An Engine Trio with a Common Core

Winter 2008/ Spring 2009

An engine trio with a common core

MTU Aero Engines Holding AG Dachauer Straße 665 80995 Munich • Germany Technology + Science Customers + Partners Reports Tel. +49 89 1489-0 Fax +49 89 1489-5500 www.mtu.de Engines that have got GE38 breakthrough Mission accomplished what it takes Contents Editorial

Cover Story Dear Readers:

An engine trio with a common core 4 - 7 The global climate debate essentially re- Ground and flight testing leave little doubt volves around two issues: fuel consumption we’re on the right track. The test output Technology + Science and carbon dioxide emission. The latter is makes the targets—15 to 20 percent less fuel directly related to the fuel burn, and we are burn and carbon dioxide emission, and half Engines that have got what it takes 8 - 9 challenged to reduce both. In view especially the perceived noise—appear realistic enough. Reduce emissions, enhance 10 - 11 An engine trio with a common core of current oil price trends, public opinion and The data won over launch customers competitiveness airlines are urging for fuel-thriftier and hence Mitsubishi and Bombardier. Their new Pratt & Whitney PurePower™ engines deliver step-change improvements: pure cleaner engines. There’s still another type of regional jets will fly in 2013, when the geared power, low fuel burn and less noise—not sometime in 2016 or 2020, but now. emission, though, that must not be neglected turbofan engine will be able to demonstrate MTU Global Page 4 in the environmental protection effort, and its excellence also in revenue service. Airbus, Always on call 12 - 13 that is aircraft noise. It’s a quality-of-life nui- too, is impressed with it and currently con- Engines that have got what sance and, too, needs cutting drastically. ducting flight tests of the PW1000G on the wing of one of its A340s. Customers + Partners it takes The Advisory Council for Aeronautics Re- GE38 breakthrough 14 - 17 MTU Aero Engines has taken a stake in search in Europe (ACARE) isn’t the only voice MTU and Pratt & Whitney are united in the Pratt & Whitney Canada’s upcoming demanding aircraft noise to be cut in half by view that the geared turbofan is the only Forever young 18 - 21 PW810 program. The engine is targeted 2020. For local residents and airport opera- engine concept that promises appreciable at the top end of the business jet mar- tors, for instance, aircraft noise is the clincher fuel burn and carbon dioxide reductions and Products + Services ket and will power the Cessna Citation in airport expansion plans. It is a perennial at the same time meets the widespread re- Columbus and other aircraft. Page 8 theme also in nighttime curfew discussions. quirement for low engine noise levels. It is Engineering art in the best of all 22 - 25 Concepts for future aircraft engines, there- going to win the battle and prove us right. possible test environments GE38 breakthrough fore, must necessarily focus on lower fuel burn and associated carbon dioxide emission Sincerely yours, Reports MTU Aero Engines has taken a stake in in conjunction with massive noise reductions. the GE38. The helicopter engine con- Bird versus aircraft 26 - 27 tract ushers in a new era for the com- At MTU and our partner Pratt & Whitney, Mission accomplished 28 - 31 pany: for the first time, it acts as a de- we’re betting on an engine concept that in velopment participant in a U.S. military our estimation best satisfies those needs: engine program. Page 14 the geared turbofan engine. Development of Anecdote this engine is in full swing. Its priceless 32 - 35 The Red Bull flies Alpha Jet advantage is that the enabling technologies Egon Behle are already on hand, so that a full-fledged Chief Executive Officer Mission accomplished demonstrator engine was built and put to In Brief 36 - 39 flight testing at very short notice. Each year, the U.S. Air Force is conducting its aerial warfare exercises, some of Masthead 39 the biggest the world has ever seen. Taking part in them for the first time in June 2008 were modified Eurofighter Typhoons of the United Kingdom’s Royal Air Force (RAF). Page 28

2 3 Pure power, low fuel burn and less noise is fan configurations, as indicated by the letter which is high-speed for the MRJ and CSeries what the new engine trio from the United G adjunct. Completing the trio is the un- and conventional speed for the Citation. States intends to deliver. MTU Aero Engines geared PW810C to power the Cessna Production of first long-lead items like the holds a 15 percent stake in each of the three Citation Columbus business jet. castings for the low-pressure turbine nozzle An engine trio with engines. Front and center is the geared tur- vanes and the blanks for the integrally bladed bofan engine concept. Two members of the For the PW810 and PW1217G, MTU has al- rotors has already been initiated. The two en- new engine family are to enter service in ready inked 15-percent-workshare con- gines are scheduled to make their first run 2013; the PW1217G on the Mitsubishi Reg- tracts. Germany’s leading engine manufac- next year. ional Jet (MRJ), and the PW1524G on the turer will provide the first four stages of the a common core Bombardier CSeries. They are geared turbo- high-pressure compressor, plus the turbine,

By Patrick Hoeveler

It was with obvious pride that Steve Finger, Pratt & Whitney President, announced the launch of a new generation of engines at the 2008 Farnborough Airshow: “Airlines and business aircraft customers want pure engine solutions that deliver economic and environmental benefits without compromises. Pratt & Whitney PurePower™ engines employ game-changing technologies to deliver step-change improvements.” All of which is going to happen not sometime in 2016 or 2020, but now.

4 Cover Story 5 The nod for the new Bombardier business jet was given also at the Farnborough Airshow: Comparision of noise footprints at Munich Airport after Lufthansa had issued a letter of intent for a 30-aircraft buy, Bombardier announced the long-awaited launch of the CSeries and green-lighted detailed development work to begin on the engine worldwide. MTU will start parts production for the PW1524G in early 2009.

“For the CSeries, we’re looking to participate on about the same scale as for the other two programs, and we expect to wrap up negotiations with Pratt & Whitney before the year is out,” explains Dr. Christian Winkler, who heads new business development at MTU. “With that, we’re steadfastly continuing our strategy, which focuses on the turbine and high-pressure compressor areas.” Taken over the life of the program, he is figuring on 2,800 engines worth six billion euros in revenues to MTU.

The rising price of oil attracts the growing interest of airlines in the geared turbofan SEL (sound exposure level) contours of a Boeing 737-800. configuration. That’s where the promising results of flight tests on a geared turbofan demonstrator based on a PW6000 core engine (that is, using a PW6000 high-pressure compressor, combustor and high-pressure turbine) come in handy. The tests on the wing of a Pratt & Whitney-owned Boeing 747SP began on July 11, 2008, out of Plattsburgh, New York. By August, 12 flights had been completed and a total of 43 flight hours were logged. The test schedule included maximum power takeoffs, flights above an altitude of The CSeries—Bombardier’s new business jet family. 12 kilometers, relighting in flight, rapid load alternations and extreme flight maneuvers, as at high angles of attack. Winkler said: “During the trials, efficiency and noise targets were Shared core hit.” The 12 to 15 percent fuel burn reduction The salient feature of the new PurePower™ they fitted MTU-patented brush seals for bustor, too, are essentially similar types. eyed for production geared turbofans ap- engine family is the common core its mem- better sealing integrity and hence im- pears feasible. bers share, the core consisting of high- proved efficiency. The core engine for the CSeries uses up- pressure compressor, combustor, and high- scaled hardware. “Put in a nutshell, you The engine also seeks to reduce noise levels pressure turbine. Dr. Christian Winkler, who heads new busi- blow up the blueprints and then figure by 24 decibels. “That item has been the sub- ness development at MTU, notes: “On the whether the design is feasible from the ject of several discussions we’ve had with Noise footprint of a Boeing 737-800 powered by geared turbofan engines. The heart of the engine beats in its eight- engines for the MRJ and Citation Colum- structural mechanical aspect or needs representatives from Frankfurt and Munich stage high-pressure compressor, which bus, the compressors are essentially the tweaking a little. Development character- airports, who took a great interest in the sports several innovations: this is the first same, also in size, except that inlet and istics remain unchanged, nonetheless,” geared turbofan,” said Winkler. Pratt & Whit- focus of the flight trials Airbus started in For additional information, contact time a compressor is a 100 percent blisk outlet conditions and rotary speeds vary. assures Winkler. ney experts issued impressive projections of September in Toulouse, France. They are Dr. Christian Winkler +49 89 1489-8663 construction. Its designers used 3D aero- The compressors are designed to make the noise footprint of an Airbus A319 and made on the wing of an A340 and scheduled dynamic code and replaced conventional these variations negligible in terms of effi- In this core engine Pratt & Whitney and Boeing 737 class aircraft: when fitted with a to last 75 hours. For interesting multimedia services bolted rotor connections with interlocking ciency, so what you’ve got here is a trade- MTU hope to have found the gateway to a geared turbofan, the 75-decibel footprint at associated with this article, go to: www.mtu.de/208PW1000G joints. For the rear compressor stages, off between production and development new prosperous engine family. takeoff from Munich decreases 72 percent. novel materials were used, such as pow- costs on the one hand and efficiency on This helps mitigate the noise perceived by dered metals. In the first stage, additionally, the other.” High-pressure turbine and com- local residents and moreover cuts climb time and, hence, costs. The noise issue also is the

6 Cover Story 7 The PW810 will power heavy business jets, such as the Cessna Citation Columbus.

the focus is primarily on low manufacturing and life-cycle costs,” Wiedra says. That ap- proach pays dividends also later in operations, “taking time and cost out of engine maintenance” and resulting in an especially robust and long-lived engine. The PW810 scores big also in terms of noise and emission reductions. In oxides of nitrogen, it comes in fully 50 percent below Inter- national Civil Aviation Organization (ICAO) standards, and up to 35 percent in carbon dioxide. On top of that, it is quieter than the noise level limit for this category.

The PW810 and the new PW1000G geared turbofan make up an expanded product fam- MTU’s low-pressure turbines and high-pres- As the only jet in its class this interconti- ily. Pratt & Whitney and MTU are producing sure compressors have for years been nental long-haul aircraft is to have a range of two versions of the PW1000G to power the among the finest in the global market. On 7,400 kilometers at Mach 0.8 and be the Mitsubishi Regional Jet and Bombardier the PW810, MTU brings its specific exper- largest ever made in the U.S. company’s CSeries. In all three engines, the core tise to the table, being responsible for the annals. Cessna is positive the Columbus is engine is much the same. The Common development, production and assembly of one of the most advanced, thriftiest and Scalable Core, as it is called, includes the the low-pressure turbine, the development cleanest business jets ever conceived. The combustor, high-pressure compressor and and production of four high-pressure com- aircraft will be the baseline of an entirely high-pressure turbine. Says Wiedra: pressor stages, plus a share in the engine’s new aircraft family and is slated for first “Business jets are flying higher and faster aftersale services. That adds up to a 15 per- delivery in early 2014. than commercial airliners, and that’s the Engines that cent aggregate stake in the program. “We reason why geared turbofans presently are figure on sales of five billion euros over the So far, Cessna has been serving the lower not the engines of choice in that application. life of the program, based on about 5,000 and middle segments of the business jet Preference accordingly still goes to conven- engines sold,” explains MTU’s Program market only. With tremendous success: in tional turbofans like the PW810. That en- have got what it takes Manager Martin Wiedra. 2007, at 1,272 deliveries, of which 387 were gine, however, will set new benchmarks in Citations—40 percent of them boasted MTU its class.” It is a likely candidate, therefore, The PW810 engine is scheduled for its first content—, Cessna posted a record year. The to power further new business jets. By Silke Hansen ground test in mid-2009 and for certification Citations are among the world’s hottest sell- two years after. Development is in full swing ing business jets. on either side of the Atlantic. Designed to elcome aboard: MTU Aero Engines has taken a stake in Pratt & Whitney Canada’s upcoming PW810 engine pro- For additional information, contact W deliver about 10,000 pounds of thrust, the Excelling in various areas at once, the gram and secured a role also in Pratt & Whitney’s new PW1000G geared turbofan engine. “The selection of MTU Aero Martin Wiedra engine is targeted at the top end of the busi- PW810, too, has what it takes to become a +49 89 1489-3354 Engines for these key technologies demonstrates our commitment to bringing world-class partners to the geared tur- ness jet market. Already it has been select- very popular item. “We’re coming up with a bofan and PW810 engine programs,” emphasized Robert J. Keady, Pratt & Whitney Senior Vice President of Sales & For further information on ed by Cessna for its new model, the Citation completely novel design. Apart from ad- Marketing, as he inked the contract at the ILA International Aerospace Exhibition in late May. this article go to: Columbus. vanced weight and fuel saving technologies, www.mtu.de/208PW810

8 Technology + Science 9 Ultimately, one or more demonstrators will be tested in each ITD domain for maximum ben- Clean Sky efit for a string of products. Clean Sky is to provide a package of innovative technologies The 1.6 billion euro, seven-year Clean covering all aspects of commercial aviation. Sky research project ranks among Europe’s largest concerted research Following two years of laborious negotiations, undertakings. Participating in it are 86 MTU in May 2008 became an associate mem- partners from 16 countries, with more ber in the engine domain (Sustainable And to join down the road. One half of the Green Engines – SAGE); in the fall, the con- budget is funded by industry, the tracts were inked and project work was offi- other by the European Commission. cially launched in Munich. The engine manu- The moneys are used to fund six dif- facturer is responsible for a demonstrator of ferent research domains. its own, with Avio and Volvo Aero coming along as partners. “First, we’ll develop con- ceivable concepts for our demonstrator,” “We’re currently working on the specifics of says Scheugenpflug. “Then in the fall of 2009, our project schedule,” says Scheugenpflug. we’ll tackle the design of specifically the “By 2012, we want our demonstrator to be on compressor and low-pressure turbine.” the test stand. So from the time aspect, our project share fits in nicely with our Claire Plans are for the continued enhancement of roadmap.” The latter, the Clean Air Engine the geared turbofan (GTF) engine, where fan program, is MTU’s long-term pilot concept for and turbine are decoupled from one another the development of commercial aircraft to run at their respective optimum speeds. engines to reduce, by 2035, carbon dioxide The first-generation GTF demonstrator in mid- emissions by as much as 30 percent in a August successfully completed flight testing three-phase effort. at Pratt & Whitney and is now undergoing testing under the wing of an A340 at Airbus. The second-generation GTF demonstrator to be developed under Clean Sky is specifically For additional information, contact targeted to power the successors to the Dr. Hermann Scheugenpflug Airbus A320 and Boeing 737 family aircraft +49 89 1489-6258 and provide another five percent fuel burn For further information on this article go to: improvement. www.mtu.de/208CleanSky

and the global climate debate, thriftier and quieter aircraft would additionally give Reduce emissions, European manufacturers a competitive edge. This in turn is supposed to have also non- European manufacturers jump on the band- enhance competitiveness wagon and develop cleaner technologies. Clean Sky takes its cue from the mandates of the Advisory Council for Aeronautical Re- By Bernd Bundschu search in Europe (ACARE), which demands that aircraft carbon dioxide emission and In modern society, air transport plays a pivotal role: it connects people and cultures globally and fos- noise levels be halved by 2020 and oxides of ters economic development. Then again, it burdens the environment and affects the global climate. nitrogen emissions be reduced fully 80 per- The Clean Sky joint technology initiative, in which MTU Aero Engines is actively involved, aims to make cent. While engines hold the most promise of European aircraft cleaner and hence more competitive. emission reduction, other areas, too, can and will have to contribute their bit. Accordingly, Clean Sky focuses on six different research What the European Commission hopes to takes longer than ten. The integrated ap- and bring products to market that much domains, so-called integrated technology achieve through its initiative primarily is proach of Clean Sky and the 800 million euro faster,” explains Dr. Hermann Scheugenpflug, demonstrators (ITD): SMART fixed wing air- speed things up. That makes sense: aircraft grants from the European Union are to hasten Director Technology Management at MTU. craft, green regional aircraft, green rotor- normally are in revenue service for 30 years technological development. “More develop- That would benefit not only the environment. craft, systems for green operation, eco- and developing new technologies usually ment funds will help us implement our ideas Against the background of rising fuel prices design, and sustainable and green engines. First-generation GTF demonstrator.

10 Technology + Science 11 Always on call – MTU’s mobile CF34™ repair teams

By Dr. Philipp Bruhns

Early next year, the City of Cincinnati in America’s tri-state region of Ohio, Indiana and Kentucky will become home to one of MTU’s mobile repair teams (MRT). From here, three mechanics will look after the CF34™ engines primarily of Air Wisconsin, one of MTU’s prime maintenance, repair and overhaul (MRO) customers. Previously, the MRT staff had exclusively been operating out of MTU Maintenance Berlin-Brandenburg in Germany’s Ludwigsfelde, supporting customers across the globe from there.

About 30 times a year, the mobile repair ex- reaches Ludwigsfelde, the MRT mechanics instance, they must have prior exposure to perts leave home, traveling the continents to gather whatever spare parts and tools they work on diverse engine assemblies and mod- fix damaged engines wherever they happen need and hop on the next plane out. ules, giving them full engine competence. to be. These experts are dedicated to provid- ing the finest of workmanship soonest pos- The MTU mechanics are poised for action “We do the smaller and bigger repair jobs sible, aware that aircraft squatting on the tar- 24/7 all year round. For CF34™ duty, a team during aircraft C-checks, which occur at 12- to mac with engine damage cost their operators includes four people, all specifically trained 18-months intervals. That way we don’t inter- For more complex work, like the replacement of modules, the engine is taken off the wing. a bundle. So the minute a damage report and skilled for the job. To be eligible, for fere with revenue operations between shop overhauls,” explains Katharina Meister. On- A textbook case for MTU’s mobile repair capa- Customers appreciate MTU’s flexible service: site jobs range from smaller boroscope bility came during the C-check of a Bom- “As an aircraft operator, the on-site services inspections to module replacement. “Aircraft bardier Canadair Regional Jet 200 (CRJ200) are a very important element of our mainte- On Ground (AOG) jobs are few and far be- operated by Cimber Air, a Danish regional air- nance strategy. MTU is not only a reliable tween, though,” says the customer support line; that was when in early August, in a Flybe and quick-responding partner when it comes representative at MTU Maintenance Berlin- maintenance hangar in England’s Exeter, a to AOG, the scheduled on-site maintenance Brandenburg. complete low-pressure turbine module and supports optimal on-wing times for our air- fan rotor module were replaced. craft engines,” says Swen Intemann, Chief General Electric’s CF34™ engine is a natural Engineering CRJ Fleet at Cimber Air. for on-wing repairs. Being the commercial Preparations for such repair missions are the cousin of the TF34™ powering the A-10 responsibility of customer support represen- Thunderbolt ground attack aircraft, the en- tatives like Katharina Meister: “It takes a gine offers the ready accessibility mandatory tremendous amount of organizing and paper- for military engines. “That makes it easier for work to make sure parts and technicians us and we pass the savings on to our cus- arrive on-site at the exact time agreed on For additional information, contact tomers,” emphasizes André Sinanian, who with the airline and airframe MRO provider.” André Sinanian supervises the CF34™ product line at In these preparations, swift and smooth +49 3378 824-72535 Ludwigsfelde, adding: “That’s why practically action again is of the essence, as it is for the For interesting multimedia services all airlines on our maintenance list are appre- actual work in the field. associated with this article, go to: ciating our mobile services.” www.mtu.de/208MRT

Exeter in the United Kingdom: MTU mechanic Stefan Geyer repairs a CF34™-3B1—on the wing of the aircraft. A Bombardier Canadair Regional Jet CRJ200 from Upon arrival in Exeter, the mobile repair team faced Takes a very close look: inspector Sven Tebus. Cimber Air’s fleet. typical British weather.

12 MTU Global 13 GE38 breakthrough

By Martina Vollmuth

At this year’s Farnborough Airshow, MTU CEO Egon Behle inked a contract that ushers in a new era for Germany’s leading engine manufacturer. With that contract, the company takes an 18 percent stake in the GE38 helicopter engine. “For the first time, MTU acts as a development participant in a U.S. military engine program,” enthuses Behle.

While the German engine manufacturer has boshaft engine to power heavy-lift helicop- been a production partner of General Electric ters. Additionally, the German engine builder in the U.S. military programs F404 and F414, has obtained licenses for maintaining, final it will now bring its development savvy to the assembling and testing GE38 models on the table as well, designing and building the proposed European heavy transport helicop- three-stage power turbine for the GE38 tur- ter (HTH).

14 Customers + Partners 15 First application of the new GE38 helicopter engine will naturally be a U.S. model, the triple-engine heavy-lift CH-53K of Sikorsky Aircraft Corporation. It is intended to re- place, beginning in 2013, the 156 CH-53E SUPER STALLION™ helicopters of the U.S. Marine Corps. The two partners in the engine, GE and MTU, assume there will be further export orders. The engine may find a home also on other military aircraft. In all, taken across the diverse helicopters and tur- boprops in question, the market is expected to potentially absorb 6,000 copies. Says Behle: “For MTU, this means revenues of about two billion euros over the life of the program of about 30 years.”

The GE38 engine delivers more than 7,500 shaft horsepower and bases on the U.S. Eurocopter design study of the proposed European heavy transport helicopter (HTH). services’ GE27 Modern Technology Demon- strator Engine program and the U.S. Navy’s of the European market,” says MTU’s Pro- For additional information, contact T407 turboprop engine. First component gram Director Rainer Becker. The engine is Rainer Becker +49 89 1489-6986 tests have already been made and given good scheduled to make its first run in early 2009. results. “Its foray into this program has posi- For interesting multimedia services tioned MTU ideally for future growth and put associated with this article, go to: www.mtu.de/208GE38 Sikorsky’s new heavy-lift helicopter CH-53K. it in pretty good shape also for the demands Long tradition MTU Aero Engines has a broad background armed services’ Sikorsky CH-53G transport The MTR390 was the first helicopter engine of experience with helicopter engines. Over helicopter. Those helicopters are still in serv- MTU co-developed and co-produced on its 100 years ago, already, its predecessor ice, their engines being repaired by MTU. own responsibility. Preceding this engine for companies equipped the first powered air- For missions in hot, dusty and high regions the Tiger were versions MTM380 and craft, fixed and rotary wing alike. In 1937, like Afghanistan, the Munich engine experts MTM385, which had been developed in a the Focke-Achgelis FW61 took to the air, in 2003 developed an update kit to qualify cooperative effort with France’s Turbo- powered by a Siemens-Halske SH14B. The the engines for such rough service. The last meca. When Rolls-Royce joined in, the engine Berlin-based company later was absorbed engines will be retrofitted before year-end. was re-designated MTR390. It completed its by BMW, MTU’s ancestor. first run in 1991. Meanwhile, it gave rise to In 1979, MTU began manufacturing the an enhanced version, the MTR390E, with After World War II, Daimler-Benz and BMW 250-C20 engine—formerly Allison, now Spain’s ITP coming in as a further partner. focused more closely on this type of engine, Rolls-Royce—for the PAH-1 antitank helicop- The Tiger helicopter is currently being with Daimler developing the DB720, which ter operated by the German army. phased in with the German armed forces. was tested on a Bell UH1 but never went into production. The BMW6002 was doomed similarly. In 1957, it indeed took off on the German Siemetzki helicopter, but likewise failed to make it into production. Nor did the two successor models, the BMW6012 and MAN Turbo 6022, make the grade, vanishing into limbo after their first flights.

And so it went until 1970 when MTU began building the T64 under license from General Electric. That engine powers the German Transport helicopter Sikorsky CH-53G operated by The Tiger helicopter is currently being phased in Powering the Tiger helicopter: the MTR390 turboshaft engine. the German armed forces. with the German armed forces.

16 Customers + Partners 17 Looking at the Phantom’s longevity and ro- of his first production aircraft, the FH-1, was what they needed, since it provided the Forever young bustness, it appears that McDonnell Aircraft which in 1946 was the first American jet air- necessary stability and yet kept the tail unit Company’s design engineers, headed by craft to operate off the deck of an aircraft out of the engines’ exhaust jet. In their tri- Herman Barkey, five decades ago did a very carrier. als, however, they encountered instability in By Patrick Hoeveler neat job. In late summer 1954, they showed the wing area, and not wanting to develop the U.S. Navy first blueprints of a F3H With a crew of two, and armed with Sparrow an entirely new wing, the engineers bent the Demon upgraded into a twin-engine fighter III missiles, the aircraft was to achieve mach wing tips up through 12 degrees. That gave 50 years, and counting: the familiar roar of Phantom engines will remain with us on many military airfields for bomber. The Navy brass was impressed with 2. For its final version, the designers were the Phantom its characteristic shape and many years to come. In Turkey, for instance, plans are to fly the McDonnell Douglas F-4 Phantom II through 2020, the jet and ordered two prototypes dubbed unable to arrange the elevator horizontally. “Double Ugly” nickname. and the German F-4F jets will probably keep flying through 2012, when they’re replaced by the Eurofighter. Until Phantom II, a name picked by the company’s After much fiddling about in the wind tunnel, then, MTU Aero Engines will continue to take care of the Luftwaffe’s J79 engines, the first large engine program in chief executive James McDonnell in memory they found that a 23-degree downward slant its corporate history.

18 Customers + Partners 19 J79—a milestone in MTU’s history “Today’s company basically dates back to the J79 license manufacturing program. The J79 marked the day engine manufacturing began at MTU,” says Karlheinz Koch. A former commander of reconnaissance wing AG 51 and Managing Director of Turbo-Union, he continues to add: “It was the J79 background that ultimately led to the RB199 for the Tornado.”

It all began when in 1959 the then BMW Triebwerkbau GmbH obtained a manufacturing license from General Electric for the J79 engine to power the German Lockheed F-104 Starfighter. In 1971, the J79 came to Ger- A J79 compressor. J79 engine assembly under the industry-military many to power the RF-4E reconnaissance cooperative model of engine maintenance. aircraft and by the time the engines for the Fighter wing 72 “Westphalia” in Rheine-Hopsten, too, used to fly Phantoms. Shown here are two aircraft during a maneuver exercise in Decimomannu, Sicily. F-4F were manufactured, the company even if it’s going on in years. Its 1,200-hour J79 program management. “We’re assisting already called itself MTU. With a production time between overhauls is beyond the wild- our customers in the phase-out of the The jet made its maiden flight on May 27, Add to that the airplanes destined to fly for Soon the F-4F was added to the Phantom workshare of 40 percent, the engine, desig- est dreams of the operators of modern com- Phantom weapon system and will be sure to 1958, out of St. Louis, Missouri, with Robert Germany a few years later. The Luftwaffe fleet. The fighter and fighter bomber versions nated J79-MTU-17A, became the first own bat aircraft engines,” he enthuses. keep the repair line intact.” Little at the controls. Barely two years later, leadership at the time was looking for a suc- had originally been intended as a stopgap product of MTU Motoren- und Turbinen- the Phantom bested several world records, cessor to the Starfighter reconnaissance air- solution since the inventory of the aging Union München, founded in 1969. Between Today, MTU’s J79 focus is on product sup- MTU’s Munich location has ceased manufac- setting the absolute speed mark at craft and finally settled on the RF-4E. The Starfighter had shrunk and the time to bridge 1972 and 1975, 448 engines rolled off the port and overhaul. In 2003, the J79 special- turing J79 parts. If parts are needed, sal- 2,585.086 kilometers per hour. People took Luftwaffe bought 88 RF-4Es for its AG 51 and until the MRCA, subsequently called company’s assembly line. ists chalked up their 2,500th overhaul. Co- vaged parts are taken, repaired items or notice. The U.S. Marine Corps had the F-4’s AG 52 reconnaissance wings. In Germany, Tornado, was fielded proved rather long. operation with the Luftwaffe, already close, ones bought in the global marketplace. highly promising fighter bomber capabilities the aircraft flew from 1971 to 1994. “The Germany bought 175 of the aircraft, which “Essentially, it was the Phantom and its J79 was further deepened by the adoption of the MTU’s J79 expertise is in demand also out- in its sights, and also the U.S. Air Force took Phantom is a totally reliable aircraft,” re- made it the second-largest Phantom opera- engine that catapulted MTU into the big industry-military cooperative model of J79 side Germany. Greece, for instance, is mul- a long hard look at the newcomer, finally members Karlheinz Koch, a former comman- tor, behind the U.S. In March 1974, fighter league,” notes Walter Roesseler, who is the engine maintenance in November 2005. ling adopting a modification MTU developed declaring it its standard fighter and tactical der of AG 51 und Managing Director of Turbo- wing 71 “Richthofen” at Wittmund took deliv- German National Quality Assurance Repre- “MTU remains a reliable partner of the to prevent cracks from occurring in the com- reconnaissance aircraft. So it became the Union, the RB199 Tornado consortium in- ery of its first F-4Fs. sentative at MTU. He has been working on German armed forces, but also of General pressor case. Turkey, too, is in dire need of first aircraft type flying with the three serv- cluding Avio, MTU Aero Engines and Rolls- the F-4 engine for 30 years. “The J79 is a very Electric, with whom we’re still having a repaired spare parts. The J79 still is a long ices. In June 1967, the production rate at the Royce. “For decades the standard combat Other nations, too, bet on the jet fighter: reliable engine and a very safe one to boot, license agreement,” says Kevin Rheindt from ways from being retired for good. McDonnell plant at St. Louis had soared to aircraft of the U.S. Air Force and Navy, this copy No. 5,000 went to Turkey, and the last 72 planes a month, or just about two and a veritable warbird so far is the Western of 5,201 aircraft overall was earmarked for half jets a day. World’s most successful post-World War II Japan, where on May 20, 1981, it was hand- aircraft.” ed over to the Japan Air Self-Defense Force. Further operators are Egypt, Australia (until 1972), Greece, the United Kingdom (until 1992), Iran, Israel (until 2004), Spain (until 2002), and South Korea. Stateside, in the 1990s, the aircraft’s career was coming to a close. Today, in the home country of the legendary fighter, F-4s are still seen only occasionally, revamped into unmanned aerial vehicles (UAVs). In Germany, the “Luftwaf- fen-Diesel”, so called on account of the smoke it trails behind it, will probably remain fielded for at least another four years.

For additional information, contact Kevin Rheindt +49 89 1489-7349 For interesting multimedia services associated with this article, go to: www.mtu.de/208Phantom

“Job well done”: specially painted Phantom of fighter wing 74 based in Neuburg on the Danube.

20 Customers + Partners 21 MTU has been running its Munich compressor test stand practically uninterruptedly Engineering art in the best of since early 2007, using advanced and con- tinuously enhanced data acquisition techniques. This is the crystal ball the company uses to gaze into the future of engines, run- all possible test environments ning component tests to check out advanced technology programs based on newly designed and engineered compressors and turbines. “Feeding into that effort are the in- By Denis Dilba sights gained in our analysis departments,” MTU’s Senior Manager Rig Testing, explains. Test, evaluate, rebuild in three shifts around the clock, “that’s what you do operating one of the world’s largest, most Tests on the compressor stand are telling “if advanced compressor test stands,” claims Dr. Armin Michel of MTU Aero Engines’ Munich location, adding that the novel compressor technologies indeed deliver superlatives are not just hype. The high-tech facility indeed makes sure that development pursued by the company is what on paper they promise to do.” On the as fine as it gets. Word leaks out beyond company boundaries, and already third-party companies have signaled interest other hand, the highly advanced test engi- in the formidable test facility. neering pursued at the compressor test stand serves to steer current engine programs through extensive certification pro- cesses. Says Michel: “That’s where we demonstrate what our components are worth.” The PW6000 high-pressure compressor rotor.

22 Products + Services 23 On the average, a test takes about 100 run- to add: “Our recently installed sophisticated ning hours, or 20 working days. During the data collection program, called Professional test, as many as 15 specialists throng into Data Acquisition System (proDAS), visualizes the test facility to measure, evaluate, modify 95 percent of the test results on about eight and assess things around the clock. Often, screens right at the test stand. Trends, sta- up to five such test suites are necessary to tionary data and efficiencies are shown for help in the development of a single engine the various compressor stages.” When prob- component. Often, in the course of testing, lems surface, technicians at the test stand the compressor is literally maltreated and can immediately intervene. “proDAS is an pushed to the limits of its capacity to “obtain invaluable help to us. At test stands else- reliable vibration and surge data, exactly val- where, people may be toiling through their idate the component design and early identify, test schedules for a couple of weeks before interpret and quantify deficiencies,” explains they really know if everything went right. If it Gerhard Heider, Director Technology Pro- didn’t, maybe the test was for the birds,” he grams and Core Functions at the MTU test explains. center. Just like aircraft engines, the test stand must 1,700 tappings upstream and downstream of be able to ingest air and duct it into the com- the compressor under test, and on the compressor, lots of it. The PW6000, for instance, pressor proper, are capturing the streams of guzzles about 300 kilograms of air per second test data. To prevent the myriad test lines equating a cube 6.6 meters in edge length. from turning into a rat’s nest of wires, MTU’s 20 percent of that flows into the core engine instrumentation jugglers bundle 50 each of (high-pressure compressor, combustor, and the filigree wires into a single line. Explains high-pressure turbine), and the remainder is Michel: “You try to keep things neat and tidy. ducted around it to generate main thrust. If you’re not a stickler for details to start with, you may end up with a cluttered mess For the test stand to do the necessary com- on your hands later into the tests.” pression work, it is powered by three electric motors delivering a total of 16 megawatts. At its assigned position, each sensor accu- “That’s about the consumption of your aver- rately measures prevailing temperatures and age small town or three intercity express train pressures. Michel remembers that using leg- locomotives hitched together,” exemplifies acy data acquisition techniques, no more Michel. The tests are run from 10 at night to than “a mere” 800 test data could be covered. 6 in the morning. “In daytime, there just isn’t Flow data sampling, too, was boosted from enough electrical power to go around,” says strictly stationary applications to rates of the MTU engineer. Following the run, the test 200 to 5,000 hertz. This way, in a single test data is evaluated. Depending on what it says, The compressor rig for the new engine generation—here seen with the upper casing half removed. suite, some 6.5 million test results are being the test engineers rebuild the test stand for logged. recording the next batch of test data starting greenfield site you’d have to invest about 40 Apart from its hardware, there’s yet another At the Munich test facility, operations will “There’re the three new commercial pro- 10 p.m. on the dot. million euros into it. “The test stand in Munich attraction that puts the test stand in the likely be running at full throttle until at least grams coming up—the PW810 and the “This data helps us compute flow phenomena has been there since the early seventies,” crosshairs of third-party customers: testing mid-2010. The MTU expert enthuses that the PW1000G geared turbofan engine—plus our in the compressor,” says Michel and continues To build a high-tech facility like that on a says Heider. “Except that all that’s left of it is is a family affair at MTU, from the planning of facility will be pretty much sold out. participation in Germany’s aviation research the building proper. Everything else has been the test stands and design of the test items, program, LuFo IV, which will extend into revamped over and again to turn it into the the manufacturing, instrumentation and 2010.” latest state-of-the-art.” He continues to add a assembly of components, and all the way note, though: “Equally important, an advanced through to the test runs proper and evalua- test facility like that calls for a well-trained tion of the test data. Says Heider: “The short crew of seasoned engineers, technicians and lines of communication save us a lot of time. operators that can handle the tremendous In this ideal environment, there’s hardly a power input and the pricey test items problem we wouldn’t be able to resolve dur- responsibly and safely.” What is needed is ing the work shift to a point where the test thorough familiarity with the complex aero- can be continued that same shift or the day dynamics involved, a solid background in drive after. In situations like these, test stands technology, and nerves of steel. From way elsewhere will often be stuck with waits run- back when he was a fledgling test engineer, ning into weeks.” MTU brings the expertise For additional information, contact Gerhard Heider Heider remembers that when critical operat- of its people to the table also when turbine +49 89 1489-3663 ing conditions arise, and occasionally they test runs are conducted at the altitude test For interesting multimedia services Test equipment for the calibration of flow sensors. The compressor station that supplies air to the various just do, “you’ve got to make decisions in split facility of Stuttgart University, with which Assembly of a high-pressure compressor rotor. associated with this article, go to: component rigs. seconds.” MTU has been closely partnering for years. www.mtu.de/208Testing

24 Products + Services 25 Strike Committee (DAVVL). The reason is that only few countries bother to compile bird strike statistics.

To be reported to the DAVVL are all incidents involving German commercial aircraft. In 2006, 1,087 bird strikes were recorded, and in 174 of these, aircraft damage occurred. In 2007, at about 1,000, the number of bird strikes was a little lower. Suffering most from bird strikes are the engines. Among the 198 incidents involving German aircraft, 95 en- tailed engine damage.

DAVVL and related international organiza- tions, jointly with the airports’ bird strike officials, are pursuing numerous investigations, in part scientifically supported, in an effort to minimize bird strike exposure. According to DAVVL, the list of preventive measures is headed by habitat management, specifically long grass management where when mowed the grass outside safety areas is allowed to stand at least 25 centimeters high to make the surface unattractive to potentially dangerous birds. Where bird populations are A grey heron ingested into the engine of a Boeing B737-500. massive, airports also resort to birds of prey for additional deterrence, as is the case in Another helpful natural ruse that has since For additional information, contact Dusseldorf and Barcelona. These predators been adopted at many airports is the use of Dr. Jörg Frischbier +49 89 1489-4758 are the natural enemies of many species of specially trained Border Collies. Apart from birds. Officials at Barcelona airport claim such biological deterrence, use is also made For interesting multimedia services their falcons are teaching other birds in a of pyro-acoustic contraptions and devices associated with this article, go to: www.mtu.de/208BirdControl quite natural fashion to please not settle mimicking the panic calls of troublesome bird Bird versus aircraft down at the airport. species. Beefing blades up

By Andreas Spaeth In engine development, bird strike is a seri- we often make the blades thicker so they date design methods, resort is made to ous consideration. Especially the blades of survive such incidences,” says Dr. Jörg preliminary testing during which synthetic In the sky, peaceful co-existence between birds and flying machines is rare. Aircraft are mostly dis- the forward engine stage must be de- Frischbier, a stress engineer at MTU’s dummy masses (gelatine or plasticine) are respectful of birds’ natural right of way, and collision between them happens. Instances of such colli- signed to withstand bird impact without Munich facility. All components designed catapulted onto the components. Invari- sion, called bird strikes, are mostly fatal for the birds and often enough hazardous for the aircraft. fracturing or suffering excessive damage. at MTU to ensure they withstand stresses ably, for certification, proof is required by Even the tiniest of the fine feathered friends, if occurring in flocks, may cause big trouble for aircraft. Certification requirements demand that from potential birdstrikes are undergoing a flinging previously euthanized genuine birds Airport authorities are trying to prevent such dangerous encounters, and aircraft designers are trying strikes of small and medium-size birds special development process: their design into the engine. to alleviate their impact. shall not cause excessive power loss. “So bases on analytic simulation; and to vali-

Airports are the most likely meeting places Most of the unfriendly encounters between off lightly. The Federal Aviation Administra- of birds and aircraft; their vast green and birds and aircraft occur during aircraft take- tion (FAA) of the U.S. estimates that since open spaces offer resting and feeding oppor- off and landing. In practice flights of military 1988, bird strikes have accounted for over tunities for local and migratory bird popula- aircraft, bird strikes may occur at altitudes of 200 aviation fatalities worldwide. Material tions. The International Civil Aviation up to 1,000 meters. The faster the aircraft damage incurred in bird strikes is figured at Organization (ICAO) reported that 90 percent flies, the more dangerous the impact is. If a up to three billion U.S. dollars annually. The of all bird strikes occur at or near airports. combat jet flying at 1,000 kilometers per latest number of bird strikes globally, as “In spring or fall, you may even see geese hour hits a stork, the bird’s momentum reported by ICAO for 1999, was in excess of and swans sitting smack on the runway,” equates 40 metric tons. 7,200. “The actual number probably is a mul- says Jürgen Vogt, who at Hamburg Airport is tiple of that,” suspects Dr. Christoph responsible for bird control. In these encounters, aircraft don’t always get Morgenroth-Branczyk of the German Bird Simulated bird strike: a plasticine mass is catapulted onto a blade.

26 Reports 27 The availability of the European aircraft came Reporting for Green Flag West was No. 11 Force and Army’s Green Flag West exercises close to 100 percent, which did not fail to Squadron RAF. Wing Commander Gavin the Typhoon’s operational multi-role capabil- impress the hosts of the exercises. “I’d Parker had deployed seven aircraft, addi- ity and its ability to cover the mission spec- expect a higher [sortie] cancellation rate, tionally equipped with laser target marking trum assigned to it. From the fighters’ show- but they’ve done very well,” admits com- capability, of his squadron to Nellis Air Force ing over the desert grounds, this much was mander Lieutenant Colonel Ron Hanselman. Base near Las Vegas, Nevada. Comple- clear: these aircraft are capable of defending “The RAF came here prepared. They’re menting them were three No. 17 Squadron or gaining a favorable air situation and more- thinking not just about the aircraft, but the Eurofighter Typhoons. All in all, 20 British over repulsing attacks and precisely engag- tactics,” lauded the Senior U.S. Officer run- pilots and 150 technical and logistic staff ing all targets day and night, in any weather ning the exercises. were to demonstrate under the U.S. Air and at any distance.

Mission accomplished

By Robert Wouters

The stage is set in the American Southwest, Nevada, near Las Vegas: ten times a year a desert area sprawling over several thousand square kilometers goes live with a frenzy of activity on the ground and in the air. That’s when the U.S. Air Force is conducting its aerial warfare exercises there, some of the biggest the world has ever seen. Taking part in them for the first time in June this year were modified Eurofighter Typhoons of the United Kingdom’s Royal Air Force (RAF). With notable success: the European fighter aircraft excelled in all missions they flew.

28 Reports 29 The Green Flag desert exercises prepare air winder missiles for air-to-air combat, the and ground forces for combat missions in a AIM-120 AMRAAM for the intermediate realistic approximation of war scenarios. range, depending on the nation, and the laser- Taking part in the exercises are several thou- guided Paveway II and GBU-16 for air-to-sur- sand U.S. troops, as well as troops of varying face environments. At this loading status, coalition partners, plus several thousand the Typhoon is cleared for loads up to nine civilians. Mock-up villages, air field complexes times the gravitational force of the earth in and surface-to-air missile sites make up the extreme flight maneuvers. And that’s about scenery in the desert. the limit to which the pilots actually pushed their combat jets over Nevada’s desert, ex- Ever since the Iraq war, the exercises have ploiting the full power of their two high-thrust invariably followed the same pattern, with EJ200 engines. the role of escorting convoys of coalition ground troops being added to that of attack Developed by the Eurojet consortium, the and destruction of targets from the air. A typ- EJ200 delivers 60 kilonewtons of thrust, or ical scenario has two dozen friendly vehicles 90 kilonewtons reheated. At full combat load, moving through the desert and charges that takes the Typhoon to one-and-a-half pilots with the task of locating and tracking time sonic speed and an altitude of 11,582 nearby hostile activities and buzzing to deter meters within less than two and a half min- and disperse enemy combatants. utes. All of which not only takes the pilots’ honed flying skills but moreover perfectly A Royal Air Force Eurofighter Typhoon during a mission in Nevada. Notes Wing Commander Gavin Parker: “The coordinated support from the maintenance complexity of the exercise is astonishing. This crews on the ground. maintenance and intelligent logistic con- the ground to connect with the 4th Battalion, is the best preparation for contemporary cepts permit the aircraft to swiftly adapt to The Yorkshire Regiment. operations that money can buy.” In the The 11th Squadron’s aircraft were deployed diverse challenges, such as the instant shift European airspace, the practicing of tactical to the U.S. along with a primary equipment from air-to-air to air-to-surface assignments.” The Royal Air Force considers its Green Flag close air support by airborne weapon sys- pack permitting eight fighters to operate on a participation a full success. So it hopes to be tems is subject to tight constraints through four-week first line spares allowance. The full That capability was much in demand also in on the exercises in 2009 as well. noise control legislation, low-altitude flight hardware complement is carried on a C-130J during Green Flag. “We’re getting into the bans and regulations governing the onboard Hercules, so it isn’t overwhelmingly volumi- era of digital close air support,” was how carriage of live weapons. Not so in the nous. Which pleases Aloysius Rauen, Euro- Wing Commander Gavin Parker summed it American desert, where several thousand fighter GmbH Chief Executive Officer: “The up at Nellis Air Force Base. The Link-16- For additional information, contact square kilometers of nothing but sand and Typhoon has been developed for cost-efficient equipped Typhoons can pool situational Heidrun Moll +49 89 1489-3537 mountain terrain around Nellis Air Force operation at low operating costs. An appre- awareness data with other weapon systems. Base provide optimum conditions for com- ciably reduced amount of infrastructure, What’s more, Parker’s team includes four for- For further information on this article go to: plex, large-scale aerial warfare exercises. engineering and not least manpower, ease of ward air controllers plus a liaison officer on www.mtu.de/208GreenFlag

The Green Flag operations on any one day involved as many as two dozen aircraft over a continuous nine-hour period. Simulated were multiple threats from, for instance, air defense missiles, unmanned combat air vehicles (UCAV) and enemy aircraft. Practiced also was the relief of besieged ground troops through airborne sorties. Hanselman, who ran the exercises, explains that Green Flag is “a very important exercise, because these [army] guys are going into combat.” The USAF’s 14th Fighter Squadron based at Misawa Air Base in Japan, for one, will be re- deployed to Iraq before the year is out.

The RAF Typhoons were able to make several sorties a day for durations of up to 120 minutes each. In this, they were supported by technical staff on the ground, working two shifts. The armament they carried was that intended for war emergency, that is guided short-range ASRAAM, IRIS-T or AIM-9L Side-

30 Reports 31 Visitors to air shows are long familiar with the airborne red bull. The Flying Bulls are frequently displaying their fleet, which includes such legendary aircraft as a The Red Bull flies Douglas DC-6B, Pilatus PC-6, North American T-28, B-25 bomber and Chance Vought F4U. Also a Cessna Amphibian Caravan, plus five helicopters, one of which is a Bell Cobra attack helicopter, are accom- Alpha Jet modated in two separately constructed hangars at Salzburg Airport. “We’ve also got four operational Alpha Jets and a flight sim- ulator,” explains General Manager Harald Reiter. “What makes us proud is that these By Martina Vollmuth are the world’s only commercially certified military jets, fully demilitarized and even boasting noise certificates.” Red Bull gives you wings. That goes for the Austrian energy drink on its triumphant progress around the world and moreover its creator. In flying circles, Dietrich Mateschitz is a well-known aviation enthusiast with diverse links to flying. He is, for instance, the owner of the Flying Bulls. That legendary private aircraft fleet is based in Salzburg, Austria. Among other aircraft it also operates a number of Alpha Jets from former German military inventory.

32 Anecdote 33 Hangar-7

The Flying Bulls are known not only by the rare aircraft found in their historic collection but also by the building in which they are accommodated at Salzburg Airport. Opened in 2003, Hangar-7 impresses with its spectacular construction. Enveloping a volume of 64,300 cubic meters, partly with 380 tons of specialty glass, it is shaped like an airy shell spanning over the various aircraft under it. Weighing 1,500 tons overall, it is designed to house aircraft like the DC-6B that sports a verti- cal fin nine meters high.

But it’s not merely a repository of aircraft. It features a restaurant, a coffee shop, two bars and several lounges that have since turned it into a favorite meeting place. It also accommodates exhibitions and company events.

which were Hangar-7 and a maintenance smoothly,” explains MTU’s Senior Program ture of the two buildings has since made hangar. Manager Uwe Feyler. MTU no longer per- them a landmark of Salzburg Airport. forms repairs on the two-shaft bypass en- Salzburg then became home also to the gine, that work having been shifted entirely German Alpha Jets. This agile aircraft result- to Snecma Moteurs. ed from a binational joint project, with the For additional information, contact French conceiving it as a trainer and the The Flying Bull veteran aircraft are kept in Heidrun Moll Germans as a light fighter bomber. It was good shape locally, at Salzburg. The work is +49 89 1489-3537 built by Dassault and Dornier and made its performed in maintenance hangar number 8, For further information on this article go to: first flight in 1973, powered by two Larzac04 opposite Hangar-7. The impressive architec- www.mtu.de/208FlyingBull engines that to this day survive in MTU Aero Engines’ portfolio. Fast and extremely agile—the Flying Bulls’ Alpha Jets. Totally, over 500 aircraft were fitted with the The Alpha Jets used to be German Bundes- Larzac engines. In 1975, MTU, the French wehr property, flying from the early 1970s to companies of Snecma Moteurs and Turbo- the mid-1990s under the German national meca, plus Klöckner-Humboldt-Deutz (KHD), emblem. Upon their retirement, 168 of the today’s Rolls-Royce Deutschland, launched aircraft remained available and found new production of the engine. MTU holds a 25 owners, such as museums, flying squadrons percent stake in the powerplant, being of foreign nations like the United Kingdom, responsible for its combustor, high-pressure Portugal and Thailand, private patrons and turbine and casing parts. Most of these en- companies like that with the red bull in its gines are still flying in countries such as logo, established in 1999. That company was Egypt, Cameroon, Qatar, Morocco, Nigeria, formed by a group of enthusiastic pilots, Togo, Portugal, and Ivory Coast. France and technicians, and helpers brought together by Belgium late in May celebrated its one-mil- their love of flying machines. Their assort- lionth flying hour, together still logging ment of aircraft ultimately outgrew the capa- 45,000 flying hours annually in training prac- city of the Innsbruck Airport, its original base. tice. “With our partners, we’re still supplying In the spring of 2000, they decided to move spare parts to all user nations, reliably con- to Salzburg and build two hangars there, The DC-6B was converted into a luxury VIP aircraft by former Yugoslavian President Tito. tributing to keeping the Alpha Jets flying The Alpha Jet is powered by two Larzac04 engines.

34 Anecdote 35 MTU and Lufthansa Technik cooperate Strong nine-month performance In late October, MTU Aero Engines reported ten million euros higher than the previously cent over the same period in 2007. A major MTU Maintenance Berlin-Brandenburg at positive results. In the first nine months of estimated EBITDA, despite an increasing portion of this sum concerns investments in Ludwigsfelde has broadened its service 2008 revenues and EBITDA increased five level of capital expenditure. The original fore- the development program for the GE38 offerings: in partnership with Lufthansa percent each. At the end of September, rev- cast for revenues has been increased by 50 engine, destined to power the CH-53K heavy- Bombardier Aviation Services GmbH at enues amounted to over 1.9 billion euros and million euros. lift helicopter, and the construction of the Schönefeld, a subsidiary of the Lufthansa adjusted EBITDA reached 295 million euros. new test cell at MTU Maintenance Hannover Technik Group, the engine specialists are After adjustments for the U.S. dollar ex- The greatest contributors to revenues in the in Langenhagen. now offering complete maintenance pack- change rate, revenues even increased by 17 commercial OEM engine business were the ages for Bombardier Learjet 60 business percent. The EBITDA margin at the end of V2500 engine that powers the Airbus A320 Research and development expenses in the aircraft and their PW305A engines. September came to 14.9 percent, as in the family and the PW2000 engine for the Boeing first nine months of 2008 amounted to previous year. Net income has remained sta- C-17 transport aircraft. The programs gener- 120.1 million euros. “This shows that MTU Dr. Wolfgang Konrad, President and CEO ble at 118.6 million euros. ating the highest revenues in the military attributes a central importance to research of MTU Maintenance Berlin-Brandenburg, engine sector were the EJ200 for the and development activities—especially with a emphasized that the two parties teaming “MTU has had a particularly successful third Eurofighter Typhoon and the RB199 for the view to further expanding our innovative lead. up here, both of them established players quarter and is making good headway Tornado. The primary sources of revenue in It is an area in which we intend to make grow- in the aviation industry, showed that “in towards its targets,” MTU CEO Egon Behle in the commercial MRO business were the ing investments,” said Behle. the service sector, Berlin-Brandenburg is late October explained to journalists and V2500, and the CF6 engine powering wide- catching up with other European centers analysts. And he continued to add: “On the body jets such as the Airbus A330 and of excellence in the dynamically growing basis of these results, we are today able to Boeing 747. corporate aircraft market.” revise our forecast for 2008 upwards. We now expect to close the year with revenues MTU’s capital expenditure in the first nine of 2.65 billion euros and anticipate an EBITDA months of 2008 amounted to 97.6 million of at least 400 million euros.” This is at least euros. This represents an increase of 76 per-

MTU Aero Engines – Key financial data (Figures quoted in € million, calculated on a comparable basis, statements prepared in accordance with IFRS. Figures calculated on a comparable basis apply for January through September 2008 adjustments to the IFRS consolidated results to exclude restructuring and transaction costs, capitalized R&D costs, and the effects of IFRS purchase accounting.) MTU Aero Engines End Sept. 2008 End Sept. 2007 Change Certification received Revenues 1,982.9 1,886.8 + 5.1 % of which OEM business 1,196.3 1,153.8 + 3.7 % MTU Maintenance Berlin-Brandenburg has of which commercial engine business 841.4 811.5 + 3.7 % added another engine to its portfolio: the of which military engine business 354.9 342.3 + 3.7 % company has expanded its services as an of which commercial MRO business 807.9 753.2 + 7.3 % Authorized GE CF34™ Service Provider to EBITDA (calculated on a comparable basis) 295.0 280.8 + 5.1 % include the CF34™-10E engine. Certification of which OEM business 246.9 210.5 + 17.3 % covering support for the GE powerplant was of which commercial MRO business 50.2 70.3 - 28.6 % awarded by EASA/FAA. Overall, the MRO EBITDA margin 14.9 % 14.9 % experts now have the entire in-service in the OEM business 20.6 % 18.2 % CF34™ family in their portfolio. in the commercial MRO business 6.2 % 9.3 % Net income (IFRS) 118.6 117.0 + 1.4 % André Sinanian, Vice President CF34™ Pro- Earnings per share (adjusted) 2.39 2.22 + 7.7 % gram at Ludwigsfelde, is enthused with the Free cash flow 124.5 121.7 + 2.3 % latest addition: “We’ve extensively prepared Research and development expenses 120.1 121.1 - 0.8 % for the CF34™-10E version and will be sure of which company-funded R&D 59.9 57.7 + 3.8 % to offer our clients custom-made solutions of which outside-funded R&D 60.2 63.4 - 5.0 % same as we do elsewhere.” Capital expenditure 97.6 55.6 + 75.5 % Sept. 30, 08 Dec. 31, 07 Change The first -10E engines are expected to make their shop visits still before year-end. A re- Order backlog 3,227.9 3,311.1 - 2.5 % cent newcomer to the market, the CF34™- of which OEM business 3,132.3 3,216.8 - 2.6 % 10E powers 100 to 120 passenger Embraer of which commercial MRO business 96.4 94.7 + 1.8 % 190/195 airliners. Employees 7,327 7,130 + 2.8 %

36 In Brief 37 Masthead Emirates receives A380 Editor MTU Aero Engines GmbH Test cell inaugurated Eckhard Zanger Senior Vice President Corporate Communications 96 meters long and 35 meters high: that’s and Investor Relations about the size of the new test cell at MTU Maintenance Hannover, which is worth Editor in chief Heidrun Moll around 24 million euros. The high-tech facility was inaugurated in September 2008 by Address MTU Aero Engines GmbH Lower Saxony’s Minister President Christian Dachauer Straße 665 Wulff and MTU CEO Egon Behle. Over 150 80995 Munich • Germany Tel. +49 89 1489-3537 Fax +49 89 1489-4303 E-mail: [email protected] Internet: www.mtu.de

Editorial staff Dr. Philipp Bruhns, Bernd Bundschu, Denis Dilba, Silke Hansen, Patrick Hoeveler, Odilo Mühling, Andreas Spaeth, Martina Vollmuth, Robert Wouters

Layout Manfred Deckert Sollnerstraße 73 81479 Munich • Germany

Photo credits guests from industry, politics and science Inauguration of the new test cell with Dr. Uwe Cover Page: Airbus attended the ceremony. Blöcker, President and CEO of MTU Maintenance Pages 2–3 Pratt & Whitney; Cessna Aircraft Hannover, Dr. Stefan Weingartner, President and Company; ©Sikorsky Aircraft Corporation. All rights reserved; CEO Commercial Maintenance, Christian Wulff, Behle noted: “This test cell adds a new di- Eurofighter GmbH/Geoffrey Lee; Lower Saxony’s Minister President, and Egon MTU Aero Engines photo archive mension to our work, accommodating en- Behle, MTU CEO (from left). Pages 4–7 Pratt & Whitney; Bombardier gines no matter how high their thrust rating. Pages 8–9 Cessna Aircraft Company; MTU Aero Engines photo archive It points the way to the future and opens a Emirates Airline took delivery of its first A380 powered by GP7200 engines in a celebration held at Airbus’s Pages 10–11 MTU Aero Engines photo archive new chapter in the annals of MTU.” Hamburg facility. Pages 12–13 MTU Aero Engines photo archive Pages 14–17 GE – Aviation; ©Sikorsky Aircraft Corporation. All rights reserved; Ceremony for the mega-transport: in July The aircraft is powered by four GP7200 Eurocopter Deutschland GmbH; 2008, at the Hamburg Airbus facility, engines manufactured by Engine Alliance. In MTU Aero Engines photo archive Pages 18–21 Jagdgeschwader 74; MTU Aero Emirates took delivery of its first A380. With this program, pursued jointly by General Engines photo archive New chief 58 of the aircraft on order, the Dubai-based Electric and Pratt & Whitney, MTU has a 22.5 Pages 22–25 MTU Aero Engines photo archive airline is the largest A380 customer. percent role. The engine delivers 72,000 Pages 26–27 Jürgen v. Ramin; MTU Aero Engines Stake in LM6000™ photo archive pounds of thrust and thanks to its efficiency, Pages 28–31 Eurofighter GmbH/Geoffrey Lee; More power and less emissions: General MTU Aero Engines, Germany’s leading executive in “With its very low fuel burn and quietness, the the wide-body aircraft consumes less than MTU Aero Engines photo archive Pages 32–35 Red Bull Photofiles Electric (GE) has uprated its LM6000™ gas engine manufacturer, is a risk-and-revenue A380 also sets new standards in environmen- three liters of fuel per passenger per 100 kilo- Pages 36–39 Airbus; MTU Aero Engines photo turbine and unveiled two derivative models— sharing partner of GE with a 13 percent share China tal performance. It will definitely help air trans- meters. archive the LM6000™-PG with a single annular com- in the LM6000™ program and the new deriv- portation and Emirates grow, while reducing Printed by bustor and the LM6000™-PH with a dry low ative models. “Including spare part sales, Holger Sindemann on July 1, 2008, took the the impact on the environment,” declared Graphische Betriebe Eberl GmbH emissions combustor. MTU Aero Engines has that adds up to sales of 1.2 billion euros position of President and CEO of MTU Main- Emirates Chairman and Chief Executive Offi- Kirchplatz 6 87509 Immenstadt • Germany a role in both. through the life of the contract,” explained tenance Zhuhai, a joint venture of MTU Aero cer Scheikh Ahmed Bin Saeed Al-Maktoum. Dr. Anton Binder, Senior Vice President Com- Engines und China Southern Airlines. He suc- Contributions credited to authors do not necessarily reflect the opinion of the editors. We will mercial Programs at MTU. ceeds Walter Strakosch, who upon his return not be held responsible for unsolicited material. to Germany in the summer of 2008 died Reprinting of contributions is subject to the unexpectedly. Sindemann had held the posi- editors’ approval. tion of Senior Vice President Corporate Development at MTU Aero Engines since early 2006.

With its roughly 400 employees, MTU Main- tenance Zhuhai is China’s largest engine MRO provider. Its portfolio includes V2500 and CFM56 series engines. The shop caters mostly to customers from the Chinese and Southeast Asian region.

38 In Brief 39