Honeywell F124 (TFE1042) - Archived 7/2005

Application. Light-weight to medium-weight military fighter and trainer aircraft, and light civil aircraft. Current or proposed applications include the following:

Model				Units per
Variant	Thrust Rating	Current Application		Airframe
F124-GA-100	6,300 lbst (28.0 kN)(a)	Aero L-159		1

		Other Proposed Applications
F124-GA-100	6,300 lbst (28.0 kN) (a)	Boeing/BAe T-45A (proposed, not selected)	1
		Boeing X-45A UCAV (prototype only)	1
TFE1042-70	9,250 lbst (41.1 kN)	AIDC IDF Ching-Kuo (production completed)		2
		AIDC IDF Ching-Kuo Trainer (proposed)	2
F125X	12,000 lbst (53.3 kN) (b)	AIDC IDF Ching-Kuo 2 (canceled)(c)	2

(a) Non-afterburning engine variant.

(b) Engine was offered as an alternative engine; alternative engine program was abandoned in early 1994.

Contractors

Howmet Castings, Corporate Machining, http://www.alcoa.com, 145 Price Road, Winsted Industrial Park, Winsted, CT 06098 United States, Tel: + 1 (860) 379‑3314, Fax: + 1 (860) 379‑4239 (Blade, Stage 1 HP)

PCC AETC Ltd, http://www.pccairfoils.com, Victoria Avenue, Yeadon, Leeds, LS19 7AY United Kingdom, Tel: + 44 113 2505151, Fax: + 44 2113 2103006 (Investment Cast HP Turbine Blade)

Honeywell International Incorporated, http://www.honeywell.com, 101 Columbia Rd, PO Box 2245, Morristown, NJ 07962 United States, Tel: + 1 (973) 455‑2000, Fax: + 1 (973) 455‑4807, Prime

Masbe Corporation Ltd, 162 Kwei Kang Village, Lio Chia Hsiang, Tainan, 73406 Taiwan R.O.C., Tel: + 886 66982256, Fax: + 886 66985953 (Flame Holder; Combustor)

Chen Tech Taiwan Industries Corp, 2-5 Ahei-Ping Tze Ruey Tang Li, Yang Mei, Taoyuan, 32608 Taiwan R.O.C., Tel: + 886 3 482 5151, Fax: + 886 3 482 5984 (Engine Components Forgings)

Goodrich Turbine Fuel Technologies, http://www.goodrich.com, 811 4th Street, PO Box 65100, West Des Moines, IA 50265-0100 United States, Tel: + 1 (515) 274‑1561, Fax: + 1 (515) 271‑7201 (Exciter)

Unison Industries, http://www.unisonindustries.com, 7575 Baymeadows Way, Jacksonville, FL 32256 United States, Tel: + 1 (904) 739‑4000, Fax: + 1 (904) 739‑4006 (Ignition System)

NOTE(S): Goodrich Turbine Fuel Technologies is a unit of the Goodrich Corporation. Howmet Castings is a unit of Alcoa Corporation.

Technical Data

Design Features. Among the design features of the TFE1042/F124 Series are the following:

Fan. A three-stage titanium-blade fan has low-aspect ratio blades. Bypass ratio is approximately 0.66: 1 to 0.75:1. Fan pressure ratio about 2.5:1. Engine is designed for maximum resistance to FOD.

Compressor. Five-stage HP compressor has four axial and one radial stage; compressor core is very similar to that of TFE731. Air flow is approximately 95.4 lb/sec (43.29 kg/sec) (see Variants/Upgrades). Blades and impeller are made of titanium.

Combustor. The single annular combustor has 12 atomizing dual-orifice fuel nozzles. Two igniter plugs. Unison Industries ignition exciters have been used.

HP Turbine. Single-stage HP turbine is air-cooled, as is the HP nozzle. TIT estimated at 2,200°F (1,204°C). HP turbine drives centrifugal compressor unit. Maximum speed is 29,000 to 33,000 rpm.

LP Turbine. A single-stage LP turbine drives the fan unit via the inner concentric shaft. The LP turbine is tip-shrouded and uncooled. Maximum speed is 21,000 rpm.

Afterburner. The TFE1042-70 variant was fitted with a three-stage afterburner to provide 9,460 lbst (42.1 kN) through a variable, convergent/divergent axi-symmetric exhaust nozzle. A major design goal was to allow full use throughout the flight envelope.

Accessories. The accessory drive gearbox has mounting pads for a starter/generator, an alternator, and a hydraulic pump. The unit also contains the fuel and oil pumps. Accessory gearbox is driven by a shaft from the HP compressor shaft. Engine is equipped with Full Authority Digital Electronic Control (FADEC) system with backup.

Dimensions. Approximate dimensions and weight of the TFE1042-70 are as follows:

	Metric Units	English Units
Length, overall	3,561 mm	140.2 inches
Diameter, engine inlet	5,575 mm	23.25 inches
Weight, dry	616 kg	1,360 pounds

Performance. Approximate performance parameters of the TFE1042-70 are as follows:

	Metric Units	English Units
Power rating: Intermediate rating	26.80 kN	6,025 lbst
Power rating: Augmented rating	41.14 kN	9,250 lbst
SFC: Intermediate rating	22.66 mg/Ns	0.80 lb/hr/lbst

Variants/Upgrades

Among the variants/upgrades of the TFE1042 Series are the following:

TFE1042-70. The TFE1042-70 is an engine version whose gas path components have been designed to last 2,000 mission hours or 6,000 total accumulated cycles (TACs); all other components are designed to last 4,000 mission hours/12,000 TACs. Ground tests performed under altitude conditions have cleared the engine for maximum operations at speeds of approximately 2.4 Mach and altitudes up to 60,000 feet. The engine has an intermediate rating of 6,025 lbst (26.8 kN) and an augmented rating of 9,250 lbst (41.14 kN). Bypass ratio of both versions is 0.4. Maximum airflow is 95.4 lb/sec (43.29 kg/sec) augmented. Fan speed is 15,300 rpm intermediate and 15,221 rpm augmented. Cycle pressure ratio is 19.1, both intermediate and augmented.

F124-GA-100. The F124-GA-100 (USAF designation) is a non-afterburning version of the F125. The airflow of the F124-GA-100 is 94.1 lb/sec (42.1 kg/sec). Its maximum T-O thrust rating is 6,300 lbst (28.92 kN). The AlliedSignal/ITEC engine has been designed to U.S. military standards, including the requirements of Mil‑E‑87231, the military’s engine design specification and standard that defines the Engine Structural Integrity Program (ESIP).

F125-GA-100. The F125 (USAF Designation) is similar to the TFE1042-70. It is advertised at 6,025 lbst (26.8 kN) at intermediate thrust, and 9,250 lbst (41.15 kN) at maximum thrust rating.

Proposed variants that have not been developed include the following:

F124X. The F124X (or TFE1088-17) was an F124 growth engine design. It would basically have been an unaugmented version of the F125X, developing 8,120 lbst (36.1 kN).

F124XX. The F124XX (or TFE1088-18) was studied as a long-term growth engine model. Its maximum thrust would have been 11,500 lbst (51.16 kN).

F125X. The F125X (once also known as the TFE1088‑12) is a growth model of the TFE1042‑70/F125.

This engine would retain the F125’s installation envelope. An increase to 12,500 lbst (55.5 kN) could be achieved through higher operating temperatures, while maintaining the same number of life-cycles as its predecessor through the use of improved temperature materials. The engine would likely operate with an increased pressure ratio/higher airflow fan with a derivative low-pressure turbine to match airflow, a derivative combustor, an improved high-pressure compressor, a high-pressure turbine with improved temperature materials, and an improved afterburner.

F125XX. The F125XX (TFE1088-13/F125XX) is a further growth design. The engine model could develop 16,000 lbst (71.17 kN). The engine would feature increased turbine inlet temperatures and an advanced fan, and have greater airflow than the TFE1088-12.

General. The prime manufacturer/contractor of the TFE1042/F124 Series is officially the International Turbine Engine Company (ITEC), Phoenix, Arizona, USA, though Honeywell Engines & Systems (historically, Garrett, then Allied Signal) is considered to be the originator of this engine design. ITEC consists of the following:

· Honeywell Incorporated, Honeywell Engines and Systems; Phoenix, Arizona, USA.

· Aero Industry Development Center (AIDC); Taichung, Taiwan.

Prior to ITEC, Garrett had worked with AB Volvo, Volvo Flygmotor, Trollhattan, Sweden.

Background. Development of the ITEC TFE1042 began in March 1978 when (then) Garrett Turbine Engine Company (now AlliedSignal Engines) and Volvo Flygmotor signed an agreement to produce a viable high-performance military turbofan using the
proven core of the already immensely popular TFE731 engine. Volvo had previously designed an afterburner for the basic JT8D/RM8 for the Swedish Viggen fighter, and applied this experience to the baseline TFE731. The relationship called for Garrett to be responsible for the engine’s core, while Volvo would take the fan module and afterburner. The large amount of commonality between the civil and military designs reduced development time dramatically, requiring only 16 months to prototype engine operation.

Three variants of the new engine design were proposed: two without an afterburner, and one with full reheat capability. The dry variants were to have ratings of about 3,300 lbst and 4,400 lbst. The reheated version could have gone as high as 8,000 lbst, but initial thrust was about 6,800 lbst for developmental testing. After some study, both firms concluded that a potential market existed for nearly 4,000 engines in the 2,500‑ to 4,000-lbst class through the decade. A number of new aircraft designs were studied and a potential re‑engining program was conceptualized. Candidate aircraft included those powered by older technology engines such as the Viper, the J85 (with and without reheat), and possibly the Larzac and Adour.

The TFE1042 was initially operated in August 1979 at Volvo's test facility, verifying much of the design philosophy. Predicted performance was achieved during the three-hour test. Garrett estimated that a production engine could be operating about 20 months after selection of an airframe program, with flight tests beginning 10 to 15 months later. Military acceptance could require up to 45 months, while the reheated variant would require more time.

Both firms had been seeking additional collaboration in the TFE1042 program, but no takers came forward initially. Each new partner was to have a 10 to 15 percent share in the effort, including detail design and manufacture. Such an arrangement would have relieved some of the financial burden assumed by Garrett and Volvo. Development of the afterburning variant would have required some government support – possibly as much as 50 percent – and some funding support may also have been necessary for the unreheated versions.

The total development costs of the TFE1042 were considered substantially less than those of a completely new design because of the great amount of commonality with the TFE731. Up to 70 percent commonality and use of proven components reduced the technical risks of the program.

Volvo Flygmotor withdrew from the TFE1042 program in 1982, following the run of a demonstrator in Sweden. The country decided instead to develop the JAS 39 Gripen, powered by a single RM12 – a Volvo-produced variant of the GE F404.

In 1983, Garrett and the AIDC Taichung Engineering Laboratory joined forces to further develop the TFE1042. The new organization was called the International Turbine Engine Company (ITEC).

Design work has been done on several engine variants capable of generating as much as 18,000 lbst for long‑range projects. Of more concern is the 9,000+ lbst Core 2 program for the twin-engine, low-cost AIDC Indigenous Defense Fighter (IDF) Ching-Kuo. That core has resulted in a production engine, with the designation TFE1042-70, for Taiwan’s fighter/ interceptor. Taiwan’s Aero Engine Factory is manufacturing the TFE1042’s titanium fan, low-pressure turbine, afterburner, and cases. AlliedSignal is producing the engine’s combustor, high‑pressure turbine, most of the compressor, and a large portion of the accessories and controls. These are assembled in Taiwan.

TFE1042 Applications. Among the current or proposed applications of the TFE1042 engine series are the following:

AIDC IDF Ching-Kuo. Taiwan's Aero Industry Development Center (AIDC) has developed an all‑weather fighter/interceptor aircraft as a follow-on to its TFE731-powered AT-3 aircraft and as a partial replacement for its aging F-104s and F-5s. The aircraft, initially designated Indigenous Defense Fighter (IDF), has been named Ching-Kuo in tribute to the nation's late president, Chiang Ching-Kuo.

The Ching-Kuo is a twin-engine aircraft with swept wings, single vertical stabilizer, fuselage-mounted all‑moving horizontal tailplane, and bubble canopy. The program is drawing on the expertise of several Western firms, including General Dynamics, GE, and Lear Siegler. The aircraft's price in 1995 was $24 million to US$28 million.

The IDF was rolled out in December 1988; it made its initial flight in May 1989. By 1992, four prototype aircraft had conducted over 800 test flights, though one of the aircraft was lost in July 1991. AIDC had completed delivery of 10 preproduction aircraft by April 1992. The Taiwanese Air Force has reduced its overall requirement from 250 aircraft back to 130 because the U.S. has cleared the sale of 150 F-16s to Taiwan and 60 Dassault Mirage 2000-5 aircraft have been ordered from France. The first squadron of Ching‑Kuos became operational in 1994. The last of the 130 aircraft was delivered in late 1999.

Aero L-159. The Aero Vodochody Aeronautical Works Limited Praha (Aero) L-159 is a single-engine low-wing-design trainer/light attack aircraft. The aircraft, derived from the L-59, features multifunction radar, an armored cockpit, flight system avionics from Rockwell Aerospace, weapons systems electronics from AlliedSignal, and more fuel than its predecessor. It is powered by a single Honeywell/ITEC TFE1042/F124, rated at approximately 6,300 lbst (28.0 kN). The aircraft has a maximum take-off weight of approximately 14,087 pounds (6,390 kg). The TFE1042/F124 engine was selected in March 1994. First flight of the F124-equipped L-159 was made in mid‑1997. The Czech Air Force has ordered 72 L-159s. Deliveries began in 1999.

The L-159B is a two-seat variant of L-159A model. In 2002, the Czech Air Force ordered two of a planned total of 12, funding permitting. That version is on offer to India for an initial 66-unit requirement/possible buy.

Boeing UCAV. In April 1998, UAV advanced technology concept demonstrator (ATD) contracts were issued to Lockheed Martin, Boeing, Raytheon, and
Northrop Grumman. Boeing was selected to produce the Unmanned Combat Air Vehicle (UCAV) Phase II demonstrators in April 1999.

The first aircraft is powered by the 6,300 lbst Honeywell F124 turbofan. The first flight test of the X‑45A UCAV took place in May 2002. The follow-on X‑45B will be substantially larger and heavier than the original X-45A.

In early 2002, USAF decided that it needed a larger UCAV aircraft. Boeing has selected the GE F404 to power the scaled-up UCAV X-45B design. It is expected to fly in 2004 or 2005.

Funding

Funding from the U.S. Government or from the Taiwan Government, if any, specifically pertaining to the TFE1042/1088 series has not been identified.

Recent Contracts

No recent military contracts have been identified.

Timetable

Month	Year	Major Development
Mar	1978	Preliminary agreement signed
Jun	1979	Garrett/Volvo MoU signed
Aug	1979	First run of TFE1042
	1982	Program initially shelved
Dec	1982	Discussions with AIDC revealed
	1983	Official confirmation of new TFE1042 program
Dec	1988	Rollout of Ching-Kuo
Early	1989	Series production of TFE1042 begun
May	1989	First flight test of IDF Ching-Kuo fighter
	1993	Ching-Kuo 2 program shelved
Jan	1994	Production deliveries and operational use of IDF Ching-Kuo
Early	1994	USN opts against alternate engines for T-45A
Mar	1994	TFE1042/F124 chosen for Aero L-159
Apr	1995	Czech government approves production of L-159
Aug	1997	First flight of L-159
late	1999	Last deliveries of Ching-Kuo to Taiwanese Air Force
Into	2006	Continued production of TFE1042 Series for Aero L-159 projected
Thru	2013	Continued aftermarket support of TFE1042 Series projected

Although Aero and Boeing (which owns 35 percent of Aero) appeared to have resolved and lobbied aggressively for the Indian Air Force trainer requirement, the two companies have fallen out.

India ultimately selected the BAE Hawk. Later, the Czech government called for an audit of Aero and also expressed dissatisfaction with what it perceived as the USA firm’s lack of enthusiasm in promoting the Aero trainer on the international market.

Aero Vodochody is expected to deliver the first two of a planned 12 L-159B two-seaters to the Czech air arm in 2004, by the end of the year. Whether the full 12-unit will be ordered may be dependant on Aero’s ability to find buyers for half of the 72 single-seat L-159A models it built. The Czech Air Force is taking delivery of only 36 of those, and despite periodic reports of interest from the Slovak Republic, no buyer has yet emerged.

The L-159B is one of several trainers offered to the UAE. The UAE has worked with EADS on the design of the latter’s proposed Mako trainer but has not yet committed to purchasing that type. The Aero candidate would be available sooner and possibly at a lower cost, but the UAE has not announced a timetable for its selection.

Not too long ago, Aero had projected sales of 150 to 170 aircraft, enough to break even, by the 2008 or 2009 timeframe. At this time, we do not believe the company will meet that goal. We are confining our production forecast to the two firmly ordered L-159Bs for the Czech Air Force, plus the 10 additional units planned by that service.

Other nations that are potential buyers of L-159 are Malaysia, Venezuela, Poland, Hungary, Greece, and Kenya.

Regardless of the outcome of possible export sales efforts, the Czech Air Force remains the sole L-159 customer. It received the last of 72 L-159As at the end of 2003; it has ordered the first two of a planned 12 two-seat B models. The timing of the rest of the B purchase will likely hinge on the success of the Air Force in selling off half of its originally planned L-159A contingent. Recurring reports are that the neighboring Slovak Republic may acquire the 36 surplus aircraft.

We are not projecting at this time a finalist for the Indian Air Force requirement. In light of the on-again, off-again, status of the program over the past decade and the number of Indian MiG-21s and pilots lost in crashes while awaiting a new trainer, we feel it is unreasonable to assess India’s intentions.

In early 2002, USAF decided that it needed a larger UCAV aircraft. Boeing selected the GEAE F404 to power a scaled-up UCAV X-45B design; the F124 still powers the X-45A prototype, but further production potential for Boeing’s UCAV does not seem to exist. If a requirement for a smaller UCAV (from Boeing or otherwise) arises, the relatively inexpensive TFE1042/ F124 would then become a reasonable candidate for powering a UCAV whose weight would be approximately 8,000 pounds.

Other than the possibility of a UCAV of a certain size and needing a certain powerplant output size, TFE1042 engine production in the decade extending through the year 2013 is forecast at a 15 units. Should India select L‑159, our engine production below would be raised noticeably.

With only the Aero L-159 remaining as its powerplant application, production of the TFE1042/F124 is projected to be 15 engines into 2006.

Ten-Year Outlook

ESTIMATED CALENDAR YEAR PRODUCTION

			High Confidence Level				Good Confidence Level			Speculative Level
													Total
Engine/Machine	Application	Thru 2003	2004	2005	2006	2007	2008	2009	2012	2011	2012	2013	2004-2013
HONEYWELL (Consortium)
TFE 1042 (a)	DESIGN & DEV	26	0	0	0	0	0	0	0	0	0	0	0
TFE 1042-70	IDF CHING-KUO	332	0	0	0	0	0	0	0	0	0	0	0
TFE 1042-70	AERO L-159	103	6	7	2	0	0	0	0	0	0	0	15
TOTAL PRODUCTION		461	6	7	2	0	0	0	0	0	0	0	15

(a) Production includes engines in 1988-1991 for flight testing of Ching-Kuo Fighter.

Honeywell F124 (TFE1042) - Archived 7/2005

Outlook

Orientation