2018年11月4日 · For turbofans vs turboprops, its similar to how piston airplanes with fixed pitch props just measure RPM, like a turbofan, whereas piston planes with constant speed props need to show RPM and manifold pressure (MP being more or less equivalent to torque in a turboprop). Not sure what you mean by the math part.

2014年5月19日 · In a turbofan, the turbine primarily drives a fan at the front of the engine. Most engines drive the fan directly from the turbine. Most engines drive the fan directly from the turbine. There are usually at least two separate shafts to allow the …

2016年3月6日 · The supporting structures of a turbofan are two stationary frames with their characteristic struts, located at the ends of the engine core: One is behind the OGV stator of the fan module, the other at the aft end of the turbine module: CFM56 with the two frames visible . Stationary frames to spinning shafts

2023年3月6日 · E.g. for a more recent (study from 2019) Ultra High Bypass Ratio turbofan engines you will get TSFC as function of BPR for FPR values from 1.6 down to 1.3 in steps of 0.05: Basically, the FPR and the BPR determine where the optimum TSFC is for a particular engine (for a fixed technology level of your engine, e.g. choice of thrust at Top Of ...

2015年1月10日 · A high bypass ratio allows a turbofan engine to drive more air (produce more thrust) for less air going through the core (burn less fuel). Modern large aircraft have engines like the GE90 on the 777 (9:1 bypass), with the latest engines on the 787 going even higher with the GEnx (9.6:1 bypass), and Trent 1000 (10.8:1).

2017年7月25日 · I don't think it's accurate to say that the desired thrust is the same along the entire blade. For a large turbofan blade like the one in your image, the outer part is designed to act more like a propeller (efficient for the bypass air) while the inner part is designed to act more like a compressor (efficient for the core).

2016年5月1日 · In the other hand in the turbofan, the additional pressure at the front actually helps the air to be forced trough the nozzle increasing performance. At extremely high velocities, however, the drag from the fan becomes very high and the speed is limited again (but at a higher velocity than in the propeller.)

2019年11月12日 · You can develop a basic experimental jet engine with 100 engineers and scientists. The thing is, you can't design and build a mass-produced turbofan engine with such a team. You can with 1,000. But airlines and authorities want it reliable, and you can't build a reliable high-bypass turbofan with only 1,000. That takes thousands because of how ...

Q1: Assuming that by operating temperature you mean turbine inlet temperature, this article says the Pratt & Whitney F135 engine in the F-35 (JSF) has a TIT of 3600 °F (1982 °C / 2255 K), but that most high performance aircraft engines do not exceed 3000 °F (1649 °C / 1922 K), while non aviation engines are nearer 2700 °F (1482 °C / 1755 K) or lower.

2017年9月4日 · Image source. The generators are usually driven from the Accessory Gearbox. This CAD drawing is from the company that makes accessory gearboxes for the Rolls Royce Trent engines driving the A330 and A350, and it shows the connection of the accessory gearbox to the high pressure rotor.