI, MC
HSI, MC
HSI, MC
HSI, MC
HSI, MC
OEMS
Wales
Caledonian
On-wing Support London
(Turkish Engine Center)
East Kilbride
www.mro-network.com
75
Company
Contact details
Types (commercial)
Checks
Test cells
Snecma
1 rue des frres Farman

78771 Magny-les-Hameaux Cedex
France
www.snecma.com
CFM56-5A/5B/5C
CFM56-7B
GE90 (HPC compressor)
HSI, MC, MO, OH

HSI, MC, MO, OH
MO
9illaroche: ve cells for

engines development up to
120,000lb of thrust
Batiment 24B - Local 101

Brussels Airport
BP 1930 Zaventem
Belgium
www.snecma.com
CFM56-2A/2B
CFM56-3
CFM56-7B
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
One test cell
Air France Industries KLM

Engineering & Maintenance
Jos-Marie Louis
VP Engine Services
ORY N Bat 33
CS 30003
91550 Paray Vieille Poste
France
Tel: +33 (0) 1 41 75 55 24
Email: jmlouis#airfrance.fr
www.aNlmem.com
CFM56-5A
CFM56-5B
CFM56-5C
GE90-94
GE90-110/115
GP7200
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Test cell up to 150,000lb for

CFM56, CF6, GE90
Air France Industries KLM

Engineering & Maintenance
Paul Chun
VP Engine Services
Dept SPL / TM
PO Box 7700
Schiphol Airport
1117 ZL Amsterdam
Netherlands
Tel: +31 (0) 20 6493314
Email: chun#td.Nlm.com
www.aNlmem.com
CFM56-7
CF6-50
CF6-80A
CF6 -80C2
CF6-80E1
GEnx-1B
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Test cell up to 100,000lb for

CFM 56, CF6
Alitalia Maintenance
Systems
Oreste Murri
Marketing, Sales & Customer Support
Director
Leonardo da Vinci Airport
Via Ezio Bevilacqua snc
00054 Fiumicino, Rome
Italy
Tel: +39 0665 592236
Fax: +39 0665 592213
Cell: +39 3357 389719
www.alitaliamaintenancesystems.it
CF6-50C2
CF6-80C2
CFM56-5B
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
Iberia Maintenance
Adolfo Gordo
Sales & Customer Support Manager
Aeropuerto Madrid-Barajas Adolfo Suarez.
La Muoza
Edicio END. 1l planta
Madrid, 28042
Spain
Tel: +34 9158 74828
Fax: +34 9158 74824
Email: agordo#iberia.es
www.iberiamaintenance.com
CF34-3A1/3B1
CFM56-5A/5B/5C
CFM56-7B
JT8D-217/219
RB211-535E4/C37
V2500
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
JAT Tehnika
Miroslav Musulin
General Manager
11180 Belgrade 59
Airport Nikola Tesla
Serbia
Tel: +381 1126 01475
Email: me-manager#jat-tech.rs
www.jat-tehnika.aero
CFM56-3
HSI, MC, MO, OH
One test cell
Snecma Services Brussels

(SSB)
Chatellerault: props up to
6000hp and low-power
turbojets
AIRLINES
(Paris)
(Amsterdam)
76
www.mro-network.com
Company
Contact details
Types (commercial)
Checks
Test cells
Lufthansa Technik
Walter Heerdt
SVP Marketing & Sales
HAM TS
Weg beim Jaeger 193
D-22335 Hamburg
Germany
Tel: +49 4050 705553
Fax: +49 4050 608860
Email: marketing.sales#lht.dlh.de
www.lufthansa-technik.com
ALF502/LF507
CF6-80C2/E1
CF34-3/8/10
CFM56-2/3/5/7B
JT9D-7A/7F/7J/7Q/7R
JT9D-59A/70A
PW100
PW150
PW4000-94
RB211-535
Tay 611
TFE731
Trent 500
Trent 700
Trent 900
V2500-A5/D5
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Six test cells up to 100,000lb

Alzey
Raimund Schnell
VP Marketing & Sales
Rudolf-Diesel-Strasse 10
D-55232 Alzey
Germany
Tel: +49 6731 497118
Fax: +49 6731 497333
Email: r.schnell#lhaero.com
www.lhaero.com
CF34-3/8/10E
PW100
PW150
PW901A/C
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Two test stands for:

CF34-3/8/10E
PW100
PW150
PW901A
Lufthansa Technik
Switzerland
Thomas Foth
Director Sales & Marketing
PO Box
CH-4002 Basel
Switzerland
Tel: +41 6156 83070
Fax: +41 6156 83079
Email: thomas.foth#lht-switzerland.com
www.lht-switzerland.com
ALF502/LF507
HSI, MC, MO, OH
N3 Engine Overhaul
Services
Gerhard-Hoeltje Str. 1
D-99310 Arnstadt
Germany
Tel: +49 3628 5811211
Fax: +49 3628 58118211
Email: susanne.riebesam#.n3eos.com
www.n3eos.com
Trent 500
Trent 700
Trent 900
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
TAP Maintenance &

Engineering
Carlos Ruivo
PO Box 50194
Lisbon Airport
1704-801 Lisbon
Portugal
Tel: +351 7072 00800
Fax: +351 2184 15913
Email: care2me#tap.pt
www.tap-mro.com
CF6-80A/B/C2
CFM56-3
CFM56-5A/5B/5C
CFM56-7B
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Turkish Technic
Altug Sokeli
Sales & Marketing Director
Ataturk Intl Airport Gate B
34149 Yesilkoy, Istanbul
Turkey
Tel: +90 2124 636363 ext. 9223
Fax: +90 2124 652521
Email: asokeli#thy.com
www.turkishtechnic.com
CFM56-3C/5C
CFM56-7B
CF6-80A3/C2
GE90-115
V2500
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
www.mro-network.com
77
Company
Contact details
Types (commercial)
Checks
Test cells
Aeolus Engine Services

International
Fergal Whelan-Porter
ChieI (xecutive Ocer
Unit 2, 2050 Orchard Avenue
Citywest Business Campus
Dublin, D24
Ireland
Tel: +353 1821 9095
Cell: +353 8762 60885
Fax: +353 1684 8000
(mail: technical#aeolus-engineservices.
com
www.aeolus-engineservices.com
CFM56-3
CFM56-5B
CFM56-7B
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
Atlantic Aviation Group
Martin OBoyle
Director Sales and Marketing
Shannon Airport
County Clare
Ireland
Tel: +353 6171 7780
Fax: +353 6171 7709
(mail: moboyle#atlanticaviation.ie
CF6-80
CFM56
JT8D
JT9D
Tay
RB211
On wing repairs for all engine

types
Avio-Diepen B.V.
J. Keplerweg 16
2408 AC
Alphen a/d Rijn
The Netherlands
Tel: +31 172 449 777
Remco Verhoeve
Email: marketing#avio-diepen.comb
www.avio-diepen.com
PW1000
PWC: 210/210s/308/800
PT6C-67e
CFM56-7B
CF6-80C2
CF34-8E
GEnx
Trent 1000
All
All
All
All
All
All
All
All
CRMA
14 avenue Gay-Lussac
F 78990 Elancourt
France
Tel: +33 1306 83701
Fax: +33 1306 83620
Email: aminata.traore#crma.fr
www.crma.fr
CF6-80C2/E1
GE90
GP7200
MO
MO
MO
Euravia A Magellan
Aerospace Company
Steve Doughty
Executive Director
Euravia House, Colne Road
Kelbrook, BB18 6SN
UK
Tel: +44 1282 844480
Fax: +44 1282 844274
Email: enTuiries#euravia.aero
www.euravia.aero
PT6A, PT6C, PT6T

TPE 331, T53
HSI, MC, MO, OH

HSI, MC, MO, OH
PT6A & PT6T OEM crosscorrelated test cell
GKN Aerospace
Alvaro Barcellos
VP Marketing & Programs Engine Services
461 81 Trollhttan
Sweden
Tel: +46 5202 93321
Fax: +46 8555 05693
Email: alvaro.barcellos#gknaerospace.com
www.gkn.com/aerospace/
PW100
TFE731
HSI, MC, MO, OH

HSI, MC, MO, OH
H+S Aviation
Steve Bull
Territorial Sales Director
Airport Service Road
Portsmouth
Hampshire PO3 5PJ
UK
Tel: +44 2392 304256
Fax: +44 2392 304020
Email: steve.bull#hsaviation.co.uk
www.hsaviation.co.uk
CT7-2/3/4/5/6/7/8/9
JT15D
PW200
PW210
PT6C/T
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Five test cells
Industria de Turbo
Propulsores
Pablo Fuentes
VP Sales & Marketing
Ctra. Torrejon-Ajalvir
Madrid
28850 - Torrejon de Ardoz
Spain
Tel: +34 9191 2054652
Cel: +34 6078 29077
Email: pablo.fuentes#itp.es
www.itp.es
Trent 500
Trent 700
Trent 800
Trent 900
Trent 1000
Trent XWB
PW1000G
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Seven test cells
INDEPENDENTS
(Ireland)
(subsidiary of AFIKLM E&M)
(BBA Aviation)
78
Vibration/Environmental/
Electrical
www.mro-network.com
Company
Contact details
Types (commercial)
Checks
Test cells
MTU Maintenance
Andr Sinanian
Managing Director & Senior VP
Dr.-Ernst-Zimmermann-Strasse 2
D-14974 Ludwigsfelde
Germany
Tel: +49 3378 82400
Fax: +49 3378 824300
Email: ludwigsfelde#mtu.de
www.mtu.de
CF34-3/8/10
PT6A
PW200
PW300
PW500
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Four test cells
MTU Maintenance
Holger Sindemann
Managing Director & Senior VP
Muenchner Str. 31
D-30855 Langenhagen
Germany
Tel: +49 5117 8060
Fax: +49 5117 8062111
Email: hannover#mtu.de
www.mtu.de
CF6-50/80C2
CFM56-7
PW2000
PW6000
V2500-A1/A5/D5
GE90-110B/115B
GP7000
GEnx
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
LPT OH
TCF OH
Two test cells; up to 150,000lb
OGMA
Pedro Costa Santos

MRO Services - Engine & Components
Parque Aeronautico de Alverca
Alverca, 2615-173
Portugal
Tel: +351 2195 81000
Email: M.santos#ogma.pt
www.ogma.pt
AE2100
AE3007A
T56/501
OH
OH
OH, QEC
Five test cells
SR Technics
Klaus-Peter Leinauer
VicebPresidentbCommercialb&bProductbSalesb
Engine Services
PO Box 164
Zurich Airport, 8058
Switzerland
Tel: +41 5868 86311
www.srtechnics.com
CFM56-5B/5C
CFM56-7B
PW4000-94/100
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
Summit Aviation
Bruce Erridge
Commercial Director
Merlin Way, Manston
Kent CT12 5FE
UK
Tel: +44 1843 822444
Fax: +44 1843 820900
Email: bruce#summit-aviation.co.uk
www.summit-aviation.co.uk
JT3D (all series)

JT8D Std (all series)
JT8D 200 series
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH

Capability for :
JT3D (all series)
JT8D Std (all series)
JT8D 200 series
Rolls Royce Avon
Rolls Royce Olympus
ALF 502 / 507
Vector Aerospace
Ken Doig
Business Development Manager
Fleetlands
Fraeham Road
Gosport, PO13 0AA
UK
Tel: +44 2392 946442
Email: ken.doig#vectoraerospace.com
ALF502/LF507
PW100/150A
PW300
PT6A
PT6T
JT15D
HSI, MC, MO, OH

HSI, OH
HSI, OH
HSI, OH
OH
HSI, OH
Three test cells
Vector Aerospace France
Jean-Jacques Reboul
Vice President Head of Marketing & Sales
1 bvd du 19 mars 1962 BP50064
Gonesse Cedex, 95503
France
Tel: +33 1301 85313
Email: Mean-Macques.reboul#seca.eads.net
PT6A/27/28/112/41/42/64
PW127/E/F/G/J/M
PW100, PW118/A/B
PW120/A
PW121/A
PW123/B/C/E/AF
PW124B
PW125B
PW126/A
OH
OH
OH
OH
OH
OH
OH
OH
OH
Four test cells
Berlin-Brandenburg
Hannover
www.mro-network.com
79
MTU Maintenance:
Global player in commercial

engine MRO
MTU Maintenance, a division of MTU Aero
Engines, is one of the worlds leading providers
of maintenance services for aircraft engines.
The company boasts the largest engine
portfolio world-wide, including the bestsellers
V2500 and CFM56, and the GE90. With its right instinct for new
developments in the M52 marNet, MTU oers innovative services over the
entire engine life cycle. 4,000 employees at various locations around the
globe and over 15,000 shop visits in 35 years ensure excellent customer
service and the highest quality standards.
A ONE-STOP SHOP
Individually tailored packages include on-site and on-wing services, spare engine support, engine
condition monitoring as well as accessory and LRU management. They can be combined under
MTUs all-encompassing modular service package Total Engine Care (TEC) and allow customers
to manage their engines in the best possible way. To respond even better to the growing needs
for lease engines, MTU has expanded its lease services portfolio in partnership with Sumitomo
Cooperation from -apan. MTU Maintenance Lease Services %.V. oers integrated lease solutions
MRO PORTFOLIO AT A GLANCE

Turboprops:
PT6A, PW100/150A1
Helicopters:
PT6B/C/T1, PW200
Business jets:
CF34-1/-3, JT15D1, PW300, PW500,
PW6001
Regional jets:
CF34-3/-8/-10E
Narrowbodies:
CFM56-3/-5B/-7, PW1100G2,
PW2000, PW6000, V2500
Widebodies:
CF6-50/-80C2, GEnx3, GE90-110/115B, GP72004
ranging from short-term leasing and engine pooling to stand-by arrangements.
INNOVATIVE SOLUTIONS FOR MATURE ENGINES

MTU Maintenance provides solutions specically tailored for operators and owners of aging
engines to lower operational costs and maximize the value of their assets. MTUPlus Mature Engine
Solutions oers cost-eective alternatives through Instant Power options such as leasing and engine
exchange, and Smart Repair solutions that combine customized workscoping and material salvation.
Further, MTUPlus Asset Value Maximization provides asset owners seeking a return of investment for
their end-of-life engines innovative solutions which either optimize the engines usage if it can still be
operated or maximize the material value through the remarketing of its individual parts.
OEM AND MRO: THE BEST OF TWO WORLDS

Due to an increasing OEM presence in the aftermarket, MTU is tying its manufacturing and
maintenance divisions together more closely. As an independent maintenance provider and a risk
and revenue share partner for many important engines types, MTU has access to both aftermarket
segments. As an OEM network partner, it has secured its position for the next-generation engines
such as the PW1100G, the GEnx and the GE9X.
1) Portfolio of the P&WC Customer Service Center Europe

2) Planned
3) Turbine Center Frame (TCF)
4) Low Pressure Turbine (LPT)
AFRICA, ASIA, AUSTRALASIA & MIDDLE EAST

Company
Contact details
Types (commercial)
Checks
Test cells
Aircraft Maintenance B Area

Incheon International Airport
2840 Woonseo-Dong, Jung-Ku
Incheon 400-340
South Korea
Tel: +1 513 552 3272
CFM56
CF34
CF6
CT7
GE90
GEnx
GP7200
PW4000
V2500
HSI, MC
HSI, MC
HSI, MC
HSI, MC
HSI, MC
HSI, MC
HSI, MC
HSI, MC
HSI, MC
MAS Engineering Operations

MAS Complex A-AA1802, SAAS Airport
47200 Subang, Selangor D.E
Malaysia
Tel: +1 513 552 3272
CFM56-3
CFM56-5B
CFM56-7B
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
One test cell
No 1, Hua Tuo Road

Building 2, Zhangjiang High-Tech Park
Shanghai 201203
PR China
Tel: +1 513 552 3272
CFM56-3/-5B/-7B
CF34-3
GE90-115B
HSI, MC
HSI, MC
HSI, MC
Two test cells
GE Aviation
GE Advanced Technology & Research

Center Campus
Al Gharafa Street, Al Rayyan
Education City (P.O. Box 24997)
Doha, Qatar
Tel: +1 513 552 3272
CF34
GE90
GEnx
GP7200
HSI, MC
HSI, MC
HSI, MC
HSI, MC
GE Aviation
City Tower 2 9th Floor

Sheikh Zayed Road
Dubai, UAE
Tel: +1 513 552 3272
CF34
GE90
GEnx
GP7200
HSI, MC
HSI, MC
HSI, MC
HSI, MC
Mitsubishi Heavy
Industries Aero Engines,
Ltd.
Masanori Ushida
Project Manager
1200 Higashi Tanaka
Komaki-shi, Aichi-ken 485-8561 Japan
Tel: +81 568 79 2117
Fax: +81 568 79 4348
Email: masanoriBushida#aeroeng.mhi.
co.jp
www.mhi.co.jp/en/index.html
PW4000-94
V2500-A5
HIS, MC, MO, OH

HIS, MC, MO, OH
Pratt & Whitney Eagle

Services Asia
Marta Garbayo
Eagle Services ASIA
51 Calshot Road
509927 Singapore
Tel: +1 860 557 3118
www.pw.utc.com
PW4000-94/100/112
GE90
HSI, MC, MO, OH

HSI, MC
Pratt & Whitney

Christchurch Engine Center
Marta Garbayo
Christchurch Engine Centre
634 Memorial Ave
Christchurch International Airport 8052
New Zealand
Tel: +1 860 557 3118
www.pw.utc.com
V2500-A1/A5/D5
RR Dart
HSI, MC, MO, OH

HSI, MC, MO, OH
Pratt & Whitney Shanghai

Engine Center
Marta Garbayo
Shanghai Pratt & Whitney
Aircraft Engine Maintenance
No.8 Block1, 8228 Beiqing Road
Qingpu District, Shanghai, 201707
PR China
Tel: +1 860 557 3118
www.pw.utc.com
CFM56-3
CFM56-5B
CFM56-7B
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
OEMS
On-wing Support Korea
Malaysia
On-wing Support Shanghai
On-wing Support Doha
On-wing Support Dubai
www.mro-network.com
81
Company
Contact details
Types (commercial)
Checks
SSAMC
Ricardo Gentil
Shuangliu Airport
610201 Chengdu
Province de Sichuan, PR China
Email ricardo.gentil#ssamc.com.cn
Email pierre.jorant#ssamc.com.cn
www.snecma.com
CFM56-3
CFM56-5B
CFM56-7B
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
Snecma Morocco Engine

Services (SMES)
BP87 Mohammed V Airport

Nouasser, Casablanca
Morocco
Email contact.services#snecma.Ir
www.snecma.com
CFM56-3
CFM56-5B
CFM56-7B
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
Air Algerie
Ahmed Hamiti, Manager

16 Rue El Qods, Cheraga
Algiers,16042
Algeria
Tel: +213 2150 7655
Email: ahmed.hamiti#gmail.com
CF6-80C2/E1
CFM56-7
MC
HSI, MO
Ameco Beijing
Teng Bin
Senior Director, Marketing & Sales
PO Box 563
Capital International Airport
Beijing
100621 PR China
Tel: +86 10 64561122 Ext.4100
Cel: +86-13601024712
Email: tengbin#ameco.com.cn
Dirk Petereit
Senior Director, Marketing & Sales
Tel: +86 1064 561122 ext. 4101
Cell: +86 1391 1640298
Email: dirk.petereit#ameco.com.cn
www.ameco.com.cn
PW4000-94
RB211-535E4
V2500-A5
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
One test cell up to 100,000lbs
Ethiopian Airlines
Amare Gebreyes
Director MRO Sales and Marketing
PO Box 1755
Bole International Airport
Addis Ababa
Ethiopia
Tel: +251 1166 51192
Cel: +251 9112 26125
Fax: +251 1166 51200
Email: amareg#ethiopianairlines.com
www.ethiopianairlines.com
CFM56-3B
CFM56-7B
PW121/125/127
PW125/127B
PW2000
PW4000
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC
HSI, MC

Two turboshaft test cells
GMF AeroAsia
Bimo Agus
VP Business Development & Cooperation
Marketing building
Soekarno-Hatta Int/l Airport
PO Box 1303, BUSH 19130
Cengkareng, Jakarta
Indonesia
Tel: +62 2155 08609/550 8670
Fax: +62 2155 02489
Email: marketing#gmf-aeroasia.co.id
www.gmf-aeroasia.co.id
CFM56-3B1/3C1
HSI, MC, MO, OH
JAL Engineering
Eugen Dewald
Planning Manager
Japan Airlines Engine Maintenance Center
Narita International Airport
Narita, 282-8610
Japan
Tel: +81 4763 24413
Fax: +81 4763 24242
Email: eugen.dewald#jal.com
www.jal.com
CF6-80C2
GE90-94B/11B
GE90-115B
JT9D-7R4D
PW4074/77
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Two test cells
A 60/40 joint venture between

Air China and CFM
Test cells
One test cell
AIRLINES
82
www.mro-network.com
Company
Contact details
Types (commercial)
Checks
Test cells
Joseph Giarrusso
Australia Sales Contact
11 Kubis Crescent
Dingley Village
Victoria 3172
Australia
Tel: +61 9551 9064
Tel: +61 0409 368 648
Email: M.giarrusso#lhaero.com
www.lhaero.com
CF34-3/8/10E
HSI, MC, MO
Lufthansa Technik
Philippines
Roland Serrano
Engine & Components Services, Marketing
& Sales Department
MacroAsia Special Economic Zone
Villamor Air Base, Pasay City 1309
Philippines
Tel: +632 855 2222 ext. 8515
Fax +632 855 9309
Cell: +63 917 5253609
Email: roland.serrano#ltp.com.ph
www.ltp.com.ph
CFM56-5B
CFM56-5C
CF6-80C2
CF6-80E1
CFM56-5C
CF6-80C2
CF6-80E1
CF6-80C2
CF6-80E1
OH
OH
OH
OH
OH
OH
OH
OH
OH
SAA Technical
Mike Kenny
Head of Technical Sales & Marketing
Room 309, 3rd oor
Hangar 8, Jones Road
Gauteng
Johannesburg International Airport, 1627
South Africa
Tel: +27 1197 89993
Fax: +27 1197 89994
Email: satmarketing#ysaa.com
www.ysaa.com/technical
CFM56-3/-5B/-7B
JT8
JT9
RB211
V2500
MC
HSI, MC, MO, OH
HSI, MC, MO, OH
MC
MC
Test cell for JT8D, JT9D,

CF6-50C2 and RB211-524G/H
Thai Technical
Chamaimas Sanguansin
Director
Technical Marketing and Sales Department
Technical Department
Suvarnabhumi Airport
Bangphli Samut Prakarn 10540
Thailand
Tel: +66 2137 6300
Fax: +66 2137 6942
Email : chamaimas.s#thaiairways.com
www.thaitechnical.com
CF6-80C2
Trent 700
Trent 800
MC, MO, OH
MC
MC
Test cell for listed engines
HAESL
David Radford
Customer & Planning Manager
70 Chun Choi
Street Tseung
Kwan O Industrial Estate
New Territories
Hong Kong
Tel: +852 2260 3264
Fax: +852 2260 3277
Email: david.radford#haesl.com
www.haesl.com
RB211-524
Trent 500
Trent 700
Trent 800
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Israel Aerospace Industries

Bedek Engines Division
Lenny Kaufman
Contracts Manager
Ben Gurion International Airport
70100
Israel
Tel: +972 5236 63065
Email: lkaufman#iai.co.il
www.iai.co.il
CFM56-2/3/5/7
JT3D
JT8D
JT9D
PW4000
PT6A/6T
T56
V2500-A5
OH
OH
OH
OH
OH
OH
OH
OH
Seven test cells up to 70,000lb
IHI
229, Tonogaya
Mizuh-Machi
Nishitama-Gun
Tokyo 190-1297
Japan
Tel: +81 4256 87103
Fax: +81 4256 87073
Email: suguruBtakeguchi#ihi.co.jp
www.ihi.co.jp
CF34-8/10
V2500
HSI, MC, MO, OH

HSI, MC, MO, OH
Two test cells of up to

60,000lb and 115,000lb
INDEPENDENTS
www.mro-network.com
83
Company
Contact details
Types (commercial)
Checks
Test cells
Jordan Airmotive
Ziad Abu Ain

CEO
Queen Alia International Airport
Amman, 11104
Jordan
Tel: +962 6 4451181
Fax: +962 6445 2620
Cell: +962 7982 111 31
Email: ]iadabuain#MordanairmotiYecom
CF6-80C2
CFM56-3
RB211-524
OH
OH
OH
One test cell
MTU Maintenance Zhuhai
Frank Bodenhage
President & CEO
1 Tianke Road
Free Trade Zone
Zhuhai, 519030
PR China
Tel: +86 756 8687 806
Fax: :+86 756 8687 901
Email: mtu.maintenance#mtuzhuhai.com
www.mtu-zhuhai.com
CFM56-3
CFM56-5B
CFM56-7
V2500-A5
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Up to 150,000lb
ST Aerospace Engines
Poon Kok Wah

VP, Sales & Marketing
Tel: +65 6380 6768
Fax: +65 6284 0164
Email: poonkw#stengg.com
www.staero.aero
CFM56-3
CFM56-5B
CFM56-7B
JT8D
T56/501
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Five test cells
IHI
229, Tonogaya
Mizuh-Machi
Nishitama-Gun
Tokyo 190-1297
Japan
Tel: +81 4256 87103
Fax: +81 4256 87073
Email: suguruBtakeguchi#ihi.co.jp
www.ihi.co.jp
CF34-8/10
V2500
HSI, MC, MO, OH

HSI, MC, MO, OH
Two test cells of up to

60,000lb and 115,000lb
ST Aerospace Technologies
Choo Han Khoon

President
2 Hua Yu Road
Xiamen
PR China
Tel: +86 5922 939262
Fax: +86 592 2939268
Email : choohk#stengg.com
www.stengg.com
CFM56-7B
HSI, MC, MO, OH
One test cell
Taikoo Engine Services
Simon Smith
Commercial Manager
No. 5 Gaoqi Nan 3 Road
361006, Xiamen
PR China
Tel: +86 5925 733000
Fax: +86 5925 731502
Email: simon.smith#texl-eng.com
Email: cb#texl-eng.com
www.texl.com.cn
GE90
HSI, MC, MO, OH
One test cell up to 150,000lbs
Turbine Services &

Solutions Aerospace
Ian Taylor
A/VP - Sales and Commercial
PO Box 48570
Abu Dhabi International Airport
Abu Dhabi, 46450
UAE
Tel: +971 2505 7229
Fax: +971 2575 7263
Email: sales#tssaero.ae or itaylor#tssaero.ae
http://ts-s.ae
CF6-80C2
GEnx
PT6-A/T
Trent 700
V2500-A5
HSI, MC, OH, MO

HSI, MC
HSI, MC, OH, MO
HSI, MC, OH, MO
HSI, MC, OH, MO
One xed test cell,

one portable test cell
(Xiamen)
(Xiamen)
84
www.mro-network.com
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APU
APU overhaul directory 2016

Worldwide
KEY
HSI - Hot Section Inspection
MC - Module Change
OH - Overhaul
MO - Module Overhaul
Company
Contact details
APU Types
Capabilities
Aerotec International
David Davidson, CEO

3007 East Chambers St
Phoenix, AZ 85040
USA
Tel: +1 602 253 4540
Fax: +1 602 252 0395
Email: ddavidson#aerotecinternational.com
Email: inTXiries#aerotecinternational.com
www.aerotecinternational.com
APS2000
APS3200
GTCP36-150RR/RJ
GTCP36-300
GTCP85-98
GTCP85-129
GTCP131-9A/B/D
GTCP331-200ER
GTCP331-250H
GTCP331-500
GTCP660
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Air Asia
Jen Chun Tsui

Director, Marketing
1050 Jichang Road
Rende District
Tainan City 71755
Taiwan, ROC
Tel: +886 6268 4810
Fax: +886 6269 8228
Email: M.c.tsui#airasia.com.tw
www.airasia.com.tw
GTCP85-98
GTCP85-129
HSI, MC, MO, OH

HSI, MC, MO, OH
Air India
B K Bagchi
Deputy General Manager (Engineering)
Old Airport
Mumbai, 400029
India
Tel: +91 2226 263261
Fax: +91 2226 157068 / 57046
Email: bk.bagchi#airindia.in
GTCP131-9B
GTCP331-250H
GTCP331-500B
PW901
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Air New Zealand

Engineering Services
(ANZES)
Paul Chisholm
Account Manager APU Marketing, Sales
Georey Roberts Road
PO Box 53098
Auckland International Airport
1730 Auckland
New Zealand
Fax: +64 3374 7319
Cell: +61 0417 790059
Email: paul.chisholm#airnz.co.nz
www.airnewzealand.co.uk/engineering
APS3200
GTCP85-129
GTCP95
GTCP131-3B
GTCP131-9A
GTCP331-200
GTCP331-250
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Alitalia Maintenance
Systems
Oreste Murri
Marketing, Sales and Customer Support Director
Leonardo da Vinci Airport
Via Ezio Bevilacqua snc
00054 Fiumicino, Rome
Italy
Tel: +39 0665 592236
Fax: +39 0665 592213
Cell: +39 3357 389719
www.alitaliamaintenancesystems.it
GTCP85
GTCP331-200ER
GTCP660
TSCP700
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Alturdyne PowerbSystems
Richard Queen, CEO

660 Steele Street
El Cajon, CA 92020
USA
Fax: +1 619 442 0481
Email: inIo#alturdyne.com
www.alturdyne.com
T62 Series
HSI, MC, MO, OH
86
www.mro-network.com
Company
Contact details
APU Types
Capabilities
Aviation Power Support
Dale Owens
Vice President
2415 W, Arkansas Street
Durant, OK 74701
USA
Tel: +1 580 920 0535
Fax: +1 580 920 1235
EPail: dRwens#apsPrRcRP
GTCP85
GTCP36
GTCP331
GTCP131
OH
OH
OH
Repair
Chase Aerospace
Brad Scarr
Managing Director
4493 36th Street
Orlando, FL 32811
USA
Tel: +1 407 812 4545
Fax: +1 407 812 6260
Email: Erads#chaseaerospace.com
Email: ronn\#chaseaerospace.com
www.chaseaerospace.com
GTCP36
GTCP85
GTCP131
GTCP331
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Dallas Airmotive
Christopher Pratt
Director of Marketing Analysis and Communication
900 Nolen Drive, Suite 100
Grapevine, TX 76051
USA
Tel: +1 214 956 2601
Fax: +1 214 956 2825
Email: turEines#dallasairmotive.com
www.dallasairmotive.com
GTCP36
RE100
RE220
HSI, MC, MO, OH

MC
MC
Delta TechOps
Jack Arehart
President MRO Services
1775 MH Jackson Service Rd
Atlanta Hartseld International Airport
Atlanta, GA 30354
USA
Tel: +1 404 773 5192
Fax: +1 404 714 5461
Email: service#deltatechops.com
www.deltatechops.com
GTCP131-9B
GTCP331-200
HSI, MC, MO, OH

HSI, MC, MO, OH
Euravia Engineering
Dennis Mendoros
Managing Director
Euravia House
Colne Road
Kelbrook, BB18 6SN
UK
Tel: +44 1282 844480
Fax: +44 1282 844274
Email: enTuiries#euravia.aero
www.euravia.aero
GTCP165
HSI, MC, MO, OH
El Al Israel Airlines
Eli Uziel
Marketing and Sales Manager
PO Box 41
Ben Gurion International Airport
Tel Aviv, 7015001
Israel
Tel: +1 972 3971 7278
Fax: +1 972 3971 7205
Email: uziele#elal.co.il
www.elaltech.com
GTCP131-9B
GTCP331-200A
GTCP660-4
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
EPCOR
Martin Brandt
Sales Manager
Bellsingel 41
1119 NT Schiphol-Rijk
The Netherlands
Tel: +31 (0) 20 3161 730
Fax: +31 (0) 20 3161 777
EMERGENCY AOG AFTER HOURS :
Tel: +31 (0) 61 8452 284
Email: Martin.Brandt#Epcor.nl
www.epcor.nl
APS2300
APS3200
APS5000
GTCP131-9
GTCP331-350
GTCP331-500
HSI, MC, MO,OH

HSI, MC, MO,OH
HSI, MC, MO,OH
HSI, MC, MO,OH
HSI, MC, MO,OH
HSI, MC, MO,OH
(BBA Aviation)
(AFIKLM E&M subsidiary)
www.mro-network.com
87
Company
Contact details
APU Types
Capabilities
Ethiopian MRO
Aman Ahmed
Manager MRO Market Development
Bole International Airport
PO Box 1755
Addis Ababa
Ethiopia
Tel: +251 1166 51191
Fax: +251 1166 51200
Cell: +251 9300 12717
Email: amans#ethiopianairlinesFom
GTCP331-200
HSI, MC, MO, OH
GMF AeroAsia
Mrs Rahmaniar
GM Marketing
Soekarno Hatta International Airport
Cengkareng 19130
Indonesia
Tel: +62 2155 08766
Fax: +62 2155 02489
Email: marketing#gmf-aeroasia.co.id
www.gmf-aeroasia.co.id
GTCP36-4A
GTCP85-129
GTCP85-184
GTCP85-185
TSCP700-4B/E
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
H+S Aviation
Steve Bull
Territorial Sales Director
Airport Service Road
Portsmouth
Hampshire PO3 5PJ
UK
Tel: +44 2392 304256
Fax: +44 2392 304020
Email: steve.bull#hsaviation.co.uk
GTCP36-100
GTCP36-150
GTCP331-200
GTCP331-250
PW901A
PW901C
T40-1b
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Rep, OHb
Rep, OH
HSI, MC, MO, OH
HiRel Connectors, Inc
760 W. Wharton Drive

Claremont
California 91711
USA
Tel: +1 909 626 1820
Tel: +44 1980 843887
Sheila Bragole - USA
Email: sheilab#hirelco.net
David Campion - International
Email: davidc#hirelco.eu
www.hirelco.net
APS3 (250)/3200b
Cable Harnesses
Connectors & Interconnect Solutions for
harsh environments
Connector Accessories
Honeywell Aerospace
Volker Roth
Director
Frankfurter Strasse 41-65
65479 Raunheim
Germany
Tel: +49 6142 405451
Fax: +49 6142 405552
Email: volker.roth#honeywell.com
www.honeywell.com
GTCP36
GTCP85
GTCP131
GTCP331
GTCP660
RE220
TSCP700
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Honeywell Aerospace
Loke Chee Kheong

Plant Director
161 Gul Circle
629619, Singapore
Tel: +65 6869 5257
Email: cheekheong.loke#honeywell.com
www.honeywell.com
GTCP36
GTCP85
GTCP131-9
GTCP331
OH
OH
OH
OH
Honeywell Aerospace
Brian Shurman
Director of Quality
1944 East Sky Harbor Circle
Phoenix, AZ 85034
USA
Tel: +1 602 365 3279
Fax: +1 602 365 4029
Email: brian.shurman#honeywell.com
www.honeywell.com
GTCP36
GTCP85
GTCP131-9
GTCP165-1B
GTCP331
GTCP660-4
RE220
TSCP700
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Iberia Maintenance
Adolfo Gordo
Sales & Customer Support Manager
Aeropuerto Madrid-Barajas
Adolfo Suarez. La Muoza
Edicio E1D. 1l planta
Madrid, 28042
Spain
Tel: +34 9158 74828
Fax: +34 9158 74824
Email: agordo#iberia.es
www.iberiamaintenance.com
GTCP36-300
GTCP85-98DHF
GTCP131-9A
OH
OH
OH
(Garuda Indonesia Group)
(BBA Aviation)
(Germany)
(Singapore)
(USA)
88
www.mro-network.com
Company
Contact details
APU Types
Capabilities
Inite 0RO 6erYices /td
David Flack
Commercial and Business Development Mngr
North Hangar
Aviation Way
Southend
Essex SS2 6UN
UK
Tel: +44 1702 348601
Email: davidack#inite-southendcouk
ZZZinitecouk
GTCP36-100G/M
GTCP36-150M
GTCP85-71
GTCP85-98 [C] C
GTCP85-98CK
GTCP85-115
GTCP85-129
GTCP85-180L
GTCP85-185L
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Innotech Aviation
ric Garneau
Director of Maintenance
10225 Ryan Avenue
Montreal
Quebec H9P 1A2
Canada
Tel: +1 514 636 8484
Fax: +1 514 636 2323
Email: eric.garneau#innotech-execaire.com
www.innotechaviation.com
GTCP36-100
GTCP36-150
HSI, MC, MO, OH

HSI, MC, MO, OH
-AT Tehnikabbb
Miroslav Musulin
General Manager
11180 Belgrade 59
Airport Nikola Tesla
Serbia
Tel: +381 1126 01475
Email: me-manager#jat-tech.rs
www.jat-tehnika.aero
GTCP 85 Series
HSI, Repair, OH,
Korean Air Maintenance &

Engineering
260 Hanuel-gil
Gangseo-gu
157-712
Seoul, Korea
Tel: +82 2265 63053
Fax: +82 2265 68120
Email: selmpdm#koreanair.com
www.mro.koreanair.co.kr
GTCP131-9B
GTCP331-250
OH
HSI, MC, MO, OH
Lufthansa Technik Aero

Alzey
Raimund Schnell
Rudolf-Diesel-Str. 10
55232 Alzey
Germany
Tel: +49 6731 497230
Fax: +49 6731 497333
Email: sales#lhaero.com
www.lhaero.com
PW901A/C
HSI, MC, MO, OH
Lufthansa Technik
Wolfgang Weynell
SVP Corporate Sales and Marketing
Weg beim Jger 193
22335 Hamburg
Germany
Tel: +49 4050 702547
Fax: +49 4050 702101
Email: hamtssek#lht.dlh.de
www.lufthansa-technik.com
APS2000
APS2300
APS3200
GTCP36-300
GTCP85-129H
GTCP131-9A/B
GTCP331-200
GTCP331-250
GTCP331-350
GTCP331-500
GTCP331-600
PW901A/C
TSCP700-4E
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Pakistan International
Airlines
Afzal Noor
Chief Engineer
Quaid-E-Azam International Airport
Karachi 75200
Pakistan
Tel: +92 2199 045324
Cell: +92 3222 229730
Email: afzal.noor#piac.aero
GTCP85-129K/H
GTCP660
TSCP700
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
www.mro-network.com
89
Company
Contact details
APU Types
Capabilities
Piedmont Aviation
Component Services
Alan Haworth
VP Sales and Marketing
1031 East Mountain St
Building 320
Kernersville, NC 27284, USA
Tel: +1 336 776 6279
Fax: +1 336 776 6301
Cell: +1 336 407 4312
Email: alan.haworth#piedmontaviation.com
www.piedmontaviation.com
GTCP30-92
GTCP36
GTCP85
GTCP95
GTCP331-200
GTCP331-250
APS2300
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH

SEA
Ron Norris
Sales Manager
10 Loyang Crescent
Loyang Industrial Estate
509010 Singapore
Tel: +61 4587 58788
Email: ron.norris#pwc.ca
www.pwc.ca
APS3200
HSI, MC, MO, OH
Revima APU
Jean Michel Baudry

Business Development Director
1 Avenue du Latham 47
76490 Caudebec en Caux, France
Tel: +33 2355 63582
Fax: +33 2355 63556
Email: Meanmichel.baudry#revima-apu.com
Xavier Mornand
Tel: +33 2355 63604
Director Business Development
Email: xavier.mornand#revima-apu.com
www.revima-apu.com
APS500
APS2000
APS2300
APS1000
APS5000
GTCP131-9A/B
GTCP331-200
GTCP331-250
PW901A/C
PW980
TSCP700-4B/-4E
TSCP700-5
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
South African Airways

Technical
Kobus Kotze
Senior Manager, APU
Private Bag X12
Room 212, Hangar 8
Johannesburg 1627
South Africa
Tel: +27 1197 89513
www.ysaa.com
GTCP85
GTCP660
JT8
JT9
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
StandardAero
Corporate Oce
6710 N. Scottsdale Rd, Suite 250
Scottsdale, A=b 85253, USA
Tel: +1 480 377-3100
Fax: +1 480 377-3188
APS2300
GTCP36
GTCP85
RE220
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
StandardAero Augusta
Tony Gay
Director of Engine Services
1550 Hangar Road
Augusta, GA 30906, USA
Tel: +1 706 771 5677
Fax: +1 706 771 5628
Gregg Washburn, Customer Product Manager APUs
Tel: +1 706 771 5631
Cell: +1 706 220 2262
Scott Van Essendelft
Tel: +1 706 771 5604
Fax: +1 706 790 5122
GTCP36-100 series
GTCP36-150 series
HSI
HSI
StandardAero Maryville
Kerry OSullivan
VP and GM
1029 Ross Drive
Maryville, TN 37801, USA
Tel: +1 865 981 4673
Fax: +1 865 983 2092
Toll free: +1 800 906 8726
Email: apu#standardaero.com
APS2300
GTCP36
GTCP85
RE220
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
TAP Maintenance &

Engineering
Carlos Ruivo
PO Box 50194
Lisbon Airport
1704-801 Lisbon, Portugal
Tel: +351 7072 00800
Fax: +351 2184 15913
Email: care2me#tap.pt
www.tap-mro.com
APS3200
GTCP85
HSI, MC, MO, OH

HSI, MC, MO, OH
Revima Group subsidiary
90
www.mro-network.com
Company
Contact details
APU Types
Capabilities
TAP Maintenance and

Engineering Brazil
Anderson Fenocchio
Business Development Director
Estrada das Canarias, 1862
21941-480 Rio de Janeiro, Brazil
Email: anderson.Ienocchio#tapme.com.Er
Ricardo Vituzzo
Sales General Manager
Tel: +55 5133 757099
Tel: +55 1150 979770
Email: ricardo.vituzzo#tapme.com.Er
www.tap-mro.com
APS500 [T62-T-40C11]
GTCP85
GTCP131-9B
GTCP331-200ER
TSCP700
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Triumph Air Repair
Colin Fairclough, VP Sales

50 South 56th Street
Chandler, AZ 85226, USA
Tel: +1 480 824 2666
Email: cdIairclough#triumphgroup.com
www.triumphgroup.com
APS 3200
GTCP85
GTCP131- 9A/9B
GTCP331- 200/250/350/500
GTCP660
PW901
TSCP700
HSI, MC, MO, OH

HSI, MC, MO, OHb
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Triumph Aviation Services

Asia, Ltd.
Peter Gille
Operations & Engineering
700/160 Moo 1, T. Bankao, A. Pantong
Chonburi 20160
Thailand
Tel: +66 3846 5070
Email: pgille#triumphgroup.com
www.triumphgroup.com
GTCP85series
GTCP131-9A/-9B
GTCP331-200/-250/-350
GTCP660-4
PW901A
TSCP700-4E/-5
HSI, MC, MO, OHb

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
Turkish Technic
Altug Sokeli
Technical Marketing and Sales Manager
Ataturk International Airport, Gate B
34149 Yesilkoy
Istanbul, Turkey
Tel: +90 2124 636363
Fax: +90 2124 652547
Email: asokeli#thy.com
Email: techmarketing#thy.com
www.turkishtechnic.com
APS2000
APS3200
GTCP131-9B
GTCP331-250H
HSI, MC, MO, OH

HSI, MC, MO, OH
HSI, MC, MO, OH
HSI, MC, MO, OH
The Highest performing

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SPECIALIST ENGINE REPAIRS DIRECTORY
Specialist engine repairs directory 2016

Worldwide
AMERICAS
Company
Contact details
Component capabilities
Engine type
Specialist skills
Aero Propulsion Support,

Inc.
Allan Slattery
President/CEO
108 May Drive
Harrison, OH 45030
USA
Tel: +1 513 367 9452
Fax: +1 513 367 7930
Email: aslattery#aeropropulsion.com
www.aeropropulsion.com
Abradable seals
Compressor diusers
Compressor scroll
Compressor shrouds
Honeycomb seals
Combustion liners
Sheet metal components
Turbine support components
Turbine nozzles
CT7, J85, CF34

GTCP36
GTCP131
GTCP331
M250
PW901
RR300
TSCP700
TPE-331
Atmosphere/vacuum
furnace heat treat/brazing,
Coatings: thermal spray,
aluminized, DER repair
development, Fluoride ion
cleaning, Honeycomb brazing,
Machining (CNC) EDM, NDT
(FPI, pres. test, and dim.
inspection), PacN diusion
coatings, Welding (GTAW,
dabber, plasma, LBW, EBW)
Aerospace Welding
Michel Dussault
Vice President Sales
890 Michele-Bohec
Blainville
Quebec J7C 5E2
Canada
Tel: +1 450 435 9210
Fax: +1 450 435 7851
Email: mdussault#aerospacewelding.com
www.aerospacewelding.com
Ducting (bleed pipes, de-icing)

Engine mounts
Exhaust systems
Fuel tanks
Heat shields
Jet pipes
Nose cowls (CL600)
Rings
Thrust reversers (CL600)
Tracks
Tubing
JT3D
JT8D
JT9D
JT15D
PT6A
PW100
RB211
Coatings (HVOF, plasma

spray), Metallurgical
laboratory, Milling, NDT (eddy
current, FPI, MPI), Turning
equipment, Welding (fusion)
Aircraft Ducting Repair
Steve Alford
President
101 Hunters Circle
Forney, TX 75126
USA
Tel: +1 972 552 9000
Fax: +1 972 552 4504
Email: repairs#acdri.com
www.aircraftducting.com
APU exhaust ducts

Engine exhaust tailpipes
Pneumatic ducts
Pneumatic manifolds
Pneumatic tubes
CFM56-3B/C
CFM56-7B
JT8D/200
PW4000
V2500
Machining (CNC), NDT,

Welding (TIG)
Airline Component Parts
Patrice Sparks
COO
1111 Stanley Drive
Euless, TX 76040
USA
Tel: +1 817 354 4144
Fax: +1 817 354 1667
Email: dbrooksieker#airlinecomponent.com
www.airlinecomponent.com
Torque Motors
Pressure Switches
Sensors
Exciters
Fire Detectors
Pressure Indicators
LVDTs
Wire Harnesses
Transducers
CFM56
CF6-80
CF34
GTCP85
GTCP131
GTCP331
JT8D
RB211
V2500
DER repair development,

Electronic testing,
Environmental testing,
Reverse engineering
AMETEK Aerospace and

Defense
1701 Industrial Boulevard

Hidalgo, TX 78557
USA (ship-to address)
Tel: +1 978 988 4400
Email: aerosales#ametek.com
www.ametekaerodefense.com
EGT
Fuel owmeters
Oil-level sensors
Speed sensors
Switches
Temperature sensors
Wiring harnesses
CF6
CF34
CFM56
GP7200
Honeywell engines
Pratt & Whitney engines
Fuel ow calibration,
Intricate assembly
APECS Engine Center
Nick Troonin
Manager
13642 South West
142 Avenue
Miami, FL 33186
USA
Tel: +1 305 255 2677
Fax: +1 305 255 0277
Email: nickt#a-pecs.com
www.a-pecs.com
Fan blades
Fan disks
Fan stators
Gearbox
JT8D/200
ASB: 6431 specialists,

Blade blending (on wing),
Breather checks, Custom
workscopes, Fan specialists,
Field service repair team,
Gearbox specialists, Gearbox
overhaul and exchange , HPC
exchanges, Line maintenance
support, Modications, NDT
(borescope inspections), Parts
(repair, modication, overhaul
and sale), Repairs, Testing,
Trouble shooting, Vibration
analysis
(Reynosa Service Center)
92
www.mro-network.com
Company
Contact details
Engine type
Specialist skills
Aviation Power Support
Dale Owens
VP, Sales and Customer Services
2415 West Arkansas
Durant, OK 74701
USA
Tel: +1 580 920 0535
Fax: +1 580 920 1235
Email: dowens#apsmro.com
www.apsmro.com
Internal piece partsb
-T8Db
-T15Db
PTb
TPE331b
Air owing, %alancing,

Coatings (plasma spray),
DER repairs, Heat treatment,
Machining, NDT (FPI, MPI),
Shot peening, Vacuum
furnace brazing
Barnes Aerospace
169 Kennedy Road

Windsor, CT 06095
USA
Tel: +1 860 687 5252
Email: bberry#barnesaero.com
www.barnesaero.com
Casings
Disks
Drums
Frames
Honeycomb seals
HPT seals
Nozzle guide vanes
CF34
CFM56
GE90
JT8D
JT9D
PW2000
PW4000
RB211
Trent 500
Trent 700
Trent 800
Trent 900
V2500
CNC milling, turning and

grinding, Coatings (plasma
spray, wire arc), Heat
treatment, Hydrogen ouride
cleaning, High pressure
waterjet, NDT, Shot peening,
Thermal processing, Vacuum
furnace brazing, Welding
(electron beam and TIG)
Britt Metal Processing
Juan Vega
President
15800 North West
49th Avenue
Hialeah Gardens, FL 33014
USA
Tel: +1 305 321 5200
Fax: +1 877 202 1806
Email: juan.vega.sr#brittmetal.com
www.brittmetal.com
Air turbine starters

Compressors
Diusers and diuser housings
Exotic materials
Hot section components
Hydraulics (housings, adapter
blocks)
Inlets
Pneumatics (air-cycle machine,
valves
Scrolls
Stationary components
Supports
GTCP85
GTCP131-9
GTCP331
GTCP660
TSCP700
Balancing , Coatings (plasma,

thermal spray), Heat
treatment, Machining (CNC),
Painting, Vacuum furnace
brazing, Welding
Chromalloy
Steve Baxter
Operations Director
303 Industrial Park
San Antonio, TX 78226
USA
Tel: +1 210 331 2300
Email: sbaxter#chromalloy.com
www.chromalloy.com
Cases
Combustors
Disks
Frames
Hubs
Shafts
Turbine engine modules
CF6-50/80A/80C
CFM56-2
CFM56-3
CFM56-5B
CFM56-7B
PW2000
PW4000-99/100/112
RB211-524/535
V2500-A1/A5/D5
Trent 800
CMM, Coatings (plasma

spray), Grinding (CNC), Heat
treatment, Machining (CNC),
NDT , Vacuum furnace
brazing, Welding (electronic
beam, gas tungsten arc)
Chromalloy
George Nguyen
General Manager
330 Blaisdell Road
Orangeburg, NY 10962
USA
Tel: +1 845 359 4700
Email: gnguyen#chromalloy.com
www.chromalloy.com
Turbine engine modules
AE3007
CF6
CFM56
GE90
CT7
JT8D
JT9D
PW2000
PW4000
Trent 800
Trent 900
Trent 1000
Trent XWB
V2500
CBN abrasive tip, Customised

repairs, Engineering
analysis, Grinding, Heat
cleaning, Laser drilling,
LPW, Metallurgical analysis,
Machining (EDM, multiple
axis, precision), Tool design/
manufacture, Vacuum furnace
brazing, Welding
Chromalloy
Tim Ulles
General Manager
30 Dart Road
Newnan, GA 30265
USA
Tel: +1 770 254 6200
Email: tulles#chromalloy.com
www.chromalloy.com
HPC components
JT8D
JT9D
JT15D
PT6
PW2000
PW4000-94/100/112
RB211-524/535E4
Trent 500
Trent 700
Trent 800
V2500
Coating restoration, Coatings

(plasma spray), Grinding,
Machining (EDM), Vacuum
furnace brazing, Waterjet
stripping and cutting
www.mro-network.com
93
Company
Contact details
Engine type
Specialist skills
Chromalloy
Mike Harris
General Manager
3636 Arrowhead Drive
Carson City, NV 89706
USA
Tel: +1 775 687 8833
Email: mharris#chromalloy.com
www.chromalloy.com
HPT blades
HPT vanes
LPT blades
LPT vanes
CF6-6/50/80A/80C2/80E
CFM56
JT8D-200
PW2000
Acid strip, Airow testing,

Alkaline cleaning, Atomic
absorbtion analysis, Belt
sanding, Braze preforms
and sinter cake, Brazing,
CO2 laser fusion (CNC),
CMM, Electro-stripping,
Fluoride-ion cleaning, Glass
bead peening, Grinding, Grit
blast, Investment casting,
Machining (EDM, CNC), NDT
(eddy current, FPI, SEM,
tomography), Welding (TIG)
Chromalloy
Mike Harris
General Manager
5161 West Polk Street
Phoenix, AZ 85043
USA
Tel: +1 602 272 1768
Email: mharris#chromalloy.com
www.chromalloy.com
Components
APS500
APS1000
APS2000
APS2100
APS2300
APS3200
GTCP36
GTCP85
GTCP131
GTCP331
GTCP660
PW901
TFE731
TPE331
TSCP700
Acid strip, ATPS, Airow

testing, DER repairs, Machinig
(EDM), NDT (eddy current),
Grinding (curvic, electrochemical), Welding (electron
beam)
Chromalloy
Martin George
General Manager
7007 Consolidated Way
San Diego, CA 92121
USA
Tel: +1 858 877 2800
Email: mgeorge#chromalloy.com
www.chromalloy.com
Components
CF6-6/50/80A/80C2
CF34
CFM56
GTCP36
GTCP85
GTCP131
GTCP331
GTCP660
JT3D
JT8D
JT9D
PW2000
PW4000
RB211-22B/524/535
TSCP700
TFE731
TPE331
V2500-A1/A5/D5
Fleet planning, Leasing

services, Module swapping
and refurbishment,
Monitoring, Parts (repair
and overhaul), NDT, Trouble
shooting, Workscope
management
Chromalloy
Bob Francis
General Manager
601 Marshall Phelps Rd
Windsor, CT 06095
USA
Tel: +1 860 687 4500
Email: bfrancis#chromalloy.com
www.chromalloy.com
Components
CF6-80A/80C2
CFM56
JT8D
JT9D
PW2000
PW4000
V2500-A1/A5/D5
Adhesive bonding, Brazing,

Grinding, Heat treatment,
NDT (MPI, FPI, eddy current,
ultrasonic and x-ray), Vacuum
furnace blazing
EthosEnergy Accessories
& Components/H&L
Accessory
Steve Carey
VP Aero Sales
EE Acc. & Comp
66 Prospect Hill Rd E.
Windsor, CT 06088
USA
H&L Acc.
2824 Old Woodru Rd
Greer, SC 29651
USA
Tel: +1 815 979 4608
Email: steve.carey#ethosenergygroup.com
www.ethosenergygroup.com
Electrical wire harnesses

Fuel nozzles
Pneumatics
Sensors
Thermocouples
AE2100/3007
CF6
CF34
CFM56
JT8D
LF502/507
PT6
PW100
PW2000
PW4000
T55
TPE331
V2500
Composite Repair, EB Weld,

Full Machining Capabilities,
Heat Treating, NDT, Repair
Development, Plasma Spray
ETI
Andy Clark
Assistant General Manager
8131 East 46 Street
Tulsa, OK 74145
USA
Tel: +1 918 232 5703
Email: andy.clark#etitulsa.com
www.etitulsa.com
Air adapters
Anti-vortex tubes
Bearings (composite)
Check valves
Heat shields (non-insulated,
thermal blanket insulated)
LPT outer duct assemblies (third stage)
VSV ring segments
VSV stator arms
VSV trunnion bearings
CF6-6/50/80
CF34
CFM56-3/-5/-7
GE90
PW2000
PW4000-94/100/112
DER repairs, Inspection,

Laser marking, Machining
(CNC), Material analysis, OEM
manual repairs, Vacuum
furnace brazing, Vacuum heat
treating, Welding (fusion)
94
www.mro-network.com
Company
Contact details
Engine type
201 W Crescentville Road

Cincinnati, OH 45246
USA
Tel: +1 513 552 3272
Email: aviation.eetsuSSort#ge.com
Cases
Combustors
Frames
HPT shrouds
HPT nozzles
LLPs
LPT nozzles
Structures
CFM International
Engine Alliance
GE
6200 South 42nd Street

McAllen, TX 78503
USA
Tel: +1 513 552 3272
HPC vanes
LPT blades
LPT vanes
CF6-50/80A/80C/80E
CF34-3/8/10
CFM56
GE90-94B/115B
Accessory repairs, Assembly

programmes, Kitting
programmes, LTP yield
programmes, Salvation
reviews
3024 Symmes Road

Hamilton, OH 45014-1331
USA
Tel: +1 513 552 3272
Cases
Combustors
Frames
HPT blades
HPT shrouds
HPT nozzles
LLPs
LPT nozzles
Structures
CF34-3/8/10
CFM56
CT7
T700
Brazing, Cleaning/surfact
treatment, Coatings (robotic
metal spray), Lean induction
furnace, Machining (EDM, wire
and CNC), Milling (adaptive
and CNC), NDT, Welding
GKN Aerospace
Chem-tronics
Doug Ramey
Director Sales & Marketing
1150 West Bradley Ave
El Cajon, CA 92020
USA
Tel: +1 770 252 1943
Email: doug.ramey#usa.gknaerospace.com
www.gknaerospace.com
Fan blades
Fan blade annulus llers
Fan disks
AE3007
ALF502/507
CF6-50/80A/80C
CF34
CFM56
JT9D
PW2037
PW4000
RB211-524/535
T800
TFE731
V2500
Airfoil machining, Airfoil

recontoring, Airfoil nishing,
Chemical stripping, Coatings
(HVOF, plasma spray), Optical
inspection, Waterjet, Welding
(electron beam)
HARCO
Richard Hoyt
Marketing Manager
186 Cedar Street
Branford, CT 06405
USA
Tel: +1 203 483 3757
Email: rhoyt#harcolabs.com
www.harcolabs.com
EGT probes
Harnesses
CMF56-3
JT8D
JT9D
PW2000
PW4000
V2500
Honeywell Aerospace
Phoenix
Bill Wright
Senior Director, Component Sales
APU/Propulsion
1300 West Warner Road
Tempe, AZ 85284
USA
Tel: +1 480 592 2194
Email: bill.wright#honeywell.com
www.honeywell.com
Accessories
CSD
Engine generators
Fuel control units
Fuel control components
Fuel/oil coolers
Fuel/oil heaters
IDG
CF6
CF34
CFM56
CT1
Honeywell engines and APUsb
JT8D
JT9D
JT10D
JT11D
JT15D
PW100
PW4000
RB211
RR250
Honeywell Aerospace
Bill Wright
APU/Propulsion
1944 East Sky Harbor
Circle
Phoenix, AZ 85034
USA
Tel: +1 480 592 2194
www.honeywell.com
Blisks
Cases
Cold section parts
Compressor blades
Fan blades
Gearboxes
Knife-edge seals
Impellers
CF34
GTCP36
GTCP331200/250/300/350/500
GTCP131-9
JT15D
PT6
PW1000
TFE731
TPE331
V2500
Cincinnati
McAllen
Cincinnati (Symmes Road)
(Engine accessories)
(Engine piece part advanced

repair)
www.mro-network.com
Specialist skills
Brazing, CMM, Coatings

(HVOF, plasma spray,
platinum aluminide), Crack
restoration, EBPVD, Fluorideion cleaning, Heat treatment,
Machining (CNC, EDM), NDT
(FPI, MPI), Welding (electon
beam, TIG)
95
Company
Contact details
Engine type
Honeywell Aerospace
Bill Wright
APU/Propulsion
3475 North Wesleyan
Boulevard
Rocky Mount, NC 7804
USA
Tel: +1 480 592 2194
Email: Eill.wright#honeywell.com
www.honeywell.com
Hydraulic actuators
Hydromechanical fuel controls
Mechanical actuators
Pneumatic fuel controls
Honeywell engines
Honeywell Aerospace
Bill Wright
APU/Propulsion
6930 North Lakewood
Avenue
Tulsa, OK 74117
USA
Tel: +1 480 592 2194
www.honeywell.com
Fuel heaters
Heat exchangers
Oil coolers
Ozone converters
Precoolers
Valves
Water separators
CF5
CF34
CFM56
CT7
Honeywell engines/APUs
JT8D
JT9D
JT10D
JT11D
JT15D
P108
PT6
PW100
PW4000
RB211
Tay
Honeywell Aerospace
Bill Wright
APU/Propulsion
Hangar 8, Slemon Prk
Summerside
Prince Edward Island, COB 2A0
Canada
Tel: +1 480 592 2194
www.honeywell.com
Electrical equipment
Electronic engine controls (EEC)
Flow dividers
Fuel controls
Fuel nozzles
Fuel pumps
Generator harnesses
Pump electronics
Propeller governors
Torque signal conditioners
Honeywell engines
PW100
PW4000
International Aircraft
Associates
Mitch Weinberg
President
Al Vorhauer
Vice President, Operations
10875 Marks Way
Miramar, FL 33025
USA
Tel: +1 954 441 2234
Fax: +1 954 432 2980
Cell: +1 305 773 4455
Email: al.vorhauer#internationalaircraft.com
www.internationalaircraft.com
Liburdi Turbine Services
400 Highway 6 North

Dundas
Ontario, L9H 7K4
Canada
Tel: +1 905 689 0734
Fax: +1 905 689 0739
Email: liburdi#liburdi.com
www.liburdi.com
LKD Aerospace
Kim Sayers
Sales Manager
8020 Bracken Place SE
Snoqualmie, WA 98065
USA
Tel: +1 425 396 0829
Fax: +1 425 396 1129
Email: kimsayers#lkdaero.com
www.lkdaerospace.com
MD Turbines
Manuel De Jesus
President / Owner
8080 West 26 Ct
Hialeah, FL 33016
USA
Tel: +1 305 362 2111
Email: info#mdturbines.com
www.mdturbines.com
96
Specialist skills
CF6-80
CFM56
PW4000
RB211-535
V2500
Disassembly, End-of-life
solutions, Engine shop
management, Material
support
Fuel nozzles
Turbine blades
Vane stators
Vanes
CF6
CFM56
RB211
Coatings (air plasma, HVOF),

Heat treatment , Hot section
repairs, Machining (EDM),
NDT (X-ray), Welding (GMAW,
GTAW laser, plasma, TIG)
Ignition leads (8TE34)

Ignition leads (8TK34)
Thermocouple leads (8TE34)
Thermocouple leads (8TK34)
CF6-6/50
CF6-50/80
CF34
CFM56
JT8D-200
PW2000
PW4000
RB211
V2500
Disassembly, Engine
preservation, NDT (borescope
inspection)
www.mro-network.com
Company
Contact details
MD Turbines Logistics
Matt Maritza
Logistics Manager
8080 West 26 Ct
Hialeah, FL 33016
USA
Tel: +1 305 362 2111
(mail: matt#mdturbines.com
www.mdturbines.com
MTU Maintenance Canada
Michel L. Carrier
Director Sales, Repair Services
6020 Russ Baker Way
Richmond, BC
V7B 1B4
Canada
Cell: +1 514 77 50 180
Email: Michel.Carrier#mtucanada.com
www.mtu.de
Nordam Repair Division
Engine type
Specialist skills
CF6-50/80
CF34
CFM56
JT8D-200
PW2000
PW4000
RB211
V2500
Air ride check
Accessories
CF34
CF6
CFM56
GE90
PW2000
V2500
Actuator Repairs, Bench

checks, CFM56 Valve Plate
Repair, DERs, Full Overhaul,
LRU Management, Repairs,
Testing, Total Part Care
Daryl Hartzell
Vice President of Support Services,
Repair Division
11200 East Pine Street
Tulsa, OK 74116
USA
Tel: +1 918 234 5155
Fax: +1 918 878 6221
Email: feedback.nrd#nordam.com
www.nordam.com
Actuation system components

Accoustic barrels
Accoustic panels
Blocker doors
Cases
Centrebodies
Ducts
Exhaust nozzles
Fairings
Fan cowl doors
Liners
Nose cowls
Plugs
Sleeves
Thrust reversers
CF6-50/-80
CFM56
JT8D
JT9D
PW2000
PW4000
V2500
RB211
Bonded honeycomb repair,

Composite part repairs,
Vacuum furnace brazing,
Vacuum furnace bonding
PAS Technologies Inc.
Daniel Adamski
VP Business Development
1234 Atlantic Street
North Kansas City, MO 64116
USA
Tel: +1 816 556 5108
Email: danielBadamski#pas-technologies.com
www.pas-technologies.com
Actuation Pistons & Cylinders

Bearing Housings/Supports
Bevel Gears
Carbon Seals
Cases (HPC/LPT/Diuser)
Compressor Blades
Fan Blades
Flap & Slat Tracks
HPC Stators & Stator Shrouds
HPT CDP Seals
Landing Gear Sub-Components
LPT Outer Airseals
Housings & Bodies
Segmented Honeycomb Seals
TOBI Ducts
Variable Guide Vanes
AE3007
CF6-80
CFM56-3/5/7
JT8D
JT9D
JT15D
PW100
PW300
PW305
PW901
PW2000
PW4000-94/-100/-112
V2500
Airfoil blending &

straghtening, EDM, Finishing
(vibratory), Grinding, Heat
treatment, Honing & Lapping,
Joining/Brazing (Honeycomb
& Felt Metal), Milling, NDT (FPI,
MPI), Plating, Shot peening
(glass and ceramic), Stripping
(Chemical & Mechanical),
Thermal Spray Coatings
(Plasma, HVOF, D-Gun ),
Turning, Welding (EB, TIG)
Pratt & Whitney

Canada Accessories and
Component Services
Anthony Louis
Customer Services Manager
3101 Hammon Road
Wichita Falls, TX 76310
USA
Tel: +1 940 761 9253
Fax: +1 940 761 9292
Email: anthony.louis#pwc.ca
www.pwc.ca

engines
Pratt & Whitney

Canada Accessories and
Component Services
Heather Armstrong
Customer Service Manager
1000 Marie Victorin Boulevard
Longueuil, Quebec,
J4G 1A1, Canada
Tel: +1 450 468 1443
Fax: +1 450 647 9241
Cell: +1 514 497 1708
Email: heather.armstrong#pwc.ca
www.pwc.ca
Accessories

engines
Component (repair, overhaul)

Teardown

Services
Louis Gaudreau
General Manager
1525 Midway Park Road
Bridgeport, WV 26330
USA
Tel: +1 304 842 5421
Fax: +1 304 842 7170
Email: louis.gaudreau#pwc.ca
www.pwc.ca

LPC components
LPC fan
PT6A
JT15D
PW300
PW500
PW600
Component (repair)
www.mro-network.com
97
Company
Contact details
Propulsion Technologies
International
15301 SW 29th Street

Miramar, FL 33027
USA
GE Aviation: Russ Shelton
Tel: +1 513 243 7896
Email: russ.shelton#ge.com
Snecma: Michel Guibert
Tel: +1 561 964 2259
Email: michel.guibert#snecmana.com
www.ptechi.com
Stands on Demand
Allen Jones
President
8080 W 26th Court
Hialeah, FL 33016
USA
Tel: +1 305-558-8973
Email: info#standsondemand.com
http://standsondemand.com/
TCI
Engine type
Specialist skills
CF34
CFM56
Brazing (wide gap), CMM,

Cleaning (of nickel, titanium
and magnesium alloys),
Coatings (plasma spray), EB
Welding , Grinding (CNC,
manual), Heat treatment,
Machining (CNC, manual),
NDT (FPI, eddy current and
robotic eddy current), Painting
(of nickel, titanium and
magnesium alloys), Welding
(dabber, orbital, TIG)
Transportation stands
CF6-80
CF34-3
CFM56-3
CFM56-5
CFM56-7
JT8-200
PW2000
PW4000
RB211-535
V2500
Component (repair)
Glen Greenberg
President
5 Old Windsor Road
Bloomeld, CT 06002
USA
Tel: +1 860 242 0448
Fax: +1 860 726 1981
www.tcimro.com
Air seals
AGB housings and gears
Bearing housings
Disks
Hubs
MGB housings and gears
Pnuematic components
(actuators, pumps, starters, valves)
Shafts
Seal ring holders
Spools
Supports
AE2100
CF6
CF34
CFM56
GP7000
JT9D
PW100
PW2000
PW4000
RB211
Trent 800
V2500
Balancing, Blending, Chemical

cleaning, CMM, Coatings
(plasma), Epoxy repairs, Fuel
testing, Grinding (CNC), Grit
blasing, Heat treatment,
Honing, Hydraulic testing,
Lapping, Milling (CNC, jig,
tig), NDT, Oil ow testing,
Painting, Rubber injection,
Shot peening, Turning (CNC),
Welding (electron beam)
Texas Pneumatic Systems

& Turbine Fuel Systems
Sales Department
2404 Superior Drive
Arlington, TX 76013
USA
Tel: +1 800 211 9690
Fax: +1 817 795 3474
Email: sales#txps.com
www.txps.com
Actuators
Air cycle machines
APU pumps and regulators
Cooling turbines
Fuel pumps
Fuel valves
Motors
Pneumatic drive units
Pneumatic valves
AE3007
APS2000
APS3200
CF6-6/50/80
CF34
CFM56
GE90
GEnx
GTCP
JT3D, JT8D, JT9D, JT15D
PT6
PW100
PW901
PW2000, PW2037
PW4000
PW6000
RB211
V2500
TSCP700
Trent 700
DER/repair development,
High ow testing, NDT, PMA
development
Thrust-Tech Aviation
Viviane Castro
Director of Marketing
6701B NW 12th Avenue
Fort Laudedale, FL 33309
USA
Tel: +1 954 972 2807
Fax: +1 905 972 2708
Email: viviane#crsjetspares.com
www.thrusttech.com
Actuators
Fuel pumps
Hydraulic pumps
Ignition exciters
Pump and motor packages
Starter generators
Transducers
Valves
CF6
CF34
CFM56
JT15D
PT6
PW100
TFE731
TPE331
RR250
Timken Aerospace b
Linda Solomon
Market Manager
4422 Corporate Center Drive
Los Alamitos, CAb90720
USA
Tel: +1 714 484 2400
Fax: +1 714 484 2418
Email: linda.solomon#timken.com
www.timken.com/mro
Bearings - engine, gearbox, APU

Model 250 Compressor Cases
CF6b
CF34b
CFM56
J85b
JT8D
PT6A/T
RR250
PW4000b
PW2000b
V2500b
98
DER repairs, Exchanges
www.mro-network.com
Company
Contact details
Engine type
Specialist skills
Turbine Components
Incorporated
5DHH(VPDLOLDQV
President
8985 Crestmar Point
San Diego, CA 92121
USA
Tel: +1 858 678 8568
Fax: +1 858 678 0703
Email: raee#turbinecomponents.com
http://turbinecomponents.com/
Cases
Combustion liners
Compressor cases
Exhaust ducts
Exhaust nozzles
Exhaust sleaves
Honeycomb
Housings
Slators
Turbine components
CF34
Hamilton Sundstrand APUs
JT9D
JT12D
JT15D
PT6
PW100
PW2000
PW4000
TFE731
TPE331
CMM, Coatings (HVOF,

six axis robotic, plasma,
thermal), Heat treatment,
Machining (CNC, EDM,
waterjet), Milling (CNC), NDT,
Repair development, Vacuum
furnace brazing, Welding
(electron beam, micro plasma
arc, argon chamber)
Woodward
Tony Dzik
Director of Sales/Customer Support
5001 North Second Street
/oves Park, I/ b61111
USA
Tel: +1 815 877 7441
Email: Tony.Dzik#woodward.com
www.woodward.com
Actuators
Augmenters
Fuel controls
Fuel manifolds
Fuel nozzles
CF6-6/50/80A/80C
CF34-3/8/10
CFM56-2
CFM56-3
CFM56-5
CT7
GE90
JT8D/200
JT9D
PW200
PW300
PW2000
PW4000
RB211
V2500
Coatings (plasma), Heat

treatment, Machining (EDM),
Vacuum furnace brazing,
Welding (electron beam,
laser, TIG)
www.mro-network.com
99
EUROPE
Company
Contact details
Engine type
Specialist skills
1Source Aero Services
PO Box 163
32009 Schimatari
Viotias
Greece
www.1source-aero.com
Accessories
Actuators
Electrical parts
Fuel/oil parts
Pneumatic parts
CFM56-3
CFM56-5
CFM56-7
PW2000
PW4000
V2500-A1/A5/D5
Balancing, Coatings (plasma

spray), NDT (FPI, MPI), Welding
(electron beam)
Chromalloy
France
Christophe Lecanu
General Manager
Ave Des Gros Chevaux
ZI du Vert Galant
LAumone 95310
France
Tel: +33 1344 03636
Email: clecanu#chromalloy.com
www.chromalloy.com
Blades
Honeycomb seals
Vane rings
Vane segments
CFM56-5A/-5B/-5C/7
PW100
PW200
PW901
PT6
JT15D
Chemical stripping, Coatings

(HVOF, plasma spray), Drilling
(laser), Felt manufacturing,
Honeycomb manufacturing,
Machining (EDM), Milling
(CNC), Pack and vapour phase
deposition, Plating, Turning
(CNC), Welding (electron
beam, MIG, TIG)
Chromalloy
Netherlands
John Voncken
Siriusstraat 55
Tilburg 5015BT
Netherlands
Tel: +31 1353 28400
Email: Mvoncken#chromalloy.com
www.chromalloy.com
Cases
Fan Disks
Frames
Honeycomb seals
Shrouds
Spools
Supports
CF6-50/80A/80C2/80E
CF34
CFM56
PW4000
RB211
V2500-A5/D5
Drilling (laser), Grinding,

Machining (EDM), NDT (eddy
current), Welding (electron
beam, tungsten, inert gas)
Chromalloy
UK
John Green
General Manager
Bramble Way
Clover Nook Industrial Estates
Derbyshire, DE55 4RH
UK
Tel: +44 1773 523100
Email: Mgreen#chromalloy.com
www.chromalloy.com
CRMA
Benjamin MOREAU
CEO
14 Avenue Gay-Lussac
ZA Clef de Saint-Pierre
F-78990 Elancourt
France
Thierry Lubin
VP Sales & Marketing
Tel: +33 1 3068 3702
Fax: +33 1 3068 8819
Email: thierry.lubin#crma.fr
www.crma.fr
Aircraft Brakes
Booster vanes
Combustion chambers
Fan Hub Frame (FHF)
HPC casings
HPT air manifolds
HPT rotating & stationary seals
Life limited Parts (LLPs)
QEC & Bare Harnesses (ignition
leads included)
Turbine center frame (TCF)
CFM56-5/-7 series
GE90 series
GP7200
GEnx
5 axis machining, Airow test,

Brazing, Chemical treatments,
CNC machining, EDM, Heat
treatment, Laser cladding &
welding, Laser drilling, NDT
inspection, Thermal spray
(plasma, HVOF, cold process),
Welding
Fokker Services BV
Ramon Peters
Sales Manager
Fokkerweg 300
1438 AN Oude Meer
The Netherlands
Tel: +31 b6 10 275 891
Email: ramon.peters#fokker.com
www.fokkerservices.com
Air Turbine Starters

Hydraulic Pumps
IDGs
Regulation Valves/Actuators
CFM56-5
CFM56-7
V2500 A1, A5
Component and Accessories

MRO, Component Pools,
Exchange Services, Logistic
Support Programs
Levai Street 33
Veresegyhaz 2112
Hungary
Tel: +1 513 552 3272
Honeycomb
Liner panels
Pipe repair & kitting
GT Engine Services
Thomas Sinclair
Technical Director
6025 Taylors End
Stansted Airport
Stansted
CM24 1RL
UK
Tel: +44 1279 681122
Email: thomas.sinclair#gt-es.co.uk
www.gt-es.co.uk
Casings
Fan blades
APS2000
APS3200
CF6-80C
CFM56
GTCP85
PW4000
RB211
V2500
Engine conversions, Engine

preservation, Engine storage,
FADEC software upgrades,
Fan blade re-lube, Fire-wire
system changes, Inventory
inspections, Module removal,
QEC
(AFI KLM E&M subsidiary)
Hungary
100
Acid strip, Blending, CMM,

Degreasing, Grinding,
(CNC), NDT (eddy current,
FPI, Turning (CNC), Vacuum
furnace brazing, Vibratory
nishing, Welding (electron
beam)
www.mro-network.com
Company
Contact details
Engine type
Specialist skills
GTS MRO
Andy Mackay
Customer Engagement Manager
Unit 1, 2A Kyle road
Irvine Industrial Estate
Irvine
Scotland, KA12 8JF
UK
Tel: +44 1294 446115
Fa[:b +44 1294 441611
Email: andy.mackay#gtsmro.com
www.gtsmro.com
Electrical wiring harnesses

VSV & VBV actuators
ALF502/507
CF6
CFM56
CF34
PW100
PW118
PW120
PW123
PW124
PW2000
PW4000
V2500
Call down repairs of stored

harnesses, FOC repair
appraisals of harnesses,
FOC storage of appraised
harnesses, Marketing stored
harnesses, Repair of electrical
wiring harnesses
HEICO Aircraft
Maintenance
Dieter Krah
General Manager
Frankfurter Strae 39
65189 Wiesbaden
Germany
Tel: +49 0611 505900
Email: dieter.krah#heicoaircraft.de
www.heico.de
GP7200
Modications, 1DT
(boroscope inspection)
Honeywell Aerospace
Bill Wright
APU/Propulsion
Frankfurterstrasse 41-65
Raunheim
D-65479
Germany
Tel: +49 4805 924182
www.honeywell.com
CSD
Engine generators
Fuel/oil coolers
Fuel/oil heaters
Fuel control units
IDG
CF6
CF34
CFM56
CT7
Honeywell engines and APUs
JT8D
JT9D
JT10D
JT11D
JT15D
PT6
PW100
PW4000
RB211
RR250
Tay
Lufthansa Technik
Intercoat
Stefan Beinroth
Sales Manager
Kisdorfer Weg 36-38
D-24568
Kaltenkirchen
Germany
Tel: +49 4191 809127
www.lht-intercoat.de
Actuators
Fuel pump housings
Hydraulic (IDG) housings
Hydraulic parts
Oil pump housings
APS3200
CF6-50/80
CFM56-3
CFM56-5
CFM56-7
GE90
JT8D
JT9D
PW2000
PW4000
RB211
Trent 500
V2500
CMM, Machining (CNC), NDT

(FPI)
MTU Aero Engines Munich
Sven Grombach
Senior Director Sales Repair Services
Mnchner Str. 31
30855 Langenhagen
Germany
Cell: +49 (0) 170 45 89 967
Tel: +49 511 7806 9084
Email: Sven.Grombach#mtu.de
www.mtu.de
Bearings
Blisks
Cases & Frames
Duct segments
HPC/HPT Blades & Vanes
HPT Disks
Seals & Airseals
Shrouds
Spools & Shafts
CF34
CF6
CFM56-7
PW300, PW500, PW2000,
PW6000
V2500
Specialist in cases, frames and

blisk repairs and LPT segment
repairs, V2500 Drum Repair
MTU Maintenance BerlinBrandenburg
Sven Grombach
Mnchner Str. 31
30855 Langenhagen
Germany
Cell: +49 (0) 170 45 89 967
Tel: +49 511 7806 9084
www.mtu.de
Actuators
Disks
HPT, LPT & HPC Segments
Spools
CF34
DERs, Full HPC, HPT & LPT

repairs, cleaning/inspection
& testing
MTU Maintenance
Hannover
Sven Grombach
Mnchner Str. 31
30855 Langenhagen
Germany
Cell: +49 (0) 170 45 89 967
Tel: +49 511 7806 9084
www.mtu.de
Cases & frames

Combustor
Ducts
HPC, HPT & LPT airfoils
LLPs
Outlet guide vanes
Manifolds
Tubes
CF34
CF6
CFM56-7
GE90
GP7000
LM2500, LM2500+, LM5000,
LM6000
PW2000, PW6000
V2500
Airfoil replacement
technologies, Balance
Stripping, CFM56-7 Braze
Repair, Full HPC, HPT & LPT
repairs - cleaning/inspection
& testing, Tip repairs, Underplatform coating, Thermal
Barrier Coating, V2500 HPC
Drum Repair
(Engine Alliance)
Raunheim
(Engine Accessories)
www.mro-network.com
101
Company
Contact details
Engine type
Specialist skills
Rsler
Tony Pugh
Aerospace Projects Manager
Unity Grove
School Lane
Knowsley Business Park
Prescot, L34 9GT
UK
Tel: +44 1514 820444
Fax: +44 1514 824400
(mail: rosleruk#rosler.com
www.rosler.com
Blades
Blisks and IBRs
Consumables
Multi-span components
Vanes
Vane assemblies
All engine types
Aqueous cleaning,
Deoxidising, Finishing
(vibratory polishing, keramo),
Plastic blasting, Shot peening,
Shot blasting, Waterjet
stripping, Wet peening, Wet
blasting
Team Accessories Ltd

Ireland
Michael OConnell
Sales and Marketing Manager
Ridgewell House
Hollywood Ballyboughal
Co Dublin
Ireland
Telephone: +353 1 8433466
Fax: +353 1 8433849
Email: inIo#myteam.aero
www.myteam.aero
EVE/EVBC
FCUs
Fuel pumps
HMU MECs
Hydaulic accessories
Lubrication pumps
Lubrication units
Scavenge pumps
CF6-50/80
CFM56-3
CFM56-5
CFM56-7
JT3D
JT8D
JT9D
Parts (exchange, sales),

Testing (hydrostatic)
TRAC
Duane Korytko
General Manager
9A Marsheld Employment Park
Middlewich Rd, Wolstanwood
Crewe, CW2 8UY
UK
Tel: +44 1270 500275
Email: dkorytko#chromalloy.com
www.chromalloy.com
TRT
Andrew Adams
Marketing and Contracts Manager
Bramble Way
Clovernook Industrial
Estate, Somercotes
Derbyshire, DE55 4RH
UK
Tel: +44 1773 524400
Fax: +44 1773 836327
Email: aadams#trt-ltd.com
www.trt-ltd.com
TWI
Granta Park
Great Abingdon
Cambridge, CB16AL
UK
Tel: +44 1223 899000
Fax: +44 1223 892588
www.twi-global.com
UTC Aerospace Systems
Carole Essex
Marketing & Communications
The Radleys
Marston Green
Birmingham, B33 0HZ
UK
Tel: +44 1217 885179
Fax: +44 1217 795712
Email: carole.essex#utas.utc.com
www.utcaerospacesystems.com
Actuation control
Afterburner systems
Electronic controls (software,
hardware)
Engine health monitoring systems
Fuel metering controls
Fuel pumping systems
Microprocessors
Vane pumps
AE1107
AE2100-A/D2/D3
AE3007-A/A1E/C
BR710-GV/GVSP/GX
BR725
PW305
RB211-524/535
Tay611-8C
Trent 500
Trent 700
Trent 800
Trent 1000
Trent XWB
V2500-A1/A5/D5
Woodward Aircraft Engine

Systems
Phil Boyle
Sales Director
5 Shawfarm Road
Prestwick
Ayrshire KA9 2TR
UK
Tel: +44 1292 677602
Fax: +44 1292 677612
Email: pboyle#woodward.com
www.woodward.com
Fuel controls
Propellor governors
CF6-6/50
CF34-3/8/10
CFM56-2
CFM56-3
CFM56-5
CT7
GE90
GP7200
PT6
PW100
RB211-535E4
V2500
(Chromalloy)
102
CAD design, Calibration,

(C1C), Testing (proooading),
Welding (laser, TIG)
HP, IP, LP blades,

HP, IP, LP nozzle guide vanes
Nozzle guide vane assemblies
BR710/715
RB211-524/535
Tay-650
Trent 500
Trent 700
Trent 800
Heat treatment
Grinding
Machining (CNC, EDM)
NDT (FPI, X-ray)
Vacuum furnace brazing
Welding (TIG and laser)
All engine types
Laser cladding and depostion,

Laser cutting, NDT (eddy
current, liquid pentrant, MPI,
ultrasnonic), Vacuum furnace
brazing, Welding (arc, cold
spray, gas, electron beam,
plasma spray, resistance)
www.mro-network.com
AFRICA, ASIA, AUSTRALASIA & MIDDLE EAST

Company
Contact details
Engine type
Specialist skills
Airfoil Services Sdn. Bhd.
Sven Grombach
Mnchner Str. 31
30855 Langenhagen
Germany
Cell: +49 (0) 170 45 89 967
Tel: +49 511 7806 9084
Email: Sven.Grombach#mtX.de
www.airfoilservices.com
HPC & LPT airfoils
CF6
CFM56-5/-7
V2500 (Select One)
Airfoil tip weld repairs,

Chromide coating repairs,
CI, Coating & Polishing,
(Extended) Repairs,
Restoration of anti-fret
treatments, SB-Repairs
Chromalloy
Moshe Goldshtein
General Manager
4 Habonim Street
Qiryat-Gat, 82000
Israel
Tel: +972 8660 3001
Email: mgoldshtein#chromalloy.com
www.chromalloy.com
JT8D-7Q/200
PW2000
Chromalloy
Pat McEvoy
Managing Director
25 Moo 5 Bungkhampoi
Lamlukka
Pathumthani 12150
Thailand
Tel: +66 2985 0800
Email: pmcevoy#chromalloy.com
www.chromalloy.com
CF6-50/80A/80C2/80E1
CFM56-2B/C
CFM56-3
CFM56-5A/B/C
CFM56-7B
PW4000-94/100
62 Loyang Way, 508770

Singapore
Tel: +1 513 552 3272
Fan blades
HPC blades
HPC cases
HPC vanes
23 Loyang Way, 508726

Singapore
Tel: +1 513 552 3272
Combustors
HPT blades
HPT nozzles
LPT blades
LPT nozzles
Honeywell Aerospace
Richard Kotarba
Director Technical Sales
34 Fraser Street
Airport
West Victoria
Melbourne 3042
Australia
Tel: +1 480 592 5604
Cell: +1 480 384 0003
Email: richard.kotarba#honeywell.com
www.honeywell.com
Air turbine starters

Bleed air valves
Cooling turbines
Electro-mechanical actuators
Pneumatic valves
Honeywell Aerospace
Richard Kotarba
Director Technical Sales
17 Changi Business Park
Central 1, 486073
Singapore
Tel: +1 480 592 5604
Cell: +1 480 384 0003
Email: richard.kotarba#honeywell.com
www.honeywell.com
Accessories
CSD
Engine generators
Fuel control units
Fuel coolers
Fuel heaters
IDG
Oil coolers
Oil heaters
GE-ATI
Singapore
Melbourne
Singapore
www.mro-network.com
Blending, Brazing (furnace,

instruction, vacuum), Chemical
plating, CMM, Grinding, Heat
treatment, Machining (EDM),
Metallurgical analysis, Shot
peening (steel), Welding (gas
tungsten arc)
CF6
CF34
CFM56
CT7
Honeywell engines/APUs
JT8D
JT9D
JT10D
JT11D
JT15D
PT6
P108
PW100
PW4000
RB211
RR250
Tay
103
Company
Contact details
Engine type
Honeywell Aerospace
Bill Wright
APU/propulsion
Xiamen Gaoqi International Airport
Xiamen
Fujian 361006
China
Tel: +1 480 592 4182
www.honeywell.com
APU accessories
Engine starters
Heat exchangers
GTCP85
GTCP331-200/250
IAP Engine Division
Andy Nicodemo
Sales Manager
IAP Engine Divison
5B Jubilee Avenue
Warriewood, 2102
Australia
Tel: +61 2837 35354
Fax: +61 2999 78166
Email: andy#iapgroup.com.au
http://iapgroup.com.au/
JAL Engineering
Eugen Dewald
Planning Manager
Japan Airlines Engine Maintenance Center
Narita International Airport
Narita 282-8610
Japan
Tel: +81 4763 24413
Fax: +81 4763 24242
Email: eugen.dewald#jal.com
ST Aerospace Engines
Windsor Airmotive Asia
Xiamen (APU and Propulsion)
(Barnes Aerospace Aftermarket)
104
Specialist skills
ALF502
PW100
Tay
NDT (boroscope)
Air seals
Bearing housings
Cases
Disks
Frames
Shafts
CF6-80C2
GE90-94B/115B
PW4000-112
Brazing (vacuum and

atmospheric), Cleaning
(chemical, waterjet), Coatings
(ame spray, plasma sprah,
wire arc), Grinding, Grit
blasting, Machining (CNC,
conventional), NDT, Painting,
Shot peening, Surface
preperation, Welding (ACU,
electron beam, TIG)
Poon Kok Wah

VP, Sales and Marketing
501 Airport Road
Paya Lebar 539931
Singapore
Tel: +65 6380 6768
Fax: +65 6284 0164
Email: poonkw#stengg.com
www.staero.aero
Airfoils
Casings
Combustors
Disks
Honeycomb
Seals
Shafts
Stators
CFM56-3
CFM56-5B
CFM56-7B
Bench testing (fuel

components), Boring (CNC),
Chemical plating (chrome,
nickel, silver), Cleaning
(chemical), Coatings
(HVOF, robotic thermal
spray), Epoxy application,
Grinding, Heat treatment
(atmospheric, diusion,
vacuum), Honeycomb
brazing, Lathe, Machining
(EDM), Milling (adaptive), NDT
(eddy current, MPI, PT, UT),
Rubber application, Surface
treatment, Welding (brazing,
resistance, TIG)
Sebastian Lim
Sales Manager, Asia
21 Loyang Lane
508921
Singapore
Tel: +65 6542 4885
Fax: +65 6542 9364
www.barnesaero.com
Casings
Disks
Frames
Honeycomb seals
OGVs
Rotating air seals
TOBI ducts
CFM56
JT8D
JT9D
PW4000
Trent 500
Trent 700
Trent 800
Trent 900
RB211
Coatings (plasma, wire

arc), Grinding (CNC), Heat
cleaning, Milling (CNC), NDT
(FPI, Xray), Painting (corrosion
resistant), Shot peening
(CNC), Turning (CNC), Waterjet
(stripping), Welding (electron
beam, auto TIG)
www.mro-network.com
Time on wing is our thing.
Clock up to 20 percent longer time on wing with a Pratt & Whitney FMP. Youll see lower total maintenance
costs, 50 percent improved reliability, better performance retention, and up to 50 percent higher residual
value. We have flexible programs that fit your operation and cost-control goals. Our advances like
predictive analytics use big data to monitor your engines performance. The best people to keep your
engines on wing are the people who make them. After all, its our thing. Find out more at www.pw.utc.com.
PRATT & WHITNEY FLEET MANAGEMENT PROGRAM ON- OR NEAR-WING MAINTENANCE | SPARE ENGINES | GLOBAL SUPPORT | PREDICTIVE ANALYTICS
Dependable Services
OUR EXPERIENCE DRIVES YOUR EXCELLENCE.
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,EHULDVPHUJHUZLWK%ULWLVK$LUZD\VKDVPDGHXVVWURQJHU2XUWHFKQLFLDQV
KDYHPRUHWKDQ\HDUVRIH[SHULHQFHDQGDUHH[SHUWVLQWKHLUHOG:LWK
RXUH[WHQGHGSURGXFWUDQJHDQGMRLQWUHVRXUFHVZHFDQRIIHU\RXWKHKLJK
TXDOLW\VHUYLFHWKDW\RXGHPDQG
STRONGER TOGETHER.
Iberia Maintenance. Commercial Direction.

$GROIR6XiUH]0DGULG%DUDMDV$LUSRUW/D0XxR]D(GLFLR(1'
28042 Madrid.Espaa. Phone: + 34 91 587 48 27
maintenance@iberia.es / www.iberiamaintenance.com
British Airways Engineering: Technical Block C - Vanguard Way.
Heathrow Airport. Hounslow. TW6 2JA
bae@ba.com / web: www.ba-mro.com
Members de

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MRO NETWORKS ANNUAL PUBLICATION FOR

THE AERO-ENGINE PROFESSIONAL

David Kieselstein, ChieI Executive 2cer

Andrew Schmolka, Senior Vice President &

The Engine Yearbook is published annually by

Engine Yearbook single copy cost is 60 or $110

Printed in England by Pensord Press

All trademarks used under license from MRO

THE FUTURE OF AERO-ENGINE

A NEW DIMENSION FOR ENGINE

A DIP IN THE POOL

IMPACT OF NEW ENGINES ON

TRENT 700 UPDATE

This publication may not be reproduced or copied in

ENGINE ASSET MANAGEMENT

ATE&M single copy cost is 30 or $50

All subscription enquiries and changes of details

KEEPING A LID ON PARTS COSTS

ATE&M annual subscription is 170 or $300

All subscription records are maintained at MRO

BIG DATA FOR PW1000G

Lessons from the sharing economy for

Warren N. Bimblick, Group President

Nicola Allais, Executive Vice President &

DESIGN FOR MANUFACTURING

RISE OF THE MACHINES

THE NEGLECT OF ENGINE

ENGINE OVERHAUL DIRECTORY

APU OVERHAUL DIRECTORY

SPECIALIST ENGINE REPAIRS

The Engine Yearbook is

ENGINE YEARBOOK 2016

Rise of the machines:

odern aircraft engines are at the cutting

automobile manufacturing, MRO customers are

ENGINE YEARBOOK 2016

projects for Lufthansa Technik.

In the near future a wave of new repair

developments in sensor technology, industrial

technologies will wash over engine overhaul

between humans and machines.

assistance systems; and digital platforms.

components are no longer milled from a

the art when it comes to positioning and

by conventional manufacturing processes. For

become more important, driven by higher

material to manufacture, yet can absorb

The sky is not the limit

Engine | Airframe | Programs | Lease | Trade | Manage

Call us on +44 (0) 2920 109 890 or email >iJ>iwV

to supporting humans sensibly and in a

In the process, the challenge lies in identifying

damage data in digital form, because these

Thiemo 8llrich left) and Michael

ENGINE YEARBOOK 2016

With the aim to fully automate detection and

&hecking the results of

The capture of multi-scaled, multi-modal

creation of a partly automated core repair

of workload and required work scope are

ENGINE YEARBOOK 2016

new to the industry. And for the rst time

An end-to-end process chain was realised

development of automated, robot-based milling

The rst project began in 011 with a feasibility