Air Transport World

Following the signal; the winds of change continue to blow over Allied-Signal subsidiary, engine maker Garrett. (Allied-Signal Aerospace Co.'s Garrett Aerospace Div.)

Aircraft-engine manufacturers today are like gutsy, punchdrunk prizefighters who take hits but keep coming. Garrett Engine Division, part of Allied Signal Aerospace, has taken its fair share of knocks recently.

The manufacturer of regional and corporate-aircraft engines first had to furlough more than 10% of its 4,300-strong work force due to the economic climate.

Then, Brazilian aircraft manufacturer Embraer delayed full-scale production on its 19-seat twin-pusher-prop CBA-123 for a year. Garrett Engine Division's TPF351-20 powers the CBA-123.

Sister division Garrett General Aviation Services had its share of headaches, too, when FAA grounded all TFE731-9B-powered Dassault Falcon 900 corporate jets in the wake of the failure of two -5B gearboxes on the same Falcon 900B. Garrett is developing special gearbox retrofit kits for 21 Falcon 900Bs.

If that isn't enough, parent Allied-Signal just announced the merger of the Engine Division with the General Aviation Services Division, one of five divisions in the overall Engine Group responsible for product support, repair and overhaul of Garrett engines. The move is part of a major restructuring effort to "de-layer" Allied Signal's bloated bureaucracy.

The new unit will be organized into four business segments, with three of the segments focused on markets in business aircraft, regional airlines and military aircraft. The fourth segment comprises the unit's aviation services support operations.

The announcement is part of Allied-Signal's previously announced plan to eliminate 5,000 management positions and some additional production workers, and revise strategies of several business units. …

Log in to your account to read this article – and millions more.