Summer/Fall 2008

Making the right choices

MTU Aero Engines Holding AG Dachauer Straße 665 80995 • Technology + Science Products + Services Interview + Report Tel. +49 89 1489-0 Fax +49 89 1489-5500 www.mtu.de Optimized bestseller Thrust for Saudi “Eurofighter – the German Force’s system of the future” Contents Editorial

Cover Story Dear Readers:

Making the right choices 4 - 7 The German International Exhibi- the A320 family has for MTU, you can imag- tion, today’s Berlin ILA, was first staged 99 ine the significance the new engine will have, Technology + Science years ago. That puts it on the threshold of a being supposed to find takers in both new century. Aviation, too, is standing on the and . Optimized bestseller 8 - 11 Making the right choices threshold of a new era: In view of impending Mitsubishi Heavy Industries (MHI) has selected it as the sole engine choice for the climate change, aircraft need to be quieter, The geared concept carries great The fine art of patching 12 - 13 Mitsubishi Regional Jet (MRJ), and also Bombardier will equip its CSeries with it: fuel-thriftier and cleaner, and their engines significance also technologically: our Claire Pratt & Whitney’s geared turbofan (GTF™) is gaining momentum and is obviously along with them. For years we engine makers (Clean Air Engine) technology program re- MTU Global here to stay. have been working on novel green technolo- volves around it. In three steps, we hope by Page 4 gies and now have found a suitable solution 2035 to reduce CO emissions by 30 percent A new brand is born 14 - 15 2 in the geared turbofan™ engine. Its introduc- and halve the noise. Importantly, none of the Optimized bestseller tion will mark a milestone in the history of technologies required for the purpose still Customers + Partners aviation and readily compare with the advent need inventing; they have all been tried and A new chapter is being opened in the of the turbofan some 40 years ago. tested or have been validated for feasibility. Desert boom town 16 - 19 V2500’s book of achievements: The geared turbofan combines latest tech- SelectOne™ is the optimized version of Pratt & Whitney and MTU have joined forces nologies: a gearbox, a highly efficient high- A veritable power pack 20 - 21 the best-selling engine built by Inter- to develop the technological base for the pressure compressor, and a high-speed low- national Aero Engines (IAE). geared turbofan in a plurality of research pro- pressure turbine as a key component. Even Products + Services Page 8 grams. This amount of groundwork is gradu- the components envisioned to optimize it sub- ally paying dividends: the geared turbofan sequently—the counterrotating fan and the Milestones 22 - 23 has passed its ground tests with flying colors, heat exchanger—have already been tested and flight testing will be next. These initial en- and have given outstanding results. Thrust for 24 - 27 Thrust for Saudi Arabia couraging results have prompted Mitsubishi The has scored its and Bombardier to select the geared turbofan All this makes it very clear that for MTU, Interview + Report second export deal winning a contract as the sole engine choice for their next gen- technology and cost leadership remain key from Saudi Arabia. Worth billions, the eration of regional aircraft to fly from 2013. to maintaining competitiveness and high- “Eurofighter Typhoon – the German 28 - 29 contract is hoped to have a knock-on We expect the engine demand to run around skilled job security in Germany long-term. Air Force’s system of the future” effect triggering further sales in the 4,500 units. global market. Sincerely yours Pilotless aircraft 30 - 31 Page 24 If the geared turbofan proves its worth in daily operations, it will be a likely engine can- Anecdote “Eurofighter – the German Air Force’s system of the future” didate for and Airbus A320 suc- cessor aircraft. When they enter service in Perfectionists in the sky 32 - 35 Interview with Lieutenant General Klaus-Peter Stieglitz: The Chief of Staff of the the latter half of the next decade, the new German Air Force is a pilot himself and regularly flies Europe’s most advanced and short- and medium-haul airplanes are ex- capable . pected to provide appreciable fuel savings. News 36 - 39 Page 28 Their market volume will run far above that of Masthead 39 regional aircraft. For MTU, they constitute Egon Behle the most significant potential geared turbo- Chief Executive Officer fan segment by far. Considering the signifi- cance the V2500 with its sole application in

2 3 Making the right choices

By Patrick Hoeveler

Mitsubishi Heavy Industries (MHI) has selected it as the sole engine choice for the Mitsubishi Regional Jet (MRJ), and also Bombardier will equip its CSeries with it: Pratt & Whitney’s geared turbofan™ (GTF), is gaining momentum and is obviously here to stay. That marks the first step on the road to creating a new product family. MTU Aero Engines is plan- ning to take an approximate 15-percent stake in either of the two GTF versions.

The German engine maker is also betting on development at MTU, explains: “The com- a third engine, expecting to take a roughly mon core is scaled and adapted also in 15-percent stake in the PW810 at the lower terms of the materials used. In this ap- end of the thrust range. It is being built by proach, the MRJ engine constitutes the Pratt & Whitney Canada and targeted at the basic version of the geared turbofan.” Taken new Cessna Citation Columbus. While this across the full life of the programs, the engine comes without a gearbox, it never- engine trio is worth a potential 12 billion theless joins the two geared turbofan euros in sales for MTU. engines in an extended product family. Dr. Christian Winkler, who heads business

4 Cover Story 5 components, hoping to bag a stake in the for instance, also on the MRJ and ciency,” Winkler emphasizes. The demon- compressor, apart from the high-speed low- Bombardier’s CSeries engine.” strator features a gearbox and a new low- pressure turbine. For MTU, the bargaining pressure system including MTU’s high-speed position looks compelling, not least on ac- The aircraft of the Canadian CSeries are con- low-pressure turbine. Compared with the count of the Germans’ low-pressure turbine ceived to seat 110 and 130 passengers, and standard PW6000, fuel consumption is much expertise. That turbine is a key component of enter revenue service in 2013, like the MRJ. superior, albeit not yet comparable with later the geared turbofan. Says Winkler: “On the MTU estimates its market volume at roughly product applications that will come with a high-pressure compressor, we’re targeting 3,000 units in the approximately 102-kilo- new core. Flight tests planned for mid-year the stake we already had in the experimental newton thrust range. The decisions made by are expected to demonstrate that capability compressor. That would be the first four the regional aircraft makers may point the also when airborne. But even idling on the stages, which is about half the compressor.” way for the industry in general. The MTU test stand, the engine has impressed Winkler manager is confident that “if the geared tur- and his colleagues. “It’s so quiet you can keep Developed in partnership with Pratt & bofan actually prevails and meets expecta- up a conversation standing right next to it.” Whitney, this eight-stage high-pressure com- tions in this domain, that is sure to have a pressor has its first test phase behind it. “In ripple effect on the next-generation single- the process, it attained its efficiency and sta- aisle aircraft.” For additional information, contact bility goals throughout,” Winkler says. “It has Dr. Christian Winkler a high 17:1 pressure ratio and its size is tar- First results coming in from a geared turbo- +49 89 1489-8663 geted at the potential successor models of fan demonstrator based on the PW6000 For interesting multimedia services the Airbus A320 and Boeing 737. In a down- speak for themselves. “We’ve met specifica- associated with this article, go to: scaled version, the compressor will be used, tions for specific fuel consumption and effi- www.mtu.de/108GTF_E

The next generation of regional jets – the Mitsubishi Regional Jet (MRJ).

The MRJ is a 70-to-90-passenger commercial The concept also enables bigger fan diame- At this time, negotiations are underway be- transport to enter revenue service in 2013. ters to be selected, which in turn makes for tween MTU and Pratt & Whitney regarding The MRJ70 will be rated at 67 kilonewtons, larger bypass ratios and hence lower fuel the size of MTU’s stakes. “We’re seeking the larger MRJ90 at a takeoff thrust of 76 consumption. “We try to make the fan as module responsibility in development and kilonewtons. Its market volume is estimated large as possible. The slower it turns the more manufacturing,” Winkler confirms. The at 1,500 units. Official program launch is efficient and quieter it gets,” explains Saia. Munich people have set their sights on two expected to occur this year. The Japanese opted for the geared turbofan on account of its 15 percent lower operating costs. “A major part of that is due to its lower fuel con- sumption,” Winkler says.

Compared to today’s best-selling engines in this thrust class the new design offers a reduction of maintenance costs of 40 per- cent according to Robert Saia, Vice President Next Generation Product Family at Pratt & Whitney. “Additionally it is about ten decibels quieter.”

The big advantage afforded by geared turbo- fans is their reduction gear, which decouples the fan from the remaining low-pressure sys- tem. That allows the components to run in their respective optimum speed ranges to improve efficiency. “By decoupling the fan it turns at a third of the speed of the rest of the low-pressure system. This way we can in- crease the speeds of the low-pressure com- pressor and turbine. Thus, for a given thrust range we can reduce the number of stages of the low-pressure compressor and the low- pressure turbine,” the American engineer says. The geared turbofan demonstrator on Pratt & Whitney’s advanced test facility in West Palm Beach, Florida. The high-pressure compressor developed jointly by MTU and Pratt & Whitney on MTU’s test stand.

6 Cover Story 7 “SelectOne™ comes as a direct response to customer demands,” explains Leo Müllen- holz, who heads IAE programs at MTU Aero Optimized bestseller Engines. The program director is confident that “improved reliability and reduced main- tenance costs make the new build standard By Nicole Geffert attractive for airlines” and that “it will help IAE to retain the lead it has over competi- A new chapter is being opened in the V2500’s book of achievements: SelectOne™ is the tors.” optimized version of the best-selling V2500 that International Aero Engines (IAE) brought to market over two decades ago. The reliable engine has been refined to reduce fuel consump- IAE has further refined the class-leading tion, boost time on and cut maintenance costs. Production launch of the upgrade is engine. Fuel consumption has been reduced scheduled in summer 2008. by another percentage point, with a corre- sponding reduction in emissions. Time on wing has been extended, too, allowing SelectOne™ to remain on the aircraft 20 percent longer than its trusted V2500-A5 predecessor model.

8 Technology + Science 9 “Our focus is on longevity of the product and we’re continuously enhancing it to benefit our customers,” Müllenholz emphasizes. After the V2500-A1 version had been im- proved to become the V2500-A5, the SelectOne™ standard constitutes another step forward. The V2500-A5 is designed to suit the varying requirements of the A320 family of aircraft; in the 22,000- to 33,000- pound thrust range, there are seven versions in total. Thanks to its cost effectiveness, reli- ability and environmental credentials, the V2500 has, from its inception, been the engine of choice for this Airbus family.

MTU’s role in the V2500 program is the five- stage, low-pressure turbine, which is assem- bled at MTU Maintenance Berlin-Branden- burg. As co-founder of the multinational IAE engine consortium, the German company is holding a roughly 11-percent stake in the V2500. Pratt & Whitney contributes the com- bustor and the high-pressure turbine, Rolls- Royce is responsible for the high-pressure compressor, and Japanese Aero Engines Corporation for the fan and low-pressure compressor.

“The modifications embodied in SelectOne™, Testing of the SelectOne™ on the wing of a Boeing 747 in Plattsburgh, New York. as compared with the standard V2500-A5 version, mainly involve the high-pressure pressor now boasts 3D airfoil geometries as MTU has adapted its low-pressure turbine After the ground testing wrapped up suc- the sky above in the south of aircraft with the compressor and turbine, as well as the elec- well as improved aerodynamics and airfoil accordingly. “Our specialists optimized the cessfully in October 2007, the engine was , on the wing of an Airbus A320. SelectOne™ build standard, becoming the tronic engine control,” explains MTU’s surface texture. The high-pressure turbine in- airfoil angle of attack of the stage three tur- flown to America in the cargo bay of a com- “We’re right on schedule,” Scheidt explains. launch customer of the optimized bestseller. Stephan Krinner, V2500 technical program corporates new materials and sealing sys- bine stator,” explains Werner Striegl, the mercial transport. At Plattsburgh in New Certification by the European authorities is engineer. The optimized high-pressure com- tems. V2500 technical program manager. The York State, testing on the flying testbed was expected in May this year, in time for the ILA German engine manufacturer not only shares scheduled. On the wing of a Boeing 747, the International Aerospace Exhibition in Berlin. For additional information, contact in the development and manufacture of IAE engine completed 45 flying hours in Leo Müllenholz SelectOne™ but, as the globally leading seven flights and proved to be in perfect That paves the way for launching production +49 89 1489-3173 V2500 maintenance provider, also assumes shape. “The targets were all met and the per- in summer. IAE’s first SelectOne™ produc- For interesting multimedia services full repair responsibility. formance capabilities attested to in the tion engine will go to IndiGo Airlines. The associated with this article, go to: ground runs were confirmed,” Scheidt sum- Indian carrier will be equipping a hundred www.mtu.de/108V2500_E Before the modified engine was allowed to marizes. The technically difficult installation fly, it needed to demonstrate its reliability on of the test engine for the flight trials was the test stand. During the preliminary phase, assisted by MTU instrumentation specialists three engine tests were on the agenda: the on-site. 500 tapping points needed to be performance operability test took place in crammed into the engine, no easy job even April 2007 at MTU’s Munich facility to verify for the experts. Says Scheidt: “The whole the functionality of the complete SelectOne™ complex sensor system had to be accommo- engine. “For flight approval, we simulated dated in a manner such that it was sure not cycles on the test stand,” explains Kurt to interfere with flightworthiness.” Scheidt, who at MTU is responsible for com- mercial engine testing. “A cycle lasts 10 to The meticulously accurate preparations made 15 minutes, as we’re mainly testing at the by all involved paid off: Following successful- maximum loads occurring during takeoff and ly completed flight testing, SelectOne™ ob- landing.” Upon completion of several weeks tained approval from the U.S. Federal Avia- of test stand trials, the engine was stripped tion Administration (FAA) in December 2007. and inspected. Additionally, a telemetry test But that left the partners little time to relax; and an endurance test took place in the U.S. already in February this year SelectOne™ The SelectOne™ on MTU Aero Engines’ test facility in Munich. at partner Pratt & Whitney’s test facility. underwent further flight trials, this time in In February 2008 the SelectOne™ made its first flight in Toulouse – on the of an A320.

10 Technology + Science 11 “We would have loved to repair these com- ponents in the past,” says Dirk Eckart from MTU’s repair team, “only there just wasn’t any The fine art established, approved blisk repair procedure.” So having a repaired low-pressure turbine blisk again in the air, on an aircraft flying at almost Mach 2 high in the skies over Germany, of patching in itself is a first in global aviation. The engi- neer and his colleagues last December hand- ed the first patched blisk over to the German By Denis Dilba Air Force. That followed on the heels of extensive repair development and validation A little less than a year ago, there would have been no doubt about it: Blade-integrated disks (blisks) tests to ensure the repaired component was with heavily damaged blades need to be scrapped and replaced with new parts. But things have unconditionally fit for reuse. changed; MTU has since developed a technologically sophisticated repair process called patching to give injured complex blisks for the Eurofighter’s EJ200 engine a new lease on life. In patching, the damaged portion of the en- gine blade is first cut off by a fully auto- mated process. Then, using a tungsten plasma arc welding process especially developed for the purpose, the replacement parts for the sectioned blades are joined to the blisk. In a final step, the repair specialists use an adap- tive milling process to restore the blade to its proper geometry. Removal of milling marks and blending into the adjacent contour. “All of this didn’t just fall into our laps,” Eckart remembers. “We had been working quality. “We managed to enhance process for years on a repair technique of the type, stability by using effective inert gas shielding, PECM – globally top you bet.” Being Germany’s industrial lead so that we finally got the quality we need,” company for practically all engines flown by Eckart explains. The repaired part just about To remove metals and also weld mate- the country’s services, MTU repairs most of duplicates the quality of the virgin part, rial from blisks, MTU is developing a the German Air Force’s engines. “So, natu- regardless of how many blades on a blisk are further high-tech method, dubbed rally, we had to develop a repair technique repaired. Also remember that patching real- pulsed electro chemical machining, or for the blisks, too, as they arrived on the izes savings, the repair using the new tech- PECM for short. It accurately removes scene,” Eckart reports. No mean feat, con- nique costing substantially less than a new material by anodic metal dissolution sidering that the blades, being integrally blisk. during electrolysis. joined with the disk, fall into safety class 1 applying to rotating components. “We’ve already obtained approval for the PECM does not require mechanical EJ200’s second low-pressure compressor contact between tool and workpiece. Conventional approaches were unsuitable stage,” according to Eckart. “That for the first That obviates the transfer of forces for the repair of these integrally joined parts. stage will be obtained before the year is out.” during the processing of blisk blades. So after years of painstaking detail work, From the military arena, the new technology In the process, the gap widths between Eckart and his team improved the plasma will sooner or later spill over into the compa- the workpiece and the tool are ex- welding process to achieve an optimum weld ny’s commercial programs. Here, too, the tremely narrow. The material removed use of blisks is rapidly growing. “In newly corresponds practically exactly to the developed engines, that technology is largely shape of the electrode, because the dominating,” Eckart says. That’s also where flow lines can essentially extend only he sees great future potential. Patching normal to the surface. Since with gap promises to greatly enhance the cost-effec- widths as small as 10 μm to 100 μm, tiveness of aircraft fleets. He’s sure that the exchange of electrolyte by flow no “whenever inquiries come our way from the longer works, mechanical pulsing is commercial scene, we’ll be happy to go to superimposed on the downfeed. work and demonstrate our repair expertise.” The technique comes recommended For additional information, contact by its high cost-effectiveness and is Dirk Eckart characterized by residual stress-free Tungsten plasma arc welding ensures high-quality +49 89 1489-8338 welds. material removal, gentle fillets and For interesting multimedia services smooth surfaces. < An EJ200 blisk undergoing a contour check after associated with this article, go to: blending. www.mtu.de/108Patching_E

12 Technology + Science 13 For customers, the trade name reflects a comprehensive performance spectrum, where “Aero” accentuates the decades of A new brand is born experience, expertise and reliability that MTU has demonstrated as a partner on inno- vative aviation programs, while “Solutions” By Thorsten Rienth underscores the individual service approach to benefit customers. Know-how transfer is the buzzword in the booming supply business. Germany’s leading engine manufacturer is taking off with a new brand, MTU Aero Solutions, to provide advanced The new business activity is ideally equipped technology solutions for cross-industry applications. The new brand is targeting not only the to face the challenges ahead. “Considering aviation industry but moreover any other metal processing industry that can benefit from the that in-house we’re practicing all of the tech- company’s long years of experience and expertise reflected in a wide array of offerings for en- niques involved in the manufacturing cycle, it gineering, testing, parts manufacturing, and surface technology applications. would only seem natural to offer also select- ed parts of it,” explains MTU sales consultant Hans-Christian Melzer. The development The time to invade the supply business could MTU went ahead and launched a third brand, Aero Solutions will be solidly integrated in work pursued in the past has long since been hardly be more favorable; the market is alongside MTU Aero Engines and MTU MTU’s group of brands but do business as an tested and certified, and that spares cus- evolving at breakneck speed, original equip- Maintenance. MTU Aero Solutions will debut independent entity. The image sets created tomers tedious certification procedures. This ment manufacturers (OEMs) are placing at this year’s ILA International Aerospace for the new brand will clearly identify it as results in a win-win situation, where cus- tough demands on high-tech products and Exhibition, which will take place in Berlin being associated with MTU but still convey a tomers profit from MTU’s many decades of cost-efficiency, increasingly unloading non- from May 27 to June1, presenting itself as an distinctive note that sets it apart with its indi- experience, its expertise and its innovation core activities and betting heavily on flexibil- independent brand benefiting from the vast vidual specialties and capabilities. potential in the fields of engine development, ... spectacular overtaking maneuvers ... ity. The prospects to succeed in this market experience accumulated by MTU Aero manufacturing and testing and tailor-made are promising. Aware of the opportunities, Engines. Organizationally and optically, MTU top-quality components are shipped to them engine. Further orders, especially from cus- “Generally, MTU Aero Solutions will bear from Munich in a timely manner to secure tomers in the Far East, are in the pipeline. “You watching by anybody involved in metals, and their technological lead. For the MTU Group, can tell we’re in demand,” Melzer enthuses. in items that rotate very fast and must safely in turn, supplier activities provide workload sustain enormous heat,” Melzer summarizes. for the development departments, test facili- Aviation will remain MTU Aero Solutions’ core Globally, with its ambitious Made in Germany ties and production lines, improving the com- market. But already it has become apparent quality mark, MTU Aero Engines will be able pany’s cost effectiveness. that MTU’s leading-edge technology is in to quickly and reliably resolve problems in demand also in other industries. Companies aviation and cross-industry applications. Launch customer of MTU’s new offering is unable to equal MTU’s practices and stan- Japan’s IHI Corporation, which has ordered dards can avail themselves of MTU’s aviation intermediate-pressure compressor disks to expertise. In the medium term, the ensuing go into Rolls-Royce Trent 700 and RB211 transfer of know-how will be advantageous For additional information, contact engines. For openers, the IHI contract is far especially for the industry Hans-Christian Melzer from shabby, involving double-digit million through, for instance, high-quality surface +49 89 1489-6599 euros in sales. Next came a manufacturing treatment techniques; long-term, it should For interesting multimedia services contract for low-pressure turbine rotor disks pay dividends also for other steel and metal associated with this article, go to: for General Electric’s GEnx next-generation processing industries. www.mtu.de/108AeroSolutions_E

Formula 1 advertising: Pit stop ...... aviation high-tech for other industries.

14 MTU Global 15 The airline’s success story dates back to the launched. The Arab upstart began operations inauguration of Dubai International on October 25, 1985, flying to Istanbul, in 1959. The airport had a 1,800-meter run- Mumbai, Delhi and Karachi with three Desert boom town way and until the mid-sixties operated a leased -200s and later adding measly six intercontinental services a week. two Airbus A300s leased from Pakistan. In The airlines operating out of Dubai at the 1987, first European flights were launched, By Andreas Spaeth time included BOAC, MEA, and Iran including a Dubai – Istanbul – Frankfurt route Air. By 1969, nine airlines served the desert that is served three times a week. town, linking it to 20 destinations. For de- ore than 40 years ago, Dubai on the Persian Gulf was a sleepy cluster of whitewashed houses and dust roads. M cades, most flying Europe – Asia When the other on the Gulf lost sub- Its people subsisted mainly on pearl fishing, until oil was found in the desert sand. Since 1966, the region has been routes stopped over here just for refueling. stantial traffic and revenue as the European booming, much of the growth being driven by Dubai’s state-owned Emirates Airline. One of the world’s most dynamic This lasted until the early nineties, when the and Asian airlines ceased their fuel stops, carriers, Emirates boasts phenomenal growth sustained by a large fleet of aircraft that will soon include 58 Airbus advent of the long-range Boeing 747-400 Dubai reversed its course in 1995, pinning A380s, making it the largest operator of these mega-transports globally. obviated the need for these fuel stops. its hope on tourism. At that time, airport traffic stagnated at around seven million In 1985, Emirates appeared on the scene. It passengers a year. Today, that number has was the first Dubai-based airline, and in the grown to 33 million passengers and for decades ahead was to see breathtaking 2010, the target is 60 million. Nearly all of growth. “That was the only time we received the 17.5 million Emirates passengers carried state aid, which was ten million U.S. dollars in fiscal 2006/07 departed from or flew via to start operations, but that was it,” empha- Dubai, with the airline until spring 2008 also sized Tim Clark, Emirates’ president, who offering a daily – New York flight has been with the airline ever since it was to extend its Dubai services.

16 Customers + Partners 17 In early 2008, Emirates operated 113 aircraft serving over 100 destinations in 62 countries on six continents. The highly profitable Arab airline is considered the bellwether of airline growth. Presently, it has far over 100 new air- craft on order, among them 58 copies of the A380 mega-transport. That makes it the largest A380 customer. The Dubai airline in 2000 became the launch customer for the world’s largest commercial and has increased its A380 order ever since. It will take delivery of its first mega-transport in summer this year, the first commercial A380 to be powered by GP7000 engines, in which MTU has a development and production stake of over 22 percent. The German engine manufacturer holds responsibility for the low- pressure turbine, parts of the high-pressure turbine and the turbine center frame.

Its A380 fleet will be the backbone of the still expanding Arab airline. The mega-transport is expected to fly ultra-long routes, say to New York or Sydney, as well as high-density re- gional routes like ones in India. These plans will make Emirates the only A380 operator to

Dubai’s new terminal: At Concourse 3, to be completed in 2010, three bridges will permit passengers to board the A380’s main and upper decks concurrently.

use the aircraft in three different versions: age 16 percent over the past several years, also on what Tim Clark calls the Dubai factor, national Aerospace Exhibition. Emirates also as a three-class 517-seat and 489-seat con- airport traffic volume grew over 19 percent which is the glamor radiated by this artificial was among the sponsors of the 2006 soccer figuration, respectively, and a two-class 600- in 2007, and Emirates had to cope with 30 city in the desert. Emirates has a particularly world championship in Germany, and its logo seat version for shorter hauls. There is little percent growth last year. strong presence in Germany, with Frankfurt, is seen on the shirts of first-league soccer doubt Dubai will soon be the world’s largest Munich and Düsseldorf served several times team Hamburger SV. A380 airport. At the new terminal complex, The flourishing airline is betting not only on a day and Hamburg once a day from the to be inaugurated in May, seven A380-friend- gateway traffic, which amounts to about 40 desert hub. High on the wish list also are In terms of passenger service, Emirates is ly slots are already in place. At Concourse 3, percent of revenue at the home base, but Stuttgart and Berlin, home to the ILA Inter- among the leading providers in the business, to be completed in 2010, 18 of the 20 gates as confirmed time and again by a plurality of will be able to accommodate the mega-trans- frequent flyer honors. Admittedly, amidst the port, permitting passengers to board concur- airline’s furious growth, it isn’t always easy to rently through three bridges leading into the keep a steady of service throughout. Of main and upper decks. To maintain the mam- the almost 22,000 airline employees, only a moth aircraft, Emirates has inaugurated one diminutive part hails from Dubai proper or of the world’s largest maintenance centers at from the Arab region generally. Overall, staff the Dubai airport: At its northern end, no less is being recruited from some 70 different than seven maintenance hangars and a countries, which is about par for the boom- painting hangar have sprung up, each boast- ing states on the Persian Gulf, especially ing 11,500 square meters of floor space, or among their airlines. That makes Emirates a more than two soccer pitches taken together. globally oriented airline indeed.

Evolving into one of the most significant traffic hubs globally, the emirate profits especially from its geographical location: Living within a radius of 6,400 kilometers, or about eight fly- For additional information, contact ing hours, are 3.5 billion people, which is Heidrun Moll more than half the world population. Current +49 89 1489-3537 numbers are impressive: Dubai’s gross Emirates will take delivery of the first powered by Engine Alliance GP7000 engines in For further information on this article go to: domestic product has been growing an aver- summer 2008. www.mtu.de/108Emirates_E

18 Customers + Partners 19 system can readily be re-engined with the upgrade. “Thus we will be able to offer an MTR390 upgrade kit to the more powerful version as a major modification,” Linden adds. The MTR390 was developed by MTR, a consortium including MTU Aero This applies similarly to the engine control Engines, Turbomeca and Rolls-Royce. unit, for which MTU is redesigning the hard- Of the basic version, the MTR390-2C, ware and operating system to suit the 238 copies have been delivered so far: MTR390-E. “We’re using electronic compo- 106 to Germany, 67 to France, 51 to nents of the latest generation. That makes Australia, and 14 to . the new unit appreciably lighter in weight and safer without adding to its size. Also, it remains compatible with the old version,” explains Dr. Andreas Kreiner, MTU chief engi- neer for the MTR390’s control system.

Overall, MTU’s stake in the MTR390-E pro- gram includes the combustor, high-pressure turbine and accessories. Its share in the pro- gram amounts to about one-third. Addition- ally, MTU’s Munich facility performs rig test- ing and engine thermal paint testing.

The Enhanced version made its first run last year at a Turbomeca test facility. At its Munich facility, MTU Aero Engines has been tooling up for production since January. In parallel with the ongoing production Plans are to ship the first production in Munich, the operator nations are MTR390-E to Spain in September 2009; all in presently setting up the necessary all, the Spanish will take delivery of 50 units. repair capacities. In Germany, repairs will be performed at MTU Aero The MTR390-E has something else to recom- Engines’ Munich facility starting For additional information, contact mend it: It’s in part identical to the basic ver- Peter Harster September, while the French engines A veritable power pack sion and modifying the latter into an +49 89 1489-3309 are supported by Atelier Industriel Enhanced version poses few problems. Since Aéronautique (AIA) in Bordeaux. For interesting multimedia services By Bernd Bundschu the engine-to- interface is the same associated with this article, go to: Additionally, since November 2007, a for both MTR390 versions, the Tiger weapon www.mtu.de/108MTR390_E certified repair shop has been up and You could hardly tell the MTR390 Enhanced’s prowess from the size of it: Being a mere 44 centimeters wide, 68 cen- running in Bankstown near Sydney, timeters high and 108 centimeters long, it still delivers an enormous 1,094 kilowatts, or 1,487 horsepower. The engine Australia. is the uprated version of the MTR390 powering the , and the most advanced engine in its peer group. In a twin-engine configuration, it provides the French-German support and antitank helicopter with the power it needs. Maintenance is pursued according to the on-condition maintenance princi- ple, where the engines undergo regu- “The Enhanced version packs a tremendous says. Such benefits also sold France and “The fact that Germany, too, has opted for lar pre- and post-flight inspections, wallop and is a big technology leap ahead,” Germany on the Enhanced version. Of their the more powerful Tiger engines is a major plus boroscoping every 400 flight explains MTU Aero Engines’ program director 171 MTR390 engines each has on order, the milestone in the MTR390 program,” enthuses hours. In the field, the engines are Peter Harster. The engine delivers French will take delivery of 80 Enhanced ver- Clemens Linden, managing director of both consistently monitored and sent out an extra 14 percent power for hot and high sions, and the Germans a lesser number of MTR and MTRI. The latter is an associate for repair if indicated by alerts missions compared with the basic version, 10, plus 24 on option. The European pro- company of the MTR390 engine consortium received from the built-in monitoring as desired by Spain, the new customer, and curement agency OCCAR late last year inked and in partnership with Spain’s Industria de unit for which MTU is responsible. that makes it welcome also in temperate cli- the contract to that effect. Turbo Propulsores (ITP) coordinates the devel- mates. “This is where the helicopter’s extra opment, manufacture and support of the One of the last operations: checking the torque of Installed in the test bed’s quick-change frame the power helps it carry more payload,” Harster Enhanced engine. the power turbine bolts. MTR390 is being prepared for the acceptance test run.

20 Customers + Partners 21 Milestones

By Martina Vollmuth

The TP400-D6 program is building momentum: Since November last year, the engine to power the A400M military transport has been passing one milestone after another.

In March 2008 the flying test bed, a Hercules C-130, is equipped with a TP400-D6 at Marshall Aerospace in Cambridge in .

For additional information, contact Gerhard Bähr +49 89 1489-8542

For further information on this article go to: www.mtu.de/108TP400_E

Upon delivery of the flying testbed engine to for the integration tests on the iron bird at Marshall Aerospace in England’s Cambridge Airbus. If all goes according to plan, the first late in 2007, the EPI military airlifter will take off for its maiden consortium at the end of February was flight this summer. pleased to announce further achievements: Right on schedule, MTU has shipped the last Meanwhile at MTU Aero Engines in Ludwigs- of the four engines to power the first flight of felde, preparations are underway full steam the A400M prototype to Airbus in Spain’s for the final assembly of the production Seville, where the military airlifter undergoes engines. This is where the TP400-D6’s sole German Air Force with all possible support final assembly. Around that time, TP400-D6 final assembly line will be operated. “Also, also on that program. Its credentials for the engines logged the 1,000 hour mark on the we’re seriously looking into the maintenance job are years of fruitful experience under the ground test stands across Europe. Also deliv- of engines in the field,” MTU CEO Egon Behle industry-military cooperative model of engine ered on the dot was the control unit software explains. MTU is desirous to provide the maintenance, according to Behle.

2003 2004 2005 2006 2007 2008

The TP400-D6 wins the race: will MTU presents the first TP400-D6 component – the The TP400-D6 is put through its paces and success- Certification testing starts: At MTU an engine is Nearing flight testing: In end-November the TP400-D6 The first shipset for the A400M’s is equip the A400M with this engine. intermediate-pressure compressor. It makes its first fully passes its first run in MTU’s new test facility in assembled for comprehensive ground tests. intended for the flying test bed is being readied for ready in end-February, and the four engines are run in Munich in end-November. Ludwigsfelde. dispatch at MTU. delivered to the A400M final assembly line in Spain’s Seville.

22 Products + Services 23 “We have a lot riding on that contract, just looking at the sales volume of the initial order, which runs around 300 million euros,” explains Klaus Günther, EJ200 program Thrust for director at MTU. The initial order includes spare engines and support services. After that, follow-on orders are expected to come in, for instance for further replacement engines, spare parts and repair work. MTU Saudi Arabia shares in these according to its role in the EJ200: Germany’s leading engine manufac- By Patrick Hoeveler turer is responsible for 33 percent of the EJ200’s development and 30 percent of its Breakthrough in the non-European market: The Eurofighter Typhoon has scored its second production. The German company is manu- export deal winning a contract from Saudi Arabia. The kingdom ordered 72 aircraft for which facturing the high-pressure and low-pres- the Eurojet consortium, which has , ITP, MTU Aero Engines and Rolls-Royce as partners, sure compressors and provides the digital will deliver 144 EJ200 engines. These have considerable MTU content. Worth billions, the engine control and monitoring unit contract is hoped to have a knock-on effect triggering further sales of the combat aircraft in (DECMU). At MTU, about 600 people are the global market. working on the EJ200 program.

24 Products + Services 25 The first EJ200 engines will be delivered in The positive experience the Saudis have had 2009; at MTU, component production is with the jet and the Turbo- already underway. The engines will be the Union RB199 engine may explain why they Tranche 2 standard. Most significant innova- opted for the Eurofighter Typhoon. With the tion over the 363 Tranche 1 copies delivered Saudis, as with the British , to date is the DECMU: So far, each EJ200 the combat jet is to support the Tornado in came with a control unit and an airframe- its air defense role. “This the world’s most mounted monitoring unit for both engines. advanced and capable weapon system is the “Now we have combined control and moni- logical choice for the purpose,” says the MTU toring units in a single box,” Günther explains. program director. “This arrangement cuts costs and saves air- frame space for other applications, like Program status .” The highly-complex high-tech sys- The EJ200 final assembly lines in the four tem combines the entirety of control and Eurojet partner countries Germany, the A Tornado of the . monitoring functions of the engine, which , and Spain are running when reheated delivers a thrust of 90 kilo- flat out. Delivery of the 519 Tranche 2 en- and the first export customer, , are ing continues to be an intriguing option.” newtons. The DECMU weighs in at just about gines began in mid-2007 and is scheduled to happy with the performance and reliability of Earlier, in the mid-1990s, ITP and MTU had 13 kilograms and is designed to meet a plu- conclude in spring 2012. The engines for the the turbofan engine, which enables super- run successful tests using a vectored thrust rality of criteria. One of the most demanding Saudi Arabian customer are being produced sonic flight even with the off. nozzle. Latest analyses indicate that thrust of these is that the electronics should work The DECMU is fitted to the EJ200 at MTU Aero Engines in Munich. in parallel. Following an initial warm-up vectoring would not require structural modi- faultlessly within a -40 °C to +125 °C tem- phase, final engine assembly will be shifted But there’s still room to improve. Currently, fications to the aircraft. perature range. tion procedure, was passed with a comfort- engineers strangers to the desert kingdom in to Saudi Arabia. concept talks are underway with NETMA able margin. Günther says: “The EJ200 is the commercial engine arena. Günther (NATO Eurofighter & Tornado Management For additional information, contact For service with the Al Quwwat al Jawwiya al ready for desert missions ‘as is’. Factored reports: “MTU maintains stable relationships “Meanwhile, the combat jet has been in serv- Agency) regarding options to update the Klaus Günther Malakhiah as Sa’udiya (Royal Saudi Air into its development has been flying experi- with Saudi Arabia. Saudi Arabian Airlines, for ice for several years and reports of its per- engine. The emphasis is on reducing lifecycle +49 89 1489-3308 Force), the EJ200 will need no modifications, ence accumulated with the Tornado engine one, counts among the major clients of formance have been positive throughout,” costs and boosting thrust, with up to 30 per- For interesting multimedia services according to Günther. The sand ingestion in Saudi Arabia, where the RB199 has been MTU’s maintenance segment.” according to MTU program director Günther. cent considered feasible. Agility, too, can be associated with this article, go to: test, a standard requirement in the certifica- in service since 1986.” Nor are the Munich The pilots of the four participating countries enhanced. Günther feels that “thrust vector- www.mtu.de/108EJ200_E

27 26 Products + Services General, now that the Eurofighter has been flown a while by the Air Force, what is your “Eurofighter Typhoon – experience with this aircraft?

The Eurofighter has been flying with the Air the German Air Force’s system Force for nearly four years. It has appreciably enhanced the Air Force’s capabilities. Its major advances are the exceptionally high of the future” thrust-to-weight ratio it provides, its unique agility, and the range and precision of its weapons, to name just a few. The Eurofighter is entering its next procurement phase, Tranche 2. In the German Air Force, two wings are already accumulating operational experience, testing the aircraft’s reliability, We’ve also learned, however, that its many strengths and challenges, and the role it plays in the Air Force’s combat readiness. We inter- computers, especially when operated in viewed Lieutenant General Klaus-Peter Stieglitz. The Chief of Staff of the German Air Force is flight, have added to the aircraft’s complexity a pilot himself and regularly flies Europe’s most advanced and capable fighter aircraft. compared with the Tornado weapon system. This is a formidable challenge. The young officers piloting this combat aircraft not only need to fly well, they moreover need to know a great deal about the management of com- plex systems.

How is the EJ200 engine doing in the field?

The engine you people designed and built proves to be one of the Eurofighter’s out- standing components. The aircraft’s deploy- A Eurofighter of fighter squadron 73 “Steinhoff” in Laage in flight with the afterburner on. ment characteristics, such as the agility and climb it needs to survive and win out in all The Eurofighter, for one, has been conceived Generally, how in the next decades do you scenarios, in a sense make this engine the exactly along that line, considering that the envisage the role of the manned combat air- centerpiece of the combat aircraft. development, production and deployment craft versus the unmanned aerial ? phases overlap. Insights gained in deploy- In the fighter’s deployment, will there be other ment, for instance, can be fed back directly Unmanned aerial will not be able to or additional roles the Eurofighter will have to into the continuous improvement of the air- completely replace manned aircraft. Rather, fill down the road? craft. they will to a certain extent appropriately complement them in the aggregation of weap- For the Air Force, the Eurofighter will no What significance does the Air Force attach to on systems used in aerial warfare. Manned longer be solely the fighter in the classical the procurement of the Tranche 3 Eurofighter? aircraft will be available only in limited num- sense of the term but moreover will addition- bers, having to concurrently cover ever more ally provide offensive operations capability. In The Eurofighter is the Air Force’s eminent potential multi-role deployment options. This other words, in battle the Eurofighter will be system of the future. It is not until Tranche 3 is where unmanned systems provide relief able not only to maintain or gain air superi- is deployed that the makeover of the ser- and unlock a new dimension in capability ority but also fend off enemy attacks on the vice’s airborne weapon systems will be com- value. UAVs deployed to that effect will be- ground and precisely engage targets day and plete. As this combat aircraft is being phased come an indispensable tool in the projection night, in any weather and at any distance in, the inventory of older combat aircraft that of air power. while avoiding collateral damage. are much more expensive to maintain is sub- stantially reduced. Sometime around 2017, What is your personal experience piloting the Do you believe the Eurofighter is adequately the Air Force will have a total of 180 Euro- Eurofighter? equipped for future missions, or is there an fighters and 85 Tornados at its disposal to apparent need for an update here and there? fulfill its mandate. It’s a totally electrifying experience to fly it. I envy the young pilots beginning their Air The Eurofighter provides the Air Force with a It is only if and when we introduce the Euro- Force careers on this aircraft. fourth-generation combat aircraft which in fighter in the scope envisioned that we are terms of operational versatility, capability and able to reduce the inventory of older combat technological enhancement potential is pres- aircraft while further improving our capabili- For additional information, contact ently unrivaled, at least in Europe. ties. For the Air Force, procurement of Odilo Mühling Tranche 3 is a must. +49 89 1489-2698 But still, any type of military technology For further information on this article go to: needs continuous upgrading and improving. www.mtu.de/108Interview_E

28 Interview + Report 29 step supposed to assist civil science in tasks such as environmental monitoring, volcano observation and atmospheric research. For such tasks, pilotless aircraft benefit from their ability to stay aloft longer than their manned counterparts.

In Europe, researchers are examining the utility of civil UAVs within a new air traffic control system: The European Defense Agency (EDA) is presently pursuing a road- map study to assess the compatibility of civil UAV missions with concurrent manned air- craft operations in the crammed European airspace. A consortium of 12 leading Euro- pean aerospace companies is trying to find ways to implement such coexistence no later than by year-end 2015. Driverless train: Germany’s first fully automated Simultaneously, the European Commission is subway has been in operation in Nuremberg since 2008. pursuing a research project that is dubbed Innovative Future Air Transport System use of driverless subway trains has become (IFATS) and coordinated by the French Onera commonplace in many cities, many passen- research organization. Sharing in it also is gers of high-speed intercity trains may begin the (DLR). The to hesitate knowing there is no driver up IFATS concept envisions the formation of a front. A German poll indicated that with a new global airspace management system pilotless aircraft, 33 percent of the passen- that computes four-dimensional flight routes gers will not come aboard in the first place, for all air traffic participants. “That’s a revo- and 48 percent only provided a pilot is on- lutionary system considering there’re no board to monitor the computers. Only 19 per- pilots in the aircraft and no controllers, both cent of the respondents said they wouldn’t being replaced by control systems on the mind traveling without a pilot. ground,” explains Onera’s Claude Le Tallec. A substantial benefit it affords is improved uti- Nonetheless, there’re facts speaking for the lization of the airspace through automated pilotless aircraft: Demonstrably, many flight control of the aircraft in all flight phases from catastrophes are attributable to human taxiing out from the airport of departure to error, and the Onera experts and others are parking the aircraft at the destination air- confident that human error is exactly what port. can practically be eliminated by automated aircraft. The IFATS team is also looking into the esti- mated costs of a pilotless airliner: Devel- “The question is not whether pilotless air- opment investments would run around 525 craft are coming, but when. We’ll have to million euros and purchase of a 230-passen- face it,” says Denis Chagnon, a spokesperson ger airliner almost 38 million euros. Omis- with the International Civil Aviation Organiza- sion of the would provide room for Pilotless aircraft tion (ICAO) in Montréal. In Europe and the ten additional passengers. In terms of effi- , research activities are bus- ciency improvement, each aircraft could fly tling: The airliner-to-be finds its way across 80 hours longer per year than a conventional By Andreas Spaeth the sky more or less on its own, with no pilot jet transport and use up to 3,000 liters less onboard, and is monitored and controlled, if fuel per hour. The joke is as old as the autopilot: Sitting alone in the cockpit of a modern aircraft are a pilot and a necessary, from the ground. Such capability dog. The pilot is there to feed the dog, and the dog is there to bite the pilot as soon as he tries to is expected to make flying more efficient, en- As yet, there’re many unknowns in these rev- touch anything. Scenarios like that aren’t the last word in aircraft automation, however. Experts are vironmentally friendlier and safer. olutionary simulations: precautions must be confident that air traffic is moving relentlessly toward full automation and abolition of the cockpit. You in place, for instance, to keep control of the For additional information, contact may wonder whether passengers will go along with that. Unmanned aerial vehicles (UAVs) flying mili- aircraft from being criminally manipulated Heidrun Moll tary missions are not new, being used as from the ground. The most critical question, +49 89 1489-3537 robots to patrol outside of controlled air- however, involves the passengers. Will these For further information on this article go to: space. In the civil arena, UAVs are in a first people trust an automated system? While the www.mtu.de/108UAV_E

30 Interview + Report 31 When they fly their complete routine, the six Angels will be aloft for well over an hour. Last year, they amazed some 15 million peo- Perfectionists ple. In all, since the squadron was formed in 1946, that number meanwhile totals some 427 million. To have the show unfold in its incredible precision, it needs preparing ac- in the sky curately and executing with maximum con- centration on the job. Each performance is taped and subsequently analyzed. For a safe airshow, the aircraft need to be in tech- nically perfect shape. Owing to the torturing loads encountered by the aircraft during flight maneuvers, the ground crew will have to support the jets more extensively than standard equipment.

Since 1987, the squadron has been flying McDonnell Douglas F/A-18A/B Hornets. These are equipped with two General Electric F404 engines, in which MTU has had a role since early 2007. For the F404,

By Robert Wouters

As a sports highlight, the championship game of professional American football, known as the German engine maker is manufacturing the Super Bowl, is impossible to upstage. Each year it enthuses 75,000 people in the stadi- the high-pressure compressor spool. For the um and some 100 million fans on TV worldwide. Nonetheless, early in February, Glendale, successor model F414, which so far finds Arizona, hosted another icon of American showbiz when the Blue Angels, the U.S. Navy’s leg- use only on the Super Hornet, MTU is also endary aerobatic team, started this year’s season with a flyover of the Bowl. By November, manufacturing the shrouds of the two tur- the Blues will have participated in well over 40 air shows in the United States. bines.

32 Anecdote 33 normally carries the ground crew and spare parts. When it takes off, its rocket bottles are a spectacular sight in the jet-assisted take off. Fat Albert gets airborne after a takeoff run of less than 500 meters, climbs to 300 meters above the ground, flies a tour above the airfield and then lands again.

Then the Hornets take off. The first four air- craft join in a 45 centimeter wingtip-to- Opening the show: Fat Albert, a Hercules C-130, is canopy diamond formation. The Blues are taking off. renowned the world over for this stunt, never replicated by any other aerobatic team. The Contrails in the sky two other airplanes are the opposing solos, At this time, twelve of the jets are on active their first maneuver being the opposing knife duty, of which ten are single-seat F/A-18As edge pass when in low-level flight they rush for the show and two are two-seater F/A-18Bs directly toward each other to pass only a few for VIP flights. The Hornets are practically in meters apart. Next on the agenda are a plu- production configuration, except that the rality of other maneuvers. M61 Vulcan cannons were removed, and for better aircraft handling during inverted flight After a sneak pass, a solo aircraft roars a spring has been added to the control stick. across the merely 15 meters or so Arranged between the engines is a tank hold- above the runway and accelerates to almost ing smoke oil. The oil is injected into the 700 knots. In breathtaking succession, spec- engines to create condensation trails in the tators then witness about 30 maneuvers. In sky to enhance the safety and orientation of the section high alpha pass the Hornets the pilots. Also, contrails help spectators on point their noses into the sky, sitting on their the ground track the aircraft. tails. Together, the six airplanes fly a roll in delta formation before four of them, in dia- With all its extreme maneuvers, the show mond formation, paint the signature of the invariably follows the same pattern. For opti- formation into the sky, a stylized fleur-de-lis. mum flying weather, visibility should be at In closing, the Blues return to the center of least 5.5 kilometers and the cloud ceiling at the airfield and fly over it simultaneously at least 2.5 kilometers. That’s when the Blues go different heights. After one more flyover in the whole hog. Opening the show is a C-130 delta formation, the Hornets then separate Hercules, also known as Fat Albert, which and land. Roaring across the runway at low altitude.

The United States’ best pilots probably with reference to a famous New the U.S. Navy or U.S. Marine Corps. He must After a greatly exciting history, the squadron York night club. have qualified for deck landings and logged is presently commanded by Kevin Mannix. It at least 1,250 hours on jet aircraft. Aircraft was formed by directive of Admiral Chester Blue Angels pilots to this day remain among Number 1 is reserved for the commanding W. Nimitz on April 24, 1946, dubbed Navy the best in the United States. They are sta- officer (the “Boss”). He is named by the Flight Exhibition Team. World War II ace tioned in Pensacola, Florida. From January to Chief of Naval Air Training. For credentials, Lieutenant Commander Roy “Butch” Voris March they train at the Naval Air Facility in El he needs flying experience in excess of was assigned to recruit its first pilots. Not an Centro, California. That’s the place to go, 3,000 hours and must have commanded a jet easy job, considering that even then, only too, for pilots wishing to join. Applicants are aircraft squadron. Fat Albert is flown exclu- the best were good enough. Passing muster cycled through a grueling screening process sively by Marines having qualified as Aircraft were just a pair of pilots that together with with various training units. Fifteen of them Commanders. In all, acceptance require- Voris were then stationed on the Naval Air are put on the short list to be selected by the ments are just as exacting as the formations Station in Jacksonville, Florida. In June 1946, squadron by roll-call vote for one of the few being flown. the trio flew their first exhibition on slots being vacated. For the 2008 flying sea- Grumman F6F Hellcats at the Southeastern son, four of them made it. Since the Air Show in Jacksonville. Their first show, squadron’s inception, a total of 232 pilots lasting about 17 minutes, included a number and 32 flight leaders sat in the of of formation flights. During the next several the Blues. Their average age is 33. For additional information, contact weeks, the squadron displayed its art at sev- Heidrun Moll +49 89 1489-3537 eral locations in the United States. During a A tour of duty on the squadron lasts two stay-over in New York City the squadron years. There’s no special pay attached to it. For further information on this article go to: Daredevil aerobatics thrill the crowds. agreed on an official name, Blue Angels, Every pilot in the squadron is a member of www.mtu.de/108BlueAngels_E

34 Anecdote 35 ny’s underlying net income also increased 390 million euros, despite a significant On a profitable significantly, improving by 22 percent from increase in investments and the effects of 121.8 million euros in 2006 to 148.2 million the U.S. dollar exchange rate. MTU expects euros in 2007. “We intend to stay on this to generate a net income for the year in the growth track positive course in 2008. Our prime objective region of 180 million euros, which represents is to expand on the basis of our good market an increase of almost 20 percent. NEWS “2007 has been yet another successful busi- position in the commercial and military ness year for MTU,” said Egon Behle, CEO of engine business and to achieve profitable The greatest contribution to these positive Michael Schreyögg MTU Aero Engines Holding AG, at the annual growth,” commented Behle and continued to results is expected to come from the com- Major V2500 order press conference in Munich in mid-March. At add: “However, the U.S. dollar exchange rate mercial engine business. MTU is reckoning heads program the first press conference he held in his new cancels out this growth when seen in terms on stable development of its commercial management, function Behle presented very positive annual of the euro. Therefore further cost-optimiza- maintenance activities and in the military from US Airways results. MTU’s revenues in 2007 improved by tion measures will be necessary.” sector. MTU intends to increase its invest- defense programs seven percent from approximately 2.4 billion ments in 2008 to above the average level. U.S.-based carrier US Airways has placed a into sales of approximately 100 million euros euros to around 2.6 billion euros, and were MTU is striving for further profitable growth Plans especially include strategic invest- major order worth some 884 million euros and the work to be performed under it is just Michael Schreyögg has been ap- therefore in line with the company’s estimated in 2008. Revenues are expected to remain at ments such as the acquisition of additional with International Aero Engines (IAE) to buy about equivalent to a one-year V2500 engine pointed senior vice president, program target. There was a pronounced rise in the previous year’s level, which corresponds shares in engine programs, expansion of SelectOne™ engines for 78 A320 family air- workload. As one of the IAE co-founders, management, defense programs, ef- adjusted EBITDA, which grew at a rate of 24 to a growth rate of approximately six percent facilities at MTU Maintenance Hannover, and craft, slated to be delivered this year. Along MTU holds a stake of about 11 percent in the fective February 1. In this function he percent to 392.9 million euros (2006: 318.2 after adjustments for the effect of the U.S. the construction of the new plant in Poland. with the firm order, the airline placed options V2500 and contributes the low-pressure succeeds Dr. Fischer, who left million euros). MTU thus exceeded its fore- dollar exchange rate. The company antici- Despite this expenditure, free cash flow is for another 75 aircraft. turbine. The German engine manufacturer the company. cast of 385 million euros, which had been pates that adjusted EBITDA in 2008 will expected to reach an amount of approxi- also had a major role in the development of raised in the course of the year. The compa- remain close to the previous year’s level of mately 100 million euros. For MTU Aero Engines, the order translates the SelectOne™ build standard.

MTU Aero Engines – (Figures quoted in € million, calculated on a comparable basis, statements pre- pared in accordance with IFRS. Figures calculated on a comparable basis apply Key financial data for 2007 adjustments to the IFRS consolidated results to exclude restructuring and transaction costs, capitalized R&D costs, and the effects of IFRS purchase accounting.) MTU Aero Engines 2007 2006 Change Revenues 2,575.9 2,416.2 + 6.6 % of which OEM business 1,599.5 1,483.1 + 7.8 % of which commercial engine business 1,102.0 993.5 + 10.9 % of which military engine business 497.5 489.6 +1.6 % of which commercial MRO business 1,004.7 954.7 + 5.2 % EBITDA (calculated on a comparable basis) 392.9 318.2 + 23.5 % of which OEM business 305.7 217.7 + 40.4 % of which commercial MRO business 87.9 103.4 - 15.0 % EBITDA margin (calculated on a comparable basis) 15.3 % 13.2 % Michael Schreyögg in the OEM business 19.1 % 14.7 % in the commercial MRO business 8.7 % 10.8 % After having worked at MTU Aero Net income (IFRS) 154.1 89.1 + 73.0 % Engines, Germany’s leading engine Net income (underlying) 148.2 121.8 + 21.7 % manufacturer, on various military and Earnings per share (adjusted) € 2.83 € 2.25 + 25.8 % commercial programs for 17 years, Free cash flow 131.7 115.7 + 13.8 % Schreyögg most recently supervised expenses 176.4 169.9 + 3.8 % the TP400-D6 military engine program. of which company-funded R&D 88.8 80.6 + 10.2 % That engine will power the upcoming of which outside-funded R&D 87.6 89.3 - 1.9 % A400M military transport. Capital expenditure 106.1 114.1 - 7.0 % Dream research Dec. 31, 07 Dec. 31, 06 Change Order backlog, adjusted to eliminate effects of U.S. dollar 3,513.3 3,342.3 + 5.1 % 44 partners from industry and research, a The German engine manufacturer is leading Meter, Stuttgart University and exchange rate 40-million-euro budget and a visionary name: one of five Dream part projects, dubbed University Munich. The kick-off event took Order backlog 3,311.1 3,342.3 - 0.9 % ValiDation of Radical Engine Architecture Innovative Systems. Together with Volvo place in Munich in February. “With this Dream of which OEM business 3,216.8 3,218.4 - 0.05 % SysteMs, or Dream for short, is a new Aero and the Technical University of Graz, part project we support the progressive of which commercial MRO business 94.7 124.1 - 23.7 % European technology project dedicated to MTU will explore various turbine center development of the geared turbofan to Value of MRO contracts on engines for which maintenance 7,426.6 4,847.0 + 53.2 % the development of novel engine concepts. frame configurations. The Active Turbine power A320 family and Boeing 737 suc- agreements are in place, in U.S. $ One of the partners on that project is MTU work package focuses on active clearance cessor aircraft,” explains Dr. Günter Wilfert, Employees 7,130 7,077 + 0.7 % Aero Engines. control. Partners are Magna Steyr and Vibro- who at MTU manages the Dream project.

36 News 37 Masthead

New centers of competence in Editor Entirely new dimensions MTU Aero Engines GmbH Munich and Hannover Eckhard Zanger Senior Vice President Corporate Communications A heavyweight has arrived at MTU Aero accommodate engines with a thrust of up to we’re able to show the authorities results and Investor Relations Engines: Since early this year, an engine to 400 kilonewtons. obtained on an engine with a thrust of more MTU Aero Engines has established two new up and running as a demonstrator in the test power the A380 mega-transport has been than 300 kilonewtons, the permanent appro- centers of competence: Partnering with the cell of the Institute for Jet Engines. That en- Editor in chief Heidrun Moll undergoing testing in Munich. The GP7277 is The GP7000 is the first engine tested in the val becomes legally valid. The GP7000 deli- Bundeswehr University Munich, the engine gine is to play a pivotal role in envisioned running in test cell III that has been upgraded test cell, which first has to vers 350 kilonewtons,” explains Kurt Scheidt, maker is developing the More Electric Engine, interdisciplinary research. The partners ex- Address MTU Aero Engines GmbH specifically reconstructed for the purpose. In demonstrate its operability. In several runs, who heads up engine testing, commercial and in partnership with Leibniz University pect to derive fruitful stimulation and syn- Dachauer Straße 665 all, MTU has spent 4.2 million euros on the pressures, temperatures and vibrations are programs, at MTU. He expects to obtain the Hannover and Zentrum Hannover, ergies from the More tech- 80995 Munich • Germany upgrade, enabling the test cell now to measured on the engine and test cell. “When Tel. +49 89 1489-3537 permanent approval sometime this year. repair techniques. The contracts were inked nology project, an initiative of the Chair for Fax +49 89 1489-4303 in mid-December last year in Munich and Electric Propulsion Engineering at Munich’s E-mail: [email protected] end-March this year in Hannover. Bundeswehr University in partnership with Internet: www.mtu.de EADS. Editorial staff Bernd Bundschu, Denis Dilba, Nicole Geffert, Patrick Hoeveler, Odilo Mühling, Thorsten Rienth, Repair competency in Hannover Andreas Spaeth, Martina Vollmuth, Robert The emphasis at MTU’s new center of Wouters competence in Hannover is on long-term, Layout continuous research and development tasks Manfred Deckert in the domain of repair techniques and pro- Sollnerstraße 73 81479 Munich • Germany cesses. In a concerted effort, Leibniz University Hannover, Laser Zentrum Hannover Photo credits and MTU expect to enhance their respective Cover Page: Pratt & Whitney, photographer Leibniz University Hannover G. Roberts competitiveness, move university research Pages 2–3 Mitsubishi Heavy Industries Ltd; The Munich-based center of competence for closer to practical application and support Eurofighter; MTU Aero Engines photo archive More Electric Engine is intended to develop the training of young scientific talent. Pages 4–7 Pratt & Whitney; Mitsubishi Heavy concepts for engines widely equipped with Involved on the part of the university are the Industries Ltd; MTU Aero Engines mechatronic systems and components to Institutes for Production Engineering and photo archive Pages 8–11 IAE International Aero Engines AG; satisfy the strong electric power demand of Machine Tools, for Materials Science, Turbo- Airbus, photographer H. Goussé; future engine generations. Additionally, the machines and Fluid Dynamics. Further dis- MTU Aero Engines photo archive Pages 12–13 MTU Aero Engines photo archive requisite components, measuring and con- ciplines may be invited to join in when the Pages 14–15 MTU Aero Engines photo archive trol systems for the purpose need devel- need arises. At MTU, too, several different Pages 18–19 Airbus; Dubai Civil Aviation (DCA); Engine Alliance LLC; MTU Aero oping. disciplines are collaborating. Engines photo archive Pages 20–21 Eurocopter Deutschland GmbH; Under the roof of the new center of com- For the engine maker, the new facility is the MTU Aero Engines photo archive Pages 22–23 Airbus Military S.L.; Marshall petence, various technical disciplines will be sixth center of competence within Germany. Aerospace; MTU Aero Engines cooperating in a long-term interdisciplinary Overall, MTU is partnering at five different photo archive Pages 24–27 Eurofighter; Airbus; MTU Aero effort. On the part of the university, these locations with 21 research institutes. “We Engines photo archive are the Institute for Jet Engines, which has attach great importance to supporting uni- Pages 28–29 Federal Ministry of Defense; been a research partner of MTU for many versity teaching and training,” explained Dr. Eurofighter Pages 30–31 © artistic composing: years, the Chair for Electric Propulsion En- Rainer Martens, member of MTU’s board of www.CDonline.de; press gineering and the Chair for Sensors and management and chief operating officer, picture Pages 32–34 © Patrick Hoeveler; United States Measuring Systems. Part of their emphasis is who signed both contracts. Navy on getting a highly advanced Pages 36–39 MTU Aero Engines photo archive; Leibniz University Hannover; Bundeswehr University Munich

Printed by Graphische Betriebe Eberl GmbH Kirchplatz 6 87509 Immenstadt • Germany

Contributions credited to authors do not neces- sarily reflect the opinion of the editors. We will not be held responsible for unsolicited material. Reprinting of contributions is subject to the editors’ approval.

Bundeswehr University Munich

38 News 39