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Modern Tactical Jet Engines 143 enhancements that enable the F135’s increased airflow and higher RIT will be the incorporation of P&W’s “superblade” cooling in the high-pressure turbine, gamma titanium aluminide blades in the last compressor stage, an enhanced cooling airflow pattern in the com- bustor, and high-temperature fuel nozzles to prevent coking (Kandebo, 1998a and 1998d). As in the case of the F-22, the JSF will have integrated flight and propulsion controls. To test and refine these highly integrated control systems, the manufacturer’s engi- neers will run their aircraft simulators with the engine control sys- tems integrated and controlling engines running on thrust stands. All variants will also have electronic prognostics, which may include the capability to inform maintenance personnel of repair require- ments before a component fails and before the JSF lands (Smith, 1999, and Kandebo, 1998d). Norris (1999) reports that the prognostic and diagnostic systems being developed and considered for the JSF include acoustic, electrostatic, and eddy current monitoring. If fielded, these systems will be capable of detecting and discriminating between types of FOD entering the inlet, “hearing” changes in bear- ing noises, and sensing when the exhaust stream contains unusually high levels of charged particles. High levels of charged particles in the exhaust stream are characteristic of a damaged engine or one under- going abnormal wear (Norris, 1999, and Nordwall, 1992). As of 1998, P&W was predicting that F119-JSF deployments would require 60 percent fewer C-141 loads per fighter wing, support costs would be 60 percent lower, and the mean time between maintenance would be twice that of today’s engines. In addition, the Conventional Takeoff and Landing versions of the JSF would have 50 percent fewer in-flight shutdowns than the F100-PW-220, and the STOVL version would have 80 percent fewer in-flight shutdowns than the AV-8B’s “Pegasus” engine (Kandebo, 1998d). Boeing’s X-32 used a thrust-vectoring 2-D nozzle. It also incorporated a second stage in the F119’s low-pressure turbine to help drive a fan that flowed 10 percent more air than the F119-PW- 100. The STOVL variant diverted the engine’s exhaust through rotating and retractable lift nozzles located near the center of the aircraft and some fan air through a “jet screen” nozzle located a few feet in front of the lift nozzles (Jane’s Information Group, 1999c). The resulting jet screen was a barrier of cool clean air from the engine’sPDF Image | Military Jet Engine Acquisition Technology Basics and Cost-Estimating Methodology
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