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An Overview of Military Jet Engine History 111 The TF30 development was followed by a new P&W effort aimed at developing a second-generation high-performance augmented tur- bofan, the F100. The Air Force requirement called for a major leap in performance capabilities for this engine compared with earlier en- gines. Simply put, the Air Force asked for a new engine that would approximately double the thrust-to-weight ratios of previous gener- ation engines then in use, such as the J79.9 The F100 program was technically very demanding and high risk. Not surprisingly, it re- sulted in another major controversy and in a significant change in the way the Air Force approached development and procurement of fighter engines. The F100 development experience led the Air Force to be much more receptive to supporting simultaneous competing engine development and production programs, as the service had routinely done in the 1940s and 1950s. The story of the F100 began after the Navy withdrew from the F-111 program and after the formulation of requirements for a new Navy fighter (the VFX, ultimately the Grumman F-14), and for a new Air Force air-superiority fighter (the F-X, which became the McDonnell- Douglas F-15). The Department of Defense mandated that both ser- vices use the same engine core for their respective fighters. The Air Force took the lead in the early developmental stages of the F100 program because the Air Force Aero Propulsion Laboratory had taken the lead on the Advanced Turbine Engine Gas Generator (ATEGG) program. Like the current IHPTET program, ATEGG brought together advanced prototype components from P&W, GE, and Allison to see how they would work together as a system. The Advanced Technology Engine program for the FX and VFX, led by the Air Force, grew out of this effort. In 1968, P&W, GE, and Allison submitted competitive design proposals. The Air Force selected P&W and GE to continue the competition by building and demonstrating two prototype engines over an 18-month period. In early 1970, the Air Force selected P&W to develop its JTF-22 design, which later be- came the F100 turbofan. Ironically, P&W won the bid for the JTF-22 work in part because of its demonstration of a greater understanding of engine/inlet compatibility phenomena, which was acquired in ______________ 9St. Peter (1999) puts the thrust-to-weight ratio of the J79 at 4.67:1, while the TF30, the first-generation augmented turbofan, is rated at 5.26:1. The F100 is listed with a thrust- to-weight ratio of 7.7:1.PDF Image | Military Jet Engine Acquisition Technology Basics and Cost-Estimating Methodology
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