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    F2J3 - Basics 30 Oct 07

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    lokelooks
    The GE F404 engine is used to power the LCA aircraft. It has a thrust of 55.5/83.3/87.2 kN in dry, reheat, and combat modes respectively. It has a high thrust-to-weight ratio of 8.4. The engine uses a 3-stage fan and 7-stage compressor, reaching a pressure ratio of 27. Bay ventilation and engine bleed systems are included to manage heat and provide power. Transient response is within 5 seconds for most regimes. Starting time varies from 60-120 seconds depending on conditions.

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    F2J3 - Basics 30 Oct 07

    Uploaded by

    lokelooks
    148 views28 pages
    The GE F404 engine is used to power the LCA aircraft. It has a thrust of 55.5/83.3/87.2 kN in dry, reheat, and combat modes respectively. It has a high thrust-to-weight ratio of 8.4. The engine uses a 3-stage fan and 7-stage compressor, reaching a pressure ratio of 27. Bay ventilation and engine bleed systems are included to manage heat and provide power. Transient response is within 5 seconds for most regimes. Starting time varies from 60-120 seconds depending on conditions.

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    F2J3_Basics 30 Oct 07

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    The GE F404 engine is used to power the LCA aircraft. It has a thrust of 55.5/83.3/87.2 kN in dry, reheat, and combat modes respectively. It has a high thrust-to-weight ratio of 8.4. The engine uses a 3-stage fan and 7-stage compressor, reaching a pressure ratio of 27. Bay ventilation and engine bleed systems are included to manage heat and provide power. Transient response is within 5 seconds for most regimes. Starting time varies from 60-120 seconds depending on conditions.

    Copyright:

    © All Rights Reserved
    Download as PPT, PDF, TXT or read online from Scribd
    Download as ppt, pdf, or txt
    148 views28 pages

    F2J3 - Basics 30 Oct 07

    Uploaded by

    lokelooks
    The GE F404 engine is used to power the LCA aircraft. It has a thrust of 55.5/83.3/87.2 kN in dry, reheat, and combat modes respectively. It has a high thrust-to-weight ratio of 8.4. The engine uses a 3-stage fan and 7-stage compressor, reaching a pressure ratio of 27. Bay ventilation and engine bleed systems are included to manage heat and provide power. Transient response is within 5 seconds for most regimes. Starting time varies from 60-120 seconds depending on conditions.

    Copyright:

    © All Rights Reserved
    Download as PPT, PDF, TXT or read online from Scribd
    Download as ppt, pdf, or txt
    of 28

    GE F404 Engine for LCA

    by

    GP Ravishankar, Sc ‘F’
    F404/F2J3 Engine Specifications
    Length 3949 mm
    Max. Diameter 886 mm
    Weight 1059 kg
    Thrust - 55.5 /83.3/87.2 kN
    Dry/Reheat/Combat
    SFC - Dry/Reheat 0.832/ 1.84
    Engine Airflow 69.5 kg/s
    Thrust/ Weight Ratio 8.4
    Fan 3 stages, IGV+1 variable
    stators
    Compressor 7 stages IGV+ 2 variable
    stators
    Engine Pressure Ratio 4.5 x 6 = 27
    Bypass Ratio 0.34
    Rotor Speeds 13270 and 16810 rpm
    Engine Idle rpm 10630 rpm
    F2J3 Engine Modules
    Bearings and Rotors
    Borescope Locations
    Engine Stations
    Lubrication System
    Engine Fuel System
    Fuel Inlet Conditions
    • Fuel inlet temperature limit = 79.5oC (max)
    • Fuel Inlet Pressure (Normal Operation)
    • Min: 12 psi or TVP+5 psi whichever is
    higher
    • V/L = 0
    • Fuel inlet Pressure (With No Booster pumps)
    • Min: TVP + 2.1 psi
    • V/L Ratio < 0.03 for starting
    • V/L Ratio < 0.3 for operation
    Thermal Management of LCA
    • Cooling of Heat load from IDG, AMAGB, HP1 and HP2 with
    Fuel
    • Max Engine inlet fuel temperature 79.5 oC
    Engine Bay Ventilation
    Requirement
    • To keep the aircraft skin temperature made of composite
    within 120oC
    • To keep the engine accessories within their temperature limits

    • Engine bay is provided with 2 Scoops and 2 Flush air inlets


    • Four Ejector assemblies provide suction of fresh air through the
    engine bay
    • Engine Bleed air (18 kg/min) drives the ejectors
    • Bay Ventilation ejector valve opens at 75% N2
    • Ejector valve closes when the flight Mn > 0.4 (Modified to 0.2)
    Bay Ventilation
    Engine Bleed and Power off-take
    • Customer bleed air available from 7th Stage of
    the Compressor
    • Bleed air extraction is not permitted during
    engine start
    • Thrust loss at IRP
    – Max Bleed = 8.5%
    – 100kW Power Extraction = 0.35%
    • Estimated Bleed air requirement = 85 kg/min
    Engine Bleed Air limits
    Engine Performance
    • Performance can be Predicted using
    Deck 94140A
    • In-Flight Thrust Deck for Realistic
    Estimation of Thrust and SFC
    • Installation Losses
    – Intake Recovery
    – Customer Bleed Air
    – Power Extraction
    • P1 Calculation with duct static pressure
    measurement
    Engine Installation Losses
    Installed Thrust
    F2J3 Engine Performance
    110
    Dry Installed Performance
    100 Reheat ISA+15 C
    Bleed = max
    Combat
    90 Power Ext. = 100 hp

    80 SL

    70
    5 km
    60
    Thrust, kN

    50
    11 km
    SL
    40

    30 5 km

    11 km
    20

    10

    0
    0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6
    Mach No
    Backup Mode Performance
    Flight Idle Speed
    Engine Transient Operation
    • No Limitation on Throttle transients (Bursts and Chops)
    • Response may be sluggish in Backup modes
    • Throttle movement in less than 0.5 s is considered as a
    transient.
    • The time taken to get 95% of the demanded thrust is
    the transient time.
    • The Transient time in Normal mode (Uninstalled, ISA,
    SLS))
    – FI  IRP = 5.0 s
    – IRP  FI = 5.5 s
    – IRP  Max AB = 2.0 s
    – FI  Max AB = 6.0 s
    – Max AB  FI = 6.0 s
    Engine Transient Response
    Engine Envelope
    ULHC A/B Transients
    IN20 Engine and Tejas Flight Envelopes
    F404 A/B Transient Stall MarginCurve
    AB Transient Consumption Increase in ULHC
    65000

    60000
    F404 Envelope
    55000
    A/B ΔSM Exceeds F2J3
    50000 Methodology

    45000 Tejas Envelope

    40000
    Altitude

    35000
    P1 = 3.8 psia
    30000

    25000

    20000
    F404 A/B Transient Experience
    P1 vs SM Consumption
    15000 F404 Experience Limit

    10000
    F404 Flight Spec Limit

    5000
    Shaded Regions Represent Areas
    of F404 Engine Test Experience
    0 Tejas Flight Envelope

    0 0.2 0.4 0.6 0.8 1 Mach 1.2 1.4 1.6 1.8 2 2.2
    Fan SM Consumption (%)

    F404 Test Experience - Area of Concern

    F2J3 Methodology Assumption

    0
    1 1.5 2 2.5 3 3.5 4 4.5
    P1 (psia)
    Engine Starting Sequence

    • Engine start time (Ts) – function of pressure Altitude


    – 60seconds – 120seconds
    • Dry / Wet rollover always 60 seconds
    – 20% < N2 < 28%
    • Normal Start Sequence
    – Select JFS M/S ON, press START when READY Indication ON
    – N2 / EOP rising within 10 – 15 seconds
    – Push PLA to GI or above when N2  15%
    – T5 rises after 20 – 30seconds (cut-off if T5C tends to rise beyond
    815oC)
    • JFS Cuts-off automatically when N2 > 53% or Time > Ts
    • JFS Shutoff if JFS JPT is high / no JFS light-up
    Typical Engine Start
    Jet Fuel Starter
    JFS Characteristics
    Engine Start Time
    GE-F404 Engine Starting Characteristics with JFS
    12000

    10000

    Starter Cut-off Speed

    8000
    N2, rpm

    6000

    4000
    SLS
    Bangalore
    10,000 ft, Static
    15% N2
    2000 20,000 ft, 0.3 Mach
    4 km, static

    0
    0 10 20 30 40 50 60 70 80 90
    Time, sec
    JFS ON

    Lead Time
    15 sec

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