Honeywell F124

The Honeywell/ITEC F124 is a low-bypass turbofan engine derived from the Honeywell TFE731. The F125 is an afterburning version of the engine. The F124/F125 series is used on several light fighters and military advanced trainers.

Development

In 1978, Garrett announced joint research on the TFE1042 afterburner with Swedish company Volvo Flygmotor AB in order to provide an engine for the AIDC F-CK Indigenous Defence Fighter (IDF) being developed for the Republic of China (Taiwan) Air Force (ROCAF). The TFE731 Model 1042 was touted as a low bypass ratio "military derivative of the proven commercial TFE731 engine" and "provides efficient, reliable, cost effective propulsion for the next generation of light strike and advanced trainer aircraft", with thrust of 4260 lbf (18.9 kN) dry and 6790 lbf (30.2 kN) with afterburner. After initial negotiation, the investment was going to be divided between Garrett, Volvo, AIDC, and Italian company Piaggio. The development would consist of the non-afterburning TFE1042-6 for light attack aircraft/advanced trainer, and TFE1042-7 for the AMX or F-5 upgrade. AIDC also suggested upgrading TFE1042-7 to 8000 lbf (31 to 36 kN) thrust as twin engine solution, in order to compete with General Electric F404. However, the Gripen project decided to continue with single engine F404, and Piaggio asked to participate at a later date due to financial reasons. Thus only Garrett and AIDC invested in the new International Turbine Engine Corporation(ITEC), with the contract signed in 1982.

The engine requirements changed after the IDF's role shifted from high-speed interceptor to air superiority fighter at the end of 1982. ITEC completely redesigned TFE1042-7 into TFE1042-70 (for example, bypass ratio was changed from 0.84 to 0.4). However, to avoid pressures from Peoples Republic of China, the U.S. government had asked all U.S. companies cooperating with Taiwan on the IDF project to remain low-key. Therefore the perception that "TFE1042 is merely civilian engine TFE731 with afterburner" was never completely dispelled.

In 1985, the preliminary review of IDF design revealed some performance requirement shortfalls, and it was determined that upgrade of 10% engine thrust was the simplest solution. Due to US export license restrictions, ITEC used FADEC to artificially limit the thrust below certain height (the restriction was not removed until 1990). Although the upgrade essentially used the TFE1088-11 configuration, to reduce political interference ITEC renamed the original lower thrust version as TFE1042-X70 and retained TFE1042-70 designation for the new upgraded version. In 1988, ITEC decided to invest in the 12,000 lb TFE1088-12, which was re-designated as TFE1042-70A (for political reason as well). Preliminary study had shown that IDF could supersonic cruise with the new engine. At the same time, GE decided to enter the market with J101/SF, a smaller version of F404. However after the IDF order was cut in half due to budget concerns, the TFE1088-12 engine upgrade plan ended as well [cite book | last = Hua | first = Hsi-Chun | title = Story of Yun Han | year = 1997 | publisher = China Productivity Center | language=Chinese] .

Applications

;F124
* Aermacchi M-346
* Aero L-159 Alca;F125
* AIDC F-CK-1 Ching-kuo

References

* [http://www.airforce-technology.com/projects/ching/ Ching-Kuo (IDF) page on airforce-technology.com]
* [http://www.honeywell.com/en/aerospace/announcement_details.jsp?rowID=62&docID=4243&catID=2 Honeywell Tests First Production Configuration F124-GA-200]

External links

* [http://www.honeywell.com/sites/portal?s
]
* [http://www.honeywell.com/sites/portal?s
]