No aircraft flies with MTU engines, and yet MTU is involved in one third of all aircraft engine programs. MTU is the largest independent maintenance provider for aircraft engines and is associated with the production in many major engine programs. It is also leading Europe’s NEWAC research program, aiming to develop a new-technology engine-core concept.
Rolls-Royce, widely known for heavy engines, such as the Trent powering the Airbus A380 and Boeing B747, is in fact a pre-eminent provider of business jet engines and claims a 34 percent share of that market. The company delivered 328 engines for corporate aircraft last year, up from 250 in 2005. Rolls-Royce’s involvement with business aircraft began in 1958 with the Dart-powered Gulfstream I twin turboprop.
Qatar Airways CEO Akbar Al Baker and Lufthansa Technik CEO August Henningsen yesterday celebrated the signing of agreements whereby Lufthansa will provide engine maintenance and live TV installations for select aircraft operated by the Arabian flag carrier.
International Aero Engines (IAE) is talking with Airbus and Boeing about a prospective powerplant for a next-generation 150-seat airliner to follow on from the A320 and 737 families. “The timing is not clear, but our technology programs suggest that a new design must represent a step change from current engines,” said president Mark King. IAE comprises Japanese Aero Engines, MTU Aero Engines, Pratt & Whitney and Rolls-Royce.
International Aero Engines has launched a comprehensive upgrade and aftermarket support service for the V2500 engines powering Airbus Corporate Jets (ACJs). Its ExcelSelect program follows along the lines of the V2500 Select maintenance program available for commercial airlines and is aimed, says IAE, at “providing the customer with reduced and predictable operating costs, improved fuel burn, and offering time-on-wing improvements.”
Since its rejection from the Boeing 787 engine contest in April 2004 Pratt & Whitney has had to face up to a harsh new reality–that for the foreseeable future the U.S.’s most venerable engine manufacturer is effectively out of the huge market for the new medium twins from Airbus and Boeing–the A350 and 787.
The planetary gearbox on Pratt & Whitney’s Asian Aerospace stand (A909), may not look very exciting, but it could represent the future of aircraft propulsion technology.
International Aero Engines will provide service support for its V2500-A5 powerplants fitted to 20 Jetstar Airways Airbus A320s, plus three spare units under a 10-year deal. The Australian low-cost carrier currently has 15 IAE-powered A320s in service and will have 23 aircraft by June 2006.
Ameco Beijing–Air China and Lufthansa formed Aircraft Maintenance and Engineering Corp. (Ameco Beijing) as a 60:40 joint venture in 1989. Its facilities at Beijing Capital International Airport include a four-bay hangar covering 334,000 sq ft, a 108,000-sq-ft paint hangar, 66,000 sq ft of component workshops and an engine repair and overhaul workshop and engine test cell covering another 280,000 sq ft.
The Comtran jet nozzle retrofit showing here on the Jetran Air MD-82 in the static display makes the airplane compliant with Stage 4 noise regulations, reduces fuel consumption by 1.5-2 percent and extends time between overhauls by lowering the exhaust gas temperature by 10 degrees. And the soon-to-be certified winglets sported by the Bucharest-based twinjet cut fuel consumption by a further 5 to 5.5 percent.