47 I MAINTENANCE & ENGINEERING Narrowbody engines dominate the engine MRO market, and account for more than half the engine maintenance activity. Charlotte Daniels examines evolution of this market segment, including a summary of some key service providers and repair specialists for narrowbody engines. Narrowbody engine MRO market analysis

arrowbodies provide their and PW2000s will decline as the 757 fleet Of course, while older engines will operators with capacity continues to be phased out. inevitably provide more MRO options planning flexibility because This means that MRO providers will for airline-owned and independent shops, Nthey can operate regional, need to prioritise active engines that yield this has to be balanced with the fact that short- and mid-length routes. Their use sufficient numbers of shop visits (SVs) in these fleets are in constant decline. on most of the global route network is years to come. As will be seen, how Where thousands of shop visits are reflected by high fleet numbers of about engines mature will affect SV patterns expected for maturing engines, such as 13,600 units. Consequently there is a and therefore engine maintenance volume the V2500 and CFM56-5B, an OEM will large fleet of installed and spare engines for MROs. Assuming that most legacy need support from several shops to meet that power them. The narrowbody engine aircraft operators take delivery of new- this demand from the market. As yet, maintenance, repair and overhaul (MRO) generation fleets in the coming years, it demand is low for SVs for new market is therefore large enough for can be expected that legacy fleets will be generation engines, especially for those several maintenance providers. sold or scrapped. A portion of these fleets that have recently entered service. When While the airliner fleet is populated by will be desirable in developing countries, demand does increase, in several years’ legacy aircraft, the introduction of new- in areas such as Africa, Latin America, time, it is unclear as yet what capacity generation airframes, such as the Eastern Europe or the Commonwealth of and capability will be required from 737MAX and the A320 new engine Independent States (CIS). independent MROs that are not aligned option (neo), has added further demand Harsh environments alter the with OEMs. for the maintenance of emerging, new frequency of engine SVs, as well as the Demand for SVs is expected, however, and improved engine types, including the maintenance workscopes of these mature to be less frequent and intensive than for CFM International (CFMI) LEAP series, and ageing engines, as will be explored. older types, due to the expectation that and the Pratt & Whitney (PW) PW1000G the new designs and materials of engine family. emerging engines will further improve on- The main legacy narrowbody types Market developments wing performance and in-service include the 737 Classic and 737 Next It has long been observed that engine reliability. Generation (NG) families, the 757-200/- original equipment manufacturers The purpose of this article is to 300, and the A320 current engine option (OEMs) want to manage the engine establish key trends and SV activity for (ceo) family. These are powered by a aftermarket for new generation engines legacy and emerging engine types on range of engines. While the Rolls-Royce differently (see Acquiring maintenance narrowbodies. Aircraft Commerce last (R-R) RB211-535E4 and PW2000 power capability for new generation engines, investigated this in 2014 (see 2014 global a declining 757 fleet, the 737 Classic, Aircraft Commerce, February/March engine maintenance market, Aircraft 737NG and A320ceo are equipped with 2015, page 34) . The changing engine Commerce, June/July 2014, page 35) . A CFM International CFM56-3, -7B and aftermarket means that new generation summary of the main narrowbody engine -5A/-5B engines. Also, the V2500 engine, engines are not expected to have the same fleet is provided (see table, page 59) . As manufactured by International Aero number of options in MRO and specialist will be seen, changing demands have Engines (IAE), powers about half of the repair providers that has been available impacted the engine MRO market in A320ceo fleet. for older engine types, at least during the various ways. The 737 Classic and 757 fleet is first 10 to 15 years of their operation. It ICF specialises in MRO advisory declining, and the introduction of the has been recognised in recent years, for services in its aviation and aerospace 737MAX and A320neo families, will example, that OEMs are keen to ensure consultancy branch. It provides inevitably see the engine MRO market that a high percentage of the repair and comprehensive strategy, market research continue to decline for some engine types. overhaul work carried out on their and analysis, maintenance benchmarking While legacy aircraft are still flying, engines and associated parts is either and valuations and appraisals for the CFM56 and V2500 will still prosper performed in their facilities, or remains customers, among other services. In a in the MRO market. It is to be expected, under their branded agreement or services recent report regarding the engine MRO however, that the number of RB211-535s network of shops. market and key trends, it established that

ISSUE NO. 110 • FEBRUARY /M ARCH 2017 AIRCRAFT COMMERCE 48 I MAINTENANCE & ENGINEERING

The LEAP engine family is new in service, meaning heavy SV workscopes are not expected for several years. Early SVs, often called hospital visits, are being carried out at GE and Safran shops.

thorough inspection depending on the purpose of the visit. l Modular inspection. The configuration of modern engines means that they can be worked on in parallel. If a shop has limited capacity, such as a single engine test cell, it may need to sub- contract certain work to either the OEM or a similarly-endorsed MRO. If the MRO has sufficient capacity and capability, it will break modules into piece parts, and clean and inspect them accordingly. Specialist repairs are then performed in-house or sub-contracted. It is common for OEMs to be the only source of every single type of hi-tech parts more than half the 58,500 installed Representative (DER) repair capabilities, repair capability for an engine. commercial engines in operation are for for instance. Further examples include l Cleaning of gas path components narrowbodies. In a recent report whether the provider can offer full and parts. This process requires specialist regarding the engine MRO market and overhaul services for a particular engine equipment, such as chemical baths and key trends, it established that there are series, variant or type, or just a modular laser drilling capability. The cleaning of almost 30,000 narrowbody engine types inspection. non-airfoil parts, particularly for new- in operation. In the event that an engine requires generation engines, may also require ICF has forecast this total to increase performance restoration or life limited specialist processes and tooling. to about 38,100 by 2026, meaning a fleet parts (LLP) replacement, the analysis will l Parts inspection. Typically growth of about 4.5% per annum. show whether the entire work package inspection techniques involve non- About 55% of the MRO market will be performed by the MRO provider, destructive testing (NDT), manual/visual, segment is for maturing engines. “The or some of it will be sub-contracted to and dimensional inspection. There are engine MRO market is the most active third parties or the OEM. While some two types of parts inspection. The first aviation MRO market,” says Richard service providers will be able to strip, type establishes overall condition and Brown, principal at ICF. “Asia Pacific inspect and rebuild almost any engine, it ascertains whether there is evidence of remains the most active region for engine requires greater capability to be endorsed cracks, oxidation or erosion. The second MRO spend, closely followed by North to clean, carry out workscope items and type is a dimensional inspection that America and Europe.” offer repair or modification work where determines whether the part is within the According to Canaccord Genuity necessary. engine maintenance manual (EMM) Aerospace and Defense, the number of The shop visit process has been limits, such as exhaust gas temperature narrowbody engine shop visits is extensively explored (see Analysing the (EGT) margin. expected to ramp up in 2017, particularly engine shop visit process, Aircraft l Parts repair. The ability of a for the CFM56-7B. Commerce, February/March 2009, page maintenance shop either to perform Aircraft retirements from legacy 45) . The cost structure of an engine SV is OEM-endorsed repairs, or develop in- families, such as the 737 Classic, will generally determined to be 80% for house repair methods, is one of the most bolster teardown and part-out activity, materials, and 20% for labour man-hours lucrative aspects of the MRO aftermarket meaning higher spares availability and (MH). for engine maintenance. A repair that green-time engine options for operators The following are the main elements restores EGT margin, because it is close of the 737 Classic and the 737NG. These of an engine SV process: to the EMM limits, for example, is more retirements, and subsequently the l Pre-induction inspection & common among shops. It is the complex presence of used serviceable material borescope. The initial phase of the shop repairs, such as welding of HPT blade (USM) among older aircraft, will also visit starts with the engine being visually tips, that require a significant investment naturally increase with the greater inspected. Its component configuration by engine shops if they are to perform presence of new-generation aircraft in the and LLP status is established, and a them. Capabilities that enable complex market. borescope often performed to determine repairs include TIG welding, electron interior condition. The work required per beam (EB) welding and electrical module, however, cannot be confirmed discharge machining. The investment Shop visit process until the engine is disassembled. involved may only be justified for In addition to a market overview, this l Engine disassembly. This is maintenance shops performing a large analysis aims to provide comprehensive relatively easy for an MRO shop, because number of SVs. overviews and capabilities of its it does not require OEM approval to “There is a difference between a strip participants. Through this, one can perform it. The engine is split into and build shop; and a strip, repair and establish whether an MRO has in-house modules and sub-modules, and build shop,” says Nick Hankins, senior OEM and Designated Engineering disassembled into piece parts for engineer at Jet Engine Management.

AIRCRAFT COMMERCE ISSUE NO. 110 • FEBRUARY /M ARCH 2017 50 I MAINTENANCE & ENGINEERING APPROXIMATE NARROWBODY ENGINE FLEET AND SV NUMBERS 2017 LLP exchanges and performance restorations. JT8D-200 and CFM56-3 Aircraft Engine No. aircraft No. active No. active SV SV operators will be looking for rectification Application(s) type in service engines engines estimate estimate work, also known as ‘check and repair’. 2017 2014 2016 2014 2016 Because overhauls and full A320neo, 737MAX LEAP 30 N/A 60 N/A N/A refurbishments are no longer economic, A320neo, C Series, PW1000G 72 N/A 144 N/A N/A operators will prioritise the extension of Embraer E2, MRJ the remaining useable time left in the A320ceo family V2500 2,925 4,946 5,850 800 800 engine at minimal cost. 737-300,-400, CFM56-3 858 1,614 1,716 260 245 “Once the LEAP matures, the number -500 of MRO shops licensed for the engine A320ceo family CFM56-5B/5C 3,535 6,256 7,070 460 600 will need to match the demand for SVs,” 737-600,-700, CFM56-7B 5,870 9,166 11,750 810 1,100 continues Hankins. “The production rate -800,-900, 900ER for new generation engines, such as the 757-200,-300 RB211-535 448 648 896 140 70 LEAP, is unprecedented, and it dwarfs 757-200,-300 PW2000 281 498 562 120 110 that of the CFM56-5B/-7B. It is MD-80, 727-200 JT8D-200 380 1,178 760 290 160 introducing a totally new dynamic to the DC-9 marketplace, even when compared to the introduction of the CFM56-7B when the Total 14,399 24,306 28,808 2,880 3,090 CFM56-3 was being phased out. “OEMs will need to establish a robust Source: active (in-service) fleet numbers provided by Flight Global Fleet Analyser (March 2017) support network for these engines in time,” says Hankins. “One of three things will need to happen. OEMs will “While acquiring hi-tech repair capability network it can receive offloaded business substantially increase their current is a heavy investment for MROs, it yields from the OEM.” With the LEAP and capacity, or free up capacity by offloading the most profit from a typical PW1100G not due to see a high SV CFM engines elsewhere; or the LEAP workscope.” Of course, there has demand for a number of years, it remains market will be opened up to more historically been an appetite for DER to be seen what portion of contracted providers.” repairs, and the use of parts manufacturer airlines will influence the aftermarket for It is expected, however, that these approved (PMA) components. These are MROs. It is understood, however, that a networks will not expand substantially a popular option for legacy engines, and large percentage of airlines signed up for for some time. “It is difficult for have provided an alternative for MRO new-generation aircraft have also reached independent MRO shops to build shops to develop and market separate contractual support agreements with the business cases now to acquire the repairs and part options to the OEMs. airframe and engine OEMs. appropriate licences for new-generation With the onset of the LEAP and The other element of an SV whereby engines,” adds Brown. “We typically see PW1100G, however, and the decline of MRO businesses can profit is in parts, a period of 15 years in service before ageing engines, such as the PW2000 and spares or materials. “Although these properties come available and the CFM56-3, Hankins believes that this maintenance businesses can benefit from market opens up. I anticipate that trend may be phasing out. “By using a thriving USM or spares business for independent shops will begin building DER repairs, an MRO is distancing itself mature and ageing engines, if airlines business cases in the mid-2020s, once from the OEM,” says Hankins. “This agree materials contracts with OEMs, they have determined how many SVs the may damage independent shops’ ability which is another possibility, this could business stands to get.” to maintain newer engines in 10 years’ reduce this option for independent and Another factor needs to be taken into time.” non-aligned shops,” says Brown. account that may shift future market Access to OEM-endorsed repairs demands. “The LEAP and PW1100G are often requires access to the OEM’s going to perform as well as, or better Intellectual Property (IP). CFM explains Maintenance evolution than, existing engines,” continues Brown. that General Electric (GE) and Safran ICF has also investigated the market “This is even taking into consideration license their intellectual property related share of MRO business for narrowbody the performance of the CFM56-7B and to high technology part repairs on a case- engines in 2016. According to Brown, V2500-A5, which has been outstanding. by-case basis. All parts repairs are CFM and GE undertook an estimated On-wing times have generally been available for sale to all MROs as part 35% of all CFM56-5B SVs and 44% of extended, and we could end up with the repair services from GE and Safran. CFM56-7B maintenance. The remaining PW1100G, for example, requiring only Repair licensees also compete globally, 65% and 56% were divided between two performance restorations rather than offering their part repair services to all airline third parties, independent MROs, three, in its lifetime. One could engine maintenance providers. OEM joint ventures (JVs) and airline in- reasonably anticipate that engines may OEM contracts, such as Rolls-Royce house business (see table, page 54) . perform for a decade without the need TotalCare, or GE’s TrueChoice flight An engine’s age will influence the type for an SV. MRO providers have to take hour (FH) agreement (a power-by-the- of workscope required, in addition to SV this into account.” hour (PBH) contract) also influence the volume. In turn this will influence the type of activity other maintenance aftermarket for new, maturing and ageing providers may gain in the engine engines. For the LEAP and PW1100G, Market survey aftermarket. “If a high percentage of for example, it is expected that SVs to Below is a market overview for each airlines are tied into an OEM PBH prevent early issues will be the primary main narrowbody engine family, followed contract, then an MRO needs to be requirement in the coming years to by an overview of MRO shops that have aligned with the OEM to be involved in remedy engine contaminants, fuel leaks, licences and capabilities to perform maintenance work for that customer,” and other unforeseen incidents. services. Not all maintenance providers adds Hankins. “In that respect, once a Meanwhile, the CFM56-7B and for the subject engines are mentioned. shop is established as part of the OEM’s V2500, will be undergoing overhauls, Only those mentioned by the OEMs, and

AIRCRAFT COMMERCE ISSUE NO. 110 • FEBRUARY /M ARCH 2017 51 I MAINTENANCE & ENGINEERING

MTU is an RRSP for the PW1000G family. It has design responsibility for the LPT and several stages of the HPC. It will be offering MRO services at part of PW’s network.

MRO providers that participated in this survey have been included to ensure that accurate capabilities of each provider are given. Other MRO options per engine may be available, with varying levels of repair, overhaul and general inspection or maintenance capabilities associated.

CFM International LEAP CFM is a 50:50 joint venture between General Electric and Safran Aircraft Engines. Its latest product, the LEAP engine family, has three models for various aircraft applications. These include the Airbus A320neo (the LEAP- 1A), and 737 MAX (LEAP-1B) and the l CFM grants licences to all engine Sdn Bhd (Petaling Jaya/Malaysia), BizJet COMAC C919 (LEAP-1C). shops interested in competing for (Tulsa/USA), N3 Engine Overhaul The LEAP engine has three low overhaul, which results in a competitive Services (Arnstadt/Germany), Lufthansa pressure compressor (LPC) and 10 high overhaul segment. This gives CFM airline Technik AERO Alzey (Alzey/Germany), pressure compressor (HPC) stages, plus customers, which do not have their own Lufthansa Technik Turbine Shannon two high pressure turbine (HPT) and five in-house capability, a choice of engine (Shannon/Ireland), XEOS (JV GE (LEAP-B) to seven (LEAP-1A/-1C) low shops. Aviation and Lufthansa Technik, roda pressure turbine (LPT) stages. It has l A competitive overhaul segment l ska/Poland). Ś thrust ratings of 23,000-35,000lbs across allows a USM segment. By comparison, Ś ą LHT is a leading example of an the series. Composite materials and 3-D engine OEMs that have very high FH airline MRO shop that also works closely printed parts (also known as additive contract coverage and very little overhaul with OEMs, so it provides high-level and layer manufacturing, or ALM) are the competition, control the USM segment, extensive coverage of the engines it new technologies used in the engine. opting not to buy used engines or used maintains. spare parts, according to CFM. CFM Its wider shop presence means that explains that this allows customers to LHT offers maintenance services across The current market optimise engine residual values. Europe, North and South America, and According to CFM International, According to Hankins, SVs for the most of Asia Pacific, Middle East and there are 60 LEAP engines in service. A LEAP will not occur for at least three Australia. LHT’s first official SV for the further 12,200 engine orders and years. “Removals will be unplanned or LEAP engine is a ‘B’ event scheduled for commitments have been placed for the retrofit upgrades at this stage,” he says. 2021. A ‘B’ category SV involves a family. At this time, the LEAP engine is “The first scheduled SVs for performance moderate workscope, such as a being supported at GE’s Lafayette, IN restoration and LLP replacement will not performance restoration or module site; as well as the Safran sites in Belgium be until 2020.” As a large number of repair. An ‘A’ event requires major work, and France. CFM56-5B and -7B engines are still first- such as total engine overhaul, whereas a The LEAP engine entered service in run, Hankins also expects that there will ‘C’ level SV is relatively minor, such as a mid-2016, so CFM does not expect be a substantial overlap of demand single component repair. performance restorations or overhauls for between the LEAP and the CFM56 As established previously, MRO several years. Most early entry-into- engines. There also remains a huge providers need access to OEM IP, licences service (EIS) support, sometimes referred appetite for 737NG and A320ceo and the ability to invest in new tooling to as hospital visits, is occurring at the aircraft. This in turn will also influence and repair technologies so as to acquire GE and Safran shops. the direction of the MRO activity. sufficient capabilities on new-generation Several airlines have shown interest in engines. Several hundred repairs have overhaul licences for the LEAP, and CFM been developed for the LEAP engine, for expects industry capacity to grow over MRO & repair providers instance, including to composite fan time as engine overhauls come due, as Lufthansa Technik AG (LHT) has blades and bladed disks (blisks) present in they did for its predecessor, the CFM56. been appointed as one of the first the engine. The HPT blades are also a CFM explains that it has a different maintenance providers for the LEAP different design to older CFM engines. approach to MRO and OEM competitors engine family. LHT’s engine division is “There are two reasons why LHT has as follows: located in Hamburg, Germany, which gained access to new engine types and l By limiting FH contract coverage will also be the location for LEAP obtained the required licences,” explains (through PBH contracts) of the fleet with maintenance. Marc Wilken, director of product sales the OEM, which results in a large Various JV shops and subsidiaries and engine lease at Lufthansa Technik number of overhauls available for form part of LHT’s overall maintenance AG. “OEMs seek our partnership early in competition. capabilities. These include Airfoil Services the lifecycle of these new engines, to

ISSUE NO. 110 • FEBRUARY /M ARCH 2017 AIRCRAFT COMMERCE 52 I MAINTENANCE & ENGINEERING

Aero Norway specialises in CFM56 maintenance and repair. It can undertake various turbine, compressor and combustor repairs in-house.

PW1000G family The PW1000G PurePower engine family, also known as the geared turbofan (GTF) engine, counts the A320neo, Bombardier C Series, Mitsubishi MRJ and Embraer E-Jets (E2) among its main applications. Alongside the standard architecture seen in jet engines, the PW1000G’s design incorporates a gearbox between the fan and the LPC. Each PW1100G series has three LPC stages, eight HPC stage, two HPT stages and three LPT stages.

The current market Canaccord says that 138 PW1100G improve their products and deal with LTTS (Lufthansa Technik Turbine engines were built in 2016. It is early technical removals. LHT entered Shannon) Shannon (Ireland) for the forecasting that 350-400 units will be into partnerships with OEMs, for repair of LPT vanes and HPT shrouds; built in 2016, with a further 800 in 2018. example, to support new engine types ASSB (Airfoil Services) Kuala Lumpur By 2020, it estimates that production will with on-site or on-wing solutions to keep (Malaysia) for the repair of HPC and ramp up to 1,200 engines. In 2017, engines with teething problems flying. LPT blades; and Bizjet in Tulsa (USA) for therefore, only some initial light-scale SV “LHT also performs early repair and the engine teardown process. work will be needed. overhaul work on the LEAP and other After successfully developing GEnx PW Columbus Engine Centre, based new-generation engine types,” continues full capability, Air France Industries KLM in Georgia, USA,was announced by PW Wilken. “Our strong airline connections Engineering and Maintenance (AFI KLM as the first facility to begin maintaining add further strength. As LHT acts as the E&M) next target is adding the LEAP 1A PW1100G-JM engines in June 2016. In competence centre for all MRO-related and 1B to its maintenance portfolio. An addition to this facility, PW has activities in the Lufthansa Group, example of an airline/MRO that has established a network of MRO providers customers such as Lufthansa, Swiss, maintained successful alliances to OEMs, (MTU, Japan Aero Engines Corporation Austrian, Brussels, Germanwings, AFI KLM E&M has been performing (JAEC) and Lufthansa Technik) to Eurowings, Lufthansa Cargo and endurance tests of the LEAP engines since support the ramp-up of the engine into Lufthansa CityLine use LHT’s services via 2014. AFI KLM E&M also announced active service. Over time, as the volume long-term agreements. This generates the creation of a JV with Safran, of overhauls grows, the network is added experience and value as an airline specialising in airfoils repair. The expected to expand to include airlines MRO. Programmes such as LHT’s airline/MRO boasts many subsidiaries and other MRO shops. smart.life, which is aimed at reducing and JVs that bolster its repair and The strength of relationships between MRO cost by optimising workscopes, maintenance capabilities, including Aero the OEM and MRO shops is often material usage and time on-wing, would Maintenance Group and Barfield exemplified via a risk and revenue not be possible without that experience.” (Miami), AFI KLM E&M Components sharing partnership (RRSP) agreement. The ability of MRO providers to China, CRMA (Paris), EPCOR Partners, such as MRO shops that have perform extensive in-house repair is a (Amsterdam), KLM UK Engineering RRSP agreements with engine OEMs further benefit. Engines are expected to (UK), AAF Spares (Miami), AMES invest a certain stake towards the remain on-wing longer, and improved (Dubai), ATI (Morocco), Bonus Tech manufacture and design of the engine, to performance and technologies, such as (Miami), IGO Solutions (Paris), and benefit from the maintenance activity 3D printing, have promoted a trend for Spairliners (Hamburg). once the engine is in service. The lower replacement rates of expensive CFM explains that its intentions for PW1100G has one such RRSP network engine components. The Lufthansa the LEAP are similar to the CFM56 involved in its aftercare. Technik Parts repair unit EPAR (Engine family, in that CFM will make LEAP Parts and Accessories Repair) has a broad overhaul licences available to MROs that range of high-tech repairs for want to enter the overhaul segment. Since MRO & specialist repairs narrowbody engines, including the LEAP. the fleet is small and performance In July 2016, Lufthansa Technik EPAR repairs are performed within the restoration overhauls are many years became a member of the aftersales service global network at following locations: away, CFM expects interest from third network for the PW1100G engine family. LHT Hamburg for the repair of fan parties to increase once the fleet grows in As part of PW’s RRSP network, it offers a blades, rotating and stationary airfoils, size and performance restoration range of MRO services for the type. In engine components and cases; LHT Berlin overhauls begin in large quantities, as February 2017 LHT announced a JV for the repair of engine tubes and ducts; was the case for the CFM56. company with MTU Aero Engines. This

AIRCRAFT COMMERCE ISSUE NO. 110 • FEBRUARY /M ARCH 2017 54 I MAINTENANCE & ENGINEERING ESTIMATIONS FOR MARKET SHARE - NARROWBODY ENGINE MRO SPEND two-stage air-cooled HPT. JAEC provided the LPC system, and MTU was responsible for the five-stage LPT in the CFM56-5B CFM56-7B V2500 V2500. Engine OEM 35% 44% 32% Airline Third Party 16% 15% 8% Current market Independent 16% 19% 43% “There are about 6,000 V2500-A5 Joint Venture 10% 4% N/A engines in service,” explains Gerd Airline In-House 9% 9% 2% Ockerman, programme manager at Jet Unknown 14% 9% 15% Engine Management Limited. “This is out of a total of more than 6,500 V2500- Total 100% 100% 100% A5s built. A320ceo production will end by 2019, so V2500-A5 engine production Source: Guide estimations provided by ICF for 2016 is expected to terminate around the same time,” continues Ockerman. He estimates that on average, two heavy SVs are is a 50:50 investment whereby the design responsibility for the PW1100G’s expected within the V2500-A5’s 20,000 companies will set up a new engine shop LPT and several stages of the HPC,” engine flight cycle (EFC) LLP stack life. specifically for the GTF engine. This shop explains Leo Koppers, senior vice “For low and medium thrust ratings is anticipated to undertake 300 GTF SVs president MRO Programs at MTU Aero within non-harsh environments, it is every year, once it is set up in 2020. The Engines. “We will also repair and possible to reach LLP life within one location is yet to be determined. overhaul complete engines on the OEM’s overhaul run,” says Ockerman. This joint alliance between LHT and behalf. According to Richard Hough, MTU is in addition to its JV ASSB, which “New engine types, such as the executive vice president of technical at was established in 2003. Airfoil Services PW1100G-JM, typically generate smaller Engine Lease Finance Corporation, just Sdn. Bhd. (ASSB) near Kuala Lumpur workscopes related to infancy issues after under 50% of all V2500 engines are still specialises in the repair of LPT and HPC programme EIS which require early on their first SV run, so a substantial airfoils for the V2500 and CFM56-3/- technical removal visits,” continues portion have yet to undergo a major SV. 5A/B/-7B. Koppers. “Scheduled repair visits only “There are expected to be 1,000 visits per LHT says that four SVs for the come years after EIS, and LLP year for the V2500 from 2017 to 2020. PW1100G were completed in 2016. It replacement usually only occurs during This is an increase of 25% from 800 expects that about 10 B and C events will second SVs and subsequent visits. For events during 2016,” continues Hough. be undertaken in 2017; signifying module MRO work, we are typically A service bulletin (SB) was issued in performance restoration and modular or allocated work in the amount equivalent February 2016, signifying the need for LLP repair work only from 2018. This to our RSSP share.” inspection and possible replacement of an should rise to about 25 scheduled B and Koppers explains that there will be HPT due to a quality issue. This was C category workscopes in 2018. LHT increased OEM coverage for next- enforced by an AD in October 2016. says that no major, A level SVs are generation engines, so independent Because of the AD, there has been a sharp currently scheduled. providers will need to intensify their increase in SV activity and spare engine Headquartered in Hannover, MTU cooperation with OEMs to access both requirement. IAE is therefore working on Maintenance is a business division of engine MRO and IP protected repair increasing shop capacity and spare engine MTU Aero Engines. Its facility specialises licences and the volume of MRO work availability to support the in-service fleet. in maintenance, hi-tech repair and repair that will be available in time. “Whereas PW shops for IAE V2500 engines development for the PW1100G engine; in airline-affiliated providers can count on include PW Columbus, PW Christchurch, addition to its anticipated JV with LHT. some baseload volume from its parent PW Shanghai, and PW Turkish Engine As an engine parts manufacturer, MTU is airline, independent MROs typically need Centre. Other MRO providers globally often responsible for elements of an to entirely acquire their workload from include Rolls-Royce East Kilbride, IAI engine’s design, so it was established early the third-party market,” says Koppers. Bedek, LHT, MTU Maintenance, Iberia, on as a natural option to provide “Airlines potentially also get better access Turbine Services and Solutions (TS&S) maintenance services once such an engine to licences during engine acquisition.” and IHI Aero Engine Maintenance. is in operation. For all next generation engine models MTU has an RRSP share of 15-18% mentioned above, MTU will only act as in the PW1100G engine, depending on an OEM network provider for now. MRO & specialist repairs aircraft application, and is therefore a key LHT performed 110 V2500-A5 SVs presence of PW’s RRSP programme. in 2016. About 70 of these were major MTU Aero Engines can act as an MRO IAE V2500 ‘A’ category visits involving engine provider as part of the OEM’s MRO The V2500 is a two-shaft high-bypass overhaul, while the rest required lighter network, either specialising on the engine turbofan engine. The V2500-A5 series is modular or repair work. The Lufthansa subsystem it holds the design one of the main engine options for the Technik EPAR division has a broad range responsibility for, or providing services A320ceo family. There are five main of high-tech repairs for the V2500. These for the engine as a whole. variants: the V2522-A5, V2524-A5, are in addition to the CFM56-5A/-5C/ On the GEnx and GE9X, for V2527-A5, V2530-A5 and V2533-A5. It -5B/-7B, which will be expanded on later. example, MTU Aero Engines has the is manufactured by International Aero “For engines overhauled on behalf of the system design responsibility for the Engines (IAE), which is a consortium OEM, the OEM assigns all corresponding turbine center frame (TCF), and will act formed of four engine OEMs: Rolls- work to LHT in accordance with our as the OEM’s TCF repair facility, carrying Royce (R-R), MTU Aero Engines, PW capabilities,” explains Wilken. “Work out all TCF repairs that are under OEM and Japan Aero Engine Corporation related to disassembly, assembly and contract. (JAEC). R-R designed the HPC, while testing for these engines is performed in “MTU Aero Engines has system PW developed the combustor and the our DAT shops. All repairs are performed

AIRCRAFT COMMERCE ISSUE NO. 110 • FEBRUARY /M ARCH 2017 55 I MAINTENANCE & ENGINEERING

IAI Bedek offers MRO capabilities for the V2500 and CFM56 families. It is a fully independent MRO provider, that maintains various technical and support agreements with engine OEMs.

in the EPAR Network, which consists of LHT-affiliated as well as OEM-affiliated EPAR shops, and is managed by LHT.” Unlike its role for the PW1100G, MTU Maintenance acts as both an independent and OEM MRO provider for the V2500-A5. It performs an average of 300 SVs per year for the engine out of MTU Maintenance Zhuhai and MTU Maintenance Hannover, which offer MRO services, complemented by ASSB, which specialises in repairing LPT and HPC airfoils. “MRO work on current, but not fully mature programmes, such as the V2500- A5 or CM56-5B/7, sees an increasing number of major or overhaul visits comprehensive list of in-house repairs it FL Technics performs light compared to smaller fixes,” explains can perform on the V2500-A5 including maintenance services for the V2500-A5, Koppers. “These increasingly involve LLP fan casings, LPC, HPC, combustor, LPT, servicing at least one engine per year to replacement as the programmes mature. HPT and seals and casings). Rozman says date. It performs a large part of light “Mature engines are more that blade and vane repair work is often works within the EMM, including QEC complicated in this regard,” continues sub-contracted back to the OEM shops. LRU swap, engine model re- Koppers. “MRO work will either involve “Lately it has been more difficult to configuration, fan blade change, engine full overhaul workscopes including LLP obtain access to IP for new engine types,” removal or installation, NDT and exchange (typically for longer term continues Rozman. He also discloses that borescopes at its hangars in Kaunas and operations), or ‘minimised’ workscopes. there are few DER repair options Vilnius. These are then tailored to very specific available for the V2500-A5. Its main narrowbody expertise is on needs (typically for shorter term Evergreen Aviation Technologies the CFM56 family, and regional CF34 operations). Whereas the focus of an (EGAT) had been a JV between EVA Air engines. “Our primary focus is ageing, overhaul visit is a long on-wing time, the and GE. Based in Taiwan, EGAT sunset and mature engine types,” says ‘minimised’ workscopes are aimed at performs a limited number of up to 20 Asta Albrichte, head of engines and lowering cost and matching a pre-defined V2500-A5 shop visits per year, most of components management department at operational timeframe where investing in which are overhauls. While it carries out FL Technics. “Our tailored solutions an overhaul visit is no longer deemed the overhaul workscope within its engine include on-wing maintenance services, economic,” adds Koppers. “On the shop, EGAT subcontracts repair work to DER/PMA repairs, engine exchange, V2500, we typically perform one-quarter third-party vendors such as Chromalloy. green-time lease practice and surplus of SVs under OEM contracts, which can Primarily focused on GE’s CF6 and material usage.” vary from year to year. Furthermore, we GEnx engine services, its repair shop is PAS Technologies is a specialist repair provide a range of specialised repairs for targeted at widebody engines. provider for the V2500-A5. As explored V2500 parts, such as the LPC, HPC, Agreements that EGAT holds with GE previously (see Narrowbody engine hi- combustor, HPT and LPT.” are included in an engine JV, which is GE tech and specialist parts repair providers, Headquartered at Ben Gurion Evergreen Engine Services, covering Aircraft Commerce, August/September International Airport, Israel Aerospace training, parts procurement, and 2015, page 62), PAS Technologies’ repair Industries Ltd Bedek Aviation Group (IAI manuals, all of which requires access to capabilities for the engine include the Bedek) is an example of a non-airline IP. EGAT explains that securing access to HPT stage 1 cooling (TOBI) ducts and affiliated MRO provider. In this sense, it any engine IP is extremely difficult for bearing housings, seals and supports. is deemed an independent MRO business. any airline-affiliated MRO, even at These repairs are granted under a PW “IAI has technical and support engine purchases during fleet renewals, in designated service provider (DSP) agreements in place with major OEMs,” current times. At best, MROs may secure agreement, which affords PAS the right to says Jacob Rozman, vice president and an agreement that provides MRO services operate under the PW brand, with access general manager, at IAI’s Engine Division. to specific engine types limited to those to PW engineering resources. This IAI has additional agreements in place operated by airline affiliates. includes engineering documentation and with the OEMs to perform maintenance FL Technics is an MRO based in EA/IEN in support of repair development of narrowbody and widebody engines, on Lithuania. Its base maintenance facilities requirements for customers. PAS also behalf of the OEM. are in Vilnius and Kaunas in Lithuania, repairs LPT shroud seal segments and IAI Bedek performs about 15 V2500- and Jakarta, Indonesia. Its network of inner duct segments. These repairs need A5 SVs per year and expects to reach 25- line maintenance stations covers more high-tech specialist processes, such as 40 SVs per year over the next three years. than 25 locations in the UK, Russia, the thermal spray coatings, honeycomb 80% of these visits involve major repair CIS, Norway, Sweden, Baltic States, Saudi brazing, EB welding, and machining. or overhaul work. IAI has a Arabia and Bangladesh. Iberia Maintenance is headquartered

ISSUE NO. 110 • FEBRUARY /M ARCH 2017 AIRCRAFT COMMERCE 56 I MAINTENANCE & ENGINEERING

Iberia specialises in V2500, CFM56 and RB211-535 maintenance services. Based in Madrid, its facilities include five base maintenance hangars, an engine workshop, test bench, component workshop and NDT centre.

activity has increased by about 10%. In 2014 an estimated top-end figure of about 2,100 SVs were forecast for the year across CFM56-3/-5A/-5B/-5C and -7B series. Hankins estimates that GE will carry out about 700 SVs in 2017. These will be divided across its shops accordingly: GE Wales, 130-140 events; Malaysia, 100; Strother, 100-150; and Celma, 300. Meanwhile it is predicted that Safran will perform 250-350 SVs this year. In 2016, ICF estimates that there were fewer than 250 SVs for the CFM56-3. The engine is gradually declining in in Madrid, Spain. A subsidiary of Iberia fleet of 737-300s, -400s and -500s. numbers (see table, page 58). There are Airlines, it performs independent third- Given the longevity of the engine 1,720 engines in operation according to party maintenance in addition to variants in the CFM56 family, it is CFM. By 2020, SV activity is expected to maintenance of its in-house fleet of unsurprising that it has so many options halve to about 120 SVs worldwide, engines. Iberia’s fleet consists of A320ceo, for MRO and specialist repair services, in declining at a rate of about 10% per year. A330 and A340 family aircraft. It can addition to OEM-owned facilities. There are now not enough engines for all therefore provide MRO services for the GE-owned overhaul sites for CFM56 the MRO providers offering SV services. engines powering these aircraft types, engines include: GE Celma, Brazil; GE As described, the workscope for including the V2500-A5 for the A320ceo. Strother, Kansas USA; GE Malaysia; and CFM56-3 engines is likely to shift from Iberia Maintenance acquired the GE Wales. Safran-owned overhaul sites performance restoration and LLP certification to repair V2500 engines in for CFM56 engine includes Safran exchange, to remedial maintenance, such 2014. V2500 SVs are ramping up, with Aircraft Engines Services Brussels; Safran as minor repair work. Many of the 12 engines in 2016, and double this Aircraft Engines Services Americas original MRO shops have also left the number expected in 2017. Iberia (Queretaro); Safran Aircraft Engines overhaul market. “The -3 series is getting Maintenance can provide in-house repairs Services Morocco; and Safran Aircraft to the point where few people can justify across each main engine module. Engines, Saint-Quentin, France. Other refurbishment,” confirms Hankins. OEM shops that provide maintenance “Operators are instead swapping services for the CFM56 include PW modules and relying on USM or green- CFM56 family Shanghai, and the Turkish Engine Centre time engines. The lessor GECAS has also Both GE Aviation and Safran Aircraft (CFM56-7B only). been retiring its -3 engines, opting to park Engines produce components for the Aside from the OEM shops listed its 737 Classics and sell the engines to CFM56 family. GE produces the HPC, above, CFM says there are a further 34 airlines to use up the green time, or to combustor and HPT. Safran overhaul shops that provide services for brokers for part-out. manufactures the fan, gearbox, exhaust the CFM56 family. Including the OEM “Market demand has dropped further and the LP system, including the LPT. shops, this totals 42 MRO providers in the last couple of years,” adds Some components are made by Avio of globally for the engines. Hankins. “Developing regions such as Italy. The engines are assembled by GE in Some of these are detailed in the Africa have developed a bit more appetite Evendale, Ohio and by Safran in following sections. The remaining shops for the engines, however. The demand for Villaroche, France. The completed include Air India, Alitalia, All Nippon new-generation types in other areas will engines are subsequently marketed by Airways, American Airlines, China inevitably mean more of these engines, CFM. Airlines, Ethiopian, GA Telesis Finland, and the airframes they equip, moving to The CFM56 first ran in 1974. Its Global Engine Maintenance, GMF Aero developing regions.” In essence, the design includes a fan and three-stage Asia, Jordan Airmotive, Lockheed Martin CFM56-3 is a near run-out engine series, LPC, followed by a nine-stage HPC, Commercial Engine Services (LMCES), albeit with a market that is still evident annular combustor and single-stage HPT, Korean Air, Pakistan International 20 years after the production lines ceased four-stage LPT. The three series that Airlines, Saudia Airlines and Standard to produce new engines. make up the CFM56 family include the Aero. According to Flight Global’s Fleet CFM56-3, the CFM56-5 and the Analyser, there are about 7,000 CFM56- CFM56-7. Applications include the 5B and -5C engines in service for the CFM56-7B-powered 737NG, and the Current CFM56 market A320ceo family. SV activity is buoyant CFM56-5B-powered A320 family. The CFM says there were about 2,300 for the CFM56-5B, which is still a -5C series is the only engine used to SVs in 2016 across all CFM56 models reasonably young variant in the family. power the A340-200 and -300 series. The combined, minus the CFM56-2 engines. ICF forecasts an overall increase in SVs CFM56-3 meanwhile powers a declining Compared to the 2014 market survey, from about 600 to 800 per year in the

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SHOP VISIT ESTIMATIONS - DECLINING NARROWBODY ENGINES again performed at ASSB. While -3 activity has declined to irregular SVs, Year CFM56-3 JT8D-200 PW2000 RB211-535 MTU Maintenance carries out about 50 CFM56-5B SVs per year, in addition to 100 CFM56-7B visits. 2016 245 163 110 72 MTU Maintenance provides full 2017 224 138 89 72 repairs on the CFM56-3/-5B and -7B 2018 212 128 88 94 variants from fan to LPC and HPC airfoils, through to the combustor, and 2019 162 129 94 107 LPT airfoils and remaining engine 2020 120 78 83 99 components. MTU Maintenance has 2021 91 48 64 57 developed MTUPlus repairs, a full set of repairs approved by the European 2022 99 14 55 27 Aviation Safety Agency (EASA) and the Federal Aviation Administration (FAA) as Source: estimations and forecasts provided by ICF an alternative to both OEM repairs and OEM new parts for the CFM56-7. MTUPlus repairs focus on scrap next 10 years. This is compared to the wide choice, with in excess of 20 shops reduction through higher parts durability, 400-500 SVs that are estimated to have offering a substantial range of services, all increased engine efficiency, and taken place in 2014. competing in this field,” continues significantly lower maintenance costs. Removal intervals for the CFM56-5B Hankins. “The bulk of -7B volume is AFI KLM E&M is licensed to carry average 10,000EFC, or about five years, under maintenance-cost-per-hour out the full scope of maintenance services assuming normal utilisation in a non- (MCPH) contracts, however, which are for the CFM56-5A/-5B and -7B series. It harsh environment. “In a non-harsh issued by GE.” He also observes that provides MRO services for the CFM56- environment an operator operating at MROs will cease investing in the CFM56 5A and -5B from its Paris facility, where low to medium thrust might be able to once the LEAP becomes more prevalent. it performs about 80 SVs per year. reach the first LLP limiter of 20,000EFC It is the sudden emergence of used, CFM56-7B maintenance is carried before needing a removal. In a harsh commercially available 737NGs, brought out from its Amsterdam location, where environment, however, this can drop to on by the adoption of new-generation about 100 SVs occur annually. Most of 3,000-5,000EFC between SVs, meaning aircraft by operators, which could impact these visits are performance restorations. intervals of two to three years,” explains SV activity for the CFM56-7B. The oldest “For the CFM56 series no special Hankins. “For non-harsh environment 737NGs are now almost 20 years old, so branded agreement is necessary,” says operators, averaging 3,000EFC a year retirements are inevitable. It is expected Mike Bezuijen, technical sales director equates to five to six years between SVs. that retirements for the 737NG will engines at AFI KLM E&M. “For the “The growth of regional and short- increase significantly over the next four to CFM56 series, AFI KLM E&M can haul operations in the Middle East, the five years; 15 NGs have reportedly perform repairs on behalf of the OEM, Asia Pacific, Africa and India which are already come on to the market so far in and we frequently receive offloads from considered harsher environments than 2017. If this number increases to 50 or the OEMs for those series. AFI KLM European and North American more used 737NGs, for example, it could E&M is also an official warranty repair operations, is likely to lead to more -5B dramatically change the dynamics of the station for the engine family.” engines flying with shorter intervals,” CFM56-7B market. AFI KLM E&M also develops certain adds Hankins. “This would naturally inspection and repair methods on behalf lead to more SVs. If more 737NGs move of the OEM. “For example, we have to these regions with the 737MAX’s MRO & specialist repairs developed an NDT inspection of HPC service entry, then the market will see a LHT provides MRO services for the blades after blending with a borescope,” level of revitalisation. Overall, however, CFM56-5A/-5B/-5C and -7B at its continues Bezuijen. “This was developed the CFM56-5 MRO market remains in a Hamburg engine shop. It performed a in-house, and was already approved for period of growth for service providers. range of A, B and C category SVs for the the CF6 engines by GE. This process will Flight Global’s Fleet Analyser shows CFM56-5A/-5B in 2016. These totalled now be introduced for the CFM. This about 12,000 CFM56-7B engines in 184 visits. It undertook 64 shop visits for will remove the need for a compressor service today. This number has grown the CFM56-7B. “LHT offers repairs on top case removal, and prevent the one-off from the 9,166 installed engines in 2014. the entire gas stream on the CFM56, borescope inspection needed a certain SV activity has increased to almost 1,100 except HPT blades,” explains Wilken. amount of cycles after the blend repair,” events per year according to ICF. “Airfoil Services (ASSB) is a specialist explains Bezuijen. It forecasts that over the next 10 years repair source for the HPC and LPT AFI KLM E&M in general performs activity is expected to peak at about blades, whereas LTTS focuses on the HPT in-house repairs on all modules for the 2,000 SVs by 2022, before commencing a shrouds and LPT vanes. The Hamburg CFM56-5A/-5B/-7B, except for blades gradual decline. Second and third runs shop carries out HPT vane repairs. and vanes. Some airfoil repairs such as are expected for the later -7B models “EPAR also provides repairs on all HPT blades and vanes are contracted before they are phased out. This means the cases, stationary and rotating parts, back to the OEM. AFI KLM E&M also that -7B engines should be generating SV for these series,” continues Wilken. develops in-house repair capabilities for activity for MRO shops into the 2030s. MTU Maintenance Canada, situated some major parts. In-house hi-tech repair “Large -7B operators can be grouped in Vancouver, offers MRO services capabilities provided by the company into two categories,” explains Hankins. specifically for mature engines, including includes inlet gearbox (IGB) shaft thread “There are those with their own engine the CFM56-3. Its Zhuhai facility offers replacement (electron beam welding shops, such as KLM and Lufthansa, and MRO for the -5 and -7 series, in addition repair). AFI KLM E&M was the first to there are those that use one of the larger to the -3. Its Hannover facility also successfully perform the repair and offer MROs. provides services for the -7B. LPT and it on the market, ahead of GE and CFM. “For everyone else there remains a HPC airfoil repairs for these variants are It also offers high technics developed by

AIRCRAFT COMMERCE ISSUE NO. 110 • FEBRUARY /M ARCH 2017 59 I MAINTENANCE & ENGINEERING its repair network such as plasma deposit, while the remainder relates to TAP MROs like FL Technics, typically 10- 3D printing (LMD) or laser drilling. Portugal’s fleet. Since 2014, it has 15% of all its engine teardown activity is IAI Bedek undertakes about 90 performed 25 CFM56-3 SVs, 64 -5B SVs, completed in cooperation with the CFM56 SVs per year, of which 25 are for and 14 -7B SVs. Most of these have manufacturer. In such a case, FL Technics the CFM56-3, while 50 are for CFM56- involved major repair, performance pre-agrees surplus material with the 5B engines. Last, IAI performs an average restoration and overhaul workscopes. OEM. OEM surplus inventory is of 15 CFM56-7B SVs each year. IAI has TAP M&E provides in-house parts repair replenished by pre-checked materials with seen a marked increase in CFM56 SVs across the CFM56-3/-5 and -7B series, known vendors at the same time, over the past few years, and expects to although it does sub-contract certain LLP ensuring a smooth process and stable perform 110-130 SVs per year over the and specialist repairs, including repairs to sales impact for FL Technics. next five years. “For widebodies, IAI the fan disk, HPT disk, front rotating Under its Part 145 approval, FL performs a large percentage of work for seal, and to specific parts of the fan blade, Technics can complete standard works in the OEMs, including being appointed at bearing and turbine blade. accordance with aircraft maintenance DP by Pratt & Whitney for JT9D series FL Technics provides a range of manuals, including, but not limited to, engines, while for narrowbodies most of engine repairs for the CFM56-3, -5 and NDT (including full borescope); quick the engines are being overhauled for the -7B series, and remains dynamic in the engine change (QEC); and LRU airlines,” explains Rozman. “We expect mature engine market. In addition to check/swap/changes; engine re- the percentage of work performed OEM, DER and PMA provisions, FL configuration; waterwash; engine leak directly for the OEMs to rise in the Technics manages its own inventory of tests; engine MAP runs; engine coming years.” While IAI performs a engines for pool support. This inventory removal/installation; and preparation for comprehensive in-house OEM portfolio includes 10 CFM56-3 engines. Via this shipment for the CFM56-5A, -5B, -3 and covering the main CFM56 engine service it also offers engine lease, material -7B. It can also provide these services for modules, some blade and vane repair is trading, exchange and sale services to its the V2500-A5 series. OEM-contracted. It is able, however, to CFM56-3 customers. It can also provide Within its Part M approval, the MRO provide DER repairs for CFM engines as modular exchange services for the can provide further services including and when required by customers. CFM56-3 series. Last year FL Technics AD, SB and LLP tracking, and engine Aero Norway AS is an MRO that is undertook 20 CFM56-3 SVs, three -5A/ condition trend monitoring (ECTM) for actively focused on CFM56 maintenance. -5B SVs, and a -7B visit. the PW2000, RB211-535E4, CFM56-3, Having acquired the Norway Engine “At FL Technics, SVs make up 40% CFM56-5A, CFM56-5B, CFM56-7B, and Centre from PW in 2013, the facility is of all cases,” explains Asta Albrichte, V2500-A1/A5. geared specifically toward MRO services head of engines and components “We often see that due to the cost for the engine family. Aero Norway sees a management at FL Technics. “In the saving trends in mature engine types, it is high volume of SVs for each series. It mature engine market, workscopes useful to have the whole LPT/HPT performed 58 CFM56-3 SVs in 2016, and depend on the demand for low build modules or stator assemblies certified and it expects a similar number this year. It standard and cost optimisation, in ready for installation,” adds Albrichte. expects about 17 CFM56-5B and -7B SVs addition to other factors such as OEM “This is often in demand, because it to be carried out in 2017. support in authorising special procedures. allows quick turnaround times (TAT) for Aero Norway sees an equal divide This includes allowing Quick Turn customers, and minimises costs while between light workscopes, such as activities in certain cases. limiting scrap rates and workscope modular inspections; and major repairs “Major repairs account for 25% of extensions. This is typical for the and overhauls for the engine. While it can the projects, while light inspections take CFM56-3 HPT stator module, LPT provide turbine, compressor, and up 20%,” continues Albrichte. “The module, LPT rotor-stator, LPT NGVs combustor repairs in-house, certain latter is especially the case in the CFM56- stage 1 module, and AGB module. repairs for blades, vanes and casings are 3 market, since there is high demand for Due to its involvement with the undertaken by the OEM. re-delivery services, engine model change CFM56-3, FL Technics sees a steady A business unit of TAP Portugal, TAP services to fit specific aircraft, fire demand for DER repairs and PMA. Maintenance and Engineering (TAP detection system change, pre-purchase “During engine SVs where DER M&E) holds no OEM-branded inspections, QEC change, and repairs are allowed, and during agreements, yet undertakes a significant modification services. The remaining teardowns that are traced historically to amount of CFM56-3/-5 and -7B engine 15% are overhauls/LLP changes.” PMA/DER, FL Technics actively uses overhaul and inspection work. 75% of its While Albrichte explains that it is rare DER repairs and also works closely with MRO activity is third-party MRO work, for OEMs to order work from third-party DER vendors for second-chance

ISSUE NO. 110 • FEBRUARY /M ARCH 2017 AIRCRAFT COMMERCE 60 I MAINTENANCE & ENGINEERING

As part of the IAE consortium, MTU performs MRO for the V2500. SVs are carried out at its Zhuhai and Hannover facilities, while ASSB provides LPT and HPC airfoil repairs as needed.

portfolio includes in-house OEM hi-tech repairs for the LPT Case, HPC rear case, LPT stationary outer airseals, HPT aft outer airseals, HPT shroud hangars, compressor stator shrouds, HPC vane sectors, and fan outlet guide vanes.

Rolls-Royce RB211-535 The RB211-535 has a fan diameter of 74.1 inches, a six-stage intermediate pressure compressor (IPC), a six-stage HPC, a single-stage high pressure turbine (HPT), a single-stage intermediate pressure turbine (IPT), and a three-stage low pressure turbine (LPT). The -535E4 entered service in 1984, and powers an inspections,” says Albrichte. “For engines win-win arrangement that includes ageing and decreasing 757-200 and -300 such as the JT8D, CF6, CF34-3 and investment in machinery.” fleet. CFM56-3, where numerous technologies While all OEM proprietary repairs for DER/PMA were historically such as LPC, HPC, HPT and LPT blades developed (including DER/PMA solution and vanes are again contracted back to The current market for turbine and compressor blades, the OEM network of shops, ST According to Rolls-Royce, there are shrouds and vanes) a DER repair is Aerospace retains an extensive in-house 448 RB211-equipped 757s in active sometimes the only cost-effective parts repair capability for the CFM56 service as of February 2017. There is also solution, especially when the engine has family. It is able to perform OEM- a significant number of spare engines in already undergone DER and PMA SVs. endorsed hi-tech repairs across all major airline use, giving a total RB211-535 “This is managed on a case-by-case modules for CFM56 engines. active fleet of about 1,000 engines. basis,” continues Albrichte. “In our SR Technics has two active locations Whereas the 2014 survey showed that experience, using DER and PMA for that provide services for the CFM56-5 150 SVs were performed for the RB211- mature engines is sometimes the best and -7B series. Its Zurich facility 535, ICF has estimated demand for about option, even if the engine has OEM- performs primary MRO services, while 70 SVs performed in 2016. This activity traced airfoils.” SR Technics Airfoil Services Ltd in Cork is forecast to stabilise for 2017. ICF Iberia has been overhauling CFM56 does hi-tech repairs on various parts predicts that SVs will slightly increase to engines since 1992. It now provides including LPT airfoils. 100 visits per annum until 2021, when MRO services for the CFM56-5A,-5B SR Technics is approved for several activity will then steeply decline to about and -7B series, undertaking 85 SVs in OEM source controlled repairs. “We half this number. ICF estimates that 27 2016. Much like its capabilities for the have more than 84% in-house repair RB211-535 SVs will take place in 2022. V2500, Iberia can perform hi-tech repairs capabilities, including ESM repairs and Some big shops have closed in recent for each module of the CFM56-5 and -7 OEM source controlled repairs for the years, which has removed some avenues series. 80% of its SV volume for CFM56-5 and -7B series,” says Roberto for RB21-535 MRO services. Texas Aero narrowbody engines is for overhauls and Furlan, vice president of engine services Engine Services LLC (TAESL), which was LLP exchange work. engineering at SR Technics. The company a JV between American Airlines and RR, Singapore Technologies Aerospace is an authorised CFM and PW MRO closed in early 2016, leading some Ltd (ST Aerospace) has the capability to engine shop, and performs about 200 SVs providers to turn to Rolls-Royce’s Derby service the full CFM56 engine series. Its per year. While SR Technics’ hi-tech location instead. JV with the Xiamen Aviation Industry, ST repair capabilities include plasma and According to Rolls-Royce, the only Aerospace Technologies (Xiamen) HVOF coatings, laser-drilling, -welding Rolls-Royce owned maintenance shop Company Limited (STATCO), is able to and cladding, electron-beam (EB) welding currently with RB211-535 capability is perform MRO services for CFM56-7B and LPT airfoil repairs, applied across Engine Overhaul Services, Derby, UK. Its engines. each main CFM56 engine module, it also other narrowbody locations are Rolls- On average, ST Aerospace performs sub-contracts HPC blade repair and HPT Royce Canada in Montreal; and Rolls- MRO services for 150 CFM56 SVs a blades and vanes repairs back to the Royce Inchinnan, Glasgow, UK. These year. “We have a licensing agreement OEM. provide services for the AE3007A and with CFM International that allows us to As established in previous Aircraft V2500 respectively. Each of these shops provide extensive maintenance and repair Commerce surveys (see Narrowbody has some specialist repair capabilities for services for the CFM56-3/-5B/-7B series engine hi-tech & specialist parts repair its own engines, but most Rolls-Royce engines,” says Choo Han Khoon, providers, Aircraft Commerce, repair work is contracted to third-party executive vice president, Engine Total August/September 2015, page 62) , PAS suppliers. Meanwhile, none of the Rolls- Support at ST Aerospace. “Our Technologies also provides repair services Royce JVs (N3EOS, SAESL and HAESL) agreement with the OEM is based on a for the CFM56-7B and -7BE series. Its has any narrowbody engine overhaul

AIRCRAFT COMMERCE ISSUE NO. 110 • FEBRUARY /M ARCH 2017 61 I MAINTENANCE & ENGINEERING

AFI KLM E&M develops various engine repairs in-house via its repair subsidiaries, such as CRMA. AFI KLM E&M is able to perform repairs on all modules for the CFM56-5 and -7 series.

capability. SAESL, however, has specialist nozzle guide vane and compressor stator repair capability for the RB211-535. TRT, Derby, UK which is a 50:50 JV between RR and Chromalloy, repairs RB211-535 turbine blades in addition to NGVs. Most RB211-535 SVs are conducted either by Iberia Maintenance, Madrid or Ameco Beijing. These two businesses are fully independent shops that are able to perform SVs for engines covered by Rolls-Royce TotalCare and SelectCare service contracts. Rolls-Royce explains that there are no RB211-535 repairs that only it, as the OEM, can perform. A wide range of companies is able to perform RB211-535 repairs. Other independent repair facilities include took place in 2016, and this is expected Standard Aero, and various Chromalloy to fall further to 140 visits during 2017. The current market sites such as: Tilburg (Netherlands); By 2026, this is expected to decrease to Although it is an ageing engine that is Somercotes (UK); Windsor (Connecticut); about 20 events. These visits are likely to declining in activity, PW2000 Newnan (Georgia); Dallas (Texas); San derive from business in developing maintenance demand has plateaued in Antonio (Texas); and Guaymas (Mexico). countries that may continue to prolong recent years. In 2014 100-130 SVs were the serviceable life of this sunset engine. anticipated, while ICF’s market summary Pratt & Whitney continues to fully has estimated demand for 110 SVs for the MRO & specialist repairs support JT8D fleet operations from a PW2000 in 2016. This is expected to Iberia Maintenance is the largest safety, technical and material perspective. reach a gradual decline to about 55 independent MRO shop for the RB211- The company maintains two designated annual SVs by 2022. 535 series. It performed 48 shop visits for service providers (DSPs) that provide Before the PW1000G entered service, the -535 in 2016. The MRO shop maintenance services for the JT8D-200 the PW2000 series and V2500 were the consists of five hangars, capable of fleet. active narrowbody products offered by accommodating 15 narrowbody and PW. The repair facilities owned by PW widebody positions. Hi-tech repair provide repair services for all PW models, services that Iberia Maintenance can MRO & specialist repairs and are mainly located in Asia and provide for the RB211-535 series in- MRO providers offering services for America. These are: house includes CNC shot peening, laser the JT8D-200 series include; Delta l Asian Compressor Technical grinding, HVOF plasma spraying, and TechOps, Aerothrust, FJ Turbine Power, Services, Taiwan: Its repair capabilities HPC airfoil repairs such as laser welding HAECO Americas, ITR, Turbine Engine focus on the engine compressors, stators, and robotic machining. Centre and Summit Aviation. shrouds and HPC seals. l Component Aerospace Singapore: CAS’s repair services extend to the JT8D-200 PW2000 combustion chambers, fuel nozzles, and The JT8D family includes older model The PW2000 also powers the 757- fuel NGVs. engines that power the DC-9, 737-200 200 and -300 fleets, entering service in l Connecticut Rotating Parts, USA: and 727-200 along with later JT8D- the mid-eighties. The PW2000 consists of repair focus is on PW2000 and V2500 217/219 series engines that power the a two-shaft turbofan engine, with a 78.5- major rotating parts. MD-80 fleet. inch-wide fan, a four-stage LPC, 12-stage l Connecticut Stators and The JT8D-217 series is installed on 86 HPC, two-stage HPT and five-stage LPT. Components, USA: a sister facility in-service MD-80s, while the -219 series The main difference to the RB211-535 is specialising in HPC stator and powers 277 aircraft. The -200 also has a the two stage HPT, where the -535 is honeycomb seal repair. single stage LPT module, a single- stage single stage. It powers all models of the l Dallas Airfoil Repair Operations, high-pressure turbine (HPT) and the same 757 family, alongside various military USA: components in the exhaust gas path low-pressure compressor (LPC) booster aircraft. The engine is overhauled at PW’s form the repair basis here, including as its JT8D baby predecessor. Columbus Engine Centre. HPT/LPT blades and vanes, alongside The PW2000 engine entered revenue airfoil coatings. service in 1984 as the first commercial l International Aerospace Tubes, The current market engine with full authority digital engine Singapore: repairs tubes, ducts and While Aircraft Commerce established control (FADEC) technology. PW later manifolds. that about 300 SVs took place during introduced a revised version of the l North Berwick Part Repair 2014, the JT8D-200 is now in significant PW2000, with reduced temperature Operations, USA: capabilities include decline. ICF estimates that about 160 SVs configuration (RTC) in 1994. airseals, shrouds, ducts, vane supports

ISSUE NO. 110 • FEBRUARY /M ARCH 2017 AIRCRAFT COMMERCE 62 I MAINTENANCE & ENGINEERING

SR Technics performs maintenance and repair for the CFM56-5 and -7 series. Its Cork facility, SR Technics Airfoils Services Ltd, performs hi-tech parts repairs on LPT blades and vanes.

of keeping -5B/-7B engines flying, such as shops offering core exchanges and module swaps, will be attractive to operators as the asset values start to drop,” continues Hankins. Airline-owned MRO subsidiaries, understandably have leverage with OEMs due to aircraft orders. These businesses therefore have an advantage over independent shops, in addition to companies that manufacture and design elements for new engines. Hankins also thinks that independent shops will be able to take advantage of new-generation engine MRO activity, however. “The huge increase in numbers of LEAP and and bearing components. engine modules for the PW2000. It also GTF engines, together with the current l Pratt & Whitney Auto Air, USA: carries out performance restoration to CFMI portfolio and the trend for repair of thrust reversers, nacelle certain components, including those used worldwide growth mean that demand components and composites. in the gas path. Delta Tech Ops can will stay high, so significant opportunities l Pratt & Whitney Component perform repairs for the fan, bearing will remain for airline and non-airline Solutions, Singapore: PW’s facility in Asia housings, LPT seal segments, HPT shroud non-OEM shops,” adds Hankins. focuses on stators, variable vanes, ducts, hangers, liners, engine mounts, HPC “In time, market pressure to increase airseals, split cases. airfoils, LPC airfoils, combustor, frames, capacity might force OEMs to be more l Repair Supplier Logistics, USA: gearboxes and cases, among others. open to relaxing their requirements. The provides repair logistics. Delta uses a wide range of OEM- key factor for MRO providers will be the l Turbine Overhaul Services, endorsed hi-tech repair techniques, such willingness and ability to cover the costs Singapore: HPC, HPT and LPT airfoils, as plasma spray, anti-friction and thermal required to be OEM-aligned, so that they and transition ducts. barrier coatings, laser welding, tip can be considered as an offload avenue l 1-Source Aero, Greece: main focus welding, electron beam welding, laser for the OEM shops,” says Hankins. is accessory repair. cladding, heat treatment, high pressure “There is still a future for these legacy PW2000 engine parts repairs are also waterjet stripping, high-velocity oxygen engine types, with another 20 years or so performed at the PW engine overhaul fuel (HVOF) coating, computer of SV activity. Workscopes will change in facility Columbus Engine Centre, numerical control (CNC) shot-peening, the last 10 years of these engines’ life Columbus, Georgia, USA. and silver-, chrome-, and nickel-plating from performance restorations and capability. As and when DER repairs are overhauls to repair activity. I anticipate requested or PMA is used, unique that OEMs will not want to get as MRO & specialist repairs stripping, welding, coating and involved in repair workscopes because MTU Aero Engines both developed machining techniques can all be applied. the LEAP will be starting to thrive, so and designed critical elements of the there will be significant opportunity for PW2000. As such, it holds more than a MRO shops to get involved in repair 21% stake in the PW2000 and created Summary workscopes. The question is whether this repair solutions for it. MTU It is clear that a cultural shift is in will last as long as older engines have. It Maintenance, Hannover offers full progress within engine MROs, will also hinge upon shops’ willingness to module and parts repair capability for the encouraging closer alliances with the be aligned to OEMs,” concludes PW2000, including: the fan, LPC and OEMs so that MRO shops can optimise Hankins. HPC airfoils, the combustor, specialised their presence in the aftermarket. “OEM- “OEMs will need partners to cope repairs for the HPT, and LPT airfoils, aligned shops that use OEM hardware, with the expected SV volumes,” confirms cases, gearbox, and accessories. It and do not use PMA parts or DER Ockerman. “Few new aircraft performs about 25 shop visits per year. repairs, are likely to maintain acquisitions between airlines and OEMs Delta’s designated maintenance relationships with the OEMs in the are signed without an OEM maintenance facility, Delta Tech Ops, is headquartered future,” says Hankins. “While demand contract nowadays, so the OEM in Atlanta. As previously highlighted (see for CFM capacity will continue into ultimately becomes the customer of the Narrowbody engine hi-tech & specialist 2030, big MROs often struggle to cater engine shops in time.” parts repair providers, Aircraft for a range of workscopes, so Commerce, August/September 2015, page independents are probably better placed To download 100s of articles 62) it provides modification, repair and to offer this service for maturing engines. like this, visit: overhaul, and full restoration across all “Flexibility in offering creative ways www.aircraft-commerce.com

AIRCRAFT COMMERCE ISSUE NO. 110 • FEBRUARY /M ARCH 2017