F-16 Reference
5th Gen Fighters
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snapshot
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 Posted: Jan 27, 2004 - 06:38 PM
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Newbie
Joined: Jan 21, 2004 - 02:30 PM
Posts: 18
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Thanks Wildcat for your precisions about the 2000.
I heard that the F100-PW-229 (engine of choice of Block 52 aircraft) had an SFC in afterburner of 485 kg/mn at low altitude.
I came across one figure (provided by Dassault !) giving an SFC of 415 kg/mn for one of the F-16C engines : is that the F110-GE-100 powering the Block 30, or the F100-PW-220 of the Block 32 ?
The same engine lowers its SFC in AB to 260 kg/mn at 36,000 feet and Mach 1,4. We know thrust is reduced by the thinner air up there, but since we should have the same amount of extra fuel dumped directly in the exhaust gases, how can this reduced fuel consumption be explained? Do we have the same amount of fuel dumped in the tailpipe and at the same time less fuel going through the normal combustion process?
Sure someone has the answer...  |
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 Posted: Feb 12, 2012 - 6:37 AM
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F-16.net Sponsor
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Habu
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Posted: Jan 27, 2004 - 07:13 PM
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F-16.net Moderator
Joined: Oct 21, 2003 - 06:12 AM
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| I highly doubt the same amount of fuel is dumped in there. The engine should automaticallya djust for altitude. If that was not the case, jet engines would be highly ineffecient at any altitude. |
_________________
Do your homework, Tiger!
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diamond1
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Posted: Jan 27, 2004 - 07:51 PM
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Joined: Feb 01, 2007 - 02:38 AM
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The fuel flow is decreased at altitude due to the loss of outside/inlet pressure. This is required to maintain the proper fuel/air ratio in the engine and the augmentor. The loss of thrust at high altitude is due to the decreased fuel/air flow. An engine can run at "full-burner" supersonic at 30,000 feet than it can at sea level standing still.
Below are some factory (non-classified public web-page) specifications on SFC for the F100 engines. Note the newer engines are more efficient at producing power due to the higher air flow rates of the engines, and their higher compression ratios.
Max dry Thrust (MIL or Non-Augmentor):
F100-PW-200 65.26 kN (14,670 lb st)
F100-PW-220 63.9 kN (14,370 lb st)
F100-PW-220E 64.9 kN (14,590 lb st)
F100-PW-229, -232 79.18 kN (17,800 lb st)
Max T-O Thrust (Augmented):
F100-PW-200 100.53 kN (22,600 lb st)
F100-PW-220, -220E 105.72 kN (23,770 lb st)
F100-PW-229 129.45 kN (29,100 lb st)
F100-PW-232 129.45 kN (29,100 lb st)
F100-PW-229A ('big mouth inlet') 142.0 kN (31,860 lb st)
SPECIFIC FUEL CONSUMPTION:
Max T-O (Full Augmentor):
F100-PW-200, -220, -220E 59.49 mg/Ns (2.10 lb/h/lb st)
F100-PW-229 54.96 mg/Ns (1.94 lb/h/lb st)
F100-PW-232 50.99 mg/Ns (1.80 lb/h/lb st) |
Last edited by diamond1 on Nov 19, 2004 - 08:51 AM; edited 1 time in total
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snapshot
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Posted: Jan 28, 2004 - 12:18 PM
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Newbie
Joined: Jan 21, 2004 - 02:30 PM
Posts: 18
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bix wrote:
The fuel flow is decreased at altitude due to the loss of outside/inlet pressure. This is required to maintain the proper fuel/air ratio in the engine and the augmentor. The loss of thrust at high altitude is due to the decreased fuel/air flow. An engine can run at "full-burner" supersonic at 30,000 feet than it can at sea level standing still.
Thank you so much Bix for all these figures.
Definitely, I'll never end learning about powerplants...
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