1/2010

Testing down to the last detail

MTU Aero Engines Holding AG Customers + PartnersTechnology + Science MTU Global Dachauer Straße 665 80995 Munich • Tel. +49 89 1489-0 Fax +49 89 1489-5500 Power for the Jumbo Jet Hardfaced tips for top MTU support for the [email protected] www.mtu.de and the Dreamliner efficiency “flying gas station” Contents Editorial

Cover Story Dear Readers: Testing down to the last detail 4 – 7 Finally, yes finally, the bird is on the wing. However, the program highlights something Late last year, the new A400M military trans- else too—something we have witnessed re- Customers + Partners port aircraft successfully completed its long- peatedly in the past. Almost all the major Power for the Jumbo Jet and 8 – 11 awaited, eagerly anticipated maiden flight commercial and military aircraft programs the Dreamliner above the Spanish city of Seville. The relief that have ever been initiated in Europe and A boost for the MRJ 12 – 15 Testing down to the last detail was palpable throughout the industry; delays the have been subject to to the project had been creating too much delays, some of them massive. In this respect, Four TP400-D6 engines lift Europe’s new military transport, the A400M, up into turbulence all round. Now, the ongoing flight the A400M is no exception. As things stand the air—now almost an everyday occurrence at Seville airport. Since the maiden Technology + Science test program is demonstrating the superior at present, in pure economic terms, MTU flight in December 2009, flight testing has been in full swing. Hardfaced tips for top efficiency 16 – 19 capabilities of both the aircraft and its does not expect the program to produce a Page 4 Fiber-reinforced materials for 20 – 23 TP400-D6 engine. positive contribution to earnings. But the sig- future engines Power for the Jumbo Jet and nificant investments we have made in re- the Dreamliner This merely confirms what tests on the search and development will serve to main- ground and on the flying test bed had already tain our core technological competences and American Airlines, the world’s second- MTU Global proved: The propulsion system as a whole, systems expertise. Almost all the old aircraft largest carrier, has selected the GEnx-1B MTU support for the 24 – 27 including its control system, meets all speci- programs that were dogged by initial delays for its fleet of 787s. MTU will “flying gas station” fication requirements—from its enormous went on to prove successful. Perhaps the supply the center frame for this 11,000-shaft-horsepower output and impres- same will prove true for the A400M, in the GE engine starting in early 2012. sive fuel consumption data to its vibration form of follow-up contracts for the export Page 8 Products + Services behavior and thermal efficiency. And the market. Both the aircraft and its engine un- New power for a legendary aircraft 28 – 31 highly complex engine control software is doubtedly merit it. A customer almost from day one 32 – 33 Hardfaced tips for top also operating as it should. efficiency Sincerely yours, The A400M is the only transport aircraft in In the high-pressure compressor, robust Report its class in the Western world. It promises a blades ensure minimum clearances be- Roaring through the desert 34 – 37 unique operational spectrum and permits tween the blade tips and the hard lining at 1,000 mph completely new mission profiles. The same of the casing. MTU Aero Engines has can be said for its engine: Never before have developed a new method of hardfacing the Western nations produced such a power- blade tips to increase their wear resist- In Brief 38– 39 ful , and never before has such a ance. Masthead 39 complex engine control system been devel- Egon Behle Page 16 oped for a propulsion system. The A400M Chief Executive Officer and its TP400-D6 engine are effectively MTU support for the “flying gas station” pushing the limits of what is currently tech- nologically achievable. I believe we should all The KC-10 Extenders operated by the U.S. Air Force are powered by CF6-50 be proud of the fact that this in its entirety engines, for which MTU Maintenance provides service support. The company is a system has been created in Europe. The partner in the U.S. bidding consortium which won the contract. A400M is tangible proof of the tremendous Page 24 engineering expertise that exists within our companies.

2 3 Testing down to the last detail

By Patrick Hoeveler

Blue skies stretch out above Seville as four TP400-D6 engines lift Europe’s latest military transport aircraft, the A400M, up into the air. The sight is now almost an everyday occur- rence at the Spanish airport. Since the maiden flight of the new Airbus in December 2009, flight testing has been in full swing. “Thus far we haven’t encountered any major problems with the engine,” reports Dr. Wolfgang Gärtner, Director, Engineering, Military Programs at MTU Aero Engines.

Germany’s leading engine manufacturer is a ing those for the second and third prototypes TP400-D6 for the Airbus A400M, more than do without variable geometry, and all the inlet, which is located behind the propeller ports have to operate: In contrast with com- partner in the EPI en- of the A400M. In the course of the develop- just one challenge was involved. The TP400- rotors have been designed as weight-saving and influences the air flow. But we managed mercial engines, their military cousins need gine consortium and is responsible, among ment process, the engineers had to come up D6 comes as a three-shaft configuration and blisk components. Quite apart from saving to solve that problem by carrying out an inte- to withstand much higher forces during other things, for the extremely complex soft- with a whole range of technical solutions in is the most powerful turboprop engine in the production costs and reducing the engine grated simulation of the inlet and the com- maneuvers such as narrow curves and steep ware used in the TP400-D6’s control unit. order to meet the very ambitious perform- Western world. “We made every effort to re- weight, these innovations also enhance per- pressor and making appropriate design alter- approaches. This is why, for example, the MTU also supplies the intermediate-pressure ance and weight requirements. duce the engine’s weight,” explains Dr. Jörg formance because the flow losses associat- ations based on the results.” engine casing has to be much more rigid. In compressor, turbine and shaft for the engine Henne, Senior Vice President, Engineering ed with variable vanes and leakages no addition, as take-offs and landings on and is in charge of final assembly. Some 20 Developing a new engine from scratch is and Technology at MTU. As a result, the five- longer occur. As Henne points out: “A further The job wasn’t made any easier by the unsealed runways are par for the course, the engines have already been delivered, includ- always a challenge but, in the case of the stage intermediate-pressure compressor can difficulty was the extremely asymmetrical demanding scenarios in which military trans- engines have to be robust enough to cope

4 Cover Story 5 with the ingress of foreign objects. All these Gärtner explains: “The intermediate-pressure aspects have to be tested down to the last compressor can be directly hit by any foreign detail, which involved a total of more than object, not just by birds. By contrast, turbo- 3,500 hours of trials with 12 engines on dif- fans are better protected: the fan intercepts ferent test rigs. “Except for special tests, such the majority of foreign objects, diverting them as sand ingestion testing, the general test pro- into the bypass stream. Both of the tests we cedure is similar to that for engines destined carried out were successful.” for commercial aircraft,” explains Henne. The control system has a key role to play in This is where MTU was able to benefit from the smooth functioning of the new engine, as its noncontact blade vibration measurement Gärtner outlines: “Its job is a highly complex system, which enables engineers to study the one. The number of interfaces to the aircraft behavior of the compressor blades using laser alone has grown by a factor of ten in com- optics. Put simply, the system focuses on a parison with the control unit used in the point attached to the blade, which is forecast engine.” Although MTU to be in a certain position at a certain time. If MTU Maintenance Berlin-Brandenburg has commenced testing of the A400M’s TP400-D6 engine in 2005. The was able to draw on the knowledge it had The Airbus A400M during its maiden flight with TP400-D6 engines above Seville in December 2009. the spot appears later than the calculations shop boasts the only production test facility for this engine worldwide. gained with the EJ200, the engineers were predict, the blade has been deformed as a nevertheless entering uncharted waters with And the tests are as diverse as they are com- rated in the updated versions, and the test- result of vibrations. Sophisticated software Another key step in the approval process Although the tests themselves took only sec- the TP400-D6 because certification of EPI’s prehensive. First off, sub-routines are tested ing loop begins again. then analyzes the extent of the deformation were the bird strike tests, which also fell with- onds, months were needed both for prepara- military engine by the civil aviation authority on a computer, with test programs simulat- detected. As Henne explains: “We have been in MTU’s responsibility; after all, the company tion and for conversion of the test rig. The was also required. “That meant a much more ing an input; the technicians then compare Software development and tests do not end using this technique on compressors for many had gained invaluable experience in this field first test involved a bird dummy weighing comprehensive process for validating the the output with the requirements. In the next once certification for the TP400-D6 has been years now. It requires less effort than the with its experiments on the EJ200 engine almost two kilograms hitting a predefined systems’ capabilities as well as a lot more step, they connect parts of the software to obtained, as the functional scope will contin- mechanical method using strain gages and powering the Eurofighter Typhoon. The spe- part of the engine at a certain speed. In the paperwork,” says Henne. “A stacked printout the control unit. The final phase involves the ue to grow and findings from the flight test- could soon be used in areas of the engines cialists carried out two simulated bird strikes second, the TP400-D6 had to handle two of the documentation would probably be at so-called Iron Bird, a complete mock-up of ing phase also need to be integrated. “It’s an where temperatures are higher.” on a test rig at Techspace Aero in Belgium. smaller test birds of an equivalent mass, as least one meter high. The actual programming the aircraft and all its systems set up by ongoing process,” says Gärtner. “We’ll be was only a small part of the work. The soft- Airbus to study how they interact. A separate able to use many of the lessons learned in ware isn’t tangible—we have to measure its computer is used to simulate the behavior of future programs.” effectiveness by the job it does. And only a the engine itself. The testing process is not a seamless series of tests can reveal how well one-way street: If problems occur during the For additional information, contact the job is done.” final phase, appropriate solutions are integ- Dr. Wolfgang Gärtner +49 89 1489-6239

For interesting multimedia services associated with this article, go to www.mtu.de/110A400M

6 Cover Story 7 If American Airlines does indeed purchase the newest version of the Jumbo Jet—at some high-pressure turbine at a temperature of all 220 engines as planned, MTU can count 4,400 units over the next two decades. about 1,300 degrees Kelvin past structural on revenues of around 150 million euros components and tubes toward the low-pres- Power for the Jumbo from this order alone. And that’s not the end In December 2008, MTU took a 6.7-percent sure turbine, making sure the aerodynamic of it. So far, has logged firm stake in the GEnx. As of 2012, MTU will be losses are kept to a minimum. The develop- orders and options for more than 1,400 supplying the turbine center frame (TCF) for ment and production of this extremely thin- GEnx engines, and there are still buyers of this engine, a component the company is walled cast gas-duct component poses a Jet and the Dreamliner the 787 that are yet to decide between the building also for the GP7000 engine that major challenge, given the high mechanical two alternative engines on offer. Wolfgang powers the Airbus A380. Weighing in at and thermal stresses resulting from the dif- Hiereth, Director, GE Programs at MTU, esti- around 200 kilograms and positioned be- ference in temperature between ambient air By Achim Figgen mates the demand for the two engine ver- tween the high-pressure and low-pressure and the engine exhaust gases, and the sions—the GEnx-1B for the Dreamliner and , the TCF is a key component. Its requirement to keep its weight as low as It was a moment of great joy for both Boeing in Seattle and MTU Aero Engines in Munich when in the GEnx-2B as the sole engine for the 747-8, function is to route the gases exiting the possible. October 2009 American Airlines announced that it had selected the GEnx-1B engine to power its Boeing 787 fleet. The world’s second-largest airline will equip 42 jets for which it has placed firm orders, plus 58 on option, with the new General Electric engine. The German engine manufacturer will be supplying the turbine center frame (TCF) for this propulsion system starting in early 2012.

8 Customers + Partners 9 Boeing 787 Dreamliner

U.S. aircraft manufacturer Boeing launched reduce operating costs compared with the the 787 program back in January 2003, and currently in after shelving its planned Sonic Cruiser, a use, as the manufacturer promises. A concept for a long-haul whose dis- major contribution towards lower costs is tinguishing feature was to be its high-sub- expected to come from the newly devel- sonic cruising speed, in favor of a more tra- oped engines—the General Electric GEnx ditional, but highly fuel-efficient airliner. and the Rolls-Royce Trent 1000—, both of which offer substantial improvements in fuel economy.

Boeing had initially planned three versions of the Dreamliner: a baseline model, the 787-8 with a capacity accommodating 210 to 250 passengers; a stretched version, the 787-9 for 250 to 290 passengers; and a mid-range variant, the 787-3, carrying up to 330 passengers and targeted at high-densi- ty, short- to medium-haul flights. However, since All Nippon Airways and Japan Airlines, the only customers for the latter, cancelled or converted their orders, Boeing is likely to scrap the 787-3 and instead, might develop an even longer variant, the 787-10, a ver- sion at the high end of its port-folio which The Dreamliner is powered by GEnx-1B engines. many airlines have expressed a strong interest in. Even though the 787 doesn’t look very dif- ferent from today’s passenger jets, it incor- After repeated delays, the first Dreamliner porates many of the advanced design fea- made its maiden flight on December 15 last tures developed while Boeing was examin- year. If the test and certification program ing the futuristic Sonic Cruiser concept. proceeds without a hitch and on schedule, For instance, composite materials are used the first Dreamliners will be delivered to The Boeing 787 Dreamliner is the U.S. airframer’s for most of its construction, which will help customers by the end of 2010. latest aircraft model.

Even though the GEnx-1B engine for the MTU, too, will have more development work clear whether the extent of testing to which Boeing 787 received FAA certification back to complete before production can com- the new materials and production processes in March 2008 already, and the GEnx-2B suc- mence. The Munich engineers won’t just be were subjected at MTU is sufficient to obtain cessfully completed its maiden flight on the producing the TCF as designed by General approval for the new TCF as a derivative of -8 in February this year, the engi- Electric based on the TCF in the GE90 pow- the original design, or whether additional test neers at GE and its partners still have a great ering the Boeing 777, but make a number of runs of the entire engine are required. deal of work ahead of them. Some of the modifications; for instance, the hot-gas components need optimizing to make sure ducts, whose complex three-dimensional Regardless of the outcome, the setting-up of the new engine meets Boeing’s fuel con- geometry makes them extremely difficult to the new production line is proceeding as sumption targets for the Dreamliner. On the produce, require redesigning. Moreover, the planned to make sure a delivery rate of 20 to GEnx-1B, for instance, General Electric has engineers will look into options to use new 25 TCFs per month can be achieved as from modified both the and the cooling- materials to reduce the weight of the com- 2011, when production will be launched. air ducts in the blades of the first stage of ponent. The U.S. engine maker has already the high-pressure turbine. The first flight of given MTU the go-ahead for its plans, says this engine on the Dreamliner is planned for Hiereth. New production processes will be Production of the module MTU contributes to the For additional information, contact May 2010. In addition to these modifications, introduced to ensure that the TCF can be GEnx will be launched in Munich in the summer of 2010; preparations are already in full swing. Wolfgang Hiereth the low-pressure turbine will be upgraded as produced at the lowest cost. +49 89 1489-3501 part of the so-called Performance Improve- with the first complete TCF being delivered For further information on ment Package 1 (PIP 1), with initial tests of According to current plans, production of the to General Electric for testing by the fall of this article, go to this module being slated for the summer. MTU employees with a model of the turbine center frame. first components will commence in the fall, 2011. Then, at the very latest, it will become www.mtu.de/110GEnx

10 Customers + Partners 11 A boost for the MRJ

By Tobias von Wangenheim/Martina Vollmuth

The Japanese Mitsubishi Regional Jet (MRJ) program is gaining momentum as Mitsubishi Aircraft In October last year Mitsubishi Aircraft regional airline holding companies in the in the market. The holding company expects Corporation has acquired its first large customer. U.S.-based Trans States Holdings intends to buy up Corporation and Trans States Holdings, which U.S.,” said Mitsubishi Aircraft President a competitive edge from the new jet and to 100 aircraft. In addition to the 78- and 92-seat versions, the holding company is also interested is headquartered in St. Louis, Missouri, Hideo Egawa, who continued to add: “We hopes for additional contracts from the large in the 100-seater recently proposed. The MRJ will be powered by Pratt & Whitney’s new geared turbo- signed a letter of intent (LOI) covering a firm would like to take this opportunity to further American airlines. Privately owned Trans fan, in which MTU Aero Engines holds a stake. order for 50 MRJ aircraft and options for ramp up our sales activities around the States Holdings owns and operates two another 50. “The world has high expecta- world.” regional carriers, Trans States Airlines and tions for the MRJ. One area where this is GoJet Airlines, that offer around 350 flights especially true is the U.S. with many routes Trans States is betting on the improved effi- daily serving 50 cities on behalf of United where airlines operate 50- to 90-seat ciency of the new Japanese aircraft. The MRJ Airlines and US Airways. Around five million regional jets, so we are extremely proud to is expected to burn 20 percent less fuel than passengers are carried annually. receive this order from one of the largest comparably sized aircraft currently available

12 Customers + Partners 13 It is not yet clear which MRJ version Trans in the cabin is very low thanks to the ‘whis- States will eventually order, but the company pering engines’, and airport neighbors is interested in all versions: the 78-seat should also be pleased with these low-noise MRJ70, the 92-seat MRJ90 and the recently engines. proposed 100-seater. “We believe that the MRJ is a game-changing regional jet that The new Japanese aircraft is currently in the takes into account the environment, as well final design phase and is due to take off for as passenger and airline needs. The MRJ will its maiden flight in the second quarter of reduce fuel consumption, noise and NOx 2012. The first variant will be delivered to emissions—this means savings on operating customers during the first quarter of 2014; costs,” explained Trans States Holdings the smaller MRJ70 variant will follow a year President Richard A. Leach. later. Mitsubishi has already also proposed a third version, which would seat 100 passen- The innovative engine makes a crucial contri- gers in the standard configuration. Assuming bution here: the MRJ is powered exclusively the response to this proposal is positive, by Pratt & Whitney’s PurePower® PW1217G development of the MRJ100 could begin geared . MTU has a 15-percent stake within the next two years. in this highly innovative engine. Germany’s leading engine manufacturer develops and Including the All Nippon Airways’ launch manufactures the high-speed low-pressure A stage 1 disk of the PW1000G low-pressure turbine is being milled. The engine will power the MRJ. order for 15 aircraft and an option for anoth- turbine and contributes the forward stages er ten, current orders and options stand at of the high-pressure compressor. The ground- ment and New Programs at MTU in Munich. lightweight construction. Its cockpit will re- 125 aircraft. Says Winkler: “We cautiously breaking geared turbofan architecture offers He continues: “The engine’s NOx emissions flect the latest state-of-the-art, thus ensuring estimate the market for regional jets at a number of advantages: “The GTF reduces are 50 percent lower than the stringent stan- efficient flight control. The regional jet’s 3,850 aircraft over the next 20 years.” fuel consumption and associated CO2 emis- dard in force since 2008.” cabin, too, has much to offer: It is more spa- Mitsubishi Aircraft pegs the demand at sions by double-digit percentages. It is con- cious than that of any other aircraft in its around 5,000 units. Since the MRJ is its only siderably quieter than conventional engines, The MRJ is setting new benchmarks not only class and provides an unprecedented level of new development on the horizon, the and is substantially more cost-effective in in terms of improved environmental compati- comfort, comparable only to that of the most Japanese manufacturer hopes to secure a operation,” according to Dr. Christian Winkler, bility and innovative engine design, but also advanced long-haul aircraft, for example major share in this market. Director, Business & Partnership Develop- thanks to its sophisticated aerodynamics and Boeing’s new 787 Dreamliner. The noise level

For additional information, contact Dr. Christian Winkler +49 89 1489-8663 For further information on this article, go to Highest precision: An MTU employee dimensionally inspects a stage 2 disk for the PW1000G low-pressure www.mtu.de/110PW1000G turbine.

Leaner, greener, cleaner

The geared turbofan (GTF) is U.S. manu- facturer Pratt & Whitney’s most recent engine program. The engine is being devel- oped in close cooperation with MTU. Two versions are currently being built: the PurePower® PW1217G (takeoff : 17,000 pounds) for the MRJ and the PurePower® PW1523G, a 23,000-pound thrust version, for Bombardier’s CSeries.

Russian aircraft manufacturer Irkut is also opting for the GTF and wants to use it in its MS-21, a new narrow-body in the A320 class. The geared turbofan is also being discussed as a potential propulsion candidate for a re-engined A320 family; negotiations with Airbus are already Russian aircraft manufacturer Irkut will launch a new aircraft, the MS-21, which will also be powered by the underway. geared turbofan.

Dimensional inspection of a high-speed low-pressure turbine for the PW1000G.

14 Customers + Partners 15 Until now, the hardfacing material for blade ing in the casing. The problem is that the ing lining and the blade tips will be provided tips consisted of particles of cubic boron clearance widens over time because the with a hardfacing. The hardfacing must en- nitride (cBN) brazed onto the blade tip. “This soft abradable lining of the casing becomes sure that the blade tips can accurately grind Hardfaced tips ceramic material is second after diamond on eroded. The result is a drop in engine effi- their tracks in the new, hard casing lining the hardness scale, and is correspondingly ciency, higher fuel burn, and shorter mainte- and provide the blade material with ade- expensive,” explains MTU joining expert nance and repair intervals. quate protection. “The hardfaced blade tips Bernd Daniels. To achieve the smallest pos- rub against the hard casing lining, abrading for top efficiency sible clearance between the casing and the To substantially increase the service life of the material in much the same way as a rotor of the high-pressure compressor—as a future generations of aero engines, such as grinding wheel cuts into a component,” says By Denis Dilba means of minimizing leakage flow and the the geared turbofan being developed by U.S. Josef Linska, MTU development engineer for resulting power losses—it is common prac- engine maker Pratt & Whitney (P&W) in col- electroplating techniques. In a high-pressure compressor, it is important to keep the clearance between the tips of the rotor blades and the hard tice to use blades without hardfacings that laboration with MTU, harder, more wear- lining of the casing to a minimum, so as to ensure the consistently high engine efficiency that goes hand in hand with carve out their tracks in a relatively soft lin- resistant materials will be used for the cas- lower fuel consumption. To keep the clearance as small as possible, the blades need to be particularly robust. MTU Aero Engines has invented and submitted a patent application for a new method of hardfacing blade tips by electro- plating to increase their wear resistance.

16 Technology + Science 17 rial in precisely the place where it is needed, tips hardfaced using the new electroplating virtually uncontrollable situation, which ulti- namely at the blade tip. The big advantage is method are as efficient in an engine as they mately could lead to total engine failure.” that it considerably reduces the required have hitherto been on the component test rig. quantity of the costly cBN. “We have submit- Against this background, the MTU engineer’s ted a patent application for this system,” re- “Having all the manufacturing skills for this work also involves flight-safety engineering ports Dr. Max Niegl, Senior Manager, Surface process in-house represents a huge saving of responsibility. Niegl and his team have an Technology, Chemical and Mechanical Pro- time and costs,” Niegl adds. If this wasn’t the essential role to play in ensuring that the pro- cesses at MTU in Munich. The process has case, MTU would have to call on the services cesses they develop are capable of protect- two advantages: It not only prolongs the of Pratt & Whitney or a subcontractor to apply ing the costly components against the service life of the blade tips but also facili- the hardfacing to the tips of the high-pressure extreme conditions they are exposed to in tates their repair. In basic terms, this means compressor blisks airfoils to suit the casing operation. The challenge is enormous: The that the old, possibly damaged protective that is being built and coated by the U.S. com- centrifugal forces generated during flight layer can easily be removed by chemical pany. Sending the components over to a coat- operations when the engine is operating at stripping and replaced. By comparison with ing vendor would take at least one month. very high speeds can cause the blade tips to the old brazing approach, it will help reduce “Our aim is to reduce the turnaround time to come into contact with the casing. As Niegl costs to around one fifth once further im- less than one week,” according to Niegl. confirms: “Tip hardfacing, therefore, is a defi- provements have been made. Niegl’s goal is nite must.” to stabilize the costs of the process by 2013, The surface engineer would prefer not to when the PurePower® PW1000G geared tur- think about the things that could happen if bofan is scheduled to go into production. A the blades of a high-pressure compressor For additional information, contact significant milestone along the way will be were not adequately protected. In the worst Dr. Max Niegl met when the engine undergoes its first case, the titanium alloy could burst into +49 89 1489-3639 series of tests (the FETT or First Engine to flames under the high operating tempera- For further information on this Test stage). Scheduled for mid-2010, they tures, an exothermic reaction that is known article, go to will serve to demonstrate that the first blade as titanium fire. According to Niegl this is “a www.mtu.de/110cBN

Last preparations for hardfacing of blade tips.

According to Linska, MTU had two reasons components of next-generation engines, a bath with the coating substance, in this case for wanting to develop a similar but lower-cost result attributable not least to the excellent nickel.” When a current is passed through the method. Firstly, the company had already cooperation among the various MTU devel- plating solution, the nickel migrates from the achieved positive results with the use of hard- opment and production departments in- positive pole and is deposited on the nega- facings brazed in place on blade tips in mili- volved. “It was nevertheless a long, stony tive pole, that is the component. At the same tary engines, especially in the high-pressure road, where the obstacles strewn in our path time, the nickel gradually infiltrates and compressor of the EJ200 engine powering the were, as so often, due to the finer details,” encloses the previously applied, evenly dis- Eurofighter Typhoon. And secondly, the com- concludes Linska. tributed layer of hard cBN particles, fixing pany wanted to use this technology in high- them to the surface of the blade tip. The volume production projects in the future. This is how the process works: Firstly, before downside of this method is its high cost, the hardfacing layer can be deposited, the because several hundred kilograms of cBN The first experimental tests of MTU’s new component has to be masked almost all would be required for an electroplating bath method for applying electroplated hardfac- round, leaving only the tiny surface at the tip with a volume of 1,000 liters. At a current ings onto blade tips took place in the summer of the blade exposed. Then a microscopically commodity price of approximately 7.50 euros of 2008. The team led by Linska and Daniels thin layer of nickel is applied to a thickness per gram, the cost of the material would chose to perform these tests on individual of around ten micrometers. The next stage, in- quickly rise to several million euros per bath. blades from the high-pressure compressor of volving the application of cubic boron nitride the EJ200 engine, because their geometry is (cBN) particles with a size of 75 micrometers, To solve this dilemma, Linska designed spe- very similar to that of future blades and, fur- required a certain amount of ingenious think- cial baskets for the plating process, which fit thermore, they require only minor adaptation ing on the part of the MTU engineers. For, as around the blade tips. Each basket contains of the existing test rigs. Since July 2009, the Linska explains: “We normally plate compo- a small quantity of cBN particles, providing a new electroplating has been applied on to nents by immersing them in an electroplating highly concentrated source of the hard mate- Pratt & Whitney and MTU are jointly developing a new high-pressure compressor.

18 Technology + Science 19 Fiber-reinforced materials for future engines

By Denis Dilba

Without the increased use of lightweight and highly robust fiber- reinforced composites the aviation industry will not be able to achieve its ambitious climate targets. Experts all agree on that. The most important representative of this class of materials is carbon fiber-reinforced plastic (CRP). While the manufacture of an aircraft’s structural components, such as wings, fuselage parts and vertical tail fins, from this material is difficult enough, the use of CRP for engine components presents a real challenge.

The reason lies in the extreme temperatures Apart from the performance of new materials, and enormous mechanical stresses to which their availability, cost effectiveness and main- engines are exposed in operation. This is why tenance costs must be taken into account fiber-reinforced composites can replace me- from the outset. These are high hurdles for tallic materials only to a limited extent. fiber-reinforced plastics to clear, especially “Before we select a particular material we when compared to metals, which have proven have to check whether its use for a given ap- their worth for decades and continue to ac- plication makes sense from a performance count for the lion’s share of the materials and cost-efficiency perspective,” says Dr. Jörg used in engines. However, despite the quali- Esslinger, Director, Materials Engineering at ties inherent in metals and sustained efforts MTU Aero Engines in Munich. MTU’s many to enhance the efficiency of the materials years of experience in materials engineering even more, no further quantum leaps in per- help immensely here, according to the expert. formance can reasonably be expected, “To be able to pick the optimum material you Esslinger explains. New composite materials need to have a pretty good idea of the benefit promise a remedy. it offers, if its development and classification are to pay off,” Esslinger says. Today, between five and ten percent of the components that make up an engine are manufactured from these composites. “In the next ten years, this share will double,” esti- mates Siegfried Sikorski, Esslinger’s col- league and composite materials specialist at Germany’s leading engine manufacturer. The main objective is to reduce the engine’s over- all weight, thus cutting down on fuel con-

sumption and CO2 emissions. This is particu- larly important for new generations of en- gines, such as the geared turbofan. Says Esslinger: “The additional gearbox offers sig- nificant advantages, but adds to the weight of the engine. If we use new materials else- where in the engine we can compensate for Seal carriers made from glass fiber-reinforced plastic the weight increase and further improve the protect the metallic part they hold. overall balance.”

20 Technology + Science 21 Fiber-reinforced composites will not only benefit engines of the future; they have already proven their worth in some produc- tion engines or are close to being introduced in production. For example, the rotating nose cone, the fan and the fan casing for the GEnx engine are made of carbon fiber-reinforced plastic. Sikorski: “Composites can also be used for plugs, cable clips, levers or seals.” The fibers used for these parts are consider- ably shorter than those required for larger components such as the fan blades, so that these parts can be produced using the cost- effective injection molding process. The cur- rent temperature limit for fiber-reinforced plastics is around 260 degrees Celsius. In future, the use of optimized resin mixtures to bond the fibers will permit the operating temperature range to be expanded to 300 to 350 degrees Celsius. But that’s about the ceiling for plastics, the MTU expert explains. An EJ200 experimental rotor made from carbon fiber-reinforced plastic.

Fiber-reinforced ceramics offer a markedly high and the quality achieved was inade- improved high-temperature resistance but quate,” materials expert Esslinger recalls. It Ceramic matrix composites practical applications are not in sight as yet. was therefore decided to keep track of fur- These high-tech materials consist of ceramic ther developments for the time being. Now In fiber-reinforced ceramics, also fibers which are embedded in a matrix of the that fiber-reinforced ceramics have found known as ceramic matrix composites same material. Micro-cracks cannot propa- their way into the automobile industry, “their (CMC), silicon carbide (SiC), carbon gate as easily as in normal ceramics; their production has been brought under control, (which is counted among ceramic growth is blocked by the fibers. “This way, the although component costs remain very materials here) and aluminum oxide

otherwise highly brittle material is rendered high,” Sikorski explains. He believes that the (Al2O3) are used as fibers. The matrix quasi-ductile, which makes its failure behavior technology will be matured for production can likewise consist of SiC, Al2O3 or more predictable,” explains Professor Dr.-Ing. use in the engine industry within the next mixtures of Al2O3 and silicon dioxide Walter Krenkel of Bayreuth University’s de- five to ten years and that some metallic (SiO2). partment for ceramic materials. materials will gradually be replaced with ce- ramics. First candidates to be manufactured During the production process, the To become a potential alternative to superal- from the new material will be stationary com- fibers are first fixed in place in the loys, fiber-reinforced ceramic materials still ponents, such as casings or vanes. component mold. The matrix material need to be further optimized in terms of is then added using various tech- rigidity, heat resistance, wear properties and The effort can only be successful if suppliers service life. Their main advantage lies in the and research institutes cooperate more low specific weight. “We are talking about a closely and with greater focus, and if they factor of three as compared with nickel-base are adequately sponsored, the composites alloys. That’s worlds apart in materials engi- specialist is certain. MTU already plays a neering,” confirms Dr. Jürgen Göring, an major role in pushing developments. Co- expert for fiber-reinforced composites at the operation in the field of fiber-reinforced German Center (DLR). What’s ceramics already exists with Professor more, the ceramic materials can cope with Krenkel’s department, for example, and dis- temperatures 150 to 200 degrees Celsius cussions are underway with the DLR’s mate- higher than the nickel-base alloys can with- rials specialists. “So we are well positioned stand. for the future,” says Esslinger. Brake disks made from CMC materials are mainly used on luxury-class sports cars. MTU had investigated this class of materials as early as the 1990s. “Back then, the manu- For additional information, contact niques. The material was first used to facturing costs in particular were still too Dr. Jörg Esslinger a wider extent in the automobile indus- +49 89 1489-4691 try for the CMC brake disks of luxury- < Inner rings made from carbon fiber-reinforced For further information on this class cars. plastic weigh 60 percent less than conventional article, go to rings in a titanium alloy. www.mtu.de/110Composites

22 Technology + Science 23 After three and a half years of negotiations, viding depot maintenance, engineering, field The KC-10 is powered by three CF6-50C2 the U.S. Department of Defense finally an- service support and engine condition moni- engines, which generate 233.31 kilonewtons nounced on October 1, 2009 that the con- toring.” The work will be carried out primarily of thrust each. Heck continues: “In the past MTU support for the tract to maintain the KC-10 fleet had been at MTU Maintenance Canada in Vancouver, it was the manufacturers—General Electric awarded to Northrop Grumman and its part- though some tasks will also be assigned to and Boeing—who maintained this fleet of air- ners—among them MTU Maintenance. The MTU Maintenance Hannover. craft and engines, which are now at least 20 contract has a term of six years (with the years old.” Boeing had taken on responsibility “flying gas station” option to extend it by a further three years) The McDonnell Douglas KC-10 Extender is a for airframe maintenance in 1997 when the and is worth a total of 3.8 billion U.S. dol- tanker and cargo aircraft that is deployed company acquired its smaller competitor lars. “MTU’s share will come to around 500 worldwide under the direction of the Air McDonnell Douglas. “When the new invitation By Bernd Bundschu million U.S. dollars over the initial six-year Mobility Command of the U.S. Air Force. It to tender was issued in June 2006, Northrop term of the contract,” says Christoph Heck, can simultaneously carry cargo, troops and Grumman decided to enter the race and They fly anti-terrorist missions and support humanitarian operations around the globe: The KC-10 Vice President, Marketing & Sales, The up to 161.5 tons of fuel. The “flying gas sta- began looking for partners to maintain the Extenders operated by the U.S. Air Force can simultaneously carry troops, cargo and fuel. They are Americas. “We will be responsible for main- tion” can even be refueled in flight, which CF6-50 engines.” powered by CF6-50 engines, for which MTU Maintenance provides service support. The company is a taining a total of 204 CF6-50 engines, pro- means that its range is practically unlimited. partner in the U.S. bidding consortium which recently won the contract.

24 MTU Global 25 was to set up a special shop in Louisiana to maintain the KC-10 aircraft.

Induction of the engines is now being super- vised by a cross-location project team. The work will be split between the Vancouver and Hannover locations. All the CF6-50 engines of the KC-10 tankers are delivered to MTU Maintenance Canada, based in Richmond, near Vancouver, to be stripped and inspect- ed. Once component repair has been carried out—an activity that is performed in collabo- ration with MTU Maintenance Hannover— assembly and testing are again carried out in Canada. Ralf Schmidt, President and CEO of MTU Maintenance Canada, expects around 40 shop visits a year during the initial con- tract term of six years. According to Schmidt, adherence to the contractually agreed turn- around times will be an important criterion for an extension of the contract: “The U.S. Air Force has high expectations regarding turnaround times and requires us to continu- MTU Maintenance Canada has adopted the flowline concept in its shops. ously improve our performance. This will cer- tainly not be easy, but our team is well pre- compressor. One of the first additions to the stationed at McGuire Air Force Base in New pared and has the necessary experience to CF6 engine family was the CF6-50 for the Jersey and 27 at Travis Air Force Base in rise to the challenge.” , Boeing 747 and McDonnell California. Douglas DC-10/KC-10. The three-engine For additional information, contact The CF6 is a two-spool turbofan engine for KC-10 Extender took off for its maiden flight Daniel Watson medium- and long-haul wide-body aircraft. on July 12, 1980. Between March 1981 and +1 604 233-5700 MTU has been a partner in this General April 1990, McDonnell Douglas delivered a For interesting multimedia services Electric engine program since 1972, manu- total of 60 units to the U.S. Air Force. Pres- associated with this article, go to facturing components for the turbine and ently, 59 of them are still in service, with 32 www.mtu.de/110Maintenance

Engine maintenance in Canada

MTU Maintenance Canada is the North nance Canada became a wholly-owned sub- CFM56-engines are inspected, repaired, American member of the MTU Mainte- sidiary of MTU Aero Engines in 2003. overhauled and tested. The company nance network of companies, the world’s repairs accessories and also offers LRU largest independent provider of commer- The MTU Maintenance shop is located in (Line Replaceable Units) management cial engine services. The company was Richmond, British Columbia, in close proxim- services, arranging for the repair of all founded in November 1998 as a joint ven- ity to Vancouver International Airport and em- units replaced within the scope of day-to- ture with Canadian Airlines (since ploys a staff of around 170 people. This is day flight operations. acquired by Air Canada). MTU Mainte- where General Electric CF6-50 and CFMI A KC-10 during air-to-air refueling.

MTU has demonstrated superb expertise in Commercial Officer at MTU Maintenance several times as a result of intensive con- maintaining this engine type, the company Canada. “The team was particularly success- tract reviews. “The reason the contract was having repaired and overhauled a total of ful in ensuring that we leveraged MTU’s scrutinized so closely is that a number of 1,400 CF6-50 engines at its maintenance extensive engineering and repair capabili- U.S. Air Force orders have recently had to be locations in Vancouver and Hannover since ties. Additionally, our history of delivering canceled as a result of government audits,” 1981. To prepare the bid for submission to CF6-50 engines for our commercial cus- Watson explains. Northrop Grumman and its the U.S. Air Force a special team was set up, tomers with world-class performance and partners, which also include Chromalloy and which was composed of employees from on-wing times was highly appreciated by the AAR Corporation in the United States, were both Vancouver and Hannover. “That was a Air Force.” ultimately awarded the contract to maintain fantastic example of sales, engineering and the KC-10 fleet because they had submitted production teams working together at differ- The contract award was initially scheduled the most appealing overall concept. One of MTU Maintenance Canada’s facility is located in the vicinity of Vancouver International Airport. ent locations,” recalls Daniel Watson, Chief for 2008, but the decision was pushed back the promises that Northrop Grumman made

26 MTU Global 27 New power The F-4 is in service all around the world, different solution was required, and was spare parts. GE set about finding a partner and some of these aircraft have notched up indeed found—in the desert, or, more pre- for the job, and issued an invitation to ten- a very impressive 10,000 flight hours. How- cisely, in the U.S. state of Arizona. der in February 2008. MTU Aero Engines for a legendary aircraft ever, neither the airframe, nor the J79 engine was ultimately awarded the contract—thanks manufactured by General Electric were origi- The U.S. Armed Forces store their disused to the company’s superb overall service nally designed to fly for so long. There are materiel at Davis-Monthan Air Force Base package and global market presence. By Patrick Hoeveler only a few suppliers left these days, and the near Tucson. The dry climate and hard Mutalle Ulucay, who is responsible for J79 manufacture of new parts has practically ground make the site an ideal location for business development at MTU, says: “We’re come to an end. As a result, it is becoming the 309th Aerospace Maintenance and a one-stop shop for our customers, offering ery few fighter jets have proved as enduring as the McDonnell Douglas F-4 Phantom II. Even its V increasingly difficult to maintain the almost Regeneration Group (AMARG). Hundreds of everything, including modifications and designers probably never dreamed that around 500 of these aircraft would still be in service more legendary engine, of which nigh on 17,000 Phantom jets are stored there, wingtip to repairs. Our reconditioned parts are as good than 50 years after the fighter first took to the sky. Back in the early 1960s, MTU Aero Engines began units were produced. Phantom operators wingtip, and the desert base is also home to as new, and meet or even exceed all the manufacturing General Electric’s J79 engine under license. Now the company is doing its bit to keep have repeatedly asked GE to resume manu- around 800 J79 engines, some of which are technical specifications laid down by the the F-4 Phantom II flying well into the next decade, retrieving usable or repairable spare parts from facturing spare parts, but since production known to have flown very few hours since U.S. Air Force.” J79s ex aircraft parked in the desert. ceased a long time ago, that would involve their last overhaul. It therefore seemed an significant relaunch costs. Consequently, a obvious solution to use the best of them for

28 Products + Services 29 That proved the decisive factor. In May 2009, President, Maintenance, Assembly and Pro- and Repair Support (TIGERS Group). GE and MTU signed an exclusive agreement duction Services at MTU. “By investing just a Phantom operators hold regular meetings The Phantom, a true covering 228 engines with an estimated sales little time and effort, we can repair parts at a with industry to exchange ideas and solve workhorse potential of 100 million euros. An option to fraction of the cost of an original part.” problems; MTU hosted the most recent of extend the contract to 450 is also these—the TIGERS Provisioning Conference— It’s a record that looks set to stand for on the table. Less than two months later, the There’s certainly no dearth of J79 engine ex- in October 2009. The project to recover and a long time yet: With a total of 5,195 first J79s, bought back from the Pentagon by perience in Munich. MTU began manufactur- recondition J79 spares has been welcomed aircraft having rolled off the produc- GE, arrived in Munich after a long journey ing the J79 under license back in 1961 and by all, and South Korea has already received tion line, the McDonnell Douglas F-4 from the desert. All import and export regu- the engine ultimately became the company’s the first parts, including exhaust Phantom II is no doubt the most suc- lations, as set out in the German War Weap- biggest post-World War II program. In total, ducts and rear compressor casings. There’s cessful fighter jet in the Western ons Control Act, are being strictly observed. the plant manufactured 1,135 engines for the no need to stop at the J79, either: Other pro- world. It was built over a period of 21 Starfighter and Phantom—and maintains pulsion systems could also be suitable can- years and was the first fighter to be On receipt of an engine, MTU experts first them to this day. Neumeier continues: “Since didates for similar recovery projects—for flown by the U.S. Navy, Air Force and conduct a thorough external examination. 1965, we’ve carried out 6,871 repairs. example the T58, which powers various air- Marine Corps. Its maiden flight took They then take it apart, clean the individual Damaged components can be restored to craft including the Sea King helicopter. There place in St. Louis on May 27, 1958. components and inspect them for cracks The J79 engines from the Arizona desert are dismantled at MTU in Munich. The work is performed on the basis almost any depth of repair.” Every recondi- are stocks galore in Arizona’s desert. Although a number of air forces have before making their disposition. “Good parts of a harvesting list drawn up jointly with GE. tioned spare part is released to service for at gradually replaced their fleets with can be re-used immediately, while those in least one additional cycle of 1,200 operating more modern aircraft types, it is esti- poor condition are segregated or repaired,” to 150 tend to be parts that require repair.” having determined whether the repair is hours, after which the next maintenance is mated that around 500 Phantoms are explains Ulucay. “Jointly with GE, we’ve The process from incoming inspection to worth the cost and effort. The range of pos- due. And naturally, all reconditioned compo- still in service in six different countries. drawn up a harvesting list for all the parts major inspection takes about four weeks per sibilities is enormous. “We can repair cracks nents are issued with the standard warranty For additional information, contact that operators have repeatedly requested. engine. in casings using welding techniques, or com- for up to 200 operating hours or one year. Mutalle Ulucay Depending on the engine condition and pletely replace struts in the turbine exit case +49 89 1489-9269 demand, we’re recovering as many as 1,400 GE will place an order for the maintenance and restore the blades to their original di- GE remains the legal owner of the parts, For interesting multimedia services out of the total of 6,000 part numbers that work to be undertaken using approved repair mensions by build-up welding of the blade which can only be sold on to members of the associated with this article, go to make up a single J79 engine. Of those, 140 processes on a case-by-case basis, after tips,” says Herbert Neumeier, Senior Vice Technical Integrated Group for Engineering www.mtu.de/110J79

A Phantom operated by the German Air Force.

Today, the largest numbers of these aircraft are flown by Turkey (around 140) and South Korea (125), closely followed by Japan (roughly 100). Although Germany’s Phantoms, which are currently in service with Fighter Squadron 71 “Richthofen”, are likely to be phased out in 2014, those operat- ed by Greece could well continue fly- ing a little longer. The Phantom also appears on the Egyptian Air Force’s inventory of aircraft; as the only oper- ator that is not a member of the TIGERS Group, that country receives no support from the organization. Ultimately, both South Korea and Turkey would like to keep the “Rhino”— as the F-4 is sometimes affectionately nicknamed by those who fly in her—in active service until 2020 and beyond.

Japan still operates a fleet of around 100 Phantom jets. The containers are carefully opened and the engines removed and inspected.

30 Products + Services 31 A customer almost from day one By Nicole Geffert

“A professional, constructive and reliable partnership” is how André Sinanian, CF34 Program Director at MTU Maintenance Berlin-Brandenburg, describes his company’s business rela- tionship with Adria Airways. The airline was the first customer to have its CF34 engines main- tained by the Ludwigsfelde-based company after the shop in 2002 became the world’s first independent MRO provider to obtain a license from General Electric for the repair and over- haul of the CF34 family of engines. The exclusive deal now inked to also cover the airline’s CF34-8s represents another major boost for the cooperation.

MTU Maintenance Berlin-Brandenburg in Ludwigsfelde provides service support for the entire CF34 family.

Adria Airways also operates a maintenance Kalina and Sinanian both agree that cooper- For additional information, contact and repair shop of its own. Having obtained ation with Adria Airways is very constructive: André Sinanian +49 3378 824-7235 Part-145 approval from the European Aviation “It has been a pleasure for us working with Safety Agency, the company is now author- the same people for so many years. That is For interesting multimedia services ized to maintain its own and other carriers’ one of the key reasons why we expect this associated with this article, go to www.mtu.de/110CF34 aircraft. Given Adria Airways many years of successful partnership to thrive for many experience in the field, Canadian aircraft years to come.” manufacturer Bombardier Aerospace chose the airline as the maintenance facility for its Canadair Regional Jets, and is more than sat- isfied: “According to figures from Bombardier Aerospace we have logged the highest dis- patch reliability rates for aircraft of the The new fly-by-hour contract for the CF34- its base in Ljubljana. Its fleet of aircraft Adria Airways from MTU’s Hannover location CRJ100/200 series. Bombardier Aerospace 8C5 fleet was signed in March this year. notches up 250 flights a week, and its char- for the last 13 years. “We were pleased when has awarded us its Annual Airline Reliability Apart from comprehensive maintenance ter flight offerings vary according to season Adria decided to have its CF34 engines main- Performance Award for 2007 and 2008,” services, it also covers on-site support by and primarily include destinations in the tained by MTU Maintenance Berlin-Branden- says Roman Lasic, V.P. Maintenance and the CF34 Mobile Repair Team and the provi- Mediterranean area. burg.” The airline was the Ludwigsfelde Engineering. “At the Adria Airways Mainte- sion of spare engines. “We are currently pro- shop’s launch customer for the CF34. nance Center we have also successfully viding support for the 15 CF34-3s powering The origins of the successful collaboration entered the market for maintaining aircraft Adria Airways’ Bombardier CRJ200 regional between Adria Airways and MTU date back The fleet operated by Slovenia’s flag carrier of the Airbus A320 family, and we are con- jets, as well as for the ten CF34-8s for their to the 1990s when the airline placed its first now comprises a total of 12 aircraft: one stantly supplementing our operations with 90-seat CRJ900s,” Sinanian states. order with another MTU affiliate, MTU Main- Airbus A320, six Bombardier CRJ200, one new maintenance services and enhancing tenance Hannover. “Adria was the first cus- CRJ100 and four CRJ900 regional jets. Adria them through further training for our aircraft Adria Airways, Slovenia’s national airline, was tomer to send the V2500 engines powering Airways maintains a number of long-stand- mechanics.” In 2004, Adria was one of the founded as a charter carrier in 1961. In the its A320s to our shop for maintenance,” re- ing partnerships with European airlines, in first airlines to become IOSA (IATA Oper- 1980s, it began offering scheduled flights calls Andreas Kalina, Vice President, Market- particular with the German carrier Lufthansa, ational Safety Audit) registered after it suc- and became a member of International Air ing & Sales Europe/Middle East/Africa at and joined the Star Alliance network as a cessfully passed an audit that assessed the Transport Association (IATA). Today, the com- MTU Maintenance Hannover. The Slovenian regional member in December 2004. In Jan- airline’s operational management, control pany primarily serves scheduled flights to airline was also one of the first to fly the uary 2010, Adria transitioned to full Star systems, flight safety, and safety and security more than 25 European destinations from A320. Kalina has been providing support to Alliance membership. in general. Repair of a CF34 engine.

32 Products + Services 33 Speed records have always had a special that he himself has held the world land topped the previous record by a staggering fascination for the British. “Britain has held speed record since October 15, 1997. 130 mph, or more than 20 percent—the big- the record for a quarter of a century,” ex- gest-ever margin since Roaring through the plains . “This country has held He broke the record in his ThrustSSC vehicle attempts began. But Green is fully aware the World Land Speed Record for longer in the of , achiev- that his success won’t last forever; at least than any other country put together, since ing an incredible speed of 763 mph and be- three teams have been hot on his heels for the first record was set in 1898.” A Royal Air coming the first human being to break the years. In his own words: “There’s nothing desert at 1,000 mph Force fighter pilot with decades of experi- on the ground. In the long his- quite like the promise of losing it—or actually ence on missions all over the world, he cur- tory of land speed records, which has been losing it—to keep us focused on getting the rently works for the British Ministry of dominated by British and American drivers, record back... and we’re not going to let it By Andreas Spaeth Defense (MoD). What he doesn’t mention is his achievement stands out because he go without a fight!”

Already a spectacular performer in the skies, the EJ200 engine powering the Eurofighter Typhoon is now set to become one on terra firma as well. Next year, British fighter pilot Andy Green wants to set a new land speed record with his supersonic vehicle Bloodhound SSC, accelerating from 0 to 1,000 miles per hour in 40 seconds. And, the car being powered by EJ200 engines, he might just suc- ceed. In Britain, this latest attempt at the land speed record is part of an official mission to inspire young people to pursue careers in technology and engineering.

34 Report 35 achieved, something radically different was needed.” No one on earth has ever got any- where close to reaching the 1,000 mph mark. Even the official air speed record at low alti- tude (which is no longer competed for) is only 994 mph. “For that reason we are exploring the potential of jet + rocket combi- nation,” says Ayers. Lord Drayson, then Minister for Defense Equipment and Sup- port, agreed to support their plans.

Drayson supplied the team with three EJ200 engines that had flown in flight testing of the Eurofighter Typhoon and didn’t have many flight hours left, according to Mark Chap- man, Senior Design Engineer at Bloodhound SSC. The necessary thrust could have been achieved with just two EJ200 engines, but then the air intake would have been too big. The EJ200 engine, which powers the Eurofighter Typhoon, in a pole position. The original concept had called for a twin- rocket configuration, but would not have Repair of the EJ200 engines is performed at MTU in Munich. At the moment, Green is fighting a campaign putting up the lion’s share of the project’s allowed sufficient control of the thrust. You of epic proportions to shake off his pursuers budget—the rest has yet to be found. The can only start the rocket cycle with the push by setting a phenomenal new record. The mission, launched by Minister of State for of a button, whereas the engines can be A powerful engine ters,” says Klaus Günther, EJ200 Program easier,” emphasizes Günther. The EJ200 attempt is likely to take place next year on a Science and Innovation Lord Paul Drayson, carefully controlled using a throttle pedal, Director at MTU in Munich. delivers a maximum thrust of 60 kilonew- stretch of dried-up salt bed in the northwest himself a former race car driver, is clear: according to the chief engineer. Eurojet’s EJ200 is an innovative two-spool tons, or 90 kilonewtons reheated. Weigh- of South Africa. In a unique vehicle made of “Drayson wanted a new iconic project with turbofan that powers the Eurofighter Germany’s leading engine manufacturer sup- ing in at 990 to 1,035 kilograms, the en- titanium and carbon fiber, Green plans to top parallel school activities to inspire a new What Chapman particularly likes about the Typhoon in pairs. “The engine was spe- plies the low-pressure and high-pressure gine is light enough for the Bloodhound his existing record by more than 31 percent. generation of school population to consider EJ200 is the fact that all its parameters are cially designed with interceptor missions compressors for this powerhouse, as well as SSC, which will roll up to the starting line “The target... is to get as close as possible to becoming engineers,” explains project direc- monitored automatically. The EJ200 will ini- in mind and reaches its maximum output its electronic control and monitoring unit. with a total weight of 6,500 kilograms. 1,000 mph, and exceed that figure if we tor , who set his own land tially accelerate the Bloodhound from zero to at Mach 1.8 and an altitude of 11 kilome- “The latter makes the pilot’s job so much can,” explains Ron Ayers, a veteran engineer speed record of 633 mph in Nevada in 1983. 80 mph; then the will be acti- and chief aerodynamicist for the project. He At the moment, Britain is suffering from a vated, kicking in at 130 mph. At 320 mph, also coined the name of the project—Blood- severe shortage of engineering graduates, Green will ignite the Falcon rocket, its impact parachutes and wheel brakes to slow the For additional information, contact hound—after a surface-to-air missile he and the attempt at the record, in conjunction being felt from around 440 mph onwards. vehicle down. By the time it comes to a Klaus Günther +49 89 1489-3308 helped to develop during the Cold War. with science and technology school projects, The equivalent of almost 135,000 horsepow- standstill, the Bloodhound will have covered is designed to drum up enthusiasm for sci- er, or 1,800 compact cars, will catapult the a whole of ten miles—in just 85 seconds. For further information on this article, go to This record hunt is not just one of the usual ence and technology. vehicle to its maximum speed of 1,050 mph. That’s the theory anyway. In practice, no one www.mtu.de/110Bloodhound pastimes of the idle rich; nor will the 11 mil- That’s about the length of four football pitch- has any idea how the vehicle will behave at lion euros needed for it come out of the petty Ayers describes the task they have set them- es per second and, depending on the tem- speeds this high. “That’s unknown territory,” cash of some adventure-seeking billionaire selves as “certainly a formidable challenge”: perature, around 1.4 times the speed of says Chapman. like the late Steve Fossett, who also had his “When we commenced the Bloodhound SCC sound. After that it’s up to the airbrakes, sights set on the world land speed record. project, it was clear that, if we were to make This time it is Britain’s Department for a really big increase on top of the 763 mph Business, Innovation and Skills along with several of the country’s universities that are

36 Report 37 Masthead Fiscal 2009: business results fully in line with forecasts Republic Airways bets on geared turbofan Editor MTU Aero Engines GmbH Last year was not an easy one for MTU Aero plained: “I am delighted that MTU achieved a and the EBIT adjusted to 292.3 million euros, New contract win for the geared turbofan: Republic Airways has signed a purchase Eckhard Zanger Senior Vice President Corporate Communications Engines. “The global economic and financial solid performance in 2009, meeting all quan- which is slightly higher than the upwardly agreement with Bombardier for 40 CSeries aircraft and has taken out options on up to and Investor Relations crisis, coupled with the persistently strong titative targets. We have laid the foundations revised forecast of approximately 290 million 40 additional jets. The twin-engined airliner is exclusively powered by Pratt & Whitney’s euro and reviving oil prices, has left its marks for a stable development in this year.” euros. Net income amounted to 141.0 million PurePower® PW1000G engine. MTU Aero Engines has a major stake in this innovative, Editor in chief Heidrun Moll on our industry,” summed up Egon Behle. At euros and, at 120.2 million euros, the free next-generation propulsion system. The overall contract covers more than 160 engines; Tel. +49 89 1489-3537 the company’s annual press conference held MTU has fully met its business forecasts for cash flow was 20 percent higher than the for Germany’s leading engine manufacturer, it could translate into sales of over 200 mil- Fax +49 89 1489-4303 [email protected] in late February MTU’s Chief Executive Officer the financial year 2009: The company’s rev- 2009 guidance. lion euros at list price. presented the results for fiscal 2009 and ex- enues amounted to around 2.6 billion euros Final editor Martina Vollmuth Tel. +49 89 1489-5333 Fax +49 89 1489-8757 MTU Aero Engines – Key financial data 2009 (Figures quoted in € million, calculated on a comparable basis, statements pre- [email protected] pared in accordance with IFRS. Figures calculated on a comparative basis apply adjustments to the IFRS consolidated results to exclude restructuring Address and transaction costs, capitalized development costs, and the effects of IFRS MTU Aero Engines GmbH purchase accounting.) Dachauer Straße 665 80995 Munich • Germany www.mtu.de MTU Aero Engines 2009 2008 Change Editorial staff Revenues 2,610.8 2,724.3 - 4.2 % Bernd Bundschu, Denis Dilba, Achim Figgen, of which OEM business 1,585.7 1,642.9 - 3.5 % Nicole Geffert, Patrick Hoeveler, Odilo Mühling, - 8.1 % Andreas Spaeth, Martina Vollmuth, Tobias von of which commercial engine business 1,053.7 1,146.3 Wangenheim of which military engine business 532.0 496.6 +7.1 % of which commercial MRO business 1,057.6 1,113.0 - 5.0 % Layout Jetstar Airways New representation Manfred Deckert EBIT (calculated on a comparable basis) 292.3 331.0 - 11.7 % Sollnerstraße 73 of which OEM business 229.2 279.9 - 18.1 % buys V2500 offices in the 81479 Munich • Germany of which commercial MRO business 65.3 54.6 +19.6 % U.S. and in China Photo credits EBIT margin (calculated on a comparable basis) 11.2 % 12.1 % MTU Aero Engines benefits from a big con- Cover Page: Airbus in the OEM business 14.5 % 17.0 % MTU Aero Engines has two new repre- Pages 2–3 Airbus, Copyright© Boeing, U.S. Air tract placed by Australian Jetstar Airways. Force, MTU Aero Engines photo in the commercial MRO business 6.2 % 4.9 % The wholly-owned Qantas Airways subsidiary sentation offices: The Shanghai office, archive Net income (IFRS) 141.0 179.7 - 21.5 % has ordered International Aero Engines (IAE) which was opened early this year, is Pages 4–7 Airbus, MTU Aero Engines photo Earnings per share (undiluted) 2.89 € 3.64 € - 20.6 % archive V2500 engines and concluded a contract for managed by Melody Liu, whose job it Pages 8–11 Copyright© Boeing, GE-Aviation, Free cash flow 120.2 123.6 - 2.8 % after-sales services. The total value of the is to coordinate the company’s various MTU Aero Engines photo archive Research and development expenses 230.2 181.6 + 26.8 % activities in China. Pages 12–15 Mitsubishi Aircraft Corporation, deal will be around 2.5 billion euros. Since MTU Aero Engines photo archive of which company-funded R&D 123.0 101.1 + 21.7 % MTU has a stake of approximately 11 percent Pages 16–19 MTU Aero Engines photo archive of which outside-funded R&D 107.2 80.5 + 33.2 % in the V2500, its share in the business will In Atlanta in the U.S. state of Georgia Pages 20–23 MTU Aero Engines photo archive Pages 26–27 U.S. Air Force, MTU Aero Engines Capital expenditure 140.3 293.7 - 52.2 % amount to some 270 million euros. Dr. Rainer Fink and his team market photo archive Dec. 31, 09 Dec. 31, 08 Change the full range of maintenance services Pages 28–31 German Air Force, Japan Air Self- offered by MTU Maintenance. Atlanta Defense Force, MTU Aero Engines Jetstar Airways has selected the V2500 to photo archive Order backlog 4,150.9 4,015.7 + 3.4 % power a new fleet of 50 additional A320 fam- was picked as the location for the new Pages 32–33 Bombardier, Jan Jeraj, MTU Aero of which OEM business 3,965.1 3,884.5 + 2.1 % sales office due to its proximity to the Engines photo archive ily aircraft, and has taken out options on Pages 34–37 BLOODHOUND Programme, MTU of which commercial MRO business 185.8 131.4 + 41.4 % engines for another 40 aircraft. In addition, home bases of all airlines, leasing Aero Engines photo archive Employees 7,665 7,537 + 1.7 % the airline has concluded an IAE aftermarket companies and other major industry Pages 38–39 Bombardier, Irkut, Jetstar Airways, MTU Aero Engines photo archive services agreement covering these engines, players in North and Central America. plus those installed on 44 V2500-powered Printed by A320s from the current fleet. EBERL PRINT GmbH Kirchplatz 6 Gold award for MTU Aero Engines 87509 Immenstadt • Germany Contributions credited to authors do not neces- sarily reflect the opinion of the editors. We will MTU Aero Engines has achieved gold status, The award presentation took place at MTU in not be held responsible for unsolicited material. the highest level in the supplier rating pro- Munich in early March. It was part of a cere- Reprinting of contributions is subject to the editors’ approval. gram of Pratt & Whitney’s parent United mony witnessed by senior Pratt & Whitney Technologies Corporation (UTC). The UTC Canada and MTU officials to celebrate a Supplier Gold Award is given every year to major milestone: the delivery of the 5,000th select suppliers and partners. The criteria low-pressure turbine for the PW300 and used to evaluate suppliers include superior PW500 series of engines. MTU holds stakes quality and delivery performance, and cus- of up to 25 percent in these two programs; MTU CEO Egon Behle (left) and Pratt & Whitney tomer satisfaction. the propulsion systems power mid-size to Canada President John Saabas during the award large business jets. presentation ceremony. A bestseller also in Australia: the V2500 on the wing of an A320 from Jetstar Airways’ fleet.

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