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The General Electric XA100 is an American adaptive cycle engine demonstrator being developed by General Electric (GE) for the Lockheed Martin F-35 Lightning II and forms the technological foundation for the company's XA102 propulsion system for the United States Air Force's sixth generation fighter program, the Next Generation Air Dominance (NGAD).
Small variable-frequency drive Chassis of above VFD (cover removed). A variable-frequency drive (VFD, or adjustable-frequency drive, adjustable-speed drive, variable-speed drive, AC drive, micro drive, inverter drive, variable voltage variable frequency drive, or drive) is a type of AC motor drive (system incorporating a motor) that controls speed and torque by varying the frequency of the ...
Variable speed pumps were replaced with two-speed pumps (each rated at 35,400 US gallons per minute (2.23 m 3 /s) for a discharge pressure head of 865 feet (264 m)), and a flow control valve (adjustable from 22% open to 100% open with a linear flow response) was added to each loop for use in regulating recirculation flow (capable of regulating ...
The General Electric YF120, internally designated as GE37, was a variable cycle afterburning turbofan engine designed by General Electric Aircraft Engines in the late 1980s and early 1990s for the United States Air Force's Advanced Tactical Fighter (ATF) program.
The initial "T700-GE-700" is an ungeared free-turbine turboshaft, with a five-stage axial / one-stage centrifugal mixed-flow compressor, featuring one-piece "blisk" axial stages, with the inlet guide vanes and first two stator stages variable; an annular combustion chamber with central fuel injection to improve combustion and reduce smoke; a ...
Although traditionally used for constant-speed service, single- and three-phase induction motors are increasingly being installed in variable-speed applications using variable-frequency drives (VFD). VFD offers energy savings opportunities for induction motors in applications like fans, pumps, and compressors that have a variable load.
GE developed a variable afterburner for the engine, although electronic control linked with engine controls had to wait until the J47. [5] Marrett describes one of the potential consequences of manual control of the engine and afterburner on a turbine engine: if the afterburner lit but the pilot failed to ensure the nozzle opened, the RPM ...
The Mach 1.4-to-1.6 speed requires no variable-geometry inlet and the variable-area nozzle has a cone moving longitudinally, replacing a convergent-divergent nozzle. [12] The bypass ratio is around 3 to lower the ram drag , and it should produce 3,500 lbf (16 kN) at Mach 1.4 and FL500, with a cruise fuel consumption increased by 50% over the ...
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