A320/A321 engines
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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?
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?
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.
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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^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.
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.
In short, you can overpower the tail, and that generally leads to a bad outcome.
Only half a speed-brake
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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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...
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...
Only half a speed-brake
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.
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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