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Old 30th Sep 2017, 02:58   #1 (permalink)
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A320/A321 engines

Can anyone enlighten me as to the differences between the V2527 engine on the A320 and the V2533 engine on the A321? The FCOM is not very helpful as it just refers to both as V2500.

From what I can find so far, it seems the fan diameter is the same, although the bypass ratio and flat rating temp are lower on the V2533. I know the V2533 has a higher thrust rating, but are they physically the same engine made up of the same components and the different thrust rating comes from FADEC/software?
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Old 30th Sep 2017, 05:41   #2 (permalink)
 
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Not sure. Could very well be the same hardware with different fadec software. Wouldn't be the first time I've seen that happen.
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Old 30th Sep 2017, 06:31   #3 (permalink)
 
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No first hand knowledge on the V2500, but it is common on other engine/aircraft - the engines are common, just pushed a little harder at the higher thrust rating (commonly referred to as 'turning up the wick').
It doesn't even take different FADEC software - the software usually contains all the certified ratings, there is a "rating plug" that plugs into the FADEC that tells it which thrust rating to use. It's a relatively simple task to change the engine rating - new rating plug and nameplate - via an engine company service bulletin.
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Old 30th Sep 2017, 06:42   #4 (permalink)
 
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I understand the two engines are identical aside from the rating plug and the data plate.
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Old 30th Sep 2017, 08:17   #5 (permalink)
 
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Only difference is the thrust rating, data plate change and FMS update.
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Old 30th Sep 2017, 08:57   #6 (permalink)
 
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^Yup. Loosely remember doing this once.

A dust cover gets removed from a plug on the EEC where a wiring pin is moved from one position to another, the FCU has a rotatable "plate" that gets turned from X to O (Or something like that), and the FMS gets told to shape up.
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Old 30th Sep 2017, 16:59   #7 (permalink)
 
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It is mainly "chip tuning" via the Data Entry Plug.
In addition you need a specific EEC Software and a specific FMU partnummer.
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Old 1st Oct 2017, 02:53   #8 (permalink)
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Thanks guys, very helpful.
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Old 5th Oct 2017, 15:23   #9 (permalink)
 
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If I had my own A320, i'd certainly take it to some dodgy engineering garage and get them to chip the engines to A321 power!
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Old 5th Oct 2017, 17:14   #10 (permalink)
 
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So would I, and then pay close attention to low weight takeoffs
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Old 5th Oct 2017, 19:13   #11 (permalink)
 
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Quote:
Originally Posted by giggitygiggity View Post
If I had my own A320, i'd certainly take it to some dodgy engineering garage and get them to chip the engines to A321 power!
You might be sorry if you did. There is usually a reason for limiting the max thrust to something less than the engine package is capable, and it generally relates to aircraft controllability. With underslung engines there is a pitch-up moment associated with high thrust (I suspect the FBW largely masks it on the A320, but it is surely there - ask anyone who flies 737s).
In short, you can overpower the tail, and that generally leads to a bad outcome.
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Old 12th Oct 2017, 17:44   #12 (permalink)
 
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A number of years ago I was told the A319's that operate into Paro in Bhutan were powered by A321 thrust engines.
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Old 13th Oct 2017, 00:23   #13 (permalink)

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The opposite is more true. The Paro ops are quite lightweight and need low V1 on the runway. Vmcg is the main limiting constraint, shorter A319 body not helping.
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Old 13th Oct 2017, 22:30   #14 (permalink)
 
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Druk Air's A319's seem to be listed as A319-115's.

The -115 relates to the CFM56-5B7 engine rated at 27,000lbf of thrust - Similar thrust output to the A320's I used to drive...
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Old 13th Oct 2017, 22:38   #15 (permalink)

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I stand corrected, thanks for the research I should had done before posting myself.

My memory was from an Airbus venue years ago when Druk Air pilot, an exquisite gentleman, shared their V1 policies and challenges during a cofee break with the bystanders.
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