Are IAE V2500 engines still manufactured?

Yes.
Yes, they are.

Considering the KC-390 will be using two V2500 engines, I'd say some are still being produced.

Airbus still delivers new A321 aircraft with V2500 powerplants.

KarelXWB wrote:

Airbus still delivers new A321 aircraft with V2500 powerplants.

Thanks Karel, what with all the talk centering around P&W or the CFM engine with their problems, one doesn't notice or talk about the V2500 anymore.

Balerit wrote:

Are IAE V2500 engines still manufactured?

Yes.

Currently Airbus is still producing airplanes using the V2500-A5 model. Also the Embraer KC-390 will use the V2500-E5 motor. Plenty of life left in the engine.


FWIW CFM is still producing the CFM56-5B and CFM56-7B along with its new LEAP. The P-8 is currently planned to be all NGs so it will be a while before CFM moves to just LEAP motors.

deltal1011man wrote:

Balerit wrote:

Are IAE V2500 engines still manufactured?

Yes.

Currently Airbus is still producing airplanes using the V2500-A5 model. Also the Embraer KC-390 will use the V2500-E5 motor. Plenty of life left in the engine.


FWIW CFM is still producing the CFM56-5B and CFM56-7B along with its new LEAP. The P-8 is currently planned to be all NGs so it will be a while before CFM moves to just LEAP motors.

Balerit wrote:

deltal1011man wrote:

Balerit wrote:

Are IAE V2500 engines still manufactured?

Yes.

Currently Airbus is still producing airplanes using the V2500-A5 model. Also the Embraer KC-390 will use the V2500-E5 motor. Plenty of life left in the engine.


FWIW CFM is still producing the CFM56-5B and CFM56-7B along with its new LEAP. The P-8 is currently planned to be all NGs so it will be a while before CFM moves to just LEAP motors.

Yes. Military aircraft require esoteric spares in case of battle damage.

Lightsaber

Odd that this topic should come up when I just saw a note cross my desk the other day about the status of the IAE V2500...I think the fact that all of the partner companies are still active means that while the production of the engine may conclude, it could in theory, be built from spare parts if you really wanted to. But since the Embraer KC-390 will feature the engine and there is still a healthy backlog of IAE powered A320 family aircraft, I think we will be seeing this engine for a while yet.

While the CFM may be king, I can say that I prefer the IAE V2500....not that my opinion matters.

I reckon new V2500 will still be being built in over 10 years time. Maybe with mods, but still being built, and certainly spares available.

Hello and happy new year everyone !

From the outset I beg my English-speaking readers to apologize for any clumsy aeronautic formulations because I am French-speaker !! ... I join this discussion because it seems to me that, in addition to the IAE V2500, there are more widely questions about CFM56 and Leap situations.

Beyond the A320 family that remains for the moment and for some of its aircrafts equipped with this type of engine, it seems to me that the MD90 / 95 (renamed B717) are also ... Nevertheless I wonder if they are the same formats for the reactors mounted on the sides of the tail and those mounted in pods at the edges of wing attacks?

As for the CFM56 situation, it seems to me that today remain only the -5B and -7B variants on the 737 NG and the A320 ceo . I hypothesize that the production of the CFM 56 will definitely be stopped with the complete replacement of the 737NG and A320 ceo fleets through the world ... Could it be possible however for these aircrafts to be updated with Leap engines?

I still find quite limiting for customers of the 737 MAX family the unique choice of the Leap 1B engine, even if the PW1000G GTF still seems to know some sins of youth ... Why have imposed this unique engine?

A320FlyGuy wrote:

While the CFM may be king, I can say that I prefer the IAE V2500....not that my opinion matters.

Any specific reason behind the preference apart from lower noise?

Yes, it is still being produced, but...

The last V2500 was delivered from the RR Berlin-Dahlewitz line in December 2017, after having produced more than 2,200 engines there since 2006, when production was transferred from RR Derby.

This leaves PW East Hartford, CT as the only remaining assembly line, which I guess will gradually wind down to a low-rate production.

Note that MTU in Munich is a major V2500 site for producing components and MRO - does anyone know what the plans for that site are?

StereoTechque wrote:

A320FlyGuy wrote:

While the CFM may be king, I can say that I prefer the IAE V2500....not that my opinion matters.

Any specific reason behind the preference apart from lower noise?

Well, in my experience, the IAE V2500 has somewhat lower fuel consumption, but this is a bit of a trade-off as the maintenance costs are higher. In Hot and High environments, the V2500 has superior performance to the CFM56, as indicated by a lot of Asian and Middle East carriers selecting the V2500 over the CFM56.

From a performance perspective, I have flown with both the CFM56 and the IAE V2500 on the A320 and I've always found the IAE tends to respond faster to throttle demands. But, at the end of the day, it's like choosing a Ford over a Chevy - they both do a good job and each has incremental differences that may make it preferable to some operators and less desirable to others. JetBlue seems happy with their IAE V2500s and Delta likes their CFM56s, despite being a large IAE V2500 operator with their MD-90 fleet.

The -A1 version of the IAE V2500 developed a rather negative reputation early on, but like with any new engine, it has matured to become a very reliable engine.

r2rho wrote:

Yes, it is still being produced, but...

The last V2500 was delivered from the RR Berlin-Dahlewitz line in December 2017, after having produced more than 2,200 engines there since 2006, when production was transferred from RR Derby.

This leaves PW East Hartford, CT as the only remaining assembly line, which I guess will gradually wind down to a low-rate production.

Note that MTU in Munich is a major V2500 site for producing components and MRO - does anyone know what the plans for that site are?

MTU (also known as MTU Friedrichshafen) is a very major player in a wide range of power/engineering fields and I wouldn't be surprised to see that site repurposed for producing other products or components for other programs that the company is involved with. Note that MTU is a division of Rolls-Royce, so I imagine that they will be more than able to have other production responsibilities for Rolls-Royce products.

I wouldn't be surprised to see that site repurposed for producing other products or components for other programs that the company is involved with.

Yes, I could imagine the wind down of the V2500 to free up capacity for GTF ramp-up. In any case, I am not worried about MTU keeping the site busy.

Note that MTU is a division of Rolls-Royce, so I imagine that they will be more than able to have other production responsibilities for Rolls-Royce products.

Sorry but I have to correct you on that, MTU is an independent company. Perhaps you are confusing it with ITP in Spain, which is RR owned?
If anything, MTU is more aligned with PW now, as they are a major partner on all GTFs, and in addition to PW's facilities, engines are also assembled at MTU. With RR exiting the V2500 program structure, the only other program I can think of where MTU and RR are involved is the TP400 - and we all know that was more a forced "cooperation".