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

(Page 3) End item NSN parts page 3 of 9
Part Number
NSN
NIIN
10119355 Metallic Grommet
013075932
10122023 Hexagon Plain Nut
010428361
10122995 Plain Tapered Pin
011286806
10124712 Calibrated Flow Valve
013446043
10138061 Adapter Roller
007823806
10158343 Hydraulic Servovalve
011397349
10158434 Actuator Overhaul Kit
011298348
10158449 Balancing Washer
011302759
10158460 Transmitter Support
011302785
10158525 Transmitter Bracket
011364245
10158554 Hinged Tube Clamp
011396915
10158586 Standoff Rub Block
011397160
10158597 Tie-rod Clevis
011397212
10158605 Support Bracket
011403408
10158710 Flap Clevis Assembly
012609193
10158724 Special Seal
012931679
10158738 Metallic Grommet
013040850
10158766 Borescope Seal Retainer
014127830
10158778 Cam Control Shim
002941239
10158801 Bellows Bracket
011227835
Page: 3

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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