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V2500 A1 & A5/D5
Familiarization
Technical Training
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V2500 Familiarization - 1 -
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Technical Training
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V2500 Familiarization - 2 -
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This publication is for training purposes only.
For authorized maintenance practices and specifications consult the appropriate maintenance publications.
These course notes were compiled using following document.
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Contents
Section 1
Introduction
Section 2
Mechanical Arrangement
23
Section 3
The Modules
37
Modular Construction
38
Module 31 – LP Compressor (Fan)
40
Module 32 – Intermediate Module
44
Module 40 – HP Compressor
46
Section 4
Section 5
Technical Training
5
Combustion Section
54
HP Turbine
58
Module 50 – LP Turbine
62
Module 60 – External Gearbox
66
Combined Drains
72
Engine Mounts
76
Appendix
Air Off-Takes
Glossary of Abbreviations
Illustrations
79
80
81
87
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Introduction
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lAE International Aero Engines AG
On March 11, 1983, five of the world’s leading aerospace
manufacturers signed a 30-years’ collaboration agreement to
produce an engine for the single isle aircraft market with the
best proven technology that each could provide. The five
were:
Each of the share holder companies were given the
responsibility for developing and delivering one of the five
engine modules. They are:
•Rolls Royce plc - high pressure compressor.
•Rolls Royce plc-United Kingdom.
•Pratt and Whitney - combustor and high pressure
turbine.
•Pratt and Whitney-USA.
•JAEC - fan and low pressure compressor.
•Japanese Aero Engines corp-Japan.
•MTU - low pressure turbine.
•MTU-Germany.
•Fiat Avio - external gearbox.
•Fiat Avio-Italy (1996 withdrawn as a partner).
In December of the same year the collaboration was
incorporated in Zurich, Switzerland, as IAE International Aero
Engines AG, a management company established to direct
the entire program for the shareholders.
The engines are assembled by the major partners Rolls
Royce and Pratt and Whitney. IAE is responsible for the
coordination of the manufacture and assembly of the
engines. IAE is also responsible for the sales, marketing and
in-service support of the V2500.
To find a name for the engine IAE combined the Roman
numeral V representing the original five partners and the
number 2500 as an abbreviation of the initial engine’s
maximum thrust of 25000 lbs.
The headquarters for IAE were set up in East Hartford,
Connecticut, USA and the V2500 turbofan engine to power
the 120-180 seat aircraft was launched on January 1st 1984.
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IAE V2500 Engine - the responsibility
JAEC – Fan and Low Pressure Compressor
Pratt & Whitney – Combustor and High Pressure Turbine
MTU – Low Pressure Turbine
Rolls-Royce – High Pressure Compressor
Fiat Avio – External Gearbox
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Engine/Airframe Applications
EIS: Entry into service
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Propulsion Unit Data (A1/A5)
The engine was first certified in June 1988 and entered
airline service in May 1989. The A1 version powers the A320,
the A5 powers the A319/A320/A321 aircrafts.
The V2500 engine is an advanced technology aircraft
propulsion unit designed primarily for the 150 seat, short to
medium range aircraft.
Engine
V2500-A1
V2524-A5
V2527-A5
V2530-A5
V2533-A5
Application
A320-200
A319
A320-200
A321-100
A321-200
25,000*
23,500
26,800
31,400
33,000
55
55
45
30
30
Fan tip diameter in (cm)
63 (160)
63.5 (161)
63,5 (161)
63.5(161)
63.5(161)
Bare engine length in (cm)
126 (320)
126 (320)
126 (320)
126 (320)
126 (320)
Bypass ratio
5.4:1
4.9:1
4.8:1
4.6:1
4.5:1
Overall Pressure Ratio (TO)
29.7:1
26.5:1
27.4:1
31.6:1
33.4:1
Mass Flow lb/s
783 lbs
784 lbs
805 lbs
856 lbs
872 lbs
0.543
0.543
0.543
0.543
0.545
Take-off rating (lb)
(equivalent 0.2 Mn)
Flat rate temperature (°C)
Min. cruise SFC
(Mach 0.76, 35,000 ft, ideal)
*additional thrust capacity available
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Propulsion Unit
Gas Path
All the air entering the engine passes through the inlet cowl
to the fan. At the fan exit the air stream divides into two
flows:
•the core engine flow
•the by-pass flow
Core Engine Flow
The core engine flow passes through the fixed inlet guide
vanes to the L.P. Compressor which consists of 3 stages on
the -A1 and 4 stages on the -A5, then to the H.P,
Compressor, the combustion section and the H.P. & L.P.
turbines and finally exhausts into the C.N.A.
By-pass Flow
The fan exhaust air (cold stream) entering the by-pass duct
passes through the fan outlet guide vanes and flows along
the by-pass duct to exhaust into the C.N.A.
Common Nozzle Assembly (C.N.A.)
The core engine 'hot' exhaust and the 'cool' by-pass flow are
'mixed' in the C.N.A. before passing through the single
propelling nozzle into the atmosphere.
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Propulsion Unit Outline (A1 & A5)
FAN
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Propulsion Unit Outline (D5)
COMMON NOZZLE
ASSEMBLY
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C-Duct Overview (D5)
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Engine Mark Numbers
For easy identification of the present and all future variants of
the V2500, International Aero Engines has introduced a new
engine designation system. All engines will retain V2500 as
their generic name.
The only exception is the original and current service engine,
which, having already been certified, will retain the original
and current designation V2500-A1.
The first three characters of the full designation are V25,
identifying each engine as a V2500.
The next two figures indicate the engines rated sea-level
takeoff thrust.
The following letter shows the aircraft 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, by name, engines
with similar characteristics.
•The designation V2500-D collectively describes all
engines for McDonnell Douglas applications and V2500-A
all engines for Airbus Industries.
•Similarly, V2500-5 describes all engines built to the -5
mechanical standard, irrespective of airframe
application.
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V2500 Series
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Introduction
The V2500 is a twin spool, axial flow, high bypass ratio
turbofan type engine. The engine incorporates several
advanced technology features which include:
•Full Authority Digital Engine Control (FADEC).
•Wide chord fan blades.
•Single crystal HP turbine blades.
•'Powdered Metal' HP turbine discs.
•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. The fan and
booster are driven by a five stage LP turbine. The booster
stage has an annular bleed valve which has been
incorporated to improve starting and handling.
Technical Training
The LP spool speed is indicated as N1 (%). The LP system is
supported by three bearing assemblies.
•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 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 VSVs.
•The A1 standard has one stage of VIGV
and four stages of VSVs.
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.
The HP spool speed is indicated as N2 (%). The HP system is
supported by two bearing assemblies.
•A single ball type bearing (thrust).
•A single roller type bearing (support).
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Introduction (cont.)
Lubrication
Full authority digital electronic control (FADEC)
The lubrication system is a self-contained, re-circulatory, full
flow (unregulated pressure) system. Primary oil cooling is
achieved by a fuel/oil heat exchanger located in the LP fuel
system. Additional cooling, as required, is provided by an
air/oil heat exchanger.
The heart of the FADEC is the Electronic Engine Control
(EEC). The EEC receives rotor speed, pressure and
temperature signals from the engine. The EEC uses these
parameters along with aircraft inputs to command outputs to
engine mounted actuators to provide control of:
Engine active clearance control (ACC) turbine
Active clearance control (ACC) is used on both the LP and HP
turbine casings. This system uses cool air taken from the fan
duct.
Engine air bleeds
Engine air bleed is utilised for:
•Aircraft systems.
•Compressor stability system.
•HP and LP turbine active clearance control.
•7th stage bleed-air (de-ice)
•10th stage 'make up' cooling air (turbine cooling).
•Air cooled air cooler ('buffer' air).
•Air cooled oil cooler.
•Customer Services Bleed.
•Engine fuel flow.
•Automatic engine starting.
•Compressor airflow control system.
•Heat Management system.
•10th stage make up air system.
•Thrust reverser.
The EEC also provides protection for:
•N1 overspeed.
•N2 overspeed.
•Engine surge.
HP compressor stage 7 and stage 10 bleeds are available for
aircraft services.
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Engine stations and stage numbering
Engine stations
Engine stage numbering
The following are the measurement stations for the V2500
engine:
Compressor blade numbering:
•Stage 1
Fan.
•Station 1
Intake/Engine inlet interface.
•Stage 1.5
LPC booster.
•Station 2
Fan inlet.
•Stage 2
LPC booster.
•Station 2.5
LPC OGV exit.
•Stage 2.3
LPC booster (A5 Only).
•Station 12.5
Fan exit.
•Stage 2.5
LPC booster.
•Station 3
HP Compressor exit.
•Station 4
Combustion section exit.
•Station 4.5
HP Turbine exit.
•Stages (3-12) HPC Stages.
(Note: The HPC is a ten stage
compressor)
•Station 4.9
LP Turbine exit.
Technical Training
The V2500 engine has turbine blade numbering as follows:
•Stages (1-2)
HP Turbine Stages.
•Stages (3-7)
LP Turbine Stages.
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Engine stations and stage numbering
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Sensed signals
Engine Signals
Power
The following pressure, temperature and rpm signals are
sensed (or derived) by the Electronic Engine Control (EEC) for
power setting systems scheduling and trend monitoring.
Engine power above idle is controlled and set to an Engine
Pressure Ratio (EPR), which is a ratio of P4.9:P2
Temperature
•P2
Fan inlet pressure.
•T2
Fan inlet temperature.
•P2.5
LP Compressor Delivery Pressure.
Trend Monitoring
•T2.5
LP Compressor Delivery Temperature.
Trend Monitoring uses signals of P12.5, T2.5 and T3.
Note: Stations 4 & 4.5 are not sensed.
•P3 (or Pb) Pressure at the Burner.
•T3
HP Compressor delivery temperature.
•P4.9
LP Turbine Outlet Pressure.
•T4.9
LP Turbine Outlet Temperature.
•P12.5
Fan Exit Pressure.
•N1
Measured.
•N2
Derived.
Exhaust Gas Temperature (EGT) is T4.9.
.
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Engine Dimensions and Pressure/Temperature Map
PT PSIA
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Engine Flange Identification
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Mechanical Arrangement
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Engine - General Arrangement
The engine is an axial flow, high by-pass ratio, twin spool
turbo fan.
L.P. System
Four stage L.P. compressor - comprising:
•1 Fan stage
L.P. Compressor consisting of 4 stages (A1: 3 stages)
Gearbox
Radial drive via a tower shaft from H.P. Compressor shaft to
fan case mounted angle and main gearboxes.
Gearbox provides mountings and drive for all engine driven
accessories and the pneumatic starter motor.
driven by:
•Five stage L.P. Turbine
H.P. System
•Ten-stage axial flow compressor driven by a 2 stage axial
flow H.P. Turbine.
•Variable angle inlet guide vanes.
Variable stator vanes ( 3 stages A5, 4 stages A1).
Handling bleed valves at stage 7 and 10.
Customer service bleeds at stage 7 and 10
Combustion System
•Annular, two piece, with 20 fuel spray nozzles.
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Engine - General Arrangement
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Engine Main Bearings
The main bearing arrangement and the bearing numbering
system is shown below.
The 5 bearings are located in 3 bearing compartments:
•The Front Bearing Compartment, located at the centre of
the Intermediate Case, houses No 1,2 & 3 bearings.
The Centre Bearing Compartment located in the
diffuser/combustor case houses the No 4 Bearing.
The Rear Bearing Compartment located in the Turbine
Exhaust Case houses the No 5 Bearing.
No 1 Bearing
No 3 Bearing
•H.P. shaft axial location bearing.
Radial support for the front of the H.P.shaft.
Takes the thrust loads of the H.P. shaft.
Single track ball bearing.
Mounted in a hydraulic damper, which is centred by a
series of rod springs (squirrel cage).
No 4 Bearing
•Radial support for turbine end of H.P. shaft.
Single track roller bearing.
No 5 Bearing
•Shaft axial location bearing.
Takes the thrust loads of the L.P. shaft.
Single track ball bearing.
•Radial support for the turbine end of the L.P. shaft.
Single track roller bearing.
Squeeze film oil damping.
No 2 Bearing
Radial support for the front of the L.P.turbine shaft.
Single track roller bearing utilising "squeeze film" oil
damping.
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Engine - Main Bearings
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Front Bearing Compartment - A1
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Front Bearing Compartment - A5
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Front Bearing Compartment
The No 1, 2 and 3 bearings are located in the front bearing
compartment which is at the centre of the intermediate
module (32).
The compartment is sealed using air supported carbon seals,
brush seals (A1), and an oil filled (Hydraulic) seal between the
two shafts. This seal is supported by 8th stage air.
To achieve adequate pressure drops across the seals ( to
ensure satisfactory sealing) the compartment is vented by an
external tube to the de-oiler.
Gearbox Drive
The HP Stubshaft, which is located axially by the Number 3
Bearing, has at it's front end a bevel drive gear which, through
the 'Tower Shaft' provides the drive for the Main Accessory
Gearbox.
The HP Stubshaft separates from the HP Compressor Module
at the 'Curvic Coupling' and remains as part of the
Intermediate Module.
No. 2 & No. 3 Bearing Arrangement
The drawing below shows details of the Number 2 and
Number 3 Bearings.
A Phonic Wheel (1) is fitted to the LP Stub Shaft, this interacts
with speed probes to provide LP Shaft speed signals (N1) to
the Engine Electronic Control (EEC) (see section 11 -- Engine
Indicating). A speed signal is also sent to the Engine Vibration
Monitoring Unit (EVMU) Which is located in the Aircraft
Avionics Compartment.
The Hydraulic Seal (6) prevents oil leakage from the
compartment passing rearwards between the H.P. and L.P.
shafts.
The Number 3 Bearing is hydraulically damped. The outer
race is supported by a series of eighteen spring rods (14)
which allow some slight radial movement of the bearing. The
bearing is centralised by rods and any radial movement is
damped by oil pressure fed to an hydraulic damper (12)
around the bearing outer race housing.
The gearbox gear (8) is splined onto the H.P. shaft and
retained by the Number 3 Bearing Nut (7).
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No. 2 & No. 3 Bearing Arrangement
post SB 72-0462
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Centre (No. 4) Bearing Compartment
The No 4 bearing compartment is situated in a
high temperature, high pressure environment at
the centre of the combustion section.
The bearing compartment is shielded from
radiated heat by a heat shield and air.
This supply of cooled air (called 'buffer air') is
admitted to the space between the chamber and
first heat shield.
The buffer air is exhausted from the cooling
spaces close to the upstream side of the carbon
seals, creating an area of cooler air from which
the seal leakage is obtained. This results in an
acceptable temperature of the air leaking into the
bearing compartment.
Restrictors at the outlet from the cooling
passages control buffer airflow rates.
The bearing compartment internal pressure level
is determined by the area of the variable
scavenge valve. (Called No 4 bearing scavenge
valve and described in the oil system). This valve
acts as a variable flow restrictor in the
compartment vent line.
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Centre (No. 4) Bearing Compartment
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Rear (No.5) Bearing Compartment
The rear bearing compartment is located at the centre of the
L.P. turbine module (module 50) and houses the No 5 bearing
which supports the L.P. turbine rotor.
An air supported (Stage 8) carbon seal seals the
compartment at the front end. At the rear there is a simple
cover plate, with a furon seal, secured by 12 (early A1) or 13
(A1/A5) bolts. Inside the LP shaft there is a small disc type
plug with a furon seal, secured by a double helix spring clip.
There are no air or oil flows down the LP shaft.
Separate venting is not necessary for this compartment
because with only one carbon seal, the airflow induced by the
scavenge pump provides the required pressure drop across
the seal.
The compartment is covered by an insulating heat shield.
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Rear Bearing Compartment
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The Modules
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Modular Construction
Modular construction has the following advantages:
Module Designation
•lower overall maintenance costs
maximum life achieved for each module
reduced turn-around time for engine repair
reduced spare engine holdings
ease of transportation and storage
rapid module change with minimum ground running
easy hot-section inspection
vertical/horizontal assembly/disassembly
split engine transportation
compressors/turbines are balanced independently
Technical Training
No.
31
32
40
50
60
Module
Fan
Intermediate
HP System
- 41 HP Compressor
- 45 HP Turbine
LP Turbine
External gearbox
Note:
The module numbers refer to the ATA chapter reference
for that module.
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Engine Modules
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Module 31 - LP Compressor (Fan)
Module 31 (Fan Module) is the complete fan assembly and
comprises:
•22 hollow fan blades
22 annulus fillers
the fan disc
the front and rear blade retaining rings
The nose cone and fairing smooth the airflow into the fan.
These parts are non-modular and are independently
balanced.
The blades are retained in the disc radially by the dovetail
root.
The front and rear blade retaining rings provide axial
retention. Blade removal/replacement is easily achieved by
removing the front blade retaining ring and sliding the blades
along the dovetail slot in the disc.
The fan inner annulus is formed by the 22 annulus fillers
fitted between the fan blades and attached to the front &
rear blade retaining rings.
The fan disc is located on the LP stub shaft by a curvic
coupling, the two halves are bolted together. This transmits
the drive from the turbine to the fan. A correlation mark on
the rear of the fan disc is aligned with correlation marks on
the stub shaft during fitment of the fan module.
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Module 31 - LP Compressor (Fan)
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Fan Blade Annulus Filler
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LP Compressor (Fan) Blade Retaining Ring
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Module 32 - Intermediate Module
LP Compressor
The LP compressor/Intermediate case module has four
functions:
•to support the fan rotor by the fan frame
•to support the internal gearbox and power take-off shaft.
•to compress the air in the LP compressor
•to transfer thrust to A/C pylon
The LP compressor is a three- (A1) or four stage (A5) axial
flow compressor, attached to and driven by the LP stub shaft.
The blades have dovetail blade roots and are installed into
axial dovetail slots in the compressor drum and retained
axially by lock plates.
Fan Case
Fan Exit Guide Vanes
The fan case is installed on the 10 outer struts of the fan
frame. The front flange of the fan case has attachment
features for the inlet cowl. The fan case has a number of
flanges to install the gearbox and other engine accessory
units. A annular hook is formed on the inner surface of the
fan case, at the front end of the attrition lining, to prevent an
uncontained failure in the unlikely event of a fan blade
failure.
The 60 fan exit guide vanes (FEGV's) are assembled in 20
segments, each with 3 vanes, and fitted between the fan
case and the intermediate case.
Linings and panels are attached to the inner surface of the
fan case and consist of:
•front attrition lining
•ice impact resistance panel
•rear acoustic lining
•fan case rear panels installed between the fan case and
10 outer struts of the fan frame
Technical Training
Fan Frame (Intermediate Case)
The fan frame is a welded structure consisting of an annular
torsion box with 10 inner and 10 outer struts welded to it.
The fan frame supports the following:
•the fan case
•the LP compressor vane assemblies and front fairing.
•the HP compressor front case
•No.1 bearing support assembly
•No.3 bearing, internal gearbox and support assembly.
•PTO shaft bearing and support and shaft seal tube.
•Attachment for the forward engine mount.
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Module 32 - Intermediate Module
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H.P. Compressor
Description
Stator case
The HP compressor assembly is a 10 stage axial flow
compressor. It has a rotor assembly and stator case. The
compressor stages are numbered from the front, the first
stage is stage 3. Airflow through the compressor is controlled
by variable inlet guide vanes (VIGV), variable stator vanes
(VSV) and bleed valves.
The HP compressor stator case has two primary subassemblies, the HP compressor front and rear cases.
The rotor assembly has five sub-assemblies
•Stages 3 to 8 HP compressor disks
•A vortex reducer ring.
•Stages 9 to 12 HP compressor disks
•The HP compressor shaft.
•The HP compressor rotating air seal.
The five sub-assemblies are bolted together to make the
rotor. The compressor blades in stages 3 to 5 are attached to
the compressor disks in axial dovetail slots and secured by
lockplates. The stages 6 to 12 compressor blades are
installed in slots around the circumference of the disks
through an loading slot, lock blades, lock nuts and jack
screws hold the blades in position.
Technical Training
The HP compressor front case assembly has two split cases
bolted together along the engine horizontal centre line. The
front case assembly contains the VIGVs, the stages 3 to 5
VSVs and the stage 6 stator vanes (A5). HP compressors of
A1 versions incorporate stage 3 to 6 VSV´s. The lower case
provides a mounting for the VIGV and VSV actuator. The front
case assembly is bolted to the intermediate case and to the
rear outer case.
The HP compressor rear case assembly has five inner ring
cases and an outer case. Flanges on the inner cases form
annular manifolds, which provide stages 7 and 10 air offtakes. The five inner cases are bolted together, with the front
support cone bolted to the stage 7 case and the stage 11
case bolted to the rear outer case. The five inner cases
contain the stages 7 to 11 fixed stator vanes. The rear outer
case is bolted to the diffuser case and to the rear flange of
the HP compressor front case.
In the compressor cases, access is provided for borescope
inspection of the compressor blades and stator vanes
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Module 40 - HP System
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H.P. Compressor
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H.P. Compressor (cont.)
Compressor Drums (rotor)
The rotor assembly consists of two main parts:
the stage 3 to 8 drum
the stage 9 to 12 drum
The two rotor drums are bolted together with a vortex reducer
installed between the 8 and 9 stages.
The vortex reducer straightens the stage 8 air flow, which
passes to the centre of the engine for internal cooling and
sealing.
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H.P. Compressor Drums
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H.P. Compressor (cont.)
Compressor blades
The compressor blades in stages 3 to 5 are attached to the
discs in axial dovetail slots and secured by lock plates.
Rubber strips bonded to the underside of the platform seal
the gaps between the blades.
The stages 6 to 12 are installed in a circumferential slot
around the discs. Each disc has one axial loading slot to
enable the blades to be installed into the disc.
Four lock blades are installed on each disc, two on each side
of the loading slot, which are locked by lock-nuts and lock
screws.
Technical Training
For training purposes only
V2500 Familiarization - 52 -
MTU Maintenance Hannover
H.P. Compressor Blades
Technical Training
For training purposes only
V2500 Familiarization - 53 -
MTU Maintenance Hannover
Combustion Section
The combustion section includes the diffuser section, the
combustion inner and outer liners, and the No 4 bearing
assembly.
Diffuser Casing
The diffuser section is the primary structural part of the
combustion section.
The diffuser section has 20 mounting pads for the installation
of the fuel spray nozzles. It also has two mounting pads for
the two igniter plugs.
Combustion Liner
The inner and outer liners form the combustion liner.
The outer liner is located by five locating pins which go
through the diffuser casing.
The inner combustion liner is attached to the turbine nozzle
guide vane assembly.
The inner and outer liners are manufactured from sheet metal
with 100 separate liner segments attached to the inner
surface (50 per inner and outer liner). The segments can be
replaced independently during engine overhaul.
Technical Training
For training purposes only
V2500 Familiarization - 54 -
MTU Maintenance Hannover
Combustion Section
Technical Training
For training purposes only
V2500 Familiarization - 55 -
MTU Maintenance Hannover
Combustion Section (cont.)
The drawing below shows the arrangement of the diffuser
casing and the inner and outer combustion liners, the No1
NGVs, and the TOBI (Tangential Out Board Injector).
•Also shown is the No 4 bearing support assembly.
•The primary parts of the Stage 1 Turbine Nozzle
Assembly
•The Stage 1 HPT Vane Cluster Assemblies
•The Stage 1 HPT Cooling Duct Assembly
•The Combustion Chamber Inner Liner
Operation
The ring of vanes makes a series of nozzles which increases
the velocity of the gases from the combustion chamber. The
vanes point the gases onto the stage 1 turbine blades at the
correct angle.
The internal vane baffles and airfoil cooling holes permit
relatively cool air from the diffuser case to go through the
vane and over the external airfoil to decrease metal
temperature. Sheet-metal seals between adjacent vane
platforms decrease leakage of the cool air.
The stage 1 turbine nozzle assembly has 40 air-cooled vanes,
made of cobalt alloy. The vanes are attached to the stage 1
HPT cooling duct assembly with bolts.
The stage 1 has 40 vanes, each hollow vane has internal
baffles and cooling holes in the airfoil. Vane airfoils also have
a heat-resistant coating.
The stage 1 vanes are held in position by the stage 1 HPT
cooling duct assembly. The duct is installed on the rear-inner
flange of the diffuser case.
Technical Training
For training purposes only
V2500 Familiarization - 56 -
MTU Maintenance Hannover
Combustion Section (cont.)
Technical Training
For training purposes only
V2500 Familiarization - 57 -
MTU Maintenance Hannover
H.P. Turbine
The primary parts of the stage 1 rotor assembly are:
Description
The HP turbine rotor and stator assembly uses the energy of
the combustion gases to supply movement to the HP
compressor.
All of the HPT airfoils are cooled by airflow. The stage 1 HPT
blades and vanes are cooled by the HPC discharge air, the
stage 2 HPT blades and vanes are cooled by 10th stage air
The primary parts of the HP turbine rotor and stator
assembly, are:
•The HP Turbine Rotor Assemblies (Stage 1 and Stage 2)
•The HP Turbine Case and Vane Assembly
Rotor Assembly
The HP turbine rotor assemblies are two stages of turbine
hubs with single-crystal, nickel-alloy blades. The two-hub
configuration makes a bolt flange between the hubs
unnecessary. This decreases the weight and enables faster
engine assembly.
The blades have airfoils with high strength and resistance to
creep. Satisfactory blade tip clearances are supplied by active
clearance control (ACC) to cool the case with fan air.
Technical Training
•Stage 1 Turbine Hub
Inner and Outer HPT Air Seals
64 Blades
Stage 2 HPT Air Seal
The primary parts of the stage 2 rotor assembly are:
•Stage 2 Turbine Hub
72 Blades
Stage 2 Blade Retaining Plate
The inner and outer HPT air seals are installed on the front of
the stage 1 hub. The stage 1 blades are installed in slots on
the hub. On the front side the blades are held by the outer
HPT air seal. The stage 2 HPT air seal is installed on the rear
of the stage 1 hub. This air seal holds the stage 1 blades on
the rear side.
The stage 2 turbine hub is installed behind the stage 1 hub
and the stage 2 HPT air seal. Stage 2 blades are installed in
slots in the hub. On the front side the blades are held by the
stage 2 HPT air seal. On the rear side the blades are held by
the stage 2 blade retaining plate.
For training purposes only
V2500 Familiarization - 58 -
MTU Maintenance Hannover
H.P. Turbine assembly
Technical Training
For training purposes only
V2500 Familiarization - 59 -
MTU Maintenance Hannover
H.P. Turbine
Turbine case and vane assembly
The primary parts of the HP turbine case and vane assembly,
are:
•HP Turbine Case Assembly
HPT Duct Support Set (Stage 1)
Stage 1 and 2 HPT Duct Segments
Stage 2 HPT Ring Segment and Vane Cluster
Stage 2 HPT Duct Support Stage
2 HPT Support Assembly
The stage 1 HPT duct support set holds the stage 1 HPT duct
segments in position at the front side. The rear side of the
duct segments is held by the vane clusters.
The stage 2 HPT duct segments at the front side are held in
position by the vanes. Two supports hold the vanes and duct
segments at the rear.
The abradable duct segments and abrasive blade tips, along
with active clearance control (ACC) keep tight blade tip
clearances for better performance. The abrasive/abradable
system makes tight clearances because the parts are
permitted to rub. The abrasive decreases blade tip wear
during rub. Active clearance control (ACC) tubes around the
turbine case supply fan discharge air to cool the surface of
the case during climb and cruise-power operation. This results
in shrinkage of the case and decreased blade tip clearances.
Technical Training
The turbine case has internal flanges to hold the vane clusters
and the stage 1 HPT duct support set.
The stage 1 and 2 HPT duct segments have an abradable
ceramic coating. They are assembled in sets for each stage.
Sheet-metal seals are installed between the segments.
The stage 2 air-cooled vanes are assembled in clusters of two
vanes. Segmented honeycomb air sealing rings on the vane
inner shrouds are in alignment with knife-edges of the stage 2
HPT air seal. The vanes are installed into flanges inside the
case. Segmented sheet-metal seals are installed between
adjacent clusters.
The stage 2 vane clusters are cooled by stage 10 compressor
air. Air flows into the case, through the center of each vane,
and then out into the turbine area and the gas-path. Some of
this air is used for cooling the stage 2 HPT air seal.
For training purposes only
V2500 Familiarization - 60 -
MTU Maintenance Hannover
H.P. Turbine Case and Vane Assembly
Technical Training
For training purposes only
V2500 Familiarization - 61 -
MTU Maintenance Hannover
Module 50 - L.P. Turbine
The five stage LP turbine extracts energy from the gas
stream to provide the rotational drive for the LP compressor
and fan.
The four principal elements of the LP Turbine Module are:
•LP Turbine case, vanes and static seals
Five stage LP Turbine rotor
LP Turbine shaft
Turbine exhaust case
Axial positioning of the LP turbine rotor assembly is achieved
by selection of an appropriate adjusting washer fitted at the
front end, between the LP turbine shaft and the LP
compressor stub shaft.
The five LPT disks are made from highly heat resistant nickel
alloy. The LPT blades are also made from nickel alloy and are
attached to the disks by fir-tree roots. The blades are held in
axial position on the disk by the rotating air seals (knife edge)
and blade lugs.
Seal clearance and LP turbine case thermal expansion are
controlled by an external Active Clearance Control (ACC)
system. The ACC system uses fan discharge air which is
directed externally to the LP turbine case via the eight ACC
tubes.
Technical Training
Two borescope ports are provided on the case, one an each
side. These ports enable inspection of the LP turbine
(stage 3) rotor blades and also stage 2 HP turbine rotor
blades (rear side). Each port is sealed by a plug which
incorporates features to prevent incorrect installation.
The LP turbine shaft is supported at the front by No.2 bearing
and at the rear by No.5 bearing.
The turbine exhaust case serves to straighten the gas flow,
provides structural support for the No.5 bearing and
incorporates the rear engine mount lug. The struts
incorporate provision to sense exhaust gas temperature T4.9,
and pressure, P4.9.
For training purposes only
V2500 Familiarization - 62 -
MTU Maintenance Hannover
Low Pressure Turbine Module
Technical Training
For training purposes only
V2500 Familiarization - 63 -
MTU Maintenance Hannover
L.P. Turbine (cont.)
The turbine blades are installed in axial dovetail slots of the
fir-tree root type. The blades are held in position on the disks
by the rear edges of the air seals. The LPT blades are solid
and have inner platforms. These are extended axially to
provide effective gas-path sealing. Stage 3 and 4 turbine
blades have an aluminized coating, the remaining turbine
blades are uncoated. The outer shroud seals of the turbine
blades have interlocking hard faced notches which prevent
vibration.
Rotating air seals are balanced by the removal of material. All
rotor blades are moment weighted. Assembled disks are
balanced by blade selection.
The LPT module has air seals. The air seals have a static part
and a rotating part. The outer shroud seal segments form the
static part. The fin edges form the rotating part.
All LPT blade stages have double knife-edge seals on the
outer diameter. They form a ring seal around the outer
diameter of LPT blades.
Rotating air seals are attached to the forward flange of the
LPT disk and make a seal ring between each rotor and stator
stage.
The LPT stator vanes are made of nickel alloy and are
assembled in clusters of three vanes. They are installed on
internal flanges in the LPT case. They are held in position on
the flanges by the outside diameter shroud seal segments
which are located between the stator stages.
The clusters of vanes are assembled between the front and
rear buttress flanges. The rear vane roots have hooks that
engage into the LPT case slots. The inner vane diameter has
brazed-in shroud seal segments which will tolerate the
rubbing of the rotating air seals.
Technical Training
For training purposes only
V2500 Familiarization - 64 -
MTU Maintenance Hannover
Low Pressure Turbine Stages
Technical Training
For training purposes only
V2500 Familiarization - 65 -
MTU Maintenance Hannover
Module 60 - External Gearbox
The gearbox assembly transmits power from the engine to
provide drives for the accessories mounted on the gearbox
front and rear faces. During engine starting the gearbox also
transmits power from the pneumatic starter motor to the
engine.
The gearbox also provides a means of hand cranking the H.P.
rotor for maintenance operations.
Front Face Mount Pads
•De-oiler
Pneumatic starter
Dedicated generator
Hydraulic Pump
Oil Pressure pump
Rear Face Mount Pads
Location
The gearbox is mounted by 4 flexible links to the bottom of
the fan case.
•main gearbox 3 links
angle gearbox 1 link
•Fuel pumps (and Fuel metering Unit - FMU)
Oil scavenge pumps unit
Integrated Drive Generator (I.D.G.)
Type
Cast aluminium housing.
Features
•individually replaceable drive units
magnetic chip detectors
main gearbox (2 magnetic chip detectors)
angle gearbox (1 magnetic chip detector)
Technical Training
For training purposes only
V2500 Familiarization - 66 -
MTU Maintenance Hannover
Angle and Main Gearbox
Technical Training
For training purposes only
V2500 Familiarization - 67 -
MTU Maintenance Hannover
Module 60 - External Gearbox (cont.)
The external gearbox is a modular unit. It has two primary
sub-assemblies:
•Main gearbox
Angle gearbox
The external gearbox is installed at the bottom of the
intermediate case module. Four flexible support links, three
on the main gearbox and one on the angle gearbox support,
attach the external gearbox to the intermediate case flanges.
The links have spherical bearings at each end to permit any
necessary mount flexibility.
Main gearbox
The main gearbox is installed forward of the angle gearbox. It
is attached to the angle gearbox by an angle gearbox support
and to the intermediate case flange by three joint links. The
angle gearbox support is a casting, housing the layshaft and it
rigidly connects the angle gearbox to the main gearbox. A pad
on the support is used for the installation of the oil scavenge
pump.
The main gearbox has a cast aluminum housing which
incorporates a gear train, carbon seals and mounting pads for
the airframe and engine accessories. An external de-oiler is
installed on the front face of the main gearbox.
Technical Training
Each of the accessories drive gear train sections is
individually replaceable.
The metered oil nozzles are installed on a gearbox housing
and supply pressure oil to the bearings and gears in the
gearbox. An external oil tank is attached at the left-hand
flange of the main gearbox. Drive pads on the forward face of
the gearbox are used for installation of the following:
•Hydraulic pump
Starter
Oil pressure pump
Dedicated alternator
Provision for remote cranking of the HP rotor is also located
on the front face.
Drive pads on the rear face of the gearbox are used for
installation of the following:
•Integrated drive generator (IDG)
Fuel pump
Oil scavenge pump (on the angle gearbox support)
For training purposes only
V2500 Familiarization - 68 -
MTU Maintenance Hannover
Module 60 - External Gearbox (cont.)
Note: Direction of gearshaft rotation is the direction that you
look at when facing the mounting pad being described.
Hydraulic pump drive gearshaft
Direction of drive rotation is counter-clockwise. The gearshaft
receives the motion through the adjacent idler gearshaft. If
the hydraulic pump is not installed, the ID gearshaft is sealed
and the pad cover is installed.
Starter drive gearshaft
Direction of drive rotation is counter-clockwise. The gearshaft
receives the motion through the adjacent crank gearshaft.
Oil pressure pump
The oil pressure pump is a removable assembly installed on
the front flange of the gearbox. The pump has a separate
housing that has two bush-mounted drive gear assemblies
and the seat of the oil pressure filter.
Direction of drive rotation is counter-clockwise. The oil
pressure pump receives the motion through the fuel pump
drive gearshaft.
Dedicated alternator gearshaft
Direction of drive rotation is counter-clockwise. The gearshaft
receives the motion through the adjacent input gearshaft.
IDG gearshaft
Direction of drive rotation is counter-clockwise. The gearshaft
receives the motion through the starter gearshaft. When the
IDG is not installed, the ID gearshaft is sealed and the mount
pad is installed.
Fuel pump drive gearshaft
Direction of drive rotation is counter-clockwise. The gearshaft
receives the motion through the hydraulic pumpdrive
gearshaft.
Oil scavenge pump
The oil scavenge pump is a removable assembly installed on
the flange of the support angle gearbox. The pump has a
separable housing that has a bush-mounted drive gear
assembly, which moves two pump gear stages.
The pump supplies oil under pressure to the engine bearings
and accessory drives.
Technical Training
For training purposes only
V2500 Familiarization - 69 -
MTU Maintenance Hannover
Module 60 - External Gearbox (cont.)
The pump receives the motion through the idler gearshaft.
The direction of drive rotation is counter-clockwise.
The oil scavenge pump increases the scavenge capacity of
the oil pump module and sends the scavenge oil to the oil
tank.
External de-oiler
Direction of drive rotation is counter-clockwise. The de-oiler
receives the motion through the IDG gearshaft.
The oil/air mixture flows through the de-oiler, which, with the
centrifugal action, removes the air from the oil. The deaerated
oil goes back to the oil system and the clean air is bled
overboard.
Technical Training
Angle gearbox
The angle gearbox is installed on the rear of the main gearbox
and engages with the towershaft on the engine.
The angle gearbox has a bevel gearset. A cast aluminium
housing holds a bevel gearset. The bevel gearset transmits
the power to and from the engine through a powershaft
engaged to the HP rotor. The bevel gearset has a spiral gear
mesh which drives a horizontal input gearshaft in the main
gearbox.
Two metered jets supply pressure oil to the bearings and
gears in the angle gearbox.
For training purposes only
V2500 Familiarization - 70 -
MTU Maintenance Hannover
Intentionally left blank
Technical Training
For training purposes only
V2500 Familiarization - 71 -
MTU Maintenance Hannover
Combined drains
This provides a combined overboard drain through a drains
mast at the base of the LP compressor/intermediate case.
The drains are for fuel and oil from the core module
components, the LP compressor/intermediate case
components and the external gearbox.
Technical Training
For training purposes only
V2500 Familiarization - 72 -
MTU Maintenance Hannover
Engine Drain Mast
Technical Training
For training purposes only
V2500 Familiarization - 73 -
MTU Maintenance Hannover
Combined Engine Drains
Engine Core Accessories
Fan Case Accessories
Gearbox mounted Accessories
Technical Training
For training purposes only
V2500 Familiarization - 74 -
MTU Maintenance Hannover
Bifurcation Panel Connections
Technical Training
For training purposes only
V2500 Familiarization - 75 -
MTU Maintenance Hannover
Engine mounts
The engine is mounted to the pylon at two places.
Front Mount
Locates to the engine intermediate casing at 3 points - 2
brackets and a Monoball mount.
Located to pylon by 5 bolts aligned by 2 shear pins. Transfers
vertical, lateral and thrust loads.
Rear Mount
Locates to the LP turbine exhaust casing. Transfers vertical,
lateral and torque loads.
Located to the pylon by 4 bolts aligned by 2 shear pins.
Technical Training
For training purposes only
V2500 Familiarization - 76 -
MTU Maintenance Hannover
Forward and Rear Engine Mount
Forward engine mount
Technical Training
Rear engine mount
For training purposes only
V2500 Familiarization - 77 -
MTU Maintenance Hannover
Intentionally left blank
Technical Training
For training purposes only
V2500 Familiarization - 78 -
MTU Maintenance Hannover
Appendix
Technical Training
For training purposes only
V2500 Familiarization - 79 -
MTU Maintenance Hannover
V2500 - Air Offtakes
Fan Air
Stage 8
•Cooling Flow for ACAC
•Active Clearance Control System (HPT & LPT)
•Air Cooled Oil Cooler - cooling flow
•Pre-cooler - customer services bleed - cooling flow
•Ignition exciters & HT leads - cooling flow
•C-duct actuators - oil supply pipe cooling
Booster
•2.5 Handling Bleed Valve (BSBV)
•Sealing - Front bearing compartment
(A5/D5 series engines only)
Stage 6
•Sealing - Front bearing compartment
(A1 series engines only)
Stage 7
•Handling bleed valves
•Customer services bleed
(ECS, wing anti-icing, potable water tank,
hyd. header tank)
•Inlet cowl anti-icing
Technical Training
•Cooling - HP Compressor
•Cooling - LP Turbine cavity
•Sealing - Front bearing compartment hydraulic seal
•Sealing - No.5 bearing compartment (front seal)
Stage 10
•Handling bleed valves
•Customer services bleed
•“Make-up air” system - additional cooling for space
between 1 & 2 HPT discs & stage 2 HPT blades
•HPT stage 2 NGVs
•No.4 bearing scavange valve supply
(control parameter & muscle air)
Stage 12
•Buffer air - No. 4 bearing chamber cooling flow
•Stage 1 HPT NGV´s cooling
•Stage 1 HPT disc front face - cooling (via TOBI duct)
•Stage 1 HPT blades - cooling (via TOBI duct)
•Inner & outer combustion liner
•Muscle air for handling bleed valves
For training purposes only
V2500 Familiarization - 80 -
MTU Maintenance Hannover
Glossary of Abbrevations (1)
AC
ACAC
ACC
ACOC
AD
ADAPS
AIDS
amp
AN
approx.
AO
ASSY
ATA
ALTERNATING CURRENT
AIR COOLED AIR COOLER
ACTIVE CLEARANCE CONTROL
AIR COOLED OIL COOLER
ADMINISTRATION
AUTOMATIC DATA AQUISITION AND
PROCESSING SYSTEM
AIRCRAFT INTEGRATED DATA SYSTEM
AMPERE
ANCILLARY DEPARTMENTS
APPROXIMATELY
ASSEMBLY OF
ASSEMBLY
AIR TRANSPORT ASSOCIATION OF AMERICA
bar
BRG.
BSBV
BAR
BEARING
BOOSTER STAGE BLEED VALVE
C
CCW
CMM
CNA
CoMat
COMPASS
CENTIGRADE
COUNTER CLOCK WISE
COMPONENT MAINTENANCE MANUAL
COMMON NOZZLE ASSEMBLY
CONSUMABLE MATERIAL (S)
CONDITION MONITORING AND PERFORMANCE
ANALYSIS SOFTWARE SYSTEM
Technical Training
CofG
CPU
CRT
cu ft/ min
CW
CENTER OF GRAVITY
CENTRAL PROCESSING UNIT
CATHODE RAY TUBE (see: VDU)
CUBIC FEET PER MINUTE
CLOCK WISE
DADC
dB
DC
deg
dia
DWG
DIGITAL AIR DATA COMPUTER
DECIBEL
DIRECT CURRENT
DEGREE (TEMP.)
DIAMETER
DRAWING
EM
EB
EBU
ECM
ECS
ECU
ED
EEC
e.g.
EGT
EGV
ENG
EPA
ENGINE MANUAL
ELECTRON BEAM
ENGINE BUILD UNIT
ENGINE CONDITION MONITORING
ENVIRONMENT CONTROL SYSTEM
ENGINE CHANGE UNIT
EXECUTIVE DIRECTOR
ELECTRONIC ENGINE CONTROL
FOR EXAMPLE
EXHAUST GAS TEMPERATURE
EXIT GUIDE VANE
ENGINE
ENVIROMENTAL PROTECTION AGENCY
For training purposes only
V2500 Familiarization - 81 -
MTU Maintenance Hannover
Glossary of Abbrevations (2)
EPR
ERG
etc.
ENGINE PRESSURE RATIO
ENGINE REFERENCE GRID
ET CETERA
F
FE
FEGV
FEGS
FEM
FCOC
Fig.
FMU
FPI
FPM
FRP
ft
ff/ sec
FAHRENHEIT
FACILITY EQUIPMENT
FAN EXIT GUIDE VANES
FAN EXIT GUIDE STRUTS
FACILITIES EQUIPMENT MANUAL
FUEL COOLED OIL COOLER
FIGURE
FUEL METERING UNIT
FLUORESCENT PENETRANT INSPECTION
FACILITIES PLANNING MANUAL
FIBER REINFORCED PLASTIC
FEET/ FOOT
FEET PER SECOND
g
G.l.
GMAW
GTAW
ACCELERATION OF GRAVITY
GROUND IDLE
GAS METALLIC ARC WELDING
GAS TUNGSTEN ARC WELDING
HCU
HP
HPC
HYDRAULIC CONTROL UNIT
HIGH PRESSURE
HIGH PRESSURE COMPRESSOR
Technical Training
HPSOV
HPT
HSI
HZ
H2O
HIGH PRESSURE SHUT OFF VALVE
HIGH PRESSURE TURBINE
HOT SECTION INSPECTION
HERTZ, CYCLES PER SECOND
WATER
IAE
ICAO
ID
IDG
IGV
in.
IPC
ips
ISA
ITEM
INTERNATIONAL AERO ENGINES
INTERNATIONAL CIVIL AVIATION
ORGANIZATION
INNER DIAMETER
INTEGRATED DRIVE GENERATOR
INLET GUIDE VANE
INCH(ES)
ILLUSTRATED PARTS CATALOG
INCHES PER SECOND
INTERNATIONAL STANDARD ATMOSPHERE
ILLUSTRATED TOOLS & EQUIPMENT MANUAL
JAEC
JAPANESE AERO ENGINES CORPORATION
K
kg
kg/h
kg/s
kN
kN/ sq m
KELVIN
KILOGRAM (S)
KILOGRAM (S) PER HOUR
KILOGRAM (S) PER SECOND
KILONEWTON
KILONEWTON PER SQUARE METER
For training purposes only
V2500 Familiarization - 82 -
MTU Maintenance Hannover
Glossary of Abbrevations (3)
l
I/ h
L/ D
lb
Ibfin
Ibfft
lb/ sq ft
lb/ sq in
LITER (S)
LITER (S) PER HOUR
LENGTH / DIAMETER RATIO
POUND (S)
POUNDS FORCE INCH (ES)
POUNDS FORCE FEET
POUNDS PER SQUARE FEET
POUNDS PER SQUARE INCHES
LH
LO
LP
LPC
LPT
LRU
LVDT
LEFT HAND
LOGISTICS
LO PRESSURE
LOW PRESSURE COMPRESSOR
LOW PRESSURE TURBINE
LINE REPLACEMENT UNIT
LINEAR VARIABLE DISPLACEMENT/
DIFFERENTIAL TRANSFORMER
m
MCD
MH
mm
MOT
MPA
MPI
m/ sec
METER(S)
MAGNETIC CHIP DETECTOR
MAN HOUR
MILLIMETER
MAIN OIL TEMPERATURE
MODULE PERFORMANCE ANALYSIS
MAGNETIC PARTICLE INSPECTION
METER (S) PER SECOND
Technical Training
N
N/A
NGV
Nm
No.
N1 rpm
N2 rpm
NEWTON
NOT APPLICABLE
NOZZLE GUIDE VANE (S)
NEWTON METER (S)
NUMBER (S)
LP SYSTEM ROTOR SPEED
HP SYSTEM ROTOR SPEED
OD
OGV
OP
Oz
OUTER DIAMETER
OUTLET GUIDE VANE (S)
OPERATION
OUNCE(S)
P
P2
P2.5
P3
P4.9
P5
P12. 5
PRESSURE
OBSERVED INLET PRESSURE
OBSERVED LPC EXIT PRESSURE
OBSERVED COMBUSTOR INLET PRESSURE
OBSERVED LPT EXIT PRESSURE
OBSERVED TECV EXIT PRESSURE
OBSERVED FAN OUTER DIAMETER
EXIT PRESSURE
PARAGRAPH
AMBIENT PRESSURE
PART NUMBER (S)
MINIMUM BURNER PRESSURE
BURNER PRESSURE
para
Pamb
Part. No.
Pb
PB
For training purposes only
V2500 Familiarization - 83 -
MTU Maintenance Hannover
Glossary of Abbrevations (4)
PBDOT
RATE OF PB-CHANGE
PCI
PS2
PS5
Pt2
PWL
OVERHAUL PROCESSES & CONSUMABLES
INDEX
PERMANENT MAGNETIC ALTERNATOR
PERCEIVED NOISE LEVEL - TONE CORRECTED
POWER PLANT BUTTOCK LINE
POUNDS PER HOUR
POUNDS PER SECOND
POWER PLANT STATION
POWER PLANT WATER LINE
PRESSURE RAISING & SHUT OFF VALVE
POUNDS PER SQUARE INCH
POUNDS PER SQUARE INCHES ABSOLUTE
POUNDS PER SQUARE INCHES DIFFERENCE
POUNDS PER SQUARE INCHES GAGE
OBSERVED STATIC PRESSURE
IN LOCATION OF TOBI
OBSERVED STATIC PRESSURE - STATION 2
OBSERVED STATIC PRESSURE - STATION 5
LP COMPRESSOR FAN INLET TOTAL PRESSURE
SOUND POWER LEVEL
QA
QAD
QEC
qty
QUALITY ASSURANCE
QUICK ATTACH/ DETACH (NACELLE)
QUICK ENGINE CHANGE
QUANTITY
PMA
PNLT
PPBL
pph
PPS
P.P.S
PPWL
PRSOV
psi
psia
psid
psig
PSTOBI
Technical Training
Ref
RH
rpm
RTD
REFERENCE
RIGHT HAND
REVOLUTIONS PER MINUTE
RESISTANCE TEMPERATURE DETECTORS
SE
sec
Sect
SENI
SLS
SP
SPEC.
SPL
SPM
sq ft
sq in
sq m
sq mm
STG
SUPPORT EQUIPMENT
SECOND
SECTION
SUPPORT EQUIPMENT NUMERICAL INDEX
SEA LEVEL, STATIC
STANDARD PRACTICES
SPECIFICATION
SOUND PRESSURE LEVEL
ENGINE STANDARD PRACTICES MANUAL
SQUARE FOOT (FEET)
SQUARE INCH (ES)
SQUARE METERS
SQUARE MILLIMETER
STAGE
T
T1
T2
T2.5
T3
T4.9
TEMPERATURE
AIR INLET TEMPERATURE
INLET TEMPERATURE
OBSERVED LPC EXIT TEMPERATURE
OBSERVED HPC EXIT TEMPERATURE
EXHAUST TEMPERATURE
For training purposes only
V2500 Familiarization - 84 -
MTU Maintenance Hannover
Glossary of Abbrevations (5)
T4 SCAV
TAI
TBD
TCA
TEC
TEGV
TEMP.
TIS
TLA
T/ M
T.O.
TOBI
T/ R
TRA
TS
Tt2
UER
USgal
USGPH
USqt
US $
NO.4 BEARING COMPARTMENT
SCAVENGE OIL TEMPERATURE
THERMAL ANTI-ICING
TO BE DETERMINED
TURBINE COOLING AIR
TURBINE EXHAUST CASE
TURBINE EXIT GUIDE VANES
TEMPERATURE
TEST INSTRUMENTATION SHEET
THROTTLE LEVER ANGLE
TORQUE MOTOR
TAKE OFF
TANGENTIAL ON BOARD INJECTOR
THRUST REVERSER
THROTTLE RESOLVER ANGLE
TECHNICAL SERVICE
LP COMPRESSOR FAN INLET
TOTAL TEMPERATURE
V
VDU
VSV
VS
VSVA
VOLT (S)
VISUAL DISPLAY UNIT
VARIABLE STATOR VANE
VERSUS
VARIABLE STATOR VANE ACTUATOR
WF
WFTT1
TEST CELL FUEL FLOW
FUEL TEMPERATURE AT TEST CELL
FUEL FLOWMETER
UNSCHEDULED ENGINE REMOVAL
US GALLON (S)
US GALLON (S) PER HOUR
US QUART (S)
US DOLLAR
Technical Training
For training purposes only
V2500 Familiarization - 85 -
MTU Maintenance Hannover
Intentionally left blank
Technical Training
For training purposes only
V2500 Familiarization - 86 -
MTU Maintenance Hannover
Illustrations
Technical Training
For training purposes only
V2500 Familiarization - 87 -