In its continued partnership with GE, StandardAero signed two license agreements to become an independent TruEngine authorized maintenance, repair and overhaul (MRO) provider for CF34 and CFM56 engines. According to StandardAero, it will be the first independent TruEngine-authorized MRO provider for CF34s and the second for CFM56s. Under this new status, CFM56 or CF34 engines overhauled by Standard Aero are eligible for TruEngine status, allowing the engine serial numbers to be included in a database made available to industry appraisers and potential buyers.
GE’s 2,000-shp CT7-2E1, the powerplant for the twin-engine AgustaWestland AW189, received FAA certification last week. The CT7-2E1 is the latest civil-certified addition to the CT7/T700 line, with Fadec and what GE describes as a state-of-the-art hot section for power and reliability. The first production-certified CT7-2E1s will be delivered to AgustaWestland this month, GE said.
GE Aviation has started building components and is “on track” with its GE9X engine development to meet Boeing’s objective of improving fuel burn by 10 percent on the new 777X widebody.
GE Aviation, best known for its civil and military jet engines and integrated aircraft systems, plans to establish itself as a Tier 1 aerostructures supplier by the second half of the next decade. Ultimately, the company has a long-term vision to develop integrated propulsion systems (IPS) for future single-aisle airliners and regional aircraft, bringing together GE Aviation’s aerostructures capabilities in advanced wing and flying-control surface design with its turboprop engine and propeller activities in other divisions.
CFM International claims it is behind a revolution in the use of advanced materials for its Leap series of engines for single-aisle aircraft, that gives it a durability and maintainability edge over the competing Pratt & Whitney PurePower geared turbofan.
The FAA issued an emergency airworthiness directive–2013-10-52–for GE90-110B1 and GE90-115B engines on May 16 after two reports of transfer gearbox assembly (TGB) failures prompted in-flight engine shutdowns. Investigations revealed the cause as TGB radial gear cracking and separation. The AD prohibits the operation of any aircraft with either engine installed five days after receipt of the directive.
GE Aviation won the Game-Changing Technology Implementation award last week at the 2013 Manufacturing Leadership Summit for its Integrated Vehicle Health Management (IVHM) technology. Designed to reduce delays, cancellations and unscheduled maintenance as initially implemented on the G650 business jet, IVHM continuously manages and analyzes data throughout the flight, creating a set of health information for the engines, avionics, power, cabin and other aircraft systems.
GE Honda Aero Engines has announced that its 2,095-pound-thrust HF120 turbofan intended initially for the HondaJet is nearing completion of certification tests and is on track for delivery of the first entry into service engines before the end of 2013. “We now have a line-of-sight for certification and we are gaining experience on the fleet,” said Terry Sharp, GE Honda Aero president. “We are gearing up for the production environment, which should come by the end of the year.”
GE Aviation is no stranger to the business aviation world. Its CF34 engines have powered Challengers for 30 years, while its larger engines are used by Airbus Corporate Jets and Boeing Business Jets (through its CFM joint venture with France’s Snecma). It is currently bringing the HF120 turbofan (in the GE Honda Aero joint venture with Honda Aircraft) and Passport 20 (for Bombardier’s Global 7000/8000) to the marketplace.
GE Aviation began running its third and final eCore demonstrator last month in preparation for application on the Passport business jet engine and the new CFM Leap family, as well as a potential basis for the still orphaned NG34 turbofan development.