THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS 85-GT-231 345 E. 47 St., New York, N.Y.10017

The Society shall not be responsible for statements or opinions advanced in papers or In discussion at meetings of the Society or of its Divisions or Sections, or printed In its publications. Discussion is printed only if the paper is published in an ASME Journal. Released for general publication upon presentation. Full credit Should be given to ASME, the Technical Division, and the author(s). Papers are available from ASME for nine months after the meeting. Printed in USA. Copyright © 1985 by ASME Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1985/79382/V001T01A007/4456674/v001t01a007-85-gt-231.pdf by guest on 23 September 2021 The F-16 Common Engine Bay

C. E. PORCHER Manager, Propulsion & Thermodynamics Fort Worth, Texas

ABSTRACT subsequent competitive procurement of the engine. THE F-16 COMMON ENGINE BAY

In 1979 the Air Force elected INTRODUCTION u11der the Engine Model Derivative Pl'."ogram (EMDP) to explore derivative engine concepts The engine cost of modern fighters may run to by the Company and the Pratt a quarter of the total cost. and Whitney Aircraft Division of United Since the weapon system may stay in the Technology Corporation with the objective of inventory upwards of 20 years, it is improving engine durability and reducing frequently cost effective to upgrade the engine ownership cost for future procurements engine durability, improve the engine of their first line fighter engines. operability, reduce cost of maintenance or Concurrently, General Dynamics was invited to modify the aircraft propulsion system develop the necessary airframe/engine performance to meet specific or changing interface definition to assure engine weapon system needs. Four engine models have compatibility with the airplane requirements. been installed in the F-16 to date. The This EMDP development culminated in 1981 with Pratt and Whitney FlOO-PW-200 for the the Alternate Fighter Engine (AFE) production airplane; the General Electric J79 competition with General Electric proposing for the F-16FX, a proposed export version; the FllO-GE-100 engine and Pratt and Whitney the General Electric FlOl prototype Aircraft proposing the FlOO-PW-220. Both Derivative Fighter Engine; and the General engines were placed in Full Scale Development Electric FllO-GE-100 'Slimline' production and both met the USAF objectives of 4000 TAC engine in support of the USAF Alternate cycle life and improved engine cost and Fighter Engine program. warranty for application to the F-15 and F-16 fighters. General Dynamics evolved the In 1981 the USAF initiated the Alternate concept of the Common Engine Bay which has Fighter Engine program as a means to improve all aircraft interfaces compatible with the engine durability and cost of ownership either AFE engine and the current Pratt and through a competitive approach for its first Whitney Aircraft PlOO-PW-200 engine. The line fighters, the F-15 and the F- 16. This original F-16 nacelle design , with minor competitive program between Pratt and Whitney modification of the interfaces and engine and General Electric drove the requirements mount structure, was adapted to permit full for a common engine installation interface in interchangeability for the FlOO-PW-200, the F-16. General Dynamics' response was to FlOO-PW-220, or the FllO-GE-100 engines. evolve a Common Engine Bay (CEB) concept Design requirements were set to permit a which would accept either the P&WA. or GE AFE common airplane with no break in the derivative engines as well as the current production line or aircraft model change and P&WA production engine. with appropriate simple kits to permit interchangeability of any of the three This paper discusses the CEB concept and engines in the field at the organizational design approach. level. This manufacturing capability allows the USAF the flexibility to conduct

Presented at the Conference and Exhibit Houston, Texas - March 18-21, 1985 DISCUSSION F-16C/D engine buy in 1986, General Dynamics developed the Common Engine Bay approach which provides the production F-16 with the F-16 BACKGROUND capability for utilizing either AFE engine. Small kits will permit future base changeout The F-16 evolved from the YF-16 prototype of any of the FlOO-PW-200, FlOO-PW-220, or GE demonstration program from 1972 to 1974. The FllO engines if required. contract was awarded in 1975 for an intent to buy 1377 aircraft with the objective to be Figure 1 compares the physical characteris­ co-produced by a four country European tics of the three engines. The most Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1985/79382/V001T01A007/4456674/v001t01a007-85-gt-231.pdf by guest on 23 September 2021 Participating Group (EPG): Belgium, Denmark, significant difference being the hig�er �etherlands and Norway. As of August 1984, weight of the GE FllO. Both AFE engines met some 1200 F-16's have been produced and 11 the safety criteria for single engine countries now, or will, employ the fighter as aircraft, i. e. , back-up control for adequate their first line of defense. The airplane is "get home ", prime reliable main fuel powered by the Pratt and Whitney FlOO-P\·/-200, gear pump, and automatic altitude spool-down an afterburning engine in the 25, 000 airstart capbility, on pilot command. pound thrust class. DESCRIPTION •AUGM!NTl!llUH611tAN ;y""·, F.1.00-PW.-2.00 _ '\ - Although originally conceived as a light • VAHIA�l I 1111 fI t; IJllll VAN l> . • J >lAGt f AN 10 >I AG� I OMPHt >>UH weight 'day' air-to-air fighter, the USAF • VAHIABl [ ARl A fXHAUST NO/ll \ ! •HYUHAUll(fNLINt LllNIHUl Wlllj tltlTHUNll . moved the primary role to air-to-ground for WPfHVIS\lHY - ..\.. 'j •'-". the production F-16. With a 'dual role' o I "HU�,] LL ASS z; OUO l� S JllllHS �- mission of A-G, or A-A, the engine cyclic usage is very high and as experience has aptly demonstrated, is very severe on engine ,��---- ·�IMllAH TU fIUO f'W IUO durability. This leads to high maintenance 1 •UIOllAlll!lTHUNll!N l>INlCOr.THUL ancl. over11aul costs. Due to the multiple •INlHI A>tU l H l lU Ht l�UUU l Yl ll mission requirements, engine operability, compatibility and mission matching became essential to engine selection and the mission severity requires durable engines. r---fW>l�1------• AULM! Nlt U I IJH�IJI AN F110-GE-100 •VAHIAet!INtl!GUllJIVAt.ll>

•l>lALl IAN 9>TAGl lOMPHl>>UH USAF ALTERNATE FIGHTER ENGINE PROGRAM •VAHIABl t AIUA l �HAU>l NOlll t •fltllflUlllll tPIGIJHUlr

Following a successful 55 flight test program of the GE FlOlDFE in Fl6A-l both the GE FllO (redesigned from the FlOlDFE) and the FlOO-PW-220 were placed in full scale development. Both engines subsequently successfully demonstrated in Accelerated Mission Testing (AMT) durability in excess of 4000 TAC cycle life. Notified by the USAF of its intention to compete the engines for the Figure 2

2 The inlet on the F-16/J79 differs from inlets F-16A-1/F101 OFE FLIGHT SUMMARY for the FlOO and FlOlDFE in that a fixed •FIRST FLIGHT-19DEC1980 compression ramp was added to the basic F-16 •58 FLIGHT HOURS FllGHTS/75 normal shock inlet. The ramp helps to reduce •NO TRIM RUNS •ENTIRE P.ROGRAMFLOWN WTH ENGINE drag due to the increased spillage of a lower S/N-003 FIRST F101 OFE EVER BUILT engine ci.irflow and improves supersonic acceleration by improving inlet recovery. Figure 3 compares the maximum power airflow (ratioed to the inlet flow capacity) of the PILOT VIEW Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1985/79382/V001T01A007/4456674/v001t01a007-85-gt-231.pdf by guest on 23 September 2021 four engines versus . The lower "Pu11he throttle where you wan1 anywhere m the flight airflow of the GE J79 all0ws the installation envelope and nothing bad happens." - THAT'S OPERABILITY of the ramp in the same basic capture area. 'Jo inlet change was neede<1 for the l\FE program and engine ci.irflow schedules are ! · tailored for the inlet to rnaintain Hr performance and compatibility margins. �-- LI l - - ::j- --+ - f ..�·)�· RELATIVE INLET AIRFLOW CAPACITY __,.___ ;_ II , "I I It I : .�

� Aj 827 SO IN •ENGINE OPERABILITY ANO PERFORMANCE •COMPATIBILITY TESTING STALL·FAEE EVEN 1.0�------OEMONSTRATEO THROUGHOUT F-16 FLIGHT ENVELOPE AT LIMIT OF AIRCRAFT OPERATING ENVELOPE Figure 4 F 16 NORMAL SHOCK __F1.1_1l: GE . 100 0 9 F-16XL-2/F101 DFE FLIGHT TEST SUMMARY

�N��FLOW INLET CAPACITY +-,,.�=:p-�� FIOO pw.200 & 220 O.Bl----+---+-..---:_·+------J.{----+----1--=-E=-----1---

•UNRESTRICTED THROTTLE J79 AUGMENTOR LIGHTS/5 NO·LIGHTS •1200•All AIR STARTS SUCCESSFUL •NO TRIMS

6 ______•FIRST FLIGHT OCT •NO UNSCHEDULED E�JGINE REMOVALS SINCE 0· ..0 .._ ..._ 1""2 1.. ,...... --,,<1"' ----" 30 1982 . 6 •FLIGHT HISTORY A 1984) INSTALLATION AT GOFW IN OCT 0 ( s of 4 June 1981 Hours •ONE GROUND ABORT DUE TO ERRONEOUS FREESTREAM MACH No. • 272 Flights/286 SWITCHING SEQUENCE BY Pl LOT Figure 3 •0vH870TAC Cycles

Subsequent to the FlOlDFE engine test in the Fl6A-l, the engine was placed in the F-16XL#2, a delta wing derivative of the F-16, for continued tests. F-16XL#l is equipped with the P&W FlOO engine. These aircraft have been flying since 1982 at EAFB

.1nder a joint USAF-General Dynamics sponsorer1 •ENGINE OPERABILITY ANO PERFORMANCE •ENGINE/INLET COMPATIBILITY DEMONSTRATED test program. In Figure 4 a summary of tests DEMONSTRATED THROUGHOUT f.16XL FLIGHT ENVELOPE THROUGHOUT f.16XL MANEUVER ENVELOPE Jf the FlOlDFE in the F-16 A-1 aircraft shows Figure 5 good compatibility coverage of the airplane altitude/Mach and maneuver envelopes. Pilots P-16 spool-down air start envelope, low were impressed with the unrestricted power speed, high altitude augmenter light envelope lever operation. Airstarts and Secondary and Secondary Control performance handling Control capabilities were also demonstrated. and operating envelope. The DEEC offers an The envelope coverage in Figure S by the outstanding capability for unrestricted F-16XL#2 was primarily an operational throttle operation throughout the F-16 flight airplane performance evaluation, rather than envelope. The DEEC test envelope is shown in propulsion, and the aircraft was flown to the Figure 6. limits of the envelope with no propulsion problems. THE F-16 COMMON ENGINE BAY

To insure the l\FE program with compatibility The Common Engine Bay (CEB) concept is to for the P&W FlOO-PW-220 engine, tests were keep the engine/nacelle physical interfaces made in early 1984 with a development DEEC as nearly the same as possible for any of the (Digital Electronic Engine Control) and a three engines. Engine companies have their main fuel gearpump (which replaces the own preferred approach to engine component original variable displacement vane- design (fan, compressor, burner, turbine) type fuel pump) installed on a FlOO-PW-200 and physical interface locations become engine. Purpose of these tests was to constrained by the basic engine layout. document control schedules for the Fundamentally, General Electric wor�ed to the operability, compatibility and handling F-16/FlOO installation requirements, and, to characteristics of the DEEC for the F-16. the extent practical, modified the interfaces Four DEEC schedule iterations were made and to the existing F-16 design. Each of the the final schedules derived to optimize the interfaces is described later.

3 F·16 DEEC GEAR PUMP FLIGHT TEST PROGRAM COMMON ENGINE BAY CONCEPT

F·16 CEB PRODUCTION f110 GE 100 OPTION

•PHASE I FLIGHT TESTING COMPLETED ON 616/83

., 34 SORTIES FLOWN/45 6 ENGINE HIGHT HOURS • F 100 PW 2000P AESUL TS

• PH.Ase II FLIGHT TESTING COMPLETED 11 JANUARY 1984

.., 31 SORTIES FtOWN/48 Z ENGINE FLIGHT HOURS

FIELD COMMON F100-PW 200 F 16 CEB

l E Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1985/79382/V001T01A007/4456674/v001t01a007-85-gt-231.pdf by guest on 23 September 2021 ENGINE + ENGINE : FIDO-PW 200 ��������� BAY

°' '--'--'---'---'-'---'-....!...--'0 02 04 O& 12 14

• EllJGINE OPERABILITY AND PERFORMANCE DEMONSTRATED THROUGHOUT F 16 FLIGHT ENVELOPE � F-16 CEB PRODUCTION FlOO PW·220 ., UNRESTRICTED THROTTLE OEMONSTRATED REGION 1 64 Succ•uful/64 Atump��d ENGINE FlOD·PW-220 OPTION .., FASTER IDLE TO MAX ACCHS IN REGION 1• REGION 2 92'92 REGION 3 67167 No Siall•o• Blowouu +L::0+ •AN ENGINE WITH ITS INSTALLATION KIT WILL PERMIT INSTALLATION OF THAT }]ldleMak),,rReq1om l.l J"d] ENGINE IN ANY CEB CONFIGURED AIRCRAFT IN THE FIELD

•ENGINE/INLET COMPATIBILITY DEMONSTRATED THROUGHOUT •LIKE ENGINE INTERCHANGE REQUIRES NO INSTALLATION KIT F 16 MANEUVER ENVELOPE EXTREME Cl j1 MANEUVER Figure 8 ., UNAFFECTED BY fAuo:=J2° M;i•iJ=1JO,MuG'i=+9/J Figure 6 co summarize, the more significant physical REQUIREMENTS differences are: The inlet seal is redesigned to rhe USAF-TAC desired to maintain a capability 0 to field change, at the base level, any of accommodate a l. l inch the three engines. The intent was to not mix difference in engine face diameter; engines at the wing level, but in the event The forward mount track is moved and aircraft powereu by any engine were scrambled 0 to forward bases, available engines could be supporting structure redesigned to installed for operational needs. Thus, there accommodate a 14 inch difference has to be a minimum impact to the change-out between the engine mount locations; of like or unlike engines and QEC kits must be as small as practicable. ( Figure 7) The throttle rack is redesigned to 0 accommodate a 15 inch ( and angular ) difference in the main control F-16 COMMON ENGINE BAY (CEB) REQUIREMENTS throttle shaft locations;

�n electric throttle position 0 transducer is added at the cockpit

• RECONFIGURE USAF F-16 AIRCRAFT TO PERMIT INSTALLATION OF throttle quadrant for redundant FllO-GE-100. FlOO-PW-220 AND FlOO-PW-200 ENGINES throttle control.

The side load link pin is larger for •PRODUCTION WILL BE WITH FllO-GE-100 AND/OR FlOO-PW-220 ENGINES 0 increased strength for the heavier GE FllO;

•DESIGN TO PERMIT INTERCHANGE OF ENGINE TYPE IN THE Fl ELD TO: The aft mount pin diameter and 0 " Maintain Single Engine Configuration Wings length are greater to accommodate the increased engine weight ( and to .,Perform Mission Essential Field Exchange preclude using the FlOO pin with the Figure 7 FllO); The nacelle structure around the aft 0 engine mounts is revised to carry '.::EB DESIG'\J the higher loads imposed by the heavier GE FllO engine; summary of the CEB design concept is shown i'\. in Figure 8. Provisions in the airplane The aft fairing latch is relocated; 0 i.nclude a group of items which were re­ :lesigned from the current P&W FlOO Bleed air ducting is revised for a 0 installation. Thus, after CEB, the FlOO common nacelle interface and engine engine requires a 'ki�r installation bleed port hookup ducting becomes whereas currently it does not. k:it peculiar;

o Fuel line hookup becomes kit peculiar;

o Fire and overheat lines are rerouted for a common installation;

4 Line drains are redesigned for a 0 ENGINE INSTALLATION common installation; STRUCTURAL REDESIGNS o Fuel control cooling lines become common;

o Wiring for the engine and controls are common to a nacelle interface point and kit peculiar from that point to the engine; Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1985/79382/V001T01A007/4456674/v001t01a007-85-gt-231.pdf by guest on 23 September 2021

o The GE FllO Engine Monitoring System requires mounting of the unit on the airframe while the P&W FlOO-PIV-220 Engine Diagnostic System unit is engine mounted;

o Engine access panel changes are made common for the nacelle.

These changes are summarizea on Figures 9 and 10 which show the location of the engine/nacelle system changes and the structural changes required. The structural changes were driven principally by the crash load requirement on the engine mounts. Some AIRFRAME COMMON ENGINE BAY PROVISIONS redesign would also have been required to FNt�IN[ PARTS FOR KITS maintain the same fatigue criteria with the AIRFRAMf CEA PROVISIONS KIT R fOH Finn PW ?00 ??ii heavier GE engine. KIT II F(Hl (�f F 110

REVISED INLET Ollr.T fXIT FRAMr INlfT AOAPTfA&SfAl INIET AIJAPJERl'.SEAl [NClN[ INS1ALLATION FWOMOlJNT SUPPORT FWO MOUNT SI JPPORT STRUCT CHGS FOR All fNf, Sl0ft0AO PIN SIOFlOAOPIN THR\JS!PINSl?I

THPOTTLE CONTROL TfRMINAL /I, THAOTTlE Rl\O THROTTLfAArK STOP LATCH INSTL IHROTTLE POSITION I RANSDIJr.FR

BtffO lllR OUCflNG BLE(QA!ROUCTING COMMON BLEED AIR DUCT IFRM!Nlll 1"1+,)l,q11,1 (71hll.ll1iil

COMMON FUEL SUPPLY TERMINAL FUEl LINE I'. CONNECT f\JEL LINE"'CONNECT

FNG CONTROL FUft COOLING LINfS

CJMMONMUX SUS FOR ENG 011\GNOSIS EMSC

QRAIN A OAPTE R� RAIN ADAPTERS !NSTAllfO ORAIN PROVISION d

INIFRFllCEHARNESS UH I'. COCKPIT'. " KIT CFOR200 !!. ENGINE/NOZZLE CCMMON WIRING FOR All ENGINES ElfC COCKPll" FWD ENGINE I'd! Of OR nu FAIRING SUPPORT fNGtNE AACI< UP CONTROL PANFL

COMMON FIRf &OVFRHEAT OEHCT COMMON AFT FAIRING LATCH fNG MOUNT RAil TOP LAICH S

Figure 11

compared in Figure 12 for idle and max engine \ speed. Engine core speeds are provided for ENGINE DRAIN PROVISIONS �eference to show the engine turn down speed : .· '<··-- ./ ELECTRICAL INTERFACE d�d gear ratios required for the PTO speed WIRING limits. Critical speed of the shaft is also I NI ET SEAL ADAPTER Figure 9 shown and is comfortably above the normal operating range.

A comparison of the kits is given in Figure ENGINE POWER TAKE-OFF GEARING CONSIDERATIONS ll which notes that kits are required for all three engines.

SHAFT ENGINE CRITICAL SECONDARY POWER COMPATIBILITY f�"\:" "" '°"' '"'" . -�r P&WA-F100 140001100% 9130165 2% 1- 16016 10444 18000 An airplane mounted gearbox, manufactured by Sundstrand, is engine driven through a drive ---i----r�-- shaft between the engine gearbox power I f110 14460/10(}",\, 10457/72.3% 14682 10617 18000 takeoff pad and the gearbox drive pod. The GE GE FllO engine gearbox was developed to 1 produce shaft speeds compatible with the J79 7685/100% 5150/67% 15591 10243 16000 existing airframe gearbox and accessories to GE avoid an expensive airplane power system modification. Engine gea�box ratios are Figure 12

5 COCKPIT MODS ENGINE WARNING PANEL

Figure 13a and 13b shows the cockpit panel Caution light requirements, Figure l4a, for mods required. All three engines require the the three engines differ slightly with the same basic instrumentation: high spool FllO requiring an oil-hot temperature light. tachometer (N2); fan turbine inlet Both AFE engines can automatically revert to temperature (FTIT); nozzle area (Aj); oil Secondary (SEC) control and a light is pressure and fuel Elow. Both the FlOO-PW-220 required to tell the pilot this has occurred. and the GE FllO have full authority The FlOO-PW-220 DEEC can have some augrnentor

electronic primary engine controls (P&W has Faults that will revert to SEC but which are Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1985/79382/V001T01A007/4456674/v001t01a007-85-gt-231.pdf by guest on 23 September 2021 a digital electronic engine control and GE has �e-settahle if the fault clears (AB fail) and an analog control) and hydromechanical this requires a fault clearing switch posi- back-up, or secondary controls. The tion for the F'lOO-PW-220 which is unuse<1 for FlOO-PW-200 engine has a hydromechanical the GE FllO. primary control with a supervisory digital electronic engine control (EEC). This CAUTION LIGHTS requires an additional EEC on/off switch function, and back-up control (BUC) switch.

COCKPIT CHP.NGES

TACHOMETER IND

CAUTION PANEL

ENGINE CONTROLS •ENGINE RELATED LIGHTS- ANTI-ICE, AB FAIL, SEC, EEC, BUC, FUEL/OIL HOT AND AVIONICS

•EEC, BUC AND IFUELI /OIL HOT LIGHTS OPERABLE WITH FlOO-PW-200 •ANTI-ICE, AB FAIL, SEC. FUEL /OIL HOT AND AVIONICS LIGHTS OPERABLE WITH FlOO-PW-220 ! )

•SEC. FUEL/OIL HOT AND AVIONICS LIGHTS OPERABLE WITH Fl 10-GE-100 Figure 14a

The current P&W FlOO has an additional Figure 13a warning for stall/stagnation which alerts the pilot early to an engine stagnation by sensing a combined under-speed, over-temperature situation (Figure 14b). COCKPIT Sf/ ITCl!ES This Early Warning System is retained for the GE FllO and the FlOO-PW-220.

FlOO-Pfl-200 FlOO-Pf'-220 FllO-GE-100 OR

ENGINE WARNING CONTROL UNIT

•:-

•CURRENT EWCU USED WITH ALL ENGINES -·· I ..ii- .,. �- --

•ENGINE LIGHT AND VOICE WARNING

.,Engine Speed Less Than 55% riAx f'OllE R AND AB RESET 0 .,Engine Temp Greater Than 1000°C for 2.0 - 2.5 Sec. INACTIVE f!l'EN FllO-GE-100 ENGlfll IS lllSTALLED BUC GND TEST Sli INACTIVE o Figure 13b •VOICE CAUTION FOR ANY ENGINE CAUTION LIGHT

Figure 14b

6 ENGINE DIAGNOSTICS TABLE II- COMMON ENGINE BAY (CEB) AND ENGINE INSTL. KIT WEIGHT SUMMARY for the AFE the US�F elected to incorporate a full engine diagnostic/tracking capability using a digital system. This permits an GROUNDRULE: BASELINE A/P IS F-16C/D W/FlOO-PW-200 ENGINE INSTALLED improved maintenance turn around and an efficient way to get more tracking data to ENGINE TYPE CEB KIT WEIGHT TOTAL the depot for overhaul planning. This iigital diagnostic system opens the way to FlOO-GE-100 -3 44 41 lbs Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1985/79382/V001T01A007/4456674/v001t01a007-85-gt-231.pdf by guest on 23 September 2021 take engine fault data across the airplane FlOO-PW-200 -3 39 36 lbs \llJX BUS and can al low ful 1 use of the airplane in-place avionic maintenance system FlOO-PW-220 -3 39 36 lbs �s well as giving the pilot access to the engine faults through the display panel while air borne. The MUX interface software has been made common so data from both engines is Table III gives the engine kit weight intelligible. The pilot is alerted by the master caution light to faults which are breakdown: identified on the caution panel. The pilot acknowledges and the fault code is displayed TABLE III ENGINE KIT WEIGHT BREAKDOWN for five seconds on an Integrated Control Panel. The panel then reverts back to the EQUIPMENT O-GE -100 FlOO-PW-200 FlOO-PW-200 F ll previous display automatically. The pilot GFAE ''an then take the necessary action. ENGINE 3817 lbs 3108 lbs 3218 lbs EMSC 13 lbs

::EB IMPACT WEIGKT SUMMARY CFE (44 lbs) (39 lbs) (39 lbs) ELECTRICAL 1 lb 2 lb 2 lbs Implementation of the CEB results in a small FUEL SYSTEM 8 lbs 8 lbs 8 lbs ENGINE INSTL. 21 lbs 22 lbs 22 lbs weight increase, primarily in the structural ECS 12 lbs lbs lbs 5 5 :)eef-up to accomodate the additional weight COCKPIT 2 lbs 2 lbs 2 lbs uf the GE FllO engine. Table I summarizes the CEB weight change which is three pounds NOTE: ENGINE DRY WEIGHT USED 1.ess compared to the current nacelle for the FlOO-PW-200 installation. Note that a structural weight increase of 25 pounds is �equired for the additional FllO engine CEB IMPACT �NGIN� CHANGE TIME weight requirement. For the CEB baseline weight, this structural weight increase is rne C�� resulting impact on engine change-out offset by the removal of system hookup time is shown in Figure 15. The current ducting and hardware which then becomes part �hange-out time of the PW FlOO engine is 84 of the kits for each engine. IMPACT ON ENGINE CHANGE TIME

TABLE - COMMON ENGINE BAY (CEB) DELTA WEIGHT SUMMARY I

GROUNDRULE: BASELINE A/P IS F-16C/D W/FlOO-PW-200 ENGINE INSTALLED 143 ;1 N CEB (Weight Net Change) lbs) c:r/ 1 (-3 STRUCTURE 10 CTR FUSELAGE + lbs 7 AFT FUSELAGE +18 lbs F 16A/B/C/D /# ELECTRICAL +4 lbs 93 IJllN HYDRAULICS +l lbs 45 FUEL ?YSTEM lbs 84MIN I -7 ENGLrn INSTL. -18 lbs CLOSE ACCESS ECS lbs �1!0.J.-----1,:;;--1 -7 COCKPIT lbs LEAK CHECK -1 �l::O-J.----1-1

NOTE: CEB DELTA WEIGHT IS THE SAME FOR FllO-GE-100, FlOO-PW-200 AND FlOO-PW-220 45

20 DISCONNECT '... 0-1 t----i ;-1 Table II shows the kit weight for the ---r:-::-l 1 � GAIN ACCESS LL-L-.L-----'--- -__.____ 12 three engines for installation. The FllO ...____, CURRENT F100•::::::F100* flOO•·.::- fllO has an airframe mounted engine maintenance DEMONSTRATED :::= (Total Ch1ng1) (4 Men) F110 F110 system of 13 pounds which becomes charge­ (4 Men) (5 Min) or able to kit weight. 200 220

Figure 15

7 .,.

minutes. After CEB, changing a like engine of the P&W FlOO or the GE FllO engines. This will require 93 minutes. To change 1out flexibility is also extended to the third country aircraft procurement giving them the unlike engines requires 143 minutes;plus one additional person to change the coc�pit flexibility to select the optimum engine for panels. The figure shows those functions their specific requirements. that are increased in time for change-out. 1:weapon systems are a high cost investment and ·fare maintained in service over long periods SUMMARY during which, historically, avionic systems Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1985/79382/V001T01A007/4456674/v001t01a007-85-gt-231.pdf by guest on 23 September 2021 are frequently upgraded for system The GE FllO engine is scheduled to acheive effectiveness. With this high investment operational service status in June 1986. For 'propuslion system upgrades also became FY85 the USAF has procured 120 engines for attractive to improve cost, durability, the F-16C/D with plans to compete the FY86 operational capability or performance. The buy in 1985. F-16C/D production aircraft General Dynamics F-16 is in a unique will have the Common Engine Bay capability position with its propulsion system t. providing the USAF the flexibility to procure installation flexibility to provide the user either, or both, of the AFE engines, and with low cost, low impact approach to allow the using Commands to field change any alternate engine selection and growth.

8