![]() In the world of high maneuvering aircraft a clean discrimination between pitch, roll and yaw is conditional or does not exist at all. Actually, I read that F-135(no lifting fans) has not very good specific mass characteristic. I watch sometimes the Max Loop " performances", impressive for public, but very cleverly done from " engine life usage". Then comes another approach, called engine health management or more simple - the " rigid engine resource(life) policy"(actually very old one). Unfortunately, when Pi_compressor =23-28 and the specific weight is 0.1-0.12 " rigid structure dream" is over. Nice, strong, rigid engine structures, still not so " sharp, energetical maneuvers", with engine specific mass of 0.20 - 0.23 and world is bright. Yes, generally, by design those loads could be absorbed without " deformation" and that had been done when the engines had compressor pressure ratio of max 6-8( M=0 H=0). It is good point - especially from the people from civil air transportation. Pilots many years ago ask me ( when I briefly explain the processes), why the engine structure is not designed to withstand the giro-loads. I am sure that sort of skepticism is " rotating" around but it is ok. 'Inertial rotation", how this process is called, is very intriguing phenomena. The turbine from the previous post but in 3-D. ![]()
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