FOCUS ON FUEL EFFICIENCY

Fuel is the largest expenditure for airlines these days, accounting for 30 to 40% of their operating costs. New fuel and emissions management services now allow operators to better control their consumption, and thus maintain their competitiveness.

Over the last ten years airlines have been hard hit by skyrocketing oil prices. The price of the jet fuel they use has increased three-fold, from $1/gallon in 2004, to $3/gallon today, after peaking at $4 in August 2008. For a number of years already, the aviation industry has focused on reducing aircraft fuel consumption. Not only for its economic health, but also to keep pace with changing regulations and very ambitious environmental goals. The Advisory Council for Aeronautics Research in Europe, or ACARE, set the tone back in 2001, setting the target of a 50% reduction in fuel consumption and CO

2 emissions from air traffic by 2020.

Reducing operating costsAll stakeholders are concerned. Aircraft manufacturers, for instance, plan to significantly reduce fuel burn on their new models – and this is largely due to the engines. CFM International's* new-generation LEAP incorporates a number of innovations that will cut fuel consumption by 15%, including the use of advanced composite materials and metallic alloys, additive manufacturing and 3D aero design. Air traffic management (ATM) systems promise a reduction of 10 to 15% by optimizing aircraft flight paths, using satellite communications. And a further reduction of 4% is in the cards, via the new electric green taxiing system (egts) being developed by Safran and Honeywell. Airlines regularly rejuvenate their fleets by replacing fuel-hungry older planes with newer models. Furthermore, nearly half of all operators, whether legacy or

low-cost carriers, have formed "fuel teams" dedicated to reducing this expense.

Snecma (Safran) has developed the new SFCO2 service jointly with

fellow Safran company Sagem, a specialist in flight data analysis, to meet this major challenge. This new service lowers airline operating costs by issuing recommendations tailored to their specific requirements and practices, with support for implementing these ideas. Also calling on Snecma's proven expertise as an engine OEM, this in-depth support is largely applied through the advanced training and coaching of pilots, who guarantee the application of best practices. "Depending on the airline, our results show a one to five percent reduction in fuel consumption," explains Max Moutoussamy, Flight Operations Expert at Snecma.

For example, a Boeing 737-800 burns an average of 7,200 metric tons of jet fuel each year, which costs about $7.2 million. Reducing its consumption by just 1% would lead to savings of $72,000 per year and per plane. Snecma has won its first SFCO

2 contract from

Luxair, the launch customer, which is aiming for a 2% decrease in its total fuel budget.

APRIL 2014 // 1

TRENDS 7,200 metric tons of jet fuel:

30% to 40% of operating costs:

50% reduction in fuel consumption:

average annual consumption of a Boeing 737

(3,000 flight-hours)

an airline's fuel bill

ACARE (Advisory Council for Aeronautics Research in Europe)

objective for 2020

CONTACT MAx MouTouSSAMy, Flight operations Expert // max.moutoussamy@snecma.fr

NEWSLETTERSERVICES

(*) CFM International is a 50/50 joint company between Snecma (Safran) of France and GE of the United States.

THE SNECMA'S SERVICE NEWSLETTER

INNVATIONS

SNECMA LISTENS TO LESSORS, LAUNChES PML

Drawing on its understanding of leasing firms' specific needs, Snecma developed PML (Portable Maintenance for Leasing), a new service launched in mid-2013 within the scope of CFM International.

One of the main concerns of any aircraft/engine lessor is obviously protecting itself from a default by a lessee, and preserving the value and liquidity of its assets (by guaranteeing the use of OEM parts, for example). In a conventional leasing arrangement, the maintenance contract is signed by an MRO provider and the lessee, with the latter paying a monthly maintenance reserve fee to the lessor. Depending on the terms of the leasing contract, this reserve will be used to reimburse the costs of the shop visit paid by the lessee, but it will not cover certain cost overruns, which remain at the expense of the lessee.

The long-term PML contract overturns this conventional arrangement, in particular by providing for the possibility of changing the owner or operator. Thanks to its flexible structure, it enables leasing firms to control their long-term maintenance costs. The PML provides widescope engine maintenance, repair and overhaul coverage. It offers additional services as well, especially the comprehensive diagnostics services, and other

options. "By choosing PML, the lessee benefits from personalized 'on-wing' monitoring of his engines by CFM experts," says Salomon Serfaty, Marketing Services manager at Snecma. "The lessee calls on maintenance services from the CFM network for the entire leasing term. Among other advantages, he no longer runs the risk of a shop visit cost overrun." In practice, CFM and the lessor sign a master agreement. Each lessee then signs a specific contract with CFM, and the lessor continues to receive the maintenance reserve fees within the scope of the leasing contract.

"PML brings value to us and our customers in the form of assured maintenance costs and reduces the need for inefficient return condition shop visits," explains Sean Flannery, Executive Vice President, Technical, and General Manager at the leasing firm Gecas, which signed a PML contract in 2013. "The program also helps protect the long-term value of our assets".

LASER SURgERY FOR bLISkS

Snecma uses an advanced technology called laser metal deposition, or LMD to repair the blisks (integrally-bladed disks) on gE90-115k engines. We asked Jean-baptiste Mottin, R&T engineer in the MRO division, to explain how this works.

"The principle behind laser metal deposition (LMD) is to reconstruct a small portion of the part by the local addition of material. A laser beam melts the metallic powders used in this process. Both the nozzle which sprays the powders and the laser beam are controlled by a 5-axis system, which guarantees high positioning accuracy,"

explains Jean-Baptiste Mottin. For the blisk on the GE90, this type of repair specifically concerns the tips of the 28 blades on this part, which is machined out of a single block of titanium (Ti17). Mottin adds, "When wear is diagnosed on one of the blisk's blade tips during a shop visit, the part is then eligible for this type of recharging operation."

Less distortionSnecma installed at Châtellerault plant a Trumpf TruCell7020 machine in the spring of 2013, which can repair several blisks over the course of the year. The TruCell7020 is used in conjunction with CAD-CAM software that controls the recharging trajectory, depending on the actual shape of the part to be reconstructed. The recharging process is carried out in several passes, to a maximum depth of 3 mm. This operation is followed by machining, polishing and shot-peening, intercut with several dimensional checks. Snecma has invested in this process to offer new repair procedures for its blisks, especially those on the GE90. "All of our current weld-type recharging repair processes will compete against this new process, which allows recharging with less distortion and more precise addition of material," notes Mottin. "It will eventually be applicable to new-generation engines such as the LEAP, as well as the SaM146 and GP7200. We are also considering the use of this process to repair parts made of nickel and cobalt-based alloys. Initial tests are very encouraging."

Leasing firm Gecas signed a PML contract in 2013.

TECHNOLOGIES

CONTACT SALoMoN SERFATy Marketing Services manager // salomon.serfaty@snecma.fr

FSE : DEDICATED TO CUSTOMER SATISFACTION

Snecma currently deploys 100 Field Service Engineers (FSE) around the world to support its engines operated by 300 customers in 44 countries. We asked Jérôme Jouardet, FSE at Air Arabia, to explain the ins and outs of his job.

"The FSE represents Snecma and CFM at the customer," explains Jérôme Jouardet, an FSE at Air Arabia, which is based in Sharjah, United Arab Emirates. "We provide the best possible support for the customer’s operations, 24/7, and if they face a problem, we propose solutions as quickly as possible." Based over 5,000 kilometers (3,000 miles) from the company’s HQ in France, Jérôme Jouardet is of course in constant touch with the support teams at CFM and Snecma.

Air Arabia, a CFM customer since being founded in 2003, operates 36 Airbus A320 twinjets powered by the CFM56-5B. Snecma provides maintenance for these engines through a service contract. "Our top priority is of course customer satisfaction," notes Jérôme. "I’m located on their own premises, at the heart of their operations. We constantly discuss a wide range of subjects, which enables me to anticipate their needs, and provide a quick response with our teams." Field Service Engineers work closely with the airline’s Maintenance Control Center and Engineering departments, as well as with senior management. According to Jérôme, "My role is to provide basic technical support, by participating in the problem-solving process. I also submit reports on engine events and operating data, which enables the manufacturer to establish a very accurate statistical database of the global engine fleet, which airlines can

compare to their own data. I also provide monthly reports on the climate at the customer. This is a very important indicator, based on our perceptions of the customer, in conjunction with the customer support team. Snecma tracks this indicator very closely, at top management level, to make sure that everything possible is done to ensure total customer satisfaction."

After attending Snecma’s own training school for six years, Jérôme Jouardet started his career on Snecma’s engine assembly lines. He then moved to the repair shops as a technician, where he already started dealing with customers. In 2000 he joined the front office at the Customer Support Center – open 24/7 – to answer customer questions. After an initial experience as FSE in Zurich, Switzerland in 2009, he moved to the United Arab Emirates in 2012. "That’s obviously one of the interesting parts of this job," notes Jérôme. "Every day is different, even if our job description is clearly defined. We are called on to handle different subjects, to participate in the development of new services, to make decisions. Furthermore, as an expat you’re immersed in a different culture, and this often helps me see things from a different angle, and get only the benefits, whether personal or professional. It’s a very stimulating job, one that never becomes monotonous!"

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Jérôme Jouardet, FSE at Air Arabia.

JOB CORNER

We propose solutions to our customer as quickly as possible, any time of day or night and every

day of the year. Jérôme Jouardet, FSE at Air Arabia

on Air Arabia’s side, what are the main missions of the CFM Field Service Engineer?Basically, we need his support, which is very important and very valuable, about things that

are outside routine and manual tasks. He is inside the Snecma/CFM system and he can lead

us to a proper contact for proper procedure. He can also share with us information about the

latest developments within the Snecma/CFM services section. For example, we have recently

implemented in our system the remote boroscopic inspection. We look for all the things that we

can benefit from, in order to have the best possible care on our engines. We would also need FSE

support on the tasks that are not usual, or for urgent tasks in order to have an accurate answer

on what we can do or what we could do as soon as possible. If there are any tasks relative to commercial items, he

can help by directing our commercial team to a proper source even though this might not be FSE work. This is also

very important.

Could you describe your daily relationship with the FSE? If we need to see each other, we definitely have direct contact. Nevertheless, we see each other almost every day.

There is no lack of communication between us. Regardless of the time of the day, we are constantly available for each

other. My relation with Jérôme is very good.

What types of new services would you expect from Snecma/CFM in the coming years?

All services linked to our mission: superb value for the customer, with safe and reliable operations. Translated to

CFM56 products, it means reliable new and repaired engines within the limits of very good cost of ownerships,

maintenance and operations.

Đorđe Zekavica, Propulsion Engineer at Air Arabia

CONTACT PASCAL RETIF, Customer training center manager // pascal.retif@snecma.fr

New electron scanning microscope, for greater precision and time savingsLater this spring, Snecma's Châtellerault plant will install a new electron scanning microscope. It will offer major advantages for Snecma and customers alike, because this machine, which offers world-class image quality and shorter processing time, will enable inspecting batches of new or repaired parts more quickly. The microscope is mainly used to inspect production parts having undergone surface treatment (platinum deposition) or thermochemical treatment (vapor phase

aluminization), limiting corrosion and oxidation. "When we carry out the platinum-modified aluminization of a part, manufacturer standards require us to check the concentrations of aluminum and platinum in the additional layer. The method that we use with this type of microscope is the only one recommended and authorized," explains Arnaud Brunel, special processes engineering manager. "Inspection by imaging and chemical analysis concerns a sample part which has undergone all repair operations, or is at the end of the cycle for new parts," adds Sébastien Bertin, in charge of Snecma MRO expert investigations.

SaM146: dedicated support at InterjetSix SSJ100-95B regional jets powered by SaM146-1S17 engines from PowerJet* have entered service with Interjet since September 2013. The Mexican airline will eventually operate a fleet of 20 SSJ100s (and perhaps 10 more on option), and has already signed a service contract with PowerJet. The engine company has set up dedicated support services for its customer, based on the world-renowned principles of CFM's services. Two field service engineers (FSE) for the engine are based at Interjet, along with another FSE for the nacelle. SAMES, Snecma's MRO shop in Querétaro, Mexico, manages a pool of line replaceable units (LRU) plus a spare engine. In addition to the FSEs on-site, a dedicated support team is based at Snecma, and Interjet has 24/7 access to the Customer Support Center. Furthermore, PowerJet has set up quarterly visits to the customer, plus weekly videoconferences.

PTI named South Florida Manufacturer of the YearPropulsion Technologies International (PTI) was named South Florida Manufacturer of the year in mid-March 2014. An equally-owned joint venture of Snecma and GE Aviation, the Miramar, Florida-based company was honored for its performance, organization and strategy in 2013. The staff's efforts were reflected in a on-time delivery rate that reached 90% in December 2013. PTI has over 140 employees and is a center of excellence in the Snecma/CFM MRO network for repairs of fan blades, low-pressure guide vanes, cases and rotating parts including shafts and disks.

The Snecma Training Center offers customer employees courses to boost their skills and learn about the latest technical

developments in the aviation market. The curriculum is based on an inventory and analysis of customers' expressed

needs. Ten instructors at the center are in charge of technical content and teaching tools for the courses. At the same

time, five graphics artists work on the support materials that make learning effective – and fun!

Publication director: Olivier Lapy // Editorial committee: Pierre Schroer, Salamon Serfaty, Philippe Naïm, Jean-Thomas Rey, Xavier Dupont, Nathalie Delangue, Pierre-François Bry, Stéphane Poulet, Magali Hermet, Pascal Piveteau, Bernard Oulié // Editor-in-chief: Jean-Pierre Alesi // Design: Pascale Sagnier // Other contributors to this issue: Paul Bousquet, Justine Bordjah // Photos : E. Drouin/Snecma, Adam Wiseman/Capa pictures/Snecma/Safran, Airbus // Legal registration: April 2014 // ISSN No.: pendingServicing SaM146 engines on an Interjet SSJ100 in Mexico City.

PTI's management team.

QUICK NEWS

DIARYMeet Snecma's teams at these

upcoming events

Salon MRO Americas, Phoenix, AZ April 8-10, 2014

Salon MRO Europe, Madrid October 7-9, 2014

Salon MRO Asia, Singapore November 4-6, 2014

(*) PowerJet is a joint company of Snecma (Safran) and NPO Saturn.

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BIG DATA: PLANNING AHEAD

In 2010, an aircraft generated an average of 6.9 terabytes (TB) of data a year. By 2030, according to Boeing, this figure will be closer to 1,000 TB. The Big Data revolution is in the air, and is already impacting Snecma's services.

Each new generation of aircraft engines brings new sensors, which are lighter and more efficient, and generate a fast-growing stack of data. Today's CFM56 engine is fitted with a dozen sensors that gather several kilobytes of data during takeoff and cruise: 300 to 500 pressure, temperature, vibration and other measurements.

Tomorrow, engines like LEAP will be equipped with high-frequency sensors that collect a megabyte of data. In another decade or so, airplanes will be generating a gigabyte of data per flight and per engine – or more! By analyzing this huge mass of data, service providers can better meet airline maintenance and fleet management requirements.

According to Jérôme Lacaille, an algorithms expert at Snecma, "We compare the data from a single engine to data from all other engines, adding structured technical data and unstructured contextual data, like shop visit feedback, observations, weather, etc. We have been conducting research on this type of data analysis model for nearly ten years now. The algorithms at the heart of the model are based on observations of our engine fleet over many years. This baseline model can then be used to predict likely incidents even before they occur."

Snecma offers different types of remote diagnostic services, all based on gathering engine data. The company's Comprehensive

Remote Diagnostic (CRD), for example, more complete that the standard diagnostic that comes with each engine sale, gives operators a clearer view of their engine's health. "Instead of reacting, we anticipate," notes Jean-Marc Cremades, fleet technical manager.

Minimizing engine removalsAs part of its CRD service, Snecma receives flight data on a regular basis and/or in real time (via ACARS satellite links), then analyzes this data and proposes corrective actions. Operators receive a weekly report on the status of their engine fleets. They can call on functions such as engine performance monitoring, troubleshooting, analysis, diagnosis and recommendations. The Fleet Manager thus has a very accurate view of his engine fleet, which helps him maximize time on wing, and minimize removals for servicing. Sixty-five customers have already chosen Snecma's Comprehensive Remote Diagnostic service, via an engineering contract or a "by the hour" support contract.

JULY 2014 // 2

TRENDS

ENGINELIFE NEWS

SNECMA'S SERVICES NEWSLETTER

6.9 TB of data

1,000 TB of data

300 to 500 measurements

per year and per aircraft in 2010

in 2030

in flight on a current CFM56

CONTACT JEAN-MARC CREMADES, fleet technical manager // jean-marc.cremades@snecma.fr

FAB LAB: BRINGING AGILITY TO SERvIcE DESIGN

Welcome to Snecma's brand-new Fab Lab, a unique entity dedicated to fast prototyping of customer services.

Created in the United States in the 1990s, the "Fab Lab" (a contraction of "fabrication laboratory") is a new lab concept, based on an open attitude and the deployment of fast prototyping machines, a trend that has accelerated with the widespread availability of 3D printers. "Somebody comes to us with an idea, and our specialists welcome them and help turn their idea into an actual model, which is worth

a thousand words," explains Fabrice Poussière, head of the Fab Lab in Snecma's Service Innovation Workshop. "Our Fab Lab represents a new way of designing services, more agile and collaborative. The users of our lab find themselves immersed in a very stimulating environment, where each person can prototype and test service concepts."

Experts and their tools While a Fab Lab, by definition, is focused on actual products, Snecma's lab extends this innovative approach to the service sector. "We are engine-makers, but our customers expect higher and higher operational availability and reliability, plus cost savings," notes Philippe Naïm, head of the Service Innovation Factory. "Our primary goal is to make things easier for users by creating, for them and with them, new ways of using our products and services."

Snecma's Fab Lab deploys powerful simulation and design systems, of course, but it also brings in a number of specialists from diverse fields, including ergonomics, design, cognition, etc. "A good service is one that is efficient, personalized and easy to use," adds Philippe Naïm. "By calling on our state-of-the-art material and human resources, we can quickly test, develop and refine ideas, and work with customers to come up with a service tailored to their exact requirements."

SAMES: PARTS TRAckER!

Sames (Snecma America Engine Services) uses radio frequency identification (RFID) technology for all shop visits (engine overhauls) at its plant in Querétaro, Mexico. The aim is naturally to enhance parts traceability, a decisive criteria that is reflected in service quality, turnaround time and customer satisfaction.

Engine disassembly is a critical part of any shop visit. It allows a complete inspection of all parts, which will determine the degree of work needed on the engine, before it is repaired, reassembled and sent back to the customer. During these operations, however, it is absolutely essential that each part be tracked. At Sames in Querétaro, Mexico, parts are tracked using RFID (radio frequency identification) chips. Electronic tags are attached to the parts and communicate directly with the plant's information system. Through these tags, managers know exactly where the parts are located, and where they stand in the repair process.

Tight supply-chain monitoring "Our RFID chips give us instantaneous and totally reliable information," says Mauricio Maldonado, IT manager at Sames. "We started to investigate the potential of this system in 2011, as soon as our new plant started operations.

It clearly had advantages over paper tagging of parts, even though we had to resolve a few technical issues: the chips had to stand up to cleaning products, for instance." The system is now used in all disassembly and reassembly operations. It gives us very precise monitoring of the supply chain, plus time savings. Furthermore, this system harbors other possibilities. Sames is now taking a close look at possible connections between the RFID chips and its new ERP, or enterprise resource planning system, for other operations at Querétaro. The overriding aim is, as always, a continuous improvement in customer satisfaction.

Brainstorming at Snecma's Fab Lab.

CONTACT Service Innovation Factory // ais@snecma.fr

INNVATIONS

TECHNOLOGIES

Scanning RFID chips at Sames.

TAkING ORDERS

Guaranteeing the trouble-free delivery of spare parts needed to service engines is an essential task, one that involves several people. One of them is the customer logistic support manager – such as chantal Barbe – who plays a critical role in this process.

"I take complete charge of each order, from receiving the order to sending out the invoice. My role is to make things clear for our customers. They have to be sure that the right part is being shipped at the right time, according to the terms and conditions of their contract," explains Chantal Barbe. But on a day to day basis, this task may become very complex, as she explains: "We sometimes receive urgent orders when a line has been shut down for lack of parts, or when there's an 'aircraft on ground' situation, or AOG, because of a missing part. In this case we have to deliver the part within 48 hours, or just 24 for a work stoppage, or less than four hours for an AOG. In extreme cases, if there's a shortage of a particular type of part, we can also ask the customer if they want us to buy a refurbished part from a certified vendor." In addition to these emergency situations, the customer logistic support managers have to plan ahead as much as possible. Since order volumes cannot necessarily be predicted, they first draw up a list of critical parts along with the customer, and clearly define delivery terms. Like the other logistic support managers at Snecma, Chantal Barbe monitors a reference list of orders and indicators, and this list guarantees that the information is available for product support engineers and customer service managers.

"I've been with Safran for nearly 14 years and held a number of jobs," adds Chantal. "For me, being in contact with our

customers is very important, and I really learned that by working on LRUs [line replaceable units] for Delta Airlines. When the opportunity arose to transfer to my current job, I didn't hesitate a second! I've been here two years, including a year with the Lufthansa account, and that's a very important customer." Lufthansa is a customer, of course, but it's also a voice and a face – that of Martina Jens, her correspondent at the German flag carrier. "We take stock of the situation every week," says Chantal. "But in practice, we're in nearly daily contact! That's vital if you want to understand your customer's needs and also continually improve your service, and by that I mean being more and more customer-friendly. And we focus on that goal at all times."

This continually evolving environment is one thing Chantal really likes about her job. As she puts it: "Each day is different from the previous one, and that's one of the most attractive parts of this profession."

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Martina Jens, Supplier Relationship Manager, Lufthansa Technik AG

From the point of view of Lufthansa, what are the main missions of the customer logistic support manager?For us, the key word here is “reliability”. We expect Snecma, through our customer logistic

support manager, to provide us with efficient support when we need engine parts, whether for

a routine or unexpected operation. We expect a clear and satisfactory response to our needs,

namely part availability, location, delivery time and of course quality, not to mention all related

paperwork.

Could you describe your relationship with Chantal Barbe? We have a weekly conference with a pre-set agenda, to deal with planned issues. Additionally, we communicate by

email and phone on a daily basis, to make sure that everything goes as planned, and also to deal with unexpected

issues. These issues may concern systems, or parts which we need very quickly. Our discussions also address ways

of improving our work, such as standardizing procedures or avoiding manual work. Last but not least, when I need to

discuss a point with other people at Snecma, most of the time it goes through Chantal.

What types of new services/improvements do you expect from Snecma in the coming years?

We expect Snecma to deliver all services that help us offer the best possible support to our customers. That means

understanding our needs and addressing our requests, so that any issues are handled smoothly, without further delay.

A customer-friendly attitude and responsiveness are also key factors in driving continuous improvement.

JOB CORNER

My role is to make things clear for our customers.

They have to be sure that the right part is being

shipped at the right time, according to the terms

and conditions of their contract.

Chantal Barbe, Customer logistic support manager.

"

First El Al shop visit a success! Early this year, an El Al engine underwent its first shop visit at Snecma's plant in Saint-Quentin-en-Yvelines. The Israeli airline was especially satisfied with Snecma's service, which reflected its OEM expertise by providing high-quality work, good communications and meeting all TAT deadlines! El Al has been a CFM International customer since 1999, and now operates a fleet of 20 CFM56-7-powered Boeing 737s, mainly flying

between Tel Aviv and Europe's capitals. Last year the airline issued a request for proposals (RFP) for maintenance services on some of these engines. Snecma submitted a proposal, via CFM Services, and signed a contract for a first shop visit. "Our excellent performance is an encouraging sign for expanded collaboration with El Al," says Jean-Christophe Hollestelle, sales director for the Israeli market at Snecma's commercial engine sales & marketing department.

Snecma ramps up large turbofan repairs

50% An impressive figure, reflecting the growth in Snecma's compressor repairs on large

turbofans from 2012 to 2013. Snecma is fully responsible for the compressor module on certain engines, from design to maintenance. Saint-Quentin-en-Yvelines has revamped its organization to deal with the rising demand.

"In 2013 we carried out more than 100 repairs of compressors on large turbofans," says Alexandre Brun, maintenance director for commercial engines. "That mainly involved the high and low-pressure compressors on the GE90, which powers the Boeing 777, and the HP compressor on the GP7200, the A380 engine. Our plant has expanded its surface area and staff assigned to large turbofan repairs, and has installed new, more powerful tools."

New customers join the TRUEngine™ program

More and more customers are placing their trust in TRUEngine™. Since the beginning of the year, the program has added another 130 CFM56 engines, and 111 airlines are now members. New customers include Jackson Square Aviation (formerly MUL), Killick Aerospace, TAP AIR Portugal, Somon Air, Rwandair and flydubai – the 100th customer to have opted for

TRUEngine. Launched in 2008 by CFM International, the 50/50 joint company of Snecma and GE, TRUEngine is a loyalty program that guarantees engine owners, operators and buyers that their engines with the TRUEngine™ label will be maintained according to CFM recommendations. To date, more than 7,800 of the 19,000 CFM56 engines in service have joined this program.

Snecma Training Center. How does borescope inspection (BSI) work? What does it contribute to engine maintenance?

What faults does it help identify? To answer these questions and others, the Snecma Training Center has set up a new

training program called BSI Proficiency, with two days of classroom study and three days of hands-on practice. This will

help train technicians who analyze the health of parts inside jet engines. This is a very complete training program, one

that has already won over customers including Air France, Aeroflot, Air Berlin, Vietnam Airlines and Tunisair.

Publication director: Olivier Lapy // Editorial committee: Pierre Schroer, Salomon Serfaty, Philippe Naïm, Jean-Thomas Rey, Xavier Dupont, Nathalie Delangue, Pierre-François Bry, Stéphane Poulet, Magali Hermet, Pascal Piveteau, Bernard Oulié // Editor-in-chief: Jean-Pierre Alesi // Design: Pascale Sagnier // Other contributors to this issue: Paul Bousquet, Stéphane Geffray // Photos: E. Drouin/Snecma, P. Stroppa/Snecma/Safran // Legal registration: July 2014 // ISSN No.: pending

DIARYMeet Snecma's teams at these upcoming events

IATA Airlines Cost Conf, Geneva August 26-27, 2014

IATA Maintenance Cost Conf, Athens September 10-12, 2014

MRO Europe, Madrid October 8-9, 2014

OPS & MRO IT Asia, Bangkok October 29-30, 2014

MRO Asia, Singapore November 4-6, 2014

CONTACT PASCAL RETIF, Customer training center manager // pascal.retif@snecma.fr

QUICK NEWS

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FINANCINg tOMORROw'S FLEEt

According to Snecma's projections, some 34,400 new aircraft will be delivered in the next 20 years. But who will finance this burgeoning fleet, which will cost an estimated $3.5 trillion? Leasing companies, banks and financial markets are the leading candidates.

Lessors play a major – and growing – role in the air transport industry. Today, they hold 38% of the global fleet, versus just 14.7% in 1990, and by 2020, they will own more than half of all commercial aircraft. The Irish leasing firm Avolon recently estimated that between 2016 and 2022, 45% of aircraft purchases will be made by lessors (see graph), and a large part of these will be funded by loans. At the same time, commercial banks will see their share stabilize at about 21%, and export credit agencies at 15%. Furthermore, a number of investors are attracted by the growth in air transport (5% average annual passenger growth for more than 20 years), and will undoubtedly enter the market, in particular thanks to new financial instruments associated with the portfolios of aircraft operated by lessors.

Safeguarding engine value"Airlines have made massive use of leases for the last dozen years," says Armelle Le Roch, Snecma sales director. "This gives them additional flexibility in fleet deployment, for a relatively low investment." Furthermore, by leveraging this flexibility they can adapt their fleet size and configuration, and try to conquer new regions. She adds: "Airlines can thus offer top-quality airplanes to their passengers, while eliminating the risk entailed by keeping residual value on their books if they are the owners." However, that also means that residual value now becomes a major concern for lessors. As Salomon Serfaty, Product Services

Marketing Director at Snecma, explains, "The value of an aircraft depends on a number of factors, but the engines are a vital part. They represent 35% of aircraft value on purchase, and nearly 80% after 15 years." As the manufacturer of the best-selling CFM56, Snecma is listening to the specific needs of lessors. It has therefore developed a number of new services to safeguard engine value, starting with Engine File, a service that helps owners draw up reliable, up-to-date digital data on their engines to protect their value. Engine Valuation is another service, used to calculate the residual value of an engine or an entire fleet, by integrating the engine's technical history and market conditions. That allows the owner to decide whether to continue to lease the engine, dismantle it, or sell it, based on facts. Lastly, a service called PML (Portable Maintenance for Leasing) offers a long-term maintenance cost guarantee, which can be transferred between lessees. Provided by the OEM, this service helps maintain very good asset liquidity and maximized resale value.

OCTOBER 2014 // 3

TRENDS

ENGINELIFE® NEWS

SNECMA'S SERVICES NEWSLETTER

CONTACT SALOMON SERFATY, Product Services Marketing Director // salomon.serfaty@snecma.fr

0%

20%

40%

60%

80%

100%

120%

2012 2014 Avg. 2016-2022

Lessors*

*Lessors include internal & external financing

Banks ECAs OEMs Cash & Other Cap. Mkts New sources

35%

25%

27%

1%

10%2%

38%

27%

16%

1%

11%

5%2%

45%

21%

15%

1%

9%

7%3%

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future delivery financing mix

ShOP VISIt MANAgER, A PIVOtAL ROLE IN CuStOMER RELAtIONS

Ensuring a relationship of mutual trust with a customer whose engine needs a shop visit demands availability, agility, professionalism and commitment. Caroline Bouriel, Shop Visit Manager at Snecma, take a bow!

Caroline manages a portfolio of about 15 airlines and other operators, placing her at the focal point of Snecma's relationship with its customers. It's up to her to oversee quick, efficient shop visits that meet contractual provisions and thus guarantee engine

dispatch reliability and economic performance for airlines and lessors alike. Behind this service is a clear, carefully defined process. "As soon as we learn that an engine has been removed, two members of my team take charge, one responsible for technical oversight, the other for economic aspects," explains Caroline. "Turnaround time is key: an engine has to get to our shop as quickly as possible, with a list of the work needed, what we call the workscope. The customer should have as clear a view as possible of the time needed, especially when the timetable promised on taking delivery of the engine is impacted by contingencies."

Service "There are a number of possible cases," continues Caroline, "but our approach never wavers: provide top-notch service to our customers, while protecting the interests of CFM, Snecma and Safran." As Caroline acknowledges, this demands a certain number of qualities: "The shop visit manager has to be creative, know how to manage emergencies, plan ahead and be open to different cultures. Of course, we also need extensive experience in aviation and customer contacts, and we have to know how to handle stress!" For Caroline, these qualities are what makes the job so attractive. "We're at the heart of support services, and we can use the latest developments, like the remote borescope inspection service invented by Snecma's Service Innovation Workshop. Soon, we'll be able to provide even faster diagnostics and servicing!"

SAND REMOVAL

Snecma has developed a new sand removal procedure for the low-pressure turbines on CFM56 engines, which helps reduce maintenance costs.

Out of all engines sent to Snecma for a shop visit, some 30% of low-pressure turbines show the presence of sand, which may damage the bearings and upset the turbine's balance. "In some cases, there was so much sand we had to remove more subassemblies than were initially scheduled," says Vincent Domalain, former head of CFM56 production engineering in the technical support department.

This "silting" phenomenon is not automatically linked to the airline's location. Airlines operating in the United States, China and Russia may be as affected as airlines from the Middle East.

Workscope compliance "The idea is to be able to remove the sand from the low-pressure section with the least disassembly possible," notes Domalain, "Access to this section is very restricted, and parts have little damage tolerance, since they are rotating parts, which are expensive!"

Snecma therefore developed a solution that is now up and running: in a special booth, an operator blows compressed air into the sand-loaded cavities of the turbine, and a suction system then removes the sand. The most vulnerable areas of the turbine, especially bearing 4, are hermetically sealed against any

sand projections, using a pressurization system.

It was Snecma's Saint-Quentin-en-Yvelines plant near Paris that developed this new process, which is compatible with all CFM56 engines – and also won a Safran Innovation Award in 2013. Now being deployed throughout the Snecma support network, this process helps shops stick to the workscope they first defined on taking delivery of the engine, thus eliminating any cost overruns due to unexpected maintenance, and driving an important role in our cost-competitiveness.

Caroline Bouriel in front of the CFM56 disassembly line at the Saint-Quentin-en-Yvelines plant, near Paris.

TECHNOLOGIES

JOB CORNER

A turbine sand removal operation at Saint-Quentin.

FADEC DAtA DRIVES DEtAILED DIAgNOStICS

Electronics are now a key to efficient engine operation. they are also a precious source of data, used to provide increasingly accurate predictive maintenance. For the last five years, Royal Air Maroc (RAM) and Snecma have been testing and applying this future-looking approach.

FADEC means Full Authority Digital Engine Control. In the past, engine control was mechanical and hydraulic, it is now largely electronic. A FADEC made its commercial aviation debut on an Airbus A320 in 1985, and has been greatly perfected since then, supporting increasingly refined and efficient engine management under any flight conditions. A unit like this also generates precious data: the many parameters provide a very accurate, complete vision of engine operation. It also gives us a good grasp of its health, as Bernard Zeller, CFM56 Product Support Engineer (PSE) at Snecma's Montereau site, near Paris, explains: "Fast-paced progress in computers now allows us to recover an impressive quantity of data in real time, including during flights. Based on this data, we can provide information that enables our customers to rationalize their maintenance operations, and improve profitability. That's what we call Enhanced FADEC Fault Analysis."

A virtuous circleSnecma has been providing this service to Royal Air Maroc for the last five years, giving RAM a weekly report, plus detailed monthly reporting via a teleconference. The Moroccan airline gets invaluable indications on the seriousness of any wayward readings, as well as recommendations for maintenance, including for LRUs (line replaceable units). The upshot is lower maintenance costs and turnaround times, higher dispatch reliability, and of course a drastic decrease in no-go's and

in-flight shutdowns (IFSD), which can greatly damage the operator's image and profitability.

"As part of the Comprehensive Diagnostics service offered by Snecma's Fleet Management, Enhanced FADEC Fault Analysis is a new service that creates a virtuous circle" says Bernard Zeller. Snecma now has a very refined knowledge of the flight conditions of the Royal Air Maroc fleet, and information provided to the airline is built on years of experience. The tangible results generated by this first collaboration mean that it could well be extended to other customers. Snecma is continuing the development of this type of analysis within the scope of its predictive maintenance services. Based on sophisticated algorithms, these new services will underpin increasingly precise and predictive fleet management and maintenance recommendations. The overall aim is of course higher aircraft dispatch reliability, to match growing demand from customers, and to keep pace with the advent of a new generation of engines, like the CFM LEAP, that will be generating even more data!

CUST

OMER

's vie

wpoin

t Kawthar Tantaoui El Araki, head of fleet airworthiness management at Royal Air Maroc

What are the advantages of Enhanced FADEC Fault Analysis for RAM?It's a very powerful tool that supports more proactive maintenance:

it warns us even earlier of potential failures, indicating which kind of

incidents could take place. Based on the recommendations we receive,

we can set up action plans that are both faster and less costly than

when we have to deal with an actual incident. Since Royal Air Maroc

started using Enhanced FADEC Fault Analysis, engine-caused flight

delays have dropped 50%. Thanks to this new service and Snecma's

Comprehensive Diagnostic offering, unscheduled engine removals at

RAM are now under the industry average. So results are very real, and

they continue to improve.

Why is that? Because our joint experience over the last five years allows us to continuously refine diagnostics and our solutions. We

have established a real climate of mutual respect with Snecma through regular meetings, and reciprocal enrichment.

We keep our contact informed of operating data as much as possible, so that the RAM database is as accurate as

possible.

What about the future?

In general, we're always looking for faster and faster service! Furthermore, it's undoubtedly possible to step up our

data sharing. In the short run, we would like to see this data available to more RAM employees, either through the

portal or via mobile apps. That would make Enhanced FADEC Fault Analysis even better!

INNVATIONS

Bernard Zeller, CFM56 PSE

As part of the Comprehensive

Diagnostics service offered by Snecma's

Fleet Management, Enhanced FADEC Fault

Analysis is a new service that creates a

virtuous circle"

“

Snecma bolsters support services in Middle East and IndiaSnecma has expanded its presence in the Middle East and India to move even closer to its customers. Reflecting this approach, Snecma has deployed five Customer Support Managers (CSM) and three Business Developers, in Dubai (United Arab Emirates)

and New Delhi (India). "We wanted to move even closer to our customers to better understand their needs and offer the most appropriate and innovative solutions. In short, we continue to strive for excellence," says Vincent Forest, Regional Customer Support Manager.

SSAMC: supporting Chinese growth

30% : The number of CFM56 shop visits performed by SSAMC (Sichuan Services Aero-Engine Maintenance Company)

has increased from 100 in 2013 to 130 in 2014. Founded in 1999, this joint venture between CFM and Air China is ramping up its capacity to support the growth in Chinese air traffic, estimated at 7% per annum until 2032, according to Snecma's forecasts. This company provides all engine support services for the Air China fleet, including shop visits and on-wing maintenance. Offering quality services on a par with those provided by the CFM network, SSAMC allows its customers to benefit from the sum total of experience, methods and best practices of Snecma and GE. Located at the Chengdu-Shuangliu airport (Sichuan province), SSAMC is certified by CAAC, EASA and the FAA.

Field Service Engineers LEAP back to school

In the last few months, some of Snecma's Field Services Engineers (FSE) have gone back to school to learn about LEAP, the new-generation engine from CFM (50/50 joint company between Snecma and GE). "The LEAP will enter revenue service in 2016, and our FSEs have to be operational then to answer all our customer questions right from the first flight," explains Richard Hiegel, head of FSEs at Snecma. Four FSE Experts are currently watching the different development phases of this engine to build up their expertise. They are testing repair tools and technical publications, and will participate in the flight tests. Next, these FSE Experts will share what they learn about LEAP with the other 70 FSEs at Snecma – who will soon be able to identify all engine signals to plan ahead for the maintenance operations needed by their customers.

Since 2010, the CFM training center in Hyderabad (India) has trained more than 700 airline staff from India, the Middle

East and Asia. Today, these training programs concern the CFM56-5B and -7B engines, and they will soon add the LEAP

family. Airlines can choose from several different subjects: introduction to engines, flight-line maintenance, borescope

inspections and trend monitoring. The training courses in English lead to degrees, and are accredited by the Indian

DGCA (Directorate General of Civil Aviation) and by EASA. They have already attracted a number of customers, including

VietJet, Fly Dubai, Air India, Air Asia and SpiceJet.

Publication director: Olivier Lapy // Editorial committee: Pierre Schroer, Salomon Serfaty, Philippe Naïm, Jean-Thomas Rey, Xavier Dupont, Nathalie Delangue, Pierre-François Bry, Stéphane Poulet, Magali Hermet, Pascal Piveteau, Bernard Oulié // Editor-in-chief: Jean-Pierre Alesi // Design: Pascale Sagnier // Other contributors to this issue: Paul Bousquet, Stéphane Geffray // Photos: E. Drouin/Snecma, GE, P. Stroppa/Snecma/Safran, Patrick Wack CAPA Pictures/Safran, RAM // Legal registration: October 2014 // ISSN No.: pending

DIARYMeet Snecma's teams at these upcoming events

MRO Asia, Singapore November 4-6, 2014

Aircraft Commerce Flight Operations conference, Frankfurt December 3-4, 2014

MRO Middle East, Dubai February 2-3, 2015

MRO Americas, Miami April 14-16, 2015

CONTACT PASCAL RETIF, Customer training center manager // pascal.retif@snecma.fr

QUICK NEWS

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CONTACT RIChARD hIEGEL, Field Service Engineer Manager // richard.hiegel@snecma.fr

CFM56 shop visit at SSAMC.

First flight of the LEAP-1C, on October 6 in Victorville, California.