Aircraft F-404 (f/a-18 A-d) Engine Parts

End item NSN parts page 1 of 9
Part Number
NSN
NIIN
02-16166 Hexagon Self-locking Nut
011304272
1-930015-1 Aircr Thermal Insulation Blanket
014449305
10106477 Aircraf Combustion Chamber Liner
013417395
10106561 Engine Fuel Pump Parts Kit
012112775
10106563 Fluid Filter Body
013428416
10107831 Self-aligning Plain Bearing
011278625
10108098 Rod End Plain Bearing
011387947
10108124 Sleeve Bushing
011443964
10108150 Spherical Plain Bearing
011572645
10108252 Sleeve Bushing
012405280
10108471 Tube Nipple
010078880
10108603 Tube Reducer
011255512
10109394 Round Self-locking Nut
011227694
10109395 Recessed Washer
011227696
10109460 Spring Tension Washer
011273791
10109484 Flat Washer
011284126
10109548 Double Hexagon Self-locking Nut
011298112
10109828 Gang C Self-locking Nut Assembly
011510648
10109837 Hexagon Self-locking Nut
011542602
10110849 Metal Tube Assembly
011510912
Page: 1

Engine, Aircraft F-404 (f/a-18 A-d)

Picture of Aircraft F-404 (f/a-18 A-d) Engine

The General Electric F404 and F412 are a family of afterburning turbofan engines in the 10,500–19,000 lbf (47–85 kN) class (static thrust). The series are produced by GE Aviation. Partners include Volvo Aero, which builds the RM12 variant. The F404 was developed into the larger F414 turbofan, as well as the experimental GE36 civil propfan.

GE developed the F404 for the F/A-18 Hornet, shortly after losing the competition for the F-15 Eagle's engine to Pratt & Whitney, and losing the Lightweight Fighter (LWF) competition to the Pratt & Whitney F100 powered YF-16. For the F/A-18, GE based the F404 on the YJ101 engine they had developed for the Northrop YF-17, enlarging the bypass ratio from .20 to .34 to enable higher fuel economy. The engine was designed with a higher priority on reliability than performance. Cost was the main goal in the design of the engine.

GE also analyzed "throttle profiles" and found that pilots were changing throttle settings far more often than engineers previously expected; putting undue stress on the engines. GE also sought with the F404 a design that would avoid compressor stalls and other engine failures, and would respond quickly to control inputs; a common complaint of pilots converting from propeller planes to jets were that early turbojets were not responsive to changes in thrust input. GE executives Frederick A. Larson and Paul Setts also set the goal that the new engine would be smaller than the F-4's GE J79, but provide at least as much thrust, and cost half as much as the P&W F100 engine for the F-16.

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