Ads
related to: ultra high bypass ratio engine light bulb burned out in house battery problems
Search results
Results From The WOW.Com Content Network
The bypass ratio (BPR) of a turbofan engine is the ratio between the mass flow rate of the bypass stream to the mass flow rate entering the core. [1] A 10:1 bypass ratio, for example, means that 10 kg of air passes through the bypass duct for every 1 kg of air passing through the core.
The IAE V2500SF SuperFan was a design study for a high-bypass geared turbofan derived from the IAE V2500. It was offered as the primary engine option for the Airbus A340-200 and 300 in January 1987. Although several customers signed preliminary contracts for this variant, the International Aero Engines board decided in April 1987 to stop the ...
In October 2013, the European Commission gave a three-and-a-half-year grant to study the Innovative Counter rOtating fan system for high Bypass Ratio Aircraft engine (COBRA). COBRA was a European Union-Russia cooperative program to study an ultra-high bypass ratio (UHBR) counter-rotating turbofan (CRTF) that was similar to the NK-93.
Turbofan engines with a bypass ratio of at least 4. Pages in category "High-bypass turbofan engines" The following 49 pages are in this category, out of 49 total.
The Pratt & Whitney JT9D engine was the first high bypass ratio jet engine to power a wide-body airliner. [ 46 ] The lower the specific thrust of a turbofan, the lower the mean jet outlet velocity, which in turn translates into a high thrust lapse rate (i.e. decreasing thrust with increasing flight speed).
In 2010, Pratt & Whitney launched the development of an ultra high-bypass version, with a ratio significantly higher than the PW1100G's 12.2:1 for the A320neo, to improve fuel consumption by 20% compared to a CFM56-7 and reduced noise relative to the FAA's Stage 4 by 25 dB. In 2012, wind tunnel tests were completed on an earlier version of the ...
The Rolls-Royce Trent 1000 is a high-bypass turbofan engine produced by Rolls-Royce, one of the two engine options for the Boeing 787 Dreamliner, competing with the General Electric GEnx. It first ran on 14 February 2006 and first flew on 18 June 2007 before a joint EASA/FAA certification on 7 August 2007 and entered service on 26 October 2011.
The engine and nacelle weighed 40,000 lb (18 t) with its new pylon and wing strengthening, compared to 17,000 lb (7.7 t) for the CF6-80C2s and its pylon. [18] In February 2018, the GE9X's first flight was delayed by problems discovered in the high-pressure compressor (HPC) variable stator vanes (VSV) lever arms.