V2527-A5 Thrust
 

Good evening pprune,

Can someone tell me how much thrust you get out of this engine? According to one site it's 24,800 and another 26,600.

So, which one is it? :}

Hello,

According to the Type Certificate Data Sheet (paragraph 6)
https://www.easa.europa.eu/certification/type-certificates/docs/engines/EASA-TCDS-E.069_International_Aero_Engines_AG_(IAE)_V2500--A5_and_V2500--D5_series_engines-02-25012013.pdf

it has a Take Off Thrust rating of 11031 daN = 24800 lbf.

I would have to re-check my notes but it's possible both figures are correct.
24,800 for take off and an extra 'bump rating' up to 26,600 when required dependant upon the date entry plug fitted.

I thought that just the V2500-A1 was equipped with the bump option?
I might be wrong though...

26,600 according to the IAE factsheet here

BP
 

You are probably correct about the bump figure on the earlier model as that was my first engine in the IAE family.

Hello ,

This is not strictly a v2500 engine question but i thought this would be an appropriate thread to post in .


Ok my question is the Flex is used for derating right . For eg i am not taking a huge load , i dont want the engines reving to their max limits so i " fool " the engine control in to thinking the outside air temperature is more so the thrust is reduced . Now what if i dial in a lower temperature ? like if the OAT is 35degrees and i put in 15 degrees .

1) will the engine control deliver a thrust that is available at 15 deg oat ? ( seems unlikely The physics of a gas turbine wont allow it.)

2) Or will may be try and fail and in the process may be cause damage to the engine ?

3) Figure out i am being stupid and give a warning may be ?

I understand each aircraft may have their own implementations but i am curious what the Airbus does and the IAE engine types.

Thanks.

No, it won't. Temperature has to be above Tref if you want to go flex.

It won't happen.

Naaahh:ok:

Flex and Derate are two different things, have different purpose and in the Airbus cannot be used together. I believe that option is available in Boeing (Derate + Assumed temp).




Flex temp cannot be lower than OAT and Tref (corner point). FADEC has ADIRS input. FLEX mode is armed only when temp inserted in MCDU is above OAT. So if you enter Flex temp lower than OAT and set thrust levers to FLX/MCT it will trigger a caution 'ENG THR LEVERS NOT SET and ask you to set TO/GA (If crew does not take any action then FADEC will automatically select TOGA thrust after 8 sec).

New aircrafts with CFM (not sure about IAE) trigger ENG SAT ABOVE FLEX TEMP if inserted value is lower than SAT/OAT before applying take off thrust.

V2527 = V2500 series rated at 27,000lbs of thrust.

Thank you guys , i understand it a lot better now :)

Have never operated the V2500 but I did ride in the MD90 a few time recently. On the last flight I was near the very back with a view of the engine inlet. I was curious if it would have the same as the JT-8D on the 727 where as the engine is spooled up for takeoff, perhaps due to low pressure, there is a rope-like moisture condensation coming from behind and outside of the engine into the inlet. It did not happen.

But it was a night flight and as reverse was applied on landing, I saw what looked like a bunch of sparks or speckles of light in the intake which lasted until reverse thrust ended. Interesting.

I do see the logic behind it, but according to the easa type certificate it is 24800? How come? Its a pretty large split between 24800 and 26600:confused:

If you look at the factsheet I linked above, you will notice that the 26,600 is an equivalent thrust at MN 0.2 - I wonder if this is the difference?

I have been searching all around the net to see what it means, but i can't get it straight no matter how hard i try.

AND

What kind of measurement are EASA using?

Enlighten me :O