Trusted to Deliver Excellence Rolls-Royce Holdings Plc Annual
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Robust Gas Turbine and Airframe System Design in Light of Uncertain
Robust Gas Turbine and Airframe System Design in Light of Uncertain Fuel and CO2 Prices Stephan Langmaak1, James Scanlan2, and András Sóbester3 University of Southampton, Southampton, SO16 7QF, United Kingdom This paper presents a study that numerically investigated which cruise speed the next generation of short-haul aircraft with 150 seats should y at and whether a con- ventional two- or three-shaft turbofan, a geared turbofan, a turboprop, or an open rotor should be employed in order to make the aircraft's direct operating cost robust to uncertain fuel and carbon (CO2) prices in the Year 2030, taking the aircraft pro- ductivity, the passenger value of time, and the modal shift into account. To answer this question, an optimization loop was set up in MATLAB consisting of nine modules covering gas turbine and airframe design and performance, ight and aircraft eet sim- ulation, operating cost, and optimization. If the passenger value of time is included, the most robust aircraft design is powered by geared turbofan engines and cruises at Mach 0.80. If the value of time is ignored, however, then a turboprop aircraft ying at Mach 0.70 is the optimum solution. This demonstrates that the most fuel-ecient option, the open rotor, is not automatically the most cost-ecient solution because of the relatively high engine and airframe costs. 1 Research Engineer, Computational Engineering and Design 2 Professor of Aerospace Design, Computational Engineering and Design, AIAA member 3 Associate Professor in Aircraft Engineering, Computational Engineering and Design, AIAA member 1 I. Introduction A. Background IT takes around 5 years to develop a gas turbine engine, which then usually remains in pro- duction for more than two decades [1, 2]. -
Aerospace Engine Data
AEROSPACE ENGINE DATA Data for some concrete aerospace engines and their craft ................................................................................. 1 Data on rocket-engine types and comparison with large turbofans ................................................................... 1 Data on some large airliner engines ................................................................................................................... 2 Data on other aircraft engines and manufacturers .......................................................................................... 3 In this Appendix common to Aircraft propulsion and Space propulsion, data for thrust, weight, and specific fuel consumption, are presented for some different types of engines (Table 1), with some values of specific impulse and exit speed (Table 2), a plot of Mach number and specific impulse characteristic of different engine types (Fig. 1), and detailed characteristics of some modern turbofan engines, used in large airplanes (Table 3). DATA FOR SOME CONCRETE AEROSPACE ENGINES AND THEIR CRAFT Table 1. Thrust to weight ratio (F/W), for engines and their crafts, at take-off*, specific fuel consumption (TSFC), and initial and final mass of craft (intermediate values appear in [kN] when forces, and in tonnes [t] when masses). Engine Engine TSFC Whole craft Whole craft Whole craft mass, type thrust/weight (g/s)/kN type thrust/weight mini/mfin Trent 900 350/63=5.5 15.5 A380 4×350/5600=0.25 560/330=1.8 cruise 90/63=1.4 cruise 4×90/5000=0.1 CFM56-5A 110/23=4.8 16 -
Rolls-Royce / Itp Regulation
EUROPEAN COMMISSION DG Competition Case M.8242 - ROLLS-ROYCE / ITP Only the English text is available and authentic. REGULATION (EC) No 139/2004 MERGER PROCEDURE Article 6(1)(b) in conjunction with Art 6(2) Date: 19/04/2017 In electronic form on the EUR-Lex website under document number 32017M8242 EUROPEAN COMMISSION Brussels, 19.04.2017 C(2017) 2613 final In the published version of this decision, some information has been omitted pursuant to Article PUBLIC VERSION 17(2) of Council Regulation (EC) No 139/2004 concerning non-disclosure of business secrets and other confidential information. The omissions are shown thus […]. Where possible the information omitted has been replaced by ranges of figures or a general description. To the notifying party: Subject: Case M.8242 – Rolls-Royce / ITP Commission decision pursuant to Article 6(1)(b) in conjunction with Article 6(2) of Council Regulation No 139/20041 and Article 57 of the Agreement on the European Economic Area2 Dear Sir or Madam, (1) On 24 February 2017, the European Commission received notification of a proposed concentration pursuant to Article 4 of the Merger Regulation by which the undertaking Rolls-Royce Holdings plc ("Rolls-Royce", United Kingdom) acquires within the meaning of Article 3(1)(b) of the Merger Regulation control of the whole of the undertaking Industria de Turbo Propulsores SA ("ITP", Spain) by way of a purchase of shares (the "Transaction").3 Rolls-Royce is designated hereinafter as the "Notifying Party", and Rolls-Royce and ITP are together referred to as the "Parties". 1 OJ L 24, 29.1.2004, p. -
Livre 1.Indb
European Aeronautic Defence and Space Company EADS N.V. Registration Document 2010 European Aeronautic Defence and Space Company EADS N.V. (the “Company” or “EADS” and together with its subsidiaries, the “Group”) is a Dutch company, which is listed in France, Germany and Spain. The applicable regulations with respect to public information and protection of investors, as well as the commitments made by the Company to securities and market authorities, are described in this registration document (the “Registration Document”). In addition to historical information, this Registration Document includes forward-looking statements. The forward-looking statements are generally identified by the use of forward-looking words, such as “anticipate”, “believe”, “estimate”, “expect”, “intend”, “plan”, “project”, “predict”, “will”, “should”, “may” or other variations of such terms, or by discussion of strategy. These statements relate to EADS’ future prospects, developments and business strategies and are based on analyses or forecasts of future results and estimates of amounts not yet determinable. These forward-looking statements represent the view of EADS only as of the dates they are made, and EADS disclaims any obligation to update forward-looking statements, except as may be otherwise required by law. The forward-looking statements in this Registration Document involve known and unknown risks, uncertainties and other factors that could cause EADS’ actual future results, performance and achievements to differ materially from those forecasted or suggested herein. These include changes in general economic and business conditions, as well as the factors described in “Risk Factors” below. This Registration Document was prepared in accordance with Annex 1 of EC Regulation 809/2004, filed in English with, and approved by, the Autoriteit Financiële Markten (the “AFM”) on 19 April 2011 in its capacity as competent authority under the Wet op het financieel toezicht (as amended) pursuant to Directive 2003/71/EC. -
NPA 2018-13 Table of Contents
European Aviation Safety Agency Notice of Proposed Amendment 2018-13 Appendix I to AMC to Annex III (Part-66) Aircraft type ratings for Part-66 aircraft maintenance licences RMT.0541 (66.024) EXECUTIVE SUMMARY This Notice of Proposed Amendment (NPA) addresses a regulatory coordination issue related to aircraft type ratings. According to the AMC to Annex III (Part-66), type ratings should be endorsed on an aircraft maintenance licence (AML) in accordance with Appendix I to AMC to Part-66 ‘List of type ratings’. An NPA is issued regularly to amend this list, after assessing feedback received from the industry, and to add new aircraft types or to remove aircraft types whose type certificate (TC) has been revoked or surrendered. This NPA adds also the tables of the new Group as a consequence of the introduction of the ‘L’ licence subcategories by Commission Regulation (EU) 2018/1142. The main objective is to ensure a common standard throughout the Member States. Action area: Regular updates/review of rules Affected rules: AMC/GM to Annex III (Part-66) to Commission Regulation (EU) No 1321/2014 Affected stakeholders: Maintenance certifying staff; maintenance training organisations; maintenance organisations; competent authorities Driver: Efficiency/proportionality Rulemaking group: No Impact assessment: None Rulemaking Procedure: Standard 12.5.2009 5.12.2018 2019/Q2 TE.RPRO.00034-008 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 1 of 186 An agency of the European Union European Aviation Safety Agency NPA 2018-13 Table of contents Table of contents 1. -
International Aero Engines V2500-A1, V2522-A5
Federal Register / Vol. 75, No. 225 / Tuesday, November 23, 2010 / Proposed Rules 71373 under the criteria of the Regulatory (i) For TAE 125–01 engines, Operation & DEPARTMENT OF TRANSPORTATION Flexibility Act. Maintenance Manual OM–01–02, Issue 3, We prepared a regulatory evaluation Revision 13. Federal Aviation Administration of the estimated costs to comply with (ii) For TAE 125–02–99 and TAE 125–02– this proposed AD and placed it in the 114 engines, Operation & Maintenance 14 CFR Part 39 AD docket. Manual OM–02–02, Issue 1, Revision 10. [Docket No. FAA–2010–0494; Directorate List of Subjects in 14 CFR Part 39 Prohibition of FADEC Software Earlier Identifier 2010–NE–20–AD] Versions Air transportation, Aircraft, Aviation (f) Once FADEC software version 2.91 is RIN 2120–AA64 safety, Safety. installed, do not install any earlier version of Airworthiness Directives; International FADEC software. The Proposed Amendment Aero Engines V2500–A1, V2522–A5, Accordingly, under the authority FAA AD Differences V2524–A5, V2525–D5, V2527–A5, delegated to me by the Administrator, (g) EASA AD 2010–0137 permits V2527E–A5, V2527M–A5, V2528–D5, the FAA proposes to amend 14 CFR part installation of earlier FADEC software V2530–A5, and V2533–A5 Turbofan 39 as follows: versions, once version 2.91 is installed. This Engines AD does not. AGENCY: Federal Aviation PART 39—AIRWORTHINESS (h) EASA AD 2010–0137 requires Administration (FAA), DOT. DIRECTIVES compliance within 110 flight hours after the effective date of the AD or during next ACTION: Notice of proposed rulemaking 1. The authority citation for part 39 maintenance, whichever occurs first, but no (NPRM). -
ISSEK HSE) Role of Big Data Augmented Horizon Scanning in Strategic and Marketing Analytics
National Research University Higher School of Economics Institute for Statistical Studies and Economics of Knowledge Big Data Augmented Horizon Scanning: Combination of Quantitative and Qualitative Methods for Strategic and Marketing Analytics [email protected] [email protected] XIX April International Academic Conference on Economic and Social Development Moscow, 11 April 2018 Outline - Role of artificial intelligence and big data in modern analytics - System of Intelligent Foresight Analytics iFORA - Combined quantitative and qualitative analysis methodology and software solutions - Use cases - Conclusion and discussion 2 Growing interest in Artificial Intelligence, Big Data and Machine Learning International analytical reports & news feed 12000 10000 8000 Artificial Intelligence 6000 Big Data Machine Learning 4000 2000 0 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 Russian analytical reports & news feed 800 700 600 500 Artificial Intelligence 400 Big Data 300 Machine Learning 200 100 0 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 3 Source: System of Intelligent Foresight Analytics iFORA™ (ISSEK HSE) Role of Big Data Augmented Horizon Scanning in Strategic and Marketing Analytics AI-related tasks Tracking latest and challenges trends, technologies, drivers, barriers Market forecasting Trend analysis Understanding S&T modern skills and Instruments for Customers Market Intelligence competences analysis feedback knowledge discovery HR policy Vacancy Feedback mining -
Ahead of Its Time 75 Years of MTU History
Annual Report 2008 Ahead of its time 75 years of MTU history. 100 years of aviation expertise. WorldReginfo - a6a23212-0bdc-4ce2-9f68-998dbc575eab Order backlog by segments (without consolidation) in € million Revenues by segments (without consolidation) in € million OEM MRO OEM MRO 2004 3,236.0 2,125.0 2004 1,375.6 575.9 2005 3,433.8 3,703.6 2005 1,434.8 766.9 2006 3,218.4 3,804.4 2006 1,483.1 954.7 2007 3,216.8 5,139.6 2007 1,599.5 1,004.7 2008 3,884.5 5,361.2 2008 1,642.9 1,113.0 EBITDA adjusted by segments (without consolidation) in € million Net profit in € million OEM MRO 2004 131.3 42.7 2004 0.2 2005 162.4 77.8 2005 32.8 2006 217.7 103.4 2006 89.1 2007 305.7 87.9 2007 154.1 2008 330.3 78.9 2008 179.7 WorldReginfo - a6a23212-0bdc-4ce2-9f68-998dbc575eab Selected consolidated financial information and key figures at a glance Change in € million (unless otherwise specified) 2008 - 2007 2008 2007 2006 Revenues and earnings Revenues 148.4 5.8 % 2,724.3 2,575.9 2,416.2 thereof: commercial and military engine business (OEM) 43.4 2.7 % 1,642.9 1,599.5 1,483.1 thereof: commercial maintenance business (MRO) 108.3 10.8 % 1,113.0 1,004.7 954.7 Earnings before interest, tax, depreciation and amortization (EBITDA) 15.6 4.0 % 408.5 392.9 335.6 Earnings before interest and tax (EBIT) 5.0 2.1 % 248.3 243.3 183.8 Net profit 25.6 16.6 % 179.7 154.1 89.1 Earnings (adjusted) Earnings before interest, tax, depreciation and amortization (EBITDA adjusted) 12.8 3.3 % 405.7 392.9 318.2 Earnings before interest and tax (EBIT adjusted) 18.4 5.9 % 331.0 312.6 -
2019 UNIVERSAL REGISTRATION DOCUMENT Including the Annual Financial Report CONTENTS
2019 UNIVERSAL REGISTRATION DOCUMENT Including the Annual Financial Report CONTENTS EXTRACT FROM THE INTEGRATED REPORT 2 5 NON-FINANCIAL SAFRAN AT A GLANCE 3 PERFORMANCE 241 EDITORIAL 4 5.1 Organization and management of non‑financial performance 242 GROUP PROFILE 6 5.2 Key non‑financial risks 246 ECOSYSTEM 12 5.3 Business ethics, export and customs controls 251 STRATEGY AND BUSINESS MODEL 18 5.4 Responsible purchasing 256 5.5 Climate and environment 258 CORPORATE GOVERNANCE 40 5.6 Health and safety 265 PERFORMANCE AND VALUE CREATION 46 5.7 Human resources 268 5.8 Social dialogue 275 5.9 Social impact 276 5.10 Methodological note and ITP report 278 5.11 Cross‑reference table for the Non‑financial Information Statement 284 PRESENTATION 1 OF THE GROUP 49 6 1.1 Safran overview 50 CORPORATE GOVERNANCE 287 1.2 Group businesses 54 6.1 Safran’s corporate governance structure 288 1.3 Competitive position 74 6.2 Membership structure of the Board Research and development 74 1.4 of Directors 291 1.5 Industrial investments 81 6.3 Operating procedures and work of Sites and production plants 83 1.6 the Board of Directors and the Board Safran performance and quality policy 84 1.7 Committees 324 6.4 Application of the AFEP‑MEDEF Corporate Governance Code 334 6.5 Directors’ interests in the Company’s share capital 334 2 REVIEW OF OPERATIONS IN 2019 6.6 Compensation policy and compensation AND OUTLOOK FOR 2020 87 packages for corporate officers 335 6.7 Cross‑reference table for the corporate 2.1 Comments on the Group’s performance governance report prepared -
2020 Integrated Report Contents Safran at a Glance 2020 Key Figures
2020 INTEGRATED REPORT CONTENTS SAFRAN AT A GLANCE 2020 KEY FIGURES SAFRAN AT A GLANCE €1,073 million FREE CASH FLOW P. 01 rd Global aerospace group, excluding * RISK 3 airframers €2,792 million EDITORIAL MANAGEMENT NET DEBT P. 02 P. 40 REVENUE(1) CORPORATE down 33.0% (down 32.5% €449 million GROUP €16,498 million CAPEX PROFILE GOVERNANCE on organic basis) on 2019 P. 04 P. 42 RECURRING OPERATING INCOME(1) €1,213 million €1,686 million down 55.9% (down 58.6% TOTAL R&D ECOSYSTEM PERFORMANCE AND VALUE on organic basis) on 2019 (including customer-funded R&D) P. 10 CREATION (1) P. 50 PROFIT €844 million (Group share) 78,892 STRATEGY down 68.3% on 2019 EMPLOYEES AND BUSINESS (at December 31, 2020) MODEL P. 18 Long-term credit rating: BBB+ (with stable outlook) Our activities AEROSPACE AIRCRAFT AIRCRAFT PROPULSION EQUIPMENT/ INTERIORS DEFENSE/ AEROSYSTEMS BREAKDOWN OF REVENUE(1) BY SEGMENT €7,633 million €6,893 million €1,922 million BREAKDOWN OF RECURRING OPERATING INCOME(1) BY SEGMENT €1,192 million €687 million €(174) million BREAKDOWN OF RECURRING OPERATING MARGIN(1) BY SEGMENT 15.6% 10.0% (9.1)% * Classification criteria: revenue - Source: Safran. (1) Adjusted data. See section 2.1.1 of the 2020 Universal Registration Document for a reconciliation of the consolidated income statement with the adjusted income statement and a breakdown of the adjustment. 1 I SAFRAN 2020 INTEGRATED REPORT EDITORIAL EDITORIAL Message from the Chairman of the Board of Directors IN 2021, SAFRAN WILL ROSS McINNES and the Chief Executive Officer CONTINUE TO DRAW OLIVIER ANDRIÈS STRENGTH FROM ITS The total mobilization of all teams enabled Safran to tackle the crisis in 2020. -
Trusted to Deliver Excellence Rolls-Royce Holdings Plc Annual
Rolls-Royce Holdings plc plc Holdings Rolls-Royce Rolls-Royce Holdings plc Annual report 2011 Trusted to deliver excellence Annual reportAnnual 2011 ® ® © Rolls-Royce plc 2012 Trusted to deliver excellence deliver to Trusted Rolls-Royce Holdings plc Registered office: 65 Buckingham Gate London SW1E 6AT T +44 (0)20 7222 9020 www.rolls-royce.com Company number 7524813 129 Glossary Contents Glossary Business review ABC Anti-bribery and corruption IFRS International Financial Reporting Standards Civil aerospace Defence aerospace 1 Introduction ABI Association of British Insurers INVENT Integrated Vehicle Energy Technology 2 Chairman’s statement 4 Chief Executive’s review ACARE Advisory Council for Aviation Research and IPTMSD Integrated Power and Thermal Management System Development 6 Our business model and strategy Innovation in Europe ISO International Standards Organisation 8 Our business segments ADR American Depositary Receipts Programme LDI Liability-driven investment 9 Market opportunities ADVENT Adaptive Versatile Engine Technology LIBOR London Inter-bank Offered Rate 10 Key performance indicators AEBS All-Employee Bonus Scheme 14 Finance Director’s review LLP Limited Liability Partnership 18 Civil aerospace AFRL US Air Force Research Lab LTSA Long-Term Service Agreement 20 Defence aerospace AGM Annual General Meeting MoD UK Ministry of Defence 22 Marine p18 p20 ANA All Nippon Airways MoU Memorandum of Understanding 24 Energy APB Auditing Practices Board 26 Excellence in technology MWh Megawatt hours APRA Annual Performance Related -
Airbus A320-232, G-EUUI
Airbus A320-232, G-EUUI AAIB Bulletin No: 11/2004 Ref: EW/C2003/11/04 Category: 1.1 INCIDENT Aircraft Type and Airbus A320-232, G-EUUI Registration: No & Type of Engines: 2 International Aero Engines (IAE) V2527-A5 turbofan engines Year of Manufacture: 2002 Date & Time (UTC): 29 November 2003 at 1955 hrs Location: Overhead Birmingham Type of Flight: Public Transport (Passenger) Persons on Board: Crew - 7 Passengers - 92 Injuries: Crew - None Passengers - None Nature of Damage: None Commander's Licence: Airline Transport Pilot's Licence Commander's Age: 39 years Commander's Flying 11,350 hours Experience: (of which 930 were on type) Last 90 days - 166 hours Last 28 days - 50 hours Information Source: AAIB Field Investigation Synopsis On a relatively clear evening, upon reaching the cruise level of Flight Level (FL) 280, the crew and passengers on a scheduled flight from London Heathrow to Edinburgh experienced momentary noise and vibration throughout the aircraft. This was repeated approximately one minute later. It was also reported that an orange flash, associated with the right engine, had been seen. The flight crew identified that No 2 engine had surged and recovered, with the engine indications returning to normal. The aircraft's Quick Reference Handbook, coupled with the training that the flight crew had received, provided them with inadequate guidance with which to fully assess the situation. Their initial intention to continue to Edinburgh was changed upon advice from the operator and the crew initiated a return to Heathrow. The engine then began to surge again and, once more, recovered, but this was followed by another series of surges.