View source for IAE V2500

{{Short description|High-bypass turbofan engine}}
{|{{Infobox aircraft begin
 |name= V2500
 |image= File:IAE V2500 engine cutaway model 2010 The Sky and Space.jpg
 |caption= The V2500-A5/D5/E5 has one fan, four low- and ten high-pressure compressor stages, and two high- and five low-pressure turbine stages.
}}
{{Infobox aircraft engine
 |type= [[Turbofan]]
 |manufacturer= [[International Aero Engines]]
 |first run= 1987
 |major applications = {{ubl|[[Airbus A320 family]]|[[McDonnell Douglas MD-90]]|[[Embraer C-390]]}}
 |number built =Over 7,600 (June 2018)<ref name=PW-2500/>
 |developed from =
 |developed into =
 |variants with their own articles =
}}
|}

The '''IAE V2500''' is a two-shaft [[high-bypass turbofan]] engine built by [[International Aero Engines]] (IAE) which powers the [[Airbus A320 family]], the [[McDonnell Douglas MD-90]], and the [[Embraer C-390 Millennium]].<ref>{{cite web |url= http://www.i-a-e.com/news17.html |title=IAE Statement on KC-390 Rollout |publisher=IAE International Aero Engines }}</ref>

The engine's name is a combination of the [[Roman numeral]] ''V'', symbolizing the five original members of the International Aero Engines consortium, formed in 1983 to produce the engine, and ''2500'', which represents the {{Convert|25000|lbf|kN|lk=in|abbr=out|adj=on}} thrust produced by the original engine model, the V2500-A1. [[FAA]] [[Type certificate|type certification]] for the V2500 was granted in 1988.

The [[maintenance, repair, and operations]] market for the V2500 is close to {{usd|3 billion|link=yes}} as of 2015.<ref>{{Cite web|url=https://www.mro-network.com/maintenance-repair-overhaul/v2500-engine-overhauls-rise-fleet-matures|title=V2500 Engine Overhauls On The Rise As Fleet Matures|date=2016-12-12|website=MRO Network}}</ref>

==Development==
[[File:V2500.jpg|thumb|right|The 22-blade fan of an A320's V2500-A1]]

[[Rolls-Royce Holdings|Rolls-Royce]] based the ten-stage high-pressure compressor on an eight-stage run in the [[Rolls-Royce RB401|RB401]] in the mid 1970's followed by a nine-stage run in the [[Rolls-Royce/JAEC RJ500|RJ.500]]. The V.2500 would use ten stages, with the first four with variable stators, giving a pressure ratio of 20:1.<ref>"V.2500 orderbook opens", Flight International,16 February 1985, p.17</ref> A single-stage booster was also part of the original configuration. Serious handling problems (inability to accelerate without surging) with this arrangement resulted in a redesigned compression system. The pressure ratio was reduced to 16:1 which needed a fifth variable stage and revised blading in the rear stages.<ref>Flight International,13 June 1987, p.102</ref> Two extra booster stages were required to restore the original overall pressure ratio.<ref>"Flow Matching of the Stages of Axial Compressors", Rolls-Royce Heritage Trust, Technical Series No 4,{{ISBN|1 872922 14 7}}, p.67</ref> A fourth booster stage would be added after the initial variant entered service. [[Pratt & Whitney]] developed the combustor and the two-stage air-cooled high-pressure turbine, while the [[Japanese Aero Engine Corporation]] provided the low-pressure compression system. [[MTU Aero Engines]] were responsible for the five-stage low-pressure turbine and [[Fiat Avio]] designed the gearbox.<ref name=history>{{Cite web|url=http://i-a-e.com/history.html |title=History |publisher=International Aero Engines}}</ref>

In 1989, its unit cost was US${{#expr:250/53round1}} million.<ref>{{cite magazine |magazine= Flight International |date= 24 June 1989 |title= V2500 gets major boost from ILFC |url= https://www.flightglobal.com/FlightPDFArchive/1989/1989%20-%201990.PDF}}</ref> The 4,000th V2500 was delivered in August 2009 to the Brazilian flag carrier TAM and installed on the 4,000th Airbus A320 family aircraft, an A319.<ref>{{cite press release|title=IAE celebrates delivery of 4,000th V2500 to TAM on the 4,000th A320 family aircraft|publisher=International Aero Engines|date=August 28, 2009|url=http://iaenews.com/?p=64|archive-url=https://web.archive.org/web/20120310073823/http://iaenews.com/?p=64|url-status=dead|archive-date=March 10, 2012}}</ref> In early 2012, the 5,000th V2500 engine was delivered to SilkAir, and IAE achieved 100 million flying hours.<ref name=history/> Six years later, in June 2018, over 7,600 engines were delivered and the V2500 achieved 200 million flight hours on 3,100 aircraft in service.<ref name=PW-2500>{{Cite web|url=https://www.pw.utc.com/products-and-services/products/commercial-engines/V2500-Engine|title=V2500 Engine|website=Pratt & Whitney|access-date=2019-03-20|archive-date=2019-08-09|archive-url=https://web.archive.org/web/20190809193609/https://www.pw.utc.com/products-and-services/products/commercial-engines/V2500-Engine|url-status=dead}}</ref>

==Variants==
[[File:Large engine of an airbus.JPG|thumb|An IAE V2500 fitted on a Turkish Airlines [[Airbus A319]]]]

===V2500-A1===
The original version, has one fan stage, three low- and ten high-pressure compression stages, and two high- and five low-pressure turbine stages. This engine promised better fuel burn on the [[Airbus A320]] than the competing CFM56-5A; however, initial reliability issues, coupled with insufficient thrust for the larger A321, prompted the development of the improved V2500-A5 variant. It first entered service with [[Cyprus Airways (1947–2015)|Cyprus Airways]].

===V2500-A5===
A fourth booster stage was introduced into the engine basic configuration to increase core flow. This, together with a minor fan diameter and airflow increase, helped to increase the maximum thrust to 33,000&nbsp;lbf (147&nbsp;kN) thrust, to meet the requirements of the larger [[Airbus A321]].<ref>{{Cite web|url=http://all-aero.com/index.php/contactus/64-engines-power/13036-international-aero-engines-iae-v2500|title=International Aero Engines / IAE V2500|website=[[all-aero.com]]|access-date=2019-03-20|archive-date=2019-03-20|archive-url=https://web.archive.org/web/20190320222318/http://all-aero.com/index.php/contactus/64-engines-power/13036-international-aero-engines-iae-v2500|url-status=dead}}</ref> Soon, Airbus offered derated versions of the V2500-A5 on the [[Airbus A319]] and [[Airbus A320]], enabling the same engine hardware to be used across all [[Airbus A320 family]] aircraft, with the exception of the [[Airbus A318]]. The vast majority of V2500s are of the A5 variety.

===V2500-D5===
This engine retains the configuration of the V2500-A5 but is fitted with different mounting hardware and accessory gearboxes to facilitate installation on the [[McDonnell Douglas MD-90]].

===V2500-E5===
This engine retains the configuration of the V2500-A5 but is fitted with different mounting hardware and accessory gearboxes to facilitate installation on the [[Embraer KC-390]].

===De-rated and increased-thrust variants===
[[File:Apresentação KC-390 (15576572716).jpg|thumb|An IAE V2500 fitted on a Brazilian Air Force [[Embraer KC-390|Embraer C-390]]]]

A number of de-rated engines compliant with Stage 4 noise regulations have been produced from the -A5 configuration, as well as two variants with significant increase in thrust, thus expanding the thrust range from 23,500 lbf to 33,000 lbf:
* The {{convert|23500|lbf|kN|abbr=on}} thrust ''V2524-A5'' for the [[Airbus A319]]
* The {{convert|24800|lbf|kN|abbr=on}} thrust ''V2527-A5'' for the [[Airbus A320]]
* The {{convert|25000|lbf|kN|abbr=on}} thrust ''V2525-D5'' for the [[McDonnell Douglas MD-90-30]]. Engine accessories are mounted on the side instead of bottom to accommodate lateral mounting. Also has an option in the cockpit to add 3,000 pounds (13&nbsp;kN) additional thrust for "hot and high" conditions
* The {{convert|33000|lbf|kN|abbr=on}} thrust ''V2533-A5'' for the [[Airbus A321]]
* The {{convert|31330|lbf|kN|abbr=on}} thrust ''V2531-E5'' for the [[Embraer C-390 Millennium]]

===V2500SelectOne===
On October 10, 2005, IAE announced the launch of the V2500Select—later called V2500SelectOne—with a sale to [[IndiGo Airlines]] to power 100 A320-series aircraft. The V2500SelectOne is a combination performance improvement package and aftermarket agreement. In February 2009, Pratt & Whitney upgraded the first V2500-A5 to the SelectOne Retrofit standard; the engine was owned by US Airways and had been in use since 1998.

===V2500SelectTwo===
On March 15, 2011, IAE announced an upgrade option of V2500 SelectOne Engines to the SelectTwo Program.<ref>{{Cite press release|url=http://www.i-a-e.com/news84.html|title=International Aero Engines Launches SelectTwo Program |publisher= International Aero Engines|date=June 20, 2011}}</ref> It offers reduced fuel consumption due to a software upgrade and Reduced Ground Idle (RGI),<ref>{{Cite web|url=http://i-a-e.com/selecttwo.html|title=V2500 SelectTwo |publisher= International Aero Engines}}</ref> and is available since 2014 for the V2500-A5 variants.

==Applications==
* [[Airbus A320 family|Airbus A320ceo family]] (excluding [[Airbus A318|A318]])
* [[Embraer KC-390]]
* [[McDonnell Douglas MD-90]]

==Specifications==
{{jetspecs
|ref=Type Certificate Data Sheet<ref name=TCDS>{{cite web |url= https://www.easa.europa.eu/sites/default/files/dfu/IM%20E%20069%20Issue04_20191212.pdf |title= Type Certificate Data Sheet No. IM.E.069 |publisher= EASA |date= 12 December 2019 |access-date= 17 April 2020 |archive-date= 31 December 2019 |archive-url= https://web.archive.org/web/20191231034604/https://www.easa.europa.eu/sites/default/files/dfu/IM%20E%20069%20Issue04_20191212.pdf |url-status= dead }}</ref>
|type=Dual-rotor, [[axial compressor|axial]]-flow, [[high-bypass turbofan]]
|length={{cvt|3.201|m|in}}
|diameter={{cvt|1.682|m|in}} width, {{cvt|63.5|in|m|3}} fan diameter{{efn|V2500-A1: {{cvt|63|in|m|3}}}}<ref name=Card>{{cite web |url= http://www.i-a-e.com/pdf/V2500_Product_Card_060716.pdf |title= V2500 Product Card |date= June 7, 2016 |publisher= IAE}}</ref>
|weight={{cvt|2404–2595|kg|lb}}
|compressor=1 fan, 4 low-pressure, 10 high-pressure
|combustion=[[Annular combustor|Annular]]
|turbine=2 high-pressure, 5 low-pressure
|thrust={{cvt|102.48–140.56|kN|lbf}}
|thrust/weight=4.18–5.73
}}
* '''Rotor speed:''' low pressure: 5,650 RPM, high pressure: 14,950 [[RPM]]
* '''Control:''' Dual channel [[FADEC]]

{| class="wikitable sortable"
|+ Variants<ref name=TCDS/>
! Variant !! data-sort-type=date | Certification !! Take-Off [[Thrust]] !! Weight !! [[Thrust-to-weight ratio|T/W]]
! [[Bypass ratio|BPR]]<ref name=Card/> !! [[Compression ratio|Comp.]]<ref name=Card/> !! Application<ref name=Card/>
|-
! V2500-A1<ref name=Card/>
| 1 June 1988 || rowspan=2 | {{cvt|110.31|kN|lbf}} || rowspan=9 | {{cvt|2404|kg|lb}} || 4.68 || 5.4:1 || 35.8:1 || rowspan=4 | [[Airbus A320]]
|-
! V2527E-A5
| 14 August 1995 || 4.50 || rowspan=3 | 4.8:1 || rowspan=5 | 32.8:1
|-
! V2527-A5
| 21 November 1992 || {{cvt|108.89|kN|lbf}} || 4.44
|-
! V2527M-A5
| 24 May 1999 || {{cvt|133.00|kN|lbf}}} || 5.43
|-
! V2522-A5
| rowspan=2 | 10 June 1996 || rowspan=2 | {{cvt|102.48|kN|lbf}} || rowspan=2 | 4.18 || rowspan=2 | 4.9:1 || rowspan=2 | [[Airbus A319]]
|-
! V2524-A5
|-
! V2530-A5
| 29 November 1992 || rowspan=2 | {{cvt|140.56|kN|lbf}} || rowspan=2 | 5.73 || 4.6:1 || rowspan=2 | 35.2:1 || rowspan=2 | [[Airbus A321]]
|-
! V2533-A5
| 14 August 1996 || 4.5:1
|-
! V2531-E5<ref>[https://prattwhitney.com/products-and-services/products/commercial-engines/v2500  V2500-E5 Product Card]</ref>
| 20 June 2015 || {{cvt|139.36|kN|lbf}} || 5.68 || 4.7:1 || 36.2:1 || [[Embraer KC-390]]
|-
! V2525-D5
| rowspan=2 | 29 November 1992 || {{cvt|111.20|kN|lbf}} || rowspan=2 | {{cvt|2595|kg|lb}} || 4.20 || 4.8:1 || 34.5:1 || rowspan="2" | [[McDonnell Douglas MD-90]]
|-
! V2528-D5
| {{cvt|124.55|kN|lbf}} || 4.71 || 4.7:1 || 35.2:1
|}

==See also==
{{Aircontent
|see also=
|related=
|similar engines=
* [[CFM International CFM56]]
* [[Pratt & Whitney PW6000]]
|lists=
* [[List of aircraft engines]]
}}

==Notes==
{{notelist}}

==References==
{{Reflist}}

==External links==
{{Commons category|IAE V2500}}
*{{official website|https://links.prattwhitney.com/i-a-e/}}
*{{cite magazine |issn=0015-3710 |magazine=[[Flight International]] |title=V.2500: back on course? |quote= Hurt by problems with the V.2500 turbofan and the shelving of its SuperFan derivative, International Aero Engines is seeking to restore confidence in the company and its engine. |url=https://www.flightglobal.com/pdfarchive/view/1987/1987%20-%200863.html |date=13 June 1987 |volume=131 |issue=4066 |pages=101–105 |given=Julian |surname=Moxon |others=Illustrated by John Marsden}}
{{Clear}}

{{Aeroengine-specs}}
{{Joint development aeroengines}}

{{DEFAULTSORT:IAE V2500}}
[[Category:High-bypass turbofan engines]]
[[Category:1980s turbofan engines]]

[[it:International Aero Engines#V2500]]