XF5-1
Ishikawajima-Harima Heavy Industries (IHI) is providing two XF5-1 twin-turbofan afterburning engines for the ATD-X prototype. Research and development efforts on the XF5-1 demonstration engine, an afterburning fan engine with a low bypass ratio and capable of 5,000 kg of thrust with a thrust weight ratio of 8, made this engine rival any of the advanced engines in the US and Europe. The XF5-1 has its origins in basic research carried out from 1991. The first of four test engines was delivered to the TRDI in 1998, but a full five-year prototype programme was not scheduled to start until 2015. Reflecting the X-2’s role as a lower-powered, scaled-down test bed, the next-generation fighter, if proceeded with, is planned to be powered by a pair of a small-diameter 33,000lb engines of a type that has been under development since 2010.
A silicon carbide fiber material called CMC is attracting attention as an engine material for nextgeneration aircraft. Only Japanese companies currently have the techniques necessary to manufacture CMC. The use of CMC in an engine may dramatically reduce its weight while maintaining its strength and heat-resistance ability. For example, the XF5-1 engine which was made in Japan using CMC achieved among the world’s highest thrust-to-weight ratios.
The development of the X-2’s two 11,000lb-thrust IHI XF5-1 turbofan engines, first installed on the aircraft in July 2014, broke new ground through the utilization of ceramic composite turbine blades. It is well known that to improve the performance of gas turbine aeroengines it is necessary to increase the temperature of the combustion gases entering the turbine. However, these, even now, are well above the melting temperatures of ordinary metals. Hence, turbine blade cooling is a critical area. The secret behind the size versus power is hidden behind the turbine inlet temperature which can go up to 1,600°C which is unusually high by around 200°C compared to other jet engines which can only be achieved by using ceramic composite material.
A silicon carbide (SiC) fiber was invented at Tohoku University in 1975. The Japan Atomic Energy Research Institute (currently QST) then studied the methods of producing heat-resistant SiC fibers. These research achievements were transferred to the private sector for technological development, which was mediated by the Research Development Corporation of Japan (currently JST). The TRDI began research on the XF5-1 engine in 1995. The engine was installed in the Advanced Technological Demonstrator-X aircraft which madeits first flight in 2016.
Engine development requires an enormous amount of time, money and increasing risks of being outperformed against growth requirements. Because of such difficulties for any single company to endure, these projects very often become international joint development projects. Regarding the engines of defense aircraft, both the F3-IHI-30 turbofan engine and the TS1-M-10 turbo shaft engine that were developed in Japan are used in the T-4 intermediate jet trainer and the OH-1 observationhelicopter respectively. Furthermore, the F7-IHI-10 fan engine, with a bypass ratio of between 8 and 9, is selected and operated for the engine of P-1 Fixed-wing Maritime Patrol Aircraft. F7-10 is high bypass ratio turbofan engine which was developed by IHI, designed for the exclusive use for P-1. Engine core based low bypass ratio turbofan engine XF5, fan changed large size for high bypass ratio. Performance about SFC and environment's improvement, material selected strong alloys for salt damage.
On 22 April 2016 Mitsubishi Heavy Industries, Ltd. reported that its X-2 (Advanced Technology Demonstrator) took to the skies from Prefectural Nagoya Airport and landed at ASDF Gifu Air Base, marking its maiden flight. The X-2 took off and flew in the flight test range where checks were performed on its systems and later the aircraft landed. The results of the maiden flight were positive.
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