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What is the main difference between the F101 and the F110 engines?

While looking on http://www.f-16.net/f-16_versions_article11.html I discovered that a modified GE F101 was used in the F-16 Around 1980... Funny thing is I worked 3 level maintance on the F101 while also working F100's and never ever considered the F101 as a power-plant for the F-16. And to this day I have not worked the F110 so I was just wondering...

What do these engines share if anything. Does any one have more info? Have there been any other engines installed on the F-16?

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This might help...

http://www.geae.com/engines/military/f101/index.html

Also I believe the F101 engine is much larger. The PW-229 has a maximum width of around 46 inches which must be similar to the GE-129 and the F101 has a maximum width of around 55 inches.

Obi

They installed a GE J79 in one. Pretty sure they had to lengthen the fueselage to fit it. It was supposed to be a less capable export but nobody bought it.

Pete

Heaven knows I like the J79 and enjoy having it behind my back. Applause

Between airflow and heat differences, the engine was not a good choice for the Viper airframe. Crying or Very sad

Quote:

Internally, the new intake incorporated a fixed compression ramp in its roof, and, because the J79 turbojet ran a lot hotter than the F100, a bypass valve was added to supply the engine bay with a cold air flow. As an additional protection measure against the extra heat, a steel shield weighing almost 2,000lbs (900kg) had to be installed around most of the length of the new engine.

http://www.f-16.net/f-16_versions_article12.html

sweetpete wrote:

They installed a GE J79 in one. Pretty sure they had to lengthen the fueselage to fit it. It was supposed to be a less capable export but nobody bought it.

Pete

No, actually only the doughnut panel was lengthened and the intake port mount (where the engine fan front meets the intake) was shortened. Also, the coke bottle mounts and some spars were modified to accept the J-79

The fact is, at altitude the J-79 was a better performing motor (in the Viper Airframe) than the Pratt-200 at the time. Low altitude, (being a turbojet) it was less of a performer.

But yeah, FMS countries (mainly the IAF) did'nt buy off on it since the USAF was going to use it. Sort of the same issue with the F-20, even though the F-20 was more a political kill, than anything else.

Mike V

Enthusiast Joined: Apr 10, 2007 Posts: 73 Status: Offline

The F101-GE-DFE engine shared pretty much the same set up as the basic F100-GE as for fit into the nacelle cavity of the test bed. The engine at that time was "TWIKABLE" you can set the fuel flow requirements to meet air/thrust requirements. These engine shared mainly the gas generator core as there basic commonality. GE was very smart in making an engine where one can adapt to various needs using common parts. The core is used in a CF56, CF6 and etc. The nozzles may vary as required and so the inlet case and ADG. Very versatile engine.

Enthusiast Joined: Apr 10, 2007 Posts: 73 Status: Offline

On the J79, the fuselage was not shortened but nozzle fairing "DONUT" was added. This also contained a cooling door that popped open on the ground, the 79 is a heat soaker after flights. Also, a bell mouth by-pass was installed, not for cooling but because again, the inlet and engine airflow requirements.

Yes; The F101-DFE was a GE test derivative of the F101 and became the F110-GE-110 after adoption.

The "DFE" was originally known as the F101-X. The B-2's F118-GE-100 is also based off of the F101-X. The F101-X also spawned the F101-GE-F29 later designated the F118-GE-101 used in the U-2S.

Engine companies often use their own design numbers prior to an engine being issued an actual TMS "Type-Model-Series" by the DOD/USAF.

The PW1128 was test derivative of the F100 which became the F100-PW-220, and the PW1129 became the F100-PW-229.

After a "certified configuration" is established and a contracted is awarded, an engine is given a proper TMS - Such as J79-GE-17, J75-P-3, F101-GE-100, or F100-PW-229.

See also - http://www.designation-systems.net/usmi ... MILSTD1812

There was also the PW1120 derivative of the F100 that was to power the Lavi. It was also looked at to re-engine the F-4 Phantoms. It was 70% common with the F100-PW-100 engines.

See also - http://en.wikipedia.org/wiki/Pratt_%26_Whitney_PW1120

Enthusiast Joined: Apr 10, 2007 Posts: 73 Status: Offline

Oh yeah, I remember that PW1128 setup for the F-111. It was a candidate just prior to the GE-101-X project for F14's,111's and the Navy's A7's. Sorry to say it did't make it, the combined power for on the DECK-FULL throttle didn't make it worth while for the Navy and this kind of hindered the air-forces efforts by the Pentagon back then.
It would have been one step up for the F-111's from a power optimization stand point on long cruise flights I recall.

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