With Asia expected to lead growth in air traffic over the next two decades, the region’s MRO providers are expanding engine maintenance capabilities to tap that segment of the market, writes William Dennis.

Aircraft engine maintenance, repair and overhaul (MRO) is the largest segment of the global MRO market and a highly competitive sector for the Asia-Pacific region’s commercial aviation industry.

While dedicated MRO service providers are set to benefit from massive expansion in airline fleets over the next two decades, engine makers themselves are also making efforts to expand their share of the market with after-sales support packages.

Read more: MRO, engine maintenance in Asia big business

Rolls-Royce announced at the Dubai Airshow it has won a $500 million contract for Trent 700 engines from Saudi Arabian Airlines (SV). Under terms, the engine manufacturer will provide engines and TotalCare support for four previously announced Airbus A330s  and four options. The aircraft, due to enter service in 2013, will join SV’s existing fleet of eight Trent 700-powered A330s.

“The Trent 700 is a market leader and in the Middle East it is the engine of choice for eight out of the 11 operators of the Airbus A330, powering three quarters of the aircraft in service,”  Rolls SVP-civil aerospace Phil Harris said.

The carrier put its first Trent 700-powered A330 into service in May 2010 and said the aircraft has since “performed flawlessly,” SV DG Khaled Al-Molhem said.

Read more: RR TotalCare will join SV’s existing fleet of eight Trent 700-powered A330s.

By : Capt Selva Kumar

The following extracts are from the CFM56-3 Specific Operating Instructions manual, courtesy of Capt Selva Kumar.

Engine Description

General

1. The CFM56-3 is a high bypass, dual rotor, axial flow turbofan engine. Basic engine specification are provided in Fig 1 and 2.
2. The integrated fan and booster (low pressure turbine-LPC) is driven by a 4 stage low pressure turbine (LPT). A single stage high pressure turbine (HPT) drives the 9 stage high pressure compressor (HPC)
3. The two rotors are mechanically independent of each other. Air entering the engine are divided into a primary (inner) airstream and a secondary (outer) airstream (Fig3). After the primary airstream has been compressed by the LPC and HPC, combustion of the fuel in the annular combustion chamber increases the HPC discharge air velocity to drive the high and low pressure turbines. An accessory drive system off the N2 rotor drives engine and airplane accessory components.

Read more: CFM56-3 Specific Operation Instructions