High-Stakes Aviation U.S.-Japan Technology Linkages in Transport Aircraft (1994) / Chapter Skim
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Appendix C: U.S.-Japan Technology Linkages in Aeroengines
Appendix C: U.S.-Japan Technology Linkages in Aeroengines
Pages 128-144
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From page 128... ...
The global context of growing international alliances in the commercial and military jet engine businesses is also important. The experiences of the two American engine makers General Electric and Pratt & Whitney have been somewhat different.
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From page 129... ...
The major collaborative programs relevant to this study are the GE90 and the F110 engine for the FS-X. In addition to GE, IHI collaborates with Pratt & Whitney, Rolls Royce, and others.
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From page 130... ...
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From page 131... ...
In order to spread risk, obtain maximum leverage of development resources, and gain global market opportunities, it was decided that the program would be structured around GE's existing international relationships. Snecma, the French engine maker that is GE's partner in the CFM International joint venture, is the anchor in Europe, with a 25 percent share of the program.
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From page 132... ...
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From page 133... ...
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From page 134... ...
For example, if the Federal Aviation Administration needs to extend flight tests or if there are other unanticipated costs that extend to the entire engine, the partners share these costs. If, however, there is a problem with a specific part of the engine, fixing that problem is the responsibility of the partner that designed and built the part.
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From page 135... ...
The HYPR program is covered below. In addition, in July 1992 the two companies signed a broad MOU to develop selected technologies jointly.
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From page 136... ...
P&W established a relationship with MHI in the 1930s that was interrupted by World War II, and has also linked with IHI and KHI. P&W's motivations for establishing technology linkages with Japan are similar to GE'srisk-sharing Japanese partners provide leverage for development funds; market access; a commitment to high quality, low-cost, and timely delivery; and increasingly new technology.
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From page 137... ...
MHI signed on as a 1 percent risk-sharing partner in the PW4000 program in 1989, and since then its participation grew to 5 percent in 1991 and 10 percent in 1993. MHI is responsible for manufacturing various turbine blades and vanes, turbine and compressor disks, active clearance control components, and combustion chambers.
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From page 138... ...
In addition to the program shares, P&W holds a separate contract for overall engine management and manages the electronic engine control. Rolls Royce manages the design and manufacture of the nacelle and is also responsi 3Background on the formation of IAE is contained in David C
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From page 139... ...
The benefits of risk and cost sharing, specialized manufacturing, and market leverage must be balanced against the built-in overhead cost and time disadvantages of involving so many companies, as well as the extra time and care required to negotiate interface designs that limit the flow of technology. Still, Pratt & Whitney will benefit to the extent that there are generic rules and practices arising from the V2500 experience that can be applied to managing future collaborative programs.
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From page 140... ...
The major stumbling block arose surrounding the treatment of intellectual property generated in the project. The standard treatment of intellectual property in Japan's government-sponsored R&D is that the government owns 50 percent and exercises effective control over the disposition of intellectual property rights (IPR)
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From page 141... ...
Also, international participation in HYPR has itself served to give credibility to Japanese efforts to play a significant role in international advanced engine programs and to other Japanese government efforts to organize international R&D collaboration. 8"International Group to Build Combined Cycle Hypersonic Engine," Aviation Week & Space Technology, August 17, 1992, p.
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From page 142... ...
Individually or as a group, Japanese companies are well positioned to continue to participate in international engine development programs at increased levels of technical and manufacturing responsibility. Japan's government technology programs and corporate strategies are aimed at gaining world leadership in some aspects of propulsion materials and other critical technologies.
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From page 143... ...
In the case of some design tools, such as CATIA, the Japanese may possess the software, but they have only a thin experimental data base to plug into it to gain optimum value from the software. Finally, the Japanese engine makers have relatively high unit manufacturing costs and overhead, disadvantages that are currently being exacerbated by the latest yen appreciation.
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