An F-16 blasts down the runway in full afterburner, accelerating a scant 1,000 feet before lifting into the air and retracting the landing gear. As the aircraft speed exceeds 180 knots, the pilot pulls the nose up and executes a near vertical climb. Still accelerating, the F-16 surpasses 290 knots before passing 10,000 feet.
While such raw display of power is nothing new for an F-16, this particular exhibition punctuates the first of many flights for a unique airframe/engine combination. This F-16, with a familiar star logo on its tail, supports production and testing at Lockheed Martin in Fort Worth. The two-seat USAF Block 50 F-16, referred to as CD-15, happens to be the first non-Block 60 F-16 powered by a Block 60 engine-the General Electric F110-GE-132.
“The max power takeoff underscores the confidence we have in this engine,” says Brian Erickson, the engine project program manager at Lockheed Martin. “These engines have already accumulated almost 2,000 hours of service in Block 60 F-16s. An afterburner takeoff is the standard US Air Force profile for engine functional check flights.”
The new engine, which replaces the standard F110-GE-129 engine in the Block 50 aircraft, will power this F-16 for the duration of a product demonstration program, which is scheduled to last one year and may be extended. The engine swap is noticeable by only a few visible external changes. A General Electric logo and “F110-GE-132 Power” were applied to the tail (both in blue). The afterburner tail feathers on a -132 have slight extensions not found on the -129. Other differences require a look down the intake or exhaust sections and a familiarity with fan blades and augmentors.
The engine was built at the Lockheed Martin Kelly Aviation Center in San Antonio and sold as a spare for Block 60 flight testing at the Air Force Flight Test Center at Edwards AFB, California. The spare was never needed, so General Electric bought the engine back from the Block 60 program and offered it free of charge to Lockheed Martin and the US Air Force to use in CD-15.
“This situation is unique,” explains Erickson. “It would be comparable to Lockheed Martin repurchasing an F-16 to loan to another company for flight demonstrations.”
GE's goals, however, are not solely philanthropic. The success of this demonstration could result in additional sales of the -132 engine, which was developed specifically for Block 60 aircraft. And CD-15 makes an excellent platform because it is used as an evaluation aircraft for foreign military sale, as well as a target and chase aircraft for production acceptance flights, test pilot proficiency training, and technology demonstrations. No aircraft modifications were required to accommodate the -132 for CD-15 and no restrictions were placed on its operation.
The -132 engine incorporates the latest technologies and materials to produce the highest levels of propulsion system performance ever installed in an F-16. It also incorporates advanced materials and design technology to improve durability and operability and to reduce the life-cycle cost.
GE may further improve the -132 engine by integrating a new service life extension program core, or SLEP, already qualified for the -129 engine. The -132/SLEP core combination could also improve durability, extend the engine's service life, and further reduce the F-16 system's life-cycle cost.
“This product demonstration will give us additional operational and maintenance data on the engine,” says Al DiLibero, general manager of F110 engines at GE Aircraft Engines. “Having our latest fighter production engine in the Lockheed Martin F-16 demonstrator aircraft gives us additional visibility with potential customers. At the same time, the Air Force benefits from the flight demonstrations by monitoring the aircraft's day-to-day activities and required maintenance. This information will be important if the USAF procures future F-16s or replaces engines in its existing fleet.”
The F110-GE-132 is the most advanced member of the F110 fighter engine family. It is derived from the -129, and produces up to 32,000 pounds of thrust. It also incorporates several new technologies, such as single-piece (or blisk) fan blade assemblies and a radial type augmentor. The new fan increases performance by providing higher airflow and allowing a higher pressure ratio than its predecessor. Its revolutionary three-dimensional aerodynamic design also increases efficiency and improves durability and reliability, all of which help reduce the cost of ownership/operation.
The radial augmentor gives the pilot improved afterburner capability throughout the entire flight envelope. The engine has fewer and more accessible components, which significantly reduce maintenance costs and result in improved combat-readiness rates.
“The -132 has been designed to be compatible with existing F110 airframe installations,” DiLibero adds. “This compatibility gives current operators the option of upgrading their current fleet with -132 kits as the requirement for enhanced capability evolves.”
Scott Lusk is in the communications leadership development program at Lockheed Martin.
