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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-pressure 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
Page 1 and 2: MTU Aero Engines Holding AG Dachaue
Page 3 and 4: Cover Story 4 REPORT Shared growth
Page 5 and 6: Technology + Science The partners i
Page 7 and 8: Technology + Science High-speed low
Page 9 and 10: MTU Global Turboprop flexes muscle
Page 11: Products Newcomers to the shop By N
Page 15 and 16: Reports His hopes are for a permane
Page 17 and 18: Reports range business jet listing
Page 19 and 20: NEWS MTU in 2005 appreciably outper

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