Forum: F-16 Design & Construction

HAs anyone ever heard of the F100-220 "lite"? Supposedly, this was a version of an upgraded F100-100 motor pre-220 given to the Israelis on the early F16As they received? Had DPI with DEEC or did they turn100 into -200 with UFC and BUC?

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Never heard of a "light" but have heard of a -220E(I) "Israeli"; which was a -200 upgraded to -220 "E" Equivalent
(I believe there is also a -220F(I) that was a -100 upgrade to -220 specification)

There was a smaller diameter engine based off of the F100 design called the PW1120. It was for an F-4 upgrade program and the Lavi, but never made it into production. http://en.wikipedia.org/wiki/Pratt_&_Whitney_PW1120

What is DPI? I don't recognize that term?

Any -100 or -200 that was given a DEEC would have needed the entire -220E(I) Upgrade. DEECs use different sensors, feedback, and controls than the -100 or -200. It simply wouldn't have worked.

The -220E(I) were slightly different design from the -220E as they are separated in the IPB.
(Ask any -220 JEIM guy what a headache that is!?)

I believe all of the (I) differences were external.

Some other "lesser know" F100 engine sub-types...

F100-PW-220LE - A further upgrade with improved materials, better cooling and other features for extended life and reduced maintenance.

F100-PW-220P - A major upgrade of earlier engines to incorporate as much F100-PW-229 technology as possible, notably including the advanced fan, improved DEEC and new augmentor fuel management with further segmentation. Other designations for such engines are F100-PW-220+ and F100-PW-220E+.

F100-PW-220U - Unaugmented version, a key feature being a convoluted S-shape jetpipe terminating in a flat fishtail propulsive nozzle for minimal signature. Fully marinised, and fitted with simplified control system. This engine powers the Northrop Grumman X-47B UAV. It is widely regarded as the key stepping-stone to the first fully stealthy UAV engine.

F100-PW-232 - Originally known as the PW-229IPE+ (Increased Performance Engine), and then as the PW-229A, this ultimate version has been intensively developed to be "an increased-thrust, affordable and exportable engine for the F-15 and F-16". The main new feature is a redesigned fan based on F119 technology. This has a new first stage, with larger FOD-resistant blades (but solid, avoiding sensitive F119 technology) and wide-chord blisk second and third stages. This handles an increased air flow, further enhanced by eliminating the variable inlet guide vanes of previous F100 engines. The engine was intended to be a bolt-on retrofit for any F-15 or F-16, but the PW-232 requires a larger maximum air flow, as indicated by the figures below for Maximum T-O ratings. To keep overall engine length constant, the augmentor has been shortened, and according to sources the improved engine is designed for either an all-axis vectoring nozzle or an ejector nozzle with reduced IR signature. At one point in testing the PW-232 was tested to the 37,000 lb st thrust, but was "detuned" to allow higher times between overhaul. This engine seemed to fall from the spotlight after the F119 engine began to enter service.

F100-PW-232 (F-16 'standard inlet') 129.45 kN (29,100 lb st)
F100-PW-232 (F-16 'big mouth inlet') 142.0 kN (31,860 lb st)
F100-PW-232 (ideal inlet) 144.85 kN (32,500 lb st)

The airflow of the F-16's 'standard inlet' would restrict the PW-232 to about the same performance as the PW-229.

In August 2004 the USAF announced a far-reaching further programme, called the Engine-Life Management Program (ELMP) expected to run 2005 to 2030 and cost at least USD1 billion. This will provide a far-reaching upgrade to all the 2,700 F100 engines (including PW-229s) in USAF service. The most urgent part of it, timed for 2006 to 2011 and costed at "over USD500 million", is intended to double the service life with a shop-visit interval of 6,000 flight cycles. A particular modification will be to replace the engine DEEC to remove dated electronics and improve diagnostic and health management capabilities.

All the PW-200 engines have been removed from service with the USAF. After BRAC and PW-220E upgrade kit installations, all the remaining PW-100s of the F-15s will also be upgraded or replaced by engines removed from the retired F-16 fleet as it enters AMARC.

ANG Block 42 aircraft (Tulsa/Toledo) continue converting thier aircraft from PW-220s to new production PW-229s. These PW-220 engines are also being sent to ANG F-15 units for use in place of the 30+ year old PW-100s.

Thanks TEG, good info.

Many, many thanks TEG!!

Very interesting reading.

Greetings,

Henrik.

F100-DPI is an F100-PW-100 modified with DEEC (D), Gear Pump (P), and Increased Life Core (I). The only ones I know of are Israeli.

JetTest wrote:

F100-DPI is an F100-PW-100 modified with DEEC (D), Gear Pump (P), and Increased Life Core (I). The only ones I know of are Israeli.

By definition, an F100-DPI would be an F100-220E. The "improved life core" (ILC) was part of the original F100-220 configuration (which has since continued to evolve and improve).

One other F100 configuration that should be added to the list: the PW1128. The PW1128 was the forerunner to the F100-229. It was essentially an F100-220 core, tuned for a higher burner temperature, with a redesigned turbine that could handle the extra heat. Think of it this way: an engine with an F100-220 dry weight (3265-lb) that could produce up to 28,000-lb thrust at Sea Level - nearly as much as an F100-229. The PW1128 entered flight test on a stripped-down F-15A in the latter 1980s - producing the highest thrust-to-weight ratio of any F-15 on record. Last I knew, that airplane was still being flown by NASA Dryden during the early 1990s.

To add extra life margin to the engine, however, Pratt & Whitney chose to redesign the core to accept more airflow (less bypass air) - producing the PW1129 - which was the first true F100-229 prototype. In the process, the engine gained substantially in weight - coming in at some 3795-lb dry (which was still less than GE's F110-100 which weighs-in at 3910-lb).

F100 DPI is apparently not quite the same as the -220E, as it has it's own series of tech manuals separate from the -220/220E books. It is operated in Israeli F15's, but I do not think anyone else has them.

JetTest wrote:

F100 DPI is apparently not quite the same as the -220E, as it has it's own series of tech manuals separate from the -220/220E books. It is operated in Israeli F15's, but I do not think anyone else has them.

Agreed.

Even the Israeli 220E(I) and 220F(I) are separated from the "standard" 220E in the Illustrated Parts Breakdown or IPB of the tech-data.

They have different parts than other FMS or US -220E engines.

That_Engine_Guy wrote:

Some other "lesser know" F100 engine sub-types...

F100-PW-220LE - A further upgrade with improved materials, better cooling and other features for extended life and reduced maintenance.

F100-PW-220P - A major upgrade of earlier engines to incorporate as much F100-PW-229 technology as possible, notably including the advanced fan, improved DEEC and new augmentor fuel management with further segmentation. Other designations for such engines are F100-PW-220+ and F100-PW-220E+.

F100-PW-220U - Unaugmented version, a key feature being a convoluted S-shape jetpipe terminating in a flat fishtail propulsive nozzle for minimal signature. Fully marinised, and fitted with simplified control system. This engine powers the Northrop Grumman X-47B UAV. It is widely regarded as the key stepping-stone to the first fully stealthy UAV engine.

F100-PW-232 - Originally known as the PW-229IPE+ (Increased Performance Engine), and then as the PW-229A, this ultimate version has been intensively developed to be "an increased-thrust, affordable and exportable engine for the F-15 and F-16". The main new feature is a redesigned fan based on F119 technology. This has a new first stage, with larger FOD-resistant blades (but solid, avoiding sensitive F119 technology) and wide-chord blisk second and third stages. This handles an increased air flow, further enhanced by eliminating the variable inlet guide vanes of previous F100 engines. The engine was intended to be a bolt-on retrofit for any F-15 or F-16, but the PW-232 requires a larger maximum air flow, as indicated by the figures below for Maximum T-O ratings. To keep overall engine length constant, the augmentor has been shortened, and according to sources the improved engine is designed for either an all-axis vectoring nozzle or an ejector nozzle with reduced IR signature. At one point in testing the PW-232 was tested to the 37,000 lb st thrust, but was "detuned" to allow higher times between overhaul. This engine seemed to fall from the spotlight after the F119 engine began to enter service.

F100-PW-232 (F-16 'standard inlet') 129.45 kN (29,100 lb st)
F100-PW-232 (F-16 'big mouth inlet') 142.0 kN (31,860 lb st)
F100-PW-232 (ideal inlet) 144.85 kN (32,500 lb st)

The airflow of the F-16's 'standard inlet' would restrict the PW-232 to about the same performance as the PW-229.

In August 2004 the USAF announced a far-reaching further programme, called the Engine-Life Management Program (ELMP) expected to run 2005 to 2030 and cost at least USD1 billion. This will provide a far-reaching upgrade to all the 2,700 F100 engines (including PW-229s) in USAF service. The most urgent part of it, timed for 2006 to 2011 and costed at "over USD500 million", is intended to double the service life with a shop-visit interval of 6,000 flight cycles. A particular modification will be to replace the engine DEEC to remove dated electronics and improve diagnostic and health management capabilities.

All the PW-200 engines have been removed from service with the USAF. After BRAC and PW-220E upgrade kit installations, all the remaining PW-100s of the F-15s will also be upgraded or replaced by engines removed from the retired F-16 fleet as it enters AMARC.

ANG Block 42 aircraft (Tulsa/Toledo) continue converting thier aircraft from PW-220s to new production PW-229s. These PW-220 engines are also being sent to ANG F-15 units for use in place of the 30+ year old PW-100s.

Do you know anything about the -232 P&W tested that hit ~37,100lbs of thrust? Years ago they had information on it (not much) on their website but it's been taken down for quite some time.

Other than what I've already posted about the PW-232, there isn't much more.

I know when testing at PW they can change control/thrust parameters to the engine while it is being run. Cool

Temperature is the biggest thrust dependent variable for the engine. On the PW-100, PW-200 and PW-220 there was a "V-MAX" feature that would allow an increased FTIT, (Fan Turbine Inlet Temperature) to gain extra "emergency" thrust. (For those "I gotta' get out of here NOW or I'm dead" type situations.) Twisted Evil

To activate the feature the pilot simply throws the switch, then selects MAX AUG with the throttle. After the aircraft exceeded specific set-points. (MACH 1+, MAX throttle, etc) the engine's control would allow FTIT to go into overdrive. The extra temperature would give extra thrust at the cost of engine life. At this temperature, all the combustion and turbine hardware is running above it's design limit. I believe 5 minutes was the maximum an engine could run in "V-MAX" before a tear-down was required. Shocked

PW-229s still have the switch and the control feature, but it is "deactivated" within the engine's computer.

During PWs testing of the PW-232, temperatures were varied for different thrust levels. At the same thrust of a PW-229, the PW-232 would last twice as long between overhauls, making it much less expensive in the long run. The increased air-flow of the PW-232 allowed for a cooler running engine, OR a more powerful engine if run at a higher temperature and air-flow. The 37K test was most likely the HOTTEST the engine could run without melting down. I'm not sure how long it would last at those extreme power levels. Shrug

Everyone needs to know performance/endurance are a trade off with jet engines. Squeeze more power from them and the life of the engine's major parts will drop. This is all programmed into the engine's controls. Could a PW-229 make more power? Sure, but reliability would be lower and it's cost over 10 years would be higher as the internal components would need to be changed more often.

You'll notice the PW-232 disappeared when the Raptor and JFS program became a hot topic for Congress. Sad

Guess PW and the USAF didn't want competition for the F119/F135. Think about an F-15F or G with two PW-232s making about 32K each!? Or perhaps a "Big-Mouth" Block 52+ or Block 62 Viper making 32K? They would be even more interesting with PW's "thrust-vector nozzle" that also disappeared in the mid-1990s. Whistle

That_Engine_Guy wrote:

They would be even more interesting with PW's "thrust-vector nozzle" that also disappeared in the mid-1990s. Whistle

As I recall that test was WITH that nozzle on it. ISTR GE tested a -132 at 36,500 also with a 3D TVC nozzle on it. Both of them had this info up on their respective sites around the same time and then both of them took it down. Not implying there was any "conspiracy" at work just that that's what happened.

I'm not saying "conspiracy" but maybe curious that BOTH companies stopped advertising their "older" fighter engine models in light of newer ones? Shrug

The IDF still operates VMax, as they have their own unique DEEC logic. Total VMax time is recorded, and I'm pretty sure the limit is 60 minutes total with no more than 5 in one burn, then the engine goes to the depot for overhaul. I think the function is still available in USAF jets, but the switch is safety-wired off. Any USAF pilots out there that can confirm this? Regarding the 1120 and 1128, those were experimental or proto-type engines that never made it to production, but were more like technology demonstrators for later engines. Too bad the 1120 went away, it was flown in a couple of F4's, and the pilot comments were pretty good. Seemed that is shook a bit, but almost felt like it was going to blow the wings of the aircraft. Made a tremendous increase in thrust to weight ratio.