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In early 2008, Emirates operated 113 aircraft serving over 100 destinations in 62 countries on six continents. The highly profitable Arab airline is considered the bellwether of airline growth. Presently, it has far over 100 new aircraft on order, among them 58 copies of the A380 mega-transport. That makes it the largest A380 customer. The Dubai airline in 2000 became the launch customer for the world’s largest commercial airliner and has increased its A380 order ever since. It will take delivery of its first mega-transport in summer this year, the first commercial A380 to be powered by GP7000 engines, in which MTU has a development and production stake of over 22 percent. The German engine manufacturer holds responsibility for the lowpressure turbine, parts of the high-pressure turbine and the turbine center frame. Its A380 fleet will be the backbone of the still expanding Arab airline. The mega-transport is expected to fly ultra-long routes, say to New York or Sydney, as well as high-density regional routes like ones in India. These plans will make Emirates the only A380 operator to use the aircraft in three different versions: as a three-class 517-seat and 489-seat configuration, respectively, and a two-class 600seat version for shorter hauls. There is little doubt Dubai will soon be the world’s largest A380 airport. At the new terminal complex, to be inaugurated in May, seven A380-friendly slots are already in place. At Concourse 3, to be completed in 2010, 18 of the 20 gates will be able to accommodate the mega-transport, permitting passengers to board concurrently through three bridges leading into the main and upper decks. To maintain the mammoth aircraft, Emirates has inaugurated one of the world’s largest maintenance centers at the Dubai airport: At its northern end, no less than seven maintenance hangars and a painting hangar have sprung up, each boasting 11,500 square meters of floor space, or more than two soccer pitches taken together. Evolving into one of the most significant traffic hubs globally, the emirate profits especially from its geographical location: Living within a radius of 6,400 kilometers, or about eight flying hours, are 3.5 billion people, which is more than half the world population. Current numbers are impressive: Dubai’s gross domestic product has been growing an aver- Dubai’s new terminal: At Concourse 3, to be completed in 2010, three bridges will permit passengers to board the A380’s main and upper decks concurrently. age 16 percent over the past several years, airport traffic volume grew over 19 percent in 2007, and Emirates had to cope with 30 percent growth last year. The flourishing airline is betting not only on gateway traffic, which amounts to about 40 percent of revenue at the home base, but also on what Tim Clark calls the Dubai factor, which is the glamor radiated by this artificial city in the desert. Emirates has a particularly strong presence in Germany, with Frankfurt, Munich and Düsseldorf served several times a day and Hamburg once a day from the desert hub. High on the wish list also are Stuttgart and Berlin, home to the ILA Inter- Emirates will take delivery of the first Airbus A380 powered by Engine Alliance GP7000 engines in summer 2008. national Aerospace Exhibition. Emirates also was among the sponsors of the 2006 soccer world championship in Germany, and its logo is seen on the shirts of first-league soccer team Hamburger SV. In terms of passenger service, Emirates is among the leading providers in the business, as confirmed time and again by a plurality of frequent flyer honors. Admittedly, amidst the airline’s furious growth, it isn’t always easy to keep a steady level of service throughout. Of the almost 22,000 airline employees, only a diminutive part hails from Dubai proper or from the Arab region generally. Overall, staff is being recruited from some 70 different countries, which is about par for the booming states on the Persian Gulf, especially among their airlines. That makes Emirates a globally oriented airline indeed. For additional information, contact Heidrun Moll +49 89 1489-3537 For further information on this article go to: www.mtu.de/108Emirates_E 18 Customers + Partners 19
A veritable power pack You could hardly tell the MTR390 Enhanced’s prowess from the size of it: Being a mere 44 centimeters wide, 68 centimeters high and 108 centimeters long, it still delivers an enormous 1,094 kilowatts, or 1,487 horsepower. The engine is the uprated version of the MTR390 powering the Eurocopter Tiger, and the most advanced engine in its peer group. In a twin-engine configuration, it provides the French-German support and antitank helicopter with the power it needs. “The Enhanced version packs a tremendous wallop and is a big technology leap ahead,” explains MTU Aero Engines’ program director Peter Harster. The turboshaft engine delivers an extra 14 percent power for hot and high missions compared with the basic version, as desired by Spain, the new customer, and that makes it welcome also in temperate climates. “This is where the helicopter’s extra power helps it carry more payload,” Harster By Bernd Bundschu says. Such benefits also sold France and Germany on the Enhanced version. Of their 171 MTR390 engines each has on order, the French will take delivery of 80 Enhanced versions, and the Germans a lesser number of 10, plus 24 on option. The European procurement agency OCCAR late last year inked the contract to that effect. “The fact that Germany, too, has opted for the more powerful Tiger engines is a major milestone in the MTR390 program,” enthuses Clemens Linden, managing director of both MTR and MTRI. The latter is an associate company of the MTR390 engine consortium and in partnership with Spain’s Industria de Turbo Propulsores (ITP) coordinates the development, manufacture and support of the Enhanced engine. The MTR390-E has something else to recommend it: It’s in part identical to the basic version and modifying the latter into an Enhanced version poses few problems. Since the engine-to-airframe interface is the same for both MTR390 versions, the Tiger weapon One of the last operations: checking the torque of the power turbine bolts. system can readily be re-engined with the upgrade. “Thus we will be able to offer an upgrade kit to the more powerful version as a major modification,” Linden adds. This applies similarly to the engine control unit, for which MTU is redesigning the hardware and operating system to suit the MTR390-E. “We’re using electronic components of the latest generation. That makes the new unit appreciably lighter in weight and safer without adding to its size. Also, it remains compatible with the old version,” explains Dr. Andreas Kreiner, MTU chief engineer for the MTR390’s control system. Overall, MTU’s stake in the MTR390-E program includes the combustor, high-pressure turbine and accessories. Its share in the program amounts to about one-third. Additionally, MTU’s Munich facility performs rig testing and engine thermal paint testing. The Enhanced version made its first run last year at a Turbomeca test facility. At its Munich facility, MTU Aero Engines has been tooling up for production since January. Plans are to ship the first production MTR390-E to Spain in September 2009; all in all, the Spanish will take delivery of 50 units. For additional information, contact Peter Harster +49 89 1489-3309 For interesting multimedia services associated with this article, go to: www.mtu.de/108MTR390_E Installed in the test bed’s quick-change frame the MTR390 is being prepared for the acceptance test run. The MTR390 was developed by MTR, a consortium including MTU Aero Engines, Turbomeca and Rolls-Royce. Of the basic version, the MTR390-2C, 238 copies have been delivered so far: 106 to Germany, 67 to France, 51 to Australia, and 14 to Spain. 20 Customers + Partners 21 MTR390 In parallel with the ongoing production in Munich, the operator nations are presently setting up the necessary repair capacities. In Germany, repairs will be performed at MTU Aero Engines’ Munich facility starting September, while the French engines are supported by Atelier Industriel Aéronautique (AIA) in Bordeaux. Additionally, since November 2007, a certified repair shop has been up and running in Bankstown near Sydney, Australia. Maintenance is pursued according to the on-condition maintenance principle, where the engines undergo regular pre- and post-flight inspections, plus boroscoping every 400 flight hours. In the field, the engines are consistently monitored and sent out for repair if indicated by alerts received from the built-in monitoring unit for which MTU is responsible.
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Page 7 and 8: The fine art of patching By Denis D
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