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- Joined: 10 Nov 2006, 18:19
fireball wrote:I believe the 52's would be the closest to supercruise because...the GE engines produce more thrust in burner but the pratt can produce more at intermediate than the GE so therefore that is why I believe. I still dislike Pratt engines. BLK30 all the way!
sprstdlyscottsmn wrote:well even the Block 60 has moderate mil thrust (19k uninstalled compared to 18K of GE or Pratt) compared to maximum thrust (32K compared to 29K). Maximum thrust is expected to grow to 35-36K for the Blk 60 but the mil rating will not likely change.
Raptor_One wrote:fireball wrote:I believe the 52's would be the closest to super-cruise because...the GE engines produce more thrust in burner but the Pratt can produce more at intermediate than the GE so therefore that is why I believe. I still dislike Pratt engines. BLK30 all the way!
First off, this is wrong. The F110-GE-100 produces more thrust in MIL power than the F100-PW-220 and the F110-GE-129 more than the F100-PW-229.
510Gh0st| wrote:Well without giving all the specs on it, while I was stationed at Edwards we had a Block25/30 with a block50 motor in it.
510Gh0st| wrote:My jet was a BLK30 with 50 Avionics and a PW -229E instead of a GE in it.
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 cost "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 their 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.
fasurp23 wrote:There is a very short, non GEEK answer to your question. The answer is yes, an F-16 can supercruise all day long. Block 50's, that is. Mach 1 without afterburners is completly irrelevant however, because there is nothing magical about breaking the sound barrier, with or without augmentation. If you can cruise at .9 mach without augmentation, going 1.0 isn't really any different.
fasurp23 wrote:because there is nothing magical about breaking the sound barrier, with or without augmentation. If you can cruise at .9 mach without augmentation, going 1.0 isn't really any different.
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