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General Electric F414

  GE-F414
 

First run on 20 May 1993, GE evolved the F404 into the F412-GE-400 non-afterburning turbofan for the A-12 Avenger II. After the cancellation of the A-12, the research was directed toward an engine for the F/A-18E/F Super Hornet. GE successfully pitched the F414 as a low-risk derivative of the F404, rather than a riskier new engine. In fact, the F414 engine was originally envisioned as not using any materials or processes not used in the F404, and was designed to fit in the same footprint as the F404.

The F414 uses the core of the F412 and its full-authority digital engine control (FADEC), alongside the low-pressure system from the YF120 engine developed for the Advanced Tactical Fighter competition. One of the major differences between the F404 and the F414 is the fan section. The fan of the F414 is larger than that of the F404, but smaller than the fan for the F412. The larger fan section increases airflow by 16% and is 5 inches (13 cm) longer. To keep the engine in the F404's footprint, the afterburner section was shortened by 4 in (10 cm) and the combustor shortened by 1 in (2.5 cm). Another change from the F404 is the fact that the first three stages of the high pressure compressor are blisks rather than dovetailed blades, saving 50 pounds (23 kg) in weight. Furthermore, the FADEC guided F414 uses a fuel actuated system to manipulate the afterburner section rather than a separate hydraulic system.

The F414 continued to be improved, both through internal GE efforts and federally funded development programs. By 2006 GE had tested an Enhanced Durability Engine (EDE) with an advanced core. The EDE engine provided a 15% thrust increase or longer life without the thrust increase. It has a six-stage high-pressure compressor (down from 7 stages in the standard F414) and an advanced high-pressure turbine. The new compressor should be about 3% more efficient. The new high pressure turbine uses new materials and a new way of delivering cooling air to the blades. These changes should increase the turbine temperature capability by about 150 °F (66 °C). The EDE is designed to have better foreign object damage resistance, and a reduced fuel burn rate.

The EDE program continued with the testing of an advanced two stage blade-disk (Blisk) fan. The first advanced fan was produced using traditional methods, but future blisk fans would be made using translational friction welding with the goal of reducing manufacturing costs. GE touts that this latest variant yields either a 20% increase in thrust or threefold increase in hot-section durability over the previous F414. This version is called the Enhanced Performance Engine (EPE) and was partially funded through the federal Integrated High Performance Turbine Engine Technology (or IHPTET) program.
As of 2009, the F414-EDE was being developed and tested, under a United States Navy contract for a reduced specific fuel consumption (SFC) demonstrator engine.

Over 1,000 F414 engines had been delivered and the engine family has totaled over 1 million flight hours by 2010.

 

Variants:

F414-GE-400
This variant flies in the Boeing F/A-18E/F Super Hornet. It was also proposed for the unbuilt naval F-117N variant of the F-117 Nighthawk.
 
F414-EDE
The "Enhanced Durability Engine" or "EDE" variant, includes an improved high pressure turbine (HPT) and high pressure compressor (HPC). The HPT is redesigned to withstand slightly higher temperatures and includes aerodynamic changes. The HPC has been redesigned to 6 stages, down from 7. These changes were aimed at reducing SFC by 2% and three times greater component durability.
 
F414-EPE
The "Enhanced Performance Engine" or "EPE" variant, includes a new core and a redesigned fan and compressor. The new engine version offers up to a 20 percent thrust boost, which increases its thrust to 26,400 pounds (120 kN), giving it an almost 11:1 thrust/weight ratio.
 
F414M
Used by the EADS Mako/HEAT. Derated thrust to 12,500 lbf (55.6 kN) dry and 16,850 lbf (75 kN) wet. This version was proposed for international versions of the Korean T-50 series of trainers and fighter aircraft, but was later superseded by a new offer with a standard F414.
 
F414G
This variant is produced for the Saab JAS 39 Gripen Demonstrator. It is slightly modified for use in a single engine Gripen contrary to a twin-engine aircraft like the F/A-18. With this engine, the Gripen Demonstrator reached Mach 1.2 in supercruise (without afterburner).
 
F414BJ
Proposed for Dassault Falcon SSBJ. This variant would produce around 12,000 lbf (53 kN) of thrust without use of afterburner.
 
F414-GE-INS6
India's Aeronautical Development Agency selected the F414-GE-INS6 engine to power the Mk II version of the HAL Tejas Light Combat Aircraft (LCA) for the Indian Air Force. 99 engines were ordered in October 2010. The engine was to produce more thrust than previous F414 versions. It features a Full Authority Digital Electronic Control (FADEC) system. The F414-GE-INS6 was to have six stages. The engines were to be delivered by 2013.

F414-GE-39E
Version of F414G for Saab JAS-39E/F Gripen.

 

Applications:
Boeing F/A-18E/F Super Hornet
EADS Mako/HEAT
Saab Gripen Demo/NG
HAL Tejas Mark II

 

Specifications:

F414-400
Type: Afterburning turbofan
Length: 154 in (3,912 mm)
Diameter: 35 in (889 mm)
Dry weight: 2,445 lb (1,110 kg) max weight
Compressor: Axial compressor with 3 fan and 7 compressor stages
Combustors: annular
Turbine: 1 low-pressure and 1 high-pressure stage
Maximum thrust: 22,000 lbf (98 kN)
Overall pressure ratio: 30:1
Thrust-to-weight ratio: 9:1

 

 


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