Pratt & Whitney F100
| 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 |
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.
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), 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 or the GE F110-GE-100.
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 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 could be installed on either an F-15 or F-16.[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 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 has a thrust of 17,800 lbf (79 kN) (dry thrust) and 29,160 lbf (129.7 kN) with afterburner. The -229 powers late model F-16 Block 52s and F-15Es. In the 2000s, the current production F100-PW-229EEP (Engine Enhancement Package) was developed to increase reliability and number of accumulated cycles between depot overhauls by applying technology from the F119 and F135 engine programs for the F-22 and F-35; the -229EEP incorporates updated turbine materials, cooling management techniques, compressor aerodynamics, split cases (top and bottom) and electronic controls.[8] Deliveries of the -229EEP began in 2009.
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
- McDonnell Douglas F-15 Eagle
- McDonnell Douglas F-15E Strike Eagle
- Northrop Grumman X-47B
- Vought YA-7F
Specifications (F100)
F100-PW-220
Data from DTIC,[7] Florida International University,[9] National Museum of the U.S. Air Force[10]
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[11]
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)[12]
- 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
Comparable engines
Related lists
References
- ^ "Designations Of U.S. Military Aero Engines". www.designation-systems.net. Retrieved 17 April 2018.
- ^ Connors, pp. 382-385
- ^ Connors, pp. 385-391
- ^ Davies, Steve. Combat Legend, F-15 Eagle and Strike Eagle. London: Airlife Publishing, Ltd., 2002. ISBN 1-84037-377-6.
- ^ McDermott 1972, pp. 1-5
- ^ Fernandez 1983, pp. 241–245, 251–254
- ^ a b "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.
- ^ "F100-PW-229 Engine Enhancement Package brochure" (PDF). Archived from the original (PDF) on 2014-01-12. Retrieved 2014-01-12.
- ^ "Pratt & Whitney Engines, F100-PW-220/F100-PW-220E". Florida International University. Archived from the original on 5 March 2016.
- ^ "Pratt & Whitney F100-PW-220". National Museum of the United States Air Force. May 28, 2015.
- ^ P&W F100 product page. Archived August 15, 2010, at the Wayback Machine
- ^ Clancy, Tom (2007). Fighter Wing: A Guided Tour of an Air Force Combat Wing. ISBN 9780425217023.
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
