par Beochien Jeu 29 Jan 2009 - 3:17
Bonne nuit !
Merci Sévrien !
Je réagis un peu en essayant de trouver du factuel, et c'est pas facile, sur des événements qui ont 20 ans !
Faut reconnaître aussi que le démarrage laborieux, voire chaotique, de IAE et le V2500, produit nouveau, association nouvelle etc ... fournissaient quelques arguments à GE qui n'ont pas du s'en priver pour convaincre une Lufthansa en rogne, peut être mais un peu dans le doute quand même, pour choisir de couper la poire !!
(Juste imaginer le TP 400, avec un concurrent bien établi dans la même puissance ... mort de rire et regardant EPI et EADS se mettre des baffes )
En 1988-89 Le V2500-A1 était nouveau, et loin d'être parfait, GE/Snecma pouvaient le descendre ... assez facilement ,et peut être que sans la venue du V2500 -A5 parfaitement désigné pour les 33 000 lbs du A321, la Luft n'aurait pas plongé comme celà !
Avec le temps, le V2500 a progressé plus vite que le CFM56, et a pris progressivement sa revanche pour passer les 50 % sur les 320, et atteindre les 30 % du marché des monocouloirs , vue l'exclusivité CFMI du 737 , et l'Arrêt des MD90!
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De wikipedia !
http://en.wikipedia.org/wiki/International_Aero_Engines_V2500
Variants
V2500-A1
The original version to enter service. It has a reputation in the overhaul industry as being the "more troublesome" of the two, having a larger parts count than the newer A5 variant.
V2533-A5
A fourth booster stage was introduced into the engine basic configuration to increase core flow. This, together with a fan diameter/airflow increase, helped to increase the thrust to 33,000 lbf (147 kN) thrust, to meet the requirements of the larger Airbus A321-200.
Note ! Les versions V2500, pour 320-319 sont devenues de fait de "Dérated" du V2500-5
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Une info de Jane"s
http://www.janes.com/articles/Janes-Aero-Engines/IAE-V2500-International.html
This turbofan powers many members of the Airbus A320 familyThe V2500 engine was formally launched in January 1984, its design being based on previous work by the partners listed in the company profile. The designation reflected the original five partners (Roman V), and the design thrust of 25,000 lb. The advanced fan, with wide-chord unshrouded blades, was based on that of the Rolls-Royce 535E4, the compressor on a Rolls-Royce research programme which also led to the RB401 and RJ500 (a predecessor Rolls-Royce/Japan project), and the turbines, gearbox and Fadec on Pratt & Whitney work in conjunction with MTU, and FiatAvio (now Avio) for the accessory gearbox. FiatAvio left the consortium; Avio remains a major supplier to the consortium. Each IAE partner contributes an individual module for the V2500, an arrangement that enables each partner's engineers to concentrate on continuously refining that module. Pratt & Whitney produces the combustor and high-pressure turbine, Rolls-Royce the high-pressure compressor, JAEC the fan and low-pressure compressor and MTU the low-pressure turbine. Pratt & Whitney and Rolls-Royce assemble and test the engines at their respective facilities in Middletown, Connecticut, US, and at Dahlewitz, Germany. The headquarters' staff (based in Connecticut) is seconded from partner companies and is responsible for sales, marketing, support and administration.The first V2500 engine began testing in December 1985, with certification scheduled for April 1988. The design of the compressor was aimed at achieving a record pressure ratio and record efficiency simultaneously, and it did not deliver the promised performance. The fan
Overview
V2500-A1 For the A320, IAE supplies the complete package, including the nacelle ). Engines were first delivered to Airbus in March 1988. The first V2500-powered A320 flew on 28 July 1988, and entered service in May 1989. A 120-minutes ES approval was awarded in January 1992. In 1998 IAE announced the Phoenix package, which upgrades the hot section of V2500-A1 engines by introducing V2500-A5 technology. Phoenix changes include redesigned combustor bulkhead segments with improved coatings for longer lives, a thin 1st-stage HP-turbine outer air seal for better performance retention, and improved cooling and thermal-barrier coating on the 1st-stage HP turbine vanes (stators) for increased life. The package increases on-wing time of A1 engines by an average of 25 per cent, with better performance retention and significantly lower maintenance parts costs. The first Phoenix Standard A1 engine was delivered to America West in January 1999.
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Comme quoi, les V2500, sont arrivé à maturité vers 1998, 10 ans aprés les 1ers lancements, et continuent a évoluer avec le niveau "Select" en 2005, et "Select one" en 2008-9
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La genese vue, sans recul, par le Times en 88, ça nous rajeunis un peu !
C'est au moment ou Lufthansa négociait ses premiers A320, à travers l'histoire des moteurs CFMI/IAE objet des commentaires de ce soir !
Marrant, les analogies et critiques, presque semblables à celles du TP 400 !
--------------------- Extrait de 2 pages Le Times d'époque Mai 1988 ! -----------------------
http://www.time.com/time/magazine/article/0,9171,967312-2,00.html
The CFM56 has no real rival, because Pratt & Whitney scuttled its plans to build a similar model. The engine builder, a division of Connecticut's United Technologies, cut development plans in the 1970s under the parent company's acquisitive chairman, Harry Gray. "Instead of building this engine, Gray * bought Otis Elevator. It was a monstrous mistake," says Wolfgang Demisch, who follows the industry for the Union Bank of Switzerland. The company later suffered "a market-share erosion as severe as any I can bring to mind," said Demisch.
Four years ago, Pratt & Whitney helped form a five-nation consortium to produce a competitor to the CFM56, but that effort has been plagued by setbacks. The partnership initially claimed that the new engine, called the V2500, would be 14% more fuel efficient than its GE counterpart, but that estimate has been scaled back to 9%. Moreover, the V2500 lost a major customer in February, when West Germany's Lufthansa, citing technical flaws, canceled an order for 40 engines and turned to the CFM56. Now Pratt & Whitney is staking its comeback on its new large engine, the PW4000, for which it has won orders from Singapore Airlines and Korean Air. Says Selwyn Berson, head of the firm's commercial-engine division: "Two-thirds of the $60 billion in new sales over the next ten years will be in that segment of the market."
C'est tout pour ce soir !
Et encore j'ai élagué la moitié !
GE/Snecma tout noir, RR/P&W tout blancs , un peu manichéiste peut être !
Je vous ai fait grâce des AD par qty, et de l'avis des pilotes il y à 8-10 Ans !!
Béochien
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01/27/2009
