Pratt & Whitney F100

Last updated
F100
Engine.f15.arp.750pix.jpg
F100 for an F-15 Eagle being tested
Type Turbofan
National originUnited States
Manufacturer Pratt & Whitney
First run1970s
Major applications F-15 Eagle
F-15E Strike Eagle
F-16 Fighting Falcon
Northrop Grumman X-47B
Developed into Pratt & Whitney F401
Pratt & Whitney PW1120

The Pratt & Whitney F100 (company designation JTF22 [1] ) is an afterburning turbofan engine designed and manufactured by Pratt & Whitney to power the U.S. Air Force's "FX" initiative in 1965, which became the F-15 Eagle. The engine was to be developed in tandem with the F401 which shares a similar core but with the fan upscaled for the U.S. Navy's F-14 Tomcat, although the F401 was later abandoned due to costs and reliability issues. The F100 would also power the F-16 Fighting Falcon for the Air Force's Lightweight Fighter (LWF) program.

Contents

Development

Afterburner - concentric ring structure inside the exhaust Pratt & Whitney F100-PW-220 turbofan engine.jpg
Afterburner - concentric ring structure inside the exhaust

In 1967, the United States Navy and United States Air Force issued a joint engine Request for Proposals (RFP) for the F-14 Tomcat and the FX, which became the parallel fighter design competition that led to the F-15 Eagle in 1970. This engine program was called the IEDP (Initial Engine Development Program) and was funded and managed out of the Aeronautical Systems Division (ASD) at Wright-Patterson AFB. Under ASD, a Systems Project Office Cadre was assigned to manage both the FX Aircraft and Engine definition phase. The Turbine Engine Division of the Air Force Propulsion Laboratory was employed in a support role to assist ASD Systems Engineering in evaluations of technical risks. Later upon selection of the F-15 the ASD engineering cadre became the F-15 Systems Project Office. [2]

Adjustable exhaust nozzle contracted F-16 Exhaust.JPG
Adjustable exhaust nozzle contracted

The IEDP was created to be a competitive engine design/demonstration phase followed with a down select to one winning engine design and development program. General Electric and Pratt & Whitney were placed on contract for an approximately 18-month program with goals to improve thrust and reduce weight to achieve a thrust-to-weight ratio of 8. At the end of the IEDP, General Electric and Pratt & Whitney submitted proposals for their engine candidates for the aircraft that had been selected in the FX Competition, the McDonnell Douglas F-15. The Pratt & Whitney proposal was selected as the winner and the engine was designated the F100. [3] The Air Force would award Pratt & Whitney a contract in 1970 to develop and produce F100-PW-100 (USAF) and F401-PW-400 (USN) engines. The Navy would use the engine in the planned F-14B and the XFV-12 project but would cut back and later cancel its order after the latter's failure due to costs and reliability issues, and chose to continue to use the Pratt & Whitney TF30 engine from the F-111 in its F-14s. [4] [5]

Design and variants

The F100 is a twin spool, axial flow, afterburning turbofan engine. It has a 3-stage fan driven by a two-stage low-pressure turbine and a 10-stage compressor driven by a two-stage high-pressure turbine. The initial F100-PW-100 variant generates nearly 24,000 lbf (107 kN) of thrust in full afterburner and weighs approximately 3,000 lb (1,361 kg), achieving its target thrust-to-weight ratio of 8 and providing the F-15 with its desired thrust-to-weight ratio of greater than 1:1 at combat weight.

F100-PW-100

F100-PW-100 on display at the Virginia Air and Space Center F100-PW-100.JPG
F100-PW-100 on display at the Virginia Air and Space Center

The F100-PW-100 first flew in an F-15 Eagle in 1972 with a maximum continuous power rating of 12,410 lbf (55.2 kN), military power of 14,690 lbf (65.3 kN), and afterburning thrust of 23,930 lbf (106.4 kN) with 5-minute limit. Due to the advanced nature of engine stemming from ambitious performance goals, numerous problems were encountered in its early days of service including high wear, stalling and "hard" afterburner starts. [6] These "hard" starts could be caused by failure of the afterburner to start or by extinguishing after start, in either case the large jets of jet fuel were lit by the engine exhaust resulting in high pressure waves causing the engine to stall; these stagnation stalls usually occurred at high Mach and high altitude, and could seriously damage the turbine if the condition was not corrected. The problems were contributed by pilots making much more abrupt throttle changes than previous fighters and engines due to the excess thrust available. Early problems were eventually solved by the development of the F100-PW-220 in the early 1980s, which the -100 could be upgraded to.

F100-PW-200

The F-16 Fighting Falcon entered service with the F100-PW-200; compared to the -100, the -200 has some additional redundancies for single-engine reliability and almost identical thrust ratings. In particular, a "proximate splitter" was introduced on the -200 that reduced the severity of the high pressure waves from "hard" afterburner starts. This greatly reduced the rate of stagnation stalls, and the -200 on the F-16 saw much better reliability than the -100 on the F-15, although some of the issues from the -100 remained. Similarly, these problems were eventually solved by the F100-PW-220, which the -200 could be upgraded to as well.

F100-PW-220/220E

Due to the unsatisfactory reliability, maintenance costs, and service life of the F100-100/200, Pratt & Whitney was eventually pressured into upgrading the engine to address these issues. The Air Force also began funding the General Electric F101 Derivative Fighter Engine, which eventually became the F110, as a competitor to the F100 to coerce more urgency from Pratt & Whitney. The result of Pratt & Whitney's improvement efforts was the F100-PW-220, which eliminates almost all stall-stagnations and augmentor instability issues from the -100 as well as doubling time between depot overhauls. Reliability and maintenance costs were also drastically improved, and the engine incorporates a digital electronic engine control (DEEC). The -220 engine produces static thrust of 14,590 lbf (64.9 kN) in military (intermediate) power and 23,770 lbf (105.7 kN) afterburning, very slightly lower than the static thrust of the -100/200, but the -220 has better dynamic thrust across most of the envelope.

The F100-220 was introduced in 1986 and was installed on the F-15 and F-16, gradually replacing the -100/200. [7] Seeking a way to drive unit costs down, the USAF implemented the Alternate Fighter Engine (AFE) program in 1984 (nicknamed "The Great Engine War"), under which the engine contract would be awarded through competition; the -220 would be Pratt & Whitney's initial offering in the AFE program, competing with the General Electric F110-GE-100. The F-16C/D Block 30/32s were the first to be built with the common engine bay, able to accept the existing F100-200/220 engine (Block 32) or the F110-100 (Block 30). A non-afterburning variant, the F100-PW-220U powers the Northrop Grumman X-47B UCAV. The -100 and -200 series engines could be upgraded to become equivalent to -220 specifications; the "E" abbreviation from 220E is for "equivalent" and given to engines which have been upgraded as such.

F100-PW-229

The F100-PW-229 and its competitor, the General Electric F110-GE-129, were the result of the USAF seeking greater power for its tactical aircraft through the Improved Performance Engine (IPE) program in the 1980s. It was developed under company designation PW1128; in addition to greater thrust, the -229 incorporates the reliability and durability improvements of the -220 as well as an enhanced DEEC. Compared to earlier variants, the -229 has a higher turbine inlet temperature, higher airflow of 248 lb/s (112 kg/s), and lower bypass ratio. [8] The first engine was flown in 1989 and produced thrust of 17,800 lbf (79.2 kN) (dry/intermediate thrust) and 29,160 lbf (129.7 kN) with augmentation. The -229 powers late model F-16C/D Block 52s and F-15Es.

The F-15 ACTIVE showing its 3D axisymmetric thrust vectoring nozzles on its F100-PW-229s. F-15-vector.jpg
The F-15 ACTIVE showing its 3D axisymmetric thrust vectoring nozzles on its F100-PW-229s.

A variant of the -229 fitted with a 3-dimensional axisymmetric thrust vectoring nozzle, referred by Pratt & Whitney as the Pitch/Yaw Balance Beam Nozzle (P/YBBN), was tested on the F-15 ACTIVE (Advanced Control Technology for Integrated Vehicles) in the 1990s. [9]

In 2007, the F100-PW-229EEP (Engine Enhancement Package) began development to increase reliability and number of accumulated cycles between depot overhauls. This was done by applying technology from the F100-PW-232 (see below), which in turn incorporated technology and advancements from the F119 program for the F-22, as well as (for -229EEP) from the F135 program for the F-35; the -229EEP incorporates updated turbine materials, cooling management techniques, compressor aerodynamics, split cases (top and bottom) and updated DEEC software. [10] Deliveries of the -229EEP began in 2009.

F100-PW-232

The F100-PW-232, originally called F100-PW-229A (Advanced), was a further enhanced variant that incorporated engineering advances and technology from Pratt & Whitney's F119 engine for the F-22 as well as operational experience from the -229; development began in the late 1990s. [11] Both the -232 and its competitor, the General Electric F110-GE-132, were designed to make full use of the F-16's Modular Common Inlet Duct (MCID), or "Big Mouth" inlet introduced in the Block 30 variant. The fan was larger for increased airflow of 275 lb/s (125 kg/s) and redesigned to be more reliable; it incorporated stages with the blades and disk formed into a single piece called an integrally-blades rotor (IBR), or blisk. [12] The stators were also redesigned for better aerodynamics to improve stall margin. The -232 could produce 20,100 lbf (89.4 kN) of thrust in intermediate power and 32,500 lbf (144.6 kN) in afterburner; alternatively it could produce the same thrust levels as the -229 but increase inspection intervals by 40%. The -232 was not pursued by the USAF, but many of the improvements were incorporated into the -229EEP to increase its reliability and inspection intervals. [13] [14]

Derivatives

The F401 was the naval development of the F100 and designed in tandem. It was intended to power the F-14B Tomcat and Rockwell XFV-12, but the engine was canceled due to costs and development issues. The PW1120 turbofan was a smaller derivative of the F100; it was installed as a modification to a single F-4E fighter jet, and powered the canceled IAI Lavi.

Applications

Specifications (F100)

F100-PW-220

Data from DTIC, [7] Florida International University, [15] National Museum of the U.S. Air Force [16]

General characteristics

  • Type: Afterburning turbofan
  • Length: 191 inches (485 cm)
  • Diameter: 34.8 inches (88 cm) inlet, 46.5 inches (118 cm) maximum external
  • Dry weight: 3,234 pounds (1,467 kg)

Components

Performance

F100-PW-229

Data from Pratt & Whitney [17] [18]

General characteristics

  • Type: Afterburning turbofan
  • Length: 191 inches (485 cm)
  • Diameter: 34.8 inches (88 cm) inlet, 46.5 inches (118 cm) maximum external
  • Dry weight: 3,829 pounds (1,737 kg)

Components

Performance

  • Maximum thrust:
    • 17,800 pounds-force (79 kN) intermediate power
    • 29,160 pounds-force (129.7 kN) with afterburner
  • Overall pressure ratio: 32:1
  • Air mass flow: 248 lb/s (112 kg/s)
  • Turbine inlet temperature: 2,460 °F (1,350 °C) [19]
  • Specific fuel consumption: Intermediate Power: 0.76 lb/(lbf·h) (77.5 kg/(kN·h)) Full afterburner: 1.94 lb/(lbf·h) (197.8 kg/(kN·h))
  • Thrust-to-weight ratio: 7.8:1

See also

Related development

Comparable engines

Related lists

Related Research Articles

<span class="mw-page-title-main">Turbofan</span> Airbreathing jet engine designed to provide thrust by driving a fan

A turbofan or fanjet is a type of airbreathing jet engine that is widely used in aircraft propulsion. The word "turbofan" is a combination of the preceding generation engine technology of the turbojet, and a reference to the additional fan stage added. It consists of a gas turbine engine which achieves mechanical energy from combustion, and a ducted fan that uses the mechanical energy from the gas turbine to force air rearwards. Thus, whereas all the air taken in by a turbojet passes through the combustion chamber and turbines, in a turbofan some of that air bypasses these components. A turbofan thus can be thought of as a turbojet being used to drive a ducted fan, with both of these contributing to the thrust.

<span class="mw-page-title-main">Afterburner</span> Turbojet engine component

An afterburner is an additional combustion component used on some jet engines, mostly those on military supersonic aircraft. Its purpose is to increase thrust, usually for supersonic flight, takeoff, and combat. The afterburning process injects additional fuel into a combustor in the jet pipe behind the turbine, "reheating" the exhaust gas. Afterburning significantly increases thrust as an alternative to using a bigger engine with its attendant weight penalty, but at the cost of increased fuel consumption which limits its use to short periods. This aircraft application of "reheat" contrasts with the meaning and implementation of "reheat" applicable to gas turbines driving electrical generators and which reduces fuel consumption.

<span class="mw-page-title-main">General Electric F110</span> Aircraft engine

The General Electric F110 is an afterburning turbofan jet engine produced by GE Aerospace. It was derived from the General Electric F101 as an alternative engine to the Pratt & Whitney F100 for powering tactical fighter aircraft, with the F-16C Fighting Falcon and F-14A+/B Tomcat being the initial platforms; the F110 would eventually power new F-15 Eagle variants as well. The engine is also built by IHI Corporation in Japan, TUSAŞ Engine Industries (TEI) in Turkey, and Samsung Techwin in South Korea as part of licensing agreements.

<span class="mw-page-title-main">General Electric F101</span> Turbofan aircraft engine

The General Electric F101 is an afterburning turbofan jet engine. It powers the Rockwell B-1 Lancer strategic bomber fleet of the USAF. In full afterburner it produces a thrust of more than 30,000 pounds-force (130 kN). The F101 was GE's first turbofan with an afterburner.

<span class="mw-page-title-main">Pratt & Whitney F119</span> American low-bypass turbofan engine for the F-22 Raptor

The Pratt & Whitney F119, company designation PW5000, is an afterburning turbofan engine developed by Pratt & Whitney for the Advanced Tactical Fighter (ATF) program, which resulted in the Lockheed Martin F-22 Raptor. The engine delivers thrust in the 35,000 lbf (156 kN) class and was designed for sustained supersonic flight without afterburners, or supercruise. Delivering almost 22% more thrust with 40% fewer parts than its F100 predecessor, the F119 allows the F-22 to achieve supercruise speeds of up to Mach 1.8. The F119's nozzles incorporate thrust vectoring that enable them to direct the engine thrust ±20° in the pitch axis to give the F-22 enhanced maneuverability.

<span class="mw-page-title-main">Pratt & Whitney F135</span> Afterburning turbofan aircraft engine

The Pratt & Whitney F135 is an afterburning turbofan developed for the Lockheed Martin F-35 Lightning II, a single-engine strike fighter. It has two variants; a Conventional Take-Off and Landing (CTOL) variant used in the F-35A and F-35C, and a two-cycle Short Take-Off Vertical Landing (STOVL) variant used in the F-35B that includes a forward lift fan. The first production engines were delivered in 2009.

<span class="mw-page-title-main">Pratt & Whitney TF30</span> American low-bypass turbofan

The Pratt & Whitney TF30 is a military low-bypass turbofan engine originally designed by Pratt & Whitney for the subsonic F6D Missileer fleet defense fighter, but this project was cancelled. It was later adapted with an afterburner for supersonic designs, and in this form it was the world's first production afterburning turbofan, going on to power the F-111 and the F-14A Tomcat, as well as being used in early versions of the A-7 Corsair II without an afterburner. First flight of the TF30 was in 1964 and production continued until 1986.

<span class="mw-page-title-main">Pratt & Whitney J57</span> Turbojet engine

The Pratt & Whitney J57 is an axial-flow turbojet engine developed by Pratt & Whitney in the early 1950s. The J57 was the first 10,000 lbf (45 kN) thrust class engine in the United States. It was also the first two-spool turbojet to run, a few months before the similar Bristol Olympus in the UK.

<span class="mw-page-title-main">General Electric J79</span> Axial flow turbojet engine

The General Electric J79 is an axial-flow turbojet engine built for use in a variety of fighter and bomber aircraft and a supersonic cruise missile. The J79 was produced by General Electric Aircraft Engines in the United States, and under license by several other companies worldwide. Among its major uses was the Lockheed F-104 Starfighter, Convair B-58 Hustler, McDonnell Douglas F-4 Phantom II, North American A-5 Vigilante and IAI Kfir.

<span class="mw-page-title-main">Pratt & Whitney J75</span> Turbojet engine

The Pratt & Whitney J75 is an axial-flow turbojet engine first flown in 1955. A two-spool design in the 17,000 lbf (76 kN) thrust class, the J75 was essentially the bigger brother of the Pratt & Whitney J57 (JT3C). It was known in civilian service as the JT4A, and in a variety of stationary roles as the GG4 and FT4.

<span class="mw-page-title-main">General Electric F404</span> Turbofan aircraft engine family

The General Electric F404 and F412 are a family of afterburning turbofan engines in the 10,500–19,000 lbf (47–85 kN) class. The series is produced by GE Aerospace. Partners include Volvo Aero, which builds the RM12 variant. The F404 was developed into the larger F414 turbofan, as well as the experimental GE36 civil propfan.

<span class="mw-page-title-main">Snecma M53</span>

The SNECMA M53 is an afterburning turbofan engine developed for the Dassault Mirage 2000 fighter by Snecma. The engine is in service with different air forces, including the latest Mirage 2000-5 and 2000-9 multirole fighters.

<span class="mw-page-title-main">Volvo RM12</span> Jet engine

Reaktionsmotor 12 (RM12) is a low-bypass afterburning turbofan jet engine developed for the Saab JAS 39 Gripen fighter. A version of the General Electric F404, the RM12 was produced by Volvo Aero. The last of the 254 engines was produced on 24 May 2011, at which time it had reached 160,000 flight hours without any serious incidents.

<span class="mw-page-title-main">General Electric YF120</span> American fighter variable-cycle turbofan engine

The General Electric YF120, internally designated as GE37, was a variable cycle afterburning turbofan engine designed by General Electric Aircraft Engines in the late 1980s and early 1990s for the United States Air Force's Advanced Tactical Fighter (ATF) program. It was designed to produce maximum thrust in the 35,000 lbf (156 kN) class. Prototype engines were installed in the two competing technology demonstrator aircraft, the Lockheed YF-22 and Northrop YF-23.

<span class="mw-page-title-main">Pratt & Whitney PW1120</span> Turbojet engine

The Pratt & Whitney PW1120 turbojet is a derivative of the F100 turbofan. It was installed as a modification to a single F-4E fighter jet, and powered the canceled IAI Lavi.

<span class="mw-page-title-main">Saturn AL-31</span> Family of turbofan engines used by the Soviet military

The Saturn AL-31 is a family of axial flow turbofan engines, developed by the Lyulka design bureau in the Soviet Union, now NPO Saturn in Russia, originally as a 12.5-tonne powerplant for the Sukhoi Su-27 long range air superiority fighter. The AL-31 currently powers the Su-27 family of combat aircraft and some variants of the Chengdu J-10 multirole jet fighter. Assembly of the engine is also performed under license in India by HAL, for the Sukhoi Su-30MKI. Improved variants power the fifth-generation Sukhoi Su-57 and Chengdu J-20.

<span class="mw-page-title-main">Volvo RM8</span>

The Volvo RM8 is a low-bypass afterburning turbofan jet engine developed for the Saab 37 Viggen fighter. An augmented bypass engine was required to give both better fuel consumption at cruise speeds and higher thrust boosting for its short take-off requirement than would be possible using a turbojet. In 1962, the civil Pratt & Whitney JT8D engine, as used for airliners such as the Boeing 727, was chosen as the only engine available which could be modified to meet the Viggen requirements. The RM8 was a licensed-built version of the JT8D, but extensively modified for supersonic speeds, with a Swedish-designed afterburner, and was produced by Svenska Flygmotor.

The Klimov VK-3 was the first Soviet afterburning bypass turbojet engine. Designed by S V Lyunevich at Klimov, at OKB-117 in 1949, this engine first ran in 1952, and was qualified at 5,730 kg (12,632 lb) thrust (dry) and 8,440 kg (18,607 lb) thrust in 1954. The VK-3 was developed for the Mikoyan-Gurevich I-3 (I-380) and I-3U/I-5 (I-410) fighters. First flown in the I-3U in July 1956, the engine's performances was good but its reliability was poor. Even after modifications in December 1956 when newly designed compressor blades were installed, developmental problems continued, the program was ultimately canceled in January 1958. The engine was superseded by the Lyulka AL-7F, a less modern but more efficient engine.

<span class="mw-page-title-main">IHI Corporation XF9</span> 2010s Japanese turbofan aircraft engine

The IHI XF9 is a low-bypass afterburning turbofan engine developed by the Acquisition, Technology & Logistics Agency (ATLA) of Ministry of Defense of Japan (MoD) and IHI Corporation.

<span class="mw-page-title-main">Pratt & Whitney F401</span> Turbofan Engine

The Pratt & Whitney F401 was an afterburning turbofan engine developed by Pratt & Whitney in tandem with the company's F100. The F401 was intended to power the Grumman F-14 Tomcat and Rockwell XFV-12, but the engine was canceled due to costs and development issues.

References

  1. ↑ "Designations Of U.S. Military Aero Engines". www.designation-systems.net. Retrieved 17 April 2018.
  2. ↑ Connors, pp. 382-385
  3. ↑ Connors, pp. 385-391
  4. ↑ Davies, Steve. Combat Legend, F-15 Eagle and Strike Eagle. London: Airlife Publishing, Ltd., 2002. ISBN   1-84037-377-6.
  5. ↑ McDermott 1972, pp. 1-5
  6. ↑ Fernandez 1983 , pp. 241–245, 251–254
  7. 1 2 "The Development of the F100-PW-220 and F110-GE-100 Engines: A Case Study of Risk Assessment and Risk Management" (PDF). dtic.mil. Archived (PDF) from the original on June 28, 2014. Retrieved 17 April 2018.
  8. ↑ Frank W. Burcham; Donald L. Gatlin; James F. Stewart (1995). An Overview of Integrated Flight-Propulsion Controls Flight Research on the NASA F-15 Research Airplane (PDF) (Technical report). Edwards, CA: NASA Dryden Flight Research Center.
  9. ↑ James W. Smolka; Laurence A. Walker; Major Gregory H. Johnson; Gerard S. Schkolnik; Curtis W. Berger; Timothy R. Conners; John S. Orme; Karla S. Shy; C. Bruce Wood; et al. (1996). F-15 ACTIVE Flight Research Program (PDF) (Technical report). Edwards, CA: NASA Dryden Flight Research Center.
  10. ↑ "F100-PW-229 Engine Enhancement Package brochure" (PDF). Archived from the original (PDF) on 2014-01-12. Retrieved 2014-01-12.
  11. ↑ "Aerodynamics Mostly Settled On P&W's Newest F100". Aviation Week. 13 February 1998.
  12. ↑ Norris, Guy (26 January 1999). "P&W starts F100-299A fan blade tests". Flight International.
  13. ↑ "Fighter engine boasts P&W engineering". Flight Global. 24 February 2000.
  14. ↑ "P&W completes series of tests on fifth-generation F100 engine". Aviation Week. 21 April 2000.
  15. ↑ "Pratt & Whitney Engines, F100-PW-220/F100-PW-220E". Florida International University. Archived from the original on 5 March 2016.
  16. ↑ "Pratt & Whitney F100-PW-220". National Museum of the United States Air Force. May 28, 2015.
  17. ↑ P&W F100 product page. Archived August 15, 2010, at the Wayback Machine
  18. ↑ P&W F100-PW-229 Product Card
  19. ↑ Clancy, Tom (2007). Fighter Wing: A Guided Tour of an Air Force Combat Wing. ISBN   978-0-425-21702-3.

Bibliography

This page is based on this Wikipedia article
Text is available under the CC BY-SA 4.0 license; additional terms may apply.
Images, videos and audio are available under their respective licenses.