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General Electric F110
The General Electric F110 is an afterburning turbofan jet engine produced by GE Aerospace (formerly GE Aviation). It was derived from the General Electric F101 as an alternative engine to the Pratt & Whitney F100 for powering tactical fighter aircraft, with the F-16C Fighting Falcon and F-14A+/B Tomcat being the initial platforms; the F110 would eventually power new F-15 Eagle variants as well. The engine is also built by IHI Corporation in Japan, TUSAŞ Engine Industries (TEI) in Turkey, and Samsung Techwin in South Korea as part of licensing agreements.
The F118 is a non-afterburning variant of the F110 that powers the Northrop B-2 stealth bomber and Lockheed U-2S reconnaissance aircraft.
The F110 emerged from an intersection of efforts in the 1970s by General Electric to reenter the U.S. fighter engine market and the U.S. Air Force's desire to address the reliability, longevity, and maintenance issues with the Pratt & Whitney F100 engines that powered its F-15s and F-16s. In 1975, General Electric used its own funds to begin developing the F101X, a derivative of its F101 engine for the B-1 bomber; the F101X would inherit much of the core design while having a smaller fan that was upscaled from the F404 so that its thermodynamic cycle and thrust were better suited for a fighter engine. The convergent-divergent iris nozzle was also derived from the F404.
The cancellation of the B-1A by the Carter Administration (in lieu of the Advanced Technology Bomber which became the B-2) meant a loss of business for General Electric, and provided further impetus to provide the F101X for the fighter engine market. The engine attracted the interest of the Air Force's Engine Model Derivative Program (EMDP), and in 1979 began funding it as the F101 Derivative Fighter Engine, or F101 DFE. The Air Force saw the F101 DFE as a potential alternative to the F100 and also a way to coerce better performance from Pratt & Whitney in addressing issues with the F100.
Following the completion of ground tests in 1980, the F101 DFE was first fitted on an F-16 for flight testing, where it showed considerable improvement in performance and operability over the existing F100. In 1982, the Air Force began the full-scale development of the F101 DFE as an option to compete with the F100 for application in future F-15 and F-16 production; the engine was eventually selected for the F-16 and designated F110-GE-100. The threat by the F110 has been cited as a reason for Pratt & Whitney to more quickly rectify the issues affecting the F100 and developing the improved F100-PW-220 variant. Seeking to drive unit costs down and improve contractor performance, the Air Force implemented the Alternate Fighter Engine (AFE) competition between the F100 and F110 in 1983 in what was nicknamed "The Great Engine War", where the engine contract would be awarded through competition. The Air Force would buy both engines starting in 1984, with contracts being competed every fiscal year and the percentages of F100 versus F110 would vary based on contract; the competitions eventually ended in 1992.
The F101 DFE was also tested in the F-14B prototype in 1981, and the aircraft saw considerable performance improvement over the existing Pratt & Whitney TF30. Although further testing was halted by the Navy in 1982, it would use the results of the Air Force's AFE evaluation to choose the powerplant for future F-14s. The F101 DFE was eventually chosen by the Navy in 1984 and was designated F110-GE-400.
The F110-GE-100/400 is a low-bypass axial-flow afterburning turbofan. It has a 3-stage fan driven by a two-stage low-pressure turbine and a 9-stage compressor driven by a one-stage high-pressure turbine; overall pressure ratio is 30.4 and bypass ratio is 0.87. In contrast to the ambitious raw performance goals for the F100 of high thrust and low weight, the F110 placed a greater emphasis on balancing between reliability, operability, and performance. The fan and inlet guide vanes were designed to smooth airflow to increase resistance to compressor stalls. The engine has an electronic and hydromechanical control system that make it more forgiving of rapid throttle inputs. The main difference between the -100 and the -400 is the latter's augmentor section, being about 50 inches longer. The -100, used on the F-16C/D Block 30/40, had an uninstalled static thrust of 16,600 lbf (73.8 kN) in intermediate power and 28,200 lbf (125.4 kN) in afterburner; the figures for the -400, used on the F-14B/D, were 16,333 lbf (72.7 kN) and 26,950 lbf (119.9 kN) respectively.
In the mid-1980s, the Air Force sought greater power for its tactical fighters and began Improved Performance Engine (IPE) programs for the F100 and F110, with the goal of achieving thrust in the 29,000 lbf (129 kN) class, while retaining the durability improvements achieved in the F100-220 and F110-100. The result would be the Pratt & Whitney F100-PW-229 and General Electric F110-GE-129. Compared to the F110-100, the -129 incorporated component improvements, including a full authority digital engine control (FADEC), that allowed maximum thrust to be achieved in a wider range of conditions and across larger portions of the flight envelope, while retaining 80% commonality; bypass ratio was slightly reduced to 0.76. The -129 produces 17,155 lbf (76.3 kN) of thrust in intermediate power and 29,500 lbf (131.2 kN) in full afterburner, and was first fielded in 1992 on the F-16C/D Block 50; the engine would also power enhanced F-15E variants, starting with the F-15K for South Korea.
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General Electric F110 AI simulator
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General Electric F110
The General Electric F110 is an afterburning turbofan jet engine produced by GE Aerospace (formerly GE Aviation). It was derived from the General Electric F101 as an alternative engine to the Pratt & Whitney F100 for powering tactical fighter aircraft, with the F-16C Fighting Falcon and F-14A+/B Tomcat being the initial platforms; the F110 would eventually power new F-15 Eagle variants as well. The engine is also built by IHI Corporation in Japan, TUSAŞ Engine Industries (TEI) in Turkey, and Samsung Techwin in South Korea as part of licensing agreements.
The F118 is a non-afterburning variant of the F110 that powers the Northrop B-2 stealth bomber and Lockheed U-2S reconnaissance aircraft.
The F110 emerged from an intersection of efforts in the 1970s by General Electric to reenter the U.S. fighter engine market and the U.S. Air Force's desire to address the reliability, longevity, and maintenance issues with the Pratt & Whitney F100 engines that powered its F-15s and F-16s. In 1975, General Electric used its own funds to begin developing the F101X, a derivative of its F101 engine for the B-1 bomber; the F101X would inherit much of the core design while having a smaller fan that was upscaled from the F404 so that its thermodynamic cycle and thrust were better suited for a fighter engine. The convergent-divergent iris nozzle was also derived from the F404.
The cancellation of the B-1A by the Carter Administration (in lieu of the Advanced Technology Bomber which became the B-2) meant a loss of business for General Electric, and provided further impetus to provide the F101X for the fighter engine market. The engine attracted the interest of the Air Force's Engine Model Derivative Program (EMDP), and in 1979 began funding it as the F101 Derivative Fighter Engine, or F101 DFE. The Air Force saw the F101 DFE as a potential alternative to the F100 and also a way to coerce better performance from Pratt & Whitney in addressing issues with the F100.
Following the completion of ground tests in 1980, the F101 DFE was first fitted on an F-16 for flight testing, where it showed considerable improvement in performance and operability over the existing F100. In 1982, the Air Force began the full-scale development of the F101 DFE as an option to compete with the F100 for application in future F-15 and F-16 production; the engine was eventually selected for the F-16 and designated F110-GE-100. The threat by the F110 has been cited as a reason for Pratt & Whitney to more quickly rectify the issues affecting the F100 and developing the improved F100-PW-220 variant. Seeking to drive unit costs down and improve contractor performance, the Air Force implemented the Alternate Fighter Engine (AFE) competition between the F100 and F110 in 1983 in what was nicknamed "The Great Engine War", where the engine contract would be awarded through competition. The Air Force would buy both engines starting in 1984, with contracts being competed every fiscal year and the percentages of F100 versus F110 would vary based on contract; the competitions eventually ended in 1992.
The F101 DFE was also tested in the F-14B prototype in 1981, and the aircraft saw considerable performance improvement over the existing Pratt & Whitney TF30. Although further testing was halted by the Navy in 1982, it would use the results of the Air Force's AFE evaluation to choose the powerplant for future F-14s. The F101 DFE was eventually chosen by the Navy in 1984 and was designated F110-GE-400.
The F110-GE-100/400 is a low-bypass axial-flow afterburning turbofan. It has a 3-stage fan driven by a two-stage low-pressure turbine and a 9-stage compressor driven by a one-stage high-pressure turbine; overall pressure ratio is 30.4 and bypass ratio is 0.87. In contrast to the ambitious raw performance goals for the F100 of high thrust and low weight, the F110 placed a greater emphasis on balancing between reliability, operability, and performance. The fan and inlet guide vanes were designed to smooth airflow to increase resistance to compressor stalls. The engine has an electronic and hydromechanical control system that make it more forgiving of rapid throttle inputs. The main difference between the -100 and the -400 is the latter's augmentor section, being about 50 inches longer. The -100, used on the F-16C/D Block 30/40, had an uninstalled static thrust of 16,600 lbf (73.8 kN) in intermediate power and 28,200 lbf (125.4 kN) in afterburner; the figures for the -400, used on the F-14B/D, were 16,333 lbf (72.7 kN) and 26,950 lbf (119.9 kN) respectively.
In the mid-1980s, the Air Force sought greater power for its tactical fighters and began Improved Performance Engine (IPE) programs for the F100 and F110, with the goal of achieving thrust in the 29,000 lbf (129 kN) class, while retaining the durability improvements achieved in the F100-220 and F110-100. The result would be the Pratt & Whitney F100-PW-229 and General Electric F110-GE-129. Compared to the F110-100, the -129 incorporated component improvements, including a full authority digital engine control (FADEC), that allowed maximum thrust to be achieved in a wider range of conditions and across larger portions of the flight envelope, while retaining 80% commonality; bypass ratio was slightly reduced to 0.76. The -129 produces 17,155 lbf (76.3 kN) of thrust in intermediate power and 29,500 lbf (131.2 kN) in full afterburner, and was first fielded in 1992 on the F-16C/D Block 50; the engine would also power enhanced F-15E variants, starting with the F-15K for South Korea.