f 22 engine

F 22 Engine - Pratt & Whitney has won a $6.7 billion contract to maintain the engines of the F-22 Raptor stealth jet through 2025, according to a press release from the US Department of Defense.

"United Technologies Corp., Pratt & Whitney, East Hartford, Conn., has been awarded an indefinite quantity delivery/contract limit of $6,700,000,000 to maintain the F119 engine," the release said Thursday, Dec. 14.

F 22 Engine

The estimated completion date is December 31, 2025, and work will be done at US Air Force bases in California, Alaska, Hawaii, Utah, New Mexico, Virginia, Nevada, Texas and Florida.

Pratt & Whitney Gets $85 Million Pentagon Contract For F 22 Raptor Engine Work

A Pratt and Whitney F119 jet aircraft engine generates 35,000 pounds of thrust during operational testing and evaluation, May 3, 2002. Photo: US DoD

The F119 thrust vector, afterburning turbofan engine was developed by Pratt & Whitney for the Lockheed Martin F-22 Raptor advanced tactical stealth aircraft. Thrust vectoring technology gives the F-22 better maneuverability.

The engine delivers 35,000 pounds of thrust and allows for cruise speeds up to Mach 1.8. Supercruise is hypersonic flight without the use of afterburners. A total of 507 machines were built in the 12 years until 2013.

As of 2012, there were 184 F-22s in the US Air Force inventory, out of 187 eight production test aircraft built.

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The F135, derived from the F119 engine, was designed by Pratt & Whitney for the Lockheed Martin F-35 Lightning II Joint Strike Fighter.

We use cookies or similar technologies on our website to analyze our traffic. You consent to the use of cookies or other identifiers by closing or closing this notice, clicking on any link, button or continuing to browse this website. The Pratt & Whitney F119, corporate designation PW5000, is an afterburning turbojet engine developed by Pratt & Whitney for the Advanced Tactical Fighter (ATF) program, which culminated in the Lockheed Martin F-22 Raptor. Delivering thrust in the 35,000 lbf (156 kN) class, the engine was designed for sustained hypersonic flight without afterburners or hypercruise. The F119 offers nearly 22% more thrust with 40% fewer parts than its F100 predecessor, allowing the F-22 to reach supercruise speeds of up to Mach 1.8.

The F119's nozzles have thrusters that allow them to direct engine thrust ±20° to the pitch axis to give the F-22 increased maneuverability.

The F119 is also the basis of the Joint Strike Fighter (JSF) propulsion system, with variants powering both the Boeing X-32 and Lockheed Martin X-35 concepts. The X-35 won the JSF competition and the production Lockheed Martin F-35 Lightning II is powered by a derivative of the F119, the Pratt & Whitney F135 producing up to 43,000 lbf (191 kN) of thrust.

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The F119 originated from the Joint Advanced Fighter Gine (JAFE) program in the early 1980s to provide power for the Air Force's Advanced Tactical Fighter (ATF). Detailed design of the Pratt & Whitney submission, internally designated the PW5000, began when a Request for Proposals (RFP) for the JAFE, later renamed the ATF engine, was issued in May 1983.

Advances in gin technology, such as those in the Advanced Turbine Gine Gas Gerator (ATEGG) and Joint Technology Demonstration Gine (JTDE) programs, have allowed the design to do more work with fewer stages, the PW5000 compressor has only 6 stages compared to the 10 stages of a compressor F100. The high-pressure and low-pressure turbines were single-stage and counter-rotating, which reduced oscillatory forces on the engine; it was hoped that the counter-rotation would eliminate a series of turbine stators, saving weight and reducing the number of parts, but this ultimately did not work and the stators were retained.

The fan and compressor stages were to use integrated blade rotors (IBRs), also known as blisks, to reduce weight and cost and improve performance. Due to ATF's demanding hypercruise requirements, the PW5000's design features low bypass speeds, high core and turbine inlet temperatures, and a fully variable fusion midget nozzle to achieve high-voltage intermediate and high-selectivity without an afterburner. The combustion chamber, internally named Floatwall, has eliminated welding to reduce thermal crack growth. The original bid called for a maximum thrust in the 30,000 lbf (133 kN) class at a gross aircraft weight of 50,000 lb (22,700 kg).

Pratt & Whitney and General Electric have been selected to produce prototype wind turbines, designated YF119 and YF120, respectively, for demonstration and validation (Dem/Val). The two gin manufacturers would provide gins for the Lockheed/Boeing/Geral Dynamics YF-22 and the Northrop/McDonnell Douglas YF-23 ATF technology and airshows. The increased weight of ATF during development required more pressure to meet performance requirements; as the gross weight increased to 60,000 lbf (27,200 kg), the maximum thrust required was increased by 20% to the 35,000 lbf (156 kN) category. The Pratt & Whitney design was modified to incorporate a 15% larger fan, increasing the bypass rate from 0.25 to 0.30. However, unlike Geral Electric, Pratt & Whitney did not install its larger fan on the YF119 in flight condition for the ATF flight demonstrators to avoid potential reliability issues that could arise. Instead, the revised respirator was extensively ground tested at Wright-Patterson Air Force Base. As a result, the YF-22 and YF-23 had lower performance with the YF119 than the YF120.

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On August 3, 1991, Pratt & Whitney won the EMD contract for the ATF engine, while the Lockheed/Boeing/General Dynamics team won the contract for the ATF airframe. Although the YF119 was a more conventional design than the variable-cycle Geral Electric YF120, Pratt & Whitney accumulated significantly more test hours and emphasized reliability and reduced risk. Ground tests of the F119-PW-100 were first conducted in February 1993. Production engines were installed on the production F-22 and flew for the first time on the F-22's maiden flight on September 7, 1997.

In 2013, Pratt & Whitney assisted the F119 Heavy Maintenance Cter (HMC) at Tinker Air Force Base, Oklahoma with the first overhaul of the F119 depot.

ATEGG and JTDE advances in wind turbines continued with the Integrated High Performance Turbine Gine Technology (IHPTET) program, with applications in improved F119 packages and their derivatives. Variants of the YF119 prototype powered the Boeing X-32 and the Lockheed Martin X-35 Joint Strike Fighter (JSF) concept aircraft, and further development of the full-scale F119 derivative resulted in the F135 family of engines powering the Lockheed Martin F.-35 Elding II.

The F119 is a low bypass axial turbofan engine. It has a three-stage fan driven by single-stage low-pressure turbines and a six-stage high-pressure compressor driven by single-stage high-pressure turbines. The shroudless fan features hollow, wide-bladed, low-ratio titanium blades that are linear friction-welded to the discs to form one-piece integral-bladed rotors (IBRs), or blisks. The compressor stators and thrust vectoring nozzle use a fire-resistant titanium alloy called Alloy C, with the first row of stators variable to increase swing margin. The floatwall annular combustor is lined with high cobalt material for oxidation resistance and combustion chamber durability, ensuring clean fuel combustion and reduced NOx generation. The high-pressure turbine blades are made of monocrystalline superalloy and are shock-cooled with air from the high-pressure compressor. The high and low pressure coils rotate in opposite directions. The requirement for supercruise, or supersonic flight without an afterburner, ATF results in a very low 0.30 bypass speed for the F119-PW-100 to achieve high specific pressures. The F119 features Dual Authority Digital Engine Control (FADEC), also referred to internally as Digital Electronic Engine Control (DEEC), supplied by Hamilton Standard and fully integrated into the F. -22's vehicle management system.

Wpd48087 1:48 Wolfpack F 22a Raptor Nozzle Set (has Kit) #48087

The three-zone afterburner, or augmtor, contributes to the aircraft's stealth by having fuel injectors embedded in thick, curved fins coated with radar-absorbing ceramic material (RAM). These vanes replace the traditional fuel spray rods and flame arrestors and block the line of sight of the turbines. The sliding and splitting nozzle can deviate ±20° in the pitch axis, which greatly improves the pitching power of the aircraft by increasing the pitch angle through engine effect; this allows the F-22 to remain controllable while flying at clipped alpha above 60°. Pressurization is fully integrated into the F-22's flight control system for ease of handling. The rectangular nozzle consists of two wedge-shaped flaps for stealth and also helps reduce the infrared signature by flattening the exhaust plume and facilitating mixing with ambient air through the rotors.

The F119 has a life of 8,650 cumulative cycles, with the hot section overhauled approximately every 2,000 hours and the cold section every 4,000 hours.

While the production F119 of the F-22 has rectangular thrust vectoring nozzles, prototypes of other aircraft had different nozzle solutions tailored to the airframe.

The YF119 on the YF-23 had a Single Expanding Ramp Nozzle (SERN) consisting of a variable wedge flap at the top and a fixed ramp at the bottom, which changes into a trch above the fuselage back. Although SERN lacked a steering capability, it allowed the exhaust to be further cooled in the trchs, which significantly reduces the infrared signal seen from below the aircraft; the rear deck trenches were tiled with "sweat-cooled" tiles from the engine exhaust to withstand the heat of the exhaust.

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The specialized YF119 variants of the X-32

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