After nearly 25 years of planning, fund raising, and construction, the National Air and Space Museum’s Steven F. Udvar-Hazy Center is on schedule for its official opening on December 15, 2003. "We chose December 15th as our opening date to celebrate the centennial of flight without interfering with other celebrations scheduled for the 17th," explained Lin Ezell, project manager for the Udvar-Hazy Center.

Aviation Maintenance was invited for an exclusive preview of the new facility in late March, just a few days after the first of the facility’s aviation artifacts had begun to arrive. "We refer to all of our air- and spacecraft as artifacts, because unlike some other aviation museums, ours will never fly again," Ezell said. "And each display will strive to tell the aircraft’s individual story and the part it played in aviation history."

Located on an oversized taxiway connecting the facility to Virginia’s Dulles International Airport, the Steven F. Udvar-Hazy (pronounced OOD-var HAH-zee) Center will eventually be home to more than 200 aircraft and 135 spacecraft. The center is named for International Lease Finance Corporation founder and CEO Steven F. Udvar-Hazy, who contributed $66 million for the facility.

"The taxiway is designed to easily accommodate any type of aircraft that we will eventually display here," Ezell continued. "And it will allow us to host fly-in events. Airplanes can land at Dulles and taxi right up to our door."

And what a door they will taxi up to. Anchoring the Udvar-Hazy Center is the imposing 10-story high by 986-foot-long aircraft hangar. Looking more like a WW II blimp hangar on steroids, this 293,707-square foot engineering accomplishment is designed to allow aircraft as heavy as single-seat World War II fighters to be suspended from its arched trusses, allowing nearly two full levels of aircraft displays. To provide visitors with a three-dimensional view of the suspended aircraft, the facility has a network of walkways and bridges on three levels.

While the Center’s final list of tenant aircraft and spacecraft will be truly one-of-a-kind, it is fitting that the first airplane to take up residence was a diminutive Piper J-3 Cub. Dressed in its familiar Cub yellow, this particular example was built in 1943 and had accumulated around 6,000 flight hours when it was rolled onto the Center’s expansive concrete floor on March 17th. "The Piper Cub is how most Americans view aviation," Ezell said. "It’s the one airplane that everyone will recognize."

Ezell also explained that while the Udvar-Hazy Center will ultimately be home to more than 300 air- and spacecraft, it will be years before the facility reaches that number. But early visitors won’t be disappointed in what they see. Slated for display on opening day is the Boeing B-29 Superfortress Enola Gay. This is the first time this aircplane has been fully assembled since 1961. The Enola Gay will be joined by, among others, the Boeing P-26A Peashooter, the Caudron G.4. bomber, the fuselage of the Boeing B-17 "Swoose," a Curtiss P-40E Warhawk, Lockheed P-38 Lightning, Lockheed SR-71 Blackbird, Lockheed Super Constellation, North American F-86A Sabre, Curtiss JN-4D Jenny, Cessna 180, the Spacelab module, and, of course, the Center’s pride and joy, the Space Shuttle Enterprise.

"While our goal is to have the Enterprise here on opening day, it won’t be ready for real public inspection," Ezell added, "It will be housed in the McDonnell Space Hangar, which is connected to the main building. We will have the Enterprise viewable through the main doors, but it will be undergoing extensive restoration until sometime in 2004." When fully completed, the space hangar will have the shuttle along with 135 other large space artifacts on display.

One thing that Ezell stressed was that in its final configuration, the Steven F. Udvar-Hazy Center won’t have traditional museum displays. "Instead of having static, structured displays for our aircraft, we will use smaller, less intrusive information displays that can easily be moved and, more importantly, won’t interfere with a visitor’s ability to see the aircraft’s detail," she said.

While spending a day, or two, getting up close and personal with many of America’s aviation icons won’t be a hard sell for any aviation buff, the Center’s planners have taken steps to ensure that even the most "soft-core" flying fan will find something to their liking.

Adjacent to the main building is the 164-foot Donald D. Engen Observation Tower. Named for the museum’s late director, the tower will give visitors a bird’s eye view of the neighboring Dulles International Airport and the surrounding Virginia countryside. "The jets taking off from Dulles often come right over the tower," Ezell said. "The view is really spectacular. You’ll never forget that we’re located right on the airport."

Another of the Center’s many attractions will be an IMAX theater that will be on the rotation schedule showing a variety of films ranging from aviation and space to general interest and family-oriented themes. Adjacent to the theater visitors will also have access to the Claude Moore Educational Center. Named for the Virginia philanthropist, it houses classrooms and meeting rooms.

While it seems strange to talk about ‘what’s next’ for a facility that hasn’t even opened yet, it’s appropriate when you’re discussing the Steven F. Udvar-Hazy Center. The second phase of construction–which will begin when funding is guaranteed, since no federal funds are being used to build the Center–will include the facilities for the historical archives, conservation lab, collections processing facility, and study collections storage unit. It will also include the new home for NASM’s working restoration shop, where visitors can see technicians painstakingly restoring aircraft.

Speaking of future plans, one has to wonder if a Concorde is far off in the Center’s future? "We’re talking about it," was all Ezell would say when asked that question.

If December 15, 2003 just seems too far away, you can get a sneak-peek at the Steven F. Udvar-Hazy Center and its collection of aircraft and spacecraft by visiting: www.nasm.si.edu – By Dale Smith

Lufthansa Technik Weathers Aviation Industry Crisis

In spite of a depressed air transport industry, maintenance, repair, and overhaul (MRO) provider Lufthansa Technik reported increased profits for 2002. Revenues would have dropped by around 7 percent, though, if the company had not expanded through several acquisitions. In a press conference in late March in Hamburg, Germany, August Wilhelm Henningsen, chairman of the executive board, explained how Lufthansa Technik has so far coped with the downturn. Focusing on modern technologies, reducing material costs, and diversifying customers are considered as successful ways, among others, to withstand the crisis. However, Henningsen expressed concern that aircraft and engine manufacturers are pursuing the MRO market, cutting prices to alarming levels.

Sales shrank by one percent, at �2.8 billion. "Without the changes in the consolidated entity [which in 2001 comprised four fewer companies], the shrinkage rises to 7.3 percent," Henningsen clarified. Earnings climbed to �153 million, versus �91 million in 2001, a 68-percent jump. These financial figures in 2002 refer to the Lufthansa Technik Group. The latter includes Lufthansa Technik AG plus twelve other companies, domestic and foreign. The Lufthansa Technik Group has 16,100 employees, 11,400 of which belong to Lufthansa Technik alone. Henningsen said he does not anticipate any job cuts in the short term.

Maintenance sales were approximately equal to those of the previous year, whereas aircraft overhauls were slightly up. Component shops increased sales by �50 million. But engine-servicing sales suffered a 23-percent decrease. The fifth division, the completion center, was created last year. Existing production and engineering functions were brought under one roof. The completion center enjoyed a busy start but the situation "notably worsened later," Henningsen reported.

He gave details on how the worldwide decline in demand for air transport impacted Lufthansa Technik’s business. Worldwide MRO sales dropped by more than 15 percent last year, to around $30 billion, he said. Parent airline Lufthansa is facing a severe downturn, as are most airlines. For example, in March Lufthansa decided to deactivate 31 aircraft. These 31 are in addition to nine the company had decided to phase out since September 11, 2001.

Henningsen went on with some concern about airframe and engine manufacturers moving into the aftermarket, as a result of slower new aircraft sales. "They are hawking MRO services of their own," he said. In addition, the downsizing of fleets has reduced demand for maintenance and overhaul services, making competitors quote "rock-bottom prices that no longer even cover their costs," he said.

Finally, customers seeking maximum flexibility are asking for shorter-term and cheaper contracts. "The number of contracts is not impacted by the crisis but each contract is smaller," Dr. Peter Jansen, chief financial officer, explained.

How did Lufthansa Technik manage to increase profit against such a gloomy background? According to Henningsen, concentrating on the most modern engines, components, and services has paid off, as older aircraft and engine types are being phased out "faster than ever because they have become uneconomical to operate," he said. An example of high technology service is an advanced recontouring process, offered to airlines as a way to extend the engine’s life (see story page 38). Lufthansa Technik also provides the technology for broadband Internet service in flight. Lufthansa was the first airline to offer this service.

A savings and efficiency program, dubbed "D-check," was launched in early 2001 and also proved successful, according to Henningsen. By December 2002, it had already translated to a positive �47 million, exceeding the anticipated �30 million. This was reached through increasing sales on the "most marketable products," renegotiating existing contracts with suppliers and customers, and coordinating purchasing within the Star Alliance. "We purchase large volumes of standard materials, which translates to better deals," Jansen pointed out.

Material costs were reduced by 14 percent. Currency rates had a "very small effect" on this cut, Jansen noted, insisting it is essentially due to better efficiency. Flexibility is also cited. Activities that are normally outsourced are brought back and done in house when business slows down. In engine servicing, for instance, sub-contracting was cut drastically.

The number of customers has increased from 347 to 378. Henningsen reported 119 new contracts, 35 with new customers. These new contracts are worth �220 million. The share of Lufthansa in its maintenance arm’s sales has been decreasing since 2000. At the time, it was 44.4 percent; then 40.1 percent in 2001, and finally 35.2 last year. Lufthansa Technik officials see this diversification as a success.

Several international Lufthansa Technik subsidiaries or joint ventures have started operations recently. Last year, Lufthansa Technik Budapest in Hungary started overhauling Boeing 737s and Airbus A320s. It currently employs 350 people. In Malta, Lufthansa Technik Malta, a joint venture with Air Malta, now also services 737s and A320s. In both countries, a major benefit is lower labor costs, Jansen noted.

In Tulsa, Oklahoma, Lufthansa Technik Completion Engineering was founded at the end of 2002. It will serve as a U.S. bureau of the completion center in Hamburg, both providing design support to Hamburg-based engineers and being the direct sales contact for customers in the U.S.

In China, the joint venture with Ameco Beijing, Lufthansa Technik Shenzhen, began overhauling 737 components in 2002. In Manila, Lufthansa Technik Philippines now offers overhauls on Airbus A330s and A340s. In late 2002, it was granted JAR 145 certification by Germany’s LBA (civil aviation authority). By the end of 2003, it will perform its first D-check of a Lufthansa A340 in Manila. Lufthansa Technik Philippines has 2,000 employees.

In 2007, a joint venture with Rolls Royce, dubbed "N3 Engine Overhaul Services," should start operations. It will offer servicing of the Rolls Royce Trent 500, 700, and 900 engines. The latter power long-haul Airbus aircraft, namely the A330, the A340-500/600, and the upcoming A380. The European location for this �100-million facility will be chosen by 2004.

Are low-fare airlines an attractive market for MRO providers? Although they are growing fast, it has to be carefully studied how a conventional MRO provider can answer the specific needs of this kind of operator, Lufthansa Technik officials believe. "Low-fare airlines have less time available for maintenance because of a higher utilization of aircraft," which results in shorter time slots for maintenance companies, Henningsen said. No-frills airlines Hapag-Lloyd Express, Germania, and Air Berlin are already Lufthansa Technik customers. But major European low-costers, such as Ryanair and EasyJet, are not.

A long-term trend is the world fleet being increasingly made of modern, highly reliable engines. "So far, this has translated into, for example, a 3-percent increase in our business when the world’s air traffic grows by 6 or 7 percent," Henningsen said. – By Thierry Dubois

Advanced Recontouring Process Brings Blades Back to Life

Lufthansa Technik has developed a new process that allows operators to prolong compressor blades’ life. Dubbed "advanced recontouring process" (ARP), it uses two machines, each capable of repairing 1,300 blades a day. Compressor blades are expensive parts, so it is worth repairing damaged or worn blades instead of replacing them with new ones. This is what Lufthansa Technik engineers explained during a visit at the Hamburg facility.

During their service life, engine blades are bombarded by dust particles carried in the airstream. This causes severe erosion of the blades. This deformation of the blades, especially the compressor blades, can cause loss of power and higher fuel consumption.

The ARP process begins with a measurement of the worn area with a laser beam. A computer then calculates the new contour, which is applied to the blade by a grinding robot. Although recontouring takes some material off the blade, it is still better to have a repaired blade with a clean leading edge than a damaged one with bumps and slots.

The restored profile of the engine compressor blades is not identical to the profile of the new part. Rather, it is calculated as a factor of the reduced chord-length of the worn blades so that the best possible aerodynamic profile is obtained. Then, using an ink-jet printer, a code corresponding to the results of the measurements and weight is printed on each blade.

Precision is so high, the engineers claim, that the chord-length loss on each blade can be extended to 8 percent, compared to the new part, "without deterioration of engine characteristics." With conventional, hand-made recontouring, the engine manufacturer recommends that this loss should not exceed 3 percent. This five-point difference increases the service life of the components from "previously three, now to four rotations," the engineers said. The advanced recontouring process is available for the General Electric CF6-50 and CF6-80C2 engines so far. Compressor stages 3 to 14 can be processed using this procedure.

According to a Lufthansa Technik document, an engine with ARP-serviced parts has an exhaust gas temperature margin 3 degrees Celsius higher than that of a conventionally overhauled engine. Three degrees is the average EGT margin loss in 1,000 flight hours. So an ARP-serviced engine can stay 1,000 more hours on the wing, Lufthansa Technik claims. Moreover, the improved profile also reduces fuel consumption, Lufthansa Technik added, though not giving any figure.

The advanced recontouring process saves the Lufthansa fleet an estimated �600,000 per year.– By Thierry Dubois