F404 Engine Parts

End item NSN parts page 1 of 13
Part Number
NSN
NIIN
000-8004-947 Electrical Connector Insert
001063803
0001-0016.712 Transistor
004946059
008-011850-001 Shouldered Washer
000569592
028318 Tubeaxial Fan
011760224
028322 Tubeaxial Fan
011700680
035-0018-02 Tubeaxial Fan
010648888
05-13008-050 Screw Thread Insert
011403725
05-13008-060 Screw Thread Insert
011253163
1002605-01 Transistor
004946059
10106477 Aircraf Combustion Chamber Liner
013417395
10106561 Engine Fuel Pump Parts Kit
012112775
10106563 Fluid Filter Body
013428416
10107530 Annular Ball Bearing
011403768
10107536 Annular Ball Bearing
011648812
10107831 Self-aligning Plain Bearing
011278625
10108098 Rod End Plain Bearing
011387947
10108150 Spherical Plain Bearing
011572645
10108727 Pipe Elbow Assembly
011392159
10108761 Fluid Flow Restrictor
011444415
10109394 Round Self-locking Nut
011227694
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F404 Engine

Picture of F404 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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