|The V2500-A5/D5/E5 has 1 fan; 4 LP and 10 HP compressor stages; 2 HP and 5 LP turbine stages|
|Manufacturer||International Aero Engines|
|Major applications||Airbus A320 family |
McDonnell Douglas MD-90
|Number built||Over 7,600 (June 2018)|
|Unit cost||U$4.7 million (1989) ($9.7M today)|
The engine's name is a combination of the Roman numeral V, symbolizing the five original members of the International Aero Engines consortium, which was formed in 1983 to produce the V2500 engine. The 2500 represents the 25,000 lbf (111 kN) produced by the original engine model, the V2500-A1 variant. FAA type certification for the V2500 was granted in 1988.
Rolls-Royce based the 10-stage HP compressor on a scale-up of the RC34B eight-stage research unit used in the RB401-06 Demonstrator Engine, but with two additional stages added to the front and rear of the compressor spool. Pratt & Whitney developed the combustor and the 2-stage air-cooled HP turbine, while the Japanese Aero Engine Corporation provided the LP compression system. MTU Aero Engines were responsible for the 5-stage LP turbine and Fiat Avio designed the gearbox.
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. In early 2012, the 5,000th V2500 engine was delivered to SilkAir, and IAE achieved 100 million flying hours. Six years later, in June 2018, over 7,600 engines were delivered and the V2500 achieved 200 million flight hours on 3100 aircraft in service.
The original version, has 1 fan stage, 3 LP booster stages, 10 HPC stages, 2 HPT stages, and 5 LPT 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. First entered service with Adria Airways.
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. 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.
This engine retains the turbomechanical configuration of the V2500-A5, but is fitted with different mounting hardware and accessory gearboxes to facilitate installation on the McDonnell Douglas MD-90.
This engine retains the turbomechanical configuration of the V2500-A5, but is fitted with different mounting hardware and accessory gearboxes to facilitate installation on the Embraer KC-390.
A number of derated, Stage 4 noise compliant engines have been produced from the -A5 configuration, including:
- The 23,500 lbf (105 kN) thrust V2524-A5 for the Airbus A319
- The 24,800 lbf (110 kN) thrust V2527-A5 for the Airbus A320
- The 25,000 lbf (110 kN) thrust V2525-D5 for the McDonnell Douglas MD-90-30. Engine Turbine and Accessory 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 33,000 lbf (150 kN) thrust V2533-A5 for the Airbus A321
- The 31,330 lbf (139.4 kN) thrust V2531-E5 for the Embraer KC-390
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.
On March 15, 2011, IAE announced an upgrade option of V2500 SelectOne Engines to the SelectTwo Program. It offers reduced fuel consumption due to a software-upgrade and Reduced Ground Idle (RGI), and is available since 2014 for the V2500-A5 variants.
Data from Type Certificate Data Sheet
- Type: Dual rotor, axial flow, high bypass turbofan
- Length: 3.201 m (126.0 in)
- Diameter: 1.682 m (66.2 in) width, 63.5 in (1.613 m) Fan diameter[a]
- Dry weight: 2,404–2,595 kg (5,300–5,721 lb)
- Maximum thrust: 102.48–140.56 kN (23,040–31,600 lbf)
- Thrust-to-weight ratio: 4.18-5.73
- Rotor speed: LP: 5,650 RPM, HP: 14,950 RPM
- Control: Dual channel FADEC
|V2500-A1||1 June 1988||110.31 kN (24,800 lbf)||2,404 kg (5,300 lb)||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||108.89 kN (24,480 lbf)||4.44|
|V2527M-A5||24 May 1999||133.00 kN (29,900 lbf)}||5.43|
|V2522-A5||10 June 1996||102.48 kN (23,040 lbf)||4.18||4.9:1||Airbus A319|
|V2530-A5||29 November 1992||140.56 kN (31,600 lbf)||5.73||4.6:1||35.2:1||Airbus A321|
|V2533-A5||14 August 1996||4.5:1|
|V2531-E5||20 June 2015||139.36 kN (31,330 lbf)||5.68||4.6:1†||36.2:1†||Embraer KC-390|
|V2525-D5||29 November 1992||111.20 kN (25,000 lbf)||2,595 kg (5,721 lb)||4.20||4.8:1||34.5:1||McDonnell Douglas MD-90|
|V2528-D5||124.55 kN (28,000 lbf)||4.71||4.7:1||35.2:1|
- V2500-A1: 63 in (1.600 m)
- "V2500 Engine". Pratt & Whitney.
- "V2500 gets major boost from ILFC" (PDF). Flight International. 24 June 1989.
- "IAE Statement on KC-390 Rollout". IAE International Aero Engines.
- "V2500 Engine Overhauls On The Rise As Fleet Matures". MRO Network. 2016-12-12.
- "History". International Aero Engines.
- "IAE celebrates delivery of 4,000th V2500 to TAM on the 4,000th A320 family aircraft" (Press release). International Aero Engines. August 28, 2009. Archived from the original on March 10, 2012.
- "International Aero Engines / IAE V2500". all-aero.com.
- "International Aero Engines Launches SelectTwo Program" (Press release). International Aero Engines. June 20, 2011.
- "V2500 SelectTwo". International Aero Engines.
- "Type Certificate Data Sheet No. IM.E.069" (PDF). EASA. 12 December 2019.
- "V2500 Product Card" (PDF). IAE. June 7, 2016.
|Wikimedia Commons has media related to IAE V2500.|
- Official website
- Moxon, Julian (13 June 1987). "V.2500: back on course?". Flight International. Vol. 131 no. 4066. Illustrated by John Marsden. pp. 101–105. ISSN 0015-3710.
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.
|This aircraft engine article is missing some (or all) of its specifications. If you have a source, you can help Wikipedia by adding them.|