The Pratt & Whitney PW2000, also known by the military designation F117, is a series of high-bypass turbofan aero engines with a thrust range from 37,000 to 43,000 lbf (165 to 190 kN). Built by Pratt & Whitney, they were designed for the Boeing 757. As a 757 powerplant, these engines compete with the Rolls-Royce RB211.
The PW2000 is a dual-spool, axial air flow, annular combustion, high by-pass turbofan with a dual-channel Full authority digital engine control (FADEC) system. It was certified in 1984 as the first civilian FADEC-controlled aviation engine.
MTU Aero Engines holds a 21.2% stake in the engine, having developed the low-pressure turbine and turbine exit casing as well as producing critical parts of the low-pressure turbine, the turbine exhaust casing, high-pressure compressor and high-pressure turbine components.
The first PW2000 series engine, the PW2037, powered the Boeing 757-200 and entered service with Delta Air Lines as the launch customer for the civil aviation version of the engine.
Other than the 757, the PW2000 series engines also power the C-17 Globemaster III military transport; the United States Department of Defense designation for the engine is F117, with the specific variant used on the C-17 being the F117-PW-100. The powerplant first flew on the C-17 in 1991.
The PW2000 also powered the abortive Ilyushin Il-96M; the engine first flew on the Il-96M in 1993. On October 16, 2008 the NTSB recommended that the FAA issue urgent new inspection procedures on the PW2037 model of the engine, following an uncontained turbine failure event in August 2008. The NTSB recommended that the FAA order PW2037 engines inspected beyond a threshold of flight hours or flight cycles less than that of the event engine, and be reinspected at regular intervals.
A later build standard, named PW2043, launched in 1994. It provides over 43,000 lbf (190 kN) of thrust. Previous generations of engines can be converted to the PW2043 version.
Applications: Boeing 757 Boeing C-32 Ilyushin Il-96M C-17 Globemaster III
The JT9D was developed as part of the design phase of the C-5 Galaxy. A contract was awarded to Pratt & Whitney to study the type of large engine needed, but the production contract was eventually awarded to General Electric and their TF39 turbofan. First run in December 1966, the JT9D was chosen by Boeing to power the 747, with that aircraft’s first flight taking place on 9 February 1969. Flight testing of the engine had begun in June 1968, using a Boeing B-52E as a testbed.
The Pratt & Whitney JT9D engine was the first high bypass ratio jet engine to power a wide-body aircraft. Its initial application was the Boeing 747-100, the original “Jumbo Jet”. It was the company’s first high-bypass-ratio turbofan and also the first of today’s generation of large commercial turbofan engines to be produced.
The JT9D-3, which entered service in 1970, was constructed using titanium and nickel alloys. The engine featured a single stage fan, a three stage low pressure compressor and an eleven stage high pressure compressor coupled to a two stage high pressure turbine and four stage low pressure turbine. This version of the JT9D weighed 8,608 lb (3,905 kg) and produced 43,500 lbf (193,000 N) thrust. Production ceased in 1990.
JT9D-7R4
JT9D engines powering USAF E-4A airborne command posts are designated Pratt & Whitney F105. Pratt & Whitney’s designated successor to the JT9D family is the PW4000, which features fewer parts, greater reliability, and lower base selling price.
Applications: Airbus A300 Airbus A310 Boeing 747 Boeing 767 McDonnell Douglas DC-10
Specifications:
JT9D-3A Static Thrust: 45800 lbf Basic Engine Weight: 8608 lb Length: 128.2 in Fan Diameter: 92.3 in Used in: Boeing 747-100
JT9D-7 Static Thrust: 47900 lbf Basic Engine Weight: 8850 lb Length: 128.2 in Fan Diameter: 92.3 in Used in: Boeing 747
JT9D-20 Static Thrust: 49400 lbf Basic Engine Weight: 8450 lb Length: 128.2 in Fan Diameter: 92.3 in Used in: McDonnell Douglas DC-10, Boeing 747
JT9D-7Q/7Q3 Static Thrust: 53000 lbf Basic Engine Weight: 9295 lb Length: 132.1 in Fan Diameter: 93.6 in Used in: Boeing 747
JT9D-59A/70A Static Thrust: 53000 lbf Basic Engine Weight: 9155 lb Length: 132.2 in Fan Diameter: 93.6 in Used in: McDonnell Douglas DC-10/Boeing 747/Airbus A300
JT9D-7R4D/D1 Static Thrust: 48000 lbf Basic Engine Weight: 8905 lb Length: 132.7 in Fan Diameter: 93.4 in Used in: Boeing 767/Airbus A310
JT9D-7R4G2 Static Thrust: 54750 lbf Basic Engine Weight: 8935 lb Length: 132.7 in Fan Diameter: 93.4 in Used in: Boeing 747
JT9D-7R4H1 Static Thrust: 56000 lbf Basic Engine Weight: 8885 lb Length: 132.7 in Fan Diameter: 93.4 in Used in: Airbus A300
First run in 1960, the Pratt & Whitney JT8D is a low-bypass (0.96 to 1) turbofan engine, introduced by Pratt & Whitney in February 1963 with the inaugural flight of Boeing’s 727. It was a modification of the Pratt & Whitney J52 turbojet engine, which powered the US Navy A-6 Intruder attack aircraft. The Volvo RM8 is an afterburning version that was license-built in Sweden for the Saab 37 Viggen fighter. A “fixed” version for powerplant and ship propulsion is known as the FT12.
The JT8D is an axial-flow front turbofan engine incorporating dual-spool design. There are two coaxially-mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i.e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high-pressure compressor (HPC) section, which has seven stages. The high-pressure compressor is driven by the first (upstream) turbine, which has a single stage.
The front-mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still-hot fast-moving turbine exhaust is shrouded in much-cooler and slower-moving air (from the bypass fan) before interacting with ambient air. Thus the JT8D noise levels were significantly reduced from previous non-turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced.
Eight models comprise the JT8D standard engine family, covering the thrust range from 12,250 to 17,400 pounds-force (62 to 77 kN) and power 727, 737-100/200, and DC-9 aircraft. More than 14,000 JT8D engines have been produced, totaling more than one-half billion hours of service with more than 350 operators making it the most popular of all low-bypass turbofan engines ever produced. Within the fan inlet case, there are anti-icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i.e. the final) compressor stage, air is bled out and used for anti-icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross-sectional area allows the compressed air to slow down before entering one of the engine’s nine burner cans. Again, there are two bosses to extract 13th stage air for anti-icing, de-icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel-ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can’s perimeter in such a way that the burning fuel is held near the can’s centerline.
There are nine combustion chambers positioned in a can-annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the large for forming an air blanket.
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D-200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the -200 Series power-plant was re-engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound-force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD-80 series. This increase was achieved by increasing bypass fan diameter (from 39.9 to 49.2 inches) and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the -200 series engines have been produced.
The JT8D-217 and -219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re-engining program. The updated engines offer reduced (Stage-3) noise compliance standards without the need for hush kits, enhanced short field performance, steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range.
Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, has developed the JT8D-219 as a re-engine powerplant for Boeing 707-based aircraft. Northrop Grumman uses the -219 to re-engine the United States Air Force’s fleet of 19 Joint Surveillance Target Attack Radar System (E-8 Joint STARS) aircraft, which will allow the JSTARS more time on station due to the engine’s 17% greater fuel efficiency. NATO also plans to re-engine their fleet of E-3 Sentry AWACS aircraft. The -219 is publicized as being half the cost of the competing 707 re-engine powerplant, the CFM-56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up-front wing modification costs of the two choices.
Applications: Boeing 707RE Boeing 727 Boeing 737 Dassault Mercure McDonnell Douglas DC-9 McDonnell Douglas MD-80 series McDonnell Douglas YC-15 Northrop Grumman E-8C Joint STARS Sud Aviation Caravelle 10B, 10R, 11R, and 12 Kawasaki C-1( Japanese military transport) powered by the JT8D-M-9 manufactured by Mitsubishi
Accidents: 4 April 1977 Southern Airways Flight 242 – both engines on the DC-9 failed when the pilots flew into a severe thunderstorm after misreading their onboard radar. The flight encountered severe rain and hail. The NTSB concluded that the “loss of thrust was caused by the ingestion of massive amounts of water and hail which in combination with thrust lever movement induced severe stalling in and major damage to the engine compressors.” 63 people on-board and 9 on the ground died as a result of the accident.
22 August 1985 British Airtours Flight 28M – an engine failed during take-off from Manchester Airport, the fire spreading into the cabin, resulting in 55 fatalities aboard the Boeing 737-236 Advanced.
21 December 1991 Scandinavian Airlines Flight 751 – The engines on an MD-81 ingested wing ice during takeoff causing engine damage that led to a total loss of thrust on both engines. The aircraft crashed in a forest clearing with no fatalities.
6 July 1996 An engine explosion happened on an MD-88, Delta Air Lines Flight 1288, just prior to take-off at Pensacola, Florida, USA, with two fatalities.
5 September 2005 A Boeing 737-200 operated by Mandala Airlines crashed in Medan as Mandala Airlines Flight 091 with 96 passengers, five crew and 49 on the ground were killed. Sixteen passengers survived. The engine flamed out and lost power.
15 April 2008 A DC9-51 operated by Hewa Bora Airways crashed and burned at Goma following an engine fire, with 40 fatalities.
Specifications: JT8D-200 Type: Turbofan Length: 120.0″ / 3048mm – 154.1″ / 3914mm Diameter: 49.2″ / 1250mm Dry weight: From 3200lb / 1454.5kg (JT8D) to 4740lb / 2154.5kg (JT8D-219) Compressor: Axial flow, 2-stage fan, 6-stage LP, 7-stage HP Combustors: Nine can-annular combustion chambers Turbine: 3-stage (1 stage HP 2 stage LP) Maximum thrust: 21,700lbf / 96.5kN (JT8D-219) Overall pressure ratio: 16:1 Specific fuel consumption: 0.744 [kg/daN.h] Thrust-to-weight ratio: About 4.8
Part of a Pratt & Whitney J75 from a downed Lockheed U-2 in Cuba
The Pratt & Whitney J75 (company designation: JT4A) was an axial-flow turbojet engine first flown in 1955. A two-spool design in the 17,000 lbf (76 kN) thrust class, the J75 was essentially the bigger brother of the Pratt & Whitney J57 (JT3C). It was known in civilian service as the JT4A, and in a variety of stationary roles as the GG4 and FT4.
In military use, the J75 was used on the Lockheed U-2, the Republic F-105 Thunderchief, and the Convair F-106 Delta Dart. It was also utilized in the prototype and experimental Lockheed A-12, North American YF-107, Vought XF8U-3 Crusader III, Martin P6M SeaMaster, and Avro Canada CF-105 Arrow.
Before the arrival of the Pratt & Whitney JT3D turbofan engine, the JT4A was used to power certain Boeing 707 and Douglas DC-8 models, bringing improved field performance in the medium-range Boeing 707-220 and Douglas DC-8-20, and intercontinental range in the Boeing 707-320 and the Douglas DC-8-30.
After its relatively short lifetime in the aircraft role, the JT4A found more enduring use in the naval role, where the FT4 was produced in a variety of models between 18,000 and 22,000 hp. Well-known uses include the first all-turbine warships, the Canadian Iroquois class destroyers, as well as the United States Coast Guard’s Hamilton class cutters, and it was considered for the US Navy’s Asheville class gunboat. The same basic powerplant saw much wider use as a peak demand power turbine running on natural gas. From its introduction in 1960 over 1,000 FT4s have been sold, with many of them still in operation for electrical generation. Outdated by modern standards, refits were available that add catalytic converters to lower their emissions.
The Pratt & Whitney JT12, (US military designation J60) is a small turbojet engine. The J60 conception and project design began in July 1957 at United Aircraft of Canada (later Pratt & Whitney Canada) in Montreal. The project design details were transferred to the main P&W company in East Hartford and in May 1958, the first prototype, with military designation YJ60-P-1 commenced testing.
Flight tests were completed in early 1959; followed by the delivery of the new JT12A-5 engines in July 1959. These were for the two Canadair CL-41 prototype trainers with a rating of 12.9 kN (2,900 lb st).
The modified JT12A-3 turbojets with a basic rating of 14.69 kN (3,300 lb st) were tested in the two Lockheed XV-4A Hummingbird VTOL research aircraft. The next version, JT12A-21, had an afterburner which delivered a maximum thrust of 17.91 kN (4,025 lb st).
A total of 2621 were built.
The Pratt & Whitney T73 (Pratt & Whitney JFTD12) is a related turboshaft engine.
Variants: YJ60-P-1—prototype
J60-P-3
J60-P-4
J60-P-5
J60-P-6
T73 Military designation of the Pratt & Whitney JFTD12 free power turbine turboshaft version of the J60.
JT12A-3LH
JT12A-5 (J60-P-3/-5/-6) Take-off ratings from 2,900 lbf (12.9 kN) to 3,001 lbf (13.35 kN).
JT12A-6 Essentially similar to the –5
JT12A-7 (J60-P-4) up-rated to 3,300 lbf (15 kN)
JT12A-8
JT12A-21 An after-burning version developing 4,024 lbf (17.9 kN) thrust wet.
FT12 Turboshaft versions for marine use.
JFTD12 Comapny designation of the Pratt & Whitney T73 free power turbine turbo-shaft version of the J60.
Applications: Civilian (JT12) Lockheed JetStar North American Sabreliner
Military (J60) T-2B Buckeye T-39 Sabreliner Sikorsky XH-59/S-69 XV-4 Hummingbird
The Pratt & Whitney J52 (company designation JT8A) is an axial-flow turbojet engine originally designed for the United States Navy, in the 9,000 lbf-class as a scaled-down derivative of the J57/JT3A.
First run in 1955, it was initially intended to power the A4D-3 Skyhawk, an advanced avionics model that was canceled in 1957. After being canceled, the U.S. Air Force selected the J52 to power the AGM-28 Hound Dog cruise missile. The engine was designed with several unique features for this application, including a “conical centerbody mounted in the intake” and a “variable central plug … in the nozzle”.Then, in 1958, the US Navy selected the engine to power what became the A-6 Intruder.
The J52-P-6 model, designed for the YA2F-1 (YA-6A) Intruder, had a unique nozzle that could be angled downward at 23 degrees for STOL takeoffs; this was not used on production A-6s. The J52 was selected to power the A4D-5, another model of the A-4 Skyhawk, remaining in all subsequent new-built models.
The twin-spool J52 employs a split 12-stage axial compressor consisting of a five-stage low pressure unit and a seven-stage high pressure unit. Behind the compressor is a nine-unit can-annular combustion chamber and a two-stage split turbine.
A total of 4,567 were built.
The engine also provided the basis for the Pratt & Whitney JT8D, a civilian low-bypass turbofan engine.
JT8D
The P&W JT8D was first tested in 1961 resulting in nine basic models.
Variants: J52-P-3 Flown in: AGM-28 Hound Dog. This variant produced 7,500 lbf (33,000 N) of thrust. The design of the P-3 model included a variable inlet duct to improve engine efficiency at the various altitudes the cruise missile was designed to fly at.
J52-P-6 Flown in: A-6A. This variant produced 8,500 lbf (38,000 N) of thrust and included the 23-degree downward swiveling nozzle.
J52-P6A Flown in: A-4E, TA-4J, EA-6B (the first few). This variant produced 8,500 lbf (38,000 N) of thrust.
J52-P-8A/B Flown in: A-4F/G/H/K, TA-4E/F/G/H, A-6E, EA-6B. This variant produced 9,300 lbf (41,000 N) of thrust.
J52-P-408 Flown in: A-4M/N, TA-4KU, EA-6B. This variant included variable inlet guide vanes (VIGV) in the LPC, air-cooled turbine blades, and produced 11,200 lbf (50,000 N) of thrust.
J52-P-409 Also known as PW1212. 12,000 lbf (53 kN) thrust version of the J52-P-408 with an improved low pressure turbine (LPT) and faster acceleration. Designed for the EA-6B and was additionally marketed as an upgrade for the A-4. The J52-P-409 was also proposed as a cost-effective upgrade to the A-6E as an alternative to the A-6F Intruder II, but was not purchased. The P-409 engine was also proposed for use in the EA-6B ADVCAP, but that program was canceled after three prototypes were built and flown. The P-409 would have been available as a new engine or as an upgrade kit for P-408 engines, but was never ordered in significant quantities.
PW1216 An afterburning derivative of the J52-P409 engine proposed for the Grumman Sabre II concept (the project later evolved into the JF-17 Thunder). The afterburner, designed in China, would have increased thrust to 16,000 lbf (71 kN).
JT8A Company designation for initial versions of the J52
JT8B-1 (J52-P-6)
Applications: AGM-28 Hound Dog Dassault Super Mystere Douglas A-4 Skyhawk Grumman A-6 Intruder Lockheed Martin A-4AR Fightinghawk Northrop Grumman EA-6B Prowler
The J57 was a turbojet development of the XT45 (PT4) turboprop engine intended for the XB-52. As the B-52 power requirements grew, the design evolved into a turbojet, the JT3. The Collier Trophy for 1952 was awarded to Leonard S. Hobbs, Chief Engineer of United Aircraft Corporation, for “designing and producing the P&W J57 turbojet engine”.On May 25, 1953, a J57-powered YF-100A exceeded Mach 1 on its maiden flight. First run in 1952, the engine was produced from 1951 to 1965 with a total of 21,170 built. One XT57 was installed in the nose of a C-124 (BuNo 52-1069), and tested in 1956.
The Pratt & Whitney J57 (company designation: JT3C). The J57 was the first 10,000 lbf (45 kN) thrust class engine in the United States. The J57/JT3C was developed into the J75/JT4A turbojet, JT3D/TF33 turbofan and the PT5/T57 turboprop.
Variants: J57-P-1W 11,400 lbf (51 kN) s.t with water injection (B-52B)
The origins of the F135 afterburning turbofan lie with the Lockheed Corporation Skunk Works’s efforts to develop a stealthy STOVL strike fighter for the U.S. Marine Corps under a 1986 DARPA program. Lockheed employee Paul Bevilaqua developed and patented a concept aircraft and propulsion system, and then turned to Pratt & Whitney (P&W) to build a demonstrator engine. The demonstrator used the first stage fan from a F119 engine for the lift fan, the engine fan and core from the F100-220 for the core, and the larger low pressure turbine from the F100-229 for the low pressure turbine of the demonstrator engine. The larger turbine was used to provide the additional power required to operate the lift fan. Finally, a variable thrust deflecting nozzle was added to complete the “F100-229-Plus” demonstrator engine. This engine proved the lift-fan concept and led to the development of the current F135 engine.
P&W developed the F135 from their F119 turbofan, which powers the F-22 Raptor, as the “F119-JSF”. The F135 integrates the F119 core with new components optimized for the JSF. The F135 is assembled at a plant in Middletown, Connecticut. Some parts of the engine are made in Longueuil, Quebec, Canada, and in Poland.
The first production propulsion system for operational service was scheduled for delivery in 2007 for the F-35 Lightning II single-engine strike fighter. The F-35 will serve the U.S., UK, and other international customers. The initial F-35s will be powered by the F135, but the GE/Rolls-Royce team was developing the F136 turbofan as an alternate engine for the F-35 as of July 2009. Initial Pentagon planning required that after 2010, for the Lot 6 aircraft, the engine contracts will be competitively tendered. However since 2006 the Defense Department has not requested funding for the alternate F136 engine program, but Congress has maintained program funding.
The F135 team is made up of Pratt & Whitney, Rolls-Royce and Hamilton Sundstrand. Pratt & Whitney is the prime contractor for the main engine, and systems integration. Rolls-Royce is responsible for the vertical lift system for the STOVL aircraft. Hamilton Sundstrand is responsible for the electronic engine control system, actuation system, PMAG, gearbox, and health monitoring systems. Woodward is responsible for the fuel system.
The F135 family has several distinct variants, including a conventional, forward thrust variant and a multi-cycle STOVL variant that includes a forward lift fan.
The F135 is a two-shaft engine featuring a three-stage fan (low pressure) and a six-stage high pressure (HP) compressor. The hot section features an annular combustor with a single-stage HP turbine unit and a two-stage LP turbine. The afterburner features a variable converging-diverging nozzle.
The conventional and carrier aviation engines, the F135-PW-100 and F135-PW-400, have a maximum (wet) thrust of approximately 43,000 lbf (191 kN) and a dry thrust of approximately 28,000 lbf (125 kN). The major difference between the -100 and -400 models is the use of salt-corrosion resistant materials.
The STOVL variant, F135-PW-600, delivers the same 43,000 lbf (191 kN) of wet thrust as the other types in its conventional configuration. In STOVL configuration, the engine produces 18,000 lbf (80.1 kN) of lift thrust. Combined with thrust from the LiftFan (20,000 lbf or 89.0 kN) and two roll posts (1,950 lbf or 8.67 kN each), the Rolls-Royce LiftSystem produces a total of 41,900 lbf (186 kN) of thrust, almost the same vertical lifting force for slow speed flight as the same engine produces at maximum afterburner, without the extreme fuel use or exhaust heat as wet thrust.
The STOVL variant engages a clutch to extract around 35,000 shp (26,000 kW) from the LP turbine to turn the forward lift fans, while switching power cycle from mixed (turbofan) to unmixed (turboshaft). Power is transferred forward through shaft to a bevel gearbox, to drive two vertically mounted contra-rotating fans. The uppermost fan is fitted with variable inlet guide vanes and the fan discharges efflux (low-velocity unheated air) through a nozzle on the underside of the aircraft. This cool air from the lift fan has the added benefit of preventing hot exhaust gases from the core section from being reingested into the engine while hovering. Finally, bypass duct air is sent to a pair of roll post nozzles and the core stream discharges downwards via a thrust vectoring nozzle at the rear of the engine. Measured by lift thrust in full vertical lift mode, the engine operates as 43% turbojet, 48% turboshaft, and 9% turbofan. Improving engine reliability and ease of maintenance is a major objective of the F135. The engine has fewer parts than similar engines which should help improve reliability. All line-replaceable components (LRCs) can be removed and replaced with a set of six common hand tools. Additionally, the F135’s health management system is designed to provide real time data to maintainers on the ground, allowing them to troubleshoot problems and prepare replacement parts before the aircraft returns to base. According to Pratt & Whitney, this data may help drastically reduce troubleshooting and replacement time, as much as 94% over legacy engines.
The F-35 with F135/F136 engines are not designed to supercruise, but the F-35 can achieve a limited supercruise of Mach 1.2 for 150 miles.
Because the F135 is designed for a fifth generation jet fighter, it is the second afterburning jet engine to use special “low-observable coatings”.
As of 2009, P&W was developing a more durable version of the F135 engine to increase the service life of key parts. These parts are primarily in the hot sections of the engine (the combustor and high pressure turbine blades specifically) where current versions of the engine are running hotter than expected, reducing life expectancy. The test engine is designated XTE68/LF1. This redesign has caused “substantial cost growth.”
In 2013, Pratt found that the latest F135 issue to ground the fleet was not a design problem but likely poor workmanship, and was caused by using the afterburner during testing at four times the stress of normal operation.
The 100th engine was delivered in 2013. LRIP-6 was agreed in 2013 for $1.1 billion for 38 engines of various types, continuing the unit cost decreases.
Variants: F135-PW-100 : Used in the F-35A Conventional Take-Off and Landing variant F135-PW-400 : Used in the F-35C carrier variant F135-PW-600 : Used in the F-35B Short Take-Off Vertical Landing variant
Specifications: F135-PW-100 Type: Afterburning Turbofan. F-35B: also partially turboshaft Length: 220 in (5.59 m) Diameter: 51 in (1.29 m) Dry weight: 1,701 kg / 3,750 lbs Compressor: Axial 3 stage low-pressure compressor, 6 stage high-pressure compressor Combustors: Short, annular combustor Turbine: Single stage high pressure turbine, two stage low pressure turbine Maximum thrust: 43,000 lbf (191.35 kN) max, 28,000 lbf (124.6 kN) intermediate Specific fuel consumption: 0.886 lb/(hr·lbf) or 25,0 g/kN·s (w/o afterburner) Thrust-to-weight ratio: 11.467
The Pratt & Whitney F119 (company designation PW5000) is an afterburning turbofan engine developed by Pratt & Whitney for the Lockheed Martin F-22 Raptor advanced tactical fighter. The engine delivers thrust in the 35,000 lbf (160 kN) class, and is designed for supersonic flight without the use of afterburner (supercruise). Delivering almost 22% more thrust with 40% fewer parts than conventional, fourth-generation military aircraft engine models, the F119 allows sustained supercruise speeds of up to Mach 1.72. The F119’s nozzles incorporate thrust vectoring technology. These nozzles direct the engine thrust ±20° in the pitch axis to give the F-22 enhanced maneuverability. The F119 derivative, the F135, produces 40,000 lbf (180 kN) of thrust for the F-35 Lightning II.
F119-PW-100
In 2013 Pratt assisted the F119 Heavy Maintenance Center (HMC) at Tinker Air Force Base, Oklahoma in the first depot overhaul of a F119 engine.
Applications: Lockheed Martin F-22 Raptor Lockheed YF-22 Northrop YF-23
Specifications: F119 Type: twin-spool, augmented turbofan Length: 16 ft 11 in (5.16 m) Diameter: ~46 in (1.168 m) Dry weight: 3,900 lb (1770 kg) Compressor: Twin Spool/Counter Rotating/Axial Flow/Low Aspect Ratio 3 stage low-pressure, 6 stage high-pressure compressor Combustors: Annular Combustor Turbine: Axial Flow/Counter-Rotating 2 single-stage turbines Nozzle: Two Dimensional Vectoring Convergent/Divergent Maximum thrust: >35,000 lbf (156 kN) (with afterburner) Thrust-to-weight ratio: 7.95
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
