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Pratt & Whitney F100 / JTF22 / F401


PW-F100

 

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 F-15 Eagle fighters. The combined program was called Advanced Turbine Engine Gas Generator (ATEGG) with goals to improve thrust and reduce weight to achieve a thrust-to-weight ratio of 9. The program requested proposals and would award Pratt & Whitney a contract in 1970 to produce F100-PW-100 (USAF) and F401-PW-400 (USN) afterburning turbofan engines (company designation JTF22). The Navy would cut back and later cancel its order, choosing to continue to use the Pratt & Whitney TF30 engine from the F-111 in its F-14.

 

Variants:
F100-PW-100
The F100-100 first flew in an F-15 Eagle in 1972 with a thrust of 106.4 kN (23,930 lbf). Due to the advanced nature of engine and aircraft, numerous problems were encountered in its early days of service including high wear, stalling 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 solved.

F100-PW-200
The F-16 Fighting Falcon entered service with the F100-200, with only slight differences from the -100. 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 engine or the General Electric F110.

F100-PW-220/220E
The F100-PW-220 incorporated the most advanced technology available, including the precision control and advanced maintenance features of digital electronic controls and the extended durability and reliability of metallurgical and heat-transfer advances. The F100-220 was introduced in 1986 and could be installed on either an F-15 or F-16. A non-afterburning variant, the F100-PW-220U powers the Northrop Grumman X-47B UCAV. The "E" abbreviation from 220E is for equivalent. The abbreviation is given to engines which have been upgraded from series 200 to 220, thus becoming equivalent to 220 specifications.

F100-PW-229
Using technology developed from the F119 and F135 engine programs for the F-22 Raptor and F-35 Lightning II, the production F100-PW-229 incorporates modern turbine materials, cooling management techniques, compressor aerodynamics, and electronic controls. The first -229 was flown in 1989 and has a thrust of 79 kN (17,800 lbf) (dry thrust) and 129.7 kN (29,160 lbf) with afterburner. It powers late model F-16s and the F-15E Strike Eagle.

 

Applications:
F100
McDonnell Douglas F-15 Eagle
McDonnell Douglas F-15E Strike Eagle
General Dynamics F-16 Fighting Falcon
Northrop Grumman X-47B

F401
Grumman F-14B Tomcat (planned; test aircraft only)
Rockwell XFV-12
Vought Model 1600 (proposed)

 

Specifications:
F100-PW-229
Type: Afterburning turbofan
Length: 4,900 millimetres (191 in)
Diameter: 880 millimetres (34.8 in) inlet, 1,180 millimetres (46.5 in) maximum external
Dry weight: 1,700 kilograms (3,740 lb)
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
Maximum thrust: 79 kilonewtons (17,800 lbf) military thrust, 129.7 kilonewtons (29,160 lbf) with afterburner
Overall pressure ratio: 32:1
Turbine inlet temperature: 1,350 °C (2,460 °F)
Specific fuel consumption: Military thrust: 77.5 kg/(kN·h) (0.76 lb/(lbf·h)) Full afterburner: 197.8 kg/(kN·h) (1.94 lb/(lbf·h))
Thrust-to-weight ratio: 7.8:1

 

 

 

 

 


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