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 DEPARTMENT OF DEFENCE AR-004-033
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
AERONAUTICAL RESEARCH LABORATORIES
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Aero Propulsion Technical Memorandum 426

THE GENERAL ELECTRIC F404- ENGINE OF THE

RAAFs NEW FIGHTER

by

Denis Frith ,. ;
.-..- ..

SUMMARY .1 4

The F404 engine in the F/A-18 is representative of a new generation of military

turbofan engines. The features of the engine that govern its performance and
contribute to its maintainability are discussed. The intention is to give the
non-specialist an appreciation of those factors materially affecting the operation ..
of this type of engine.

Lecture to Melbourne Branch, ROYAL AERONAUTICAL SOCIETY

11 JUNE 1985

0_5.

(C) COMMONWEALTH OF AUSTRALIA 1985:

POSTAL ADDRESS-
-. Director, Aeronautical Research Laboratories,
.•5* -. "*5%

P.O. Box 4331, Melbourne, Victoria, 3001, Australia.

 CoNTIENTS

Page No. 214

INTROD)UCTION 1I -.

DEVELOPMENT 2

FEATURES4

OPERATION 7

CONCLUSION 8

ACKNOW LEDGEMIENTS

FIGURES

DISTRIBUTION LIST

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 INTRODUCTION
The new IRAAF fighter, the McDonnell Douglas F/A-18 can regularly be seen inthe
skies over Avaln and will be a common sight around Willianitown and Tindal Air Force
Bases well iuto the 21st Century. This aircraft means different things to different people,
even to those in the defence aerospace industry. To the pilot it is a powerful and conplex
flying machine full of modern gadgetry to be dutifully mastered. To the strategic planner
it is a versatile and flexible weapons platform with tremendous potential. The electronics
engineer can proclaim that it is a Manifestation of the influence of rapidly developing micro
computer technology although he will be quick to point out that the hardware is already
outdated. The aerodynamicists can point to the influence of the cleanliness of the design . .'.
ou the nanoeuvring and range performance of the aircraft. The control man will counter .. "'"
"
with the importance of the programmable, fly-by-wire control system to operation and
behaviour. Materials and structures personnel will emphasise that all this is only possible
through judicious choice of advanced materials and structural concepts. The propulsion
engineer sees it as symbol of the subtle importance of the engine. After all, the jet engine
ushered in the era of the high speed aircraft and effective airliners.
The RAAF F/A-18 Hornets are powered by two General Electric F404-GE-400 aug-
mented turbofan engines, Figure 1. The operation of this engine can be described by refer- " .
ring to Figure 2.-The 3-stage fan, driven by the low-pressure turbine, compresses inlet air 0
that subsequently divides into the bypass and core flows. Variable inlet guide vanes sched-
ule the direction of the flow into the fan as a function of rotational speed. The core flow
is further compressed for entry to the annular combustor by the compressor, driven by the
high-pressure turbine. Variable inlet guide and two rows of stators adjust the flow direction
as a function of corrected compressor speed. After expansion through the turbines, the high -
temperature gas from the combustion process is mixed with the bypass air to form the high
speed jet out of the exhaust nozzle. When operating in afterburning mode, the speed of
this jet is increased by additional combustion in the afterburner. The exhaust nozzle has
variable area to allow afterburning without materially affecting the operation of the core
engine. Nozzle area is also varied during non-afterburning operation to obtain optimum
performance. "
This engine produces over 10,000 lb of thrust in non-afterburuing operation while the
maximum thrust is in the 16000 lb class. These and other leading figures are listed in
Figure 3. For the convenience of those not familiar with the principal characteristics of
large, military engines, the values for the Pratt & Whitney TF30, the engine in the Flulc,
are listed for comparison. In making such a comparison, it should be remembered that the
designers of the F404 had the advantage of some fifteen years of advances in the science
and technology of engine design over their TF30 counterparts. In addition, they designed
against a specification that put greater accent on reliability, durability and maintainability
than previoi.sly. Figure 3 shows the bald facts. The two engines are comparable in thrust
even though the TF30 is 12% longer, 9% greater in diameter, 88% heavier and uses 2%
more fuel.
It isnatural to wonder how much this affects the operation of an aircraft like the F/A- , A
18. The TF30 could not be fitted into this aircraft because of its size and weight so we can
only arrive at a reasonable comparison by considering a hypothetical, scaled-down version
of the TF30 for alternative propulsion of the F/A-18. This engine which we may call the
TFH30 - the H standing for hypothetical - is presumed to work to the same cycle parameters
as the parent engine but reduced in size by 12% to fit the aircraft. Its characteristics are
compared with those for the F404 in Figure 4. The most noteworthy point is the reduction 4
in thrust in non-afterburning operation by 20%. The effects of the installation of these
hypothetical engines in the F/A-18 are listed in Figure 5. A comparison of this type is
based upon a lot of assumptions so I hope that experts will not take issue with the detail:

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the iuteution is to give some iilicati ,u of how iiuch effect tie progress in engine design
,,\er the past fifteen years has had on the capability (if fighters.
can ee that the range performance of a typical F/A-18 coutiguration is G% better
nY,I
with the F404 than with the TFH3t. 4/6 of this is due to the lighter weight of the r404
aul 2%t because of its better fuel econ), as represeuted by the sfc, the specific fuel
cnUuiption,
The range performauc., is only part of the story. Fighters are reliant upon their maxi-
Minn speed to a large extent. A typical configuration oIf the F/A-18 with F4)4 would reach - q
a maxinuimn Mach Number albout 12% greater than that achievable by the TF1130 powered
version when the engines are operating in uon-afterburniug mode. A lot of this difference
in performance is attributable to the difference in power to weight ratio of the two versions.
It is shown in Figure 5 that the TFH30 powered version has a 25% lower ratio than the real
version.
These figures show the superiority of the F404 over the TFH30 as a prohiulsor. It is
expected that the F404 will also show superior operability, reliability, maintainability and
durability over previous engines because of design requirements. An interesting question is
what attributes of its design contribute to these qualities. I shall attempt to provide some
answers to this question.

DEVELOPMENT •"
Before doing so it is appropriate to look at the genesis of this engine as it has an in- . .

portant influence on its characteristics. It started out as the YJI01, the General Electric
contender for the propulsor for the US Air Force lightweight fighter. Included in the design
objectives were stall-free operation, particularly under extreme transient manoeuvres, and
afterburner light off and operation throughout the aircraft operating envelope. The per- S
formiance was optimised for maximum thrust at subsonic altitude combat conditions while
a chance was taken in deciding to use three stages in the fan rather than four because of
the potential weight and cost advantages. A single-stage, low pressure turbine was selected
instead of two stages for similar reasons. The Preliminary Flight Rating Test (PFRT) of
December 1973 came after only 1000 hours of running, rather than the more normal 3000
hours, due to the careful definition of the development program. Seven engines were pro- 0,
duced for flight testing in 1974 of the YF-17, the fore-runner of the F/A-18. A significant
factor in the ensuring 288 flights was the absence of in-flight stalls and blowouts. This
test program provided continuously recorded data on engine power usage which yielded, on . .

analysis, information on time at temperature as well as transient throttle movements: infor-

mation important in establishing life usage of engine components due to low cycle fatigue.
In the period between the YF-17 program and the selection of the F/A-18 as the new
US Navy strike fighter, General Electric availed themselves of the opportunity to redesign
the engine, to simplify it, to improve reliability and to improve maintainabilty. An example
of what was accomplished is illustrated in Figure 6. 21 fewer parts were employed in
the revised C-sump with savings in weight, cost and maintenance complexity. The US
Navy then adopted a new approach in setting the requirements for the subsequent full-
scale development program. In placing emphasis on operational suitability, reliability and
maintainability rather than performance and weight, Figure 7, they included some new
elements in the development plan:
9 engine power usage definition
* 150 hr. Endurance Test
* Simulated Mission Endurance Test (SMET) W q
* Accelerated Service Test (AST)
* Failure Modes Effects and Criticality Analysis (FMECA)
e In-flight Engine Condition Monitoring System (IECMS)

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 The YF-17 flight test program had yielded the first continuously recorded data in
engine power usage. The value of this in achieving the desired durability was recoguised S
in foruiiilatiug the F404 Full Scale Development (FSD) program. The Endurance Test,
conducted in the altitude test cell at NAP(, was scheduled to include those regimes im-
lportaut to the F/A-18. including Mach 1.0 operation at 350()0 feet, the regime representing
muaxinmum severity to engine hot parts. The SNMT, based on design mission profiles, was
us'ed to demounstrate engine durability and was colileted on schedule in July 1980. The
AST encompassed 1000 hours of in-flight operation and was intended to prove reliability or
and maintainability whilst establishing actual mission profiles, The application of FMECA
during initial design of the F404 enabled critical problems to be defined and corrected.
Reliability features designed into the engine are summarised in Figure 8.
Comprehensive testing of the engine was carried out in sea-level and altitude test cells
(luring this development program. Much of it was devoted to tuning the control system
to achieve optimum engine operation and to establishing inlet/engine compatibility. Both
steady and dynamic distortion patterns were generated at NAPC, the latter by the Random
Frequency Generator, to simulate the flow into the engine under extreme operating condi-
tions. However, fuel pulsing had to be employed to cause the engine to stall under these
conditions and recovery was automatic. This work complemented the extensive wind tunnel
testing carried out in developing the intake for the F/A-I8 to produce little distortion during
high angle of attack operation at low speeds while having good pressure recovery during
supersonic operation. Inlet/engine compatibility has received a lot of attention following
the problems encountered with the Fill in the early 1960s. The subsequent F/A-18 flight
trials, beginning November 1978, confirmed that engine operation was stall free over the de-
sign manoeuver envelope. The results of these trials are summarised in Figure 9. Note that
an aircraft attitude exceeding 90 degrees was temporarily attained without causing engine
stall. The data on afterburner operation confirms expectations for a low bypass engine.
The AST was set back when the aircraft being used crashed at Faruborough in late
1981. However, the program recommenced with another aircraft and it has served to show
how the operation of the aircraft, and the engines, can differ appreciably from what was
anticipated, with important implications in relation to logistic and durability factors. For
example, time at maximum temperature was found to be about 60% more than that used in
the original life analyses. Further, afterburner light-ups were up 60% as well. US Navy and
Canadian operational experience has tended to confirm these trends. The AST program
is now being supported by a Lead the Fleet program (figure 10) in which accelerated field
usage is obtained on selected engines that are closely monitored for failure, wear and life
usage. This is backed by a factory program for proving the durability of components.
The F/A-18 entered service with the US Navy in early 1981, the CF18 with the Cana-
dian Defence Forces in 1983 and the RAAF are starting pilot training at 20CU about now.
The program status is summarised in Figure 10 while that of the F404 is given in Figure
11. These figures were current last September so the engine probably has about 250,000
flight hours up now. The planned production of the F404 is shown in Figure 12. Assembly . -
of engines down at CAC will be at a rate of about 20 per annum.

FEATURES
The F404 has a bypass ratio of 0.34:1. That is, the flow through the bypass duct is 34%
of that through the core engine. A high bypass ratio improves the fuel economy, as evidenced
by the high ratios of the large civil engines in such aircraft as the Boeing 747, DCIO, LIOII
and Airbus. Even the TF30 has a ratio of 1.1:1. Thus the bypass ratio of the F404 is
low even by military standards. In fact it is often called a leaky turbojet rather than a
turbofan. The consequential loss in fuel economy is offset by the rapid response to throttle
operation and more reliable afterburner light up that are fundamental characteristics of
low bypass engines. Figure 15 notes the expectation of General Electric of the influence
of these characteristics on the operational suitability of the engine. There are reasons to

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 believe that these expectations are justified. These features make the F404 more suitable
for fighter aircraft while the TF30 is better suited to strike aircraft where range is of prime
importance. a
The pressure ratio is another important parameter as it has a significant effect on
the perftrinance through its influence on the thermal efficiency. However it is limited by
operability and mechanical considerations. The F404 achieves the high pressure ratio of 25:1
in 3 fan stages and 7 compressor stages, shown in Figure 16. In contrast, the TF30 needs
16 stages overall to achieve a pressure ratio of 17:1. That is, the F404 has an average stage
temperature rise of 52 C compared to about 30 C for typical military engines of the previous
generation. This stage temperature rise is a measure of the amount of energy the ompressor
blading is able to impart to each unit of flow through the compressor. It is a combination
of the aerodynamic design of the blading and of the speed of rotation of the rotors. As an
ex specialist in compressor aerodynamics, I found it interesting to note the developments in
the aerodynamic design of both fan aL compressor of the F404, including such aspects as
wide chord blades and the three-dimensional, rather than quasi two-dimensional, design of
the fan. Figure 17 brings this point out clearly. However, I would be giving a biased view if
I did not comment upon the importance of the materials employed - largely Titanium - and
of the advances in mechanical design to the attainment of this high rate of compression. To
illustrate, the TF30 has a maximum tip speed of 1488 ft/sec while 1592 ft/sec is attained
in the F404. Both the stage temperature rise and the centrifugal stresses are proportional
to the tip speed squared!
In the design process, there is generally a requirement to compromise between the
operating pressure rise and the stall margin, as illustrated in Figure 18 which depicts the
speed characteristic of the fan. The selection of the stage pressure rise to match with
other stages has to be a judicious choice between getting the most out of the blading and
retaining a reasonable margin between the operating point and the stall line. In view of . -
the high pressure rise per stage, it came as a surprise to find that both the fan and the
compressor have good stall margins and so are able to withstand disturbances emanating
from in front - the aircraft intake - and behind - pressure pulses from the afterburner - with
equanimity, as demonstrated in tests, in flight trials and in operations.
The annular combustor employed is an adaption of the well proven design in the CF6
series of civil engines. Eighteen fuel nozzles supply fuel directly into the forward part of
the combustion liner (Figure 19) which contains matching swirlers to facilitate atomization
of the fuel. A pattern of inner and outer louvers and dilution holes in the liner causes the
cooling air (Figure 20) to mix with the products of combustion.
The other main parameter of the gas turbine performance cycle is the turbine inlet
temperature - the temperature of the hot effiux from the combustor. There is a requirement ! .
to maximise this value within applicable constraints in order to get high thermal efficiency
and specific thrust. The major constraint is the achievement of good durability of the hot
end components - nozzle guide vanes, rotor blades, disks and seals. The F404 has a turbine
inlet temperature higher than any other operational military engine yet the durability of its
hot end components is predicted to far exceed that for earlier engines. This is achieved by
a combination of a complex cooling system for these components with the use of advanced
materials - powdered super alloys and directionally solidified binding material. The cooling
flow through the engine is shown in Figure 21 while Figure 22 illustrates the complexity
of the cooling passages in the high pressure turbine blading. Convection, impingement
and film cooling is utilised. All the blading in the turbine stages, high pressure and low
pressure, stationary and rotating, are cooled, as well as rotors, cooling plates, blade and
vane platforms and shrouds. To further illustrate the importance of cooling, some 11% of
the air out of the compressor is used to cool the high pressure nozzle guide vanes. Because
of the high pressure ratio, this air is rather hot - 520 C - so its cooling effectiveness is more
dependent upon quantity than quality!

r 4 -
 I expect that a number of you have noted that this engine is quite unusual in that it . -
has only one high pressure turbine stage, Figure 23, and one low pressure stage, Figure
24. As mentioned earlier, this was done to keep the parts count down in order to reduce
costs and improve maintainability. In part it caused a reduction in turbine efficiency with
its cnosequential effect on lrfriance. However, it would not have been possible without
significant advances in material characterisation, mechanical design, heat transfer and tur-
bine aerodynamics. iucluding boundary layer development. For example, Figure 25 shows
the improvement expected by substituting DSRS0 for Rene 125 in the high pressure turbine "•
blades. This is equivalent to doubling the life of these blades.
One of the most important developments has been an appreciation of the influence of
low cycle fatgue on the life of such engine components as turbine rotor blading. disks and
seals. This has led to the development of design methods that enable extended usage to '
be obtained from such components, despite the severity of their usage. For example, these
turbine blades are subject to high centifugal and, in particular, thermal loads as the engine is
cycled through a range of throttle settings. The condition of the blades is inferred by counts •
accumulated in the aircraft mission computer using an algorithm based on the temperature
of the turbine exhaust gas. When the count, called Equivalent Full Thermal Cycles, reaches
the prescribed limit the blades are replaced. In the case of the Rene 125 blades, this is
equivalent to approximately 10)()0 hours of average engine operation. However, if mission
severity is harsh, the prescribed number of EFTC could come up in appreciably fewer hours.
It is expected that the DSR8(0 directionally solidified blades will have about twice the life
of their predecessors.
This example is typical of the twenty odd components of the F404 whose life usage
is assessed by counts calculated in the mission computer and monitored by maintenance
personnel. However, most of these components have an average life of about 4000 hours
which is equivalent to over 10 years of operation. I will comment further on condition
monitoring shortly.
Returning to the characteristics of the engine, it is noteworthy that the sfc for non-
afterburning operation is similar for the F404 and TF30. The high pressure ratio and turbine
inlet temperature of the former off setting the high bypass ratio of the latter. However, the
use of single stage turbines have also had their effect. The saving in weight and complexity
has been obtained at the cost of a reduced turbine efficiency, with its consequent effect upon
Turning now to the afterburner, the low bypass ratio aids light up and modulation of

thrust. This is further improved by employing circumferential modulation rather than the* ,.

more common radial form, which can be unreliable due to the influence of the cold bypass air.
The pilot and main spray bars can be seen in Figure 26. The six pilot spray bars are equally
spaced and protrube through the afterburner case and liner and extend into the flameholder.
The 24 main spray bars are also equally spaced and extend radially through the afterburner
case and liner and beyond the flameholder into the turbine exhaust. Fuel is pumped out
of the pilot spray bars until the Light Off Detector indicates that combustion has been
established when the main spray bars come into play, the number utilised being dependent
upon the degree of afterburning called for by the Power Lever Angle. Fuel circulating in
the main fuel manifold during non-afterburning operation cools the distributor valves, so
reducung the fll time when afterburner operation is initiated.
As noted earlier, the nozzle opens up with the degree of afterburning. This is just one
function of the control system which consists of a hydro-mechanical unit for control at powers ..
less than Intermediate Rated Power (IP), maximum non-afterburning operation. For MIP -
or afterburning operation, the Electronic Control Unit takes over. These units are mounted
on the lowet front of the engine. Figure 27 shows the layout as viewed from underneath. In
this way the infeasible complexity of a full authority hydro-mechanical system in this type
of variable geometry engine is avoided. Sufficient research has been done on Full Authority
5t
I.
Digital Electromic Control (FADEC) systems to indicate that they will be employed on
future engines. However, at the time of the F404 development the reliability of electronic
control units in the harsh environment on the engine easing was insufficiently proven: the
hydro-mechanical unit provides a get-home capability in the event of failure of the ECU.
Some functions carried out by the control system are:
* limitation on corrected fan speed to prevent stall margin erosion
* flow restriction in supersonic flight to maintain intake performance - .

* fuel dip and variable geometry resetting luring rocket firing

* scheduling of nozzle area to limit turline inlet temperature
* scheduling fuel flow to limit maximum fan speed
* limiting back pressure on core engine (luring afterburner operation ..
limiting maximum and minimume combustor casing pressures ..-.
scheduling fuel flow for engine acceleration and deceleration
The main control operating modes in both dry and afterburning operation are shown .
in Figure 28. Figure 29 shows the scheduled variation at IRP of exhaust gas temperature
(T5) and fan ;peed (NI) with inlet temperature (TI) to prevent stall margin erosion for TI
less than 440 deg RI, to limit compressor maximum pressure at low altitudes between 410
and 530, to limit the turbine inlet temperature between 500 and 650 and to limit actual fan
speed between 570 and G20.
To a large extent, the role of material properties and structural design concepts have
only been implied in examining the features of this engine. These factors are summarised
in Figures 30 and 31 which serve to illustrate the range of materials required to meet the
varying, stringent requirements and to highlight some of the structural features.

OPERATION
The driver of a motor car generally expects to be able to ignore the engine of his
vehicle. This is also a desirable feature for the fighter pilot. He would like to be able to
use the throttle to assist in the manoeuvring of his aircraft without having to bear in mind
operability limitations. The F404 is not yet fully proven but there is reason to believe
that it meets the requirements listed in Figure 32, It is certainly a very responsive engine
and the features built into its control system ensure that it will not have the problems in ,
operation in the high-altitude. cold conditions over Darwin that have characterised the Atar
in Mirage. Figure 33 shows the operating mode of the engine at IRP under the 1% extreme
conditions at Darwin. Under cold conditions at altitude - Darwin and Panama have the
coldest altitude conditions in the world - the corrected fan speed is limited to 104.4% for
low Mach Numbers and reduces for the higher speeds. During hot day operation at low
level, the limiting factor is turbine inlet temperature for all practical speeds.
This engine is designed for On Condition Maintenance, a concept defined in Figure 34.
It is a novel concept for the R.AAF. Itembraces an In-flight Engine Condition Monitoring
(IECMS) - Figure 35 - to provide data to assess the life usage of engine components due
to low cycle fatigue, the performance status of the engines and the cause of exceedances of
engine parameters. The RAAF have contracted CAC to put into place a Maintenance Data
Service Life Monitoring System (MD&SLMS) to process this monitoring data to provide
meaningful information to the maintenance and engineering personnel. ARL are involved
in the definition and proving of procedures to be incorporated in this system.
The information extracted in the MD&SLMS from the IECMS data will supplement
information on the condition of the engines provided by:
* borescope inspections
* analysis of the debris on chip detectors
9 vibration signatures
* spectrometric oil analysis

6 '.. . ..'

. . . ... . . . . . . . . .
 - 7 7.7 -

Figure 3( shows the number of borescope ports available. Most of these are accessible
with the engine installed in the aircraft. The location of the chip detectors is shown in
41
Figure 37 while Figure 38 shows the location of vibration accelerometers on the engine for
testing in a cell. The one marked ECMS is also on the installed engine and serves to give
warning of excessive vibration in flight.
The maintainability of the engine is further facilitated by its modular construction.
Figure 39 lists the potential advantages while Figure 40 depicts the six modules. The
impact (if modular maintenance can be expected to vary from user to user due to the
different parameters in the logistic relations.

CONCLUSION
The F404 is a relatively new engine. As it has only about 250,000 hours up, it has a
§1
long way to go before it reaches maturity at one million hours. Nevertheless, the tasks being
dealt with in the Component Improvement Program seem to indicate that it does not suffer
any of the major, fundamental problems that have so inhibited earlier engines. There is good
reason to believe that it will set new standards for military engines as regards operability,
availabilty, reliability and maintainability. However, there is no reason to believe that it will
be exceptional in that regard. Newer engines are predicted to follow this improved trend.
I will be interested to hear lectures in due course from IIAAF and CAC personnel " - -

on experience in operating and maintaining this engine. Certainly there is much to be

learnt about engine operation and its influence on maintenance from thge vaste amount of
condition monitoring data being acquired through the MD&SLMS. Doubtless there will also
be problems but I will be surprised if the overall view is unfavourable.

ACKNOWLEDGEMENTS
Aircraft Engine Business Group, General Electric Company supplied most of the infor-
mation used in this lecture, which was authorised by the Director, Aeronautical Research
Laboratories.

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n LENGTH, IN, 159 178 (+12%)

DIAMETER, IN. 35 38 (+9%)
WEIGHT, LB. 2180 4100 (+88%)
p THRUST/WEIGHT 7,3 4.9 (-67%)
MASS FLOW, LB/SEC, 142 240 (+69%)
BY-PASS RATIO .34 1.1
PRESSURE RATIO 25 17
TURBINE INLET TEMPERATURE, 1390 1270
THRUST, MAX. A/B 16000 20000 (+25%)
" MAX. NON-A/B 10600 10750 (+1%)
SFC, MAX. A/B, LB/HR/LB. 1.84 1.80 (-2%)
MAX. NON-A/B " 0.78 0.80 (+2%)

FAN-STAGES 3

PRESSURE RATIO 4.1 2.0

SPEED, RPM 13270 9500

COMPRESSOR-STAGES 7 6+7

PRESSURE RATIO 6.0 8.5

SPEED, RPM 16810 9500, 14500

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FIG. 3 ,
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LENGTH, IN. 159 159
DIAMETER, IN. 35 314 (-3%)
WEIGHT, L.2180 2908 (33%)
THRUST/WEIGHT 7.3 5.5
MASS FLOW, LB/SEC. 1'42 191 (35%1")
*BY-PASS RATIO .3'4 1.1
PRESSURE RATIO 25 17
TURBINE INLET TEMPERATURE, c. 1390 1270
THRUST, MAX. A/B 16000 15900 (-1%)
MAX. NON-A/B 10600 8550 (-20%)
SFC, MAX. A/B, LB/HR/LB 1.84 1.80 (-2%)
",MAX. NON-A/B, "0.78 .80 (+2%)

*FAN-STAGES 3 3

PRESSURE RATIO 4.1 2.0

*SPEED, RPM 13270 106140

COMPRESSO R-STAGES 7 6+ 7

PRESSURE RATIO 6.0 8.5

SPEED, RPM 16810 162140

rIG. 4
:. " "--.".,7:,

HYPOTHETICAL PERFORMANCE OF F/A-18 WITH 2 x TFH30

(COMPARISON WITH F/A-18 WITH 2 x F404)

THRUST/WEIGHT -25%

RANGE PERFORMANCE -6% S

DUE TO ENGINE WEIGHT -4%

DUE TO SFC -2%

MAXIMUM MACH NUMBER -12%

.. ..-..
o...

FIG. 5
 71S

yJ1o11.

Z.
1 *4w...-- -

F404
-. ('.....SPARTS)

C-um, esg Cmprio

.~ ~At

F.. t' G
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w
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* -mm
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p

*.~. ~ . ~ . . .

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- - . .~*...-.'.-.
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0

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 Compressor

inertia Welded
Pressure Ratio 6.3:1
 Fan

Pressure Ratio 4:1

F TG. 17
 5.0

4.5 i

ii >A
)<242
250
250 AS
4.0 ~.100 NL-,%

i 401 ~ ~.-.""

3.5 95 311
2500

3.0 . .
,x\
C 90 NL/(I%

2.5

- .2.)
F404 PART FAN CHARACTERISTIC MAP

-. .5
:L. ",'. "

1.5
I , I .I I _ I .°I%

100 110 120 130 140 150

wif6 s

F-IG 18

- "- ,
- *...;-b *
Combustor

, 144V

Machned\ing
Low PtternFacto
 2.52

9.7676

W3 IMIVSEC
LINER SHELL COOLING FLn~iS - wa 3.0
Q T CONFR~oAT: 01

1. Yc
 S

'1
*A
C
IL

cr

p
~1.,. 4
.7
a -

4
I I
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a -~

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- I-*I

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 BrIdgv

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flgg c' pas

- ~ ~ra~'Edge
. - a

suppylyls

g
Cin3A rlShn

Cutaway Schematic of IIPT1 Blade CWI-axg Syite~r

 W W'~J~ '~. -I I~E I --
* *

High Pressure Turbine

a

S A*~A

Single Stage

-~..
. . * . . .
.
 *. 7 .
-7 - 70. . . . . . . . . . . . . _

Low Pressure Turbine

......
.0...

Single Stage

Fic., 24
 cm)z

h..
C

eC D
0 0 E
 LL
OkO
slawU

LuO

%lw l
Luh
 7.- W. T..

MAIN WRAY.A"i a4l

PVAIN ATJICvOMt

OUL 114
ACTUAOR 0

As Olsmloulp
II VALII

LIVIE MA41 putt

CONTM CCHRSl
co"Rok[LKCRICA

FUEL SYSTE CO4PNENT

AS PUL Ammumme

FIG. 27
 - OPERATION
D-----RY II~AFTERBURNER-.

FAN SPEED FLOATST

ROTORT 1
SOTOED MAX SPEED CONTROLLED AT
L)
(NEE TERMEDIATE AND ABOVE
(NLITRIMMED WITH T1l, P0 Z 10
PSIA. AND OVERRIDDEN BY
P5 3 425.
SPEED SCHEDULED WITH PLA N%.ZS$S$Z* 4
HPC TRIMMED WITH T 2 5 AND OVERRIDDEN
RTR By PS; 80 PSIA. ii SPEED FLOATS
SPEED0
(NH T2.

CORE EST BY ACCEL AND DECEL

FUEL FLOV'w STLISHED BY LO-Y PRESSURE

W IROTOR SPEED CON-ROL OR MAX
P LIMIT CONTROL FOR PS3 1 425

A 8 HEDULEO WITH PLA BELOW AT INTERMEDIATE AND ABOVE.

AREA FUCIN(CAI
(AsiCRIS

I LOW
PRE SSU RE
TURBINE
T5 FLOATS_____

ptaP
DISCH TEMP MAX
M TS CONTROLLED AT
(TS) INTERMEDIATE AND ABOVE.
I TRI1MMED WITH TI AND

10
IL 0 301 o -L 60 70 Is iso ISO 120 130
OPIOVWD -FLIGHT S oIT
sOLE$ P*W 4"Al ANI

CONTROL OPERATIN~G MMS

L .

FIG. 28
 100

0-1

l~~ir,e. Rt4q~l.t t.. d.Lh-

Ait*.es 4.000 and 9.000 lost (prosimrsAti't.4.), 15 is
Ma.i :p to tM solid lin..
eIL(tlOA (
M.. -A
QZ) (&actvalves At any condi~tion 71 canbe ct~taint4 from the
(%lroia disctarq# ti.~rrturi is rest as a f..rcttan of core emlt fwel fl

VIG. 29
 0
0

C. a) L

0.

C .0

0 c

~LL 0

.00) .)9. ~~4-0

0~ 0C,
-~ .0
LCL

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LL.~ LL.

Imq- -- .-
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="a 0. 0

0
I- A
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0 c0

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t'i
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C~C CO
- .

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0
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V) LL@

o~. oco 0
L-40 Z 0
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cc U)

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LL. .0 E
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>0

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.i.rw
n rr

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0 * * .~MA
so It VKM COLD DAY - WORS'T MOUTH4

40

~TDECRPEASE TIT CONSTA14T

-2980,1k

V CONSTANT LASfldG
30

0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6

1% pIE8 lIOT DAY /WORST bCUrrA

20 DARWdIN -. ?C

t
f* a
9FKS)

10

0..

0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6

3
31G
 •_,. ., :, . . - .- :. . . -..
. , .! ,,- . . ,-x -, - r.'
w.7u..
-.-.- . . . . .. ",',',

00 E
,- E _ E- _ -s.. . "

U-~~ o-ao
_L ) 0 r.. . '
004))
doomA' 0oi

3%
CL
"I - ", 0 .. C)

.. -
z -W- -00-0
WI-U

(U 0 slam

0 ~

momm
4)

0
c .• %

-. . . . . . . . . . .. S= .=, -* . J-
-

it"
 I ECMS
IN-~FLIGHT.ENGINE CMUITIOA4 MMXITORING SYSTE?4

pSOM FMR POST-FLIGHT ALYSIS

LF AGE ItN3ICATOR

- tAJL'TION HtDICATORS

P
R- =~ Evw EN cODRD
-
-pERpo~w~wE TRED RECORD

--

FLRIGHT INCIDENT RECORD

FI.35

LZ
 12:00
a
02 : 0
05:00

33
10 07 : 00 C6:C0
06. C6:7.-
05 :309 "1
.... 09:3030:3

CLCOK POSITIO3,
AFT L0OKIN0 F^.RWARPD

BORESCOPE PORT LOCATION

- .
" .. d?""*".-.i-.-.
r . - .

00

2ln

LAo

I ()A
 Radial R~adial

Axial and
Radial

NOTE ECMS and a

Moun~t-ring accelerometer
are on the starboard t C

side.

F -404 ENGINE ACCELEROMETER LOCATIONS (ARL TEST

FEC, 38<1
 CLC
00

L~m E
0 0
m 0 0-*
(A 0

Ou
Cmmom -0 i U
00 0.
00

00
e~~j

00
u0)
ml. 0 7

0) _)0_

CL.
V~c ccz '
 rX

.~ oG

1-4
 - - - - 7-

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\R-1004-033 ARL-,LRO-P.OI'-T'--23 JULY 1985 AIRI 82/ 46

S6 u,,ITV G,NQ ages
a dCcutn~n:. ., --

l'tE GENNER *\ ELECFJI 1"40- - QASSI

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14 Dewsiorts 15. COSATi Group
Turbofan engines 21050 "
F404-GE-400 engine '::
F/A-18 aircraft

1:IAbstract
The F404 engine in the F/A-18 is representative of a new generation of
military turbofan engines. The features of the engine that govern its -.
performance and contribute to its maintainability are discussed. The
intention is to give the non-specialist an appreciation of those factors
materially affecting the operation of this type of engine.

J,

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Aero Propulsion Technical 47 1865

Memorandum 426

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* *. - .
 I

FLMED
TI