IAE V2500: Difference between revisions
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[[File:V2500.jpg|thumb|right|The 22-blade fan of an A320's V2500-A1]] | [[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 | [[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 1970s 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${{#expr:250/53round1}} million.<ref>{{cite magazine |magazine= Flight International |date= 24 June 1989 |title= V2500 gets major boost from ILFC |url= https://www.flightglobal.com/FlightPDFArchive/1989/1989%20-%201990.PDF}}</ref> The 4,000th V2500 was delivered in August 2009 to the Brazilian flag carrier TAM and installed on the 4,000th Airbus A320 family aircraft, an A319.<ref>{{cite press release|title=IAE celebrates delivery of 4,000th V2500 to TAM on the 4,000th A320 family aircraft|publisher=International Aero Engines|date=August 28, 2009|url=http://iaenews.com/?p=64|archive-url=https://web.archive.org/web/20120310073823/http://iaenews.com/?p=64|url-status=dead|archive-date=March 10, 2012}}</ref> In early 2012, the 5,000th V2500 engine was delivered to SilkAir, and IAE achieved 100 million flying hours.<ref name=history/> Six years later, in June 2018, over 7,600 engines were delivered and the V2500 achieved 200 million flight hours on 3,100 aircraft in service.<ref name=PW-2500>{{Cite web|url=https://www.pw.utc.com/products-and-services/products/commercial-engines/V2500-Engine|title=V2500 Engine|website=Pratt & Whitney|access-date=2019-03-20|archive-date=2019-08-09|archive-url=https://web.archive.org/web/20190809193609/https://www.pw.utc.com/products-and-services/products/commercial-engines/V2500-Engine|url-status=dead}}</ref> | In 1989, its unit cost was US${{#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> | ||
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==Applications== | ==Applications== | ||
* [[Airbus A320 family|Airbus A320ceo family]] (excluding [[Airbus A318|A318]]) | * [[Airbus A320 family|Airbus A320ceo family]] (excluding [[Airbus A318|A318]]) | ||
* [[Embraer | * [[Embraer C-390 Millennium]] | ||
* [[McDonnell Douglas MD-90]] | * [[McDonnell Douglas MD-90]] | ||
Latest revision as of 07:56, 27 June 2025
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.[1]
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 Template:Convert thrust produced by the original engine model, the V2500-A1. FAA type certification for the V2500 was granted in 1988.
The maintenance, repair, and operations market for the V2500 is close to Template:Usd as of 2015.[2]
Development
Rolls-Royce based the ten-stage high-pressure compressor on an eight-stage run in the RB401 in the mid 1970s followed by a nine-stage run in the RJ.500. The V.2500 would use ten stages, with the first four with variable stators, giving a pressure ratio of 20:1.[3] 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.[4] Two extra booster stages were required to restore the original overall pressure ratio.[5] 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.[6]
In 1989, its unit cost was US$4.7 million.[7] 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.[8] In early 2012, the 5,000th V2500 engine was delivered to SilkAir, and IAE achieved 100 million flying hours.[6] 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.[9]
Variants
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.
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 lbf (147 kN) thrust, to meet the requirements of the larger Airbus A321.[10] 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
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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 Template:Convert thrust V2524-A5 for the Airbus A319
- The Template:Convert thrust V2527-A5 for the Airbus A320
- The Template:Convert 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 kN) additional thrust for "hot and high" conditions
- The Template:Convert thrust V2533-A5 for the Airbus A321
- The Template:Convert 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.[11] It offers reduced fuel consumption due to a software upgrade and Reduced Ground Idle (RGI),[12] and is available since 2014 for the V2500-A5 variants.
Applications
Specifications
Data from Type Certificate Data Sheet[13]
General characteristics
- Type: Dual-rotor, axial-flow, high-bypass turbofan
- Length: Template:Cvt
- Diameter: Template:Cvt width, Template:Cvt fan diameterTemplate:Efn[14]
- Dry weight: Template:Cvt
Components
- Compressor: 1 fan, 4 low-pressure, 10 high-pressure
- Combustors: Annular
- Turbine: 2 high-pressure, 5 low-pressure
Performance
- Maximum thrust: Template:Cvt
- Thrust-to-weight ratio: 4.18–5.73
- Rotor speed: low pressure: 5,650 RPM, high pressure: 14,950 RPM
- Control: Dual channel FADEC
| Variant | Certification | Take-Off Thrust | Weight | T/W | BPR[14] | Comp.[14] | Application[14] |
|---|---|---|---|---|---|---|---|
| V2500-A1[14] | 1 June 1988 | Template:Cvt | Template:Cvt | 4.68 | 5.4:1 | 35.8:1 | Airbus A320 |
| V2527E-A5 | 14 August 1995 | 4.50 | 4.8:1 | 32.8:1 | |||
| V2527-A5 | 21 November 1992 | Template:Cvt | 4.44 | ||||
| V2527M-A5 | 24 May 1999 | Template:Cvt} | 5.43 | ||||
| V2522-A5 | 10 June 1996 | Template:Cvt | 4.18 | 4.9:1 | Airbus A319 | ||
| V2524-A5 | |||||||
| V2530-A5 | 29 November 1992 | Template:Cvt | 5.73 | 4.6:1 | 35.2:1 | Airbus A321 | |
| V2533-A5 | 14 August 1996 | 4.5:1 | |||||
| V2531-E5[15] | 20 June 2015 | Template:Cvt | 5.68 | 4.7:1 | 36.2:1 | Embraer KC-390 | |
| V2525-D5 | 29 November 1992 | Template:Cvt | Template:Cvt | 4.20 | 4.8:1 | 34.5:1 | McDonnell Douglas MD-90 |
| V2528-D5 | Template:Cvt | 4.71 | 4.7:1 | 35.2:1 |
See also
Comparable engines
Related lists
Notes
References
External links
Template:Aeroengine-specs Template:Joint development aeroengines
it:International Aero Engines#V2500
- ↑ Script error: No such module "citation/CS1".
- ↑ Script error: No such module "citation/CS1".
- ↑ "V.2500 orderbook opens", Flight International,16 February 1985, p.17
- ↑ Flight International,13 June 1987, p.102
- ↑ "Flow Matching of the Stages of Axial Compressors", Rolls-Royce Heritage Trust, Technical Series No 4,Template:ISBN, p.67
- ↑ a b Script error: No such module "citation/CS1".
- ↑ Template:Cite magazine
- ↑ Script error: No such module "citation/CS1".
- ↑ Script error: No such module "citation/CS1".
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- ↑ Script error: No such module "citation/CS1".
- ↑ a b Script error: No such module "citation/CS1".
- ↑ a b c d e Script error: No such module "citation/CS1".
- ↑ V2500-E5 Product Card