Professional Documents
Culture Documents
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
your specifc requirements, and staying at your side as a partner to support you through your daily challenges in a spirit
of continuous improvement. lf, like many other airlines around the world, you are looking for effcient MRO solutions
which lead to longer on-wing times, optimized MTBRs, and overall performance, ask us about ADAPTIVENESS
.
m o b i l e . a f i k l m e m . c o m
Engine overhaul directory worldwide 86
APU overhaul directory worldwide 103
Specialist engine repairs directory worldwide 110
Directory of major commercial aircraft turbofans 123
C O N T E N T S
ENGINE YEARBOOK 2014
EDITOR
Alex Derber: alex.derber@mro-network.com
CONTRIBUTORS
Jason Holland: jason.holland@mro-network.com
Hannah Davies: hannah.davies@mro-network.com
PRODUCTION MANAGER
Phil Hine: phil.hine@mro-network.com
PUBLISHER & INTERNATIONAL MEDIA MANAGER
Alan Samuel: alan.samuel@mro-network.com
THE ENGINE YEARBOOK 2014
The Engine Yearbook is published annually, each November, by OAG Aviation Publications
Ltd.
Aircraft Technology Engineering & Maintenance (ATE&M)
ISSN: 0967-439X - USPS 022-901 is published bi- monthly, in February, April, June,
August, October and December, with annual issues of the Yearbooks published in October
and November by OAG Aviation Publications Ltd.
Distributed in the USA by SPP c/o 95, Aberdeen Road, Emigsville, PA 17318-0437, USA.
Periodicals postage paid at Emigsville, PA, USA.
POSTMASTER: send address changes to Aircraft Technology Engineering & Maintenance
(ATE&M), c/o SPP P.O. Box 437 Emigsville, PA 17318, USA.
ATE&M UK annual subscription cost is 150.00 GBP. ATE&M Overseas annual subscription
cost is 170.00 GBP or $300 USD. ATE&M single copy cost is 25.00 GBP (UK) or $50.00
USD (Overseas)
Engine Yearbook single copy cost is 55.00 GBP (UK) or $110.00 USD (Overseas)
All subscription records are maintained at
OAG Aviation Publications Ltd. Ludgate House, 245 Blackfriars Road,
London, SE1 9UY, UK.
All subscriptions enquiries to:
subscriptions@mro-network.com
Website: www.mro-network.com
Front cover image courtesy of: Lufthansa Technik
Printed in England by: Wyndeham Grange.
Distribution/Mailing: Flostream UK
The Engine Yearbook and ATE&M, part of OAG Aviation Publications Ltd, have used its best
eforts in collecting and preparing material for inclusion in these publications but cannot
and does not warrant that the information contained within these publications are
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.
This publication may not be reproduced or copied in whole or
in part by any means without the express permission of OAG Aviation Publications
Limited.
Aircraft Technology Engineering & Maintenance is a licensed trademark of OAG Aviation
Publications Limited.
All trademarks used under license from OAG Aviation Publications Ltd.
1999 2014, OAG Aviation Publications Limited. All rights reserved.
Connecting the
global MRO
Community
The Engine Yearbook is an official
publication of MRO Network
www.mro-network.com
How virtual components trim time and cost from engine programmes.
A status update and early test results for CFMs new powerplant.
The key factors owners and operators should look out for.
Maintaining the CF6-80 and PW4000.
A vital part of engine health monitoring explained.
On-wing and on-site preventive maintenance.
How the forthcoming 777Xs engines will be up to 10 per cent more efcient.
Why widebody engine leasing is a diferent ball game to the narrowbody
engine rental market.
Modelling techniques to examine the trade-ofs of breakthrough technologies.
The lowdown on Rolls-Royces Trent 1000-TEN, set to power the 787-10.
How MTUs widespread international presence is improving engine on-wing time.
Examining the in-service record of Engine Alliances A380 powerplant.
Explaining the shift to high-performance oils and lubricants.
The latest designs, materials, and repair and production processes for nacelles
and thrust reversers.
How the Superjet engine has been designed around regional airlines needs.
Analysis of the difering MRO requirements for three generations of the
regional jet engine.
Simulation to improve engine design and manufacturing 2
LEAPing into action 10
Valuing the next generation of engines 16
Mature care for the evolving needs of the big ones 20
Oil debris monitoring 26
Roving repairs 30
Progressing towards the GE9X 34
Leasing long-range power 40
Simulating the engine of the future 48
Upgrading the Trent 1000 54
Bringing MRO to the customer 58
GP7200: improving all the time 62
Oil change 66
Nacelle production and maintenance 69
Designing reliability into the SaM146 76
CF34 maintenance 82
2 S ENGINE YEARBOOK 2014 S
THE ENGINE YEARBOOK 2014
www.mro-network.com
In the aero-engine business, small gains in efficiency can mean major gains for an operators bottom line.
GKN Aerospace Engine Systems in Sweden is using simulation techniques to wrest the maximum
performance from the powerplants for which it provides components.
A
t its heart, a jet engine operates on a re-
markably simple principle. Air is drawn
in, compressed, mixed with fuel and ig-
nited, with the hot expanding gases producing
thrust (a process memorably and succinctly de-
scribed by one wag many years ago as Suck
Squeeze Bang Blow).
However, wringing the greatest possible per-
formance out of such a powerplant is anything
but simple. In fact, it is one of the most complex
undertakings in the manufacturing industry.
Every year, millions of man-hours and billions
of dollars are poured into improving turbofans.
The price of fuel and the vast amounts of Jet A-1
consumed by the worlds airlines mean that even
a one per cent improvement in fuel-burn is re-
garded as a worthwhile advance. Plus, in recent
years the concomitant reduction in the emission
of greenhouse gases has also become a factor in
successfully selling engines,
Perfect the formula for making an engine
more efficient and huge sales await. Both Boeing
and Airbus have backlogs of several thousand air-
craft on their order books, with new models of
the fast-selling 737 and A320 families due to ap-
pear in the next few years and extend the produc-
tion runs of the types well into the 2020s. If your
engine is a few per cent more efficient than your
competitors, major orders are likely to flow your
way.
And, with the air transportation sector pre-
dicted to grow at three to four per cent annually
for the foreseeable future, its a market that will
bring successful engine manufacturers (and their
Simulation to improve
engine design and
manufacturing
Iberia Maintenance. Commercial and Business Development Direction
Madrid-Barajas Airport. Z.I. La Muoza. Motores Building, 28042 Madrid.
Spain tel: + 34 91 587 51 32/ Fax: +34 587 58 84
maintenance@iberia.es / www.iberiamaintenance.com
British Airways Maintenance: baeng@ba.com / www.ba-mro.com Members of
OUR EXPERIENCE DRIVES YOUR EXCELLENCE.
When what matters is hnely tuned, everything works.
Iberias merger with British Airways has made us stronger. Our technicians
have more than 85 years of experience and are experts in their held. With
our extended product range and joint resources we can offer you the high
quality service that you demand.
STRONGER TOGETHER.
4 S ENGINE YEARBOOK 2014 S www.mro-network.com
THE ENGINE YEARBOOK 2014
suppliers, such as GKN Aerospace) that phenom-
enon much beloved of company CFOs, a reliable,
long-term revenue stream.
Declining return
Since the 1960s, new airliners have shown
steady improvements in reduction of fuel-burn,
emissions and noise. In recent years this posi-
tive performance trend has started to flatten, re-
Fan Static structure for High By Pass Ratio
engine.
quiring more and more effort to maintain
progress.
Simulation is an increasingly important tool
used by GKN Aerospace in this constant process
of refining the performance of jet engines. By
using simulation as a critical path in developing
jet engine components, timescales and thus cost
can be trimmed, to allow the best possible use of
personnel and machinery in delivering products
to a customer.
Allied to this, the consistently high price of
fuel means that the requirement for lighter and
How simulation in all disciplines (CAD-CFD-FEM) is used to by GKN Aerospace to find an optimal component.
Original version... New version...
thus more fuel-efficient aircraft is greater than
ever; lightweight technology has a key role to play
in cutting fuel-burn and simulation is increas-
ingly important in developing lighter compo-
nents.
That simulation process not only allows the
development of components but components
that can be certified to meet all the necessary reg-
ulatory requirements and can be produced with
predictable results.
For example, GKN Aerospace develops load-
carrying structures for several engine families
produced by the big three powerplant manufac-
turers: Pratt & Whitney, General Electric and
Rolls-Royce. Simulation helps set the require-
ments for temperature capabilities for the mate-
rial to be used in those structures.
Similarly, when dealing with airflow require-
ments through the engine, simulation helps en-
gineers at GKN Aerospace to optimise the
aerodynamic shape of components and make
them as efficient as ever possible. The desired
thrust should be produced with minimum total
pressure loss.
Making the greatest use of simulation, says
Henrik Runnemalm, director of research and
technology at GKN Aerospace, means running
design and manufacturing simulation in a closed
loop process. Design simulation involves the cre-
ation of the proposed components virtually;
manufacturing simulation tools are used to pre-
dict optimised factory logistics, machine tool and
robot movements, component deformations and
specific manufacturing process physics.
The virtuous loop
Results from the manufacturing simulations
are then fed back into the design process. This
At Delta TechOps, we think good enough isnt. Thats why we do whatever it takes to meet
and exceed your expectations. We perform over 650 engine overhauls, including more than
300 MRO customer engines, every year:
CF34-3/-8 JT8D-219 P&W4000-94 CF6-80A/C2
P&W2000 GTCP 131/331 CFM56-3/-5/-7
Complete Fleet, Engineering, NDT and Test Cell Services.
Lean and Six Sigma processes allow our experienced workforce to deliver the highest quality
engine maintenance. And we do it all at the lowest cost per ight hour,
with turn times among the industrys best.
Visit EngineMRO.com,
call +1-404-773-5192 or just
snap the code with your mobile
device to contact us.
OVERHAUL YOUR ENGINES.
AND YOUR EXPECTATIONS.
6 S ENGINE YEARBOOK 2014 S www.mro-network.com
THE ENGINE YEARBOOK 2014
loop is what were trying to build up here, Run-
nemalm says. You dont want to find its not pos-
sible to produce a part, or that its creating too
high stress levels which could force the parts in-
service time to be reduced. Finding a balance be-
tween a technical ideal, ease of production and
cost is vital.
The key here is that the design capability
simulation needs to be totally integrated with the
manufacturing side, which also has its part to
play in simulating whats happening with the lif-
ing of the product, says Runnemalm, referring
to the length of time a component can survive in
the engine before being removed for mainte-
nance or replacement.
When we design a part that is fabricated by
welding, then the stresses and deformation cre-
ated during manufacturing are actually part of
the lifing, says Runnemalm. Simulation of these
manufacturing stresses can reliably predict the
effect of manufacturing processes such as weld-
ing on a product. Welding, for example, can re-
sult in unwanted deformation and stresses
within the material.
If youre trying to design an apple and dont
include all the manufacturing stresses you tend
to end up with a pear, is how he describes it.
In producing any new engine component,
manufacturing simulations link design and man-
ufacturing during product development and act
as a tool for designers and manufacturing engi-
neers to evaluate different concepts or manufac-
turing processes.
Runnemalm divides the design aspect of the
product development process into three stages:
concept design, preliminary design and detailed
design. Similarly, he divides the manufacturing
part of product development into three sections
that track their design counterparts: inventory of
known methods, preliminary preparation and
detailed preparation.
Simulation is used to help with some of the
most basic aspects of development, such as aero-
dynamic performance, strength and vibration dy-
Testing facility at Chalmers University of Technology. Used for research and validation of turbine outlet guide vanes designed by GKN Aerospace.
www.mro-network.com 7 S ENGINE YEARBOOK 2014 S
THE ENGINE YEARBOOK 2014
Heat treatment simulation is used to predict material, thermal and stress distribution of a component.
namics, before heading into manufacturing ter-
ritory through simulation of processes such as
machining or heat treatment.
Welding advances
Stresses on components being welded can be
reduced by careful sequencing of individual
welds. Such sequencing does not always follow
the pattern that might be expected.
Once that sequence has been determined,
simulation is also used to programme the weld-
ing robot to perform the necessary manoeuvres
to follow that sequence.
On a legacy product, such as the turbine ex-
haust case (TEC) of the Pratt & Whitney
PW2000, which powers the 757, the aim is to op-
timise existing processes, such as the weld se-
quence, says Runnemalm.
The TEC requires about 200 welds and, at one
point in production of the engine, problems
arose with geometrical tolerances in the engine.
Tolerances between components in a modern
turbofan are very tight and meeting these toler-
ance criteria can be difficult because of internal
stresses created in the component by processes
such as heat treatment. Simulation can identify
the best changes in the production process to im-
prove those tolerances.
In the case of the TEC, several welding se-
quence concepts were investigated to meet these
tolerances. Welding simulations showed that
residual stresses could be lowered by using a dif-
ferent welding sequence. Moreover, simulations
also concluded that to avoid problems with tol-
erances, a pre-deformation should be given to the
product before welding.
On the General Electric GEnx, the engine for
the 787 that was created from a blank sheet of
paper, and for which GKN Aerospace manufac-
tures the turbine rear frame, we use the tool to
say, We need a weld in this position because its
creating less stress, says Runnemalm.
Simulation can also be used as an investiga-
tive tool and allows investigation of welding se-
quences that had previously been too complex
and costly to explore.
But does simulation always provide the cor-
rect answers? Thats really the key of GKN Aero-
spaces capability, says Runnemalm. Weve been
working really hard proving that our simulation
tools are giving us the right answer, so we can
trust them.
Limits of simulation
Simulation can bring its own problems. In the
virtual world, edges of components can be de-
signed to be infinitely sharp. In practice, how-
ever, there has to be a balance between that
aerodynamic ideal and the limitations of the
manufacturing process.
8 S ENGINE YEARBOOK 2014 S www.mro-network.com
THE ENGINE YEARBOOK 2014
It is essential that the methods used to shape
engine components to handle the airflow
through the engine have been validated with ex-
periments. GKN Aerospace often participates in
European research projects and in-house valida-
tion efforts to ensure that the simulation results
are correct.
Design guidelines and experience are still nec-
essary and sometimes simulation results from even
the most powerful computers cannot be trusted.
Some of our customers dont want to share
their knowledge, acknowledges Dr Jonas Lars-
son, Aerodynamics and Computational Fluid
Dynamics specialist.
Intellectual property, especially at the fron-
tiers of modern technology, is extremely valuable
and OEMs are understandably cautious about al-
lowing it to leave their control.
For those customers that are hesitant over di-
vulging their IP, GKN Aerospace has the capabil-
ity to deliver solutions to the design problem that
can actually improve on the clients original de-
sign, says Larsson.
Once, I was asked directly by a customer,
when we were starting work on a turbine exhaust
case: If we let you do this, how can we be sure
that our aerodynamic competence wont end up
in a competitors engine?
My response was that we had to show we
could do this on our own, that our design was at
least as good, if not better, than our customer
could do themselves.
In another example, we were working on an
intermediate compressor case. Our customer did
the basic aerodynamic design and we then
started doing the structural design around it.
At one point, analysis showed risk of cracking
at the trailing edge of the structure and the cus-
tomer called GKN Aerospace Engine Systems
Sweden in its previous guise of Volvo Aero
for help. The customer was initially reluctant to
give us the go-ahead to conduct detailed work on
their design, but eventually relented and a solu-
tion was found by using simulation to move a
stress point away from the problem area, notes
Larsson.
In fact, the Swedish solution even enhanced
aerodynamic performance by around eight per
cent, which was an added bonus appreciated by
the engine-maker.
CFD analysis of a turbine duct with turning struts. Designed by GKN Aerospace in the EU project Dream.
Thats a typical problem where were in-
volved with support from our own structural peo-
ple and designers, says Larsson.
Component design
When an engine manufacturer is prepared to
delegate authority to design areas of a power-
plant, GKN Aerospace has the experience and
simulation tools required to take on the job.
For example, Pratt & Whitney has given GKN
Aerospace full aerodynamic design responsibility
for the turbine exit case of its PurePower series
engines, which are due to power a new genera-
tion of narrowbody jets notably Airbuss
A320neo, Bombardiers CSeries and the Mit-
subishi Regional Jet.
We do the full design and the customer re-
views it, says Larsson.
Simulation was also used to help redesign a
turbine exhaust case (TEC) on a modern wide-
body airliner: The manufacturer had a part that
was too heavy and didnt fulfil the design require-
ments. We changed a few things on the aerody-
namic design to accommodate a new structural
design. We helped them redesign it and got a
TEC that was much lighter.
Simulation is also being used to find new
ways of minimising pressure loss. Cast surfaces,
for example, are slightly rough and this will
cause unnecessary losses. By using simulation
to find out where this is important one can
learn where the castings should be polished or
replaced with smoother sheet metal parts, fur-
ther cutting the pressure loss as air f lows
through the engine.
Its also essential that we can demonstrate
that the new methods were developing for
smoother surfaces have been validated. Its very
important to show to the customer that what we
predict with simulation is also reality, notes
Larsson.
Academic ties
To support its work, GKN Aerospace works
with a group of universities and other institutions
in fields such as aero performance, solid mechanics
and material characterisation and model building.
Some partners carry out specialised manufactur-
ing-related work for example, how a manufac-
turing process is described to a computer in terms
that it can understand and act upon.
Today, more than ever, time is money. Com-
panies have to focus on getting things right first
time, both when producing a new product, or
modifying an existing one to work more effi-
ciently.
Decreasing costs, time and risk by increasing
the information available about a product and its
manufacturing processes will help a company
achieve a better market position and improve its
competitiveness.
BOOK
BEFORE
27 DECEMBER
2013 AND
SAVE $500
A TWO-DAY SUMMIT PROVIDING
ACTIONABLE INTELLIGENCE FOR
THE ENGINE COMMUNITY IN
NORTH AND SOUTH AMERICA
MRO-network
AERO-ENGINES
AMERICAS
THE WORLD OF AERO-ENGINES IS CHANGING
AT LIGHTNING SPEED. THE INTRODUCTION OF
NEW, ADVANCED TECHNOLOGIES AND ENGINE
TYPES MAKES IT A CONSTANTLY EVOLVING
ENVIRONMENT. ARE YOU READY?
FEBRUARY 11-13 2014 / B OCEAN FORT LAUDERDALE, FL, USA
TO BOOK YOUR PLACE
Visit: www.mro-network.com/enginesusa
Email: events@mro-network.com
Phone: +44 (0)20 7975 1683
FOR MORE INFORMATION
Visit: www.mro-network.com/enginesusa
10 S ENGINE YEARBOOK 2014 S
C
FM officially launched the advanced
LEAP engine programme in 2008. It was
the same year that its parent companies,
Snecma (Safran) and GE, agreed to review the
CFM partnership agreement to the year 2040,
launching what looks to be a very productive sec-
ond chapter for aviations most successful joint
venture.
The LEAP engine, which is the first all-new
centerline engine in CFMs nearly 40-year history,
promises to provide significant improvements in
fuel efficiency with lower noise and emissions,
while holding the line on CFMs proven reliability
and low maintenance costs.
The LEAP engine family includes the LEAP-
1A, one of two engine options for the A320neo,
On September 4, 2013, CFM International began testing the first
LEAP engine, two days ahead of the schedule set in early 2010. This
test launched the most extensive ground and flight test certification
programme in the companys history and will culminate in
certification and entry into service in 2016.
LEAPing into action
which should enter service in 2016; the LEAP-1C,
which is the only Western engine for the COMAC
C919, Chinas new 150-passenger single-aisle air-
craft; and the LEAP-1B, which continues a more
than 30-year relationship with Boeing as the sole
powerplant for the new 737MAX aircraft family,
scheduled to enter commercial service in 2017.
CFMs confidence in its new powerplant has
been matched by widespread industry accept-
ance: the company has garnered a total of 5,578
LEAP engine orders to date (November 12, 2014).
LEAP goals
The LEAP development programme has four
guiding principles with ambitious goals for each.
LEAP is designed to provide: 15 percent better
fuel efficiency; reliability and maintenance costs
equivalent to the current CFM56 family; NOX
www.mro-network.com
The CFH