P
Power on the A320 would be
supplied by two CFM56-5-
A1s rated at 25,000 lbf
(112.5 kN).
It was the only available
engine at launch until the IAE V2500, offered
by International Aero Engines, a group
composed of Rolls-Royce, Pratt & Whitney,
Japanese Aero Engine Corporation, Fiat and
MTU Aero Engines (MTU).
The A320 family cockpit commonality enables pilots to quickly
transition among Airbuses
The first V2500 variant, the V2500-A1, has a thrust output of 25,000 pounds-force
(110 kN), hence the name. It is 4% more efficient than the CFM56, with cruise thrust
specific fuel consumption at 0.574 lb/lbf/h (16.3 g/kN/s) for the -A5, compared to
0.596 lb/lbf/h (16.9 g/kN/s) for the CFM56-5A1.
international programme.
Production and introduction
The UK, France and West Germany wanted the responsibility of final assembly and the
associated duties, known as "work-share arguments".
The Germans requested an increased work-share of 40%, while the British wanted the
major responsibilities to be swapped around to give partners production and research
and development experience. In the end, British work-share was increased from that of
the two previous Airbuses.
France was willing to commit to a launch aid, or subsidies, while the Germans were more
cautious.
The UK government was unwilling to provide funding for the tooling requested by
British Aerospace (BAe) and estimated at ₤250 million, it was postponed for three years.
On 1 March 1984 the government and the manufacturer agreed that ₤50 million would
be paid whether the A320 would fly or not, while the rest would be paid as a levy on
each aircraft sold.
A irbus A320
May 2017
www.alliance-airways.net
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