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applicable), but with a thrust vectoring nozzle that moment can be augmented by the thrust of the engine. During high AoA demonstrations, the YF120-powered YF-22 flew at trimmed AoA of 60 degrees at 82 knots. At this attitude the aircraft was able to demonstrate controllability. Later analysis revealed that the aircraft could have maintained controlled, trimmed flight up to 70 degrees AoA. The wedge shapes of the nozzle flaps also reduce the infrared signature by flattening the exhaust plume and mixing it with shed vortices for cooling.
345:
300:
and rear of the first compressor stage of the high-pressure spool, also known as the core-driven fan stage; these two bypass channels are key to the engine's variable cycle operation. The annular combustor is a double-dome design. The high and low-pressure spools are counter-rotating, which eliminates the stationary vanes between the turbines and reducing the number of parts and decreasing weight. The engine is controlled by a three-channel fuel-cooled
361:
YF-23's aft fuselage, where each nozzle transitions to a trench on top of the aft fuselage that is lined with heat-resistant material. This allows the exhaust plume to be rapidly cooled before exiting the aircraft, significantly reducing the infrared signature particularly when viewed from below; the trenches in the aft deck were lined with tiles that were “transpiration cooled” from engine bleed air to withstand the heat of the exhaust.
199:
207:
fan to increase airflow as well as cooling air, particularly for the nozzles. For flight demonstration, YF120s were fitted with the larger fan, unlike the YF119 which used its original small fan. As a result, both demonstrator aircraft had higher performance with the YF120s than with the YF119s. The YF120-powered the YF-22 and YF-23 to supercruise speeds of Mach 1.58 and Mach 1.72 respectively.
29:
182:(ATF); JAFE was later renamed the ATF Engine (ATFE) program. The core technology used in the F120 design was developed during two industry-government programs, the Advanced Technology Engine Gas Generator (ATEGG) and Joint Technology Demonstration Engine (JTDE) programs. The design was meant to address the challenging
328:
An expected disadvantage of this variable cycle system would be increased complexity and weight. GE claims to have combated this by using simple pressure driven valves rather than complex mechanically actuated valves to divert airflow. GE stated that this system resulted in the variable cycle system
206:
Due to the ATF's increasing weight during development from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), thrust requirement was increased by 20% to the 35,000 lbf (156 kN) class in order to meet performance requirements. GE's design changed to incorporate a 12% larger
195:. Additional innovations include the use of one-piece disk and rotor blade assemblies, or "blisks", in the fan and compressor stages to increase performance and durability as well as reduce weight and parts count. The original RFP called for maximum thrust in the 30,000 lbf (133 kN) class.
299:
The YF120 is a twin-spool axial-flow afterburning turbofan. The design consists of a two-stage fan driven by the single-stage low-pressure turbine and a five-stage compressor driven by the single-stage high-pressure turbine. Notably, the engine has two bypass channels which are located at the front
356:
nozzle that could vector in the pitch direction. This capability gave the aircraft a serious advantage in pitch agility by greatly increasing the amount of nose pitching moment available to the aircraft. The pitching moment is traditionally generated by the horizontal stabilizer (and/or canard, if
360:
On the YF-23, rather than a thrust-vectoring nozzle, the engine had a single-expansion ramp nozzle (SERN), with the top consisting of a variable external flap, or paddle, to control the nozzle area while the bottom was a fixed ramp. The engines were placed well forward of the trailing edge of the
270:
Despite not selecting the YF120 for the ATF, the USAF would further the development of variable cycle engine technology through the
Versatile Affordable Advanced Turbine Engines (VAATE), a joint government and industry effort that aims to address future turbine engine needs. Under the VAATE, the
218:
The
Engineering & Manufacturing Development (EMD) configuration of the F120 was tested in December 1990. Component improvements enabled it to achieve YF120 thrust levels at lower temperatures. The USAF ultimately chose the Pratt & Whitney's F119 proposal for full-scale development and
320:), the engine performed similarly to comparable engines, with the aft bypass channel behind the core-driven fan stage open. When needed, however, the engine could direct more airflow through the hot core of the engine (like a turbojet) by closing the aft bypass channel, increasing the
275:(ADVENT) program would continue the development of variable cycle turbine engine technology into an adaptive three-stream architecture. The follow-on Adaptive Engine Technology Demonstrator (AETD) and Adaptive Engine Transition Program (AETP) resulted in the development of the
240:. In that mode all airflow would bypass the core and be diverted into the afterburner-like "hyperburner" where it would be combusted like a ramjet. This proposed engine was to accelerate from 0 to Mach 4.1 (at 56,000 ft) in eight minutes.
231:
and future hypersonic aircraft. Specifically, the YF120 was to be the basis for the
Revolutionary Turbine Accelerator (RTA-1). The variable cycle technology used in the YF120 would be extended to not only turn the engine into a
2738:
177:
General
Electric (GE) began developing the GE37, which would become basis of the XF120 and YF120, for the Joint Advanced Fighter Engine (JAFE) program in the early 1980s aimed at supplying the powerplant for the Air Force's
186:
requirement of the ATF. This meant the engine had to produce a large amount of dry thrust (without afterburner) and therefore have high off-design efficiency ("design" being standard cruise conditions). Unlike competitor
324:
of the engine. This made the engine more efficient at high altitude, high thrust levels than a traditional low bypass turbofan. Fan-to-core pressure matching was performed by a variable area bypass injector (VABI).
1592:
142:(ATF) program. It was designed to produce maximum thrust in the 35,000 lbf (156 kN) class. Prototype engines were installed in the two competing technology demonstrator aircraft, the
312:
The YF120's variable cycle system worked by varying the bypass ratio of the engine for different flight regimes, allowing the engine to act like either a low bypass turbofan or nearly a
260:
2572:
1605:
1116:
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227:
The YF120 was also proposed as the basis for a more exotic engine, the
Turbine-Based Combined Cycle (TBCC) engine that was to be used in demonstrator aircraft like the
259:. While drawing from lessons learned from the YF120, the F136 is a conventional fixed-bypass design; it also leveraged advances in turbine engine technology from the
283:
for potential reengining of the F-35; the related Next
Generational Adaptive Propulsion (NGAP) was launched to develop the GE XA102 and P&W XA103 for the
1578:
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production. The more ambitious F120 design was judged to be riskier, and
General Electric also accrued fewer testing hours than Pratt & Whitney.
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37:
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The YF120 had different nozzle designs for the YF-22 and YF-23 technology demonstrator prototypes tailored to the specific airframe.
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553:
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106:
997:
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263:(IHPTET) program, which continued developments from ATEGG and JTDE. Despite better performance potential than the incumbent
853:
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adding only 10 lb to the engine. Additionally, a production F120 engine was expected to have 40% fewer parts than the
2170:
2143:
681:
284:
2239:
1570:
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161:
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due to a larger core sized for the F-35's revised inlet, the F136 was eventually cancelled due to a lack of funding.
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210:
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The weight is without the divergent nozzle section, which were considered airframe contractor furnished equipment.
2581:
2506:
2379:
1438:
1408:
1310:
1240:
179:
139:
1094:
1054:
The Big Book of X-Bombers & X-Fighters: USAF Jet-Powered
Experimental Aircraft and Their Propulsive Systems
582:
2539:
2529:
280:
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2013:
1998:
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816:
Versatile
Affordable Advanced Turbine Engines Provide Game Changing Capability with Superior Fuel Efficiency
814:
565:
264:
157:
135:
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was selected over the F120 to power the ATF, the competition for which the
Lockheed team won, and became
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822:. 11th Annual Science & Engineering Technology Conference/DoD Tech Expo. Charleston, South Carolina.
330:
192:
123:
47:
344:
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983:. 30th AIAA/ASME/SAE/ASEE Joint Propulsion Conference. 27-29 Jun 1994, Indianapolis, IN. AlAA 94-2828.
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1978:
1933:
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1958:
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1786:
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191:, GE elected against developing a conventional fixed bypass turbofan and instead chose to design a
1983:
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1988:
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The YF120 on the YF-22, registration number N22YF, was equipped with thrust vectoring nozzles.
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1006:
Advanced Tactical Fighter to F-22 Raptor: Origins of the 21st Century Air Dominance Fighter
2214:
2133:
2108:
2098:
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1129:
321:
243:
Technology from the YF120 has been applied to subsequent GE designs; in the 1990s, GE and
2702:
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2148:
1298:
1079:
GE/Allison/Rolls-Royce Team Developing YF120 Fighter Engine for JSF Aircraft Candidates
375:
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90:
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1953:
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program, which resulted in Lockheed Martin being selected to develop and produce the
214:
The first YF-22 (right), registration number N22YF, was powered by two YF120 engines.
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THRUST VECTOR AIDED MANEUVERING OF THE YF-22 ADVANCED TACTICAL FIGHTER PROTOTYPE
244:
228:
183:
131:
70:
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202:
The second YF-23 (left), nicknamed “Spider”, was powered by two YF120 engines.
1089:
2654:
2244:
2103:
2083:
1915:
1395:
453:
448:
897:
GE F120 Powerplant Uses Fan Bypass Door to Regulate Variable Cycle (1990).
1008:. Arlington, Virginia: American Institute of Aeronautics & Astronomy.
2259:
1613:
1232:
1137:
402:
313:
233:
127:
50:
1535:
459:
835:"How GE's Adaptive Engine Differs From Earlier Variable Cycle Designs"
500:
468:
288:
237:
854:"Going With The Flow: The U.S. Air Force's New Adaptive Powerplants"
714:
YF-23 DEM/VAL Presentation by Test Pilots Paul Metz and Jim Sandberg
476:
Convergent/Divergent (YF-22), Single-Expansion Ramp Nozzle (YF-23)
343:
209:
197:
2739:
Abandoned military aircraft engine projects of the United States
486:
482:
317:
28:
2554:
1574:
1098:
649:
Moxon, Julian (1989). ATF rivals ready for engine contest.
745:
Norris, Guy (2003). GE unveils ramjet design for shuttle.
717:. Western Museum of Flight: Peninsula Seniors Production.
1085:
National Museum of the U.S. Air Force page on the YF120
261:
Integrated High Performance Turbine Engine Technology
1004:
Aronstein, David C.; Hirschberg, Michael J. (1998).
352:
The engine for the YF-22 featured a two-dimensional
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2515:
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1914:
1612:
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922:
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401:Twin-Spool, axial-flow, variable-cycle, augmented
1026:. Forrest Lake, Minnesota: Specialty Press, 2017
511:35,000 lbf (156 kN) - class (augmented)
1024:Air Force Legends Number 220. Northrop YF-23 ATF
981:An Overview of Gas Turbine Propulsion Technology
929:"The Physics And Techniques Of Infrared Stealth"
1000:Technology News Flight International 23/09/03 .
16:American fighter variable-cycle turbofan engine
1038:Lockheed Martin F/A-22 Raptor, Stealth Fighter
792:"GE, Rolls Royce Stop Funding F-35 Alt Engine"
422:4,100 lb (1,860 kg) (without nozzle)
410:166.8 in (4,237 mm) (without nozzle)
2566:
1586:
1110:
682:"YF-22 PAV-1 breaks supercruise speed record"
435:2-stage fan, 5-stage high pressure compressor
8:
316:. As a low bypass turbofan (like competitor
1081:. Press release GE Aviation (Sept 2, 1996).
645:
643:
641:
416:42 in (1,067 mm) (without nozzle)
2573:
2559:
2551:
1593:
1579:
1571:
1117:
1103:
1095:
1040:. Hinckley, UK: Midland Publishing, 2005.
758:Mach 7 engine to be turbine-based (2004).
711:Paul Metz, Jim Sandberg (27 August 2015).
134:in the late 1980s and early 1990s for the
464:1-stage HPT, 1-Stage LPT Counter-Rotating
772:
770:
768:
619:
599:
508:>23,500 lbf (105 kN) (dry)
901:. 30 Jul 1990. Vol. 133, No. 5; pg. 21
18:
998:GE unveils ramjet design for shuttle
970:Aronstein and Hirschberg 1998, p. 218
302:full authority digital engine control
38:National Museum of the U.S. Air Force
7:
813:Thomson, Daniel E. (14 April 2010).
776:Norris, Guy (1990). Power Struggle.
273:Adaptive Versatile Engine Technology
2659:AN/ALR-94 Electronic Warfare System
762:. 23 Dec 2003 - 5 Jan 2004, pg. 13.
2665:Advanced Infrared Search and Track
2590:Technology demonstrator prototypes
899:Aviation Week and Space Technology
790:Majumdar, Dave (2 December 2011).
688:. 19 November 1990. Archived from
14:
2724:General Electric aircraft engines
2662:AN/AAR-56 Missile Launch Detector
554:General Electric/Rolls-Royce F136
291:programs, successors to the ATF.
132:General Electric Aircraft Engines
107:General Electric/Rolls-Royce F136
1125:GE Aircraft Engines/GE Aviation/
1090:Northrop YF-23 Enthusiast's site
27:
2668:Integrated CNI Avionics (ICNIA)
852:Norris, Guy (2 October 2020).
1:
2676:Proposed variants/derivatives
1562:Joint development aeroengines
382:Specifications (YF120-GE-100)
285:Next Generation Air Dominance
247:began jointly developing the
2584:program and related aircraft
1604:gas turbine aircraft engine
653:. 15-21 Nov 1989, pg. 22-23.
2729:Low-bypass turbofan engines
833:Norris, Guy (14 May 2021).
118:, internally designated as
2755:
2582:Advanced Tactical Fighter
1558:
927:Katz, Dan (7 July 2017).
780:. 1-7 Aug 1990, pg. 22-23
474:Two Dimensional Vectoring
180:Advanced Tactical Fighter
140:Advanced Tactical Fighter
35:
26:
21:
583:List of aircraft engines
566:Pratt & Whitney F119
265:Pratt & Whitney F135
910:Barham, Robert (1994).
749:. 23 Sept 2003, pg. 26.
393:General characteristics
389:Aronstein, Pace, Norris
136:United States Air Force
2734:1980s turbofan engines
2517:Adaptive cycle engines
1602:United States military
979:Kauser, Fazel (1994).
542:General Electric XA100
531:>8.54:1 (augmented)
527:Thrust-to-weight ratio
518:Overall pressure ratio
349:
215:
203:
116:General Electric YF120
1022:Metz, Alfred "Paul".
870:Aronstein, pp. 212-15
671:Aronstein pp. 221–223
662:Aronstein pp. 211–215
347:
213:
201:
193:variable cycle engine
1052:Pace, Steve (2016).
778:Flight International
760:Flight International
747:Flight International
692:on 24 September 2015
651:Flight International
253:Joint Strike Fighter
223:Further developments
2611:Production aircraft
548:Related development
189:Pratt & Whitney
154:Pratt & Whitney
130:engine designed by
1606:designation system
1486:Aeroderivative gas
1056:. Voyageur Press.
914:. AIAA-94-2105-CP.
560:Comparable engines
350:
216:
204:
86:Major applications
2711:
2710:
2548:
2547:
1568:
1567:
1015:978-1-56347-282-4
952:Aronstein pp. 224
888:Aronstein, p. 212
879:Aronstein, p. 216
736:Aronstein, p. 227
727:Aronstein, p. 223
635:Aronstein, p. 211
626:Aronstein, p. 233
454:Annular Combustor
257:F-35 Lightning II
112:
111:
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2648:Equipment fitted
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798:. Archived from
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737:
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728:
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719:
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708:
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647:
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633:
627:
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607:
604:
354:thrust vectoring
304:(FADEC) system.
236:but also into a
103:
87:
71:General Electric
59:
31:
19:
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2748:
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2714:
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2655:AN/APG-77 radar
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1488:turbine engines
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322:specific thrust
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251:engine for the
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101:
93:
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58:National origin
57:
17:
12:
11:
5:
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36:YF120 at the
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1053:
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961:Pace, p. 232
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936:. Retrieved
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800:the original
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694:. Retrieved
690:the original
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571:Saturn AL-41
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440:Bypass ratio
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365:Applications
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269:
242:
226:
217:
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176:
152:
119:
115:
113:
1921:Turboshafts
1401:turboshafts
493:Performance
433:Compressor:
420:Dry weight:
245:Rolls-Royce
184:supercruise
173:Development
162:F-22 Raptor
2718:Categories
2693:X-44 MANTA
2235:LHTEC T800
1916:Turboprops
1396:Turboprops
1032:0989258378
589:References
480:Fuel type:
449:Combustors
427:Components
77:First run
2260:Turbofans
1614:Turbojets
1350:F404/F412
1233:Turbofans
1138:Turbojets
696:10 August
614:Citations
414:Diameter:
387:Data from
2240:APW T800
2058:variants
1536:Propfans
1439:H-Series
1409:Catalyst
1311:Passport
1273:CJ805-23
1241:Affinity
938:12 April
536:See also
499:Maximum
403:Turbofan
333:engine.
314:turbojet
279:and the
277:GE XA100
234:turbojet
128:turbofan
122:, was a
51:turbofan
2688:NATF-23
2683:NATF-22
2627:Engines
2056: (
460:Turbine
408:Length:
168:History
1526:LMS100
1521:LM9000
1516:LM6000
1511:LM2500
1506:LM1600
1501:LM1500
1293:GP7000
1261:CFE738
1161:GE4/J5
1060:
1044:
1030:
1012:
501:thrust
469:Nozzle
444:0.32:1
337:Nozzle
295:Design
289:F/A-XX
238:ramjet
80:1980s
22:YF120
2703:FB-23
2698:FB-22
2639:YF120
2602:YF-23
2597:YF-22
2540:XA103
2535:XA102
2530:XA101
2525:XA100
2395:YF120
1872:YJ101
1496:LM500
1386:XA102
1381:XA100
1339:YF120
1299:HF120
1267:CFM56
1256:CF700
1223:YJ101
1151:CJ805
1146:CJ610
820:(PDF)
594:Notes
399:Type:
229:X-43B
44:Type
2634:F119
2618:F-22
2507:F415
2502:F414
2497:F412
2492:F408
2487:F405
2482:F404
2477:F402
2472:F401
2467:F400
2460:F138
2455:F137
2450:F136
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2335:F104
2330:F103
2325:F102
2320:F101
2315:F100
2308:TF41
2303:TF39
2298:TF37
2293:TF35
2288:TF34
2283:TF33
2278:TF32
2273:TF31
2268:TF30
2250:T901
2245:T900
2230:T708
2225:T706
2220:T703
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2210:T701
2205:T700
2198:T408
2193:T407
2188:T406
2183:T405
2178:T400
2171:T101
2166:T100
1906:J700
1899:J403
1894:J402
1889:J401
1884:J400
1877:J102
1867:J100
1847:YJ93
1717:XJ49
1677:XJ41
1662:XJ38
1549:RISE
1544:GE36
1476:T901
1471:T700
1466:T408
1461:T407
1434:GE38
1429:GE27
1424:CT64
1419:CT58
1399:and
1376:TF39
1371:TF34
1366:RM16
1360:RM12
1355:F414
1344:F136
1334:F118
1329:F110
1323:F108
1318:F101
1305:LEAP
1288:GEnx
1283:GE9X
1278:GE90
1251:CF34
1213:YJ93
1058:ISBN
1042:ISBN
1028:ISBN
1010:ISBN
940:2019
698:2015
522:22:1
487:JP-8
483:JP-4
331:F110
318:F119
287:and
249:F136
158:F119
146:and
120:GE37
114:The
2159:T80
2154:T78
2149:T76
2144:T74
2139:T73
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2129:T71
2124:T70
2119:T69
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2109:T67
2104:T66
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2039:T53
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2029:T51
2024:T50
2019:T49
2014:T48
2009:T47
2004:T46
1999:T45
1994:T44
1989:T43
1984:T42
1979:T41
1974:T40
1969:T39
1964:T38
1959:T37
1954:T36
1949:T35
1944:T34
1939:T33
1934:T31
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1857:J97
1852:J95
1842:J91
1837:J89
1832:J87
1827:J85
1822:J83
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