Paraphrased in Nixon-speak:Ron5 wrote: It was just not reiterated. So it remains as an AoR (Aspiration of Record).
The statement is operative, until "I" have said it is inoperative
Paraphrased in Nixon-speak:Ron5 wrote: It was just not reiterated. So it remains as an AoR (Aspiration of Record).
Indeed. Merged the topics.RichardIC wrote:We don't need a new thread for this. There's already an F35 thread.
25% increase in fuel efficiency is pretty amazing tho it must be greatly influenced by flight profile.ArmChairCivvy wrote:I wonder how much of this
"innovations increase thrust 10%"
translates to increased lift - and hence a larger max payload?
Sounds like this will not be an a/c equivalent ofSW1 wrote:Wonder what the trade off is for the increased thrust and fuel efficiency?
There’s a number of things they can do just interesting to know what they did orders of magnitude performance improvement require changes.ArmChairCivvy wrote:Sounds like this will not be an a/c equivalent ofSW1 wrote:Wonder what the trade off is for the increased thrust and fuel efficiency?
Wankel rotary engine vs. piston engines
- by maintaining high rpms you get a high output, but a lesser fuel efficiency
Here, miraculously you get both
... have come a long way from a simple rocket that creates thrust by making fuel burn directed trough a simple tube
BTW: these performance measures have been touted for 2-3 years. But now we are close to having the 'real thing'
- digging up the reference book giving the combat ranges of the 'C' and the 'B' respectivelyinch wrote: for our carrier reach to actually achieve missions and keep carrier out of harm's way ,25% increase would be fantastic
GE Aviation finishes testing on first XA100 adaptive cycle engine
GE Aviation has wrapped up testing on its first XA100 prototype, an adaptive cycle engine.
An adaptive cycle engine is a novel turbine that can change air flow through three different air streams, depending on an aircraft’s need for efficiency or extra power. The US Air Force (USAF) has been funding development of the engine type since 2007.
An adaptive cycle engine like GE Aviation’s XA100 could extend the reach of the F-35 stealth fighter
Testing on the XA100 started in December 2020. The prototype showed performance and mechanical behaviour were consistent with pre-test predictions, says GE Aviation on 13 May. The engine met the USAF Adaptive Engine Transition Program (AETP) objectives, the company says.
“We were exceptionally pleased with how the engine performed throughout the test,” says David Tweedie, GE Edison Works’ general manager for advanced combat engines. “We’re looking forward to working with the Air Force and other stakeholders to identify the next steps toward bringing this revolutionary capability out of the test cell and into the hands of the warfighter.”
The USAF is interested in re-engining the Lockheed Martin F-35A stealth fighter with an adaptive engine to increase the aircraft’s 1,200nm (2,222km) range, which is viewed as too short for attacking targets within China. The fighter currently is powered by the Pratt & Whitney F135 turbine engine.
Adaptive engines work by changing the volume of air flow that bypasses the turbine core by opening a third stream when flying in cruise mode. This third flow – in addition to the core flow and bypass turbofan flow – increases the engine’s efficiency. Alternatively, in high-thrust mode the engine directs the majority of air through the engine’s core and bypass turbofan streams, delivering greater thrust for combat manoeuvring. The third flow also has a cooling effect, allowing the core to run hotter which further increases fuel efficiency.
GE Aviation claims an adaptive cycle engine could deliver to an aircraft a 50% improvement in loiter time, 35% increase in range, 25% reduction in fuel consumption, 10% increase in thrust and 60% more heat absorption. It is thought that additional cooling capacity could be useful for managing heat coming off directed energy weapons, such as lasers.
The XA100 was developed using ceramic matrix composites, polymer matrix composites and additive manufacturing, says GE Aviation. The company says it was able to learn a lot from its initial test regime.
“This was the most heavily instrumented engine test in both GE and US Air Force history,” Tweedie says. “We were able to obtain an immense amount of high-quality test data proving out the engine’s capabilities and demonstrating a good return on the Air Force’s investment.”
Assembly of the second prototype XA100 engine is underway, says GE Aviation. Testing on that engine planned to start later in 2021 and when finished would conclude the major deliverables of the AETP programme.
According to Flight, range increase up to 35% so even betterinch wrote:Well especially for the f35b these upgraded engines would be a critical first thing to upgrade , especially for our carrier reach to actually achieve missions and keep carrier out of harm's way ,25% increase would be fantastic
While the prgrm has changed names 'often' we have discussed it here for 2-3 years - and one of the peculiar features of the dvlmnt has been that in can be fitted into the space envelope for the current engineLord Jim wrote:Does the article actually mention this as an alternative engine for the F-35?
You are probable right... I have not caught any sight of such conversation (for or against)Anthony58 wrote:I don't think it can be fitted in the F-35B, due to the lift fan.
It's only a prototype right now but I'm not aware of any reason it could not be modified for the lift fan. Plenty of "B" customers these days so there would be a demand.Anthony58 wrote:I don't think it can be fitted in the F-35B, due to the lift fan.