This second installment of MAT’s survey of the military
aircraft engine market focuses on small aircraft including fighters and
trainers. UAVs and UCAVs will be covered in the third installment of the
series.
In line with the consolidation in the defense industry, the
number of small military platforms for gas turbines has declined over the last
few decades. The massive development costs for new fighter and trainer
programs, and the smaller post-Cold War budgets, has limited the number of new
projects available for competition by engine makers. The increased
sophistication of new platforms has also reduced the number of aircraft
necessary to fulfill the various requirements of the armed forces. All this has
led to consolidation and cooperation among military engine makers who do not
want to make the mistake of developing an unwanted engine.
Into this generally downbeat environment, post-September 11
and war in Iraq, reemphasis on military spending has injected a measure of
revitalization. Up to this point, the increased spending has mostly been
directed at upgrades and spares, but actual aircraft order numbers are also
following.
GE Aircraft Engines
In contrast to GE Aircraft Engines’ relatively weak position
vis-à-vis Pratt & Whitney in the large military aircraft engine market (see
MAT 2.3), the company is holding its own nicely in smaller turbines. The fading
production numbers for the F110 in the middle of the decade should be replaced
with orders for the F136 and F404/F414 turbines and will keep the GEAE assembly
lines humming.
F110
The F110 program, introduced in 1979, set out to develop a
low-bypass turbofan engine for military use that would generate around 30,000 lbst
of thrust. Initially based on the F101 platform, the turbine has found a home
in the F-14, F-15 and F-16 fighter families. The newest variant, the
F110-GE-132, is a 36,000-lbst thrust uprated version of the F110 intended for
the F-16C/D Block 60 program. The -132 utilizes wide-chord-blisk and radial
afterburner technology and is the highest-thrust engine for the F-16.
F136
The alternate engine for the Lockheed Martin F-35 Joint
Strike Fighter (JSF), the turbofan, is being developed under a 60/40 workshare
arrangement with Rolls-Royce. The program was initially set to power the Lot 4
and Lot 5 aircraft at the end of the decade and participate in a competition
with the Pratt & Whitney F135 for further contracts. Budget issues have
currently cast a cloud on the original plan and the future of the program
remains unclear. The turbine may also compete with the F135 for future orders
of the Lockheed Martin F-22 Raptor.
F404/F414
Most closely associated with the various incarnations of the
Boeing F-18 program, the 17,000-lbst F404 and its more powerful sibling, the
22,000-lbst F414 are also the favored engines for a number of non-U.S. military
aircraft. After making appearances on the Dassault Rafale, and Gripen (as the
Volvo RM12), the F404/F414 has been selected to power the Korean T/A-50, the
Indian LCA and the proposed European Mako trainer. Although the actual value of
orders from these programs is subject to debate, the turbine has certainly
found a sweet spot in power demand in the small, supersonic fighter/trainer
market. The F414-GE-400 variant will account for most of the deliveries of the
family for the rest of the decade as the power plant for the F/A-18E/F. The
turbine also powers the Lockheed Martin F-117 stealth fighter.
J85
Introduced in 1960, the J85 was designed as a power plant
for trainer and small fighter aircraft. Through the end of the program in 1988
over 16,000 units had been produced. The majority of the J85 turbines were
installed on the Northrop F-5, and its derivative, the T-38 Talon trainer.
The J85 series turbojets produced 3,000 to 5,000 lb of thrust. The USAF
currently plans to keep the T-38A and its engines in service through 2040.
TF34
Currently serving as the power plant for the Fairchild
Republic A-10 warthog, the 9,000- lbst TF34, the engine is closely related to
the very successful civil CF34 turbofan. A number of new re-engine programs for
the A-10 have been proposed by GE, but none have been funded as of this date.
Pratt & Whitney
Despite the inroads made by GEAE, the selections of the F119
and F135 as the primary power plants of the F-22 Raptor and F-35 JSF solidified
Pratt & Whitney’s position as the leading military turbine manufacturer in
the world. The company will likely experience a relatively quiet period between
the expected drop in F100 production and the full ramp-up of manufacturing for
the newer models.
F100
Development of the F100 series engine began in 1968 when
both P&W and GEAE entered a USAF contest to power the new McDonnell Douglas
F-X fighter (later renamed the F-15 Eagle), which the company eventually won in
1970. Along with the F-15, the F100 would also serve as the power source for
the majority of the Lockheed Martin F-16 fighters, including aircraft for the
export market. The F100’s power output ranges from 23,000 lbst to 29,000 lb of
thrust. A number of upgrade programs to extend the life and reduce maintenance
costs for the F100 are being offered to and installed for customers.
F119
Designed for high reliability and stealth as well as
impressive power output, the F119 is currently the sole engine used on the
Lockheed Martin F-22 Raptor. A unique feature of the 35,000-lbst turbofan is
the two-dimensional thrust vectoring nozzle which enhances the aircraft’s short
takeoff and landing capability. The F119 may see competition from the F135 and
the GE F136 in future versions of the F-22.
F135
A derivative of the F119, the P&W F135 is the 35 to
40,000 lbst engine selected for the early lots of the F-35 JSF. The engine will
compete with the GE F136 for later tranches of the aircraft. The version of the
engine to be used on the vertical/short takeoff and landing model of the F-35
will be connected via a transmission to lift fans. Rolls-Royce brings its lift
fan capabilities gained from work on the Pegasus/Harrier to the project as a
subcontractor.
Pratt & Whitney Canada
A closely held subsidiary of Pratt & Whitney, PWC is the
supplier of the most popular civil turboprop in the world for a number of
military applications.
PT6-A
The 500 eshp to 1,500 eshp PT6-A turboprop powers a wide
range of utility and trainer aircraft for the world’s armed forces. The Pilatus
PC-9/Raytheon T-6A Texan II trainer is the most recent and largest current
aircraft using the PT6-A and is in service with the U.S. Air Force and Navy as
well as a number of foreign countries. Other military applications include the
Super Tucano and the KAI KT-1. A large number of PT6-As also serve as power
plants for various utility military turboprop aircraft around the world.
EUROJET
EUROJET Turbo was formed specifically in 1986 to develop the
power plant for the Eurofighter Typhoon. The company is jointly owned by
Rolls-Royce (36 percent shareholder), MTU (30 percent), FiatAvio (20 percent)
and ITP (14 percent). Partner companies each supply discrete modules to the
central factory in Munich where they are assembled and tested.
EJ200
The EJ200 was initially developed as the engine for the Eurofighter
Typhoon and first flew in 1995. The 20,000-lbst turbofan was proposed for a
number of other applications without any success. Early plans for thrust
vectoring were scrapped due to lack of funding. An un-augmented, 14,000-lbst
version of the engine has been proposed for use in light supersonic jets.
Rolls-Royce
Due to the advanced age of its Spey, Pegasus and Viper
engines, a large portion of Rolls-Royce’s active participation in the small
military aircraft market is currently by its subsidiaries or though revenue sharing
arrangements with U.S. manufacturers (see GE F136 and P&W F135).
Adour
Known as the F405 by the U.S. military, the Adour is
manufactured by Rolls-Royce’s 50/50 joint venture company, Rolls-Royce Turbomeca
(RTM). The 6,000-lbst turbine powers the BAE Systems Hawk trainer, its sibling
the Boeing T-35A Goshawk and the SEPCAT Jaguar. An augmented version producing
8,000 lbst is used in the Jaguar. Current production is comprised of upgrade
variants plus a number of remaining deliveries for the Goshawk, although the
chance of the Hawk line being restarted is always there.
BR710
Produced by Rolls-Royce GmbH, the 13,000-lbst turbofan
mostly known for its use in ultra-long range business jets will power the
Nimrod 2000 ASW aircraft. Problems involving the complicated wing/engine
arrangement have delayed the program for the time being.
Pegasus
The engine is easily identified by its unique
thrust-vectoring design and is the sole power plant for the BAE Systems Harrier
and its American cousin, the McDonnell Douglas AV-8B. Active production of the
22,000-lbst engine has ceased, although a number of spares and miscellaneous
orders will keep the production line going for a few more years. The Pegasus is
also known as the F402.
Spey
Also known as the RB168 in its military form, the most
common active applications for the Spey are the BAE Systems Nimrod and the AMX
trainer/light attack aircraft. The 12,000-lbst turbine was also installed in
some variants of the F-4 Phantom and A-7 Corsair.
Viper
The 4,000-lbst Viper has been installed in a number of small
military jets, most recently the AerMacchi MB339.
Snecma
By far the largest portion of Snecma’s participation in the
military aviation market is through its 50 percent stake in CFM International
and its CFM56 turbofan, but the company is also an active player in the small
aircraft engine segment. Besides its share of the RTM Adour through wholly
owned Turbomeca, Snecma has a number of entrants in the competition for the
light to medium fighter jet market.
Larzac
Co-developed by Snecma and Turbomeca starting in 1969, over
1,300 units of the engine have been produced. The 3,000-lbst Larzac famously
powers all variants of the AlphaJet trainer. The Larzac has recently been
selected by Hindustan Aeronautics Ltd. (HAL) to power their HJT-36 trainer
aircraft with deliveries expected by 2005.
M53
The M53 first entered service as the M53-P2 in 1985. The
M53’s output is in the 19,000 lbst to 21,000 lbst class. The engine’s main
applications are the Dassault Mirage 2000 and 4000 fighters. Although with the
introduction of the Rafale, any new sales of the aircraft are unlikely, pending
deliveries and spares are expected to continue for a number of years.
M88
The 17,000-lbst to 20,000-lbst M88 was designed completely
in-house by Snecma Moteurs. The engine features state-of-the-art technology
such as single-crystal blades and a non-polluting combustion chamber. The M88’s
primary application is the various versions of the Dassault Rafale multirole
fighter. The more powerful variants of the engine have been proposed for
installation in the Gripen and any Mirage 2000 revivals.
Turbo-Union
A 40/40/20 joint venture between Rolls-Royces, MTU and FiatAvio,
Turbo-Union produced the RB199 engine for the Panavia Tornado.
RB199
Initially flown in the early 1970s, the 19,000-lbst RB199
powers the Tornado fighter, which is an important, but aging segment of the
European air defense forces. The sole export customer, Saudi Arabia, also
operates the aircraft.
Consolidation?
A quick look through the above list of turbines highlights
the fact that many of the programs are in the final stages of production—If
they haven’t yet halted. The immensely high costs and technical sophistication
of building competitive fighters today means that fewer and fewer platforms are
available for any small military turbines to compete for. The U.S. engine
makers, Eurojet, Snecma and (through equity or revenue participation)
Rolls-Royce seem to be concentrating their efforts on a handful of turbines.
The versatility and power of the existing options means that any new platform
would have little problem finding a suitable engine, but the lack of
competition may end up hurting customers in the long term.
We will take a closer look at the military engine market for
rotorcraft in the next installment of this series.