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General Electric F110

GE-F110

 

The General Electric F110 is an afterburning turbofan jet engine produced by GE Aviation. The F110 engine uses the same engine core design as the General Electric F101. The F118 is a non-afterburning variant. The engine is also license-built by Turkish Aerospace Industries.

F-16
The F-16 Fighting Falcon entered service powered by the Pratt & Whitney F100 afterburning turbofan. 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 F110 as at June 2005 powered 86% of the USAF F-16C/Ds.

The F110-GE-100 provides around 4,000 lbf (17.8 kN) more thrust than the F100-PW-200 and requires more air, which led to the increase in the area of the engine intake. The F-16C/D Block 30/32s were the first to be built with a common engine bay, able to accept both engines, with block 30s having the bigger intake (known as "Big Mouth") and block 32s retaining the standard intake.

Initial orders were for the F110-GE-100 rated at 28,000 lbf (125 kN). Later versions of the F110 include the F110-GE-129 delivering 29,400 lbf (131 kN) thrust and the F110-GE-132 delivering 32,000 lb (142 kN).

The United Arab Emirates’ Block 60 is powered by the General Electric F110-GE-132 turbofan, which is rated at a maximum thrust of 32,500 lbf (144.6 kN), the highest ever developed for the F-16 aircraft.

F-14
The F-14A entered service with the United States Navy in 1973 powered by Pratt & Whitney TF30s. By the end of the decade, following numerous problems with the original engine (and similar problems with the Pratt & Whitney F100 on the F-15 and F-16), the DoD began procuring the upgraded TF30-P-414As. While these engines solved the serviceability problems, the fuel consumption and thrust was comparable to the initial model; considerably less than what the F-14 had been designed for.

In 1979, a derivative of the GE F101 turbofan called the F101-X was selected to power the F-14 and was later designated the F110-GE-400. The primary difference between the F110-GE-400 and the F110-GE-100 is length - the F110-GE-400 has a 50-inch (1.3 m) tailpipe extension to suit the F-14 airframe, which is fitted downstream of the augmentor. The new engine provided 23,100 lbf (103 kN) of thrust (can go up to 27,600 lbf (123,000 N) max augmented thrust if authorised and or if the situation dictates) compared to the TF30's maximum thrust of 20,900 lbf (93 kN). These upgraded jets were known as F-14Bs, as were production aircraft powered by the F110. The same engine also powers the final variant of the aircraft, the F-14D.

F-15
Two F110-GE-129 engines, with 29,400 lbf (131 kN) of thrust, power 40 F-15K fighters of South Korea. This is the first time production F-15s will be powered by a GE engine, since all previous F-15 models were powered by Pratt and Whitney. The GE engines will be manufactured through a joint licensing agreement with Samsung Techwin Company. It has also been chosen by the Republic of Singapore Air Force (RSAF) to power its F-15SG, and Saudi Arabia to power its F-15SA.

General Electric ran performance tests of its 32,000 lb.-thrust F 110-GE-132 engine for Block 60 F-16s at its Peebles, Ohio, facility. The engine, the first complete, purpose-built F 110-132 began about 30 hr. of runs at Peebles on an outdoor test stand. Preceding those trials were 30 hr. of tests conducted in indoor facilities at GE's Evendale, Ohio, plant. Those assessments were finished in midNovember 2000.

Thrust is the biggest difference between the F 110-132 and the production version of the F 110, the F 110-129. The newer engine is capable of generating about 3,000 lb more thrust under sea-level static conditions. To generate that power, the -132 is fitted with a 5% more efficient fan that features integrally bladed disk construction. The new powerplant also has a filament wound graphite-epoxy fan duct designed to handle the loads associated with thrust vectoring, should that technology ever be added to the engine.

The F 110-132 is equipped with a radial augmentor, similar to the unit found in the F/A-18E/Fs F414 engine. It improves operability at higher thrust levels and helps eliminate augmentor screech-high-frequency, standing sound waves that can damage engine components.

Also offered as an option on the F l10-132 is an ejector nozzle that directs a thin film of cool air from the engine bay around the nozzle's flaps and seals. Cooling is great enough to reduce the temperatures of those components by 400-800 deg. F, depending on operating conditions.
Taken together, the F 110-132 improvements can be used to generate additional thrust, or to increase engine life if thrust is limited to 29,000 lb. This means inspections now carried out on F 110s at 4,300 cycles would be delayed to 6,000 cycles.

F 110-132s operated under the increased durability option would carry the official USAF designation of F 110-GE-132As. Despite the designation, the service has not taken any steps toward procurement.

 
genelecf110
F110-132


General Electric ran performance tests of its 32,000 lb.-thrust F 110-GE-132 engine for Block 60 F-16s at its Peebles, Ohio, facility.The engine, the first complete, purpose-built F 110-132 began about 30 hr. of runs at Peebles on an outdoor test stand. Preceding those trials were 30 hr. of tests conducted in indoor facilities at GE's Evendale, Ohio, plant. Those assessments were finished in midNovember 2000.

Thrust is the biggest difference between the F 110-132 and the production version of the F 110, the F 110-129. The newer engine is capable of generating about 3,000 lb more thrust under sea-level static conditions. To generate that power, the -132 is fitted with a 5% more efficient fan that features integrally bladed disk construction. The new powerplant also has a filament wound graphite-epoxy fan duct designed to handle the loads associated with thrust vectoring, should that technology ever be added to the engine.
The F 110-132 is equipped with a radial augmentor, similar to the unit found in the F/A-18E/Fs F414 engine. It improves operability at higher thrust levels and helps eliminate augmentor screech-high-frequency, standing sound waves that can damage engine components.
Also offered as an option on the F l10-132 is an ejector nozzle that directs a thin film of cool air from the engine bay around the nozzle's flaps and seals. Cooling is great enough to reduce the temperatures of those components by 400-800 deg. F, depending on operating conditions.
Taken together, the F 110-132 improvements can be used to generate additional thrust, or to increase engine life if thrust is limited to 29,000 lb. This means inspections now carried out on F 110s at 4,300 cycles would be delayed to 6,000 cycles.
F 110-132s operated under the increased durability option would carry the official USAF designation of F 110-GE-132As. Despite the designation, the service has not taken any steps toward procurement.

 

Applications:
F-14B/D Super Tomcat
F-15S/F-15K/F-15SG/F-15SA Strike Eagle
F-16 Fighting Falcon
General Dynamics F-16XL
Mitsubishi F-2

 

Specifications:

F110
Type: Afterburning turbofan
Length: 182.3 - 232.3 in (463 - 590 cm)
Diameter: 46.5 in (118 cm)
Dry weight: 3,920 - 4,400 lb (1,778 - 1,996 kg)
Compressor: 2 spool: 3 fan and 9 high pressure compressor stages
Combustors: annular
Turbine: 2 low-pressure and 1 high-pressure stages
Maximum thrust: 27,000 - 28,000 lbf (120 - 125 kN)
Overall pressure ratio: 29.9:1 - 30.4:1
Turbine inlet temperature: 2750F (1510C)
Thrust-to-weight ratio: 6.36:1

 

 


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