Search results for query: engine

...realities/constraints (both within itself and competitiveness of rest of world) It shows: https://www.airguide.info/s7-group-chief-warns-of-engine-crunch-in-russia-advocates-for-reverse-engineering/ Speaking at the Russian Industrialist Forum, Elin highlighted that the PD-14 engines have...

Yes South Korea and Brazil are progressing here. They both want a domestic engine in this class for UAVs and small aircraft....that will serve to take things to next tiers just like Turkiye envisages too. India has its HTFE-25 engine in this class as well for same purpose. Iran program here...

Add: Canada Germany India Japan Going by just manufacturing alone, the list increases more actually given licensed production.

Very high chance they will be become reality. Just matter of time. Hypersonic is no real huge change from supersonic regime (compared to subsonic to supersonic) in lot of fundamental physics involved etc. It is basically diminishing returns on the same set of issues supersonic faces. Much...

Yeah a bit bigger perhaps, but I see no issue..... its a baked in issue to begin with when you have two engines vs one especially With one engine you can harness more of the intrinsic advantage in the spine being more flush to begin with given the engine centerlines with the cockpit naturally...

...drive/gearbox (and fuel pumps, lines etc) so that is how it would look for when you mount it on aircraft that has these needs from/to the engine. Aircraft-engine interface stuff you can say. Those are not required for core alone in a test cell....you are still providing fuel, lubricating oil...

I guess by raw part numbers done (40+ apparently)? Brochure: https://www.tei.com.tr/uploads/docs/1693074403_genxen.pdf?1693074628 Revenue wise (TEI) its decent start and progress but a long way to go: https://www.tei.com.tr/uploads/docs/tei-post/1597910989_tei-post131eng.pdf Is there annual...

RR largely yes (unless something springs a surprise later). But Safran has very strong + close engine development ongoing with India. They are very interested in defeating the Americans for the AMCA powerplant. It may be difficult given economy of scale by then regd F414, but we will have to...

If we are to take a TH of 1500 C (1773 K) for F110 and assume TC of say 300 K. We get Carnot efficiency of 1 - (300/1773) = 0.83 For a TH of 1200 C(1473 K) Carnot efficiency would be 1 - (300/1473) = 0.8 We can assume the actual thermal efficiency (somewhere in 30 - 40% vicinity) faces a...

...fuel economy) for each thrust. Max thrust comes from max input. Easiest way to do this is carnot efficiency correlation with existing engines and scaling things from there. I will have a look at it later, if another hasn't given you estimate by then. Its another thing I will have to...

...part sizes are small enough. The production rate is lot lower for these. Great for optimized parts which number just 1 to n within say an engine. But over a certain n number (and sometimes part size), forging is way more economical....holding complexity and QC the same. A production line...

...both what you can do with fab and final performance and QC. Its not my field (my integrals involve the fluids rather than solids in these engines), but I remember reading a paper couple years ago and there were still lot of challenges they are in the process of figuring out, so this field...

There is thread for Indian engines for discussion/analysis...better place for any interested members so we don't go off topic in this thread. https://defencehub.live/threads/indian-jet-engine-and-gas-turbine-archive.8414/ I generally judge on deliverables. There is lot of things up in the air...

...driving what Yasar mentions in his latest post has to do with there being an "ideal" compression ratio for every TIT w.r.t maximising heat engine work area (i.e available work capacity per mass flow rate). i.e it is easy to understand why the first large increases in compression ratio (for...

For those that would like to read more on the matter: https://www.joebaugher.com/usaf_fighters/f15_3.html https://www.rand.org/content/dam/rand/pubs/notes/2007/N3618.pdf Article from 1979...

There are differences but not dimensional w.r.t physical interface and attachment points etc. One engine can 100% substitute another, but in practice this is rarely done as there are optimisations done on the production + qualification side (w.r.t the inlet, FADEC tuning, trim etc) given their...

...here. Radial compressors have sweetspot reasons at this size, but their disadvantages grow considerably if you want to scale up the engine. Both the investment in cross sectional area (per compression ratio ability) and the design needed to transfer this compressed air to the combustor (it...

...scaling. Weight (mass) is directly connected to volumes getting cubed. Both among many others present fundamental problems with scaling an engine (driven by thrust connection to diameter in the end, holding propulsive and thermal efficiency frontiers the same for all). There are some good...

From my experience at PW, these days we typically have anywhere around 100 to 1000 high level engineers involved during jet engine design phase (and the later deployment, support and optimisation phases) in these times. Each of these engineers can have sizeable number of mid level engineers...

...(RnD materials and database, previous experience in similar disciplines and projects etc) and research facilities...the more here, the less engineers needed. (i.e what do you exactly mean by scratch etc) B) How much time and money you are prepared to spend....again the more here, the less...