avia.wikisort.org - Engine

The Pratt & Whitney F100 (company designation JTF22[1]) is an afterburning turbofan engine manufactured by Pratt & Whitney that powers the F-15 Eagle and F-16 Fighting Falcon.

F100
F100 for an F-15 Eagle being tested
Type	Turbofan
National origin	United States
Manufacturer	Pratt & Whitney
First run	1970s
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

Development

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]

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, GE and PW submitted proposals for their engine candidates for the aircraft that had been selected in the FX Competition, the McDonnell Douglas F-15. The engine was designated the Pratt Whitney F100 engine.[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, and chose to continue to use the Pratt & Whitney TF30 engine from the F-111 in its F-14.[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 weights 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

The F100-100 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 and aircraft, numerous problems were encountered in its early days of service including high wear, stalling[6] and "hard" afterburner starts. 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. Early problems were eventually solved in the F100-PW-220.

F100-PW-200

The F-16 Fighting Falcon entered service with the F100-200, with only slight differences from the -100 and almost identical thrust ratings. Seeking a way to drive unit costs down, the USAF implemented the Alternative Fighter Engine (AFE) program in 1984, under which the engine contract would be awarded through competition. 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 engine (Block 32) or the General Electric F110-GE-100 (Block 30).

F100-PW-220/220E

Due to the unsatisfactory reliability, maintenance costs, and service life of the F100-PW-100/200, Pratt & Whitney was eventually pressured into upgrading the engine to address these issues, including the aforementioned Alternative Fighter Engine initiative. The resulting engine, designated F100-PW-220, almost eliminates stall-stagnations and augmentor instability 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, slightly lower than the static thrust of the -100/200, but the -220 has better dynamic thrust across most of the envelope. The F100-PW-220 was introduced in 1986 and was installed on the F-15 or F-16, gradually replacing the -100/200.[7] A non-afterburning variant, the F100-PW-220U powers the Northrop Grumman X-47B UCAV. The "E" abbreviation from 220E is for “equivalent” and given to engines which have been upgraded from series 100 or 200 to 220, thus becoming equivalent to 220 specifications.

F100-PW-229

The F100-PW-229 and its competitor, the GE F110-GE-129, were the result of the USAF seeking improved performance engines (IPE) in the 1980s for its tactical aircraft; in addition to greater power, 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, and lower bypass ratio. 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 afterburner. The -229 powers late model F-16 Block 52s and F-15Es.

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.[8]

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.[9] 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 P&W’s F119 engine for the F-22 as well as operational experience from the -229; development began in the late 1990s.[10] The fan was larger for increased airflow 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. 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.[11][12]

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

• General Dynamics F-16 Fighting Falcon (-200, -220, -229)
• McDonnell Douglas F-15 Eagle (-100, -220)
• McDonnell Douglas F-15E Strike Eagle (-220, -229)
• Northrop Grumman X-47B (-220U)
• Vought YA-7F

Specifications (F100)

F100-PW-220

Data from DTIC,[7] Florida International University,[13] National Museum of the U.S. Air Force[14]

General characteristics

• Type: Afterburning turbofan
• Length: 191 inches (490 cm)
• Diameter: 34.8 inches (88 cm) inlet, 46.5 inches (118 cm) maximum external
• Dry weight: 3,234 pounds (1,467 kg)

Components

• Compressor: Dual Spool Axial compressor with 3-stage fan, 10-stage compressor
• Bypass ratio: 0.71:1
• Combustors: annular
• Turbine: 2-stage high pressure, 2-stage low-pressure

Performance

• Maximum thrust:
  
  • 14,590 pounds-force (64.9 kN) military thrust,
  • 23,770 pounds-force (105.7 kN) with afterburner
• Overall pressure ratio: 25:1
• Specific fuel consumption: Military thrust: (0.73 lb/(lbf·h))
• Thrust-to-weight ratio: 7.4:1

F100-PW-229

Data from Pratt & Whitney[15]

General characteristics

• Type: Afterburning turbofan
• Length: 191 inches (490 cm)
• Diameter: 34.8 inches (88 cm) inlet, 46.5 inches (118 cm) maximum external
• Dry weight: 3,829 pounds (1,737 kg)

Components

• Compressor: Dual Spool Axial compressor with 3 fan and 10 compressor stages
• Bypass ratio: 0.36:1
• Combustors: annular
• Turbine: 2 low-pressure and 2 high-pressure stages

Performance

• Maximum thrust:
  
  • 17,800 pounds-force (79 kN) military thrust
  • 29,160 pounds-force (129.7 kN) with afterburner
• Overall pressure ratio: 32:1
• Turbine inlet temperature: 2,460 °F (1,350 °C)[16]
• Specific fuel consumption: Military thrust: 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

• Pratt & Whitney F401
• Pratt & Whitney PW1120

Comparable engines

• General Electric F110
• Klimov RD-33
• Saturn AL-31
• Shenyang WS-10

Related lists

• List of aircraft engines

References

Bibliography

• Connors, Jack (2010). The Engines of Pratt & Whitney: A Technical History. American Institute of Aeronautics and Astronautics (AIAA). doi:10.2514/4.867293. ISBN 9781600867118.
• McDermott, John F. (1972). "F100/F401 Augmented Turbofan Engines - High Thrust-to-Weight Propulsion Systems". SAE. doi:10.4271/720842. ISSN 0148-7191.
• Fernandez, Ronald (1983), Excess Profits: The Rise of United Technologies, Boston: Addison-Wesley, ISBN 9780201104844.

External links

• F100 page on Pratt & Whitney's site
• F100-PW-100/-200 page on GlobalSecurity.com
• F100 page on LeteckeMotory.cz (cs)

На других языках

---

[de] Pratt & Whitney F100

Das Pratt & Whitney F100 ist ein Turbofan-Triebwerk mit Nachbrenner und niedrigem Nebenstromverhältnis. Es ist für den Einsatz in Kampfflugzeugen konzipiert, wobei alle Varianten von dem US-Konzern Pratt & Whitney gefertigt werden.

---

- [en] Pratt & Whitney F100

---

[es] Pratt & Whitney F100

El Pratt & Whitney F100, designado JTF22 por la compañía,[2] es un motor turbofán con postcombustión fabricado por la compañía estadounidense Pratt & Whitney, es el propulsor de los cazas F-15 Eagle y F-16 Fighting Falcon.

---

[fr] Pratt & Whitney F100

Le Pratt & Whitney F100 (designation interne JTF22[1]) est un turboréacteur à double flux et postcombustion, développé par l'américain Pratt & Whitney pour propulser les avions de chasse F-15 Eagle et F-16 Fighting Falcon.

---

[it] Pratt & Whitney F100

L'F100 è una famiglia di propulsori a turboventola con postbruciatore progettato dalla Pratt & Whitney ed utilizzato negli aerei da combattimento militari F-15 e F-16[1]. Di grande successo, ne sono stati prodotti oltre 7.000 esemplari, di cui 5.000 in servizio, superando le 20 milioni di ore di volo e raggiungendo ottimi livelli di affidabilità[2].

---

[ru] Pratt & Whitney F100

Pratt & Whitney F100 — семейство американских авиационных двухконтурных турбореактивных двигателей с форсажной камерой. Установлены на F-15, F-16. Выпущено более 7200 двигателей[1], общий налёт которых с 1974 г. составил более 24 млн лётных часов, то есть в среднем более чем 3000 часов на двигатель. Единственный двигатель в ВВС США, ресурс которого может достигать 6000 термических циклов (TAC) запуска двигателя (цикл — запуск-работа-выключение-охлаждение)[2]. Разработка и опытно-конструкторские работы велись в рамках совместной программы ВВС и НАСА[3].

---

---