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AIRCRAFT COMMERCE ISSUE NO. 112 • JUNE/JULY 2017

54 I MAINTENANCE & ENGINEERING

Widebodies account forabout 20% of the fleet ofapproximately 28,000commercial aircraft. The

next three years will herald the arrival ofseveral new-generation widebodies, andthe new engines that power them. Whilesome maintenance, repair and overhaul(MRO) shops have the maintenance andrepair licensing for these developing andsunrise engines in mind, others areprioritising a stake in the teardownmarket for ageing engines. Maturingengines provide the most buoyant type ofMRO shop visit (SV) activity, and are anattractive focus for all engine shopsbecause it is economic for operators tooptimise heavy workscopes over anengine’s service-life.

Newly entered into service (EIS)engines will typically require light work,often called a hospital visit, to overcomeinitial technical issues, in the first fewthousand engine flight hours (EFH) on-wing. Heavy SV workscopes are not aregular occurrence until the worldwidefleet has started to reach the firstscheduled removal and SV, which can bein excess of six years from EIS.Meanwhile, operators of ageing or sunsetengines will try to avoid the high cost offull overhaul by sourcing used, repairedor serviceable parts. Aircraft retirementshave also slowed due to stabilising fuelcosts, prolonging this business.

The widebody engine MRO market isbuilt on different dynamics and demandsin comparison to narrowbody enginemaintenance (see Narrowbody engineMRO market, Aircraft Commerce,February/March 2017, page 47). Strongeroriginal equipment manufacturer (OEM)relationships are apparent, so there arefewer truly independent shops. “It isimportant for MROs to consider the

mean time between removal (MTBR) ofthese emerging and maturing engines,”says Richard Brown, principal at ICF.“Engines are staying on-wing for longer,and this is only set to improve with thenext-gen engines. While this is great newsfor airlines, this naturally impacts SVactivity and aftermarket requirements.

“Even as the engines start to mature,material and parts availability may differfor MRO shops. It is not uncommon nowfor material agreements to be in placebetween OEMs and airlines as part of anaircraft order. This affects profit marginsfor MROs during an SV,” adds Brown.

In-service widebodies are the 747,767, 777 and 787; and the A330, A350and A380 families. The main enginefamilies covered in this article are: theGeneral Electric (GE) GE90, GEnx, andCF6 families; the Rolls-Royce (RR) Trentand RB211-524 families; and the Pratt &Whitney (PW) PW4000-94, -100 and -112 series. As of July 2017, the in-serviceengines from these families power almost4,000 passenger-configured widebodies(Flight Global FleetAnalyzer) .

AJW Group has establishedrelationships with engine MROspecialists worldwide via its engine SVmanagement service, which aims tooptimise the logistics and efficiency of SVselections for its clients. “Overall, due tolower utilisations seen in the widebodyengine market, there is lower demand onthe widebody engine MRO shops forfrequent SVs,” explains Sam Rice,director of engines at AJW Group.“There are subsequently fewer MROsavailable for widebody engine types thanthere are for narrowbody ones. Forexample, there are more than 35 engineshops with CFM56-7B overhaulcapability, and significantly fewer for theCF6 or GE90.” An evaluation of the

widebody engine market must take intoaccount the level of OEM aftermarketinvolvement, the number of MRO shopsin its immediate network, the number ofSVs being carried out annually, and thematurity of the engine in question.

MRO & OEM Alliances A number of new- and next-

generation engines have been introducedto the market in recent years, as has beenestablished in previous articles (seeAcquiring maintenance capability fornew-generation engine types, AircraftCommerce, February/March 2015, page36). New engine types such as GE’sGEnx, and RR’s Trent XWB are now inservice; while the Trent 7000 and GE9Xare emerging engines that have yet tostart operations. These engines have newtechnologies installed to optimisereliability and efficiency, such as 3D-printed parts, composite materials, or theintroduction of bladed disks (blisks).

These technologies naturally requiredifferent repair and inspection processesof the service provider, and access to theOEM’s intellectual property (IP). It has tobe considered, therefore, that acquiringthese capabilities and appropriate licensesrequire strategic relationships with themanufacturer, to be at the forefront ofproviding these next generationmaintenance services. Each engine OEMhas a slightly different approach to this,depending on how it manages its ownaftermarket services to customers tooptimise its engine programmes.“Generally speaking, there will beincreased OEM coverage for next-generation engines,” explains NorbertMoeck, director engine programmes atMTU Maintenance. “Independentproviders will need to intensify their

The widebody engine maintenance market differs to its narrowbodycounterpart, with a smaller operator base, higher investmentrequirements, and higher aircraft utilisations impacting shop visitpatterns. This suggests a different landscape for maintenance providers,one which is heavily dependent on strategic manufacturer relationships.Charlotte Daniels summarises the widebody engine market.

Widebody engineMRO market analysis

cooperation with OEMs to access bothengine MRO and potentially IP protectedrepair licences, as well as MRO volume.”

Moeck adds that whereas an airline-affiliated provider can count on somebaseload volume from its parent airline,independent MROs need to acquire theirentire workload from the third-partymarket, while airlines potentially also getbetter access to licences during engineacquisition. Access to IP has becomemore challenging over the past couple ofyears, due to the strong activities of theOEMs in the aftermarket, but there is stillroom for independent development in thewidebody, large engine MRO market. Anexample of this is our proprietaryMTUPlus repairs. MTU Maintenance hasa long history as a repair developer andspecialist, so we plan to develop newrepairs in our partnerships with theOEMs, and perform repairs on behalf ofthe OEM through the OEM network.

Strategic OEM relationships fall intofour main categories: a) the MRO formsa joint-venture (JV) engine shop with theOEM; b) the engine shop becomes a risk-and revenue-sharing partner (RRSP),which requires investment in the initialdesign and manufacturing process for theengine; c) an airline can leverage aircraftorders and engine options in exchange forappropriate IP access; and d) the MROprovider can buy tooling, training and theIP independently.

Each requires a high level ofinvestment. While options a) and b)ensure OEM support and access tomaintenance SVs, they require earlyinvolvement and significant capital to setup. Option c) needs aircraft orders fornegotiation (a different type ofinvestment), yet does not guarantee third-party maintenance business. “Airlines arenot always granted third-party work,”adds Brown, “plus investment in a testcell is substantial.” Option d), whileindependent, carries a lot of risk in theearly days of an engine’s service lifecycle.Solid business cases, therefore, are neededbefore MRO shops commit to new-generation engine maintenance in its

relative infancy, whether from assured in-house business, or the OEMs’ need forthe provider’s in-house capabilities tomanufacture certain engine modules.

Established relationships and allianceswill be expanded on throughout thisfeature. A new agreement has recentlybeen announced between the MRO AirFrance Industries KLM Engineering &Maintenance (AFI KLM E&M) andOEM RR for the Trent XWB. This allowsAFI KLM E&M to form part of the RR‘CareNetwork’; allowing the engine shopto perform engine maintenance and somecomponent repairs.

In addition, Lufthansa Technik AG(LHT) has recently collaborated with GEto form a JV called XEOS to repair andoverhaul GEnx-2B and GE9X enginesfrom 2018 and 2021 respectively, andwill be located in Poland. This JV is inaddition to LHT and RR’s JV, N3 engineoverhaul services, which have beenproviding MRO for the Trent 500, 700,900 and XWB for 10 years.

MTU Aero Engines is a key partner toengine OEMs in the development andproduction of several major programmes.It acts as an RRSP for many new-generation types, for example for theGEnx (share 6.5%) and GE9X (share4%), and the Engine Alliance GP7000(share 22.5%). On the GEnx and GE9X,MTU Aero Engines has the system designresponsibility for the turbine center frame(TCF), so it will act as the OEM’s TCFrepair facility under OEM contract.

As an RRSP, MTU is not onlyinvolved in developing and producingmodules for the engine, it also gets, to theextent of its RRSP share, revenues fromthe OEM’s aftermarket activities, such asfrom spare parts as well as flight-by-hourpayments. MRO activities are carried outby its subsidiary, MTU Maintenancewhile spare parts are sold by MTU AeroEngines. Via MTU Maintenance, it is partof the MRO network of the OEM.

For the next-generation enginemodels, MTU will act as an OEMnetwork provider for now, meaning itcannot act as an independent service

provider at the early stages in theselifecycles. “MTU Maintenance willcontinue to act as an independent MROprovider for most engines in ourportfolio, such the CF6-50/-80C2 and theGE90-110/-115B,” adds Moeck. “We canoffer customers tailored workscopes andindependently managed services for theseengines over their entire life cycle. Amongthese are engine leasing, on-wing andLRU support, engine conditionmonitoring, as well as asset and materialmanagement.”

SV considerations As has been covered in the recent

narrowbody engine market survey (seeNarrowbody engine MRO market,Aircraft Commerce, February/March2017, page 47) several factors affect thescope and requirement of an engine SV.The environment the engine is operatedin will affect the MTBR and therefore thefrequency of an SV, in addition to theextent of corrosion and exhaust gastemperature margin (EGTM)deterioration. The engine’s age will alsoaffect its SV requirements and priorities.Aircraft Commerce splits the enginelifecycle into three main stages: sunrise,which is effectively a new EIS engine in itsinitial period of operation; maturing,which covers the mid-life of an engineundergoing first to third or fourthremovals and SVs; and sunset, which isan ageing engine at the end of itsoperational lifecycle. Sunset engines areoften considered to be phased out offleets in the short- to medium-term.

While it is generally defined that anengine will undergo hospital visits in itsearly service life, followed by alternatingperformance restorations and overhaulwork, a ‘sunset’ engine will have differentpriorities during a SV. For instance, anoperator is likely to consider ituneconomic to invest millions in a sunsetengine overhaul, when it will be phasedout within 24 months. As such, it may tryto source a leased engine with sufficientEFH left before a major SV to cover this


ISSUE NO. 112 • JUNE/JULY 2017 AIRCRAFT COMMERCE


period. Hence, whether the focus of anSV will be on parts or hot-section repair,full engine overhaul, life limited part(LLP) replacement or the use ofserviceable over new parts will depend onthe engine’s stage in the lifecycle.

“While there is no definitive rule tofollow for a SV, it does tend to depend onthe respective engine programme and itsmaturity within the lifecycle,” saysMoeck. “Also, technical engine issues cangenerate a sudden unforeseen peak inSVs, for example as a result of anairworthiness directive (AD). In that case,the share of lighter visits may increase,albeit for a short period of time only.

“MRO work on current but not fullymature programmes, such as the GE90,see an increasing number ofmajor/overhaul SVs compared to smallerfixes,” adds Moeck. “These alsoincreasingly involve LLP replacement asthe programmes become more mature.

“Mature engines, such as the CF6, aremore complicated in this regard,” addsMoeck. “MRO work will either involvefull overhaul workscopes including LLPexchange (typically for longer-termoperations) or ‘minimised’ workscopes,which are then tailored to specific needs(typically for shorter-term operations).Whereas the focus of an overhaul visit isa long on-wing time, the latter ones areaimed at lowering cost and matching apre-defined operational timeframe whereinvesting in an overhaul visit is no longerdeemed economic or necessary. “Matureengines programmes are therefore idealfor such situations, since they focus onreducing costs for operators of ageingengines through cost-effective MROalternatives (such as smart repairs andused parts) and alternatives to MRO(instant power solutions such as engine

lease, sale and exchange).” Of the subject engines in this feature,

AJW describes the GE90-115B, GEnx,Trent 900, Trent 1000 and Trent XWB assunrise engines. The GE90-94 and -115B,Trent 700 and Trent 800 are maturingfamilies, whereas the RB211-524, CF6-80C2, CF6-80E1 and PW4000 are end-of-life or sunset types. “We are naturallyseeing high levels of used serviceablematerial (USM) activity and demands forCF6-80C2, PW4000-94 and GE90-94engines,” explains Rice. “The CF6-80C2and PW4000 are also experiencing highleasing demands for green-time engines. Itmay be more economic for operators andlessors to avoid an ESV on a CF6-80C2or PW4000-94 due to the availability ofserviceable engines on the market.” Theavailability of USM arises from engineteardown, and several engine shops havespecialised in performing this in order toobtain serviceable parts. AJW adds thatStandardAero, MTU Maintenance, SRTechnics, Air France Industries KLMEngineering and Maintenance (AFI KLME&M) and Iberia Maintenance areamong the most prominent providers ofthis service for ageing engine types.

Regional considerations Just because an operator is based in,

for example, Europe, it does not alwaysmean that a European engine shop carriesout its engine MRO work. “Logistics andtransport costs are small compared to thecost of a full overhaul on widebodyengines,” says Rice. “Europe and Asiahave large concentrations of widebodyengine MROs, some with uniquecapabilities outside of the OEM (AirFrance KLM E&M with the GE90-94Bfor example), which may affect where the

main MRO activity happens. “Via AJW’s ESVM service, we tend to

prioritise MROs local to the engineremoval location wherever possible. If aPW4056 is removed in Asia, for instance,we would approach local MROs in ournetwork before opening up to the widermarket,” says Rice. It is not unusual,however, for engine MRO to occur indifferent continents or countries to theoperator’s base. As will be established,OEMs tend to establish JVs or a networkof approved providers to cover the mainregions of activity.

OEM contract options A further matter that has the potential

to widen divisions between independentand strategically aligned maintenanceshops is the power of an OEMaftermarket agreement to influence theavailability of ad-hoc third-partybusiness. OEM maintenance programmessuggest retainership of maintenancebusiness post-engine sale. The quality andcoverage these agreements provide havebecome more sophisticated and adaptablein recent years, meaning that a largepercentage of airlines (particularly thoseminus in-house engine shops) agree saleswith pre-agreed maintenance contracts.

The ‘Total Care’ package offered byRR, for example, during engine contractnegotiations ensures a large portion of itscustomers go straight to the manufacturerpost-sale. Under this contract RR offersextensive aftercare support from standardmaintenance, through to performancerestorations, repair and overhaul. Higherresidual value is often suggested forengines enrolled in Total Care.

“Airlines enjoy the risk-free transferthat power-by-the-hour (PBH) contractsgive them,” adds Brown. “They makesense to airlines, especially those withnewly EIS engine types, so it follows thatOEMs offer these agreements as part ofan aircraft order.” This is reflected in thehigh percentage of recent Trent ordersplaced with a TotalCare agreementincluded.

RR offers aftermarket support andmaintenance agreements to Trentcustomers via its TotalCare, SelectCareLessorCare and Foundation Servicescontracts. The ‘TotalCare’ suite ofproducts includes TotalCare Life,TotalCare Term and TotalCare Flex.



The Trent 1000 is installed on 787 family aircraft,so its design is compatible with the aircraft’srequirements for electrical rather than bleed-airdependent systems. The Trent 1000 will also beinstalled on the 787-10 when it shortly entersservice.

TotalCare Life, according to RR’swebsite, provides a $/EFH rate for theduration that an airline operates anengine. The agreement includes coreservices such as off-wing maintenanceand on-wing availability, aircraft-on-the-ground (AOG) support and otheroptional services.

Meanwhile, TotalCare Term providesthe same core services as standard, butthe $/EFH rate only funds SVs expectedto occur over a fixed calendar period.

TotalCare Flex, in addition, offers thefully-reserved benefits of TotalCare Life,but focuses on mature engines, asdescribed on the RR website. Green-timemanagement is offered to minimise costsfor engines approaching retirement.

SelectCare is another agreementoffered by RR. The website describesSelectCare as offering a core fixed-priceoverhaul (OVH) arrangement for airlines,which remains the same for the durationthey operate the engine.

RR also offers LessorCare, a lessor-focused agreement that has recently beenadded to the TotalCare service portfolio.LessorCare aims to aid transitionbetween lessees, and maximise the assetvalue of leased engines. Customers withLessorCare can use off-wing maintenanceand on-wing availability services when anaircraft is between operators.

Foundation Services are event-based

services for customers who requireneither risk transfer nor long termservices contract. The main elements ofFoundation Services are fixed-pricedoverhauls and time and material (T&M)shop visits. Customers can also procureother service options, such as on-wingservices, training or dedicated spareengine leasing, without an engineoverhaul.

General Electric (GE’s) portfolio ofmaintenance contracts for customers iscalled TrueChoice. Within theTrueChoice umbrella of agreements, GE’swebsite includes TrueChoice Flight Hour,TrueChoice Overhaul, TrueChoiceMaterial and TrueChoice Transitions. Asthe name suggests, TrueChoice FlightHour is essentially a PBH programme,enabling full risk-transfer enginemaintenance.

TrueChoice Overhaul offers fixedprice agreements customised to eachspecific engine’s requirements.TrueChoice Material offers new and usedpart, repair and upgrade solutions, whileTrueChoice Transitions accommodates anengine’s evolving maintenancerequirements throughout its lifecycle,including time and material (T&M) orPBH programmes, engine and moduleexchanges, custom workscopes andtraditional and green time engine leases;as GE’s website explains.

RR large engines RR’s in-service widebody, large engine

portfolio includes the Trent 700, 800,900, 1000, XWB and RB211-524. TheTrent 700 powers the A330-200 and -300, and has been in operation for morethan 20 years. The RR Trent 800 is apowerplant option for the 777 family,entering service in 1996. The seriescomprises Trent 875, 877, 884, 892 and895 variants. The last two digits of theseries denotes its thrust rating inthousands of lbs. The Trent 875 and 877variants power the 777-200, delivering74,600lbs and 77,000lbs take-off thrusts.Meanwhile, the Trent 884 equips the777-200ER, at 84,950lbs of take-offthrust, and the Trent 892 delivers91,600lbs of thrust for the 777-200ERand -300. Last, the Trent 895 is installedon 777-200ER aircraft, giving up to95,000lbs take-off thrust.

The Trent 900 is the RR option forthe A380 aircraft family. Its main twoseries, the Trent 970 and 972, areinstalled on the A380-800. As ischaracteristic of the Trent range, the 900is a three-shaft turbofan engine. Its thrustvariants range from 70,000lbs to77,000lbs, with bypass ratios varyingfrom 7.7:1 to 8.5:1.

The Trent 1000 is installed on 787family aircraft, so its design is compatiblewith the electric aircraft’s requirementsfor electrical rather than bleed-airdependent systems. The Trent 1000 has a10:1 bypass ratio, and thrust ratingsbetween 53,000lbs and 78,000lbs.

The Trent XWB is exclusive to theA350-XWB, currently comprising theA350-900, with the -1000 about to EIS.

The RB211-524 has been in operationfor almost 30 years. The -524G-T variantpowers the 747-400, while the -524H isinstalled on 747-400 and 767-300aircraft.

Engines in operation According to RR, current in-service

figures per type as of June 2017 are: l Trent 700: 68 Trent 700s now

equip freighter versions of the A330, and1,408 are installed on passenger-configured aircraft in service.

According to ICF, 72 Trent 700engines were built in 2016, and about370 SVs were carried out. The aviationanalyst estimates that 390 SVs will beundertaken during 2017, and 4,000 overthe next 10 years (see table, this page).

l Trent 800: RR says that there areabout 350 Trent 800s poweringpassenger-configured 777s today.

ICF estimates that about 70 Trent 800SVs occurred in 2016, with a similarnumber forecast for 2017. Due to thegradual phasing out of the 777 legacymodels, ICF says that about 450 SVs will



WIDEBODY ENGINE MARKET FORECAST - SHOP VISITS 2016-2026

Widebody Number in Number built SVs SVs forecast 10 yearengine operation 2016 2016 2017 SV forecast

General Electric

GE90-94B 322 0 39 40 388GE90-115 1,915 196 305 338 4,460

CF6-80C2 2,283 32 519 493 3,478CF6-80E1 554 48 145 164 1,656

Pratt & Whitney

PW4000 1,906 6 357 416 2,827

Rolls-Royce

RB211-524 280 0 40 39 261

Trent 700 1,476 72 367 389 4,006Trent 800 350 0 71 69 443Trent 900 336 24 49 68 936Trent 1000 410 120 13 25 1,359Trent XWB 170 104 0 0 1,441

Source: ICF Figures provided are estimations

take place over the next decade. l Trent 900: according to RR, latest

figures show 336 Trent 900s are installedon 84 A380 aircraft. ICF says that about24 Trent 900s were built last year, andthat almost 50 SVs were carried out onthe fleet. About 70 Trent 900 SVs areforecast for 2017, and about 950 in thenext 10 years.

l There are 410 Trent 1000 enginesinstalled on active 787-8s and -9s. TheTrent 1000 TEN is due to enter service onthe 787-10. ICF figures show that about120 Trent 1000 engines weremanufactured in 2016, while about 15SVs took place during the year. ICFestimates that 25 SVs will be undertakenin 2017, and that 1,400 Trent 1000 SVswill occur in the next 10 years.

l RR says that the Trent XWBpowers 85 A350-900 aircraft, with 170engines in active service. ICF says that104 Trent XWB engines were built in2016, and that due to the relative infancyof the engine type, no major or heavy SVshave been performed to date. This doesnot account for hospital SVs, which mayoccur on an ad-hoc basis during the earlyservice period of a new EIS engine. 1,441SVs are expected over the next 10 years.

RR explains that any significantrequirement for Trent XWB overhaul SVswill ramp up from 2020. Anyunscheduled maintenance is fulfilled bythe Trent XWB shops listed below, thelatest of which, Air France IndustriesKLM Engineering & Maintenance, wasannounced at the 2017 Paris Airshow.

Of the RR engines explored, theRB211-524, which is installed on anageing fleet of 747-400 and 767-300aircraft, is the oldest. The manufacturersays that there are 72 -524s installed onfreighter variants, and 208 poweringpassenger-configured aircraft. ICF hasprovided SV estimations of 40 SVs peryear performed in both 2016 and 2017.The next decade should see about 260SVs as the engine series is graduallyphased out via fleet replacements.

The Trent CareNetwork RR’s aftermarket service network

strategy comprises wholly-owned, jointventures (JVs) and customer ownedshops. RR has announced three non-equity independent, third-party

maintenance providers in its TrentCareNetwork. Truly independent, thirdparty maintenance providers are expectedto increase in numbers as the demand forengine overhaul grows beyond existingcapacity.

OEM shops and JVs RR has both wholly-owned, JV, and

non-equity maintenance shops, in placeto manage aftermarket activity for itsTrent and RB211 engines. These are inEurope and the Asia Pacific, although aswill be established, the OEM has aworldwide ‘CareNetwork’ of independentshops, suppliers and authorisedmaintenance centres (AMCs) to furthercover aftermarket activity. Its own engineshop, EOS Derby UK, is 100% RRowned, and can provide MRO servicesacross the full Trent engine family.

Meanwhile, Hong Kong Aero EngineServices Limited (HAESL), which is a50:50 JV between RR and Hong KongAircraft Engineering Company(HAECO), provides MRO for theRB211-524, Trent 700, Trent 800 andTrent XWB.

Singapore Aero Engine Services PteLimited (SAESL) is another 50:50 JV, thistime between RR and SIA EngineeringCompany Limited (SIAEC). According toits website, SAESL is the world’s largestTrent engine MRO, with capability tosupport all products in the Trent family.SAESL can provide MRO and testservices for the Trent 700, Trent 800,Trent 900, Trent 1000 and Trent XWB.SAESL Engine Overhaul services can

support all workscopes such as hospital,check and repair, and full refurbishmentvisits. In addition, it can carry out enginedisassemblies, LLP exchanges, parts andaccessory repairs, engineering supportand engine status reporting.

Another JV is N3 Engine OverhaulServices (N3EOS), which is a 50:50 JVbetween RR and Lufthansa Technik(LHT). Based in Arnstadt, GermanyN3EOS can provide maintenance, repairand component services for the Trent500, Trent 700, Trent 900 and TrentXWB engines.

Non-equity shops In addition to one wholly-owned

shops and three JVs, the following shopsform part of the Trent CareNetwork, asdescribed by RR. Two of these are non-equity AMCs: Delta TechOps, MubadalaAbu Dhabi, in addition to TS&S which isan independent Trent 700 MRO shop,and a number of independent customer-owned shops:

l Aircraft Maintenance andEngineering Corporation (AMECO),Beijing provides MRO for the RB211-535;

l ANA Engine Technics Co, Tokyofocused on the Trent 1000;

l Delta TechOps, Atlanta, USA hasemerging capabilities for the Trent 1000and the Trent XWB. It will beginoverhaul services for the Trent XWBfrom 2020;

l Egyptair Maintenance &Engineering, Cairo is an MRO for theTrent 700;




The GEnx has three main GE service partnersassociated: Air India is licensed for the GEnx-1B;Etihad Airways Engineering (formally Adu DhabiAircraft Technologies) can perform MRO for boththe GEnx-1B and -2B; while LHT has formed abrand new JV with GE, called XEOS. This willoverhaul GEnx-2B engines from 2018.



l Emirates Engineering, Dubai carriesout maintenance on the Trent 500, 700and Trent 800;

l Mubadala Abu Dhabi. Announcedin 2016, Mubadala’s AMC for the TrentXWB is under construction andanticipated to open in 2021 and toperform up to 150 XWB SVs a year;

l AFI KLM E&M is also part of theCareNetwork for the Trent XWB;

l Turbine Services & Solutions(TS&S) is licensed for the Trent 700, andcompleted its first fully independent Trent700 overhaul at the end of 2016 via acontract with Sri Lankan Airlines. Assuch, it is considered a newly independentTrent 700 MRO shop;

l THAI Technical has Trent 700 andTrent 800 maintenance capability; and

l Last, GE’s Aircraft Engine Services(GEAES) of Cardiff, Wales UK is licensedfor RB211-524 overhaul.

Component Repair Network In addition to AMCs, there are

additional engine maintenance and repairshops that specialise in certaincomponents and repairs. RR explainsthat AMCs can perform standard repairsand have the capability to repair bulkyitems such as fan-cases. For rarer and/ormore complex repairs, this approach isuneconomic because there is unlikely tobe a high enough volume of repairs goingthrough each shop.

Hi-tech repairs, therefore, areperformed by a smaller number offacilities, called Centres of Excellence(CofE). The CofE are a mix of RR-owned, JV and independent suppliers;offering up to three providers per repair.

Trent engine repairs can be groupedby module and shops licensed:

HP/IP bearing supports: HAESL,LHT EPAR, EOS;

Fan blades: HAESL, LHT EPAR,SAESL;

Compressor blades: SAESL, RRInchinnan, Airfoil Services Sdn. Bhd,Kuala Lumpur Malaysia (ASSB);

Nozzle guide vanes: SAESL, TurbineRepair Technologies, Somercotes UnitedKingdom (TRT);

Front combustor liner tiled; SAESL,CRMA Aero Repair, Paris France(CRMA), N3EOS;

Front combustor liner non-tiled: RRCanada, Montreal Canada (RRC);

LPT blades: HAESL, Turbine RepairTechnologies, Somercotes UnitedKingdom (TRT);

Discs and shafts seal fin repairs:HAESL, RR Inchinnan, KLM EngineMaintenance;

Complex case repairs: BarnesAerospace, Connecticut USA (Barnes EG)Barnes Aerospace, Singapore (Barnes SG),Delta TechOps, HAESL;

Blisk repairs: EOS, N3EOS; Compressor vanes: SAESL; Honeycomb conventional repairs:

HAESL, Chromalloy Thailand, BangkokThailand (CTHAI);

Bearings: Schaeffler Technologies AG& Co. KG, Schweinfurt Germany, SKF,Gloucester United Kingdom;

Honeycomb direct laser depositionrepairs: SAESL, Lufthansa TechnikEngine Parts and Repair, Shannon Ireland(LHT).

RR explains that at the present time,all existing hi-tech repairs can be carriedout by these repair service providers;

future repairs, such as material additionfor Blisk repair, are being developedwithin RR Research and TechnologyCentres.

Additional MRO shops GT Engine Services Ltd (GTES) is

located at Stansted Airport, UK. Itperforms quick-turn maintenance servicesfor the Trent 700, and carries out about10 workscopes a year on type. GTES’sfocus is light maintenance, performingborescope, end-of-lease checks, and QECstrips/builds. It operates under EuropeanAviation Safety Agency (EASA) andFederal Aviation Administration (FAA)maintenance licences.

PAS Technologies is a US-based repairprovider that has recently been acquiredby StandardAero. With additionallocations in Europe and Asia, it provideshi-tech and OEM-endorsed repairs forthe RB211-524 series. These includerepair solutions for shrouds, half rings,air seals and assemblies, compressor rotorspinner assemblies, casing assemblies,gearbox housings, and combustion cases.Hi-tech repair processes adopted by PAScomprise welding, EDM & spark erosion,machining, metal spray, cold spray, heattreatment, balancing, water jet, brazing,plating, FIC, laser welding & cladding,grinding, painting and shot peentechniques.

Brown at ICF believes that the MROmarket for the Trent 700 may openfurther opportunities for MRO shops. Heexplains that, as the worldwide fleet ages,engines are starting to come off full-coverage PBH contracts such asTotalCare and are progressing ontoT&M agreements to explore cost-effective maintenance options. Thissuggests the potential for MRO shops toevaluate the business case for the 700.“The A330 also enjoys an excellentmarket,” Brown adds, “which providesfurther assurance of SV work.”

GE large engines The GE90 engine family has been

around for over 20 years. The GE90-94Bentered service in 1996, while the -110Band -115B entered service in 2004. The -90B and -94B power 777-200ERaircraft, while the - 110B equips 777-200LR (long-range) aircraft and the -115B is installed on 16 777-200LR and

MTU performs more than 20 SVs per year for theGE90-110/-115B. It anticipates that this willincrease in coming years. For module MRO work,MTU Maintenance is typically allocated work inthe amount equivalent to its RSSP share.

709 777-300ERs. A summary ofperformance and SV patterns haspreviously been undertaken (see GE90,GP7200, Trent 800 & Trent 900performance & maintenance, AircraftCommerce, April/May 2017, page 81 ).

Meanwhile, GE’s CF6 engine familyhas been in service since 1971. The CF6-80C2 and CF6-80E1 turbofan engineseach consist of a single fan, followed by afour-stage LPC and a 14-stage HPC. Theyboth also have a five-stage LPT and atwo-stage HPT. The CF6-80C2’s fandiameter is 93 inches, while the CF6-80E1 has a fan diameter of 96.2 inches.Thrust ratings also differ between the twomodels. The -80C2 is rated at 52,200-62,000lbs thrust, and the -80E1 is ratedat 65,800-69,800lbs thrust. The CF6-80C2 powers the A300-600, the 767-300ER, 747-400 and -400ER variants,and the MD-11. It is the predecessor tothe CF6-80E1, which powers the A330-200 and A330-300.

GE shops & alliances As has previously been established

(see Widebody engine hi-tech repairsurvey, Aircraft Commerce, April/May2015, page 46), GE has several globalshops that can undertake MRO work.CF6-80 engines are overhauled at GE’sCaledonian and Celma facilities, whilethe GE90 is overhauled at GE AviationWales. In addition, the GEnx engines canundergo maintenance at GE AviationCaledonian (Scotland), GE AviationCelma (Brazil) and GE Evergreen EngineServices (Taiwan). GE also has globalrepair shops in Cincinnati, Ohio;Singapore; McAllen, Texas; and Hungary.All provide repairs for the GE networkand third-party overhaul providers. Eachof GE’s repair shops focuses on specificproduct types:

At GE’s shop in Cincinnati, OH therepair focus is on GE90 combustors, andGE90 and CF6 rotating parts andstructures. At ATI Singapore GE90 andCF6 combustors are repaired, alongsidethe GE90 and CF6 HPT, HPC and LPTairfoils. GE Component Repair inMcAllen, TX concentrates on GE90 andCF6 LPT airfoils. Last, GE ComponentRepair, Hungary repairs all honeycombparts and composites.

GE also has several service partners,which form its GE Global BrandedServices Network (GBSA) for in-serviceand developing widebody engines. Theseservice partners include TEXL (Xiamen,China), AFI KLM E&M, Emirates andJapan Airlines (JAL) for the GE90 family.

The GEnx also has three mainassociated service partners: Air India islicensed for the GEnx-1B; Etihad AirwaysEngineering (formally Adu Dhabi AircraftTechnologies) can perform MRO for boththe GEnx-1B and -2B; and LHT has

formed a brand new JV with GE, calledXEOS, which will overhaul GEnx-2Bengines from 2018. This will also beginwork on the GE9X from 2021 once it hasEIS.

Engines in operation GE has provided in-service figures for

its GE90, GEnx and CF6 engine fleets,correct to July 2017. There are 380GE90-94B engines in operation,

powering 777-200ER aircraft, and morethan 2,050 -115B engines on the -200LRand -300ER. Of these series, ICFestimates that SV demand for the -94Baverages about 40 visits a year. It isestimated that 400 further SVs will takeplace for the -94B over the next 10 years.

The -115B is still in production, andICF says that close to 200 engines weremanufactured in 2016. The -115B is amaturing engine in a period of growth;while about 300 SVs took place in 2016.




ICF thinks that 2017 will see closer to350 SV events worldwide. Its 10-yearforecast estimates 4,500 -115B SVrequirements during the period.

GE also states that there are about800 GEnx-1B, and 530 GEnx-2B activeengines in the market.

Regarding the long-running CF6-80C2 series, GE provides in-servicestatistics illustrating about 4,000 enginesare still in operation among 144operators. The -80C2, which hasaccumulated almost 230 million EFH todate, is still in production for the 767freighter. ICF says that about 30 werebuilt, and about 500 SVs were carried outduring 2016. SV demand is likely to besimilar during 2017. Overall, ICFanticipates about 3,400 -80C2 SVs forthe next decade. For the -80E1, GEprovides in-service data of almost 700engines across 35 operators. Almost 50E1 engines were built in 2016, and SVdemand is rising steadily with over 150SVs estimated to take place in 2017.

MRO shops & activity As a service partner under the GBSA,

Air India has capability for both GE90and GEnx engines via its maintenancesubsidiary, Air India Engineering ServicesLtd. The company is investing in a newoverhaul facility, which will be located inNagpur, India. Until then, Air India iscarrying out quick turn (QT) SVs only.The MRO advises that, as Air India’s fleetcomprises the GE90 and GEnx, access toIP and maintenance training wasprovided while they made theindependent investment to procure tools.

Meanwhile, AFI KLM E&M’s

Amsterdam shop provides CF6-80C2 and–E1, and GEnx maintenance. It performsabout 60 CF6 SVs per year on average, inaddition to 20 GEnx SVs. AFI KLME&M’s Paris facility located at Orlyairport, has full GE90 and GP7000capability, and as such undertakes afurther 100 GE90-94 and -115 SVs and15 GP7000 per year. Via CRMA, AFIKLM E&M can provide in-house partsrepair across both CF6 andGE90/GP7000 engine modules; GEnxrepair work is in progress.

Delta TechOps has full overhaulcapability for the CF6-80C2 series;performing about 115 SVs per year.According to a source, 70% of Delta’sSVs are major repairs or overhauls withLLP replacement, while the remainderform light repair workscopes. DeltaTechOps can provide in-house partsrepair for all major parts of the engineincluding: fan cases, LPC, HPC,combustor, LPT, HPT and various sealsand casings.

GE Evergreen Engine Services isunderpinned by Evergreen AviationTechnologies Corporation’s (EGAT’s)engine shop. GE Evergreen EngineServices is operated similar to a GEengine shop, and is formed via an equityJV between GE and EGAT. The EGATengine shop provides maintenanceservices for most GE widebody engines,including the GEnx family, the GE90-115, the CF6-80C2 and CF6-80E1. Viathe GBSA and the GE engine servicesagreement that it holds with themanufacturer, the JV will assign theworkload to the engine shop, which takesup about 75% of EGAT’s engine shopmaintenance capacity, and performed on

behalf of GE. Such agreements allowEGAT access to the necessary IP toperform this work.

On average, EGAT undertakes 20GE90-115B SVs; 30 GEnx SVs; and 150CF6-80s SVs each year. About 50% ofthese SVs involves major overhaul orrepair work. The EGAT shop canperform in-house repairs on all majorCF6/GEnx modules, along with somepiece-part repairs, aligned to GE’snetwork of piece-part repair centres.

MTU Maintenance is a businessdivision of MTU Aero Engines,Germany’s leading engine manufacturerand the world’s largest independentprovider of aero engine services. Based inHannover, MTU Maintenance’s focus ison medium-sized and large engines.Services include the GE90-110/-115B,CF6-50/-80C2 and GEnx TCF MROhigh-tech parts repair and repairdevelopment. In addition, ASSB, which isa JV between MTU and LHT, offers LPTand HPC airfoil repairs for the CF6 andGP7200.

MTU Maintenance is the leadingindependent MRO provider for theGE90-110/-115B engine. It currentlyperforms more than 20 SVs per year.MTU Maintenance anticipates that thiswill increase in coming years. Meanwhile,the engine shop performs almost 80 CF6-80C2 SVs per year at current demand.“For module MRO work, MTUMaintenance is typically allocated workin the amount equivalent to its RSSPshare,” says Moeck. Similar to the GEnx,GE9X TCF MRO is planned upon theengine’s full EIS.

MTU Maintenance offers itscustomers individually tailored MROsolutions and extended services which aredesigned to lower their operational costsand to maximise the value of theirengines. As part of its services portfolio,the company provides various high-techrepair technologies that cover the entireengine and meet the required approvals.Apart from OEM repairs, MTUMaintenance offers EASA/FAA-approvedhigh-tech repairs which are developed in-house and marketed as MTUPlus repairs(or otherwise known as DER repairs). Anexample of an MTUPlus repair is theMTUPlus laser powder cladding tiprepair, which can be applied to turbineblades. MTU can provide in-houserepairs across all major CF6 rotating and



PAS Technologies has recently been acquired byStandardAero. With additional locations inEurope and Asia, it provides hi-tech and OEM-endorsed repairs for the RB211-524, CF6,and PW4000 series engines.

non-rotating parts. For the GE90, MTUMaintenance provides repair solutions forthe fan, accessories, cases and frames.

In addition, StandardAeroComponent Services & PAS Technologiesspecialise and provide OEM-approvedrepairs for the CF6-6, -50, -80A, -80Cand -80E engine series. On many engineplatforms, the company works withOEM partners to gain approval fordeparture records or engineeringauthorisations where a part might beslightly outside of repair limits, but stillcertifiable as safe for flight. Anengineering review is required, where thecompany is licensed to work in concertwith OEM partners to recover a part thatwould otherwise be deemed unrepairable,saving operators money.

For the GE90-94/-115B, the companyprovides hi-tech repairs for fan bladeplatforms, air oil seals, rotating seals,TCF adapters, half rings, sump covers,centre vent tubes, ducts, acoustic panels,diffusers and OGVs. For the CF6-80C2,repair solutions are offered for AFT outerliners, spanner nuts, unison rings, shroudassemblies, thermal shields, stationaryseals, air oil seals, retainers, impingementmanifolds & rings, gear shafts, fairings,disks, combustion liner assemblies, HPTshroud supports, spinner cones, cases &frames, TOBI ducts, HPT blade retainingplates, honeycomb seal segments andrings, and compressor vanes. Meanwhile,-E1 repairs are performed on mount linkassemblies, shafts, unison rings, retainers,actuation levers, shroud supports,spanner nuts, impingement manifolds andrings.

In terms of part and materialavailability, ADs can significantly affectdemand. “There is a (relatively) new ADon the CF6-80 fan mid-shaft that deemsmore than 95% of these LLPsunserviceable,” explains Rice at AJW.“Demand for this particular unit in theused, serviceable market has thereforeexponentially increased.”

Pratt & Whitney The PW4000 was first introduced in

1987. The engine family comprises thePW4000-94, the -110 and the -112 series.Each suffix relates to the diameter of thefan module; for example, the PW4000-94’s fan diameter is 94 inches. ThePW4000-94 family has an overall bypassratio of 4.8-5.0 and a fan pressure ratio

of 1.65-1.80. Its thrust rating ranges from52,000lbs to 62,000lbs of thrust.

Since entering commercial service,P&W has delivered more than 3,500PW4000 engines, and a small number arestill in production. The -94 series powersthe 747-400 and 767-300ER, alongsidethe MD-11, and A300-600R and A310-300. The PW4000-100 powers the A330-200 and -300 series. The PW4000- 112powers the 777-200, the 777-200ER and777-300.

In terms of OEM coverage, Pratt &Whitney Eagle Services Asia, located inSingapore, is P&W’s global centre ofexcellence for PW4000 engine overhauls.It performs maintenance on all PW4000models including the PW4000-94, -100and -112. Eagle Services Asia is a JVbetween P&W and SIAEC. P&Wexplains that several independent shopsalso perform PW4000 maintenanceglobally.

P&W also provides PW4000 MROservices under its new EngineWise™service portfolio. “EngineWise is aboutsupporting customers’ evolving needsthroughout the entire engine life cycle,covering both mature and new engines,”explains Sharon Maloney, associatedirector of marketing at Pratt & Whitney.“With EngineWise, P&W is helpingcustomers optimise engine performanceand keep their fleets running smoothly.”

Part repairs are completed at 12P&W repair facilities that provide globalcoverage. P&W explains that theselocations specialise in the repair ofparticular part families across all threePW4000 engine models. Each facilityprovides hi-tech repairs such as: multi-layer abradable coating (blade outerairseals), drum rotor disk replacements

(rotating parts), electron beam weldingfor flange replacements (cases) andTurbofix™ (turbine blades).

Maloney outlines the 12 PW4000repair facilities, which are:

l Asian Compressor Technologicalservices (Taiwan) provides repairs forcompressors, stators, shrouds and HPCseals;

l Component Aerospace Singaporespecialises in repair for combustionchambers, fuel nozzles, fuel nozzle guides,tubes and manifolds;

l Connecticut Rotating Partsperforms repairs on major rotating parts,and Connecticut Stators and ConnecticutStators & Components specialises inrepair for HPC stators and honeycombseals;

l Dallas Airfoil Repair Operationsspecialises in HPT/LPT blade and vanerepairs, plus airfoil coatings;

l North Berwick Part RepairOperations repairs airseals, shrouds,ducts, vane supports and bearingcomponents;

l P&W Auto Air (Michigan, USA)performs thrust reverser, nacellecomponents and composite repairs;

l P&W Component Solutions(Singapore) repairs airseals, carbon seals,rotating seals, LPC stators, HPC shroudsand variable vane repair solutions;

l Pratt & Whitney PSD (Arkansas,USA) performs repairs for major cases;

l Repair Supplier Logistics(Connecticut, USA) specialises in partsrepair logistics;

l Turbine Overhaul Services(Singapore) repairs HPC, HPT and LPTairfoils, and transition ducts;

l 1-Source Aero (Greece) repairscontrols and accessories.




GE has overhaul capability for the CF6-80 seriesat its Caledonian, UK and Celma, Brazil facilities.It also has overhaul shops for the GE90 in Wales,UK; and overhaul facilities for the GEnx at itsCaledonian, Celma, and Evergreen EngineServices, Taiwan shops.

Engines in operation According to PW, more than 2,900

active PW4000 engines are installed onA300, A310, A330, 747, 767, 777 andMD11 fleets. According to ICF, sixPW4000 engines were built in 2016, and350 SVs occurred (see table, page 58).ICF estimates another 400 engines willundergo SVs in 2017, and SV figures overthe next nine years will reach about2,800.

MRO shops & activity GTES is a light maintenance service

provider for the PW4000 engine family,performing about 15 end-of-lease checksannually for the series from its UKlocation. As for the Trent 700, GTEStypically performs end-of-lease checks,QEC strips and builds in addition toborescope inspections.

MTU Maintenance also offersPW4000 on-site and on-wing services viaits Hannover base.

Air India Engineering Services Ltdalso carries out full overhaul services onthe PW4000 series from its location inNew Delhi. It holds DGCA and FAAlicences for its maintenance work. Itcarries out an average of 10 PW4000 SVsa year, of which 20% are quick-turn/lightworkscopes, while 80% require majorrepair and overhaul.

Air India has in-house repaircapabilities for PW4000 fan cases, minorrepair solutions for LPC and HPCairfoils, HPC, (excluding outer air sealsand high speed grinding of rotor), LPTs(excluding airfoils and duct segments,

HPTs (excluding airfoils) and OASsegments, and minor repairs for seals andcasings. Hi-tech repair methods includeplasma spray repairs and electro-plating.Air India has to sub-contract elements tothe OEM such as airfoil repairs,combustor repairs, high speed grinding,honeycomb repair for OAS, and KE sealrepairs. In addition, it provides someDER repairs that are sub-contracted viathird-party vendors.

Meanwhile, Delta TechOps offers fulloverhaul services on the PW4000-94.About 80 SVs are performed each year atits Atlanta shop, 10% of which are onbehalf of PW. Again, Delta can provide arange of in-house repairs for all majorengine parts. OEM repairs on blades andvanes are sent to PW, but Delta TechOpshas developed its own approved repairsfor these parts. According to a source,Delta TechOps can offer DER repairs onboth types for most blades and vanes, inaddition to ‘airline repairs’. These areminor repairs (as defined by the FAA),but can save substantial amounts ofmoney. These are developed by Delta, butare not DERs and do not involve partsmanufacturer approved (PMA) parts. Asexplained by the source, an examplemight be to blend a scratch on a fan casewhich might otherwise be declared scrap.

FAR 1 defines a major repair in oneof three different ways: if improperlydone, it might appreciably affect weight,balance, structural strength, performance,powerplant operation, flightcharacteristics, or other qualities affectingairworthiness; if it is not done accordingto accepted practices; or it cannot bedone by elementary operations. A minor

repair covers everything else. Israel Aerospace Industries (IAI),

Bedek Aviation Engines Division, isheadquartered at Ben Gurion Airport. Itcarries out about 14 SVs a year for thePW4000-94 family. IAI has beenproviding maintenance services for PWWB Engines for over 20 years, startingwith the JT9D-7J engines. IAI wasdesignated the DSP (Designated ServiceProvider) by PW for the JT9D seriesengines, which complemented itsprogression to the PW4000 engine family.IAI has a signed engine offload agreementwith UTC PW for PW4000-94 engines, aswell as technical support, enginedocumentation and materials supportagreements. According to IAI, 70% of itsPW4000-94 workload is major repair,while 30% is inspection level. About25% of IAI’s PW4000-94 SVs areallocated by the OEM. This allocatedwork is mainly from EL AL, which is acustomer of the OEM and sends itsengines to IAI via the offload agreement.

In addition, IAI provides in-housepart repairs for 85% of the PW4000-94engine family parts. IAI says that themain parts it cannot repair in-house areHPT/LPT airfoils. In terms of hi-techrepair, IAI performs shotpeening on fandisks, shotpeening and glass bead peeningfor fan blades, and high speed grindingfor the HPC. DER repair is also available.

Last, PAS Technologies and StandardAero provide PW4000 hi-tech repairs forrings and assemblies, seal and supportassemblies, disks, hubs, HPT ductsupports, heat shields, combustorchamber guide assemblies, LPCcompressor blades, diffuser caseassemblies, and blade assemblies.

Next-generation aircraft are due toemerge in the near future, while some ofthe legacy fleets such as the 767 will bephased out. It is clear, therefore, thatthere will be changes to the MRO marketfor widebody engine shops. “Independentshops need to evaluate whether theeconomics make sense,” says Brown.“Extensive MTBRs for widebody enginesmean that only a small number of engineshops is needed for SV activity. We maytherefore see the market narrow orconsolidate.”



AFI KLM E&M’s Amsterdam shop provides CF6-80C2 and –E1, and GEnx maintenance,. andits Paris facility located at Orly airport, has fullGE90 capability.

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