View source for General Electric F110

{{Short description|Aircraft engine}}
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{{infobox aero engine
| name = F110
| image = File:F110-GE Turbofan Engine.jpg
| caption = A F110-GE-100 turbofan engine to be used in an F-16, ca.1986
 |engine_type= [[Turbofan]]
 |national_origin = [[United States]]
 |manufacturer= [[GE Aerospace]]
 |first_run= 1980s
 |major_applications= {{ubl | [[General Dynamics F-16 Fighting Falcon]] | [[Grumman F-14 Tomcat|Grumman F-14B/D Tomcat]] | [[McDonnell Douglas F-15E Strike Eagle]] | [[Boeing F-15EX Eagle II]] | [[Mitsubishi F-2]] | [[TAI TF Kaan]] }}
 |number_built =  
 |developed_from = [[General Electric F101]]
 |developed_into = 
 |variants_with_their_own_articles = [[General Electric F118]]
}}

The '''General Electric F110''' is an [[Afterburner|afterburning]] [[turbofan]] [[jet engine]] produced by [[GE Aerospace]] (formerly GE Aviation). It was derived from the [[General Electric F101]] as an alternative engine to the [[Pratt & Whitney F100]] for powering tactical fighter aircraft, with the [[General Dynamics F-16 Fighting Falcon|F-16C Fighting Falcon]] and [[Grumman F-14 Tomcat|F-14A+/B Tomcat]] being the initial platforms; the F110 would eventually power new [[McDonnell Douglas F-15E Strike Eagle|F-15 Eagle]] variants as well. The engine is also built by [[IHI Corporation]] in Japan, [[TUSAŞ Engine Industries]] (TEI) in Turkey, and [[Samsung Techwin]] in South Korea as part of licensing agreements.<ref>{{cite web |url=http://www.tei.com.tr/yeni/en/ |title=TEI > Welcome |access-date=2014-11-07 |url-status=dead |archive-url=https://web.archive.org/web/20141126030413/http://www.tei.com.tr/yeni/EN/ |archive-date=2014-11-26 }}</ref><ref>[http://www.f-16.net/f-16_users_article21.html F-16 Air Forces - Turkey]. F-16.net. Retrieved on 2013-08-16.</ref>

The [[General Electric F118|F118]] is a non-afterburning variant of the F110 that powers the [[Northrop B-2 Spirit|Northrop B-2]] stealth bomber and [[Lockheed U-2|Lockheed U-2S]] reconnaissance aircraft.

==Design and development==
The F110 emerged from an intersection of efforts in the 1970s by General Electric to reenter the U.S. fighter engine market and the U.S. Air Force's desire to address the reliability, longevity, and maintenance issues with the [[Pratt & Whitney F100]] engines that powered its [[McDonnell Douglas F-15 Eagle|F-15]]s and [[General Dynamics F-16 Fighting Falcon|F-16s]]. In 1975, General Electric used its own funds to begin developing the F101X, a derivative of its F101 engine for the [[Rockwell B-1 Lancer|B-1]] bomber; the F101X would inherit much of the core design while having a smaller fan that was upscaled from the [[General Electric F404|F404]] so that its thermodynamic cycle and thrust were better suited for a fighter engine. The convergent-divergent iris nozzle was also derived from the F404.<ref name=RAND>{{cite report |author=Frank Camm |url=https://www.rand.org/content/dam/rand/pubs/notes/2007/N3618.pdf |title=The Development of the F100-PW-220 and F110-GE-100 Engines: A Case Study of Risk Management and Risk Assessment |work=RAND |date=1993}}</ref>

The cancellation of the B-1A by the [[Presidency of Jimmy Carter|Carter Administration]] (in lieu of the Advanced Technology Bomber which became the [[Northrop B-2 Spirit|B-2]]) meant a loss of business for General Electric, and provided further impetus to provide the F101X for the fighter engine market. The engine attracted the interest of the Air Force's Engine Model Derivative Program (EMDP), and in 1979 began funding it as the F101 Derivative Fighter Engine, or F101 DFE. The Air Force saw the F101 DFE as a potential alternative to the F100 and also a way to coerce better performance from Pratt & Whitney in addressing issues with the F100.<ref name=RAND/>

[[File:General Electric F110 AEDC 84-1128 USAF.jpg|thumb|An F110 engine undergoes performance testing at the Air Force's [[Arnold Engineering Development Center]].]]
Following the completion of ground tests in 1980, the F101 DFE was first fitted on an F-16 for flight testing, where it showed considerable improvement in performance and operability over the existing F100. In 1982, the Air Force began the full-scale development of the F101 DFE as an option to compete with the F100 for application in future F-15 and F-16 production; the engine was eventually selected for the F-16 and designated '''F110-GE-100'''. The threat by the F110 has been cited as a reason for Pratt & Whitney to more quickly rectify the issues affecting the F100 and developing the improved F100-PW-220 variant.<ref name=RAND/><ref>{{cite book |last=Coalson |first=M.S. |title=Status Report of the USAF's Engine Model Derivative Program |url=https://doi.org/10.1115/82-GT-183 |publisher=[[American Society of Mechanical Engineers]] |doi=10.1115/82-GT-183 |date=18 April 1982|isbn=978-0-7918-7957-3 |s2cid=109148328 }}</ref> Seeking to drive unit costs down and improve contractor performance, the Air Force implemented the Alternate Fighter Engine (AFE) competition between the F100 and F110 in 1983 in what was nicknamed "The Great Engine War", where the engine contract would be awarded through competition. The Air Force would buy both engines starting in 1984, with contracts being competed every fiscal year and the percentages of F100 versus F110 would vary based on contract; the competitions eventually ended in 1992.<ref>{{cite web |url=https://www.tinker.af.mil/News/Article-Display/Article/846020/f110-129-the-end-of-an-era/ |title=F110-129, the end of an era |work=U.S. Air Force |date=21 November 2014}}</ref>

[[File:F-14B Tomcat prototype in flight c1973.jpg|thumb|left|The F-14B prototype, BuNo 157986, testing the F101 DFE, which the Navy would eventually adopt as the F110-GE-400]]
The F101 DFE was also tested in the [[Grumman F-14 Tomcat|F-14B]] prototype in 1981, and the aircraft saw considerable performance improvement over the existing [[Pratt & Whitney TF30]].<ref>{{cite report |author1=Reubush, David E. |author2=Carlson, John R. |url=https://ntrs.nasa.gov/citations/19820011307 |title=Effects of installation of F101 DFE exhaust nozzles on the afterbody-nozzle characteristics of the F-14 airplane |publisher=NASA |date=1 March 1982}}</ref> Although further testing was halted by the Navy in 1982, it would use the results of the Air Force's AFE evaluation to choose the powerplant for future F-14s. The F101 DFE was eventually chosen by the Navy in 1984 and was designated '''F110-GE-400'''.<ref name=RAND/>

===Design===
[[File:General Electric F110-GE-100 - 177th Fighter Wing gas turbine engine testing.ogv|thumb|Video of F110 testing]]
The F110-GE-100/400 is a low-bypass axial-flow afterburning turbofan. It has a 3-stage fan driven by a two-stage low-pressure turbine and a 9-stage compressor driven by a one-stage high-pressure turbine; overall pressure ratio is 30.4 and bypass ratio is 0.87.<ref name="f110-100_development">{{cite tech report |first1=Michael S. |last1=Coalson |title=DEVELOPMENT OF THE F110-GE-100 ENGINE |number=84-GT-13 |institution=ASME |year=1984 |url=https://doi.org/10.1115/84-GT-132}}</ref> In contrast to the ambitious raw performance goals for the F100 of high thrust and low weight, the F110 placed a greater emphasis on balancing between reliability, operability, and performance. The fan and inlet guide vanes were designed to smooth airflow to increase resistance to compressor stalls. The engine has an electronic and hydromechanical control system that make it more forgiving of rapid throttle inputs. The main difference between the -100 and the -400 is the latter's augmentor section, being about 50 inches longer. The -100, used on the F-16C/D Block 30/40, had an uninstalled static thrust of {{convert|16600|lbf|kN|1|abbr=on}} in intermediate power and {{convert|28200|lbf|kN|1|abbr=on}} in afterburner; the figures for the -400, used on the F-14B/D, were {{convert|16333|lbf|kN|1|abbr=on}} and {{convert|26950|lbf|kN|1|abbr=on}} respectively.<ref>{{cite web |url=https://www.geaerospace.com/press-release/military-engines/ge-aircraft-engines-military-engine-status-report-1 |title=GE Aircraft Engines Military Engine Status Report |work=General Electric Aerospace |date=15 June 1997 |access-date=25 January 2023 |archive-date=18 July 2023 |archive-url=https://web.archive.org/web/20230718161613/https://www.geaerospace.com/press-release/military-engines/ge-aircraft-engines-military-engine-status-report-1 |url-status=dead }}</ref>

===Further developments===
In the mid-1980s, the Air Force sought greater power for its tactical fighters and began Improved Performance Engine (IPE) programs for the F100 and F110, with the goal of achieving thrust in the {{convert|29000|lbf|kN|0|abbr=on}} class, while retaining the durability improvements achieved in the F100-220 and F110-100. The result would be the Pratt & Whitney F100-PW-229 and General Electric '''F110-GE-129'''. Compared to the F110-100, the -129 incorporated component improvements, including a full authority digital engine control ([[FADEC]]), that allowed maximum thrust to be achieved in a wider range of conditions and across larger portions of the flight envelope, while retaining 80% commonality; bypass ratio was slightly reduced to 0.76. The -129 produces {{convert|17155|lbf|kN|1|abbr=on}} of thrust in intermediate power and {{convert|29500|lbf|kN|1|abbr=on}} in full afterburner, and was first fielded in 1992 on the F-16C/D Block 50; the engine would also power enhanced F-15E variants, starting with the F-15K for South Korea.

[[File:Thrust vectoring nozzle test.gif|thumb|upright=1.4|The F110 Axisymmetric Vectoring Exhaust Nozzle in motion]]
A non-afterburning variant of the F110, designated the [[General Electric F118|F118]], would power the B-2 stealth bomber and the re-engined [[U-2S]] reconnaissance aircraft. A variant of the F110-100 fitted with a 3-dimensional axisymmetric [[thrust vectoring]] nozzle, referred by General Electric as the Axisymmetric Vectoring Exhaust Nozzle (AVEN), was tested on a specially modified F-16 called the [[General Dynamics X-62 VISTA|NF-16D VISTA]] under the Multi-Axis Thrust-Vectoring (MATV) program;<ref>{{cite web |url=https://www.edwards.af.mil/X62A-Vista/ |title=X-62A VISTA fact sheet |work=Edwards AFB (U.S. Air Force) |access-date=2022-11-12 |archive-date=2022-11-12 |archive-url=https://web.archive.org/web/20221112122640/https://www.edwards.af.mil/X62A-Vista/ |url-status=dead }}</ref><ref>{{cite tech report |author1=Paul D. Anna |author2=David S. Kidman |url=https://ntrs.nasa.gov/api/citations/19950007831/downloads/19950007831.pdf |title=Flight test results of the F-16 aircraft modified with the axisymmetric vectoring exhaust nozzl |publisher=NASA [[Dryden Flight Research Center]] |location=Edwards, CA |year=1994}}</ref> the nozzle could vector the exhaust up to 17 degrees from the axial line in any direction.<ref>{{cite tech report |author=Ashley, Steven |title=Thrust vectoring: a new angle to air superiority |work=Mechanical Engineering-CIME |volume=117 |issue=1 |publisher=American Society of Mechanical Engineers |year=1995}}</ref>

The F110 would see the development of a further enhanced variant starting in 2000 with the '''F110-GE-132''', initially referred to as the F110-GE-129EFE (Enhanced Fighter Engine).<ref name="129efe"/> Both the -132 and its competitor, the Pratt & Whitney F100-PW-232, were designed to make full use of the F-16's Modular Common Inlet Duct (MCID), or "Big Mouth" inlet introduced in the Block 30 variant. The -132 incorporates an improved fan that is more efficient and can increase maximum airflow, composite fan duct, durability improvements to the hot section, radial augmentor, and control system improvements. The engine leveraged research performed under the [[Integrated High Performance Turbine Engine Technology]] (IHPTET) program. The -132 produces {{convert|19000|lbf|kN|1|abbr=on}} of thrust in intermediate power and {{convert|32500|lbf|kN|1|abbr=on}} in afterburner but can also be tuned to run at -129 thrust levels to increase inspection intervals from 4,300 cycles to 6,000; the older -129 can be upgraded to the -132 configuration, with the new fan being a modular component. The F110-132 was selected to power the F-16E/F Block 60 for the [[United Arab Emirates]].<ref>{{cite web |url=https://www.geaviation.com/press-release/military-engines/ge-launches-f110-fighter-engine-variant-400-million-win-united-arab |title=GE Launches F110 Fighter Engine Variant with $400 Million Win at United Arab Emirates |work=General Electric |date=14 March 2000}}</ref><ref name=GE132>{{cite web |title=F110-GE-132 turbofan engines |url=https://www.geaviation.com/sites/default/files/datasheet-F110-GE-132.pdf |work=General Electric}}</ref> Flight tests began in 2003, and the first engine was delivered in 2005.<ref name=FlGlobal>{{cite web |url= https://www.flightglobal.com/ge-starts-up-f110-132-test-programme/49409.article |title=GE starts up F110-132 test programme |work=Flight Global |date=23 June 2003}}</ref>

Technology from the -132 as well as from commercial [[CFM56]] developments have been applied to the F110 Service Life Extension Program (SLEP), and F110-129 upgraded with SLEP technology were given the designation -129C. Further improved subvariants with 6,000-cycle intervals were designated -129D (for the F-16) and -129E (for the F-15).<ref>{{cite press release |url=https://www.geaerospace.com/news/press-releases/defense-engines/proven-experience-program-upgrades-spark-ge-f110-and-f404414 |title=Proven Experience, Program Upgrades Spark GE F110 and F404/414 Popularity |work=GE Aerospace |date=19 July 2010}}</ref> The -129E also powers the [[TAI Kaan]] prototype.<ref>{{cite web |url=https://www.defenceturkey.com/en/content/first-batch-of-f110-engines-delivered-for-the-national-combat-aircraft-5091 |title=First Batch of F110 Engines Delivered for the National Combat Aircraft |work=Defence Turkey |date=2 June 2022}}</ref>

==Major applications==
===F-14===
[[File:F110-GE viewed through exhaust nozzle of an F-14.jpg|thumb|An F110-GE-400 viewed through the augmentor of a Grumman F-14D Tomcat]]

The [[F-14 Tomcat|F-14A]] entered service with the [[United States Navy]] in 1973 powered by [[Pratt & Whitney TF30]]s. By the end of the decade, following numerous problems with the original engine (and similar problems with the F100 on the F-15 and F-16), the [[United States Department of Defense|DoD]] began procuring the upgraded TF30-P-414As. While these engines solved the serviceability problems, the fuel consumption and thrust was comparable to the initial model—considerably less than what the F-14 had been designed for; the F-14's originally planned [[Pratt & Whitney F401]], an upscaled naval development of the F100 design, was also canceled due to costs and reliability issues.

After reviewing the results of the Air Force's AFE evaluation, the Navy would choose the F101 DFE to re-engine the F-14 in 1984, with the variant designated the F110-GE-400; the primary difference between the -400 and the Air Force's F110-GE-100 is length — the -400 had a {{convert|50|in|m|adj=on}} tailpipe extension to suit the F-14 airframe, which was fitted downstream of the augmentor. During initial years of service, the -400's lengthened tailpipe created unanticipated hot spots in the afterburner liner, resulting in the loss of several F-14s before the issue was rectified.<ref>{{cite news |last=Dosey |first=Jack |url=https://scholar.lib.vt.edu/VA-news/VA-Pilot/issues/1996/vp960204/02040038.htm |title=Now-Released Details of F-14 Crash in '93 Show Repairs Lagged |publisher=The Virginian Pilot |date=4 February 1996}}</ref> The engine produced {{convert|26950|lbf|kN|1|abbr=on}} of uninstalled thrust with afterburner;<ref>{{cite web|title=F−14 TF30−P−414 TO F110−GE−400 ENGINE UPGRADE TECHNICAL COMPARISON |url=http://www.ausairpower.net/engines.pdf |url-status=dead |archive-url=https://web.archive.org/web/20100615180813/http://ausairpower.net/engines.pdf |archive-date=2010-06-15 }}</ref><ref name="f14d_sac">{{cite report |title=Standard Aircraft Characteristics (SAC) F-14D |url=https://www.alternatewars.com/SAC/F-14D_Tomcat_SAC_-_July_1985_(Partially_Declas).pdf |date=July 1985 |url-status=dead |archive-url=https://web.archive.org/web/20220721192334/http://www.alternatewars.com/SAC/F-14D_Tomcat_SAC_-_July_1985_(Partially_Declas).pdf |archive-date=21 July 2022}}</ref> installed thrust is {{convert|23400|lbf|kN|1|abbr=on}} with afterburner at sea level, which rose to {{convert|30200|lbf|kN|1|abbr=on}} at Mach 0.9.<ref name=NAVAIR>NAVAIR 01-F-14AAD-1A F-14D NATOPS FLIGHT MANUAL January 2004 PART 1 CH-2 Section 2.2 "Engine" pg "2-9".</ref> This was similar to the F-14's originally intended F401 and provided a significant increase over the TF30's maximum uninstalled thrust of 20,900&nbsp;lbf (93&nbsp;kN).<ref>[http://www.flightglobal.com/FlightPDFArchive/1985/1985%20-%200882.PDF Flight Global Archive]</ref> These upgraded jets were initially known as F-14A+ before being re-designated as the F-14B, as were new production aircraft powered by the F110. The same engine also powered the final variant of the aircraft, the F-14D.

Proposed upgraded variants of the F-14, such as the Super Tomcat 21 (ST-21), were to be powered by the F110-GE-429, the naval variant of the F110-GE-129 IPE.<ref>Donald, David. "Northrop Grumman F-14 Tomcat, U.S. Navy today". Warplanes of the Fleet. London: AIRtime Publishing Inc, 2004. ISBN 1-880588-81-1.</ref>

===F-16===
The [[F-16 Fighting Falcon]] entered service powered by the [[Pratt & Whitney F100]] afterburning [[turbofan]]. Seeking a way to drive unit costs down, the USAF implemented the Alternate Fighter Engine (AFE) program in 1984, under which the engine contract would be awarded through competition. As of June 2005, the F110 powered 86% of the USAF's F-16C/Ds. While the F110-GE-100 can provide around {{cvt|4000|lbf|kN|1}} more thrust than the F100-PW-200, it requires more airflow for the jet to fully exploit the engine; the standard normal shock inlet (NSI) limited the F110 to {{cvt|25735|lbf|kN|1}}. This led to the increase in the area of the engine inlet for the new Modular Common Inlet Duct (MCID). The F-16C/D Block 30/32s were the first to be built with a common engine bay, able to accept both engines, with Block 30s having the bigger MCID inlet (also known as "Big Mouth") for the F110 and Block 32s retaining the standard inlet for the F100.

[[File:Lockheed F-16C USAF 92-3894 PACAF F-16 Demo Team RJNK.jpg|thumb|An F-16C Block 50 fitted with the F110-GE-129.]]
The F-16C/D Block 30 and 40 were powered by the {{cvt|28200|lbf|kN|1|adj=on}} F110-GE-100, while the Block 50 was powered by the {{cvt|29500|lbf|kN|1|adj=on}} F110-GE-129 IPE. The [[United Arab Emirates]]' F-16E/F Block 60 is powered by the {{cvt|32500|lbf|kN|1|adj=on}} F110-GE-132, as was the proposed Lockheed Martin-Tata F-21, based on the Block 60 and initially designated F-16IN, for the Indian Air Force [[Indian MRCA competition|MMRCA]] competition.<ref>[http://www.globalsecurity.org/military/systems/aircraft/systems/f110.htm Global Security: F110]  Retrieved 21 June 2008.</ref><ref>{{cite web |title=F110-GE-132 Engine Completes Initial Flight Tests |url=http://www.geae.com/aboutgeae/presscenter/military/military_2003616.html |website=GE Aviation |date=16 June 2003 |archive-url=https://web.archive.org/web/20051211094922/http://www.geae.com/aboutgeae/presscenter/military/military_2003616.html |archive-date=11 December 2005}}</ref> Current production F-16C Block 70 are equipped with the F110-129D with increased lifespan and durability.<ref>{{Cite web|url=https://www.geaviation.com/military/engines/f110-engine|title = The F110 Engine &#124; GE Aviation}}</ref>

Two derivatives of the F-16, the [[Mitsubishi F-2]] and the [[General Dynamics F-16XL]], are powered by the -129 IPE. The engines for the F-2 were license-built by [[IHI Corporation]] and designated F110-IHI-129,{{citation needed|date=April 2024}} prior<ref name=FlGlobal/> to the reporting of an IHI company [[whistleblower]] in February 2024.<ref>{{cite news |title=Japan's IHI rigged data for over 4,000 engines at least since 2003 |url=https://english.kyodonews.net/news/2024/04/1b35909379dd-japans-ihi-rigged-data-for-over-4000-engines-at-least-since-2003.html |access-date=29 April 2024 |work=english.kyodonews.net |publisher=Kyodo News}}</ref> On April 24, 2024, IHI announced that investigation was underway by Japan's [[Ministry of Land, Infrastructure, Transport and Tourism]] of its subsidiary, IHI Power Systems Co., which had falsified its engine data since 2003, impacting over 4,000 engines globally.<ref>{{cite news |title=IHI Subsidiary Falsifies Data on Engine Performances of Ships and Trains |url=https://japannews.yomiuri.co.jp/business/companies/20240424-182175/ |access-date=29 April 2024 |work=The Japan News}}</ref>

===F-15===
[[File:공군 제11전투 비행단 (7438363072).jpg|thumb|A South Korean F-15K with two F110-GE-129 engines fitted.]]

Although the Air Force chose the Pratt & Whitney F100-PW-229 as the IPE for the [[McDonnell Douglas F-15E Strike Eagle|F-15E Strike Eagle]], a pair of F110-GE-129s were mounted on one aircraft for flight testing.<ref>{{cite journal |last=DeLisi |first=J.W. |url=https://arc.aiaa.org/doi/abs/10.2514/6.1990-1266 |title=F-15E/GE-129 Increased Performance Engine initial development flight test program |journal=American Institute of Aeronautics and Astronautics |doi=10.2514/6.1990-1266 |date=16 April 1990|url-access=subscription }}</ref><ref>{{cite web |url=https://www.flightglobal.com/ge-on-f-15e/10465.article |title=GE on F-15E |work=Flight Global |date=30 April 1996}}</ref> South Korea would choose the -129 to power 40 F-15K fighters, the first time production F-15s were powered by a General Electric engine. The engines were manufactured through a joint licensing agreement with Samsung Techwin Company. It has also been chosen by the [[Republic of Singapore Air Force]] (RSAF) to power its F-15SG.

The F-15E would be further developed into the Advanced Eagle with a new fly-by-wire control system that incorporates the F110-GE-129's FADEC. The Advanced Eagle with the F110-129E would be the basis for [[Saudi Arabia]]'s F-15SA, [[Qatar]]'s F-15QA, and the U.S. Air Force's [[Boeing F-15EX Eagle II|F-15EX]].<ref>{{Cite web|url=https://www.flightglobal.com/defence/ge-ships-first-engines-for-f-15ex-fighter/140194.article|title=GE ships first engines for F-15EX fighter}}</ref>

==Variants==
*'''F110-GE-100''': Initial variant resulting from the F101 DFE (Derivative Fighter Engine), powers the F-16 Block 30 and 40.
*'''F110-GE-400''': Naval variant of the -100 with a 50” augmentor extension to fit the F-14, powers the F-14A+ (later designated F-14B) and F-14D.
*'''F110-GE-129''': Improved performance engine variant, powers the F-16 Block 50 and 70 and the F-15K, SG, SA, QA, and EX.
*'''F110-GE-132''': Further enhanced thrust variant powering the F-16 Block 60.

==Applications==
* [[General Dynamics F-16 Fighting Falcon]]
* [[General Dynamics F-16XL]]
* [[Grumman F-14 Tomcat|Grumman F-14A+ (F-14B) and F-14D Super Tomcat]]
* [[McDonnell Douglas F-15E Strike Eagle]] and [[Boeing F-15EX Eagle II]]
* [[Mitsubishi F-2]]
* [[TAI TF Kaan]]<ref>{{Cite web|url=https://www.defensenews.com/industry/2018/10/31/general-electric-beats-rolls-royce-to-power-turkeys-indigenous-fighter-jet/|title=General Electric beats Rolls-Royce to power Turkey's indigenous fighter jet|date=31 October 2018}}</ref>

==Specifications==
===F110-GE-100/400===
{{jetspecs
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|ref=''American Society of Mechanical Engineers'',<ref name="f110-100_development"/> Naval Air Systems Command (NAVAIR)<ref name="f14d_sac"/>
|type=[[Turbofan#Afterburning turbofan|Afterburning turbofan]]
|length= {{cvt|181.9|in|cm|lk=on}} for -100, {{cvt|232|in|cm|0}} for -400
|diameter= {{cvt|35.66|in|cm|1}} inlet, {{cvt|46.5|in|cm|1}} overall
|weight= {{cvt|3,830|lb|kg|lk=on}} for -100, {{cvt|4,183|lb|kg}} for -400
|compressor= [[Turbofan#Basic two-spool|2 spool]], 3-stage fan and 9-stage HPC
|combustion=[[Annular combustor|Annular]]
|turbine= 1-stage HPT and 2-stage LPT
* '''[[Bypass ratio]]''': 0.87:1
|fueltype=
|oilsystem=
|power=
|thrust=<br>
** -100: {{cvt|16600|lbf|kN|1|lk=on}} intermediate, {{cvt|28200|lbf|kN|1}} full afterburner 
** -400: {{cvt|16333|lbf|kN|1}} intermediate, {{cvt|26950|lbf|kN|1}} full afterburner
|compression= 30.4:1
|aircon=270 lb/s (122.4 kg/s), 254 lb/s (115.2 kg/s) with small F-16 inlet
|turbinetemp=
|fuelcon=
|specfuelcon=
|power/weight=
|thrust/weight=4.33:1 intermediate power, 7.36:1 in afterburner
}}

===F110-GE-129===
{{jetspecs
<!-- If you do not understand how to use this template, please ask at [[Wikipedia talk:WikiProject Aircraft]] -->
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|ref=''General Electric,''<ref>[https://www.geaviation.com/military/engines/f110-engine GE Aviation F110-GE-129/F110-GE-132]</ref><ref>[https://www.geaviation.com/sites/default/files/datasheet-F110-GE-129.pdf datasheet GE-129 - pdf]</ref> ''American Society of Mechanical Engineers (ASME)'',<ref name="129efe">{{cite tech report |first1=A.R. |last1=Wadia |first2=F.D. |last2=James |title=F110-GE-129 EFE – Enhanced Power Through Low Risk Derivative Technology |number= |institution=ASME |year=2000 |url=https://www.researchgate.net/figure/Fan-Efficiency-Technology-Comparison_fig4_267483234}}</ref> ''MTU''<ref>[https://www.mtu.de/engines/military-aircraft-engines/fighter-aircraft/f110/ F110-GE-129 datasheet]</ref>
|type=[[Turbofan#Afterburning turbofan|Afterburning turbofan]]
|length= {{cvt|181.9|in|cm}}
|diameter= {{cvt|46.5|in|cm|1}}
|weight= {{cvt|3,920|lb|kg}}
|compressor= [[Turbofan#Basic two-spool|2 spool]], 3-stage fan and 9-stage HPC
|combustion=[[Annular combustor|Annular]]
|turbine= 1-stage HPT and 2-stage LPT
* '''[[Bypass ratio]]''': 0.76:1
|fueltype=
|oilsystem=
|power=
|thrust=<br>
** Intermediate power: {{cvt|17155|lbf|kN|1}}
** Full afterburner: {{cvt|29500|lbf|kN|1}}
|compression= 30.7:1
|aircon=270 lb/s (122.4 kg/s)
|turbinetemp={{cvt|2750|F|C K|lk=on}}
|fuelcon=
|specfuelcon=
|power/weight=
|thrust/weight=4.38:1 intermediate power, 7.50:1 in afterburner
}}

===F110-GE-132===
{{jetspecs
<!-- If you do not understand how to use this template, please ask at [[Wikipedia talk:WikiProject Aircraft]] -->
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|ref=''General Electric,<ref name=GE132/> American Society of Mechanical Engineers (ASME),<ref name="129efe"/> Forecast International''<ref>[http://www.fi-powerweb.com/Engine/General-Electric-F110.html General Electric F110]</ref>
|type=[[Turbofan#Afterburning turbofan|Afterburning turbofan]]
|length= {{cvt|181.9|in|cm}}
|diameter= {{cvt|46.5|in|cm|1}}
|weight= {{cvt|4,050|lb|kg}}
|compressor= [[Turbofan#Basic two-spool|2 spool]], 3-stage fan and 9-stage HPC
|combustion=[[Annular combustor|Annular]]
|turbine= 1-stage HPT and 2-stage LPT
* '''[[Bypass ratio]]''': 0.68:1
|fueltype=
|oilsystem=
|power=
|thrust=<br>
** Intermediate power: {{cvt|19000|lbf|kN|1}}
** Full afterburner: {{cvt|32500|lbf|kN|1}}
|compression= 33.3:1
|aircon=275 lb/s (124.7 kg/s)
|fuelcon=
|specfuelcon=
|power/weight=
|thrust/weight=4.69:1 intermediate power, 8.02:1 in afterburner
}}

==See also==
{{Aircontent
|related=
* [[General Electric F101]]
* [[General Electric F118]]
|similar engines=
* [[Pratt & Whitney F100]]
* [[Pratt & Whitney F401]]
* [[Saturn AL-31]]
* [[Shenyang WS-10]]
|lists=
* [[List of aircraft engines]]
|see also=
}}

==References==
{{reflist}}

==External links==
{{Commons category|General Electric F110}}
* [https://www.geaviation.com/military/engines/f110-engine GE Aviation F110 page]
* [https://web.archive.org/web/20060902233211/http://enginehistory.org/f110ge100.htm Aircraft Engine Historical Society] - F110-GE-100 Gallery
* [http://www.globalsecurity.org/military/systems/aircraft/systems/f110.htm Global Security] - F110

{{GE aeroengines}}
{{USAF gas turbine engines}}
{{USAF system codes}}

[[Category:Low-bypass turbofan engines]]
[[Category:General Electric aircraft engines|F110]]
[[Category:1980s turbofan engines]]