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MTU Aero Engines Holding AG
Dachauer Straße 665
80995 Munich • Germany
Tel. +49 89 1489-0
Fax +49 89 1489-5500
www.mtu.de
Look-ahead think tank
Summer/Autumn 2006
Shared
growth
■ Technology + Science ■ MTU Global ■ Reports
High-tech hotbed Lifesaving logistics

Contents
Shared growth
In the wake of the German Armed Forces’ grand jubilee,
the German Air Force, too, this year celebrates its 50th
anniversary. MTU Aero Engines has competently and
reliably marched alongside the service since day one.
Page 4
Look-ahead think tank
Inspired by the Bauhaus, Germany’s most renowned school
of art, design and architecture, a “Bauhaus Luftfahrt”
(Aviation Bauhaus) was
recently founded. The
non-profit society aims
to become a think tank
launching into futuristic
aircraft concepts.
Page 8
High-tech hotbed
With its joint venture partner Lufthansa Technik, MTU is
presently building a new, larger facility near Malaysia’s
capital Kuala Lumpur, providing space for new products
and technologies. Relocation from Shah Alam will occur
sometime in 2007.
Page 14
2 REPORT
Lifesaving logistics
Whether it’s organ transplantation
flights, transportation back
home of sick or injured persons,
or evacuation flights from disaster
areas: aviation and medicine
are becoming ever closer allies.
Page 26
Cover Story
Shared growth 4 - 7
Technology + Science
Look-ahead think tank
Next-generation engines – quieter and thriftier
MTU Global
High-tech hotbed
Turboprop flexes muscle
Customers + Partners
Products
Reports
Anecdotes
8 - 9
10 - 13
14 - 15
16 - 17
Progressing in a concerted effort 18 - 19
Newcomers to the shop
High-pressure effort
Lifesaving logistics
Flying palaces
20 - 23
24 - 25
26 - 29
30 - 33
Engines morphed into fire extinguishers 34 - 35
News
Editorial Note
36 - 39
39
Editorial
Dear Readers:
We are getting reams of media reports lamenting
the continuous rise in fuel prices.
Enormous fuel costs are pummeling airlines
worldwide, and those huge fuel bills won’t go
away anytime soon. If anything, the grim fuel
economics will be getting worse before they
get better, according to the experts. This dire
situation accentuates the growing need for
fuel-thrifty engines, if it was not apparent
anyway.
Engines can be made thriftier by optimizing
individual components. This is where MTU
Aero Engines has been blazing trails for
years, providing innovative key technologies,
typically through its transonic high-pressure
compressor and extremely efficient highspeed
low-pressure turbine.
Our latest project is an advanced eight-stage
high-pressure compressor we’re presently
implementing in partnership with Pratt &
Whitney, our ally of many years. The compressor
will make its first run later this year
and is intended for incorporation in a geared
turbofan demonstrator, which by that time
will already feature a novel MTU low-pressure
turbine. The demonstrator could serve
as a baseline engine to power the new generation
of short- and medium-haul singleaisle
aircraft.
Such aircraft will be commercially viable only
provided they burn substantially less fuel and
are appreciably quieter and cleaner than
present models. This then calls for the geared
turbofan, which satisfies these requirements
like no other engine can.
Our commitment reflects MTU’s philosophy:
“Go the extra mile to satisfy your customers’
needs.” Happily, doing so, we at once help
take contamination out of aviation.
MTU maintains close ties also with its largest
single customer, the German Air Force. It is
celebrating its 50th anniversary this year,
and I gladly extend my sincere congratulations
to the service. MTU has been working
shoulder to shoulder with the air force since
day one and has developed a very special
relationship with it over the decades. You will
be able to read more about it in this issue.
The latest project we’re sharing with the air
force is the industry-military cooperative
model of engine maintenance, where MTU
staff and air force personnel work side by
side, literally. First practiced on the
Eurofighter’s EJ200 engine, the cooperative
model has continued to prove its worth, warranting
its extension also to further military
engine types. Over the years, it saves the
military millions of euros and optimally provides
it with operational engines.
Being a trusted partner on a common journey
into a successful future is and remains
our understanding of a close relationship with
our customers, both commercial and military.
Udo Stark
CEO
REPORT 3

Cover Story
4 REPORT
Shared growth
By Martina Vollmuth
Since its inception half a century ago, Germany’s Air Force, the Luftwaffe, has always been on the job. Under this
‘always-on-the-job’ motto, it is celebrating its 50th anniversary this year. It was in January 1956 that the first aspiring
German airmen had reported for duty at the Nörvenich training company. Afterwards, the German Air Force (GAF)
units sprung up across Germany. MTU Aero Engines has competently and reliably been working side by side with the
service from day one.
The engine maker—rich in tradition and with
roots reaching back to the early days of aviation—had
at all times supplied the service
with the latest engine and repair technologies,
innovative maintenance packages and
individual customer service. It made all of the
GAF’s combat, reconnaissance and transport
aircraft fly, starting in the early years
with the Piaggio liaison aircraft and F-86
Sabre V and VI jet fighters, followed by
Starfighters and today’s and tomorrow’s
Phantoms, Tornados, Eurofighters/Typhoons
and A400M airlifters taken aloft by MTU
technologies at a breathtaking pace.
“These past 45 years, we’ve carved out
leading positions in the engine building business,”
noted Dr. Stefan Weingartner, who
supervises defense programs at MTU. “We
can look back on a rich tradition and competent
track record from the J79 powering
the Starfighter to the RB199 for the
Tornado, the Eurofighter’s EJ200 and a number
of other engine types. Our customers
have always shown great confidence in us,
as perhaps best witnessed by the strong
role we’ve been entrusted with on the
TP400-D6 engine for the A400M transport.”
A partner from day one: BMW Triebwerkbau already had field teams of technicians making sure the GAF’s
various engines were ready for the job.
Over decades of cooperation, MTU and the
GAF have grown ever closer to each other,
their cooperation deepening and refining.
“Meanwhile, the closeness of our collaboration
with the GAF is unparalleled in other
industries,” explains Klaus Günther, MTU’s
EJ200 program director. No matter what the
challenge, MTU’s engine experts have invariably
come up with a helpful solution. Very
helpful had also been the very close contacts
MTU personnel was maintaining with
GAF pilots and technicians. In fact, after
retiring from the service, many a GAF veteran
launched a second career with the
engine builder.
REPORT 5

Cover Story
The beginnings
Among them is Karlheinz Koch. The managing
director of Turbo-Union, the consortium
managing the Tornado’s RB199 engine, had
long been working with MTU and, before
that, served in the GAF as a pilot and wing
commander. He remembers the early days:
“In the late fifties, the decision to procure
the U.S. Starfighter and its J79 engine set
the stage for the extensive, close type of
cooperation between the German engine
industry, the GAF and the Bundeswehr
Technical Center 61.” He goes on to add:
“The General Electric engine was an inspired,
robust design of extraordinary supersonic
capabilities. In joint GAF-industry testing, it
underwent various technical modifications to
become the J79-J1K variant.” The next version,
the J79-17A, then powered the F-4
Phantom. Here, again, military-civil team-
Military pilots called the Starfighter with its revolutionary J79 engine the ‘Porsche of the skies’.
work accomplished the feat of doubling
maintenance intervals through jointly
achieved material optimizations and design
improvements.
The next aircraft to appear on the European
scene was the Tornado, the first multinational
multi-role combat aircraft. Its engine, the
RB199, again was an international effort. The
participating nations Germany, the U.K. and
Italy bundled their activities under the roof of
Turbo-Union. “Its Starfighter and F-4
Phantom engine background predestined
MTU for a major development role in the
Tornado engine program,” remembers Karl-
Josef Bader, who too had done a stint in the
GAF. He supervises the RB199 program at
MTU and knows the Tornado engine inside
out. At the time of its entry into service in
1984, Bader served as a maintenance officer
with the GAF. “I was able to apply the lessons
learned in those days and bring them to bear
in the Eurofighter EJ200 logistic support
effort.”
For the GAF, the F-4 Phantom II became a workhorse that because of its robustness could be deployed in
multiple roles.
Cooperative model of engine
maintenance
The Eurofighter/Typhoon is the most advanced
aircraft in its class. It’s a four-nation
product, with Germany, the U.K., Italy and
Spain jointly building aircraft and engine.
Each partner contributes its most advanced
technologies to the concerted effort. From
the engine maintenance aspect, new trails
are being blazed as well. In Germany, MTU
and the GAF have launched an industry-military
cooperative model of engine maintenance,
where the engines are still being
maintained in a shared effort, but where that
effort, formerly distributed, has now been
co-located at a single site: MTU’s Munich
facility. For three years already, GAF personnel
and MTU staff have here been working
shoulder to shoulder under the industrial
leadership of MTU. The advantages are readily
apparent: cost and time savings are
achieved by pooling resources and reducing
inventory capacities.
The J79, too, now belongs to the family of engines
maintained under the cooperative model. Its repair
continues to be done in Munich.
The EJ200 was the first engine to be maintained
under the cooperative model.
“The new concept is a win-win situation,”
emphasizes Martin Majewski, head of MTU
customer support: “The GAF detaches maintenance
mechanics to MTU, but also young
officers with a graduate degree in engineering.
They’re assigned to program control and
product support. The military personnel
work side by side with MTU staff on many
complex tasks, such as spare parts management
and requirements forecasting, or damage
investigation and product tracking. They
stimulate us in our work, communicating
their experience and practical know-how. In
return, they help the GAF maintain its engine
know-how.”
The cooperative model has been so successful
that it is currently being expanded to
include further engines. According to
Weingartner, “we’ll also be repairing the
RB199 (Tornado), the J79 (Phantom) and the
RR250-C20 (PAH-1 helicopter)”. While the
EJ200 and J79 will be repaired at MTU’s
Munich facility, work on the other two
The Tornado’s RB199 engine will now be repaired
in MTU’s Erding branch facility.
engines will occur at MTU’s Erding branch
facility in future. “This type of cooperation
benefits the armed forces economically,
makes sure stringently needed military capabilities
are preserved and helps secure the
jobs of 60 civilian GAF employees,” appreciated
Dr. Jörg Kaempf, the defense ministry’s
director general of armaments, last November
when the expanded maintenance model
was inked. Ulrich Ostermair, cooperative
model project manager at MTU, is emphatic
that “the cooperative model marks the culmination
of the partners’ trusting cooperative
relationship”.
The Tornado with its twin RB199 engines currently forms the backbone of the GAF fleet.
Coming in from the cold
When after the German unification the
former German Democratic Republic’s
(GDR) troops were integrated into the
West-German military, the shifting
wind blew a cold-war phantom into the
GAF’s purview: the MiG-29, a Russian
fighter bomber prodigy the West had
so far known mostly from hearsay. The
GDR’s most advanced combat aircraft
easily matched the better fighters the
West could field at the time. At the
GAF, the MiG-29 became the shining
star of its fighter arsenal.
All MiG-29s were surrendered to the
GAF at Preschen and until retired served
in the “Steinhoff Fighter Wing 73” at
Laage near Rostock. Pilots of Western
air forces were hot to try the MiG to
see how good it really was. Their consensus
was that the spooky bird
indeed had deadly talons, and with
what they had seen they were glad
they never had to seriously go head to
head with it.
The Russian fighter wasn’t retired until
the Eurofighter was fielded, initially
again at the Laage air base. 22 of the
MiG-29s were leased under a Nato aid
program to Poland, where they’re still
flying today.
For additional information, contact
Odilo Mühling
+49 89 1489-2698
Further information is available on the
Internet at: www.mtu.de/report
6 REPORT REPORT 7

Technology + Science
The partners in Bauhaus Luftfahrt are breaking
new ground, creating an institution that’s
unique in Europe. The Bavarian think tank is
to serve a systems integration function and
forge deeper cooperative ties between the research
community and industry. The Bauhaus
Luftfahrt is chaired by Prof. Dr. Klaus Broichhausen,
former chief consultant, technology
programs, at MTU Aero Engines: “Much like
the Bauhaus Dessau, this one will assemble
engineers, futurologists, designers and
design engineers to cooperate across their
respective disciplines. The Bauhaus Luftfahrt
will marry the competencies of commerce
Look-ahead
think tank
By Dr. Frank-E. Rietz
Bavaria’s youngest research initiative bears a great name: Inspired by Germany’s most renowned Bauhaus school of
art, design and architecture, the Free State of Bavaria and a triplet of Bavarian aviation players—MTU Aero Engines,
EADS and Liebherr-Aerospace—have launched Bauhaus Luftfahrt (“Aviation Bauhaus”). The non-profit organization
hopes to become the preeminent think factory its historic archetype was, blazing trails for a new breed of unconventional,
cross-company and interdisciplinary research.
and research.” In the endeavor, the aim is
not to pursue in-depth research and compete
with incumbent institutions; rather, interdisciplinary
cooperative efforts and concrete
advanced projects are high on the agenda.
The Bauhaus Luftfahrt idea is the brainchild
of Peter Pletschacher, noted aviation publicist
and president of the German Aviation
Writers Association.
Bauhaus Luftfahrt intends to focus on futuristic
aircraft construction concepts and take
them to application level some time in the
future. Optimization studies will go hand in
hand with environmental compatibility and
cost-effectiveness analyses. If tradeoffs between
speed and range had so far taken centerstage,
research will now concentrate on
low consumption, less noise and maximum
range.
Bauhaus Luftfahrt will start off with two concrete
projects. One is a hybrid airliner to
meet the ecological and economic requirements
of the future. The visionary aircraft is
to excel through its optimized individual elements
and components and unlock new
commercial aviation vistas. The other,
dubbed “Advanced Aviation Research”, targets
economic issues, attempting to provide
strategic forecasts for commercial aviation
using cross-industry investigation and analysis
methods.
The expertise of Bauhaus Luftfahrt roots in
the competencies of its founding members
and draws on an extensive research and science
network. Explains Broichhausen: “In
Germany, we have a number of excellent institutions
with which we’re already widely
cooperating.” The new research facility has
Advanced aircraft may look entirely different from present configurations,
perhaps having two sets of interconnected wings.
Dr. Thomas Enders and Prof. Dr. Klaus Broichhausen
photographed during the launch event of the Bauhaus
Luftfahrt in Bavaria’s Ministry of the Economy.
its home near the Technical University at
Garching near Munich. The think tank wants
to be close to universities and research institutes
not alone geographically but also in
content. It nevertheless does not expect to
confine itself to the national level but rather
welcomes companies and researchers from
across the globe. University notables are
invited to collaborate on projects as visiting
professors.
The cooperative research venture is wellheeled:
The Free State of Bavaria funds twothirds
of the annual budget, the remaining
bill being footed by the three founding companies
MTU, EADS and Liebherr-Aerospace.
The institute is staffed with 30 personnel.
Looking forward, Broichhausen says: “With
Bauhaus Luftfahrt, the Free State of Bavaria
and the industries based here are setting
new markers. You need top-notch research
Futuristic concepts, such as recuperated engines,
are typical Bauhaus topics.
and successful innovation to keep the economic
setting and employment situation
attractive in Bavaria. We believe that’s exactly
what we’re doing with our cross-system
look-ahead approach and that in doing so
we’re appreciably boosting the international
competitiveness of the indigenous aviation
industry.”
For additional information, contact
Odilo Mühling
+49 89 1489-2698
Further information is available on the
Internet at: www.mtu.de/report
Engines, too, must not necessarily be mounted under the wing;
other arrangements conceivably afford better conditions.
8 REPORT REPORT 9

Technology + Science
Next-generation engines –
quieter and thriftier
By Martina Vollmuth
Commercial aviation is riding a fast growth track: industry experts see air traffic doubling by 2020. To contain the
environmental toll this stellar growth will take, the industry is working on thriftier, quieter and cleaner aircraft. The
Advisory Committee for Aeronautics Research in Europe (ACARE) wants airliners by 2020 to burn 50 percent less
fuel per passenger mile. A daunting challenge indeed, and companies like MTU Aero Engines have for years been honing
new technologies to meet it.
The target is ambitious: ACARE wants commercial
jets not just to consume less fuel, it
moreover mandates noise to be halved and
emissions slashed 80 percent, from present
levels. “Engines will have to bear the brunt
of it,” explains Dr. Günter Wilfert, a technology
strategist at MTU. Their fuel consumption
will have to come down 20 percent,
noise levels six decibels and oxides of nitrogen
emissions 80 percent.
Engine builders have two alternative options
to achieve improvements. “The one is to optimize
existing propulsion concepts, and the
other is to develop entirely new technologies,”
explains Prof. Dr. Klaus Broichhausen,
chairman of the newly founded Bauhaus
Luftfahrt think tank. Optimizing means that
technologists and researchers dissect components—compressors,
combustors and turbines—to
see where they might be able to
squeeze out improvements. As a rule of
thumb, if you raise the efficiency of a component
by one percent, you reduce fuel consumption
by up to one percent. In
Broichhausen’s estimation, tweaking the
core components—high-pressure compressor,
combustor and high-pressure turbine—
gets you a fuel reduction margin of totally
two to three percent, while optimizing a fan
or low-pressure compressor and low-pressure
turbine will net you three to four percent.
Improvements can be achieved also by the
way engines are operated. Today’s aircraft
engines are not just delivering thrust but
electrical power as well, providing the airframe
with current to energize the air conditioning
system, onboard electronics and
hydraulic systems. Says Broichhausen: “If
you relieve the engine of these auxiliary
tasks, you could trim it down to the basics,
making it thriftier.” The power supply for the
airframe could then be provided by a standalone
power generator, and the engine could
be electrified. Substituting hydraulic components
with electrically actuated equipment,
too, would save five to seven percent fuel.
The turbine center frame has a major impact on the
engine’s overall efficiency. Its design, therefore,
demands painstaking care.
10 REPORT REPORT 11

Technology + Science
High-speed low-pressure turbines are among MTU Aero Engines’ chief domains. They are key components of
every geared turbofan.
Yet all potential refinements taken together
would not be sufficient to achieve the ambitious
ACARE targets; new technologies are
needed. Broichhausen cautions: “The new
engine concepts will work only provided the
various components are operating at their
very best.” To make them do that, research
The ATFI geared turbofan technology demonstrator
is a joint MTU, Pratt & Whitney Canada and Avio
program.
has been underway for years. Jointly with
other engine manufacturers, scientists and
research institutes, MTU is working on
advanced technologies, with the most likely
solutions promised by the geared turbofan,
by heat exchanger technologies and by the
‘active’ engine.
Geared turbofan
One of the most intriguing next-generation
programs is the Advanced Technology Fan
Integrator (ATFI), a joint effort by MTU, Pratt
& Whitney, Pratt & Whitney Canada and Avio.
This demonstrator features a reduction gear
intervening between the fan and low-pressure
turbine, whereas on conventional
engines the two components are rigidly connected
by a common shaft. The gearbox decouples
the fan from the turbine, enabling the
large-diameter fan to run much slower than
on conventional engines, and the turbine
much faster. In this fashion, both components
can operate at their respective optimum
speed, lending the geared turbofan engine
outstanding efficiency and quietness.
Heat exchanger
The geared turbofan can be made still fuelthriftier
if it is recuperated using a heat exchanger.
MTU has demonstrated the utility of
recuperated geared turbofans under a
European technology program dubbed Clean
(Component validator for environmentally
friendly aero engine). In this arrangement,
the heat exchanger picks up residual heat in
the exhaust gas stream and dumps it in the
air issuing from the high-pressure compressor,
before it reaches the combustor.
Potential fuel savings run as high as 20 percent.
The idea itself is not new, but heat exchangers
have not caught on, owing to their bulky size
and poor efficiency. MTU has succeeded in
Diagrammatic sketch of a recuperated geared turbofan. This novel propulsion concept holds promise of drastic
fuel savings and significant noise reductions.
developing new almond-shaped recuperator
tubes that can be packed very densely while
providing a sufficiently large heat transfer
area. After five years in the making, the
Clean demonstrator in February 2005 excelled
at the Stuttgart altitude test facility,
hitting all targets.
The intercooler is a crucial component of the
fuel-thrifty recuperated engine of the future.
It is being developed in partnership with
Rolls-Royce under a new joint project. The
NEWAC (New Aero Engine Core Concepts)
program will probably be launched before
year-end. Under the program, with MTU as
the lead company, the British engine maker
and other European manufacturers, research
institutes and universities will be exploring
new core engine technologies.
Active engine
MTU’s role under NEWAC is to develop a socalled
‘active’ core engine. “An engine of that
kind will have, among other novel features, a
smart compressor that adjusts to the
respective flight regime,” explains MTU’s
NEWAC program manager Dr. Günter Wilfert.
This is achieved, for instance, by active
clearance control (ACC), where the width of
the gap between the blade tips and inner
compressor casing wall is actively controlled.
Early surge detection and surge control,
too, will allow the compressor to operate
closer to the surge limit. The active
engine also boasts cooling air control:
because cooling air extracts energy from the
engine, the cold air influx should be metered
judiciously in accordance with engine power
Highly efficient heat exchangers like MTU’s can massively
help reduce fuel consumption.
Next-generation compressors will be clearly more efficient if actively controlled throughout. First tests to that
effect are already underway.
output—enhancing engine performance and
efficiency.
Despite these extensive research endeavors,
the engine to satisfy the whole litany of
ACARE requirements is still very much in the
future. It will take time to mature the various
technologies, and experts doubt a prototype
will be forthcoming before 2015. From there,
series production would still be ten or more
years away.
For additional information, contact
Dr. Günter Wilfert
+49 89 1489-4347
Further information is available on the
Internet at: www.mtu.de/report
12 REPORT REPORT 13

MTU Global
High-tech hotbed
Going up in Science Park 1, Kota Damansara,
near Malaysia’s capital Kuala Lumpur is the
‘Center of Excellence’ for high-tech aircraft
engine blades of Airfoil Services Sdn. Bhd.
(ASSB). The joint venture of MTU Aero
Engines and Lufthansa Technik is slated to
move, in summer 2007, from its present
location in Shah Alam to Kuala Lumpur. In
the new 6,000-square-meter facility, not only
low-pressure turbine blades as before but
also CF6, V2500, CFM56 and CF34 highpressure
compressor blades will be repaired.
By Ute Schwing
Kuala Lumpur is an Asian metropolis boasting mosques, church steeples, Chinese pagodas
and Indian temples. The diversity of the Malaysian capital’s architecture and population also
reflects in its industry. Investors are lured in growing numbers to the vibrant Southeast Asian
metropolis. Also MTU Aero Engines, with its joint venture partner Lufthansa Technik, profits
from the favorable local conditions: it is presently building a new, larger facility in the neighboring
federal state of Selangor.
The expanded portfolio brings with it advanced
repair techniques like HVOF (High
Velocity Oxygen Fuel) erosion coating, a thermal
coating technique which uses kerosene
or hydrogen as a fuel to deposit highly-compacted
coatings on CFM56 compressor
blades.
ASSB derives its workload mostly from
Lufthansa Technik and MTU. After its relocation,
the company will shift production to
“flowline”, a mode that speeds up compo-
nent processing. MTU has been practicing it
successfully for years. The company further
brings to the table its process simulation
experience. ASSB’s relocation will make
itself felt in dollars and cents as well: annual
sales are expected to climb to 20 million U.S.
dollars by 2010. This will equally benefit the
joint venture partners’ customers: “The enlargement
of our joint Malaysian plant comes
as part of MTU’s expansion strategy. The
added blade repair capacities provide our
customers with still more cost-efficient
maintenance solutions,” notes Bernd Kessler,
MTU Aero Engines president and CEO, commercial
maintenance.
The joint venture partners will spend 2006
building the new facility and getting the production
engineering work done for it. Expert
teams at Lufthansa Technik in Hamburg and
MTU in Munich and Hannover are busy planning
the revamped shop in all detail. The
130-people Shah Alam staff will move to the
Malaysian capital not until the new facility is
up. This will then permit the speedy, smooth
integration of present work processes into
the redesigned shop.
To cope with the new tasks, ASSB will need
more staff. By 2010, the workforce is expected
to grow to 500 employees. For the
purpose, the company has partnered,
already in 2005, with the country’s Advanced
Technology Training Centre (ADTEC), which
is presently training skilled workers under its
technical training effort proceeding in four
vocational education centers. It offers courses
in mechatronics, mechanical machining, production
mechanics, quality control, welding
and other subjects. Plans are also to jointly
build a company training system. ADTEC is
run by Malaysia’s Ministry of Human Resources.
Malaysia very much welcomes the commitment
of international companies within its
borders. In end-November 2005, ASSB’s
managing director Detlev Jeske received an
investor appreciation award from the state of
Selangor in recognition of the investments
ASSB has made in the country. Malaysia
specifically sponsors the establishment of
new technologies. For the purpose, a
Science Park has been built in Selangor. The
industrial zone is conveniently situated near
a highway node; the Kuala Lumpur International
Airport (KLIA), operational since
1998, isn’t far away; and the country’s west
coast is a mere 35 kilometers distant. Kuala
Lumpur boasts a direct connection to Port
Klang, Malaysia’s largest seaport.
The lease for the new company premises is inked: Lee Chui Hiong, ASSB deputy managing director,
Detlev Jeske, ASSB managing director, Dato Jabar, general manager SSIC State Selangor, Martin Köster
and representatives of the real estate owner (from left).
Starting in 2007, the ASSB joint venture’s portfolio will be expanded with advanced repair techniques
for engine blades ex the low-pressure turbine and high-pressure compressor.
For additional information, contact
Martin Köster
+60 5522-6757
Further information is available on the
Internet at: www.mtu.de/report
The expanded facility will need well-trained
skilled workers. Partnerships to that effect are
already underway.
14 REPORT REPORT 15

MTU Global
Turboprop flexes muscle
The EuroProp International (EPI) engine consortium
is smoothly stepping through its
program, purposively and promptly passing
milestone after milestone. Late in February
it achieved its most recent stage win when
in France’s Istres the TP400-D6 to power
the emerging A400M military transport
uneventfully completed its first run with the
propeller mounted. The achievement won
plaudits from the attending 100 or so highlevel
guests from Airbus Military, the
Organization for Joint Armament Cooperations
(OCCAR), the European Aviation
Safety Agency (EASA), the governments of
the participating nations and the partner
companies.
Under a blue spring sky, the Western world’s
most powerful turboprop engine effortlessly
rotated the mammoth eight-blade Ratier-
Figeac propeller, fully achieving the acceptance
test specifications. “This first run again
witnesses EPI and its partners’ resolve to
live up to strategic European defense
requirements,” noted EPI’s managing director
José Massol.
On the heels of the acceptance run, further
performance and functional checks are
being conducted at the open air test facility
of Snecma (SAFRAN Group), with over 1,000
measurements scheduled. Last October,
running on a test stand at MTU Maintenance
Berlin-Brandenburg, the engine had already
shown what it was worth, albeit without a
propeller.
MTU engine technicians are readying the TP400-D6 for its first
official run at Ludwigsfelde. The first trial phase was successfully
completed at the local test stand. Thereafter, the engine went to
France’s Snecma for further test runs.
Meanwhile, at ITP in Spain’s Ajalvir, the second
TP400-D6 engine was assembled and
instrumented for testing at MTU’s Ludwigsfelde
site and the altitude test facility of the
CEPr test center in France’s Saclay.
For additional information, contact
Martina Vollmuth
+49 89 1489-5333
Further information is available on the
Internet at: www.mtu.de/report
A TP400-D6 with propeller and
nacelle mounted: Technicians are
doing final checks before running
the propeller for the first time.
Snecma’s control center in Istres.
This is where all the data collected
during the first propeller-mounted
tests are converging.
16 REPORT REPORT 17

Customers + Partners
Progressing in
a concerted effort
MTU Aero Engines’ conviction is that research needs wiggle room to thrive. For innovative propulsion systems are
the outcome of complex development processes that originate in curiosity and ideas, springing from a visionary force
that blossoms best when unfettered by commercial interests. Concepts holding promise are then pursued to production
maturity in a second step. In that sense, MTU sees itself as a partner of science, sponsoring innovation potential
also beyond the confines of the company turf.
Aircraft engine construction has undergone
tremendous change in the past 100 years.
While the Wright Brothers in 1903 still had
only a 12-horsepower four-cylinder engine to
power their first flight, the Airbus A380
mega-transport today commands the enormous
takeoff thrust of four times 76,500
pounds. Intervening between these two landmarks
are many decades of research and
development in which engineers and scientists
from across the globe worked incessantly
to produce ever better engines. Their
drive and commitment today is needed more
than ever. Because in view of the accelerated
growth of commercial aviation and dwindling
natural resources, engine solutions are
needed that resolutely lower fuel consumption
and achieve ever higher efficiencies.
By Andreas Park
They will become a reality, however, only
when the world’s best experts from every
discipline pool their knowledge and methodically
channel it into innovative propulsion
solutions true to the motto ‘jointly towards
progress’, a maxim MTU champions through
cooperative activities with research institutions
and universities worldwide. They generate
valuable contacts with the independent
research and development community. Dr.
Jörg Sieber, who supervises innovation management
at MTU, says that the resulting
know-how network actually is more of a
staged model. “We enter into science partnerships
in three different stages of intensity.
We begin with a regular technology dialog
with the professional public, then transition
to discussions with our expert circles on select
advanced technologies and finally end
up with long-term technology partnerships.”
MTU cooperates with the IWS in Dresden to perfect
the laser powder cladding technique.
Turbine blade with a vapor-deposited zirconium oxide
coating as a heat barrier. This is where MTU is closely
collaborating with the DLR research establishment.
For MTU, interdisciplinary collaboration has
become a priority, considering that the development
of innovative engines demands
know-how of enormous breadth and depth.
Expertise is required from the most diverse
areas, such as aerodynamics, thermodynamics,
sensor systems and materials research.
This is why MTU brings together specialists
from industry, science and research on individual
technology topics. The ‘compressor
expert circle’ initiated in partnership with the
DLR German Aerospace Center, for instance,
hooks up some 30 scientists of diverse backgrounds.
“In a sense, we’re seeing ourselves
also as some type of moderator pulling the
disciplines together and so unleashing new
stimulus,” explains Sieber.
MTU’s part in all this is to focus on the implementation
of new technologies. Its prime con-
The Clean demonstrator went through its first
test ordeal at the Stuttgart University’s altitude
test facility, the only one of its kind in Germany.
cern is to take innovative products to production
maturity. In contrast, at universities
and research institutes, research proceeds
entirely free of commercial targets. This freedom
is an essential requirement, for it provides
scope for new ideas. MTU therefore
funds select research projects, but makes no
attempt to steer them. “This creates a winwin
situation,” says Prof. Dr. Klaus Broichhausen,
chairman of the Bauhaus Luftfahrt
and former chief consultant, technology programs
at MTU. “The scientists are afforded
entirely new options, and the company benefits
from forthcoming results.” MTU therefore
funds universities and research institutes
to the tune of three million euros annually.
Add to that more than two million euros
a year spent on concrete project sponsorships.
These moneys are funding some 80
institutes and 150 research projects globally.
MTU and the DLR in Cologne are jointly working on
an active noise control program. Going through trials
here are frequency superposition systems.
Additionally, MTU experts also accept lectureships
at universities, support seminars
with their know-how and assist with degree
and doctoral theses. They further enable
excursions to be made into industrial reality.
This proximity to academe is crucial for an
innovation-driven company like MTU. “To develop
globally leading propulsion technologies,
a company also needs the best engineers
to be had globally,” says Sieber. MTU
is winning this talent for itself while the
young people are still in their studies, and so
discriminately builds the company’s knowledge
lead.
For additional information, contact
Dr. Jörg Sieber
+49 89 1489-2513
Further information is available on the
Internet at: www.mtu.de/report
18 REPORT REPORT 19

Products
Newcomers to
the shop
By Nicole Geffert
MTU’s maintenance shops in Ludwigsfelde and Zhuhai have expanded their engine portfolios
by totally three new engine types: the CF34-8, PW500 and CFM56-5B. That puts the
company’s network of maintenance, repair and overhaul (MRO) shops on track to provide
repair work for entire product families. Benefiting most from MTU’s broadened capabilities
are its customers, who can be sure they receive reliable one-stop quality service.
In January 2006, MTU Maintenance Berlin-
Brandenburg announced the arrival of a newcomer
to its repair shop, the General Electric
(GE) CF34-8 engine. This fastest-growing
member of the CF34 family has now been
added to the Ludwigsfelde engine portfolio.
Germany’s Federal Office of Civil Aeronautics
(LBA) in late January awarded the necessary
EASA and FAA certifications.
Not that the CF34 is a stranger at MTU: The
Ludwigsfelde MRO specialists have been
providing service support for the CF34-3
ever since January 2003. So the team has
had some CF34 exposure, but induction of a
new engine type has never been a routine
chore. “The first six months of the year we
toiled on the basics, getting the tools and
resources ready, feeding the MTU systems
with data, defining the test cell equipment
and writing the software,” recalls project
manager Jens Arend. The latter half of the
year was devoted to work on the engine
proper, qualifying personnel and functionally
checking the test cell and testing hardware.
In December 2005, the correlation engine
went on the test stand and the cell was
approved by GE.
The CF34-8 powers 70- to 90-passenger
Bombardier and Embraer jetliners, as well as
large business jets. The engine is expected
to contribute substantially to profitable
growth at the Ludwigsfelde MRO location.
Bernd Kessler, president and CEO, commercial
maintenance at MTU Aero Engines,
noted: “As it stands, the CF34 is the company’s
most significant program at Ludwigsfelde.
Adding the -8 will solidify our position
as a globally leading MRO provider in this
segment.”
At this juncture, MTU’s certification comes in
handy, for GE is mounting a retrofit cam-
20 REPORT REPORT 21

Products
paign. “GE has joined forces with Bombardier
to launch a modification program for the
older engine variant powering the Canadair
CRJ700 regional jet,” explains Jörn Lindstädt,
who supervises CF34 marketing and aftersales
at MTU. “We’re assuming most customers
will opt for enhancing the installed
500 or so CF34-8C1 engines.” The new variant,
the CF34-8C5B1, comes recommended
for its longer useful life at lower fuel burn.
The staff at MTU Maintenance Berlin-
Brandenburg nevertheless keeps pressing
ahead with new plans. “What we want to do
is provide repair for the entire CF34 line,”
Lindstädt says. So since February this year,
the Ludwigsfelde people have been preparing
to tackle the latest version as well, the
CF34-10.
So much to do, so little time. Go ask Michael
Landes and his team. Landes heads the
operational end of the Pratt & Whitney
engine business at MTU. His team’s commitment
nonetheless bore fruit: this February,
the company excelled in an LBA audit, receiving
PW530A, PW535A and PW545A repair
approval.
That makes Ludwigsfelde the first European
maintenance location for the PW500, a nice
demonstration of regional presence. “Our
territory—in accordance with the joint venture
agreement we have with our partner
Pratt & Whitney Canada—will be Europe,
Africa and the Middle East,” explains project
manager Stefan Kuka. Worldwide, 1,800
PW500s are presently flying, a number
expected to grow to more than 2,500 by
2010.
MTU’s specialists already are familiar with
the Cessna business jets’ compact engine:
MTU provides the low-pressure turbine for
the PW530A and PW545 and moreover
The PW500 is the smallest member of the Pratt & Whitney Canada engine family in which MTU has a stake.
assembles new engines of either type at
Ludwigsfelde.
Since March 2005, the team has been preparing
meticulously for the induction of the
PW500 into the repair cycle. Innovations
have been adopted in the shop layout, with
permanently assigned work stations ensuring
smooth flow of the work through the
shop, where JT15D and PW300 engines are
being repaired concurrently. “The trick was
expanding the test stand without interfering
with the work in process,” Kuka remembers.
“Simultaneously, colleagues were getting the
test stand ready for their newcomer, the
CF34-8.” Amidst all the hassle, work pro-
The PW500 is repaired at MTU Maintenance
Berlin-Brandenburg in Ludwigsfelde.
ceeded smoothly and on schedule. The formula
for success was careful preparation,
short lines of communications, and team
spirit.
Part of the formula also was staff training,
partially conducted at Pratt & Whitney’s U.S.based
location in West Virginia. At
Ludwigsfelde, an instructor from Pratt &
Whitney Canada will train the staff in the
work on the new arrival. “This is where we
can draw on our PW300 background,” Kuka
says. This year, the team figures on 18
PW500 shop visits, which are expected to
grow to 46 by 2009. A well-trained crew
stands poised to handle them.
Work is progressing apace also some 8,600
kilometers distant, as the crow flies, where
MTU Maintenance Zhuhai has added the
CFM56-5B, after the CFM56-3, to its line of
repair and overhaul services. The first
CFM56-5B repaired in the Zhuhai shop completed
its acceptance run in November last
year before it was shipped back to its operator.
The staff celebrated that day as a first in
the company’s annals: MTU Maintenance
Zhuhai is the only MTU shop to provide service
support for the CFM56-5B. The engine
powers A320 family transports and other jetliners.
“At the time, there wasn’t a single shop in all
of Asia approved for the maintenance, repair
and overhaul of this engine. Globally, only a
handful of the large OEM shops are licensed
to repair the CFM56-5B,” explains MTU
Maintenance Zhuhai president and CEO
Walter Strakosch.
The entire team is highly motivated and relentless
in striving for perfection. Launched
in 2002, it took MTU Maintenance Zhuhai a
mere two years to become the engine MRO
provider number one in China. The shop pro-
The CFM56 family—here shown is the -5B version—is one of the world’s best-selling commercial engines.
vides service support for all domestic V2500
operators. Presently, it is additionally developing
into a CFM56 center of excellence.
With its CFM56-5B capability, the company
hopes to win customers in China and other
Asian regions with especially efficient and
cost-effective engine services, according to
Strakosch. Also China Southern Airlines,
MTU’s teammate in the joint venture, is flying
the reportedly highly reliable engine.
The minute induction of the CFM56-5B is
complete, MTU Maintenance Zhuhai already
has the CFM56-7B in its cross hairs. 218
personnel are being trained for work on that
engine. The crew is mobilizing for action, and
preparations in the shop are steaming along
in the first half of 2006. Strakosch is
pleased: “Once regulatory approval is in
hand, we’ll have all major CFM56 family
members in our portfolio, alongside the
V2500-A5.”
For additional information, contact
Kerstin Laske
+49 511 7806-4401
Further information is available on the
Internet at: www.mtu.de/report
22 REPORT REPORT 23

Products
High-pressure effort
In partnership with Pratt & Whitney, MTU Aero Engines is developing a new high-pressure compressor (HPC) targeted
at future engines to power standard-fuselage aircraft. Notably light-weight and efficient, the HPC features a high pressure
ratio and should be suitable for both conventional and geared turbofan engines. First test runs are scheduled this
fall.
The PW6000 is flying proof of the outstanding
capabilities of Germany’s leading engine
manufacturer. For the A318’s engine, MTU
Aero Engines is providing the low-pressure
turbine and, for the first time on a commercial
engine program, also the high-pressure
compressor. Not content to rest on its laurels,
the company now intends to transition
the PW6000 know-how and the experience
gained with the Advanced Technology Fan
By Achim Figgen
Integrator (ATFI), for which it again supplies
the HPC, into further development projects.
It believes that solidifying and building its
high-pressure compressor skills will give it a
shot at this technologically sophisticated
component also under engine programs still
on the drawing board.
Jointly with its strategic partner Pratt &
Whitney, MTU is developing a new high-pres-
sure compressor aimed at potential engines
to power the next generation of mid-size airliners.
For these aircraft, reductions in fuel
consumption will undoubtedly be a high, if
not prime priority. Engine efficiencies
depending largely on pressure ratios, the
new HPC is to have a pressure ratio of 17:1
or beyond, versus the 11:1 ratio of the
PW6000 high-pressure compressor.
For the A318s engine, development had
focused on minimizing maintenance costs,
so the number of stages was kept as low as
possible. To realize the superior pressure
ratio of the new HPC, however, intentions are
not to raise individual stage loads another
notch; rather, additional stages are envisioned.
In a first test setup, eight stages is a
likely number, and two more than on the
PW6000.
To make sure the maintenance aspect isn’t
shortchanged, resort is mainly made to more
durable materials and simplified designs.
Lying at the core of these efforts is the integrally
bladed rotor (IBR), or integrally bladed
disk (blisk), where the individual rotor stages
are coming in one piece. According to Dr.
Christian Winkler, who heads new business
development, commercial engines at MTU,
the IBR construction eliminates leakage past
the blade-to-disk attachment points of conventional
constructions.
IBRs weigh substantially less than conventionally
constructed compressor rotor
stages. This is a significant consideration
advocating the use of the compressor in
geared turbofan engines, which in the estimation
of MTU and Pratt & Whitney will play
a significant part down the road. The weight
savings are further incremented by a novel
approach: plans are to no longer bolt the
individual rotor disks together but to interlock
them by positive connection.
Blisks are already finding use on the PW6000
engine’s high-pressure compressor, although
only in the three forward stages. Owing to
elevated thermal stresses in the aft compressor
region, nickel-base alloys are pre-
MTU’s high-speed low-pressure turbine is successfully being used in the ATFI
demonstrator and elsewhere.
Already, first disks for the new compressor are being manufactured at MTU’s Munich facility.
ferred there. This high-strength and accordingly
difficult-to-machine material has so far
been a tough manufacturing challenge for
IBR components. On the new high-pressure
compressor design engineers now want to,
and will have to, somehow face that challenge.
The bladed disks will still have to be
separable assemblies in the rearmost stages,
but that may yet change in the course of the
technology program.
The two partners each hold 50 percent of the
program. MTU will contribute the complete
forward stages, plus most of the vanes. It
started manufacturing the first parts in
February. Pratt & Whitney will deliver the
remaining components and be responsible
for the overall test setup.
As yet, the new high-pressure compressor is
but a technology demonstrator, and specific
applications are nowhere in sight. But when
the day comes, MTU and Pratt & Whitney
want to be ready for it. The planned test
runs, scheduled to begin in Munich in the
autumn of this year, are a significant step forward
in this direction.
For additional information, contact
Dr. Christian Winkler
+49 89 1489-8663
Further information is available on the
Internet at: www.mtu.de/report
The PW6000 serves as the backbone of the joint MTU and Pratt & Whitney
demonstrator.
24 REPORT REPORT 25

Reports
26 REPORT
Lifesaving
logistics
By Clemens Bollinger
A child’s heart on its way to the transplantation room, hospital flights from vacation regions, evacuation after
natural disasters: three key facets of ‘lifesaving logistics’, of an increasingly close symbiosis between aviation and
medicine. It is foremost the aircraft that offers efficient lifesaving transportation with medical care en route.
Flying the way it used to be, that’s what the
German Air Force (GAF) pilots flying humanitarian
missions ought to have down pat. “In
their indoctrination and continued training,
we’re still putting a high priority on flying and
landing by compass needle and stop watch,”
says GAF major André Geisler. “After all, we
never know for sure what’s waiting for us at
the destination. Perhaps they have some
decrepit old navaid system running there, or
maybe not, and maybe it just up and died
meanwhile.”
Commander of an Airbus A310, Major
Geisler is part of the parent cadre of the
Special Air Mission Wing, Federal Ministry of
Defense, at the Cologne/Bonn airport. It’s
from this airport that he has flown to all continents,
embarked on many trips, travelling
with ‘very important politicians’ and hauling
myriad tons of relief supplies to crisis
regions in Asia and Africa, and made those
special flights as the commander of a flying
intensive-care unit, the GAF’s Airbus
MedEvac transport.
Its MedEvac operations are luring interested
parties from across the globe to the GAF
hangars at Köln-Wahn. The acronym stands
for Medical Evacuation, and in this case for
the presently unique capability to pick up as
many as 56 injured people and fly them
home, from wherever they may be, providing
medical care underway. That’s the way it was
in Congo, Sudan, Mexico and most recently
Thailand, where in 2004 a tsunami crippled
the country with an apocalyptic visitation at
the turn of the year.
It was a medical Airbus transport flying
under the German national ensign that first
reached Phuket to evacuate German citizens
and other seriously injured Europeans, and
that steadfastly remained when all other rescue
teams had already flown off in awed
anticipation of a second sea wave. At that
time, the flying hospital had not finished
loading yet, and speed and nerve were of the
essence. When the jet finally taxied to the
take-off runway, doctors and medics hung on
for dear life among the aluminum frames of
stretchers holding injured people.
If not earlier, it was since these dramatic
days marked by continuous missions of 80
hours and more that the Special Air Mission
Wing with its very special medical logistics
has been thrust into the spotlight. High-profile
voices call it a landmark of German foreign
and security politics.
The German MedEvac aircraft are Airbus
A310s operated by the Special Air Mission
Wing. Of the totally seven airplanes, bought
secondhand in the nineties, four were retrofitted
for multi-role transport (MRT) and one
as a permanently available emergency hospital.
The MedEvac airplane can be aloft just hours
after the alert. Lieutenant colonel, Medical
Corps, Dr. Karlheinz Fuchs, as the medical
chief, has been onboard on practically all of
the missions. “The book says we have 24
hours to ready for takeoff, but we can do it in
eight or so. What we do is fly medical specialists
and medics from all over Germany to
our base, assemble them into a team, brief
them, and off we go.”
REPORT 27

Reports
His hopes are for a permanent dedicated
MedEvac outfit to deliver maximum service.
Says Fuchs: “So far, we’ve brought totally
4,000 wounded and sick people home, and
we haven’t lost a single one of them.” He
continues to add, softly: “Even though it was
touch and go now and then.”
Things seemed to be coming to a head when
one not-so-fine day the ground controllers of
some Arab country, chagrined by a presumably
missing overflight clearance, threatened
to send a couple of interceptors aloft. The
GAF crew then opted to make a detour and
pulled off to keep out of trouble.
“We’re trying hard to keep out of trouble,”
says Major Geisler, the commander. “I’d hate
to abort a flight, for technical or other reasons,
with a full load of wounded persons on
board.” The technical reliability of the aircraft
engines, all General Electric CF6-80s, is
undisputed, however. MTU Aero Engines has
The CF6 family ranks among the most popular engines in its class, powering a plurality of widebodies.
28 REPORT
Lieutenant Colonel, Medical Corps Dr. Karlheinz Fuchs (left) and Airbus Commander André Geisler (2nd on
right), ably assisted by other MedEvac specialists from the Special Air Mission Wing, have met challenges
across the globe.
content on those engines, having manufactured
high-pressure turbine and compressor
parts for them since 1972.
For all flights, especially if undertaken for
medical reasons, an old pilots’ wisdom holds
that to fly means to land. “You need the flexibility
to land as near the sick or injured as
possible,” emphasizes Frank Hegner, pilot
and flight operations chief at ADAC
AmbulanceService. That organization’s two
Fairchild-Dornier 328JETs in their yellow
German automobile club livery, as well as its
pair of Beechcraft Super King Air 350 turboprops,
last year picked up 1,800 people from
points in southern Europe. The main focus of
their activities were the Aegean Islands and
Spain’s vacation resorts.
Founded in 1973, ADAC AmbulanceService
forms part of an extensively organized health
service. ADAC delegated its flight operations
to Aero-Dienst in Nurem, a wholly-owned
affiliate. Aero-Dienst holds flight operations
license No. D-002, directly second in line to
national flag carrier Lufthansa, the number
001.
Fairchild-Dornier jets and Beechcraft airplanes,
which in the summer season are
reinforced by additional chartered aircraft as
needed, are the ideal ambulance vehicles.
The Fairchild-Dornier jet boasts a spacious
cabin allowing doctors and medics to stand
upright when tending to as many as eleven
patients. Inside the cabin, noise is subdued
thanks to the quiet twin Pratt & Whitney
Canada PW306 engines. MTU developed the
low-pressure turbine and the mixer for this
two-shaft turbojet engine, and is building
them.
Flight operations chief Hegner says: “Call it
what you will, it’s a true commercial airliner
and gives us the reliability we need. With us,
it logs 1,200 operating hours a year, easy; it
would have to withstand a bit more than that
in revenue service.”
Designed for short-haul operations, the legendary
Beechcraft King Air 350 comes recommended
by its runway performance, a
short 600 to 700 meters. This puts hospitals
practically at your door steps, for the King Air
In its various versions, the PW306 has several
different business jet and regional jet aircraft
applications.
The main operating region of the two Fairchild-Dornier 328JETs of the ADAC ambulance fleet is in south
European countries. From there, they are flying sick or injured vacationers home, summers and winters.
can serve some 200 small airports in
Germany alone, and about 2,500 across
Europe.
For Frank Hegner, his job is all the more
intriguing when viewed in contrast with
scheduled airline flying. “That’s almost like
driving a bus. Whereas my 26 fellow pilots
and I get to know a different airport every
week.”
This applies equally to Klaus Gehrmann,
chief of HeliFlight at Reichelsheim. His twinengine
Piper Cheyenne IIIA, marked D-IDIA,
has long become a fixture for the ground
controllers behind the radars of the German
air traffic control. About three times a week
Gehrmann takes off in his “India Alpha” from
the 730-meter runway in the Wetterau
region, day and night, in all kinds of wind and
weather, and very much on his own.
It’s only above 1,500 meters or so up in the
air that the ground controller at Europe’s
largest radar center in Langen near Frankfurt
can spot the Piper Cheyenne on his screen,
pick it up and guide it through airspace, giving
it priority because hospital flights enjoy
preferred status worldwide, a kind of flashing
blue light on the tail, if you will.
For in medical flying, time isn’t money, it’s
survival. Especially for the small patients of
the children’s cardiology center at the
Giessen university hospital, not far from the
Reichelsheim airfield. In that environment, it
is readily apparent that the supreme achievements
in children’s heart transplantation
would be nil without a lift from aviation.
For additional information, contact
Sabine Biesenberger
+49 89 1489-2760
Further information is available on the
Internet at: www.mtu.de/report
REPORT 29

Reports
Flying palaces
30 REPORT
By Andreas Spaeth
For their private air travels, mahogany row executives, heads of state, Arab rulers and billionaires everywhere are
increasingly trading their cramped business jets for spacious modified jetliners of all sizes, including Airbus A380 megatransports.
This is where they can wallow in infinite luxury among such amenities as double beds, showers, steam baths
and temperature-controlled wine cabinets, the vast cabin floor space of their private jetliners easily accommodating
their most extravagant furnishing fancies.
Sometime, the Airbus A380 will ply the air as the world’s largest and most luxurious
VIP transport.
For the big aircraft makers, the trend toward
private jetliners has opened up a new, lucrative
playing field. It was Boeing that started
the ball rolling in 1996 with its 737NG-based
Boeing Business Jet (BBJ), which by now has
sold over a hundred copies. Youngest scion
of the private deluxe airliner family is the
BBJ3 that is based on the 737-900ER and
provides maximum creature comforts for as
many as 50 users on 104 square meters of
Sterling elegance pervades the lounge of a Boeing
business jet.
floor space. And taking VIP air travel to new
heights, Boeing plans to launch a VIP 787
that offers 214 square meters of cabin space
for 75 passengers on a plane that with its
19,240-kilometer range capability can reach
any airport in the world non-stop. The Seattle
planemaker’s European rival Airbus has so
far fought back with its A319 Corporate
Jetliner (ACJ) but recently begun touting a
low-end, A318-based business variant it calls
the A318 Elite. The allure of that plane—
optionally powered by the PW6000 engine
co-developed by MTU—is that while in a standard
version it costs no more than a long-
REPORT 31

Reports
range business jet listing at 35 to 45 million
U.S. dollars, it offers four times the cabin
space. In terms of spaciousness, moreover,
Airbus is about to claim what appears to be
an unbeatable record: its envisioned doubledeck
VIP A380 will offer 602 square meters
of floor space, which is some 230 square
meters more than the U.S. president has on
his Air Force One.
Alongside the private deluxe jetliner industry,
VIP cabin outfitters are springing up across
the globe. Where frustrated by lack of space
on even high-end business jets like
Bombardier Global Express and Gulfstream
550, interior designers and cabin engineers
used to have few choices in their interior
design options other than a few settees, sofa
beds and a shower, they are now having the
time of their lives. It blows your mind just
imagining the tremendous options the A380
gives us, according to Walter Heerdt,
Lufthansa Technik’s senior vice president of
marketing and sales in Hamburg. “It opens
exciting possibilities for the interior design
and outfitting.” Lufthansa Technik’s (LHT)
unit ranks among the globally leading VIP
cabin outfitters, having been involved in this
specialty market since the late sixties; in all,
it has transformed 40 aircraft, eleven of
them Boeing 747s, into airborne palaces. At
this time, its specialists are busy working on
designs for a VVIP (very, very important person)
A380 that elevates luxury to an art
form: the royal lounge on the upper deck
sports a wellness area with a steam bath and
exercising machines, plus tastefully decorated
bedrooms, the latest in consumer electronics
and magnificently furnished function
rooms. And rather than the 550 or so pas-
32 REPORT
The 602 square meters of floor space on the two decks of the A380 in its VVIP configuration provide
practically unlimited design opportunities.
sengers crowding the A380 in scheduled revenue
service, its private cousin will take 30
to 140 people aboard, at most.
Cabin outfitters are putting the customer
first. Already, a New York design office is
working on A380 cabin plans for a potential
Arab client wanting to fly the plane to Hawaii
non-stop. Carried onboard will be temperature-controlled
wine cabinets, special cabinets
for exquisite chinaware, and flameresistant
parquet flooring. The designers at
Lufthansa Technik have seen it all: once, a
potentate had a 250-kilogram chandelier
suspended from the cabin ceiling, and some
other supreme ruler had aspired to have a
whirlpool installed on a Boeing 727. “But
then you’d have to haul the water for it along
at takeoff and landing, and that costs you
range,” says LHT’s Joachim von Holtzapfel.
“Nowadays, practically all VIP jets have a
shower onboard. It skimps on water, helping
non-stop flights to be made around half the
globe,” explains the director of sales for VIP
and executive jet services.
The quintessence of VIP jetliners, however, is
a pair of specially configured 747-200s, designated
VC-25A, that have been providing air
transport for the president of the United
States ever since 1990. When the world’s
most powerful man is onboard either aircraft,
the radio call sign is “Air Force One”.
The twin flying manors are unique in many
ways: they boast an anti-missile defense system,
special protection against electromagnetic
interference from nuclear explosions,
87 telephones (28 of which are interception
proof), 19 television and eleven video units
and, allegedly, escape capsules for the president.
They are the world’s only jumbo jets
capable of inflight refueling and have special
“Project U” is a Lufthansa Technik
individual cabin design offering.
The U.S. President’s Air Force One is the
yet unrivaled epitome of VIP flying.
engine cooling provisions to keep aloft for a
week, if necessary. They carry up to 100 passengers,
their deep freezers holding 2,000
meals. Increasingly, also other nations like
Japan and the ruling houses of the Near East
are employing Boeing 747-400s in their VIP
fleets. Industry insiders have been overheard
quipping: “Big airplane, big statesmen.”
For additional information, contact
Sabine Biesenberger
+49 89 1489-2760
Further information is available on the
Internet at: www.mtu.de/report
REPORT 33

Anecdotes
Engines morphed into
fire extinguishers
The turbo extinguisher of the fire brigade of
Ludwigshafen-based BASF Aktiengesellschaft
has a pair of Alpha Jet engines producing
water vapor that completely removes
the soluble ammonia gas from the atmosphere.
Moreover, it is only under the protection
of the artificial drizzle that the task force
34 REPORT
By Andreas Park
Worms Rhine Harbor: During the unloading of a chemical tanker, large amounts of ammonia
gas escape. Soon, an ammonia cloud forms and drifts towards the city. Luckily, Germany’s
most powerful fire truck, the “turbo extinguisher” operated by BASF’s fire department, quickly
arrives on the scene. Forming the heart of the truck are twin Alpha Jet Larzac04 engines.
can go near the tanker to fix the leak. This
would have been impossible using conventional
fire fighting equipment, no other system
providing such formidable dousing
power. The truck can tackle 3,500 square
meters of fire site at once. With their exhaust
jet, its engines atomize huge volumes of
water and catapult a bank of fog up to 140
meters wide directly into the seat of fire.
Actually, the working principle of the turbo
extinguisher is as simple as it is brilliant:
Aero engines, contrary to their original purpose,
are mounted on a truck. On the latest
generation of the BASF turbo extinguishers,
the turbo extinguisher II, variable water nozzles
are used to feed up to 8,000 liters a
minute of water or water-foam mix into the
exhaust jet of the Alpha Jet engines. The
resulting fog extinguishes fires as far away
as 150 meters, removes or dilutes harmful
gases from the air and is alternatively used
also for cooling industrial equipment. The
versatile extinguishing system delivers
unequalled effectivity. The truck, for instance,
takes a mere minute to douse liquid
fires spreading over an area of 300 square
meters. Amazingly, it is the only vehicle of its
kind in Germany. “Actually, the idea isn’t new
at all, we merely improved on it a lot,” explains
Rolf Haselhorst, who heads the BASF
fire department.
The system was originally developed in the
former Soviet Union, where armored vehicles
were fitted with a MiG engine and deployed
not only for fire fighting but even for plowing
snow. It was when Hungarian turbo extinguishers
in the aftermath of the first Gulf War
were successfully used to fight burning oil
wells in Kuwait that the system attracted
worldwide attention. It still failed to catch on,
however, because for commercial use, the
MiG engines used at the time were too
heavy, sluggish, damage-prone and expensive
in fuel consumption and maintenance.
“We were nevertheless convinced of the
potential and usefulness of the engine-powered
extinguishers,” says Haselhorst and
goes on to explain: “That’s why starting in
the mid-nineties we took to analyzing various
engines, looking for a suitable solution.” In
its effort, the BASF fire brigade was sponsored
by the Federal Ministry of Education
and Research. Successfully so, because by
1998 the first truck was operational.
But rather than using one big engine, the
engineers opted for a pair of the smaller but
capable and robust Larzac04 engine designed
for the Alpha Jet. The two-shaft turbofan
engine was manufactured, beginning
in 1975, by MTU Aero Engines in concert
with Snecma (SAFRAN Group), Turbomeca
Second generation BASF turbo extinguisher
Engines: 2 Larzac04-C6
Thrust: 13,100 N
Fuel consumption: 1,000 l/h
Swivel range: +/- 90° horizontally,
+ 45°/- 10° vertically
Fuel tank capacity: 3,000 l
and KHD. MTU’s manufacturing and support
stake included notably the engine’s hot section
from the combustor inlet to the turbine
exit. Until the Alpha Jet was retired in 1997,
engines had been built to equip over 500 of
the fighter/trainer aircraft. After that, MTU
has only been supplying spare parts for the
engine. “Luckily we bought a dozen Alpha Jet
engines at the time,” Haselhorst says, “even
if that means a lot of hassle and strict security
constraints, considering the engines are
coming under the War Weapons Control
Act.” In 2005, BASF had already commissioned
the second, upgraded turbo extinguisher
and appreciably expanded its usage
spectrum. The system is suitable also for
tunnel venting, having successfully been
tested for tunnel lengths up to 1,000 meters.
It enables the helpers to safely approach the
scene of accident. It has engendered growing
interest among operators of industrial
facilities and tunnel operating companies.
For additional information, contact
Sabine Biesenberger
+49 89 1489-2760
Further information is available on the
Internet at: www.mtu.de/report
Supplying the turbo extinguisher with water is a challenge, standard street hydrants failing to supply the
enormous amounts of water needed. Use is therefore made of special tank trucks.
REPORT 35

NEWS
MTU in 2005 appreciably outperforms general market growth
With a twelve percent sales growth, to
2,148.6 million euros, MTU Aero Engines last
year continued on its growth track.
Simultaneously, operating profit grew 35
percent, to 233 million euros. Moreover,
Udo Stark was pleased to present robust numbers at
the annual financial results press conference.
Among other advantages, the combination machine
saves much time and hence money.
36 REPORT
cash flow from operational activities very
nearly quadrupled.
“We have met our objectives with a comfortable
margin. We’ve grown faster than our
MTU Aero Engines
Order backlog
Sales
of which OEM business
of which commercial engine business
of which military engine business
of which commercial engine MRO
EBITDA (calculated on comparable basis)
of which OEM activities
of which commercial engine MRO
Year’s net earnings (IFRS)
Year’s net earnings (adjusted)
Cash flow from operational activities
Research and development expenses
of which company-funded R&D
of which outside-funded R&D
Capital expenditures
Employment
(adjusted for spin-off of Atena Engineering GmbH)
Novel milling-turning process at work
Jointly with Deckel-Maho-Gildemeister, MTU
has commissioned a new machine that permits
milling and turning operations to be performed
in combination. Combining the two
operations, which normally run on different
machines, appreciably reduces turnaround
times, cuts manufacturing and one-time
costs and moreover improves product quality.
Also the variety of tools and number of fixtures
were reduced. MTU is the field test
customer for this machine.
markets and substantially reduced our debt,”
said Udo Stark, MTU Aero Engines CEO. Next
year, growth is predicted to be driven largely
by the company’s commercial engine MRO
segment.
2005
3,649.2
2,148.6
1,434.8
943.4
491.4
732.1
233.0
162.4
72.1
32.9
51.4
290.1
171.9
83.8
88.1
83.5
6,746
2004
3,408.3
1,918.0
1,375.6
879.9
495.7
575.9
172.2
131.3
42.7
0.2
13.0
72.9
232.8
155.9
76.9
65.9
6,954
Change
+ 7.1 %
+ 12.0 %
+ 4.3 %
+ 7.2 %
- 0.9 %
+ 27.1 %
+ 35.3 %
+ 23.7 %
+ 68.9 %
n.a.
+ 295.4 %
+ 297.9 %
- 26.2 %
- 46.2 %
+ 14.6 %
+ 26.7 %
- 3.0 %
Dagmar Wöhrl and Jörg Schönbohm visit MTU
Dagmar Wöhrl on March 27 dropped by for a
short visit to the Munich-based company.
The state secretary at the Federal Ministry of
Economics and Technology had a first-hand
view of Germany’s leading engine manufacturer,
having MTU’s chief executive officer
Udo Stark show her around and stopping for
a chat with apprentices.
During her visit, Stark said: “We are pleased
to welcome Dagmar Wöhrl at our company, a
politician who assists the federal minister of
economics in especially aerospace matters.”
Two days later, Brandenburg’s minister of the
interior Jörg Schönbohm visited MTU Maintenance
Berlin-Brandenburg. He was impressed
with the economic growth of the site
and captivated by the new test cell for the
TP400-D6, a focal point of the company tour.
Dagmar Wöhrl and Udo Stark shown here with a Eurofighter EJ200 engine at MTU’s Munich facility.
MTU Maintenance Berlin-Brandenburg
at IGT Conference
Industrial gas turbine staff from MTU Maintenance
and more than 600 representatives
from over 200 other companies in March
attended the Western Turbine Users Inc.
(WTUI) Conference in California. This massive
attendance makes it the largest event of
its kind. Discussions focused on the exchange
of technical, operational and repair
Dr. Rainer Martens appointed new COO
Dr. Rainer Martens has been appointed MTU Aero Engines’
new executive vice president and chief operating officer,
effective April 15. He succeeds Dr. Michael Süß, who is assuming
a senior, executive level position outside the company.
Martens (44) studied mechanical engineering at Hannover
University. He has a long-term background in engineering
management in both the aviation and aircraft engine industries.
From 1997 to 2002, he was production manager at
MTU, and from 2002, headed Airbus’s Bremen facility.
Johannes Huth, chairman of MTU’s supervisory board, noted:
“We’re greatly pleased we secured a veteran industry expert
like Rainer Martens for our managing board, someone with a
wealth of experience in the aviation industry.”
issues involving the General Electric LM
series of gas turbines.
“What’s so special about the WTUI gettogether
is that everybody we meet there
may be a potential customer,” explains marketing
manager Uwe Kaltwasser from MTU
Maintenance Berlin-Brandenburg, emphasizing
the value the conference has for his com-
The MTU team, one of the sponsors of the conference,
received the official WTUI badge right then
and there.
pany. Special attention is being paid to the
U.S.-based clientele, the world’s largest for
the LM series. The Brandenburg company
expects to attend future WTUI conferences
as well.
REPORT 37

MTU celebrates GP7000 certification
Some 270 MTU staff plus 30 invited guests
in mid-February celebrated, at the German
Museum’s Flugwerft Schleißheim, the completed
certification of the GP7000 engine.
MTU Aero Engines chief executive officer
Udo Stark lauded the achievements of all
involved: “There has rarely been a program
pursued at such a fast pace. It’s the most
successful commercial development program
we’ve had in the past 20 years.”
MTU, EADS and BAE Systems launch exchange program
MTU Aero Engines, partnering with EADS,
the world’s second-largest aerospace group,
and BAE Systems, Europe’s largest defense
company, is starting a young talent exchange
program. This summer, five industrial clerksto-be,
all female, will get to know the U.K.’s
BAE Systems in Preston. They will be accompanied
by five prospective aircraft equipment
mechanics from EADS. In return, ten
young people from the U.K. will come to
Germany this fall to spend three weeks at
MTU’s Munich facility and at EADS’s
Manching location.
Some of the apprentices are very happy; they can
take part in the exchange program.
38 REPORT
Bruce Hughes, president of Engine Alliance,
added: “The GP7000 program wasn’t easy,
what with five companies, all different, working
together.”
Bob Saia from Pratt & Whitney, an Engine
Alliance vice president, emphasized the
smooth cooperation among the companies:
“Pratt & Whitney and MTU are more than
partners. We’re a family, and I’m proud to
have MTU in my family.”
<
Udo Stark, MTU CEO, drew attention to the
tight schedule.
< Bob Saia, Engine Alliance vice president, had
big kudos for MTU Aero Engines.
<
Flugwerft Schleißheim of the German Museum
proved an appropriate backdrop for the event.
Zhuhai correlation
runs for CFM56-7B
completed
Late in March, the correlation runs for the
CFM56-7B engine at MTU Maintenance
Zhuhai’s test cell concluded successfully.
This completes repair approval for all CFM56
engine models the Zhuhai shop intends to
support.
“We made five correlation runs to obtain the
data we needed to adapt the test cell to the
technical peculiarities of the -7B and the
software involved,” explained Alan Miao, who
supervises the test cell at Zhuhai.
Alongside the CFM56, also the V2500-A5 is
being cycled through the Chinese shop.
MTU and Pratt & Whitney
build joint demonstrator
MTU Aero Engines and Pratt & Whitney are
building a joint geared turbofan demonstrator
based on the PW6000. It is scheduled to
run in 2007 and undergo flight testing a year
after. To begin with, MTU is providing its
high-speed low-pressure turbine, a key component
of efficient geared turbofans, for the
demonstrator. To be added later is a novel
high-pressure compressor, which is currently
being developed by MTU and Pratt & Whitney.
Dr. Christian Winkler, who oversees new
business development, civil programs at
MTU Aero Engines, said: “That high-pressure
compressor, with its aerodynamic design,
might well become the capable core element
of next-generation engines.”
Editorial Note
Editor:
MTU Aero Engines Holding AG
Torunn Siegler
Head of Marketing/Communication
Editor in chief:
Sabine Biesenberger
Address:
MTU Aero Engines Holding AG
Dachauer Straße 665
80995 Munich • Germany
Tel. +49 89 1489-2760
Fax +49 89 1489-4303
E-mail: sabine.biesenberger@muc.mtu.de
Internet: www.mtu.de
Editorial staff:
Clemens Bollinger, Achim Figgen, Nicole Geffert, Andreas Park,
Dr. Frank-E. Rietz, Ute Schwing, Andreas Spaeth, Martina Vollmuth
Graphics & Layout:
Manfred Deckert
Sollnerstraße 73
81479 Munich • Germany
Tel. +49 89 30728287
Photography credits:
Cover Page: Eurofighter
Pages 2-3: EADS, Eurofighter, Luftwaffe, MTU Aero Engines photo archive
Pages 4-7: Eurofighter, Luftwaffe, MTU Aero Engines photo archive
Pages 8-9: EADS, NLR, MTU Aero Engines photo archive
Pages 10-13: Christof Eichler, MTU Aero Engines photo archive
Pages 14-15: Lufthansa, MTU Aero Engines photo archive
Pages 16-17: EuroProp International, MTU Aero Engines photo archive
Pages 18-19: Airbus, DLR, NASA, MTU Aero Engines photo archive
Pages 20-23: Airbus, Bombardier, Cessna, Embraer, MTU Aero Engines photo archive
Pages 24-25: Pratt & Whitney, MTU Aero Engines photo archive
Pages 26-29: ADAC, Clemens Bollinger, Luftwaffe, MTU Aero Engines photo archive
Pages 30-33: Airbus, Boeing, Lufthansa, Netjets, U.S. Air Force
Pages 34-35: BASF, MTU Aero Engines photo archive
Pages 36-39: MTU Aero Engines photo archive
Printed by:
Graphische Betriebe Eberl GmbH
Kirchplatz 6
87509 Immenstadt i. Allgäu • Germany
Tel. +49 8323 802-0
Authorial contributions do not necessarily reflect the opinion of the editors.
No responsibility is accepted for unsolicited material.
REPORT 39