Buzz From United States of America, joined Nov 1999, 697 posts, RR: 20
Reply 5, posted (13 years 10 months 2 weeks 6 days 5 hours ago) and read 4148 times:
Hi Steven, Buzz here. I've become familiar with the v2500 engines on UAL's Airbus's (Airbussii ?)
They're not bad, a few things are really packed in tight so changing bleed air valves to work on chroinc bleed air problems is a real pain in the ---- hands. Many hard lines / sense and muscle pressure get in the way also.
And many brackets etc seem to have had a sharp burr left on them, more than normal. So i end up "giving blood" if i'm not careful.
The V2500's are more fuel efficient than our 10 year old CFM56 engines on the 737 fleet. I bet i start a flame war on that one. But to be fair, those CFM's just keep running despite burner deterioration. The CFM is a durable engine. The V2500's seem to be OK so far.
Buzz Fueselsausage; Line Mechanic by night, DC-3 Crew Chief by choice.
AA737-823 From United States of America, joined Mar 2000, 6176 posts, RR: 10
Reply 6, posted (13 years 10 months 2 weeks 5 days 20 hours ago) and read 4132 times:
They were the ONLY engine on the MD-90-30 aircraft.
They are on several Airbus narrowbodies, including all United examples. Lufthansa also has them, but only on their A321s, not the 320s. British has them on their A319s but not 320s. Kind of strange to me. Also, JetBlue's fleet is powered by the V2500.
The 2500 is not offered on the A318, it's too powerful. The PW6000 was the ONLY engine, until AirFrance whined a whole lot. Then Airbus agree to put on some scaled down CFM's on there, which makes no sense to me at all.
That's all I know.
P.S.- I have flown both United A320s and USAirways A320s, and I like the V2500 better than the CFM found on US's. The 2500 is quieter and more distinct.
Funny From Greece, joined May 2001, 333 posts, RR: 0
Reply 14, posted (13 years 10 months 2 weeks 4 days 7 hours ago) and read 4034 times:
On March 11, 1983, five of the world’s leading aerospace manufacturers signed a 30-year collaboration agreement to produce an engine for the single-aisle aircraft market with the best proven technology that each could provide. The five were Pratt & Whitney of the United States, Rolls-Royce of Great Britain, the Japanese Aero Engines Corporation (JAEC) of Japan, MTU of Germany and FiatAvio of Italy (FiatAvio later withdrew as a shareholder of the program, but still remain as a supplier). In December of the same year the collaboration was incorporated in Zurich, Switzerland, as IAE International Aero Engines AG, a management company established to direct the entire program for the shareholders.