F 100 P&W 229 vs. F 110 GE 129 - for and against

Always wondered why the F-16 has a tailhook, or how big a bigmouth F-16's mouth really is ? Find it out here !

Which engine is better ?

F 100 P&W 229
34
34%
F 110 GE 129
66
66%
 
Total votes : 100

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Patriot

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Unread post19 Jun 2018, 10:05

zero-one wrote:Strange, why did the GE -100 and 129 not have any improvement in thrust levels?


What is interesting though is the difference in dry thrust between -129 and 229 in favorof the Pratt.


GE129 Dry thrust: 16,610 pounds, Wet thrust: 29,400
PW229 Dry thrust: 17,800 pounds, Wet thrust: 29,160

Such a schame model -229A never seen production. 34K power! Imagine that on a fairly light B52 airframe or B15 one... ^^^ ^_^

:arrow: :pint: https://www.flightglobal.com/news/artic ... mpr-11954/
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basher54321

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Unread post19 Jun 2018, 17:25

Different MIL figures again from Lock heed Martin in the early 1990s (note others are posted in this thread already!)


GE-129 = 17752 lbs
PW-229 = 17800 lbs


Didn't stop there and this was the 1990s:

The PW-229A ( later PW-232 )
The -229A is designed to power the Boeing F-15E and Lockheed Martin F-16C/D from 2000 onwards - either as a retrofit kit or as a complete engine - and has demonstrated a thrust capability of 165kN (37,150lb).

https://www.flightglobal.com/news/artic ... ing-32888/


GE-129 EFE ( GE-132 )
Designated the F110-GE-129 EFE (Enhanced Fighter Engine), the engine will be qualified at 34,000 pounds of thrust and offered initially at a thrust rating of 32,000 pounds, with demonstrated growth capability to 36,000 pounds.

http://www.integratedaerospace.com/pres ... 80224.html
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zero-one

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Unread post11 May 2019, 04:01

I've heared that these engines have a service life of 8000 hours. But do we have any sources on that. I'm struggling to find some kindly share if you have any. Please and thankyou
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h-bomb

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Unread post11 May 2019, 22:31

zero-one wrote:I've heared that these engines have a service life of 8000 hours. But do we have any sources on that. I'm struggling to find some kindly share if you have any. Please and thankyou


While I read it years ago the basic gist for both was...

29K = ~6000 cycles TBO
32K = ~4300 cycles TBO

High thrust options were available with eve shorter Time Between Overhauls...
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jaws

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Unread post12 May 2019, 02:29

-229 all the way!
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Unread post12 May 2019, 02:29

1 cycle = 1 flight? 1 hour of flight?

Really, why -232 never made it to the F-16? Who's decision that was.. GD/LM or P&W?
Viper with 37K lbs engine would be a space ship! Who wouldnt wan to have such a capability!? :doh:
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Unread post12 May 2019, 03:43

I can’t talk to the GE-129, it was supposed to have the same life as the original PW-229.

A PW-229 Total Accumulated Cycle (TAC cycle) is a calculated number that equals:

TAC = 1(shutdown to MIL to Shutdown cycle) + 0.25(Mil to Idle to Mil cycle)+ 0.025 (Mil to part power to Mil cycle)

Each sortie has at least one TAC cycle, plus more as the pilot moves the throttle around between the Idle and Mil settings. Most of the time 1 hour of flight time is 2-3 TAC cycles. AB time and cycle are tracked, but do not count in the TAC cycle.

The -229 original specification life was 8600 TAC, with a 4300 depot inspection / overhaul. Of course, replacement of key life limited parts at 8600 can extend the engine life for additional 4300 intervals.

More recent -229EEP engines have improved hardware that extends the depot inspection / life to 6000 / 12000 TAC cycles, for a significant reduction in to cost of ownership.
Last edited by f119doctor on 12 May 2019, 23:14, edited 1 time in total.
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Unread post12 May 2019, 03:56

Ref the PW-232

The decision was made by the USAF not to spend the development $$$ on this engine. The engine was based on the PW-229 core with a larger fan module of 275 pps airflow to fully utilize the F-16 big mouth inlet. This larger fan was also longer, requiring a shorter AB module and a modified gearbox to maintain the same aircraft interfaces.

I believe that the USAF made the same decision to not fund the development of the GE-132, which was primarily funded by UAE for the F-16 Block 60. AFIK, no USAF aircraft have the GE-132 engine.
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