Lufthansa Technik AG

Lufthansa Technik AG won a long-term contract from China Airlines to provide total component support services for the carrier's 18 A330-300s and six A340-300s.

Lufthansa Technik AERO Alzey signed an eight-year exclusive repair and overhaul agreement with Eurowings covering "at least" 30 CF34-8C engines powering the carrier's CRJ900 fleet.

Swiss business jet operator Comlux The Aviation Group has taken delivery of an Airbus A318 Elite newly completed by Hamburg-based Lufthansa Technik in four months and one week.

The aircraft is the 10th Airbus A318 Elite completed by Lufthansa Technik since it began such work in 2006.

Lufthansa Technik is also part of the Airbus-approved service center network.

To accelerate completion times, Lufthansa Technik used a film coating on all surfaces instead of real wood veneer, offering many design possibilities and durability.

All designs are offered in either a high-gloss or satin finish.

Austrian Airlines has contracted Lufthansa Technik AG to overhaul the engines of its Airbus A320 family aircraft.

The agreement further expands the long-standing cooperation of Austrian, a member of the Lufthansa Group since 2009, and Lufthansa Technik.

The contract, which extends over a period of eight years, covers all CFM56-5B engines powering the 21 A320 family aircraft of Austrian.

"This contract is another important milestone in the successful partnership of Austrian and Lufthansa Technik," explained Dr. Thomas Stueger, Chief Executive Product and Service of Lufthansa Technik.

At the end of 2007, Austrian Airlines and Lufthansa Technik have agreed on a close cooperation in technical services.

Pratt & Whitney Canada and Lufthansa Technik AERO Alzey (LTAA) have extended the existing Designated Overhaul Facility (DOF) agreement for the maintenance, repair and overhaul (MRO) of the auxiliary power unit (APU) PW901A.

In addition, LTAA has been appointed as DOF for the PW901C model built by the Canadian manufacturer.

Lufthansa Technik bets big in jet servicing and maintenance here

MANILA, Philippines — A hangar the size of two football pitches is rising at Manila airport as the Philippines bids to become one of the world's select few pit stops for the Airbus A380, the world's biggest commercial jet.
Lufthansa Technik Philippines is building the $30 million hangar, its third at the airport, to accommodate the new trend of larger aircraft, said its sales and marketing vice-president Dominik Wiener-Silva.
''What we're going to see is an increase in the average size of aircraft,'' he told AFP during a recent interview, adding that the industry overall was on an upswing after a difficult period.
The German firm hopes to cash in on the small group of carriers that have made the first 60 orders for the 275-tonne behemoths but lack their own maintenance facilities.
Only four sites worldwide can currently service the massive jet, which has a wing span of nearly 80 meters (262 feet).
''The Airbus 380 is a very large aircraft but it's not an unusually large aircraft,'' Wiener-Silva said. ''The new hangar will be A380-capable. It will be large enough to have the largest aircraft in the world.''
Set to be completed early next year, the new facility ramps up Lufthansa's capital investment in the Philippines to about $130 million, he added.
The core business of Lufthansa's Philippine unit is heavy maintenance.
Once every five or six years, jets are grounded for 25 days and are stripped to bare metal to get all their many thousands of individual parts tested for safety.
Britain's Virgin Atlantic is its biggest customer, along with the likes of the long-haul budget carrier Air Asia X, Cathay Pacific, Etihad, Japan Airlines, Korean Air, Qantas and Saudi Airlines.
Twenty other airlines also have their line maintenance at Lufthansa's expanding Manila base for Airbus aircraft as well as the ATR 72-500, the short-haul turboprop favored by many budget airlines.
Line maintenance is a lighter, 24-hour safety check that regulators require once every 18 months.
Lufthansa offers other types of services at its 30-plus units around the world, including one in southern China that specialises in thrust reversers and other composite-material components.
''After some very difficult years in 2009 and 2010 we certainly see signs of an upturn,'' Wiener-Silva said.
''Airlines, especially in Asia, are picking up fast. We're actually seeing the strongest growth worldwide in the Middle East and Asia.''
Aircraft maintenance accounts for about 10-12 percent of airline operating costs, and the local unit, the largest majority-owned Lufthansa unit outside Germany, has tidy revenues of about $200 million yearly, said Wiener-Silva.
But the 2,700-strong workforce – almost all of whom are Filipinos – is what makes the firm stand out, he said.
''In aircraft maintenance you will always encounter the unpredictable. It's not a standard production process and if you look for defects you require solutions,'' Wiener-Silva said.
''Filipinos are really passionate about finding the solution, getting the aircraft fixed and making the customer happy.''
Wiener-Silva said the Philippines was unique in the region for its English-speaking population and extensive network of aviation schools that supply Lufthansa's local workforce.
''That is different from other up-and-coming countries like India and China -- you won't find that infrastructure,'' he said.
New graduates who go to work for Lufthansa Technik are put through the in-house training school, where they undergo a further 1.5 years of hands-on training before they are entrusted with the multi-million-dollar planes

Lufthansa Technik AG has been chosen to provide component support for Japan Airlines Co., Ltd (JAL) - one of the first Boeing 787 customers that have 35 of the aircraft on order. The Germany-based company has concluded a Total Component Support TCS® contract with JAL for a term of ten years.
As a result, Lufthansa Technik will take on the role of providing material support, including repairs and logistics services, for JAL’s fleet of Boeing 787’s from the moment its first aircraft is delivered. Lufthansa Technik will supply its customers with materials from Tokyo as well as from its existing material locations in Frankfurt and Hamburg.

Commenting on the deal, Dr. Burkhard Andrich, Senior Vice-President, Aircraft Component Services of L ufthansa Technik AG, said, "Lufthansa Technik AG has fully prepared for this state-of-the-art aircraft. We shall be offering a comprehensive service worldwide for the Boeing 787 as well, as this aircraft is set to become one of the most important long-haul types over the next years. We are delighted that Japan Airlines has entrusted its new fleet in our hands and I am confident that we will fully live up to the expectations that have been placed on us."

"Previously, Lufthansa Technik assisted JAL for the smooth operations of the fleet of A300-600" said Nobuhiro Sato, Executive Officer and Senior Vice President Engineering and Maintenance, Japan Airlines Co., Ltd. "With the high quality component maintenance that they have provided in a consistently timely manner at right locations, we know from experience that a close collaboration with Lufthansa Technik will yield a reliable and cost-effective operation of our 787s as well."

Jeannot a écrit:Selon Leaham News, Lufthansa pourrait bien passer une "gross" commande de 787...

A hint of things to come–Lufthansa 787 order?

Lufthansa Technik “is set to become a leading 787 MRO” following a deal with JAL, blares a headline in AviTrader’s current issue of MRO magazine.

The magazine writes:

Lufthansa Technik will become one of the world’s leading 787 MRO providers after concluding a Total Component Support (TCS) contract with
Japan Airlines (JAL) to support its fleet of 787 Dreamliners. The agreement runs for a term of 10 years and will see the MRO provide material
support, including repairs and logistics services, for JAL’s fleet of 35 Dreamliners from the moment its first aircraft is delivered next year. Lufthansa
Technik will supply its customer with materials from Tokyo as well as from its existing material locations in Frankfurt and Hamburg.

JAL has GEnx engines on its 787s, which may give GE the edge in engine selection for Lufthansa.

The German airline has been evaluating the Airbus A350 XWB and the 787 for many months for what would be a huge order, perhaps 150, across the Lufthansa group.

Lufthansa is expected to make a decision next year and we think it likely a split order would be forthcoming. Although there is a strong case for Boeing to win the entire order, we doubt this will happen.

Why would Boeing be the sole winner? Lufthansa simply doesn’t need the extreme range of the A350–up to 8,500nm. The talked-about 787-10 is, for the moment, a 6,900nm range airplane which is more suitable for Lufthansa. If you want this airplane, which is sized as a replacement for the 777-200ER, then you might as well stick with commonality of the 787-9 (with which you get the long range anyway).

At the same time, the A350-900 and A350-1000 have greater range and capacity and since Lufthansa is German and so is half of Airbus, an order is all but certain.

In addition to the 787 MRO deal, Lufthansa Technik contracted to service the 787′s Hamilton Sundstrand components. Write AviTrader:

The contract with JAL was Lufthansa Technik‘s first for services on the 787. It followed the deal up a week later when it negotiated a licensing
agreement with Hamilton Sundstrand to become a partner in Hamilton Sundstrand’s support network for Boeing 787 components. Hamilton
Sundstrand is the biggest single supplier of components for the 787, accounting for over 40%. According to Andrich, the licensing agreement
gives Lufthansa Technik access to repairs, the development of repair
solutions, test rigs and more, and will ensure that the company has a
‘firm foothold’ in the 787 for a long time.

[Vous devez être inscrit et connecté pour voir ce lien]

Japan Airlines has contracted Lufthansa Technik to provide component support for its Boeing 787 fleet.

The airline has inked a 10-year total support deal with the German MRO provider for the on-board equipment of the 35 aircraft on order.

JAL is to become the first airline to operate the twinjet with General Electric's GEnx-1B64 engine.

The first delivery is planned before the end of the year, JAL said.

The deal is also the first 787 MRO agreement for LHT. The maintenance company will provide spares, repair and logistics services from its hubs in Hamburg and Frankfurt.

Certain material will be located at the airline's base in Tokyo. The two companies have co-operated in the past, when LHT supported JAL's now-retired Airbus A300-600 fleet.......

• CFM International: CFM56-2C, -3, -5A, -5B, -5C, -7B
  
• General Electric: CF34, CF6-50, CF6-80C2, -E1, CJ610/CF700
  
• IAE: V2500-A5, -D5
  
• Rolls-Royce: RB211-535, Trent 500, Trent 700, Trent 900
  
• Pratt & Whitney: PW100, PW150, JT9D, JT15D, PW4000-94.
  

• Les Forumistes qui avalent tous les bobards qu'on peut lire dans cette feuille de chou, LeehamNews, ne se rendent même pas compte que LeehamNews a monté son bateau sur le dossier MRO, confié par JAL à Lufthansa Technik, sur l'aspect GE / GEnx, sans comprendre que ce dossier exclut LES MOTEURS.
  
• 
  
• Dans nois écrits jusqu'ici, nous n'avons rien dit ! Nous avons attendu qu'il y ait une réaction !
  
• Résultat ? Rien !
  
• 
  
• Vraiment, .... le silence de l'ignardise ! Pire que ça, dans toute cette agitation, il y a certains qui essaient d'y remettre une couche ! Il croient que c'est avec l'accord de Boeing que JAL est allé s'adresser à Lufthansa Technik !
  
• Ils essaient de nous raconter de nouveau que RR devrait accorder à AFI tpout l'entretien de tous les moteurs RR Trent XWB en exploitation, chez tous les opérateurs concernés !
  

• "Total Component Support (TCS) contract" ne concerne que l'airframe, et pas du tout les moteurs, ... pas du tout ?
  

Total Component Support TCS

An airline operator is usually faced with a choice: either greater aircraft availability and therefore an inherent need to tie up a lot of capital in a big spare-parts inventory, or low costs.
Well, Lufthansa Technik Total Component Support TCS meets both requirements at the same time.
And that's not all. If so desired, Lufthansa Technik experts will take care of all aspects of supplying the fleet with components from writing the specifications, initial provisioning studies, home base allocation to repair and overhaul, troubleshooting, documentation and engineering services. And all at the highest quality level with the cumulative professionalism gained from 40 years of hands-on experience.

When an airline customer becomes a member of the Lufthansa Technik components pool, the operating costs go down to a level normally available only to operators of much larger fleets. In fact, membership equals being part of a fleet totaling nearly 400 Boeing and Airbus jetliners of all types. Ultra-sophisticated logistics ensure that everything needed reaches their destination in the shortest possible time wherever in the world the aircraft happens to be.
------------------------
Capabilities (ceci veut dire : "Lufthansa Technik's Capabilities").

• A300, A310
  
• A318, A319, A320, A321
  
• A330, A340
  
• 737 CL, NG
  
• 747
  
• 757
  
• 767
  
• 777
  
• 787
  
• MD-11
  
• CRJ 100, 200, 700, 900
  
• E-Jet
  
• Q400

Lufthansa Technik supplies components to Europe Airpost

- Total Component Support TCS for 17 Boeing 737-300

Europe Airpost and Lufthansa Technik have signed an extensive Total Component Support TCS contract.

The agreement means that one of France's largest airlines can now rely on the services of Lufthansa Technik, which will establish a home base at Charles de Gaulle Airport especially for this purpose.

The contract concerns component supply for Europe Airpost's fleet of seventeen Boeing 737-300 aircraft.

Fourteen of these planes are equipped with a Quick Change Kit, which enables a rapid conversion from cargo to passenger configuration.

In order to meet the customer's time-critical material requirements, the new home base will be equipped with a broad inventory on site, including line replaceable units, wheels and brakes, as well as thrust reversers.


"I look forward to working with Lufthansa Technik as a reliable

strategic partner of Europe Airpost, and to taking advantage of the company's many years of experience with the Boeing 737 Classic," noted Yves Groshenry, Technical Director of Europe Airpost.


Bernard Thévenet, Purchasing and Logistics Manager at Europe Airpost, added: "Our organization is preparing to mesh Europe Airpost's maintenance and logistics processes closely with those of Lufthansa Technik."


"With this contract, we've succeeded in convincing a strong player in the important French aviation market of the strength of our services, and we're very proud of that," said Wolfgang Weynell, Vice President Marketing & Sales at Lufthansa Technik.

"We're confident that our know-how can make a significant contribution to reliable operations at Europe Airpost."

Lufthansa Technik (LHT) said it will begin converting the first of three privately owned Boeing 747-8I aircraft in 2012 as part of its VIP cabin quick-change kit for Airbus and Boeing narrowbody aircraft ([Vous devez être inscrit et connecté pour voir ce lien]).

Director-aircraft interior Michael Grigoleit told ATW in Hamburg that LHT can build a VIP cabin on a narrowbody aircraft
(A320/737) in four to six months.

A 450-sq. m. 747-8I cabin can take up to 20 months to convert, he said.

SEVRIEN a écrit:Merci, BoGi !

BoGi a écrit:Bonsoir

Il est clair que l'intention d'EK sur un nombre de nouveaux B 777-300ER ne correspond à rien, concernant cet appareil. C'est du grand ( par la quantité ) n'importe quoi. Et EK n'est pas DAE.

A moins d'un projet du style SIA, en recyclant les plus anciens modèles, s'ils sont adaptés. Mais nous n'avons rien vu, lu ou entendu de tel. Non ?

Vous avez raison !

Non , ... selon mes informations (de très bonne source), et d'après ce qu'on a lu sur le web & / ou dans les media, Emirates ne comptait pas commencer le remplacement des B777 "classic" (B777-200 / -200ER et -300) avant 2015 / 2016, au plus tôt ! Bien sûr, .... Boeing pourrait toujours faire une opération de "remarketing", ... mais cela ne semble pas être à l'ordre du jour ! :|

Lufthansa Technik AG and Emirates and have signed a five-year nonexclusive agreement related to the maintenance of components on A330/A340 and 777 fleets operated by the airline. Emirates’ EVP engineering and operations Adel Al Redha said the deal is an extension of the existing landing gear services provided by Lufthansa Technik as a foundation for new opportunities.

Pourquoi se couchent-ils devant le "Hogwash & B.S." de ces gens-là, qui dévalorisent la branche et les Salons professionnels des milieux de l'aéronautique, de l'aviation et du transport aérien (.. sauf, bien sur, à avoir une volonté ferme de faire tourner tout ça au vaudeville !) ?

• (i) Il faut un flux, voire un 'ruissellement' constant d'affaires, pour 'industrialiser' le processus de conversion ; ceci est impossible pour les A330, qui est un avion trop récent, 'trop actuel', car il y a enore des quantités importantes qui sortent des chaînes de la production en série en "new build".
  
• (ii) Le B767, à son stade, dans le cycle de vie de l'appareil, commence à être intéressant, 'pertinent', parce qu'il y a un tel 'ruissellement' de retraits de flotte, que les spécialistes des conversions P2F (tel que BEDEK) peuvent planifier et organiser leurs production, plan de charge & calendrier ( client par client, et en y associant leur propres "supply chains"), prévoir leurs investissements (équipements, outillages et autres), pour développer leurs expériences et savoir faire ("know-how"), et en semi-industrialisant ou industrialisant les processus, pour éviter les coûts exorbitants des opérations plutôt artisanales.
  
• (iii) le risque pour Airbus de nuire au marché de l'A330-200F, non seulement par cannibalisation depuis l'intérieur, mais aussi en polluant les eaux de cet excellent appareil "new-build" (le B767 'passagers" est mort, ainsi que le "freighter" en new-build !), par le fait d'y insérer un "freighter" à moteurs GE CF-6, alors que GE a refusé de fournir un moteur à la variante A330-200F "new build". Déjà, la version "passagers" de l'A330 équipée de moteurs CF-6 a une valeur résiduelle qui réfléchit la performance médiocre de cette version (par rapport, notamment, à celle à moteurs RR Trent 700 (772B-EP ou autres).
  
• (iv) Cela serait mauvais, pour l'image, bien entendu, et créerait comme une petite colonie d'avions orphelins, qui ne ferait que décevoir Qatar dans la durée.
  

• (i) Mais, au niveau du détail des opérations de conversion, troquer les moteurs CF-6 contre des RR Trent 700 coûterait très cher.
  
• (ii) D'abord, il faudrait acheter les moteurs RR Trent 700, pour rester 'scotché' avec des moteurs CF-6 sur les bras, sans possibilité de trouver preneur ! Qui voudrait les GE CF-6 de Qatar ? Personne ! Même pas GE !
  
• (iii) Aussi, il y aurait un travail d'adaptation de longue haleine, minutieux, lent et pénible (donc, coûteux) à faire. Les systèmes-moteur et airframe, avec des besoins d'interfaces multiples, spécifiques entre elles et au type du moteur concerné, sont 'partout' dans l'avion, et ne s'arrêtent pas au niveau des pylônes ! Le risque de malfaçons et de "rework" nécessaire, et de problèmes connexes, est énorme !
  

• RR (pas étonnant) ;
  
• UTC / ex-UTC (non pas P&W ; mais l'interlocuteur connaît bien le sujet) ) ;
  
• GE ('ingénieur-moteurs' / "power-plant engineer", .... 'ex' de "power-plant Division", BA, cécé par ce dernier à GE.