International Paris Air Show2017

Live Blog

23 June

GE Aviation celebrates additive manufacturing

Interactive rendering of GE Aviation’s presentation at the Paris Air Show (follow the link in the text; Copyright GE Aviation)

GE’s motto for the 2017 International Paris Air Show is “The thrust behind digitalization.” The market leader in engine manufacturing is exhibiting in a large chalet right next to the Airbus hall. You can also view GE’s exhibition online at:

http://www.geaviation.com/show/experience?__prclt=5HzzKlnJ

Among the key topics for the U.S.-based company is additive manufacturing. GE Aviation has positioned itself in this field with 24 locations worldwide and uses this process to produce fuel nozzles for the LEAP engines that power the Boeing 737MAX, the COMAC 919 and the A320neo, in the latter case as an alternative to the PW1100G-JM.

But these were not the only highlights for the U.S.-based engine manufacturer: GE Aviation CEO David Joyce set out to land orders totaling 15 billion U.S. dollars at Le Bourget—as of Thursday, the count is 31 billion. Although the lion’s share of the new orders relates to LEAP engines, the GEnx-1B, for which MTU supplies the turbine center frame, also proved to be in great demand. GE announced in Paris that certification testing had begun on its latest GE model for widebody aircraft, the GE9X to power the Boeing 777X.

23 June

“The market environment remains encouraging”

Around 20 international analysts who report on MTU joined the analyst lunch at the chalet for discussions with MTU’s executive board and top management.

Facts, figures, finger food: Over a lunch with analysts at the MTU chalet, the executive board and top management held lively discussions on aviation, its market environment and MTU’s prospects.

MTU’s CEO delivered a key message in his welcome speech: “Our market environment remains encouraging.” Airlines are making profits, demand remains high thanks in part to the low price of oil, and MTU’s order books remain at record levels. The company is rising to the challenge of fulfilling the backlog: the ramp-up in production for the GTF programs and additive manufacturing were key topics addressed by COO Dr. Rainer Martens. And Chief Program Officer Michael Schreyögg reported on growth in the maintenance business. Currently driven by the V2500, this upward trend is set to get an additional boost from the new joint venture with Lufthansa Technik. Winkler concluded the presentation by confirming the company’s long-term guidance: starting in 2018, MTU expects increasing improvements in revenue and free cash flow.

Refreshments were served on the terrace of the Chalet, where discussions continued during the flyby. Around 20 analysts who report on MTU took the opportunity to confer with MTU’s executive board members and with Strategy Director Dr. Otmar Pfänder and Maintenance Sales Director Leo Koppers.

Events such as the Paris Air Show are of tremendous importance for capital markets, as attendees can learn all about the latest developments in the aviation industry. “During the first three days of the show, we spoke with over 170 financial industry experts during some 20 meetings at our MTU Chalet,” said Michael Röger, Vice President Investor Relations.

Two analysts shared their insights:

Christophe Ménard, Kepler Chevereux

“The market is extremely supportive, extremely solid. Despite all kinds of different issues—in the supply chain, for instance—I’m very confident that MTU’s success will continue. The company’s highly professional management team certainly contributes to this success.” 

Milene Kerner, Deutsche Bank Paris

“Although the A320neo and engine production schedule has been delayed by two to three weeks, MTU is confident that 350 to 400 GTF engines will be delivered in 2017. The learning curve on GTF unit costs appears to be progressing well, with the costs in line with target and continuing further reductions. The MRO outlook remains positive, driven by the V2500, CFM56 and GE90 engines as well as better-than-expected performance on the CF6 and PW2000 engines.” 

23 June

A clean affair

Clean Sky 2 Interim Executive Director Tiit Jürimäe (2nd from right) with Laura Trofin (Clean Sky 2 Management Support Officer Clean Sky (2nd from right); Clean Sky 2 Manager Ron van Manen (center); Mark Schäfer (left); and MTU’s Gerhard Ebenhoch (2nd from left)

With over 600 partners and a budget of four billion euros, Clean Sky 2 is the largest ever European aeronautics research program. By developing and demonstrating technologies for aircraft, engines and systems, Clean Sky 2 aims to meet the ambitious targets set by the Advisory Council for Aeronautics Research in Europe (ACARE). As things stand, the program is set to run until 2021. Tiit Jürimäe, Interim Executive Director of Clean Sky 2, paid a visit to MTU’s booth at the Paris Air Show.

“MTU is one of 16 European leaders in the Clean Sky 2 program,” explains Dr. Gerhard Ebenhoch, who heads technology management at MTU. “At MTU, we’re focusing on further advancing the high-pressure compressor and high-speed low-pressure turbine modules,” he says. MTU is currently developing the new technologies, which are then set to be tested in engine demonstrators from 2019 through 2020.  

The next wave - about the test phase for two key components of the Geared Turbofan™

Today's images

22 June

Paris Air Show – Video highlights from day 3

New aircraft, new technologies, new processes: the aviation industry is in the midst of laying the technological groundwork for next few decades. Seasoned experts see great potential by what is emerging from the research and development departments.

Check out the film

22 June

"Supersonic surprise"

Aviation journalist Andreas Spaeth

At the 2017 Paris Air Show, aviation journalist Andreas Spaeth is keeping a watchful eye on the latest industry trends, “old” newcomers and new challenges.

Mr. Spaeth, what’s new this year that you can really see taking off?

Well, this year is somewhat of a supersonic surprise. For a long time, the topic of supersonic passenger flights did not receive any serious attention. But now all of a sudden, there are several supersonic projects all being presented here in Paris at the same time. These include the Denver-based aircraft manufacturer Boom, who aspires to bring a supersonic aircraft for 55 passengers to market by as early as 2025. The developers say they have already taken 76 orders for the jet, plus some down payments. Boeing is also envisioning flights with 70-seat supersonic passenger aircraft within the next 20 years.

The narrowbody segment is currently the most dynamic area of the market, with a stream of new technologies and suppliers trying to break through. What will dominate this segment?

I find it impressive that there is suddenly more demand for a 25-year-old aircraft model than for any other. The Airbus A321 was first rolled out back in 1993, and sales were slow for many years. But now, seemingly out of nowhere, people can’t get enough A321s, A321neos and Boeing MAX 10s. There is a clear trend toward the deployment of narrowbody aircraft on long-haul routes. Take the MAX 10 on display here, for example, which is Boeing’s answer to the A321LR.

This year’s Le Bourget also marks the first air show where China and Russia are showcasing aircraft in this category. Now that for me is a sign that times are changing.

What other industry trends are you seeing?

Commercial drones, which have to be integrated into existing air traffic systems. In around four to six years’ time, Uber will offer personalized, autonomous flights, and DHL and Amazon are currently working on unmanned flying transport systems. The challenge is how to coordinate these with the other forms of air transport.

22 June

Path of Excellence: MTU technology for V2500 repairs

“Path of Excellence” is the name of MTU’s new trade show concept designed to make the notion of engine lifetime excellence visible and tangible. As if on a catwalk, the original exhibits and state-of-the-art multimedia applications are showcased against the backdrop of an elegant booth design featuring stylized engine casings.

MTUPlus V2500 LPT Vane Braze Repair
This special brazing method was developed by MTU and certified for the V2500. It makes it possible to repair broad cracks and dents in low-pressure turbine guide vanes, which would otherwise have to be replaced. The damaged areas are filled with brazing material and heat-treated for twenty hours. The molten braze material fills even the tiniest indentations. Subsequently, the components are fully serviceable again.

MTUPlus V2500 HPC Drum Repair
Small repair – big effect: loose wire ends on thin rings for damping blade vibrations managed to reduce the service life of the V2500 high-pressure compressor casing by more than 50 percent in some cases. A seemingly simple tongue-and-groove solution developed by MTU now holds the wire ends in place and protects the retaining grooves from strain and wear. Visitors to the MTU booth are shown a neat comparison: the overlapping wire ends of the new engine and the repaired wire ends, which are inserted into each other based on the lock and key principle.

V2500: Minor repair job—major effect (AEROREPORT 11.2015)

MTUPlus ERcoatnt®
Using nanotechnology, this coating, developed by MTU, protects engine blades against erosion damage that can occur, for example, when flying over deserts. In such areas, the sand in the air acts like a sandblaster. As a result, the damaged blades lose efficiency, fuel consumption increases and the components may have to be replaced well before the end of their expected service life. The coating’s effectiveness was tested in flight in a customer’s engine for two years. Following the test, the blade with ERcoatnt® bore scarcely a hint of wear. 

Coatings protect engine components (AEROREPORT 05.2017)

22 June

Flying above the weather

Sleek: Dassault Aviation’s Falcon 8X.

Business-jet manufacturer Dassault is showcasing just a small fleet of aircraft at Le Bourget. A real eye-catcher among the aircraft, of course, is the airframer’s flagship Falcon 8X. Compared with its predecessor, the 7X, the 8X has a longer range—6,450 nautical miles (just under 12,000 kilometers) to be precise. This is possible thanks to even better aerodynamics, additional fuel capacity, and the new Pratt & Whitney Canada PW307D engines.

According to Dassault, the 8X offers unprecedented levels of passenger comfort—although this is, of course, a matter of passenger opinion. But when it comes to in- flight turbulence, there is no doubt.
As this bizjet has a maximum operating altitude of 51,000 feet (some 15,545 meters), it can simply rise above inclement weather and continue flying smoothly.  

Take a look at the photos under “Images of the day.”

22 June

At the booth – Press conference

International trade and business journalists at MTU’s press conference.

International trade and business journalists eagerly attended MTU’s press conference midday on Wednesday. CEO Reiner Winkler told them about MTU highlights at the Paris Air Show—the company’s record backlog of orders that ensures capacity utilization for the coming decade, for instance. He also gave an update on the GTF family of engines, two of which are already proving themselves in regular commercial service.

A core MTU message concerned the maintenance market, which is growing. MTU Maintenance, which has positioned itself very well in recent years, is growing even faster. The journalists in attendance learned how MTU outperforms the competition to perform so well in the maintenance market. Keys to its success include strong partnerships with OEMs and airlines; MTU’s market-leading portfolio of more than 30 engines; and the company’s flexibility, proximity to customers and diverse range of services. “All of that together helps give us access to a great many markets,” said Michael Schreyögg, Chief Program Officer at MTU.

Journalists at the press conference posed questions that reflect the broad variety of new and emerging topics in the aviation industry. They inquired about everything from ramp-up of GTF engine lines, a successor to the Tornado and innovative technologies to a new medium-haul aircraft manufactured by Boeing—and the engines that could power it.

22 June

“The maneuver was perfectly smooth”

Popular among pilots: The well laid-out and spacious cockpit with LCD Displays.

Air Baltic’s brand-new CS300 arrived in Paris on only its second-ever flight and Bombardier is showcasing the eye-catcher outside its chalet. The pilot has given the aircraft glowing reports, impressed by the well laid-out and spacious cockpit, the wide seats with a comfortable amount of legroom and the sophisticated trolley system. After taking off on Friday, the CS300 flew from Montreal to Riga before touching down in Paris on Monday. At the static display, its bright green tailplane stands out from quite a distance. Crowds of people have braved the heat and ventured outside to take a look at the new CS300, MRJ and E195-E2 regional jets. 

At Bombardier’s chalet on Wednesday morning, four pilots shared their experiences of flying the C Series. Air Baltic’s Pauls Calins was equally as impressed as his colleagues outside: “We had expected some difficulties with the transition to flying such a highly automated aircraft, but there were absolutely none. Incidentally, Swiss and Air Baltic were involved in the plane’s development.” Björn Fehrm, aviation journalist and former fighter pilot, raved about the reliability and safety of the aircraft: “At maximum thrust, I made a sharp right turn followed by a sharp left—and the maneuver was perfectly smooth.” Swiss pilot Sven Thaler has already logged 200 flight hours with the CS100 and is particularly impressed with its reliability: “Dispatch reliability lies in the high nineties, which is far better than we’d expect from a new aircraft.”

Today's images

21 June

A mixed fleet for humanitarian missions

In 2015, UNHAS planes delivered 23,248 metric tons of supplies to areas in crisis, air-dropped 45,203 metric tons of food and conducted thousands of evacuations. (Copyright: WFP)

When an aircraft from the UN Humanitarian Air Service (UNHAS) fleet takes off, the circumstances are rarely happy ones. After all, when the UNHAS is called, it usually is in response to a major emergency somewhere in the world. Representatives at the UNHAS booth explained that such crises can include forest fires, floods, volcanic eruptions and disease outbreaks.

In 2015, UNHAS planes delivered 23,248 metric tons of supplies to areas in crisis, air-dropped 45,203 metric tons of food and conducted thousands of evacuations. As these figures show, UNHAS is much more than “just” a special air mission wing for the UN; in fact, it is a sizeable airline that operates 61 aircraft in total. And it would be a hard push to find a more diverse fleet anywhere else: it comprises all kinds of Antonov jets, including An-24s, An-26s, An-30s and An-74s, plus various Boeing 737ER variants, a few Bombardier Dash and Saab 340 turboprops, and dozens more single models, such as a Lockheed C-130B and a Lockheed C-130H, a Fokker F-27 and a CASA C-295.

For more information on UNHAS and its projects, visit: https://www.wfp.org/logistics/aviation/unhas-current-operations

21 June

"Exciting race for the best technologies"

Ulrike Ebner is a journalist for "Flug Revue".

Interview with Ulrike Ebner, aviation journalist and engine expert from “Flug Revue”

Ms. Ebner, what’s the most exciting engine technology that you’ve seen here in Paris?

Ulrike Ebner: That would definitely be the Geared TurbofanTM from Pratt & Whitney. This year, Paris has at least three aircraft—the Mitsubishi Regional Jet, Bombardier CS300 and Embraer E195-E2—that show how this type of engine is becoming more and more widespread.

Middle of the market—what does this mean for engines?

Ebner: This is becoming an exciting race for the best technologies. Two competitors in the running are Pratt & Whitney with an improved Geared TurbofanTM and CFM International with its LEAP engine, but Rolls-Royce is also working on potential ideas for the Advance and UltraFan engines.

What trends are you seeing in the industry in general?

Ebner: It’s impressive to see how engineers can work with new materials, like CMCs, and new architectures, such as the reduction gear between the low-pressure turbine and the fan, to achieve fuel savings of 15% and more. A combination of the different approaches to increasing thermal or forward-thrust efficiency is sure to be a key characteristic of the next generation of engines. But hybrid engines and distributed engines will probably also play a role going forward.

21 June

Path of Excellence: MTU technology for advanced widebodies

“Path of Excellence” is the name of MTU’s new trade show concept designed to make the notion of engine lifetime excellence visible and tangible. As if on a catwalk, the original exhibits and state-of-the-art multimedia applications are showcased against the backdrop of an elegant booth design featuring stylized engine casings.

Turbine center frame for the Dreamliner’s GEnx engine
Building on the tried-and-tested architecture of the GE90, the GEnx is designed to replace the bestselling CF6, which is still the most popular widebody engine in service today. The GEnx was developed specifically for medium-sized long-haul aircraft and is used to power the Boeing 787—the elegant “Dreamliner”—and as the exclusive engine option for the 747-8. Its first flight was in February 2007. MTU has a 6.65 percent workshare in the GEnx and supplies a quite literally central component: the turbine center frame, which forms the transition between the high-pressure and the low-pressure turbine.

In the middle: The turbine center frame for large aircraft engines (AEROREPORT 11/2015)

Today's images

20 June

„Paris Air Lab“: Boarding for Tomorrow

Under supersonic wings: Start-ups, industry associations, space agencies and research centers all interact in the Paris Air Lab.

In Concorde Hall, the researchers and designers have a whole 3,000 square meters for themselves. This is where they are providing a glimpse into their labs to reveal technologies the aerospace industry might be applying in five, ten or twenty years’ time. Over the course of the week, nearly 100 start-ups will take part in the Paris Air Lab, as well as various industry associations, space agencies and research centers.

Many of the sector’s big names will be there, including Greg Hyslop, CTO and Senior Vice President of Engineering Test and Technology at Boeing; Paul Eremenko, CTO of the Airbus Group; André Borschberg, CEO and co-founder of Solar Impulse; and François Chopard, founder and Managing Director of Starburst Ventures, an incubator for aerospace start-ups. This combination of the spirited young guns and established companies shows that there’s no way to go it alone in an industry where the boundary of what is technologically possible is always being pushed just a little bit further out. The only way to truly form a “melting pot of ideas” is through collaborative interaction.

How appropriate, then, that the nearly 30 booths and virtual-reality exhibits are to be found spread out beneath the two original Concordes in the hall. In the 1960s, the supersonic jet was the ultimate technology yardstick. Now, under its wing, visitors can catch a glimpse of what aviation might look like in the next few decades; for example, with support from artificial intelligence or jet fuel made of—believe it or not—garbage.

One daily feature of the Show is the “battle confs” at 11 a.m. There, visitors are invited to engage with scientists, designers, astronauts and even philosophers in a relaxed setting. The Clean Sky EU technology program, in which MTU’s participation includes an engine demonstrator, will also be presenting at the Paris Air Lab.

The full Paris Air Lab schedule is at: https://www.siae.fr/Data/Sites/4/fichiers/ParisAirLab2017programmesemaine.pdf

20 June

A380plus – a glimpse at the interior

The body of the A380 is packed with additional test equipment.

MSN 4: this Airbus plant number indicates that this aircraft was one of the very first A380 units manufactured by Airbus. The company used the MSN 4 as a test aircraft for a long time; recently, however, it has been in the hangar. Why? Airbus is using the aircraft for its A380plus development study.

The developers added to both wing tips some real eye-catchers: large, new winglets that protrude 3.5 meters upward and some 1.2 meters down. In conjunction with some minor modifications to the wings, the new winglets are designed to improve aerodynamics and reduce drag. Airbus expects the modifications to improve fuel savings by up to four percent.

More pictures below in the "Today's images" section.

20 June

Path of Excellence: Technologies of the future from MTU and Bauhaus Luftfahrt

Additive manufacturing is an innovative Technology that could reduce engine weight.

“Path of Excellence” is the name of MTU’s new trade show concept designed to make the notion of engine lifetime excellence visible and tangible. As if on a catwalk, the original exhibits and state-of-the-art multimedia applications are showcased against the backdrop of an elegant booth design featuring stylized engine casings.

Additive manufacturing and high-temperature materials
Ever greater efficiency is the name of the game in engine development. Reducing engine weight plays an important role here. It is achieved not only by means of improvements in aerodynamic design, but also very much through new materials and manufacturing techniques. Together with its partners, MTU has been exploring the world of additive manufacturing for many years now. In an exciting first, a component manufactured using selective laser melting is already in service: the low-pressure turbine of the A320neo’s PW1100G-JM engine features as standard borescope bosses that are 3D printed at MTU. Also on display in the technology cabinet at the MTU booth are studies of further components produced by additive manufacturing; lightweight and highly heat-resistant components made of advanced high-temperature materials; and a liner segment made from ceramic composite material and a carbon fiber sealing ring.

Interactive display with simulations from various areas of engine development
Here MTU displays its longstanding expertise in the industrial application of simulations of physical processes in engine design and development. Among the exhibits are simulations for testing the homogeneity of alloys, of turbulence in the low-pressure turbine and of gas flows in the compressor while running.

Transport concept for cities: CentrAirStation by Bauhaus Luftfahrt
The aviation think tank Bauhaus Luftfahrt, of which MTU is a member, is bringing a model of its “CentrAirStation” to Paris. This is a multistory city airport that integrates further transport routes and which can improve the connectivity of air transport with growing metropolitan areas. The forward-thinking aviation pioneers will also have a model of the CityBird with them, the aircraft envisaged to serve the innovative airport. Bauhaus Luftfahrt scientists developed the concept with the help of twelve students from the Glasgow School of Art.

Interview with Prof. Mirko Hornung, Executive Director Research and Technology, Bauhaus Luftfahrt e.V. (AEROREPORT 5/2016)

Simulations are a key technology in the aviation industry (AEROREPORT 5/2016)

The CentAirStation concept by Bauhaus Aviation (AEROREPORT 11/2016)

20 June

Pratt & Whitney launches new brand platform

The heart of Pratt & Whitney’s presence: an original PW1100G-JM with an open nacelle.

This year, MTU’s partner Pratt & Whitney (P&W) again has its own pavilion in addition to a chalet at the biggest event in the aviation industry calendar. An original PW1100G-JM engine in an open nacelle is the pavilion’s main attraction.

The engine OEM also has a multimedia attraction in store for visitors: stories relating to the company’s three business units—commercial engines, military engines and smaller commercial engines from Pratt & Whitney Canada—are projected on to a large display, which users can control with special devices in the form of glass cubes. The stories also feature customers and employees in line with P&W’s new “Go Beyond” brand message, which represents both the company’s purpose and its employees’ driving mindset. “It reflects our dedication to pushing limits and ‘going beyond’ to find the next great innovative step forward,” says P&W’s President Robert F. Leduc. 

On the first day of the Paris Air Show, Pratt & Whitney signed a memorandum of understanding (MoU) with a strategically important customer in the European aviation market: IAG, parent company of British Airways, Iberia, Vueling and Aer Lingus, ordered 47 Airbus A320neo aircraft and signed a corresponding MoU for PW1100G-JM engines to power them. This order brings the total number of customers for the PurePower® PW1000G engine family to over 80 from more than 30 different countries. There are 67 aircraft powered by GTF engines already in service with 13 airlines worldwide. They operate daily on 250 routes to more than 100 destinations across four continents.

Wind of change in the market for short- and medium-haul jets (AEROREPORT 5/2015)

20 June

Paris Air Show – Film highlights from day 1

Highlights on day 1: President Macron, the airshow and the new MTU booth

Less than 20 kilometers lie between Élysée Palace, the official residence of the French president, and Le Bourget; a distance Emmanuel Macron could easily have covered by car. But given that the Paris Air Show—the world’s largest of its kind—also provides an opportunity to promote France as a powerful economic base, it was fitting for Macron fly in onboard an A400M on the opening day. MTU holds a workshare in the engines powering this European military transport aircraft. Macron boarded the jet at a military base southwest of Paris and he reportedly sat directly behind the pilots in the cockpit. 

Macron emerging from the A400M is the first scene in a short film we have compiled with some of the highlights from day one at the Paris Air Show. Others include a flock of aircraft crossing the skies over Le Bourget and visitors amazed by the exhibits in the halls and at the outdoor static display, where the aircraft are on show. At the center of it all is MTU and its newly designed booth, the theme of which is “Lifetime Excellence”. MTU’s offerings span the whole lifecycle of an engine—covering research and development, production and maintenance. MTU and its booth have proved a big hit among the visitors.

Watch now

20 June

Shaping decisions on next generation developments

Andrew Gollan, Analyst Aerospace & Defense, Berenberg Bank

Andrew Gollan, analyst aerospace and defense with the renowned German private bank, Berenberg, about aircraft in the middle of the market, value increase in the aftermarket, success factors and other industry chatter.

Mr. Gollan, will Boeing come up with a new mid-sized aircraft as a 757 type replacement? And what could that mean for the narrow-body and wide-body markets, respectively?

Andrew Gollan: The primary difficulty for Boeing is defining the mid-size market opportunity that, by definition, implies an aircraft that brushes up against the highly lucrative narrow-body market and the lower end of the wide-body market, potentially risking cannibalisation in each. On balance, I currently think that Boeing will launch a new aircraft programme by the end of the decade because the prospect of doing nothing and losing more market share in its core product areas will be untenable. Such an aircraft would need to be produced at a cost comparable to that of existing narrow-bodies, although it is unlikely to materially impact the narrow-body landscape we see today. It could however, partly shape decisions on the next generation developments in this sector in the next decade.

What could be new features in such an aircraft?

Gollan: If Boeing decides to launch a new clean-sheet design aircraft, it is more likely to be at the upper end of the scale, in the 200-250 seats range. Maybe even larger given the 'densification' trend and up-scaling of capacity by airlines. There is a distinct possibility that such a new aircraft will be twin-aisle. This may be slightly less attractive in terms of absolute fuel efficiency and emissions, compared to single-aisles. But overall it has operating advantages when considering factors such as turnaround times and unit cost per passenger. Such an aircraft could drive new market segments, such as low-cost trans-Atlantic, and present an attractive offering for high capacity shorter-haul routes.

If Boeing decides to put up a new mid-size program, how would Airbus respond?

Gollan: Given Airbus' strong market share with the A321ceo/neo, and the long time it would take Boeing to develop a new aircraft, Airbus will be in no hurry to respond to the launch of a new mid-size aircraft programme. That said, for a relatively modest development cost and timeframe, Airbus could consider a stretch of the A321, an A322 maybe. Indeed, recent industry chatter has been around an A321neo-plus and an A321neo-plusplus.

The duopoly in the commercial market of Boeing and Airbus is being challenged. Will the industry really change?

Gollan: There is no doubt the landscape is slowly changing with the introduction of these new aircraft. For many years, however, we expect only very modest penetration in markets outside their domestic customers. Airbus and Boeing narrow-body aircraft are established, mature and deliver operating characteristics at an extremely high level. In addition, it will take many, many years for the new players to mature their production processes and be able to produce at volumes necessary to meet demand, even in their domestic markets. Nevertheless, Chinese and Russians are coming and will make it happen.

The complete interview with Andrew Gollan

20 June

Discussing strategy with key customers

Dr. Klaus Welschof, head of Aerospace Sales, Otto Fuchs Group

Trade show interview at the MTU booth with Dr. Klaus Welschof, Head of Aerospace Sales, Otto Fuchs Group

Dr. Welschof, you consider the Paris Air Show a success for you as Head of Sales for the Otto Fuchs Group when …?

Dr. Klaus Welschof: … we get the opportunity to talk with our key customers about future strategy. We incorporate the customers’ latest thoughts and considerations into our strategy, and we update them on developments in our company: this year, the operational merger of the German parent company Otto Fuchs with the U.S. subsidiary Weber Metals Inc. to form the Otto Fuchs Aerospace Group has been the main topic of conversation.

Otto Fuchs works with MTU on compressor disks made of titanium. What makes these disks special? And what particular qualities does your company bring to the table?

Welschof: Personally, I have witnessed almost three decades of cooperation between MTU and Otto Fuchs—and the word “innovation” has always taken center-stage! Together with MTU, we were able to bring several completely new high-performance titanium alloys for compressor disks to production readiness. Otto Fuchs is world-renowned for its materials and process know-how. Otto Fuchs was the first supplier to receive a second MTU Award, in this case for “Innovation,” which made us delighted and proud.

New materials and manufacturing techniques will permit the next technological leap forward in engine manufacturing, it is often claimed. Is that how you see it?  

Welschof: Yes, very much so. The further gains in the energy and environmental efficiency of modern aircraft engines come from improvements in aerodynamic and thermal efficiency. One approach seeks to make the fan turn slower and the low-pressure turbine turn faster, whereas the other approach seeks to increase operating pressures and temperatures. In both cases, you need improved materials and smart processing as a key technology; generally, that means new forging processes or additive manufacturing. We’re working on both these things.

The complete interview with Dr. Klaus Welschof


Dr.-Ing. Klaus Welschof (57) has been Head of Aerospace Sales at the Otto Fuchs Group in Meinerzhagen since late 2007. He has also been a member of the “Aerospace Group” Executive Management Team, the aerospace division management for Otto Fuchs, Meinerzhagen, and Weber Metals, Inc., Paramount, California, USA, since the start of 2016. In 1988, he joined Otto Fuchs KG as an employee working in development and customer technical advice. Later, he took on various roles at the interface between development, sales and project management. Previously, he had studied and acquired a doctorate in aerospace technology at RWTH Aachen University.

Otto Fuchs Group
Otto Fuchs KG was founded in 1910. With 8,738 employees worldwide and an annual turnover of 2.4 billion euros (based on 2015 figures), the company manufactures high-quality semi-finished products, in particular metallurgically complicated forgings for the aerospace industry, the automobile industry (the Fuchsfelge), the construction industry (Schüco windows) and the machinery and plant engineering industry. The Otto Fuchs Group has subsidiaries in Germany, Hungary, South Africa, the USA and China.

Today's images

19 June

„E2“ und MRJ: They’re here!

This Embraer aircraft, fitted with PW1900G engines, resembles an eagle from the front.

Up until almost the last minute, it was unclear whether Paris would see Embraer’s new E195-E2 or Mitsubishi Aircraft Corporation’s new MRJ-90. It’s clear now: they’re here!

The E2 is in Le Bourget with special livery. Mitsubishi took one of its aircraft out of testing and flew it on a pre-air-show tour to Winnipeg, Goose Bay and Iceland’s Keflavik airport before traveling on to Paris. According to the company, the aircraft’s landing marked the first time an MRJ has touched down in Europe.

For the E195-E2 it sent to Paris, Embraer selected an unusual look: the Brazilian company painted the stylized head of a vulture on the nose of the E2. Because the E195-E2, like the MRJ-90, is a regional jet, this aircraft has also flown a somewhat lengthy journey with several stops: From Embraer’s home base in São José dos Campos, the E2 took off for Recife on Brazil’s east coast, then stopped at Espargos in the Cape Verde Islands before heading for Paris.

Wind of change in the market for short- and medium-haul jets (AEROREPORT 5/2015)

19 June

At the heart of the market debut

An MRJ on the production line - Copyright: Mitsubishi Aircraft Corp.

The latest milestone was reached just days ago: the larger C Series CS300 went into regular commercial service at Swiss Air on June 1. This makes Swiss Air the first airline to operate both models from Bombardier’s modern regional jet family, whose current deliveries are a prime example of how the new jets are energizing the aviation market.

“With its 20 extra seats, the second model of the C Series family is the ideal addition to our current fleet,” said Swiss Air CEO Thomas Klühr upon receiving the delivery. In the language of the aviation industry, “ideal” means that operating costs per seat are as low as possible in the operating scenarios for which the aircraft is intended. Since expenditures for fuel make up a considerable share of airline operating costs, engine fuel consumption is an essential factor in costing.

MTU plays a key role in the CS100, CS300 and other next-generation regional aircraft, providing the high-speed low-pressure turbines and several stages of the high-pressure compressor for the PW1500G engines of the fuel-efficient and quiet Pure Power ® PW1000G family, as it is officially titled. The brush seals are produced in Munich, as well.

The core engine of this family is scalable and covers a range of thrust classes, eliminating the need for enormous outlay to develop a completely new engine for every new thrust force and size. The various members of the family also share a common look: the front portion of the engines is relatively sizeable, as it has to provide room for the large fan. This is the key to the engine’s efficiency, and thanks to the Geared TurbofanTM technology, every engine module can operate at its optimum level. The reduction gearbox improves the ratio between the high-speed low-pressure turbine and the fan from 1:1 to 3:1.

Because of this engine, MTU is involved—either exclusively or as one of two engine options—in all new regional applications around the globe. The PW1900G is currently undergoing flight testing in Brazilian manufacturer Embraer’s E190-E2. The same goes for the PW1400G-JM in the Russian MS-21 and the PW1200G in the Japanese Mitsubishi Regional Jet (MRJ).

A look at Japan in particular shows how much value manufacturers place on the regional jet segment: when the MRJ took off for its maiden flight one and a half years ago, it was the first new Japanese passenger jet in over fifty years.

19 June

Path of Excellence: MTU technology for new narrowbodies

MTU is renowned worldwide for developing and producing the high-speed low-pressure turbine.

“Path of Excellence” is the name of MTU’s new trade show concept designed to make the notion of engine lifetime excellence visible and tangible. As if on a catwalk, the original exhibits and state-of-the-art multimedia applications are showcased against the backdrop of an elegant booth design featuring stylized engine casings.

Geared Turbofan™ technology as hologram
A reduction gearbox between the fan and the low-pressure shaft—which carriers the low-pressure compressor and the low-pressure turbine that drives the fan—enables these components to operate at their respective optimum speed and efficiency in the engines of the PurePower® PW1000G family. This reduces the number of stages and therefore the weight of the engine. The eye-catching holography box at the MTU trade show booth permits visitors to look right inside the engine and explains the technical intricacies of the Pratt & Whitney bestseller, in which MTU holds a workshare of up to 18 percent, and in particular MTU’s high-pressure compressor and high-speed low-pressure turbine. The Airbus A320neo, the Embraer E190-E2 and E195-E2, the Bombardier C Series CS100 and CS300, the Mitsubishi Regional Jet and the Irkut MC-21 are the aircraft that fly—exclusively in some cases—with the new engine technology. Fuel burn and CO2 emissions are reduced by 16 percent and noise footprint levels are cut by up to 75 percent.

PW1000G low-pressure turbine
A key component of Pratt & Whitney’s new Geared Turbofan™ engines is the three-stage high-speed low-pressure turbine, an MTU contribution to the engines for which the company has received German Innovation Awards. Because the turbine is able to run up to three times faster than the fan, it requires only three stages instead of the usual five or six. The resulting lower weight leads to reductions in fuel burn and emissions of 16 percent compared to conventional narrowbody engines. A notable example is the low-pressure turbine for the A320neo’s PW1100G-JM engine, which is the first of its kind to use forged titanium aluminide blades. In addition, the borescope bosses are manufactured on a production scale using additive methods.

19 June

100-130 seat category: “It’s very hard to match the C Series and E2 economics”

David H Perry (JP Morgan)

In an interview, David H Perry (JP Morgan) explains why the new regional jets from Bombardier, Embraer, Irkut and Mitsubishi are driving competition among OEMs and how the two industry heavyweights, Airbus and Boeing, are responding.

Mr. Perry, with the C Series in service and the E2, MC-21 and MRJ to follow, are these a threat to Airbus and Boeing?

David H Perry: Competition will mean Airbus and Boeing need to continue to improve their products, which is what we have already seen with the A320neo and 737 MAX families. 

How come, Airbus and Boeing do not challenge these new aircraft with 737-600 and A318 successors?

Perry: All aircraft families have a sweet spot in terms of efficiency. The C Series and E2 for example are specifically designed for the 100-130 seat category, and it is very hard for Airbus and Boeing aircraft to match their economics.

With all the new regional jets being powered by turbofan engines – what is the perspective for turbo prop aircraft?

Perry: The turboprop market has been remarkably stable over the last decade. The more efficient new regional jets may pressure the turboprop market. However, Bombardier seems to be prioritising its C Series over its turboprop business.

The complete interview with David H Perry

19 June

Exciting times for manufacturers

Jim Criswell, PCC Structurals Vice President, Strategic Sales

PCC Structurals from Portland/Oregon is one of MTU’s most important partners for investment castings. Shortly before leaving for the 2017 Paris Air Show, Jim Criswell, PCC Structurals Vice President, Strategic Sales, gave an outlook on what to expect.

Mr. Criswell, PCC Structurals generates around 70 percent of its sales in the aerospace sector. What industry trends do you expect to see in Paris?

Jim Criswell: We’ve heard a great deal about the new generation of advanced turbofan engines, specifically the LEAP and PurePower series, and the new fuel efficient aircraft that they power.  We’re now starting to see a lot of this new technology come to fruition, not as demos or prototypes, but as fully-certified production models. Companies like Mitsubishi and Embraer will likely exhibit aircraft that they’ve had under development for quite some time, such as the MRJ-90, the KC-390, and, hopefully, an E-Jet. It’s an exciting time to be a manufacturer in the industry.

How and why will materials and production skills be key innovation factors in aero engine technology?

Criswell: These skills have been critical since the advent of our industry. We are constantly charged with doing better in all aspects of the business. Material development and selection is a key component to this, especially when it comes to metallurgical processes. We regularly team with our fellow PCC divisions TIMET and Special Metals to ensure that we’re working with the best material possible to meet the customer’s needs.

Will additive manufacturing change the game for casting? How do you respond?

Criswell: Additive manufacturing offers advantages for certain applications in casting. Although there are still limitations to what the technology can bring to aerospace manufacturing, we believe that over time the process will become increasingly relevant to our industry.

The complete interview with Jim Criswell


Precision Castparts Corporation or PCC was founded in 1956 in Portland/Oregon and has since grown to a company group of approximately 160 manufacturing locations worldwide with some 30,000 employees generating an annual revenue of approximately 10 billion US-dollars (2015). The founding division of PCC, PCC Structurals, says it offers “the widest casting beadth in the market, considering the ranges of alloys, size and complexity”. A leading supplier of structural investment castings worldwide, it specializes in nickel-based superalloy, titanium, stainless steel and aluminum castings. The company works for the aerospace and for the power generation industries, casting cases, frames, housings, ducts and hubs, among others. MTU and PCC Structurals have been working together on turbine center frame parts for the GEnx, GP7000 and GE9X.

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14 June

“Lifetime Excellence” with MTU

The MTU booth in Le Bourget

It is a scene fitting for Paris, the fashion capital: Germany’s leading engine manufacturer is staging a technology and emotion “catwalk” at the International Paris Air Show 2017 (Hall 2A, Booth C254). On the “Path of Excellence,” MTU Aero Engines is presenting its haute couture line of innovative products and services—along the entire lifecycle of commercial and military engines.

“The catwalk is the definitive stylistic element of the new booth design,” explains Dongyun Yang, who heads up marketing communications at MTU. “The exhibits guide the visitors through the MTU world along the ‘Path of Excellence,’ which has been organized by topic.”

Three topics are of special importance: commercial aviation, technology, and maintenance. “These key topics provide a cross-section of the MTU portfolio, which ranges from research and development work to high-tech manufacturing and tailored aftermarket services,” says Antje Endter, MTU’s trade fair coordinator. An interactive hologram display box for Geared TurbofanTM technology showcases the benefits of the PurePower® PW1000G engine family. The box will be accompanied by the usual exhibits, such as the high-speed low-pressure turbine, the GEnx turbine center frame and the Eurofighter EJ200 engine.

MTU is combining its state-of-the-art key technologies in a single display. These include additive manufacturing and high-temperature materials plus an area devoted to computer simulations. The latter have become indispensable for MTU—virtual development makes processes much quicker, more efficient and more economical. Airlines benefit from it too, as ultimately, the tools facilitate a secure and improved process for engine design.

“We are extremely innovative in engine manufacturing, and our maintenance expertise is unparalleled,” says Chief Program Officer Michael Schreyögg. “As a result, MTU is without doubt one of the industry’s technology leaders.” It was one of the first companies to use additive manufacturing techniques in the production of parts for the A320neo Geared TurbofanTM. And when it comes to manufacturing technology, MTU has long been a world leader. In fact, it has recently shown that it is still at the top: the company has developed a new process for the manufacture of high-pressure compressor blisks out of nickel—precise electrochemical machining (PECM).

Read more about MTU's new trade show concept on aeroreport.de

14 June

Industry event: Le Bourget

Starting Monday morning, experts from the global aviation industry will converge on Le Bourget airport in Paris for a trade fair. It will be a tight fit: event organizers have arranged for some 2,300 exhibitors, and expect roughly 150,000 trade visitors, plus 200,000 guests on the public days, as well as close to 300 official delegations. These figures would correspond to the record set two years ago. The International Paris Air Show 2017 is the most important trade show in the industry; nowhere else this year will a more concentrated collection of the latest innovations in aviation be on display. From major manufacturers to smaller niche suppliers - if it’s a respected brand, it will be at Le Bourget from June 19 to 25.

“We are extremely innovative in engine manufacturing, and our maintenance expertise is unparalleled,” says Chief Program Officer Michael Schreyögg. “As a result, MTU is without doubt one of the industry’s technology leaders.”

One area where this is true is the high-speed low-pressure turbine, without which the Geared Turbofan™ would never have been possible. It was used in the PW1000G engine family, which uses 16 percent less fuel and emits 16 percent less carbon dioxide than the preceding generation, and reduces the noise footprint at takeoff by 75 percent. “This puts airlines in a position to significantly cut their operating costs,” Schreyögg says. That also includes the lower noise emissions, as they are now factored in when calculating takeoff and landing fees at airports. Lower noise emissions are also crucial when trying to gain local residents’ acceptance of a growing aviation market.

The future of this market is of course also a topic at the MTU booth (Hall 2A, Booth C254). Germany’s leading engine manufacturer is debuting a new concept in Paris: on its “Path of Excellence,” MTU is presenting its latest innovations across the lifecycle of commercial and military engines. These include state-of-the-art key technologies such as additive manufacturing, computer simulations, high-temperature materials and world-class repair processes.

Manufacturers showcase their new aircraft both at the static display in front of the halls and in the sky during the flyovers. Airbus will be flying its A321neo, the A380 and the A400M military transporter, among others. Bombardier is introducing its large C Series CS300, Dassault the Falcon 8X, Embraer the KC390 military transport aircraft, Gulfstream the G550 and G650, and Mitsubishi the MRJ90. Each of these models flies with world-class MTU technology on board.

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