managing cold end cost - langholf30 october 2008 managing cold end cost 10 on -wing maintenance...
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![Page 1: Managing Cold End Cost - Langholf30 October 2008 Managing Cold End Cost 10 On -wing maintenance (tools) • ECM (e.g. MTU Engine Condition Monitoring): Highly positive tool that can](https://reader030.vdocuments.mx/reader030/viewer/2022040721/5e2f199542001e44fc400c14/html5/thumbnails/1.jpg)
Managing Cold End Cost
Philipp Langholf, Manager Repair Engineering
Commercial MRO, MTU Aero EnginesAero-Engine Maintenance & Overhaul Conference
Paris, 29-30 October 2008
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30 October 2008 Managing Cold End Cost 2
Agenda
• Cost breakdown
• Shop visit, split of material cost
• Influencing factors towards engine MRO
• On-wing maintenance
• Engine overhaul
• Repair strategy
• Shop visit planning
• Life expectancy alignment with LLPs
• Summary
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30 October 2008 Managing Cold End Cost 3Costbreakdown
• Cost breakdown
• Shop visit, split of material cost
• Influencing factors towards engine MRO
• On-wing maintenance
• Engine overhaul
• Repair strategy
• Shop visit planning
• Life expectancy alignment with LLPs
• Summary
Agenda
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30 October 2008 Managing Cold End Cost 4
Cost breakdown
• Geometrically the larger partof the engine
• At SV 30% of material cost,(mainly HPC 20%)
• Typical SV-> 50% Parts / 50% Labor
Examples:
• Complete HPC Airfoil set:approx. 450 000 USD list price
• HPC Rotor 300-400 000 USDLife Limit for 20 000 Cycles-> 15-20 USD / Cycle
“Simple” Priorities
• Full usage of LLP Life
• Longevity of compressor parts
COLD
Disclaimer: all information on costs and performance given in this presentation are rough order of magnitude only,based on typical 2 engine, single aisle aircraft operations. They are only used to illustrate the general correlationsbetween technical and financial decisions.
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30 October 2008 Managing Cold End Cost 5Cost visitsplit ofmaterial cost
• Cost breakdown
• Shop visit, split of material cost
• Influencing factors towards engine MRO
• On-wing maintenance
• Engine overhaul
• Repair strategy
• Shop visit planning
• Life expectancy alignment with LLPs
• Summary
Agenda
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30 October 2008 Managing Cold End Cost 6
0%
10%
20%
30%
40%
FAN
LPC
INTERMEDIA
TECASE
HPCCOMBUSTER
HPT
LPT
TURBINE
MIDFRAM
EBEARIN
GSGEARBOX
TECEXTERNALS
CONTROLS
Shop visit, split of material cost
Material cost distribution for a wide-body engine heavy shop visit
COLD
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30 October 2008 Managing Cold End Cost 7Influencingfactorsto wardsengine M RO
• Cost breakdown
• Shop visit, split of material cost
• Influencing factors towards engine MRO
• On-wing maintenance
• Engine overhaul
• Repair strategy
• Shop visit planning
• Life expectancy alignment with LLPs
• Summary
Agenda
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30 October 2008 Managing Cold End Cost 8
Influencing factors towards engine MRO
Best engineoverhaul
strategy ?
• Experience• Flexibility• Repair vs. replace
• DER / PMA acceptance
• Lease return conditions
Lessor
• AD requirements• DER / PMA acceptance
Regulator
• Repair & materialavailability
• Engine upgrade policy• Design
OEM
MRO Provider
• Operations• Maintenance philosophy• Contract type• Fleet age
Airline
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30 October 2008 Managing Cold End Cost 9On- wingmaintenance
• Cost breakdown
• Shop visit, split of material cost
• Influencing factors towards engine MRO
• On-wing maintenance
• Engine overhaul
• Repair strategy
• Shop visit planning
• Life expectancy alignment with LLPs
• Summary
Agenda
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30 October 2008 Managing Cold End Cost 10
On-wing maintenance (tools)
• ECM (e.g. MTU Engine Condition Monitoring):Highly positive tool that can give you exact insight on the health of the engine
• Borescope blending: positive, if engine is overall in good condition
• Engine wash: up to 10°C EGT gainEverything that reduces EGT is highly positive, reduces load on hot section,translates directly to increased engine life and reduced scrap rates
• On-wing/-site maintenance to increase OWT (e.g. Top/Bottom Case)
• On-wing handling can greatly contribute to engine life(Cleanliness of the runway / Erosion)
• Derate and full usage of the runway with partially loaded A/C
Colliding objectives: long TOW vs. low scrap rateGoal: finding the best point in time for replacing the engine
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30 October 2008 Managing Cold End Cost 11
On-wing maintenance (system)
• Over time EGT margin deteriorates, fuelburn increases, scrap rate increases
• Hard limit LLP life
• With On-wing handling and maintenancethese curves can be modified
Examples:
• 5°C more EGT after SV translate to700-900 h increased service life
• Compressor wash increasesEGT margin
• Derated operations slow down theloss of EGT margin
fuel burn
EGTmarginscrap rate
LLP
limit
time
Objective: on wing maintenance for reduced fuel burn and increased TOW
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30 October 2008 Managing Cold End Cost 12Engineoverhaul
• Cost breakdown
• Shop visit, split of material cost
• Influencing factors towards engine MRO
• On-wing maintenance
• Engine overhaul
• Repair strategy
• Shop visit planning
• Life expectancy alignment with LLPs
• Summary
Agenda
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30 October 2008 Managing Cold End Cost 13
Engine overhaul
• Engine use
• EASA / DER approved repairs
• PMA policy
• Airfoil repairs
• Optimized clearances
• Extra changes for performanceimprovement (e.g. ERCoatnt)
• What is planned with the engine in the next run?
• Cost, Asset value, Lease conditions
• Cost, Asset value, Lease conditions
• Aerodynamic quality
• Added cost for matching of components
• Investment compared to benefit
Technical fact:All the high load of the turbines is only necessary to turn the compressors
• Quality and reliability are of paramount importance
• Shop support with detailed Know-How necessary to analyze impact of overhaul
• Customer and engine specific workscoping needed to achieve best value
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30 October 2008 Managing Cold End Cost 14
On-wing timeEGT margin
Fuel burn
Customizedworkscope per engine
Engine overhaul (individual workscoping)
Reliability & performanceShop visit cost
Goal: Find right balance to the customer’s benefit
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30 October 2008 Managing Cold End Cost 15
• Increasing possibilities to build businesscase due to fuel price increase
• Direct link in Airline between MRO andOperations essential
Effect of special workscopes have
to be analyzed. e.g.:
• Tip clearance (very important)
• Surface finish (under research, texturingand roughness design ongoing)
Engine overhaul (special workscoping)
0
20
40
60
80
100
120
1970 1975 1980 1985 1990 1995 2000 2005 2010
WestTexasIntermediateCrudeOil price 1970 - 2007
Strong potential with shops that have OEM background and knowledge of the tradefactors and the effects on the engine
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30 October 2008 Managing Cold End Cost 16
technology level
wor
ksc
ope
Category Astandardrepairs Category B
LE/TE/tiprestoration
Category Cpatching
Category Dblade replacement
Engine overhaul (Blisk)
Blisk-Repair quantitiesby categories of typical
damages
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30 October 2008 Managing Cold End Cost 17
Engine overhaul (Blisk)
• MTU started with repair development in the 90’s• Long time experience, approved techniques and
trained employees• Three key technologies were developed and patented
- Plasma Key hole welding- Adaptive Milling- Local Heat Treatment
• First Blisk was repaired and certified in Dec. 2007• Coming from new programs MTU qualified innovative
new techniques for Blisk repair- Inductive High Frequency
Pressure welding (IHFP)
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30 October 2008 Managing Cold End Cost 18
Engine overhaul (Blisk)
Adaptive BliskRepair Milling
Local heat treat-ment by induction
Joining byby Plasma Arc
Manufacturingspare part
Applying key technologies for commercial Blisk repair
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30 October 2008 Managing Cold End Cost 19
Engine overhaul (casings)
• V2500 HPC Front Case Erosion repair
• Also available: CF6-80 HPC Casing VSV Bushing repair
Washed out areasto be repaired byplasma spray to asnew condition
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30 October 2008 Managing Cold End Cost 20
Engine overhaul (airfoils)
Eroded Blade
Sand erosion leads to:• Short service life of engine components• Increased risk of in-flight shut downs• Degradation of compressor efficiency
MTUPlus solution ERCoatnt:multi-layer coating deposited byphysical vapor deposition
• High temperature resistant• An up to tenfold life time
improvement depending onoperating environment
• No influence on aerodynamics• Protects also blade tips• Corrosion resistant• Stripping possible
High temperature ERCoatnt on different types of airfoils
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30 October 2008 Managing Cold End Cost 21Repairstrategy
• Cost breakdown
• Shop visit, split of material cost
• Influencing factors towards engine MRO
• On-wing maintenance
• Engine overhaul
• Repair strategy
• Shop visit planning
• Life expectancy alignment with LLPs
• Summary
Agenda
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30 October 2008 Managing Cold End Cost 22
Repair strategy
scrap rates vs. time
0%
20%
40%
60%
80%
100%
120%
0 5000 10000 15000 20000 25000
Scr
apR
ate
Min Max
Time
MTUPlus Repairs• higher repair rate• improved life
Need for Individual Workscoping and Fleet Staggering
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30 October 2008 Managing Cold End Cost 23Shop visitplanning
• Cost breakdown
• Shop visit, split of material cost
• Influencing factors towards engine MRO
• On-wing maintenance
• Engine overhaul
• Repair strategy
• Shop visit planning
• Life expectancy alignment with LLPs
• Summary
Agenda
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30 October 2008 Managing Cold End Cost 24
Shop visit planning
• Formula 1:
- Before the race you decide on the strategy howmany pit stops are optimal
- This strategy is used for the race without flexibility- Race is finished after a precisely known distance
• Aircraft engine:- LLP Life is fixed but it is not the end of operations- Scrap rates should not be heavily increased to use up LLP life- Operational issues (SBs / ADs) can require great flexibility- Spare engines availability important for operations- Optimal is constant flow of overhauls, no “bunching”
Operator has to take fleet management into account when planning SV
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30 October 2008 Managing Cold End Cost 25Lifeexpectancyalignmentwit h LLPs
• Cost breakdown
• Shop visit, split of material cost
• Influencing factors towards engine MRO
• On-wing maintenance
• Engine overhaul
• Repair strategy
• Shop visit planning
• Life expectancy alignment with LLPs
• Summary
Agenda
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30 October 2008 Managing Cold End Cost 26
Life expectancy alignment with LLPs
Management of the workscope to provide life expectancy alignment with LLPs
• Full picture to be taken into account:- Fuel burn increase due to small workscope on cold section possible- Increased load on hot section due to reduced efficiency in compressor- Depends on further usage of the asset, long usage planned or end of lease /
phase out
• No sense to stress the costly HPT Airfoils and burn a lot of extra fuel with lowefficiency compressor just because the LLPs will be changed soon.Compressor should be kept to a good working standard as far as possible.
Independent MRO provider can focus on best value for customer
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30 October 2008 Managing Cold End Cost 27Summary
• Cost breakdown
• Shop visit, split of material cost
• Influencing factors towards engine MRO
• On-wing maintenance
• Engine overhaul
• Repair strategy
• Shop visit planning
• Life expectancy alignment with LLPs
• Summary
Agenda
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30 October 2008 Managing Cold End Cost 28
Summary
• Complex, multidimensional optimization for the wholesystem needed: - engine
- fuel- operations
• Intelligent maintenance- and repair concepts are keyto value optimized maintenance
• MTUPlus workscopes and MTUPlus repair solutionsare effective, economic measuresto address customer and environmental topics as:Reduction of overall costReduction of fuel burn
Managing Cold End Cost ALONE is not the solution !
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MTUPlus Repairs and MTUPlus workscopes–our Plus is your Plus
Contact: Philipp Langholf