Paul Lewis/WASHINGTON DC
International Aero Engines (IAE) is signalling its intent to renew efforts to find additional platforms for proposed new derivative developments of the V2500 family of turbofans, including an as yet elusive application on a Boeing narrowbody aircraft. The consortium is trying to broaden its market share beyond the Airbus A320 series.
"We're looking at the current engine and its derivatives to power future versions of the A320, as well as looking to find an opportunity to break into the Boeing product line - that's one of my jobs in the next few years," says Steve Heath, IAE's recently appointed new president.
With the halt in production of the Boeing MD-90, the A320 series is the sole application for the V2500, for which it must compete against the CFM International CFM56-5 engine. IAE claims an 84% share of the Airbus narrowbody aircraft sold in the year to date, but its total accumulative share has ranged as low as 46%. The company forecasts a requirement for up to 12,000 twin-engine A320 and Boeing 737 size aircraft through to 2019. "This is a tremendous market over the next 20 years. The best I can do is maybe 50% of only 50% of the market. A quarter of a 24,000 engine market is not enough for us," says Heath.
IAE has two new engine derivatives under study. The V2500-A5+ is intended to improve the existing 33,000lb-thrust (147kN) engine's specific fuel consumption through component changes to the high pressure compressor and low pressure turbine, such as three dimensional aerofoils. The more ambitious V2500-A7 would grow the engine's thrust into the 35-40,000lb-thrust range through the adoption of a wider fan and possibly swept blades. Other proposed enhancements include the Talon low nitrogen oxides emissions combustor, a new gearbox, active noise control and blisks and blings components.
Both proposed developments are subject to IAE being able to identify a viable business case based on either the need to increase the A320 families' payload/range performance or a new platform application. The -A7 ultimately would also require US and European Union regulatory approval as it breaches the 33,000lb-thrust limit agreed by the consortium.
The Boeing 737 Next Generation is exclusively powered by the CFM56-7. Heath says: "It's difficult for us to have a conversation with them right now about putting the V2500 on the 737. We may have to drive through enough product improvements in the V2500 to make the A320 so competitive that Boeing is forced to do something else."
Source: Flight International
