GE Aerospace’s F110 engine is celebrating 40 years of continuous production, a remarkable achievement for a powerplant born from what some call the “Great Engine War” of the 1980s. This war saw GE challenge Pratt & Whitney’s dominance in supplying engines for the US Air Force’s F-15 and F-16 fighter jets. The F110 ultimately emerged as a champion, powering these aircraft for the US military and 16 other nations.
The F110’s journey started with a bold challenge to the status quo. In the mid-1970s, Pratt & Whitney’s F100 engines, designed to achieve an unprecedented thrust-to-weight ratio, were chosen to power the U.S. Air Force’s F-15 and F-16 fleet. However, issues like “stall-stagnation” – a disruption in airflow causing engine flameout – emerged, prompting operational restrictions and driving up maintenance costs.
Meanwhile, GE, began developing a demonstrator engine for fighter aircraft, the F101X, drawing on its experience developing the F101 engine for the Rockwell B-1 bomber. GE aimed to use the F101X as the foundation for a future F-14 engine, but it was the Air Force that became impressed with the F101X’s potential. The Air Force saw in the F101X a chance to address the F100’s shortcomings and introduce competition into a market dominated by Pratt & Whitney.
By 1979, with the F101X showing promise, the Air Force shifted its funding towards GE, effectively igniting the “Great Engine War.” This move spurred GE to systematically develop the F110 from the F101X demonstrator, addressing technical risks through rigorous flight testing and verification. Pratt & Whitney, facing a formidable competitor, focused on enhancing its F100-PW-220 engine.
The competition ultimately proved beneficial for the Air Force. GE’s entry into the fighter engine market forced both manufacturers to improve their responsiveness to the Air Force’s needs. Pratt & Whitney, spurred by competition, significantly improved its F100 engine. Meanwhile, GE’s F110 emerged victorious, becoming the engine of choice for the F-16.
The F110 has undergone continuous evolution since its introduction. GE Aerospace notes that 92% of the F110’s parts have been redesigned, incorporating new materials, coatings, and manufacturing processes. A key element of this modernization is the Service Life Extension Program (SLEP), which introduces hardware upgrades, some of which are derived from GE’s commercial engine programmes. One notable example is the integration of advanced cooling technologies from CFM International’s LEAP engines, boosting the F110’s performance in challenging “hot and harsh environments”. The SLEP upgrades have also enhanced the F110’s reliability by extending the lifespan of critical rotating parts, leading to increased engine availability and reduced life-cycle costs.
The F110’s performance is a major factor in its enduring appeal. It boasts an industry-leading 750-hour time on the wing, underscoring its reliability. This accomplishment highlights that scheduled maintenance, rather than unscheduled repairs, is the primary reason for engine removal. Designed for ease of maintenance, the F110 allows 90% of its upkeep to be performed on-site. Such attributes contribute to the F110’s combat-proven track record and exceptional reliability.
The future of the F110 remains bright. GE Aerospace is currently testing a modified version of the engine at its Evendale facility. This test, involving a gruelling 6,000-cycle accelerated mission profile, aims to validate further improvements to the engine’s capabilities and durability. Results are expected in 2025. Sean Keith, the executive product director for the F110, believes that with these advancements, the F110 could remain operational for another 40 to 50 years. He also suggests that the engine has untapped potential for enhancements in thrust, range, and horsepower extraction.
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