A stake in a record-breaking engine

Summer/Fall 2009

Technology + Science MTU Global Report

Demanding terrain Suspended betweenrisk and routine

A company rich in tradition and promise

MTU Aero Engines Holding AGDachauer Straße 66580995 Munich • GermanyTel. +49 89 1489-0Fax +49 89 1489-5500www.mtu.dewww.75-years-mtu.de

Dear Readers:

2009 is a very special year for MTU AeroEngines, as the company is celebrating its75th anniversary this year. The origins ofMTU date back to 1934, when its predeces-sor company BMW Flugmotorenbau GmbHwas founded and set up business in Allach tothe north of Munich. This traditional site ishome to MTU’s corporate headquarters tothis day, and will remain so in the future.

Much has happened in the 75 years since theofficial launch of the company, whose rootsactually go back even further, to the earlydays of powered flight. Over the years, MTUhas seen times good and bad, successes andsetbacks alike. It has lived through severalchanges of name and ownership. As thecommercial aviation business began to gainmore and more momentum, the main focus inthe company’s product and service portfoliogradually shifted from the military to thecommercial sector. Through it all, however,one thing has remained the same: The enginemanufacturer has always succeeded in stay-ing at the forefront of technological progress.The past 75 years go to show that nothinghas ever proved capable of truly shakingMTU’s foundations, let alone of jeopardizingits continued existence.

Considering MTU’s impressive track record, Ilook ahead into the future with great opti-mism, and I’m convinced that we will continueto hold our own, even in the current difficultmarket environment. The successes and re-sults achieved by the company in the pastfinancial year make me feel even more confi-dent: 2008 marked a record year for MTU.

Editorial

A company rich in tradition andpromise

Of paramount importance to MTU: the RB199

Flying high in the commercial market

Successful subsidiary

Exterior view

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6 - 7

8 - 9

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A stake in a record-breaking engine

Three in one go

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18 - 19

Demanding terrain 20 - 23

Working hand in hand

When the Tiger learned to fly 26 - 27

24 - 25

Engine testing at its best

Power packs on the high seas

Suspended between risk and routine

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36 - 39

In Brief

Masthead

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Contents

A company rich in tradition and promise

Suspended between risk and routine

MTU Aero Engines, a global player in the aviation industry, has been providingpropulsion systems to power aircraft for 75 year now, keeping military and com-mercial fixed-wing and rotary-wing aircraft in the air with its innovative technolo-gies, products and services. Page 4

To be able to operate more effectivelyand efficiently in the future, the U.S.Marine Corps is now procuring the newCH-53K heavy-lift transport helicoptermanufactured by Sikorsky Aircraft Cor-poration. MTU is supplying the powerturbine for the General Electric enginepowering the CH-53K.Page 20

We achieved the best results in the compa-ny’s history and took on more stakes in newprograms than in any single year before. Intotal, taken over the full terms of these con-tracts, we have secured revenues amountingto around 30 billion euros. We have acquiredworkshares in Pratt & Whitney’s geared turbo-fan engines for the CSeries and the MRJregional jet, in the PW810, and in twoGeneral Electric engine programs, the GEnxcommercial engine and GE38 military heli-copter engine. Through these programs, weare investing today in the bestselling propul-sion systems of tomorrow, and in the futureof the company.

MTU has a long and distinguished tradition.In this anniversary year, we want to take alook back on its fascinating history, also inthis edition of MTU Report. We intend touphold this long-established tradition andmake every effort to ensure MTU remains asuccess in the future.

Sincerely yours,

Egon BehleChief Executive Officer

Demanding terrain

MTU has taken a stake in another GE engine: The GEnx for the Boeing 787 and747-8 promises to become a bestseller. Boeing estimates a demand for almost8,000 new aircraft over the next 20 years, for the two models combined.Page 14

A stake in a record-breaking engine

Technology + Science

MTU Global

Customers + Partners

Products + Services

Report

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Without the courage and expert knowl-edge demonstrated by test pilots, avia-tion would never have come as far as ithas. Dieter Thomas, a pioneer in hisprofession since the mid-1960s, andEckhard Hausser, chief test pilot forAirbus in Hamburg, exemplify two gen-erations of test pilots. Page 36

MTU Aero Engines

A company rich in tradition and promise

MTU has a long tradition of success, thecompany’s roots reaching back to the dawnof aviation. In 1934, BMW FlugmotorenbauGmbH, MTU Aero Engines’ legal predeces-sor, was founded and set up business inAllach on the northern outskirts of Munich.This is where the company’s headquartersare located to this day. 2009 marks the 75thanniversary of the company’s founding.

In the course of its eventful history, MTUAero Engines has been through a string oftakeovers and changes in corporate identityand ownership. The company’s ownersincluded BMW, M.A.N., Daimler-Benz andDaimlerChrysler. Since 2005, Germany’sleading engine manufacturer has been apublicly listed, independent company.

The company’s innovative power has beenits hallmark throughout its long history:Over the decades, MTU and its predecessorcompanies have taken major roles in theprogress of aircraft engines. And this holdstrue to this day. In cooperation with themajor players in the industry—GeneralElectric, Pratt & Whitney and Rolls-Royce—the company develops engines to powerfuture aircraft. Its expertise in vital areas ofengine technology make MTU an indispen-sable partner. Its low-pressure turbines andhigh-pressure compressors are the finest tobe found in the marketplace.

In the field of manufacturing and repair, thecompany time and again set new standardsby introducing novel processes. Having built

a reputation as an expert in military tech-nology, MTU decided to expand into thecommercial sector in the 1970s, launchinginto full-scale commercial maintenance—andsuccessfully so. The MTU Maintenancegroup has since become the world’s leadingindependent provider of commercial enginemaintenance services. In the military arena,MTU Aero Engines continues to be theBundeswehr’s No. 1 partner. As the industriallead company, it provides the country’s fly-ing units with advanced technologies andtop-notch service.

The BMW 132 was the first engine produced by BMWFlugmotorenbau GmbH.

MTU’s company headquarters in the late 1950s.During World War II, assembly of the BMW 801 wasin full swing.

By Martina Vollmuth

In the aviation industry, three simple letters stand for top-notchengine technology: MTU. The company has been providing propulsionsystems to power aircraft for decades now, keeping military and com-mercial fixed-wing and rotary-wing aircraft in the air with its innovativetechnologies, products and services.

4 5MTU Aero Engines

For interesting multimedia services associated with MTU’s anniversary, go to:www.75-years-mtu.de

75 years of MTU, 40 years of the RB199: The history of Germany’sleading engine manufacturer is inextricably linked to that of this aeroengine powering the Tornado, the first fighter jet to be jointly devel-oped and built by a European consortium. The venture, launched in1969, ultimately became a roaring success for everyone involved.Today, the RB199 is Europe’s most successful military engine and isset to remain in operation on the Tornado until long after 2025.

For interesting multimedia services associated with this article, go to:www.mtu.de/109MTU75M_E

For additional information, contactMichael Schreyögg+49 89 1489-4766

Of paramount importance toMTU: the RB199

By Dr. Dominik Faust

“A total of 2,500 engines were delivered toGermany, the United Kingdom, Italy, and theKingdom of Saudi Arabia,” says KarlheinzKoch, who until the end of 2008 was Manag-ing Director of Turbo-Union, the joint ventureformed to develop, build and market theRB199. MTU was responsible for a significantshare of the development work, includingdesign work and testing, plus an approximate-ly 40-percent production workshare; more-over, it was to provide support during bothflight testing and volume production.

European cooperation on the project paiddividends. As Michael Schreyögg, MTU AeroEngines Senior Vice President, Defense Pro-grams, puts it: “The RB199 was the break-through MTU needed to prove itself an equalpartner among the European manufacturers.With around six million flying hours under itsbelt now, this engine represents a highly sig-nificant milestone for the European engineindustry. At the same time, it was of para-mount importance for the development ofour company and our cooperation with theGerman air force.”

But that’s not the whole story. The RB199 allat once gave the Europeans a technologicallead of four or five years over the Americans.Thanks to its active collaboration on this pro-ject, MTU emerged as a world leader in termsof development, manufacturing and mainte-nance expertise—and in the process madethe necessary technological leap from the1940s to the 1970s. “Without this highlyadvanced product, MTU wouldn’t exist today,”maintains Martin Steinberger, a former Mem-ber of MTU’s Board of Management. Havingpreviously elected to concentrate most of itsefforts on military engines, the company sub-sequently decided to invest the experience ithad gained in the expansion of its commer-cial business.

Let’s just recap a little. Back in the mid-1960s, the German air force expressed a de-sire to procure a successor to the LockheedF-104 Starfighter. The intention was toreplace it with a modern multi-role combataircraft, while at the same time bolsteringthe domestic aviation industry. “Until then,”says Steinberger in retrospect, “the industryhad relied mainly on licensed production,rather than developing technology on itsown.” Similar motives were driving other

nations, too. As a result, in 1967, Germany,Italy, the Netherlands, Belgium, and Canadaall joined forces to form the F-104 Replace-ment Group. The United Kingdom joined thegroup a year later, and the MRCA (Multi-RoleCombat Aircraft) project was born. Shortlyafterwards, the Netherlands, Belgium, andCanada all withdrew. On May 1, 1969, theMunich-based Panavia Aircraft GmbH wasfounded by British Aircraft Corporation(BAC), Messerschmitt-Bölkow-Blohm (MBB),and Aeritalia. In 1976, its two-seat, twin-en-gined aircraft was given the name “Tornado”.

The official request for proposals for thedevelopment of the Tornado’s propulsionsystem was issued in 1969. Here, too, thevarious nations worked to set up a Europeanconsortium. The United Kingdom sent Rolls-Royce into the fray. The German ministry ofdefense had a choice between M.A.N. TurboGmbH (which evolved from the merger ofM.A.N. Turbomotoren GmbH and BMWTriebwerkbau GmbH in 1965), and Daimler-Benz, with its gas turbine plant in Stuttgart.

M.A.N. Turbo GmbH was in the stronger posi-tion, having the technical know-how as well asexperience in cooperating with Rolls-Royceduring the era of vertical take-off aircraft.“However, the defense ministry insisted oncombining the two companies’ engine-related

activities,” recalls Steinberger. On July 11,1969, these companies finally founded MTUMotoren- und Turbinen-Union MünchenGmbH M.A.N. Maybach Mercedes-Benz, orMTU München for short. This was the firstoccasion in MTU’s 75-year history on whichthe three initials, which to this day still fea-ture prominently in its name, made theirappearance. A few short weeks later, onSeptember 30, 1969, MTU München, Rolls-Royce and Fiat Aviazione set up the consor-tium Turbo-Union Ltd. to develop and manu-facture the RB199 Tornado engine, followingPanavia’s decision to adopt the concept putforward by Rolls-Royce.

From the RB199 to the EJ200MTU, Rolls-Royce and Avio went on to buildon the success of the RB199, founding theEurojet Turbo GmbH consortium along withSpanish engine manufacturer ITP in 1986 anddeveloping a novel twin-shaft reheated turbo-fan engine in the 90-kilonewton thrust cate-gory, the EJ200. This engine now powersboth the Eurofighter and its export version,the Typhoon. MTU’s production workshare inthis program is 30 percent and includes themanufacture of the low-pressure and high-pressure compressors, the electronic controlunit, parts of the high-pressure turbine, andassembly and testing of the engines destinedfor service in Germany.

As Schreyögg points out: “The seamlesstransition from the RB199 to the EJ200 hasensured a steady flow of work for MTU andsecured several hundred jobs.” And he isequally convinced that the company’s cus-tomers are well aware of the technologicaladvances that have been made. “The thrust-to-weight ratio has been increased fromeight to ten, and the integrated maintenancepanel represents a further improvement overthe innovations already implemented in theRB199’s on-board monitoring system withrespect to diagnostic capabilities and recom-mended maintenance work. The EJ200 re-quires no scheduled maintenance prior toreaching 400 flight hours. And we have evenbeen able to reduce the length of time ittakes to replace an engine by a factor offour,” enthuses the MTU manager.

To obtain a stake in the Tornado’s RB199 engine, MTU München is established.

The first Tornado prototype with RB199 engines. Assembly of an RB199 engine.

6 7MTU Aero Engines

For additional information, contactDr. Anton Binder+49 89 1489-2884

For interesting multimedia services associated with this article, go to:www.mtu.de/109MTU75C_E

Flying high in the commercial market

Dr. Dominik Faust

Favorable circumstances helped Zimmer-mann, who was later murdered by Red ArmyFaction (RAF) terrorists, to go ahead with hisexpansion plans. At that time, profits wererolling in from the J79 engine that MTU builtfor the Lockheed F-104 Starfighter and otheraircraft in the 1960s. And Zimmermann man-aged to win General Electric over to conclud-

ing an agreement with MTU for the produc-tion of CF6-50 components. This engine pow-ered the first aircraft produced by the thennewly founded Airbus consortium because theA300 launch customer, Air France, had optedfor that powerplant. “That was MTU’s firstreal commercial project,” recalls the formerDirector of Development, Prof. Hanns-Jürgen

Lichtfuß. The agreement, which was inked in1971, gave MTU a roughly eight-percent pro-duction share in the CF6-50.

It was also in the 1970s that MTU became apartner in Pratt & Whitney’s JT10D program,which later evolved into the PW2000. “Thatengine was designed for the Boeing 757 andwas in direct competition with Rolls-Royce’sRB211,” says Robert Riechel, who headed upcommercial programs at MTU at the time.The German engine specialist developed thelow-pressure turbine and the turbine exitcasing and manufactured the most impor-tant parts of the low-pressure turbine, in-cluding the highly-engineered turbine disks.In contrast to the CF6-50 program, whereMTU’s role was confined to manufacturing,the Pratt & Whitney project also involvedengineering work.

With its newly acquired experience, the com-pany ventured further into the commercialmarket in the 1980s, when Pratt & Whitney,Rolls-Royce, Fiat Aviazione, Japanese Aero

Engines Corporation, and MTU joined forcesand set up the Zurich-based IAE (Interna-tional Aero Engines) consortium on Decem-ber 14, 1983. IAE’s business objective wasto develop the V2500, a fuel-thrifty enginefor short- and medium-range aircraft. MTUhas an 11-percent share in this program.Says Riechel: “We developed the completelow-pressure turbine and, for the first time,also carried out test runs.” Since then, fivedifferent variants of the V2500 have enteredservice, including the upgraded SelectOneversion.

Breaking into the commercial market broughtabout some changes for MTU. At the time,the contracting government agencies playedan active role in military programs: numerousspecifications and regulations had to betaken into account, meetings tended to bethe order of the day, and the result waslengthy development periods. Nowadays, themilitary procurement process has beenstreamlined and is indeed more like the com-mercial approach, in which the airlines sim-ply issue their requirements specificationsand the engine manufacturers set to work. Itmay take many years before a commercialproject turns a profit—not least because ofthe high discounts granted to airlines.

There were other aspects to consider, too.For example, most of MTU’s engineers hadworked closely together with Rolls-Royce onthe development of the RB199 in the 1960s.“They were used to sharing technical infor-mation,” says Lichtfuß. But in the commer-

cial business, their partners often becamecompetitors: “Suddenly, they had to be care-ful about what they disclosed to the others.”

Since then, MTU has acquired a wealth ofexperience from further cooperative ven-tures. “MTU continues to be very successfulas a risk- and revenue-sharing partner,” saysLichtfuß. And the results are impressive. “Inthe commercial engine market, MTU hascontent in all thrust and power categories, aswell as in significant components and sub-systems,” explains Dr. Anton Binder, SeniorVice President, Commercial Programs. Overthe past year, the company succeeded inacquiring more stakes in new engine pro-grams than in any single year before. SaysBinder: “Taken over their entire terms, these

programs will generate revenues amountingto an estimated 30 billion euros. In just oneyear, MTU has signed more new programagreements than ever before in its history.”The programs in which MTU has taken stakesinclude Pratt & Whitney’s innovative gearedturbofan engines, the PW810, and the GEnxto power the new Boeing 787 Dreamliner, toname but a few. Binder again: “With theseprojects we have set the course for MTU’sfuture viability.”

Assembly of V2500 fan vanes.

An A300 of launch customer Air France powered by CF6-50 engines. Developing engines for the future: assembly work on rig 455.

In the 1970s air travel became affordable for everybody. That was when theBoeing 747, the first jumbo jet ever built, took to the skies and revolutionizedmass air transport. Dr. Ernst Zimmermann, MTU’s chief executive at the time,was quick to recognize the trend and opened up the company to the com-mercial market. It was under his leadership that MTU developed and manu-factured its first commercial engine components and modules. The companyhas since established itself as a key player and must-have partner in theengine community.

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Successful subsidiaryBy Nicole Geffert

“In 1976 we conducted initial studies intothe feasibility of commercial maintenance atMTU and visited companies in the U.S.,”recounts Franz Weinzierl, who headed upsales and marketing at MTU MaintenanceHannover until 2002 and has since retired. Inhis function as project manager the “man ofthe first hour” was responsible for setting upcommercial maintenance activities. The deci-sion to venture into the commercial mainte-nance business was finally taken in 1979:MTU Maintenance was set up in Hannover-Langenhagen on November 14, 1979 as awholly owned subsidiary of Germany’s lead-ing engine manufacturer.

Says Weinzierl: “The government of LowerSaxony was strongly interested in creatinghigh-quality jobs in the northern part ofGermany, where the technology sector wasless developed at the time.” The company wasliterally set up on a greenfield site, right nextto Hannover’s Langenhagen airport. “I stoodin the field—set to become our companypremises—before any of the work had begun,while a farmer went up and down with hisplough,” recalls Weinzierl. In November 1981,the field had gone: the new location was offi-cially inaugurated and the company pushed

ahead with hiring new staff. “Before theworkers got down to work, many of themwere trained at MTU in Munich for their jobs,”according to Weinzierl.

MTU Maintenance Hannover also received itsfirst orders from its Munich parent, whereengine blades and vanes for General Electric(GE) were repaired. Its first maintenancecustomer, however, came from the localarea: Langenhagen-based airline Hapag-Lloyd entrusted the startup with the mainte-nance of its CF6-50 engines. Also, CF6-80A

An MTU Maintenance customer from the outset: Hapag-Lloyd.

The very beginnings of MTU Maintenance Hannover.

30 years ago, when commercial aviation was about to gain momentum,MTU Aero Engines launched its first subsidiary, MTU Maintenance Hannover,thus creating a separate business segment alongside design, development,production and military maintenance. The subsidiary soon began to grow andprosper. Together with the locations in Berlin-Brandenburg, Canada andZhuhai, it forms part of today’s MTU Maintenance group, the world’s largestindependent provider of commercial engine maintenance services.

10 11MTU Aero Engines

Exterior view

My career in aviation journalism startedin 1994, when MTU was a mere 60 yearsold!

Having completed my aerospace engi-neering degree, I joined Flight Inter-national magazine as Technical Reporter.One of the core elements of my “beat”was to cover technological developmentsin the world of aerospace propulsion, in-cluding the design and production of en-

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gines and new approaches to mainte-nance and overhaul. All this I encoun-tered at MTU—and I began writing aboutthe company.

I got to know MTU even better when in1998 I was posted to Germany to becomethe Flight International Munich Corres-pondent. My move coincided with MTU’smajor expansion in the international MROmarket, which saw the launch of new ven-tures in Canada, Brazil (which was latersold) and the U.S.A.

I was a frequent visitor to MTU’s head-quarters on Dachauer Strasse, where Iconducted many interviews with MTUexecutives, including at the CEO level.During these discussions I was fortunateenough to gain a deep insight into thecompany’s research programmes and“green” technologies.

Inspection of an LM6000 industrial gas turbine atMTU Maintenance Berlin-Brandenburg.

For additional information, contactDr. Uwe Blöcker+49 511 7806-4253

For further information on this article, go to:www.mtu.de/109Maintenance_E

engines completed test runs on the compa-ny’s new test facility. Maintenance of theRB211-22B/524 engine and the LM2500gas turbine rounded off MTU MaintenanceHannover’s product portfolio as it startedoperations at the end of 1981.

Four years after its establishment, the com-pany boasted a workforce of some 500 em-ployees and maintained 100 engines a year—and the workload kept increasing. In 1989,expansion was unavoidable. The company’sportfolio was expanded to also include theCF6-80C and the PW2000. In 1991, MTU re-located the V2500 project activities, includ-ing assembly of the low-pressure turbine, toHannover. At that time, around 1,000 peopleworked at the Langenhagen location.

And MTU’s maintenance segment continuedto grow: after the German reunification, MTUMaintenance Berlin-Brandenburg was estab-lished. International locations followed soonwhen MTU Maintenance Canada was launchedin 1998 and MTU Maintenance Zhuhai set upin 2000.

Customer proximity, quality and reliabilityhave long been the hallmarks of the success-ful subsidiary. In addition to maintaining medi-um- to large-sized commercial engines, MTUMaintenance offers a wide range of top-notchservices: engine leasing, 24-hour AOG serv-ice, training and Total Engine Care packages.Hannover is also MTU’s center of excellencefor high-tech repairs, which are continuouslybeing further improved.

“MTU Maintenance is renowned for its out-standing repair techniques that help cus-tomers save money and ensure cost-effectiveflight operations,” says Dr. Uwe Blöcker, MTUMaintenance Hannover President and ChiefExecutive Officer. That is why the companyputs special focus on the development ofnew repair techniques for CFM56-7, V2500,CF6-80C2 and other engines. Says Blöcker:“We’re keeping a close watch on the flightbehavior of the GE90 and GP7000 enginesso that we can optimally prepare for theirmaintenance.”

The company’s sales and marketing activitiesspan the global market to ensure capacityutilization long-term. “International competi-tion is driving us to constantly hone and opti-mize our processes,” says Blöcker. “Themeasures we’ve taken to streamline our in-house processes and adapt them to be ableto meet more demanding market require-ments allowed us to increase the throughputof engine overhauls and reduce our turn-around times.”

MTU Maintenance Hannover today: a highly advanced repair shop.

V2500 engines are also maintained by MTU Mainte-nance Zhuhai.

One of my favourite “scoops” of the timewas the news that MTU had been select-ed to design and produce the high-pres-sure compressor for the Pratt & WhitneyPW6000 turbofan—a historical break-through for the Munich company: for thefirst time ever MTU was responsible forsuch a civil compressor. The story thatseveral of Europe’s engine manufacturerswere to work together to produce theEuroprop International TP400-D6 (now

being assembled by MTU at Ludwigs-felde) as well was part of my Germanstay.

I remained in Munich long enough toreport on the creation of EADS, whichresulted in MTU Aero Engines temporarilybecoming a wholly-owned DaimlerChrys-ler subsidiary in 2000.

Although I moved to Singapore and thenreturned to head office in London, I havemaintained my close ties with MTU andstill look after the new developments—specially all the geared turbofan items. Iwish everybody at the company a happy75th anniversary!

Andrew Doyle,Head of ContentFlight (publisher of Flight International,Flightgobal.com, Air Transport Intelligence andAirline Business)

MTU Aero Engines

A stake in a record-breaking engine

Even for an industry giant like GE Aviation, this kind of success does not arrive every day. Never beforein the company’s history has an engine sold as fast as the GEnx for the Boeing 787 and 747-8. GE hasalready secured orders for more than 1,100 powerplants although the new engine has not yet evenentered service. MTU Aero Engines also has a stake in this success: the German engine manufacturer issupplying the highly-engineered turbine center frame for the bestseller.

By Patrick Hoeveler

So all good things do come in threes: afterits involvement in the CF6 and the GP7000programs, MTU is now a partner in yetanother GE engine program. The GEnx forthe 787 and 747-8 promises to become abestseller, with extremely good marketprospects: Boeing estimates a demand foralmost 8,000 new aircraft over the next 20years, for the two models combined. From atechnical perspective, the new GE enginehas a great deal to offer. Fuel consumptionis around 15 percent lower than with its pre-decessor, the tried-and-trusted CF6; noiseand pollutant emissions as well as mainte-nance costs are also substantially lower.

MTU has secured a program share of some6.6 percent in the GEnx. This seemingly

insignificant figure will, however, enable theMunich-based company to generate rev-enues in excess of eleven billion euros overthe program’s entire life. MTU has alsoassumed development responsibility for theturbine center frame. “It was crucial for usto participate in this program. The engine islikely to be used for other applications, too,”says Dr. Anton Binder, Senior Vice President,Commercial Programs at MTU.

The company is not entering unchartedtechnical territory with the turbine centerframe (TCF). After all, MTU already suppliesthis module to GE for the GP7000, theEngine Alliance engine for the Airbus A380.“For this first project we had to build up ourown knowledge base,” recalls Wolfgang

Hiereth, Director, GE Programs at MTU.“Thanks to the high quality of our engineers,our analytical know-how and wide-rangingexperience, we were able to come up withthe optimum solution,” he says.

“The TCF for the GEnx is a relatively sophis-ticated component which is important to thestructure of the entire engine while alsobeing in the hot section of the engine,”explains Binder. To withstand the tempera-tures in excess of 1,000 degrees Celsiusencountered where the TCF is fitted behindthe high-pressure turbine, nickel-basedmaterials are used. The frame consists ofsome 250 parts. The casing is fitted to thehub with struts and fairing components toshield the flow duct.

14 15Technology + Science

16 17Technology + Science

For additional information, contactWolfgang Hiereth+49 89 1489-3501

For further information on this article, go to:www.mtu.de/109GEnx_E

The first prototype should be ready by theend of this year. The production componentsmanufactured in Munich are slated for deliv-ery starting in mid-2011. The component dif-fers from the earlier GE design, as Binderexplains: “Certain modifications have beenmade as a result of experience gained duringthe tests carried out on the GEnx so far. Wehave also geared the TCF to our own manu-facturing processes.”

The enhanced durability is one importantaspect since the engine ultimately has tostay on the wing for up to 25,000 hours. Theuse of a new material is another importantfactor. Hiereth: “The analyses have shownthat it can withstand temperatures moreeffectively and is easier to machine. It is alsocompatible with future requirements sincewe do not want to make design changes tothe TCF for new versions of the GEnx.”

Cooperation between the two companiesMTU and General Electric started half acentury ago in the military domain. AfterWorld War II, MTU’s predecessor, BMWTriebwerkbau GmbH, was keen to bring itstechnical skills up to date with the latestdevelopments by acquiring licenses. Itsefforts were not in vain—in March 1959, theGerman government signed a contractwith the U.S. company General Electric tomanufacture the J79-11A engine for theGerman Lockheed F-104G Starfighter.BMW would act as the prime contractor,but could only meet the financial commit-ments with backing from M.A.N. TheMunich-based companies supplied 632engines in total. Engines for the McDonnellDouglas RF-4E and the F-4F Phantom II fol-lowed. MTU was created in 1969 throughthe merger of M.A.N. Turbo (formerlyBMW) with the engine operations ofDaimler-Benz.

Thanks to the TCF, the German engine manu-facturer has at last been given the opportu-nity to take part in one of the most importantengine programs currently underway, aftermissing out on the selection when the initialdecision was taken in spring 2004. In early2008, GE then asked whether MTU would beinterested in supplying the TCF, thus pavingthe way for the full risk-and-revenue partner-ship that also offers benefits for GE. “GE and

The breakthrough in the commercial sec-tor came courtesy of a European coopera-tion program—the Airbus A300. The Frenchand German governments were looking toinvolve European engine manufacturers inthe production of the commercial aircraft,which was powered by two GeneralElectric CF6-50 engines. After a first con-tract had been awarded to Snecma inFrance, MTU signed a similar contract onMarch 17, 1971, allocating it a workshareof around ten percent. In total, MTU sup-plied 672 parts kits, including componentsfor the two-stage high-pressure turbine.

The development of enhanced versions ofthe CF6-80 enabled the Munich-basedcompany to once again obtain a similarstake in the new engine programs. How-ever, this time, the contract was not limit-ed to specific applications of the power-plant. Given their wide-ranging applica-tions, the CF6-80C and -80E versions are

The advanced GEnx engine stands out for its low specific fuel consumption and other innovativetechnical features.

One of the first General Electric J79-11A engines built at BMW’s Allach factory.

GE and MTU cooperation launched 50 years ago

Turbine center frame

MTU have a long-standing history of workingtogether on several engine programs, and weare very excited that they have joined ourstrong team of revenue-sharing participantson the GEnx program,” said Tom Brisken,General Manager of the GEnx program. “TheGEnx is the most technologically advancedcommercial engine that GE has ever pro-duced and MTU’s expertise in design andmanufacturing of high-tech engine compo-

nents will support our certification efforts onthe GEnx-2B as well as any future enginegrowth opportunities that may arise.”

now at the stage of “high-volume spareparts manufacture”, as Wolfgang Hiereth,Director, GE Programs at MTU, confirms.“Meanwhile, we are still manufacturingnew engines,” he adds. MTU is also on-board with the LM series industrial gas tur-bines derived from that engine type.

Additional proof of the German company’scapabilities is provided by its successfulparticipation in the Engine Alliance’sGP7000 program, for which MTU suppliedGE with components including the turbinecenter frame. Says Hiereth: “It’s a verysound partnership.” So it was hardly sur-prising that the two companies returned tothe original basis of their cooperation justunder three years ago, with an agreementfor the F404/F414, to which was added asimilar agreement for the GE38 in 2008.As a result, MTU is once again firmlyestablished as a reliable partner in GE’smilitary engine programs.

18 19Technology + Science

Three in one goHigh-performance materials are the key to producing more efficient engines. Qualifying suitable candi-dates involves painstaking research. This year, the work put in by MTU’s material engineers has paid off:three new materials will be added to the portfolio. They will be used in Pratt & Whitney’s new geared tur-bofan engines and other applications. Cooperation with the U.S. engine company saved MTU some 40 per-cent of the launch costs.

By Denis Dilba

“We are always on the lookout for new mate-rials to use in engine construction,” remarksDr. Olaf Roder, a specialist in rotor and com-pressor materials at MTU Aero Engines.“There is a real art to identifying which mate-rials are worth developing further,” heexplains. Launching into extensive testing issimply not an option, since qualifying a mate-rial for use in aviation in compliance with theaviation authorities’ requirements can easilyinvolve costs in the six-digit range. Hundredsof series of tests have to be performed, doc-umented and evaluated.

As a general rule, Roder and his colleagueslook for materials that contribute towards theengine achieving the best possible thrust-to-weight ratio while being economical to manu-facture. The materials that are best suited tothis task are those that feature particularlyhigh strength and a relatively low density.“The material must also be capable of with-standing high temperatures and should beeasy to process,” emphasizes the materialsengineer. There are only very few materialsthat are able to endure elevated operatingtemperatures over longer periods. But even ifa material meets the stringent strengthrequirements in the specified operating tem-perature range, its introduction may never-theless be prevented by manufacturing prob-lems, for example, if the material is difficultto machine or unsuitable for welding. Thus,maturing a material for use in production is amulti-faceted task.

Demand for the MTU developments is partic-ularly high for the new geared turbofan en-gines. “Because of the high rotational speedsin the low-pressure turbine the materials areexposed to particularly high stresses result-ing from centrifugal forces. All the same, themanufacturing costs must be kept withinreasonable limits,” explains Dr. Jörg Eßlinger,who heads up materials engineering at MTU.Another aspect to consider is the material’sweight, since lighter components help reducethe fuel burn of the engine.

MTU is fortunate to have a strong partner atits side when it comes to launching newmaterials: Under the Joint TechnologyCooperation Initiative (JTCI) the company hasjoined forces with Pratt & Whitney to con-duct technology projects. This saves bothcompanies development expenditure andtime. Says Eßlinger: “Qualification of the ma-terials DA718 and 718Plus was successfullycompleted in 2008 and Pratt & Whitney’s

management expressly lauded the coopera-tion with us as exemplary. The joint efforthas saved MTU nearly three million euros. Inthe meantime, Pratt & Whitney has alreadycontacted MTU to discuss various othermaterial projects.”

Eßlinger and his team are proud to have beenable to add as many as three new materialsto MTU’s family of materials this year. Therotor and compressor materials team carriedout meticulous and painstaking work to alsoqualify the titanium material Ti-6Al-2Sn-4Zr-6Mo (or Ti 6246 for short) for use. The newmaterial exhibits a favorable strength-to-den-sity ratio like most of the titanium alloys, andits strength is roughly ten percent higherthan that of its predecessor Ti 6242. “Thestrength benefits translate into a virtuallyone-to-one reduction in component weight,”states Roder. This makes Ti 6246 the mosteligible material for the high-pressure com-pressor blisks of the PW810, PW1200G andPW1500G engines.

Jörg Eßlinger is particularly pleased thatMTU—thanks to these new developments—continues to be a major player in the field ofhigh-performance materials. “We will use thenew and improved materials to manufactureall of the blisks and disks MTU contributes tothe geared turbofan engines.” Neverthelessthe company will have to keep pressingahead with work on future generations ofmaterials in order to defend its role as aleader in materials technology. “A case inpoint is the ultra-light titanium aluminide(TiAl) blade material, another joint develop-ment with Pratt & Whitney, which will soonbe validated for the geared turbofan enginefamily,” comments Eßlinger.

For additional information, contactDr. Jörg Eßlinger+49 89 1489-4691

For further information on this article, go to:www.mtu.de/109Material_E

When the casing leaves the forging shop its temperature is still above 900 °C.

Forging of a turbine casing in 718Plus, a new nickel-base alloy. A finished turbine casing prototype.

Demanding terrain

It’s on the scene quickly, whether on land, at sea, or in the air: the U.S. Marine Corps frequently deploys personneland equipment in the event of crises, major conflicts and national disasters—anytime and anywhere in the world. Inorder to ensure it is able to operate even more effectively and efficiently in future, this branch of the U.S. Armed Forcesis now procuring the new CH-53K heavy-lift transport helicopter manufactured by Sikorsky Aircraft Corporation. AndMTU Aero Engines is supplying the power turbine for the General Electric engine powering the CH-53K.

By Christiane Rodenbücher

20 21MTU Global

U.S. Marine Corps operational scenarios arealways demanding. The rapid reaction forcefrequently carries out land operations, for ex-ample, in which it often finds itself up againstwell-trained enemy forces. Because its oper-ations can vary widely, the Corps needs areliable helicopter. The specialists are re-quired to operate in all climatic zones, and

this puts a heavy demand on them and theirmilitary equipment, which must meet themost exacting of requirements.

The Pentagon has decided to replace theCH-53E helicopter—which has proved itsworth with the U.S. Armed Forces since itwas introduced back in the 1980s—with the

CH-53K; 200 copies are to be procured.Significant advantages include an unsur-passed long-range transport capacity ofaround 13 metric tons (double that of itspredecessor) and approximately 40 percentlower maintenance costs.

given that the major U.S. airframe buildershave plenty of operational experience in thisfield, thanks to their contracts with the U.S.services. They have been equipping heavytransport helicopters for U.S. forces’ mis-sions, including those of the U.S. MarineCorps, for many years.

In Europe, the intention is to find a joint solu-tion, and Germany and France are taking thelead. The French forces don’t actually have alarge transport helicopter at the moment, buthave identified a need to supplement theirNH-90 with a helicopter that offers additionalair transport capability. It was back in 2000

that German and French military experts metfor the first time in Paris at the initiation ofthe French DGA armament procurementagency, and drew up a request for informa-tion (RFI). One year later, the first visits weremade to manufacturers like Boeing andSikorsky.

A market study was conducted in 2006,based on the bilateral capability require-ments of the time. In 2007, France andGermany signed a declaration of intent andset out agreed capability requirements andprogram framework conditions in an analysisphase for a Future Transport Helicopter (FTH).In order to win over other European partners,the project is now to be placed under theumbrella of the European Defence Agency.

The German armed forces have great hopesof their new FTH, which they need to closethe present gap in operational and tactical

But technologically speaking, the new heli-copter has a great deal more to offer as well:state-of-the-art avionics, fly-by-wire flight con-trols, glass cockpit, three powerful engineseach producing 7,500 shaft horsepower(shp), high-efficiency rotor blades, and a low-maintenance rotor head. In addition, it burnsconsiderably less fuel than its predecessor“Echo”—even in “hot and high” operatingconditions such as those encountered inAfghanistan, where flights in mountainousregions at altitudes of 5,000 meters or tem-peratures in excess of 40 degrees Celsiusare a daily occurrence. Since the CH-53Khas more power, it can be deployed moreflexibly across a wide range of missions, itsdesign leveraging lessons learned overalmost half a century of manufacturing andoperational success of its CH-53A/D/E pred-ecessors.

Developments in heavy-lift transport helicop-ters in the U.S. are being watched with greatinterest on the other side of the Atlantic,because air transport capacities are scarcein Europe. Difficulties in deploying transportaircraft are a feature common to all NATOmissions, and as a result, a number of coun-tries are currently on the lookout for suitablesuccessors to their CH-53 and CH-47 trans-port helicopters. And it comes as no surprisethat they are looking across the Atlantic,

22 23MTU Global

For additional information, contactMichael Schreyögg+49 89 1489-4766

For further information on this article, go to:www.mtu.de/109GE38_E

air transport capabilities. The operatingrange, cargo capacity and payload affordedby such a helicopter would augment thearmy’s spectrum of operations, currently anurgent requirement. Troops could be trans-ported over greater distances than to date,and airmobile combat units (for example,light infantry regiments) could be deployedin conjunction with combat and transporthelicopters (as, for instance, the NH-90). Andlarger-scale evacuations would also be madepossible.

The CH-53K, which is favored by the U.S.,would be a suitable choice. It can fly just asfar as the CH-53 currently in service with theGerman forces carrying twice the payload(more than 13 metric tons). With a payload ofeight metric tons, it can travel 1,000 kilome-ters; by comparison, the CH-53 currentlymanages up to 960 kilometers carrying 3.5metric tons. Should Europe also decide to pro-cure the CH-53K, MTU will share in the proj-ect. That said, the GE38 engine could equallywell be installed in an optimized CH-47.Michael Schreyögg, Senior Vice President,Defense Programs, says: “By taking a stakein the GE38 engine program, MTU has posi-tioned itself well for all possible solutions.”Germany’s leading engine manufacturer hasan 18-percent share in the GE engine pro-gram and is providing the power turbine. Thisis the first time that MTU has had a develop-ment role in a U.S. military program.

Since various European armed forces requirea successor to their CH-53 and CH-47 heli-copters by 2020 at the latest, France andGermany believe it would be advantageousfor both European and non-European part-ners to come in with them on this; after all,the groundwork has already been laid.

The NATO Industrial Advisory Group (NIAG),which counts all the well-known helicoptermanufacturers as members, has also turnedits attention to the matter of “future tacticalheavy lift capability” in recent years. TheGroup’s findings, which were published inearly 2008, broadly correspond to the con-tent of the Franco-German RFI.

The FTH project would create a new dimen-sion in a Europe that is gradually growingcloser when it comes to defense policy:European partners could work closely to-gether to procure a superior product that willdo justice to the demands and realities ofcurrent and future operations.

Sikorsky’s new heavy-lift helicopter CH-53K.

A potential optimized successor to the CH-47.

A Boeing CH-47F operated by the U.S. Army.

Working hand in handMTU Maintenance Berlin-Brandenburg has been looking after Pratt & Whitney CanadaPW305 engines for around three years now. In October 2008, the Ludwigsfelde-based com-pany added a new service to its portfolio when it joined forces with Lufthansa BombardierAviation Services (LBAS) to offer full nose-to-tail maintenance packages for Learjet 60 busi-ness jets. The deal benefits its customers: they now have a single point of contact for theirairframe and engine maintenance needs and no longer need to conclude separate contracts.

By Achim Figgen

Andreas Kaden, Managing Director of Luft-hansa Bombardier Aviation Services GmbH(LBAS), describes the new associationbetween his company and the MTU enginespecialists in Ludwigsfelde near Berlin asfollows: “When work has to be done on air-craft engines, we’d usually have it per-formed at Lufthansa Technik’s engine shopin Hamburg. If the engine involved is aPW305, we send it to MTU MaintenanceBerlin-Brandenburg to have it maintainedthere.”

LBAS, which was established in 1997, is ajoint venture of Lufthansa Technik (51 per-

cent), Bombardier (29 percent), andExecuJet and is based at Berlin-SchönefeldAirport. The company specializes in themaintenance and overhaul of Bombardierbusiness jets. Among the aircraft in its port-folio is the mid-size Learjet 60, a bizjet pop-ular also among customers on this side ofthe Atlantic, thanks to its spacious cabinand range in excess of 4,300 kilometers.Around 100 copies of the Learjet 60 XR, asthe latest upgrade of the Learjet 60 iscalled, are in service with private ownersand business charter companies or operat-ed as corporate jets and government air-craft around Europe, the Middle East and

24 25Customers + Partners

Africa—precisely the region primarily servedby LBAS.

Although LBAS prefers not to give precisefigures, it does confirm that a large numberof these jets come to Schönefeld for over-haul. However, the Lufthansa Technik sub-sidiary is authorized only to carry out linemaintenance on PW305 engines. As soon asit becomes necessary to remove the fan oreven the entire engine from the aircraft inorder to perform work exceeding the scopeof pure line maintenance—for example, toinspect the compressor or the hot sections,such as the combustion chamber or high-

companies can now better align and optimizethe workflows at their respective operations,according to Peter Isendahl, Director Salesand Marketing at Schönefeld-based LBAS.This saves time and money, which ultimatelybenefits the customer.

The Learjet 60 program was an-nounced in October 1990, not longafter the Canadian Bombardier Grouphad acquired aircraft manufacturerLearjet. The new mid-size business jetwas designed as a larger version ofthe Learjet 55 and powered by Pratt &Whitney Canada PW305 engines,rather than its predecessor’s TFE731s.MTU Aero Engines has a 25-percentshare in the PW305 engine program.The aircraft’s first flight took place onJune 13, 1991; U.S. Federal AviationAdministration (FAA) approval wasgranted in January 1993. In November2005, Bombardier announced thedevelopment of the Learjet 60 XR, anew variant featuring improved cock-pit and cabin technologies. That ver-sion made its maiden flight on April 3,2006, and the first production aircraftwas delivered in July the following year.

For additional information, contactDr. Stefan Liebelt+49 3378 824-215

For interesting multimedia services associated with this article, go to:www.mtu.de/109PW305_E

A PW305 engine being maintained at MTU Maintenance Berlin-Brandenburg.

Learjet 60

pressure turbine—, the engine is handed overto specialists. In the past, too, the engineswere often sent to the Pratt & WhitneyCanada Customer Service Centre Europe(CSC) in Ludwigsfelde, which is jointly oper-ated by MTU Maintenance Berlin-Branden-burg and the Canadian engine manufacturer.

At the CSC, three employees have special-ized in the PW305 engine. According to Dr.Stefan Liebelt, P&WC Program Manager, thetasks they perform run the full gamut fromeddy current inspection of the first compres-sor stage, which takes only a few hours, tohot section inspection, which usually re-quires well over 100 man-hours. No matterhow large the workscope, the important thingis that the work is completed within the timeallowed for overhaul of the aircraft—usuallyno more than one or two weeks.

In an effort to expand their joint activities,LBAS and CSC last October concluded a co-operation agreement which allows the part-ners to offer Learjet 60 operators a completenose-to-tail maintenance package. This ar-rangement is a win-win proposition for allinvolved, including the aircraft owners andoperators. LBAS and CSC having committedto long-term, strategic cooperation, the two

26 27Customers + Partners

When the Tiger learned to flyThe challenge was a tough one: Towards the end of the Cold War, France’s Aérospatiale andGermany’s Messerschmitt-Bölkow-Blohm GmbH (MBB) set out to develop a successor to one of theworld’s most innovative and successful helicopters at the time—the PAH-1 anti-tank helicopter. Theproject took shape in 1989, when a European consortium was formed to develop the Tiger and takeit to the air.

By Dr. Dominik Faust

The bar had been set very high. Its prede-cessor Bo 105, in the development of whichLudwig Bölkow himself had played a leadingrole, had been the first helicopter to incorpo-rate rotor blades made of glass-fiber-rein-forced plastic. This highly reliable rotary-wingaircraft, which is powered by two engines, isextremely agile. The military version addi-tionally features a reinforced fuselage. Thehorizontally mounted guided missile launch-ers on both sides give the PAH-1 anti-tankversion its distinctive silhouette. Both, theFranco-German consortium (today’s Euro-copter, a subsidiary of EADS) entrusted withthe development of the new helicopter andthe engine builders, were facing no easy task.

Germany and France had drawn up an initialperformance specification for a successor tothe Bo105 in1984. “That same year, MTU andFrance’s Turbomeca set up a joint venture todevelop a suitable propulsion system,”recalls the company’s first Managing Direc-tor, Martin Steinberger. MTU-TurbomecaGmbH (MTM) was officially entered in the

commercial register of the Munich DistrictCourt on October 18, 1984.

When the development of the new enginewas given the official go-ahead in 1988, theBritish manufacturer Rolls-Royce was invitedto join the team upon the initiative ofTurbomeca. The trio has been operating underthe name MTU Turbomeca Rolls-Royce GmbH(MTR) since June 15, 1989. The initial Franco-German MTM380 engine was supersededfirst by the MTM385, and then by the morepowerful MTR390. The engine made itsmaiden flight two years later, and delivery ofproduction engines began in early 2002.

For 20 years now, MTR—a contractual partnerof OCCAR, the European organization forjoint armament cooperation—has been re-sponsible for designing, developing, manu-facturing and maintaining these engines,which power the Tiger in a twin-engine con-figuration. So far, 269 standard MTR390-2Cengines have been delivered, of which 125 toGermany, 79 to France, 51 to Australia, and

For additional information, contactClemens Linden+49 811 60090-0

For further information on this article, go to:www.mtu.de/109MTR_E

14 to Spain. MTU’s workshare includes thecore engine, complete with combustion cham-ber, intermediate turbine casing and gas gen-erator turbine, and some of the engine’saccessories.

The engines delivered to date have accumu-lated a total of close to 30,000 flying hours.“MTU Aero Engines plays a special role in theirmaintenance,” says MTR’s Managing DirectorClemens Linden. As the official Revision Cen-ter, the company is the first point of contactin all matters relating to the maintenance ofthe MTR390-2Cs in service in Germany. Itwon this status after undergoing an exten-sive qualification process.

Under the industry-military cooperativemodel of engine maintenance set up by MTUand the German air force, military staff arealso involved in maintenance level 3 work(disassembly of engine modules into theircomponent parts and replacement of parts).Therefore, they, too, are trained on theMTR390-2C. The process of qualification asRevision Center was completed in late 2008with a successful demonstration of all oper-

Assembly of an MTR390 helicopter engine.

ations to be performed on an MTR390-2Cengine during maintenance and repair, in-cluding the required final test run. SaysLinden: “Alongside MTU, we are operatinganother two maintenance facilities: AtelierIndustriel Aéronautique (AIA) in Bordeaux,France, and Turbomeca Australasia (TAA) inBankstown, Australia, near Sydney.”

Since the time the first specifications for theTiger weapon system were drawn up in the1980s, the helicopter's mission profile has

changed. Therefore an uprated version of theengine, the MTR390 Enhanced, is beingdeveloped that will be capable of meetingthe stringent requirements of “hot and high”missions. This modified MTR390-E versionreceived prototype flight approval late inMarch 2009. For the development of theuprated MTR390 another consortium was setup, which includes the Spanish engine manu-facturer ITP and operates under the name ofMTU Turbomeca Rolls-Royce ITP GmbH(MTRI). Incidentally, it was the Spanish part-

ner who had first suggested to develop amore powerful Tiger engine. But Germany andFrance have also expressed their interest inthe MTR390-E and have up-dated part of theirorders accordingly.

28 29Products + Services

Engine testingat its best

MTU Aero Engines has already accrued more than three decades ofexperience in testing engines in altitude test facilities. During thistime, the company has worked closely with the Institute of AircraftPropulsion Systems (ILA) at Stuttgart University to ensure enginesare safe to fly. The work that is undertaken at the ILA will continue tobe essential for future generations of engines, too (as, for example,the geared turbofan), the institute being home to the only altitude testfacility in Germany, one which is equal to any in the world.

By Denis Dilba

The colossal high-tech complex was built in1964. Over the years, the facility’s operatingrange has gradually been expanded in severalstages of development co-funded by MTU.And nowadays, the Munich-based enginemanufacturer can rely on one of the world’smost capable altitude test facilities. The onlyother comparable test facility in Europe islocated in Saclay, a small town near Paris.The U.S. has three similar high-tech facilities,and at least one is reportedly operating inRussia. The very first altitude test facility wasthe “Herbitus” facility in BMW’s Munich-Milbertshofen plant, which began operationin 1943. After the war, the allies dismantledthe pioneering facility and shipped it to the

United States, where it would form the heartof the altitude test facility at Arnold Air ForceBase in Tullahoma, Tennessee.

“The Stuttgart altitude test facility is abso-lutely essential to our work,” confirmsGerhard Heider, Senior Consultant, TechnicalReviews,who headed up technology programsand core functions of MTU’s testing centeruntil February this year. Depending on theset-up, the MTU engineers can use theirMunich test beds to carry out componentand rig testing, or even to test complete en-gines. However, the results obtained duringthe tests are valid only for the altitude atwhich the test facility is actually situated.

Germany’s only altitude test facility is operated by Stuttgart University’s Institute of Aircraft PropulsionSystems, a cooperation partner of MTU Aero Engines.

30 31Products + Services

Widely considered the key to future envi-ronmentally friendly aircraft propulsion,the Clean engine demonstrator was alsoput through its paces in the altitude testfacility in Stuttgart to prove its worth. Theengine, which was developed under theEU’s Clean (component validator for envi-ronmentally friendly aero engine) technol-ogy program, promises a 20-percent fuelsaving and a significant reduction inexhaust emissions.

Its revolutionary feature is that the resid-ual heat from a geared turbofan’s exhauststream is extracted by a heat exchangerand then fed into the airflow at the com-bustion chamber inlet. Franz Lippl, who

“But what we also need to know is how anengine, compressor or part will function atoperating altitude,” says Heider, who goes onto explain: “At around 10,000 meters, condi-tions are completely different from thoseprevailing at the Munich site’s comparativelymodest 500 meters above sea level.” It is theair pressure that makes the greatest differ-ence; it decreases greatly as altitude in-creases, as can be calculated using the baro-metric formula. And the temperature alsodrops rapidly. Says Heider: “An engine’sboundary layer behavior, efficiency, con-sumption, and thrust all change dramaticallyas altitude and Mach number increase.”

In the Stuttgart altitude test cell, the pres-sure and temperature of the ingested air canbe accurately adjusted, enabling engines andcomponents to be tested under simulatedflight conditions. This way, flight situationscan be reproduced that would occur at analtitude of 20,000 meters, for example, or—inthe case of high-performance military en-gines—speeds in excess of Mach 2. In orderto replicate the various flight conditions, itmay be necessary to use a cooler at theengine intake to bring the temperature downto as low as minus 75 degrees Celsius, forexample for the simulation of flights at lowspeeds and very high altitudes.

When simulating supersonic flight with mili-tary engines, the intake air is heated to tem-peratures of up to 160 degrees Celsius.Operating at full capacity, the test cellachieves an air flow rate of around 140 kilo-grams per second—enough to fill a cubealmost 12 x 12 x 12 meters in size. The hotgas cooler is located behind the engine beingtested, the air receiver and water brake behind

For additional information, contactGerhard Heider+49 89 1489-3663

For interesting multimedia services associated with this article, go to:www.mtu.de/109Testing_E

the rig. When exhaust gas extraction is on,the test bed must be able to withstand tem-peratures of up to 1,700 degrees Celsius andlow pressures close to vacuum. Since the as-sociated energy consumption can exceed 30megawatts, testing is normally only carriedout in the evenings and at night.

This all requires a great deal of time, effortand money, but there really is no other way.

Says Heider: “It is true that we can predict anengine’s behavior within certain limits, andwe do, of course, make such computations.But keep in mind that just in order to mapthe boundary layer behavior of the 10 to 15compressor stages in an engine, we’d needmore computing power than our computerscan provide. It’s like trying to forecast theweather for a particular day sometime nextyear.” As a result, an engine is not allowed totake to the air until the test team has demon-strated in the altitude test facility that it oper-ates exactly as defined in the specifications.

For military engines, the altitude test facilityis even more important than for those usedin commercial flight. Wolfgang Duling, Headof Military Engine Testing at MTU, explains:“Fighters fly at significantly higher altitudesthan passenger aircraft do.” Add to this thatengines such as the RB199 for the Tornadoand EJ200 for the Eurofighter/Typhoon, un-like commercial engines, have an afterburnerstage. “Air pressure has a huge impact onthe afterburner’s ignition characteristics,”says the expert.

The future geared turbofan (GTF) engine her-alds a whole new era for MTU and the alti-tude test facility. Heider again: “We’re break-ing new ground here.” It is specifically thealtitude behavior of the new high-speed low-pressure turbine—a field in which MTUexcels—that must first be tested thoroughly

in a test rig. “Sometimes we have to pushhard to achieve efficiency improvements inthe order of a mere one tenth of a percent-age point,” says Heider. “Without the altitudetest facility in Stuttgart, we’d never be ableto come out with such an advanced engine.”

Clean formerly headed up the Clean test programat MTU, says the tests were a mammothundertaking: “We had to design and produceall the engine supply systems, includingthose for secondary air, fuel and oil, as well

as a powerful water brake to absorb theturbine power from scratch. But thanks tothe assistance provided by ILA DirectorProf. Stephan Staudacher, our effortsproved successful in the end.”

Control room with state-of-the-art test hardware.

The GP7000 low-pressure turbine rig on Stuttgart University’s altitude test facility.

The Clean demonstrator: the key to future environmentally friendly engines.

Power packs on the high seas

By Dr. Philipp Bruhns

Bernd Zander needs a strong stomach and plenty of patience forthe work he does. In his job as a field service engineer for MTUMaintenance Berlin-Brandenburg he travels the world to keepLM6000 industrial gas turbines (IGTs) in perfect working order, evenout at sea. Early this year, Zander once again set off for an inspec-tion visit to the wind-swept Schiehallion oil drilling vessel in theAtlantic Ocean. The three LM6000s on board provide a reliablepower supply for the vessel, and it is Bernd Zander’s responsibilityto ensure that they are properly maintained.

The IGT expert from Ludwigsfelde makesregular visits to the drilling platform in theAtlantic Ocean. This time, the journey tooknine hours: by car to Berlin, then by planevia Amsterdam to Aberdeen on the Scottishcoast, and finally by helicopter over theOrkney and Shetland Isles to his final desti-nation on the Schiehallion’s landing pad.The 240-meter-long FPSO (floating produc-tion, storage and offloading) vessel ismoored in the northwest Atlantic approxi-mately 175 kilometers to the west of theShetland Isles. To keep it firmly in place, themassive freely rotating drilling rig is tetheredto the seabed around 400 meters below bymeans of several anchors. The vessel prop-er is “built around” this structure. Its designpermits the ship to almost automaticallyassume a position facing into the oncomingNorth Sea winds like a sail would do. Thismakes sure that the loads acting on anchorsremain within tolerable limits even in theevent of gale-force winds and heavy swell.

The almost 100-strong team aboard the drill-ing rig extracts oil and gas from depositsbelow the North Sea for the BP energy com-pany. The engineering skills required to drillfor oil and gas in this remote offshore loca-tion never fail to impress Zander each timehe visits the platform. He, too, is a master ofhis trade, his job being to carry out regularinspections of the three LM6000 industrialgas turbines and repair them when neces-sary. The power packs provide a reliable,independent supply of power for the oil plat-form.

Products + Services32 33

34 35Products + Services

Zander spends a lot of time over his routinevisits and is very conscientious about hiswork. In this particular case, he spent threeweeks at sea. “Once you have experiencedthe kind of extreme weather conditions underwhich these people have to work, you realizehow important it is for us to ensure a fail-safepower supply,” he says. He continues to add:“The Schiehallion is certainly not the mostcomfortable place to work in the world, butthat is precisely what motivates me to give itmy all.” Bernd Zander knows what he is talk-ing about. He started to work for MTU Mainte-nance Berlin-Brandenburg back in 2001 andhas clocked up numerous offshore missionssince then. “BP is very happy with the sup-port and services which MTU Maintenancehas provided over the recent years. The fieldservice is a very important factor, helping usto secure energy supply in such remote loca-tions as the Schiehallion. People like BerndZander and his colleagues take a lot of respon-sibility and execute their job with a great dealof dedication,” says Jose Delgado, RotatingEquipment Engineer for the Schiehallion atBP Exploration.

MTU’s specialists have been maintaining andrepairing industrial gas turbines for over 25years, these activities having formed part ofthe MTU Maintenance service portfolio al-most since the time the maintenance arm ofthe company was set up. General Electric’sLM series of industrial gas turbines are aero-engine derivatives that operate according tothe same technical principle as aircraft en-gines. The LM6000 has been derived fromthe CF6-80C2 engine powering aircraft suchas the Boeing 767 and 747.

The LM6000 is one of the most powerful andadvanced industrial gas turbines of the LMseries. With its output of up to 44 mega-watts, or as much as 50 megawatts in theSprint version, it is the ideal off-grid powergeneration solution for the Schiehallion andalso the gas turbine of choice for many otherapplications, including marine propulsion. Inaddition to its high power output—44 mega-watts would be enough to provide electricityfor 100,000 private households—the LM6000boasts a lightweight, compact design like itsaero engine siblings, and high efficiency. Itowes its success also to its exceptional reli-ability that the manufacturer General Electricclaims to be an impressive 99 percent. 735copies are currently in operation around theglobe, which in total have accumulated over16 million operating hours.

For additional information, contactUwe Kaltwasser+49 3378 824-250

For interesting multimedia services associated with this article, go to:www.mtu.de/109IGT_E

Thanks to their improved efficiency, the newmodels will save the equivalent of 33,000barrels of oil a year. This in turn reducesannual carbon-dioxide emissions by 6,500metric tons, approximately the collective an-nual emission of 2,500 cars. Such optimiza-

tion has been achieved through improve-ments in the materials used and throughtechnological innovations previously demon-strated on General Electric’s CF6-80E andGE90 aircraft engines and LMS100 gas tur-bines. The LM6000-PG will be available inthe first half of 2010, the -PH version a yearlater.

Says Uwe Kaltwasser, Director Sales and Cus-tomer Support for the industrial gas turbineprogram at MTU Maintenance Berlin-Brandenburg: “The improved new versions ofthe LM6000 will continue the success storyof this series of gas turbines and no doubtencourage customers to consider the optionof upgrading their IGT fleets in the interestsof greater fuel efficiency and lower pollu-tion.” Kaltwasser believes that MTU Mainte-nance will be able to contribute its long-standing experience in engine manufacturingand maintenance to the design of these newIGTs. The knowledge and skills acquiredthrough work on the CF6 family will be par-ticularly valuable. This is nothing new forMTU, as Kaltwasser explains: “The transferof know-how between the aero engine andindustrial gas turbine businesses has been akey element of MTU’s maintenance philoso-phy ever since the company started to pro-vide maintenance services for IGTs in theearly 1980s. This makes MTU a market leaderin terms of technology and quality.”

The MTU experts have developed customizedmaintenance solutions for these industrialgas turbines to ensure reliable, durable oper-ation even under the harshest conditions.And MTU has even gone a step further bytaking on a share in the program. Since theLM6000 has meanwhile been in service foralmost thirty years, General Electric launcheda comprehensive facelift project and devel-oped two derivative models, the LM6000-PGand LM6000-PH. These uprated LM6000 ver-sions deliver roughly 25 percent more powerwhile at the same time burning significantlyless fuel and emitting fewer pollutants. Lastyear, MTU became a risk- and revenue-shar-ing partner, acquiring a 13-percent stake eachin the LM6000 and the two new derivativemodels. The Schiehallion drills for oil in the Atlantic.Approaching the Schiehallion. Field service engineer Bernd Zander repairing an

LM6000 gas turbine.

Suspendedbetween riskand routine

By Andreas Spaeth

Without the courage and expert knowledge demonstrated by test pilots, aviation wouldnever have come as far as it has. Dieter Thomas and Eckhard Hausser exemplify two gener-ations of German test pilots who could hardly be more different from one another. Thomaswas a pioneer in his profession in the mid-1960s and was in the cockpit for many, sometimesrisky maiden flights between 1964 and 1989. Hausser currently is chief test pilot for Airbusin Hamburg and faces entirely different challenges these days.

The idea appeared revolutionary and so sim-ple as to be brilliant. An aerodrome was tobe built on the roof of Munich’s central rail-way station to enable vertical and shorttake-off aircraft to offer rapid connectionsto distant metropolises from the very heartof the city. At the time, back in the mid-1960s, people still believed unwaveringly in

technological progress and the feasibility ofsuch gigantic projects. And if Dieter Thomashad had his way, the project would certainlynot have remained just a vision, albeit com-plete with colorful drawings. After the war,the man from Pirmasens was one of the firstin Germany to call himself a test pilot and tofly vertical take-off aircraft.

3736 Report

For additional information, contactHeidrun Moll+49 89 1489-3537

For interesting multimedia services associated with this article, go to:www.mtu.de/109Testpilot_E

pioneer, who took the controls of around 170different aircraft types in the course of hisprofessional career. He worked for Dornierfrom 1973 to 1989 and, as flight commander,successfully accomplished the maidenflights of six different prototypes, includingthe 19-seat Do 228 the well-laid-out cockpitof which he co-developed. “Back then, wetest pilots played a really big part in the qual-ity and marketing of a product,” saysThomas, but stresses that the strong devel-opment team around him contributed a greatdeal to the successes he achieved.

He says the highlight of his career was flighttesting of the amphibian Do 24 ATT demon-strator, which was eventually given a newlease on life by Iren Dornier. Says Thomas:“The combination of air and water fascinatedme.” Even the turbulent time he spent in thecockpit of the hardly manageable Do 31 wasultimately not in vain. The veteran is delight-ed that “the Americans are incorporating thevertical take-off technology of the Do 31 intothe thrust vectoring for their F-35 air superi-ority fighter.” Sometimes it just takes a littlelonger for new ideas to be put into practice.

Eckhard Hausser in the cockpit of an Airbus A320.

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He was fifteen years old when he first flew ina glider. Later he spent eight years as a flyinginstructor with the Bundeswehr. In 1963,while a student of aeronautical engineeringin Munich, he came into contact with theGerman Laboratory for Aviation (DVL) (thepredecessor of today’s DLR German Aero-space Center) and began working as a tem-porary test pilot for them. “I was paid fivedeutschmarks an hour as a working stu-dent,” recalls the 72-year-old, smiling. Oneof his tasks was to fly a Lockheed T-33,which served to supervise testing of the Do31 vertical take-off aircraft in Oberpfaffen-hofen. The “ten-engined monster”, as Thomas

Only two airworthy specimens of theDo 31 were ever built. The Do 31 E3that was produced in 1967 is now ondisplay at the Flugwerft Schleißheimbranch of the Deutsches Museum inMunich. The second prototype, the Do31 E1, stood forgotten in Oberpfaf-fenhofen for many years, before beingrestored with the enthusiastic help ofDieter Thomas. In April this year, theaircraft was moved to the new DornierMuseum at Friedrichshafen airport,which will open doors at the end ofJuly. With an exhibition floor space of2,500 square meters, this new muse-um will document Dornier’s almostone century-long history and displayother rare prototypes as well as a widerange of exhibits from the history ofaviation.

New home for the Do 31

nowadays refers to the Do 31, was com-manded by the American Dornier test pilotDrury Wood, who later persuaded Thomas toswitch allegiance to his own team. As aresult, between 1968 and 1970, he co-pilotedone of the strangest aircraft ever built inGermany.

The Do 31 was a so-called V/STOL (vertical/short take-off and landing) aircraft. In otherwords, it was capable of taking off under itsown power without a ground run—a funda-mental prerequisite for those envisagedtakeoffs and landings in the center of amajor city. The aircraft’s design was deter-

mined by the arrangement of the engines:two Bristol-Siddeley Pegasus 5-2 cruise en-gines fitted beneath the wings for horizontalcruising, plus eight Rolls-Royce RB162-4Dlift engines mounted in nacelles under thewing tips. However, the design was not ma-ture and the aircraft was awfully loud and dif-ficult to control especially during the verticallanding process. The engines produced lotsof hot gas beneath the wings which—whensucked back in—often led to rapid loss of liftthrust. “The Do 31 was an experimental pro-gram and series production was never anoption,” recalls Thomas. “The time was notripe.”

“Even though the Do 31 was one of the fewvertical take-off aircraft that never saw afatal accident, there was always a residualrisk. The dangers and daring involved backthen were extreme,” says Thomas, who qual-ified as an experimental test pilot at theFrench test pilot school in Istres. “In thosedays, we often simply took off to test thingsthat were too expensive to test in the windtunnel. We spent a long time experimentingwith prototypes and fine-tuning them. Now-adays, all those things are done on comput-ers. Prototypes don’t tend to be producedany more, and testing is carried out on thefirst production aircraft.” Thomas believesthe dangers and daring have diminished ac-cordingly.

But Eckhard Hausser, chief test pilot withAirbus in Hamburg and one of nine in-housepilots at Finkenwerder, disagrees with him.“In certain circumstances, the flights we per-form using production aircraft can entailhigher risks than developmental flying,” saysthe 48-year-old. Although Hausser’s title isactually TPX (Test Pilot Experimental), his pri-mary function is to carry out maiden flightsof new production aircraft for customers andacceptance flights: “75 percent of the workdone by today’s test pilots falls into this cat-egory of so-called production flying.” Duringthese tests, the aircraft are invariably takingto the air for the very first time, which meansthe pilots may have to deal with potentialproduction errors that are not always de-tectable during ground testing. He stresses:“You always have to be watchful; you mustnot develop any sort of routine.”

If aircraft types and engines are new, this willgenerally mean more extensive testing. Anexample is the mega-Airbus A380 with itsGP7000 engines, in which MTU has a stake.

Report

Drury Wood (left) and Dieter Thomas posing in front of a Do 31.

Dieter Thomas was involved in the “Alpha Jet” cooperation project as early as in 1970. The Airbus flight test crew in Toulouse in the fall of 2008.

“On maiden flights, we will sometimes shutdown one of the engines. These days, wehave accumulated enough experience withcurrent engines so that we work throughmaybe only three out of what might other-wise be five check-points.” What fascinatesthe man from Esslingen about his job isbeing able to fly the entire spectrum ofAirbus aircraft, from the A318 to the A380—something he could not do in his time as LTUairline pilot.

Compared to the world of possibilities thatpresented itself in Dieter Thomas’s time, therange of flying done by an in-house Airbustest pilot is rather limited. “There are hardlyany all-rounders like myself left,” says the

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MTU Aero Engines exceeds forecasts 2008 was a record year for MTU AeroEngines. “In this anniversary year, I am par-ticularly delighted to be able to present thebest results MTU has ever achieved in its 75-year history,” MTU CEO Egon Behle was proudto report at the company’s annual resultspress conference held in Munich in lateMarch. “The company not only exceeded itsquantitative targets for the year, but alsotook strategic measures to secure MTU’sfuture viability: In 2008, we took on morestakes in new programs than in any singleyear before.” The company has acquiredworkshares in the two Pratt & Whitney gearedturbofan engines to power Bombardier’sCSeries and Mitsubishi’s new regional jet, inthe PW810 and in two General Electric engineprograms, the GEnx for the Boeing 787Dreamliner and the GE38 for military heavy-lift helicopters.

Here are the results in detail: Revenues in-creased six percent over the year before, tomore than 2.7 billion euros. Adjusted for the

dollar exchange rate, the increase in rev-enues even amounted to 12 percent. At405.7 million euros, EBITDA adjusted im-proved three percent over 2007, which ismore than MTU’s forecast of 400 millioneuros. The net income even increased by 17percent, to 179.7 million euros, and thusreached the forecast level. At 123.6 millioneuros, the free cash flow clearly exceededthe expected value of 100 million euros.

MTU’s profitability remained high also in2008: The return on sales was 14.9 percent,and thus close to the upper end of the targetrange. The group’s good operating resultsare mainly attributable to the positive devel-opment in the OEM business. In this seg-ment, the success of the company’s efficiencyimprovement program and the increase incommercial OEM orders have compensatedfor the effects of the development of U.S.dollar exchange rate. EBITDA adjusted in theOEM business increased eight percent, andthe EBITDA margin reached 20.1 percent. In

MTU Maintenance Hannover has two goodreasons to celebrate: In the 30th year ofits existence, the company just main-tained the 5,000th engine visiting its shop.“The first engine we received came fromHapag-Lloyd Flug, and almost 30 yearslater we’re again celebrating a milestone

name under which former Hapag-Lloyd Flugoperates today. After repair and overhaul,the engine was returned to its owner in asmall celebration held at the end of April.Hapag-Lloyd Flug was the first name on theLangenhagen-based MTU shop’s customerlist.

overhauling an engine from the same cus-tomer,” President and Chief ExecutiveOfficer Dr. Uwe Blöcker says with a smile.

The 5,000th engine was a CFM56-7, serialnumber 889-765, off the wing of a Boeing737-800 in service with TUIfly, the brand

MTU Aero EnginesRevenues

of which OEM businessof which commercial engine businessof which military engine business

of which commercial MRO businessEBITDA (calculated on a comparable basis)

of which OEM businessof which commercial MRO business

EBITDA margin (calculated on a comparable basis)in the OEM businessin the commercial MRO business

Net income (IFRS)Earnings per share (undiluted)Free cash flowResearch and development expenses

of which company-funded R&Dof which outside-funded R&D

Capital expenditure

Order backlogof which OEM businessof which commercial MRO business

Employees

20082,724.31,642.91,146.3

496.61,113.0

405.7330.3

78.914.9 %20.1 %

7.1 %179.7

€ 3.64123.6181.6101.1

80.5293.7

Dec. 31, 08

4,015.73,884.5

131.47,537

20072,575.91,599.51,102.0

497.51,004.7

392.9305.7

87.915.3 %19.1 %

8.7 %154.1

€ 2.95131.7176.4

88.887.6

106.1Dec. 31, 07

3,311.13,216.8

94.77,130

Change+ 5.8 %+ 2.7 %+ 4.0 %- 0.2 %

+ 10.8 %+ 3.3 %+ 8.0 %

- 10.2 %

+ 16.6 %+ 23.4 %

- 6.2 %+ 2.9 %

+ 13.9 %- 8.1 %

+ 176.8 %Change

+ 21.3 %+ 20.8 %+ 38.8 %

+ 5.7 %

MTU Aero Engines – Key financial data 2008 (Figures quoted in € million, calculated on a comparable basis, statements pre-pared in accordance with IFRS. Figures calculated on a comparative basisapply adjustments to the IFRS consolidated results to exclude restructuringand transaction costs, capitalized development costs, and the effects of IFRSpurchase accounting.)

5,000th shop visit in Langenhagen

In Brief

And the winner is: Pratt & Whitney’s gearedturbofan (GTF). At a ceremony held in Wash-ington, D.C. early in March the PW1000Gdemonstrator won the prestigious LaureateAward, which is conferred by trade journalAviation Week. In the “Aeronautics and Pro-pulsion” category, it won over two unmannedair vehicle (UAV) designs—Boeing’s A160THummingbird rotorcraft and the solar-pow-ered Zephyr developed by British defensecompany QinetiQ.

Award-winning technology MTU Maintenance Zhuhai’s annual resultsfor 2008 have the distinct ring of an athlete’strack record: In the Olympic year, revenueswere up by 50 percent, earnings increased40 percent, the 500th engine was over-hauled, and the number of employees rose tojust short of 500. All this has been achievedbarely five years after the joint venture ofMTU and China Southern Airlines was set up. “These are superb results, for which we have

On a solid growth track

the commercial MRO business EBITDA ad-justed amounted to 78.9 million euros, andthe EBITDA margin stood at 7.1 percent. “Asplanned, we have continually improved thismargin in the commercial maintenance busi-ness and fully met our target for the year ofaround seven percent,” explained Chief Fi-nancial Officer Reiner Winkler. “This provesthat the measures we have taken to align ourproduction and process are having thedesired effect. Commercial MRO is back oncourse again.”

In 2008, MTU spent more than 181 millioneuros on research and development. Thecompany’s capital expenditure almost tripledas compared with the year before, increasingto over 293.7 million euros. Major investmentsincluded the setting up of a new location inPoland, the construction of the second testcell at MTU Maintenance Hannover, and theacquisition of additional program stakes.

Robert Saia, Pratt & Whitney Vice President,Next Generation Product Family, who ac-cepted the award on behalf of the entirePratt & Whitney PurePower engine team,stressed: “We especially thank MTU, whosehigh-speed low-pressure turbine was a keycontribution to the successful GTF demon-strator. We are very happy to have this veryimportant partnership for the developmentsteps ahead.” In all, some 40 employees atMTU’s development and manufacturing cen-ters in Germany and the U.S. have con-tributed to-wards this success.

to thank the highly dedicated teams here inZhuhai,” said Holger Sindemann, Presidentand Chief Executive Officer of MTU’s Chinesemaintenance facility, an office he has heldsince the summer of 2008. Based in the spe-cial economic zone of Zhuhai, the shop isMTU’s largest facility outside Germany andthe largest maintenance provider in theMiddle Kingdom. The GTF demonstator.

MTU Maintenance Zhuhai.

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Contributions credited to authors do not neces-sarily reflect the opinion of the editors. We willnot be held responsible for unsolicited material.Reprinting of contributions is subject to the editors’ approval.

Masthead

EditorMTU Aero Engines GmbHEckhard ZangerSenior Vice President Corporate Communicationsand Investor Relations

Editor in chiefHeidrun Moll

AddressMTU Aero Engines GmbHDachauer Straße 66580995 Munich • GermanyTel. +49 89 1489-3537Fax +49 89 1489-4303E-mail: heidrun.moll@mtu.deInternet: www.mtu.de

Editorial staffDr. Philipp Bruhns, Denis Dilba, Andrew Doyle, Dr. Dominik Faust, Achim Figgen, Nicole Geffert,Patrick Hoeveler, Odilo Mühling, ChristianeRodenbücher, Andreas Spaeth, Martina Vollmuth

LayoutManfred Deckert Sollnerstraße 73 81479 Munich • Germany

4342

Thomas MerklBerliner Flughäfen; MTU AeroEngines photo archive; Boeing;Copyright Sikorsky AircraftCorporation. All rights reserved;Dieter Thomas Berliner Flughäfen; MTU AeroEngines photo archive; Andrew Doyle; Air FranceBoeing; GE - Aviation; BMW GroupArchivesSchlosser Forge Company, RanchoCucamonga, U.S.A.Bundeswehr/Sandra Herholt; GE - Aviation; Copyright SikorskyAircraft Corporation. All rightsreserved; United States Navy;BoeingBombardier; MTU Aero Enginesphoto archiveMTU Aero Engines photo archive;Eurocopter Deutschland GmbHMTU Aero Engines photo archive;Institute of Aircraft PropulsionSystems, Stuttgart UniversitySigurd Vermundsen; MTU AeroEngines photo archiveDieter Thomas; photographer PeterBurgeff, ai-design; Airbus; DornierMuseumADAC Verlag GmbH; MTU AeroEngines photo archive; TUIfly

ADAC’s air rescue unit continues to rely onthe services of Ludwigsfelde-based Cus-tomer Service Centre Europe (CSC): The“Yellow Angels” will have the PW206 en-gines powering their Eurocopter EC135 heli-copter fleet maintained by the joint ventureof MTU Maintenance Berlin-Brandenburg andPratt & Whitney Canada for another 16 years.In all, the ADAC’s air rescue unit operates 19rescue helicopters of this type, which areoften deployed in barely accessible and dustyterrains.

“Yellow Angels” continueto rely on MTU

Photo creditsCover Page:Pages 2–3

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Late last year, MTU was honored withone of the most prestigious Polish busi-ness awards for investors. In a cere-mony held in Warsaw Germany’s lead-ing engine manufacturer received theprize for the most significant invest-ment made by a company in the high-tech area in Poland in 2008. PolishVice Prime Minister and Minister ofthe Economy Waldemar Pawlak con-gratulated MTU’s overall Project Man-ager Richard Maier and MTU AeroEngines Polska Chief Executive OfficerKrzysztof Zuzak on this recognition.The award, which is conferred everyyear by the Polish agency for informa-tion and foreign investment, was pre-sented by Polish Deputy Minister ofScience and Higher Education WitoldJurek.

MTU wins business award

During a mission: EC135 Christoph 31 above the Berlin Cathedral.

Office building of MTU Aero Engines Polska.

In Brief

MTU’s new affiliate in Poland opened shopas scheduled. Early in April around 200 em-ployees started to work at the new facility inRzeszów. The official inauguration ceremony,which followed late in May, was attended byhigh-ranking government officials fromWarsaw, many prominent figures from thelocal political, business and religious com-munities, media representatives, and MTUrepresentatives from Munich.

MTU Aero Engines Polska will develop andmanufacture low-pressure turbine airfoils,assemble low-pressure turbine modules andrepair parts using highly advance machineryand the innovative and sophisticated repairprocesses for which MTU is renowned world-wide. The company’s Chief Executive Officeris Krzysztof Zuzak.

Final assembly of a PW200 engine following repair.

Installation of blades in a turbine disk.Aligning turbine stator vanes.

MTU Aero Engines Polska opens shop