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Pratt & Whitney F119
Pratt & Whitney F119
Pratt & Whitney F119
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F119
F119 engine on test
TypeTurbofan
National originUnited States
ManufacturerPratt & Whitney
Major applicationsLockheed Martin F-22 Raptor
Number built507
Developed intoPratt & Whitney F135

The Pratt & Whitney F119, company designation PW5000, is an afterburning turbofan engine developed by Pratt & Whitney for the Advanced Tactical Fighter (ATF) program, which resulted in the Lockheed Martin F-22 Raptor. The engine delivers thrust in the 35,000 lbf (156 kN) class and was designed for sustained supersonic flight without afterburners, or supercruise; the F119 allows the F-22 to achieve supercruise speeds of up to Mach 1.8.[N 1][1][2] The F119's nozzles incorporate thrust vectoring that enable them to direct the engine thrust ±20° in the pitch axis to give the F-22 enhanced maneuverability.

The F119 is also the basis for the Joint Strike Fighter (JSF) propulsion system, with variants powering both the Boeing X-32 and Lockheed Martin X-35 concept demonstrators. The X-35 won the JSF competition and the production Lockheed Martin F-35 Lightning II is powered by an F119 derivative, the Pratt & Whitney F135 which produces up to 43,000 lbf (191 kN) of thrust.[3]

History

[edit]

The F119 resulted from the Joint Advanced Fighter Engine (JAFE) program in the early 1980s aimed at supplying the powerplant for the Air Force's Advanced Tactical Fighter (ATF) and the Navy's Advanced Carrier-Based Multirole Fighter (VFMX). Detailed design of Pratt & Whitney's submission, designated internally as PW5000, began when the request for proposals (RFP) for JAFE, later renamed the ATF Engine (ATFE) program with the cancellation of VFMX, was released in May 1983.[4] Advances in engine technology, such as those from the Advanced Turbine Engine Gas Generator (ATEGG) and the Joint Technology Demonstration Engine (JTDE) programs, allowed the design to do more work with fewer stages, with the PW5000's compressor having only 6 stages compared to the 10 stages in the F100's compressor. The high pressure and low pressure turbines were single stage and counter-rotating, which reduced the gyroscopic forces on the engine; it was hoped that counter-rotation would eliminate a row of turbine stators for a vaneless high and low pressure turbine interface, which would save weight and reduce parts count, but this was ultimately not successful and the stators were retained.[5][6] The fan and compressor stages were to use integrally bladed rotors (IBR), also known as blisks, to reduce weight and cost and improve performance. Owing to the ATF's demanding requirements for supercruise, the PW5000 design has low bypass ratio, high core and turbine inlet temperatures, and a fully variable convergent-divergent nozzle to achieve high specific thrust in intermediate, or non-afterburning power. The combustor, internally named Floatwall, eliminated welds to mitigate crack growth due to thermal cycling. The original RFP called for maximum thrust in the 30,000 lbf (133 kN) class for an aircraft gross weight of 50,000 lb (22,700 kg).[7]

Pratt & Whitney and General Electric were selected to make prototype engines, designated YF119 and YF120 respectively, for demonstration and validation (Dem/Val). Both engine makers would provide engines for both the Lockheed/Boeing/General Dynamics YF-22 and the Northrop/McDonnell Douglas YF-23 ATF technology and flight demonstrators. The ATF's increasing weight during development required more thrust to meet the performance requirements; as gross weight grew to 60,000 lb (27,200 kg), the required thrust was increased by 20% to over 23,500 lbf (105 kN) in military/intermediate power and 35,000 lbf (156 kN) class in full afterburner.[8] Pratt & Whitney's design changed to incorporate a 15% larger fan, increasing bypass ratio from 0.25 to 0.30. However, unlike General Electric, Pratt & Whitney did not fit its larger fan on flightworthy YF119s for the ATF flight demonstrators to avoid potential reliability issues that may arise. Instead, the revised fan was extensively ground tested at Wright-Patterson Air Force Base. As a result, both the YF-22 and YF-23 had lower performance with the YF119s than with the YF120s.[N 2][8]

On 3 August 1991, Pratt & Whitney was awarded the EMD contract for ATF engine, while the Lockheed/Boeing/General Dynamics team won the contract for the ATF airframe. While the YF119 was a more conventional design compared to the General Electric's variable cycle YF120, Pratt & Whitney accrued far greater test hours (50% more) and emphasized reliability and the lower risk. Ground tests of the EMD F119-PW-100 were first conducted in February 1993. The production engines were fitted on the EMD/production F-22, and were first flown on the aircraft's maiden flight on 7 September 1997.[8][9] A total of 507 engines were produced.[10] The F119 Heavy Maintenance Center (HMC) for depot overhaul is located at Tinker Air Force Base, Oklahoma, with the first overall completed in 2013.[11]

Turbine engine advances from ATEGG and JTDE continued with the Integrated High Performance Turbine Engine Technology (IHPTET) program, with applications in F119 improvement packages and derivatives. Prototype YF119 variants powered the Boeing X-32 and Lockheed Martin X-35 Joint Strike Fighter (JSF) concept demonstrator aircraft, and subsequent full scale development of the F119 derivative resulted in the F135 family of engines that powers the Lockheed Martin F-35 Lightning II.[5] Operational data has also allowed Pratt & Whitney to adjust the software to increase the dynamic thrust at certain parts of the envelope.[12]

For the future of the F119-PW-100, Pratt & Whitney secured a 1.5 billion dollar contract in February 2025 to sustain the engines. Along with this sustainment Pratt & Whitney will also modernize the engine with things such as ease of maintenance, availability and general modernization[13]

Design

[edit]

The F119 is a twin-spool axial-flow low-bypass turbofan. It has a three-stage fan driven by a single-stage low pressure turbine and six-stage high pressure compressor driven by single-stage high pressure turbine. The shroud-less fan has wide-chord, low aspect ratio hollow titanium fan blades that are linear-friction welded to the disks to form single-piece integrally-bladed rotors (IBRs), or blisks. The fan and compressor stators and thrust-vectoring nozzle use a burn-resistant titanium alloy called Alloy C, with the first row of vanes variable in order to increase stall and surge margin. The Floatwall annular combustor is lined with high-cobalt material for oxidation resistance and combustion chamber durability, and ensures the clean burning of the fuel and reduced NOx generation. Within the turbine exhaust case, the high-pressure turbine blades are made of single-crystal superalloys and impingement cooled using air from the high-pressure compressor. The high and low pressure spools are counter-rotating. The requirement for the ATF to supercruise, or fly supersonic without afterburners, results in a very low bypass ratio of 0.30 for the F119-PW-100 in order to achieve high specific thrust. The F119 has dual-redundant full authority digital engine control (FADEC), also referred to internally as Digital Electronic Engine Control (DEEC), supplied by Hamilton Standard and fully integrated into the F-22's vehicle management system, making the engine highly reliable, stall-resistant, and forgiving of rapid throttle inputs.[14]

The F119's distinctive rectangular thrust vectoring nozzle on the F-22.

The three-zone (reduced from four from the prototype) afterburner, or augmentor, contributes to the stealth of the aircraft by having fuel injectors integrated into thick curved vanes coated with ceramic radar-absorbent materials (RAM). These vanes replace the traditional fuel spray bars and flame holders and block line-of-sight of the turbines. The rectangular, convergent-divergent, two-dimensional thrust vectoring nozzle is fully variable for both the convergent throat and divergent exit areas for high nozzle pressure ratio and can vector ±20° in the pitch axis, greatly improving the aircraft's pitch authority by augmenting the pitching moment of the tail with engine thrust; this enables the F-22 to remain controllable while flying at a trimmed alpha of over 60°. The thrust vectoring is fully integrated into the F-22's flight control system to facilitate handling. The rectangular nozzle's divergent section consists two wedge-shaped flaps for stealth and also contribute to lower infrared signature by flattening the exhaust plume and facilitating its mixing with ambient air through shed vortices.[15]

The F119 places a high emphasis on human systems integration; features that facilitate engine maintenance and servicing include modular design such as an axially split case, color-coded cables and harnesses, and a reduction of the number of hand tools required for servicing to just five. Most components are one-deep and servicing can be conducted while wearing hazmat protective clothing.[16] The engine has a design life of 8,650 total accumulated cycles, with inspection and overhaul of the hot section approximately every 2,000 hours and the cold section every 4,000 hours.[17][18]

Prototype variants

[edit]

While the production F119 on the F-22 incorporates rectangular thrust vectoring nozzles, prototype variants on other aircraft had different nozzle solutions that are tailored to the airframe.

YF-23 with YF119 engines taking off in afterburners, showing the exhaust trough in the aft deck.

The YF119 on the YF-23 had a single-expansion ramp nozzle (SERN) consisting of a variable wedge flap, or paddle, on the top to control the nozzle area and a fixed ramp on the bottom, which then transitioned to a trough on top of the fuselage aft deck. While the SERN lacked thrust vectoring capability, it allowed the exhaust to be further cooled in the troughs, significantly reducing infrared signature when viewed from below the aircraft; the troughs in the aft deck were lined with heat-abating tiles that were made out of a porous material called "Lamilloy" from Detroit Diesel Allison and "transpiration cooled" from engine bleed air to withstand the heat of the exhaust.[15]

The specialized YF119 variants on the X-32 and X-35 had provisions for short takeoff and vertical landing (STOVL) operations. Both were 40,000 lbf (178 kN) thrust class engines. The YF119-PW-614 on the X-32 had a pitch-axis thrust vectoring nozzle and valves can redirect the engine exhaust and bleed air to provide direct lift, similar to the Pegasus engine on the Harrier. In contrast, YF119-PW-611 on the X-35 had a round axisymmetric nozzle that can swivel downwards while the low-pressure spool drives a lift fan that's engaged through a clutch; engine bypass air is also routed to roll posts for additional lift and stability. The X-35 won the JSF competition and its shaft-driven lift fan system, called LiftSystem, was fully developed by Rolls-Royce and Pratt & Whitney for the F135-PW-600.[19]

Variants

[edit]
  • YF119-PW-100L: Prototype engine for the YF-22; rated 30,000 lbf thrust class.
  • YF119-PW-100N: Prototype engine for the YF-23; rated 30,000 lbf thrust class.
  • F119-PW-100: Production engine for the F-22A with larger fan and increased bypass ratio (BPR) rated for 35,000 lbf thrust class.
  • YF119-PW-611: Prototype engine for the X-35; rated 40,000 lbf thrust class.
  • YF119-PW-614: Prototype engine for the X-32; rated 40,000 lbf thrust class.

Applications

[edit]

Specifications (F119-PW-100)

[edit]
YF119 fan
YF119-PW-100L thrust vectoring nozzle, designed for the YF-22

Data from Aronstein & Hirschberg,[8][5] Pratt & Whitney,[20] RAND,[9] Aviation Week,[21] USAF TO-00-85-20.[22][23]

General characteristics

  • Type: Twin-spool, axial-flow augmented turbofan
  • Length: 196 in (497.8 cm)[N 3]
  • Diameter: Approx. 40 in (100 cm) inlet, 48 in (120 cm) overall, 50 in (130 cm) maximum
  • Dry weight: Approx. 5,000 lb (2,270 kg) overall[23][N 4]

Components

Performance

See also

[edit]

Related development

Comparable engines

Related lists

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Pratt & Whitney F119

View on Grokipedia
from Grokipedia
The Pratt & Whitney F119 is a twin-spool, low-bypass augmented engine developed for aircraft, best known as the exclusive powerplant for the . It represents the first operational engine in its class, incorporating stealth-compatible design elements, two-dimensional nozzles, and the ability to at speeds exceeding Mach 1.5 without use. Development of the F119 began in the 1980s under the U.S. Air Force's (ATF) program, evolving from Pratt & Whitney's internal PW5000 demonstrator as part of the Joint Advanced Fighter Engine (JAFE) competition. In April 1991, the USAF selected the F119 over rival designs, leading to full-scale engineering and manufacturing development for integration into the YF-22 prototype. The F119 achieved its first flight on September 29, 1990, aboard the YF-22 prototype. The first pre-production F-22 flew on September 7, 1997, powered by F119 engines, and the engines entered operational service with the F-22 fleet in December 2005 following the aircraft's declaration of initial operational capability. As of 2025, F119 engines have accumulated over 900,000 flight hours, demonstrating high reliability in and missions. Key technical specifications include a class of 35,000 lbf (156 kN) with , a dry of approximately 26,000 lbf (116 kN), and an overall of 26:1, achieved through a three-stage fan, six-stage high-pressure , and counter-rotating core driven by a single-stage high-pressure with single-crystal blades. The engine employs full-authority digital electronic control () for optimized performance and includes advanced materials for reduced and enhanced durability. Its variants, such as the F119-PW-100 for the F-22 and derivative models like the F119-PW-611 used in testing, underscore its adaptability while maintaining core stealth and maneuverability features. In service, the F119 has enabled the F-22's superior agility, with ±20-degree pitch vectoring providing exceptional maneuverability during high-angle-of-attack flight, contributing to the aircraft's dominance in air-to-air engagements. The engine's design has also influenced subsequent programs, including the for the F-35 Lightning II, which builds directly on F119 technologies for fifth-generation propulsion.

Development

Origins and Requirements

In November 1981, the U.S. Defense Resources Board approved the initiation of the (ATF) program, aimed at developing a next-generation to replace the F-15 Eagle and counter emerging Soviet threats such as the MiG-29 and Su-27 during the height of tensions. This program was driven by the need for a platform that could maintain U.S. air dominance amid escalating geopolitical pressures, with initial studies tracing back to the early 1970s but formal requirements solidified in the early 1980s under the Reagan administration's defense buildup. Congressional support was secured through a Statement of Operational Need issued in November 1984, leading to initial funding approvals in 1985 to advance concept exploration and demonstration efforts. The ATF program's engine requirements emphasized revolutionary performance to meet the aircraft's operational demands, including capability for sustained supersonic flight (Mach 1.5) without afterburners to reduce signatures and fuel consumption, compatibility with stealth features through low-observable design elements, a high exceeding 8:1 for superior agility, and integration of two-dimensional (2D) nozzles to enhance post-stall maneuverability. These specifications were intended to enable the fighter to evade advanced Soviet and systems while achieving rapid response times in contested , prioritizing and over traditional afterburner-dependent designs. To fulfill these needs, the U.S. launched the Demonstration/Validation (Dem/Val) phase in 1986, selecting and to develop competing prototype engines: the YF119 and YF120, respectively. Both engines underwent rigorous ground and on the YF-22 and YF-23 demonstrators, with the YF120 demonstrating marginally higher thrust output and a slightly superior . On April 23, 1991, the selected the YF119 for entry into the Engineering and Manufacturing Development (EMD) phase, pairing it with Lockheed Martin's YF-22 design to become the F119-PW-100 engine. The decision favored the F119 due to its lower technical risk, higher predicted reliability, reduced lifecycle costs, and superior integration with the selected , despite the F120's edges, ensuring a more achievable path to production amid post-Cold War budget constraints. This choice reflected a strategic balance between innovation and practicality, solidifying the F119 as the propulsion core for what would evolve into the F-22 Raptor.

Prototype Development

The prototype phase of the Pratt & Whitney F119 engine, designated as the YF119 for the (ATF) demonstration program, began with the assembly of the first YF119-PW-100 engine in September 1986. This initial prototype underwent its inaugural ground test run in October 1986 at Pratt & Whitney's facilities in , marking the start of rigorous validation for the engine's core architecture and performance envelope. These early tests focused on verifying basic operability under controlled conditions, laying the groundwork for subsequent integrations. Engineers conducted multiple design iterations during this 1980s demonstration period to satisfy ATF objectives, incorporating low-observable materials in the engine casing and accessories to reduce radar cross-section contributions from the propulsion system. To address infrared signature reduction, the team refined the exhaust nozzle and flow path to promote mixing of hot core exhaust with cooler bypass air, thereby flattening the plume and minimizing thermal detectability—a critical stealth feature for the overall aircraft design. These modifications were iteratively tested on ground rigs to ensure compatibility with supercruise demands without compromising observability goals. Pratt & Whitney collaborated closely with to facilitate the YF119's installation on the YF-22 airframe, involving coordinated efforts in engine bay design, optimization, and mounting interfaces to achieve seamless aerodynamic and structural integration. A primary challenge overcome was enhancing the engine's inherent reliability to support a twin-engine configuration reliant on a single supplier, necessitating advanced diagnostics and fault-tolerant systems to meet mission-critical uptime requirements. Balancing high-thrust capabilities with stealth imperatives also required precise trade-offs in materials and airflow management to avoid performance penalties. A pivotal milestone occurred on , 1990, when the second YF-22 prototype (PAV-2) completed its at , powered by twin YF119 engines and validating the prototype's fundamental functionality in flight.

Testing and Production

The F119 engine underwent extensive ground and component testing, accumulating over 110,000 hours of component tests and 3,000 hours of full-up engine tests by the late 1990s. occurred primarily at , , where the engine powered early F-22 prototypes and validated key performance features, including capability exceeding Mach 1.5 without afterburners and two-dimensional for enhanced maneuverability. In more than 860 hours of dedicated , the F119 demonstrated reliability across high-altitude operations up to 50,000 feet, sustained supersonic speeds, and maneuvers exceeding 7 Gs. A major certification milestone was reached in 1997 with the successful completion of the Accelerated Mission Test () and Preliminary Flight Rating Test (PFRT), confirming the engine's readiness for military qualification and integration into production aircraft. This paved the way for initial production phases. In January 1998, the U.S. issued a for Low Rate Initial Production () Lots 1 and 2, initiating contracts that included long-lead funding for approximately 20 engines to support the first 10 LRIP F-22 aircraft. The program transitioned to full-rate production in December 2005, following U.S. Department of Defense approval based on demonstrated maturity in design and testing. delivered the 500th F119 engine in September 2012, with total production reaching 507 engines by the final delivery in January 2013. Production faced challenges typical of advanced programs, including integration complexities and pressures during the shift from development to scaled . These were addressed through and human systems integration efforts, which optimized design for and reduced lifecycle costs. In February 2025, the U.S. awarded a three-year sustainment valued at up to $1.5 billion to maintain over 400 F119 engines powering the F-22 fleet, which had accumulated more than 900,000 flight hours as of February 2025. The incorporates ongoing initiatives like the Usage Based Lifing program to enhance engine durability, improve readiness, and lower sustainment expenses using real-time performance data.

Design

Overall Architecture

The Pratt & Whitney F119 is a twin-spool, low-bypass augmented engine, featuring a low-pressure spool consisting of a three-stage fan and a single-stage low-pressure , and a high-pressure spool with a six-stage driven by a single-stage high-pressure . The core employs counter-rotating spools for improved efficiency and reduced weight, with an annular combustor positioned between the and high-pressure stages. Air enters through the and passes to the three-stage low-pressure (fan), where a portion bypasses the core at a of 0.3:1 to balance high-speed and augmentation, prioritizing supersonic cruise capability over subsonic economy. The core flow then proceeds through the six-stage high-pressure , into the annular for ignition, across the single-stage high-pressure , the single-stage low-pressure , and finally to the and vectored . The engine utilizes in the fan and sections for strength-to-weight advantages at lower temperatures, while nickel-based form the hot-section components, including blades made from single-crystal materials with advanced internal cooling passages. thermal barrier coatings protect these superalloy surfaces from extreme heat, enhancing durability and management in the and areas. Overall dimensions include a length of approximately 197 inches (500 cm), a of 46 inches (117 cm), and a dry weight of around 3,900 pounds (1,770 kg), contributing to the compact design suitable for advanced fighter integration.

Key Technologies

The Pratt & Whitney F119 engine incorporates advanced stealth features to minimize detectability, including integration with the aircraft's inlet design that obscures the blades from ground-based by blocking direct line-of-sight views. Additionally, the engine achieves reduced signatures through its , which employs cooled mixing via a flattened plume that promotes rapid dilution with ambient air, thereby lowering the thermal visibility of the propulsion signature. These measures, combined with overall low-observability goals from the Engine program, contribute to the engine's role in enabling survivable operations in contested environments. Central to the F119's operational reliability is its full-authority digital engine control (FADEC) system, a dual-redundant setup featuring two independent control units per engine—each with dual computers—for fault-tolerant management of all engine parameters without mechanical backups. This advanced fourth-generation provides precise throttle response, automatic fault detection, and integration with aircraft , enhancing pilot and reducing workload during high-performance maneuvers. Complementing this, the engine's blades utilize air-cooled designs incorporating film cooling techniques, where compressor forms a protective over hot-section components to sustain high inlet temperatures while preserving structural integrity. Supercruise capability, the ability to sustain supersonic flight without engagement, is enabled by the F119's high-efficiency core, featuring a six-stage with an overall pressure ratio of 26:1 that maximizes thermodynamic efficiency and dry output exceeding 26,000 lbf per engine. The efficient design further supports this by minimizing fuel consumption during transitions, allowing the F-22 Raptor to achieve Mach 1.5+ speeds on military power alone, which reduces detectability compared to afterburning operations. Durability is a of the F119's design, targeting a threefold improvement in over prior-generation engines through robust materials and practices, with hot-section inspections and overhauls scheduled approximately every 2,000 hours to maintain peak performance. Modular facilitates rapid disassembly and replacement of components, streamlining field maintenance and minimizing downtime in operational settings. Integrated health monitoring systems enhance by leveraging the FADEC's advanced diagnostics to track engine parameters in real-time, enabling on-condition assessments that forecast potential issues and optimize overhaul timing. This autonomic logistics support, including data analytics for , allows for proactive interventions that extend time-on-wing and reduce life-cycle costs.

Thrust Vectoring System

The Pratt & Whitney F119 engine features a two-dimensional (2D) nozzle that provides pitch-axis control, enabling the redirection of engine exhaust to enhance . This convergent/divergent design incorporates wedge-shaped flaps in the divergent section, allowing for precise deflection without relying on conventional aerodynamic surfaces. The is constructed using such as Alloy C to withstand high-temperature environments, ensuring reliable performance during vectoring operations. Operation of the thrust vectoring system is fully integrated with the engine's Full Authority Digital Engine Control (FADEC), which automatically manages nozzle position in coordination with the aircraft's flight control system. The FADEC processes inputs from engine and airframe sensors to adjust the nozzle flaps, vectoring thrust up to ±20 degrees in the pitch plane for rapid response to pilot commands or stability augmentation. This closed-loop control ensures seamless coordination between the two F119 engines on the F-22, contributing to enhanced maneuverability during high-angle-of-attack flight regimes. The primary benefits of the F119's include improved , allowing the aircraft to perform post-stall maneuvers and achieve tighter turn radii, as well as enhanced stability at extreme angles of attack. It also supports capabilities by directing downward, reducing dependency on control surfaces and thereby minimizing stress and wear. Additionally, the system aids in overall aircraft survivability by enabling quicker evasion tactics in combat scenarios. Development of the nozzle involved extensive testing and flight demonstrations, culminating in its first in-flight showcase on the YF-22 prototype in November 1990. Ground and flight tests validated the nozzle's integration with the engine and , confirming its ability to meet performance requirements under supersonic and afterburning conditions. The design evolved from the (ATF) program, where Pratt & Whitney's F119 prototype outperformed competitors in vectoring reliability and efficiency. Maintenance features of the emphasize stealth compatibility through a sealed, rectangular profile that minimizes cross-section while incorporating heat-resistant components for durability. The system supports over 8,000 engine cycles with advanced diagnostics for on-condition , reducing downtime and logistical demands in operational environments.

Variants

Primary Variant: F119-PW-100

The F119-PW-100 serves as the standard production variant of the F119 engine family, selected to power the F-22A Raptor starting with early production blocks. This afterburning engine integrates advanced stealth features, capability for sustained supersonic flight without afterburners, and two-dimensional nozzles that deflect up to 20 degrees in pitch. Optimized specifically for the F-22A's twin-engine configuration, the F119-PW-100 enables seamless integration with the aircraft's flight control system, where the full-authority digital engine control () automatically regulates nozzle positions across both engines to enhance maneuverability and stability during high-performance operations. Compared to the earlier YF119 prototypes used in the demonstrator program, the F119-PW-100 incorporates refinements to its software, providing enhanced throttle response for precise and improved fault diagnostics for real-time health monitoring and . These updates contribute to the engine's high reliability, with the system featuring dual-redundancy and on-condition management to support autonomic logistics. Serial production of the F119-PW-100 occurs at Pratt & Whitney's facility, which handles forging and assembly of critical components like compressor disks; by 2025, more than 400 units have been delivered to equip the U.S. Air Force's F-22A fleet, accumulating over 900,000 flight hours. In terms of lifecycle , the F119-PW-100's was estimated at approximately $9.5 million per . Sustainment remains a key focus, with a 2025 U.S. contract awarded to valued at up to $1.5 billion over three years to enhance readiness, incorporate additive manufacturing for repairs, and lower long-term maintenance costs for the operational fleet.

Derivative Variants

The Pratt & Whitney F119 engine family encompasses prototype variants developed during the (ATF) program in the late 1980s and early 1990s. The YF119-PW-100 served as the demonstrator engine, powering the prototype and enabling key technologies like and , with a rated in the 30,000 lbf class. Early development included the YF119 core configuration, which was integrated into hybrid test engines—such as a combination with the PW4000 fan—for demonstration and validation (Dem/Val) to evaluate performance margins and integration with airframe designs. Additional prototype variants include the YF119-PW-611, a derivative used in testing the Lockheed Martin X-35 Joint Strike Fighter demonstrator with a rated thrust in the 40,000 lbf class, and the YF119-PW-614 for the Boeing X-32 demonstrator. A significant derivative lineage is seen in the F135 engine for the F-35 Lightning II, which evolved directly from the F119 by retaining core modules including the high-pressure compressor, combustor, and turbine, while adapting for single-engine use and STOVL capabilities in certain variants. This shared architecture leverages the F119's stealth features, counter-rotating spools, and high thrust-to-weight ratio, providing a combat-proven foundation that has powered over 1,000 F-35s as of 2025. No production variants beyond the primary F119-PW-100 have entered service, though the engine's modular design has informed ongoing sustainment and upgrade efforts for the F-22 fleet.

Applications

F-22 Raptor Integration

The integration of the Pratt & Whitney F119 engine into the required extensive collaboration between and to develop a seamless engine-airframe interface. This partnership focused on creating custom engine mounts that aligned with the F-22's compact fuselage, an integrated fuel system optimized for the aircraft's internal tanks and stealth considerations, and electrical harnesses that interfaced directly with the Raptor's for efficient power distribution and control signaling. These adaptations ensured minimal aerodynamic drag and preserved the aircraft's low-observable profile while supporting high-performance operations. The F-22 employs a twin , with the two units operating in parallel to deliver balanced and . Shared diagnostic systems monitor both simultaneously through the aircraft's full-authority digital engine control (FADEC), allowing real-time health assessments and fault isolation. This setup also facilitates asymmetric modulation, where differential engine power contributes to yaw control, enhancing post-stall maneuverability in conjunction with the capabilities. Key installation milestones marked the F119's progression into the F-22. The first F119 engine underwent fit-check in the prototype airframe on January 24, 1997, followed by the initial engine run in a static test configuration later that year. The first flight of an F-22 powered by F119 engines occurred on September 7, 1997, validating early integration. Full production integration was realized with the first flight of a production-standard F-22 in early 2001, incorporating mature engine-airframe mating. Compatibility between the F119 and F-22 extends to the aircraft's system, which features stealth-compatible shaping with internal variable ramps to optimize for supersonic conditions without external that could compromise signature. These ramps adjust to compress incoming air efficiently, matching the engine's high-bypass requirements for . Post-2005 upgrades further refined this integration, including enhanced reliability measures such as advanced coatings to mitigate fatigue and extend beyond initial specifications. Additional sustainment efforts, including inlet coating refurbishments and overhaul protocols, have sustained engine performance into the 2020s.

Operational Service

The first operational F-22 Raptors powered by Pratt & Whitney F119 engines achieved Initial Operational Capability with the U.S. Air Force on December 15, 2005, at , , marking the engine's entry into active service. These aircraft, assigned to the , began routine training missions, leveraging the F119's capability for sustained supersonic flight without afterburners to enhance tactical flexibility. The F119 engines saw their first combat use in September 2014, when F-22s struck targets in as part of , with deployments continuing through 2017 and beyond in support of coalition operations. By 2025, the F-22 fleet had accumulated over 900,000 engine flight hours across more than 400 F119 units, demonstrating high reliability, though the program has experienced in-flight engine incidents, including a in 2018 and multiple Class A mishaps related to issues. Targeted retrofits, such as the fleet-wide replacement of low-pressure blades completed in 2022, addressed specific risks identified in these incidents to maintain safety. In exercises like Red Flag, the engines' nozzles enabled superior maneuverability, allowing F-22s to dominate simulated air superiority scenarios by combining stealth, at Mach 1.5, and rapid vectoring for close-quarters engagements. Sustainment efforts have focused on extending the F119's operational life, including a 2022 retrofit program replacing low-pressure blades across the fleet to mitigate fatigue risks identified in prior incidents. In February 2025, the awarded a $1.5 billion, three-year contract for depot-level maintenance, performance upgrades, and digital monitoring to boost readiness rates above 50% and support F-22 operations into the 2040s. Looking ahead, planned F-22 upgrades emphasize integrated to improve from the F119-powered platform, enhancing threat detection in contested environments without compromising the engine's classified stealth features. Export of the F119 remains restricted to its advanced two-dimensional and low-observable technologies, ensuring U.S. technological superiority in fifth-generation fighters.

Specifications

General Characteristics

The Pratt & Whitney F119 is a twin-spool, low-bypass afterburning engine developed for , featuring advanced stealth integration and counter-rotating spools for enhanced . As an unmanned , it requires no onboard crew and was the result of approximately $2 billion in U.S. investment through by 2000 to support the program. Key physical and design parameters of the F119 engine family include the following:
ParameterDescription
TypeTwin-spool, low-bypass afterburning turbofan
Length197 in (500 cm)
Diameter46 in (117 cm)
Dry weight3,900 lb (1,769 kg)
0.3:1
Overall pressure ratio26:1
Axial-flow, 3-stage low-pressure + 6-stage high-pressure
Annular with Floatwall configuration
TurbinesAxial-flow, counter-rotating; 1-stage high-pressure + 1-stage low-pressure
These characteristics enable the F119 to power variants such as the F119-PW-100 in the F-22 Raptor, providing a compact, high-durability design suited for operations.

Components

The F119 engine features a three-stage low-pressure , commonly referred to as the fan, designed for high in a low-bypass configuration. The fan incorporates wide-chord, unshrouded hollow blades made from , which are diffusion-bonded from machined halves and linear-friction welded to the disk for enhanced strength and reduced weight. These integrally bladed rotors enable robust performance during high-speed operations. The , or augmentor, is a three-zone design that integrates fuel injectors into thick, curved vanes coated to minimize and support stealth characteristics. This configuration allows for controlled reheat to augment while maintaining structural integrity under high thermal loads. The augmentor utilizes heat-resistant C for its components, enabling sustained operation in demanding supersonic environments. The exhaust is a two-dimensional, -vectoring convergent/divergent type, capable of directing up to 20 degrees in the pitch axis for improved agility. It employs hydraulic actuators integrated with the engine's to achieve precise vectoring without compromising stealth features. The is constructed from Alloy C, a heat-resistant titanium alloy, to withstand the elevated temperatures and stresses of afterburning operation. Key accessories include a dual-redundant system, consisting of two channels per engine for fault-tolerant operation and real-time management of engine parameters, including integration with the 's flight controls. The oil system provides high-reliability lubrication through the Accessory Mounted Accessory Drive (AMAD), supporting consistent performance across the gearbox and associated components. Additionally, the starter-generator is incorporated via the Air Turbine Starter system linked to the AMAD, facilitating efficient engine starting and electrical power generation. Materials throughout the F119 emphasize durability and heat resistance, with used in the fan blades, stators, augmentor, and to protect against high temperatures and while enabling greater thrust output. Hot-section components, such as the high-pressure blades, employ single-crystal superalloys for superior creep resistance and longevity under extreme conditions. The liner features FloatWall with an oxidation-resistant high-cobalt material to enhance cooling and structural integrity. Thermal barrier coatings are applied to select hot-section parts to insulate against gas path temperatures exceeding 2,500°F (1,370°C), reducing metal substrate exposure and extending component life.

Performance

The Pratt & Whitney F119 engine provides high-performance output tailored for advanced fighter applications, with approximated thrust figures due to . It delivers approximately 26,000 lbf (116 kN) of dry and 35,000 lbf (156 kN) with . These levels enable exceptional acceleration and sustained high-speed operations. Specific fuel consumption for the F119 is optimized for efficiency in both subsonic and supersonic regimes, measuring 0.67 lb/lbf·h in dry conditions and 1.94 lb/lbf·h with . The thrust-to-weight ratio reaches 10:1 when operating with , contributing to superior aircraft agility and capacity. In terms of operational envelope, the F119 supports at Mach 1.82 using about 20,000 lbf per engine, allowing sustained supersonic flight without engagement for reduced and improved range. The service ceiling, when integrated with the F-22 Raptor, exceeds 65,000 ft, facilitating high-altitude intercepts. Reliability is demonstrated by extensive fleet accumulation exceeding 900,000 total flight hours across more than 400 engines.

References

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