For almost two decades, GEAE's F110 engine family has been the best-selling engine for single-engine F-16C/Ds worldwide. Utilizing the same core design as the F101, the F110 engine was created by adding different fan and afterburner packages to tailor engine performance to the desired aircraft application. The F110 engine has been the engine of choice for the F-16 since there was an engine choice for that aircraft. Conceived as an alternative to the Pratt & Whitney F100, the F110 is designed to provide significantly higher performance, greatly improved reliability, and sharply reduced operation and support costs.Fully 86% of the USAF F-16C/Ds and 75% of all front line, combat coded F-16s are powered by the GE F110.
The F110 is GE's high thrust, low cost alternative fighter engine developed for the US Air Force's F-16 Fighting Falcon and the US Navy's F-14 Tomcat. The F110 provides up to 30 percent more thrust than the engines previously used in these front-line fighters. Since entering service in 1986, the F110 engine has amassed more than two million flight hours. It has seen combat durign Operation Desert Storm and it has been deployed with front line fighter units around the world. To date, more than two thousand F110 engines have been produced for F-14 and F-16 fighters.
F110 powered aircraft are currently stationed around the globe, and at sea aboard US Navy carriers. US Air Force F-16s are stationed at 29 bases throughout the United States, Europe, Japan, and Korea . Since being offered in 1984, the F110 has been selected to power 73% of all F-16C/D Block 30, 40, and 50 series aircraft. Besides the US Air Force and Navy, five other nations rely on F110 - powered F-16s : Bahrain, Egypt, Greece, Israel and Turkey (Turkey and Greece have also selected the F110-GE-129 in follow-on F-16 purchases. In addition to assembly at GE's facilities, F110 engines are currently being assembled by Tusas Engine Industries in Turkey). Each month, more than 30,000 hours are flown by F110 - powered fighters.
Wright-Patterson Air Force Base Propulsion Development System Office is part of the Aeronautical System Center (ASC) at WPAFB and will be referred to as the Procurement Contracting Office (PCO). The PCO reports to the designated acquisition commander (the commander) in Oklahoma City, Oklahoma. The commander acquires and supports F-15, F-16, and B-2 aircraft engines. The commander is also responsible for the Component Improvement Program, which oversees safety of flight, and the reliability and maintainability of the engines. The PCO at the Propulsion Development System Office purchased engines for the commander. As part of its contract management, the PCO delegated contract administration duties to the Defense Contract Management Office at the GE Aircraft Engine (GEAE) Plant, which produced the F110 series engines.
IHPTET technologies enabled a long chord blisk fan, composite fan duct, radial augmentor with 25% fewer parts, and hot section material and cooling improvements, providing over 10% thrust growth capability for the F110-GE-132 engine. Where additional thrust is not required beyond F110-GE-129 levels, these technologies can be exploited to provide up to a 50% increase in hot section life, with increased durability and reduced overall maintenance costs.
The F110-GE-129 Increased Performance Engine - or IPE - is rated at 29,000 pounds of thrust (or 129 kilo- Newtons ) in maximum afterburner. Developed and fully qualified, the - 129 has been in service with the US Air Force since 1992. The F110-GE-129 uses the latest proven technologies to achieve high performance, durability, and safety while keeping costs down by using "lean" manufacturing techniques. Technology features include a Full Authority Digital Electronic Control - or FADEC - wich provides rapid thrust response and stall-free operation and can also be re-programmed on-wing if needed. A dedicated Engine Monitoring System continuously tracks engine health, provides part-life tracking data, and aids in post-flight maintenance diagnosis, if needed. The low-aspect-ratio three-stage fan has abundant stall margin and bird-strike resistance. The nine-stage compressor has two inertia-welded rotors for strength, stiffness, and light weight. Bolted split-cases - used on GE engines for the past fifty years - simplify fan and compressor maintenance if blade replacement should ever be needed because of foreign-object damage. The latest high-temperature single-crystal blade alloy - René N5 - is used in the high - and low-pressure turbines (this alloy provides exceptional high-temperature strength and oxidation resistance for long life).
The ROKAF selected GEAEÂ's F110 fighter engine to power 40 new Boeing F-15K aircraft, launching the popular F110 on the twin-engine F-15 application. Initial deliveries of F110-GE-129 engines for the Republic of Korea Air Force (ROKAF) fighter program occur in late 2006. The F110 engines will be assembled through a licensing agreement with Samsung Techwin Co., LTD. GE will handle final assembly of the initial engines, then it will transition to Samsung, using full engine kits produced by GE. For several decades, Samsung has assembled (under license) GE's T700, J79, and J85 engines powering ROKAF aircraft. GE and Samsung are also working together on the ROKAF's T-50 advanced trainer/light combat aircraft, to be powered by GE's F404 engine.
The F110 is no stranger to the F-15. In 1999, the USAF completed a highly successful field service evaluation of the F110-GE-129 powering the F-15E, during which time the engine surpassed 1,700 engine flights hours on the aircraft. In fact, the USAF extended the program beyond the 1,000 hours originally envisioned due to the engine's remarkable performance and the high mission readiness rate of the aircraft/engine combination.
In December 2002 GE Aircraft Engines delivered to Lockheed Martin the first F110-GE-132 engine, the highest-thrust fighter engine ever developed for the F-16 aircraft. The F110-GE-132, which can produce up to 32,500 pounds of thrust (144 kN), is derived from GE's highly successful F110 engine family, which powers the majority of F-16C/Ds worldwide. The F110-GE-132 engine development was launched in 2000 with its selection for 80 Lockheed Martin F-16C/D Block 60 aircraft by the United Arab Emirates (UAE) Air Force and Air Defense. First flight test of F110-GE-132 engine, the highest-thrust fighter engine for the Lockheed Martin F-16E/F, was completed aboard a Block 50 aircraft modified for flight testing in April 2003.
The F110-GE-132 is derived from the highly successful F110-GE-100 and F110-GE-129 engines powering 70 percent of the latest-generation F-16C/Ds worldwide. A derivative version of the Â-132, under consideration for F-15 and F-16 applications, can potentially increase the life of the engine by 50 percent compared to previous designs. The -132 will greatly enhance the F110 engine family, which continues to expand its global presence. The air forces of Chile and Oman selected the F110-GE-129 to power their new fleets of F-16C/D aircraft. In addition the F110 engine family has been selected to power F-16s for the United States Air Force (USAF), the United States Navy (USN), Bahrain, Egypt, Greece, Israel, Turkey and the United Arab Emirates, as well as Japan's F-2 fighter. More than 2,600 F110 engines have been ordered worldwide since the engine was first selected by the USAF in 1984.
Development of an ambitious Service Life Extension Program (SLEP) is funded in the USAF F110 Component Improvement Program (CIP). Designed in response to today's budget environment, the F110 Service Life Extension Program (SLEP) can extend reliable F110 engine power through 2025 and provide substantial savings for air forces worldwide. Starting with the highly successful CFM56-7 commercial core, the F110 SLEP program incorporates the military technology needed to upgrade the combustor, high pressure turbine, compressor and augmentor. These enhancements can help provide up to a 3X time-on-wing increase, significant decreases in cost-per-flying-hour and a 50 percent extension in engine phase inspections. Currently undergoing final design and development testing, delivery of SLEP hardware is tentatively planned for FY2006.
With proven key technology insertions from GE's commercial engine programs, SLEP upgrades critical components, including the combustor, high-pressure turbine, compressor and augmentor. These enhancements combine to extend the service life of the engine, reduce overall cost, increase reliability and improve safety. The program is designed to provide a 20% improvement in non-recoverable in flight shut down (NRIFSD), 25% improvement in cost-per-flight-hour, and a 50% extension in engine phase inspections. The United States Air Force anticipates $1B+ in savings over the life of the program. The total cost of the SLEP engine modification program is approximately $570 million over the life of the program, fiscal year 2006 to 2012, and the AENR upgrade is approximately $56 million.
The Oklahoma City Air Logistics Center officially accepted the first engine into the F110 Service Life Extension Program Engine Modification and Augmenter Exhaust Nozzle Refurbishment, or AENR, in November 2005. The AENR program is a concurrent upgrade required for the SLEP engines that provides a new Augmenter Exhaust Assembly. These engines are going to be more reliable and easier to maintain. The F110-100 and F110-129 engines power the F-16 and have been in service for more than 20 years. The single engine fighters are slated to fly until 2025. But the aging engines are experiencing wear and life design issues. The newly designed parts have better durability and they are safer. These include the core engine parts such as the combustor, the nozzles, the rotors and other similar parts. The modifications include upgrades in materials thanks to advancements in technologies since the original engines were manufactured. One of the major improvements is the replacement of the entire back section of the engine, which will make it much easier to maintain and much more reliable. The maintainers used to have to pull it off the wing for repairs. Now, many of those can be done without removing the engine from the plane. Before these modifications, if one small part needed to be repaired, the entire engine would have to be removed from the plane and disassembled. The increased reliability and improved technology has also lessened the number of special inspections the maintainers have to do on each engine, decreasing the time the aircraft is out of service.
GE has developed plans for further performance increases, should customers need them. GE defined three growth steps that could increase F110 thrust to more than 40,000 pounds (178 kilo- Newtons ). The first step would deliver a 15 to 20 percent thrust increase to about 33,000 to 35,000 pounds (156 kilo- Newtons ). Engine ratings will depend on customer requirements. As an alternative, this step could provide a 40 percent increase in engine parts life at current thrust levels. Development work was underway in the early 1990s, and the engine was qualified in 1998. Hardware modifications include the high efficiency three stage integrally bladed disk - or blisk - fan adapted from the F118 engine on the B-2 bomber. GE would also apply an advanced augmentor design using air-cooled radial flameholder and spraybar assemblies adopted from the YF120 and F414 engines. This low cost derivative design will greatly extend flameholder life. Survivability features could be incorporated to reduce engine thermal and radar signatures.
The second growth step would build on Step One to deliver performance in the 36 to 37 thousand pound thrust range (about 160 kilo- Newtons). To accomplish this, GE would employ the latest CFM56 high-efficiency core. Dual use of this advanced engine core will lead to lower development costs and improved reliability for both engine programs. GE would also introduce a long-life combustor with a laser-drilled multi-hole cooling pattern ; an air-cooled low pressure turbine, and a dual channel FADEC. While increasing performance and reliability, GE also expected to cut engine acquisition cost compared with today's F110 engine. This will be done by using Quality Function Deployment and Design to Cost methods to select those technologies that satisfy critical customer requirements at the lowest life cycle cost.
In the third growth step, GE could provide 40 thousand pounds of thrust by simply scaling up the disk fan. However, the increased fan diameter and higher airflow would demand a larger inlet and structural modifications to existing F110 applications. Variable cycle engine technology, as first employed on the YF120 for the Advanced Tactical Fighter program, may also be used on the F110. A variable cycle engine can provide thrust tailoring throughout the flight envelope and delivers greater flexibility than a fixed cycle turbofan of the same size.
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