Arnold engineers save millions with F100 test savings plan

  • Published
  • By Janae' Daniels
  • Arnold Engineering Development Center Public Affairs
ARNOLD AIR FORCE BASE, Tenn. --  Collaboration between the F100 engine program office and test personnel at the U.S. Air Force's Arnold Engineering Development Center (AEDC) along with engine manufacturer Pratt & Whitney have led to reduced test cost for component improvement verification testing at AEDC facilities. 

Cost savings of $7.2 million were realized in the first test of this series. 

With aging aircraft like the F-15 Eagle and the F-16 Fighting Falcon, engine component improvement and cost savings are two major factors in keeping critical combat aircraft ready for duty to support U.S. forces in the ongoing war on terror. 

Since 1969, AEDC has logged more than 20,000 hours testing the F100 engine. 

A test team consisting of engineers from AEDC and the engine manufacturer and the F100 Engine Program Office at Tinker AFB, came up with a way to save the Air Force significant test money in testing one of Pratt & Whitney's engines--the F100, which is the powerhouse for the F-15 and F-16. 

A thorough study identified several opportunities for significant test cost reduction without compromising the integrity of the testing objectives. The savings were achieved by combining similar test elements, eliminating non-essential test points and incorporating test efficiencies. 

"The assessment clearly showed that a disciplined collaborative test planning approach can result in big dividends to the government," Ed Tucker, test project manager for the 717th Test Squadron said. "This essentially allowed the program to have more of their budget available to address engine issues in the field." 

Pratt & Whitney F100 Validation Manager Henry Yazdzik said excellent test planning, requirements definition and test execution resulted in test efficiencies and significant cost savings. 

By challenging the F100 program to evaluate and refine traditional test requirements, Pratt & Whitney was able to eliminate the subambient High Cycle Fatigue (HCF) testing, enabling all of the AMT testing to be run within one test cell. 

Engineer for the 717th Test Squadron 1st Lt. Brad King, felt the most savings resulted in how the group found a way to reduce costs across the entire project. 

"I think the big thing was proposing a new way to test," Lieutenant King said. "As opposed to doing it the same old way, we found a way that was cheaper." 

According to 717th Test Squadron Commander Lt. Col. Dale Parsons, the group took a look at the accelerated mission testing (AMT) and all the different sub-tests being performed, looked at the data they received and asked the questions how much of this data is valuable to them and how much do they take away and actually use. 

"The group scrutinized the AMT and the events they do in that AMT and they narrowed down the testing process," Colonel Parsons said. "In the planning phase, we helped push the industry into a smarter way to perform AMTs. We were ready to try this plan in the upcoming AMT." 

And that is exactly what they did. The results were spread out over several different areas of the program. 

For one, by challenging the current process for validating new engine hardware P&W engineering was able to eliminate some historical test requirements from the testing process, reducing the test run scope without compromising the validation process. 

Secondly, the way the physical testing was performed changed. Before, the engine would be tested at sea-level in a Pratt & Whitney facility in Florida and then would be shipped to AEDC for RAM testing. 

"Historically an engine would be dismounted from one engine test cell and remounted into another test cell capable of achieving the HCF required test flight conditions," Yazdzik said. "RAM and sea-level testing was combined into one AEDC test cell, SL-3, improving overall test efficiency and enabling scheduling efficiencies with the air plant to meet test RAM objectives." 

This reduced the test time of the engine by six months. They also saved on what it
costs to ship the engine to multiple places and the installation fees at both test facilities.
Thirdly, when the test ran during the summer of 2007, night operations were in effect, which in turn saved the customer money on utility costs because electric rates are lower at night. 

Furthermore, re-designed components that were to have been validated on another test engine were installed on this engine, eliminating the need for a separate test project and saving more than $1.2 million. 

According to Jolly Sartor, F100 Engine Manager at Tinker AFB these test enhancements resulted in a final test cost of $12.9 million, $7.2 million less than the original test budget of $20.1. 

The test planning exercise, coupled with a review of the processes across the propulsion enterprise revealed that there are differences in how Accelerated Mission Tests (AMT) are developed, modified and approved. 

"This realization led to an AMT workshop hosted by AEDC last fall that focused upon identifying best practices and developing a strategy for improved AMT test planning," Test Project Manager for AEDC's 717th Test Squadron Ed Tucker said. 

Ted Fecke, Air Force Senior Leader for Propulsion, has led the effort to evaluate and improve the expensive process of how the Air Force develops and upgrades its engines.
"The Propulsion community is challenging all cost associated with development and sustainment," he said. "This effort shows what team work and commitment to a goal can do."