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A319/A320/A321 IAE Vs CFM Range  
User currently offlinekmz From Germany, joined Feb 2008, 158 posts, RR: 2
Posted (2 years 5 months 2 weeks 1 day 22 hours ago) and read 5486 times:

I was just looking at the payload range diagrams of the A319 and A320 and I am surprised that there is such an obvious range difference between both engines. Is this only due to the fact that the IAE is about each 100kG heavier?

Engine approx. range with 124PAX

CFM56-5B 3150nm
IAE V2500-A5 2760nm

CFM +14%

There is a similar effect on the A320

CFM56-5B 3050nm
IAE V2500-A5 2900nm

CFM +5%

And why is the IAE A319 range below the IAE A320 range?

Thanx for some intel  

4 replies: All unread, jump to last
 
User currently offlinemandala499 From Indonesia, joined Aug 2001, 6590 posts, RR: 75
Reply 1, posted (2 years 5 months 2 weeks 1 day 20 hours ago) and read 5455 times:

Wait! That can't be right! 100kg difference in OEW between the two engine types is meaningless...

I was looking at the FCOM2 (Performance)... and some comparisons I did sometime ago...
Max feasible range with no reserve (ie: land on dry tanks) on the at various payloads somehow paint a different picture.

The IAE V2500-A5s burn less fuel than the CFM56-5Bs on identical gross weights for the same sector length.
Both can carry 124pax for 3000NM... with the IAEs burning less fuel... without busting the MTOW...

Since the FCOM 2 are certified/approved for operational use documents, I think the Airbus ACAPs have an error on the 319...

The same thing happens again on the 320s... the V2500-A5s will burn less than the CFM56-5Bs...

UNLESS, we're talking about CFM56-5Bs vs IAE V2500-A1s which would be a total nightmare in fuel burn on the V2500-A1s (and yes, the CFM56-5A engines also had a nightmare-ish fuel burn)... Nightmare-ish means, it's 737-classic competitiveness... not 737-NG level of competitiveness...

Mandala499



When losing situational awareness, pray Cumulus Granitus isn't nearby !
User currently offlineFabo From Slovakia, joined Aug 2005, 1211 posts, RR: 1
Reply 2, posted (2 years 5 months 2 weeks 1 day 20 hours ago) and read 5444 times:

hmm. I thought that IAEs had worse fuel flow, but better TO perf than CFMs... Then again, might have heard that from A1 operator...


The light at the end of tunnel turn out to be a lighted sing saying NO EXIT
User currently offlinekmz From Germany, joined Feb 2008, 158 posts, RR: 2
Reply 3, posted (2 years 5 months 2 weeks 1 day 15 hours ago) and read 5352 times:

i based my question on these diagrams: page 95-96......

User currently offlinemandala499 From Indonesia, joined Aug 2001, 6590 posts, RR: 75
Reply 4, posted (2 years 5 months 2 weeks 1 day 1 hour ago) and read 5241 times:

Quoting kmz (Reply 3):
i based my question on these diagrams: page 95-96......

Those numbers are based on ISA+10C...
I cross checked the FCOM2 for ISA and ISA+15C, and the payload range for CFM56-5B and IAE V2500-A5 should be almost identical, and not that different. 3000NM no reserves on 17T payload and on 9T payload on optimum altitude and LRC, should not be that different... the TOW is only 100-200kgs apart for each payload...
The numbers in the link you gave are based on M0.76 fixed speed cruise... and at heavy weights LRC can be faster than M0.76... I wonder on that document's V2500-A5 numbers accuracy...

Mandala499



When losing situational awareness, pray Cumulus Granitus isn't nearby !
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