A Company Rich in Tradition and Promise

Summer/Fall 2009

A company rich in tradition and promise

MTU Aero Engines Holding AG Technology + Science MTU Global Report Dachauer Straße 665 80995 Munich • Germany Tel. +49 89 1489-0 Fax +49 89 1489-5500 A stake in a record- Demanding terrain Suspended between www.mtu.de www.75-years-mtu.de breaking engine risk and routine Contents Editorial

MTU Aero Engines Dear Readers:

A company rich in tradition and 4 - 5 2009 is a very special year for MTU Aero We achieved the best results in the compa- promise Engines, as the company is celebrating its ny’s history and took on more stakes in new A company rich in tradition and promise 75th anniversary this year. The origins of programs than in any single year before. In Of paramount importance to MTU: 6 - 7 MTU date back to 1934, when its predeces- total, taken over the full terms of these con- the RB199 MTU Aero Engines, a global player in the aviation industry, has been providing sor company BMW Flugmotorenbau GmbH tracts, we have secured revenues amounting propulsion systems to power aircraft for 75 year now, keeping military and com- was founded and set up business in Allach to to around 30 billion euros. We have acquired Flying high in the commercial market 8 - 9 mercial fixed-wing and rotary-wing aircraft in the air with its innovative technolo- the north of Munich. This traditional site is workshares in Pratt & Whitney’s geared turbo- gies, products and services. Page 4 home to MTU’s corporate headquarters to fan engines for the CSeries and the MRJ Successful subsidiary 10 - 13 this day, and will remain so in the future. regional jet, in the PW810, and in two General Electric engine programs, the GEnx Exterior view 13 Much has happened in the 75 years since the commercial engine and GE38 military heli- official launch of the company, whose roots copter engine. Through these programs, we actually go back even further, to the early are investing today in the bestselling propul- Technology + Science days of powered flight. Over the years, MTU sion systems of tomorrow, and in the future has seen times good and bad, successes and of the company. A stake in a record-breaking engine 14 - 17 setbacks alike. It has lived through several changes of name and ownership. As the MTU has a long and distinguished tradition. Three in one go 18 - 19 commercial aviation business began to gain In this anniversary year, we want to take a more and more momentum, the main focus in look back on its fascinating history, also in A stake in a record-breaking engine the company’s product and service portfolio this edition of MTU Report. We intend to MTU Global gradually shifted from the military to the uphold this long-established tradition and MTU has taken a stake in another GE engine: The GEnx for the Boeing 787 and commercial sector. Through it all, however, make every effort to ensure MTU remains a Demanding terrain 20 - 23 747-8 promises to become a bestseller. Boeing estimates a demand for almost one thing has remained the same: The engine success in the future. 8,000 new aircraft over the next 20 years, for the two models combined. manufacturer has always succeeded in stay- Page 14 ing at the forefront of technological progress. Sincerely yours, Customers + Partners The past 75 years go to show that nothing Demanding terrain has ever proved capable of truly shaking Working hand in hand 24 - 25 MTU’s foundations, let alone of jeopardizing To be able to operate more effectively its continued existence. When the Tiger learned to fly 26 - 27 and efficiently in the future, the U.S. Marine Corps is now procuring the new Considering MTU’s impressive track record, I CH-53K heavy-lift transport helicopter look ahead into the future with great opti- Products + Services manufactured by Sikorsky Aircraft Cor- mism, and I’m convinced that we will continue Egon Behle poration. MTU is supplying the power to hold our own, even in the current difficult Chief Executive Officer turbine for the General Electric engine Engine testing at its best 28 - 31 market environment. The successes and re- powering the CH-53K. sults achieved by the company in the past Page 20 Power packs on the high seas 32 - 35 financial year make me feel even more confi- dent: 2008 marked a record year for MTU. Suspended between risk Report and routine Without the courage and expert knowl- Suspended between risk and routine 36 - 39 edge demonstrated by test pilots, aviation would never have come as far as it has. Dieter Thomas, a pioneer in his In Brief 40 - 43 profession since the mid-1960s, and Eckhard Hausser, chief test pilot for Masthead 43 Airbus in Hamburg, exemplify two generations of test pilots. Page 36

2 3 A company rich in tradition and promise

By Martina Vollmuth

In the aviation industry, three simple letters stand for top-notch The BMW 132 was the first engine produced by BMW During World War II, assembly of the BMW 801 was MTU’s company headquarters in the late 1950s. engine technology: MTU. The company has been providing propulsion Flugmotorenbau GmbH. in full swing. systems to power aircraft for decades now, keeping military and commercial fixed-wing and rotary-wing aircraft in the air with its innovative MTU has a long tradition of success, the The company’s innovative power has been a reputation as an expert in military tech- technologies, products and services. company’s roots reaching back to the dawn its hallmark throughout its long history: nology, MTU decided to expand into the of aviation. In 1934, BMW Flugmotorenbau Over the decades, MTU and its predecessor commercial sector in the 1970s, launching GmbH, MTU Aero Engines’ legal predeces- companies have taken major roles in the into full-scale commercial maintenance—and sor, was founded and set up business in progress of aircraft engines. And this holds successfully so. The MTU Maintenance Allach on the northern outskirts of Munich. true to this day. In cooperation with the group has since become the world’s leading This is where the company’s headquarters major players in the industry—General independent provider of commercial engine are located to this day. 2009 marks the 75th Electric, Pratt & Whitney and Rolls-Royce— maintenance services. In the military arena, anniversary of the company’s founding. the company develops engines to power MTU Aero Engines continues to be the future aircraft. Its expertise in vital areas of Bundeswehr’s No. 1 partner. As the industrial In the course of its eventful history, MTU engine technology make MTU an indispen- lead company, it provides the country’s fly- Aero Engines has been through a string of sable partner. Its low-pressure turbines and ing units with advanced technologies and takeovers and changes in corporate identity high-pressure compressors are the finest to top-notch service. and ownership. The company’s owners be found in the marketplace. included BMW, M.A.N., Daimler-Benz and For interesting multimedia services DaimlerChrysler. Since 2005, Germany’s In the field of manufacturing and repair, the associated with MTU’s anniversary, go to: www.75-years-mtu.de leading engine manufacturer has been a company time and again set new standards publicly listed, independent company. by introducing novel processes. Having built

4 MTU Aero Engines 5 But that’s not the whole story. The RB199 all From the RB199 to the EJ200 Of paramount importance to at once gave the Europeans a technological MTU, Rolls-Royce and Avio went on to build lead of four or five years over the Americans. on the success of the RB199, founding the Thanks to its active collaboration on this pro- Eurojet Turbo GmbH consortium along with MTU: the RB199 ject, MTU emerged as a world leader in terms Spanish engine manufacturer ITP in 1986 and By Dr. Dominik Faust of development, manufacturing and mainte- developing a novel twin-shaft reheated turbo- nance expertise—and in the process made fan engine in the 90-kilonewton thrust cate- 75 years of MTU, 40 years of the RB199: The history of Germany’s the necessary technological leap from the gory, the EJ200. This engine now powers leading engine manufacturer is inextricably linked to that of this aero 1940s to the 1970s. “Without this highly both the Eurofighter and its export version, engine powering the Tornado, the first fighter jet to be jointly devel- advanced product, MTU wouldn’t exist today,” the Typhoon. MTU’s production workshare in oped and built by a European consortium. The venture, launched in maintains Martin Steinberger, a former Mem- this program is 30 percent and includes the 1969, ultimately became a roaring success for everyone involved. ber of MTU’s Board of Management. Having manufacture of the low-pressure and high- Today, the RB199 is Europe’s most successful military engine and is previously elected to concentrate most of its pressure compressors, the electronic control set to remain in operation on the Tornado until long after 2025. efforts on military engines, the company sub- unit, parts of the high-pressure turbine, and sequently decided to invest the experience it assembly and testing of the engines destined had gained in the expansion of its commer- for service in Germany. “A total of 2,500 engines were delivered to European cooperation on the project paid cial business. Germany, the United Kingdom, Italy, and the dividends. As Michael Schreyögg, MTU Aero As Schreyögg points out: “The seamless Kingdom of Saudi Arabia,” says Karlheinz Engines Senior Vice President, Defense Pro- Let’s just recap a little. Back in the mid- transition from the RB199 to the EJ200 has Koch, who until the end of 2008 was Manag- grams, puts it: “The RB199 was the break- 1960s, the German air force expressed a de- ensured a steady flow of work for MTU and ing Director of Turbo-Union, the joint venture through MTU needed to prove itself an equal sire to procure a successor to the Lockheed secured several hundred jobs.” And he is formed to develop, build and market the partner among the European manufacturers. F-104 Starfighter. The intention was to equally convinced that the company’s cus- RB199. MTU was responsible for a significant With around six million flying hours under its replace it with a modern multi-role combat tomers are well aware of the technological share of the development work, including belt now, this engine represents a highly sig- aircraft, while at the same time bolstering advances that have been made. “The thrust- design work and testing, plus an approximate- nificant milestone for the European engine the domestic aviation industry. “Until then,” to-weight ratio has been increased from ly 40-percent production workshare; more- industry. At the same time, it was of para- says Steinberger in retrospect, “the industry To obtain a stake in the Tornado’s RB199 engine, MTU München is established. eight to ten, and the integrated maintenance over, it was to provide support during both mount importance for the development of had relied mainly on licensed production, panel represents a further improvement over flight testing and volume production. our company and our cooperation with the rather than developing technology on its nations, too. As a result, in 1967, Germany, activities,” recalls Steinberger. On July 11, the innovations already implemented in the German air force.” own.” Similar motives were driving other Italy, the Netherlands, Belgium, and Canada 1969, these companies finally founded MTU RB199’s on-board monitoring system with all joined forces to form the F-104 Replace- Motoren- und Turbinen-Union München respect to diagnostic capabilities and recom- ment Group. The United Kingdom joined the GmbH M.A.N. Maybach Mercedes-Benz, or mended maintenance work. The EJ200 re- group a year later, and the MRCA (Multi-Role MTU München for short. This was the first quires no scheduled maintenance prior to Combat Aircraft) project was born. Shortly occasion in MTU’s 75-year history on which reaching 400 flight hours. And we have even afterwards, the Netherlands, Belgium, and the three initials, which to this day still fea- been able to reduce the length of time it Canada all withdrew. On May 1, 1969, the ture prominently in its name, made their takes to replace an engine by a factor of Munich-based Panavia Aircraft GmbH was appearance. A few short weeks later, on four,” enthuses the MTU manager. founded by British Aircraft Corporation September 30, 1969, MTU München, Rolls- For additional information, contact (BAC), Messerschmitt-Bölkow-Blohm (MBB), Royce and Fiat Aviazione set up the consor- Michael Schreyögg and Aeritalia. In 1976, its two-seat, twin-en- tium Turbo-Union Ltd. to develop and manu- +49 89 1489-4766 gined aircraft was given the name “Tornado”. facture the RB199 Tornado engine, following For interesting multimedia services Panavia’s decision to adopt the concept put associated with this article, go to: The official request for proposals for the forward by Rolls-Royce. www.mtu.de/109MTU75M_E development of the Tornado’s propulsion system was issued in 1969. Here, too, the various nations worked to set up a European consortium. The United Kingdom sent Rolls- Royce into the fray. The German ministry of defense had a choice between M.A.N. Turbo GmbH (which evolved from the merger of M.A.N. Turbomotoren GmbH and BMW Triebwerkbau GmbH in 1965), and Daimler- Benz, with its gas turbine plant in Stuttgart.

M.A.N. Turbo GmbH was in the stronger position, having the technical know-how as well as experience in cooperating with Rolls-Royce during the era of vertical take-off aircraft. “However, the defense ministry insisted on The first Tornado prototype with RB199 engines. combining the two companies’ engine-related Assembly of an RB199 engine.

6 MTU Aero Engines 7 Lichtfuß. The agreement, which was inked in Flying high in the 1971, gave MTU a roughly eight-percent production share in the CF6-50.

commercial market It was also in the 1970s that MTU became a Dr. Dominik Faust partner in Pratt & Whitney’s JT10D program, which later evolved into the PW2000. “That In the 1970s air travel became affordable for everybody. That was when the engine was designed for the Boeing 757 and Boeing 747, the first jumbo jet ever built, took to the skies and revolutionized was in direct competition with Rolls-Royce’s mass air transport. Dr. Ernst Zimmermann, MTU’s chief executive at the time, RB211,” says Robert Riechel, who headed up was quick to recognize the trend and opened up the company to the com- commercial programs at MTU at the time. mercial market. It was under his leadership that MTU developed and manu- The German engine specialist developed the factured its first commercial engine components and modules. The company low-pressure turbine and the turbine exit has since established itself as a key player and must-have partner in the casing and manufactured the most impor- engine community. tant parts of the low-pressure turbine, including the highly-engineered turbine disks. In contrast to the CF6-50 program, where Favorable circumstances helped Zimmer- ing an agreement with MTU for the produc- MTU’s role was confined to manufacturing, mann, who was later murdered by Red Army tion of CF6-50 components. This engine pow- the Pratt & Whitney project also involved Faction (RAF) terrorists, to go ahead with his ered the first aircraft produced by the then engineering work. expansion plans. At that time, profits were newly founded Airbus consortium because the Assembly of V2500 fan vanes. rolling in from the J79 engine that MTU built A300 launch customer, Air France, had opted With its newly acquired experience, the com- for the Lockheed F-104 Starfighter and other for that powerplant. “That was MTU’s first pany ventured further into the commercial Engines Corporation, and MTU joined forces cial business, their partners often became programs will generate revenues amounting aircraft in the 1960s. And Zimmermann man- real commercial project,” recalls the former market in the 1980s, when Pratt & Whitney, and set up the Zurich-based IAE (Interna- competitors: “Suddenly, they had to be care- to an estimated 30 billion euros. In just one aged to win General Electric over to conclud- Director of Development, Prof. Hanns-Jürgen Rolls-Royce, Fiat Aviazione, Japanese Aero tional Aero Engines) consortium on Decem- ful about what they disclosed to the others.” year, MTU has signed more new program ber 14, 1983. IAE’s business objective was agreements than ever before in its history.” to develop the V2500, a fuel-thrifty engine Since then, MTU has acquired a wealth of The programs in which MTU has taken stakes for short- and medium-range aircraft. MTU experience from further cooperative ven- include Pratt & Whitney’s innovative geared has an 11-percent share in this program. tures. “MTU continues to be very successful turbofan engines, the PW810, and the GEnx Says Riechel: “We developed the complete as a risk- and revenue-sharing partner,” says to power the new Boeing 787 Dreamliner, to low-pressure turbine and, for the first time, Lichtfuß. And the results are impressive. “In name but a few. Binder again: “With these also carried out test runs.” Since then, five the commercial engine market, MTU has projects we have set the course for MTU’s different variants of the V2500 have entered content in all thrust and power categories, as future viability.” service, including the upgraded SelectOne well as in significant components and sub- version. systems,” explains Dr. Anton Binder, Senior For additional information, contact Vice President, Commercial Programs. Over Dr. Anton Binder Breaking into the commercial market brought the past year, the company succeeded in +49 89 1489-2884 about some changes for MTU. At the time, acquiring more stakes in new engine pro- For interesting multimedia services the contracting government agencies played grams than in any single year before. Says associated with this article, go to: an active role in military programs: numerous Binder: “Taken over their entire terms, these www.mtu.de/109MTU75C_E specifications and regulations had to be taken into account, meetings tended to be the order of the day, and the result was lengthy development periods. Nowadays, the military procurement process has been streamlined and is indeed more like the commercial approach, in which the airlines simply issue their requirements specifications and the engine manufacturers set to work. It may take many years before a commercial project turns a profit—not least because of the high discounts granted to airlines.

There were other aspects to consider, too. For example, most of MTU’s engineers had worked closely together with Rolls-Royce on the development of the RB199 in the 1960s. “They were used to sharing technical infor- An A300 of launch customer Air France powered by CF6-50 engines. mation,” says Lichtfuß. But in the commer- Developing engines for the future: assembly work on rig 455.

8 MTU Aero Engines 9 Successful subsidiary

By Nicole Geffert

30 years ago, when commercial aviation was about to gain momentum, MTU Aero Engines launched its first subsidiary, MTU Maintenance Hannover, thus creating a separate business segment alongside design, development, production and military maintenance. The subsidiary soon began to grow and prosper. Together with the locations in Berlin-Brandenburg, Canada and Zhuhai, it forms part of today’s MTU Maintenance group, the world’s largest independent provider of commercial engine maintenance services.

“In 1976 we conducted initial studies into the feasibility of commercial maintenance at MTU and visited companies in the U.S.,” recounts Franz Weinzierl, who headed up sales and marketing at MTU Maintenance Hannover until 2002 and has since retired. In his function as project manager the “man of the first hour” was responsible for setting up commercial maintenance activities. The decision to venture into the commercial maintenance business was finally taken in 1979: MTU Maintenance was set up in Hannover- Langenhagen on November 14, 1979 as a wholly owned subsidiary of Germany’s leading engine manufacturer. The very beginnings of MTU Maintenance Hannover.

Says Weinzierl: “The government of Lower ahead with hiring new staff. “Before the Saxony was strongly interested in creating workers got down to work, many of them high-quality jobs in the northern part of were trained at MTU in Munich for their jobs,” Germany, where the technology sector was according to Weinzierl. less developed at the time.” The company was literally set up on a greenfield site, right next MTU Maintenance Hannover also received its to Hannover’s Langenhagen airport. “I stood first orders from its Munich parent, where in the field—set to become our company engine blades and vanes for General Electric premises—before any of the work had begun, (GE) were repaired. Its first maintenance while a farmer went up and down with his customer, however, came from the local plough,” recalls Weinzierl. In November 1981, area: Langenhagen-based airline Hapag- the field had gone: the new location was offi- Lloyd entrusted the startup with the mainte- cially inaugurated and the company pushed nance of its CF6-50 engines. Also, CF6-80A

An MTU Maintenance customer from the outset: Hapag-Lloyd.

10 MTU Aero Engines 11 Exterior view

My career in aviation journalism started One of my favourite “scoops” of the time in 1994, when MTU was a mere 60 years was the news that MTU had been select- old! ed to design and produce the high-pressure compressor for the Pratt & Whitney Having completed my aerospace engi- PW6000 turbofan—a historical break- neering degree, I joined Flight Inter- through for the Munich company: for the national magazine as Technical Reporter. first time ever MTU was responsible for One of the core elements of my “beat” such a civil compressor. The story that was to cover technological developments several of Europe’s engine manufacturers in the world of aerospace propulsion, in- were to work together to produce the cluding the design and production of en- Europrop International TP400-D6 (now

MTU Maintenance Hannover today: a highly advanced repair shop. engines completed test runs on the compa- Customer proximity, quality and reliability ny’s new test facility. Maintenance of the have long been the hallmarks of the success- RB211-22B/524 engine and the LM2500 ful subsidiary. In addition to maintaining medi- gas turbine rounded off MTU Maintenance um- to large-sized commercial engines, MTU Hannover’s product portfolio as it started Maintenance offers a wide range of top-notch operations at the end of 1981. services: engine leasing, 24-hour AOG service, training and Total Engine Care packages. Four years after its establishment, the com- Hannover is also MTU’s center of excellence pany boasted a workforce of some 500 em- for high-tech repairs, which are continuously ployees and maintained 100 engines a year— being further improved. and the workload kept increasing. In 1989, expansion was unavoidable. The company’s “MTU Maintenance is renowned for its out- portfolio was expanded to also include the standing repair techniques that help cus- CF6-80C and the PW2000. In 1991, MTU re- tomers save money and ensure cost-effective located the V2500 project activities, includ- flight operations,” says Dr. Uwe Blöcker, MTU ing assembly of the low-pressure turbine, to Maintenance Hannover President and Chief Hannover. At that time, around 1,000 people Executive Officer. That is why the company worked at the Langenhagen location. puts special focus on the development of new repair techniques for CFM56-7, V2500, gines and new approaches to mainte- being assembled by MTU at Ludwigs- And MTU’s maintenance segment continued CF6-80C2 and other engines. Says Blöcker: nance and overhaul. All this I encoun- felde) as well was part of my German to grow: after the German reunification, MTU “We’re keeping a close watch on the flight tered at MTU—and I began writing about stay. Maintenance Berlin-Brandenburg was estab- behavior of the GE90 and GP7000 engines the company. lished. International locations followed soon so that we can optimally prepare for their I remained in Munich long enough to when MTU Maintenance Canada was launched maintenance.” I got to know MTU even better when in report on the creation of EADS, which in 1998 and MTU Maintenance Zhuhai set up 1998 I was posted to Germany to become resulted in MTU Aero Engines temporarily in 2000. The company’s sales and marketing activities the Flight International Munich Corres- becoming a wholly-owned DaimlerChrys- span the global market to ensure capacity pondent. My move coincided with MTU’s ler subsidiary in 2000. utilization long-term. “International competi- major expansion in the international MRO tion is driving us to constantly hone and opti- market, which saw the launch of new ven- Although I moved to Singapore and then mize our processes,” says Blöcker. “The tures in Canada, Brazil (which was later returned to head office in London, I have measures we’ve taken to streamline our in- sold) and the U.S.A. maintained my close ties with MTU and house processes and adapt them to be able still look after the new developments— to meet more demanding market require- I was a frequent visitor to MTU’s head- specially all the geared turbofan items. I ments allowed us to increase the throughput quarters on Dachauer Strasse, where I wish everybody at the company a happy of engine overhauls and reduce our turn- conducted many interviews with MTU 75th anniversary! around times.” executives, including at the CEO level. During these discussions I was fortunate Andrew Doyle, For additional information, contact enough to gain a deep insight into the Head of Content Flight (publisher of Flight International, Dr. Uwe Blöcker company’s research programmes and +49 511 7806-4253 Flightgobal.com, Air Transport Intelligence and “green” technologies. Airline Business) For further information on V2500 engines are also maintained by MTU Mainte- this article, go to: Inspection of an LM6000 industrial gas turbine at nance Zhuhai. www.mtu.de/109Maintenance_E MTU Maintenance Berlin-Brandenburg.

12 MTU Aero Engines 13 So all good things do come in threes: after insignificant figure will, however, enable the Hiereth, Director, GE Programs at MTU. its involvement in the CF6 and the GP7000 Munich-based company to generate rev- “Thanks to the high quality of our engineers, programs, MTU is now a partner in yet enues in excess of eleven billion euros over our analytical know-how and wide-ranging A stake in a record- another GE engine program. The GEnx for the program’s entire life. MTU has also experience, we were able to come up with the 787 and 747-8 promises to become a assumed development responsibility for the the optimum solution,” he says. bestseller, with extremely good market turbine center frame. “It was crucial for us prospects: Boeing estimates a demand for to participate in this program. The engine is “The TCF for the GEnx is a relatively sophis- breaking engine almost 8,000 new aircraft over the next 20 likely to be used for other applications, too,” ticated component which is important to the years, for the two models combined. From a says Dr. Anton Binder, Senior Vice President, structure of the entire engine while also technical perspective, the new GE engine Commercial Programs at MTU. being in the hot section of the engine,” By Patrick Hoeveler has a great deal to offer. Fuel consumption explains Binder. To withstand the tempera- is around 15 percent lower than with its pre- The company is not entering uncharted tures in excess of 1,000 degrees Celsius Even for an industry giant like GE Aviation, this kind of success does not arrive every day. Never before decessor, the tried-and-trusted CF6; noise technical territory with the turbine center encountered where the TCF is fitted behind in the company’s history has an engine sold as fast as the GEnx for the Boeing 787 and 747-8. GE has and pollutant emissions as well as mainte- frame (TCF). After all, MTU already supplies the high-pressure turbine, nickel-based already secured orders for more than 1,100 powerplants although the new engine has not yet even nance costs are also substantially lower. this module to GE for the GP7000, the materials are used. The frame consists of entered service. MTU Aero Engines also has a stake in this success: the German engine manufacturer is Engine Alliance engine for the Airbus A380. some 250 parts. The casing is fitted to the supplying the highly-engineered turbine center frame for the bestseller. MTU has secured a program share of some “For this first project we had to build up our hub with struts and fairing components to 6.6 percent in the GEnx. This seemingly own knowledge base,” recalls Wolfgang shield the flow duct.

14 Technology + Science 15 The first prototype should be ready by the Thanks to the TCF, the German engine manu- MTU have a long-standing history of working nents will support our certification efforts on end of this year. The production components facturer has at last been given the opportu- together on several engine programs, and we the GEnx-2B as well as any future engine manufactured in Munich are slated for deliv- nity to take part in one of the most important are very excited that they have joined our growth opportunities that may arise.” ery starting in mid-2011. The component dif- engine programs currently underway, after strong team of revenue-sharing participants fers from the earlier GE design, as Binder missing out on the selection when the initial on the GEnx program,” said Tom Brisken, explains: “Certain modifications have been decision was taken in spring 2004. In early General Manager of the GEnx program. “The For additional information, contact Wolfgang Hiereth made as a result of experience gained during 2008, GE then asked whether MTU would be GEnx is the most technologically advanced +49 89 1489-3501 the tests carried out on the GEnx so far. We interested in supplying the TCF, thus paving commercial engine that GE has ever pro- For further information on have also geared the TCF to our own manu- the way for the full risk-and-revenue partner- duced and MTU’s expertise in design and this article, go to: facturing processes.” ship that also offers benefits for GE. “GE and manufacturing of high-tech engine compo- www.mtu.de/109GEnx_E

The enhanced durability is one important aspect since the engine ultimately has to GE and MTU cooperation launched 50 years ago stay on the wing for up to 25,000 hours. The use of a new material is another important Cooperation between the two companies The breakthrough in the commercial sec- now at the stage of “high-volume spare factor. Hiereth: “The analyses have shown MTU and General Electric started half a tor came courtesy of a European coopera- parts manufacture”, as Wolfgang Hiereth, that it can withstand temperatures more century ago in the military domain. After tion program—the Airbus A300. The French Director, GE Programs at MTU, confirms. effectively and is easier to machine. It is also World War II, MTU’s predecessor, BMW and German governments were looking to “Meanwhile, we are still manufacturing compatible with future requirements since Triebwerkbau GmbH, was keen to bring its involve European engine manufacturers in new engines,” he adds. MTU is also on- we do not want to make design changes to technical skills up to date with the latest the production of the commercial aircraft, board with the LM series industrial gas tur- the TCF for new versions of the GEnx.” The advanced GEnx engine stands out for its low specific fuel consumption and other innovative developments by acquiring licenses. Its which was powered by two General bines derived from that engine type. technical features. efforts were not in vain—in March 1959, the Electric CF6-50 engines. After a first con- German government signed a contract tract had been awarded to Snecma in Additional proof of the German company’s with the U.S. company General Electric to France, MTU signed a similar contract on capabilities is provided by its successful manufacture the J79-11A engine for the March 17, 1971, allocating it a workshare participation in the Engine Alliance’s German Lockheed F-104G Starfighter. of around ten percent. In total, MTU sup- GP7000 program, for which MTU supplied BMW would act as the prime contractor, plied 672 parts kits, including components GE with components including the turbine but could only meet the financial commit- for the two-stage high-pressure turbine. center frame. Says Hiereth: “It’s a very ments with backing from M.A.N. The sound partnership.” So it was hardly sur- Munich-based companies supplied 632 The development of enhanced versions of prising that the two companies returned to engines in total. Engines for the McDonnell the CF6-80 enabled the Munich-based the original basis of their cooperation just Douglas RF-4E and the F-4F Phantom II fol- company to once again obtain a similar under three years ago, with an agreement lowed. MTU was created in 1969 through stake in the new engine programs. How- for the F404/F414, to which was added a the merger of M.A.N. Turbo (formerly ever, this time, the contract was not limit- similar agreement for the GE38 in 2008. BMW) with the engine operations of ed to specific applications of the power- As a result, MTU is once again firmly Daimler-Benz. plant. Given their wide-ranging applica- established as a reliable partner in GE’s tions, the CF6-80C and -80E versions are military engine programs.

Turbine center frame

One of the first General Electric J79-11A engines built at BMW’s Allach factory.

16 Technology + Science 17 “We are always on the lookout for new materials to use in engine construction,” remarks Dr. Olaf Roder, a specialist in rotor and com- Three in one go pressor materials at MTU Aero Engines. “There is a real art to identifying which mate- By Denis Dilba rials are worth developing further,” he explains. Launching into extensive testing is High-performance materials are the key to producing more efficient engines. Qualifying suitable candi- simply not an option, since qualifying a mate- dates involves painstaking research. This year, the work put in by MTU’s material engineers has paid off: rial for use in aviation in compliance with the three new materials will be added to the portfolio. They will be used in Pratt & Whitney’s new geared tur- aviation authorities’ requirements can easily bofan engines and other applications. Cooperation with the U.S. engine company saved MTU some 40 per- involve costs in the six-digit range. Hundreds cent of the launch costs. of series of tests have to be performed, doc- umented and evaluated.

As a general rule, Roder and his colleagues look for materials that contribute towards the engine achieving the best possible thrust-to- weight ratio while being economical to manu- When the casing leaves the forging shop its temperature is still above 900 °C. facture. The materials that are best suited to this task are those that feature particularly management expressly lauded the coopera- high strength and a relatively low density. tion with us as exemplary. The joint effort Jörg Eßlinger is particularly pleased that “The material must also be capable of with- has saved MTU nearly three million euros. In MTU—thanks to these new developments— standing high temperatures and should be the meantime, Pratt & Whitney has already continues to be a major player in the field of easy to process,” emphasizes the materials contacted MTU to discuss various other high-performance materials. “We will use the engineer. There are only very few materials material projects.” new and improved materials to manufacture that are able to endure elevated operating all of the blisks and disks MTU contributes to temperatures over longer periods. But even if Eßlinger and his team are proud to have been the geared turbofan engines.” Nevertheless a material meets the stringent strength able to add as many as three new materials the company will have to keep pressing requirements in the specified operating tem- to MTU’s family of materials this year. The ahead with work on future generations of perature range, its introduction may never- rotor and compressor materials team carried materials in order to defend its role as a theless be prevented by manufacturing prob- out meticulous and painstaking work to also leader in materials technology. “A case in lems, for example, if the material is difficult qualify the titanium material Ti-6Al-2Sn-4Zr- point is the ultra-light titanium aluminide to machine or unsuitable for welding. Thus, 6Mo (or Ti 6246 for short) for use. The new (TiAl) blade material, another joint develop- maturing a material for use in production is a material exhibits a favorable strength-to-den- ment with Pratt & Whitney, which will soon multi-faceted task. sity ratio like most of the titanium alloys, and be validated for the geared turbofan engine its strength is roughly ten percent higher family,” comments Eßlinger. Demand for the MTU developments is partic- than that of its predecessor Ti 6242. “The ularly high for the new geared turbofan en- strength benefits translate into a virtually For additional information, contact gines. “Because of the high rotational speeds one-to-one reduction in component weight,” Dr. Jörg Eßlinger +49 89 1489-4691 in the low-pressure turbine the materials are states Roder. This makes Ti 6246 the most exposed to particularly high stresses result- eligible material for the high-pressure com- For further information on this article, go to: ing from centrifugal forces. All the same, the pressor blisks of the PW810, PW1200G and www.mtu.de/109Material_E manufacturing costs must be kept within PW1500G engines. reasonable limits,” explains Dr. Jörg Eßlinger, who heads up materials engineering at MTU. Another aspect to consider is the material’s weight, since lighter components help reduce the fuel burn of the engine.

MTU is fortunate to have a strong partner at its side when it comes to launching new materials: Under the Joint Technology Cooperation Initiative (JTCI) the company has joined forces with Pratt & Whitney to con- duct technology projects. This saves both companies development expenditure and time. Says Eßlinger: “Qualification of the materials DA718 and 718Plus was successfully Forging of a turbine casing in 718Plus, a new nickel-base alloy. completed in 2008 and Pratt & Whitney’s A finished turbine casing prototype.

18 Technology + Science 19 Demanding terrain

By Christiane Rodenbücher U.S. Marine Corps operational scenarios are this puts a heavy demand on them and their CH-53K; 200 copies are to be procured. always demanding. The rapid reaction force military equipment, which must meet the Significant advantages include an unsur- It’s on the scene quickly, whether on land, at sea, or in the air: the U.S. Marine Corps frequently deploys personnel frequently carries out land operations, for ex- most exacting of requirements. passed long-range transport capacity of and equipment in the event of crises, major conflicts and national disasters—anytime and anywhere in the world. In ample, in which it often finds itself up against around 13 metric tons (double that of its order to ensure it is able to operate even more effectively and efficiently in future, this branch of the U.S. Armed Forces well-trained enemy forces. Because its oper- The Pentagon has decided to replace the predecessor) and approximately 40 percent is now procuring the new CH-53K heavy-lift transport helicopter manufactured by Sikorsky Aircraft Corporation. And ations can vary widely, the Corps needs a CH-53E helicopter—which has proved its lower maintenance costs. MTU Aero Engines is supplying the power turbine for the General Electric engine powering the CH-53K. reliable helicopter. The specialists are re- worth with the U.S. Armed Forces since it quired to operate in all climatic zones, and was introduced back in the 1980s—with the

20 MTU Global 21 But technologically speaking, the new helicopter has a great deal more to offer as well: state-of-the-art avionics, fly-by-wire flight controls, glass cockpit, three powerful engines each producing 7,500 shaft horsepower (shp), high-efficiency rotor blades, and a low- maintenance rotor head. In addition, it burns considerably less fuel than its predecessor “Echo”—even in “hot and high” operating conditions such as those encountered in Afghanistan, where flights in mountainous regions at altitudes of 5,000 meters or temperatures in excess of 40 degrees Celsius are a daily occurrence. Since the CH-53K has more power, it can be deployed more flexibly across a wide range of missions, its design leveraging lessons learned over almost half a century of manufacturing and operational success of its CH-53A/D/E pred- ecessors.

Developments in heavy-lift transport helicopters in the U.S. are being watched with great interest on the other side of the Atlantic, Sikorsky’s new heavy-lift helicopter CH-53K. A Boeing CH-47F operated by the U.S. Army. because air transport capacities are scarce in Europe. Difficulties in deploying transport given that the major U.S. airframe builders In Europe, the intention is to find a joint solu- that German and French military experts met air transport capabilities. The operating Since various European armed forces require aircraft are a feature common to all NATO have plenty of operational experience in this tion, and Germany and France are taking the for the first time in Paris at the initiation of range, cargo capacity and payload afforded a successor to their CH-53 and CH-47 heli- missions, and as a result, a number of coun- field, thanks to their contracts with the U.S. lead. The French forces don’t actually have a the French DGA armament procurement by such a helicopter would augment the copters by 2020 at the latest, France and tries are currently on the lookout for suitable services. They have been equipping heavy large transport helicopter at the moment, but agency, and drew up a request for informa- army’s spectrum of operations, currently an Germany believe it would be advantageous successors to their CH-53 and CH-47 trans- transport helicopters for U.S. forces’ mis- have identified a need to supplement their tion (RFI). One year later, the first visits were urgent requirement. Troops could be trans- for both European and non-European part- port helicopters. And it comes as no surprise sions, including those of the U.S. Marine NH-90 with a helicopter that offers additional made to manufacturers like Boeing and ported over greater distances than to date, ners to come in with them on this; after all, that they are looking across the Atlantic, Corps, for many years. air transport capability. It was back in 2000 Sikorsky. and airmobile combat units (for example, the groundwork has already been laid. light infantry regiments) could be deployed A market study was conducted in 2006, in conjunction with combat and transport The NATO Industrial Advisory Group (NIAG), based on the bilateral capability require- helicopters (as, for instance, the NH-90). And which counts all the well-known helicopter ments of the time. In 2007, France and larger-scale evacuations would also be made manufacturers as members, has also turned Germany signed a declaration of intent and possible. its attention to the matter of “future tactical set out agreed capability requirements and heavy lift capability” in recent years. The program framework conditions in an analysis The CH-53K, which is favored by the U.S., Group’s findings, which were published in phase for a Future Transport Helicopter (FTH). would be a suitable choice. It can fly just as early 2008, broadly correspond to the con- In order to win over other European partners, far as the CH-53 currently in service with the tent of the Franco-German RFI. the project is now to be placed under the German forces carrying twice the payload umbrella of the European Defence Agency. (more than 13 metric tons). With a payload of The FTH project would create a new dimen- eight metric tons, it can travel 1,000 kilome- sion in a Europe that is gradually growing The German armed forces have great hopes ters; by comparison, the CH-53 currently closer when it comes to defense policy: of their new FTH, which they need to close manages up to 960 kilometers carrying 3.5 European partners could work closely to- the present gap in operational and tactical metric tons. Should Europe also decide to pro- gether to procure a superior product that will cure the CH-53K, MTU will share in the proj- do justice to the demands and realities of ect. That said, the GE38 engine could equally current and future operations. well be installed in an optimized CH-47. Michael Schreyögg, Senior Vice President, Defense Programs, says: “By taking a stake in the GE38 engine program, MTU has posi- tioned itself well for all possible solutions.” For additional information, contact Germany’s leading engine manufacturer has Michael Schreyögg an 18-percent share in the GE engine pro- +49 89 1489-4766 gram and is providing the power turbine. This For further information on is the first time that MTU has had a develop- this article, go to: A potential optimized successor to the CH-47. ment role in a U.S. military program. www.mtu.de/109GE38_E

22 MTU Global 23 Learjet 60 Working hand in hand The Learjet 60 program was announced in October 1990, not long after the Canadian Bombardier Group By Achim Figgen had acquired aircraft manufacturer Learjet. The new mid-size business jet MTU Maintenance Berlin-Brandenburg has been looking after Pratt & Whitney Canada was designed as a larger version of PW305 engines for around three years now. In October 2008, the Ludwigsfelde-based com- the Learjet 55 and powered by Pratt & pany added a new service to its portfolio when it joined forces with Lufthansa Bombardier Whitney Canada PW305 engines, Aviation Services (LBAS) to offer full nose-to-tail maintenance packages for Learjet 60 busi- rather than its predecessor’s TFE731s. ness jets. The deal benefits its customers: they now have a single point of contact for their MTU Aero Engines has a 25-percent airframe and engine maintenance needs and no longer need to conclude separate contracts. share in the PW305 engine program. The aircraft’s first flight took place on June 13, 1991; U.S. Federal Aviation Andreas Kaden, Managing Director of Luft- cent), Bombardier (29 percent), and Africa—precisely the region primarily served Administration (FAA) approval was hansa Bombardier Aviation Services GmbH ExecuJet and is based at Berlin-Schönefeld by LBAS. granted in January 1993. In November (LBAS), describes the new association Airport. The company specializes in the 2005, Bombardier announced the between his company and the MTU engine maintenance and overhaul of Bombardier Although LBAS prefers not to give precise development of the Learjet 60 XR, a specialists in Ludwigsfelde near Berlin as business jets. Among the aircraft in its port- figures, it does confirm that a large number new variant featuring improved cock- follows: “When work has to be done on air- folio is the mid-size Learjet 60, a bizjet pop- of these jets come to Schönefeld for over- pit and cabin technologies. That ver- craft engines, we’d usually have it per- ular also among customers on this side of haul. However, the Lufthansa Technik sub- sion made its maiden flight on April 3, formed at Lufthansa Technik’s engine shop the Atlantic, thanks to its spacious cabin sidiary is authorized only to carry out line 2006, and the first production aircraft in Hamburg. If the engine involved is a and range in excess of 4,300 kilometers. maintenance on PW305 engines. As soon as was delivered in July the following year. PW305, we send it to MTU Maintenance Around 100 copies of the Learjet 60 XR, as it becomes necessary to remove the fan or Berlin-Brandenburg to have it maintained the latest upgrade of the Learjet 60 is even the entire engine from the aircraft in there.” called, are in service with private owners order to perform work exceeding the scope A PW305 engine being maintained at MTU Maintenance Berlin-Brandenburg. and business charter companies or operat- of pure line maintenance—for example, to LBAS, which was established in 1997, is a ed as corporate jets and government air- inspect the compressor or the hot sections, pressure turbine—, the engine is handed over joint venture of Lufthansa Technik (51 per- craft around Europe, the Middle East and such as the combustion chamber or high- to specialists. In the past, too, the engines were often sent to the Pratt & Whitney Canada Customer Service Centre Europe (CSC) in Ludwigsfelde, which is jointly operated by MTU Maintenance Berlin-Branden- burg and the Canadian engine manufacturer.

At the CSC, three employees have special- ized in the PW305 engine. According to Dr. Stefan Liebelt, P&WC Program Manager, the tasks they perform run the full gamut from eddy current inspection of the first compressor stage, which takes only a few hours, to hot section inspection, which usually requires well over 100 man-hours. No matter how large the workscope, the important thing is that the work is completed within the time allowed for overhaul of the aircraft—usually no more than one or two weeks.

In an effort to expand their joint activities, LBAS and CSC last October concluded a cooperation agreement which allows the partners to offer Learjet 60 operators a complete companies can now better align and optimize For additional information, contact nose-to-tail maintenance package. This ar- the workflows at their respective operations, Dr. Stefan Liebelt +49 3378 824-215 rangement is a win-win proposition for all according to Peter Isendahl, Director Sales involved, including the aircraft owners and and Marketing at Schönefeld-based LBAS. For interesting multimedia services operators. LBAS and CSC having committed This saves time and money, which ultimately associated with this article, go to: www.mtu.de/109PW305_E to long-term, strategic cooperation, the two benefits the customer.

24 Customers + Partners 25 When the Tiger learned to fly

By Dr. Dominik Faust

The challenge was a tough one: Towards the end of the Cold War, France’s Aérospatiale and Germany’s Messerschmitt-Bölkow-Blohm GmbH (MBB) set out to develop a successor to one of the world’s most innovative and successful helicopters at the time—the PAH-1 anti-tank helicopter. The project took shape in 1989, when a European consortium was formed to develop the Tiger and take it to the air.

The bar had been set very high. Its prede- commercial register of the Munich District cessor Bo 105, in the development of which Court on October 18, 1984. Ludwig Bölkow himself had played a leading role, had been the first helicopter to incorpo- When the development of the new engine rate rotor blades made of glass-fiber-rein- was given the official go-ahead in 1988, the forced plastic. This highly reliable rotary-wing British manufacturer Rolls-Royce was invited aircraft, which is powered by two engines, is to join the team upon the initiative of extremely agile. The military version addi- Turbomeca. The trio has been operating under tionally features a reinforced fuselage. The the name MTU Turbomeca Rolls-Royce GmbH horizontally mounted guided missile launch- (MTR) since June 15, 1989. The initial Franco- ers on both sides give the PAH-1 anti-tank German MTM380 engine was superseded version its distinctive silhouette. Both, the first by the MTM385, and then by the more Franco-German consortium (today’s Euro- powerful MTR390. The engine made its copter, a subsidiary of EADS) entrusted with maiden flight two years later, and delivery of the development of the new helicopter and production engines began in early 2002. the engine builders, were facing no easy task. For 20 years now, MTR—a contractual partner Germany and France had drawn up an initial of OCCAR, the European organization for Assembly of an MTR390 helicopter engine. performance specification for a successor to joint armament cooperation—has been re- the Bo105 in1984. “That same year, MTU and sponsible for designing, developing, manu- 14 to Spain. MTU’s workshare includes the France’s Turbomeca set up a joint venture to facturing and maintaining these engines, core engine, complete with combustion cham- develop a suitable propulsion system,” which power the Tiger in a twin-engine con- ber, intermediate turbine casing and gas gen- recalls the company’s first Managing Direc- figuration. So far, 269 standard MTR390-2C erator turbine, and some of the engine’s tor, Martin Steinberger. MTU-Turbomeca engines have been delivered, of which 125 to accessories. GmbH (MTM) was officially entered in the Germany, 79 to France, 51 to Australia, and The engines delivered to date have accumulated a total of close to 30,000 flying hours. “MTU Aero Engines plays a special role in their maintenance,” says MTR’s Managing Director Clemens Linden. As the official Revision Cen- ter, the company is the first point of contact in all matters relating to the maintenance of the MTR390-2Cs in service in Germany. It won this status after undergoing an extensive qualification process. ations to be performed on an MTR390-2C changed. Therefore an uprated version of the ner who had first suggested to develop a engine during maintenance and repair, in- engine, the MTR390 Enhanced, is being more powerful Tiger engine. But Germany and Under the industry-military cooperative cluding the required final test run. Says developed that will be capable of meeting France have also expressed their interest in model of engine maintenance set up by MTU Linden: “Alongside MTU, we are operating the stringent requirements of “hot and high” the MTR390-E and have up-dated part of their and the German air force, military staff are another two maintenance facilities: Atelier missions. This modified MTR390-E version orders accordingly. also involved in maintenance level 3 work Industriel Aéronautique (AIA) in Bordeaux, received prototype flight approval late in (disassembly of engine modules into their France, and Turbomeca Australasia (TAA) in March 2009. For the development of the For additional information, contact component parts and replacement of parts). Bankstown, Australia, near Sydney.” uprated MTR390 another consortium was set Clemens Linden Therefore, they, too, are trained on the up, which includes the Spanish engine manu- +49 811 60090-0 MTR390-2C. The process of qualification as Since the time the first specifications for the facturer ITP and operates under the name of For further information on Revision Center was completed in late 2008 Tiger weapon system were drawn up in the MTU Turbomeca Rolls-Royce ITP GmbH this article, go to: with a successful demonstration of all oper- 1980s, the helicopter's mission profile has (MTRI). Incidentally, it was the Spanish part- www.mtu.de/109MTR_E

26 Customers + Partners 27 Engine testing at its best

By Denis Dilba

MTU Aero Engines has already accrued more than three decades of experience in testing engines in altitude test facilities. During this time, the company has worked closely with the Institute of Aircraft Propulsion Systems (ILA) at Stuttgart University to ensure engines are safe to fly. The work that is undertaken at the ILA will continue to be essential for future generations of engines, too (as, for example, the geared turbofan), the institute being home to the only altitude test facility in Germany, one which is equal to any in the world.

The colossal high-tech complex was built in United States, where it would form the heart 1964. Over the years, the facility’s operating of the altitude test facility at Arnold Air Force range has gradually been expanded in several Base in Tullahoma, Tennessee. stages of development co-funded by MTU. And nowadays, the Munich-based engine “The Stuttgart altitude test facility is abso- manufacturer can rely on one of the world’s lutely essential to our work,” confirms most capable altitude test facilities. The only Gerhard Heider, Senior Consultant, Technical other comparable test facility in Europe is Reviews,who headed up technology programs located in Saclay, a small town near Paris. and core functions of MTU’s testing center The U.S. has three similar high-tech facilities, until February this year. Depending on the and at least one is reportedly operating in set-up, the MTU engineers can use their Russia. The very first altitude test facility was Munich test beds to carry out component the “Herbitus” facility in BMW’s Munich- and rig testing, or even to test complete en- Milbertshofen plant, which began operation gines. However, the results obtained during in 1943. After the war, the allies dismantled the tests are valid only for the altitude at the pioneering facility and shipped it to the which the test facility is actually situated.

Germany’s only altitude test facility is operated by Stuttgart University’s Institute of Aircraft Propulsion Systems, a cooperation partner of MTU Aero Engines.

28 Products + Services 29 “But what we also need to know is how an engine, compressor or part will function at operating altitude,” says Heider, who goes on to explain: “At around 10,000 meters, conditions are completely different from those prevailing at the Munich site’s comparatively modest 500 meters above sea level.” It is the air pressure that makes the greatest differ- ence; it decreases greatly as altitude in- creases, as can be calculated using the baro- metric formula. And the temperature also drops rapidly. Says Heider: “An engine’s boundary layer behavior, efficiency, consumption, and thrust all change dramatically as altitude and Mach number increase.”

In the Stuttgart altitude test cell, the pressure and temperature of the ingested air can be accurately adjusted, enabling engines and components to be tested under simulated flight conditions. This way, flight situations can be reproduced that would occur at an altitude of 20,000 meters, for example, or—in the case of high-performance military engines—speeds in excess of Mach 2. In order to replicate the various flight conditions, it may be necessary to use a cooler at the engine intake to bring the temperature down to as low as minus 75 degrees Celsius, for example for the simulation of flights at low The GP7000 low-pressure turbine rig on Stuttgart University’s altitude test facility. speeds and very high altitudes. The future geared turbofan (GTF) engine her- in a test rig. “Sometimes we have to push For additional information, contact the rig. When exhaust gas extraction is on, Says Heider: “It is true that we can predict an alds a whole new era for MTU and the alti- hard to achieve efficiency improvements in Gerhard Heider +49 89 1489-3663 When simulating supersonic flight with mili- the test bed must be able to withstand tem- engine’s behavior within certain limits, and tude test facility. Heider again: “We’re break- the order of a mere one tenth of a percent- tary engines, the intake air is heated to temperatures of up to 1,700 degrees Celsius and we do, of course, make such computations. ing new ground here.” It is specifically the age point,” says Heider. “Without the altitude For interesting multimedia services associated with this article, go to: peratures of up to 160 degrees Celsius. low pressures close to vacuum. Since the as- But keep in mind that just in order to map altitude behavior of the new high-speed low- test facility in Stuttgart, we’d never be able www.mtu.de/109Testing_E Operating at full capacity, the test cell sociated energy consumption can exceed 30 the boundary layer behavior of the 10 to 15 pressure turbine—a field in which MTU to come out with such an advanced engine.” achieves an air flow rate of around 140 kilo- megawatts, testing is normally only carried compressor stages in an engine, we’d need excels—that must first be tested thoroughly grams per second—enough to fill a cube out in the evenings and at night. more computing power than our computers almost 12 x 12 x 12 meters in size. The hot can provide. It’s like trying to forecast the gas cooler is located behind the engine being This all requires a great deal of time, effort weather for a particular day sometime next formerly headed up the Clean test program as a powerful water brake to absorb the tested, the air receiver and water brake behind and money, but there really is no other way. year.” As a result, an engine is not allowed to Clean at MTU, says the tests were a mammoth turbine power from scratch. But thanks to take to the air until the test team has demon- Widely considered the key to future envi- undertaking: “We had to design and produce the assistance provided by ILA Director strated in the altitude test facility that it oper- ronmentally friendly aircraft propulsion, all the engine supply systems, including Prof. Stephan Staudacher, our efforts ates exactly as defined in the specifications. the Clean engine demonstrator was also those for secondary air, fuel and oil, as well proved successful in the end.” put through its paces in the altitude test For military engines, the altitude test facility facility in Stuttgart to prove its worth. The is even more important than for those used engine, which was developed under the in commercial flight. Wolfgang Duling, Head EU’s Clean (component validator for envi- of Military Engine Testing at MTU, explains: ronmentally friendly aero engine) technol- “Fighters fly at significantly higher altitudes ogy program, promises a 20-percent fuel than passenger aircraft do.” Add to this that saving and a significant reduction in engines such as the RB199 for the Tornado exhaust emissions. and EJ200 for the Eurofighter/Typhoon, un- like commercial engines, have an afterburner Its revolutionary feature is that the resid- stage. “Air pressure has a huge impact on ual heat from a geared turbofan’s exhaust the afterburner’s ignition characteristics,” stream is extracted by a heat exchanger says the expert. and then fed into the airflow at the combustion chamber inlet. Franz Lippl, who The Clean demonstrator: the key to future environmentally friendly engines. Control room with state-of-the-art test hardware.

30 Products + Services 31 The IGT expert from Ludwigsfelde makes regular visits to the drilling platform in the Atlantic Ocean. This time, the journey took Power packs on nine hours: by car to Berlin, then by plane via Amsterdam to Aberdeen on the Scottish coast, and finally by helicopter over the Orkney and Shetland Isles to his final desti- nation on the Schiehallion’s landing pad. the high seas The 240-meter-long FPSO (floating production, storage and offloading) vessel is By Dr. Philipp Bruhns moored in the northwest Atlantic approximately 175 kilometers to the west of the Bernd Zander needs a strong stomach and plenty of patience for Shetland Isles. To keep it firmly in place, the the work he does. In his job as a field service engineer for MTU massive freely rotating drilling rig is tethered Maintenance Berlin-Brandenburg he travels the world to keep to the seabed around 400 meters below by LM6000 industrial gas turbines (IGTs) in perfect working order, even means of several anchors. The vessel prop- out at sea. Early this year, Zander once again set off for an inspec- er is “built around” this structure. Its design tion visit to the wind-swept Schiehallion oil drilling vessel in the permits the ship to almost automatically Atlantic Ocean. The three LM6000s on board provide a reliable assume a position facing into the oncoming power supply for the vessel, and it is Bernd Zander’s responsibility North Sea winds like a sail would do. This to ensure that they are properly maintained. makes sure that the loads acting on anchors remain within tolerable limits even in the event of gale-force winds and heavy swell.

The almost 100-strong team aboard the drilling rig extracts oil and gas from deposits below the North Sea for the BP energy company. The engineering skills required to drill for oil and gas in this remote offshore location never fail to impress Zander each time he visits the platform. He, too, is a master of his trade, his job being to carry out regular inspections of the three LM6000 industrial gas turbines and repair them when necessary. The power packs provide a reliable, independent supply of power for the oil platform.

32 Products + Services 33 Zander spends a lot of time over his routine The MTU experts have developed customized visits and is very conscientious about his maintenance solutions for these industrial work. In this particular case, he spent three gas turbines to ensure reliable, durable oper- weeks at sea. “Once you have experienced ation even under the harshest conditions. the kind of extreme weather conditions under And MTU has even gone a step further by which these people have to work, you realize taking on a share in the program. Since the how important it is for us to ensure a fail-safe LM6000 has meanwhile been in service for power supply,” he says. He continues to add: almost thirty years, General Electric launched “The Schiehallion is certainly not the most a comprehensive facelift project and devel- comfortable place to work in the world, but oped two derivative models, the LM6000-PG that is precisely what motivates me to give it and LM6000-PH. These uprated LM6000 ver- my all.” Bernd Zander knows what he is talk- sions deliver roughly 25 percent more power ing about. He started to work for MTU Mainte- while at the same time burning significantly nance Berlin-Brandenburg back in 2001 and less fuel and emitting fewer pollutants. Last has clocked up numerous offshore missions year, MTU became a risk- and revenue-shar- since then. “BP is very happy with the sup- ing partner, acquiring a 13-percent stake each port and services which MTU Maintenance in the LM6000 and the two new derivative has provided over the recent years. The field Approaching the Schiehallion. Field service engineer Bernd Zander repairing an models. The Schiehallion drills for oil in the Atlantic. service is a very important factor, helping us LM6000 gas turbine. to secure energy supply in such remote loca- Thanks to their improved efficiency, the new tion has been achieved through improve- tions as the Schiehallion. People like Bernd models will save the equivalent of 33,000 ments in the materials used and through Zander and his colleagues take a lot of respon- barrels of oil a year. This in turn reduces technological innovations previously demon- sibility and execute their job with a great deal annual carbon-dioxide emissions by 6,500 strated on General Electric’s CF6-80E and of dedication,” says Jose Delgado, Rotating metric tons, approximately the collective an- GE90 aircraft engines and LMS100 gas tur- Equipment Engineer for the Schiehallion at nual emission of 2,500 cars. Such optimiza- bines. The LM6000-PG will be available in BP Exploration. the first half of 2010, the -PH version a year later. MTU’s specialists have been maintaining and repairing industrial gas turbines for over 25 Says Uwe Kaltwasser, Director Sales and Cus- years, these activities having formed part of tomer Support for the industrial gas turbine the MTU Maintenance service portfolio al- program at MTU Maintenance Berlin- most since the time the maintenance arm of Brandenburg: “The improved new versions of the company was set up. General Electric’s the LM6000 will continue the success story LM series of industrial gas turbines are aero- of this series of gas turbines and no doubt engine derivatives that operate according to encourage customers to consider the option the same technical principle as aircraft en- of upgrading their IGT fleets in the interests gines. The LM6000 has been derived from of greater fuel efficiency and lower pollu- the CF6-80C2 engine powering aircraft such tion.” Kaltwasser believes that MTU Mainte- as the Boeing 767 and 747. nance will be able to contribute its long- standing experience in engine manufacturing The LM6000 is one of the most powerful and and maintenance to the design of these new advanced industrial gas turbines of the LM IGTs. The knowledge and skills acquired series. With its output of up to 44 mega- through work on the CF6 family will be par- watts, or as much as 50 megawatts in the ticularly valuable. This is nothing new for Sprint version, it is the ideal off-grid power MTU, as Kaltwasser explains: “The transfer generation solution for the Schiehallion and of know-how between the aero engine and also the gas turbine of choice for many other industrial gas turbine businesses has been a applications, including marine propulsion. In key element of MTU’s maintenance philoso- addition to its high power output—44 mega- phy ever since the company started to pro- watts would be enough to provide electricity vide maintenance services for IGTs in the for 100,000 private households—the LM6000 early 1980s. This makes MTU a market leader boasts a lightweight, compact design like its in terms of technology and quality.” aero engine siblings, and high efficiency. It owes its success also to its exceptional reliability that the manufacturer General Electric For additional information, contact claims to be an impressive 99 percent. 735 Uwe Kaltwasser +49 3378 824-250 copies are currently in operation around the globe, which in total have accumulated over For interesting multimedia services 16 million operating hours. associated with this article, go to: www.mtu.de/109IGT_E

34 Products + Services 35 Suspended between risk and routine

By Andreas Spaeth

Without the courage and expert knowledge demonstrated by test pilots, aviation would The idea appeared revolutionary and so sim- technological progress and the feasibility of never have come as far as it has. Dieter Thomas and Eckhard Hausser exemplify two gener- ple as to be brilliant. An aerodrome was to such gigantic projects. And if Dieter Thomas ations of German test pilots who could hardly be more different from one another. Thomas be built on the roof of Munich’s central rail- had had his way, the project would certainly was a pioneer in his profession in the mid-1960s and was in the cockpit for many, sometimes way station to enable vertical and short not have remained just a vision, albeit com- risky maiden flights between 1964 and 1989. Hausser currently is chief test pilot for Airbus take-off aircraft to offer rapid connections plete with colorful drawings. After the war, in Hamburg and faces entirely different challenges these days. to distant metropolises from the very heart the man from Pirmasens was one of the first of the city. At the time, back in the mid- in Germany to call himself a test pilot and to 1960s, people still believed unwaveringly in fly vertical take-off aircraft.

36 Report 37 mined by the arrangement of the engines: pioneer, who took the controls of around 170 two Bristol-Siddeley Pegasus 5-2 cruise en- different aircraft types in the course of his New home for the Do 31 gines fitted beneath the wings for horizontal professional career. He worked for Dornier cruising, plus eight Rolls-Royce RB162-4D from 1973 to 1989 and, as flight commander, Only two airworthy specimens of the lift engines mounted in nacelles under the successfully accomplished the maiden Do 31 were ever built. The Do 31 E3 wing tips. However, the design was not ma- flights of six different prototypes, including that was produced in 1967 is now on ture and the aircraft was awfully loud and dif- the 19-seat Do 228 the well-laid-out cockpit display at the Flugwerft Schleißheim ficult to control especially during the vertical of which he co-developed. “Back then, we branch of the Deutsches Museum in landing process. The engines produced lots test pilots played a really big part in the qual- Munich. The second prototype, the Do of hot gas beneath the wings which—when ity and marketing of a product,” says 31 E1, stood forgotten in Oberpfaf- sucked back in—often led to rapid loss of lift Thomas, but stresses that the strong devel- fenhofen for many years, before being thrust. “The Do 31 was an experimental pro- opment team around him contributed a great restored with the enthusiastic help of gram and series production was never an deal to the successes he achieved. Dieter Thomas. In April this year, the option,” recalls Thomas. “The time was not aircraft was moved to the new Dornier ripe.” Eckhard Hausser in the cockpit of an Airbus A320. He says the highlight of his career was flight Museum at Friedrichshafen airport, testing of the amphibian Do 24 ATT demon- which will open doors at the end of “Even though the Do 31 was one of the few “On maiden flights, we will sometimes shut strator, which was eventually given a new July. With an exhibition floor space of vertical take-off aircraft that never saw a down one of the engines. These days, we lease on life by Iren Dornier. Says Thomas: 2,500 square meters, this new muse- fatal accident, there was always a residual have accumulated enough experience with “The combination of air and water fascinated um will document Dornier’s almost risk. The dangers and daring involved back current engines so that we work through me.” Even the turbulent time he spent in the one century-long history and display then were extreme,” says Thomas, who qual- maybe only three out of what might other- cockpit of the hardly manageable Do 31 was other rare prototypes as well as a wide ified as an experimental test pilot at the wise be five check-points.” What fascinates ultimately not in vain. The veteran is delight- range of exhibits from the history of French test pilot school in Istres. “In those the man from Esslingen about his job is ed that “the Americans are incorporating the aviation. days, we often simply took off to test things being able to fly the entire spectrum of vertical take-off technology of the Do 31 into that were too expensive to test in the wind Airbus aircraft, from the A318 to the A380— the thrust vectoring for their F-35 air superi- Drury Wood (left) and Dieter Thomas posing in front of a Do 31. tunnel. We spent a long time experimenting something he could not do in his time as LTU ority fighter.” Sometimes it just takes a little with prototypes and fine-tuning them. Now- airline pilot. longer for new ideas to be put into practice. He was fifteen years old when he first flew in nowadays refers to the Do 31, was com- adays, all those things are done on comput- For additional information, contact a glider. Later he spent eight years as a flying manded by the American Dornier test pilot ers. Prototypes don’t tend to be produced Compared to the world of possibilities that Heidrun Moll instructor with the Bundeswehr. In 1963, Drury Wood, who later persuaded Thomas to any more, and testing is carried out on the presented itself in Dieter Thomas’s time, the +49 89 1489-3537 while a student of aeronautical engineering switch allegiance to his own team. As a first production aircraft.” Thomas believes range of flying done by an in-house Airbus For interesting multimedia services in Munich, he came into contact with the result, between 1968 and 1970, he co-piloted the dangers and daring have diminished ac- test pilot is rather limited. “There are hardly associated with this article, go to: German Laboratory for Aviation (DVL) (the one of the strangest aircraft ever built in cordingly. any all-rounders like myself left,” says the www.mtu.de/109Testpilot_E predecessor of today’s DLR German Aero- Germany. space Center) and began working as a tem- But Eckhard Hausser, chief test pilot with porary test pilot for them. “I was paid five The Do 31 was a so-called V/STOL (vertical/ Airbus in Hamburg and one of nine in-house deutschmarks an hour as a working stu- short take-off and landing) aircraft. In other pilots at Finkenwerder, disagrees with him. dent,” recalls the 72-year-old, smiling. One words, it was capable of taking off under its “In certain circumstances, the flights we per- of his tasks was to fly a Lockheed T-33, own power without a ground run—a funda- form using production aircraft can entail which served to supervise testing of the Do mental prerequisite for those envisaged higher risks than developmental flying,” says 31 vertical take-off aircraft in Oberpfaffen- takeoffs and landings in the center of a the 48-year-old. Although Hausser’s title is hofen. The “ten-engined monster”, as Thomas major city. The aircraft’s design was deter- actually TPX (Test Pilot Experimental), his pri- mary function is to carry out maiden flights of new production aircraft for customers and acceptance flights: “75 percent of the work done by today’s test pilots falls into this category of so-called production flying.” During these tests, the aircraft are invariably taking to the air for the very first time, which means the pilots may have to deal with potential production errors that are not always de- tectable during ground testing. He stresses: “You always have to be watchful; you must not develop any sort of routine.”

If aircraft types and engines are new, this will generally mean more extensive testing. An example is the mega-Airbus A380 with its GP7000 engines, in which MTU has a stake. Dieter Thomas was involved in the “Alpha Jet” cooperation project as early as in 1970. The Airbus flight test crew in Toulouse in the fall of 2008.

38 Report 39 MTU Aero Engines exceeds forecasts 5,000th shop visit in Langenhagen 2008 was a record year for MTU Aero dollar exchange rate, the increase in rev- the commercial MRO business EBITDA ad- Engines. “In this anniversary year, I am par- enues even amounted to 12 percent. At justed amounted to 78.9 million euros, and ticularly delighted to be able to present the 405.7 million euros, EBITDA adjusted im- the EBITDA margin stood at 7.1 percent. “As best results MTU has ever achieved in its 75- proved three percent over 2007, which is planned, we have continually improved this year history,” MTU CEO Egon Behle was proud more than MTU’s forecast of 400 million margin in the commercial maintenance busi- to report at the company’s annual results euros. The net income even increased by 17 ness and fully met our target for the year of press conference held in Munich in late percent, to 179.7 million euros, and thus around seven percent,” explained Chief Fi- March. “The company not only exceeded its reached the forecast level. At 123.6 million nancial Officer Reiner Winkler. “This proves quantitative targets for the year, but also euros, the free cash flow clearly exceeded that the measures we have taken to align our took strategic measures to secure MTU’s the expected value of 100 million euros. production and process are having the future viability: In 2008, we took on more desired effect. Commercial MRO is back on stakes in new programs than in any single MTU’s profitability remained high also in course again.” year before.” The company has acquired 2008: The return on sales was 14.9 percent, MTU Maintenance Hannover has two good overhauling an engine from the same cus- name under which former Hapag-Lloyd Flug workshares in the two Pratt & Whitney geared and thus close to the upper end of the target In 2008, MTU spent more than 181 million reasons to celebrate: In the 30th year of tomer,” President and Chief Executive operates today. After repair and overhaul, turbofan engines to power Bombardier’s range. The group’s good operating results euros on research and development. The its existence, the company just main- Officer Dr. Uwe Blöcker says with a smile. the engine was returned to its owner in a CSeries and Mitsubishi’s new regional jet, in are mainly attributable to the positive devel- company’s capital expenditure almost tripled tained the 5,000th engine visiting its shop. small celebration held at the end of April. the PW810 and in two General Electric engine opment in the OEM business. In this seg- as compared with the year before, increasing “The first engine we received came from The 5,000th engine was a CFM56-7, serial Hapag-Lloyd Flug was the first name on the programs, the GEnx for the Boeing 787 ment, the success of the company’s efficiency to over 293.7 million euros. Major investments Hapag-Lloyd Flug, and almost 30 years number 889-765, off the wing of a Boeing Langenhagen-based MTU shop’s customer Dreamliner and the GE38 for military heavy- improvement program and the increase in included the setting up of a new location in later we’re again celebrating a milestone 737-800 in service with TUIfly, the brand list. lift helicopters. commercial OEM orders have compensated Poland, the construction of the second test for the effects of the development of U.S. cell at MTU Maintenance Hannover, and the Here are the results in detail: Revenues in- dollar exchange rate. EBITDA adjusted in the acquisition of additional program stakes. creased six percent over the year before, to OEM business increased eight percent, and Award-winning technology On a solid growth track more than 2.7 billion euros. Adjusted for the the EBITDA margin reached 20.1 percent. In MTU Maintenance Zhuhai’s annual results And the winner is: Pratt & Whitney’s geared Robert Saia, Pratt & Whitney Vice President, for 2008 have the distinct ring of an athlete’s MTU Aero Engines – Key financial data 2008 (Figures quoted in € million, calculated on a comparable basis, statements pre- pared in accordance with IFRS. Figures calculated on a comparative basis turbofan (GTF). At a ceremony held in Wash- Next Generation Product Family, who ac- track record: In the Olympic year, revenues apply adjustments to the IFRS consolidated results to exclude restructuring ington, D.C. early in March the PW1000G cepted the award on behalf of the entire were up by 50 percent, earnings increased and transaction costs, capitalized development costs, and the effects of IFRS demonstrator won the prestigious Laureate Pratt & Whitney PurePower engine team, 40 percent, the 500th engine was over- purchase accounting.) Award, which is conferred by trade journal stressed: “We especially thank MTU, whose hauled, and the number of employees rose to MTU Aero Engines 2008 2007 Change Aviation Week. In the “Aeronautics and Pro- high-speed low-pressure turbine was a key just short of 500. All this has been achieved Revenues 2,724.3 2,575.9 + 5.8 % pulsion” category, it won over two unmanned contribution to the successful GTF demon- barely five years after the joint venture of of which OEM business 1,642.9 1,599.5 + 2.7 % air vehicle (UAV) designs—Boeing’s A160T strator. We are very happy to have this very MTU and China Southern Airlines was set up. of which commercial engine business 1,146.3 1,102.0 + 4.0 % Hummingbird rotorcraft and the solar-pow- important partnership for the development “These are superb results, for which we have of which military engine business 496.6 497.5 - 0.2 % ered Zephyr developed by British defense steps ahead.” In all, some 40 employees at of which commercial MRO business 1,113.0 1,004.7 + 10.8 % company QinetiQ. MTU’s development and manufacturing cen- EBITDA (calculated on a comparable basis) 405.7 392.9 + 3.3 % ters in Germany and the U.S. have con- of which OEM business 330.3 305.7 + 8.0 % tributed to-wards this success. of which commercial MRO business 78.9 87.9 - 10.2 % EBITDA margin (calculated on a comparable basis) 14.9 % 15.3 % in the OEM business 20.1 % 19.1 % in the commercial MRO business 7.1 % 8.7 % Net income (IFRS) 179.7 154.1 + 16.6 % Earnings per share (undiluted) € 3.64 € 2.95 + 23.4 % Free cash flow 123.6 131.7 - 6.2 % MTU Maintenance Zhuhai. Research and development expenses 181.6 176.4 + 2.9 % of which company-funded R&D 101.1 88.8 + 13.9 % to thank the highly dedicated teams here in of which outside-funded R&D 80.5 87.6 - 8.1 % Zhuhai,” said Holger Sindemann, President Capital expenditure 293.7 106.1 + 176.8 % and Chief Executive Officer of MTU’s Chinese Dec. 31, 08 Dec. 31, 07 Change maintenance facility, an office he has held since the summer of 2008. Based in the spe- Order backlog 4,015.7 3,311.1 + 21.3 % cial economic zone of Zhuhai, the shop is of which OEM business 3,884.5 3,216.8 + 20.8 % MTU’s largest facility outside Germany and of which commercial MRO business 131.4 94.7 + 38.8 % the largest maintenance provider in the Employees 7,537 7,130 + 5.7 % The GTF demonstator. Middle Kingdom.

40 In Brief 41 Masthead MTU Aero Engines Polska opens shop “Yellow Angels” continue Editor MTU Aero Engines GmbH Eckhard Zanger Senior Vice President Corporate Communications to rely on MTU and Investor Relations Editor in chief Heidrun Moll

Address MTU Aero Engines GmbH Dachauer Straße 665 80995 Munich • Germany Tel. +49 89 1489-3537 Fax +49 89 1489-4303 E-mail: [email protected] Internet: www.mtu.de

Editorial staff Dr. Philipp Bruhns, Denis Dilba, Andrew Doyle, Dr. Dominik Faust, Achim Figgen, Nicole Geffert, Patrick Hoeveler, Odilo Mühling, Christiane Rodenbücher, Andreas Spaeth, Martina Vollmuth

Layout Manfred Deckert Sollnerstraße 73 81479 Munich • Germany

Photo credits Cover Page: Thomas Merkl Pages 2–3 Berliner Flughäfen; MTU Aero Engines photo archive; Boeing; Copyright Sikorsky Aircraft Corporation. All rights reserved; Dieter Thomas Pages 4–13 Berliner Flughäfen; MTU Aero Engines photo archive; Andrew Doyle; Air France During a mission: EC135 Christoph 31 above the Berlin Cathedral. Pages 14–17 Boeing; GE - Aviation; BMW Group Archives Pages 18–19 Schlosser Forge Company, Rancho ADAC’s air rescue unit continues to rely on Cucamonga, U.S.A. the services of Ludwigsfelde-based Cus- Pages 20–23 Bundeswehr/Sandra Herholt; Office building of MTU Aero Engines Polska. GE - Aviation; Copyright Sikorsky tomer Service Centre Europe (CSC): The Aircraft Corporation. All rights MTU’s new affiliate in Poland opened shop MTU Aero Engines Polska will develop and “Yellow Angels” will have the PW206 en- reserved; United States Navy; as scheduled. Early in April around 200 em- manufacture low-pressure turbine airfoils, MTU wins gines powering their Eurocopter EC135 heli- Boeing Pages 24–25 Bombardier; MTU Aero Engines ployees started to work at the new facility in assemble low-pressure turbine modules and copter fleet maintained by the joint venture photo archive Rzeszów. The official inauguration ceremony, repair parts using highly advance machinery business award of MTU Maintenance Berlin-Brandenburg and Pages 26–27 MTU Aero Engines photo archive; Eurocopter Deutschland GmbH which followed late in May, was attended by and the innovative and sophisticated repair Late last year, MTU was honored with Pratt & Whitney Canada for another 16 years. Pages 28–31 MTU Aero Engines photo archive; high-ranking government officials from processes for which MTU is renowned world- one of the most prestigious Polish busi- In all, the ADAC’s air rescue unit operates 19 Institute of Aircraft Propulsion Warsaw, many prominent figures from the wide. The company’s Chief Executive Officer ness awards for investors. In a cere- rescue helicopters of this type, which are Systems, Stuttgart University Pages 32–35 Sigurd Vermundsen; MTU Aero local political, business and religious com- is Krzysztof Zuzak. mony held in Warsaw Germany’s lead- often deployed in barely accessible and dusty Engines photo archive munities, media representatives, and MTU ing engine manufacturer received the terrains. Final assembly of a PW200 engine following repair. Pages 33–39 Dieter Thomas; photographer Peter Burgeff, ai-design; Airbus; Dornier representatives from Munich. prize for the most significant invest- Museum ment made by a company in the high- Pages 40–43 ADAC Verlag GmbH; MTU Aero tech area in Poland in 2008. Polish Engines photo archive; TUIfly Vice Prime Minister and Minister of Printed by the Economy Waldemar Pawlak con- Graphische Betriebe Eberl GmbH Kirchplatz 6 gratulated MTU’s overall Project Man- 87509 Immenstadt • Germany ager Richard Maier and MTU Aero Contributions credited to authors do not neces- Engines Polska Chief Executive Officer sarily reflect the opinion of the editors. We will Krzysztof Zuzak on this recognition. not be held responsible for unsolicited material. The award, which is conferred every Reprinting of contributions is subject to the editors’ approval. year by the Polish agency for information and foreign investment, was presented by Polish Deputy Minister of Science and Higher Education Witold Jurek.

Aligning turbine stator vanes. Installation of blades in a turbine disk.

42 In Brief 43