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Summer/Autumn 2007
The next
generation
MTU Aero Engines Holding AG
Dachauer Straße 665 ■ Technology + Science ■ Customers + Partners ■ Products + Services
80995 Munich • Germany
Tel. +49 89 1489-0
Fax +49 89 1489-5500
www.mtu.de Delicate coatings for High-tech envelope for The eye in the sky
powerful protection the engine
Contents Cover Story
The next generation 4-7
Editorial
Technology + Science
Delicate coatings for powerful protection 8-9
Dear Readers:
The repair mavens 10 - 13
Climate protection is grabbing headlines engine is the optimum propulsion system for
globally. In aviation, too, protecting the en- the successor generation of today’s Airbus
vironment is an issue, and we’re making a A320 and Boeing 737 families. We’ll have the
MTU Global strong contribution in the matter. However, new engines up and running in time for the
demands to quit leisure flights and for people flight testing of the new aircraft. They should
The next generation A thousand tons for a good fit 14 - 15
to spend their vacations at home will not get best be implemented under the banner of
MTU, jointly with its strategic partner Pratt & Whitney, is us anywhere. today’s IAE. That consortium has done a very
working on future engine technologies. Its engine compo- good job fielding the V2500 and is practically
nents may be the answer to the needs of single-aisle aircraft Identified to be one of the major climate predestined to make the successor a world-
in the pipeline. Customers + Partners harming culprits has been carbon dioxide wide winner as well.
Page 4 (CO2), a greenhouse gas. It occurs in many
High-tech envelope for the engine 16 - 19
areas and in aircraft is produced during the This much is clear: The next generation of
Delicate coatings for Flying high under the Silver Fern 20 - 23 combustion of fuel in the engine. Even if, aircraft can achieve the necessary efficiency
powerful protection viewed soberly, air traffic adds no more than improvements only if it is powered by opti-
An MTU team of experts has a few percentage points to global CO2 emis- mum engines. That’s not what we are saying
developed a new coating sions, we still should leave nothing undone but the aircraft manufacturers themselves.
system. The coating has Products + Services to make our products “cleaner”. After all, we The engine makes or breaks the aircraft, and
enormous strength and will want the aircraft to remain what it is, a major we’ll do as best as we can.
Service to customers 24 - 25
long endure the impact of means of global transportation at everyone’s
solids carried in the air. The eye in the sky 26 - 27 disposal.
Page 8
MTU has for decades been optimizing air-
craft engines. One of our current key pro-
Reports jects is the geared turbofan. We’re develop-
ing and building, together with our strategic
High-tech envelope Mini-engines power mega-model 28 - 29
partner Pratt & Whitney, a demonstrator en- Udo Stark
for the engine Airborne paintings 30 - 31 gine. Based on the PW6000, it will make its Chief Executive Officer
Engine fairings are sophis- first run in the latter half of the year, with
ticated systems. They will flight testing to begin next year. MTU’s con-
have to meet stringent tribution is its high-speed low-pressure tur-
requirements imposed by Anecdotes bine and, moreover, its tried and tested
engine makers and air- PW6000 high-pressure compressor, both of
Desert graveyard 32 - 35
framers alike. which are key components of the concept.
Page 16
The new geared turbofan promises to reduce
News 36 - 39
fuel consumption by up to 15 percent and be
Masthead 39 substantially quieter than conventional
engines. Also, it will be less expensive to
maintain. In our estimation, this type of
The eye in the sky
MTU Maintenance
Hannover’s engine trend
monitoring system continu-
ously watches engine con-
ditions. Early fault diagnosis
thus prevents costly conse-
quential damage.
Page 26
2 REPORT REPORT 3
Cover Story
The next
generation
By Silke Dierkes
M TU is gearing up for the future. In current research projects it is collaborating with its strategic
partner Pratt & Whitney on the next generation of engines. The new engine incorporates advanced
short- and medium-haul technologies to sustain envisioned successors to the popular Airbus A320
and Boeing 737 aircraft families.
There is a frenzy of activity in the sky, and manufacturing and maintenance costs and innovative components. The engine will have
signs of it ever relenting are few. Ever more alleviate their noise and contaminant emis- enormous significance also for the next gen-
people are crowding into airliners. Experts sions. eration of Airbus and Boeing short- and
assume that air passenger counts will have medium-haul transports. The successors to
doubled by 2020. These are rosy prospects The Advisory Council for Aeronautics the best-selling A320 and B737 are expected
for the aviation industry. But to keep so Research in Europe (ACARE) is pushing for to hit the marketplace by about 2015 and the
much growth from harming the environment 80 percent less oxides of nitrogen emissions, requirements for their engines will unar-
and escalating fuel prices from cutting into 50 percent less carbon dioxide emissions, guably be tough.
ticket sales, airframers and engine builders and 50 percent less fuel consumption.
are challenged to embrace new ideas. These Engines will play a key role in these lofty MTU and its partner Pratt & Whitney are
are to cut their airliners’ fuel consumption, goals that call for novel technologies and accordingly maturing concepts to provide
thrust for tomorrow’s needs. In their quest,
development engineers are betting on the
geared turbofan, which is an entirely novel
commercial engine construction. A reduc-
tion gear is used to uncouple the turbine
from the fan, the pair conventionally being
interconnected by a common shaft. Discon-
nected, the large fan can be allowed to run
slower and the turbine faster than in conven-
tional engines. In this fashion, the two sys-
tems operate to best effect. That improves
the engine’s efficiency and reduces its noise.
The partnership’s joint geared turbofan dem-
onstrator bases on the PW6000, the engine
powering the small Airbus A318. MTU takes
to the venture its high-speed low-pressure
turbine, an optimized version of the Clean
technology demonstrator.
“Since the speeds are higher than with con-
ventional low-pressure turbines, it must sat-
isfy exacting demands,” explains Dr. Christian
Winkler, who heads new business develop-
ment, commercial engines at MTU. To meet
these demands, the engineers have altered
structural mechanics and developed new
Innovative inner workings: the new geared turbofan materials. “That accentuates our expertise in
demonstrator of MTU and Pratt & Whitney. high-speed low-pressure turbines, which are
4 REPORT REPORT 5
Cover Story
Light-weight and efficient: the high-pressure com-
pressor features blisk construction and a novel inter-
Inspecting the compressor before its first test run at MTU. locking rotor disk arrangement.
key to the efficient operation of a geared tur- tive traditional expertise: “The new high-pres- The eight-stage, highly efficient compressor weight. The latest sibling of the MTU com- Binder, senior vice president commercial still unclear, considering that as an alterna-
bofan,” he adds. The first run is slated for sure compressor is part of the fourth engine has an extremely high, 17:1 compression pressor family might prove a capable center- programs at MTU. They might prove a solid tive to an entirely new technology like the
end-2007. After further ground tests, the generation and a consistent upgrade of its ratio. Its blisk construction and positively piece for the next engine generation. It is a basis for a successor to the V2500. Through geared turbofan, IAE might elect to come out
geared turbofan is expected to fly in 2008. predecessors.” coupled rotor disks make it extremely light- versatile candidate that apart from its use in the International Aero Engines (IAE) consor- with an optimized conventional engine in the
The flight tests will involve a retrofitted A340 the geared turbofan might find applications tium, MTU has a stake in the popular engine form of an advanced turbofan. Concludes
and a B747. The tests aim to demonstrate MTU upgraded its compressor test stand for the particular test requirements. also in conventional turbofans. Already, it for A320 family aircraft. Which way to go is Binder: “MTU is ideally positioned for either
the production maturity of the concept and has successfully completed its first trials: technology. When sometime in the next cou-
convince aircraft manufacturers and airlines this spring, the compressor went to a test The next generation in the making: the new high- ple of years the decision is made to launch
of the desirability of the innovative engine. cell at MTU’s Munich facility, where it was pressure compressor blisk under manufacture. one or the other of the next-generation sin-
Sharp increases in fuel prices may prove tested in terms of efficiency, robustness and gle-aisle engines, it will find us ready for it.”
another argument in favor of the new fuel- structural mechanics. MTU is responsible for The single-aisles, or narrowbodies, like the
thrifty technology. the entire testing of the component and has A320 or B737 families have everything going
its test cell specifically upgraded for it. for them. Their market share is prognosticat-
MTU and Pratt & Whitney are moreover devel- Higher input powers make the test cell espe- ed at over 40 percent. Small wonder the
oping a new commercial high-pressure com- cially capable. More test lanes and higher engine manufacturers want a part of the
pressor. This is a somewhat unusual project, scanning rates permit detailed measure- action and have started work on the engine
the interface between the partners running ments to be made. A new feature is that it to come.
midway through the compressor: MTU is enables non-contact vibration monitoring to
responsible for the first four stages and Pratt be conducted of all rotor blades of the eight
For additional information, contact
& Whitney for stages five to eight. “Split pro- stages. Dr. Christian Winkler
duction of that type works only in a good and +49 89 1489-8663
trusted spirit of cooperation,” Winkler says. “The geared turbofan demonstrator and
For interesting multimedia services
The advantage afforded by the new approach high-pressure compressor put us in a techni- associated with this article, go to:
is that either partner can leverage its respec- cally outstanding position,” notes Dr. Anton http://www.mtu.de/107NGSAE
6 REPORT REPORT 7
Technology + Science
An MTU worker charges a coating facility. Electric arc in a PVD facility at MTU’s Munich To the left, a worn compressor blade; to the right,
location. one in its virgin state.
expect. It’s not only takeoffs and landings on ERCoatnt builds on the physical vapor depo- impact of solids in the air. Its ductility, too, is
sandy runways that hurt the powerplants; sition (PVD) technique MTU has been suc- enormous. Ductility denotes a material’s
the salt crystals and dust particles encoun- cessfully practicing for about 30 years. In ability to change its form without suffering
tered during intercontinental high-altitude this approach, metal vapor is produced in a material separations. It is a very desirable
flights above the oceans also are chewing vacuum, using an arc, and the particles car- property in engine components subject to
away on components to shorten their lives. ried in the vapor are made to condense on a high rotational speeds and accompanying
Uihlein: “Erosion damage, if ever so slight, substrate opposite it to form a thin film. vibrations.
will still raise fuel consumption one or two
percent.” Alternatively, early replacement of The multilayer ERCoatnt coating dramatically Uihlein knows another advantage his method
the engine components affected will cost the enhanced the action of the conventional PVD provides: “We can coat selectively to suit the
operators dearly, too. technology. The multiple nanolayers of the location of the part in the engine and its
coating marry the hardness of ceramic lay- material.” Consideration is also given to the
The best technical approach to protect the ers with the high ductility of metallic layers. prevailing temperatures in the engine.
components is to keep wear down to a mini- This is achieved by neatly chaining a plurali- “Presently, we’re achieving high-temperature
mum to begin with, and this is what Uihlein is ty of metallic and ceramic layers one over ranges of more than 550 degrees centi-
after. In 2002, he assembled an interdiscipli- the other. Each layer is extremely thin within grade, and we’re shooting for 650 degrees
nary team to develop special protective coat- the nanostructure (10 -9 meter) range. Totally, centigrade next.”
ings for sensitive engine blades. Three years the resultant protective coating adds no
later, the team was honored with an MTU more than five to 50μm in thickness, or the Now that the first experimental engines have
Delicate coatings for Award to testify to its successful work: the
ERCoatnt coating system is indeed solving
the problem effectively.
five to 50 millionths of a meter (10 -6 meters).
This structural principle gives the coating
high and lasting strength to withstand the
tested successfully, work is underway on the
regulatory approval for the production use of
the MTU innovation; development work is
expected to conclude later this year.
powerful protection
Regarding the prospects, the engineer
observes: “In the military arena, for one,
Ice and snow can seriously injure an engine’s Sand and dust are critical companions in many
compressor blades. They are optimally protected, flight missions. They are affecting not only the com- practically all engines are eligible for getting
therefore, to benefit life cycle costs. pressors but also the turbines of an engine. the ERCoatnt coating. In commercial aviation,
the short-haul transports will get it first. But
for the others, too, the advantages afforded
By Manfred Ruopp by our technology are impossible to ignore.”
Especially so as the innovative MTU product
A ir isn’t just pure air. It is laden with, for instance, sand, dust, ice and salt. Engines dislike such foreign erosive sub- will facilitate customers’ acceptance of the
stances. Erosion necessitates shorter maintenance intervals and curtails component lives. All of which costs com- advanced technology, for most engines will
mercial and military engine operators a mint. But help is on the way: MTU Aero Engines is developing a novel coating lend themselves to retrofitting with ERCoatnt.
system to beat any prior system of the kind.
For additional information, contact
Dr. Thomas Uihlein’s collection of typical of the blades come from an engine flown by The 51-year-old MTU engineer has for years Dr. Thomas Uihlein
damage patterns make engineers shudder. relief organizations, mostly in Afghan desert been grappling with the fact that air after all +49 89 1489-3812
The assortment includes compressor blades regions. Notes Uihlein: “That engine hasn’t is a sharp-edged matter. It carries natural
This article is available online at:
with blunt corners and torn edges. Some are lasted there longer than a hundred service contaminations like sand or other particles http://www.mtu.de/107ERCoatE
razor-sharp, others obviously scuffed. Some hours, if that many.” that make engines wear faster than you’d
8 REPORT REPORT 9
Technology + Science
A technology leader and independent pro-
vider of engine maintenance (MRO) services,
MTU vigorously presses ahead with the
development of innovative repair techniques.
“We aim to be and remain a technology
leader in our market,” says Bernd Kessler,
president and CEO commercial mainte-
nance. MTU is clearly a step ahead of its
competition. “We’re combining the know-
how of an engine manufacturer, one that
develops materials and components, with
our MRO background,” explains Bernd Kriegl,
who supervises MRO repair engineering.
“Our winning approach is we’re transitioning
our design and manufacturing know-how to
our repair activities, and vice versa. Typically,
we’re world-class in blisk technology and so
it stands to reason we pretty well know also
how to repair these integrally bladed disks.”
MTU experts have found a reliable repair
solution even for heavily damaged blisk
blades: patching. “We use an adaptive cut-
ting process to remove the damaged portion
of blade tip or edge by fully automated preci-
sion machining. That leaves the load-bearing
structure of the blade intact,” explains
Winfried Lauer, senior consultant, military
engines. In a next step the blade is then
restored to its original shape by welding.
For the repair of the blisk’s titanium compo-
nents, tungsten plasma arc welding has
proved a trusted approach, because it pro-
duces a sound weld. The fully automated
welding process is performed in an oxygen-
free atmosphere to prevent oxidation. “The
reconditioned component is 100 percent free
The repair mavens
By Nicole Geffert
W hile engineers elsewhere may resort to virgin parts to replace worn or damaged ones, the spe-
cialists at MTU Aero Engines prefer to repair, also when the parts involved are complex. They pro-
duce high-grade reconditioned parts that in terms of quality and reliability are as good as new. MTU’s
customers appreciate the expertise involved: the company’s innovative high-tech repair processes
indeed slash their maintenance costs and ensure the repaired parts perform flawlessly and the lives
of their engines are extended.
Blisk repairs are among the most innovative practices
in the industry: shown here are preparations for
tungsten plasma arc welding at the Munich location.
10 REPORT REPORT 11
Technology + Science
MTUPlus Laser Powder Cladding is used to repair worn The plating shop at Hannover uses the balance The five-axis milling machine—here shown at the
blade tips. stripping process, among others. Ludwigsfelde location—restores deformed blades to
their prior contour in a fully automated process.
tomers are benefiting from that as well,” separately. Its measuring robot, in use since Ludwigsfelde location. One of the location’s
says Bernd Stimper, senior manager, blisk 2006, gages each blade to determine the special forte is the fully automated adaptive
repair. “We can transfer these sophisticated thickness of the coating to be removed and restoration of the contours of deformed LM
blisk technologies to commercial engines like see how long it will have to dwell in the series blades. The need to perform elaborate
the PW300, PW500, PW6000, GP7000 and chemical solutions. “The reason is we want manual grinding has been obviated by a five-
GE90.” to strip only as much of the old coatings as axis milling machine controlled by sophisti-
necessary,” explains Seidel. “We don’t want cated software. “The particular challenge was
A challenging technique also is the high-tem- to interfere with the original wall sections. It to cope with the individual geometries of
perature brazing process that MTU special- makes the blades repairable several times blades pulled from current service, each
ists have developed for the repair of the tur- over, giving them a second, third or fourth sporting its own wear pattern,” Hornig elab-
bine center frame (TCF) in the GP7000 pow- lease on life. It goes easy on our customers’ orates. The machine gages the actual con-
ering the A380 mega-transport. “We de- pocketbooks without sacrificing any of the tour and matches it with the original shape.
signed the component and know its stress- quality.” From the actual-versus-specified data it gen-
es,” says Hans Banhirl from repair engineer- erates a fully automated milling program.
ing, GP7000. The challenge was that the TCF The same holds true for MTUPlus Laser According to Hornig, “automating the pro-
uses a novel material for which so far there Powder Cladding, where worn tips of high- cess saves time and money and so lets us
had been no suitable repair procedure. pressure turbine blades are repaired by offer repairs at affordable prices.”
“Repair welding was no option, because of welding, with a laser beam depositing pow-
the cracks it would produce in the highly dered metal, which melts at 1,500 degrees To further reduce customers’ maintenance
An EJ200 blisk being repaired using tungsten plasma arc welding.
heat-resistant cast nickel alloy,” explains centigrade, on the component. Remaining costs by the flying hour, the various repair
Karl-Heinz Manier from repair development. weld flash is removed by high-precision procedures remain under continuous devel-
of pores in the weld. It’s as good as new,” He led a team of experts that worked on a grinding. The procedure produces work of a opment and improvement. “We’re hoping to
emphasizes Armin Eberlein from repair engi- brazing material and a heat treat cycle for quality impossible to achieve manually. The expand our component repair business,”
neering, military engines. Before the weld is optimum strength. Successfully so. Says fully automated machine, developed in- Kriegl says. “We want to outpace the market
machined using an adaptive milling process Banhirl: “Our new technique is now available house, ensures process stability. Says and accelerate the introduction of new
to obtain an optimum contour, the repaired for the GP7000 production launch.” Seidel: “We use continuous inspections like repairs.”
area is heat treated. “We use induction coils X-ray and others to ensure that the parts
to generate a local temperature field,” Lauer “Repair beats replacement” is the mantra going into the engine are the highest quality.”
explains. “That completely removes thermal also of MTU Maintenance Hannover. This is
stresses induced in the part during welding.” where Dr. Frank Seidel is responsible for Repair activities at the various MTU locations
After the subsequent milling process, the repair development: “MTUPlus Repair is our are coordinated to leverage synergies, as
part is compaction peened. This produces a trade name for the innovative repair proce- perhaps on LM2500 and LM6000 industrial
compression stress condition to set off ten- dures we use to more flexibly respond to gas turbines derived from CF6-6 and CF6-
sile stresses arising in the component during individual customer requirements. MTUPlus 80C2 aircraft engines, respectively. “Pro-
For additional information, contact
flight service. Repair satisfies demanding criteria like cedures we’re developing at MTU Mainte- Bernd Kriegl
improved life and function.” Among these nance Berlin-Brandenburg for the LM series +49 89 1489-3315
“It was on the EJ200 military program that procedures is MTUPlus Balance Stripping, an can advantageously be used also on CF6
Following repair, detailed gaging makes sure the Heat treatment, too, is a process step following the To download images associated with
blisk is precisely within tolerances. actual repair. we developed comprehensive capabilities in electrochemical stripping process. What’s so engines at Hannover,” says Christian Hornig, this article, go to:
blisk repair, and now our commercial cus- special about it is that it strips each blade who works in repair development at MTU’s http://www.mtu.de/107Repair
12 REPORT REPORT 13
MTU Global
Since this spring, the machine has been
serving in the production of rotating compo-
nents like blisks and spools. Its highly pre-
cise action makes it unique in the world: it
joins components together to tolerances of
ten hundredths of a millimeter. The techno-
logy behind it was developed as part of re-
search projects, with funds provided by the
Free State of Bavaria and the Bavarian
Research Foundation. MTU assumed over
seven million euros of the cost. Partners in
the venture were Munich Technical Universi-
ty, the Erlangen-Nuremberg Friedrich Alex-
ander University, the Bavarian Research
Foundation and the Bavarian Economics
Ministry.
For friction welding, one member of a joint is
A giant of that ilk: the new friction welding machine is 20 meters long and partially buried in the shop floor.
clamped in place on a rotating spindle while
the other is attached opposite it on a tail-
stock. When a given speed is reached, the In fact, the company’s new engine projects welding machines makes that obvious: with
contacting surfaces heat up by friction to call for higher upsetting pressures and cen- them, the machine operators need a crane to
welding temperature. Simultaneously, upset- trifugal masses in friction welding than used heave the tons and tons of flywheels on to
ting pressure is finally applied to complete so far. Another consideration is that the the spindle and manually attach them there,
the welding process. increasingly growing compressor tempera- a process that may take as many as one-and-
tures require not only titanium but also more a-half work shifts. Whereas on the new
What makes the new machine so unique are temperature-resistant materials to be weld- machine with its automated mass mecha-
its two spindles with premounted flywheels ed, such as the nickel-base alloys Udimet nism the centrifugal masses are premounted
on it, a previously unparalleled arrangement. 720 or Inconel 718. In the quest for weight on the spindles. When the desired moment
Unlike on conventional single-spindle ma- and volume reduction, friction-welded joints of inertia is entered into the control unit, the
chines, variable centrifugal masses can so are often considered more desirable than centrifugal masses are individually engaged
be applied from 500 to 45,000 kilograms per bolted connections. Likely, friction welding in the spindle. Setup times are so reduced to
square meter. The upsetting pressure is infi- will spread also to bulkier components. two hours. This, plus the fact that the heat-
nitely variable from 100 to 1,000 tons to suit Concludes Bähr: “The requirements for the ing cycle associated with the existing ma-
the component under work. machine were dictated by the higher welding chine is obviated, makes the new machine
energies needed and the size of components suitable for multishift operation.
Gerhard Bähr, who heads blisk production at it could handle.”
MTU, views the investment in the high-end Toward the end of the friction cycle, care
machine as a strategic decision, one that For the production expert, it is not only the must be taken to position the members prop-
helps secure MTU’s technological spearhead technical options provided by the machine erly in relation to one another, and this is
A thousand tons position. “The machine is suited for all of the
company’s current and pending engine pro-
grams.”
that count but moreover, and equally impor-
tant, its integrability into the production
cycle. Comparison with previous friction
where the new machine is again setting new
benchmarks. It easily cuts post-weld runout
tolerances in half, to about one tenth of a
millimeter. This is made possible by auto-
for a good fit Highly advanced control systems help join compo- The welding process proper takes only a few sec- mated laser triangulation measurement of
nents with maximum precision. onds. It produces an extremely homogeneous joint. the spindles and components relative to
each other and automated adjustment of
their alignment. This approach opens up new
opportunities for near net shape welding
By Manfred Ruopp and, in production, novel approaches to the
production cycle, as for instance with com-
A dull thud behind the machine fairing announces that MTU Aero Engines’ new friction plex blisk spools.
welding machine has just joined together another pair of engine parts under up to 1,000 tons
of pressure. That’s like twelve locomotives bearing down on you all in one. After fully three
For additional information, contact
years of planning and development, Germany’s leading engine manufacturer, in partnership Gerhard Bähr
with mechanical engineering company KUKA Aerospace Group, is revolutionizing the manu- +49 89 1489-8542
facture of compressor rotors with a novel machine of theirs.
For interesting multimedia services
associated with this article, go to:
http://www.mtu.de/107Welding
14 REPORT REPORT 15
Customers + Partners
High-tech envelope
for the engine
By Patrick Hoeveler
W hile one A380 takes off at full thrust from the Toulouse runway,
the landing lights of the next Airbus mega-transport are already seen
flashing in the distance. A little later, the approaching superjumbo
touches down. Its thrust reversers bring the giant to an amazingly
quick stop. That’s the everyday testing scenario at Toulouse, where
the airliner and its systems are tested in depth. That also goes for
the engine nacelles, which are certified as part of the airframe, not
the engine.
Electrically actuated thrust reversers, fairings for such engines as the Pratt &
sophisticated noise attenuators, low weight Whitney PW6000 for the Airbus A318 and
at enormous dimensions: these are just the Engine Alliance GP7200 engine for the
some of the challenges for modern engine A380. The main challenges are posed by
nacelles. On the fairings for the GP7200 weight and acoustics: the aircraft manufac-
engine powering the Airbus A380, the engi- turers want nacelles to be as light as possi-
neers are breaking new ground. This neces- ble and allow as little noise to escape as
sarily calls for a close dialog among all in- possible, according to Gosset. “Weight is a
volved, nacelles forming a highly engineered matter of the materials used. A large part of
interface between airframe and engine. the nacelle is made of composite materials.
But aluminum, titanium and steel are used
“Most people tend to believe an engine as well.” The entire system should be tem-
nacelle is just a sort of tube wrapping perature resistant and safely sustain distor-
around the engine; what they can’t see is tions. Aerodynamics, too, is an important
that actually it is a very sophisticated sys- issue, to keep drag down. A nacelle typical-
tem,” explains Benoît Gosset, who heads the ly includes some 4,000 parts, almost half of
large nacelles division of Aircelle in Toulouse. which go into the thrust reverser.
A SAFRAN company, Aircelle manufactures
16 REPORT REPORT 17
Customers + Partners
inlet,” explains Dr. Wolfgang Gärtner, who performed by Goodrich. That done, the unit boosts fuel consumption, because engine
supervises TP400-D6 development at MTU. goes to Aircelle, where it is fitted with the efficiency drops a little. To minimize that
“Apart from that, there’re hardly any differ- intake lining, the mounting bracket and the phenomenon, chevrons made from a shape-
ences between fairings for commercial and exhaust nozzle. On a special frame, the work- memory alloy may be used. As a result of the
comparable military applications.” ers then install the composite fan cowl and high temperatures, they will at takeoff bend
the thrust reverser, checking them for per- downward into the exhaust gas stream to
When the design engineers worked on the fect fit. lower the noise. During cruise, they will cool
envelope for the GP7200, they pursued and retract into their original position to
some new avenues. In the lip of the air While the novel nacelles are still in their again reduce fuel consumption. It’s still too
intake, for instance, hot air from the engine infancy, design engineers on either side of early in the game to use these chevrons in
is swirled in cyclone fashion. The air intake the Atlantic are already working on future actual applications. But chevrons or no,
itself, much as on other nacelles, is lined technologies, mostly for noise damping. today’s engine nacelles incorporate more
with composite elements to dampen the Sawtooth-shaped rear nacelle edges might high-tech content than first meets the eye.
noise. Visible joints have here been eliminat- help create further savings. These chevrons,
For additional information, contact
ed, however. The upper layer has ports rout- as they are called, optimize the mixing of the Wolfgang Gärtner
ing the noise into the honeycomb core and fast air stream issuing from the engine with +49 89 1489-2803
so damping rather than reflecting it. A fur- the ambient air to reduce the noise heard on
For interesting multimedia services
ther perforated layer in the interior still the ground and by passengers in the aircraft. associated with this article, go to:
enhances that action. The thrust reverser That type of air swirling, however, at times http://www.mtu.de/107Nacelles
system, too, is noise-optimized through the
incorporation of 75,000 holes. Fitting the
engine with this envelope, also called pod-
ding, takes about twelve days. First, in the
engine build-up (EBU) phase, specialists
install some 30 subcomponents, such as pip-
ing and flanges. On the GP7200, the work is
Not just a mere envelope for the engine: nacelles, like the CF6’s here seen, significantly reduce noise and fuel consumption.
In the development effort, cooperation be- nacelles for the IAE V2500 and other a turboprop has no thrust reverser mecha-
tween engine maker and nacelle manufac- engines. nism. “Also, with propeller engines, the air
turer sets in early. “The nacelle people are in issuing from the intake below the propeller
on the game from the outset, to define inter- For the GP7200 engine fairings, the engi- hub—that’s what we call the chin intake—first
faces and mountings,” explains Wolfgang neers have gone the extra mile. For a first needs deflecting into the annular engine
Gärtner, GP7000 program director at MTU time in their practice, they have made thrust
Aero Engines. Many of the auxiliary systems reverser actuation electrical, as they have The PW6000’s swing-up fairing provides optimum
like fire extinguisher, pumps and electrical the opening mechanism of the fan fairing. access for maintenance.
adapters need accommodating in a maximally The heavy fairing opens electrically at the
space- and weight-saving manner. The many push of a button, no longer hydraulically as in
interfaces make the nacelle a rather complex earlier programs. When you are facing the
piece of equipment. “The tricky thing is to finished product, a weight around two tons
define the interfaces and neatly separate seems little considering the tremendous
roles and responsibilities.” Depending on the size, what with an overall length of 8.50
program, either the airframer or the engine meters. You could comfortably put an Airbus
builder is responsible for doing the integra- A320 fuselage into the four-meter diameter
tion work and compiling the specifications to nacelle.
be met. “An engine fairing must be a perfect
fit for engine and airframe, and that makes Apart from the enormous size difference, the
communication with the airframe manufac- engine fairing is configured much like those
turer mandatory for us,” confirms Peter for the smaller PW6000 or other engines. For
Inman, manager business development at turboprop engines, however, there are some
Goodrich Aerostructures, which provides the significant dissimilarities: unlike a turbofan,
18 REPORT REPORT 19Customers + Partners
Air New Zealand aircraft are sporting the it takes fully 12 to 14 hours to fly to the
Silver Fern on their tail fins. Called “koru” by Asian metropolises or the hubs on the U.S.
Flying high under the the Maori natives of the South Pacific island
state, the fern symbol signifies the begin-
ning of all life and aptly fits the current Air
New Zealand image. The profitable airline
West Coast. Also remember that with its 3.8
million people, New Zealand is not much of
a home market, either. Intercontinental busi-
ness travel, normally the most productive
Silver Fern
and Star Alliance member that after a nar- source of revenue for the big carriers, mat-
row escape from insolvency in 2001 has ters little to the airline, for which tourist
radically changed its product, fleet and travel is key. While at first sight those fac-
route network now is one of the most inno- tors are a drag for airlines, the carrier
vative in the business. Hardly ranging expects to profit from them. Says Welshman
among the heavyweights in the industry, Air Ed Sims, group general manager in
By Andreas Spaeth New Zealand with its 94 aircraft and 7.3 mil- Auckland: “Our small size lets us adapt and
lion passengers carried annually is geo- move quickly whenever necessary.”
graphically far remote from the world’s pop-
A ir New Zealand has a long history, its predecessor company having provided flying boat ulation centers, discounting Australia’s
TEAL, Air New Zealand predecessor company, in
1946 acquired Short Sandringham flying boats to
services to Australia and operated to destinations in the South Pacific already back in 1940. Sydney and Melbourne. From its main base, serve its routes, among them Auckland-Sydney.
Following turbulent years and a near brush with bankruptcy in 2001, the company, now a
Star Alliance member, reinvented itself and by now counts among the most innovative of its
kind. Driving its success has also been its adopted practice of outsourcing its engine MRO
work to MTU Maintenance Hannover.
20 REPORT REPORT 21Customers + Partners
pany in New Zealand. The white knight then spare parts provisioning, which otherwise
was the government, which took 80.2 per- necessitates lead times of between one and
cent of Air New Zealand’s stock and has six months when ordering new parts. MTU
been hanging on to it ever since. That further uses a so-called flowline principle to
marked the beginning of the airline’s rapid facilitate the teardown and reassembly of
recovery. In 2002/2003, it already made engines, which is a tough job considering
close to 100 million U.S. dollars in profits. By engines contain some 30,000 individual
now, under the leadership of its chief execu- items. Adds Fenske: “Since we’re repairing a
tive officer Rob Fyfe, Air New Zealand has de lot of engine parts in our high-tech shops
facto again become a serious factor in the and buying relatively few new parts from out-
industry. “We were very dynamic for an air- side sources, costs are bound to come down
line of our size with our strategic decisions in appreciably.” He continues to say: “With its
the last months,” is how Rob Fyfe sees it. well-known reliability and quality standard,
The innovative Business Premier Class seats are Minor engine work, like here on a Boeing 767, is per-
driving Air New Zealand’s success. formed in Auckland.
That also includes a decision, taken last year, Air New Zealand is our key customer in the
to close its own engine maintenance opera- region.”
tions in Auckland and outsource the engine
MRO work. The company’s 34 General Already, the airline is planning ahead: Air
Electric CF6-80C2 engines, which power New Zealand is presently mulling the addi-
part of its Boeing 747-400s and 767-300ER tion of 23 new routes, many of which cannot
fleet, plus spare engines, are now being be served until 2010 and after, when the first
maintained by MTU Maintenance Hannover of the eight ordered Boeing 787-9s will be
some 17,000 kilometers away. Fyfe praises delivered, for which the New Zealanders con-
the effectiveness of the cooperative effort: stitute the launch customer. Independently
“By outsourcing the work to MTU the cost of of that, Air New Zealand has largely achieved
maintaining our engines was lowered by 30 its current goal: “We want to be market
percent and the turnaround is 50 percent leader on all routes we serve—and that is
17,000 kilometers away from Auckland, the CF6-80C2 engines are supported by MTU’s maintenance facility in Hannover.
quicker now.” already the case everywhere with the excep-
tion of Hong Kong where Cathay Pacific still
The company realigned operations at a herringbone layout. They extend into London Heathrow, flying to Auckland from Tasman Empire Airways (TEAL) launched fly- According to Fyfe, Air New Zealand Cargo leads,” says a proud CEO.
breakneck pace. When it introduced Boeing absolutely flat beds 2.07 meters long and there via Los Angeles. Of late, it also sends a ing boat operations to Australia. In 1961, hauls eight to ten engines a year to Germany
777-200ERs into service in November 2005, compartmented by high vertical walls on jumbo jet every night from London to TEAL was taken over by the government and in its Boeing cargo aircraft. “We would take
it significantly changed its long-haul course, either side. Also, the route network was Auckland in the opposite direction, via Hong later renamed Air New Zealand, on April 1, about 120 days per engine, MTU does it in
with eight of the large twin jets today based cleared out, with unprofitable routes like that Kong, on a route that in flight time (21 to 24 1965. In October 1989 the company was pri- 50 to 60 days,” says a pleased airline CEO.
at Auckland. The interior of the transports, to Singapore being canceled and new prom- hours) and miles is almost exactly identical. vatized and its shares listed on the Auckland “That’s mostly due to smooth logistic organ- For additional information, contact
too, saw some radical changes, the first- ising destinations added, notably the new stock exchange. After its affiliate Ansett ization,” explains Nils Fenske, who at MTU Nils Fenske
+49 511 7806-390
class configuration being scrapped on long Shanghai route. Since October 2006, Air The airline has been in business for over 60 Australia went bust, the company in fiscal Maintenance Hannover is the director sales,
routes in favor of a new Business Premier New Zealand has been flying around the years, surviving times good and bad. On 2000/2001 posted a loss of 612 million U.S. Australia and Pacific Rim. Also, according to This article is available online at:
setup in which the seats are configured in a world. In Europe, it traditionally serves only April 30, 1940, its predecessor company dollars, the largest ever incurred by a com- Fenske, MTU is known for its flexibility in http://www.mtu.de/107ANZE
22 REPORT REPORT 23Products + Services
MTU has developed its expertise and contin-
uously honed it over decades: from develop-
Service to customers ment to recycling, the company is versed in
all engine product and service facets. The
entire bandwidth of its portfolio will now be
made available also to other manufacturers:
“Our philosophy is ‘one face to the customer’
By Elisabeth Wagner and that’s how we intend to provide cus-
tomers, mostly in aviation, with tailored solu-
M TU Aero Engines stands for tradition, high-technology and top-notch quality: where in the past, predecessor com- tions in the shape of products and services
panies helped the first powered aircraft make it into the air, the company today is a force to be reckoned with and a that are normally forming part of MTU’s over-
technology leader in several disciplines. The German expert for all things engine now offers its products and services all offerings,” says Dr. Sorina Seitz, who
also singly. A new function, Supply Business, is responsible for marketing the individual offerings. supervises the new MTU activity. She has
assembled an effective team of marketing
and sales engineers selected from a variety
of disciplines: “Our work focuses very clearly
on meeting individual customer require-
ments.”
Aircraft engines come under fierce stresses,
having to satisfy maximum performance,
safety and reliability requirements. MTU, in
hundreds of cooperative ventures and mani-
fold contracts, has demonstrated its exper-
tise to become a universally desirable, reli-
A blisk stage is being gaged on an automated measuring machine.
able partner. The industry is permanently in
need of special manufacturing machines,
test facilities and engineering services that cial MRO, it is the world’s largest independ- MTU’s offerings are the best available in all
provide the very best modern technology is ent provider of engine maintenance services. essential individual aspects of engine manu-
able to provide. A one-stop shop, MTU pro- Demand for high-tech products and services facturing, and the company’s Supply Busi-
vides manufacturing, finishing, repair and like MTU’s is growing in other industries as ness function knows how to combine them
testing, plus the entire supply chain behind well. In the booming power generation busi- into nose-to-tail solutions. Customers are
it, for products earmarked for rough environ- ness, for instance, many applications call for provided maximum quality over the entire
ments. rotational friction welding techniques. For process chain. Whether it’s project planning,
industrial gas turbines, the energy generated consulting, manufacturing, testing, trouble-
Ranking among the leading global players in in rotational friction welding by large inertia shooting or maintenance, it’s all single-point
the engine business, MTU is a pacesetter in masses is used to optimally join dissimilar sourcing.
various technologies. It excels in four differ- materials. Similarly, MTU’s spin test stands
ent areas: low-pressure turbines, high-pres- are of special interest to the automotive The engine manufacturer gave a taste of its
sure compressors, engine control units and industry, as is its surface finishing savvy. capabilities late in March at Munich’s Aero-
repair/manufacturing techniques. In commer- space Testing Expo 2007. At this, the largest
European trade fair for aerospace inspection
This deburring machine sports an integrated measur- A blisk stage of the EJ200 low-pressure compressor and test systems MTU premiered the whole
ing system. on a high-speed milling machine. gamut of its inspection and test expertise.
The debut proved to be a hit. Seitz noted:
“We met with very encouraging acceptance.
Small wonder: MTU combines exceptional
know-how with mature inspection and test
means ranging from the smallest probe to
the largest engine test cell, and that in
Germany is a unique offering.” The MTU hall-
mark, here and elsewhere, is best possible
quality and reliability.
For additional information, contact
Dr. Sorina Seitz
+49 89 1489-8339
To download images associated with this
article, go to:
http://www.mtu.de/107SupplyE
24 REPORT REPORT 25Products + Services
Air and the V2500 engines of JetBlue Airways
can now be monitored and repaired ever so
The eye in the sky more efficiently.
However, the MTU experts, much like the
system they created, are not taking time out.
They’re already working on improvements,
By Odilo Mühling hoping to expand the system’s functionality.
“Short-term, we want to implement some
U nder permanent observation: At MTU’s maintenance affiliate in Langenhagen, data emitted from airborne engines extra functions customers want. We’re also
is continuously monitored. A novel engine trend monitoring system on the ground compares the data from the wing thinking about evaluating the data via the
with that of a reference engine, providing vital cues to the health of the airborne engine. Accurate prognostics and Internet,” says Dr. Christian Zähringer, who is
early failure diagnostics so prevent costly consequential damage. supervising the updating effort. Also, the
ETM system’s diagnostics capabilities are to
be upgraded, permitting it to process addi-
tional data, like that from the oil system. “We
also want to expand ETM to cover additional
engine types,” according to Zähringer.
Plans are also to widen the field of applica-
tion to include other MTU locations, like
Ludwigsfelde. In Munich, having a finger on
This damage, a broken link on a V2500 compressor stator, was detected early. This prevented a major failure.
the pulse of the engine already pays divi-
dends. Says Zähringer: “We’re learning some
Detecting defects early before they mature is Hannover we clearly recognized the need for valuable lessons in practical engine applica-
the job of the engine trend monitoring (ETM) it when we did a technology project called tions. Such information comes in handy in
system, a new, innovative building block of advanced monitoring,” Kreiner says. At that the engine development phase, too.”
MTU’s maintenance concept. “ETM means time, there had been a similar system in
monitoring an engine fleet using a PC-based place at the MTU facility. “Except that users
system on the ground,” explains Dr. Andreas were missing some important functions,” For additional information, contact
Kreiner, ETM project manager at MTU. according to Kreiner. So an interdisciplinary Dr. Christian Zähringer
+49 89 1489-6796
During takeoff and cruise, the aircraft sys- project team went to work on a solution of
tem records critical engine data like pres- its own, one that would clearly benefit cus- For interesting multimedia services
sure, temperature and vibrations. These tomers. It does: the CF6 engine fleet of Atlas associated with this article, go to:
http://www.mtu.de/107ETME
parameters are radioed directly or via satel-
lite to a network on the ground. The ETM sys- A JetBlue Airways technician photographed inspecting a V2500 on the ground.
tem retrieves that data from the network and
matches it against computations from a
comparable engine model. In this manner,
deviations from the standard curve become
readily apparent. When a defect is noted, suit-
able maintenance action is organized. Heavy
secondary damage and costly repairs are so
prevented.
To make sure such valuable prevention works
safely, the ETM system needs to satisfy
tough requirements: it must be available
24/7, and disruptions are anathema. Over
98.5 percent is the minimum reliability de-
Tuesday morning, 8:00 a.m. on the dot, a ating chain. Subsequent inspection confirms manded. Also, the system is on continuous
Boeing 747 freighter aircraft operated by that some component in the system had duty and must not be deactivated for any
U.S.-based Atlas Air takes off uneventfully indeed been damaged. So the problem can duration exceeding four hours. Tolerances
from the Hannover runway. Nor are there any be rectified right then and there. “Suppose are far from liberal: precise prognostics
malfunctions noted on its return flight the small damage like that goes undetected, it detect the slightest of variations from the
day after. But still, the aircraft has to under- might trigger some tremendous engine failure model.
go an unscheduled engine check. MTU’s en- that would cost a mint to repair,” figures
gine experts suspect that damage occurred Ivaylo Krastev, a powerplant engineer at MTU At MTU Maintenance Hannover, ETM was
somewhere along the compressor vane actu- Maintenance Hannover. launched in September 2005. “Here at
26 REPORT REPORT 27Reports
The model’s fuselage is mainly balsa and plywood. At particularly highly-stressed places the model is At first sight, the model takes off very much like the
reinforced with fiberglass and composites. original.
each takeoff, no matter how routinely he glass and carbon fiber composites especially from airfields and specifically designated
operates his remote control. The A380 on structural parts—the model refused to takeoff and landing surfaces. The model
model, after all, is the finest piece he has break down under the cruel LBA tests. holds a ten-liter supply of kerosine, enough
produced in 20 years of impassioned model to sustain a twelve-minute flight demonstra-
building that produced radio-controlled mod- Flying at speeds of up to 120 kilometers an tion that so far has fascinated thousands of
els of the Boeing 747-400, Concorde and hour, the jet model carries its own three-mil- spectators.
other jet-powered jumbos. With his latest lion-euro insurance and boasts a noise
mega-model, the retired master motorcar measuring chart plus a flight log recording all
mechanic from Ingelheim operates the takeoffs and landings. “That’s about the
For additional information, contact
world’s presently most intriguing airplane paperwork a private pilot needs,” laments Sabine Biesenberger
model. In his basement shop and working all Michel in exasperation of so much red tape. +49 89 1489-2760
by himself to original drawings Airbus lent Like true aircraft, the model airplane is not
For interesting multimedia services
him, the 64-year-old has produced a unique allowed to take off just anywhere in the associated with this article, go to:
specimen that is unparalleled anywhere in country, being cleared for operation only http://www.mtu.de/107MegaModel
the world. It has cost him in excess of 2,000
working hours and a tidy sum of money that
could have bought him a near-luxury class
car.
Mini-engines power For a model airplane, the dimensions are
impressive indeed: the model is 4.80 meters
long, has a wingspan of 5.40 meters and an
empennage 1.65 meters high. lt weighs fully
mega-model
70 kilograms and in every detail is a high-
fidelity likeness of the original airplane that
weighs in empty at 277 tons. Since the A380
midget brings more than 25 kilograms to the
scales, the German Federal Office of Civil
Aeronautics (LBA) has ruled it needs a serv-
By Andreas Spaeth ice license. But at least Michel didn’t have to
obtain a separate operator license for it; he
O ne after the other, the four engines, each barely the size of a water bucket, begin to buzz and slowly rev up. To already had one for a prior model, a 60-kilo-
make sure they deliver the specified twelve kilograms of unit thrust, Peter Michel dips his hand into the exhaust gas gram Boeing 747-400. “That requires some
stream. The German aircraft model freak has built the world’s largest jet-powered airplane model, an Airbus A380 sort of basic pilot training,” explains the
replica. On flight displays, it enthralls spectators in Germany and abroad. model builder. “One that primarily teaches
you to get and keep the thing in the air.”
The mini-engines are custom-manufactured, running at maximum takeoff power, he uses ed commands, radioed to them via two During the aircraft certification process, the
costing 3,500 euros apiece. The original his remote control to cycle the model A380’s antennas, before he proceeds to taxi the LBA examiners put the model builder and his
A380 powerplant, the GP7000, in which MTU elevator, rudder, wing slats and speed brakes small giant to the runway and take it ele- showpiece through gruelling tests, loading
Aero Engines has a role, is 4.75 meters long through their motions just like the pilots of gantly into the air after a short takeoff run. the model’s wings with 75-kilogram sand
and weighs six tons, but its small replicas, the true mega-transport will to check their bags to prove it can safely survive three-
too, pack a tremendous wallop for their size. proper function before takeoff. They all must From the excitement, drops of sweat are times the force of gravity. But made of styro-
Prior to the next takeoff, Peter Michel—here dressed in red—takes great pains with every little
When Michel is sure the four engines are all respond flawlessly to Michel’s thumb-operat- forming on the model maker’s forehead at foam, balsa and plywood—coated with fiber- detail.
28 REPORT REPORT 29Reports
Airborne paintings
By Patrick Hoeveler
I t is not only with aircraft enthusiasts and model makers that custom-painted combat air-
craft are the vogue. Air force squadrons are investing much effort in creating unique works
of art on their warbirds. A very special instance of such artistic sense can be found on MTU
Aero Engines’ Munich premises: the first privately owned German Tornado. After over two
decades in service, the former strike fighter now symbolizes the close cooperation that
exists between the German military and MTU. At the Tiger Meet, the participating squadrons vie for The special decorations are getting ever splashier, like on this “Blue Lightning” Tornado of fighter
honors with spectacular paint jobs. bomber wing 31 “Boelcke”.
Beauties on the catwalk: During the annual craft for the meet of the squadrons with wild retired Tornado symbolizes the long years of license programs/cooperative models at of German Air Force (GAF) equipment now Germany. “It takes about two hours, using a
NATO Tiger Meet exercise, the colorfully cats in their coats of arms, but often adds cooperation between MTU and the German Germany’s leading engine manufacturer and put to some other use.” high-pressure cleaner.” He remembers it
painted fighter aircraft take center stage. color also to military aircraft parading at Armed Forces and, moreover, “documents had a major role in getting the strike fighter wasn’t easy the find the miracle paint he
“These custom-painted jets always catch the anniversaries or other events. the still closer ties between us since the designated “43+86” to Munich. “The Tornado Enter Burghard Jepsen. “First, we needed to needed. And “it took two years or so until the
eye,” notes Burghard Jepsen, who has done inauguration in 2003 of the industrial-mili- is the first aircraft type where MTU was strip the old paint job, considering that the German Federal Office of Civil Aeronautics
the painting on most of the colorful birds. He A very special instance of aerial art sits at tary cooperative model of engine mainte- actively involved in engine development. The camouflage paint didn’t mix well with the finally approved it for flying operations.”
uses his spray gun to airbrush not only air- the main gate of MTU’s Munich factory. The nance,” says Ulrich Ostermair. He supervises special paint scheme says that this is a piece new colors.” Next came two coats of primer
plus a black topcoat before Jepsen and his The special paint does not come cheap. For
team of four focused on the detail work. The a tailfin alone, the price of the almost six
empennage was held in stone grey to sug- liters needed for the job may run around
gest the solid cooperation practiced be- 4,000 euros. Mostly, the members of the
tween GAF and MTU. Finally, Jepsen added squadron pay it out of their own pockets and
the logos of the two partners. A special high- so the pride of ownership matches the
light are the RB199 engine silhouettes on expense. In such cases, Jepsen may now and
either side of the aircraft. Concluding the then choose not to charge for his work at all,
four days of work, done at the Erding air billing only the cost of material. He has a
base, was a three-layer coating of clear tita- growing number of private customers, too,
nium varnish. who want to have their property adorned. So
he has brightened up even complete busi-
Jepsen remains uniquely responsible for his ness jets and commercial aircraft. But he
work as long as his objets d’art are flying. maintains that “combat aircraft are the best
The German military has strict notions about advertising you can have, and they’re the
the paint jobs: it wants the paint to remain most fun to do.”
intact for about a year, regardless of any
For additional information, contact
storms the jet would have to fly through, and Ulrich Ostermair
it also requires the paint job to wash off with- +49 89 1489-3621
out resort to poisonous chemicals. “If sud-
To download images associated with this
denly a mission arises, the paint has to come article, go to:
off pronto,” says the man from northern http://www.mtu.de/107Paintings
30 REPORT REPORT 31You can also read
