V2500 LINE AND BASE MAINTENANCE COURSE NOTES CONTENTS

PREFACE

SECTION 1 ENGINE INTRODUCTION

SECTION 2 PROPULSION SYSTEM, FIRE PROTECTION AND VENTILATION

SECTION 3 ENGINE MECHANICAL ARRANGEMENT

SECTION 4 FAN BLADE REPLACEMENT & FAN TRIM BALANCE

SECTION 5 ELECTRONIC ENGINE CONTROL

SECTION 6 POWER MANAGEMENT

SECTION 7 FUEL SYSTEM

SECTION 8 OIL SYSTEM

SECTION 9 HEAT MANAGEMENT SYSTEM

SECTION 10 COMPRESSOR AIRFLOW CONTROL SYSTEM

SECTION 11 SECONDARY AIR SYSTEMS

SECTION 12 ENGINE ANTI-ICE SYSTEM

SECTION 13 INSTRUMENTATION

SECTION 14 STARTING AND IGNITION SYSTEM

SECTION 15 THRUST REVERSE

SECTION 16 TROUBLESHOOTING
Preface
Notice to Holders
The information in this document is the property of
International Aero Engines AG and may not be copied, or
communicated to a third party, or used, for any purpose
other than that for which it is supplied without the express
written consent of International Aero Engines AG.
Whilst this information is given in good faith, based upon
the latest information available to International Aero
Engines AG, no warranty or representation is given
concerning such information, which must not be taken as
establishing any contractual or other commitment binding
International Aero Engines AG or any of its subsidiary or
associated companies.
This training manual is not an official publication and must
not be used for operating or maintaining the equipment
herein described. The official publications and manuals
must be used for those purposes: they may also be used
for up-dating the contents of the course notes.
 V2500 A1/A5 (Airbus A319/320/321)
Line & Base Maintenance Course
Time Table

Session 1 Session 2 Session 3 Session 4 Session 5

Day 1 Induction & Engine Mechanical

Introduction Propulsion System
registration Arrangement

Day 2 Engine Mechanical Arrangement Fan Maintenance

Day 3 Fan Maintenance FADEC Power Management

Day 4 Fuel System Oil System Heat Management

Day 5 Airflow Control System

 V2500 A1/A5 (Airbus A319/320/321)
Line & Base Maintenance Course
Time Table

Session 1 Session 2 Session 3 Session 4 Session 5

Day 6 Secondary Air System Anti-icing System Engine Systems Indication Starting & Ignition

Day 7 Thrust Reverser On-board Maintenance Systems & Troubleshooting

Day 8 On-board Maintenance Systems & Examination

Troubleshooting
V2500 ABBREVIATIONS
ACAC Air Cooled Air Cooler EGT Exhaust Gas Temperature
ACC Active Clearance Control EHSV Electro-hydraulic Servo Valve
ACOC Air Cooled Oil Cooler EIU Engine Interface Unit
AIDRS Air Data Inertial Reference System EIS Entered Into Service
Alt Altitude EVMS Engine Vibration Monitoring System
APU Auxiliary Power Unit EVMU Engine Vibration Monitoring Unit
AMM Aircraft Maintenance Manual EPR Engine Pressure Ratio
BDC Bottom Dead Centre ETOPS Extended Twin Engine Operations
BMC Bleed Monitoring Computer FADEC Full Authority Digital Electronic Control
BSBV Booster Stage Bleed Valve FAV Fan Air Valve
CFDIU Centralised Fault Display Interface Unit FCOC Fuel Cooled Oil Cooler
CFDS Centralised Fault Display System FCU Flight Control Unit
CL Climb FDRV Fuel Diverter and Return to Tank Valve
CNA Common Nozzle Assembly FSN Fuel Spray Nozzle
CRT Cathode Ray Tube FMGC Flight Management and Guidance Computer
DCU Directional Control Unit FMV Fuel Metering Valve
DCV Directional Control Valve FMU Fuel Metering Unit
DEP Data Entry Plug FOB Fuel On Board
DMC Display Management Computer FWC Flight Warning Computer
ECAM Electronic Centralised Aircraft Monitoring HCU Hydraulic Control Unit
ECS Environmental Control System HIV Hydraulic Isolation Valve
EEC Electronic Engine Control HEIU High Energy Ignition Unit (igniter box)
HP High Pressure MCD Magnetic Chip Detector
HPC High Pressure Compressor MCDU Multipurpose Control and Display Unit
HPT High Pressure Turbine MCLB Max Climb
HPRV High Pressure Regulating Valve MCT Max Continuous
HT High Tension (ignition lead) Mn Mach Number
IDG Integrated Drive Generator MS Micro Switch
IAE International Aero Engines NAC Nacelle
IDG Integrated Drive Generator NGV Nozzle Guide Vane
IFSD In-flight Shut Down NRV Non-Return Valve
IGV Inlet Guide Vane N1 Low Pressure system speed
lbs. Pounds N2 High Pressure system speed
LE Leading Edge OAT Outside Air Temperature
LGCIU Landing Gear and Interface Unit OGV Outlet Guide Vane
LGCU Landing Gear Control Unit OP Open
LH Left Hand OPV Over Pressure Valve
LP Low Pressure OS Overspeed
LPC Low Pressure Compressor Pamb Pressure Ambient
LPCBV Low Pressure Compressor Bleed Valve Pb Burner Pressure
LPSOV Low Pressure Shut off Valve PRSOV Pressure Regulating Shut Off Valve
LPT Low Pressure Turbine PRV Pressure Regulating Valve
LRU Line Replaceable Unit PSI Pounds Per Square Inch
LT Low Tension PSID Pounds Per Square Inch Differential
LVDT Linear Variable Differential Transducer PMA Permanent Magnet Alternator
P2 Pressure of the fan inlet UDP Uni-directionally Profiled
P2.5 Pressure of the LP compressor outlet VIGV Variable Inlet Guide Vane
P3 Pressure of the HP compressor outlet VSV Variable Stator Vane
P4.9 Pressure of the LP turbine outlet
QAD Quick Attach/Detach
SAT Static Air Temperature
SEC Spoiler Elevator Computer
STS Status
TAI Thermal Anti Ice
TAT Throttle Angle Transducer
TAP Transient Acoustic Propagation
TCT Temperature Controlling Thermostat
TDC Top Dead Centre
TE Trailing Edge
TEC Turbine Exhaust Case
TFU Transient Fuel Unit
TRA Throttle Resolver Angle
TLA Throttle Lever Angle
TLT Temperature Limiting Thermostat
TM Torque Motor
TO Take-off
TOBI Tangential out Board Injector
TX Transmitter
INTRODUCTION
 © IAE International Aero Engines AG 2000
V2500 Line and Base Maintenance Introduction

IAE V2500 Line and Base Maintenance for Engineers

This is not an Official Publication and must not be used for
operating and maintaining the equipment herein described.
The Official Publications and Manuals must be used for
these purposes.
These course notes are arranged in the sequence of
instruction adopted at the Rolls Royce Customer Training
Centre.
Considerable effort is made to ensure these notes are
clear, concise, correct and up to date. Thus reflecting
current production standard engines at the date of the last
revision.
The masters are updated continuously, but copies are
printed in economic batches. We welcome suggestions for
improvement, and although we hope there are no errors or
serious omissions please inform us if you discover any.
Telephone:
Outside the United Kingdom (+44) 1332 - 244350
Within the United Kingdom 01332 –244350

Your instructor for this course is:

Revision 2 Page 1-1

 © IAE International Aero Engines AG 2000
V2500 Line and Base Maintenance Introduction

Revision 2 Page 1-2

 © IAE International Aero Engines AG 2000
V2500 Line and Base Maintenance Introduction

IAE International Aero Engines AG (IAE)

On March 11, 1983, five of the worlds leading aerospace • Japanese Aero Engine Corporation (JAEC) - Fan and
manufacturers signed a 30 year collaboration agreement Low Pressure Compressor.
to produce an engine for the single aisle aircraft market
• Motoren Turbinen Union (MTU) - Low Pressure
with the best proven technology that each could provide.
Turbine.
The five organisations were:
• Fiat Aviazione - External Gearbox.
• Rolls Royce plc - United Kingdom.
Note: Rolls Royce have developed and introduced the
• Pratt and Whitney - USA.
wide chord fan to the V2500 engine family.
• Japanese Aero Engines Corporation.
The senior partners Rolls Royce and Pratt and Whitney
• MTU-Germany. assemble the engines at their respective plants in Derby
England and Middletown Connecticut USA.
• Fiat Aviazione -Italy.
IAE is responsible for the co-ordination of the manufacture
In December of the same year the collaboration was
and assembly of the engines. IAE is also responsible for
incorporated in Zurich, Switzerland, as IAE International
the sales, marketing and in-service support of the V2500.
Aero Engines AG, a management company established to
direct the entire program for the shareholders. Note: Fiat Aviazione have since withdrawn as a risk-
sharing partner, but still remains as a Primary Supplier.
The headquarters for IAE were set up in East Hartford,
Rolls Royce now has responsibility for all external gearbox
Connecticut, USA and the V2500 turbofan engine to power
related activity.
the 120-180 seat aircraft was launched on January 1st
1984.
Each of the shareholder companies was given the
responsibility for developing and delivering one of the five
engine modules.
They are:
• Rolls Royce plc - High Pressure Compressor.
• Pratt and Whitney – Combustion Chamber and High
Pressure Turbine.

Revision 2 Page 1-3

 © IAE International Aero Engines AG 2000
V2500 Line and Base Maintenance Introduction

Revision 2 Page 1-4

 © IAE International Aero Engines AG 2000
V2500 Line and Base Maintenance
IAE V2500 Engine/Airframe Applications
The V2500 engine has been designated the ‘V’ because
International Aero Engines (IAE) was originally a five-
nation consortium. The ‘V’ is the Roman numeral for five.
The 2500 numbering indicated the first engine type to be
released into production. This engine was rated at
25000lbs of thrust.
For ease of identification of the present and all future
variants of the V2500, IAE has introduced an engine
designation system.
• All engines possess the V2500 numbering as a generic
name.
• The first three characters of the full designation are
V25. This will identify all the engines in the family.
• The next two figures indicate the engines rated sea
level takeoff thrust.
• The following letter shows the aircrafts manufacturer.
• The last figure represents the mechanical standard of
the engine.
This system will provide a clear designation of a particular
engine, as well as a simple way of grouping engines with
similar characteristics, by name.
Revision 2
Introduction
• The designation V2500-D collectively describes all
applications for the Boeing McDonnell Douglas MD-90
aircraft.
• The V2500-A collectively describes all the applications
for the Airbus Industries aircraft.
This is irrespective of engine thrust rating.
The number given after the alpha indicates the mechanical
standard of the engine. For example;
• V2527-A5.
The only engine exempt from these idents is the current
service engine, which is already certified to the designated
V2500-A1.
There is only one standard of this engine rating and it is
utilised on the Airbus A320 aircraft.
Note:
The D5 variant is now no longer in production, however
the engine is still extensively overhauled and re-furbished.
Page 1-5
 © IAE International Aero Engines AG 2000
V2500 Line and Base Maintenance Introduction

Revision 2 Page 1-6

 © IAE International Aero Engines AG 2000
V2500 Line and Base Maintenance Introduction

THIS PAGE IS LEFT INTENTIONALLY BLANK

Revision 2 Page 1-7

 © IAE International Aero Engines AG 2000
V2500 Line and Base Maintenance Introduction

V2500- V2522- V2524- V2527- V2530- V2533- V2525- V2528-

A1 A5 A5 A5* A5 A5 D5 D5

Application A320 A319 A319 A320 A321 A321 MD-90 MD-90

Engine in May 89 Dec 97 Jun 97 Dec 93 Mar 94 Mar 97 Apr 95 Apr 95

Service

Take-off thrust 25,000 22,000 24,000 26,500 31,400 33,000 25,000 28,000
(lb)

Flat rate temp. C. 30 55 55 45 30 30 30 30

Fan diameter 63 63.5 63.5 63.5 63.5 63.5 63.5 63.5

(ins)

Bypass ratio 5.4 4.9 4.9 4.8 4.6 4.5 4.8 4.7

Cruise sfc 0.543 0.543 0.543 0.543 0.543 0.543 0.543 0.543
(lbf/lb/hr)

Powerplant wt 7,400 7,500 7,500 7,500 7,500 7,500 7,900 7,900

(lb)

C Enhanced version 27E for ‘hot and ‘high’ operators and 27M available for
corporate jet A319 application with increased ‘climb’ rate faciltiy.

ENGINE SPECIFICATIONS & APPLICATIONS OF V2500

Revision 2 Page 1-8
 © IAE International Aero Engines AG 2000
V2500 Line and Base Maintenance Introduction

Introduction to the Propulsion System

The V2500 family of engines share a common design Each fan cowl doors has two integral support struts that
feature for the propulsion system. are secured to the fan case to hold the fan cowl doors in
the open position.
The complete propulsion system comprises the engine
and the nacelle. The major components of the nacelle are C - Duct Thrust Reverser units
as follows: The ‘C’-ducts is hinged to the aircraft pylon at four
• The intake cowl. positions per ‘C’-duct and is secured in the closed position
by six latches located in five positions.
• The fan cowl doors.
The ‘C’-ducts is held in the open position by two integral
• Hinged ‘C’- ducts with integral thrust reverser units. support struts.
• Common nozzle assembly. Opening of the ‘C’-ducts allows access to the core engine.
Intake Cowl Common Nozzle Assembly (CNA)
The ‘pitot’ style inlet cowl permits the efficient intake of air The CNA exhausts both the fan stream and core engine
to the engine whilst minimising nacelle drag. gas flow through a common propulsive nozzle.
The intake cowl contains the minimum of accessories. The
two main accessories that are within the intake cowl are:
• P2/T2 probe.
• Thermal anti icing ducting and manifold.
Fan Cowl Doors
Access to the units mounted on the fan case and external
gearbox can be gained easily by opening the hinged fan
cowling doors.
The fan cowl doors are hinged to the aircraft pylon in four
positions.
There are four quick release – adjustable latches that
secure the fan cowl doors in the closed position.

Revision 2 Page 1-9

 © IAE International Aero Engines AG 2000
V2500 Line and Base Maintenance Introduction

Revision 2 Page 1-10

 © IAE International Aero Engines AG 2000
V2500 Line and Base Maintenance Introduction

Engine Three bearing assemblies support the LP system. They

The V2500 is a twin spool, axial flow, and high bypass
ratio turbofan type engine.
The engine incorporates several advanced technology
features, which include:
• Full Authority Digital Electronic Control (FADEC).
• Wide chord fan blades.
• Single crystal HP turbine blades.
• 'Powdered Metal' HP turbine disks.
• A two-piece, annular combustion system, which utilises
segmental liners.
Engine Mechanical Arrangement
The low-pressure (LP) system comprises a single stage
fan and multiple stage booster. The booster, which is
linked to the fan, has:
• A5 standard four stages.
• A1 standard three stages.
The boosters are axial flow type compressors.
A five-stage LP turbine drives the fan and booster.
The booster stage has an additional feature.
This is an annular bleed valve, which has been
incorporated to improve starting and handling.
are:
• A single ball type bearing (thrust).
• Two roller type bearings (support).
The HP system comprises of a ten-stage axial flow
compressor, which is driven by a two-stage HP turbine.
The HP compressor has variable inlet guide vanes (VIGV)
and variable stator vanes (VSV).
• The A5 standard has one stage of VIGV and three
stages of VSV’s.
• The A1 standard has one stage of VIGV and four
stages of VSV's.
The HP system utilises four bleed air valves. These valves
are designed to bleed air from the compressors so as to
improve both starting and engine operation and handling
characteristics.
Two bearing assemblies support the HP system.
• A single ball type bearing (thrust).
• A single roller type bearing (support).
The combustion system is of an annular design,
constructed with an ‘inner’ and ‘outer’ section.
There are twenty fuel spray nozzles supplying fuel to the
combustor.
The fuel is metered according to the setting of the thrust
lever or the thrust management computer via the FADEC
system.

Revision 2 Page 1-11

 © IAE International Aero Engines AG 2000
V2500 Line and Base Maintenance Introduction

Revision 2 Page 1-12

 ©IAE International Aero Engines AG 2000
V2500 Line and Base Maintenance Introduction

Engine Station Numbering

The FADEC system uses pressures and temperatures of The V2500 engine has turbine blade stage numbering as
the engine to control the various systems for satisfactory follows:
engine operation. Stages (1-2) - HP Turbine Stages.
The sampling areas are identified as stations and are Stages (3-7) - LP Turbine Stages.
common to all variants of the V2500 engine.
Engine Data
The following are the measurement stations for the V2500
engine: V2500-A1 V2527-A5
• Station 1 - Intake/Engine inlet interface. EIS May 89 Dec 93
• Station 2 - Fan inlet. Take-off thrust (lb) 25,000 26,500
• Station 2.5 – LPC Outlet Guide Vane (OGV) exit. Flat rate temp (°C) 30 45
• Station 12.5 - Fan exit/ C-Duct bypass air. Fan diameter (ins) 63 63.5
• Station 3 - HP Compressor exit. Airflow (lb/s) 792 811
• Station 4.9 - LP Turbine exit. Bypass ratio 5.4 4.8
Engine Stage Numbering Climb-pressure 35.8 32.8
ratio
The V2500 engine has compressor blade numbering as
follows: Cruise sf (lbf/lb/hr) 0.543 0.543
Stage 1 - Fan. Powerplant wt. (lb) 7400 7500
Stage 1.5 - LPC booster
Stage 2 - LPC booster.
Stage 2.3 - LPC booster (A5 Only).
Stage 2.5 - LPC booster.
Stages (3-12) - HPC Stages.
Note: The HPC is a ten-stage compressor.

Revision 2 Page 1-13

 ©IAE International Aero Engines AG 2000
V2500 Line and Base Maintenance Introduction

Revision 2 Page 1-14

End of Section