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Aviation News The end of the V2500 also signifies the next climax of its maintenance

The end of the V2500 also signifies the next climax of its maintenance

Romain Guillot
06 JUN 2019 | 347 words
The end of the V2500 also signifies the next climax of its maintenance
IAE
The end of the production of the V2500 engine for Airbus's A320 family is most definitely closing the book for the different members of the International Aero Engines consortium, but the programme hasn't yet reached its climax in terms of maintenance and support; quite the opposite in fact.

Of the some 3 300 commercial aircraft equipped with V2500s (A320ceo family and MD-90), a significant number of the engines have not yet been removed once, a consequence of the gradual increase in delivery rates for Airbus narrow body aircraft over the last few years. As for the others, they will of course be undergoing their second or even third workshop inspection, which is much more profitable for the engine shops.

For the American engine manufacturer Pratt & Whitney, which has been the main partner for the programme since it took over Rolls-Royce's investment in 2012, V2500 support is obviously an activity which is on the up, with a peak in first inspections due between 2020 and 2022. Commenting on Pratt & Whitney's annual results last March, Gregory Hayes, the CEO of United Technologies (UTC), also indicated that over a thousand V2500s should be undergoing a shop inspection this year, despite the difficulties encountered by two of the sixteen specialized facilities around the world during the first quarter and which required engines to be re-inspected.

IAE engine maintenance inspections had already increased by nearly 10% last year. For the American engine manufacturer, the V2500 will be making an important contribution to after-sales activity, for which turnover should increase by around 5% this year. To deal with this increased engine shop overload, Pratt & Whitney has also signed a long-term contract with its German partner MTU to provide support for the V2500s, but also for the PW2000s (757) and PW6000s (A318).

For MTU, the trend has of course been the same for several years now and the services activity saw its turnover leap by 23% last year, driven in the main by V2500 maintenance and to a lesser extent by GE's CF34 family.
Romain Guillot
Chief editor
Cofounder of Journal de l'Aviation and Alertavia


 
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