AIM-85-1221

Military Engine Durability Improvements

Through Innovative Advancements iin
Turbine Design and Materials
T. Auzier, G. A. Bonner, D. Clevenger
and S. N. Finger, Pratt & Whitney,
West Palm Beach, FL

AIAAISAEIASMEIASEE 21st Joint

Propulsion Conference
July 8-10, 1985 / Monterey California
p"
. _or reablish, contact the American Institute of Aeronautics and Astronautics
For oerrnission to CODV ..-. ..- -
1633 Broadway, New York, NY 10019
 MILITARY ENGINE DURABILITY IMPROVEMENTS
THROUGH INNOVATIVE ADVANCEMENTS IN
TURBINE DESIGN AND MATERIALS

Co-Authors: T. Auaier, G.A. Bonner,

D. Clevenger, S.N. Finger

Historically, in a gas turbine engine. the “hot section’’ has nance costs. and improve fighter aircraft readiness - and this
been the limiting endurance module due to the harsh high durability improvement must be achieved without weight penalities
temperature environment in which it must operate. Turbine that will adversely impact thrust benefits.
designs and materials at P&WA are advancing the state-of-the-art
in turbine durability and changing this trend. Through the use of
innovative cooling, extensive design margin and new materials, a
damage tolerant turbine, also capable of higher operating tempera-
tures, has increased turbine durability to the point where it rivals
the “cold section” life of a gas turbine engine. At the same time,
these turbine durability advances have been made, turbine effEien-
cy has been maintained or improved so that performance has been
slightly increased.

The first military application of this advanced turbine technol-

ogy is the F100-PW-220 engine, an outgrowth from 2.0 million
flight hours of FlOO fighter engine experience. Extensive engine
verification and accelerated mission testing on the -220 has proven SCHEDULED SCHEDULED
that these advances perform as designed and will provide the user HOT SECTlON OVERHAUL INTERVALS
INSPECTION INTERVALS FOR FIGHTER ENOlNES
with desired “hot section” durability. FOR FIGHTER ENOWES

Background F + u x 1. Hot Section Inspections Historically Occur Between

500 and to00 EFH
The Problem

Fighter pilots continually demand more thrust from their

engines. To meet this demand, engine flow size or efficiency must
be increased or the engine must operate at increased turbine
temperatures. Because of drag, weight considerations, and compo-
nent performance limitations, increasing size and efficiency fre-
quently are less attractive alternatives than increasing turbine
temperatures. This has led to current fighter engines in which the
turbine operates for extended periods at combustor exit tempera-
tures in excess of 25W‘F. rotor speeds greater than 13,000 RPM,
and turbine component cooling ai1 temperatures greater than
1000’F. Demands for greater performance promise to make the
turbine environment even more severe in future generation air-
craft. Furthermore, the effect of this hostile environment is
aggravated by frequent and rapid throttle transients which are
characteristic of fighter engine usage. Adding to the turbine design
challenge is increased user emphasis on hardware durability Figure 2. Distress Modes Comparison
improvements that will result in decreased life cycle east and more
affordable aircraft weapons systems.

Figure 1, shows that the hot section, including turbine,

scheduled inspection intervals for high performance fighter engines
historically has been between 500 and 1000 engine flight hours
(EFH), This interval is typically about half of the engine overhaul
interval. Figure 2 lists the distress modes that occur in the hot
section (hardware in the path of hat combustion gases) and cold
section of aircraft gas turbine engines. Due to the high temperature
environment, there are substantially more distress modes in the
hot section. These include erosion/oxidation, stress rupture, hot
corrosion, melting, severe thermal gradients, and creep growth. In I” I I
,IC4 *ow 2-
addition, distress modes that occur in the cold section are mmmon
to the hot section and also must be considered in the turbine design -
7”RBML MLET ,EUPER*,”RE
.F

proeess.
Turbine designers, however, have met the challenge of in-
creased turbine temperature requirements. As turbine operating
conditions have become more severe, corresponding improvements
in durability characteristics have been made so that hot section
inspection intervals have been either maintained or slightly
increased 8s shown in Figure 3. Keeping pace, though, is no longer
enough, It has become essential to extend turbine life to signifi-
cantly increase hot section inspection intervals, reduce mainte-
Figure 3. Hot Section Inspection Intervals Haw ’Kept Pme”
With Rising Turbine Inlet Temperature
A Breakthrough in Turbine Design
The current FlOO engine has the highest thrust-to-weight ratio
of today‘s operational engines. As already shown in Figure 3,
current production FlOO engines have achieved B higher level ofhot w
section durability than previous, less powerful, lower temperature

Copyright 1985 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.
 fighter engines. Pratt & Whitney, however, in conjunction with the
United States Air Force, now has progressed far beyond this
standard and has demonstrated more than twice the hot section
durability of any current operational engine. This durability rivals
that of cold section components.
%d
The improved durability standards were established by the
F100-PW-220 engine, an improved model of the F100. The -220 has
a modified core which includes a redesigned combustor and turbine
and a Digital Electronic Engine Control (DEEC) as the major
improvements, In AMT, the -220 demonstrated approximately
nine years (2000 EFH) of simulated operational usage based on
equivalent thermal cycles. These cycles are a measure of the
relative severity of accumulated missions and include three differ-
ent types of cycles characterized hy the power (thermal) transient
involved. Type I cycles are Off-to-Military and Above-*-Off; Type
III cycles are Idle-to-Military and Above-to-Idle; and Type lV
cycles are Cruise-to-Military and Above-to-Cruise. Total accumu-
lated cycles are defined as
m e 111 Type IV
%el+ ___ +
___
4 40
a FIOO-PW-220
w HSI
INTERVAL
- EFH
y HISTORICAL
I I
I 2wo 2500
TUR0lNE INLET TEMPERATURE
1F
Rgum 4. F100-PW-220A New "Hot Section" Durabiliw
Stondord
Fighter mission analysis. has established that 4300 total accumu-
lated cycles (TAC) are the equivalent of 2000 EFH or approximata-
ly nine years of Operational usage. Demonstration of a 4300 TAC
bot section inspection interval by the -220 indicates that fuU
turbine life is 8600 TAC or 4000 EFH. Furthermore, this durability
was demonstrated without penalty to the F100's acknowledged
thrust-to-weight ratio superiority.
This same increased life core is also installed in two derivative
models of the F100; the higher thrust PW1128, and the new
PW1120, The PW1120 will power the LAVI aircraft and is a
candidate for re-engining F-4 aircraft.
Achieving the Breakthrough
Pratt & Whitney has achieved this extended turbine durability
through applying new materials, structural improvements in
concert with the United States Air Force ENSIP-hased (Engine
%d Structural Integrity Program) damage tolerance considerations,
and applying innovative turbine hardware cooling concepts. %-
bine rederign efforts were directed toward increasing durability and
reducing engine life cycle costs (initial cost, maintenance, repair,
ete.).
, ADVANCED, INNOVATIVE COOLING
.STRONGER, TEMPERATURE RESISTANT MATERIAL
. Paw
LESSONS LEARNED
INDUSTRY
ENSIP
. UNDERSTANDIDESIGN FOR A FlGHTEll ENWRONMENT
Figure 5. Elements of Turbine Durability
In implementing the redesign, the following were emphasized:
Lessons Learned - The -220 turbine design reflects experi-
e n c e z e d from more than 1.5 millipn operational flight hours, No
amount of development testing can duplicate the lessons learned in
both peace keeping and combat mission usage.
"Lessons learned" are incorporated through closed loop design
criteria, extensive and multiple design reviews involving many
disciplines, complete review of tradeoffs, etc. They fall in various
categories$such as eliminating stress concsntratians. designing with
substantial margin, designing for possible abnormal operating
conditions, ensuring positive cooling air outflow in cooled turbine
airfoils, and taking into account damage tolerance considerations.
Fighwr Engine Usage - One of the major problems m the pist
has & n & Z t L i n g g l n e usage in a fi$:hter.The advent ui high
t h n s t to weight weapons system creatiid a new measure, tu131
accumulated cyclcs (T,\(.'Jwhich reilert.; the seventy of missiw
requiremints and wker into ~crvunt the cumulative effrct of
transient uperation. The -220 has t h 2 un.que benefit of FIW F-I5
and F.16 wpericnre in x hirh engnc usage was identified by means
of an h g i n F Histvry Recorder and il S t m ~ t u r dLoad hlcusure-
ment System In drsising for engine usage. hot brction ronceph-
which haw u,orkcd wFll have been rosintmn4 uhcre m a ' d a w s
wprF rrquirzd to srhieve the dcsired durability usage. environment
data u r r v avnilalde Cmsrquently, the d'iicn :\&em W A X mlibmt.
'I1 t o 8Ct1l81l C r . r Y i C C *x,,eliP"C*.
\'erificntiun and Drnmnrtratmn - Cumpku veriiiestion oi
the ta w design acromplished through heavily instrument~d
spin pit, iorc and i u l l engine tecriny This t t ~ t i n gmea\ar+s internal
gas and I I I L . ~temperaturei,
~ ~ infernal P I L S J U ~ ~ S .vibratory and
swxdy ~troises at cr.riral uprrating awndniona in the !light
emtlupe. Abnormal opernting rmdirions and the use <If intention-
ally "prc-flaued' parts were included ii, thc comprehensive tcst
program The FIW engine has compleul over 60,0[H) TAC c)cIes
6f Acrelrrdtcd Mirsion T r i t m g in iuctnr?, evaluations. In addition.
over IO@ hours of operation. alrdbc MLch 2.2 has been deman-
strated. 'These demonstration coals. their service equivalent and
the develupment information gained has bzzn optimized for the
FlOO engine (Figurr 61. This ensures mnximum exposure and
confidence for the -220 cngjnc
* Analysis data sources were FlOO mounted Engine History
Recorders and airframe supplied StNCtUIal Load Measurement
Systems which combined provide cycle severity and frequency
data.
 temperature substantially higher than that which will be eneoun
CLse tered in -220 operation and have undergone demonstration at both
MAX - -220 and elevated temperature levels. T h e 1st stage vanes and
blades are made of single crystal material and use film and internal
INT- impingement cooling. The 2nd stage vanes and blades are also
80% - made of single crystal material and use improved, cooling configu- w
IDLE - rations.
SlNGLt CRYSTAL MATERIAL
AIR TO SURFA EXTENSWE FILM COOLING PLUS
SHOWERYEAD AN0 INTERNAL IMPINGEMEN?
ON IST-STAGE AIRFOILS
THREE OIMENSIONIIL OPTlMlZED
VANE AND ENOWALL CONTOURS:
IMPROVED PERFORMANCE

EMPROVED COOLING 2ND-

STAGE AIRFOILS

MAX-
INT-
80% - SHAPE0 HOLES MlNlMlZE
C I A FLOW IN HIGH LOSS REGIONS
IDLE-
Figure 7. Features of FZOO-PW-220 Turbine Airfoils
FUNCTIONAL CHECK FLIGHT
The single crystal material used for the airfoils was developed
by Pratt & Whitney, and in direct substitution, has double the life
of the directionally solidified alloy which, until now, has been
considered state-of-the-art turbine airfoil material. Figure 8 shows
this improvement. Single crystal alloys eliminate grain boundaries
which results in greater strength, extended fatigue life, improved
oxidationlerosion resistance, and higher melting temperatures.
These characteristics and benefits have been well documented in
GROUND TEST laboratory, rig, and full engine testing. Furthermore, the Pratt &
Whitney developed process for producing this material results in a
maximum level of consistency in single crystal castings. This
material is now being used in the Pratt & Whitney JT9D-7R4 and
PW2037 commercial engines, thereby confirming test results in
actual operation.
0 lhClP ENT MELTlhG TEMPERATJRE
COATED OXIDATlOh RES STANCE
r 0 TIIERMAL FA1lG.E RESISTAhCE

TEMPERATURE
CAPABILITY
'F
+zoo
* PLUS SPECIAL CYCLE TO
SIMULATE HCF EXPOSURE
ro *%*ea
BASE
Fkure 6. AMT Cycles Sirnulate Actual Usage os. S.C.

Turbine Airfoil Improvements

The FlOO high pressure turbine has undergone continuing

improvement since it entered production in 1973. The redesign to
/"/ DIRECTIONALLY
SOLIDIFIED
(D.S.) MATERIAL
the -220 configuration, however, has allowed full incorporation of INCREASED
DIRECT
AIRFOIL
cooling, material, and aerodynamic technology advances that have MAlERlAL
DISTRESS
occurred over the past 10 years. It also allowed response to the LEVEL
0 SUBSTITUTION
ENGINE
usage data and experience gained in more than 1.5 million hours of SINGLE CRYSTAL RESULTS
FlOO operational use. Outstanding airfoil durability and perfor-

i,
MATERIAL
mance were ensured by innovative cooling designs; high strength,
temperature resistant single crystal alloys; and aerodynamic cont- a
0
o u r ~optimized by 3-dimensional (3D) analysis. 1200 2400 3600 4800 6000
TAC CYCLES
Figure I shows some of the durability and performance
Figure 8. Single Cvstal Material - In Production at P& W
.. .
- w
features used in the -220 turbine airfoils. To ensure desired
durability levels, the airfoils were designed for an operating
Prouides Substantid Durability Benefit
 Performance refinements incorporated into the -220 HPT
airfoils result in a net efficiency improvement. The 1st- and 2nd-
stage vane airfoil and endwall contows were optimized using 3D
flow modeling techniques. These techniques allow accurate caleula-
tion of pressure distributions on the airfoils and include the effect
\rv'
of interactions between airfoils and endwalls. Airfoil contours
include leading edge designs that reduce local gas velocity over-
speeding, thereby improving the tolerance to incidence angle
changes. Airfoil cooling air discharge has been distributed to 1
minimize aerodynamic mixing losses while still improving airfoil VIEW AFT
cooling. Shaped film cooling holes are used in regions of high LOOKING
mainstream Mach number to further reduce mining losses and FORWARD
increase film cooling effectiveness. Blockage losses are reduced by
using trailing edge pressure side discharge which minimizes the REGION OF HIGH
airfoil trailing edge thickness. TEMPERATURE
B HOT SPOTS
1st-Stage Vane
V FUEL NOZZLE
LOCATION
Figure 9 shows the -220 vane external configuration and the
extensive use of multiple row film cooling, and impingement on
both the airfoil and platform. Arrows on the airfoil e m s sectional Figure 10. 1st Vane Leading Edge Thermxoupks Provide
view show the distribution of cooling air. This design results in Engine Combmtor Pottern Foetor Measurements
200'F lower metal temperature than current cooling designs. This
lower temperature coupled with the improved properties of single Vanes are produced in integrally cast pain from single crystal
crystal material results in a dramatically extended airfoil life. material and an aluminide oxidation resislant coating is applied.
The more than 500 round film and convection cooling holes on the
showerhead, pressure side, and platforms are produced computer
CAST AS PAIRS IN SINGLE CRYSTAL
controlled by laser drilling to minimize cost. Suction side airfoil
holes are installed using electdischarge machining (EDM) to
provide the optimum diffuser shaped exit.

1st-Stage 'hrbine Blade

The first stage blade is a film cooled, dual feed multipass

L PRESSURE SIDE TE design that features shaped film hales, internal leading and trailing
DISCHARGE REDUCES edge impingement, and a cooled, integrally east tip. The blade
AERODYNAMIC LOSS combines advanced cooling techniques with single crystal material
INCREASED PRESSURE SIDE in a one piece integral casting.
FILM COOLING (LASER DRILLED)

This blade provides lower operating temperatures than the

current FlOO blade with less cooling air. Figure 11 illustrates the
1st-stage blade design features that inchide shaped film holes,
pressure side trailing edge discharge slots, :and an integral tip with
cooling holes. Blade holes, both mund and shaped, are EDM
installed while trailing edge slots are cast.
"J-,BACKUP IMPINGEMENT
FATTER" VANE INCREASES
FEED PRESSURE ENSURES
.~ POSITIVE OUTFLOW

Figure 9. F100-PW-220 1st Turbine Vane Feotures

Cooling air is fed into both ends of each airfoil then flows out
through the film holes to provide a layer of cool air on the outer
surfaces of the airfoils and platform. The airfoil cross section is
large to reduce internal coolant pressure loss resulting in additional
internal pressure margin to the film holes to ensure positive
outflow. The increased pressure margin allows minimum burner
pressure lass with consequent engine cycle performance improve-
ment. Spacing, size, and shape of the film holes were established
based on extensive cascade rig data.
A portion of the vane durability improvement is due to reduced
combustor exit temperature variation (improved pattern factor).
Modifications to the -220 combustor have demonstrated a IW'F
reduction in hot spot temperature compared to current FlOO
engines. This benefit has been measured in full engines, testing at
or near full power condition using an instrumented vane package
with nearly 200 thermocouples to map the combustor exit profile
w d (Figure 10).
Figure It. FIOO-PW-220 1st Turbine B l a b Achieues Life With
Effisienr CmLing
2nd-Stage Airfoils
The second stage also has been designed with temperature
margin and incorporates single crystal material. However, because
of the reduced temperature due to 1st-stage work extraction, more
conventional cooling techniques were applied. The major emphasis
in the 2nd-stage airfoil design modification is on performance.
The 2nd-stage vanes are single erysml east pairs that use
leading edge impingement from an inserted tube. Cooling air is
forced back around the tube, over high density boundary layer pin
trips through an aft pedestal bank and out the trailing edge.
Performance improvements were achieved by optimizing the airfoil
and endwall aerodynamic shape using three-dimensional flow
analysis, avoiding rshowerhead film air ejection losses and by
minimizing the TE thickness.
The second stage blade is a simple radial flow design cast in
single crystal material. It uses minimal cooling air flow and
incorporates internal pedestal pin fins to augment heat transfer
coefficients. Modifications have also been made to provide in-
creased vibratory margin through improved damping and reduced
stresses.
Airfoil Durability Verification
The -220 turbine airfoils have achieved the intended design
margin and outsfanding durability. Extensive instrumented verifi-
cation tests have confirmed predicted internal environment, metal
temperatures, and stress levels, not only a t F1W-PW-220 test
conditions including Mach 2.3140K altitude condition, but at the
higher turbine temperature conditions of growth engine rating.
Over 300 pieces of instrumentation were used to measure metal and
gas temperatures on the airfoils. Measurements taken during
steady state and transient operation agreed well with design system
predictions (Figure 12).
TYPICAL INSTRUMENTED EXTENSIVE
I S T TURBINE VANE ROTOR INSTRUMENTATION
F@re 12. Turbine Core V‘eif‘fation
Three Accelerated Mission .Testing (AMT) endurance pro-
grams accrued 4100, 4400 and 4400 total accumulated cycles which
simulated approximately 9 years of typical F-16 usage. Figure 13
and 14 show that the condition of the parts after testing was
outstanding. Most parts appeared in “like-new” condition. No
parts would have caused an unscheduled engine removal (UER)
and most parts could continue in service with little or no repair
required.
After 4400 cycles the engine still exhibited B thrust 5% greater
than the minimum required and a turbine temperature 30’F less
than the maximum allowable. These margins reflect the excellent
condition of the hardware. Durability demonstrations have also
been accomplished at elevated temperature levels. After 2200
TAC‘s a t temperatures over 10VF above -220 levels, the turhine
rotor and airfoils were in outstanding conditioning - demonstrat-
ing growth potential. Coupled with the laboratory and core engine
verification, these AMT’s prove the benefits of the advanced
features. In particular, the confm airfoil design life projections
and provide B new benchmark in hot section durability.
Figure 13. FXZ3I-11 4400 TAC Cycles All Parts Completely
Serukeoble After 9 Years Epuiualent Usqe
P265 FX231
AFTER 4100 TAC AFTER 4400 TAC
-220 TURBINE gRC -
UER SCRAP
1ST VANES NONE NONE NONE NONE w
1ST BLADES NONE NONE NONE NONE
2ND VANES NONE NONE NONE NONE
2ND BLADES NONE NONE NONE NONE
Figure 14. F1W-PW-220 Hot Section Demonstration Hardware
Condition Proues Durability Goals
Turbine Rotor Improvements
The F100-PW-220 high-pressure turbine rotor was designed to
the fracture mechanics criteria consistent with the ENSIP damage
tolerant considerations. These considerations assumed that surface
flaws may exist on new parts and that flaws which are too small to
he detected by non-destructive inspection methods must not he
allowed to propagate to rupture in twice the required inspection
interval of 4300 totaled accumulated cycles. In addition, the low
cycle fatigue life (LCF) of the part must equal or exceed 8600
totaled accumulated cycles.
This criteria imposed stringent requirements on the design. No
holes could be tolerated in either the bore web or rim area of the
disks. Acceptable stress Concentration levels in the main body of
the disk did not permit any through-holes whether for air passage
or fastener accommodation. In addition, an improvement in
material crack growth rate was required to meet damage tolerant
criteria and still allow use of conventional inspection methods.
This need was met by modifying the current IN1W disk material
process which enhanced the fracture properties without penalty to
other significant characteristics of the material.
First- and second-stage disk rims and blade lugs require
cooling, hut conventional internal flow techniques use hales in the
web and rim of disks to distribute cooling air. These conventional
eoncmts commomised the ENSIP/life requirements and the
alternative of bringing 2nd-stage cooiing air under the bore of the
first disk resulted in excess cooling air temperature rise due to work
done on the air.
In addition to the design challenges associated with managing
rotor cooling air, the requirement for axial retention of the blades
results in coverplates for both sides of the disk rims on both stages.
Conventional methods for securing these coverplates involves using
retaining bolts through the disk web - again resulting in unaccept-
able stress concentration levels. Both the cooling air management
and the coverplate retention problems were solved in unique,
innovative ways. The resulting design is shown in Figure 15. It
features:
Cooling air flow supplied hy Tangential On-
Board Injection is routed to B plenum in front of
the 1st-stage blades. First-stage blade air is fed
from a deepened broach slot while 2nd-stage
blade and rim cavity air is routed through the
1st-stage rear coverplate.
- First-stage front and second-stage rear cover
plates are secured with split retaining ring that
are deflected to permit installation.
* Abrasive coated, wedge-type labyrinth seals
were designed to “rub-in” during engine opera-
tion and reduce leakage.
Improved rim cavity gas path sealing use a
unique wire sealing concept.
w
 1st-stage blade platform gaps sealing is im-
proved with an innovative “snap in” sheet metal
seal.

Effective lightweight, blade-to-blade dampers

bd are used on both stages

More efficient multiple pass 2nd-stage disk lug

cooling

THERMALLY MATCHW
TIP SEGMENT SUPPORT RINGS

Figure 16. F100-PW-220 Turbine Rotor Demonstrated 17,000

Cycles in Heated Spin Test

Performance,Weight and Cost - Not C o r n p r o s

Performance, weight, and cast have not heen compromised in

achieving the new turbine durability. Turbine efficiency and
kl_ RUB TOLEWNT performance Betention have actually been increased along with the
SELLS durability improvements. Airfoil cwling injection and reeontouring
coupled with the improved sealing and optimized rotor to case tip
Figure 15. F100-PW-220 hrrbine Rotor Improved Features clearance lead to a net gain in turbine efficrency. The improved
durability of the airfoils results in substantially reduced blade tip
erosion and maintains the turbine flaw parameter which ensures
performance retention. ln demonstrations, initial engine perfor-
mance has exceeded specification goals throughout the flight
The 1st- and 2nd-stage tip segments utilize a one-piece, low envelope and after 9 years of simulated usage the engine was still
coefficient of expansion support ring that is press fit to the turbine producing 5% more thrust than the minimum required as shown in
case. The support ring fit becomes less tight at full power resulting Figure 17.
in less overall tip segment radial movement in going from cold to
hot conditions. This provides a better thermal match between the
segments and the rotor and permits tighter operating tip clear-
ances, without tip rub during transients, for improved performance
retention. To c w l the tip segments impingement cooling has been
added to the convection cooling used in the current FlOO. This
results in reduced segment temperatures which, coupled with the
use of single crystal material, provides four times the life of the
current FlOO segment.

Rotor Durability Verification

The rotor design internal flow system and damage tolerant
concept have been verified in multiple engine tests and in long term
cyclic rig tests. Engine tests included a full complement of internal
pressure and temperature instrumentation to verify both air and 0
L I I
Moo
I I
Iow
-1
6ow
metal conditions. These tests were conducted at inlet conditions TAC CYCLES
simulating the severe flight environments. A heated spin pit test of
the turbine rotor system has slready heen cycled to three times the Figure 17. Performonce ond Performonce Retention Improued
scheduled inspection interVal and the test is continuing. This
demonstration is being conducted at conditions which model the
engine stress and temperature environment at critical locations. It The turbine weight was increased slightly due to the damage
includes “pre-flaws” i.e. intentionally induced damage - to verify tolerant desiip and to achieve full weapons system life on a single
the reduced crack growth rate of the damage tolerant design. Figure set of mtor pa&. The weight increase hari been minimized by
16 shows the rotor mounted in the spin pit and a cross sectional eliminating unnecessary features and reducing static structure
view of the rotor indicating loeation of the “pre-flaws”. Results weight. Efficiency improvement of the turbine, when converted to
provide confidence that the full service life will be achieved with engine thrust, however, more than offsets the slight weight increase
margin. and the same thrust-to-weight relationship of the current FlOO is
maintained.

An ever present concern was manufacturing cost. Use of

advanced materials and cooling concepts has usually raised costs.
Such a cost increase has been avoided in the -220 design through
careful manufacturing consideration and continuing cost analysis
throughout design and demonstration. A g o d example is the new
1st-stage turbine vane. Figure 18 shows that although the life of the
vane is over 4 times that of the current FllM 1st-stage vane, the
cost is approximately the same. This is possible because the cooling
and material benefit has been achieved without resorting to
complex fabrications with separate platforms and airfoils. Instead,
the vane is integrally east in pairs. The extensive film cooling holes
are laser drilled resulting in substantial cost reduction compared to
conventional EDM techniques. In addition, Laser welding is used
for tube and impingement details. Optimization of vane tolerances
and airflow verification and requirenents have further minimized
the cost.
The turbine improvements combined with those in the com-
bustor and rear compressor variable vanes system will provide the
improved core engine durability in current FlOO engincs, as well.
Summary
__ w
In the constant struggle to achieve durability in gas turbine
engines, The F100-PW-220 has demonstrated a new standard -
and done it in the most challenging part of the engine - the
turbine. This standard has been achieved without compromising
weight, cost or performance. It has been done by combining
advances in cooling and materials technology with the significant
addition of innovative design which emphasizes attention to detail
and industry lessons learned.

CURRENT FlOO -220 ?ST VANE

PRODOCTION IST YANE
4Y
.

3x

2x

1x

UFE COST

Figure 18. Impmwd Durability - Comparable Cost

User Benefits
The goal of the -220 durability modification is to benefit the
USAF through lower support cost without compromising weapon
system capability. This goal has been achieved.

The -220 enEine has a scheduled inspection interval of 4300

total accumulated cycles (Zoo0 EFH) and an overhaul life of 8600
cycles (4000 EFH). These intervals are more than twice current
levels. When coupled with other maintenance and reliability
features of the -220 engine, the support cost of the FlOO engine is
reduced to less than half the current FlOO level.

The -220 turbine design not only improves long term schedule
durability but all aspects of maintenance. For instance:

There are no scheduled borescope requirements

Unscheduled engine removals are substantially

reduced

Turbine airfoil repair requirements are minimized

due to extended durability

85%of all turbine airfoils can be replaced without

high-pressure rotor disassembly

Increased material capability reduces unscheduled

maintenance actions due to abnormal operation

Damage tolerant rotor material reduces depot

inspection requirements.

In addition, the -220 turbine assembly is completely inter-

changeable with the current FlOO turbine assembly both function-
ally and physically. The turbine flowpath was designed to be
functianallv comDatible with the current combustor/com~ressor.
Physically,. the :220 turbine mates to the current FlbO rear
c o m p m s x drive shaft and provides the same exit conditions (low
turbine inlet) as the current FlOO to ensure compatability.